clean diesel – real life fuel economy - uw-madison · clean diesel – real life fuel economy...

1 Confidential | DS/ENS3-NA | 05/18/2009 | 985_205.ppt| © Robert Bosch LLC 2009. All rights reserved, also regarding any disposal, exploitation, reproduction, editing, distribution, as well as in the event of applications for industrial property rights.

Alexander Freitag - Robert Bosch LLC

Clean Diesel – Real Life Fuel Economy

Diesel Systems


1. The Challenge

2. Legislation

3. Current Status

4. The Diesel Advantage

5. Further CO2 Reduction Potential

6. Summary

Agenda

1. The Challenge

CO2 Reduction and Energy Challenge

Diesel Systems


Global Warming & Lack of Resources

Global Temperature

-0,5

-0,3

-0,1

0,1

0,3

0,5

0,7

1880 1900 1920 1940 1960 1980 2000

Year

Tem

pera

ture

Ano

mal

y [°

C]

Annual Mean 5-Year Mean

Global Warming increaseGlobal Warming increase

Fuel Economy Improvement / CO2-Emissions reduction

Offer technologies to support CO2-reductive comportment

New oil fields > 500 Mio. BrlsNew oil fieldsOil production Ww

Source: LBST 2006, BP 2004

Oil production rising w/o new oil fields Oil production rising w/o new oil fields lack of resourceslack of resourcesOil fields and oil production 1930 – 2000


Diesel Systems



U.S. Greenhouse Gas Emissions by Sector

Industry; 19%

Agriculture, Commercial, and Residential; 20%

Transportation; 28%

Electricity; 33%

Other; 2%

Aircraft; 10%

Buses; 1%

Other Trucks; 20%Ships and Boats; 3%

Locomotives; 3%

Light-Duty Trucks; 29%Passenger Cars;

33%

Source: AIAM 2005

Diesel Systems



Fuel Economy / CO2 Challenge

1970 1980 1990 2000 2020 2040 2060

• ACEA-Selbstverpflichtung

2008: 140g/km (-25%)

Renewable Fuels

Renewable Fuels

Power / Comfort

Pollution (HC, CO, NOx, Particulates)

CO2 / Fuel Economy

ResourcesResources

Fossil Fuels

Fossil Fuels

BOSCH Innovations

Diesel Systems


130

150

170

190

210

230

250

270

290

310

330

1/6/03

5/6/03

9/6/03

1/6/04

5/6/04

9/6/04

1/6/05

5/6/05

9/6/05

1/6/06

5/6/06

9/6/06

1/6/07

5/6/07

Cen

ts p

er G

allo

n

NAFTA Fuel Price Trend

RBNA/MK

Source: EIA 04-09-07

Fuel prices have Doubled in 4 years!

Diesel Systems


1. The Challenge

2. Legislation

3. Current Status



6. Summary

AgendaCO2 Reduction and Energy Challenge

2. Legislation

Diesel Systems


0

50

100

150

200

250

300

2000 2005 2010 2015 2020 2025

140

Legislation & CommitmentsCAFE LT/MDV

CAFE PC

CARB GHG LDT2/MDPV

CARB GHGPC/LDT1

EU targets PC

National Fuel Efficiency Policyaverage CAFE 35.5 mpg PC & LT

Average CAFE PC and LT

mpg

22,3

27,9

37,2

55,7

CO2g/km

l/100 km

10,5

8,4

6,3

4,2130

95

156

1,09 t weight

2007CAFE = Corporate Average Fuel Economy PC = Passenger Cars, LT / LDT = Light Trucks (pick-ups, vans, SUVs), MD(P)V = Medium Duty (Passenger) Vehicles GHG = Greenhouse Gases NHTSA = National Highway Transportation and Safety Administration CARB = California Air Ressources Board mpg = miles per gallon China weight based limits (here for 1,09 tons curb weight) CAFE data NHTSA report October 2006 EU data for ACEA (Association des Constructeurs Européens d‘Automobiles) 6th EU Report 24.8.2006, for MY05 from T&E 2006

2012

Japan fuel consumptionPC average

EU CAFE CARB CHINA JAPAN

CARB/ZEV obligate large vol. OEM from 2012 E-Vehicles


35

142

185

Diesel Systems



Government Demand for Increased Fuel Economy

• National Fuel Efficiency PolicyReleased by President Obama on May 19, 2009

Requires a national average fuel economy of 35.5 mpg (14.9 km/l) by 2016Regulation for MY2011 published

California has agreed to defer to national standards beginning in 2012

050

100150200250300350400

GH

G (g

/mi)

Current 2011 Federal2016*

CARB 2016

Car Truck Average

Average based on 50% Car and 50% Light Truck Mix* Conversion Factor: 8,887 g/mi CO2 per gallon of gasoline

as used in Final 2011 CAFE regulation

Diesel Systems


1. The Challenge

2. Legislation

3. Current Status



6. Summary


3. Current Status

Diesel Systems


110

120

130

140

150

160

170

180

190

200

1994 1996 1998 2000 2002 2004 2006 2008 2010 2012 2014

year

CO

2 [g

/km

]

Gasoline Diesel Total

Gasoline: 162.6 g/km

complementarymeasures

EU target: 120 g/km

130 g/km

Diesel: 156.5 g/km2007: 159.3 g/km

-18,4%

2007:Diesel share

53.8%

Emission and CO2 Strategy

Diesel Systems

Development of CO2 Emissions (New PCs, EU15)

PC = Passenger Car

Gasoline Powertrain is catching up since 2004 Sustainable effort required for further reduction of Diesel fleet CO2

Data: 15 EU countries, Source: CR

“SUV-impact”to be carried

by Diesel only

ACEAcommitment140 g/km


95

100

105

110

115

120

125

130

1998 2000 2002 2004 2006 2008Year

Vehi

cle

Wei

ght [

%]

Diesel

Gasoline


EU15- Total Vehicle Registrations (PC)

EU-1

5; M

io. R

egis

tere

d Ve

hicl

es

0

2

4

6

8

10

12

14

16

Year2000 2001 2002 2003 2004 2005 2006 2007

EU-15 Vehicle Registrations Diesel Gasoline

SUV impact (increasing Gross Vehicle Weight 2004ff) hits mainly DieselRoot cause for increase of Diesel CO2 emissions 2004 ff.

Total Vehicle Registrations (PC)Gross Vehicle Weight

∆ 180kg (+10%)

∆ 80kg (+5%)

“SUV-impact”

[Source: Polk Marketing Systems]

~54%

~29% > 85%

Diesel Systems


110120130140150160170180190200210220

1998 2000 2002 2004 2006 2008 2010 2012

Year

CO

2 [g

/km

]

140

160

180

200

220

240

260

280

1998 2000 2002 2004 2006 2008 2010 2012

YearC

O2

[g/k

m]

90100110120130140150160170180

1998 2000 2002 2004 2006 2008 2010 2012

CO

2 [g

/km

]

Gasoline

Diesel

90100110120130140150160170180190

1998 2000 2002 2004 2006 2008 2010 2012

CO

2 [g

/km

]

Golf V 1.9 TDI(77 kW)

Golf VI 1.6 TDIBlue Motion (77 kW)


Development of CO2 Emissions (New PCs, EU15)Small

Upper Medium

appr. 30g/km

appr. 40g/km

[1250-1470 kg]

Medium

[Inertia Weight]

Intro of DI-Diesel

Also in future, Diesels will contribute to a significant CO2 reduction in all classes !Source: Polk Marketing Systems

appr. 50g/km

SUV-impact

Compact

appr. 30g/kmGolf V 1.6 FSI(75 kW)

Passat Variant 2.0 TDIBlue Motion (81 kW)

Passat Variant 1.4 TSI (90 kW)

[1470-1700 kg]

[1700-1810 kg][1810-1930 kg]

Passat Variant 1.6 FSI (75 kW)

Passat Variant 1.9 TDI (77 kW)

Golf VI 1.4 TSI(90 kW)

Diesel Systems


subcompact& minicompct

midsize pickup

large cars

sports cars & two seater

small CUV/MAV/SUV

compact & small stationwagon

CO2 status versus requirements

Classification by vehicle footprint – Industry

midsize CUV/MAV/SUV

minivan

fullsize CUV/SUV

fullsize pickup

van

midsize cars

vehicle data: US market 2008bubble size represents segment volumenumber in bubbles indicate individual CO2 reduction targetCO2 targets calculated from latest Fuel Economy Policy May 2009

-29%-13%

-30%-12%

-26%

-31% -28%

trucks:

cars:

200

250

300

350

400

450

500

40 50 60 70

Footprint (ft2)

CO

2 (g

/mi)

PC average 2016=233g/mi

Truck average 2016=303g/mi

PC average 2011=294g/mi

Truck average 2011=369g/mi

-21%

-18%

Diesel Systems


1. The Challenge

2. Legislation

3. Current Status



6. Summary



Diesel Systems


Clean Diesel – clean CO2 reduction potential for the U.S. available today

-33% fuel consumption, -25% CO2

-90%*

NOx+HC

-98%*

PM

* T2B5/LEVII compared to LEV0 in 1985

Clean Diesel – Fuel Economy and Real-world Performance

Diesel Systems


Data Source: Kraftfahrt-Bundesam t (KBA) 12/2005**) Tier 2, Bin 5 (Half/Full: 5 years,50.000mi / 10 years,120.000mi)

0.000

0.005

0.010

0.015

0.020

0.025

0.030

0.00 0.05 0.10 0.15 0.20 0.25NOx [g/km]

Part

icul

ates

[g/k

m]

EU 4 (01/05)

(09/09)EU 5*(09/14)EU 6oCCS

DI Diesel engine passenger cars certification

EGT

T2B5**

EU5 / EU6 emission strategies and CO2 reduction potential

particulate filter

Diesel Systems


Catalyst with Denoxtronic – for low NOx emissions

SCR (Selective Catalytic Reduction) reduces NOx emissions w/o

increasing fuel consumption.

A reduction agent is sprayed into the exhaust gas stream.

With Bosch Denoxtronic, NOx emissions are reduced by about 85%.

Reduction agent NH3 and NOx... ...are converted into water and nitrogen


Diesel Systems


Air Management

Swirl-/Throttle Valve

Turbo Charger/VTGEGR coolersAdvanced Intercoolers

Exhaust gas management

λ-Control

Diesel Particulate Filter

NOx Reduction

Fuel Injection SystemNew GenerationsMultiple InjectionsReduced ToleranceOptimized Nozzle

Tolerance Reduction

Zero Fuel Calibration

Fuel Balancing ControlIndividual Cylinder Control

Model Based Functions

Optimizing the Diesel System Combustion ProcessReduction of compression ratioPartly homogenous combustion


Diesel Systems



Diesel Systems


OEM vehicle cert Nox [g/m]50K/120K

Daimler M/R 0.03/0.03 (SCR)

Daimler GL 0.04/0.04 (SCR)

Audi Q7/Touareg 0.04/0.05 (SCR)

BMW X5 0.03/0.03 (SCR)

BMW 3series 0.04/0.04 (SCR)

VW Jetta 0.04/0.05 (LNT)

Current US Diesel Vehicles meeting LEVII :


Diesel Systems


Real American Driving Profile

New study based on GPS-monitored CA mid-size sedan owners:

Median CA driving intensity is between highway and US06 cycles

New study based on GPS-monitored CA mid-size sedan owners:

Median CA driving intensity is between highway and US06 cycles


Diesel Systems


• CAFÉ is 55% city, 45% highway

• EPA five cycle is 43% city, 57% highway

• tax incentives are 100% city

• energy intensity of real world driving profile in average is comparable to highway cycle and beyond

Emissions follow real-world driving, not test cycles

0

10

20

30

40

50

city highway US06

mpgDiesel

+23% vs.Hybrid

Hybrid+10% vs.

Diesel

cycle based calculation

Gas

olin

e

Hyb

rid

Die

sel

Diesel+31% vs.

HybridG

asol

ine

Hyb

rid

Die

sel

Gas

olin

e

Hyb

rid

Die

sel

Source: simulation based on Mercedes E-class, 1700kg,combustion 110kW, electrical 31kW, Li-Ion battery, 6-speed AT

Further potential of Clean Diesel with e.g. Start-Stop not even considered

real-world driving


Diesel Systems


Schwungmasse, kg2100 23001700 19001300 1500900 1100700

European test cycle (NEDC)

City part of test cycle (ECE)

Out-of-city-part of test cycle (EUDC)

Toyota Prius II

4,3

5,0

4,2

Fuel

con

sum

ptio

n [l/

100k

m]

10

8

6

4

10

8

6

4

10

8

6

4

2

Hybrid domaindue to dynamic driving cycle

Diesel domaindue to efficient combustion engine

Citroën C4 HDI

4,5

5,8

3,8

Inertia mass [kg]

Diesel-Hybrid: The Combination of Strength

Diesel Systems


Schwungmasse, kg2100 23001700 19001300 1500900 1100700

10

8

6

4

10

8

6

4

10

8

6

4

2

Toyota Prius II

4,3

5,0

4,2

Citroën C4 HDI Hybrid

3,4

3,0

3,6

Diesel hybrid domain due to dynamic driving cycle and efficient combustion engine

European test cycle (NEDC)

City part of test cycle (ECE)

Out-of-city-part of test cycle (EUDC)

Fuel

con

sum

ptio

n [l/

100k

m]

Schwungmasse, kgInertia mass [kg]

Diesel-Hybrid: The Combination of Strength

Diesel Systems


Veh

icle

val

ue a

t Auc

tion

[US

D]

Vehicle Mileage at Auction [miles]

Factors for Total Cost of Ownership

Residual Value Comparison TCO example VW Jetta TDI

Summary

Diesel achieving a 20% higher residual value than hybrid

Residual value is the most influencing factor in TCO

1

2

3

Source: various listed above

Jetta TDI already at 7500 miles/year an attractive solution

Source: Edmunds

4

1

2

VW Jetta TDIToyota Prius

Source: Mannheim Auto Auction

1 .5 0

2 .0 0

2 .5 0

3 .0 0

3 .5 0

4 .0 0

4 .5 0

5 .0 0

0 5 ,0 0 0 1 0 ,0 0 0 1 5 ,0 00

D ie s e l = G a s o l in e - 2 5 c t D ie s e l = G a s o l in e D ie s e l = G a s o l in e + 2 5 c t

Driving Distance [miles]

Fuel

Pric

e [U

SD

]

3

EPA national average driving distance

Diesel Systems

Clean Diesel – The Diesel Advantage


1. The Challenge

2. Legislation

3. Current Status



6. Summary



Diesel Systems



Energy Consumption in the Vehicle

Drive

Mechanical work15% - 20% Propulsion

Fuelenergy

Idling 10%

Thermal losses70% - 75%

Idling lossesMechanical work Auxiliaries

Losses ofdrivetrain

Braking

Cooling system,Radiation

Exhaust gas losses

Rolling resistance

Aerodynamic resistance

Driving resistance

Start/stop, hybrid, electric traction

demand-responsive energy mgmt.

combustion engineoptimization

componentsoptimization1 2 3 4

reduction of resistances

alternativefuels

influencingdriving behaviour

waste heat recovery5 6 7 8

1

2

3

35

4

2 4

6 3

Diesel Systems

31 Confidential | DS/ENS3-NA | 05/18/2009 | 985_205.ppt| © Robert Bosch LLC 2009. All rights reserved, also regarding any disposal, exploitation, reproduction, editing, distribution, as well as in the event of applications for industrial property rights.Confidential | C/AI-Vs | 04/28/2009 | COI075090428 | © Robert Bosch GmbH 2008. All rights reserved, also regarding any disposal, exploitation, reproduction, editing, distribution, as well as in the event of applications for industrial property rights.

Survey of Measures (1/3)

specific: gasoline / diesel

combustion engineoptimization / Powertrain Optimization1

improved injection system

charge air optimization

downsizing

exhaust gas treatment to improve trade-off between consumption and pollutant emissions

gasoline direct injection

charging + downsizing

cylinder deactivation

variable valve actuation

mixture formation

variable compression ratio

controlled auto ignition (HCCI)

EGR w/ port deactivation

favourable operating points of combustion engine by additional gears or continuously variable transmission

optimized shift points (i.e. gear ratios, “down-speeding”) based on engine optimization

automatic transmission controls

No HandoutCO2 Reduction and Energy Challenge

Diesel Systems



demand-responsive air conditioning

demand-controlled fuel pump

climate control sensor

2

demand controlled electric cooling fan

thermal management coolant control valve

electric water pump

electric oil pump

electric power steering

electronic battery sensing

demand-responsive energy management

start/stop

regenerative braking

hybrid drive

electric vehicle / battery

fuel cell

3start/stop, hybrid,electric vehicles


Diesel Systems



5waste heat recovery

heat exchanger

thermoelectric generator

latent heat storage

7alternative fuels

hydrogen

biofuelscompressed natural gas

8influencing driving behaviour

gear shift indication

dynamic navigation system

car to X communication

adaptive cruise control

tire pressure monitoring

reduction of resistances6

weight reduction

low aerodynamic drag coefficient/reduced frontal area

tires with low rolling resistance

reduced residual brake torque

friction reduction

radiator shutters

4

high efficient generator

efficient air conditioning

reduction of gearbox losses

components optimization


Diesel Systems


Downsizing(2.2l to 1.6l)Turbo Charger

Optimization

Start/Stop w/ energy mgmt

Thermo-Management

Friction Reduction combined w/Downspeeding

10 %

1%

5%

1%1%

2%

overall further potential of up to 20% fuel consumption reduction

The Future – Advanced Clean Diesel

Advanced Clean Diesel

Diesel Systems


Fuel economy / technology costs: today’s landscape

fuel saving technology costs [%]

8-cyl., gasoline PFI

-50

-40

-30

-20

-10

0

0

fuel

con

sum

ptio

n [%

]

accessory optimization (e.g. start-stop)

GDI, downsizing, turbo

PFI full hybridClean Diesel 6 cyl.

GDI, downsizing, turbo, accessory optimization

GDI full hybrid

Diesel full hybridadvanced

Clean Diesel

accessory optimization

100


Diesel Systems


1. The Challenge

2. Legislation

3. Current Status



6. Summary


6. Summary

Diesel Systems


• Diesel is clean: meeting the tightest emission rules

• Diesel is good: less consumption, less CO2, less fuel costs, best adapted to real-world driving conditionshigher resale value

• Diesel is fun: 50% higher torque

• For most consumers, Diesel is most economicaland available today


Diesel Systems


Diesel Systems

Alexander Freitag - Robert Bosch LLC

Thank You

clean diesel – real life fuel economy - uw-madison · clean diesel – real life fuel economy...

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