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Increasingly stringent tailpipe emissions regulations have prompted renewed interest in catalyst heating technology – where an integrated device supplies supplemental heat to accelerate catalyst ‘light-off’. Bosch and Boysen, following a collaborative multi-year effort, have developed a Rapid Catalyst Heating System (RCH) for gasoline-fueled applications. The RCH system provides upwards of 25 kW of thermal power, greatly enhancing catalyst performance and robustness. Additional benefits include reduction of precious metal loading (versus a ‘PGM-only’ approach) and avoidance of near-engine catalyst placement (limiting the need for enrichment strategies). The following paper provides a technical overview of the Bosch/Boysen (BOB) Rapid Catalyst Heating system – including a detailed review of the system’s architecture, key performance characteristics, and the associated impact on vehicle-level emissions.

The present paper concentrates on the option of catalytic autothermal reforming of gasoline for fuel cell applications. Major parameters of this process are the “Steam to Carbon Ratio” S/C and the air to fuel ratio λ. Computations assuming thermodynamic equilibrium in the autothermal reactor outlet (ATR) were carried out to attain information about their proper choice, as failure in adjusting the parameters within narrow limits has severe consequences on the reforming process. In order to quantify velocity distribution just ahead the catalyst and to evaluate mixing uniformity we designed an ATR featuring an optical access: Thus flow visualization using PIV (Particle Image Velocimetry) and LIF (Laser Induced Fluorescence) technique is possible. Preliminary PIV-results are presented and compared with CFD computations (Computational Fluid D ynamics).

The selective catalytic reduction (SCR) based on urea-water-solution is an effective technique to reduce nitrogen oxides (NOx) emitted from diesel engines. A 3D numerical computer model of the injection of urea-water-solution and their interaction with the exhaust gas flow and exhaust tubing is developed to evaluate different configurations during the development process of such a DeNOx-system. The model accounts for all relevant processes appearing from the injection point to the entrance of the SCR-catalyst: momentum interaction between gas phase and droplets evaporation and thermolysis of droplets hydrolysis of isocyanic acid in gas phase heat transfer between wall and droplets spray/wall-interaction two-component wall film including interaction with gas phase and exhaust tube The single modeling steps are verified with visualizations, patternator measurements, phase-doppler-anemometer results and temperature measurements.

Passenger car DI Diesel engines need a flexible fuel injection system. Bosch develops a common rail system for this purpose. Besides variation of fuel quantity and start of injection, it permits to choosing freely injection pressure inthe rangeof 150 to 1400 barand injecting fuel in several portions. These new means will contribute to further improvements of DI engines concerning noise, exhaust emissions and engine torque.

Future emission standards for heavy-duty vehicles like Euro 4, Euro 5, US '07 require advanced engine functionality. One contribution to achieve this target is the catalytic reduction of nitrogen oxides by injection of urea water solution to the exhaust gas. An overview on a urea dosing system, also called DENOXTRONIC, is given and a dosing strategy is described.

The study presented in this paper focuses on measures to minimize exhaust gas emissions to meet SULEV targets on a V6 engine by using a cost efficient system configuration. The study consists of three parts. A) In the first stage, the influence of engine management both on raw emissions and catalyst light off performance was optimized. B) Afterwards, the predefined high cell density catalyst system was tested on an engine test bench. In this stage, thermal data and engine out emissions were used for modeling and prediction of light-off performance for further optimized catalyst concepts. C) In the final stage of the program, the emission performance of the test matrix, including high cell density as well as multifunctional single substrate systems, are studied during the FTP cycle. The presented results show the approach to achieve SULEV emission compliance with innovative engine control strategies in combination with a cost effective metallic catalyst design.

This paper looks at the underlying fundamentals of diesel fuel system lubrication for the highly-loaded contacts found in fuel injection equipment like high-pressure pumps. These types of contacts are already occurring in modern systems and their severity is likely to increase in future applications due to the requirement for increased fuel pressure. The aim of the work was to characterise the tribological behavior of these contacts when lubricated with diesel fuel and diesel fuel treated with lubricity additives and model nitrogen and sulphur compounds of different chemical composition. It is essential to understand the role of diesel fuel and of lubricity additives to ensure that future, more severely-loaded systems, will be free of any wear problem in the field.

Meeting current exhaust emission standards requires rapid catalyst light-off. Closed-coupled catalysts are commonly used to reduce light-off time by minimizing exhaust heat loss between the engine and catalyst. However, this exhaust gas system design leads to a coupling of catalyst heating and engine operation. An engine-independent exhaust gas aftertreatment can be realized by combining a burner heated catalyst system (BHC) with an underfloor catalyst located far away from the engine. This paper describes some basic characteristics of such a BHC system and the results of fitting this system into a Volkswagen Touareg where a single catalyst was located about 1.8 m downstream of the engine. Nevertheless, it was possible to reach about 50% of the current European emission standard EU 4 without additional fuel consumption caused by the BHC system.

Large Eddy Simulations (LES) and tracer-based Laser-Induced Fluorescence (LIF) measurements were performed to study the dynamics of fuel wall-films on the piston top of an optically accessible, four-valve pent-roof GDI research engine for a total of eight operating conditions. Starting from a reference point, the systematic variations include changes in engine speed (600; 1,200 and 2,000 RPM) and load (1000 and 500 mbar intake pressure); concerning the fuel path the Start Of Injection (SOI=360°, 390° and 420° CA after gas exchange TDC) as well as the injection pressure (10, 20 and 35 MPa) were varied. For each condition, 40 experimental images were acquired phase-locked at 10° CA intervals after SOI, showing the wall-film dynamics in terms of spatial extent, thickness and temperature.

The design of ABS- or vehicle control systems by means of computer simulation needs adequate tire models. Recordings of the wheel speed during ABS control show oscillations caused by the rapid pressure changes in the wheel brake cylinder. Investigations in lateral tire dynamics show a phase shift between the slip angle and the lateral tire force. These transients can not be explained by simulation if the usual stationary tire input-output behaviour is supposed. Thus the investigation of the oscillations requires a different approach to the modelling of the tire. In a first step measurements with an experimental car equipped with a computer for data acquisition and control and with various sensors - e.g. a Rotating Wheel Dynamometer - were carried out. The measurement results showed a correlation between the oscillations in the wheel speed and the braking force caused by the pressure pulses as well as high frequency oscillations in the lateral tire forces.

In the last years, the requirements for electrical energy systems in motor vehicles have increased considerably. In the past, many studies were focused on single components of the electrical system. However, to shorten the development process, reduce costs, improve reliability and also to optimize the fuel consumption due to the electrical system, the electrical system must be regarded as a whole. The Robert Bosch GmbH has developed a simulation environment, which is intended to improve the development process of new vehicle electrical systems by means of computer simulation. On the basis of a freely selectable driving cycle and various driver models, it is possible to simulate the behavior of electrical energy supply structures. The model of the electrical system is coupled to a dynamic model of the drivetrain. The characteristics of this drivetrain can also be modified and various vehicle models can be selected for simulation.

Misfiring of the engine can cause damage to the catalyst within short time and increase emissions. Under misfiring conditions, unburned fuel and oxygen are pumped into the catalyst, where its combustion heavily increases the temperature. For this reason there is a demand for fast detection of misfiring. Once judged, one can take countermeasures to avoid further temperature rise. Two methods of misfire detection with the prospect of future use in series production are discussed. A first approach uses the trace shape of the λ-sensor signal for evaluation. The second approach uses the speed fluctuations of the engine for detection. Efficient algorithms give the possibility of misfire detection in the full load-speed range with reasonable effort to protect the catalyst. However there will remain some misfire conditions, increasing the emissions above regulation limits, that cannot be detected by those methods.

Acoustics and vibrations are amongst the foremost indicators in perceiving the quality of drive units. Analyzing these factors is vital for improve the performances of electro-mechanical systems. This paper deals with the study of vibro-acoustic behavior concerning the drivetrain components using system modeling and Finite Element calculations. A generic simulation methodology within system modeling is proposed enabling the vibro-acoustic simulation of electro-mechanical drivetrains. Excitations for these systems mostly arise from the electric motor and mechanical gears. The paper initially depicts the system model for gear whining considering the associated nonlinearities of the mesh. The results obtained from the gear mesh submodel, together with the excitations resulting from the motor, aid in the comprehension of the forces at the bearings and of the vibrations at the housings.

Today's wide range oxygen sensors are based on the limiting current principle, where an applied voltage induces electrochemical reactions in a ceramic cell. Since the diffusive transport of exhaust gas to the electrodes is limited by a transport barrier, the resulting electric current can be related to the exhaust gas composition. A model is presented which describes the transient transport of gas mixtures from the bulk exhaust gas to the electrodes of an oxygen sensor at variable pressure and composition. The internal structure of the transport barrier was accounted for by geometrical parameters. A variety of numerical results are compared with experimental data.

Within the scope of this work, the convective mass transfer to the zirconia sensor element of an exhaust oxygen sensor was analyzed experimentally and numerically. For the experimental setup, a heightened model of an oxygen sensor was built from Lucite® considering the similarity theory. Mass transfer is measured based on the absorption of ammonia and subsequent immediate color reaction. For the numerical investigation, a three-dimensional model of the test rig was built. To predict the flow pattern and the species transport inside the protection tubes, the commercial CFD-Code FLUENT® is used. The model for the mass transfer to the surface is implemented through user-defined functions.

Modern zirconia oxygen sensors are heated internally to achieve an optimal detection of the oxygen concentration in the exhaust gas and fast light off time. The temperature of the gas in the exhaust pipe varies in a wide range. The zirconia sensor is cooled by radiation and forced convection caused by cold exhaust gas. If the zirconia temperature falls, the oxygen detection capability of the sensor decreases. To minimize the cooling effects, protection tubes cover the zirconia sensor. However, this is in conflict with the aim to accelerate the dynamics of the lambda sensor. In this paper, the heat transfer at the surface of a heated planar zirconia sensor with two different double protection tubes of a Bosch oxygen sensor is examined in detail. The geometric configuration of the tubes forces different flow patterns in the inner protection tube around the zirconia sensor. The zirconia sensor is internally electrically heated by a platinum heater layer.

Secondary air injection after cold start gives two effects for reduced exhaust emissions: An exothermic reaction at the hot exhaust valves occurs, which increases the temperature of the exhaust gas. It gives sufficient air to the catalyst during the cold start fuel enrichment that is necessary to prevent driveability problems. Handicaps for the wide use of air injection include space constraints, weight and price. An electrical air blower was choosen to best satisfy all these requirements. The development steps are described. The result is a three stage radialblower with extremly high revolutions of about 18000 rpm. The system configuration and the outcome are demonstrated on the new C-Class of Mercedes-Benz. The results show emission reductions higher than 50 %, while also satisfying the development goals of noise, volume, weight and cost requirements.

A new automotive active safely system, the Vehicle Dynamics Control System (VDC) of BOSCH was introduced on the market in 1995. Besides improving the ABS/ASR functions, VDC will also actively support the driver in critical situations of lateral vehicle dynamics. This system includes new ABS/ASR-control algorithms and a superimposed control algorithm, the vehicle dynamics controller. Furthermore, an extension of the standard ABS/ASR-hydraulic system was necessary as well as the development of new automotive sensors. During all phases of the interdisciplinary system development, tests on experimental cars and extensive computer simulations were used in parallel. In order to provide adequate simulation models for different tasks, a modular concept for the simulation tool is important. Furthermore, a transparent and portable application of the control algorithm for both, experiment and simulation, is required.

The article describes the methods, which are employed in order to ensure high performance, safety and quality of ABS and ASR. System behaviour is evaluated and optimized by computer simulation. Moreover, a real-time simulator has been developed by which the consequences of hardware defects can be investigated systematically, Despite the increasing use of simulation the testing of vehicles remains the most important tool for system evaluation. For that purpose, a digital data acquisition system has been developed and objective evaluation criteria have been established. In order to achieve high product quality the Failure Mode and Effect Analysis (FMEA) is carried out at an early phase of development. Another prerequisite for high product quality is thorough durability and endurance testing before release of production.

The tightening of Heavy Duty Diesel (HDD) emissions legislation throughout the world is leading to the development of emission control devices to enable HDD engines to meet the new standards. NOx and Particulate Matter (PM) are the key pollutants which these emission control systems need to address. Diesel Particulate Filters (DPFs) are already in use in significant numbers to control PM emissions from HDD vehicles, and Selective Catalytic Reduction (SCR) is a very promising technology to control NOx emissions. This paper describes the development and performance of the Compact SCR-Trap system - a pollution control device comprising a DPF-based system (the Continuously Regenerating Trap system) upstream of an SCR system. The system has been designed to be as easy to package as possible, by minimising the total volume of the system and by incorporating the SCR catalysts on annular substrates placed around the outside of the DPF-based system.