May 2015

VIAVISION
VOLKSWAGEN

SHAPING THE FUTURE OF MOBILITY

MODERN TECHNOLOGY
With the Diesel into the Future

VIAVISION

DIESEL TECHNOLOGY

The Modern Diesel is a

Contents
The Modern Diesel is a
High-Tech Product

Full Speed Ahead

Clean Air

Well Filtered

An Important Component

Dr Heinz-Jakob Neuer and Dr Thomas Steg

Natural gas, electric mobility, hydrogen: there is an increase in low-emission drives and other alternative drives
to diesel. Does diesel still have a future?
Dr Heinz-Jakob Neuer: The short answer is yes. The modern diesel is a hightech product: efficient, economical and
lively. Its market share of over 5o percent
in Europe reflects its success. Our customers appreciate its durability and reliability. And we are constantly working hard
on improving this technology further.
As regards air quality, the call for prohibiting diesel cars from accessing
large European cities grows louder...

Imprint

Dr Thomas Steg: Since the introduction of the Euro 1 emissions limit in 1995
the permitted levels for nitrogen oxides
has been reduced by 87 percent, and for
particles by about 97 percent. Thanks to

modern exhaust after treatment, diesel

particulate emissions are practically insignificant. We have also achieved a great
deal in the reduction of nitrogen oxide
emissions, thanks to NOx catalysts and
SCR systems with AdBlue. A modern
Euro 6 diesel emits 64 percent less NOx
than a Euro 4 diesel it is in no way comparable to an old Euro 1 unit.
However, the market share of Clean
Diesel is still low.
Steg: Right. But the auto industry has
done its job, now its time to get these
cleaner engines on the road as quickly
as possible. In terms of fleet renewal,
political support is needed.
Why does the automotive industry
defend diesel so persistently? Petrol
motors are also efficient and viable
engines.

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All images in this issue are approved for
reprint, citing VIAVISION as their source.

Total: 3,040,783

Total: 3,036,773

88.8
11.1

Other drives

1990

50.5
Other drives

47.4

2014

Dies
el

Printed by
L.N. Schaffrath GmbH
Marktweg 42-50, 47608 Geldern, Germany

New car registrations (in percent)

Diese
l

Published by
Verlag Rommerskirchen GmbH & Co. KG
Mainzer Strae 16 -18, Rolandshof
53424 Remagen, Germany
Phone: +49 (0)2228/931- 0
www.rommerskirchen.com

Quiet, powerful and fuel efficient: the diesel has strengthened its position
in the auto market in the last two decades. Today it presents itself as the
main alternative to petrol. Nearly a third of all vehicles in the fleet have a
self-igniting engine.

ol

Editorial staff
Stefanie Huland, Michaela Mller
Volkswagen: Michael Franke, Anika Hannig,
Hans-Georg Kusznir, Tonio Vakalopoulos
Contact: redaktion@viavision.org

The diesel in Germany

Petr

V.i.S.d.P. (Person responsible according to

the German press law)
Stephan Grhsem,
Leiter Konzernkommunikation;
Pietro Zollino,
Leiter Produktkommunikation
Marke Volkswagen

Full Speed Ahead

Petrol

Edited by
Volkswagen Aktiengesellschaft
Konzernkommunikation
Brieffach 1972, 38436 Wolfsburg, Germany
Phone: +49 (0)5361/9-87603
Fax: +49 (0)5361/9-21952

Since 1990, the number of newly registered passenger cars with diesel engines has quadrupled. Last year, almost half of all newly registered passenger cars were equipped with a diesel engine. The petrol engines share has been declining.

May 2015

DIESEL TECHNOLOGY

High-Tech Product
on the Significance of Diesel Technology
Steg: Absolutely, but diesel is essential
to achieving the required climate targets because of its comparatively higher efficiency. A single figure illustrates
this: CO2 emissions in Germany in 2o14
were at 132.8 grams per kilometre instead of 138.4 without diesel.
What does diesel mean to Volkswagen?
Neuer: We have invested a lot in engineering to develop the diesel engine
into one of todays most advanced combustion engines. How advanced does
diesel technology have to be if, even in
the traditionally diesel-skeptical United
States, Minister of Transport Ray LaHood has as far back as 2o11 praised
Clean Diesel emphatically, because it
was just right for environmental and
climate protection in the US.

Dr Heinz-Jakob Neuer
(top), Board Member of
Management for the
Volkswagen Brand and
Head of Powertrain Development. Dr Thomas Steg is
General Representative for
Global Government Affairs
of the Volkswagen Group.

Diesel vehicle fleet

Euro 1 Euro 2 Euro 3
Euro 4 Euro 5 Euro 6

Euro 6
435,462

As of September 1st, 2015,

the Euro 6 emissions standard for all newly registered
vehicles is mandatory. The
limit for nitrogen dioxide
emissions for diesel vehicles
will be lowered from 180 to
80 milligrams per kilometre.
This value can only be
achieved with the use of
new technologies
(see page 6).

13,806,836
435,462 of the 13.8 million diesel-powered vehicles in Germany meet the requirements of the Euro 6 emissions standard.
Sources: Federal Motor Transport Authority, as of January 2015
This represents 3.2 percent of the total fleet.

VIAVISION

DIESEL TECHNOLOGY

Clean Air

The Diesel in the City

Transport, industry and agriculture emit nitrogen oxides and particulate matter. The impact of these emissions
on humans and the environment is called immission. Legislation regulates the maximum levels of emissions and
immissions. The most important directive for the protection of air quality, and thus also of people, is known as the
Ambient Air Quality Directive (2oo8/5o/EC).

The relation between emissions and immissions

Nitrogen oxide
(NOx)

Particulate matter
(PM10)

Nitrogen oxide is a collective term for various gaseous compounds. The two main ones are nitrogen
dioxide (NO2) and nitrogen monoxide (NO), the
first is particularly burdensome for the environment. These compounds are also called reactive:
in combination with hydrocarbons, they are responsible for the formation of ground level ozone
during summer. Nitrogen oxides are produced as
a byproduct of combustion processes, their main
sources are combustion engines and furnaces.

Particulate matter is a mixture of particles that are

released, for example, in combustion processes.
The particles are distinguished by size: the term
PM1o (particulate matter), for example, combines
all particles with a maximum diameter of ten
micrometres (m). Industry, heating plants, cars,
stoves and residential heating systems as well
as agriculture are the main producers of particulate matter.

Emissions

Transmission

Immissions

May 2015

DIESEL TECHNOLOGY

Air Quality in Germany

The quality of the air, in terms of immissions, in Germany is monitored at approximately 45o stations. These stations can be
found in three different locations: the inner city close to traffic, meaning near a major road, within the city in general, and
rurally. The focus lies, above all, on the measurement of particulate and nitrogen oxide emissions: diesel is said to be one of the
main sources of nitrogen oxide. Thanks to the particulate filters, fitted as standard, particulate pollution in diesel is now no
longer an issue; in the last 2o years it has been reduced tremendously. Although individual locations close to traffic show an
increased load, the set annual limit of 4o micrograms per cubic metre of air is not exceeded. Improvement is still needed for
nitrogen dioxide, one of the nitrogen oxides: the majority of traffic-orientated stations record an annual average well above the
limit of 4o micrograms.

e t o tr
los

nn

* The annual mean values given here are classified as provisional by the
German Federal Ministry for the Environment and are valid for the year 2014.

Rural

er-city

fic
af

Current values* (in micrograms per cubic metre)

PM10: 25 /40

PM10: 19 /40

PM10: 16 /40

NO2: 43 /40

NO2: 21 /40

NO2: 10 /40

The nitrogen oxide map

(right map) shows that
the average emission
levels are below the permitted limits. In areas of
intense traffic such as
cities there are, however, notable upwards
outliers. The municipalities (left panel)
try to counteract
locally, for example
by introducing
environmental
zones. Only vehicles with low particulate emissions
and a corresponding
badge may drive there.

NO2 pollution and low emission zones

4
4
4
4
4
4
4
4 44
4
4

4
4

44

Sources: Map NO2: Created

in 2013 by the German
Federal Ministry for the
Environment with data from
the regional and federal
measuring networks;
Map of environmental zones:
the German Federal Ministry
for the Environment, as
of February 2015

44
4 4 4 44
4 44
44 4 4 4
4 4
44
43
4
4

4
3

Diesel cars conforming with the Euro 4 or Euro

3 norm, with particle filter or better; Petrol
cars in accordance to the Euro 1 norm or better
Diesel in accordance to the Euro 3 or
Euro 2 norm with particle filter

NO2 in g/m3:
0-5

> 15

> 30

> 15

> 20

> 10

> 25

> 35
> 40

> 45
> 50
> 55

> 60

VIAVISION

DIESEL TECHNOLOGY

Well Filtered

The Exhaust System in Modern Diesel Cars

2o years ago, the EU made the first Euro 1 emission standard mandatory. Since then, the permitted level of emissions has
declined continuously. Technology has needed to develop correspondingly: a Euro 6 diesel from Volkswagens modular
transverse matrix is not comparable to a two decade old diesel in terms of efficiency and emissions. Important components for the powertrain of modern diesels in addition to the diesel particulate filter which was already introduced
across the board in 2oo2/2oo3 are two alternative systems for exhaust gas after treatment: the NOx storage catalyst and
selective catalytic reduction (SCR).

The structure of an exhaust system with a NOx storage catalyst

The LAMBDA SENSOR controls the right balance of air

and fuel mixed in the regeneration phase of the NOx storage
catalyst.

The NOx STORAGE CATALYST

reduces the nitrogen oxides
contained in the exhaust gas in
two steps. During the loading
phase, nitrogen oxides are stored in
the catalyst. These are then chemically
converted into nitrogen in the regeneration phase. To securely perform and
monitor these operations, complex
control strategies and different sensors
are required.

The DIESEL PARTICULATE FILTER (DPF) filters the soot

particles from the exhaust gases of diesel engines. The soot
particles are deposited on the filter. The accumulated soot in
the filter is burned in the regeneration phase.

May 2015

DIESEL TECHNOLOGY

The structure of an exhaust system with SCR

The SCR DOSING MODULE is
located behind the oxidation
catalyst. Via a dosing line, the
AdBlue urea solution flows
from the tank to the dosing
module and is injected into
the exhaust in the required
amount prior to reaching the
SCR catalytic converter. The
dosing module is fitted with a
cooling water jacket, in order to
protect the valve and the
electrical connection from
overheating.

The catalytic coating of the

OXIDATION CATALYST
CONVERTER converts the
hydrocarbons and the carbon
monoxide contained in the
exhaust gas into water vapor and
carbon dioxide. It also supports the
SCR function of the downstream
particle filter.

The DIESEL PARTICULATE FILTER WITH SCR COATING

(SDPF) integrates two functions into one component. The
filtering of soot particles is carried out in the same manner
as in the conventional diesel particulate filter (DPF). The
SDPF is also coated with an SCR catalyst, in which the dosed
AdBlue reduces the nitrogen oxides contained in the
exhaust gas to nitrogen. By combining these two functions of
both the DPF and SCR catalyst, located very close to the
engine, the best possible function, with respect to future
emission requirements, is guaranteed.

The MIXER is integrated into the transition

hopper. The exhaust stream and the dosed
AdBlue are mixed here.

AdBlue
AdBlue is a synthetically produced, 32.5 percent urea solution, which converts the nitrogen oxide exhaust component into
nitrogen and water. The operating solution is stored in an auxiliary tank and must be refilled as needed.

VIAVISION

DIESEL TECHNOLOGY

An Important Component

The Importance of Diesel for Political and Economic Climate Goals

The EU wants to reduce emissions of greenhouse gases by 4o percent by 2o3o. Consequently, the average CO2 emissions
of a new car have been limited since 2o12: from 2o2o manufacturers must comply with a limit of 95 grams of CO2 per
kilometre in the EU a highly ambitious goal which cannot be achieved without diesel. Currently, new car fleet emissions average 132.8 grams of CO2. The German Association of the Automotive Industry (VDA) estimates that this value for
a fleet that consisted only of diesel vehicles would be 125 grams of CO2 per kilometre. In reverse, the value of a pure petrol fleet would be 138.4 grams of CO2. A purely diesel fleet, by this calculation, would save 6o5,ooo tons of CO2 annually
(see graphics).

CO2 emissions of the German new car fleet

190
172.7
In grams CO2 per kilometre

Petrol only*
Diesel only

120

151.2
-23

,5

Pr

oz

138.4

en

* The simulation is based on an average

annual mileage of 15,000 kilometres
and 3.1 million newly registered cars.

2006

132.8
125.3
2014

2010

Emissions during real-life consumption

Automobile manufacturers must comply with the requirements for newly registered vehicles in terms of air quality
too. They will be supplemented by a new law in two years: in
addition to limits in the test cycle, in the future there will
also be limits during the real-life operation of vehicles for
particulate and NOx emissions. The automotive industry explicitly supports the introduction of what is known as Real
Driving emissions legislation. However, the EU Commission
plans to implement them for all new vehicles from 2o18
giving the necessary technical development and adaptation
times this is an almost impossible challenge for car manufacturers. The manufacturers also want a clear definition of
the test constraints, so that the results cannot be distorted
by abusive driving.

Technology and Fuels Compared

Petrol

Diesel

* The value applies to

Euro 6 engines.

740

833

Energy density in kilograms

per cubic metre

8,760

Heating value per volume unit in

kilowatt-hours per cubic metre

The slightly higher CO2 formation potential

of diesel fuel compared to petrol is offset in
terms of energy density and calorific value. In
combination with efficient technology, the
modern diesel offers low emissions: the Golf
BlueMotion 1.6 litre TDI engine emits 89
grams of CO2 per kilometre, making it the
lowest CO2 option in the Golf range.

9,800

2.32

2.62

CO2 in kilograms
per litre

TDI

89

CO2 emission in grams

per kilometre *