European Status
Klaus-Peter Schindler
Volkswagen AG, Wolfsburg, Germany
Advances in Diesel Engine Technologies for European Passenger Vehicles
8th Diesel Engine Emissions Reduction (DEER) Conference August 25-29, 2002 San Diego, California
European Status
1. Diesel market in Western Europe
2. Environmental relevant driving forces of
vehicle development
3. Powertrain concepts: today and in the
future
4. Outlook and conclusions
Content
European Status90 92 94 96 98 00 02 04
10
20
30
40
50 Diesel share of total market [%]
Diesel Share in Western EuropeComparison of different prognosis (DRI)
3/19995/1998
8/1997
3/2001
3/2000
6/2001
3/20026/2002
Prognosisdated
actual
year
European Status
Diesel market in Western EuropeJanuary – June 2002
France 23,5%
Germany 20,5%
Italy 16,9%
Spain 12,7%United Kingdom 9,9%
Belgien/Lux 6,6%Austria 3,5%
Netherlands 2,1%Portugal 1,4%Others 2,7%
totalDiesel market
3,056 Mio.
Source: Association Auxiliaire de l'Automobile
European Status
AB/LUX F E I D P NL FIN UK DK CH IRE N S GR
0
20
40
60
80 [%]
Western EuropeNational Diesel Shares 1990 / 2001 / ½yr 2002
Source: DRI, Association Auxiliaire de l'Automobile
Ø 199014,1%
19902001
2002
Ø 200239,4%
Ø 200136,0%
European Status
VW
Fiat
Ford
GM
PSARenault
VW
Fiat
FordGMPSA
Renault
90 0095 90 0095
2000
1000
0
New registrations of Diesel passenger carsWestern Europe: 1990 - 2001
Gasoline Diesel
Year
103 vehicles
European Status69,0
63,562,0
60,755,6
42,039,3
37,032,7
22,522,2
18,716,116,115,8
15,56,7
0,9 20 30 40 50 60 70 80
AustriaBelgium
FranceLuxemburg
SpainItaly
West. EuropeGermanyPortugal
Unit. KingdomNetherlands
DenmarkSwitzerland
NorwayIreland
FinnlandSwedenGreece
New registrations of Diesel passenger carsWestern Europe: January - June 2002
Diesel share [%]
European Status1980 1985 1990 1995 2000
0,0
0,5
1,0
1,5
2,0
2,5
3,0
3,5
4,0 Mio. passenger cars
95%
5%
73%
27%
62%38%
New registrations of passenger carsGermany
Diesel
Gasoline
European Status
Mini car
Small car
Compact car
Medium size car
Full size car
Luxury car
Vans
SUV
0 100 200
Number in segments (?103)
49,0
26,0
11,4
200,7
3,3
35,4
90,5
68,8
164,6
51,2
9,6
16,9
36,3
49,0
56,9
12
57,2
57,8
0 20 40 60
Share of the segment in %
Ø Diesel shareGermany
38,0%
12,0
New registrations of Diesel passenger carsGermany: January - June 2002
European Status
56,552,1
48,3
35,0 34,7 34,7
20,0
0
10
20
30
40
50
60
Audi DC VW Ford BMW Smart Opel
Diesel share in GermanyJanuary to Juni 2002: German manufacturers
European Status
47,2
38,7 38,2 37,232,1
28,027,523,4 21,5
18,3
11,3
0
10
20
30
40
VolvoSeat
SkodaCitroen
RenaultMitsubishi
PeugeotToyota
NissanFiat
Mazda
Diesel share in GermanyJanuary to Juni 2002: Importers
European Status
Why do costumers in Europe buy the Diesel?
?the diesel closed the gap to the gasoline engine on:
?performance
?noise
?the diesel has reduced fuel consumption (CO2 emissions)
?the diesel has lower operating costs
European Status
Operating costs of a Diesel vehicle
?during purchasing?vehicle price?purchase tax?VAT
?during operation yearly?annual vehicle tax
?during driving?fuel tax?maintance costs
? real costs from sophisticated calculationBut: costumers consider mainly the difference in
gasoline and diesel fuel costs
European Status
1. Diesel 1. Diesel 1. Diesel market market market in Western Europein Western Europein Western Europe
2. Environmental relevant driving forces of
vehicle development
Content
European Status
Environmental relevant driving forces of vehicledevelopment
1990 1995 2000 2005 2010 2015 2020 2025
Energy
Greenhouse effect CO2
Exhaust gas emissions CO, NOx, HC, PM
Importance
European Status
European Status
NOx [g/mi]
0
0,01
0,02
0,03
0,04
0,05
0,06
0 0,1 0,2 0,3 0,4 0,5 0,6
TIER 2,INTERIM
(Bin 9)
TIER 2 (bin 5)
Particulates [g/mi]
Euro 4
But in Europe:
• phase-in of only one year
• earlier introduction by tax incentives
Comparison between EU and US legislation
European Status
Scenario EU exhaust gas legislation
2000 2005 2010 2015
Dir 98/69Euro 3
Euro 4
Euro 5
Fuel Sulphur
Dir 98/70
50/50150/350
Modification: max 10 ppmProposal Phase-in
Publication
European Statusyear
140
150
160
170
180
190
200
210
220
1990 1995 2000 2005 2010
New European driving cycle (Directive 93/116)Data before 1995: calculated from 1/3-Mix
ACEA:- 140 g/km in 2008
(-25% from 1995) - target in 2003:
165 - 170 g/km CO2
- M1 vehicles
CO2 emissions [g/km]
CO2 Reduction in EuropeAgreement between ACEA and the EU Commission
ACEA fleet
VW Group
40 mpg G
45 mpg D
European Status
Simulation of CO2 emissions from traffic in Germany
90
100
110
120
130
1990 1995 2000 2005 2010 2015 2020
Prognos 1999TREMODESSO 2000
[%]
Source: German Ministry ofthe Environment, 2002
European Status
1940 1960 1980 2000 2020Year
0%
20%
40%
60%
80%
100%
USA
Rest of World
E-Europe/Asia
W-Europe
Middle East
Share of regional oil prodution1930-2020
European Status
1. Diesel 1. Diesel 1. Diesel market market market in Western Europein Western Europein Western Europe
2. 2. 2. EnvironmentalEnvironmentalEnvironmental relevant relevant relevant driving forcesdriving forcesdriving forces of of of
vehicle developmentvehicle developmentvehicle development
3. Powertrain concepts: today and in the
future
Content
European Status
Approaches to maintain individual mobility
Diesel TDIDiesel TDI Diesel• internal engine measures
• exhaust aftertreatment
Diesel• internal engine measures
• exhaust aftertreatment
PowertrainsPowertrains
In productionIn production AlternativeAlternative
European Status
Estimate of potential85 kW vehicle, Golf category, NEDC
BasisBasis
EU III
EU IV
Improved fueland lubricants
Particle emissions in g/km0.05
0.04
0.03
0.02
0.01
00 0.1 0.2 0.3 0.4 0.5 0.6
NOx + HC emissions in g/km
opt. Oxi-cat.
opt. injection
opt. management4 V Technology
opt. comb. process
European Status
NOx sensor
NOxstorage
cat.
Oxi-cat.
? p sensorTemperature
Particlefilter
NO2cat.
EDC
? ?sensor
VW exhaust aftertreatment systems: particle filter system & NOx storage catalytic converter
European Status
Strategies for future diesel development
BasisBasis
Euro 3
Euro 4
Particle emission in g/km0,05
0,04
0,03
0,02
0,01
00 0,1 0,2 0,3 0,4 0,5 0,6
NOx + HC-Emissions in g/km
NOx cat with efficiency> 65% (today
technical not feasible)
Version 1
Trap withefficiency> 95%
European Status
BasisBasis
Euro 3
Euro 4
Particle emission in g/km0,05
0,04
0,03
0,02
0,01
00 0,1 0,2 0,3 0,4 0,5 0,6
NOx + HC-Emissions in g/km
Trap with efficiency> 95%
Frequent regeneration ? increase in fuel consumption
NOx:Particle > 10:1
NOx:Particle < 10:1
NOx catwith efficiency
> 80%
EGR, etc.
Version 2
Strategies for future diesel development
European Status
BasisBasis
Euro 3
Euro 4
Particle emission in g/km0,05
0,04
0,03
0,02
0,01
00 0,1 0,2 0,3 0,4 0,5 0,6
NOx + HC-Emissions in g/km
Engine measuresEU-4 strategy
NOx catwith efficiency
> 65% Trap with efficiency> 95%
NOx:Particle > 10:1
NOx:Particle > 10:1
Version VW
Strategies for future diesel development
European Status
S free fuel + NOx cat
VW-Reduction strategy for Euro 4in combination with improved fuels
Mass
Power
S free fuel + trap
150
4V engine
100
PassatAGHS
[kW]
2V engine + internal measures *)
75
GolfAGHS
*) incl. Oxi-cat.
European Status
Potential for reduction of emissionsExample for a Golf with manual transmission
NOx [g/mi]
0
0,01
0,02
0,03
0,04
0,05
0,06
0 0,1 0,2 0,3 0,4 0,5 0,6
TIER 2,INTERIM
TIER 2
Improvements by conventional
measures
90% efficiency Particulate trap
>80%efficiencyNOx catalyst
Particulates [g/mi]
Euro 4Golf
2000 1998
European Status
• 1.2 l TDI engine with unit injection
• 45 kW (61 PS)
• Euro 4 limits
• 2,99 l/100 km
The first 3L vehicle in productionVW Lupo 3L TDI
European Status
Volkswagen 1-litre car (235 mpg)four wheels, low height, two seats in tandem
European Status
Volkswagen 1-litre car (235 mpg)carbon-fibre-reinforced outer skin over a Mg spaceframe
European Status
Volkswagen 1-litre car (235 mpg)impact and roll-over protection like a GT racing car
European Status
Volkswagen 1-litre car (235 mpg)Technical data
European Status
Volkswagen 1-litre car (235 mpg)Technical data
Performance / consumption Top speed 120 km/h Consumption 0.99 litres / 100 kilometres Body, wheel, tyre dimensions Length x width x height 3,646 x 1,248 x 1,110 mm Wheelbase 2,205 mm Track front / rear 1,000 / 810 mm Fuel tank volume 6.5 litres Vehicle weight 290 kg Luggage space volume 80 litres Drag coefficient cd / area 0.159 / 1.0 m2 Tyres front / rear 95/80 R 16 / 115/70 R 16
European Status
Engine Principle 1-cylinder naturally-aspirated
diesel with unit injector, aluminium monobloc
Volume 299 cc Bore x stroke 69 mm x 80 mm Compression ratio 16.5: 1 Valves per cylinder 3 Valve timing Twin overhead camshafts Engine weight (dry) 26 kg Output 6.3 kW (8.5 bhp) at 4,000 rpm Torque 18.4 Nm at 2,000 rpm
Volkswagen 1-litre car (235 mpg)Technical data
European Status
Volkswagen 1-litre car (235 mpg)Technical data
An idea for a possible new family of vehicles, which could cover new requirements ranging from the ultra-economical vehicle, through the low-lost everyday touring vehicle for young people to the high-performance sports supercar.
?
European Status
PowertrainPowertrain
in productionin production alternativealternative
Diesel TDIDiesel TDI
Gasoline FSIGasoline FSI
Maintaining individual mobility
European Status
Spark-ignition engine with direct injection Fuel Economy Potential
0
5
10
15
20
25 0 1 2 3 4 5
Direct Injection
high-pressureinjector
Relative Air/Fuel Ratio l
fuel economypotential [%]
partial load
Manifold InjectorInjector
Inlet valve
Exhaust valve
Mani-fold
European Status
Direct injection
High pressure injector
Spark-ignition engine with direct injection Fuel Economy Potential
European Status
Main Cat.NOX-Adsorption lean,3-Way at ? = 1
Start-Cat.HC-Oxidation lean,3-Way at ? = 1
EGRMinimizingNOX raw emissions
Temperature sensorstorage control of NOX-cat.,cat. diagnosis
LSUcontrol at variable ? ,control regeneration NOX -cat.
LSFmain control at ? = 1,cat. diagnosis
FSI: Exhaust gas aftertreatment
European Status
• 1.4 l Gasoline FSI
• 77 kW (105 PS)
• Euro 4 (2005)
• 4,99 l/100 km(47 mpg)
Gasoline direct injection VW Lupo 1.4 l FSI (Fuel Stratified Injection)
European Status
Further development of internal combustion engines
Manifold injection
Prechamber
Partly homogen spark ignition
High pressure
injectionDirect injection
Direct injectionwall guided
Direct injectionspray guided
Direct injection
auto-ignition
Gasoline engine
Diesel engine
Combined Combustion
System
European Status
010
2030
4050
60
7080
90100
HC NOx CO FSN0
1020
30
4050
6070
8090
100
HC NOx CO FSN
1500 rpm / 22 Nm 2000 rpm / 94 Nm
Reference Diesel Synfuel A Synfuel A + 5% O2C
on
cen
trat
ion
[%]
Reduction of exhaust gas emissions by using a SynFuel
European Status
• CVT
• direct
• automatic
• CVT
• direct
• automatic
PowertrainPowertrain
in productionin production alternativealternative
Diesel TDIDiesel TDI
Gasoline FSIGasoline FSI
TransmissionTransmission
Maintaining individual mobility
European Status
PowertrainPowertrain
in productionin production alternativealternative
Diesel TDIDiesel TDI
Gasoline FSIGasoline FSI
TransmissionTransmission
Maintaining individual mobility
ElectricElectric
HydrogenHydrogen
CNGCNG
European Status
PowertrainPowertrain
in productionin production alternativealternative
ElectricElectric HydrogenHydrogen
CNGCNG
Gasoline reformer+ Fuel cellGasoline reformer+ Fuel cell
Hydrogen+ Fuel cellHydrogen
+ Fuel cell
BatteryBattery
Maintaining individual mobility
European Status
0
10
20
30
40
50
Gasoline Methanol FC H2 FC
Potential2005
Efficiency [%]
Diesel HC FC
Comparison of modern propulsion conceptsTotal efficiency incl. fuel production, transport and vehicle operation
?