THE POTENTIAL OF ELECTRIC EXHAUST GAS TURBOCHARGING FOR … · GT-Suite Users International...
Transcript of THE POTENTIAL OF ELECTRIC EXHAUST GAS TURBOCHARGING FOR … · GT-Suite Users International...
GT-Suite Users International ConferenceFrankfurt a.M., October 10th 2005
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
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
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
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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
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
CONTEST:
THE ELEGT PROJECTELECTRIC EXHAUST GAS TURBOCHARGER
RESEARCH PROJECT FUNDED BY THE RESEARCH DIRECTORATE OF THE EUROPEAN UNION COMMISSION
• 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
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
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
INTERCOOLER
INTAKE MANIFOLD
EXHAUSTMANIFOLD
TURBOCHARGER
ENGINE CRANKSHAFT
CYLINDERS8 ENGINE SPEEDS AND 5 LOAD LEVELS FOR A TOTAL OF 40 OPERATING POINTS USED FOR MODEL VALIDATION
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• Introduction
• Contest
• Building the engine and vehicle model
• Analysis of possible fuel consumption reductions and performance enhancements
• Conclusions
BUILDING THE ENGINE AND VEHICLE MODEL
DETAILED GT-POWER MODEL
BUILDING THE ENGINE AND VEHICLE MODEL:ENGINE MODEL VALIDATION
FULL LOAD OPERATING CONDITIONS
AIR MASS FLOW TURBO SPEED
ENGINE EFFICIENCY BMEP
• Introduction
• Contest
• Building the engine and vehicle model
• Analysis of possible fuel consumption reductions and performance enhancements
• Conclusions
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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 INITIALLY VALIDATED
ON SIMPLE DRIVING CYCLES
COUPLED ENGINE-VEHICLE MODEL VALIDATION
DRIVING CYCLE EXP. FUEL CONS. [L/100KM]
SIM. FUEL CONS. [L/100KM]
SORT1 49.2 ÷ 46.8 47.7
SORT2 42.2 ÷ 38.2 42. 9
• Introduction
• Contest
• Building the engine and vehicle model
• Analysis of possible fuel consumption reductions and performance enhancements
• Conclusions
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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
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
BUILDING THE ENGINE AND VEHICLE MODEL:
ELECTRIC MACHINE MAIN FEATURES
350 VoltsVOLTAGE
130.000 rpmMAXIMUM DESIGN SPEED
MOTOR/GENERATOR
MAXIMUM OVERSPEED
USAGE
TORQUE & POWER
USAGE
TORQUE & POWER
143.000 rpm
CONTINUOUS
CONSTANT GENERATING POWER ( 7.6 kW )GENERATOR
INTERMITTENT (3 s USE IN A 20 s CYCLE)
CONST. TORQUE ( 1 Nm ) UP TO 60.000 rpm, CONST. POWER ( 6.3 kW ) UP TO 120.000 rpmMOTOR
• Introduction
• Contest
• Building the engine and vehicle model
• Analysis of possible fuel consumption reductions and performance enhancements
• Conclusions
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
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
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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 EXAMPLE OF CONTROL STRATEGY DURING A PERIOD OF 80 s IN THE HWFET DRIVING CYCLE
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Motor or Generator
SOC
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
ANALYSIS OF POSSIBLE FUEL CONSUMPTION REDUCTIONS AND PERFORMANCE ENHANCEMENTS
CONSIDERED DRIVING CYCLES
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HWFETHighway Fuel Economy
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ANALYSIS OF POSSIBLE FUEL CONSUMPTION REDUCTIONS AND PERFORMANCE ENHANCEMENTS• Introduction
• Contest
• Building the engine and vehicle model
• Analysis of possible fuel consumption reductions and performance enhancements
• Conclusions
SINCE THE DETAILED ENGINE MODEL IS APPROX. 250 TIMES SLOWER THAN REAL TIME, A MEAN VALUE MODEL WAS BUILT IN ORDER TO REDUCE THE COMPUTATIONAL TIME, BY COMBINING MULTIPLE CYLINDERS INTO A SINGLE MAP-BASED ONE, AS WELL AS SEVERAL INTAKE AND EXHAUST COMPONENTS INTO TWO MANIFOLD COMPONENTS.
ANALYSIS OF POSSIBLE FUEL CONSUMPTION REDUCTIONS AND PERFORMANCE ENHANCEMENTS• Introduction
• Contest
• Building the engine and vehicle model
• Analysis of possible fuel consumption reductions and performance enhancements
• Conclusions
IN ORDER TO PROPERLY TRAIN THE NEURAL NETWORKS WHICH ARE USED IN THE MEAN VALUE MODEL, A QUITE LARGE NUMBER (ABOUT 1000) OF OPERATING POINTS WERE SIMULATED WITH THE DETAILED MODEL, FOLLOWING A DOE LATIN HYPERCUBE SCHEME. THE INPUT VARIABLES FOR THE NEURAL NETWORKS WERE THE FOLLOWING: −− ENGINE SPEED (FROM 800 TO 2400 RPM), −− FUEL INJECTION RATE (FROM 15 TO 150 MG/CYCLE), −− INTAKE MANIFOLD PRESSURE (FROM 0,9 TO 2,8 BAR), −− EXHAUST MANIFOLD PRESSURE (FROM 1,1 TO 2,45 BAR).
AFTERWARDS, THE MEAN VALUE MODEL RELAIBILITY WAS TESTED BOTH UNDER STEADY STATE AND TRANSIENT OPERATING CONDITIONS
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ANALYSIS OF POSSIBLE FUEL CONSUMPTION REDUCTIONS AND PERFORMANCE ENHANCEMENTS
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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
ANALYSIS OF POSSIBLE FUEL CONSUMPTION REDUCTIONS AND PERFORMANCE ENHANCEMENTS
SIMULATION RESULTS
FULL LOADED VEHICLE (16.5 tons)
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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
ANALYSIS OF POSSIBLE FUEL CONSUMPTION REDUCTIONS AND PERFORMANCE ENHANCEMENTS
SIMULATION RESULTS
FULL LOADED VEHICLE (16.5 tons)
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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
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
• Conclusions10000
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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 0.5
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CONCLUSIONS
THANKS TO THE USE OF MEAN VALUE MODEL, THE ELEGT SYSTEM POTENTIAL COULD BE ASSESSED ALSO ON COMPLEX, REAL WORLD DRIVING CYCLES, LEADING TO THE FOLLOWING MAIN FINDINGS:
- 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
• Introduction
• Contest
• Building the engine and vehicle model
• Analysis of possible fuel consumption reductions and performance enhancements
• Conclusions
ACKNOWLEDGMENTS
THIS WORK HAS BEEN CARRIED OUT WITH THE FINANCIAL SUPPORT OF THE EUROPEAN COMMUNITY IN THE FRAMEWORK OF THE EUROPEAN COMMISSION “GROWTH”PROGRAMME.
CONTRACT N°: 63083
PROJECT N°: G3RD-CT-2002-00788
ACRONYM : ELEGT
TITLE : ELectric Exhaust Gas Turbocharger
• Introduction
• Contest
• Building the engine and vehicle model
• Analysis of possible fuel consumption reductions and performance enhancements
• Conclusions
GT-Suite Users International ConferenceFrankfurt a.M., October 10th 2005
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)