v foro de eficiencia energética en el transporte · currently available 2014 2015 ≥2016 pc audi...
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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
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DS/ENS-NA | 7/21/14 | 1487_235.ppt | © 2014 Robert Bosch LLC and affiliates. All rights reserved.
Diesel Systems
Summary
Technologies to meet US requirements
Future Emission Requirements
Fuel Economy Technologies
Market & Regulatory Overview
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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
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DS/ENS-NA | 7/21/14 | 1487_235.ppt | © 2014 Robert Bosch LLC and affiliates. All rights reserved.
Diesel Systems
1897 1912 1930 1970 1980 1990 2000 2008 2009/102006 2014
The big bang created by modern compression
ignition
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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
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DS/ENS-NA | 7/21/14 | 1487_235.ppt | © 2014 Robert Bosch LLC and affiliates. All rights reserved.
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
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DS/ENS-NA | 7/21/14 | 1487_235.ppt | © 2014 Robert Bosch LLC and affiliates. All rights reserved.
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
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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
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DS/ENS-NA | 7/21/14 | 1487_235.ppt | © 2014 Robert Bosch LLC and affiliates. All rights reserved.
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
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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
DS/ENS-NA | 7/21/14 | 1487_235.ppt | © 2014 Robert Bosch LLC and affiliates. All rights reserved.
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
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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
DS/ENS-NA | 7/21/14 | 1487_235.ppt | © 2014 Robert Bosch LLC and affiliates. All rights reserved.11
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DS/ENS-NA | 7/21/14 | 1487_235.ppt | © 2014 Robert Bosch LLC and affiliates. All rights reserved.
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
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12
DS/ENS-NA | 7/21/14 | 1487_235.ppt | © 2014 Robert Bosch LLC and affiliates. All rights reserved.
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
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DS/ENS-NA | 7/21/14 | 1487_235.ppt | © 2014 Robert Bosch LLC and affiliates. All rights reserved.
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
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Diesel Systems
Air Management
Swirl-/Throttle Valve
Turbo Charger/VGT*
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
DS/ENS-NA | 7/21/14 | 1487_235.ppt | © 2014 Robert Bosch LLC and affiliates. All rights reserved.
Combustion Process
Reduction of compression ratio
Combustion strategies
*VGT= Variable Geometry Turbo
Powertrain
Hybrid Technology
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DS/ENS-NA | 7/21/14 | 1487_235.ppt | © 2014 Robert Bosch LLC and affiliates. All rights reserved.
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
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DS/ENS-NA | 7/21/14 | 1487_235.ppt | © 2014 Robert Bosch LLC and affiliates. All rights reserved.
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
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DS/ENS-NA | 7/21/14 | 1487_235.ppt | © 2014 Robert Bosch LLC and affiliates. All rights reserved.
Diesel Systems
Air Management
Swirl-/Throttle Valve
Turbo Charger/VGT*
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
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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
DS/ENS-NA | 7/21/14 | 1487_235.ppt | © 2014 Robert Bosch LLC and affiliates. All rights reserved.
CO HC
PM
High
Low
High
Low
High
Low
High
Low
Disadvantage Area
Hybrid: Diesel Potential
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Hybrid: Diesel Potential
-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
DS/ENS-NA | 7/21/14 | 1487_235.ppt | © 2014 Robert Bosch LLC and affiliates. All rights reserved.
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
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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
DS/ENS-NA | 7/21/14 | 1487_235.ppt | © 2014 Robert Bosch LLC and affiliates. All rights reserved.
-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
Hybrid: Diesel Potential
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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]
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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]
DS/ENS-NA | 7/21/14 | 1487_235.ppt | © 2014 Robert Bosch LLC and affiliates. All rights reserved.23
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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
DS/ENS-NA | 7/21/14 | 1487_235.ppt | © 2014 Robert Bosch LLC and affiliates. All rights reserved.24
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