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VIAVISION

May 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 TECHNOLOGY With the Diesel into the Future



2

DIESEL TECHNOLOGY VIAVISION

“The Modern Diesel is aHigh-Tech Product” 2

Full Speed Ahead 2

Clean Air 4

Well Filtered 6

An Important Component 8

Contents

www.viavision.org

Edited byVolkswagen AktiengesellschaftKonzernkommunikation

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the German press law)Stephan Grühsem,

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Leiter ProduktkommunikationMarke Volkswagen

Editorial staff Stefanie Huland, Michaela MöllerVolkswagen: Michael Franke, Anika Hannig,

Hans-Georg Kusznir, Tonio VakalopoulosContact: [email protected]

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Imprint

“The Modern Diesel is aDr Heinz-Jakob Neußer and Dr Thomas Steg

Natural gas, electric mobility, hydro-gen: there is an increase in low-emis-sion drives and other alternative drivesto 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: efficient, economical and

lively. Its market share of over 5o percentin Europe reflects 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 accessinglarge European cities grows louder...

Dr Thomas Steg: Since the introduc-

tion of the Euro 1 emissions limit in 1995

the permitted levels for nitrogen oxideshas been reduced by 87 percent, and for

particles by about 97 percent. Thanks to

modern exhaust after treatment, dieselparticulate emissions are practically in-

significant. 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 CleanDiesel 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 fleet renewal,

political support is needed.

Why does the automotive industry

defend diesel so persistently? Petrol

motors are also efficient and viable

engines.

Full Speed AheadThe diesel in Germany

Quiet, powerful and fuel efficient: the diesel has strengthened its positionin 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 aself-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

P e t r o l

88.8

11.1 D i e

s e

l

Other drives

Total: 3,040,783

50.5

47.4

Other drives P e t

r o l

D i e

s e

l

1990 2014



3

May 2015 DIESEL TECHNOLOGY

3

High-Tech Product”on the Significance of Diesel Technology

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

Management for theVolkswagen Brand and

Head of Powertrain Devel-opment. Dr Thomas Steg is

General Representative forGlobal Government Affairsof the Volkswagen Group.

Steg: Absolutely, but diesel is essential

to achieving the required climate tar-

gets because of its comparatively high-

er efficiency. A single figure 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”.

13,806,836 435,462 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 3

Euro 4 Euro 5 Euro 6

As of September 1st, 2015,

the Euro 6 emissions stand-ard for all newly registeredvehicles is mandatory. The

limit for nitrogen dioxideemissions for diesel vehicleswill be lowered from 180 to

80 milligrams per kilometre.This value can only be

achieved with the use ofnew technologies

(see page 6).

Euro 6435,462

Diesel vehicle fleet



4


4

Clean AirThe Diesel in the City Transport, industry and agriculture emit nitrogen oxides and particulate matter. The impact of these emissionson humans and the environment is called immission. Legislation regulates the maximum levels of emissions andimmissions. 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

first 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 asa byproduct of combustion processes, their main

sources are combustion engines and furnaces.

Particulate matter(PM10)

Particulate matter is a mixture of particles that arereleased, for example, in combustion processes.

The particles are distinguished by size: the term

PM1o (particulate matter), for example, combinesall 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



5


5

Air Quality in Germany

The 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 traffic, 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 filters, fitted as standard, particulate pollution in diesel is now nolonger an issue; in the last 2o years it has been reduced tremendously. Although individual locations close to traffic 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 traffic-orientated stations record an annual average well above the

limit of 4o micrograms.

The nitrogen oxide map

(right map) shows thatthe average emission

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

intense traffic such ascities there are, how-

ever, notable upwardsoutliers. The munici-

palities (left panel)try to counteract

locally, for exampleby introducingenvironmental

zones. Only vehi-

cles with low par-ticulate emissionsand a corresponding

badge may drive there.Sources: Map NO2: Created

in 2013 by the GermanFederal Ministry for the

Environment with data fromthe regional and federal

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

for the Environment, asof February 2015

4

4

4

3

4

4

4

4

4

4

4

4

4

44

4444

4

44

4 44

44

4

4

44

4

4

4

4

4

4 4

4

44

4

4 4

4

4

4

4

3

NO2 pollution and low emission zones

Diesel cars conforming with the Euro 4 or Euro3 norm, with particle filter or better; Petrolcars in accordance to the Euro 1 norm or better

4

Diesel in accordance to the Euro 3 orEuro 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)

R ural

PM10: 16/40

NO2: 10/40

I n n e

r-c i t y

PM10: 19/40

NO2: 21/40

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

C l o se t o t r a

f fi c

PM10: 25/40

NO2: 43/40



6


6

Well FilteredThe Exhaust System in Modern Diesel Cars

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

The structure of an exhaust system with a NOx storage catalyst

The NOx STORAGE CATALYSTreduces 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, complexcontrol strategies and different sensors

are required.

The DIESEL PARTICULATE FILTER (DPF) filters the soot

particles from the exhaust gases of diesel engines. The soot

particles are deposited on the filter. The accumulated soot in

the filter is burned in the regeneration phase.

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 theOXIDATION CATALYST

CONVERTER converts the

hydrocarbons and the carbonmonoxide contained in the

exhaust gas into water vapor and

carbon dioxide. It also supports the

SCR function of the downstream

particle filter.

The SCR DOSING MODULE is

located behind the oxidation

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

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 fitted with acooling water jacket, in order to

protect the valve and the

electrical connection from

overheating.

The MIXER is integrated into the transitionhopper. 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

filtering of soot particles is carried out in the same manner

as in the conventional diesel particulate filter (DPF). TheSDPF 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.

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 refilled as needed.

AdBlue®



8


8

An Important ComponentThe Importance of Diesel for Political and Economic Climate Goals

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

CO2 emissions of the German new car fleet

Petrol Diesel

Technology and Fuels Compared

TDI

89CO2 emission in grams

per kilometre *

* The simulation is based on an averageannual mileage of 15,000 kilometresand 3.1 million newly registered cars.

I n g r a

m s C O

2 p e r k i l o m e t r e

2014

Diesel only

132.8

2010

151.2

2006

- 2 3

, 5 P r o z e n t

172.7

125.3

138.4

Petrol only*

190

120

CO2 in kilogramsper litre

2.32 2.62

Heating value per volume unit inkilowatt-hours per cubic metre

8,760 9,800

Energy density in kilogramsper cubic metre

740 833

The slightly higher CO2 formation potentialof diesel fuel compared to petrol is offset in

terms of energy density and calorific value. Incombination with efficient technology, themodern diesel offers low emissions: the GolfBlueMotion 1.6 litre TDI engine emits 89 grams of CO2 per kilometre, making it thelowest CO2 option in the Golf range.

* The value applies toEuro 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: inaddition 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 adaptationtimes this is an almost impossible challenge for car manu-

facturers. The manufacturers also want a clear definition of

the test constraints, so that the results cannot be distorted

by abusive driving.

Emissions during real-life consumption

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