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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 along with top performance for vehicle, a good strategy should be incorporated to control system out NOx emissions and soot regeneration. Extruded Vanadium catalyst is deployed for this passive regeneration system with DOC (Diesel Oxidation Catalyst), DPF (Diesel Particulate Filter) and SCR (Selective Catalyst Reduction), where the amount of catalyst loading in DOC plays an apex role in deciding conversion efficiency of SCR and passive regeneration capabilities. This study mainly focuses on the impact of catalyst loading of DOC over SCR efficiency. NO2 to NOx ratio should be close to 0.5 for optimum conversion efficiency of SCR. Catalyst loading in DOC decides the amount of NO2 coming upstream to SCR.

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.

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.

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.

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.