Search Results

Ethanol-gasoline blended fuels have been widely implemented in Indian markets followed by the Govt of India’s road map as ethanol reduces life-cycle greenhouse gas emissions and improves anti-knock performance. However, effects of Ethanol Blending on engine out emissions characteristics including particulates from gasoline direct injection (GDI) engine remains under development and investigation. In this study the effect of ethanol blended gasoline fuels with two blending rates 10% and 20% (v/v %) on catalyst conversion efficiencies and emissions on a 1.2 litre 3-cylinder turbo GDI engine is investigated. The addition of ethanol to gasoline fuel enhances the Octane rating (RON) of the blended fuels, oxygen content and changes Reid vapor pressure (RVP). The influence of lambda biasing, and lambda trim controller has been tested. The approach for calibration was adopted based on achieving the target pollutant conversion efficiencies.

BS6.1 emission standards were implemented in India in 2020 followed by BS6.2 which added more controls on emission limits. For BS6.2 OBD (On Board Diagnostics) and RDE (Real Driving Emission) were added on to the existing BS6.1 emissions. Emission control changes usually need addition of new parts, calibration changes and durability requirements. For the current 1.5L, 3-cylinder diesel engine an pSCR (Passive Selective Catalytic Reduction) brick was added for control of NOx for meeting RDE. For meeting OBD requirements PM (Particulate Matter) and NOx sensors were added in the cold end pipe along with calibration changes to meet the BS6.2 norms. In this paper we will discuss on the design aspects of sensors and pSCR only. The sensor and pSCR positioning plays vital role in meeting the legislative requirements and to ensure the ease of assembly and durability of the parts.

The implementation of TREM/CEV 5 emission norms on farm equipment will bring in cost pressure due to the need for exhaust after treatment systems. This cost increase needs to be reduced by bringing in more efficient and effective processes to shorten the development phase and to provide better fuel efficiencies. In this work ETAS ASCMO Online DoE with Constraint Modelling (ODCM) was applied to execute smart online DoE on a new common rail diesel engine with EGR, whose exact bounds of operation was not available. A Global test plan with ASCMO Static was created without much focus on detailed constraints of engine operation, other than the full load curve. The parameters which were selected were Speed, Torque, Rail Pressure, Main Timing, EGR Valve Position, Pilot Separation and Quantity and Post Quantity and Separation. For these parameters, the safe operating bounds were not available. This ASCMO Static test plan is automated and executed on engine test cell with ETAS INCAFlow.

Effective 1st April 2023, India's automotive emissions regulation has shifted from BS-VI Stage-1 to BS-VI Stage-2 standard the after-treatment systems need to demonstrate robust performance not just on the cycle, but also to demonstrate emissions for on-road Real Driving Emission (RDE) conditions. A stringent On-Board Diagnostics (OBD) strategy to monitor the real-time emission levels along with compliance Road Driving Emissions (RDEs) are focus areas for BS VI Stage-2 emission legislation. The maximum speed on MIDC is 90km/h in BS-VI Stage-1, Diesel Oxidation Catalyst (DOC)+Selective Catalyst Reduction Filter (SCRF®) was able to meet legislation at the lab, and now with the RDE cycle max speed of the vehicles under the M1 category <3.5 T will have the max permitted legal limit shall surpass 100 km/h for not around 3% of the span in the third phase of driving cycle for which max speed is up to 120 km/h.

Precise control over mixture formation withhigh fuel pressure and multiple injections allows Gasoline Direct Injection (GDI) engines to be operated satisfactorily at extreme conditions wherePort Fuel Injection (PFI) engines wouldnormally struggle due to combustion instability issues. Catalyst heating phase is one such important condition which is initiated after a cold engine start to improve the effectiveness of the three-way catalyst (TWC). For a given TWC specification, fast light-offof TWC is achieved in the catalyst heating phase by increasing the exhaust gas temperature with higher exhaust mass flow. The duration of this phase must be as short as possible, as it is a trade-off between achieving sufficient TWC light off performance and fuel efficiency.

Vibrational fatigue is a metal fatigue caused by the forced vibrations which are purely random in nature. The phenomenon is predominantly important for the components/systems which are subjected to extreme vibration during its operation. In a vehicle, an engine is the main source of vibration. The vibrational fatigue, therefore, plays a key role in the deterioration of engine mounted components. Multiple test standards and methodologies are available for validating engine mounted parts of an automobile. These might not be appropriate in the case of an off- road vehicle as the vibrational exposure of engine mounted components of an off-road vehicle is entirely different. In the case of an off-road vehicle, the engine mounted components are subjected to a comparatively higher level of vibration for a longer duration of time as compared to the passenger cars.

The paper talks about the migration phenomenon that is observed in gears. The phenomenon discussed here is that observed on hypoid gears which due to their high spiral angles cause the issue to be more sensitive, but the analogy to other gears is applicable. Mahindra manufactures hypoid gear sets for its axles in-house that go on a wide range of its products; with performance benefits also come the stringent quality requirements for hypoid gear sets. Migration is the phenomenon that causes the furling or unfurling of individual gear teeth with respect to each other. This in effect causes the circular tooth spacing between two teeth to become non-uniform. This has a direct effect on the performance of the mated gear set.

The prime focus of automotive industries in recent times is to improve the energy efficiency of automotive subsystem and system as whole. Harvesting the waste energy and averaging the peak thermal loads using thermal energy storage (TES) materials and devices can help to improve the energy efficiency of automotive system and sub-system. The phase change materials (PCM) well suit the requirement of energy storage/release according to demand requirement. One such example of TES using PCM is extended automotive cabin comfort during vehicle idling and city traffics including start/stop of the engine at traffic stops. PCM as TES poses high density and capacity in thermal energy storage and release. It is due to latent heat absorption and release during phase change. Generally the latent heat of a material compare to it sensible heat is much higher, almost an order of 2. For example, latent heat of ice is almost 160 times higher than sensible heat for a kelvin temperature rise of ice.

In current scenario importance of fuel efficient vehicles, lesser emissions & energy efficiency are the major considerations for any vehicle manufacturer. To meet these expectations vehicle manufacturer are exploring alternate powertrains to reduce emissions and produce better fuel efficient vehicles. For any vehicle manufacturer component cost, weight and package volume are the major driving factors for success. This is even true for latest upcoming hybrid and electric vehicles as well. To gain advantage and introduce products faster, OEMs are inclined to electrify their existing platforms to compete with other manufacturers. To convert existing vehicles into hybrid vehicles, all the major components like e machine, High voltage battery, power electronics etc. needs to be carefully packaged along with existing components in the same package space.

With growing need for air quality improvement the emission norms are becoming stringent than ever, triggering a challenge for OEMs. This is because selection of appropriate technology to meet stringent emission standard and engine performance has to be ensured with improved fuel efficiency, and control cost. To comply with future emission standards, intensive efforts are required to optimize the overall engine out emissions with reduce dependency on exhaust after treatment systems. This paper highlights about strategies employed in developing BS V emissions compliant engine for SUV application. The authors have assumed the limits of EURO 5 emission norms as equivalent to BS5 for this purpose. An existing BS IV compliant engine is selected as a base engine and engine out emission targets were defined considering certain conversion efficiency for the after treatment system.

One of the most essential components of automotive HVAC system is compressor. In a vehicle it is directly mounted on the engine. It derives power from the engine feed system to keep refrigerant moving in the HVAC system of the vehicle. It is also essential to complete the vapor compression cycle. During the operation, it causes considerable load on the engine and thus results in lower fuel efficiency and higher pollution. There are several types of compressors available globally. According to construction it can be classified as reciprocating piston type, scroll type and rotary vane type. The reciprocating piston types of compressors are further classified as fixed displacement and variable displacement. Normally the fixed displacement compressors have good idling cooling performance, but it increases the load on the engine. To reduce the load on the engine and to have good idling cooling performance, generally a variable displacement compressor is used.

The increasingly stringent emission legislations provide a continuous challenge for the non-road market. In parallel to transient test cycles, increased emission durability as well as real driving emissions must be fulfilled. The enormous diversification of engines within the different power classes as well as the specific operation requirements regarding various duty cycles, robustness and durability, requires specific solutions to meet these legal limits. The publication shows a cost efficient, reliable and durable approach based on the example of a tractor engine jointly developed by Mahindra & Mahindra Ltd. (M&M) and AVL. It was found that a naturally aspirated (NA) application equipped with common rail and combined with cooled exhaust gas recirculation (EGR) is able to fulfill all legal Environmental Protection Agency (EPA) Tier 4 requirements with a minimum effort on the exhaust aftertreatment side by using only a diesel oxidation catalyst.

October 2010 has brought major change over in Indian Auto Industries, with all India going BS-III Emission compliant (Metro with BS-IV Emission norms). During that time majority of the utility segment vehicles were having diesel engine with simple mechanical fuel injection system. To make these vehicles BS-III compliance cost effectively, with same fuel economy and reliability, was a challenging task. To enable this, Exhaust Gas Recirculation (EGR) through simple pneumatic EGR valve was the optimum technique. The EGR valve was controlled by means of simple Electronic Control Unit (ECU). Limitations of mechanical diesel fuel injection pump, stringent emission regulations, coupled with production constraints and variations, calls for robust control logics for governing EGR. The present work describes the robust strategies and logics of intelligent EGR governing of a 2.5 l, four Cylinder turbocharged, mechanical pump diesel engine for a BS-III compliant multi utility vehicle.

Brazil has implemented a new emission regulation for Light commercial vehicles named PROCONVE L6. This regulation follows Environmental Protection Act (EPA) driving cycle; FTP75. This cycle simulates an urban route of 12.07 km with frequent stops. The maximum speed is 91.2 km/h and the average speed is 31.5 km/h. The regulation has proposed that the gear shift pattern of the manual transmission vehicle can be varied according to the manufacturer's specification. This has lead to the strategy of optimizing gear shift pattern without compromising diesel combustion and engine-out emission with optimized exhaust-gas treatment-devices. The emission is demonstrated to Brazilan Authorities with good margins.

To meet stringent US EPA - TIER IV final emission norms, the diesel engine manufacturers are using various technology approaches. These approaches are varying from advanced in-cylinder combustion strategies to sophisticated exhaust after-treatment technologies. Generally, the proven technology concepts such as Common Rail System (CRS), efficient Turbocharged-Intercooled (TCI), and controlled-cooled EGR along with DOC-DPF in after treatment are used for emission controls. However, this approach will increase the engine cost in addition to the Packaging challenges for the existing vehicle layouts. This paper describes the successful attempt to meet US EPA TIER IV final (<37 kW power category) emission norms on a 2.7 l, Naturally Aspirated (NA) diesel engine for off-highway application. Use of high pressure CRS system, moderate Excess Air Ratio (λ) and optimum engine swept volume selection helped to retain fuel consumption at par with interim TIER IV engine.

Hybrid Electric Vehicles (HEVs), Plug-in Hybrid Electric Vehicles (PHEVs), Extended Range Electric Vehicles (EREVs), Battery Electric Vehicles' (BEVs) development is gaining traction across all geographies to help meet ever increasing fuel economy regulations and as a pathway to offset concerns due to climate change and improve the overall green quotient of automobiles. These technologies have primarily shifted towards Li-ion batteries for Energy Storage (due to energy density and mass). In order to make actual business sense of these technologies, of which, battery is a major cost driver, it is necessary for these batteries to provide similar performance and life expectancy across the operating and soak (storage) range of the vehicles, as well as provide the requirements at a competitive cost.

This work discusses about the emission development of a 4 cylinder inline 3.3 liter CRDe to meet BS III emission norms applicable to 3.5 Ton and above category and upgradable to BS IV emission by suitable after treatment. This engine is developed from a 3.2l mechanical pump engine. During development the focus was on the usage of higher swept volume, selection of engine hardware like piston bowl, turbocharger, injectors and optimization of the injection parameters. A cost-effective solution for meeting the BS III norms in the LCV category without application of EGR and exhaust after treatment even though there is 15% increase of the power rating and 10% increase in Peak torque of the engine. Injection parameters like injection timing, injection quantity and pilot injection were optimized to meet the emission target.

Continually increasing customer demands and legislative Requirements regarding fuel economy, emissions, Performance, drive ability and comfort need to be met by every OEM's developing vehicles worldwide. There is a serious pressure to reduce CO2 emission from automotive application which contributes to around 15.9% of the total CO2 production based on the Surveys done time to time. In a developing market like India, many foreign players are entering with lots of option for offering to this market. The parameters of prime importance here are fuel efficiency with good drive ability and at the same time affordable price. Diesel engines are finding these benefits and attracting the buyer over its counterpart (Gasoline). The road condition and the driving pattern in India compared with developed countries differ to a major extent. In India, the Low speed uses are predominating in Cities and in Ghats.

One of the key factors driving the automotive world is emission regulations. Zero emissions, clean engine concept are some buzz words being used extensively in the automotive industry. Stringent emission regulations throughout the world mean that automotive manufacturers have to pay attention to minimizing engine out emissions. Electronic engine management systems allow flexibility in controlling injection parameters & provide a means for optimizing engine performance. This paper presents work carried out on a 2.49L common rail direct injection diesel engine to achieve Euro IV emission targets. Without after-treatment devices, it is difficult for engine management alone to meet Euro IV and further stringent emissions. To overcome this, two type of after-treatment technologies are adopted by OEM's Selective Catalyst Reduction Diesel Particulate Filter Huge amount of research is being done on the application, cost aspect and availability of component samples for series production.