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Engine mounts are an integral part of the vehicle that helps in reducing the vibrations generated from the engine. Engine mounts require a simple yet complicated amalgamation of two very different materials, steel and rubber. Proper adhesion between the two is required to prevent any part failure. Therefore, it becomes important that a comprehensive study is done to understand the mating phenomenon of both. A good linking between rubber and metal substrate is governed by surface pretreatment. Various methodologies such as mechanical and chemical are adopted for the same. This paper aims to present a comparative study as to which surface pretreatment has an edge over other techniques in terms of separation force required to break the bonding between the two parts. The study also presents a cost comparison between the techniques so that the best possible technique can be put to use in the commercial vehicle industry.

Euro 6 emission norms are getting implemented in India from April 2020 and it is being viewed as one of the greatest challenges ever faced by the Indian automotive industry. In order to achieve such stringent emission norms a good strategy will be to optimize the engine out emission through in cylinder emission control techniques and a right sized after treatment system has to be used for this optimized engine. There exist several factors and trade-off between these should be established for in cylinder optimization of emissions. Since the turbocharger plays an apex role in controlling both the performance and engine out emissions of a CI engine, turbocharger selection is a crucial step in the development of new generation of Euro 6 engines in India. Such engines are equipped with additional actuators such as Intake Throttle Valve and Exhaust Throttle Valve and combination of these flap operations with turbocharger output plays a prominent role in controlling performance and emission.

The air purifier industry has seen a growth in terms of demand and sales lately. All credit goes to massive Industrialization in developing countries such as India. The most harmful of the pollutants are PM 2.5 articulates and NOx Emissions. This leads to the new trend of customers become health and comfort conscious and willing to pay more for better and improved transportation. To satisfy these demands, COEM’s are developing more numbers of Air conditioning buses. Although the OEM’s are meeting this demand of quantity, the quality of air from air conditioner is still suffer. One of the main reasons for this poor air quality is because of the ineffectiveness of conventional air conditioner air filters to control particulate materials i.e. PM2.5, biological pollutants i.e. microbes, bacteria, viruses, and gaseous pollutants i.e. CO, CO2, SO2, NOX, O3 & VOCs in air. As per various researches, health problems associated with bus occupant compartment air quality appear more frequently.

Overall cycle time and prototype testing are significantly decreased by assessment of cooling module performance in the design stage itself. Hence, Front End Cooling and Thermal Management are essential components of the vehicle design process. Performance of the cooling module depends upon a variety of factors like frontal opening, air flow, under-hood sub-systems, module positioning, front grill design, fan operation. Effects of design modifications on the engine cooling performance are quantified by utilizing computational fluid dynamics (CFD) tool FluentTM. Vehicle frontal configuration is captured in the FE model considering cabin, cargo and underbody components. Heat Exchanger module is modelled as a porous medium to simulate the fluid flow. Performance data for the Heat Exchanger module is generated using the 1D KuliTM software. In this paper, CFD simulation of Front End Cooling is performed for maximum torque and maximum power operating conditions.

In an electric vehicle, engine is replaced with battery and transmission is replaced with traction motor. Thermal management of electric battery and motor became a necessary evaluation step in the design and development process of electric vehicles. The temperature of the traction motor coolant is required to be maintained below 600C to ensure proper functioning of the system. Coolant takes away heat from traction motor, motor controller along with an on-board charger in battery charging and discharging conditions. In this paper the cooling unit selection for the total required heat rejection from all three components is analytically calculated and thermal management methodology of liquid-cooled Electric Motor is being studied and documented with the help of numerical simulation. The results are further validated with test results in Electric bus for city application.

India being a developing nation, there is significant improvement of road infrastructure across the country as well as the spending power and earnings of the common man. This leads to the new trend of customers willing to pay for a more comfortable travel through AC buses. To satisfy these demands, OEM’s are forced develop and manufacture huge numbers of AC buses. Although the OEM’s are meeting this demand of quantity, the quality aspect of the buses, i.e., climate comfort, is still subpar. One of the main reasons for this sub-quality comfort is the non homogenous distribution of air flow along the bus. This non homogeneity leads to the centre of the bus having very high air flow and thus overcooling conditions, while the front and rear of the bus receive very little air flow and thus receive under-cooling conditions. To solve this concern of non homogeneity, we incorporated a new design in the hatrack, through the implementation of baffles and deflector in the hatrack.

To compete with the current market trends there is always a need to arrive at a cost effective and light weight designs. For commercial vehicles, an attempt is made to decrease weight of the current design without compromising its strength & stiffness, considering/bearing all the worst road/engine load cases and severe environmental conditions. The topic was chosen because of interest in higher payloads, lower weight, and higher efficiency. Automotive cylinder head must be lighter in weight, to meet increasingly demanding customer requirements. The design approach for cylinder head has made it difficult to achieve this target. A designer might make some judgment as to where ribs are required to provide stiffness, but this is based on engineering experience and Finite Element Analysis (FEA) of the stand-alone head.

Three on the tree, four on the floor. The gear change mechanism is a component that is too often taken for granted but it is one of the more important features of the vehicle. It must be quick and smooth in action, efficient and totally reliable. Modern driving conditions demand that the driver makes frequent gear changes and a mechanism that is temperamental or inaccurate can be both frustrating and dangerous as well as physically tiring. The gear changing mechanism starts, quite obviously, with the gear lever. Most stem from the fact that a gear lever must move in two planes, forward and back and then from side to side to move across the gear "gate". A good many drivers think of gear changing as one simple action. This is more a tribute to the design of gear changing mechanisms than a reality. There are multiple gear selector mechanisms that are available for use in commercial vehicle industry.

The hybrid structure of Engine Mounts made of rubber casing with cast iron reinforcing. Use of two materials made it unique both in application and testing. The rubber provides damping for engine vibrations and the cast iron provides necessary strengthening to hold the heavy engine in place. In this research paper the FEA (Finite Element Method) methodology is being discussed to evaluate and optimize the design analysis to enhance overall engine mount capacity. The existing and modified designs are validated and considerable improvement is being observed in modified design in physical testing. Accurate modeling of engine mounts assembly is presented in this paper. FEA analysis results have good correlation with physical validation for both designs. Impact of design parameters of rubber mounts has been presented.

An engine cooling system is required to maintain stable operating temperature for the engine and prevent it from overheating. Thermal distortion of engine parts can take place if proper cooling is not maintained and engine may loss efficiency. One of the major problem in this domain is to incorporate separate cooling systems for the different variants of engines (different power rating). A single optimized cooling unit is desired to manage the entire range of engine rated power. The factors that affect the cooling system are front end grill opening area, air recirculation, location of snorkel inlet, radiator core size, which need to be tuned to get appropriate results. The above parameters are tuned to obtain appropriate results using the Computational Fluid Dynamics (CFD) simulations. In the next stage, on road cooling trials are performed and real time data is collected.

The existing head cover is having external oil and blow by separation unit, which is not only costlier but also complex and leads to increase in overall height of engine which was difficult to integrate in new variants of vehicles. A new head cover has been designed with internal baffle type oil and blow by separation system to ensure efficient separation and proper packaging of the system in new variants. The new system has been finalized after 26 DOE’s of different wire mesh sizes and different baffle plate size and positions. The final system has two bowl shaped separation unit with wire mesh, two cup type oil separation passages and one baffle plate for separating blow by. The system works on condensation and gravity method. The blow by is guided through a well-defined passage integrated in aluminum cylinder head cover itself. The passage angle is maintained to ensure minimum oil flow with blow by.

Ride is considered to be one of the crucial criterion for evaluating the performance of a vehicle. Automobile industry is striving for improvement in designs to provide superior passenger comfort in Commercial vehicles segment. In Industry, Quarter-car model has been used for years to study the vehicle’s ride dynamics. But due to lower DOF involved in quarter car, the output accuracy is somewhat compromised. This paper aims in development of a 7 DOF full-car Model to perform the ride- comfort analysis for Light Duty 4*2 Commercial Bus using MATLAB Simulink which can be used to tune the suspension design to meet the required ride-comfort criteria. Firstly, experimental data and Physical Parameters are collected by performing Practical Test on commercial Bus on different road profiles. Secondly, a Full Car Mathematical Model with 7 DOF has been developed for a bus using MATLAB Simulink R2018a.

Highway transportation using truck is an important transport mode of goods and product to their destination. Commercial vehicle is expensive mode of transportation so it will be protected from failure. For Heavy duty truck they are fully loaded at one side of transportation and other side empty transportation. In such case lift axle grounded when truck is loaded and when truck is empty it is in lift condition. Lift axle is play important role while loading so it is important that it should not fail. Many times lift axle fails at weld location due several load come on the axle. In this paper study of weld failure to vertical, braking and lateral load come on lift axle when truck is in loading condition. Weld failure check in CAE analysis with various load cases and compare with actual physical vehicle failure. Weld failure correlation well correlate when actual loading are consider in analysis. For analysis loading data is measure from RLDA data that will be used for analysis.

The safety of the heavy duty commercial vehicle (HCV) occupants in an accident is an imperative task and should be considered during the design and development of cabins. The sufficient cabin survival space must be remained after the accident. The main aim of this study is to develop a Finite Element (FE) model of HCV cabin and validate to the test as per AIS029. The present study also includes the assessment of the energy absorption capabilities of the HCV cab during the pendulum impact test. Initially a detailed 3D FE model of a fully suspended HCV cabin was developed and then pendulum impact test simulation was carried out using LS-Dyna explicit solver. Simulation results were compared with the test results and were found in a great agreement in terms of survival space and overall deformation behavior. The load transfer path was described at the time of pendulum impact. The largest amount of impact energy was absorbed by the frontal region of the cabin.

The new idea discussed in this paper pertains to the carrier mechanism for spare wheels in heavy commercial vehicles. Typically, these vehicles are equipped with a spare wheel carrier featuring a rope mechanism for loading and unloading the spare wheel. The conventional placement of this system is on the side of the frame/chassis or within the limits of the side member. However, the tire-changing process in this system is often arduous, time-consuming, and requires significant effort. The proposed invention addresses these challenges by repositioning the spare wheel to a vertical orientation, facilitating easier access to its bolts and simplifying the removal process from the mountings. Furthermore, the innovation incorporates a three-way actuation system (Air Actuated, Electric motor-driven, or Hydraulic cylinder actuated mechanisms), thereby reducing the need for manual effort and enhancing driver comfort.

With the improvement of standard of living, air conditioning has widely been applied in buses. However, in air conditioning buses air distribution is still needs to be improved, One of the main reasons for this sub-quality comfort is two air flow louvers arrangement for 3x2 layout air conditioner buses. Air conditioning buses hatrack louvers are an integral part in providing comfort to passengers. General trend of the numbers of louvers provided to passengers is two louvers for three seats. Disadvantage of having conventional two louvers is that, there is always one passenger left with no option of directing air towards that person. This lead to an opportunity to design three louvers type hatrack instated of conventional two louvers hatrack, for 3x2 seating layout of buses. This way all three passengers can control the louvers for their own comfort and mass of air flow is sufficient for third passenger as well.

Passenger vehicles are used as one of the frequently used and versatile mode of transport. Commercial buses cater to short to long distance travel for city as well as highway applications. Thus, passenger ride comfort becomes paramount for the salability of the vehicle. Generally, it is observed that the rear seat experiences the worst ride comfort characteristics due to rear overhang and pitching characteristics of buses. Therefore the objective of this project is to improve the rear seat vibrations of passenger bus by tuning damper characteristics. Shock absorbers, being a low cost and easily interchangeable component is tuned first before optimizing other suspension parameters. The methodology is as follows: first, a 4 degree of freedom mathematical model is created on MATLAB Simulink R2015a environment. Time domain data is obtained by road load data analysis and used as an input for the mathematical model.

Downsizing and Light weighting is the latest trend in the automotive industry to achieve more fuel efficient, compact and cost effective design of vehicles. Powertrain components compromise of more than 45% of the total vehicle weight. Automakers are putting significant efforts to reduce the weight of power train components. Integrated design of aluminum Engine Head and Intake manifold has been successfully implemented. Now currently we have identified the gear box housings for downsizing in light duty trucks i.e. Existing light duty trucks Cast Iron transmission. This design has been successfully modified with integrated clutch housing and transmission housing, using lightweight aluminum as the new material, using simulation tools. This lead to weight savings of up to 30% and cost savings of 20-25% as compared to existing cast iron designs. Using an integrated design reduces the assembly cost, makes the design more compact and gives better weight balance.

In order to stand apart from the competition, there is an ever growing demand in Indian commercial vehicle segments to reach higher fuel economy while achieving the emission goals set by the BS-VI norms. With emissions standard set by BS-VI, novel techniques to improve fuel efficiency have to be considered that have least impact with respect to NOx and soot emissions. The optimization of exhaust and intake valve lifts with respect to engine speed, technology commonly known as Variable Valve Lift and Timing (VVT/VVL), has been implemented in many passenger vehicles propelled by gasoline engine. The aim of this work is do initial assessment of utilizing the VVL method on a LMD commercial vehicle diesel engine. A 3.8 litre BS-VI turbocharged EGR engine is used for this study. Valve lift and timing optimization for better fuel efficiency at rated power engine speed is carried out by using one-dimensional thermodynamic simulation software AVL BOOST.

Engine down speeding is rapidly picking up momentum in many segment of world market. Numerous engine down speeding packages from OEM have been tailored to take advantage of the increased efficiencies associated with engine down speeding. Running engine at lower rpm has numerous advantages. The most obvious of these is reduced fuel consumption, since the engine can spend more time running within its optimum efficiency range. By down speeding, the engine is made to run at low speeds and with high torques. For the same power, the engine is operated at higher specific load- Brake Mean Effective pressure (BMEP) which results in higher efficiency and reduced fuel consumption-Brake Specific Fuel Consumption (BSFC). The reasons for increased fuel efficiency are reduced engine friction due to low piston speeds, reduced relative heat transfer and increased thermodynamic efficiency.