DESC:FIELD OF INVENTION

The present invention relates to emission control device for a diesel engine. In particular, the present invention relates to emission control device with a LCD display for exhaust parameters of diesel engines. More particularly, the present invention relates to emission control device with CAN based integrated LCD indication for displaying the diesel exhaust fluid level and percentage of a diesel engine.

BACKGROUND OF THE INVENTION

Exhaust Systems are equipped with control systems for controlling the emissions from automobiles, e.g. tractors for computerization thereof.

Different types of hydrocarbons, carbon monoxide and oxides of nitrogen are produced during the combustion process inside the combustion chamber of the diesel engine, which are emitted into the atmosphere from the tail pipe.

Some of the more common emission control devices installed on the automobile are:

• Exhaust Gas Recirculation (EGR) valve,
• Catalytic converter,
• Air pump,
• Positive crankcase ventilation (PCV) valve, and
• Charcoal canister.

There are different ways of controlling automotive emissions.

The first method involves promoting a more complete combustion to reduce by-products thereof.

The second method involves reintroducing excess hydrocarbons present in the exhaust gas back into the combustion chamber of the engine.
The third method involves providing an additional device for facilitating the oxidation or combustion of the fuel. This additional device is a catalytic converter, which looks like a muffler.

The catalytic converter is disposed in the exhaust system placed before of the muffler. There are pellets or honeycombs of platinum or palladium configured inside the catalytic converter. The platinum or palladium is used as a catalyst (i.e. a substance used to speed up a chemical process, while passing the exhaust gas containing hydrocarbons or carbon monoxide over the catalyst. Thereby, hydrocarbons or carbon monoxide present in the exhaust gas are chemically oxidized or converted into CO2 and water.

Substantial heat is produced inside the catalytic converter while cleaning the exhaust gas by means of the above process. The dirtier the exhaust gas, the harder the catalytic converter need to work and thereby more the heat produced. In some cases, the catalytic converter even glows from such excessive heat generation. If the catalytic converter works to such an extent for cleaning dirty exhaust gas, it annihilates itself.

Further, leaded automotive fuels produce a coating on the pellets or honeycombs of platinum or palladium of the catalytic converter and thereby render it completely ineffective. This is the reason for banning the use of unleaded fuels for automobile engines in several developed countries, such as United States of America.

PRIOR ART

US20140065022 A1 discloses an exhaust gas after-treatment system for delivering a reducing agent into the exhaust gas stream of an internal combustion engine for selective catalytic reduction, the system having a reducing agent tank and a pump for delivering the reducing agent from the tank to an injection unit, the tank having at least one opening, the pump being made as an integrated unit and being plugged into the opening of the tank, the integrated unit forming a tank closure and sealing the tank.
However, this disclosure relates to an exhaust gas after-treatment system for delivering a reducing agent into the exhaust gas stream of an internal combustion engine for selective catalytic reduction and is substantially different from the integrated CAN (i-CAN) based LCD display with diesel exhaust fluid level and percentage display configured according to the present invention.

CN104296821 A discloses an automatic oil tank capacity calibration system. The automatic oil tank capacity calibration system comprises an oil tank with a front chamber and a rear chamber, a front chamber bottom valve and a front chamber liquid indicator are mounted at the bottom of the front chamber, a rear chamber bottom valve and a rear chamber liquid indicator are mounted at the bottom of the rear chamber, the front chamber bottom valve is controlled by an electromagnetic valve 1, the rear chamber bottom valve is controlled by an electromagnetic valve 2, and the electromagnetic valve 1 and the electromagnetic valve 2 are in control connection with a power source/controller through wires. The power source/controller powered by a storage battery is connected with an acquirer through a wire and supplies power to the acquirer, and the acquirer provides control signals for the power source/controller and acquires signals through a flowmeter, an oil pump rotation speed sensor, a pump outlet pressure sensor, a filter outlet pressure sensor and the front chamber liquid indicator. The automatic oil tank capacity calibration system has the advantages that automatic control in oil tank capacity calibration can be realized, all operations are completed automatically, and data are automatically collected and inputted into a memory of a display system.

However, this disclosure relates to an automatic oil tank capacity calibration system, which uses a CAN bus network to handle the collection results to be displayed on the display terminal by means of a TFT display and thus substantially different from the integrated CAN (i-CAN) based LCD display with diesel exhaust fluid level and percentage display configured according to the present invention.

US 20150102933 A1 discloses a service display system for a machine with an out-board service area is disclosed. The service display system indicates a plurality of fluid levels within a plurality of fluid reservoirs, corresponding to respective one of a plurality of sub-systems. The service display system includes a port relay board disposed within the out-board service area. The port relay board includes a plurality of fluid fill ports that correspond to one of the plurality of fluid reservoirs. The port relay board includes a first indicator and at least one second indicator disposed within proximity of the plurality of fluid fill ports. The first indicator is adapted to communicate at least one fluid level of the at least one of the plurality of fluid reservoirs. The at least one second indicator is adapted to visibly indicate an inclination position of the machine.

However, this disclosure relates to a service display system for a machine with an out-board service area, which includes a generic fluid level sensing mechanism and thus substantially different from the integrated CAN (i-CAN) based LCD display with diesel exhaust fluid level and percentage display configured according to the present invention.

EP2551009 A1 discloses a mixture of urea, water and ammonium carbamate formulated for use in the catalytic reduction of oxides of nitrogen in diesel exhaust. The mixtures may be formulated to optimize the amount of reductant in the mixture and the freezing point of the formulation. These formulations are especially useful in combination with Selective Catalytic Reduction systems and are well suited for use on heavy-duty trucks and equipment used off-road.

Therefore, the disclosure of this EP document is also substantially different from the integrated CAN (i-CAN) based LCD display with diesel exhaust fluid level and percentage display configured according to the present invention.

DISADVANTAGES WITH THE PRIOR ART

From above detailed discussion as well, it is amply clear that none of the prior art documents discloses the integrated CAN (i-CAN) based LCD display with diesel exhaust fluid level and percentage display configured according to the present invention.

The main disadvantage with prior art LCD display system is that different functions cannot be displayed on a single cluster screen.

DESCRIPTION OF THE INVENTION

The most commonly used catalytic converter used for diesel engines is based on the Diesel Oxidation Catalysts (DOCs) containing palladium, platinum and aluminium oxide, all of which serve as catalysts for oxidizing hydrocarbons and carbon monoxide with the help of oxygen to form CO2 and water. Such DOC based catalytic converters often operate at 90% efficiency, thus virtually eliminate diesel odour to help reduce visible particulates (soot).

However, DOC based catalysts are not active for NOx reduction, because any reducing agent present would first react with the high concentration of O2 in the diesel engine exhaust gas. So, NOx emissions from compression-ignition (diesel) engines are reduced by adding catalytic systems to diesel vehicles to meet stipulated emissions requirements. Two techniques have been developed for the catalytic reduction of NOx emissions under lean exhaust conditions:

• Selective Catalytic Reduction (SCR), and
• Lean NOx trap or NOx adsorbed.

Selective Catalytic Reduction (SCR) is an advanced active emissions control technology system, in which a liquid-reductant agent is injected through a special catalyst into the exhaust gas stream of a diesel engine. The reductant source is usually automotive-grade urea, commonly known as Diesel Exhaust Fluid (DEF). DEF sets off a chemical reaction to decompose the oxides of nitrogen to produce nitrogen, water and tiny amounts of carbon dioxide (CO2) and natural components of the atmospheric air are exhausted through the vehicle tailpipe.
This technology is designed to allow nitrogen oxide (NOx) reduction reactions to take place in an oxidizing atmosphere. It is called "Selective" because it reduces levels of NOx using ammonia as a reductant within a catalyst system. The chemical reaction is known as "reduction" where the DEF is the reducing agent that reacts with NOx to convert the pollutants into nitrogen, water and tiny amounts of CO2. DEF can be quickly broken down to produce the oxidizing ammonia in the exhaust stream. Normally, Ammonia is used here for reducing NOx into nitrogen.

A particular proprietary DEF product is AdBlue sensor, an electronic device to sense urea concentration (%) and urea level present in Diesel Exhaust Fluid (DEF). AdBlue sensor is mounted on a urea tank connected to the display system displaying the urea-level to the vehicle operator.

OBJECTS OF THE INVENTION

Some of the objects of the present invention - satisfied by at least one embodiment of the present invention - are as follows:

An object of the present invention is to provide an integrated CAN (i-CAN) based LCD for displaying diesel exhaust fluid level and percentage thereof.

Another object of the present invention is to provide an integrated CAN (i-CAN) based LCD for displaying different functions on a single cluster screen.

Still another object of the present invention is to provide an integrated CAN (i-CAN) based LCD for clearly displaying the diesel exhaust fluid level.

Yet another object of the present invention is to provide an integrated CAN (i-CAN) based LCD for clearly displaying the diesel exhaust fluid quantity.

A still further object of the present invention is to provide an integrated CAN (i-CAN) based LCD to prioritize between diesel exhaust fluid level and quantity.
These and other objects and advantages of the present invention will become more apparent from the following description, when read with the accompanying figures of drawing, which are however not intended to limit the scope of the present invention in any way.

SUMMARY OF THE INVENTION

In accordance with the present invention, there is provided an emission control device for diesel engines, said device comprising:

- a microcontroller;

- a battery with the ground terminal and positive terminal thereof connected in series via a power supply unit to a microcontroller;

- an ignition switch with the positive terminal thereof connected in series to a first signal conditioner;

- the pulse input and the engine rpm supplied via a second signal conditioner to said microcontroller connected in series thereto;

- analog inputs and the fuel level supplied via a third signal conditioner to said microcontroller connected in series thereto;

- PWM inputs and the coolant temperature supplied via a fourth signal conditioner to said microcontroller connected in series thereto;

- digital input, tell-tale inputs, illumination and service due reset supplied via a fifth signal conditioner to said microcontroller connected in series;

- a CAN J1939 bus, tachometer data and DEF level input, tell-tale inputs, UDS data and boot loader data supplied via a CAN driver to said microcontroller connected in series thereto; and

- the human interface and reset switch data supplied via a sixth signal conditioner to said microcontroller connected in series thereto;

characterized in that, said microcontroller is connected in series via an LED driver to another tell-tale; to a plurality of analog meters; to an integrated control area network (i-CAN) based LCD to display in real-time the diesel exhaust fluid (DEF) level and quality thereof in percentage; to an audio warning and buzzer via a driver and to a plurality of illumination LEDs, preferably a red and yellow LED each via another driver.

Typically, the integrated control area network (i-CAN) based LCD display comprises an LCD display cluster to monitor and indicate the diesel exhaust fluid (DEF) level as well as the quality there of in percentage displayed in real-time on a single LCD screen.

Typically, the integrated control area network (i-CAN) based LCD display comprises a Diesel Exhaust Fluid (DEF) level gauge.

Typically, the Diesel Exhaust Fluid (DEF) level gauge is an LCD bar graph having a range of 0 to 100 divided in 8 bars and the quality of DEF in percentage.

Typically, a low DEF level concentration, preferably less than 29% DEF level is indicated in YELLOW color.

Typically, a poor quality of DEF level concentration, preferably more than 36% DEF level is indicated in RED color.

Typically, the integrated control area network (i-CAN) based LCD is not illuminated on detecting a good quality of DEF level concentration, preferably between 29 to 36% DEF level.

Typically, on detecting both low level of DEF level concentration and poor DEF quality by the LCD cluster, the display is prioritized for taking correct remedial action by the vehicle driver.

Typically, the integrated control area network (i-CAN) based LCD display cluster comprises a DEF level sensor installed on the instrument cluster of the vehicle and electrically connected to the engine control unit (ECU) via corresponding wiring harness.
Typically, the integrated control area network (i-CAN) based LCD display cluster is configured suitably to monitor and display the diesel exhaust fluid (DEF) level and percentage thereof in real-time both for day viewing and night viewing.

DEFINITIONS

Instrument cluster is a device on vehicle to display the vehicle speed, temperature, fuel level indication and several other functions.

LCD instrument cluster is the liquid crystal display which displays "analog" gauges on an LCD screen, while integrating additional interactive features thereon.

Controller Area Network (CAN) or CAN bus is a vehicle bus standard designed to allow microcontrollers and devices to communicate with each other in applications which do not have any host computer. It is a message-based protocol, originally designed for multiplex electrical wiring within automobiles.

Integrated Control Area Network (i-CAN) based LCD display to indicate the Diesel Exhaust Fluid (DEF) level and percentage is configured in accordance with the present invention to allow the LCD Display to monitor and show in real-time, the different function on a single cluster screen. This Diesel Exhaust Fluid (DEF) level gauge is a LCD bar graph gauge, the range of which is between 0 to 100 with 8 bars provided on the LCD screen. DEF gauge receives input signals via i-CAN to smoothly move LCD bar graph.

Mandatorily, the same symbol is recommended for indicating both AdBlue level and the quantity. This makes it difficult for the customers to differentiate between the displays for the low level and poor quality. Therefore, sometimes, the customer gets confused to identify the actual problem displayed on the screen.

In all other tractors, two separate indications are displayed for low level and poor quality on the cluster screen by means of two different colors of LEDs.

However, the LCD screen configured in accordance with the present invention couples these two indications in a single LED with different color.

The inventive LCD Display shows the level and quality of DEF on the same cluster while retaining its normal functionality. The cluster has a unique (Single LED) tell-tale to inform the user, whether the DEF quality is low in concentration of urea or good in concentration.

Accordingly, when a low level of AdBlue is detected, the cluster indicates in Yellow color. Whereas, when a poor quality is detected, the cluster indicates in Red color.

However, when both low level and poor quality are detected, then the cluster identifies both and prioritizes between these two indications.

BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS

The present invention will be briefly described with reference to the accompanying drawings, wherein:

Figure 1a shows the functionality of a typical CAN bus instrument cluster.

Figure 1b shows the functional block diagram of the integrated CAN (i-CAN) based LCD configured in accordance with the present invention for displaying diesel exhaust fluid level and percentage thereof.

Figure 2 shows a typical graphic of the instrument cluster provided on the dashboard of a vehicle in an unlit state for day view.

Figure 3 shows a typical night view of the instrument cluster graphic.

Figure 4 shows another typical night view of the instrument cluster graphic.

Figure 5 shows an enlarged view of the diesel exhaust fluid level gauge M4 provided with bar graph as shown in Figures 2 to 4.

Figure 6 shows an exemplary graphic of the instrument cluster when lit with LCDs provided thereon.

Figure 7 a schematic diagram of the working of the integrated CAN (i-CAN) based LCD for displaying diesel exhaust fluid level and percentage thereof.

Figure 8 shows the mounting position of the DEFQ sensor used in the integrated CAN (i-CAN) based LCD configured in accordance with the present invention.

DETAILED DESCRIPTION OF THE ACCOMPANYING DRAWINGS

In the following, the integrated CAN (i-CAN) based LCD configured in accordance with the present invention will be described in more details with reference to the accompanying drawings without limiting the scope and ambit of the present invention in any way.

Figure 1a shows the functionality of a typical CAN bus instrument cluster 190. It includes a plurality of sensors 100, which provide analog 110 and digital 120 inputs to the instrument cluster 190 which is also connected in series to a power distribution 130. A human interface 140, vehicle bus (CAN J1939) 150 and vehicle fitment 160 are also connected in series to the instrument cluster 190. The instrument cluster 190 includes 14 and 16 pin connectors 170 and four different indicators. The first indicator consists of a tachometer 172, a fuel gauge 174, a temperature gauge 176 and an exhaust fluid gauge 178. The second indicator consists of an hour meter 182 and trip hour meter 184. The third indicator consists of tell tales 186. The fourth indicator consists of audio buzzer warning 188.

Figure 1b shows the functional block diagram of the integrated CAN (i-CAN) based LCD display configured in accordance with the present invention for displaying the diesel exhaust fluid level and percentage. It includes a battery ground terminal 202 and positive terminal 204 connected to a power supply unit 210. The ignition switch 212 and positive terminal 214 connected to a signal conditioner 220. The pulse input 222 and engine rpm 224 being fed to another signal conditioner 230. Analog inputs 232 and fuel level 234 is supplied to yet another signal conditioner 240. PWM inputs 242 and coolant temperature 244 being fed to still another signal conditioner 250. The digital inputs 252, tell-tale 254, illumination 256 and service due reset 258 are also connected to yet another signal conditioner 260. CAN 1939 bus 262, tachometer and DEF level input 264, tell-tale inputs 266, UDs 268 and boot loader 270 are connected to a CAN driver 280 and a human interface 282 and reset switch 284 connected to one more signal conditioner 290. The power supply unit 210, all signal conditioners 220, 230, 240, 250, 260 290 and CAN driver 280 are connected in series to a microcontroller 300. Microcontroller 300 is further connected in series to tell tale 320 via a LED driver 310, connected to analog meters 330 including displays M1, M2, M3, connected to LCD 340 including display M4, connected to an audio warning 352 and buzzer 354 via driver 350 and connected to illumination LEDs 362, 364 via driver 360.

Figure 2 shows a typical graphic of the instrument cluster provided on the dashboard of a vehicle, which includes indicators M1, M2, M3, M4 and M5. Here, the instrument cluster is in an unlit state for day view, so AdBlue sensor M5 is not lit.

Figure 3 shows a typical night view of the graphic of the instrument cluster. Here, AdBlue sensor (inset) M5 is showing a low-level indication.

Figure 4 shows another typical night view of the graphic of the instrument cluster. Here, AdBlue sensor (inset) M5 is showing a poor-quality indication.

Figure 5 shows an enlarged view of the diesel exhaust fluid level gauge M4 provided with bar graph as shown in Figures 2 to 4. This bar graph has a range of 0 to 100% displayed on the LCD screen. Here, the Diesel Exhaust Fluid level (DEF) is shown as an LCD bar graph scaled to 8 segments. The following table summarizes the observed values of the diesel exhaust fluid levels/quality:

DEF Concentration DEF level LED Color Remarks
< 29% Low Yellow Low DEF concentration
29-36% Normal No Indication Good Quality DEF
> 36% High Red High DEF Concentration

Figure 6 shows an exemplary graphic of the instrument cluster when lit with LCDs provided thereon.

Figure 7 a schematic diagram of the working of the integrated CAN (i-CAN) based LCD for displaying the diesel exhaust fluid level and percentage thereof. It includes an indication system for the digital DEF level graphic display using a respective wiring harness W1, W2 leading to the ECU 300 from AdBlue sensor M5 and instrument cluster 190.

Figure 8 shows the mounting position of the DEFQ sensor 400 used in the integrated CAN (i-CAN) based LCD configured in accordance with the present invention. It shows a DEFQ sensor 400 mounted through a welding flange 410 under the diesel exhaust fluid tank 420.

WORKING OF THE INVENTION

• Determining the concentration of the fluid by measuring the refraction index of the liquid by means of the DEFQ sensor.

• Sending a light ray through an optical window into the liquid by DEFQ sensor.

• Reintroducing the light ray into the DEFQ sensor housing through a second optical window to finally hit a CMOS-line sensor.
• Using this position on the CMOS line to determine the refractive index of the liquid.

• For obtaining accurate measurements, equipping each sensor with an individual factory setting.

• Using an internal automatic exposure control for compensating the window pollution and the aging of optoelectronic elements the sensor.

TECHNICAL ADVANTAGES AND ECONOMIC SIGNIFICANCE

The integrated CAN (i-CAN) based LCD for displaying the diesel exhaust fluid level and percentage thereof and configured in accordance with the present invention has the following technical and economic advantages:

• Easy identification of fault in tractor by the customer.

• If the indication is due to poor quality, then the complete ad blue to be removed from the tank & to be replaced with quality ad blue.

• If customer anticipated as low fluid & filling the AdBlue then the complete quantity will get wasted.

• Our innovation helps customer to identify the exact fault & rectify the same.

The exemplary embodiments described in this specification are intended merely to provide an understanding of various manners in which this embodiment may be used and to further enable the skilled person in the relevant art to practice this invention. The description provided herein is purely by way of example and illustration.

Although, the embodiments presented in this disclosure have been described in terms of its preferred embodiments, the skilled person in the art would readily recognize that these embodiments can be applied with modifications possible within the spirit and scope of the present invention as described in this specification by making innumerable changes, variations, modifications, alterations and/or integrations in terms of materials and method used to configure, manufacture and assemble various constituents, components, subassemblies and assemblies, in terms of their size, shapes, orientations and interrelationships without departing from the scope and spirit of the present invention.

While considerable emphasis has been placed on the specific features of the preferred embodiment described here, it will be appreciated that many additional features can be added and that many changes can be made in the preferred embodiments without departing from the principles of the invention.

These and other changes in the preferred embodiment of the invention will be apparent to those skilled in the art from the disclosure herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the invention and not as a limitation.

Many of the fastening, connection, processes and other means and components utilized in this invention are widely known and used in the field of the invention described, and their exact nature or type is not necessary for an understanding and use of the invention by a person skilled in the art and they will not therefore be discussed in significant detail.

The numerical values given of various physical parameters, dimensions and quantities are only approximate values and it is envisaged that the values higher or lower than the numerical value assigned to the physical parameters, dimensions and quantities fall within the scope of the disclosure unless there is a statement in the specification to the contrary.

Throughout this specification the word “comprise”, or variations such as “comprises” or “comprising”, shall be understood to implies including a described element, integer or method step, or group of elements, integers or method steps, however, does not imply excluding any other element, integer or step, or group of elements, integers or method steps.

The use of the expression “a”, “at least” or “at least one” shall imply using one or more elements or ingredients or quantities, as used in the embodiment of the disclosure in order to achieve one or more of the intended objects or results of the present invention.

Also, any reference herein to the terms ‘left’ or ‘right, ‘up’ or ‘down, or ‘top’ or ‘bottom’ are used as a matter of mere convenience, and are determined by standing at the rear of the machine facing in its normal direction of travel.

Furthermore, the various components shown or described herein for any specific application of this invention can be widely known or used in the art by persons skilled in the art and each will likewise not therefore be discussed in significant detail. When referring to the figures, like parts are numbered the same in all of the figures. ,CLAIMS:We claim:

1. An emission control device for diesel engines, said device comprising:

- a microcontroller;

- a battery with the ground terminal and positive terminal thereof connected in series via a power supply unit to a microcontroller;

- an ignition switch with the positive terminal thereof connected in series to a first signal conditioner;

- the pulse input and the engine rpm supplied via a second signal conditioner to said microcontroller connected in series thereto;

- analog inputs and the fuel level supplied via a third signal conditioner to said microcontroller connected in series thereto;

- PWM inputs and the coolant temperature supplied via a fourth signal conditioner to said microcontroller connected in series thereto;

- digital input, tell-tale inputs, illumination and service due reset supplied via a fifth signal conditioner to said microcontroller connected in series thereto;

- a CAN J1939 bus, tachometer data and DEF level input, tell-tale inputs, UDS data and boot loader data supplied via a CAN driver to said microcontroller connected in series thereto; and

- the human interface and reset switch data supplied via a sixth signal conditioner to said microcontroller connected in series thereto;

characterized in that, said microcontroller is connected in series via an LED driver to another tell-tale; to a plurality of analog meters; to an integrated control area network (i-CAN) based LCD to display in real-time the diesel exhaust fluid (DEF) level and quality thereof in percentage; to an audio warning and buzzer via a driver and to a plurality of illumination LEDs, preferably a red and yellow LED each via another driver.
2. Emission control device as claimed in claim 1, wherein said integrated control area network (i-CAN) based LCD display comprises an LCD display cluster to monitor and indicate the diesel exhaust fluid (DEF) level as well as the quality there of in percentage displayed in real-time on a single LCD screen.

3. Emission control device as claimed in claim 1, wherein said integrated control area network (i-CAN) based LCD display comprises a Diesel Exhaust Fluid (DEF) level gauge.

4. Emission control device as claimed in claim 3, wherein said Diesel Exhaust Fluid (DEF) level gauge is an LCD bar graph having a range of 0 to 100 divided in 8 bars and the quality of DEF in percentage.

5. Emission control device as claimed in claim 3, wherein a low DEF level concentration, preferably less than 29% DEF level is indicated in YELLOW color.

6. Emission control device as claimed in claim 3, wherein a poor quality of DEF level concentration, preferably more than 36% DEF level is indicated in RED color.

7. Emission control device as claimed in claim 3, wherein said integrated control area network (i-CAN) based LCD is not illuminated on detecting a good quality of DEF level concentration, preferably between 29 to 36% DEF level.

8. Emission control device as claimed in claim 3, wherein on detecting both low level of DEF level concentration and poor DEF quality by the LCD cluster, the display is prioritized for taking correct remedial action by the vehicle driver.

9. Emission control device as claimed in claim 1, wherein said integrated control area network (i-CAN) based LCD display cluster comprises a DEF level sensor installed on the instrument cluster of the vehicle and electrically connected to the engine control unit (ECU) via corresponding wiring harness.

10. Emission control device as claimed in claim 1, wherein said integrated control area network (i-CAN) based LCD display cluster is configured suitably to monitor and display the diesel exhaust fluid (DEF) level and percentage thereof in real-time both for day viewing and night viewing.

Dated: this 02nd day of December 2016. SANJAY KESHARWANI
APPLICANT’S PATENT AGENT