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Advanced powertrains for modern vehicles require the optimization of conventional combustion engines in combination with tailored electrification and vehicle connectivity strategies. The resulting systems and their control devices feature many degrees of freedom with a large number of available adjustment parameters. This obviously presents major challenges to the development of the corresponding powertrain control logics. Hence, the identification of an optimal system calibration is a non-trivial task. To address this situation, physics-based control approaches are evolving and successively replacing conventional map-based control strategies in order to handle more complex powertrain topologies. Physics-based control approaches enable a significant reduction in calibration effort, and also improve the control robustness.

Model-based control strategies along with an adapted calibration process become more important in the overall vehicle development process. The main drivers for this development trend are increasing numbers of vehicle variants and more complex engine hardware, which is required to fulfill the more and more stringent emission legislation and fuel consumption norms. Upcoming fundamental changes in the homologation process with EU 6c, covering an extended range of different operational and ambient conditions, are suspected to intensify this trend. One main reason for the increased calibration effort is the use of various complex aftertreatment technologies amongst different vehicle applications, requiring numerous combustion modes. The different combustion modes range from heating strategies for active Diesel Particulate Filter (DPF) regeneration or early SCR light-off and rich combustion modes to purge the NOx storage catalyst (NSC) up to partially premixed combustion modes.

Besides an excellent driving performance and power output the reduction of CO2 emission is one of the main driver for the increasing distribution of modern diesel engines. Downsizing/downspeeding, friction reduction, new combustion processes and light weight engine architecture describe additional improvement potentials. Nevertheless, these development trends have a significant influence on the noise and vibration behavior of diesel engines. Therefore measures are also necessary to compensate these acoustic disadvantages. Within this publication the most important and efficient countermeasures are described and assessed. Combustion is still one of the dominant noise sources of a modern diesel engine. Diesel knocking is annoying and the combustion noise level is typically higher than for gasoline engines.