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By reducing overall noise emanating from Engine at design phase, permits to reduce both time-to-market and the cost for developing new engines. In order to reduce vibration and radiated noise in engine assembly, oil pan is one of the most critical components. This study explains the key-steps that are executed to optimize the oil pan design for 4-cylinder diesel engine by improving Normal Modes, modified Topology, reduced Forced Frequency Response and ATV analysis for reducing its noise radiation. Using Multi-body tool crankshaft forces were generated and the FE model of Base Design was analysed for its noise radiation and panel contribution was done for finding the most radiating panels using Boundary Element Method approach. A series of iterative optimization were carried out with commercial software. Parameters like Stiffness, material property, Ribbing patterns and Shape of the Oil pan was modified to shift the natural frequencies of the component and reduce the sound radiation.

Turbocharged common rail direct injection engines offer multiple benefits compared to their naturally aspirated counterparts by allowing for a significant increase in the power and torque output, while simultaneously improving the specific fuel consumption and smoke. They also make it possible for the engine to operate at a leaner air/fuel mixture ratio, thereby reducing particulate matter emission and permitting higher EGR flow rates. In the present work, a two cylinder, naturally aspirated common rail injected engine for use on a load carrier platform has been fitted with a turbocharger for improving the power and torque output, so that the engine can be used in a vehicle with a higher kerb weight. The basic architecture and hardware remain unchanged between the naturally aspirated and turbocharged versions. A fixed geometry, waste gated turbocharger with intercooling is used.

Almost one-third of the fuel energy is wasted into the atmosphere via exhaust gas from an internal combustion engine. Despite several advancements in waste heat recovery technology, single-cylinder engines in the market that are currently in production remain naturally aspirated without any waste heat recovery techniques. Turbocharging is one of the best waste heat recovery techniques. However, a standard turbocharger cannot be employed in the single-cylinder engine due to technical challenges such as pulsated flow conditions at the exhaust, phase lag in the intake and exhaust valve opening. Of late, the emphasis on reducing exhaust emissions has been a primary focus for any internal combustion engine manufacturer, with the onset of stricter emission norms. Thus, the engine designer must prioritize emission reduction without compromising engine performance.

Mass-production single-cylinder engines are generally not turbocharged due to pulsated exhaust flow. Hence, about one-third of the fuel chemical energy is wasted in the engine exhaust. To extract the exhaust energy and boost the single-cylinder engines, a novel supercharging with a turbo-compounding strategy is proposed in the present work, wherein an impulse turbine extracts energy from the pulsated exhaust gas flow. Employing an impulse turbine for a vehicular application, especially on a single-cylinder engine, has never been commercially attempted. Hence, the design of the impulse turbine assumes higher importance. A nozzle, designed as a stator part of the impulse turbine and placed at the exhaust port to accelerate the flow velocity, was included as part of the layout in the present work. The layout was analyzed using the commercial software AVL BOOST. Different nozzle exit diameters were considered to analyze their effect on the exhaust back pressure and engine performance.

This study on optimum magnification at which Retained austenite to be evaluated by comparing the difference in determining the retained austenite in low carbon carburizing alloy steel using the optical metallurgical micrographic method and X-ray diffraction method. The retained austenite phase will be in surface and color is white in nature also its presented in between the martensite needles. It can be distinguished as separate micro-constituents by using image analyzing software. In another method the RA measurements were carried out on the surface by PROTO iXRD Retained austenite measuring system using Cr K radiation. The (211) and (200) reflections of Martensite and (220) and (200) reflections of Austenite were made for this estimation. However, the calculated values of retained austenite by metallurgical microscope in different magnifications are not identical.

Reactivity Controlled Compression Ignition (RCCI) is a promising, high-efficiency, clean combustion mode for diesel engines. One of the significant limitations of RCCI is its higher unburned hydrocarbon (HC) and carbon monoxide (CO) emissions compared to conventional diesel combustion. After-treatment control of HC and CO emissions is difficult to achieve in RCCI because of lower exhaust gas temperatures associated with the low-temperature combustion (LTC) mode of operation. The present study involves combined experimental and computational fluid dynamic (CFD) investigations to develop the most effective HC and CO control strategy for RCCI. A production light-duty diesel engine is modified to run in RCCI mode by introducing electronic port fuel injection with the replacement of mechanical injectors by the CRDI system. Experimental data were obtained using diesel as HRF (High reactive fuel) and gasoline as LRF (low reactive fuel).

Serious efforts have been put in space to focus on lowering the fuel consumption and CO2 discharge to the environment from Automotive Diesel Engines. Though more focus is put on material up gradation approach on weight perspective, it is accompanied by undesirable cost increase and manufacturing complexity. As a part of development of a single cylinder engine for a light commercial vehicle application, a unique approach of integrated split type crankcase design is designed and developed. This design have addressed all the key factors on Weight, Cost and Manufacturing perspectives. The split type crankcase configuration, particularly middle-split configuration, integrates the oil sump, front cover and flywheel housing in a single unit beneficial from the point of view of reducing engine weight and thus reducing the manufacturing costs. This crankcase is also excellent from the serviceability point of view.

The automobile industry is going through one of the most challenging times, with increased competition in the market which is enforcing competitive prices of the products along with meeting the stringent emission norms. One such requirement for BS6 phase 2 emission norms is monitoring for partial failure of the component if the tailpipe emissions are higher than the OBD limits. Recently PM (soot) sensor is employed for partial failure monitoring of DPF in diesel passenger cars.. PM sensor detects soot leakage in case of DPF substrate failure. There is a cost factor along with extensive calibration efforts which are needed to ensure sensor works flawlessly. This paper deals with the development of an algorithm with which robust detection of DPF substrate failure is achieved without addition of any sensor in the aftertreatment system.

Model based calibration is extensively used by the automotive OEMs (Original Equipment manufacturers) because of its correlation accuracy with test data and freezing the operating parameters such as injection timings, EGR rates, fuel quantity etc. The prediction of Brake specific Fuel consumption (BSFC), Exhaust and intake temperatures are very close to test data. The prediction of Brake specific NOx is directionally reliable with acceptable tolerance.

Methanol has a very low cetane number but it can be used in the neat form in a glow plug based hot surface ignition (HSI) engine at CI engine compression ratios. A CFD simulation model of a glow plug assisted methanol HSI engine was developed and validated using experimental data reported in literature. A study on the effect of single and multipulse injection of methanol, glow plug surface temperature, injection pressure and effect of shielding it were conducted by applying the model on to a three cylinder neat methanol HSI engine. A glow surface temperature of 1273 K was found to be sufficient for ignition of methanol at 50% load while the distance between the glow plug and the injector affected the ignition delay. The sprays were ignited sequentially starting from the one closest the glow plug which resulted in extended combustion. Injecting methanol in double pulses reduced the Maximum Rate of Pressure Rise (MRPR).

Present day AMT unit uses two high pressure hydraulically operated pistons for select & shift operations which make the unit weigh around 8kg. Besides this it also makes the unit more complex & unreliable with a lot of torque interruption. The use of electrical servo motors steps in here as a better alternative as it provides a more precise and smoother shift. To test this we used a 5-MT Transmission. For the selection, a precise 14.5 degree of twisting was required which was easily achieved by the servo motor. Further, shift of 10.5mm could be made possible by using the motor to shift the rack using a pinion on the shaft. This system then essentially eliminates the whole hydraulic circuit, the housing of actuator pack & power pack making it a simpler unit all together. Thus, it offers an uninterrupted torque path from the engine to vehicle which allows for a seamless gearshift. This seminal paper provides an introduction to the technology together.

Present day AMT unit uses two high pressure hydraulically operated pistons for select & shift operations which make the unit weigh around 8kg. Besides this it also makes the unit more complex & unreliable with a lot of torque interruption. The use of electrical servo motors steps in here as a better alternative as it provides a more precise and smoother shift. To test this we used a 5 Gear-Manual Transmission. For the selection, a precise 14.5 degree of twisting was required which was easily achieved by the servo motor. Further, shift of 10.5mm could be made possible by using the motor to shift the rack using a pinion on the shaft. This system then essentially eliminates the whole hydraulic circuit, the housing of actuator pack & power pack making it a simpler unit all together. A Motor is attached to the output shaft of the Transmission which drives in power while the AMT unit is making transition from one gear to another.

Light weighting in modern automotive powertrains call for use of plastics (PP, PA66GF35) for cam covers, intake manifolds and style covers, and noise encapsulation covers. Conventionally, in early stage of design these components are evaluated for static assembly loads & gasket compression loads at component level. However, engine dynamic excitations which are random in nature make it challenging to evaluate these components for required fatigue life. In this paper, robust methodology to evaluate the fatigue life of engine style cover assembly for random vibration excitations is presented. The investigation is carried out in a high power-density 4-cylinder in-line diesel engine. The engine style cover (with Polyurethane foam) is mounted on cam cover and the intake manifold using steel studs and rubber isolators to suppress the radiated noise.

Noise & sound quality has gained equal importance as that of emissions and crash safety of the vehicles. With increased engine power to weight ratio, the challenges for NVH engineers has increased multifold. Passenger compartment comfort levels are getting affected largely due to lighter and powerful engines. Same time, there is pressure to reduce overall vehicle weight and cost. This impose constraints to NVH engineer in designing the body structure and sound package to reduce the effect of powertrain forces and airborne noise on passenger compartment. In addition to weight constraints, there is trend emerging to use two & three cylinder engines which need to perform on par with four cylinder engines. This has shown adverse effect on vehicle NVH performance due to wider low frequency unbalance forces.

Oil pump is one of the important engine parasitic loads which takes up engine power through crankshaft to deliver oil flow rate according to engine demand to maintain required oil pressure. The proper functioning of oil pump along with optimum design parameters over various operating conditions is considered for required engine oil pressure. Pressure relief passage is also critical from design point of view as it maintains the required oil pressure in the engine. Optimal levels of oil pressure and flow are very important for satisfied performance and lubrication of various engine parts. Low oil pressure will lead to seizure of engine and high oil pressure leads to failure of oil filters, gasket sealing, etc. Optimization of pressure relief passage area along with other internal systems will also reduce the power consumed by the pump.

Oil pump is one of the important engine parasitic loads which takes up engine power through crankshaft to deliver oil flow rate according to engine demand to maintain required oil pressure. The proper functioning of oil pump along with optimum design parameters over various operating conditions is considered for required engine oil pressure. Pressure relief passage is also critical from design point of view as it maintains the required oil pressure in the engine. Optimal levels of oil pressure and flow are very important for satisfied performance and lubrication of various engine parts. Low oil pressure will lead to seizure of engine and high oil pressure leads to failure of oil filters, gasket sealing, etc. Optimization of pressure relief passage area along with other internal systems will also reduce the power consumed by the pump.

Achieving stable combustion without misfire and knocking is challenging in premixed charge compression ignition (PCCI) especially in small bore, air cooled diesel engines owing to lower power output and inefficient cooling system. In the present study, a single cylinder, air cooled diesel engine used for agricultural water pumping applications is modified to run in PCCI mode by replacing an existing mechanical fuel injection system with a flexible common rail direct injection system. An advanced start of fuel injection (SOI) and exhaust gas recirculation (EGR) are required to achieve PCCI in the test engine. Parametric investigations on SOI, EGR and fuel injection pressure are carried out to identify optimum parameters for achieving maximum brake thermal efficiency. An SOI sweep of 12 to 50 deg. CA bTDC is done and for each SOI, EGR is varied from 0 to 50% to identify maximum efficiency points. It was found that EGR helps in extending the load range from 20 to 40% of rated load.

The BS6 norms (phase 1) were implemented in India from April 1, 2020 and replaced the previous BS4 norms. Phase 2 of the BS6 norms, which came into effect on April 1, 2023. In accordance with the regulation requirement, effective performance of after treatment systems like DPF and SCR demands critical hardware implementation and robust monitoring strategies in the extended operating zone. Effective OBD monitoring of DPF, which is common to all BSVI certified vehicles, such that the defined strategy detects the presence or absence of the component is imperative. A robust monitoring strategy is developed to detect the presence of the DPF in the real world incorporating the worst possible driving conditions including idling, and irrespective of other environmental factors subject to a location or terrain. The differential pressure sensor across the DPF is used to study the actual pressure drop across the DPF.

Reducing the mechanical friction of internal combustion engines could play a major role in improving the brake specific fuel consumption (BSFC). Hence, it is important to reduce the friction at every component and sub-system level. In the present work, the oil pump friction of a 1.5 liter 4-cylinder diesel engine is optimized by reducing the oil pump displacement volume by 20%. This could be achieved by adopting an optimized oil supply concept which could reduce the oil leakage through the main bearings and connecting rod bearings. A 1-dimensional oil flow simulation was carried out to predict the oil flow distribution across the engine for different speeds. The results indicate that the oil leakage through the main bearings and connecting rod bearings contribute to ~25% of the total oil flow requirement of the engine. In a conventional oil supply concept, the big-end bearing of each connecting rod is connected to the adjacent main bearing through an internal oil hole.

Piston is a critical component of the engine as it exposed to high inertial and thermal loads. With the advent of high performance engines, the requirement of the piston to perform in extreme conditions have become quintessential. Piston scuffing is a common engine problem where there is a significant material loss at the piston and the liner, which could drastically affect the performance and the longevity of the components. This detrimental phenomenon would occur if the piston is not properly designed taking into consideration the thermal and structural intricacies of the engine. A water-cooled gasoline engine which had significant wear pattern on its piston skirt and liner was considered for this study. The engine block was made of aluminum alloy with a cast iron sleeve acting as liner. The piston-liner system was simulated through a commercially available numerical code which could capture the piston's primary and secondary motion.