High Efficiency Turbocharger ApplicationsCarl RoemershauserSales EngineerMay 22, 2012

Why the Need for High Efficiency Turbocharger?

• Low emission requirements

• Operational issues at high ambientconditions

• Larger operating range

• Horsepower upgrade

• Obsolete

• Reliability Issues

Applications Engineering

• Develop engine air specifications

• Design upgrade matching (OEM and non-OEM)

• Ability to design match, test, and guarantee results

NPD Engineering Capabilities

• Aerodynamic & Stress load modeling

• FEA - Finite element analysis

Turbocharger Design

• FEA - Finite element analysis

• CFD - Computational fluid dynamics

• CAD - Computer-aided design

• CAM - Computer-aided mfg.

Tools• UGS Team center• UGS Nx6• ANSYS• CD-Adapco

Closed loop simulate actual on-engine conditions.

Two gas fired burners• Small Stand – Up to 500 gas horsepower• Large Stand – Up to 2000 gas horsepower

Live real time internet test monitoring

Engineered quality

Turbochargers Test & Validation

Engineered quality

Three types of tests available

• Mechanical

• Design Point

• Compressor Map

Engine and Turbocharger Combinations

• Cooper

ET24, ET18, ET13, CB13, ET11, CB11

• Elliott

H Model, L Model, G Model, HPO90, BC370

• Delaval

C17, C13, C10

• Clark –

• Currently upgradecomponents available

• Clark –

TCV, TLA, HBA, HRA

• ABB

VTR (Enterprise), VTC and TPS (CAT)

• Napier

NA250 (Low emission package on I-R KVS412’s)

• MAN

NA Model (Low emission package on Clark engines)

Engine and Turbocharger Combinations

• Cooper

ET24

- Cooper 2 & 4-cycle engines (2,400 – 12,500 Hp)

- One turbo supplies air for ~ 2,400-6,000 hp on a 2-cycle

- All 4-cycle LSV engine that use ET24’s only require one turbo

ET18

- Cooper 2 & 4-cycle engines (1,500 – 7,000 Hp)

- One turbo supplies air for ~ 1,500-3,000 hp on a 2-cycle engine

• Currently upgradecomponents available

- One turbo supplies air for ~ 1,500-3,000 hp on a 2-cycle engine

- Most 4-cycle LSV engine that use ET18’s only require one turbo

ET13

- Cooper GMVH-6 and Superior 825’s 12 & 16 cylinder

CB13

- Cooper GMVH-6C, GMV and GMW CleanBurn Conversions

- One turbo supplies air for ~ 800-1,500 hp on a 2-cycle engine

ET11 & CB11

- Superior 825’s 6 and 8 cylinder

Engine and Turbocharger Combinations

• Elliott

H-Model (H30, H35, H50, H56, H58)

- Enterprise- Fairbanks Morse (38TDD81/8)

- Ingersoll-Rand (410 KVT)- MEP

- Superior - Nordberg - Worthington

L-Model (L20, L40, L60)

- Enterprise - Nordberg

• Currently upgradecomponents available

- Ingersoll-Rand (412 KVS)

- Worthington

G-Model (BCO65 / BCO90)

- Enterprise- Ingersoll-Rand (410 KVR) - Nordberg

HPO90

- Cooper GMW/GMWA-10 w/ HPFi

- Superior 825’s 12 and 16 cylinder

- Upgrade of BC370 used on Superior “D” low emission package

Engine and Turbocharger Combinations

• Delaval

C17

- Enterprise

- Ingersoll-Rand (KVR616)

- Worthington (ML & SUTC)

C13

• Currently upgradecomponents available

C13

- Ingersoll-Rand (KVT512)

- Worthington

- Nordberg

C10

- Nordberg

Success Story One

• Unit Description• GMWH -10

• Equipped with HPFI

• HPO-90 turbocharger

• Non pre chamber

• 3 gr/bhp-hr permit

• Problem

• Turbocharger reliability

• Operating issues during high ambient condition• No waste-gate margin

• Problem maintaining air/fuel set-point

• Forced to operate with retarded ignition resulting in increased heat rate

Resolution

• New air specification created

• Upgrade turbocharger componentsbased on air spec

• Build and test turbocharger• Build and test turbocharger

• Field installation and testing

Results

• Increased air flow rate

• Maintain waste-gate margin of 19% at alloperating conditions at 100 deg ambient

• Increased reliability

Success Story Two• Clean burn three package for the GMV and W330 engines

Emissions• .5 g/bhp-hr NOx

• .9 g/bhp-hr CO

• .5 g/bhp-hr VOC

• .3 g/bhp-hr CH2O

• Ambient horsepower up-rate available at 100 deg F

• Large operating range available• 80-100% RPM

• 70-100% Torque

• Lower Heat rate - 6,300 btu/bhp-hr

16W330-C3

New and Improved Turbochargers

Lower Available Energy

New Aero Package

Design Point Efficiencies

Compressor Efficiency = 87%

Turbine Efficiency = 83% Turbine Efficiency = 83%

Overall Adiabatic Efficiency > 70%

Surge Margin ≥ 30%

World Class Efficiency

New Delaval CR-17 Turbocharger & Elliott CRO-90 Turbocharger

• New Delaval CR-17 Turbocharger & Elliott CRO-90 Turbocharger

• Advantages

– Low installation cost

– Increased efficiency

– Larger operating envelop

Upgrade Experience 2005-present

Turbocharger Model # of design codes

ET11 2

ET13 1

CB13 15

ET18 42

ET24 14

H50 7

BC370H 12

HP090 4

CRO90 2

C17 10

Total 109

Summary

• Proper turbocharger match is essential to maximize engineperformance

• High efficiency Turbochargers are required to meet demands ofmodern engines

• Critical steps to success

• Air specification• Air specification

• Turbocharger design

• Testing before installation