Search Results

Human health is the driving force for setting the Ambient Air Quality Standards for the country. As per Auto Fuel Policy released by Govt. of India, Air Quality Monitoring and Source Apportionment Studies were initiated in six cities. Apart from determining emission data from other sources, the assessment of automotive emission inventory was done by conducting the emission testing on vehicles of different categories and vintages following a driving cycle. India has been following Modified Indian Driving Cycle (MIDC) adopted from European driving cycle which may not give a realistic assessment of vehicular emissions in laboratory as compared to on-road emissions. The variation could be due to different traffic density, land-use patterns, road infrastructure and traffic management encountered in India as compared to Europe. This paper presents the evolution of Driving Cycle developed for passenger cars in Delhi.

This research quantifies the real-world emissions and fuel economy of a BS-VI motorcycle. The emissions estimation by standard driving cycles in the laboratory does not represent the emissions factors estimated in real-world driving experience on road. In real-world driving conditions, the emissions of motorcycles were influenced by vehicle driving patterns and traffic conditions. The time-speed data was collected during peak and non-peak hours on weekdays and weekends. The fuel economy and emissions factors were estimated for peak and non-peak hours by simulating the time-speed data on a chassis dynamometer interfaced with a gravimetric fuel consumption meter and a 5-gas analyzer. The average and maximum speeds of 29 km/h and 60 km/h in urban, 33 km/h and 72 km/h in rural, and 47 km/h and 79 km/h on highways respectively were observed. The CO and HC emissions were higher during peak hours on weekdays in urban traffic conditions compared to other traffic conditions.

In India, , as per mandate of hon'ble Supreme Court of India for reduction of emission due to vehicles, compressed natural gas (CNG) powered city buses and passengers cars are in use since 2000. Their usage is limited to metropolitan cities like Delhi, Mumbai, Bangalore etc. due to limitation of CNG storage and dispensing infrastructure along with low energy density storage. High energy density liquid form of natural gas storage (LNG) can overcome these difficulties and promising in near future. Simultaneously, there is a need for development of efficient fuel storage system, fuel supply system, engine optimization & calibration, engine lubricant etc. suitable for implementation of LNG for automotive application. In this background, the present work is aimed at the framework of engine testing facility, development of dedicated lubricant and performance of the engine for LNG application.

N-butanol is a promising alternative fuel which needs no engine modification when used as a blend with diesel. The miscibility of n-butanol with diesel is excellent in a wide range of blending ratios. N-butanol has high oxygen content and a comparable energy content, specific gravity and viscosity to that of diesel, which makes it attractive for diesel engines as an alternative fuel. An experimental investigation was conducted to assess the performance of a new generation passenger car with respect to power, fuel economy (FE) and mass emission using 5, 10 and 20 percent (by vol.) n-butanol blends with diesel (NB). Computer controlled DC motor driven chassis dynamometer, AVL AMA I60 mass emission measuring system and AVL FSN smoke meter were used for measuring wide open throttle (WOT) power, road load simulation (RLS) fuel economy, mass emissions and smoke in WOT and steady speed driving conditions.

Many countries are developing strategies to curb the consumption of fossil fuels, and to increase the share of alternative fuels such as alcohols, natural gas, fuel cell and electricity in the energy pool in order to improve energy security and reduce atmospheric pollution. Alcohol fuels are promising one and it has been widely used in many countries as blending component for gasoline. Ethanol has a high-octane number but it has a lower calorific value than gasoline. The performance of engine may be affected with higher percentage of ethanol in gasoline due to demand for larger quantity of fuel that could not be supplied by vehicles which are tuned to run on gasoline only. In this study, a second electronic control unit (ECU) was installed in series with the existing commercial or primary ECU and an ethanol sensor was installed in the fuel line. This secondary ECU modulates the fuel injection pulse width of the primary ECU depending on ethanol concentration in the fuel.

Net-Zero emission ambitions coupled with availability of oxygenated fuels like ethanol encouraged the Government towards commercial implementation of fuels like E20. In this background, a study was taken up to assess the impact of alcohol blended fuels on performance and emission characteristics of a BS-VI complaint motorbike. A single cylinder, 113-cc spark ignition, ECU based electronic fuel injection motorbike was used for conducting tests. Pure gasoline (E0), 10% ethanol-gasoline (E10), 20% ethanol-gasoline (E20) and 15% methanol-gasoline (M15) blends meeting respective IS standards were used as test fuels. The oxygen content of E10, E20 and M15 fuels were 3.7%, 7.4% and 8.35% by weight respectively. Experiments were conducted following worldwide motorcycle test cycle (WMTC) as per AIS 137 standard and wide-open-throttle (WOT) test cycle, using chassis dynamometer.