V Foro de Eficiencia Energética en el Transporte. La tecnología diésel en vehículos ligeros. Alexander Freitag System Development Diesel Systems
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1 V Foro de Eficiencia Energética en el Transporte 1 La tecnología diésel en vehículos ligeros Alexander Freitag System Development
2 V Foro de Eficiencia Energética en el Transporte Market & Regulatory Overview Technologies to meet US requirements Future Emission Requirements Fuel Economy Technologies Summary 2
3 Volumes [Mio Vehicles] V Foro de Eficiencia Energética en el Transporte North American PC/LCV Production by Fuel Type Other Natural Gas Full Electric Gasoline/Flex-fuel/Gasoline Hybrid Diesel/Diesel Hybrid Source: Internal Internal Combustion Engines will remain the predominant power train for the near future 3 DS/MKL1-NA 7/21/ _235.ppt 214 Robert Bosch LLC and affiliates. All rights reserved.
4 V Foro de Eficiencia Energética en el Transporte The big bang created by modern compression ignition /
5 V Foro de Eficiencia Energética en el Transporte U.S. Clean Diesel Vehicle Launch Calendar Currently Available PC Audi A6 Audi A7 Audi A8 BMW 328d BMW 328d Sports Wagon BMW 535d Chevy Cruze Mercedes E 25 VW Beetle VW Beetle Convertible VW Golf VW Jetta VW Jetta Sportwagen VW Passat Audi A4 BMW 7 Series Audi A3 Sedan Mazda 6* Audi A3 Sportback Mercedes C 2 SUV Audi Q5 Audi Q7 BMW X5 Jeep Grand Cherokee Mercedes GL 35 Mercedes GLK 25 Mercedes ML 35 Porsche Cayenne VW Touareg BMW X3 Truck/Van Chevy Silverado 25 Chevy Silverado 35 Chevy Express 25 Chevy Express 35 Ford F-25 Ford F-35 GMC Savanna 25 GMC Savanna 35 GMC Sierra 25 GMC Sierra 35 Mercedes Sprinter (4 cyl) Mercedes Sprinter (6 cyl) Ram 25 Ram 35 Ford Transit Ram 15 Ram ProMaster Chevy Colorado GMC Canyon Nissan Titan Forecasted Vehicle Availability * Delayed: New timeframe not yet announced Available at Dealer Announced by OEM Not Announced by OEM 5 DS/MKL1-NA 7/21/ _235.ppt 214 Robert Bosch LLC and affiliates. All rights reserved.
6 V Foro de Eficiencia Energética en el Transporte NA Regulatory Overview: CV Segment (actual and estimates) US 21 NOx(.2g/bhph) Use of credits allowed. NCP* s if no credits available US 21 NOx(.2g/bhph) Phase-in expected* Phase1 Phase 2* Add. requirements Alternative Fuels Revisions every 2 years T4 interim T4 final (56KW-56KW) Revision expected* Currently No Requirements Currently No Requirements Possible Implementation* Possible Implementation* LEV III Phase-In Tier 3 Phase-In (34.1mpg) (54.5mpg) Add. requirements Alternative Fuels Revisions every 2 years New Requirements for US passed/discussed. Revisions for CV expected 6
7 PM [mg/km] V Foro de Eficiencia Energética en el Transporte Transition to Tier 2 Bin NOx Reduction EURO 4 EURO 5 & T2B8 Switchable EGR, optimized cooling Optimized Turbo (VGT/TC 2 ) Euro4 Higher pressure injection systems Reduced CR, Optimized Injection & Glow Strategy Tier2 Bin8* Tier2 Bin5* Euro Aftertreatment Technology NO x [g/km] Faster catalyst warm-up * Full Useful Life: 1 yrs. / 12 kmi 3 Euro5 2 1 DPF
8 NSC H2S V Foro de Eficiencia Energética en el Transporte Current US Market T2/LEV Diesel Vehicles Vehicle Manufact. Model Weight class [lbs] NOx [g/mi] NMHC [g/mi] PM [g/mi] Fuel cons. [unadj. Comb. mpg] VW Touareg LDT Audi Q7 LDT VW Jetta PC cdpf Porsche Cayenne LDT Mercedes E-class PC Mercedes S-class PC BMW X5 LDT VW Passat PC GM Cruze PC.5 LEV Most US T2B5 vehicles with DOC+DPF+SCR Aftertreatment 8
9 V Foro de Eficiencia Energética en el Transporte Exhaust System Layout for T2B5 Hardware Added for T2B5 Lambda Sensor * Turbo Pre DOC temp sensor Pre DPF temp sensor Heated pressure line Dosing Module * DEF Tank + Supply Module * Mixer * Glow Control Unit w/ heater control * Post SCR NOx Sensor * Engine-out NOx Sensor * DOC DPF Delta press sensor Pre SCR temp sensor * Supplied by Bosch PM Sensor * Additional Hardware Needed for T2B5 9
10 DOC NMHC [mg/mi] V Foro de Eficiencia Energética en el Transporte Current Emissions and Future Requirements * incl. 3% eng. margin Tier2Bin5 Full useful life Current Tier2Bin5 w/ Bosch CR Approx 9% cycle efficiency NOx [mg/mi] Base EU5 Technology w/ SCR used to meet T2B5 emissions T T p cdpf heated pipe EGS-PM AdBlue-DM T Tank SSU SCR EGS-NX EU 5 Base Technology 1
11 NMHC [mg/mi] V Foro de Eficiencia Energética en el Transporte * incl. 3% eng. margin Strategies for LEVIII: Improved Combustion + Enhanced EGT Tier2Bin5 Full useful life Current Tier2Bin5 w/ Bosch CR ~6% ~75% NOx [mg/mi] 2 21* Further definition of required technologies for V6 LEVIII solutions necessary 11
12 V Foro de Eficiencia Energética en el Transporte Optimizing the Diesel System Air Management Swirl-/Throttle Valve Turbo Charger/VGT* LP EGR Fuel Injection System New Generations Multiple Injections Reduced Tolerance Optimized Nozzle Combustion Process Reduction of compression ratio Combustion strategies DS/ENS-NA Tolerance Reduction Zero Fuel Calibration Fuel Balancing Control Individual Cylinder Control Powertrain Hybrid Technology Exhaust gas management Fast Catalyst Light-Off (reduce thermal losses) Diesel Particulate Filter NOx storage catalyst Catalystst temp control 12 *VGT= Variable Geometry Turbo
13 V Foro de Eficiencia Energética en el Transporte Optimizing the Diesel System Air Management Swirl-/Throttle Valve Turbo Charger/VGT* LP EGR Fuel Injection System New Generations Multiple Injections Reduced Tolerance Optimized Nozzle Combustion Process Reduction of compression ratio Combustion strategies DS/ENS-NA Tolerance Reduction Zero Fuel Calibration Fuel Balancing Control Individual Cylinder Control Powertrain Hybrid Technology Exhaust gas management Fast Catalyst Light-Off (reduce thermal losses) Diesel Particulate Filter NOx storage catalyst Catalystst temp control 13 *VGT= Variable Geometry Turbo
14 Cylinder pressure [bar] V Foro de Eficiencia Energética en el Transporte Injection strategy Multiple Events per Combustion Cycle Cylinder pressure 15 1 High - pressure cycle 5-18 [ CA ] 18 Precise control of injected fuel quantity Resultant system impact < 1mm 3 < 1mm mm mm mm 3 Exhaust-gas aftertreatmentmanagement Verbrennung Optimisation Acousticmeasures optimierung Akustikmaßnahme of combustion s- n 14
15 V Foro de Eficiencia Energética en el Transporte Optimizing the Diesel System Air Management Swirl-/Throttle Valve Turbo Charger/VGT* Fuel Injection System New Generations Multiple Injections Reduced Tolerance Optimized Nozzle Combustion Process Reduction of compression ratio Combustion strategies Tolerance Reduction Zero Fuel Calibration Fuel Balancing Control Individual Cylinder Control Powertrain Hybrid Technology Exhaust gas management Fast Catalyst Light-Off (reduce thermal losses) Diesel Particulate Filter NOx storage catalyst Catalystst temp control 15 *VGT= Variable Geometry Turbo
16 DOC CuC DOC DOC DOC NSC DOC V Foro de Eficiencia Energética en el Transporte System Approaches for FTP SULEV Compliance cdpf cdpf NSC AdBlue Dosing AdBlue Dosing SCR AdBlue Dosing AdBlue Dosing HC Dosing SCR SCR cdpf HC Dosing SCRon 5 SCR DPF cdpf Improved series technology Needs enhanced heat up, FE, GHG Add. HC & NOx buffer for low-load Add. deno x -technology (complex) Good low-load efficiency Frequent rich operation, GHG Good low-load efficiency Costs Low-load efficiency SCR coating on DPF vs. p 16
17 DOC DOC CuC NSC H2S NSC V Foro de Eficiencia Energética en el Transporte LEVIII Emission Concepts Current T2B5 Systems Concept 1 T T p T T p cdpf Tank SSU DEF Dosing SCR T T cdpf p cdpf EGS-PM 1.) NSC-based T2B5 Concept EGS-NX EGS-PM DEF Dosing T Tank SSU SCR 2.) SCR-based T2B5 Concept EGS-NX Need for Improvement NSC system: high load / temperature SCR system: cold start performance EGS-PM T EGS-NX / EGS-NX NSC plus SCR NSC covers cold start SCR covers high load / temperature Concept 2 T DEF Dosing T EGS-NX SCRon DPF p Tank SSU SCR EGS-PM EGS-NX SCR on DPF plus 2 nd SCR SCR on DPF covers cold start 2 nd SCR covers high load / temp. T EGS-NX 17
18 V Foro de Eficiencia Energética en el Transporte Optimizing the Diesel System Air Management Swirl-/Throttle Valve Turbo Charger/VGT* Fuel Injection System New Generations Multiple Injections Reduced Tolerance Optimized Nozzle Combustion Process Reduction of compression ratio Combustion strategies DS/ENS-NA Tolerance Reduction Zero Fuel Calibration Fuel Balancing Control Individual Cylinder Control Powertrain Hybrid Technology Exhaust gas management Fast Catalyst Light-Off (reduce thermal losses) Diesel Particulate Filter NOx storage catalyst Catalystst temp control 18 *VGT= Variable Geometry Turbo
19 V Foro de Eficiencia Energética en el Transporte Hybrid: 22 Diesel Potential BMEP [bar] Fuel Consumption in g/kwh Disadvantage 4 5 Area Engine Speed [rpm] BMEP [bar] BMEP [bar] BMEP [bar] N [1/min] CO Low High Low NO X BMEP [bar] High Engine Speed [rpm] Engine Speed [rpm] High Low High Low PM HC Engine Speed [rpm] 19
20 (per cent of conventional*) V Foro de Eficiencia Energética en el Transporte Hybrid: Diesel Potential 2 State of Charge in Wh Cumulative CO 2 Emission (per cent of convenctional) % 75% 5% 25% % Full Test (NEDC) Split Test (UDC + EUDC) 2 UDC EUDC 1 12 Conventional Vehicle Time in s Hybrid - Full Test Hybrid - Split test Time in s Vehicle Speed Vehicle Speed in km/h Split Test: Battery balance is also forced at the end of UDC ~2 % CO2 reduction NEDC=New European Driving Cycle UDC=Urban Driving Cycle EUDC=Extra Urban Driving Cycle CO 2 emission reduction by combining urban with extra urban driving * Basis: CO 2 Emission in g of Conventional Vehicle in NEDC
21 NEDC UDC EUDC NEDC UDC EUDC NEDC UDC EUDC (per cent of conventional*) V Foro de Eficiencia Energética en el Transporte Hybrid: Diesel Potential Basis: CO 2 Emission in g/km of Conventional Vehicle* in NEDC 25% -9% Conventional Vehicle HEV Full Test HEV Split Test 21 *Conventional Vehicle: 147 kg IW, 1.6 l Diesel Engine, Euro 5; HEV: 159 kg IW, 1.6 l Diesel Engine + 25 kw E-Motor Reduced CO 2 emission difference between urban and extra urban driving with hybrid
22 Fuel economy improvement V Foro de Eficiencia Energética en el Transporte Fuel Economy Improvement Technologies*: [mpg] 2 % IGC 2-3 % St/St 1-2 % SCR 1-2 % < 1 % < 1 % CRP/HF adapt. 8 % T/C Dethrottl. ThM friction LP- EGR 4 % Frict. Red. 1 % 1 % St/St/ Coast. Incremental Technologies Lt Wt Design -1 % 4-5 % Current Technologies can provide 2 % - 3 % improvement in FE and CO 2 Standard MY 214 Classic LEV II Reference Base: IWC 35 lb, 1 kw, 4 Cyl., 4V, 2. l, FIE 18 bar, t/c VNT, OCCS, NSC, MT6/DSG, LP EGR IGC: Intelligent Generator Control, St/St: Stop Start, SCR: Selective Catalytic Red. LPEGR: Low Pressure EGR Frict. Red.: Engine Friction Reduction, Dethrottling, ThM: Thermal. Management CRP/HF: Common Rail Pressure/Hydraulic Flow Adaption, turbocharger friction reduction, St/St/Coast.: Stop Start Coasting, Light Weight Design: Reduction of vehicle mass by 1 % 22 *:% improvements based on PC simulations and data % improvements based on combined fuel economy (55 % FTP75, 45 % HWFET) DS/EVL1-Ey 7/21/ _235.ppt 214 Robert Bosch LLC and affiliates. All rights reserved.
23 Fuel economy improvement Downsizing- Package Electrification- Package V Foro de Eficiencia Energética en el Transporte Additional CO2 reducing technologies* Downsizing & speeding Hybrid Technology [mpg] 9-15%* 6-7 % FTP75: 1 12 % HWFET: ~1 % % FTP75: 17-2% HWFET: 2-4 % Diesel Strong Hybrid 1-2% COMMENTS Downsizing: 6cyl -4 cyl BRS: Boost Recuperation System: Motor-generator 1kW, Voltage: 48V 2-4%* Downspeed. Downsized dis- place- Ment /cyl 1-2% BRS Strong Hybrid: Motorgenerator: 25kW, Voltage >1V Evolution Additional Technologies provide further potential beyond % improvements based on PC simulations and data *: % improvements based on combined fuel economy (55 % FTP75, 45 % HWFET)
24 V Foro de Eficiencia Energética en el Transporte Summary: ICE will remain main powertrain in near future. Diesel models in 215 doubled over 213 SCR Technology enabler to meet T2B5 requirements SULEV 3 levels achieved on demonstrator vehicle Full system optimization necessary for best FE/NOx tradeoff Hybrid technology goes Diesel. CO2 as well as NOx reduction potential verified on tests Fuel Economy advantage of diesel will remain in the future. Technologies available today to support future requirements 24
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