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The diesel oxidation catalyst (DOC) is one of the major components of a diesel after treatment system. Earlier, DOCs were majorly used to oxidise un-burnt HC and CO from the exhaust gas to keep these pollutants within legislation limits. As legislative norms evolved towards becoming more stringent, the technology and chemistry of after-treatment catalysts have also advanced simultaneously. For Diesel Engines to meet BSVI emission norm, the DOC has a vital role to play. Apart from oxidizing un-burnt THC and CO, now it has to perform additional functions of converting NOx to NO2 to achieve desired NO2/NOx ratio for better DeNOx in the SCR and also give efficient exotherm across it when the cat burner fuel is injected during DPF Regeneration with minimal HC slip. In this paper, two DOCs having different PGM loadings and volumes are evaluated for their exothermal efficiencies and corresponding THC slips.

The intensifying demand of cleaner fuelled vehicles considering current norms of BSIV and upcoming stringent norms of BSVI with low cost solutions has promoted the development of CNG and dual fuel vehicles. CNG vehicle is anticipated to discover its extensive use for environment fortification and effective deployment of energy capitals. Thus, CNG vehicles can be pretty effective in averting environment deterioration. CNG has low carbon to hydrogen ratio, this leads to very low CO2 emissions compared to gasoline and diesel vehicles. CNG engines have the potential of low NOx and particulate emissions. Natural gas vehicle development has been directed on the way to current use of direct injection and port injection with S.I. engines. Generally for low cost development, all OEMs prefer optimization of existing engines. Similarly for this project, a diesel engine was converted to S.I. engine for development of low emission CNG engine.

Turbo lag is a very common phenomenon with all diesel engines using the turbo charger to boost power output from an engine. Naturally aspirated diesel engine which is more polluting, heavier, having higher power losses makes a diesel engine more lethargic. Turbocharged diesel engine is fuel efficient, having lower emissions and better power. A smaller sized turbocharged diesel engine delivers power equivalent to larger sized engine; Turbo Lag is the time required to change power output in response to throttle inputs. Turbo lag results in slow increase of speed when we press the accelerator pedal. Turbo lag becomes a real cause of concern when rapid changes in power are required. This is due to the time required for a turbocharger and exhaust system to generate the required boost.

For the upcoming norms of BSVI, it is very important to keep the balance of emission and fuel economy. In these paper different concepts for exhaust gas temperature management will be analyzed and compared. In transient and steady conditions with medium and low load, the effects of active control strategies on exhaust thermal management were studied at the test bench, which include E waste gate intake throttle valve opening, injection advance angle, injection pressure and post injection. The comparison study was factors impacting the fuel economy and temperature management along with to meet WHSC & WHTC emission. The DOE was done to understand the best suitable match with the above function to achieve the optimized fuel economy and BSVI legislative requirement. Different test where carried with 0-100% of opening of intake throttle valve, E waste full open and late post injection to understand the thermal management of engine in part and full load.

Diesel engines are facing stringent norms and future survival with its lower availability is one of the biggest concerns for OEMs of heavy duty commercial vehicles. This is leading to uplifting of new, latent and innovative techniques to achieve these norms with best possible BSFC to reduce overall diesel consumption. The prime objective of this study is to identify and explore the latent strength of pre and post injection on engine performance, emissions and oil dilution due to soot. The post injection strategy has the potential to reduce soot with almost same NOx and fuel consumption depending on the delay of post injection and its quantity. It aids to increase the engine out temperatures for assistance of after-treatment devices, thus meeting higher temperature requirements for NOx and PM conversion for stringent norms of BSVI.

During the last few decades, concerns have grown on the negative effects that diesel particulate matter has on health. Because of this, particulate emissions were subjected to restrictions and various emission-reduction technologies were developed. It is ironic that some of these technologies led to reductions in the legislated total particulate mass while neglecting the number of particles. Focusing on the mass is not necessarily correct, because it might well be that not the mass but the number of particles and the characteristics of them (size, composition) have a higher impact on health. During the diesel engine combustion process, soot particles are produced which is very harmful for the atmosphere. Particulate matter is composed of much organic and inorganic composition which was analyzed after the optimization of SCR and EGR engine out.

Low steering effort is the basic requisite to proffer driver with drive comfort and easy maneuverability on turns. Various components in steering and suspension system play a vital role in determining the steering effort of vehicle. The discussion has been emphasized on static steering effort i.e. when vehicle is stationary and wheels are turned from lock to lock position. There are various factors which affect the steering effort of a vehicle. Following are the high priority factors: 1 Steering Geometry. 2 Tyre static friction torque. 3 Friction among the steering linkages. In this paper, the crucial factors which lead to difference in steering effort of RH and LH turn have been discussed in detail. The Ackerman linkages have been optimized to show that the effective lengths of track arms along with pitman arm and steering arm for a specific turn angle is not the sole reason for difference in steering effort but the acceleration of linkages also play a vital role in this phenomenon.