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The regulations for mobile applications will become stricter in Euro 6 and further emission levels and require the use of active aftertreatment methods for NOX and particulate matter. SCR and LNT have been both used commercially for mobile NOX removal. An alternative system is based on the combination of these two technologies. Developments of catalysts and whole systems as well as final vehicle demonstrations are discussed in this study. The small and full-size catalyst development experiments resulted in PtRh/LNT with optimized noble metal loadings and Cu-SCR catalyst having a high durability and ammonia adsorption capacity. For this study, an aftertreatment system consisting of LNT plus exhaust bypass, passive SCR and engine independent reductant supply by on-board exhaust fuel reforming was developed and investigated. The concept definition considers NOX conversion, CO2 drawback and system complexity.

For the measurement of NO and NO2 the CLD-analyzer (chemiluminescense detector) has been used for more than twenty-five years. The disadvantage of the CLD is that NO can be measured only. To obtain total NOX (NO+NO2) the exhaust gas sample has to flow through a catalytic converter, which reduces NO2 to NO. The converter has a efficiency between 90 and 100%. For precise NO and NO2 values it is an advantage to analyze NO and NO2 directly. This paper describes a new UV NOX-analyzer for the simultaneous measurement of NO and NO2. Two different configurations, for high and low concentrations, eg. CVS-bag analysis are presented. The performance of the analyzers is documented in comparison to the UV-RAS analyzer with converter for NOX [1] and the conventional CLD-analyzer. The benefits of the new analyzer compared to analyzers equipped with a converter are given in detailed test results.

An overview is given on the state of the art of a new catalytic exhaust gas aftertreatment device for diesel engines. The function of a precious metal based, flow-through type diesel oxidation catalyst is explained. Much attention is paid to the durability of the diesel oxidation catalyst and especially to the influence of poisoning elements on the catalytic activity. Detailed data on the interaction of poisoning elements such as sulfur, zinc and phosphorus with the catalytic active sites are given. Finally it is demonstrated that it is possible to meet the stringent emission standards for diesel passenger cars in Europe with a new catalyst generation over 80.000 km AMA aging.

Due to the increase in demand for comfort and safety features in today's automobiles, the internal vehicle communication networks necessary to accommodate these features are very complex. These networks represent a heterogeneous architecture consisting of several ECUs exchanging information via bus systems such as CAN, LIN, MOST, or FlexRay buses. Development and verification of internal vehicle networks include multiple design layers. These layers are the logical layer represented by the software application, the associated data link layer, and the physical connection layer containing bus interfaces, wires, and termination. Verification of these systems in the early stages of the design process (before a physical network is available for testing) has become a critical need. As a result, the need to simulate these designs at all their levels of complexity has become critically important.

New technologies such as multi-core and Ethernet provide vastly improved computing and communications capabilities. This sets the foundation for the implementation of new digital megatrends in almost all areas: driver assistance, vehicle dynamics, electrification, safety, connectivity, autonomous driving. The new challenge: We must share these computing and communication capacities among all vehicle functions and their software. For this step, we need a good resource planning to minimize the probability of late resource bottlenecks (e.g. overload, lack of real-time capability, quality loss). In this article, we summarize the status quo in the field of resource management and provide an outlook on the challenges ahead.

With the increasing complexity of electronic vehicle systems, one particular “gap” between function development and ECU integration becomes more and more apparent, and critical; albeit not new. The core of the problem is: as more functions are integrated and share the same E/E resources, they increasingly mutually influence and disturb each other in terms of memory, peripherals, and also timing and performance. This has two consequences: The amount of timing-related errors increases (because of the disturbance) and it becomes more difficult to find root causes of timing errors (because of the mutual influences). This calls for more systematic methods to deal with timing requirements in general and their transformation from function timing requirements to software architecture timing requirements in particular.

Over the past years, the question as to what may be the powertrain of the future has become ever more apparent. Aiming to improve upon a given technology, the internal combustion engine still offers a number of development paths in order to maintain its position in public and private mobility. In this study, an innovative combustion process is investigated with the goal to further approximate the ideal Otto cycle. Thus far, similar approaches such as Homogeneous Charge Compression Ignition (HCCI) shared the same objective yet were unable to be operated under high load conditions. Highly increased control efforts and excessive mechanical stress on the components are but a few examples of the drawbacks associated with HCCI. The approach employed in this work is the so-called Spark Assisted Compression Ignition (SACI) in combination with a pre-chamber spark plug, enabling short combustion durations even at high dilution levels.

The vehicle fleet differs in mass, geometry, stiffness and many other parameters. These differences are consequences of different design objectives for these vehicles and result from consumer demand, environmental and safety considerations etc. Accident research shows that the injury outcome differs in some cases, when two vehicles collide. Scientists often discuss a list of features that are assumed to be relevant for compatibility of vehicles. The relevance of these potentially important compatibility features and expected compatibility measures is examined from the perspective of accident analysis. An overview of this accident research is given and crash tests and measures are discussed that correspond with these findings.