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Verwertbare Ergebnisse
The ultimate target was the construction and testing of three demonstrator vehicles (FIAT, DaimlerChrysler and Volkswagen).
The objectives of the project for the exhaust emissions in the MVEG A exhaust emission test were:
CO: 0.50 g/km
HC + NOx: 0.50 g/km
Particulates: 0.04 g/km
The project was structured into three main tasks, which were progressed in a functional way, each largely building on the other:
Task 1 "Preparatory and supporting activities" procured and specifically developed the ba-sic knowledge;
Involved partners: FORTH/CPERI, K.U. Leuven and Uni Genoa;
Task 2 "Components" consisted of the development, manufacture or purchase of the components required for system development and for building the demonstrator vehicles;
Involved partners: DaimlerChrysler, Johnson Matthey, Volkswagen and Zeuna Stärker;
Task 3 "System development" consisted of the application-oriented development of inte-grated systems for the simultaneous reduction of NOx and particulate emissions from vehicles with DI engines;
Involved partners: DaimlerChrysler, FIAT and Volkswagen.
The organization of the technical work on three levels - basic work, components, systems de-velopment and demonstration - has proven to be fruitful on every step of the project and for each task. The conclusions on the technical and organizational performance of the project were predominantly positive. Only a few deviations from the original work programme occurred.
All overall objectives were reached within the project.
The demonstrator vehicles presented by the three vehicle manufacturers achieved the project objectives. The results also showed that more sophisticated injection equipment and engine management systems as well as DeNOx catalysts with higher NOx conversion rates will be necessary to comply with the more stringent EU IV exhaust emission standards. For heavier vehicles, particulate traps will have to be applied to fulfil the requirements.
The results shown in the DIDTREAT project were obtained only with one prototype vehicle per partner and it has to be considered that - for the application on a mass production scale - emission variations between different vehicles will exist. For this reason, engineering targets much lower than the project objectives exist. The DIDTREAT objectives can be considered in some way as engineering targets for the EU III exhaust emission standard, which will become effective in the year 2000. It can be concluded that the configuration of EGR and existing De-NOx catalysts will not be sufficient to comply with the more stringent EU IV exhaust emission standards.
More sophisticated injection equipment and engine management systems as well as DeNOx with higher NOx conversion rates are necessary to fulfil the EU IV exhaust emission standards. For heavier vehicles, particulate traps will have to be applied to fulfil the require-ments.
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