jaguar land rover on the future developments and trends in turbocharging and downsizing
TRANSCRIPT
Future Developments and trends in turbocharging and downsizing
Dr. Olivier Varnier
Performance Capability & Air Path Attribute leader
Jaguar Land Rover Ltd
7th International Conference Advanced Downsizing and Turbocharging Frankfurt – 21/01/2015
Dr. Olivier VARNIER – Future Developments and Trends in Turbocharging and Downsizing
7Th International Conference Advanced Downsizing and Turbocharging – Frankfurt January 2015
CONTENTS
Overview
Design
Solutions and
Limitations
CONTENTS
• Overview of the current situation: Turbocharger´s performance
and capacity
• Designing the engine of the future: What suppliers should know
• Turbochargers for mass production: Solutions and limitations
2 / 16
Dr. Olivier VARNIER – Future Developments and Trends in Turbocharging and Downsizing
7Th International Conference Advanced Downsizing and Turbocharging – Frankfurt January 2015
CONTENTS
Overview
- Motivations
- Technologies
Design
Solutions and
Limitations
3 / 16
Motivations
New Combustion Concepts (PCCI, etc…)
Closed Loop Combustion Control
Nox Post-Treatment (SCR, Nox Trap)
High EGR rates (HP EGR, LP EGR)
Downsizing
Downspeeding
Advanced Boosting
Systems
Engine development
Emission
Reduction
Fuel
Consumption
Reduction
Dr. Olivier VARNIER – Future Developments and Trends in Turbocharging and Downsizing
7Th International Conference Advanced Downsizing and Turbocharging – Frankfurt January 2015 4 / 16
Boosting Technologies
1T Supercharger ++ ++ 0 0 - - - 0 - - ++ ++
Compressor devices + + 0 + 0 0 - 0 0 -
Electrically assisted turbo 0 + 0 0 0 0 - - + 0 - -
2T Sequential parallel ++ ++ 0 ++ - - - - + 0 ++
2T Serial + + ++ + + - - - ++ - - ++
2T Sequential serial ++ ++ + ++ + - - - + - ++
2T Supercharger ++ ++ + ++ - - - - 0 0 ++
2T eBooster ++ ++ + ++ + - - 0 0 -
Mechanical turbocompound 0 - + 0 ++ - - - + - ++
Electric turbocompound 0 - + 0 ++ - - - - + - - -
Compared to 1T
VGT turbocharger
CONTENTS
Overview
- Motivations
- Technologies
Design
Solutions and
Limitations
Dr. Olivier VARNIER – Future Developments and Trends in Turbocharging and Downsizing
7Th International Conference Advanced Downsizing and Turbocharging – Frankfurt January 2015
CONTENTS
Overview
Design
Solutions and
Limitations
CONTENTS
• Overview of the current situation: Turbocharger´s performance
and capacity
• Designing the engine of the future: What suppliers should know
Objectives: Specific power > 100kW/l
Max torque > 2x peak power torque
Transient response < 1s
BSFC improvements
• Turbochargers for mass production: Solutions and limitations
5 / 16
Dr. Olivier VARNIER – Future Developments and Trends in Turbocharging and Downsizing
7Th International Conference Advanced Downsizing and Turbocharging – Frankfurt January 2015
CONTENTS
Overview
Design
- Efficiency
- Backpressure
- Temperature
- Architecture
Solutions and
Limitations
6 / 16
15 20 25 30 35 40195
200
205
210
215
220
BMEP [bar]
Fu
el co
nsu
mp
tio
n [g
/kW
h]
15 20 25 30 35210
220
230
240
250
260
BMEP [bar]
15 20 25 30 35 40195
200
205
210
215
220
BMEP [bar]
Fu
el co
nsu
mp
tio
n [g
/kW
h]
15 20 25 30 35210
220
230
240
250
260
BMEP [bar]
Boosting system efficiency
State-of-art Future
Compressor 75% 85%
Turbine 70% 80%
3-4bar higher maximum BMEP mainly due to lower compressor outlet
temperature
Impact on the overall efficiency and significant BSFC reduction
Important potential to enhance transient performance
Future State-of-art
- 10g/kWh
- 5g/kWh 3500rpm
4000rpm
+3-4bar
+3-4bar
+10pts
Components
15 20 25 30 35 40195
200
205
210
215
220
BMEP [bar]
Fu
el co
nsu
mp
tio
n [g
/kW
h]
15 20 25 30 35210
220
230
240
250
260
BMEP [bar]
0 1 2 3 4 5 0
10
20
30
40
Time [s]
BM
EP
[b
ar]
-1.5s
Dr. Olivier VARNIER – Future Developments and Trends in Turbocharging and Downsizing
7Th International Conference Advanced Downsizing and Turbocharging – Frankfurt January 2015 7 / 16
Exhaust Backpressure
Emissions legislation
15 20 25 30 35200
205
210
215
Fu
el co
nsu
mp
tio
n [g
/kW
h]
BMEP [bar]
15 20 25 30 35
210
220
230
240
250
BMEP [bar]
LNT + DPF Reference Large capacity
1000rpm 38mbar 19mbar
1250rpm 74mbar 37mbar
3500rpm 468mbar 234mbar
4000rpm 644mbar 322mbar Large capacity Reference
3500rpm
4000rpm 1250rpm
1000rpm
Low impact on transient response and low end torque
Critical to improve overall efficiency in the medium to high speed range
Reducing by 2 the exhaust backpressure can bring the same benefits than
increasing by 10pts the boosting system efficiency
- 10g/kWh
- 5g/kWh
+2 bar
+2 bar
divided by 2
CONTENTS
Overview
Design
- Efficiency
- Backpressure
- Temperature
- Architecture
Solutions and
Limitations
Dr. Olivier VARNIER – Future Developments and Trends in Turbocharging and Downsizing
7Th International Conference Advanced Downsizing and Turbocharging – Frankfurt January 2015
1000 1250 3000 350015
17
19
21
23
25
27
29
31
33
35
37
39
Engine speed [rpm]
BM
EP
[b
ar]
1000 1250 3000 350015
17
19
21
23
25
27
29
31
33
35
37
39
Engine speed [rpm]
BM
EP
[b
ar]
8 / 16
Thermal Constraints
Materials
− Compressor outlet temperature
State-of-art = 190ºC
Future = 210ºC
Extending the compressor outlet temperature limitations allows
increasing by around 3bar the max BMEP
Max allowable exhaust temperature is the limiting factor to increase the
engine performance
+1bar
+3bar
+3bar
+3bar
750ºC
800ºC
850ºC
750ºC
800ºC 850ºC 900ºC
3500 4000
CONTENTS
Overview
Design
- Efficiency
- Backpressure
- Temperature
- Architecture
Solutions and
Limitations − Exhaust temperature
State-of-art = 750 - 800ºC
Future = more than 850ºC
Dr. Olivier VARNIER – Future Developments and Trends in Turbocharging and Downsizing
7Th International Conference Advanced Downsizing and Turbocharging – Frankfurt January 2015 9 / 16
Boosting system architecture
Technologies
15 20 25 30 35190
200
210
220
230
240
BMEP [bar]
Fu
el co
nsu
mp
tio
n [g
/kW
h]
15 20 25 30 35190
200
210
220
230
240
BMEP [bar]
Fu
el co
nsu
mp
tio
n [g
/kW
h]
Two-stage eBooster
Net mechanical energy
External source
2T turbocharger more efficient than 2T supercharger but less than 2T
eBooster if electrical energy is free
Higher low end torque with eBooster due to lower backpressure
Exhaust thermal constraints are less critical for 2T eBooster and 2T
supercharger configurations
1250rpm
- 3bar
+ 3bar
+30g/kWh
-5g/kWh
2T turbocharger 2T supercharger 2T eBooster16
18
20
22
24
26
28
30
32
34
36
38
40
BM
EP
[b
ar]
2T turbocharger 2T supercharger 2T eBooster16
18
20
22
24
26
28
30
32
34
36
38
40
BM
EP
[b
ar] +3bar
750ºC
+3bar
+3bar
750ºC
800ºC
Thermal constraints
Compressor outlet temperature
State-of-art = 190ºC
Future = 210ºC
1250rpm
2T supercharger
2T turbocharger
CONTENTS
Overview
Design
- Efficiency
- Backpressure
- Temperature
- Architecture
Solutions and
Limitations
Dr. Olivier VARNIER – Future Developments and Trends in Turbocharging and Downsizing
7Th International Conference Advanced Downsizing and Turbocharging – Frankfurt January 2015 10 / 16
Boosting system architecture
Technologies
Fast transient response with 2T supercharger and 2T eBooster
configurations lower than 1s.
No potential to reach the same transient performance with 2T
turbocharger architecture
2T eBooster 8kW
2T Supercharger
2T eBooster 2kW
2T eBooster 4kW
2T Turbocharger VGT
(Function of turbine
wheel diameter)
2kW
4kW
8kW
1 2 3 4 0
10
20
30
40
Time [s]
BM
EP
[b
ar]
2kW
4kW
8kW
CONTENTS
Overview
Design
- Efficiency
- Backpressure
- Temperature
- Architecture
Solutions and
Limitations
Dr. Olivier VARNIER – Future Developments and Trends in Turbocharging and Downsizing
7Th International Conference Advanced Downsizing and Turbocharging – Frankfurt January 2015
CONTENTS
Overview
Design
Solutions and
Limitations
CONTENTS
• Overview of the current situation: Turbocharger´s performance
and capacity
• Designing the engine of the future: What suppliers should know
• Turbochargers for mass production: Solutions and limitations
11 / 16
Dr. Olivier VARNIER – Future Developments and Trends in Turbocharging and Downsizing
7Th International Conference Advanced Downsizing and Turbocharging – Frankfurt January 2015
CONTENTS
Overview
Design
Solutions and
Limitations
- Turbo size
- Temp & Elec
- Architecture
12 / 16
Turbocharger size
Components
0 1 2 3 40
10
20
30
40
Time [s]
BM
EP
[bar]
0 1 2 3 41
2
3
4
5
6
Time [s]
Exhaust
Pre
ssure
[bar]
10 20 30 400
10
20
30
40
Wheel diameter [mm]
BM
EP
aft
er
1s [
bar]
0 1 2 3 40
10
20
30
40
Time [s]
BM
EP
[bar]
0 1 2 3 41
2
3
4
5
6
Time [s]
Exhaust
Pre
ssure
[bar]
10 20 30 400
10
20
30
40
Wheel diameter [mm]
BM
EP
aft
er
1s [
bar]
0 1 2 3 40
10
20
30
40
Time [s]
BM
EP
[bar]
0 1 2 3 41
2
3
4
5
6
Time [s]
Exhaust
Pre
ssure
[bar]
10 20 30 400
10
20
30
40
Wheel diameter [mm]
BM
EP
aft
er
1s [
bar]
Decreasing the turbine effective section improve the turbo-lag until
chocked conditions are reached
Physical limitations in the use of small turbochargers
35.5
34
31
25 20
15
Cold tip-in at 1000rpm
4.5bar 1s Turbine
wheel
diameter
Dr. Olivier VARNIER – Future Developments and Trends in Turbocharging and Downsizing
7Th International Conference Advanced Downsizing and Turbocharging – Frankfurt January 2015 13 / 16
Turbocharger size
Components
0
10
20
30
40
BM
EP
[bar]
1 2 3 4 50
10
20
30
40
Time [s]
BM
EP
[bar]
0
10
20
30
40
BM
EP
[bar]
1 2 3 4 50
10
20
30
40
Time [s]
BM
EP
[bar]
0
10
20
30
40
BM
EP
[bar]
1 2 3 4 50
10
20
30
40
Time [s]
BM
EP
[bar]
0
10
20
30
40
BM
EP
[bar]
1 2 3 4 50
10
20
30
40
Time [s]
BM
EP
[bar]
0
10
20
30
40
BM
EP
[bar]
1 2 3 4 50
10
20
30
40
Time [s]
BM
EP
[bar]
0
10
20
30
40
BM
EP
[bar]
1 2 3 4 50
10
20
30
40
Time [s]
BM
EP
[bar]
The use of (HP) VGT can be justified to reduce efforts in small turbine
designs development
The development of small turbochargers is critical for engine downsizing
2.3l engine 1.6l engine 1.2l engine
FGT FGT FGT
VGT VGT VGT
34
31
25
25
25
20
20
15
35 35
35
30
30 30 25
25 25 20
20% smaller
5mm bigger
diameter
Cold tip-in at 1000rpm
31
30% smaller
Available turbines
Scaled turbines
CONTENTS
Overview
Design
Solutions and
Limitations
- Turbo size
- Temp & Elec
- Architecture
Dr. Olivier VARNIER – Future Developments and Trends in Turbocharging and Downsizing
7Th International Conference Advanced Downsizing and Turbocharging – Frankfurt January 2015 14 / 16
Thermal and Electric Power Constraints
Materials and energy source
2.3l 1.6l 1.2l16
18
20
22
24
26
28
30
32
34
36
38
40B
ME
P [b
ar]
2T eBooster
2kW
4kW
8kW
2kW
4kW
Engine displacement
Compressor outlet temperature
State-of-art = 190ºC
Future = 210ºC
The maximum electric power is
the limiting factor in 2T eBooster
architecture
Electric devices are keys for
advanced boosting systems but
must be developed in conjunction
with vehicle electrical network
and Energy Recovery Systems
The exhaust manifold and compressor outlet temperatures are the limiting
factors to achieve high BMEP
Compressors able to withstand higher temperatures and turbine technologies
used on gasoline engines are necessary for highly-rated Diesel engines
CONTENTS
Overview
Design
Solutions and
Limitations
- Turbo size
- Temp & Elec
- Architecture
Dr. Olivier VARNIER – Future Developments and Trends in Turbocharging and Downsizing
7Th International Conference Advanced Downsizing and Turbocharging – Frankfurt January 2015 15 / 16
Technologies
Boosting system architecture
0
5
10
15
20
25
1000 2000 3000 4000 5000
NA operation
2T mode
BM
EP
[bar
]
Engine speed [rpm]
0
5
10
15
20
25
1000 2000 3000 4000 5000
Engine speed [rpm]
BM
EP
[bar
]
NA operation
LP Stage only
2T Sequential Series
big range - low max BMEP
2T Series
low range - high max BMEP
Highly-rated Diesel engines (>100kW/l) require boost pressure > 3.5bar
in the whole engine operating range
Physical limitations for radial compressor technologies and current 2T
sequential architectures
Development of 3T/4T boosting systems architectures
Challenging for complexity, cooling and packaging
CONTENTS
Overview
Design
Solutions and
Limitations
- Turbo size
- Temp & Elec
- Architecture
Dr. Olivier VARNIER – Future Developments and Trends in Turbocharging and Downsizing
7Th International Conference Advanced Downsizing and Turbocharging – Frankfurt January 2015
CONTENTS
Overview
Design
Solutions and
Limitations
16 / 16
Conclusions
• How to feed the engine with high air mass flows at a
minimum cost? – we want it for free!!
• Which breakthrough in boosting technology can avoid
3T/4T boosting architecture?
• How electrical and pneumatic assistance devices will
change the turbocharger world?
I thank you for your attention
Research challenges
Early confirmed Speakers include:
Olivier Varnier, Performance & Air Path Attribute Leader, Jaguar Land Rover
Dr. Sam Akehurst, Lecturer for Automotive Engineering, University of Bath
Hakan Björnsson, manager Advanced Engine Design, Volvo
Prof. Dr.-Ing. Roland Baar, Combustion Engines, TU-Berlin
Dear Downsizing & Turbocharging Expert,
The 8th Advanced Downsizing & Turbocharging 2016 is the only technical conference dedicated to keep up with the
requirements of emission legislation and innovative boosting concepts to maximize engine`s performance. Discover
new technologies to optimize systems by focusing on transient response and engine efficiency. Learn innovative ap-
proaches to meet the challenges of weight reduction in an extreme environment.
For more information and the schedule of events, please download the agenda. If you have any questions, please
contact via email: [email protected] or call: +49 (0) 30 20 913 – 274.
We look forward to meeting you in March 2016!
Kind regards,
Automotive IQ