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Modern diesel engines no longer make a noteworthy contribution to NOx immission values while retaining their advantage in terms of CO2 emissions and affordability. Not only that: the modern diesel engine is already out on the road.
Michael Krüger
Diesel engines are not always immediately associated with low NOx emissions. This is a mistake, as Michael Krüger explains. After all, modern diesel powertrains barely emit any nitrogen dioxide these days, while particle filters also stifle particulate matter.
In our expert interview, you will learn why long-distance vehicles cannot do without diesel engines, how even carbon neutrality can be made possible in the future, and why modern diesel engines are a key element in the future mix of powertrain technologies.
less CO2 than a comparable gasoline engine.
with the Euro 6 standard, test vehicles equipped with Bosch’s new diesel technology emitted an average of just 13 mg of NOx per kilometer.
for achieving the EU’s fuel-efficiency and emissions targets
Measuring emissions under real operating conditions (real driving emissions or “RDE” for short) makes a major contribution to improving air quality. This also enables the discrepancies between emissions values recorded on a test bench and those resulting from driving profiles on the road to be reduced.
This is because faster acceleration, inclines, stop-and-go traffic, and higher speeds alike are all taken into consideration. Bosch has actively supported the introduction of RDE measurements in recent years.
Cold starts are a challenge, which is why developers at Bosch have dedicated so much attention to them. A well-coordinated interplay between engine and exhaust-gas treatment is essential: if the exhaust-gas treatment system is not yet achieving high conversion rates, the engine assists both by increasing the exhaust-gas temperature and with lower raw NOx emissions.
Precise models in the ECU software ensure that measures, particularly those requiring greater amounts of fuel, are only implemented in a targeted manner when they are really necessary.
Diesel-powered cars equipped with Bosch components achieve a NOx value of 13 mg/km thanks to a number of elements: an improved injection system (e.g., with needle-closing control) lowers tolerances. The engine assists exhaust-gas treatment by increasing the exhaust-gas temperature and keeping raw NOx emissions low.
A highly dynamic turbocharger assists in enabling transient driving with exhaust-gas recirculation up to the full load. A double-injection SCR system that doses AdBlue® at two points helps to achieve a further reduction in emissions.
Quieter, more powerful, and mainly more flexible: The main advantage of the CRS 3-27 system is its great flexibility. The permanently available injection pressure – irrespective of rotational speed and load – makes defining the start, duration, and quantity for the injection process flexible. A system pressure of up to 2,700 bar and an output of around 100 kW/l guarantee very high engine performance with comparably quiet combustion achieved with up to ten individual injections per cycle.
A robust system for high output: The CRS2-25 system provides a system pressure of up to 2,500 bar and around 90 kW/l for high performance. Just like the CRS 3-27, the injection process with solenoid-valve injectors also enables powerful performance to be delivered across a wide range of rotational speeds.
Both systems can be easily installed on the engine and enable flexible injection control. Having up to ten injections per cycle also enables very quiet running with the CRS 2-25 system.
Satisfying current and future emissions requirements is one of the most significant challenges faced by the automotive sector.
For this reason, Bosch has developed DI-SCR – an SCR technology that uses a double injection of urea. In combination with high-performance temperature management, DI-SCR succeeded in reducing a diesel engine’s NOx emissions to just 13 mg/km.
In each specific driving situation, the system injects urea into two catalytic converters: one close to the engine and one further away. The results are dramatically lower nitrogen values (even at high loads), lower AdBlue® consumption, and reduced infiltration of ammonia into the low-pressure exhaust-gas recirculation system.
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