V Foro de Eficiencia Energética en el Transporte · Currently Available 2014 2015 ≥2016 PC Audi A6 Audi A7 Audi A8 BMW 328d BMW 328d Sports Wagon BMW 535d Chevy Cruze Mercedes

DS/ENS-NA | 7/21/14 | 1487_235.ppt | © 2014 Robert Bosch LLC and affiliates. All rights reserved.

Diesel Systems

Alexander Freitag

System Development

Diesel SystemsLa tecnología diésel en vehículos ligeros

1

V Foro de Eficiencia Energética en el Transporte


Diesel Systems

Summary

Technologies to meet US requirements

Future Emission Requirements

Fuel Economy Technologies

Market & Regulatory Overview

2


DS/MKL1-NA | 7/21/14 | 1487_235.ppt | © 2014 Robert Bosch LLC and affiliates. All rights reserved.

Diesel Systems

North American PC/LCV Production by Fuel Type

0.87 1.39 1.54

14.3915.02 15.33

0.430.46

15

17 17

0

2

4

6

8

10

12

14

16

18

20

2014 2018 2020

Vo

lum

es [

Mio

Veh

icle

s]

Other

Natural Gas

Full Electric

Gasoline/Flex-fuel/Gasoline Hybrid

Diesel/Diesel Hybrid

Internal Combustion Engines will remain the predominant power train for the near future

Source: Internal

3



Diesel Systems

1897 1912 1930 1970 1980 1990 2000 2008 2009/102006 2014

The big bang created by modern compression

ignition

4


Currently Available 2014 2015 ≥2016

PC

Audi A6

Audi A7

Audi A8

BMW 328d

BMW 328d Sports Wagon

BMW 535d

Chevy Cruze

Mercedes E 250

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 200

SUV

Audi Q5

Audi Q7

BMW X5

Jeep Grand Cherokee

Mercedes GL 350

Mercedes GLK 250

Mercedes ML 350

Porsche Cayenne

VW Touareg

BMW X3

Truck/Van

Chevy Silverado 2500

Chevy Silverado 3500

Chevy Express 2500

Chevy Express 3500

Ford F-250

Ford F-350

GMC Savanna 2500

GMC Savanna 3500

GMC Sierra 2500

GMC Sierra 3500

Mercedes Sprinter (4 cyl)

Mercedes Sprinter (6 cyl)

Ram 2500

Ram 3500

Ford Transit

Ram 1500

Ram ProMaster

Chevy Colorado

GMC Canyon

Nissan Titan

Forecasted Vehicle

Availability 37 46 63 82

DS/MKL1-NA | 7/21/14 | 1487_235.ppt | © 2014 Robert Bosch LLC and affiliates. All rights reserved.

Diesel Systems

U.S. Clean Diesel Vehicle Launch Calendar

Available at Dealer Announced by OEM Not Announced by OEM

* Delayed: New timeframe not yet announced

5



Diesel Systems

2014 2016 2018 2020 2022 2024

US 2010 NOx(0.2g/bhph) Use of

credits allowed. NCP*’s if no credits available

Phase1 Phase 2*

Add. requirements Alternative Fuels – Revisions every 2 years

Currently No Requirements

T4

interim T4 final (56KW-560KW)

NA Regulatory Overview: CV Segment (actual and estimates)

US 2010 NOx(0.02g/bhph)

Phase-in expected*

Revision expected*

Possible Implementation*

Currently No Requirements Possible Implementation*

LEV III Phase-In

Add. requirements Alternative Fuels – Revisions every 2 years

2012-2016 (34.1mpg) 2017-2025 (54.5mpg)

Tier 3 Phase-InTier 3 Phase-In

New Requirements for US passed/discussed. Revisions for CV expected

6



Diesel Systems

Euro4

Transition to Tier 2 Bin 5

Tier2 Bin8*

Tier2 Bin5*

0

5

10

15

20

25

30

0 0.05 0.10 0.15 0.20 0.25 0.30

NOx [g/km]

PM

[m

g/k

m]

Euro4

Euro5

* Full Useful Life: 10 yrs. / 120 kmi

Euro6

2

Aftertreatment Technology

Faster catalyst warm-up3

3

• Switchable EGR, optimized cooling

• Optimized Turbo (VGT/TC )

• Higher pressure injection systems • Reduced CR, Optimized Injection & Glow Strategy

2

NOx Reduction

EURO 4

EURO 5 & T2B8

DPF

1

2

7


Diesel Systems

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 0.04 0.022 0.002 28.9

Audi

Q7

LDT 0.04 0.022 0.001 26.0

VW

Jetta

PC 0.05 0.015 0.002 46.0

Porsche

Cayenne

LDT 0.04 0.022 0.002 29.6

Mercedes

E-class

PC 0.02 0.015 0.002 33.3

Mercedes

S-class

PC 0.03 0.012 0.003 32.32

BMW

X5

LDT 0.04 0.007 0.00 28.1

VW

Passat

PC 0.04 0.02 0.002 46.4

GM

Cruze

PC 0.05

LEV 3

0.001 44.3

NS

C

cDPF

H2S

Most US T2B5 vehicles with DOC+DPF+SCR Aftertreatment

DS/ENS-NA | 7/21/14 | 1487_235.ppt | © 2014 Robert Bosch LLC and affiliates. All rights reserved.8



Diesel Systems

Exhaust System Layout for T2B5

Lambda

Sensor *

Engine-out

NOx Sensor *

Pre DOC

temp sensor

Post SCR

NOx Sensor *

Dosing

Module *

Delta press sensor

Mixer *

PM Sensor *

Turbo

DPFDOC

Pre DPF

temp sensor

Pre SCR

temp sensor

DEF Tank

+

Supply

Module *

Heated

pressure

line

Hardware Added

for T2B5

Glow Control Unit

w/ heater control *

* Supplied by

Bosch

Additional Hardware Needed for T2B5

9


NM

HC

[m

g/m

i]

NOx [mg/mi]20 140 160

0

10

20

30

40

50

60

70

80

90

100

40 60 80 100 120 180

Tier2Bin5

Full useful life

200

Current Tier2Bin5

w/ Bosch CR

0

Diesel Systems


Current Emissions and Future Requirements

Base EU5 Technology w/ SCR used to meet T2B5 emissions

* incl. 30% eng. margin

Approx 90% cycle efficiency

SCR

DO

C

cDPF

AdBlue-DM

p

EGS-PM T

T

EGS-NX

SSU

Tank

heated pipeT

EU 5 Base

Technology

10


Diesel Systems

Strategies for LEVIII: Improved Combustion + Enhanced EGT

Further definition of required technologies for V6 LEVIII solutions necessary

~75%

~60%

21*

* incl. 30% eng. margin

NM

HC

[m

g/m

i]

NOx [mg/mi]20 140 160

0

10

20

30

40

50

60

70

80

90

100

40 60 80 100 120 180

Tier2Bin5

Full useful life

200

Current Tier2Bin5

w/ Bosch CR

0




Diesel Systems

Air Management

Swirl-/Throttle Valve

Turbo Charger/VGT*

LP EGR

Exhaust gas management

Fast Catalyst Light-Off

(reduce thermal losses)

Diesel Particulate Filter

NOx storage catalyst

Catalystst temp control

Fuel Injection System

New Generations

Multiple Injections

Reduced Tolerance

Optimized Nozzle

Tolerance Reduction

Zero Fuel Calibration

Fuel Balancing Control

Individual Cylinder

Control

Optimizing the Diesel System

Combustion Process

Reduction of compression ratio

Combustion strategies

*VGT= Variable Geometry Turbo

Powertrain

Hybrid Technology

DS/ENS-NA


12


Diesel Systems

Air Management


Turbo Charger/VGT*

LP EGR








New Generations

Multiple Injections

Reduced Tolerance

Optimized Nozzle

Tolerance Reduction



Individual Cylinder

Control


Combustion Process




Powertrain

Hybrid Technology

DS/ENS-NA

13



Diesel Systems

Injection strategy – Multiple Events per Combustion Cycle

High -

pressure cycle

Verbrennungs-

optimierungAkustik-

maßnahmen

Acoustic-measures

Optimisation of combustion

Exhaust-gas aftertreatment-management

< 1mm3 3 ... 60mm3< 1mm3 1...3mm3 5...30mm3

Cylin

de

r pre

ssu

re [

bar]

-180 0 180[ °CA ]

150

100

50

0

Cylinder pressure

Precise control of

injected fuel quantity

Resultant system

impact

14


Diesel Systems

Air Management


Turbo Charger/VGT*








New Generations

Multiple Injections

Reduced Tolerance

Optimized Nozzle

Tolerance Reduction



Individual Cylinder

Control



Combustion Process




Powertrain

Hybrid Technology

15



System Approaches for FTP SULEV Compliance

Diesel Systems

SCR

DO

C

cDPF

AdBlue Dosing

1+

-

Improved series technology

Needs enhanced heat up, FE , GHG

DO

C

cDPF

HC Dosing

DO

C

AdBlue Dosing

SCR4+

-

Good low-load efficiency

Costs

AdBlue Dosing

+

-

Low-load efficiency

SCR coating on DPF vs. p

DO

C SCRon

DPF5 SCR

Cu

C

NS

C

cDPF

AdBlue Dosing

SCR2+

-

Add. HC & NOx buffer for low-load

Add. deNOx-technology (complex)

NSC

DO

C

cDPF

HC Dosing

3+

-

Good low-load efficiency

Frequent rich operation, GHG

16



Diesel Systems

LEVIII Emission Concepts

SCR

DO

C

cDPF

DEF Dosing

p

EGS-PM T

T

EGS-NX

SSU

Tank

T

NS

C

cDPF

p

EGS-PM

T T

H2S

Current T2B5 Systems

1.) NSC-based T2B5 Concept

2.) SCR-based T2B5 Concept

Need for

Improvement

• NSC system: high

load / temperature

• SCR system: cold

start performance

NSC plus SCR

NSC covers cold start

SCR covers high load / temperature

SCR

NS

C

cDPF

DEF Dosing

p

EGS-PM T

T

EGS-NX

SSU

Tank

T

EGS-NX /

Concept 1

SCR on DPF plus 2nd SCR

SCR on DPF covers cold start

2nd SCR covers high load / temp.

Concept 2

Cu

CSCRon

DPF

DO

C

DEF Dosing

SSU

Tank

TEGS-NX

EGS-PM

p

T

SCR

T

EGS-NX

EGS-NX

EGS-NX

17



Diesel Systems

Air Management


Turbo Charger/VGT*








New Generations

Multiple Injections

Reduced Tolerance

Optimized Nozzle

Tolerance Reduction



Individual Cylinder

Control


Combustion Process




Powertrain

Hybrid Technology

DS/ENS-NA

18


Diesel Systems

BM

EP

[b

ar]

0

5

10

15

20

Engine Speed [rpm]

1000 2000 3000 4000

BM

EP

[b

ar]

0

5

10

15

20

N [1/min]

1000 2000 3000 4000

BM

EP

[b

ar]

0

5

10

15

20

Engine Speed [rpm]

1000 2000 3000 4000

BM

EP

[b

ar]

0

2

4

6

8

10

12

14

16

18

20

22

Engine Speed [rpm]

1000 1500 2000 2500 3000 3500 4000

500500

500

400400

400300300

300270

270

270

230

230230

210

220

220

240240

240

Fuel Consumption in g/kWh

BM

EP

[b

ar]

0

5

10

15

20

Engine Speed [rpm]

1000 2000 3000 4000

NOX


CO HC

PM

High

Low

High

Low

High

Low

High

Low

Disadvantage Area

Hybrid: Diesel Potential

19



-800

-600

-400

-200

0

0 200 400 600 800 1000 1200

Time in s

Sta

te o

f C

ha

rge

in

Wh

0

40

80

120

160

Ve

hic

le S

pe

ed

in

km

/h

Full Test (NEDC)

Split Test (UDC + EUDC)

0%

25%

50%

75%

100%

0 200 400 600 800 1000 1200

Time in s

Cu

mu

lati

ve C

O2 E

mis

sio

n

(per

cen

t o

f co

nven

cti

on

al)

Conventional Vehicle

Hybrid - Full Test

Hybrid - Split test

Diesel Systems

UDC EUDC

(pe

r ce

nt

of

co

nve

nti

on

al*

)

* Basis: CO2 Emission in g

of Conventional Vehicle in NEDC

CO2 emission reduction

by combining urban

with extra urban driving


Split Test:

Battery balance is also

forced at the end of UDC

Vehicle Speed

~20 % CO2 reduction

NEDC=New European Driving Cycle

UDC=Urban Driving Cycle

EUDC=Extra Urban Driving Cycle20


Diesel Systems

Reduced CO2 emission difference between urban and extra urban driving with hybrid

Basis: CO2 Emission in g/km of Conventional Vehicle* in NEDC

(pe

r ce

nt

of

co

nve

nti

on

al*

)

NE

DC

UD

C

EU

DC

NE

DC

UD

C

EU

DC

NE

DC

UD

C

EU

DC


-9%25%

Conventional Vehicle HEV – Full Test HEV – Split Test

*Conventional Vehicle: 1470 kg IW, 1.6 l Diesel Engine, Euro 5; HEV: 1590 kg IW, 1.6 l Diesel Engine + 25 kW E-Motor


21


DS/EVL1-Ey | 7/21/14 | 1487_235.ppt | © 2014 Robert Bosch LLC and affiliates. All rights reserved.

Diesel Systems

Fuel Economy Improvement Technologies*:

Reference Base:

IWC 3500 lb, 100 kW, 4 Cyl.,

4V, 2.0 l , FIE 1800 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

10 %

Standard MY 2014

Classic LEV II

T/C

friction

1 %

De-

throttl.

CRP/HF

adapt.

1 %

St/St

2 - 3 %

IGC

2 %

ThM

< 1 %

Lt Wt

Design

-10 %

4 - 5 %

St/St/

Coast.

8 %

< 1 %

Current Technologies can provide 20 % - 30 % improvement in FE and CO2

Fu

el

ec

on

om

y i

mp

rove

me

nt

Incremental Technologies

Frict.

Red.

4 %

1 - 2 %

SCR

1 - 2 %

LP-

EGR

*:% improvements based on PC simulations and data

% improvements based on combined fuel economy (55 % FTP75, 45 % HWFET)

[mpg]

22


http://www.hpamotorsports.com/images/news/cvp5.jpg

http://www.hpamotorsports.com/images/news/cvp5.jpg

Diesel Systems

Additional CO2 reducing technologies*

Additional Technologies provide further potential beyond 2025

Evolution

10-20%

Hybrid TechnologyDownsizing &

– speeding

Down-

speed.

2-4%*

Do

wn

siz

ing

-P

ackag

e

10-20%

9-15%*

Down-

sized

dis-

place-

Ment

/cyl

COMMENTS

Downsizing: 6cyl -4 cyl

BRS: Boost Recuperation System:Motor-generator 10kW, Voltage: 48V

Strong Hybrid: Motor-generator: 25kW, Voltage >100V

BRS

6 - 7 %FTP75: 10 – 12 %

HWFET: ~1 %

Diesel

Strong

Hybrid

Ele

ctr

ific

ati

on

-P

ackag

e

11 – 13 %FTP75: 17 - 20%

HWFET: 2-4 %

% improvements based on PC simulations and data

*: % improvements based on combined fuel economy (55 % FTP75, 45 % HWFET)

Fu

el

ec

on

om

y i

mp

rove

me

nt

[mpg]



Diesel Systems

Summary:

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

ICE will remain main powertrain in near future.

Diesel models in 2015 doubled over 2013

SCR Technology enabler to meet T2B5 requirements

SULEV 30 levels achieved on demonstrator vehicle

Full system optimization necessary for best FE/NOx tradeoff



V Foro de Eficiencia Energética en el Transporte · Currently Available 2014 2015 ≥2016 PC Audi A6 Audi A7 Audi A8 BMW 328d BMW 328d Sports Wagon BMW 535d Chevy Cruze Mercedes

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