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The conventional internal combustion engines continue to dominate many fields like transportation, agriculture and power generation. Moreover, apprehension over oil price restriction has created an unprecedented demand for fuel economy. Diesel engine is mostly preferred for its higher thermal efficiency, high-torque and outstanding longevity. In recent days with flooded technologies, Uniqueness and the Differentiation of Product play vital role for a successful business in Auto Industry. The present invention is related to the Challenges of Design & Development of Conventional Diesel Engine to meet the stringent emission & performance requirements (BS-IV) of Internal Combustion engines, and more particularly to achieve the targets with conventional Fuel Injection Systems (Non-electronic Fuel Injectors, In-Line Fuel Injection Pump-Governed Electronically) with required sub-systems on IC engine.

As part of transformation from BS4 to BS6 automobile emission standard in India, engine manufactures are focusing on continuous development of emission control technologies and suitable strategies. Exhaust tail pipe emission and Crankcase emission are added together to meet the regulation acceptable limit. The crankcase emissions contribute substantially to the total Particulate Matter (PM) emitted from an engine. Hence there is a need of design and development of suitable Crankcase ventilation system. This paper presents investigation of high PM contributed from Open Crankcase ventilation (OCV) system in Diesel engine and experiment based solutions.

In tropical conditions, twelve numbers of ten ton intermediate commercial vehicles run at regular interval from zero to 60000 kilometer. Vehicle field run data were composed and analyzed with intended duty cycle for engine oil drain life estimation. The intermediate commercial vehicle trucks with sump capacity 0.083- 0.104 liter/HP and SAE 15W40 viscosity of oil meeting API CH-4, API CI-4+ from group-I and group-II base stocks are considered. The engine wear is more a function of silica concentration, load factor and age than the API category of the oil. Oil drain interval is found to be proportional to the sump volume for the same stress on the oil. Iron concentration and kinematic viscosity decide to be useful oil life with respect to the limits fixed by the engine manufacturer. In tropical conditions, field trials are carried out on 10 ton payload vehicles at higher temperature, humidity, dust levels and payload factor.

Modern day ECU controlled Compression Ignition Engine, with its lean burn combustion process and with advanced exhaust aftertreatment devices, is the most sought after IC engine today; Due to its low fuel consumption with lowest possible CO2 emissions. In order to meet these low emission targets, the compression ratio of many of these new generation Diesel engines are kept as low as low as 16:1. Lowering compression ratio has a negative effect on Engine cold start quality and warm-up. This paper summarizes experimental investigation conducted on an Inline 6 cylinder 5.7 liter Turbocharged Intercooled Direct Injection Diesel Engine with BOSCH Electronic Rotary Fuel Injection Pump (VP37) in a cold chamber to study the effect of injection parameters on combustion instability (and thereby on Cold Cranking), at different (sub-zero) ambient temperatures.

An older generation 2V 6 cylinder diesel engine operating with max specific power of 20kW/l and 11.0MPa peak firing pressure was upgraded for higher peak firing pressure capability, higher specific power output and adaptation of a common rail fuel injection system. Key basic dimensions of the major components were retained to enable continued usage of existing fixed transfer line machining facility. The 2V /cyl configuration was retained. Thermodynamic simulations, Finite Element analysis of head, block gasket structure, connecting rod and main bearing walls were carried out. Analysis of the crankshaft torsional vibration system and bearings were performed. The bolting system and tightening methods were reviewed and modified. Theoretical calculations on coolant flow and lub oil flow requirements were done. Physical experiments were done to study the gasket sealing behavior, bore distortion.

Emission norms are introduced to limit exhaust pollutants from vehicular engines to improve and control ambient air quality. Thermodynamic simulation results showed the possibility of upgradation from Euro-2 to Euro-3 emission norms using a low pressure inline fuel injection pump. Geometric parameters of piston bowl, injection nozzle were adjusted and the combustion parameters like swirl start of injection, controlled injection and jet penetration were fine tuned to achieve the emission norms using the cost effective inline fuel injection pump. This fuel injection system is tolerant to indifferent fuel quality as it is lubricated by engine oil and the clearances within the pump do not demand exceptional lubricity or cleanliness of the fuel. The exhaust is polished off soluble organic fractions, carbon monoxide and hydrocarbons using a lightly loaded diesel oxidation catalyst that is tolerant to 500 ppm sulphur in fuel. Data from 20 engines showed emission is consistent.