Volkswagen’s new 2.0 l TDI engine for the most stringent emission standards — Part 1

Hadler, Jens; Rudolph, Falko; Dorenkamp, Richard; Stehr, H.; Hilzendeger, J.; Kranzusch, Sebastian

doi:10.1007/bf03226908

Cited by 25 publications

(13 citation statements)

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“…Hot EGR using HP loop will help provide combustion stability during cold starts and avoid misfire issue [2]. Emissions control during cold bag involving transient engine warm-up from idle would be a challenging task and the short routing length in the HP loop would further help in this tuning process without compromising transient engine response behavior.…”

Section: Figure 8 Predicted Fsnox Vs Normalized Bsfc -Gtpowermentioning

confidence: 99%

“…The existing fuel system was upgraded to a state-of-the-art piezo common rail fuel system with 2000 bar capability. The advantages of a piezo common rail fuel system can be attributed towards improved combustion noise characteristics, reduced emissions and improved drivability as cited in [2] and [3]. The injectors were fitted with a nozzle configuration comprising of 8 holes, 146 deg SA and 410 cc/30 sec hydraulic cup flow.…”

Section: Base Engine Architecture Evaluationmentioning

confidence: 99%

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Thermodynamic Systems for Tier 2 Bin 2 Diesel Engines

Suresh¹,

Langenderfer²,

Arnett³

et al. 2013

SAE Int. J. Engines

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Light duty vehicle emission standards are getting more stringent than ever before as stipulated by US EPA Tier 2 Standards and LEV III regulations proposed by CARB. The research in this paper sponsored by US DoE is focused towards developing a Tier 2 Bin 2 Emissions compliant light duty pickup truck with class leading fuel economy targets of 22.4 mpg "City" / 34.3 mpg "Highway". Many advanced technologies comprising both engine and after-treatment systems are essential towards accomplishing this goal. The objective of this paper would be to discuss key engine technology enablers that will help in achieving the target emission levels and fuel economy. Several enabling technologies comprising air-handling, fuel system and base engine design requirements will be discussed in this paper highlighting both experimental and analytical evaluations. Mostly, this paper will focus on steady-state emissions and fuel consumption results that are tied to operating duty cycle with actual vehicle comparisons wherever applicable. GT-Power 1D cycle simulation analysis was done to narrow the turbocharger and air-handling architecture evaluation. The importance of turbocharger matching is critical to achieving both power density and emission goals. This paper highlights the challenges involved in selecting a single stage variable geometry turbocharger capable of delivering a 75hp/liter power density in addition to meeting light duty drive cycle emission requirements. The benefits of low pressure [LP] and high pressure [HP] EGR systems for this light-duty engine architecture will be explored in detail along with outlining the possible strategy of dual loop EGR to reduce overall fuel consumption. On the combustion system development, this paper will highlight the importance of compression ratio, variable swirl architecture, injector nozzle hardware and injection strategy optimization towards meeting the stringent emissions, fuel consumption and noise targets. Fundamental thermodynamic explanations relating the fuel consumption improvements back to closed cycle and open cycle work are also being presented. Also, the paper will discuss challenges involving unburned HC and CO emissions when operating in premixed/low temperature combustion like regimes involving higher EGR rates and early pilot injection timings. Potential solutions to mitigate such undesired emissions have been investigated both analytically and experimentally.

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Section: Figure 8 Predicted Fsnox Vs Normalized Bsfc -Gtpowermentioning

confidence: 99%

Section: Base Engine Architecture Evaluationmentioning

confidence: 99%

Thermodynamic Systems for Tier 2 Bin 2 Diesel Engines

Suresh¹,

Langenderfer²,

Arnett³

et al. 2013

SAE Int. J. Engines

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“…This change of sign in the coupling has multiple effects and can be explained as follows. The air mass flow rate can be stationary given by the balance equatioṅ m air =ṁ eng,in −ṁ hp−egr −ṁ lp−egr (1) with the mass flow rate entering the engineṁ eng,in . In the considered case the LP-EGR valve is closed, thusṁ lp−egr is zero.…”

Section: Static System Couplings Of the Two Path Egr-systemmentioning

confidence: 99%

System Properties and Control of Turbocharged Diesel Engines with High-and Low-Pressure EGR

Mrosek

Isermann

2011

Oil Gas Sci. Technol. – Rev. IFP Energies nouvelles

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“…Besides engines with lower power are able to achieve the emission regulations without SCR-systems. A mix of different engine modifications like optimised combustion modes, advantages in injection technology, two stage turbo charging and enhanced EGR-concepts can fulfil the future emission regulations without an expensive SCR-system [1].…”

Section: Introductionmentioning

confidence: 99%

“…Further the turbocharger can be calibrated to a favourable operation point with a higher effectiveness [2]. At some engine operation points, the low temperature of the LP-EGR is undesired and can be risen by an additional mixture with HP-EGR [1]. Therefore the combination of a high-and a low-pressure EGR seems to be an effective method to significantly reduce the NO x emissions.…”

Section: Introductionmentioning

confidence: 99%