Diesel Mild Hybrid Concepts for Post-Euro 6 Legislation
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Diesel Mild Hybrid Concepts for Post-Euro 6 Legislation
The European Commission (EC) is working on a post-Euro 6 legislation with 2025 as the target introduction date. The legislation is intended to follow the EC’s so-called Green Deal [1] and ensure that vehicles have low pollutant emissions under all driving conditions and over their entire service life. It is therefore expected that the emission limits for all driving conditions and driving traces will be lowered. While most of today’s Euro 6d diesel vehicles can achieve very low emissions in journeys with r elatively long distances, short distances are still challenging. A further goal of the Green Deal is the reduction of greenhouse gas emissions. For this reason, the average CO2 emission values for Passenger Cars (PCs) have been limited to 95 g/km throughout Europe since 2020. The target for Light Commercial Vehicles (LCVs) is 147 g/km. It has been decided to further reduce the fleet limit for CO2 by 2030 over the next few years: starting with 15 % for all vehicles by 2025 and followed by 37.5 % for PCs and 31 % for LCVs [2]. Non-compliance will result in fines per gram of CO2 per vehicle sold. POST-EURO 6 VEHICLE CONCEPTS FOR LCV AND MID -SIZE SUV
Post-Euro 6 legislation is expected to be introduced in 2025 and will include even stricter emission limits. When reaching the light-off of the exhaust gas system, today’s modern diesel p ropulsion systems offer low emissions combined with very high fuel efficiency. FEV has investigated different exhaust gas configurations in combination with mild hybridization for two diesel-typical vehicle concepts in order to optimize the time to operational readiness of the exhaust systems in terms of low emissions and consumption.
The aim is to minimize emissions, especially Nitrogen Oxide (NOx), in RDE operation and, at the same time, reduce fuel consumption to such an extent that it is positively reflected in the CO2 fleet value. Mild hybridization (Mild Hybrid Electric Vehicles, MHEVs) is particularly interesting here, as this can be carried out without any major modifications to an existing drivetrain. This paper presents one part of FEV’s work in this area. A cost-
AUTHORS
Dipl.-Ing. Markus Netterscheid is Product Manager Passenger Car and LD in the Area of Diesel Powertrains at FEV Europe GmbH in Aachen (Germany).
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Dipl.-Ing. Bernd Lindemann is Vice President of the Area Diesel Powertrains at FEV Europe GmbH in Aachen (Germany).
Dr.-Ing. Markus Ehrly is Team Leader Virtual Calibration and Concept Simulation in the Area of Diesel Powertrains at FEV Europe GmbH in Aachen (Germany).
Dipl.-Ing. Luping Bi is Project Engineer in the Area of Diesel Powertrains at FEV Europe GmbH in Aachen (Germany).
sensitive LCV and a mid-size SUV are analyzed in more detail. The LCV utilizes a voltage level of 12 V with a 370-Wh battery. A Belt-driven Starter-generator (BSG) provides 4 kW and an additional electrically assisted com pressor (e-compressor) 1 kW. In the SUV, a voltage level of 48 V
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