Diesel Efficiency and Associated Fuel Effects Stuart Johnson

Diesel Efficiency and Associated Fuel EffectsDiesel Efficiency and Associated Fuel Effects

Stuart JohnsonSenior Manager, Engineering and Environmental Office, Volkswagen Group of America

CRC Workshop – Advanced Fuel & Engine Efficiency Workshop

Session Three – Compression Ignition, February 25, 2014

AGENDAI t d tiI t d tiIntroductionIntroduction

Regulatory challengesRegulatory challenges

VW Group overviewVW Group overviewImportance of diesel engine technologyImportance of diesel engine technology

Volkswagen diesel engine history in the USVolkswagen diesel engine history in the USFirst generation BIN 5/Clean Diesel engine in the JettaFirst generation BIN 5/Clean Diesel engine in the JettaSecond generation BIN5/Clean Diesel engine in the new US PassatSecond generation BIN5/Clean Diesel engine in the new US Passat


Second generation BIN5/Clean Diesel engine in the new US PassatSecond generation BIN5/Clean Diesel engine in the new US PassatThird generation Clean Diesel: MDB modular EA 288 TDI®Third generation Clean Diesel: MDB modular EA 288 TDI®

Cetane influence on modern closed loop enginesCetane influence on modern closed loop enginesFuel effects on modern diesel enginesFuel effects on modern diesel engines

Cetane influence on modern closed loop enginesCetane influence on modern closed loop enginesOther fuel properties – energy density, volatility, fuel densityOther fuel properties – energy density, volatility, fuel density

Summary of fuel effectsSummary of fuel effectsBiodiesel influenceBiodiesel influence

Summary of fuel effectsSummary of fuel effects

VW GROUP PRODUCTS: NINE INDEPENDENT BRANDS

Automotive DivisionAutomotive DivisionAutomotive DivisionAutomotive DivisionPassenger CarsPassenger Cars

Also: VW Commercial Scania MANAlso: VW Commercial Scania MANAlso: VW Commercial, Scania, MANAlso: VW Commercial, Scania, MAN

Volks agen Gro p Clean Diesel Sales Vol meDiesel ol me Passenger Cars (PC) 2012

DIESEL IS AN IMPORTANT DIFFERENTIATOR FOR THE VOLKSWAGEN GROUP

Volkswagen Group Clean Diesel Sales Volume Diesel volume Passenger Cars (PC) 2012

77.192

99.094

26.675 77,192

99,094

43.869

59.342PorscheVolkswagen

99 094

26.675~ 21%~22%

43 869

59,342

12.325

43.869Audi99.094

~ 79 %~78%

12,325

43,869

h d

2008 2009 2010 2011 2012Volkswagen Group Competitors

Constant growth since its introductionVolkswagen Group US market share diesel PC ~ 78 %

Source for competitor sales: Polk

VW PASSAT TDI SETS NEW WORLD RECORD FOR FUEL ECONOMY

Volkswagen of America announced today that it has set a new GUINNESS WORLD RECORDS®

achievement for the “lowest fuelachievement for the lowest fuel consumption—48 U.S. states for a non-hybrid car” category. • 77.99 mpg more than 10 mpg

better than the previous mark ofbetter than the previous mark of 67.9 mpg

• The achievement also beats the hybrid vehicle record of 64.6

“We felt we had a good chance of beating the existing record with the Passat TDI,” Gerdes said, “but to smash it by averaging 77 99 mpg is really impressive and a testament to the potential

mpg by more than 13 mpg• 8,122 miles on just 104.94

gallons of fuel 77.99 mpg is really impressive and a testament to the potential of Volkswagen’s TDI Clean Diesel vehicles.

2013 2014 2016 2018 2020 2022 20242015 2017 2019 2021 2023 2025

REGULATORY PROGRAM TIMING2013 2014 2016 2018 2020 2022 20242015 2017 2019 2021 2023 2025

Tier-3Tier-3Tier-2Tier-2Federal Tailpipe

LEV-IILEV-IICalifornia TailpipeLEV-IIILEV-III

p p

Euro-6.1Euro-6.1Euro-5Euro-5European Tailpipe

Euro-6.2Euro-6.2

GHG-2GHG-2GHG-1GHG-1Federal EPA GHG

CAFE 2017-2021CAFE 2017-2021CAFE 2012-2016CAFE 2012-2016Federal USDOT CAFE

CAFE 2017-2021CAFE 2017-2021

Euro 130Euro 130European GHGEuro 95Euro 95

ZEV-IZEV-ICalifornia ZEVZEV-IIZEV-II

WORLDWIDE EMISSION PROGRAMSVolkswagen Group targeting 10 million units per year Worldwide in 2018

NAR ≈ 1,000,000 units

SAR ≈ 1,000,000 units

US Based Emissions Stds

ECE Based Emissions Stds

20% of Worldwide Volkswagen sales comply with US Standards for emissions, the remaining 80% comply with ECE











VOLKSWAGEN’S DIESEL HISTORY

1976 1983 1993 2000 2006 200819761.5l-2V-SD 50 HP

19831.7l-2V-SD 54 HP

19931.9l TDI 90 HP TIER1

20001.9l-2V-TDI –PD 100 HP BIN10

20065.0l 2V-TDI-PD DPF 310 HP BIN10

20082.0l-4V-TDI-Common Rail 140 HP BIN5

Audi A3 TDI Clean Diesel„Green Car of the Year 2010“

THE FIRST GENERATION BIN5 ENGINE FOR THE JETTA CLEAN DIESEL

• Improved injector design withoptimized nozzle - multiple injections

Optimized and newly developed components of the BIN5 engine

optimized nozzle multiple injections

• Cylinder pressure control – closedloop cylinder control

• High and low pressure exhaust gasHigh and low pressure exhaust gas recirculation (EGR) with high-performance EGR cooler

• Turbocharger system with low pressureEGR inlet nozzle

• Intake pipe with controlable swirl valves

• Exhaust gas aftertreatment withExhaust gas aftertreatment withNOx storage catalyst

THE SECOND GENERATION BIN5 ENGINE FOR THE NEW US PASSAT

20112.0l-4V-TDI-CR 140 HP BIN5

THE SECOND GENERATION BIN5 ENGINE FOR THE NEW US PASSAT

• Cylinder head with integrated HP-EGR channel and optimised port geometrychannel and optimised port geometry

• Thermodynamical improved turbocharger design

• Optimized dual-circuit exhaust gas recirculation

• Indirect water cooled charge air

• Exhaust gas aftertreatment with SCR

• Indirect water cooled charge aircooling

THE SECOND GENERATION BIN5 ENGINE FOR THE NEW US PASSATThe dual-circuit exhaust gas recirculation system

Air filterMAF

LP-EGRCR systemwith Injectors

watercooledcharge air cooler

Butterfly valve

EGR cooler

EGR filter

EGR valve

Turbo-charger

EGR valve

HP-EGR

valve

THE NEW MODULAR TDI® GENERATION FROM VOLKSWAGEN – MDB EA 288

20132012

TARGETS FOR TIER 3/EURO 6 ENGINES IN THE MDB

• Using the modular diesel system

• CO2 neutral reduction of NOx raw emission

• Scalable NOx aftertreatment

• Considering Euro 6 level 2 (RDE)

Hi h b t Ti 3 d E 6 i• High synergy between Tier 3 and Euro 6 engines

• Continuing module solutions for engine control

THE MODULES OF THE BIN5 ENGINE IN THE MDBModules basic engine Modules exhaust gas aftertreatment

• HP EGR w/o cooler • Close‐coupled NOx aftertreatment(channel through cylinder head)

• Variable valve train (VVT)• Cylinder pressure control 2nd generation

p x

• 2000 bar high‐pressure injection system

DUAL-CIRCUIT EXHAUST GAS RECIRCULATION -COMPONENTSIntake manifold with integrated intercooler

Air control valve

HP EGR valve

HP EGR channelLP EGR

LP EGR cooler

LP EGR

VVT CONCEPT – PORTS AND VALVES IN ROTATED POSITION

VVT OPERATING MODE - VALVE TIMING

Variable camshaft Fixed camshaft

Adjustment range max. 50° crank angle

Variable camshaft Fixed camshaft

lift

Valv

e

BDC TDC BDC

HIGH-PRESSURE INJECTION SYSTEM - INJECTOR• Max. injection

pressure 2000 bar

• Mini rail• 3-part welded nozzle

needle with close-to-seat guide

• Nano blind hole

Nano blind hole

Mini rail

3 t ld d l dl

Close-to-seat guide

3-part welded nozzle needle

MODULES OF THE TIER 3/EURO 6 ENGINE IN THE MDBM d l b i i M d l h t ft t t tModules basic engine Modules exhaust gas aftertreatment

NOx

S l bl i i ft t t t

raw emissions

- 40%Scaleable emissions aftertreatment

for various levels up to EU 6.2 and

LEV III/ Tier 3LEV III/ Tier 3

CLOSE COUPLED EXHAUST GAS AFTERTREATMENTBIN5/Euro 6 exhaust system design with Selective Catalytic Reduction (SCR)

Temperature sensor T4

NOx sensorLambda sensor Temperature sensor T5

SCR dosing module(water-cooled)

y g y ( )



Oxidation catalystDifferential pressure sensor LP-EGR

Oxidation catalyst

Mixer

Diesel particulate filter with SCR coatingDiesel particulate filter

Cu/Zeolite

Characteristics of the integrated componentDIESEL PARTICULATE FILTER WITH SCR COATING

Filter substrate

Cu/Zeolite coatingg p

• DPF with optimisedporosityHi h SCR h t

HH22OOCOCO22

NN

• High SCR washcoatamounts

• Thermally stable SCR coating

sootNOx

H OCO

NN22OO22

coating• Low exhaust back

pressure and high filtration efficiencyH2OCO2

N2NH3O2

filtration efficiency

DIESEL PARTICULATE FILTER WITH SCR COATINGDevelopment of mixture preparation

Mixture preparation in transfer

p p p

• Mixture preparation in transfertunnel

• Low exhaust back pressurewith uniform NH distributionwith uniform NH3 distribution

• Avoiding urea deposits











FUEL EFFECTS

It’s not easy…

INFLUENCE OF FUELS ON EMISSIONS – TEST MATRIX

5 test fuels covering wide range of cetane number

ULSD CN 47ULSD CN 47ULSD CN 42ULSD CN 54B30 CN 54SynFuel CN 77

2.0L mass production engine2.0L mass production engine3 engine load points

low load (LL)medium load (ML)high load (HL)high load (HL)

FUEL INFLUENCE ON EMISSIONS – NOx / SOOT

Engine emission sensitivity dependent on fuel and load point Inhomogeneous fuel related differencesg Effect on exhaust aftertreatment system (DPF + SCR)

FUEL INFLUENCE ON EMISSIONS – HC / CO

Engine emission sensitivity dependent on fuel and load point Inhomogeneous fuel related differencesg Risks of insufficient conversion at oxidation catalysts

DIFFERENTIAL HEAT FLOW AT 2000 RPM

14

12SWC1 Closed Loop

SWC1 Open Loop 2000 rpm 2 bar SWC1 and USLC12

10

8

SWC1 Open Loop

USLC Closed Loop

USLC Open Loop

Q deg]

2000 rpm, 2 bar SWC1 and USLC, with smoothed oscillation

6

4

2

dQ[%

/d

2

0

-2-20 -10 0 10 20 30 40

Volkswagen Group of America EEO- Confidential -

20 10 0 10 20 30 40

Crank Angle [deg]

E d it

FUEL EFFECTS OF OTHER FUEL PROPERTIES• Energy density

– Less impact on emissions but a greater impact on efficiency– Energy density also important when considering heat delivered to the after treatment systems

• Volatility• Volatility – Important aspect for post injection, crankcase dilution, and heat delivered to the after treatment

system– Also some new evidence indicates volatility may be more important than originally thought for y y p g y g

the combustion process• Fuel density

– Also important when modelling the amount of fuel delivered for both combustion and after treatment

• Biodiesel – Properties dependent on feedstock– Differences in volatility, cetane, energy density– Heat flow curves are different











Closed loop c linder control can compensate for some differences in f elSummary of Fuel Effects• Closed loop cylinder control can compensate for some differences in fuel

properties • Despite this cetane and energy density still influence efficiency and

emissionsemissions• Volatility also seems to be more important than originally thought and is

being further investigatedBiodiesel properties especiall FAME is feedstock dependent and adds• Biodiesel properties, especially FAME, is feedstock dependent and adds additional variations to cetane, energy density and volatility

• Fuel influence is a complex picture - additional study is on-going

DISCLAIMERThis presentation contains forward-looking statements and information on the business development of the Volkswagen Group. These

statements may be spoken or written and can be recognized by terms such as “expects”, “anticipates”, “intends”, “plans”, “believes”,

“seeks”, “estimates”, “will” or words with similar meaning. These statements are based on assumptions relating to the development of the

i f i di id l t i d i ti l f th t ti i d t hi h h d th b i f th i f tieconomies of individual countries, and in particular of the automotive industry, which we have made on the basis of the information

available to us and which we consider to be realistic at the time of going to press. The estimates given involve a degree of risk, and the

actual developments may differ from those forecast.

Consequently, any unexpected fall in demand or economic stagnation in our key sales markets, such as in Western Europe (and q y y p g y p (

especially Germany) or in the USA, Brazil or China, will have a corresponding impact on the development of our business. The same

applies in the event of a significant shift in current exchange rates relative to the US dollar, sterling, yen, Brazilian real, Chinese rinminbi

and Czech koruna.

If any of these or other risks occur, or if the assumptions underlying any of these statements prove incorrect, the actual results may

significantly differ from those expressed or implied by such statements.

We do not update forward-looking statements retrospectively. Such statements are valid on the date of publication and can be

superceededsuperceeded.

This information does not constitute an offer to exchange or sell or an offer to exchange or buy any securities.

Documents

Diesel Efficiency and Associated Fuel Effects Stuart Johnson