eti 11 turbocharging - university of...

Engine Testing and Instrumentation 1

Turbo Charging

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.

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.

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.

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.

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.

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

Dual entry

Variable vane unit, note servo control

Waste gate by-passA wastegate is to allow some of the exhaust to bypass the turbine when the set intake pressure is achieved

How it works

Gas flow passages

Rotor design

Position within a passenger car

Intercooler

• 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 )

Structure and operating principle of VGT

Garrett Variable Geometry TurbochargerVane mechanism

Fixed nozzle end platesSets side vane clearance

The integral designVane positions to ensure maximum efficiency and zero blade stall

Efficiency vs. turbine flow

‘Chubby vane design

Position of vane in the housingSimple yet efficient design, zero vane cocking.

Note the stepper motor and rack and pinionmechanism

( ) kgkJTTcwworkturbine

kgkJTTcwworkcompressor

Torque curve shows limits to bmep caused by; allowable smoke, cylinder pressure, exhaust

temperature and turbo rev/min

Engine & turbocharger characteristics ofa 6 cyl. 2.28 litre swirl chamber IDI diesel engine at full load

Fuel consumption map for TC & NA versions of IDI 2.38 litre

Power increased, fuel consumption decreased with TC

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

Performance of medium speed TC after- cooled DI. (a) = V12 (b) = V8

TC after-cooled DI, fuels with differing sulphur content

Two stage TC after cooled quiescent-chamber DI. Boost ratio = 3, 14 litre

Comparison of boost pressure between VGT and wastegate TC

Comparison of pumping loss ~ between VGT and wastegate turbocharger (2000rev/min at 2.0 bar

Base calculations are available on the net

Benz map

Turbocharger compressor performance map

TC characteristic, with airflow requirements for engine superimposed with constant TC Speed and efficiency

lines also shown

The effect of turbine matching upon compressor match

A very Badly matched compressor !!

Engine operating area superimposed on compressor map. Shows surge margin with reduced turbine

Torque curve shows limits to bmep caused by; allowable smoke, cylinder pressure, exhaust

temperature and turbo rev/min

Effect of charge air cooling (intercooler)

Engine Testing

for Research and Development

- Heavy Duty Application -

Engine TestingRequirements defined by legislation

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

NOx [ g/kWh ]

Development of legislation for Heavy Duty Engines in EuropeDevelopment of legislation for Heavy Duty Engines in Europe

European Stationary Cycle (ESC)

European Load Responce Cycle (ELR)

European Transient Cycle (ETC)

Engine Speed

Engine Torque

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

Over view engine test stand

Engine TestingTypes of Dynamometers

Tandem

Hydraulic

Eddy Current

AsynchronousDYNAS

•Compact design

•High speed gradients

•Low wear and tear

•Robust, low-maintenance

•Torque measurement with flange

Dynamometer Series Dynas

The Subsystem Dynamometer

Power Ranges for Diesel Commercial Vehicle Applications

Torque (Nm) Leistung (kW)

Speed (rpm) 2500 3000 3500 4000 4500200015001000500

670 kW

4400 Nm

570 3200 Nm

570 kW

2100 Nm400400 kW

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

Calibration of Torque Flange

• True torque calibration

• Measurement not influencedby mounting

• Electrical calibration check

Inverter Configurationfor Engine Test Stands

Mains Mainsinverter

Machinesinverter

Dynamo-meter

PowerFilter

Current

Absorbing Driving

Mechanical Power

Absorbing Driving

Electrical Power

Absorbing Driving

Engine

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.)

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

Engine Testing Dynamometer and Engine Controller x-act

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-MOT600-system

CAN-I/O

x-mot- system structure

CANBus

Software structur x-mot

Dec..CAN-I/O module

ASAM-ODS

ASAM-GDI*

CAN-Bus

High levelInterface

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

ASAM / x-mot Integration

Test Data Management

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

Load point

Actuel values

Test managerMenue and hotkey

Test shedule (steps, loops, conditions)

Program stepsfür each load pointdemand values,step time,subroutines,loops

Conditions for each step

Evaluation

• Easy access to selected test data• Structured test data archiving• Open for ASAM-ODS evaluation tools

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.

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

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

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

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

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

HDD facility with CVS system

Dilution air filter rack

Exhaust inlet

Insulated primarydilution tunnel(insulation is option)

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.

HDD CVS ComponentsCVS CalibrationFlow meter (LFE)

Heat exchanger

Secondary Tunnel and PM Filters

The smaller seconderydilution tunnel can be seen leading to theparticulate filters

Turbo charger considerations

Turbocharger compressor performance map

TC characteristic, with airflow requirements for engine superimposed with constant Tcspeed and efficiency lines also shown

The effect of turbine matching upon compressor match

A very Badly matched compressor !!

Engine operating area superimposed on compressor map. Shows surge margin with reduced turbine area.

Torque curve shows limits to bmep caused by; allowable smoke, cylinder pressure, exhaust temperature and turbo rev/min

Effect of charge air cooling (intercooler)

Engine & turbocharger characteristics of a 6 cyl. 2.28 litre swirl chamber IDI diesel engine at full load

Fuel consumption map for TC & NA versions of IDI 2.38 litre

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

Performance of medium speed TC after-cooled DI. (a) = V12 (b) = V8

TC after-cooled DI, fuels with differing sulphur content

Two stage TC after cooled quiescent-chamber DI. Boost ratio = 3, 14 litre

eti 11 turbocharging - university of...

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