BTE50% Project Tagung „Verbrennungsforschung in der Schweiz“ · US Supertruck program towards...

Gilles HardyInnovation Services - Simulation, Performance & Air Handling

Arbon, Switzerland

Contains confidential proprietary and trade secrets information of CNH Industrial. Any use of this work without express written consent is strictly prohibited.

Tagung „Verbrennungsforschung in der Schweiz“ ETH Zurich

BTE50% Project

24th June 2019

Footer 2

Overview

24th June 2019

Motivations

Efficiency Split Up

Brake Thermal Efficiency

Combustion

EGR Pump

E-Turbo

Conclusions

Footer 3

Motivations

Market Drivers

24th June 2019

Europe On-Road� 2025-2030 Light Duty and Heavy Duty CO2

Regulation (Vecto Monitoring). 30% CO2 reduction foreseen by 2030

� Upcoming Emission Regulation:

• 2021: final stages for Euro VI On-Road

� Future Emission Regulation:

• 2025: Euro VII On-Road

� Emission currently not Regulated

• 2025-2030: N2O, NO2, PM<23nm

US On-Road� GHG phase 2 (2021-2027) : 25% reduction from

phase1

Japan On-Road� CO2 regulation

Emission Regulation

Focus on:� PM city limits

� Diesel ban in some areas or highways

� Municipalities incentives for Hybrid and Zero Emissions Vehicles

� Bio-Agriculture with Hybrid and ZEV

Local Authorities

� Request for increased power density and performances

� Improved Fuel efficiency – TCO

� Weight Reduction

� Modularity

Customer

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Motivations

Emissions Compliance & In-Service Conformity

24th June 2019

Engin

e D

yno

Vehic

le

Step by step increasing focus on real driving emissions and lifetime Emissions compliance

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Motivations

US Supertruck program towards 55% BTE

U.S. Department of Energy SuperTruck program is a public-private partnership (284 million US$) that promotes R&D to improve the efficiency of long haul Class8 heavy-duty trucks.

In 2015:Committee to Review the 21st Century Truck Partnership, Phase 3Board on Energy and Environmental SystemsDivision on Engineering and Physical Sciences

• Cummins: 49.4% engine-only BTE demonstrated• Daimler: 50.2% engine + ORC BTE demonstrated• Volvo: 48.0% engine + Turbo-Compound BTE demonstrated• Navistar (DAF): 47.4% BTE engine only

� No indication of BS NOx engine out

� Max. Brake Thermal Efficiency (BTE) is an indication of the best efficiency of the engine in the best point only

� Some technologies like turbochargers can be tuned to perform well on the best point, but they could introduce disadvantages in terms of drivability, power and smoke during transients


Motivations

BTE50% project content

Three years Project initiated with help of BFE funding in order to investigate:

• Combustion

• Gas Exchange Efficiency

• WHR (e-Turbo and Power Turbine/e-TurboCompound)

Four Work Packages:

WP1: 1-D and 3-D led development of combustion chamber and T/C layout, Hardware PurchasingWP2: Development of Open piston bowl for low Heat loss including calibration WP3: Potential of EGR using EGR pump: steady state and dynamic control in engine mapWP4: 1-D investigation of WHR solution (e-Turbo, Power Turbine,…)

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Overview

24th June 2019

Motivations

Efficiency Split Up


Combustion

EGR Pump

E-Turbo

Conclusions

Footer 8

Efficiency split up

Formula

ηMech … Mechanical Efficiency (if >100%: ok) ηWall … Wall Heat Loss EfficiencyηComb … Combustion Efficiency ηGasEx ... Gas-Exchange Work Efficiency (if >100%: ok)

Pe ……. Brake Power (at flywheel) Pi ……. Indicated Power (Cylinder pressure)QFuel …. Fuel Energy QWall …. Total Wall Heat FluxPiHP ...... Ind.Power during high pr. Cycle PiLP ….. Ind.Power during low pr. cycle

24th June 2019

BTE =

Footer 9

Efficiency split up

Engine Map

24th June 2019

η mech.

η engine

η gas exch.

η comb. η wall HT

Challenge:

Wall Heat loss Efficiency and Gas Exchange + Mechanical Efficiencies at opposite end!!

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What are the Restrictions in Engine Map?

24th June 2019

Turbo Charger

Surging

Exhaust Gas

Temperature

Smoke

Friction

Mechanical

Structure

Combustion

Stability

Lower

Friction

Lower

wall loss

Improve

Combustion

Improve

Gas exchange


Overview

Motivations

Efficiency Split Up


Combustion

EGR Pump

E-Turbo

Conclusions



Engine Baseline

o The base engine used for the project is a 6 cylinders Cursor11 FEP2 Euro VI equipped with a high pressure EGR circuit. It is powering the Heavy-Duty Iveco Stralis vehicles. Rated power is 353 kW @ 1900 rpm and Torque is 2300 Nm @ 1200 rpm

o The base engine was used for the development of an open combustion chamber layout (New Bowl, enhanced injectors, Low-Swirl, Hi-CR…), High Peak cylinder Pressure, and a EGR Pump based on an Eaton Volumetric Pump. The upgraded base engine is called Cursor11 FEP2 EMPA

o A low friction package Cursor11 engine was developed at FPT-Arbon

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What is the State of the Art on a HD Diesel engine?

Approach for 1200x75% load

single stage T/C

Eng. Out: BS NOx = 10g/kWh

Mechanical

Efficiency

[%]

Gas Exchange

Efficiency

[%]

Combustion

Efficiency

[%]

Wall Heat Loss

Efficiency

[%]

Brake Thermal

Efficiency

[%]

EURO VI no EGR 93.1 % 99.0 % 55.7 % 84.9 % 43.6 %

BTE50% Vision w/ eTurbo 100.0 % 97.0 % 59.8 % 84.5 % 49.0 %

Delta (Opt.L-EGR – EURO VI) +1.9% point +0.0% point +3.6% point -0.4% point +3.6% point

Highest potential for further Brake Thermal Efficiency improvement:

Combustion and Mechanical losses

Opt.L-EGR without WHR 95.0 % 99.0 % 59.3 % 84.5 % 47.2 %

Delta (BTE50% - Opt.L-EGR) +5.0% point -2.0% point +0.5% point 0.0% point +2.3% point

24th June 2019


Overview

Motivations

Efficiency Split Up


Combustion

EGR Pump

E-Turbo

Conclusions

Footer 15

Combustion

Combustion Chamber Development for higher Compression Ratio

H205

Hi-Swirl inj cone = 145°Ob205

Lo-Swirl inj cone = 155°

Cursor 11 FEP2Piston H-bowl CR_20.50

Cursor 11 FEP2Piston Open-Bowl CR_20.50

H165

Hi-Swirl inj cone = 145°

Cursor 11 FEP2 (SCR-only)Piston H-bowl CR_16.50

24th June 2019

Converging nozzle holes

Standard CR High CR

� Lower swirl

� Increase free flame

travel till piston wall

� Late Injection

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Combustion

Two load points comparison for a sweep of NOx with EGR control

Two load points are compared: Sweet spot for 1350 rpm x 75% load and Cruise for 1200 x 38% load

24th June 2019

Load collective Fuel Consumption

RPM

Lo

ad

RPM

Lo

ad

Long Haul HD: Mission Measurements

1350x75%

1200x38%

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Combustion

75% Load (Sweet Spot): BSFC & BS Soot

RPM

Lo

ad

Open chamber @ BSNOx = 12g/kWh:BSFC improves by 2.0 g/kWh or 0.5% point BTE with same soot level

24th June 2019

1g /kWh

CR = 20.50

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Combustion

75% Load BSNOx = 12g/kWh (Sweet Spot): Efficiencies

RPM

Lo

ad

24th June 2019

PCP Mech. GasExch. Wall-Heat Comb. Total Comb+HT

[bar] Efficiency Efficiency Efficiency Efficiency Efficiency Efficiency

[%] [%] [%] [%] [%] [%]

Ob205 240.3 93.1 99.1 84.6 59.3 46.3 50.2

H205 254.5 92.8 99.2 84.1 59.2 45.8 49.8

delta -14.2 0.3 -0.1 0.5 0.1 0.5 0.4

CR = 20.50

Footer

RPM

Lo

ad

19

Combustion

38% Load (Cruise): BSFC & BS Soot

Open chamber @ BSNOx = 3g/kWh:BSFC improves by 3.5 g/kWh or 0.7% point BTE with soot increase but still below 0.01 g/kWh EU6 limit

Half NOx, same BSFC

24th June 2019

CR = 20.50

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Combustion

38% Load BSNOx = 3g/kWh (Cruise): Efficiencies

RPM

Lo

ad

PCP Prot Mech. GasExch. Wall-Heat Comb. Total Comb+HT

[bar] Efficiency Efficiency Efficiency Efficiency Efficiency Efficiency

[%] [%] [%] [%] [%] [%]

Ob205 145.1 93.5 96.7 79.8 60.0 43.3 47.9

H205 157.1 93.3 97.0 79.3 59.4 42.6 47.1

delta -12.0 0.2 -0.3 0.5 0.6 0.7 0.8

24th June 2019

CR = 20.50


Overview

Motivations

Efficiency Split Up


Combustion

EGR Pump

E-Turbo

Conclusions


EGR Pump

Cursor11 HP-EGR Configuration

Ch

arg

e A

ir C

oo

ler

EG

R C

oo

ler

EGR Valve

Non-Return Valve (NRV)

EGR

∆P Eng = P Boost – P Exh

∆P Eng < 0 :natural stream of EGR without NRV

EGR Valve fully open but no EGR

T/C

EGR control very challenging!!

More EGR > Smaller Turbine > More Back pressure > Gas Exchange Penalty

NRV allows EGR


EGR Pump

Motivations

Volumetric pump applied to a High Pressure loop EGR layout allows:

• EGR on-demand to improve the coupling between the ATS system and the engine

• Precise EGR flow control as it is mainly a function of the speed of the volumetric

pump

• Air Flow and EGR Control Decoupling allows the use of highly efficient

turbocharger

• The volumetric pump requires a limited amount of power as max. ∆P eng = ∆P pump

≈ 0.3 to 0.4 bar for HP-EGR layout. Electric power < 2kW required

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EGR Pump

Future BS NOx engine out / EGR / BS NOx Tail Pipe

24th June 2019

Current EU6

EU7 BS NOx = 0.1 g/kWh ?

California

ηATS: 99.7%@ BS NOx = 10g/kWh

99


EGR Pump

EMPA testbed: Eaton Blower & HP-EGR Configuration

Ch

arg

e A

ir C

oo

ler

EG

R C

oo

ler

EGR Valve

Eaton V250

Co

nd

itio

nin

g U

nit

T/C

EGR valve is kept open during normal operation.

NRV

The volumetric flow of EGR is theoretically a linear function of the EGR pump drive speed.


EGR Pump

BS NOx engine out effect on BSFC

BTE: 0.20-0.25% point increased per increased g/kWh of BSNOx


EGR Pump

Volumetric Blower: V250 to Gen2

Together with Eaton: lay down technical requirements for a EGR pump and building of a prototype (Gen2)EGR pump: optimised for low PR and inlet temperature > 80°C


EGR Pump

Volumetric Blower: Gen2 (TRL5)


EGR Pump

Volumetric Blower: Gen2 (TRL5)

V250A Gen2 (400cc)

Half Power Requirement with optimised pump


Overview

Motivations

Efficiency Split Up


Combustion

EGR Pump

E-Turbo

Conclusions


E-Turbo

GT Power simulation with e-Turbo (MGU-H in F1)

BTE PotentialCurrent: 1%Future: 1.5%


Overview

Motivations

Efficiency Split Up


Combustion

EGR Pump

E-Turbo

Conclusions


Conclusions

BTE in function of BS NOx engine out:

BTE: 0.20-0.25% point increase per additional g/kWh BSNOx engine out [4g/kWh < BSNOx < 14g/kWh]

@6 g/kWh: BTE = 48.0% is achievable with eTurbo@10 g/kWh: BTE = 49.0% is achievable with eTurbo@14 g/kWh: BTE = 50.0% is achievable with eTurbo

BTE Improvement Contribution:

Combustion: +3% point (EGR w/ Hi-pRail itself: 0.5% point)Mechanical / Engine Friction: +1.0% pointGas Exchange: +4% Total T/C efficiency > + 0.5% pointWHR (e-Turbo with high Voltage electrification): +1.5% pointWHR (ORC): +2.5% point


Acknowledgement

BFES. Renz, C. Alles

EMPAP. Soltic, T. Hilfiker

Politecnico di MilanoT. Lucchini

FPTH. Fessler, M. Harter, C. Straessle, G. Dellora, A. Milanesi, P. Scarth

BTE50% Project Tagung „Verbrennungsforschung in der Schweiz“ · US Supertruck program towards...

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