eti 11 Turbocharging - University of...
Transcript of eti 11 Turbocharging - University of...
Engine Testing and Instrumentation 1
Turbo Charging
Engine Testing and Instrumentation 2
To increase the engine power
•increase the size of the engine (swept volume)
•increase the mass of the air/fuel charge compressed in the cylinders by using a supercharger or a turbocharger.
Engine Testing and Instrumentation 3
Increase the Engine Size
To increase the engine size, a greater mass of air/fuel is burnt.
Higher fuel costs as more fuel is burnt.
More mechanical losses
The engine is heavier/larger as the vehicle is carrying more load and the vehicle needs to be larger to take the engine.
At high altitudes, insufficient oxygen to burn the fuel, resulting in low power and black smoke.
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Supercharge
A supercharger increases the pressure of the air in the inlet manifold of the engine.
Greater than atmospheric pressure has a higher density i.e. moreoxygen.
Greater mass of air rushes into the cylinder to be burnt with the fuel. More power is generated at each engine speed.
But the supercharger is driven by the engine. A supercharger could increase a 200hp engine to a 275hp engine. It needs 50hp to operate therefore only increases the engine to 225hp.
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Turbocharge
A turbocharger acts in a similar way as a supercharger.It pressurises the air at the inlet manifold.
Greater mass of air is drawn into the cylinder to be burnt with the fuel. More power is generated.
Unlike the supercharger it is not driven by the engine. It uses the waste energy from the exhaust gas to drive a turbine wheel that is linked to the compressor through a shaft.
At high altitudes the turbocharger rotates faster to increase delivery of air to the engine to compensate. So a turbocharger maintains power from the engine and produces clean emissions.
Engine Testing and Instrumentation 6
Air Intercooler
Fitting a turbocharger and an air cooler can increase engine power even more.
An Intercooler removes the heat of compression between the stages of a compressor whereas an aftercooler reduces the temperature of the air leaving the compressor.
Delivering colder air means more oxygen per cylinder (cold air has a higher density than warm air) thus more engine power.
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To conclude, the benefits of turbocharging
•increased engine power output (upto 50% increase)
•improved fuel consumption (improved pressure balance across the engine)
•improved emissions
•altitude compensation
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Dual entry
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Dual entry
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Variable vane unit, note servo control
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Waste gate by-passA wastegate is to allow some of the exhaust to bypass the turbine when the set intake pressure is achieved
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How it works
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How it works
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Gas flow passages
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Rotor design
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Position within a passenger car
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Intercooler
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• Transient operation: small A/R ratio (nozzle area over turbine wheel diameter ) to get good acceleration
• Large loads: compressed pressure may exceed the pressure limit. Wastegate bypass is required.
• By altering the geometry of the turbine housing as the engine accelerates, the turbine's A/R ratio can be maintained at its optimum. (VGT )
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Structure and operating principle of VGT
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Garrett Variable Geometry TurbochargerVane mechanism
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Fixed nozzle end platesSets side vane clearance
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The integral designVane positions to ensure maximum efficiency and zero blade stall
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Efficiency vs. turbine flow
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‘Chubby vane design
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Position of vane in the housingSimple yet efficient design, zero vane cocking.
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Note the stepper motor and rack and pinionmechanism
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( )
( ) kgkJTTcwworkturbine
kgkJTTcwworkcompressor
pt
pc
/_
/_
43
12
−=
−=
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Torque curve shows limits to bmep caused by; allowable smoke, cylinder pressure, exhaust
temperature and turbo rev/min
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Engine & turbocharger characteristics ofa 6 cyl. 2.28 litre swirl chamber IDI diesel engine at full load
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Fuel consumption map for TC & NA versions of IDI 2.38 litre
TC
NA
Power increased, fuel consumption decreased with TC
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Torque & bfsc of NA & boosted 1.2 litre IDI
1=1.2 NA
2= 1.2, Roots blower
3= 1.2, Comprex
4=1.2, TC
5= 1.6 NA
Engine Testing and Instrumentation 33
Performance of medium speed TC after- cooled DI. (a) = V12 (b) = V8
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TC after-cooled DI, fuels with differing sulphur content
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Two stage TC after cooled quiescent-chamber DI. Boost ratio = 3, 14 litre
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Comparison of boost pressure between VGT and wastegate TC
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Comparison of pumping loss ~ between VGT and wastegate turbocharger (2000rev/min at 2.0 bar
BMEP)
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Base calculations are available on the net
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Benz map
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Turbocharger compressor performance map
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TC characteristic, with airflow requirements for engine superimposed with constant TC Speed and efficiency
lines also shown
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The effect of turbine matching upon compressor match
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A very Badly matched compressor !!
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Engine operating area superimposed on compressor map. Shows surge margin with reduced turbine
area.
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Torque curve shows limits to bmep caused by; allowable smoke, cylinder pressure, exhaust
temperature and turbo rev/min
Engine Testing and Instrumentation 56
Effect of charge air cooling (intercooler)
Engine Testing and Instrumentation 57
Engine Testing
for Research and Development
- Heavy Duty Application -
Engine Testing and Instrumentation 58
Engine TestingRequirements defined by legislation
14,40
0,02
0,1
0,15
0,36
1,1
5 7 9
Euro 0
Euro 1
Euro 2
Euro 3Euro Euro 4/II 4/I
2,0 3,50
US2007
Year EURO PM NOx1990 0 1,1* 14,41992 1 0,36 91995 2 0,15 72000 3 0,10 52005 4/I 0,02 3,52008 4/II 0,02 2
2007 US 0,01 0,5
Year EURO PM NOx1990 0 1,1* 14,41992 1 0,36 91995 2 0,15 72000 3 0,10 52005 4/I 0,02 3,52008 4/II 0,02 2
2007 US 0,01 0,5
Part
icle
[ g
/kW
h ]
NOx [ g/kWh ]
Development of legislation for Heavy Duty Engines in EuropeDevelopment of legislation for Heavy Duty Engines in Europe
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European Stationary Cycle (ESC)
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European Load Responce Cycle (ELR)
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European Transient Cycle (ETC)
Engine Speed
Engine Torque
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Engine TestingHeavy Duty Application
• Application packages for automatic
execution and evaluation of
emission tests ( EURO III, IV: ESC,
ELR, ETC, ISO 8178, EPA HDTC)
• Full Integration of Exhaust Gas Analyzer
and particulate measuring devices
Engine Testing and Instrumentation 63
Over view engine test stand
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Engine TestingTypes of Dynamometers
Tandem
Hydraulic
Eddy Current
AsynchronousDYNAS
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•Compact design
•High speed gradients
•Low wear and tear
•Robust, low-maintenance
•Torque measurement with flange
Dynamometer Series Dynas
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The Subsystem Dynamometer
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Power Ranges for Diesel Commercial Vehicle Applications
Torque (Nm) Leistung (kW)
Speed (rpm) 2500 3000 3500 4000 4500200015001000500
250
500
750
1000
5000
4800
2400
1200
3600
600
1800
3000
4200
670
670 kW
4400 Nm
570 3200 Nm
570 kW
2100 Nm400400 kW
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Torque Measuring Flange• Dynamically correct measurement
• Bearingless flange with IR signal transmission
• Frequency output60kHz ± 20kHz
• High overloadcapability (5x)
• Accuracy class0.1%, optional 0.05%
• Temperature range 0...70°C,optional –25°...80°C
• Deviation < 0,1% / 10K,optional < 0,05% / 10K
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Calibration of Torque Flange
• True torque calibration
• Measurement not influencedby mounting
• Electrical calibration check
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Inverter Configurationfor Engine Test Stands
Mains Mainsinverter
Machinesinverter
Load
Dynamo-meter
M3~
PowerFilter
Current
Absorbing Driving
Mechanical Power
Absorbing Driving
Electrical Power
Absorbing Driving
Engine
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Frequency Inverter4-Quadrant Inverter Unit
Incomingsupply Power filter
Mainsinverter
Machinesinverter
Machinesconnector
• Energy-recoveringIGBT inverter
• Fast vector control
• Standard power filter for best compatibility (EMC)
• Numerous surveillance and protection devices (for machine, cooling van etc.)
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Engine Testing Dynamometer and Engine Controller x-act
• Open standard interface to Automation Systems (CAN, Ethernet, RS 232)
• Variable Engine Control:- 0 ... 10V for mechanical throttle actuators- Electrical simulation of a pedal sensor- CAN Engine Interface including error
detection• Extensions (e.g. RLS) possible• Realtime Interface to Simulation Tools
(MATLAB / SIMULINK)• Drivers for AC, DC, Eddy current and
Hydraulic Dynamometers. Tandem applications supported
• Optimized and approved control algorithmus• Remote Service
Engine Testing and Instrumentation
x-actDE – Engine Control ModesStandard-Modes:• Idle: Idle• α / n: Engine: Throttle / Dyno: Speed• α / Md: Engine: Throttle / Dyno: Torque• α / Md(n): Engine: Throttle
Dyno: Md = a0 + a1*n + a2*n2 + I*dn/dt• Md / n: Engine: Torque / Dyno: Speed• n / Md: Engine: Speed / Dyno: Torque• n / Md(n): Engine: Speed / Dyno: Md(n)• X / n: Engine: user value X / Dyno: Speed• X / Md(n): Engine: user value X / Dyno: Md(n)• Start: starter control, starter simulation (AC)• Stop: engine stop sequenceRLS-Modes:• P / RLS Postion / Road load simulation• V / RLS Velocity / Road load simulation
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Engine Testing Dynamometer and Engine Controller x-act
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Engine TestingAutomation system x-mot
• PC-system with Windows-2000 operating system• multi-processor capable VME real time system• data base MS-ACCESS• evaluation with MS-EXCEL, ...
• up to 2000 channels (demand-/ actual values)• measuring rate 1 - 200 Hz/channel• powerful standard-I/O (analog/digital)• standard-driver for AK, SCPI, ASAM-protocols• standard-driver for special measuring systems
• CAN Bus -I/O module (max. 100Hz) formeasuring module for voltage, current, temperature (PT100, thermocoupler), pressure
• digital in/out, counter• parameters set by software• module diagnostic• CAN Bus interface (CAN open)
CAN-Bus
X-ACT
X-MOT600-system
CAN-I/O
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x-mot- system structure
CANBus
CANBus
RS232
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Software structur x-mot
Dec..CAN-I/O module
ASAM-ODS
ASAM-GDI*
CAN-Bus
High levelInterface
AK
RK512
ProfibusL2-DP *
ODBDDE
X-ONE-software platform
Test run- measurement- controlling- recording- displaying/reporting- monitoring- calculating
Test standconfiguration- configuration of.. periphery.. Channels
Systemconfiguration- projects- access rights
Testpreperation- edit/print.. demand values.. limits.. Visualization
Testresults- select- print- display- export- calculate
test dataExportVEGA
calibration
Enginecontrol unit
Ext. Datameasurement
Dec..Measuring modules D
Specialmeasuring system
EvaluationEXCEL
Test standcontrol PLC
EvaluationUNIPLOT
ACCESS-data baseWINDOWS2000
ASAM-ACI(ATF)
Serialsystem spec.Protocols
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ASAM / x-mot Integration
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Test Data Management
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Operator interface• visualization of all process data
• configurable process visualization
• control via mouse and hotkeys
• message system for events
• controllable by test shedule
• monitoring limits gaded into the display objects
X-MOT
Load point
Actuel values
Test managerMenue and hotkey
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Test shedule (steps, loops, conditions)
Program stepsfür each load pointdemand values,step time,subroutines,loops
Conditions for each step
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Evaluation
• Easy access to selected test data• Structured test data archiving• Open for ASAM-ODS evaluation tools
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Calibration System• Special calibration tool at the test stand
– Guided dialog to check and ajust all analoge inputs and devices– Display of actual values before/after ajustment for each checking point – Monitoring of maximum allowable measuring inaccuracy– Logging all important data ( measuring value, unit, measuing point,
worker name, date/time, frequency of checks, calibration reference, calibration regulation)
– Calibration logbook (who, when, what, was changed)– Generating of a calibration identifier as a reference for the test report– Generating of a calibration report/channel in Excel– Structured archiving of the calibration results and logbook– Expandable for a calibration management of an test field.
Engine Testing and Instrumentation 84
Calibration Tool (Dialog)
Diaplay of thecalibration dialog
Kalibrier-Tool
Struktur-Bereich1
For Help press F1 (Status)
Logbuch-Bereich
Status Datum/Uhrzeit Meldung Meßwert Benutzer Parameter
Dialog/Eingabe/Anzeige Bereich
Datei Bearbeiten Ansicht Extras Hilfe
Symbol-Leiste (Button)
Info 05.01.00 13:00 Login MaierInfo 05.01.00 13:17 Meßwert kalibriert T_Öl Maier
Prst005
T-ÖlT_KW_inT_KW_outp-Öl
CAN-I/O
Smoke
p-Abg
Struktur-Bereich2
Prst005
T-ÖlT_KW_inT_KW_outp-Öl
CAN-I/O
Konfiguration Prüfstand
Konfigurieren, abgleichender Prüfstandshardware mit der
Kalibrierkonfiguration
X-mot test standconfiguration
Calibration logbook
Window with all measuring channels
Ajustment of the test stand configuration with the calibration structur
Engine Testing and Instrumentation 85
Universal Measuring Modules Type D
Universal Measuring ModulesUniversal Measuring ModulesType D (8 channels)Type D (8 channels)for the measurement of
.. pressures DP, .. temperatures DT,
.. voltages or currents DCV
Universal Measuring Amplifier Universal Measuring Amplifier Type LAM002 (8 channels)Type LAM002 (8 channels)
for the measurement of .. Temperatures*,
.. voltages or .. currents (e.g. pressure)
(* thermocoupler need LKK, max 7 channels)
• Signal processing near to the sensor > higher accurancy• Setup via software > more flexibility• Digital input filter > better quality of the input signals• Calibation data stored in the module > fast exchangeability
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CAN I/O Modules
4 digital inputs
4 digital outputs
2 analog outputs 10V or 20mA
2 frequency counter 100kHz or pulse counter
Supply terminal block 24VDCCAN-coupler
- CANopen to 1MB/s
End terminal block
• Easy mounting in the cabinet
• Flexible and scalable
Engine Testing and Instrumentation 87
SCHENCK RICARDO HORIBA (SRH)Global Development with a Local Face
• More than 100 Software-Engineers available worldwide• Platform and all Automation System products developed and
supported by SRH• Special applications built for local markets
=> best fit to market and client needs• Local support through local application engineers• Application know-how from Ricardo and HORIBA
– > Engine application knowledge– > Emission measuring knowledge– >Engineering/Project management/– Service knowledge
Engine Testing and Instrumentation 88
HDD facility with CVS system
Dilution air filter rack
Exhaust inlet
Insulated primarydilution tunnel(insulation is option)
Engine Testing and Instrumentation 89
Multiple CFV´s
HDD CVS systems are now more likely to use multi-CFVDesign to give a wide variation in CVS flow rateand dilution.
A typical installation for suchA multiple CFV is shown here.
Such an arrangement would give 8 possible CVS flow rates.
Sample probes for bag samplesand other compounds areshown before the CFV section.
Engine Testing and Instrumentation 90
HDD CVS ComponentsCVS CalibrationFlow meter (LFE)
Heat exchanger
Engine Testing and Instrumentation 91
Secondary Tunnel and PM Filters
The smaller seconderydilution tunnel can be seen leading to theparticulate filters
Engine Testing and Instrumentation 92
Turbo charger considerations
Engine Testing and Instrumentation 93
Turbocharger compressor performance map
Engine Testing and Instrumentation 94
TC characteristic, with airflow requirements for engine superimposed with constant Tcspeed and efficiency lines also shown
Engine Testing and Instrumentation 95
The effect of turbine matching upon compressor match
Engine Testing and Instrumentation 96
A very Badly matched compressor !!
Engine Testing and Instrumentation 97
Engine operating area superimposed on compressor map. Shows surge margin with reduced turbine area.
Engine Testing and Instrumentation 98
Torque curve shows limits to bmep caused by; allowable smoke, cylinder pressure, exhaust temperature and turbo rev/min
Engine Testing and Instrumentation 99
Effect of charge air cooling (intercooler)
Engine Testing and Instrumentation 100
Engine & turbocharger characteristics of a 6 cyl. 2.28 litre swirl chamber IDI diesel engine at full load
Engine Testing and Instrumentation 101
Fuel consumption map for TC & NA versions of IDI 2.38 litre
TC
NA
Engine Testing and Instrumentation 102
Torque & bfsc of NA & boosted 1.2 litre IDI
1=1.2 NA
2= 1.2, Roots blower
3= 1.2, Comprex
4=1.2, TC
5= 1.6 NA
Engine Testing and Instrumentation 103
Performance of medium speed TC after-cooled DI. (a) = V12 (b) = V8
Engine Testing and Instrumentation 104
TC after-cooled DI, fuels with differing sulphur content
Engine Testing and Instrumentation 105
Two stage TC after cooled quiescent-chamber DI. Boost ratio = 3, 14 litre