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R
D
E
POWERTRAIN ENGINEERING
CHALLENGES & SOLUTIONS
Peter GOETSCHL
AVL List GmbH
4th AVL UK Expo
29th September 2015
Coventry Transport Museum
Coventry, Great Britain
2Source: quickly-player.com
R
D
E
COMMERCIAL VEHICLES
PASSENGER CARS
3Source: quickly-player.com
COMMERCIAL VEHICLES
PASSENGER CARS
Max. Power
Mean PowerCertific.
Mean PowerCustomer
280 kW
143 kW ESC
53 kW WHTC
100-120kW
280 kW
6 kW NEDC
9 kW WLTC
10 – 14 kW
SIGNIFICANTLY LARGER DIFFERENCE MEAN CUSTOMER DRIVING MAX. POWER
252,5
4
ROADMAP
D
E
5
MAIN ELEMENTS OF RDE DEVELOPMENT
Vehicle 1
Vehicle 2
Vehicle n
vs.
vs.
RDE Legislation
Outlook
Vehicle 1
Vehicle 2
Vehicle n
§ §§Vehicle/Fleet
RDE Benchmark
RDE Benchmark
Concept & Series Validation
& Robustness
WLTP
RDE
EU6c
Vehicle 1
Vehicle 2
Vehicle n
PN
#Vehicle spec.RDE scenarios
EAS Optimisation
€
§
Engine
EAS
Calibr.
Engine Optimisation
λ=1
Calibration Opt.PN
#Vehicle spec.
RDE Development
AVL M.O.V.EGas PEMS iS PN PEMS iS
Real Driving Emissions Evaluation
Vehicle 1
Vehicle 2
Vehicle n
Real World RDE Evaluation
6
ROUTES
D
E
7
Distance/Time 90,2km 6100s
City 32% 34%
Highway 35% 20%
Interstate 34% 46%
Real World Driving Variability• Variable ambient conditions• Traffic situation• Track severity
Track CompositionRoad Gradient
• Driver Influence: Moderate /Aggressive
Graz Gleisdorf IlzGraz
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000Time [s]
0
60
120
warmup
Velo
city,
km
/h
Vehicle Speed
AVL M.O.V.EGas PEMS iS & > PN PEMS iS <
Real Driving Emissions Evaluation
RDE CHALLENGES:
REAL WORLD DRIVING ROUTES
8
300
400
500
600
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000Time [s]
0
60
120
Altitude,
m
Real World Driving Variability• Variable ambient conditions• Traffic situation• Track severity
Track CompositionRoad Gradient
• Driver Influence: Moderate /Aggressive
Gleisdorf IlzGraz
Altitude
warmup
Velo
city,
km
/h
Vehicle Speed
AVL M.O.V.EGas PEMS iS & > PN PEMS iS <
Real Driving Emissions Evaluation
RDE CHALLENGES:
REAL WORLD DRIVING ROUTES
9
0
0.5
1
1.5
2
2.5
3
3.5
4
0 0.5 1 1.5 2 2.5 3 3.5 4
RDE Moderate
Tracks - PC
NEDC
WLTC
AVL RDE
Moderate
RDE CHALLENGES:
REAL WORLD DRIVING ROUTES
Track Severity Index (Power Demand)
Tra
ck D
yn
am
ic I
nd
ex (
Sp
eed
Tra
ce)
Mid Size Passenger Car
Artemis
10
0
0.5
1
1.5
2
2.5
3
3.5
4
0 0.5 1 1.5 2 2.5 3 3.5 4
Mountain Track
RTS 95
RDE Moderate
Tracks - PC
NEDC
WLTC
Artemis
AVL RDE
Moderate
RDE CHALLENGES:
REAL WORLD DRIVING ROUTES
Track Severity Index (Power Demand)
Tra
ck D
yn
am
ic I
nd
ex (
Sp
eed
Tra
ce)
Mid Size Passenger Car
AVL RDE
Dynamic
11
RDE CHALLENGES:
REAL WORLD DRIVING ROUTES
Track Severity Index (Power Demand)
Tra
ck D
yn
am
ic I
nd
ex (
Sp
eed
Tra
ce)
0
0.5
1
1.5
2
2.5
3
3.5
4
0 0.5 1 1.5 2 2.5 3 3.5 4
Full Size SUV
RDE Moderate
Tracks - SUV
AVL RDE
DynamicAVL RDE
Moderate
12
ROUTES
DRIVING STYLE
E
13
0 250 500 750 1000 1250 1500 1750 2000 2250 2500 2750 3000 3250 3500 3750 4000
Time - s
To
rqu
e -
Nm
0
200
400
600
En
gin
e S
pe
ed
-rp
m
0
2000
4000
6000
Ve
hic
le S
pe
ed
-k
m/h
0
50
100
150
IMPACT OF DRIVING STYLE ON ENGINE SPEED / LOAD DISTRIBUTION
Graz
14
RDE Load Spectrum – Moderate Driving Style
0 250 500 750 1000 1250 1500 1750 2000 2250 2500 2750 3000 3250 3500 3750 4000
Time - s
To
rqu
e -
Nm
0
200
400
600
En
gin
e S
pe
ed
-rp
m
0
2000
4000
6000
Ve
hic
le S
pe
ed
-k
m/h
0
50
100
150
IMPACT OF DRIVING STYLE ON ENGINE SPEED / LOAD DISTRIBUTION
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500
Engine Speed - rpm
To
rqu
e
-N
m
0
50
100
150
200
250
300
350
400
15
RDE Load Spectrum – Moderate vs. Dynamic Driving Style
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500
Engine Speed - rpm
To
rqu
e
-N
m
0
50
100
150
200
250
300
350
400
0 250 500 750 1000 1250 1500 1750 2000 2250 2500 2750 3000 3250 3500 3750 4000
Time - s
To
rqu
e -
Nm
0
200
400
600
En
gin
e S
pe
ed
-rp
m
0
2000
4000
6000
Ve
hic
le S
pe
ed
-k
m/h
0
50
100
150
IMPACT OF DRIVING STYLE ON ENGINE SPEED / LOAD DISTRIBUTION
16
0
50
100
150
200
250
300
350
400
Nu
mb
er
of
Even
ts
Type of Drive Event
DISTRIBUTION OF DRIVE ELEMENTSMODERATE/DYNAMIC
17
ROUTES
DRIVING STYLE
EVALUATION
18
500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000
EngineSpeed [rpm]
To
rqu
e [
Nm
]
0
50
100
150
200
250
300
350
400
0 250 500 750 1000 1250 1500 1750 2000 2250 2500 2750 3000 3250 3500 3750 4000 4250Time [s]
To
rqu
e [
Nm
]
0
200
400
600
En
gin
e S
pe
ed
[rp
m]
0
2500
5000
7500
Ve
hic
leS
pe
ed
[k
m/h
]
0
50
100
150
RDE postprocessing tool example: Sports car
To
rqu
e, N
m
RDE POSTPROCESSING TOOLSWEIGHED EMISSIONS MODERATE/DYNAMIC
Speed, rpm
0
20
40
60
80
100
CLASSIC EMROAD CLEAR
NOx [mg/km]
0
500
1000
1500
2000
2500
3000
CLASSIC EMROAD CLEAR
CO [mg/km]
0.0E+00
1.2E+12
2.4E+12
3.6E+12
4.8E+12
6.0E+12
7.2E+12
CLASSIC EMROAD CLEAR
PN [#/km]
19
RDE postprocessing tool example: Sports car
RDE POSTPROCESSING TOOLSWEIGHED EMISSIONS MODERATE/DYNAMIC
0
20
40
60
80
100
CLASSIC EMROAD CLEAR
NOx [mg/km]
0
500
1000
1500
2000
2500
3000
CLASSIC EMROAD CLEAR
CO [mg/km]
0.0E+00
1.2E+12
2.4E+12
3.6E+12
4.8E+12
6.0E+12
7.2E+12
CLASSIC EMROAD CLEAR
PN [#/km]
moderate
v*apos_[95] <limit
Urban 9.32 15.42 validRural 17.13 24.63 validMotorway 20.61 27.68 valid
dynamic
v*apos_[95] <limit
Urban 19.68 15.42 invalidRural 41.11 24.85 invalidMotorway 66.58 27.68 invalid
Verification Dynamic Criterion v*apos_[95]
20
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000
nmot_w [rpm]
To
rqu
e [
Nm
]
0
50
100
150
200
250
300
350
400
0 250 500 750 1000 1250 1500 1750 2000 2250 2500 2750 3000 3250 3500 3750 4000 4250Time [s]
To
rqu
e [
Nm
]
0
50
100
150
nm
ot_
w [
rpm
]
0
2000
4000
6000
vfz
g_
w [
kp
h]
0
50
100
150
RDE postprocessing tool example: Extremely Downsized SUV
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000
nmot_w [rpm]
To
rqu
e [
Nm
]
0
50
100
150
200
250
300
350
400
0 250 500 750 1000 1250 1500 1750 2000 2250 2500 2750 3000 3250 3500 3750 4000 4250Time [s]
To
rqu
e [
Nm
]
0
50
100
150
nm
ot_
w [
rpm
]
0
2000
4000
6000
vfz
g_
w [
km
/h]
0
50
100
150
To
rqu
e, N
m
Speed, rpm
0
200
400
600
800
1000
CLASSIC EMROAD CLEAR
NOx [mg/km]
0
500
1000
1500
2000
2500
3000
3500
CLASSIC EMROAD CLEAR
CO [mg/km]
0.0E+00
2.0E+12
4.0E+12
6.0E+12
8.0E+12
1.0E+13
CLASSIC EMROAD CLEAR
PN [#/km]
RDE POSTPROCESSING TOOLSWEIGHED EMISSIONS MODERATE/DYNAMIC
21
RDE postprocessing tool example: Extremely Downsized SUV
0
200
400
600
800
1000
CLASSIC EMROAD CLEAR
NOx [mg/km]
0
500
1000
1500
2000
2500
3000
3500
CLASSIC EMROAD CLEAR
CO [mg/km]
0.0E+00
2.0E+12
4.0E+12
6.0E+12
8.0E+12
1.0E+13
CLASSIC EMROAD CLEAR
PN [#/km]
RDE POSTPROCESSING TOOLSWEIGHED EMISSIONS MODERATE/DYNAMIC
moderate
v*apos_[95] <limit
Urban 9.31 14.94 validRural 13.14 24.02 validMotorway 12.11 28.14 valid
dynamic
v*apos_[95] <limit
Urban 14.74 14.07 invalidRural 25.97 24.40 invalidMotorway 20.30 28.06 valid
Verification Dynamic Criterion v*apos_[95]
22
Sportive
Cars
Mid-Size
Cars
Downsized /
Compact Cars
Gasoline
CNG
Diesel
Dis
pla
cem
en
t -
cc
Weight / Power Ratio – kg/kW
RDE – VEHICLE BENCHMARK
0
1000
2000
3000
4000
5000
6000
3 5 7 9 11 13 15 17 19 21
23
0
1000
2000
3000
4000
5000
6000
3 5 7 9 11 13 15 17 19 21
Moderate Driving Style
Dis
pla
cem
en
t -
cc
Weight / Power Ratio – kg/kW
RDE – VEHICLE BENCHMARKPN EMISSION – SI ENGINES
EU6c /EU6bNEDC Limit
Gasoline
6E+12#/km(temporary)6E+11#/km
PN
24
0
1000
2000
3000
4000
5000
6000
3 5 7 9 11 13 15 17 19 21
Moderate Driving Style
CNG
Dis
pla
cem
en
t -
cc
Weight / Power Ratio – kg/kW
RDE – VEHICLE BENCHMARKPN EMISSION – SI ENGINES
EU6c /EU6bNEDC Limit
Gasoline
6E+12#/km(temporary)6E+11#/km
PN
25
0
1000
2000
3000
4000
5000
6000
3 5 7 9 11 13 15 17 19 21
Moderate Driving Style
Dynamic Driving Style
CNG
Dis
pla
cem
en
t -
cc
Weight / Power Ratio – kg/kW
RDE – VEHICLE BENCHMARKPN EMISSION – SI ENGINES
EU6c /EU6bNEDC Limit
Gasoline
6E+12#/km(temporary)6E+11#/km
PN
26
0
1000
2000
3000
4000
5000
6000
3 5 7 9 11 13 15 17 19 21
Moderate Driving Style
Dis
pla
cem
en
t -
cc
Weight / Power Ratio – kg/kW
RDE – VEHICLE BENCHMARKNOX EMISSION –DIESEL ENGINES
NOXEU6c
NEDC/WLTP Limit Diesel
80 mg/km
27
Dis
pla
cem
en
t -
cc
Weight / Power Ratio – kg/kW
RDE – VEHICLE BENCHMARKNOX EMISSION –DIESEL ENGINES
NOX
80 mg/km
0
1000
2000
3000
4000
5000
6000
3 5 7 9 11 13 15 17 19 21
EU6c NEDC/WLTP Limit Diesel
Moderate Driving Style
Dynamic Driving Style
28
0
1000
2000
3000
4000
5000
6000
3 5 7 9 11 13 15 17 19 21
Moderate Driving Style
CNG
Dis
pla
cem
en
t -
cc
Weight / Power Ratio – kg/kW
RDE – VEHICLE BENCHMARKNOX EMISSION – SI ENGINES
NOXEU6c
Legal Limit Gasoline
60 mg/km
29
CNG
Dis
pla
cem
en
t -
cc
Weight / Power Ratio – kg/kW
RDE – VEHICLE BENCHMARKNOX EMISSION – SI ENGINES
NOX
0
1000
2000
3000
4000
5000
6000
3 5 7 9 11 13 15 17 19 21
EU6c Legal Limit Gasoline
Moderate Driving Style
Dynamic Driving Style
60 mg/km
30
RELIABLE
DEVELOPMENT
EFFICIENT
31
RDE DEVELOPMENT
THE KEY CHALLENGE
NEDC
0
20
40
60
80
100
120
140
Veh
icle
Sp
eed
–km
/h
Time- s
0 200 400 600 800 1000
From exactly reproducible TESTCYCLE
32
From exactly reproducible TESTCYCLE towards STATISTICAL PROPABILITY
NEDC
0
20
40
60
80
100
120
140
Veh
icle
Sp
eed
–km
/h
Time- s
0 200 400 600 800 1000 0 1000
Re
lati
ve
E
ng
ine
Lo
ad
-%
Engine Speed - rpm
2000 3000 4000 5000 60000
20
40
60
80
100
120
140
160
180
200
Large
Engine
AT
DownsizedEngine
MT
RDEDynamic Driver
RDE DEVELOPMENT
THE KEY CHALLENGE
33
“STANDARD” RDE DEVELOPMENT APPROACHES
1. “Reproduction”Reproduction of Real World Situations in testing environments and
analysis followed by iterative optimisation
2. “Reduction”Emission development, calibration, verification of development targets,
based on vehicle specific RDE “reference” cycles with statistical
relevance
3. “Virtual Integration”• Virtual development and RDE frontloading in the concept definition
phase
• Realistic simulation of necessary RDE- conditions in the respective
testing environment
• Partially virtual concept robustness validation to cover the variety
of conditions
34
SEGMENTATION OF DRIVING PROFILES
Driving Profile
Single Driving Elements
km
/h
Prof. H. O. List,
35th Vienna Motor
Symposium 2014:
“EVENT-FINDER”
Prof. H.O. List35th Vienna Motor Symposium 2014
EVENT-FINDER
EFFICIENT RDE DEVELOPMENT
THE BASE CONCEPT 2014
35
EFFICIENT RDE DEVELOPMENT
ACTUAL STATUS 2015
Time
IDENTIFICATION
of pot. Risk Areas
“EVENTFINDER”
EVENT-FINDER
“EVENT-FINDER” integrated in a much more comprehensive
development tool
36
Time
IDENTIFICATION
of pot. Risk Areas
“EVENTFINDER”
EVENT-FINDER
IDENTIFICATIONOF POTENTIAL RISK AREAS
0
20
40
60
80
100
120
140
160
180
Acc
ele
rati
on
Par
t lo
ad c
on
stan
t p
edal
Acc
ele
rati
on
Par
t lo
ad r
isin
g p
edal
Co
nst
ant
spee
dO
pen
ped
al
Cu
sto
m E
ven
t1 (
Mag
erb
etri
eb
)
Cu
sto
m E
ven
t2 (
Fett
bet
rieb
)
Dec
ele
rati
on
Tran
siti
on
to
co
nst
ant
spe
ed
Dec
ele
rati
on
Wit
ho
ut
bra
ke
Dri
ve a
way
Cre
ep
Dri
ve a
way
Hill
sta
rt
Dri
ve a
way
Stan
din
g st
art
Dri
ve a
way
Veh
icle
sto
p
Engi
ne
shu
t o
ffM
anu
al s
top
Engi
ne
star
tAu
to s
tart
Engi
ne
star
tMan
ual
sta
rt
Ge
ar s
hif
tDo
wn
shif
t
Ge
ar s
hif
tNo
sh
ift
Ge
ar s
hif
tUp
shif
t
Idle
Elec
tric
load
off
Idle
Elec
tric
load
on
Idle
Exit
fu
el c
ut
off
Idle
No
rmal
Idle
Thro
ttle
re
spo
nse
do
wn
Tip
inA
fte
r cl
ose
d p
edal
Tip
inA
fte
r co
nst
ant
spee
d
Tip
inSh
ort
tip
in a
fter
clo
sed
ped
al
Tip
inSh
ort
tip
in a
fter
co
nst
ant
spe
ed
Tip
ou
tAft
er a
cce
lera
tio
n
Tip
ou
tAft
er c
on
stan
t sp
eed
Tip
ou
tDu
rin
g d
ece
lera
tio
n
Nu
mb
er
of
Eve
nts
Type of Drive Event
Particulate Number
37
GASOLINE DIESEL
IDENTIFICATION
of pot. Risk Areas
“EVENTFINDER”
EVALUATION
of potential
Risk Events
IDENTIFICATION AND EVALUATION OF POTENTIAL RISK AREAS
Engine
map(stationary)
Transient
effects
Event
history
• Enrichment
• Scavenging
• Cat space velocity
• EGR
• Injection Timing
• UREA Dosing
• Transient fuelling (metering / mixture
formation)
• Catalyst
temperature
• Engine temperature
• Conditioning EAS (Loading, temperature)
• Engine temperature
• EGR transient
control
• Air path
PN
CO
NOx
Time
Relevance: Map Transients Event History
EVENT-FINDER
38
ENGINETEST BED
POWERTRAINTEST BED
CHASSISDYNO
ROADTEST
OFFICE SIMULATION
XILTEST
TEST DEFINITION & ALLOCATION TO TEST ENVIRONMENT
IDENTIFICATION
of pot. Risk Areas
“EVENTFINDER”
EVALUATION
of potential
Risk Events
TEST DEFINITION
& Allocation to
Test Environment
VALIDATION
& Robustness
Assessment
COx critical
elements
NOxx critical
elements
PNx
critical
elements
PN
CO
NOx
Time
Relevance: Map Transients Event History
EVENT-FINDER
39
REAL
DRIVING
EXAMPLES
40
0 250 500 750 1000 1250 1500 1750 2000 2250 2500 2750 3000 3250 3500 3750 4000
Time – s
NO
x -
g/s
0
NOx
Veh. Speed
CO
-g
/s
0
CO
PN
-#
0
PN
V. S
peed
0
RDE CONCERN AREAS GASOLINE ENGINES
DOWNSIZED TURBOCHARGED GDI
41
Real Driving
Emissions
RDE CONCERN AREAS GASOLINE ENGINES
PARTICULATE EMISSIONS OF GTDI
AVL M.O.V.E
Gas PEMS iS &
> PN PEMS iS <
0.00E+00
6.00E+11
1.20E+12
1.80E+12
2.40E+12
3.00E+12
SUV
NED
C
SUV
WLT
P
SUV
RD
E H
ot
Inje
cto
rC
oki
ng
Fue
lQ
ual
ity
Dri
vin
g St
yle
PN
, #/k
m,
un
weig
hed
Mid
siz
es
ed
an
NE
DC
42
Real Driving
Emissions
0.00E+00
6.00E+11
1.20E+12
1.80E+12
2.40E+12
3.00E+12
SUV
NED
C
SUV
WLT
P
SUV
RD
E H
ot
Inje
cto
rC
oki
ng
Fue
lQ
ual
ity
Dri
vin
g St
yle
AVL M.O.V.E
Gas PEMS iS &
> PN PEMS iS <
Mid
siz
es
ed
an
NE
DC
PN
, #/k
m,
un
weig
hed
RDE CONCERN AREAS GASOLINE ENGINES
PARTICULATE EMISSIONS OF GTDI
43
Combustion System• Spray homogenization
• Spray interaction with combustion chamber surroundings
• Charge motion
Calibration
• Number of injections per cycle
• Start of injection / end of injection
• Rail pressure
• Enrichment / Enrichment Sensitivity
• Camshaft positions
• Start / STST
• Catalyst heating
Injector tip coking
• Injector type
• Injector design
• Rail pressure
• Injector tip temperature
Lifetime Robustness/
Oil consumption
• Positive crankcase ventilation
• Turbocharger lubrication
• Valve stem seals
• Piston cooling jets / piston rings
Operating Conditions /
Variability
• Vehicle weight / Powertrain / Load spectrum
• Driver Influence
• Fuel
• Coolant warm-up
Beijing 6
RDE
RDE CONCERN AREAS GASOLINE ENGINES
INFLUENCES ON ENGINE-OUT PN
44
PN Optimization
• Evaluation of mixture formation deficiencies and main sources of diffusion combustion / PN/PM generation
• Software functions & calibration data development
Piston design
Charge motion
Spray
targeting
Improved
injector
Combustion system:
Injector
Piston
combustion
chamber design
Charge motion…
Calibration:
Base settings
Injection strategies
Catalyst heating
strategy
Dynamic strategy
PN REDUCTION GASOLINE ENGINE
OPTIMIZATION OF HARD- AND SOFTWARE
PN optimized
calibration
ECU Functionality
AVL RPEMS
Future
Rapid
Prototyping
Engine
Management
System
0 180 360Kurbelwinkel [Grad]
IGN
1 [V
]
0,0
0,1
INJ [
V]
0,0
0,1
0 100 200 300 400 500 600 700 800 900 1000 1100 1200recorder_time [s]
SP
EE
D [
km/h
]
0
40
80
120
0 200 400 600 800 1000 1200Time [sec]
45
AVL Visio
AVL Particlecounter
Correlation of PN in and out of the combustion chamber
PN REDUCTION GASOLINE ENGINE
OPTICAL TOOLS AS PREREQUISITE
46
Exhaust
Cyl. 1
SidePiston
Intake, left
Intake, right
Exhaust, left
Diffu
sio
n C
om
bustion Inte
gra
l
0
100
200
300
400
500D
iffu
sio
n C
om
bustion [V
]
0.0
0.3
0.6
0.9
1.2
0 100 200 300 400 500 600 700 800 900 1000 1100 1200recorder_time [s]
SP
EE
D [km
/h
]
0
40
80
120 NEDC
Vehic
le S
peed
Main part of particulate emission from right
intake valve
Main part of particulate emission from piston surface
Exhaust
Intake Intake
0 100 200 300 400 500 600 700 800 900 1000 1100 1200
Time [s]
PN REDUCTION GASOLINE ENGINE DETECT DIFFUSION FLAME ON CHASSIS DYNO
47
NEDC
WLTC
FTP75
Warm Up / High load
TDC TDCBDC
Intake Compression
Catalyst Heating
TDC TDCBDC
Intake Compression
Start
TDC TDCBDC
Intake Compression
EU5
EU6
BJ6Load
Temp
Load, Temp
Sp
ee
d, k
m/h
Single Inj.
SOI too early
Triple Inj.
same SOI
Multiple injection
for penetration
minimization
Use of Charge
motion window
PN REDUCTION GASOLINE ENGINE
INJECTION STRATEGY FOR EU6C/RDE/BJ6
48
500 1000 1500 2000 2500 3000 3500 4000
time [s ]
vF
zg [km
/h]
0
20
40
60
80
100
120
140
160
Warm Up / High load
TDC TDCBDC
Intake Compression
Catalyst Heating
TDC TDCBDC
Intake Compression
Start
TDC TDCBDC
Intake Compression
EU5
EU6
BJ6Load
Temp
Load, Temp
Sp
ee
d, k
m/h
RDE
PN REDUCTION GASOLINE ENGINE
INJECTION STRATEGY FOR EU6C/RDE/BJ6
49
1,6e+10
2,0e+10
2,4e+10
2,8e+10
0
25%
50%
75%
100%
0,0
0,4e+10
0,8e+10
1,2e+10
1,6e+10
2,0e+10
2,4e+10
2,8e+10
0
25%
50%
75%
100%
0,0
0,4e+10
0,8e+10
1,2e+10
Injector cleaned
NEDC
Pa
rtic
le N
um
be
r -
%P
art
icle
Nu
mb
er
-p
/s
Injector with
stabilized deposits
PN REDUCTION GASOLINE ENGINE
INFLUENCE OF INJECTOR COKING ON PN
50
NEDC- PN - Injectors cleaned
System (injectors) with
rapid coking
critical PN level
0,0e+00
B
BB
B
B
B
B
A
A
A
A
System (injectors)
with moderate coking
stable PN level
NE
DC
-PN
-In
jecto
rs-s
tabili
zed
Deposits
(sta
tistica
lre
leva
nt m
ea
nva
lue
)
PN REDUCTION GASOLINE ENGINE
PN ROBUSTNESS IN NEDC TEST -GTDI
51
R
D
E
SUMMARY 1/2
• Wide range between the statisticallyrelevant and possible driving styles determination of representative RDE
boundaries is a complex task
• Driving style has the most significantimpact on RDE results
• Most measures for Real Riving Emissionreduction show trade-off’s regardingcost, fuel and/or Urea consumption
52
R
D
E
SUMMARY 2/2
• Key development challenge: transitionfrom the exact reproducibility of dynocycles towards the statistical probabilityof real traffic situations
• For development of RDE solutions withbest fuel/urea consumption, emissionsand cost, a generic “RDE substitution”cycle is not sufficient as a vehiclespecific approach is required
• Identification of critical single elementsand maneuver based allocation ofdevelopment tasks to the mostappropriate development environmentsenables the most balanced overall result
53
R
D
E
Thank you for your Attention
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