GT-SUITE Conference Nov 09 - Frankfurt Jonathan Talbot ...€¦ · Bowman Power Group Ltd....
Transcript of GT-SUITE Conference Nov 09 - Frankfurt Jonathan Talbot ...€¦ · Bowman Power Group Ltd....
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GT-SUITE Conference Nov 09 - Frankfurt
Jonathan Talbot-WeissPerformance Engineer
Bowman Power Group Ltd.Southampton, UK.
&
Ian ThompsonSchool of Mechanical and Aerospace Engineering
Queen's University Belfast
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Contents
• History of Turbocompounding HD Engines to 90s• Why?• Turbogenerating• Power balance• GT-Power• TG speed control• Test results• Conclusion
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History of Turbocompounding Heavy-Duty Engines to 90s
• Turbocharger– Alfred Büchi developed the first turbocharger (1909-1915)
• Mechanical Turbocompounding– Curtis Wright R-3550 cyclone (18 cylinder 55L) first ran
1937, >3500 engines built,– Allison V-1710 E27, development began in 1944 and stopped
in 1946,– Napier Nomad (12 cylinder 65L), first ran in 1949, cancelled
in 1955,– Cummins NH & V903, tested in 1981, improvements between
4.2% & 5.3%.– Scania launched their 12L DT engine
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Why?
Near term• Emissions legislation• Fuel economy requirements
Mid term• Fuel economy legislation• Power density
Long term• Sustainability• Ecological• Standard of living
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US Diesel Pump Prices (1994-2009, $ cents/US gal)
European Emission Limits for NOx and PM
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Turbogenerating
How?• High efficiency compressor and turbines
– Compressor efficiency 79% (peak)– Turbine efficiency 87% (peak)– Fixed NGV rings to allow on- engine optimisation without VGT– Wide operating efficiency range
• Turbogenerator speed control• Advances in E-machines & power electronics• Commercialisation of hybrid vehicles
Benefits• BSFC improvement of ~7% on Euro V engines• Maintains engine power with high EGR• Allows engine downsizing without power loss
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Power balance – typical HP EGR baseline
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Thermal Efficiency
=349kW/867kW
=40.2%
(Equiv to 210g/kWh)
Thermal Efficiency
=349kW/867kW
=40.2%
(Equiv to 210g/kWh)
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Power balance – with turbogenerator
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Thermal Efficiency
=349kW/808kW
=43.2%
(Equiv to 194g/kWh)
Thermal Efficiency
=349kW/808kW
=43.2%
(Equiv to 194g/kWh)
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Turbogenerating - HD engines for automotive applications
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Turbogenerating - HD engines for Genets'
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GT-Power – at Bowman
• Calibrate engine models• Design & optimise turbomachinery for specific engines
– Simulate future emissions– Investigate the influences of engine timing– Adjust turbomachinery capacities & TG speeds– Monitor PCP, PCT, E-max pressure & temperature– Set up DOEs
• Model different fuels• Model impact using different technologies
– Very high EGR rates (up to 55%), HP, LP or split
• Simulate different engine duties
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GT Power model - 12L using Biogas and Palm Oil
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GT Power model - Scania 12L Calibration
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Measured:• Manifolds• Cylinder pressure trace• Port CDs
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GT Power model - Scania 12L Test results
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Measurement Simulation Diff vs. actual result
Engine grid power (kW) 231.7 0.7%
TG power (kW) 28.3 3.7%
Total fuel power (kW) 566.2 0.1%
Turbocharger speed (krpm) 82.8 0.6%
Compressor reduced mass flow (kg.s-1.√K.MPa-1)
60.76 0.2%
Compressor pressure ratio 2.52 1.2%
TC Turbine reduced mass flow (kg.s-1.√K.MPa-1)
61.70 0.8%
TC Turbine expansion ratio 1.79 5.6%
TG Turbine reduced mass flow (kg.s-1.√K.MPa-1)
67.90 0.0%
TG turbine expansion ratio 1.72 5.5%
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GT Power model - Scania 12L Planned Work
• Optimise the turbochargers• Optimise the TG, its speed & impose a TG speed profile• Optimise the engine timing & CR• Explore further improvements to the engine i.e. CACs• Develop a generic vehicle model for transient analysis• Develop our DAQ to perform further calculations and
performance maps
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TG Speed Control - Ideal Conditions
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Streamlines are nicely aligned with the blade inlet
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TG Speed Control - Marginal Cond’s
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Stagnation streamline has now shifted round onto the pressure surface
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TG Speed Control - Speed Mismatch
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Flow is so badly mis-aligned that we have separated flow on the suction surface
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TG Speed Control – Speed Corrected
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Flow pattern is restored with the increase of speed.
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ResultsJohn Deere
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Base engine BSFC
BSFC with Turbogenerator
BSFC improvement
BS
FC
im
pro
ve
me
nt
John Deere test results from DEER funded project
9litre off road: 10% BSFC saving at full load across 1500-2100rpm band
Source:
John Deere
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Test Results
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Conclusion
It is critical to understand• Relationship between air mass flow, exhaust pressure with pumping
losses• Weighted profile of engine speed / torque requirements• Integration with / calibration of emission control system• On-vehicle packaging constraints
Keys factors to success are• High efficiency turbochargers to reduce impact of TG stage on pumping
loss of the engines• High efficiency TurboGen® and power electronics to make best use of
remaining exhaust energy• Closely matching TC & TG hardware to the engine AND application
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Conclusion
• Presentation– History turbocompounding– What turbogenerating– A GT-Power model– How Bowman optimises their models– Test results for other engines (public domain)
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25 November, 2009
Dr. Jonathan Talbot-Weiss
Performance Engineer
Bowman Power Group Ltd.
Southampton, UK.
E: [email protected] T: +44 (7866) 68887023
Thank You