Diesel hybrid vehicles have the potential of reducing both fuel consumption and Nox and particulate emissions. The article explains that, at ZF, not just fuel consumption but also NOx and particulate emissions are taken into account in the dynamics of linear motion simulation. It is vital here that, apart from the stationary, above all the dynamic NOx and particulate emissions can be determined. This enables us to determine the untreated emissions development also on highly dynamic routes with hybrid vehicles. The focus here was on vehicle simulations with an EU6 engine and associated exhaust gas treatment system (DOC, DPF, and SCR) on a real vehicle route. Using the example of a hybrid delivery truck, this article illustrates how high the savings of NOx and particulate emissions are on typical delivery truck routes. One test objective was to represent the potential for AdBlue consumption by hybridization of the driveline (commercial vehicle, full hybrid, parallel). Cutting AdBlue consumption results in lower operating costs. Additionally, the tests were designed to determine whether investment cost savings for the particulate filter in form of a reduced filter volume result from the lower untreated particulate emission level. We also examined the influence of the temperature of the SCR catalytic converter on the start/stop potential. This article shows that for a holistic optimization of diesel hybrid electrified drivelines, it is necessary to know not only the fuel consumption, but also the NOx and particulate emissions as well as the framework conditions of the exhaust gas treatment. It is vital here that the stationary and, above all, the dynamic NOx and particulate emissions can be determined. The change in untreated emissions of NOx and particulates during driving cycles with high dynamic traveling portions can then be quantified. The study has shown that the hybrid driveline can have positive but also negative effects on the NOx and particulate emissions and therefore on operating costs and/or added benefits of the hybrid driveline. For a detailed consideration of the additional benefit of a hybrid driveline (with and without start/stop) taking into account exhaust treatment effects, detailed simulation calculations were carried out on a delivery truck with an EU6 combustion engine and EU6 exhaust gas treatment. The combustion engine model and the models for the exhaust gas treatment were extensively calibrated. Using a hybrid driveline can reduce untreated NOx emissions, untreated particulate emissions, and AdBlue consumption by more than 25% compared to conventional drivelines. Increased NOx and particulate emissions due to the generation operation of the electric motor affects the untreated emission level only slightly. The dominant effects are electric driving and the start/stop functionality. The emissions from generation operation are overcompensated so that altogether the untreated emission level is reduced. The analysis of the cost advantage of the hybrid driveline identified a further added benefit of the hybrid driveline when the NOx and particulate emissions in the route simulation were taken into account. Firstly, AdBlue operating costs are lower, and secondly a smaller AdBlue tank can be used. Furthermore, a slightly smaller (approx. 1%) diesel particulate filter could be installed in the hybrid with start/stop and an approx. 30% smaller diesel particulate filter could be installed in the hybrid without start/stop. As a result of the extensive analysis of the strategic hybrid functions load point increase, electric driving, and start/stop, it was shown that when considering the hybrid savings potential, not only the diesel-fuel consumption, but also the AdBlue consumption and the temperature boundary conditions of the exhaust gas treatment play a role. Future valuations of the hybrid savings potential of vehicles with extensive exhaust gas treatment should be examined with regard to these framework conditions. However, this kind of route simulation taking into account the exhaust gas treatment section demands additional effort both for data collection and calibration, as well as for calculations. For a hybrid driveline, it is crucial that the outer wall temperature achieves a high temperature level as quickly as possible. This can be achieved by adjusting the hybrid strategy or by using additional electric heater elements in the exhaust gas system. This is how the cooling of the inner wall temperature during the engine stop phase can be reduced. If, with the hybrid driveline, the components are heated in the starting phase and a sufficiently high temperature level is achieved, the hybrid driveline is at a higher temperature level than the conventional vehicle.


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    Titel :

    Benchmark of saving potentials of diesel-hybrid vehicles


    Beteiligte:


    Erscheinungsdatum :

    2012


    Format / Umfang :

    15 Seiten, 17 Bilder, 11 Quellen



    Medientyp :

    Aufsatz (Konferenz)


    Format :

    Print


    Sprache :

    Englisch




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