Post on 12-May-2018
2005 Deer Conference 2005 Deer Conference August 21 August 21 -- 25, 2005 25, 2005 -- Chicago Chicago -- Illinois, USAIllinois, USA
THE POTENTIAL OF ELECTRIC EXHAUST GAS
TURBOCHARGING FOR HD DIESEL ENGINES
F. Millo, F. Mallamo, (POLITECNICO DI TORINO, ITALY)E. Pautasso
G. Dellora, G. Ganio Mego (IVECO S.P.A., ITALY)
J. Bumby, S. Crossland (UNIVERSITY OF DURHAM, UK)
O. Ryder (HOLSET TURBOCHARGERS, UK)
L. Jaeger, L. Montali (IVECOMOTORENFORSHUNG LTD, CH)
Presentation overview
• Introduction
• Contest
• Building the engine and vehicle model
• Analysis of possible fuel consumption
reductions and performance enhancements
• Conclusions
• Continuation
INTRODUCTION
THE AIM OF THE RESEARCH PROJECT WAS TO ANALYSE THE POTENTIAL OF AN ELECTRIC ASSISTED TURBOCHARGER FOR A HEAVY-DUTY DIESEL ENGINE, REPLACING THE CURRENT VARIABLE GEOMETRY TURBINE WITH A FIXED
GEOMETRY TURBINE AND CONNECTING TO THE TURBO SHAFT AN ELECTRIC MACHINE WHICH CAN OPERATE BOTH AS AN ELECTRIC MOTOR AND AS AN ELECTRIC GENERATOR
• Introduction
• Contest
• Building the engine and vehicle model
• Analysis of possible fuel consumption reductions and performance enhancements
• Conclusions
• Continuation
INTRODUCTIONTHE ELECTRIC MACHINE OPERATES AS A MOTORWHEN THE INTERNAL COMBUSTION ENGINE SPEEDS UP FROM IDLE AND AFTER GEAR SHIFTS IN ORDER TO HELP THE TURBOCHARGER TO ACCELERATE AND SO TO REDUCE THE TURBO-LAG, REDUCING PARTICULATE EMISSIONS DURING TRANSIENTS, ENHANCING THE ENGINE PERFORMANCE AND SO ALLOWING ENGINE DOWNSIZING.
• Introduction
• Contest
• Building the engine and vehicle model
• Analysis of possible fuel consumption reductions and performance enhancements
• Conclusions
• Continuation 0.5
1
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0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5time [s]
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OST
PR
ESS.
[bar
]
VGT
ELECTRIC. ASS.TURBO
THE ELECTRIC MACHINE OPERATES AS A GENERATOR WHEN IT IS POSSIBLE TO EXTRACT FROM THE EXHAUST GASES MORE ENERGY THAN THAT WHICH IS NECESSARY TO REACH THE TARGET BOOST PRESSURE.
THE ELECTRIC ENERGY WHICH IS PRODUCED IS PROVIDED TO THE VEHICLE ELECTRIC SYSTEM REDUCING THE ELECTRIC LOAD ON THE ALTERNATORS AND SO THE AUXIALIARY POWER REQUIREMENT, WITH AN OBVIOUS FUEL CONSUMPTION REDUCTION.
MOREOVER, THE TORQUE ABSORBED BY THE ELECTRIC MACHINE ALLOWS THE CONTROL OF THE TURBO SPEED, WITHOUT THE NEED FOR A WASTEGATE OR A VGT.
INTRODUCTION• Introduction
• Contest
• Building the engine and vehicle model
• Analysis of possible fuel consumption reductions and performance enhancements
• Conclusions
• Continuation
HOWEVER, THE POTENTIAL OF THIS KIND OF SYSTEM IS STRONGLY DEPENDENT ON THE DRIVING CYCLE (I.E. REGENERATION PERIODS WHEN THE ELECTRIC MACHINE OPERATES AS A GENERATOR SHOULD BE LONG ENOUGH TO PRODUCE AND STORE THE ENERGY THAT WILL BE REQUIRED TO SPEED-UP THE TURBOCHARGER DURING THE ACCELERATION TRANSIENTS OF THE INTERNAL COMBUSTION ENGINE).
THEREFORE, A DETAILED SIMULATION MODEL IS REQUIRED IN ORDER TO ASSESS THE SYSTEM POTENTIAL.
INTRODUCTION• Introduction
• Contest
• Building the engine and vehicle model
• Analysis of possible fuel consumption reductions and performance enhancements
• Conclusions
• Continuation
CONTEST:
THE ELEGT PROJECT
CONTRACT N° : 63083PROJECT N° : G3RD-CT-2002-00788
ACRONYM : ELEGTTITLE : ELectric Exhaust Gas Turbocharger
• RESEARCH PROJECT FUNDED BY THE RESEARCH DIRECTORATE OF THE EUROPEAN UNION COMMISSION
• MULTI NATIONAL / MULTI CULTURAL ORIENTED FINANCING, AIMED TO NATION BUILDING
• PROJECT IS PART OF THE 5th FRAMEWORK PROGRAMME (1998-2002), GROWTH PROGRAMME
• Introduction
• Contest
• Building the engine and vehicle model
• Analysis of possible fuel consumption reductions and performance enhancements
• Conclusions
• Continuation
CONTEST:
THE ELEGT PARTNERS
• PROJECT CO-ORDINATOR : IVECO S.p.A.
PARTNERS :• 1) IVECO S.p.A. (IVECO) I• 2) Iveco Motorenforschung LTD (IMF ) CH• 3) HOLSET Engineering LTD (Holset) UK• 4) Thien-E-motors LTD (Thien) A• 5) ATE GMBH (ATE) D• 6) University of Durham (Durham) UK
• Introduction
• Contest
• Building the engine and vehicle model
• Analysis of possible fuel consumption reductions and performance enhancements
• Conclusions
• Continuation
CONTEST:
ELEGT SCHEDULE AND FINANCING
• PROJECT START DATE : 2002-July-01
• DURATION : 48 months
• PROJECT END DATE : 2006-June-30
• FINANCING:
• EU COMMISSION: 1.45 MILLION EURO
• SWITZERLAND: 0.67 MILLION CHF
• INDUSTRY: 1.68 MILLION EURO
• More info at www.cordis.lu , www.aramis-research.ch
• Introduction
• Contest
• Building the engine and vehicle model
• Analysis of possible fuel consumption reductions and performance enhancements
• Conclusions
• Continuation
CONTEST:ELEGT PROJECT MAIN STEPS
• PREVIOUS FULL SYSTEM MODEL, SIMULINK BASED, REALIZED BY DURHAM UNIVERSITY
• SIMULINK MODEL PREDICTED BSFC REDUCTIONS RANGING FROM 5% TO 10% AT ON-HIGHWAY CYCLE BEST CASES REMOVING THE ALTERNATOR
• THE ELEGT GROUP BUILT THE FIRST GENERATION PROTOTYPE (MK1.0), BUT ALREADY DESIGNED THE 2nd GENERATION (MK2.0)
• ELEGT MK1.0 (ACTUALLY MK1.2) HAS BEEN RUN ON AENGINE TEST CELL ON JUNE 2005
• ELEGT MK2.0 NOT YET AVAILABLE (ENGINE TESTS SCHEDULED FOR FALL 2005)
• DETAILED INTERNAL COMBUSTION ENGINE MODEL COUPLED WITH SIMULINK MODEL OF ELECTRIC SUBSYSTEM REALIZED BY POLITECNICO DI TORINO FOR MK2.0
• Introduction
• Contest
• Building the engine and vehicle model
• Analysis of possible fuel consumption reductions and performance enhancements
• Conclusions
• Continuation
ELEGT Mk1.0: • ASYNCRONOUS, WATER COOLED;• TURBO ASSIST. MAX POWER 6,3 kW for 3s (15% duty cycle); • GENERAT. MODE ALLOWED ONLY INTERMITTENT.
CONTEST:ELEGT PROJECT MAIN STEPS
ELEGT Mk1.0
• Introduction
• Contest
• Building the engine and vehicle model
• Analysis of possible fuel consumption reductions and performance enhancements
• Conclusions
• Continuation
CONTEST:ELEGT PROJECT MAIN STEPS
ELEGT Mk2.0
ELEGT Mk2.0:
ENHANCED COOLING ALLOWS AN INCREASE IN MAX TEMP. AND CONTINOUS GENERATION, ENLARGED TURBINE HOUSING ALLOWS BIGGER ROTOR
• Introduction
• Contest
• Building the engine and vehicle model
• Analysis of possible fuel consumption reductions and performance enhancements
• Conclusions
• Continuation
CONTEST:ELEGT PROJECT MAIN STEPSELEGT MK1.2 ON ENGINE TEST RIG
• Introduction
• Contest
• Building the engine and vehicle model
• Analysis of possible fuel consumption reductions and performance enhancements
• Conclusions
• Continuation
BUILDING THE ENGINE AND VEHICLE MODEL
MAIN ENGINE FEATURES
CYCLE DIESEL 4 STROKE
N° CYLINDERS 6 IN LINE
DISPLACEMENT [dm3] 7.8 BORE [mm] 115 STROKE [mm] 125
COMPRESSION RATIO 17:1
MAXIMUM TORQUE [Nm] 1280 AT 1080 RPM MAXIMUM POWER [kW] 259 AT 2400 RPM
AIR INTAKE SYSTEM SINGLE STAGE
TURBOCHARGER (WITH VGT AND AFTERCOOLER )
IVECO CURSOR 8
• MAX. BMEP 20.6 BAR
• SPEC. OUTPUT 33 KW / dm3
SEVERAL DIFFERENT APPLICATIONS (E.G. TRUCKS, URBAN BUSES, HARVESTERS, ETC.).
CURRENTLY IN PRODUCTION HD DIESEL ENGINE (IVECO CURSOR 8) WITH VGT WAS USED AS A REFERENCE
• Introduction
• Contest
• Building the engine and vehicle model
• Analysis of possible fuel consumption reductions and performance enhancements
• Conclusions
• Continuation
INTERCOOLER
INTAKE MANIFOLD
EXHAUSTMANIFOLD
TURBOCHARGER
ENGINE CRANKSHAFT
CYLINDERS
8 ENGINE SPEEDS AND 5 LOAD LEVELS FOR A TOTAL OF 40 OPERATING POINTS USED FOR MODEL VALIDATION
0
5
10
15
20
25
700 1200 1700 2200n [rpm]
B.M
.E.P
. [ba
r]
COMPUTER SIMULATIONS WERE CARRIED OUT USING GT-POWER, A ONE-DIMENSIONAL CODE DEVELOPED BY GAMMA TECHNOLOGIES FOR ENGINE PERFORMANCE PREDICTION
• Introduction
• Contest
• Building the engine and vehicle model
• Analysis of possible fuel consumption reductions and performance enhancements
• Conclusions
• Continuation
BUILDING THE ENGINE AND VEHICLE MODEL
BUILDING THE ENGINE AND VEHICLE MODEL:ENGINE MODEL VALIDATION
FULL LOAD OPERATING CONDITIONS
AIR MASS FLOW BOOST PRESSURE
ENGINE EFFICIENCY BMEP
• Introduction
• Contest
• Building the engine and vehicle model
• Analysis of possible fuel consumption reductions and performance enhancements
• Conclusions
• Continuation
200400600800
100012001400
750 1000 1250 1500 1750 2000 2250 2500n [rpm]
AIR
FLO
W [
kg/h
]
EXP.SIM.
1
1.5
2
2.5
3
750 1000 1250 1500 1750 2000 2250 2500n [rpm]
BO
OST
PR
ESS.
[bar
]
EXPSIM
20253035404550
750 1000 1250 1500 1750 2000 2250 2500n [rpm]
ENG
. EFF
. [ %
]
EXP.SIM.
5
10
15
20
25
750 1000 1250 1500 1750 2000 2250 2500n [rpm]
BM
EP [b
ar ]
EXPSIM
BUILDING THE ENGINE AND VEHICLE MODEL:VEHICLE MODEL
SIMULATED VEHICLE :
URBAN BUS (12 tons UNLOADED, 16.5 tons FULL LOADED) AUTOMATIC GEARSHIFT WITH TORQUE CONVERTER
COUPLED ENGINE-VEHICLE MODEL VALIDATION
DRIVING CYCLE EXP. FUEL CONS. [L/100KM]
SIM. FUEL CONS. [L/100KM]
SORT1 49.2 ÷ 46.8 44.7 SORT2 42.2 ÷ 38.2 39.0
• Introduction
• Contest
• Building the engine and vehicle model
• Analysis of possible fuel consumption reductions and performance enhancements
• Conclusions
• Continuation
BUILDING THE ENGINE AND VEHICLE MODEL:ELEGT SYSTEM ARCHITECTURE
ALTERNATOR
ENGINE VEHICLE
TURBINE COMPRESSOR
ELECTRIC MACHINE
SUPERCAP.
DC/DC CONV.
ELECTRIC LOAD (24V)
DC BUS (350V)
ELECTRIC MACHINE CONTROL SYSTEM
• Introduction
• Contest
• Building the engine and vehicle model
• Analysis of possible fuel consumption reductions and performance enhancements
• Conclusions
• Continuation
BUILDING THE ENGINE AND VEHICLE MODEL:ELEGT SYSTEM ARCHITECTURE
SIMULINK MODEL OF ELECTRIC SUBSYSTEMS (UNIV. OF DURHAM) COUPLED WITH ENGINE AND VEHICLE GT-POWER MODEL (POLITECNICO DI TORINO)
ELECTRIC MACHINE CONTROL SYSTEM
ENERGY MANAGEMENT CONTROL SYSTEM
- ELECTRIC MACHINE - SUPERCAPACITORS - DC/DC CONVERTER
• Introduction
• Contest
• Building the engine and vehicle model
• Analysis of possible fuel consumption reductions and performance enhancements
• Conclusions
• Continuation
BUILDING THE ENGINE AND VEHICLE MODEL:ELECTRIC MACHINE MAIN FEATURES
TORQUE & POWER
CONST. TORQUE ( 1 Nm ) UP TO 60.000 rpm, CONST. POWER ( 6.3 kW ) UP TO 120.000 rpmMOTOR
USAGE
TORQUE & POWER
USAGE
VOLTAGE 350 VoltsMAXIMUM DESIGN SPEED
130.000 rpm
MOTOR/GENERATOR
MAXIMUM OVERSPEED
INTERMITTENT (3 s USE IN A 20 s CYCLE)
CONSTANT GENERATING POWER ( 7.6 kW )GENERATOR
CONTINUOUS
143.000 rpm
• Introduction
• Contest
• Building the engine and vehicle model
• Analysis of possible fuel consumption reductions and performance enhancements
• Conclusions
• Continuation
BUILDING THE ENGINE AND VEHICLE MODEL:ELEGT CONTROL SYSTEM
AT FIRST THE ELECTRICAL POWER GENERATED BY THE ELEGT SYSTEM IS USED TO CHARGE THE SUPERCAPACITORS. WHEN THEIR SOC (STATE OF CHARGE) IS HIGHER THAN 0.65 THEY START TO PROVIDE TO THE VEHICLE ELECTRIC SYSTEM THE POWER USUALLY GENERATED BY ONE ALTERNATOR.
IF THE SYSTEM GENERATES CONTINUOUSLY THE SOC LEVEL CONTINUES TO INCREASE. WHEN IT RISES ABOVE THE 0.85 LEVEL, ALSO THE SECOND ALTERNATOR ELECTRIC POWER CAN BE SAVED.
ON THE CONTRARY IF THE SYSTEM GENERATES DISCONTINUOUSLY OR DOESN’T GENERATE AT ALL THE SOC LEVEL DECREASES AND WHEN IT GOES BELOW A LOWER LIMIT THE LOAD REQUIRED TO THE SUPERCAPACITORS IS SET TO ZERO, AS, CONSEQUENTLY, THE POWER ADDED TO THE ENGINE.
THE INSTANTANEOUS ELECTRIC POWER PROVIDED BY THE ELEGT SYSTEM IS CALCULATED DURING THE WHOLE DRIVING CYCLE.
• Introduction
• Contest
• Building the engine and vehicle model
• Analysis of possible fuel consumption reductions and performance enhancements
• Conclusions
• Continuation
BUILDING THE ENGINE AND VEHICLE MODEL:ELEGT CONTROL SYSTEM• Introduction
• Contest
• Building the engine and vehicle model
• Analysis of possible fuel consumption reductions and performance enhancements
• Conclusions
• Continuation
0
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EN (2
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BOOST PRESS.
BOOST TARGET
MOTOR (1) OR GEN (2)
EXAMPLE OF CONTROL STRATEGY DURING THE FIRST 20 s OF THE HWFET DRIVING CYCLE
BUILDING THE ENGINE AND VEHICLE MODEL:ELEGT CONTROL SYSTEM• Introduction
• Contest
• Building the engine and vehicle model
• Analysis of possible fuel consumption reductions and performance enhancements
• Conclusions
• Continuation
EXAMPLE OF CONTROL STRATEGY DURING A PERIOD OF 80 s IN THE HWFET DRIVING CYCLE
0
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6
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300 320 340 360 380Time [s]
Pow
er [K
W]
0.00.20.40.60.81.01.21.41.61.82.02.2
SOC
- M
OTO
R O
R G
EN
POWER SAVING FOR I.C.E.Motor or GeneratorSOC
FROM THIS POINT SOC > 0.65, 1st ALTERNATOR CAN BE SWITCHED OFF
FROM THIS POINT SOC > 0.85, ALSO 2nd ALTERNATOR CAN BE SWITCHED OFF
• Introduction
• Contest
• Building the engine and vehicle model
• Analysis of possible fuel consumption reductions and performance enhancements
• Conclusions
• Continuation
ANALYSIS OF POSSIBLE FUEL CONSUMPTION REDUCTIONS AND PERFORMANCE ENHANCEMENTS
CONSIDERED DRIVING CYCLES
0
40
0 1100time [s]
[km
/h]
TRL08Bus in congested traffic
HWFETHighway Fuel Economy
0
50
0 1000time [s]
[km
/h]
TRL09Bus in non-congested traffic
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0 800time [s]
[km
/h]
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[km
/h]
CBDCentral Business District
0
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[km
/h]
TRL03Bus Lane
ANALYSIS OF POSSIBLE FUEL CONSUMPTION REDUCTIONS AND PERFORMANCE ENHANCEMENTS
3.2
4.2
0.0
3.0
5.4
0
1
2
3
4
5
6
7
CBD TRL03 TRL08 TRL09 HWFET
Fuel
con
sum
ptio
n re
duct
ion
[%]
SIMULATION RESULTS
FULL LOADED VEHICLE (16.5 tons)
• Introduction
• Contest
• Building the engine and vehicle model
• Analysis of possible fuel consumption reductions and performance enhancements
• Conclusions
• Continuation
ANALYSIS OF POSSIBLE FUEL CONSUMPTION REDUCTIONS AND PERFORMANCE ENHANCEMENTS
SIMULATION RESULTS
FULL LOADED VEHICLE (16.5 tons)
3.2
4.2
0.0
3.0
5.45.9
6.2
1.6
4.0
6.4
0
1
2
3
4
5
6
7
CBD TRL03 TRL08 TRL09 HWFET
Fuel
con
sum
ptio
n re
duct
ion
[%]
Original turbine mapsModified turbine maps
MODIFIED TURBINE MAPS
• Introduction
• Contest
• Building the engine and vehicle model
• Analysis of possible fuel consumption reductions and performance enhancements
• Conclusions
• Continuation
ANALYSIS OF POSSIBLE FUEL CONSUMPTION REDUCTIONS AND PERFORMANCE ENHANCEMENTS
SIMULATION RESULTS
FULL LOADED VEHICLE (16.5 tons)
5.9 6.2
4.0
6.4
4.55
2.8
5.3
0
1
2
3
4
5
6
7
CBD TRL03 TRL09 HWFET
Fuel
con
sum
ptio
n re
duct
ion
[%]
Alternator efficiency=55%Alternator efficiency=75%
ALTERNATOR AVER. EFFIC. 75% INSTEAD OF 55%
• Introduction
• Contest
• Building the engine and vehicle model
• Analysis of possible fuel consumption reductions and performance enhancements
• Conclusions
• Continuation
ANALYSIS OF POSSIBLE FUEL CONSUMPTION REDUCTIONS AND PERFORMANCE ENHANCEMENTS
TURBO LAG REDUCTION: TURBO SPEED
• Introduction
• Contest
• Building the engine and vehicle model
• Analysis of possible fuel consumption reductions and performance enhancements
• Conclusions
• Continuation
10000
30000
50000
70000
90000
110000
130000
0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5time [s]
TUR
BO
SPE
ED [
rpm
]
VGT
ELECTRIC. ASS.TURBO
ANALYSIS OF POSSIBLE FUEL CONSUMPTION REDUCTIONS AND PERFORMANCE ENHANCEMENTS
TURBO LAG REDUCTION: BOOST PRESSURE
• Introduction
• Contest
• Building the engine and vehicle model
• Analysis of possible fuel consumption reductions and performance enhancements
• Conclusions
• Continuation
0.5
1
1.5
2
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ESS.
[bar
]
VGT
ELECTRIC. ASS.TURBO
CONCLUSIONS
MAIN FINDINGS WERE THE FOLLOWINGS:
- THE ELEGT SYSTEM ALLOWS A FUEL CONSUMPTION REDUCTION FROM 1.5% TO 5.5% DEPENDING ON THE DRIVING CYCLE;
- THESE VALUES COULD BE INCREASED BY CONSIDERING AN “ON PURPOSE” DESIGNED TURBINE;
- FUEL SAVINGS ARE STILL APPRECIABLE EVEN IF BETTER EFFICIENCY ALTERNATORS ARE CONSIDERED;
- SUBSTANTIAL IMPROVEMENTS DURING THE ACCELERATION TRANSIENTS CAN BE ACHIEVED (ALREADY CONFIRMED BY FIRST EXPERIMENTAL TESTS ON MK 1.2 SYSTEM)
• Introduction
• Contest
• Building the engine and vehicle model
• Analysis of possible fuel consumption reductions and performance enhancements
• Conclusions
• Continuation
PROJECT CONTINUATION
• EXPERIMENTAL TESTS ON MK2.0
• SYSTEM OPTIMIZATION STUDY (TURBINE,
VEHICLE, SUPERCAPACITORS)
• FURTHER INVERTER DEVELOPMENT
• Introduction
• Contest
• Building the engine and vehicle model
• Analysis of possible fuel consumption reductions and performance enhancements
• Conclusions
• Continuation
Drivers‘ torque demand steps from 300 to 1100 Nm. Actual possible torque is limited by ECU (smoke limitation)
Load response WITHOUT support of ELEGT
0
200
400
600
800
1000
1200
0 1 2 3 4 5 6 7 8 9
Time [s]
Torq
ue [N
m]
0
1
2
3
Actual DM torque [Nm]Desired DM torque [Nm]Smoke limitation status
7 seconds
EXPERIMENTAL RESULTS (MK1.2 system)
Acceleration transient without ELEGT
( with the same Drivers‘ torque demand as before)Actual possible torque rises more rapidly as before
EXPERIMENTAL RESULTS (MK1.2 system) Acceleration transient with ELEGT
Load response WITH support of ELEGT
0
200
400
600
800
1000
1200
0 1 2 3 4 5 6 7 8 9Time [s]
DM
tor
que
[Nm
]
0
0.2
0.4
0.6
0.8
1
1.2
1.4
1.6
1.8
2
EM to
rque
[Nm
]
Actual DM torque (with Elegt)[Nm]Desired DM torque [Nm]Torque EM [Nm]Smoke limitation status
2 seconds