modeling water injection in a high output diesel engine ... · pdf filemodeling water...
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Modeling Water Injection in a High‐Output Diesel Engine Using
GT‐POWER
David OhDoctorant, Internal Combustion EnginesDepartment of Mechanical Engineering
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Contents
IntroductionProject TargetsThe EngineGT-POWER ModelSimulation ResultsSummary
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Introduction
Diesel vehicles have historically been associated as being industrial, smoky, slow and boring
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Introduction
Perceptions are slowly changing
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Project Targets
Explore and push the performance limit of a streetable Diesel-powered car Most aftermarket tuning is done by intuition
and experience (trial-and-error) Specific power, torque and RPM to exceed
the Diesel tuning state-of-the-art using engineering principles and methods
Target specs: 150 kW/L (200+ HP/L), 40 bar BMEP, 5500+ RPM max.
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The Engine
Series engine specs: VW 4-cyl 2.0L 16V common-rail TDI Diesel Bore x stroke: 81 x 95.5mm (1968 cm³) Power / torque: 103 kW (140 HP) / 320 Nm
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The Engine
Modified engine specs: 336 kW (450 HP), 658 Nm (485 lb. ft.) Enlarged pistons (83 vs. 81mm) 2067
cm³ Compression ratio reduced to 15:1 Custom common-rail fuel injection system
and standalone engine control unit (ECU) Regulated 2-stage turbocharging using
variable turbine geometry turbos
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The Engine
Heavily-modifiedcylinder headOptimized valvetiming using GT-POWERCustom piston pins, con rods, bearingsBlock reinforcement (ladder frame)Thermal barrier coating on flame-exposed surfacesIncreased cooling/lube oil capacity
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The Engine
Dual Turbochargers Garrett® VNT™
(Variable NozzleTurbine)
Regulated 2-Stage charging adapted from author’s M.Sc. thesis (portions presented at 2009 GT-SUITE Users Conference by FEV/RWTH Aachen/BWTS)
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The Engine
GT-POWER simulation results
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The Engine
All this is great, but we have a problem:
Turbocharger Tmax = 850°C
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The Engine
All this is great, but we have a problem:
Design pmax ≈ 225 bar
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The Engine
All this is great, but we have a problem:
68kW (92HP) = total brake Pmaxof an economy car engine!
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The Engine
All this is great, but we have a problem:
4800W = total brake Pmax of a 6.5HP lawnmower engine!
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The Engine
All this is great, but we have a problem:
5600W – compared to the heat output of a 19000BTU/hr BBQ!
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The Engine
Solution: Water Injection
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Thermodynamic Review
1st Law for closed-systems( ) ( )PEdKEdduw-q ++=δδ
vmV,dVpWcycle
⋅== ∫
∫=cycle
pdvm W
( )12v21 TTmCdU −=→
mRTPv =( )
−
=
=
n1n
1
21-n
2
1
1
2
PP
vv
TT
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Thermodynamic Review
Effects of increased water content on air working fluid properties. Source: Heywood (1988), from Taylor
Perc
ent c
hang
e fr
om n
orm
al a
ir
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GT-POWER Model
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GT-POWER Model
Added water injectors as shown
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GT-POWER Model
Modelling considerations Enable Condense/Evaporate Water Vapour
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GT-POWER Model
Enable ‘Calculate Water Saturation (Dew) Temperature RLT’
Air-fuel ratio, effective lambda and volumetric efficiency give erroneous results
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Simulation Results
EGT reduced >120 K
Turbocharger Tmax = 850°C
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Simulation Results
PCP reduced 25 bar
Design pmax ≈ 225 bar
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Simulation Results
In-cylinder heat transfer reduced 28%
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Simulation Results
HP Compressor
LP Compressor
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Simulation Results
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Simulation Results
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Summary
Water injection has been modeled in GT-POWER and shown to reduce mechanical and thermal stresses in a highly-rated turbocharged DI Diesel engine Exhaust gas temperature reduced 120 K and
remains below 850°C limit Peak cylinder pressure reduced 25 bar to
below 225 bar In-cylinder heat transfer reduced 28% Burned zone temperature reduced
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THANK YOU FOR YOUR ATTENTION!
AcknowledgementsProf. Jean-Sébastien Plante
Louis Breton