The electrification of conventional drives offers great potential for CO₂ reduction. Electrification can mean a lot, from a simple heating catalytic converter to a fully hybrid powertrain. While the latter is particularly useful and widespread in gasoline engines, the diesel engine mainly  can make use from the aforementioned micro-hybridization which promises great potential, but also requires research.

Under micro-hybridization is understood by and large electrical systems in otherwise conventional powertrains that contribute not, or only indirectly to torque formation. These are, for example, heating catalysts in the aftertreatment, electric turbochargers, electric water pumps and the like. They can achieve improved consumption and reduction of pollutant emissions. Due to the strong interaction with the engine process, there is also a considerable need for research.

The research of such hybrid solutions is always based on simulations to cope with the strong systemic problem. Depending on the concept, more or less complex supplementary measurements are required. In any case, the simulations have to depict large parts of the overall systemto enable a well-founded assessment of electrification measures. The FVT uses its own but also commercial tools, which are specifically extended depending on the task.

The challenges of the measurement exist, as in the simulation, in the strong interaction of the systems, but especially in the additional power supply of the electrical components. It is always DC high current and sometimes high voltage DC. In the FVT corresponding systems are in use, which serve as flexible and highly dynamic DC sources and sinks (so-called battery simulator). The most powerful system can cover a range of 1000V and 600A with a power of 250kW.

There is a focus on the topics of electrical ancillaries and on the subject of electrical thermal management of the exhaust aftertreatment of diesel engines. Electrical ancillaries allow for demand-driven operation without compromise design. From this it is always possible to generate a consumption advantage but, depending on the aggregate, emission advantages can also be achieved.

Electrically assisted thermal management of exhaust gas aftertreatment is expected to be widely used in series production with the next European emission level EU7. Electric heating catalysts with a voltage level of 48V allow a sufficiently fast reaching of the conversion temperature, while representing a favorable solution in terms of additional consumption as well.