future passenger car r2s ch i s tcharging systems - usivtging vtg and · pdf...

Future Passenger Car R2S Ch i S t i VTGCharging Systems - using VTG and Low Pressure EGR?

GT-SUITE Conference 2008

Dr Frank SchmittDr. Frank Schmitt

Sebastian Howe

Philipp Wilkens

October 20, 2008

Contents

• Status on Regulated 2-Stage (R2S) Charging System

• Comparison of engine performance and fuel consumption of R2S System vs. VTG (Downsizing)

• Use of Variable Turbine Geometry in R2S Applications

• High Pressure EGR vs. Low Pressure EGR

• ConclusionsConclusions

Product Development Calculations and SimulationsDr. Frank Schmitt

2

Status in R2S™ - Regulated-2-Stage

EGR Valve

EGR Cooler

Charge Air Cooler

Regulating Valve

HP stage TurbineCompressor HP stage Turbo-gCompressor Bypass

HP stage Turbocharger

LP stage Turbo-charger with Bypass


3

R2S™ : Compressor Map

Overall pressure ratio


R2S™ - 2.0 L Passenger Car Application

Comparison of engine performance and fuel p g pconsumption

2 7L V6 Diesel with Mono VTG versus 2 0L Diesel I42.7L V6 Diesel with Mono VTG versus 2.0L Diesel I4 with Two Stage System R2S


5

Downsizing: R2S 2.0 L vs. VTG 2.7 L

Power

120

140

160

80

100

wer

[kW

]

VTG 2 7 L

20

40

60Pow VTG 2.7 L

R2S 2.0 L

0

20

0 1000 2000 3000 4000 5000 6000

engine speed [rpm]


6

engine speed [rpm]

Downsizing: R2S 2.0 L vs. VTG 2.7 L

Brake spec. Fuel consumption

270

280

290

g/kW

h] VTG 2.7 L

240

250

260

nsum

ptio

n [g R2S 2.0 L

210

220

230

spec

. fue

l con

200

210

0 1000 2000 3000 4000 5000 6000

engine speed [rpm]

s


7

engine speed [rpm]

VTG in R2S Applications

R2S™ Charging Systems with Variable Turbine Geometry:Geometry:

Driver:• Emission Concept to fulfill future Emission Legislation• Higher EGR rates• Higher Air-Fuel Ratio• Higher Air-Fuel Ratio• Fuel Consumption


8

VTG in R2S Applications

30

200 220 N /L

20

25

bar]

70-100 kW/L

200-220 Nm/L

150-180 Nm/LR2S with VTG

2-stage

1 stage15bm

ep [b

VTGSerial Sequential (R2S)

50-70 kW/L50-70 kW/L

1-stage

5

10

0 1000 2000 3000 4000 5000

q ( )Fixed Geometry Turbine (FGT)Parallel SequentialSerial Sequential (R2S) w ith VTG

0 1000 2000 3000 4000 5000

engine speed [rpm]


9

R2S Charging Systems

VTG in High Pressure Stage

or

VTG in Low Pressure Stage:


10

R2S Charging Systems: Variable Turbine in HP-Stage

BV40 Mass FLowChart

KP39 Mass Flow

improved transition 1-stage ↔ 2-stagereduced Pressure p3 → improved be

High Pressure Stage: Fix Geometry Turbine + Bypass

340 390

80%

430 /

210

280 340max.

u r edT = 390 m/ s1.2

1.4

1.6

kg/s

*√K

/KP

a*10

2 ]

1.2

1.4

1.6

kg/s

*√K

/KP

a*10

2 ]

therm.-min.211

281340

20%

u r edT = 390 m/ s

140

210

280

340389

40%

u r edT = 430 m/ s

140

210

280

340390

60%

u r edT = 430 m/ s

140

210

280u r edT = 430 m/ s

140

0.6

0.8

1.0

turb

ine

flow

par

amet

er [

210

280

340

390u r edT = 430 m/ s

KP39-240.82ACAAD, 017231vt1

0.6

0.8

1.0

turb

ine

flow

par

amet

er [k

test-no. 024795t1 024796t1 024797t1 024798t1 024799t1 024800t1 024801t1 resp. date d5

symbol X WSV 08.02.06 38.5testdate 06.02.2006 01.02.2006 02.02.2006 03.02.2006 03.02.2006 03.02.2006 02.02.2006turbine 340.18 AVAXK 340.18 AVAXK 340.18 AVAXK 340.18 AVAXK 340.18 AVAXK 340.18 AVAXK 340.18 AVAXK

sh & h ass 5439 120 8501/1 5439 120 8501/1 5439 120 8501/1 5439 120 8501/1 5439 120 8501/1 5439 120 8501/1 5439 120 8501/1

340.18 AVAXK

170 220 260

mech.-min.

u r edT = 310 m/ s

140210

280u r edT = 340 m/ s

141

0.2

0.4

1.00 1.20 1.40 1.60 1.80 2.00 2.20 2.40 2.60 2.80 3.00 3.20 3.40 3.60 3.80 4.00expansion ratio p3t/p4 [-]

test-no. 017230vt1 017231vt1 017232vt1 021419t1 resp. date d5

symbol X SFR 03.11.06 38.5testdate 27.01.2004 28.01.2004 27.01.2004 19.02.2005turbine 200.82 ACAAD 240.82 ACAAD 280.82 ACAAD 310.12 ACCXK XXX.8X ACAAD

140

0.2

0.4

1.00 1.20 1.40 1.60 1.80 2.00 2.20 2.40 2.60 2.80 3.00 3.20 3.40 3.60 3.80 4.00

expansion ratio p3t/p4 [-]

sh & w h assy 5439 120 8501/1 5439 120 8501/1 5439 120 8501/1 5439 120 8501/1 5439 120 8501/1 5439 120 8501/1 5439 120 8501/1

hous. mach. 5440 910 7801/1 5440 910 7801/1 5440 910 7801/1 5440 910 7801/1 5440 910 7801/1 5440 910 7801/1 5440 910 7801/1BV40sh & w h assy 5439 120 5008/2 5439 120 5008/2 5439 120 5008/2 5439 120 5013/1

hous. mach. 5439 910 8003/1 5439 910 8004/1 5439 910 8005/1 5439 101 6302/1KP39

improved Low End Torqueimproved Part Load (EGR, AFR)


11

R2S Charging Systems: Variable Turbine in LP-Stage

Chart

Low Pressure Stage: Fix Geometry Turbine

Low Pressure Stage: VTG

340390

100%, 031435t1

uredT = 430 m/s 80%, 031441t1

2.2

2.6

3.0

kg/s

*√K

/KP

a*10

2 ]

2.2

2.6

3.0

kg/s

*√K/

KPa*

102 ]

140

210

280

140

210

280

340

390uredT = 430 m/s

140

210

280

340

389

60%, 031440t1

uredT = 431 m/s

210

280

340390

40%, 031439t1

uredT = 430 m/s

280

340 391

20%, 031438t1

uredT = 431 m/s

Thermodyn Min 031436t1

1.0

1.4

1.8

turb

ine

flow

par

amet

er [

140

210

280

340

390

023767t1

uredT = 430 m/s

1.0

1.4

1.8

turb

ine

flow

par

amet

er [k

test-no. 031435t1 031441t1 031440t1 031439t1 031438t1 031436t1 031437t1 resp. date d5

symbol X SFR 18.09.07 50testdate 12.09.2007 14.09.2007 14.09.2007 14.09.2007 13.09.2007 12.09.2007 13.09.2007turbine 380.18 BVAXK 380.18 BVAXK 380.18 BVAXK 380.18 BVAXK 380.18 BVAXK 380.18 BVAXK 380.18 BVAXK

380.18 P9VAXK

140

141

210

140140

210210281

Thermodyn. Min, 031436t1

uredT = 340 m/s

140 210

Min, 031437t1

uredT = 280 m/s

0.2

0.6

1.00 1.20 1.40 1.60 1.80 2.00 2.20 2.40 2.60 2.80 3.00 3.20 3.40 3.60 3.80 4.00


test-no. Tref [K] responsible date drawing number remark023767t1 873 SCG 01.08.2006

250.88 AAAXKA0 = 6.53cm²

0.2

0.6

1.0 1.2 1.4 1.6 1.8 2.0 2.2 2.4 2.6 2.8 3.0 3.2 3.4 3.6 3.8 4.0


sh & wh assy 1850 912 5003/1 1850 912 5003/1 1850 912 5003/1 1850 912 5003/1 1850 912 5003/1 1850 912 5003/1 1850 912 5003/1

hous. mach. 1850 910 7802/1 1850 910 7802/1 1850 910 7802/1 1850 910 7802/1 1850 910 7802/1 1850 910 7802/1 1850 910 7802/1BV50

closed VTG to improve transition 1-stage ↔ 2-stage

wheel casting shaft&wheel assy. turb. hsg. cast. turb. hsg. mach. compressor d5 [mm] d6 [mm] b5 [mm] clearance [mm]5316 912 3199 5316 912 5016/1 5316 910 6364 5316 910 6203/1 2471 OYCKB 0.053 0.0472 0.00678 0.00051

K16


12

R2S™ - 2.0 L PassCar-Application

Engine Performance Simulationg

2.0L Diesel I4 with Two Stage System R2S with 2 Fix Geometry T/CTwo Stage System R2S with 2 Fix Geometry T/C compared to R2S with Variable Turbine Geometry in HP or LP Stage


13

GT-Power Model - 2.0 L Diesel Engine

Engine Data:

Di l t 2 0 LDisplacement 2.0 L

Rated Power 150 kW

Max. Torque 400 Nm


14

GT-Power Model - 2.0 L Engine

HP StageHP Stage

LP Stageg


15

GT-Power Model - 2.0 L Engine

Torque Boost Pressure

Test DataTest Data

SimulationSimulation

Good Match of Engine Simulation Data vs Test Data


16

Good Match of Engine Simulation Data vs. Test Data

GT-Power Model – Turbo Charger Variations

Compressor Turbine

R2S® (Basis)HP 1672C (41 mm) KP35-180.12 A (35 mm)

LP 2471N (62 mm) K16-250.88 A (53 mm)

R2S® with HP 1672C (41 mm) BV38-340.10 P1 (37.5 mm)R2S® with HP VTG LP 2471N (62 mm) K16-250.88 A (53 mm)

R2S® with LP VTG

HP 1672C (41 mm) KP35-240.82 A (35 mm)

LP 2471N (62 mm) BV50-380.18 P9 (50 mm)


17

( ) ( )

GT-Power Results – Stationary, Full Load

R2S® Basis

R2S® i h Hi h

Power

R2S® with High Pressure Stage VTG

R2S® with LowPressure Stage VTG

Same EngineSame Torque / Power


18


bsfc

R2S® BasisR2S® Basis



Same EngineSame Torque / Power

R2S® with High Pressure Stage VTG shows best bsfcProduct Development Calculations and SimulationsDr. Frank Schmitt

19

R2S® with High Pressure Stage VTG shows best bsfc


Pressure p3 Turbine Efficiency

R2S® Basis R2S® with High Pressure Stage VTG

R2S® with High


R2S® B i


gPressure Stage VTG R2S® Basis

R2S® with High Pressure Stage VTG shows lowest p3


20at low Engine Speed due to best Turbine Efficiency

GT-Power Results – Part Load 1500 rpm / 4 bar

1500/4bar

238 5 1.76 1.77 1 76

245.00 1.80

238.5

234.9235.41.76

225.00

230.00

235.00

240.00

kWh]

1.70

1.75

da bsfc

210.00

215.00

220.00

bsfc

[g/k

1 55

1.60

1.65

Lam

b bsfcLambda

200.00

205.00

2WG HDVTG NDVTG1.50

1.55

Basis HP-VTG LP-VTG

Air-Fuel-Ratio (lambda/14.5) level constant

Benefits in bsfc for VTG in HP and LP Stage

R2S® with Low Pressure Stage VTG shows best bsfcProduct Development Calculations and SimulationsDr. Frank Schmitt

21

R2S® with Low Pressure Stage VTG shows best bsfc


2000/2bar

327.63 65 3.71

3 62

330.00 4.00

317.1

3.65 3.62

320.00

325.00

kWh] 3.00

3.50

bda

bsfc

306.4

305.00

310.00

315.00

bsfc

[g/

2.00

2.50 Lam

b bsfcLambda

300.002WG HDVTG NDVTG

1.50

Basis HP-VTG LP-VTG



R2S® with High Pressure Stage VTG shows best bsfcProduct Development Calculations and SimulationsDr. Frank Schmitt

22

R2S® with High Pressure Stage VTG shows best bsfc


2000/8bar

230.00 2.10

217.00

220.2

223.61.95

2.00 2.00

220.00

225.00

kWh]

1.90

2.00

da bsfc

205 00

210.00

215.00

bsfc

[g/k

1 60

1.70

1.80

Lam

bd bsfcLambda

200.00

205.00

2WG HDVTG NDVTG1.50

1.60

Basis HP-VTG LP-VTG



R2S® with Low Pressure Stage VTG shows best bsfcProduct Development Calculations and SimulationsDr. Frank Schmitt

23

R2S® with Low Pressure Stage VTG shows best bsfc


2000/8bar

3.00

2.632.51

2.352.50

[bar

]

2S

1.79 1.80 1.77

2.00pres

sure

p2Sp3 HDT

1.502WG HDVTG NDVTGBasis HP-VTG LP-VTG

p3, Pressure at Turbine inletP2, boost pressure

R2S® with Low Pressure Stage VTG shows lowest p3Product Development Calculations and SimulationsDr. Frank Schmitt

24

R2S® with Low Pressure Stage VTG shows lowest p3

GT-Power Results – Transient 40 – 80 km/h

R2S® Basis

R2S® i h Hi hR2S® with High Pressure Stage VTG

R2S® with LowR2S® with Low

Pressure Stage VTG

R2S® Basis

Pressure Stage VTG


1 sec R2S® Basis~1 sec

R2S® with High Pressure Stage VTG shows


25best transient from 40 to 80 km/h

GT-Power Results – Transient 40 – 80 km/h

R2S® Basis

R2S® i h Hi hR2S® with High Pressure Stage VTG

R2S® with LowR2S® with LowPressure Stage VTG

Pressure Stage VTGR2S® with High Pressure Stage VTG

R2S® Basis

R2S® with High Pressure Stage VTG shows


26best boost pressure increase

Conclusions VTG in R2S Applications

• R2S became State of the Art Turbocharger System

• R2S Charging System shows benefit in FuelConsumption (Downsizing)

• Use of VTG in R2S systems shows high potential for - improved Fuel Consumption- higher Air-Fuel-Ratio- higher Air-Fuel-Ratio - higher EGR rates


27

Conclusions VTG in R2S Applications

• Variable Turbine Geometry in High Pressure Stage shows best results in bsfc at Full Load up to 3000 rpm, Part Load 2000 rpm / 2 bar and Transient ResponsePart Load 2000 rpm / 2 bar and Transient Response

• Variable Turbine Geometry in Low Pressure Stage shows best results in bsfc at Part Load 1500 rpm / 4 barshows best results in bsfc at Part Load 1500 rpm / 4 bar and 2000 rpm / 8 bar

• Use of VTG in High Pressure Stage or Low PressureUse of VTG in High Pressure Stage or Low Pressure Stage depends on:

- Package (VTG rather in HP Stage for Large Engines)E i T t (b f t i t)- Engine Targets (bsfc vs. transient)


28

R2S™ - 2.0 L PassCar-Application

Engine Performance Simulationg

High pressure EGR versus Low pressure EGR applied on a 2L turbocharged Engineon a 2L turbocharged Engine


29

Engine Model of 2L Engine

Tu

Engine Data:

Displacement: 2.0 Lurbocharge

p

Power: 100 kWr

m

Torque: 320 Nm

GR

–S

yste

m

Engine block

HP

EG


30

Match of Simulation Data vs. Test Data


31

Match of Simulation Data vs. Test Data


32

EGR-System: High Pressure EGR

fresh air manifold

EGR throttle

R-S

yste

m

exhaust manifold

HP-

EGR

EGR

coo

ler


33

EGR-System: Low Pressure EGR

fresh air manifold

Alternative the throttle can be appoint on this position

EGR throttle

m

oole

r

-EG

R-S

yste

EGR

co

LPexhaust manifold


34Additional Throttle togenerate a back pressure

Part load data points: Lambda (AFR / Lst)

part load data points

24Full load data curve

16

20

part load data points

12

16

bmep

[bar

]

λ=1.40

λ=1.65λ=1.65

λ=1.68

λ=1.60

λ=1.77

4

8 λ=1.71

λ=1.54 λ=1.72 λ=1.93 λ=2.24

λ=1.65 λ=1.62 λ=1.87

λ=1.62

λ=2.10

λ=1.72

0

4

0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000i d [1/ i ]

λ=2.12 λ=2.40 λ=3.00 λ=3.07


35

engine speed [1/min]

Part load data points: Lambda (AFR / Lst)


36

Results: Maximum EGR-Rates

HP-EGR engine map LP-EGR engine map

40

50

60

%]

50-60

40-50

40

50

60

%]

50-60

40-50

20

30

40

EGR

-Rat

e [% 30-40

20-30

10-2020

30

40

EGR

-Rat

e [% 30-40

20-30

10-20

24

56

810

10002000

0

10

bmep in]

0-102

45

68

10

10002000

0

10

bmep [ba ] in]

0-10

1012

1518

20003000

3400

mep [bar]

engine speed [1/min] 1012

1518

3000

3400

[bar]

engine speed [1/min]


37Maximum EGR Rates

Results: Maximum EGR-Rates

BSFC engine speed HP-EGR BSFC engine map LP-EGR

300

350

400

450

300

350

400

450400-450

350-400

300-350

250 300

150

200

250

300

BSFC

[g/k

Wh]

150

200

250

300

BSF

C [g

/kW

h] 250-300

200-250

150-200

100-150

50 100

24

56

810

10001500

2000

0

50

100

bmep [bar]n]

24

56

810

12

10001500

2000

0

50

100

bmep [bar][1/min]

50-100

0-50

1215

20002500

3000engine speed [1/min] 12

152000

25003000 engine speed [1/m


38Specific fuel consumption BSFC

Results: Trade off EGR-Rates - BSFC

16

Difference EGR-rate (LP-EGR - HP-EGR)

50

Difference BSFC (LP-EGR - HP-EGR)

8

10

12

14

16

ate

[%]

14-1612-1410-128-106-8

30

40

50

[g/k

Wh]

40-50

30-40

20-30

0

2

4

6

8

Δ E

GR

-Ra

4-62-40-2-2-0 0

10

20

Δ B

SFC

[ 10-20

0-10

-10-0

2 4 5 6 810 12

1518

1000

1500

2000

2500

3000

500

0

-2

0

bmep [bar] e spe..

2 4 56

810

1215

18

00 1500 20

00 2500 30

00 3500

-10

bmep [bar]e spe..

35

400

]

engine s

100 1

engine s


39Specific fuel consumption BSFC

Conclusions HP-EGR vs. LP-EGR

• Low Pressure EGR System allows higher EGR-rates

• Additional Measures on the EGR System:• Throttle (before Compressor or after Turbine

to increase pressure drop)to increase pressure drop)• Protection of Compressor (Wheel, Housing)

• increased Fuel Consumptionincreased Fuel Consumption


40

Final Remark

Decision on final R2S system layout based on furtherDecision on final R2S system layout based on further Investigations in transient test cycles

Additi l I ti ti ith R2S d L P EGRAdditional Investigations with R2S and Low Pressure EGR

A Combination of R2S with Variable Turbine Geometry yand Low Pressure EGR shows: • a high Potential to reduce Fuel Consumption• a high Potential to fulfill Future Emission Legislation• a high Potential to fulfill Future Emission Legislation


41

future passenger car r2s ch i s tcharging systems - usivtging vtg and · pdf...

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