the potential of elelcltric exhaust gas turbocharging for ... · the potential of electric exhaust...

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


• 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



• Conclusions

• Continuation 0.5

1

1.5

2

2.5

3

3.5

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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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



• 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



• 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



• 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



• 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



• 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



• 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.


ELEGT Mk1.0

• Introduction

• Contest



• Conclusions

• Continuation


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



• Conclusions

• Continuation

CONTEST:ELEGT PROJECT MAIN STEPSELEGT MK1.2 ON ENGINE TEST RIG

• Introduction

• Contest



• 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



• 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



• 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



• 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



• 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



• 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



• 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



• 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



• Conclusions

• Continuation

BUILDING THE ENGINE AND VEHICLE MODEL:ELEGT CONTROL SYSTEM• Introduction

• Contest



• Conclusions

• Continuation

0

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MO

TOR

(1) O

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EN (2

)

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



• Conclusions

• Continuation

EXAMPLE OF CONTROL STRATEGY DURING A PERIOD OF 80 s IN THE HWFET DRIVING CYCLE

0

2

4

6

8

10

12

14

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



• 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

0

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0 800time [s]

[km

/h]

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[km

/h]

CBDCentral Business District

0

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0 1200time [s]

[km

/h]

TRL03Bus Lane


3.2

4.2

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3.0

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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



• Conclusions

• Continuation


SIMULATION RESULTS


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



• Conclusions

• Continuation


SIMULATION RESULTS


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



• Conclusions

• Continuation


TURBO LAG REDUCTION: TURBO SPEED

• Introduction

• Contest



• 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


TURBO LAG REDUCTION: BOOST PRESSURE

• Introduction

• Contest



• Conclusions

• Continuation

0.5

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BO

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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



• Conclusions

• Continuation

PROJECT CONTINUATION

• EXPERIMENTAL TESTS ON MK2.0

• SYSTEM OPTIMIZATION STUDY (TURBINE,

VEHICLE, SUPERCAPACITORS)

• FURTHER INVERTER DEVELOPMENT

• Introduction

• Contest



• 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

the potential of elelcltric exhaust gas turbocharging for ... · the potential of electric exhaust...

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