New Bosch diesel technology provides solution to NOx problem

Just released. Apparently Bosch has found a way to drastically lower NOx and CO2 emissions(lower than gas engines) without requiring anymore added emissions equipment to the engine than what is already there. Lower emissions than future standards and no need to add anymore emissions equipment.... Maybe diesel isn't as dead as some may have thought.

Breakthrough: new Bosch diesel technology provides solution to NOx problem

What distinguishes the new diesel technology?

To date, two factors have hindered the reduction of NOx emissions in diesel vehicles. The first of these is driving style. The technological solution developed by Bosch is a highly responsive air-flow management system for the engine. A dynamic driving style demands an equally dynamic recirculation of exhaust gases. This can be achieved with the use of a RDE-optimized turbocharger that reacts more quickly than conventional turbochargers. Thanks to a combination of high- and low-pressure exhaust-gas recirculation, the air-flow management system becomes even more flexible. This means drivers can drive off at speed without a spike in emissions. Equally important is the influence of temperature. To ensure optimum NOx conversion, the exhaust gases must be hotter than 200 degrees Celsius. In urban driving, vehicles frequently fail to reach this temperature. Bosch has therefore opted for a sophisticated thermal management system for the diesel engine. This actively regulates the exhaust-gas temperature, thereby ensuring that the exhaust system stays hot enough to function within a stable temperature range and that emissions remain at a low level.

When will the technology be ready for production?

Bosch’s new diesel system is based on components that are already available in the market. It is available to customers effective immediately and can be incorporated into production projects.

Why is urban driving more demanding than extra-urban or freeway driving?

To ensure optimum NOx conversion, the exhaust gases must be hotter than 200 degrees Celsius. This temperature is often not reached in urban driving, when cars are stuck in gridlock or stop-and-go traffic. As a result, the exhaust system cools down. Bosch’s new thermal management system remedies this problem by actively regulating the exhaust gas temperature.

Does the temperature regulation require an auxiliary 48-volt heater installed in the exhaust-gas system or additional components of a similar kind?

Bosch’s new diesel system is based on components already available in the market and does not require an additional 48-volt on-board electrical system.

Will the new Bosch technology make the diesel engine significantly more expensive?

The Bosch diesel technology is based on components already in use in production vehicles. The decisive advance comes from a new combination of existing technology. It does not require any additional hardware components. So reducing emissions will not make diesel vehicles any less affordable.

Will the diesel engine lose its comparative advantage in fuel economy and climate-friendliness as a result of the new technology?

No. Our engineers’ goal was clear: to reduce NOx emissions while retaining the diesel’s comparative advantage in terms of CO2 emissions. Diesel will thus remain a climate-friendly option.

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blofgren
Explorer
Apr 28, 2018
Turtle n Peeps wrote:
Well there's the problem. Bosch was working on NOX when they should have been working on their CP4 pump! "B

Now that’s funny! :B
gitane59
Explorer III
Apr 28, 2018
I wonder how the Bosch system compares to the ACCT system from Autocar that reportedly virtually eliminates NOX at any engine temperature and also uses off the shelf existing parts.
AUTOCAR ACCT NOX emission control system.
According to the article
"the system converts the universally available urea-based after-treatment AdBlue into a special ammonia-rich 'ACCT fluid' under accurately controlled conditions in a chamber mounted in the exhaust system. Just as with the current selective catalytic reduction (SCR) systems, the new process uses freed ammonia to tear the components of NOx apart to leave just nitrogen and water. Where the two systems are so different is that ACCT fluid continues to work effectively at high levels of efficiency in low-exhaust temperature conditions that severely challenge current systems" reducing NOX by 98% compared to current system's that max out at 60% efficiency when fully up to temperature.
ShinerBock
Explorer
Apr 27, 2018
drsteve wrote:

I suspect that they will find a way to patent and/or license some part of this system, existing parts or not.

They can patent the software. Although, just about every diesel engine manufacturer uses Bosch fuel systems and/or use other Bosch products on their gas engines. It would be bad for business to jeopardize that.
drsteve
Explorer
Apr 27, 2018
ShinerBock wrote:
Lynnmor wrote:
And the parts are already on the shelf and nobody knew how to use them? Maybe somebody is blowing more smoke than the diesel.

I think there is a little confusion on what they mean by existing parts. They don't mean that you can just apply this to any current diesel out on the road using its parts. They mean that you can use current technology and parts that diesel already use and altering them for a different purpose along with remapping of engine controls.

They would probably take something like a variable geometry turbocharger that diesels are already using and change things such as compressor/turbine blades diameters, turbo horn A/R ratio, and actuator mapping to optimize the turbos efficiency map to work in conjunction with a high/low pressure EGR system to keep the exhaust gas temps hot enough for NOx conversion in the SCR at any load.

You see, one of the problems with the SCR is that it only works to remove NOx when it is hot enough and under low load it is not hot enough. This is when the EGR's on current trucks take over by cooling cylinder temps which is known to cause more soot which is why modern diesels do not do well with city driving. However, if you utilize the EGR to keep the exhaust temps hot enough for the SCR to do its job rather than as a means to cool in cylinder temps, then you can reduce emissions at any load level while also creating less soot. Basically they found a way to use existing parts in different ways and for different purposes.

I suspect that they will find a way to patent and/or license some part of this system, existing parts or not.
jfritz_drfritz
Explorer
Apr 27, 2018
This will be about as successful as the Cat ACERT engines
ktmrfs
Explorer II
Apr 26, 2018
for ideal thermal efficiency you want exhaust gases as low as possible, ideally ambient temperature, so, raising exhaust gas temperatures will have a hit on thermal efficiency (mpg) at low load. reducing egr will improve thermal efficiency. reducing soot load will mean less fuel burned to clean the DPF. Not sure the overall impact on thermal efficiency (mpg), but meeting NOx emissions is a requirement, so you take what you can get.
Grit_dog
Navigator
Apr 26, 2018
Ductape wrote:
Good news. Some people have forgotten that gasoline engines spent two decades in purgatory between the time emission controls killed performance and the time when performance surpassed the pre-emission levels. Diesel engines by comparison have suffered less performance degradation in the implementation of pollution control. Looks like compression ignition still has some life left.

Nooooo waaaaaay! You’re going to burst all the gasser backers’ bubbles on here.
This really can’t be happening. It’s not possible that in 10years, the mfgs have not only made diesel emissions fairly bulletproof, but simultaneously upped the engine power by 50% or more in some cases.
wilber1
Explorer
Apr 26, 2018
It will be interesting to see if this lives up to Bosch’s claims. A big deal if it does.
Dadoffourgirls
Explorer
Apr 26, 2018
ShinerBock wrote:
Lynnmor wrote:
And the parts are already on the shelf and nobody knew how to use them? Maybe somebody is blowing more smoke than the diesel.

I think there is a little confusion on what they mean by existing parts. They don't mean that you can just apply this to any current diesel out on the road using its parts. They mean that you can use current technology and parts that diesel already use and altering them for a different purpose along with remapping of engine controls.

They would probably take something like a variable geometry turbocharger that diesels are already using and change things such as compressor/turbine blades diameters, turbo horn A/R ratio, and actuator mapping to optimize the turbos efficiency map to work in conjunction with a high/low pressure EGR system to keep the exhaust gas temps hot enough for NOx conversion in the SCR at any load.

You see, one of the problems with the SCR is that it only works to remove NOx when it is hot enough and under low load it is not hot enough. This is when the EGR's on current trucks take over by cooling cylinder temps which is known to cause more soot which is why modern diesels do not do well with city driving. However, if you utilize the EGR to keep the exhaust temps hot enough for the SCR to do its job rather than as a means to cool in cylinder temps, then you can reduce emissions at any load level while also creating less soot. Basically they found a way to use existing parts in different ways and for different purposes.

Please don't mix actual knowledge with a good story! ;)
brulaz
Explorer
Apr 26, 2018
Quite different from Cummins new system that eliminates EGR.