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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.

A vehicle thermal management system is required to increase the operating efficiency of components, to transfer the heat efficiently and to reduce the energy required for the vehicle. Vehicle thermal management technologies, such as engine compartment encapsulation together with grille shutter control, enable energy efficiency improvements through utilizing waste heat in the engine compartment for heating powertrain components as well as cabin heating and reducing the aerodynamic drag . In this work, a significant effort is put on recovering waste heat from the engine compartment to provide additional efficiency to the components using a motor compartment insulation technique and grille shutter. The tests are accelerated and the cost is reduced using a co-simulation tool based on high resolution, complex thermal and kinematics models. The results are validated with experimental values measured in a thermal wind tunnel, which provided satisfactory accuracy.

In addition to the price factor, the success of an electric vehicle primarily depends on its performance characteristics and operating range. Advances both in vehicle design and better technology help to improve these characteristics, thus providing the customer with a convincing vehicle concept. Three vehicle generations will be examined and the development advances between 1993 and 2003 will be listed by way of comparison. Improvement potential and technical limits will be analyzed from cost aspects. Since the limits of battery technology cannot be extended at will, it is necessary to develop both battery-driven electric vehicles and vehicles fitted with hybrid drive units. Based on the drive technology of purely electric-powered vehicles, concepts of range extender hybrid and fuel-cell hybrid vehicles will be presented.

This paper compares 4 different EGR systems by means of simulation in GT-Power. The demands of optimum massive EGR and fresh air rates were based on experimental results. The experimental data were used to calibrate the model and ROHR, in particular. The main aim was to investigate the influence of pumping work on engine and vehicle fuel consumption (thus CO2 production) in different EGR layouts using optimum VG turbine control. These EGR systems differ in the source of pressure drop between the exhaust and intake pipes. Firstly, the engine settings were optimized under steady operation - BSFC was minimized while taking into account both the required EGR rate and fresh air mass flow. Secondly, transient simulations (NEDC cycle) were carried out - a full engine model was used to obtain detailed information on important parameters. The study shows the necessity to use natural pressure differences or renewable pressure losses if reasonable fuel consumption is to be achieved.

This paper presents a complete methodology for performing finite-volume-based detached-eddy simulation for the prediction of aerodynamic forces and detailed flow structures of passenger vehicles developed using the open-source CFD toolbox OpenFOAM®. The main components of the methodology consist of an automatic mesh generator, a setup and initialisation utility, a DES flow solver and analysis and post-processing routines. Validation of the predictions is done on the basis of detailed comparisons to experimental wind-tunnel data. Results for lift and drag are found to compare favourably to the experiments, with some moderate discrepancies in predicted rear lift. Point surface-pressure measurements, oil-streak images and maps of total pressure in the flow field demonstrate the approach's capabilities to predict the fine detail of complex flow regimes found in automotive aerodynamics.

Internal combustion engines with lean homogeneous charge and auto-ignition combustion of gasoline fuels have the capability to significantly reduce fuel consumption and realize ultra-low engine-out NOx emissions. Group research of Volkswagen AG has therefore defined the Gasoline Compression Ignition combustion (GCI®) concept. A detailed investigation of this novel combustion process has been carried out on test bench engines and test vehicles by group research of Volkswagen AG and IAV GmbH Gifhorn. Experimental results confirm the theoretically expected potential for improved efficiency and emissions behavior. Volkswagen AG and IAV GmbH will utilize a highly flexible externally supercharged variable valve train (VVT) engine for future investigations to extend the understanding of gas exchange and EGR strategy as well as the boost demands of gasoline auto-ignition combustion processes.

The need to reduce weight of large and heavy components used by the automotive and aerospace industries such as engine block, cylinder head cover and helicopter gearbox housing has led to the development of new Mg gravity casting alloys that provide adequate properties and cost effective solution. The new Mg gravity casting alloys are designed for high stressed components that operate at a temperature up to 300°C. These new alloys exhibit excellent mechanical properties and creep resistance in T-6 conditions. The present paper aims at introducing three new Mg gravity casting alloys designated MRI 201S, MRI 202S and MRI 203S, which were recently developed by the Magnesium Research Institute of DSM and VW. Apart from the excellent high temperature performance of these alloys, they provide adequate castability and dimension stability along with good weldability and corrosion resistance.

Flow control by fluidic devices - without moving parts - offers advantages of reliability and low cost. As an example of their automobile application based on authors'' long-time experience the paper describes a fluidic valve for switching exhaust gas flow in a NOx absorber into a by-pass during regeneration phase. The unique feature here is the fluidic valve being of monostable and of axisymmetric design, integrated into the absorber body. After development in aerodynamic laboratory, the final design was tested on engine test stand and finally in a car. This proved that the performance under high temperature and pulsation existing in exhaust systems is reliable and promising. Fluidic valves require, however, close matching with aerodynamic load. To optimize the exhaust system layout for the whole load-speed range and reaching minimum counter- pressure, both the components of exhaust system and control strategy have to be properly adopted.

For substantial reduction of fuel consumption of their vehicle fleet, Volkswagen AG has decided to develop spark-ignition engines with direct fuel injection. To launch this new engine concept with stratified lean operation mode while at the same time meeting the stringent EU IV emission standards, it was necessary to develop a suitable exhaust gas aftertreatment system. This was achieved as part of an intensive co-operation between Volkswagen AG and OMG, formerly dmc2 Degussa Metals Catalysts Cerdec AG. The paper describes the demands for exhaust gas aftertreatment due to lean burn operation. In addition the main development steps of the exhaust gas aftertreatment system for Volkswagen FSI engines and catalyst durability over vehicle lifetime are discussed. Focus is laid on the catalyst system design and coating variations. Volkswagen developed a new closed-loop emission control management system which uses NOx-sensor signals for the first time worldwide.

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.

This paper summarizes the development of a wireless message from infrastructure-to-vehicle (I2V) for safety applications based on Dedicated Short-Range Communications (DSRC) under a cooperative agreement between the Crash Avoidance Metrics Partners LLC (CAMP) and the Federal Highway Administration (FHWA). During the development of the Curve Speed Warning (CSW) and Reduced Speed Zone Warning with Lane Closure (RSZW/LC) safety applications [1], the Basic Information Message (BIM) was developed to wirelessly transmit infrastructure-centric information. The Traveler Information Message (TIM) structure, as described in the SAE J2735, provides a mechanism for the infrastructure to issue and display in-vehicle signage of various types of advisory and road sign information. This approach, though effective in communicating traffic advisories, is limited by the type of information that can be broadcast from infrastructures.

This paper summarizes the validation of prototype vehicle-to-infrastructure (V2I) safety applications based on Dedicated Short Range Communications (DSRC) in the United States under a cooperative agreement between the Crash Avoidance Metrics Partners LLC (CAMP) and the Federal Highway Administration (FHWA). After consideration of a number of V2I safety applications, Red Light Violation Warning (RLVW), Curve Speed Warning (CSW) and Reduced Speed Zone Warning with Lane Closure Warning (RSZW/LC) were developed, validated and demonstrated using seven different vehicles (six passenger vehicles and one Class 8 truck) leveraging DSRC-based messages from a Road Side Unit (RSU). The developed V2I safety applications were validated for more than 20 distinct scenarios and over 100 test runs using both light- and heavy-duty vehicles over a period of seven months. Subsequently, additional on-road testing of CSW on public roads and RSZW/LC in live work zones were conducted in Southeast Michigan.

Recently several new magnesium alloys for high temperature applications have been developed with the aim to obtain an optimal combination of die castability, creep resistance, mechanical properties, corrosion performance and affordable cost. Unfortunately, it is very difficult to achieve an adequate combination of properties and in fact, most of the new alloys can only partially meet the required performance and cost. This paper aims at evaluating the current status of the newly developed alloys for powertrain applications. The paper also addresses the complexity of magnesium alloy development and illustrates the effect of alloying elements on properties and cost. In addition, the paper presents an attempt to set the position of each alloy in the integrated space of combined properties and cost

This paper describes an investigation of one operating point of the transient warmup curve of a gasoline engine. Coolant liquid and oil of this engine have been cooled down to a constant low level in order to perform detailed measurements and an analysis of this particular warmup point. The influence of low coolant temperature, different pressure drop in an air assisted fuel injection system and a variation of ignition angles on specific fuel consumption, exhaust emissions, energy conversion etc. will be shown. The results show that the suggested test procedure (keeping the coolant temperature at a constant low level) provides the possibility to simulate the behaviour of an engine with air assisted fuel injection during warmup. During this warmup period it is desired to run the engine with retarded ignition timing to realize a fast catalyst warmup.

Since the issuance of the SAE Paper 820 487 in Spring 82 some requirements and standards have been either newly issued, amended, changed or updated. Aerodynamic headlamps with replaceable halogen bulbs and center high mounted stoplamps have been introduced to mention some important changes. This presentation is a compilation of the current requirements and standards and shows the status of their harmonizations.

The VOLKSWAGEN VANAGON SYNCRO is presented as a novel 4 WD. The visco coupling is the heart of the forward drive train. Main advantages are automatic performance distribution between the axles and self-locking at extreme revolution differences between front and rear. Another important advantage of the standard 2 WD Vanagon is the well-known excellent spring suspension and damping comfort which is not negatively effected by the 4 WD technique. The vehicle is equipped with a new more powerful engine with 2,1 liter displacement and 70 kW (95 HP) nominal power output which is based on the watercooled horizontally opposed engine program. Electronic fuel injection and ignition are integrated into a unique Volkswagen system called DIGIFANTR. Vehicle performance data and fuel economy figures are given in comparison with 2 WD designs and previously available engine power train combinations.

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.

The hatchback of Volkswagen's 3 liter car (3 l fuel consumption per 100 km) consists of an inner component of die casting magnesium (AM50) covered with an aluminum panel from the outside. This hybrid design requires a new manufacturing process: The pre-coated magnesium part will be bonded and folded with the bare aluminum part. Corrosion protection is provided by an organic coating system which both protects against general corrosion and galvanic corrosion. The corrosion of the Al / Mg sandwich has been examined with hybrid samples which are similar to the hatchback. Several powder coatings (epoxy resin, polyester resin, hybrid resin), wet paints and cathodic electro-coating paints of different thicknesses and compositions have been applied to the magnesium part. They show that only powder coating provides adequate protection. Galvanic corrosion at the points of attachment of the hatchback might be possible (for example the bolted joint of the hinge).

In a consortium of European industrial partners and research institutes, a combination of industrial development and scientific research was organised. The objective was to improve the catalytic NOx conversion for lean burn cars and heavy-duty trucks, taking into account boundary conditions for the fuel consumption. The project lasted for three years. During this period parallel research was conducted in research areas ranging from basic research based on a theoretical approach to full scale emission system development. NOx storage catalysts became a central part of the project. Catalysts were evaluated with respect to resistance towards sulphur poisoning. It was concluded that very low sulphur fuel is a necessity for efficient use of NOx trap technology. Additionally, attempts were made to develop methods for reactivating poisoned catalysts. Methods for short distance mixing were developed for the addition of reducing agent.

After the success of the 4-cylinder 1.9-liter TDI and SDI direct-injection diesel engines in the Passat, Jetta and Polo classes, a new 3-cylinder TDI has been developed for use in the "Lupo 3L,' a compact car with a fuel consumption of 3 liters per 100 km. A new injection system with unit injectors, together with a fully electronically controlled engine management system featuring drive-by-wire- technology, a turbocharger with variable turbine geometry and a fully automated mechanical gearbox and clutch, for the first time ensures the potential to meet the stringent D4 exhaust emissions level and to achieve excellent fuel economy. The wheel-torque based engine and gearbox management systems optimize engine operation in terms of efficiency and emissions.