viavision may 2015

VIAVISIONMay 2015

V O L K S W A G E N S H A P I N G T H E F U T U R E O F M O B I L I T Y

MODERN TECHNOLOGYWith the Diesel into the Future

2

DIESEL TECHNOLOGY VIAVISION

“The Modern Diesel is a High-Tech Product” 2

Full Speed Ahead 2

Clean Air 4

Well Filtered 6

An Important Component 8

Contents

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Edited byVolkswagen Aktiengesellschaft Konzernkommunikation Brieffach 1972, 38436 Wolfsburg, GermanyPhone: +49 (0)5361/9-87603Fax: +49 (0)5361/9-21952

V.i.S.d.P. (Person responsible according to the German press law)Stephan Grühsem, Leiter Konzernkommunikation; Pietro Zollino, Leiter Produktkommunikation Marke Volkswagen

Editorial staffStefanie Huland, Michaela MöllerVolkswagen: Michael Franke, Anika Hannig, Hans-Georg Kusznir, Tonio VakalopoulosContact: [email protected]

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Cover Graphics: designed by Freepik.com

All images in this issue are approved for reprint, citing VIAVISION as their source.

Imprint

“The Modern Diesel is a High-Tech Product”Dr Heinz-Jakob Neußer and Dr Thomas Steg on the Significance of Diesel TechnologyNatural gas, electric mobility, hydro-gen: there is an increase in low-emis-sion drives and other alternative drives to diesel. Does diesel still have a future?

Dr Heinz-Jakob Neußer: The short an-swer is yes. The modern diesel is a high-tech product: effi cient, economical and lively. Its market share of over 5o percent in Europe refl ects its success. Our custom-ers appreciate its durability and reliabili-ty. And we are constantly working hard on improving this technology further.

As regards air quality, the call for pro-hibiting diesel cars from accessing large European cities grows louder...

Dr Thomas Steg: Since the introduc-tion of the Euro 1 emissions limit in 1995 the permitted levels for nitrogen oxides has been reduced by 87 percent, and for particles by about 97 percent. Thanks to

modern exhaust after treatment, diesel particulate emissions are practically in-signifi cant. We have also achieved a great deal in the reduction of nitrogen oxide emissions, thanks to NOx catalysts and SCR systems with AdBlue®. A modern Euro 6 diesel emits 64 percent less NOx than a Euro 4 diesel – it is in no way com-parable to an old Euro 1 unit.

However, the market share of Clean Diesel is still low.Steg: Right. But the auto industry has done its job, now it’s time to get these cleaner engines on the road as quickly as possible. In terms of fl eet renewal, political support is needed.

Why does the automotive industry defend diesel so persistently? Petrol motors are also effi cient and viable engines.

Full Speed AheadThe diesel in GermanyQuiet, powerful and fuel efficient: the diesel has strengthened its position in the auto market in the last two decades. Today it presents itself as the main alternative to petrol. Nearly a third of all vehicles in the fleet have a self-igniting engine.

Since 1990, the number of newly registered passenger cars with diesel engines has quadru-pled. Last year, almost half of all newly registered passenger cars were equipped with a die-sel engine. The petrol engine’s share has been declining.

New car registrations (in percent) Total: 3,036,773

Petr

ol 88.8

11.1

Diesel

Other drives

Total: 3,040,783

50.5

47.4

Other drivesPetr

ol

Diesel

1990 2014

3

May 2015 DIESEL TECHNOLOGY

3

“The Modern Diesel is a High-Tech Product”Dr Heinz-Jakob Neußer and Dr Thomas Steg on the Significance of Diesel Technology

Dr Heinz-Jakob Neußer (top), Board Member of

Management for the Volkswagen Brand and

Head of Powertrain Devel-opment. Dr Thomas Steg is General Representative for Global Government Affairs

of the Volkswagen Group.

Steg: Absolutely, but diesel is essential to achieving the required climate tar-gets because of its comparatively high-er effi ciency. A single fi gure illustrates this: CO2 emissions in Germany in 2o14 were at 132.8 grams per kilometre – in-stead of 138.4 without diesel.

What does diesel mean to Volkswa-gen?

Neußer: We have invested a lot in engi-neering to develop the diesel engine into one of today’s most advanced com-bustion engines. How advanced does diesel technology have to be if, even in the traditionally diesel-skeptical United States, Minister of Transport Ray La-Hood has as far back as 2o11 praised Clean Diesel emphatically, because it was “just right for environmental and climate protection in the US”.

13,806,836435,462 of the 13.8 million diesel-powered vehicles in Germany meet the requirements of the Euro 6 emissions standard. This represents 3.2 percent of the total fleet. Sources: Federal Motor Transport Authority, as of January 2015

Euro 1 Euro 2 Euro 3Euro 4 Euro 5 Euro 6

As of September 1st, 2015, the Euro 6 emissions stand-ard for all newly registered vehicles is mandatory. The

limit for nitrogen dioxide emissions for diesel vehicles will be lowered from 180 to

80 milligrams per kilometre. This value can only be

achieved with the use of new technologies

(see page 6).

Euro 6435,462

Diesel vehicle fleet

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4

Clean AirThe Diesel in the CityTransport, industry and agriculture emit nitrogen oxides and particulate matter. The impact of these emissions on humans and the environment is called immission. Legislation regulates the maximum levels of emissions and immissions. The most important directive for the protection of air quality, and thus also of people, is known as the Ambient Air Quality Directive (2oo8/5o/EC).

Nitrogen oxide (NOx)

Nitrogen oxide is a collective term for various gase-ous compounds. The two main ones are nitrogen dioxide (NO2) and nitrogen monoxide (NO), the fi rst is particularly burdensome for the environ-ment. These compounds are also called reactive: in combination with hydrocarbons, they are re-sponsible for the formation of ground level ozone during summer. Nitrogen oxides are produced as a byproduct of combustion processes, their main sources are combustion engines and furnaces.

Particulate matter (PM10)

Particulate matter is a mixture of particles that are released, for example, in combustion processes. The particles are distinguished by size: the term PM1o (particulate matter), for example, combines all particles with a maximum diameter of ten micrometres (µm). Industry, heating plants, cars, stoves and residential heating systems – as well as agriculture – are the main producers of par-ticulate matter.

ImmissionsEmissions

The relation between emissions and immissions

Transmission

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5

Air Quality in GermanyThe quality of the air, in terms of immissions, in Germany is monitored at approximately 45o stations. These stations can be found in three different locations: the inner city close to traffi c, meaning near a major road, within the city in general, and rurally. The focus lies, above all, on the measurement of particulate and nitrogen oxide emissions: diesel is said to be one of the main sources of nitrogen oxide. Thanks to the particulate fi lters, fi tted as standard, particulate pollution in diesel is now no longer an issue; in the last 2o years it has been reduced tremendously. Although individual locations close to traffi c show an increased load, the set annual limit of 4o micrograms per cubic metre of air is not exceeded. Improvement is still needed for nitrogen dioxide, one of the nitrogen oxides: the majority of traffi c-orientated stations record an annual average well above the limit of 4o micrograms.

The nitrogen oxide map (right map) shows that

the average emission levels are below the per-mitted limits. In areas of

intense traffic such as cities there are, how-

ever, notable upwards outliers. The munici-

palities (left panel) try to counteract

locally, for example by introducing environmental

zones. Only vehi-cles with low par-ticulate emissions

and a corresponding badge may drive there.Sources: Map NO2: Created

in 2013 by the German Federal Ministry for the

Environment with data from the regional and federal

measuring networks; Map of environmental zones: the German Federal Ministry

for the Environment, as of February 2015





palities (left panel) try to counteract

locally, for example

zones. Only vehi-cles with low par-ticulate emissions

and a corresponding badge may drive there.Sources: Map NO

in 2013 by the German Federal Ministry for the


measuring networks; Map of environmental zones: the German Federal Ministry

for the Environment, as





and a corresponding badge may drive there.Sources: Map NO


Map of environmental zones: the German Federal Ministry

4

4

4

3

444

4

44

4

4

4

4

44

444

44

44 44444

44444444

4

4

4 44

44

444

4444444 4444444444

4

44

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4 4

444

44 4

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44

4

43

NO2 pollution and low emission zones

Diesel cars conforming with the Euro 4 or Euro 3 norm, with particle filter or better; Petrol cars in accordance to the Euro 1 norm or better

4

Diesel in accordance to the Euro 3 or Euro 2 norm with particle filter

3

0 - 5> 15> 10

> 15> 20> 25

> 30> 35 > 50> 40 > 55

> 45

> 60

NO2 in µg/m3:

Current values* (in micrograms per cubic metre)

Rural

PM10: 16 /40NO2: 10 /40

Inner-city

PM10: 19 /40NO2: 21 /40

* The annual mean values given here are classifi ed as provisional by the German Federal Ministry for the Environment and are valid for the year 2014.

Close to traffi c

PM10: 25 /40NO2: 43 /40

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6

Well FilteredThe Exhaust System in Modern Diesel Cars

2o years ago, the EU made the fi rst Euro 1 emission standard mandatory. Since then, the permitted level of emissions has declined continuously. Technology has needed to develop correspondingly: a Euro 6 diesel from Volkswagen’s modular transverse matrix is not comparable to a two decade old diesel in terms of effi ciency and emissions. Important compo-nents for the powertrain of modern diesels – in addition to the diesel particulate fi lter which was already introduced across the board in 2oo2/2oo3 – are two alternative systems for exhaust gas after treatment: the NOx storage catalyst and selective catalytic reduction (SCR).

The structure of an exhaust system with a NOx storage catalyst

The NOx STORAGE CATALYST reduces the nitrogen oxides

contained in the exhaust gas in two steps. During the loading

phase, nitrogen oxides are stored in the catalyst. These are then chemically

converted into nitrogen in the regenera-tion phase. To securely perform and monitor these operations, complex

control strategies and different sensors are required.

The DIESEL PARTICULATE FILTER (DPF) fi lters the soot particles from the exhaust gases of diesel engines. The soot particles are deposited on the fi lter. The accumulated soot in the fi lter is burned in the regeneration phase.

phase, nitrogen oxides are stored in the catalyst. These are then chemically

converted into nitrogen in the regenera-tion phase. To securely perform and monitor these operations, complex

control strategies and different sensors

The LAMBDA SENSOR controls the right balance of air and fuel mixed in the regeneration phase of the NOx storage catalyst.

7


7

The structure of an exhaust system with SCR

The catalytic coating of the OXIDATION CATALYST

CONVERTER converts the hydrocarbons and the carbon

monoxide contained in the exhaust gas into water vapor and

carbon dioxide. It also supports the SCR function of the downstream

particle fi lter.

The SCR DOSING MODULE is located behind the oxidation

catalyst. Via a dosing line, the AdBlue® urea solution fl ows

from the tank to the dosing module and is injected into the exhaust in the required

amount prior to reaching the SCR catalytic converter. The

dosing module is fi tted with a cooling water jacket, in order to

protect the valve and the electrical connection from

overheating.

The MIXER is integrated into the transition hopper. The exhaust stream and the dosed

AdBlue® are mixed here.

The DIESEL PARTICULATE FILTER WITH SCR COATING (SDPF) integrates two functions into one component. The fi ltering of soot particles is carried out in the same manner as in the conventional diesel particulate fi lter (DPF). The SDPF is also coated with an SCR catalyst, in which the dosed AdBlue® reduces the nitrogen oxides contained in the exhaust gas to nitrogen. By combining these two functions of both the DPF and SCR catalyst, located very close to the engine, the best possible function, with respect to future emission requirements, is guaranteed.

The catalytic coating of the OXIDATION CATALYST

CONVERTERhydrocarbons and the carbon

monoxide contained in the exhaust gas into water vapor and

carbon dioxide. It also supports the SCR function of the downstream

The SCR DOSING MODULElocated behind the oxidation

catalyst. Via a dosing line, the AdBlue® urea solution fl ows

from the tank to the dosing module and is injected into the exhaust in the required

amount prior to reaching the SCR catalytic converter. The

dosing module is fi tted with a cooling water jacket, in order to

protect the valve and the electrical connection from

AdBlue® is a synthetically produced, 32.5 percent urea solution, which converts the nitrogen oxide exhaust component into nitrogen and water. The operating solution is stored in an auxiliary tank and must be refi lled as needed.

AdBlue®

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An Important ComponentThe Importance of Diesel for Political and Economic Climate GoalsThe EU wants to reduce emissions of greenhouse gases by 4o percent by 2o3o. Consequently, the average CO2 emissions of a new car have been limited since 2o12: from 2o2o manufacturers must comply with a limit of 95 grams of CO2 per kilometre in the EU – a highly ambitious goal which cannot be achieved without diesel. Currently, new car fl eet emis-sions average 132.8 grams of CO2. The German Association of the Automotive Industry (VDA) estimates that this value for a fl eet that consisted only of diesel vehicles would be 125 grams of CO2 per kilometre. In reverse, the value of a pure pet-rol fl eet would be 138.4 grams of CO2. A purely diesel fl eet, by this calculation, would save 6o5,ooo tons of CO2 annually (see graphics).

CO2 emissions of the German new car fleet

Petrol Diesel

Technology and Fuels Compared

TDI89

CO2 emission in grams per kilometre *

* The simulation is based on an average annual mileage of 15,000 kilometres and 3.1 million newly registered cars.

In g

ram

s CO

2 pe

r kilo

met

re

2014

Diesel only

132.8

2010

151.2

2006

-23,5 Prozent

172.7

125.3

138.4

Petrol only*

190

120

CO2 in kilograms per litre

2.32 2.62

Heating value per volume unit in kilowatt-hours per cubic metre

8,760 9,800

Energy density in kilograms per cubic metre

740 833

The slightly higher CO2 formation potential of diesel fuel compared to petrol is offset in terms of energy density and calorific value. In combination with efficient technology, the modern diesel offers low emissions: the Golf BlueMotion 1.6 litre TDI engine emits 89 grams of CO2 per kilometre, making it the lowest CO2 option in the Golf range.

* The value applies to Euro 6 engines.

Automobile manufacturers must comply with the require-ments for newly registered vehicles in terms of air quality too. They will be supplemented by a new law in two years: in addition to limits in the test cycle, in the future there will also be limits during the real-life operation of vehicles for particulate and NOx emissions. The automotive industry ex-plicitly supports the introduction of what is known as ‘Real Driving’ emissions legislation. However, the EU Commission plans to implement them for all new vehicles from 2o18 – giving the necessary technical development and adaptation times this is an almost impossible challenge for car manu-facturers. The manufacturers also want a clear defi nition of the test constraints, so that the results cannot be distorted by abusive driving.

Emissions during real-life consumption

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