Der Beitrag der Automobilindustrie zum Weg in eine nachhaltige Mobilität

Transcription

1 Der Beitrag der Automobilindustrie zum Weg in eine nachhaltige Mobilität Dr. Stefan Keppeler DaimlerChrysler AG, Group Research and Advanced Engineering Vortragstagung SSM vom 20. September 2007 Verkehrshaus Luzern

2 Our Global Research And Development Network Berlin, Böblingen, Ulm, Detroit (USA) Tuscaloosa (USA) Palo Alto, Portland, Sacramento (USA) Sindelfingen, Stuttgart-Untertürkheim (Germany) Moscow (Russia) Bangalore (India) Yokohama (Japan) Beijing (China) East London (South Africa) Research Facilities RD Development Facilities RD Group Research and Adv. Engineering: Employees Mercedes Car Group Development: Employees 2

3 Worldwide Fossile Resources Are Limited Crude oil reserves worldwide in 2007: 165 bn tons Average volume of Lake Geneva (Swiss) 89 bn m³ Confirmed crude oil resources would fit to an cube with an edge length of 5.8 km. The annual consumption complies to an cube with a volume of 3,9 km³. 5,8 km Crude Oil 5,8 km 5,8 km 1,7 km To Ensure Sustainable Mobility The Development Of Technologies To Reduce Fuel Consumption and Emissions Are Indispensable 3

4 Agenda Requirements on future propulsions - Emissions and Fuel Consumpt Three steps to a sustainable mobility -Comparison conventional engines Otto/Diesel -DaimlerChrysler Diesel engines a story of success -Technologies for emission reduction -Alternative Fuels: Characteristics and Potentials Conclusion and outlook Technology Roadmap 4

5 Agenda Requirements on future propulsions - Emissions and Fuel Consumpt Three steps to a sustainable mobility -Comparison conventional engines Otto/Diesel -DaimlerChrysler Diesel engines a story of success -Technologies for emission reduction -Alternative Fuels: Characteristics and Potentials Conclusion and outlook Technology Roadmap 5

6 Global Challenges And Demand On Vehicles Reduction of Emissions (incl. CO 2 -Emission) and Consumption More economical Solution than the Competition, with higher Customer use Global challenges Demands on vehicle bn Gb/a bn vehicles 2,5 2 1,5 1 0,5 World Population Limited Resources of Crude Oil World Mobility Source: Prognosis UNO ~ 13 Gb /a Source: ASPO 2004 ~ 9 bn Customer Regulations t t ~ 2.2 bn Safety Consumption Emissions Noise Performance Price Current costs Reliability t Wealth and Prosperity Source: Downs 2002 Clean Air Environment Pollution Resources Recycling t 6

7 NOx- And PM-Emissions the major challenge is to fulfill the worldwide emission standards Current Status / / EU [g/km] NOx PM Euro 2 0,9 0,10 Euro 3 0,5 0,05 Euro 4 0,25 0,025 Euro 5 Euro 6 0,18 0,08 0,005 0,005 EPA [g/mi] CARB Japan [g/km] NOx PM NOx PM NOx PM Tier 1 TIER 2 Phase-In Tier (=Bin10) 1, (=Bin8) 0,08 1,0 0,08 Step 2 0,55 0,4 0,14 Step 3 0, (=Bin10) LEV2 Phase-In 0.2 (=LEV) 0.08 (=LEV) Step 4 long term 0,28 0, (=Bin8) LEV (LEV/ULEV) 0.01 (LEV/ULEV) Step 5 new long term 0,052 0, (=Bin5) 0.01 (=Bin5) Step 6 post new long term 0,08 0,005 7

8 History of the Emission Limits for Diesel Passenger Cars EU NEDC % Euro 1 Euro 2 Euro 3 Euro 4 Euro HC+NOx % 2014 Euro 6 Euro 0 Euro 1 Euro 2 Euro 3 Euro 4 Euro 5 Euro 6 HC NOx CO g/km 5,8 20,7 0,97 2,72 0,90 1,0 0,06 0,50 0,64 0,05 0,25 0,5 0,05 0,18 0,5 0,09 0,08 0,5 PM 0,27 0,14 0,10 0,05 0,025 0,005 0,005 USA FTP75 J M % Tier Step 1 % HC+NOx 1994 Tier 1 Step 2 Step 3 HC+NOx Tier 2 bin10 bin 8 bin Step 4 long term Step 5 new long term % Step 6 post new long term -92% Tier 0 Tier 1 Tier 2 Bin 10 Tier 2 Bin 8 Tier 2 Bin 5 ULEV SULEV Step 1 Step 2 Step 3 Step 4 Step 5 Step 6 HC 0,40 0,25 0,23 0,125 0,09 0,04 0,01 HC 0,4 0,4 0,40 0,12 0,024 0,024 NOx CO g/mi 1,0 3,4 0,40 3,4 0,60 6,4 0,20 4,2 0,07 4,2 0,05 2,1 0,02 1,0 NOx CO g/km 0,9 2,1 0,6 2,1 0,40 2,1 0,28 0,63 0,15 0,63 0,08 0,63 PM 0,2 0,08 0,08 0,02 0,01 0,01 0,01 PM -- 0,2 0,08 0,052 0,014 0, DaimlerChrysler -Dr. Keppeler

9 Increasing Worldwide Requirements For Reduction Of Emissions And Fuel Consumption Euro V+VI limits temporarily fixed. ACEA Self Commitment: 140 g CO2/km in 2008, respectively 130 g CO2/km in USA: CAFE (27.5 / 22.5 mpg MY08) will be increased after MJ California: AB 1493 Standard of 27,5 mpg in 2009 increasing to >40 mpg from MY 2016 on. Litigation pending. ZEV: Review scheduled for 2007 with focus on availability of fuel cell cars. Top Runner: Segment specific targets for gasoline engines (2010/2015), diesel targets valid since In 2015 same targets for gasoline and diesel. New Chinese FE regulation stage I & II (2005/2008). 9

10 Agenda Requirements on future propulsions - Emissions and Fuel Consumpt Three steps to a sustainable mobility -Comparison conventional engines Otto/Diesel -DaimlerChrysler Diesel engines a story of success -Technologies for emission reduction -Alternative Fuels: Characteristics and Potentials Conclusion and outlook Technology Roadmap 10

11 Roadmap To Sustainable Mobility today future Fuel Cell technology Improved & alternative fuels Efficient cars with efficient powertrains with or without hybrid modules 11

12 Roadmap To Sustainable Mobility today future Fuel Cell technology Improved & alternative fuels Efficient cars with efficient powertrains with or without hybrid modules 12

13 Continuous Improvement: Potentials For Combustion Engines Diesel engine Characteristics J Consumption L Emissions Gasoline engine Characteristics J Emissions L Consumption Key Technologies: -Injection system -Combustion process -Homogenization -Turbocharger -Exhaust gas after treatment Key Technologies: -Dethrottling -Direct Injection -Charging -Reduction of friction -Engine cooling management Target: Gasoline Cars As Efficient As Diesels Diesel Cars As Clean As Gasoline Cars 13

14 Technology Options For Gasoline Engines VLC VVT PI CAI DI (λ=1 ) ACP TECHNOLOGIES FOR GASOLINE ENGINES DS DI (λ>1) MDS ACP: Advanced Cam Phaser DI: Direct injection DS: Direct Start CAI: Controlled Auto Ignition MDS:Multi Displacement System PI: Port Injection TC: Turbocharging VLC: Valve Lift Control VVT: Variable Valve Train VCR: Variable Compression Ratio TC VCR 14

15 Diesotto: Otto-Engine with Diesel genes The Future of Mercedes-Benz Otto- Engines Performance Torque Exhaust gas Consumption Cost Performance Torque Exhaust gas Consumption Cost Performance Torque Exhaust gas Consumption Cost 15

16 Mercedes Gasoline Direct Direct Injection (1954) (1954) in-line in-line six-cylinder six-cylinder engine engine with with direct direct fuel fuel injection injection thein the300 SL SL 16

17 Mercedes 350 CGI Gasoline Direct Injection 2nd Generation CLS 350 CGI: Power : 215 kw / 292 PS (+8%) Torque: 365 Nm (+4%) Increasing fuel efficiencyabout 10% (Requires Ultra-Low-Sulfur Fuel) 17

18 Diesel History And Success the evolution of the diesel is closely linked to innovative Mercedes-Benz developments 18

19 Technology Options For Diesel Engines Synthetic Fuels EGR Combustion DPF Piezo Technologies for Diesel Engines DOC CR Adv. TC NSC EGR:Exhaust Gas Recirculation CR: Common Rail DPF: Diesel Particulate Filter DOC:Diesel Oxidation Catalyst NSC: NOx-Storage Catalyst SCR: Selective Catalytic Reduction TC: Turbocharger SCR 19

20 In Three Steps Towards The Cleanest Diesel Of The World 20

21 Diesel Engines as clean as Gasoline engines. Vehicle segment Vision C220 BLUETEC The optimal system for every segment Oxi catalyst Particulate filter BLUETEC I SCR catalyst DeNox catalyst Oxi catalyst BLUETEC II SCR catalyst AdBlue tank Particulate filter* AdBlue metering valve *only passsenger cars BLUETEC technology enables us to produce the cleanest Diesel vehicles of each class 21

22 Hybrid Functionality and FE-Potential Functionalities E-Drive Boost Power split transm. Recuperation Start/ Stop Classification Functionality FE improvement E-Drive plus "Full"-Hybrid P2 Full (parallel) Full (power split) AHS P12 30% 25% Boost plus Start/ Stop Reku "Mild"-Hybrid "Micro"-Hybrid RSG Micro P1 Mild 15% 5% Cost 22

23 Experiences with DaimlerChrysler Fuel Cell Vehicles 60 F-Cell vehicles in customer hands (end 2004) 36 Buses (Citaro) Europe, Australia, China 3 Light Duty vehicles at UPS Europe, USA ~ km, h ~ km, h ~ km, h DaimlerChrysler is pioneer of Fuel Cell Vehicle. Daily operation of more than 100 FCV s all over the world. Long experience with FCV s (first FCV in 1994). Big variety of FCV s: Passenger cars, buses, vans. 23

24 Future Engine Concepts Require Adapted Fuels Today Gasoline and Diesel Engines Tomorrow Advanced Gasoline and Diesel Engines Future New Engine Concepts + Clean Conventional Fuels (Required for Particulate- and NOx-Aftertreatment Systems) Blends With Synthetic Fuels (Allow cost effective incylinder emission reduction) New Synthetic Fuels (Potential enabler for new engine concepts) 24

25 Mercedes-Benz Alternative Propulsion CNG Vehicles Technologies DC is working on various propulsion systems CNG Fuel Cell E 200 NGT Sprinter F-Cell Citaro Citaro Sprinter Hybrid Propulsion Strategy Alt.Fuels S-Class Troy Choren Sun-diesel ORION Current and future requirements concerning energy, environmental issues, sustainable mobility and business environment demand a versatile propulsion portfolio 25

26 Roadmap To Sustainable Mobility today future Fuel Cell technology Improved & alternative fuels Efficient cars with efficient powertrains with or without hybrid modules 26

27 DC Fuel Roadmap Limited Energy Resources and Impact of Fuels on Fuel Economy and Emissions demand for an Energy Strategy GTL BTL CNG Gas to Liquids Biomass to Liquids Compressed Natural Gas Hydrogen Emission-free and almost CO 2 -free Based on Renew. Energy 2nd Gen. Biofuels (BTL) Low emissions and almost CO 2 -free 1st Generation Biofuels (FAME, Bio-Ethanol, ) Based on Biomass Conventional Fuel High in Sulfur high aromatics Synthetic (GTL) Fuels Low emissions Compressed Natural Gas Clean Conventional Fuels Sulfur-free, Low in Aromatics Based on Natural Gas Based on Crude Oil yesterday today tomorrow 27

28 CTL, GTL, BTL, BTH (Coal-, Gas-, Biomass-to-Liquid, Biomass-to-Hydrogen) Synthetic fuels (CTL, GTL, BTL and BTH) are produced using similar technologies. These synthetic fuels can be tailored to a certain extend to the needs of the IC engines. Coal Transformation into Synthesis Gas CTL Diesel (clean) Fischer- Natural Gas Transformation into Synthesis Gas Tropsch GTL Diesel (clean) Biomass Transformation into Synthesis Gas Synthesis BTL Diesel (clean, CO 2 -neutral) Alternative: Direct use of hydrogen from gasification e.g. in fuel cells BTH (clean, C-free) 28

29 What Clean Diesel Fuels Should Look Like The World Wide Fuel Charter Recommendations Range world wide Regulation Needs/Reason: Water [mg/kg] Cap / prevention of phase separation EN 590 WWFC 2006* Lubricity [nm] T 95 [ C] Cap / lubrication high pressure pump Cap and range / spray formation, combustion of inj. fuel Density [kg/l] 0,805 0,875 0,82 0,84 0,845 Range / fuel economy acc. to engine calibration range Cetane [-] Cap and range / combustion timing acc. to engine calibation Sulfur [mg/kg] Cap / durability exhaust aftertreatment, environm. benefit Quality of real world fuels often reveal great discrepancies in comparison to WWFC (World Wide Fuel Charter) recommendations. 29

30 SunDiesel Vehicle/Engine: E320 CDI (Series-Production-Vehicle) Displacement: 3 l Power: 165 kw Torque: 540 Nm Injection System: Common Rail Gearbox: 7-Speed-Automatic transmission 7G-Tronic Fuel Consumption 7,8 Liter/100km SunDiesel (7,5 Liter with EN590 Diesel) CO 2 -Emissions Well-to-Wheel: ca. 20 g CO 2 /km SunDiesel Tank-to-Wheel: ca. 185 g CO 2 /km with SunDiesel ( g CO 2 /km with EN590 Diesel) Savings (vs. fossile Diesel) CO 2 : ca 90 % Well-to-Wheel Fuel: + 5% volumetric, -5% gravimetric 30

31 Hydrogenated Vegetable Oils (HVO s) Pro s & Con s Pro s Excellent fuel quality Suitable for blends with conventional diesel in a wide range Lower boiling range, compared to FAME, makes HVO blends more suitable for modern diesel vehicles with particulate filters Better oxidation stability compared to FAME Considerable CO2- reduction potential (similar to biodiesel ) Temperature ( C) Destillation Curve for Biofuels Compared to conventional Diesel % Recovered Rape Seed Methyl Ester HVO from Palm Oil Conventional Diesel BTL Diesel Compared to FAME (blue line) HVO s (green line) boiling range is about 40 C lower Con s Limited cold flow properties compared to conventional diesel Restricted biomass potential, depends on the availability of vegetable oil Lower CO2-reduction potential compared to BTL 31

32 Agenda Requirements on future propulsions - Emissions and Fuel Consumpt Three steps to a sustainable mobility -Comparison conventional engines Otto/Diesel -DaimlerChrysler Diesel engines a story of success -Technologies for emission reduction -Alternative Fuels: Characteristics and Potentials Conclusion and outlook Technology Roadmap 32

33 Technology Costs And CO 2 -Emissions For Different Propulsion Systems Costs (inkl. EGN) Gasoline DI+?? Diesel Target Target PI Alternative Propulsions CO 2 33

34 Conclusions Internal combustion engines will remain the dominant powertrain over the next decade. The degree of hybridization will depend on market and car segment. For optimum results, further improvements in fuel quality are necessary. Intensive interactions between oil industry and car manufacturers are required to ensure the availability of clean conventional fuels, synthetic fuels and hydrogen. DaimlerChrysler is committed to develop appropriate technologies to secure a sustainable and affordable mobility. 34

35 Thank you for your attention! 35