## 1 Introduction  
Sustainability is one of the most noteworthy challenges in the 21 st century. Sustainability issues with sustainable vehicle energy and emission management mobility are increasing in several areas of the value chain (design, production, use, and waste management). Furthermore, transportation operations of all sizes are starting to critically consider sustainability. The demand for mid-sized electric vehicles is an opportunity for all vehicle manufacturers. Nonetheless, most vehicles (particularly highway and long-distance applications) would continue to be driven by diesel-based medium and large vehicles [1]. Diesel powertrains have experienced the largest evolution over the past few years. The most difficult pollutants to control in a diesel engine that widely used in light-duty applications employ in common-rail direct injection (CRDi) are NOx and exhaust particulates [2]. The Euro-6 emission standards were introduced to ensure that diesel vehicle manufacturers limit hazardous emissions below specific limits (0.5 g/km of CO, 0.08 g/km of NOx, 0.005 g/km of particulate matter (PM), 6 \(\times\) 10\({}^{11}\) particles/km of particle number (PN)) that were applicable from the start of Euro-6 for direct injection engine vehicles. For example, PM\({}_{1.0}\) comprises small dust with diameters less than 1 \(\upmu\)m. It is not emitted through bronchial tubes when inhaled into the human body. However, it can penetrate the lungs and cause respiratory diseases or lung cancer. Stricter Euro-7 emission standards would be introduced in the next few years. Notwithstanding these challenges, a well-designed and -maintained diesel engine remains the key technology for high-power sources. Therefore, a diesel engine should be capable of fulfilling the emission legislation at a reasonable cost without losing its fuel consumption advantage. The future strategies for diesel engines would include the following: reduce PM and NOx emissions for these to be closer to zero, improve fuel efficiency, enhance the use of low-carbon biofuels, and hybridize. EGR technology is effective for controlling NOx emissions from diesel engines. It plays an important role in exhaust gas and particulate filters. However, its drawbacks include increased PM emissions and increased fuel consumption. Therefore, a diesel particulate filter (DPF) is essential for EGR engines because it is used to control the increase in PM emissions [3]. The diesel engine after-treatment system cleans hazardous exhaust gases to ensure that the engine satisfies emission regulations. It has three emission control devices: a diesel oxidation catalyst (DOC) to control CO and HC, DPF to control fine PM emissions, and selective catalytic reduction (SCR) to control NOx emissions [4]. Increasingly stringent emission regulations impel the demand for increased energy efficiency and advanced after-treatment strategies. These require that exhaust materials satisfy the increasing demands for the durability and reliability performance of DOC, DPF, and SCR devices. A DPF works by capturing and removing exhaust PM such as soot and ash from diesel-powered vehicles. A DPF has a finite capacity and typically uses a substrate made of a ceramic, corning in various materials which is formed into a honeycomb structure. Metallic options with various filtration efficiency designs are also available. The DPF is integrated within the exhaust. It reduces the PM by physically removing it by compelling the exhaust gas to flow through the porous walls [5]. That is, when a DPF is used, hazardous PM from the exhaust accumulates on the filter, and the DPF generates oscillations in the exhaust backpressure during normal operation. The exhaust resistance of the diesel engine increases as the particulate deposition increases in the wall-flow DPF. Therefore, periodic cleaning is required, which is referred to as active or passive regeneration. During regeneration, the PM combusts within the filter and is released as CO, CO\({}_{2}\), and H\({}_{2}\)O.