An Engine System Approach to Exhaust Waste … Non-Confidential An Engine System Approach to Exhaust...

Caterpillar Non-Confidential

An Engine System Approach to Exhaust Waste Heat Recovery

Principal Investigator: Richard W. KruiswykCaterpillar Inc.

DOE Contract: DE-FC26-05NT42423DOE Technology Manager: John FairbanksNETL Project Manager: Carl Maronde

DOE DEER ConferenceDearborn, MI.September 29, 2010

Note: This presentation does not contain any proprietary, confidential, or otherwise restricted information.


Disclaimer

The work described in this presentation, conducted under the Caterpillar / DOE cooperative research agreement, was conducted by the Technology and Solutions Division (T&SD) of Caterpillar Inc. The cooperative research described in the presentation was done to evaluate proof-of-concept for technologies that meet EPA 2010 on-highway emissions with the potential to improve peak brake thermal efficiency by 10%. Cursory consideration was given to which technologies may have some ability to be commercialized by the engine divisions of Caterpillar which have commercialization responsibility.

The process to validate technologies as commercially viable was not in the scope of the program, nor was it undertaken. Commercialization aspects such as cost/benefit analysis, reliability, durability, serviceability and packaging across multiple applications were only considered at a cursory level. Until such analysis is completed,any attempt to imply commercial viability as a result of the material in this presentation is not justified.

Copyright: ©2010 Caterpillar Inc. All Rights Reserved

Trademark: CAT, CATERPILLAR, their respective logos, “Caterpillar Yellow” and the “Power Edge” trade dress, as well as corporate and product identity used herein, are trademarks of Caterpillar and may not be used without permission.


AGENDA

• EWHR Program Objectives, Timeline, Scope

• Technical Developments

• Summary and Conclusions


Program Objective

Develop components, technologies, and methods torecover energy lost in the exhaust processes of aninternal combustion engine and utilize that energy toimprove engine thermal efficiency by 10% (i.e. from ~42% to ~46% thermal efficiency)

No increase in emissions rate

No reduction in power density

Compatible with anticipated aftertreatment


Phase 2

20062005

DefineRoadmap

2007

Phase 1

Validateroadmap

Phase 3

Mid-Program System Demo

Program Phases Per Contract

Program Timeline

Continue development of promising technologies2010

END OF PROGRAM

20092008

Originally planned as a 5 Phase Program

Truncated to 3 Phases – migration to Supertruck

Final program report Technologies developed

Key results & lessons learned


Ambient

Stack

Engine C15

A/C

LP Comp

HP Comp

LP Turb

HP Turb

DPF

CGICooler CGI

BrakePower

Ambient

Stack

Engine C15

A/C

LP Comp

HP Comp

LP Turb

HP TurbHP Turb

DPF

CGICooler CGI

BrakePower

HE

ApproachAn integrated system solution

to waste heat recovery

Numbers in ( ) indicate % increase in thermal efficiency from this component

Baseline C15 15.2L On-Highway Truck Engine

LPL (low pressure loop) configuration

Port Insul.(0.5%)

Piping(0.5%)

Intercooling(1.3%)

I/C

HP Turbine(2.0%)

LP Turbine(1.0%)Compressors

(0.7%)•Turbocompound or bottoming cycle: supplements engine power via electrical or mechanical connection to flywheel

Stack Recovery*(4.0%)

Strategy Optimization


Program Philosophy• “System” Solution

– Modular; “Best” elements can be carried to production

• Production-Viable Technologies

– Cost, Packaging, Manufacturing

• Broad Emissions Architecture Applicability

– Viable for HPL, LPL, or non-EGR solutions

– Compatible w/ Aftertreatment


AGENDA

• EWHR Program Objectives, Timeline, Scope

• Technical Developments

• Summary and Conclusions


RND Gen1 vs Baseline Radial HP

0.68

0.7

0.72

0.74

0.76

0.78

0.8

0.82

0.84

0.6 0.65 0.7 0.75 0.8

Velocity Ratio, U/C

Turb

ine-

Mec

h Ef

f, T-

S, (

%)

Bsln

target

2%

HP Turbine Efficiency Target RND Gen1 vs Baseline Radial HP

0.68

0.7

0.72

0.74

0.76

0.78

0.8

0.82

0.84

0.6 0.65 0.7 0.75 0.8

Velocity Ratio, U/C

Turb

ine-

Mec

h Ef

f, T-

S, (

%)

Bsln

target

2%

RND Gen1 vs Baseline Radial HP

0.68

0.7

0.72

0.74

0.76

0.78

0.8

0.82

0.84

0.6 0.65 0.7 0.75 0.8

Velocity Ratio, U/C

Turb

ine-

Mec

h Ef

f, T-

S, (

%)

Bsln

target

2%

HP Turbine Efficiency Target

Technical Progress – HP Turbine +2%

Peak efficiency shift required for +2% engine thermal efficiency

Target: + 2% Engine Thermal Efficiency: • + 8% Turbine Stage Efficiency• Improved Exhaust Pulse Utilization

Technologies• RND turbine• Mixed Flow turbine


0.4000

0.4500

0.5000

0.5500

0.6000

0.6500

0.7000

0.7500

0.8000

0.8500

0.4000 0.5000 0.6000 0.7000 0.8000 0.9000 1.0000 1.1000

5%

Imperial College Test Data

Gas Stand Test Results

Base TurbineRND Turbine

Velocity ratio, U/C

Tur

bine

Aer

o ef

ficie

ncy

(T-S

)

0.4000

0.4500

0.5000

0.5500

0.6000

0.6500

0.7000

0.7500

0.8000

0.8500

0.4000 0.5000 0.6000 0.7000 0.8000 0.9000 1.0000 1.1000

5%




0.4000

0.4500

0.5000

0.5500

0.6000

0.6500

0.7000

0.7500

0.8000

0.8500

0.4000 0.5000 0.6000 0.7000 0.8000 0.9000 1.0000 1.1000

5%




Velocity ratio, U/C

Tur

bine

Aer

o ef

ficie

ncy

(T-S

)


+

Technology 1 – Radial, Nozzled, Divided (RND) Turbine• High efficiency turbine wheel • Nozzled and divided turbine housing

• + 5-6% turbine efficiency• Full map width benefits


BSFC ∆ - RND vs Base Radial Turbine

1.3

1.6

0.4

2.2

2.2

1.1

3.0

1.7

1.0

0.0

500.0

1000.0

1500.0

2000.0

2500.0

3000.0

900 1100 1300 1500 1700 1900 2100

SPEED

LOA

D

Engine Speed

Eng

ine

Loa

d

0

0.5

1

1.5

2

2.5

3

3.5

800 1000 1200 1400 1600 1800 2000

ENGINE SPEED (rpm)

TIM

E (s

ec)

0

5

10

15

20

25

30

35

40

Peak

Sm

oke

Opa

city

, %

Engine Speed

Res

pons

e T

ime

Smok

e

Response TestingBSFC - % Improvement with RND Turbine

30% improvement in response

BslnRND

BSFC ∆ - RND vs Base Radial Turbine

1.3

1.6

0.4

2.2

2.2

1.1

3.0

1.7

1.0

0.0

500.0

1000.0

1500.0

2000.0

2500.0

3000.0

900 1100 1300 1500 1700 1900 2100

SPEED

LOA

D

Engine Speed

Eng

ine

Loa

d

0

0.5

1

1.5

2

2.5

3

3.5

800 1000 1200 1400 1600 1800 2000

ENGINE SPEED (rpm)

TIM

E (s

ec)

0

5

10

15

20

25

30

35

40

Peak

Sm

oke

Opa

city

, %

Engine Speed

Res

pons

e T

ime

Smok

e

Response TestingBSFC - % Improvement with RND Turbine

30% improvement in response

BslnRND


+

Technology 1 – Radial, Nozzled, Divided (RND) Turbine• High efficiency turbine wheel • Nozzled and divided turbine housing

Durability testing underway• Successful completion of nozzle ring thermal cycle test

On-Engine Test Results: Single-stage turbo HPL EGR engine


0.4000

0.4500

0.5000

0.5500

0.6000

0.6500

0.7000

0.7500

0.8000

0.8500

0.40000 0.50000 0.60000 0.70000 0.80000 0.90000 1.00000 1.10000

Velocity ratio, U/C

Tur

bine

Aer

o ef

ficie

ncy

(T-S

)

5%



Base TurbineMixed Flow Turbine

0.4000

0.4500

0.5000

0.5500

0.6000

0.6500

0.7000

0.7500

0.8000

0.8500

0.40000 0.50000 0.60000 0.70000 0.80000 0.90000 1.00000 1.10000

Velocity ratio, U/C

Tur

bine

Aer

o ef

ficie

ncy

(T-S

)

5%



Base TurbineMixed Flow Turbine


Technology 2 – Mixed Flow Turbine• Nozzle-less, divided volute

• + 2-3% turbine efficiency• Efficiency peak at lower U/C a improved exhaust pulse utilization

• + 5-6% efficiency at lower U/C

radial mixed flowradial mixed flowfirst-pass


BSFC ∆ - Mixed Flow vs Radial HP Turbine

1.3

1.5

1.4

3.1

1.3

1.1

0.4

2.6

-0.2

-0.1

-0.6

0.0

200.0

400.0

600.0

800.0

1000.0

1200.0

1400.0

1600.0

1800.0

900 1100 1300 1500 1700 1900 2100

SPEED

LOA

D

Engine Speed

Eng

ine

Loa

d

BSFC - % Improvement with Mixed Flow TurbineBSFC ∆ - Mixed Flow vs Radial HP Turbine

1.3

1.5

1.4

3.1

1.3

1.1

0.4

2.6

-0.2

-0.1

-0.6

0.0

200.0

400.0

600.0

800.0

1000.0

1200.0

1400.0

1600.0

1800.0

900 1100 1300 1500 1700 1900 2100

SPEED

LOA

D

Engine Speed

Eng

ine

Loa

d

BSFC - % Improvement with Mixed Flow Turbine


On-Engine Test Results: Series turbo LPL EGR engine

Engine Speed

Eng

ine

Loa

d

Technology 2 – Mixed Flow Turbine• Nozzle-less, divided volute

radial mixed flowradial mixed flowfirst-pass

• 1 to 1.5% fuel economy benefit at low and mid speed range where exhaust pulse energy is significant

Development of mixed-flow, nozzled, divided turbine is underway

BSFC - % Improvement with Mixed Flow Turbine


0.68

0.7

0.72

0.74

0.76

0.78

0.8

0.82

0.84

0.65 0.7 0.75 0.8 0.85 0.9

Velocity Ratio, U/C

Turb

-Mec

h E

ff, T

-S

2%

0.68

0.7

0.72

0.74

0.76

0.78

0.8

0.82

0.84

0.65 0.7 0.75 0.8 0.85 0.9

Velocity Ratio, U/C

Turb

-Mec

h E

ff, T

-S

2%

EWHR LP

BSLN LP

Gas Stand Turbine Efficiencies

0.68

0.7

0.72

0.74

0.76

0.78

0.8

0.82

0.84

0.65 0.7 0.75 0.8 0.85 0.9

Velocity Ratio, U/C

Turb

-Mec

h E

ff, T

-S

2%

0.68

0.7

0.72

0.74

0.76

0.78

0.8

0.82

0.84

0.65 0.7 0.75 0.8 0.85 0.9

Velocity Ratio, U/C

Turb

-Mec

h E

ff, T

-S

2%

EWHR LP

BSLN LP


• + 4% peak turbine efficiency


Velocity Ratio, U/C

Turb

ine-

Mec

hani

cal E

ff, T

-S

0.68

0.7

0.72

0.74

0.76

0.78

0.8

0.82

0.84

0.65 0.7 0.75 0.8 0.85 0.9

Velocity Ratio, U/C

Turb

-Mec

h E

ff, T

-S

2%

0.68

0.7

0.72

0.74

0.76

0.78

0.8

0.82

0.84

0.65 0.7 0.75 0.8 0.85 0.9

Velocity Ratio, U/C

Turb

-Mec

h E

ff, T

-S

2%

EWHR LP

BSLN LP


0.68

0.7

0.72

0.74

0.76

0.78

0.8

0.82

0.84

0.65 0.7 0.75 0.8 0.85 0.9

Velocity Ratio, U/C

Turb

-Mec

h E

ff, T

-S

2%

0.68

0.7

0.72

0.74

0.76

0.78

0.8

0.82

0.84

0.65 0.7 0.75 0.8 0.85 0.9

Velocity Ratio, U/C

Turb

-Mec

h E

ff, T

-S

2%

EWHR LP

BSLN LP




0.68

0.7

0.72

0.74

0.76

0.78

0.8

0.82

0.84

0.65 0.7 0.75 0.8 0.85 0.9

Velocity Ratio, U/C

Turb

-Mec

h E

ff, T

-S

2%

0.68

0.7

0.72

0.74

0.76

0.78

0.8

0.82

0.84

0.65 0.7 0.75 0.8 0.85 0.9

Velocity Ratio, U/C

Turb

-Mec

h E

ff, T

-S

2%

EWHR LP

BSLN LP


0.68

0.7

0.72

0.74

0.76

0.78

0.8

0.82

0.84

0.65 0.7 0.75 0.8 0.85 0.9

Velocity Ratio, U/C

Turb

-Mec

h E

ff, T

-S

2%

0.68

0.7

0.72

0.74

0.76

0.78

0.8

0.82

0.84

0.65 0.7 0.75 0.8 0.85 0.9

Velocity Ratio, U/C

Turb

-Mec

h E

ff, T

-S

2%

EWHR LP

BSLN LP



0.68

0.7

0.72

0.74

0.76

0.78

0.8

0.82

0.84

0.65 0.7 0.75 0.8 0.85 0.9

Velocity Ratio, U/C

Turb

-Mec

h E

ff, T

-S

2%

0.68

0.7

0.72

0.74

0.76

0.78

0.8

0.82

0.84

0.65 0.7 0.75 0.8 0.85 0.9

Velocity Ratio, U/C

Turb

-Mec

h E

ff, T

-S

2%

EWHR LP

BSLN LP


0.68

0.7

0.72

0.74

0.76

0.78

0.8

0.82

0.84

0.65 0.7 0.75 0.8 0.85 0.9

Velocity Ratio, U/C

Turb

-Mec

h E

ff, T

-S

2%

0.68

0.7

0.72

0.74

0.76

0.78

0.8

0.82

0.84

0.65 0.7 0.75 0.8 0.85 0.9

Velocity Ratio, U/C

Turb

-Mec

h E

ff, T

-S

2%

EWHR LP

BSLN LP




Velocity Ratio, U/C

Turb

ine-

Mec

hani

cal E

ff, T

-S

Technical Progress – LP Turbine+1%Target: + 1% Engine Thermal Efficiency:

• + 6% Turbine Stage EfficiencyTechnology 1 – High Efficiency Axial Turbine

• +6% turbine efficiency verified – analysis, test• Packaging concerns w/ series turbos

Technology 2 – High Efficiency, Nozzled, Radial Turbine• Minimal impact on response – design freedom


1

1.2

1.4

1.6

1.8

2

2.2

2.4

2.6

2.8

0.1 0.15 0.2 0.25 0.3 0.35 0.4Flow

Pres

sure

Rat

io

0.620.66

0.70.720.740.76

0.70.80.81

0.82

• efficiency 1-1.5% > production• ½ of target achieved


0.78

1

1.2

1.4

1.6

1.8

2

2.2

2.4

2.6

2.8

0.1 0.15 0.2 0.25 0.3 0.35 0.4Flow

Pres

sure

Rat

io

0.620.66

0.70.720.740.76

0.70.80.81

0.82



1

1.2

1.4

1.6

1.8

2

2.2

2.4

2.6

2.8

0.1 0.15 0.2 0.25 0.3 0.35 0.4Flow

Pres

sure

Rat

io

0.620.66

0.70.720.740.76

0.70.80.81

0.82



0.78

Technical Progress – Compressors

+0.7%Target: + 0.7% Engine Thermal Efficiency:

• + 2.5% Compressor Stage Efficiencies

HP Technology – Highly backswept wheel w/ vaned diffuser


Target: + 4% Engine Thermal Efficiency• Stack recovery on baseline LPL engine• Turbocompound downselected

• Brayton Cycle investigated – packaging challenges

+4%Technical Progress – Stack Recovery

0.0%

1.0%

2.0%

3.0%

4.0%

5.0%

6.0%

7.0%

0 5 10 15 20 25 30

Backpressure (kPa)

BSF

C B

enef

it

85% Transmission Efficiency90% Transmission Efficiency95% Transmission Efficiency

Peak Torque Conditions

0.0%

1.0%

2.0%

3.0%

4.0%

5.0%

6.0%

7.0%

0 5 10 15 20 25 30

Backpressure (kPa)

BSF

C B

enef

it

85% Transmission Efficiency90% Transmission Efficiency95% Transmission Efficiency

Peak Torque ConditionsEngine Simulation Results Technologies

• Mechanical Turbocompound

• Electrical Turbocompound


• Robust, high-efficiency bearing is challenge

Target: + 4% Engine Thermal Efficiency• Stack recovery on baseline LPL engine


Technology 1 – Mechanical Turbocompound

50krpm

0.0

0.001

0.002

-0.001

-0.002

Instrumentation

Gas Stand

• Developed power turbine gas stand test method• Detailed shaft motion measurements

• Test Conditions• 5 bearing systems• Speeds from 25-60krpm

• Gas Stand Test Results• < 0.002” shaft motion• 80-84% aero efficiency

Shaft Motion Results


Target: + 4% Engine Thermal Efficiency• Stack recovery on baseline LPL engine


Technology 2 – Electrical Turbocompound

50krpm

0.0

0.001

0.002

-0.001

-0.002

Gas Stand

Instrumentation

• Concept 2 analysis results• Generator efficiencies > 96% • Peak rotor stress acceptable• Peak stator temperature acceptable• Peak magnet temperature acceptable• Bending critical speed acceptable

3rd Critical Speed (87 krpm)

Shaft11

5 10 1520 25 30

35 40 45Shaft1

47

-4

-3

-2

-1

0

1

2

3

4

0 2 4 6 8 10 12

Axial Location, inches

Shaf

t Rad

ius,

inc

hes

< >

Re(x)

Turbine

Motor / Generator

Compressor Turbine

Motor / Generator

Compressor

• Two concept designs developed / analyzed• Concept 1: Generator in front of compressor

• Rotordynamic / packaging challenges• Concept 2: Generator between wheels

• Thermal management challenges

Development Ongoing: TSB-Funded Program


Port Insul.(0.5%)

Piping(0.5%) Intercooling

(1.3%)

High Eff.HP Turbine(2.0%)

High Eff.LP Turbine(1.0%)Compressors

(0.7%)

Stack Recovery(4.0%)

* Turbocompound or Bottoming Cycle

Port Insul.(0.5%)

Port Insul.(0.5%)

Piping(0.5%)Piping(0.5%) Intercooling

(1.3%)Intercooling

(1.3%)



High Eff.LP Turbine(1.0%)


(0.7%)Compressors

(0.7%)






Summary


Thermal Eff. Improvement

Design point demo - target: +9.0%

“Mid-Program” Proof-of-Concept Demo*

*Not commercially validated

Design point demo - achieved: +7.0%

“Virtual” Demo:Engine Simulation using measured component performance maps

-0.7% • Used RND turbine• Mixed Flow ND will improve

-0.4% • Used radial turbine map (better packaging vs axial)-0.5%

• HP compressor ~ ½ of goal achieved• No change yet to LP compressor

-0.4% • Effect of lowercomponentefficiencies


Port Insul.(0.5%)

Piping(0.5%) Intercooling

(1.3%)



(0.7%)



Port Insul.(0.5%)

Port Insul.(0.5%)

Piping(0.5%)Piping(0.5%) Intercooling

(1.3%)Intercooling

(1.3%)



High Eff.LP Turbine(1.0%)


(0.7%)Compressors

(0.7%)






Summary


Thermal Eff. Improvement

Design point demo - target: +9.0%

“Mid-Program” Proof-of-Concept Demo*

*Not commercially validated

Design point demo - achieved: +7.0%

“Virtual” Demo:Engine Simulation using measured component performance maps

Without these elements, value of turbocompound is just 2%


Acknowledgements

Turbomachinery design consulting, component procurement and integration.

Turbomachinery design consulting & optimization.

Turbomachinery design consulting & optimization.

Caterpillar Thanks:

Electric turbocompound design consulting

Honeywell

ConceptsNREC

Turbo Solutions

Barber-Nichols Inc.

Gas stand testing of advanced turbomachinery components

Imperial College

On-engine testing of advanced turbomachinery components

Oak Ridge National Lab


Acknowledgements

• Department of Energy• Gurpreet Singh• John Fairbanks

• DOE National Energy Technology Laboratory• Carl Maronde

Caterpillar Thanks:

An Engine System Approach to Exhaust Waste … Non-Confidential An Engine System Approach to Exhaust...

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