The Electrified Diesel as Sustainable Solution for the Future
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e Electrified Diesel as Sustainable Solution for the Future In order to guarantee a cost-efficient achievement of future CO2 fleet targets, the diesel engine will continue to play an important role in the future line-up combining best real-life fuel efficiency with attractive driving performance and low emission levels. Recently a concept car has been set up by AVL and Hyundai to evaluate the maximum NOx potential besides the well-known fuel consumption benefits considering an electrified diesel powertrain.
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VEHICLE DEFINITION
AUTHORS
Dipl.-Ing. Hannes Wancura is Lead Engineer Exhaust Gas Aftertreatment of the AVL List GmbH in Graz (Austria).
Dipl.-Ing. Michael Weißbäck is Vice President Powertrain Systems Passenger Cars of the AVL List GmbH in Graz (Austria).
Dipl.-Ing. Stefan Hoffmann is Head of Section Engine Development Powertrain Department of the Hyundai Motor Europe Technical Center GmbH in Rüsselsheim (Germany).
Ing. Bastian Unterberger is Senior Engineer Diesel Development Powertrain Department of the Hyundai Motor Europe Technical Center GmbH in Rüsselsheim (Germany).
MTZ worldwide 12|2020
The concept car is based on a Hyundai Santa Fe with a 2.2-l diesel engine featuring an optimized combustion system focusing on raw emissions and temperature management improvements. The basic concept definition, supported by a model-based simulation environment, has already been described in MTZworldwide [1]. A newly developed P2 module with a 48-V e-machine in parallel configuration by AVL has been added to the drivetrain. With a battery capacity of 2.3 kWh, the system can support the powertrain with a maximum short-term power capability of 30 kW [2]. Electrified auxiliary units like water pump and AC compressor additionally facilitate a beltless engine design. The Exhaust Aftertreatment System (EAS) consists of a double dosing SCR system, complemented by a close-coupled NOx storage catalyst with an im proved storage capability at low temper atures. The temperature management, in addition to inner engine measures, is supported by one or two elect rical heating elements. Establishing a secondary air circuit with a secondary air pump enables catalyst heating even prior to engine start. With the described configuration a maximum package has been defined, serving as base to evaluate different control strategies with respect to their potential on emissions reduction and further fuel consumption improvement. Those evaluations are supported by a close interaction between vehicle measurements and system simulation. EMISSIONS VERSUS IMMISSIONS
The emissions limits have been lowered continuously since the 1970s; however, this was not sufficient to achieve the stringent NO2 air quality limit in Europe of 40 μg/m³ in city areas. Since moving toward the more representative WLTP cycle in 2018 and the implementation of Real Driving Emissions (RDE) limits the situation has improved significantly. Market available vehicles that have already been developed with this RDE legislation in mind typically show reall
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