Present and Future of Heavy Duty Engines Strategies for Compliance to the Emission Legislation
Due to their high efficiency Diesel engines with further increased specific power output will dominate in truck application for the next 15 ... 20 years. Nevertheless the engine technology will change to intelligent and even more flexible components for f
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E-mail: [email protected] Telephone: +(49) 711 1722894 Fax: +(49) 711 1754356 Abstract. Due to their high efficiency Diesel engines with further increased specific power output will dominate in truck application for the next 15 ... 20 years. Nevertheless the engine technology will change to intelligent and even more flexible components for fuel and air supply, compression ratio and valve timing. With integrated exhaust gas after-treatment technologies gaseous and PMemissions will be negligible beyond 2015. Main challenge will be to optimise the interaction of this components using model based "closed-loop" control strategies and the development of low cost components of this integrated technics with flexible features. Detailed knowledge of combustion and after-treatment technology for improved modelling will be necessary. Therefore further efforts on basic research are needed though engine technology will not change on principle.
1. Introduction The White Paper of the European Commission forecasts for the next 15 years a growth of transport demands in the European Union of 38% for freight and 24% for passenger transport. This demands for increased efforts to further improve transportation technologies with respect to performance, efficiency and minimising their impact on the environment. Besides the reduction of Nitrogen Oxides and Particulate Matter the main challenge is to reduce the contribution of transport to CO 2 production. Therefore research will focus on high efficient propulsion systems and their components, suitable for alternative and/or renewable fuels, taking into account the fuelling infrastructure. To fulfil further demands engine technology will change to more flexible components. The injection system has to guarantee mixture formation for improved combustion processes such as HCCI and also temperature management
J. H. Whitelaw et al. (eds.), Thermo- and Fluid Dynamic Processes in Diesel Engines 2 © Springer-Verlag Berlin Heidelberg 2004
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K. Binder, V. Schwarz
for optimal operation of after-treatment technologies. Flexible components are expected for air supply, valve timing and compression ratio. With integrated exhaust gas after-treatment technologies gaseous and particulate emissions "near zero" will be possible. Those totally flexible components have to be integrated and controlled by model-based closed-loop strategies.
2. Legislation The standards for gaseous emission (CO, HC, NO x) and Particulate Matter (PM) are mainly effecting the engine technology. The existing and expected US and European limits for the conflicting targets of NO x and PM are shown in figure I. The very stringent European EURO 4 and EURO 5 standards will be surpassed by US 2010 legislation. Up to now there is no solution to fulfil this standards. Todays technologies would demand for 20% EGR-rate even at full load conditions and 90 % efficiency of Denox Systems and Diesel Particulate Filter (DPF). As figure 2 shows EURO 3 standards are achievable with internal measurements i.e. improved combustion
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