diesel engine waste heat recovery utilizing electric
TRANSCRIPT
Caterpillar Engine ResearchDiesel & Emissions Technology
Department of Energy ContractDE-SC05-00OR-22810
Marcelo Algrain and Ulrich HopmannCaterpillar Inc.
2003 DEER ConferenceAugust 25-28, 2003
Newport, Rhode Island
Diesel Engine Waste Heat Recovery Utilizing Electric Turbocompound
Technology
Caterpillar Engine ResearchDiesel & Emissions Technology
Agenda
Program Objectives and ETC System Background
Update on Component Developments
Air Handling System
Turbo-Shaft Generator and Crankshaft Motor
Control System
Next Steps and Summary
Caterpillar Engine ResearchDiesel & Emissions Technology
Primary Objectives Demonstrate Technical FeasibilityImprove Fuel Economy
Program Goals and MilestonesConceive and Design Optimum ETC SystemDevelop and Bench Test TurbomachineryDevelop Control System and StrategyRig Test ETC HardwareLab Engine Test of Electric Turbocompound System
Diesel Electric Turbocompounding (ETC)
Caterpillar Engine ResearchDiesel & Emissions Technology
Modular HVACVariable speed compressor more efficient and serviceable3X more reliable compressor no belts,
no valves, no hoses leak-proof refrigerant lines instant electric heat
StarterGenerator
MotorBeltless engine
product differentiation improve systems design flexibility more efficient & reliable accessories
TruckElectrificationDemonstration
Shore Powerand InverterSupplies DC Bus Voltage from 120/240 Vac 50/60 Hz Input Supplies 120 Vac outlets from battery or generator power
Down ConverterSupplies 12 V Battery from DC Bus
AuxiliaryPower Unit
Supplies DC Bus Voltage when engine is not
running - fulfills hotel loads without idling main engine
overnight
Compressed Air ModuleSupplies compressed air for brakes and ride control
Electric WaterPumpHigher reliability variable speed
faster warm-up less white smoke lower cold weather emissions
Electric Oil PumpVariable speed
Higher efficiency
Technical ApproachElectrify accessories
Decouple them from engineMatch power demand to real time need
Enable use of alternative power sources
Turbocompound
Caterpillar Engine ResearchDiesel & Emissions Technology
Caterpillar Confidential & Proprietary
MotorGenerator
Engine Control
3
Common Voltage Bus
Powertrain
PowerElectronics
Cooler
2
ElectricLoads
ExhaustGases
Compressor
Engine
EnergyStorage
GeneratorMotor
3
Inpu
ts
4
21Overall
System Controller
PowerElectronics
14
Turbine
Available Turbine Power
0
20
40
60
80
100
120
0 100 200 300 400
Engine Power kW
Turb
ine
Pow
er k
W TurbineCompressor Power
Surplus
FEATURES
No Mechanical Coupling betweenTurbo and Crankshaft
Flexibility in Turbo Operation
Provides Turbo-Assist Capabilities
Lower Fuel Consumption
Working Principle
Caterpillar Engine ResearchDiesel & Emissions Technology
Electric Turbocompound System
BENEFITSLower Fuel Consumption
Predicted 5% improvement
Controlling Boost enables strategies for reducing transient Particulate EmissionsLower CO2 due to lower Fuel ConsumptionPotential for enhanced Engine Braking with Control of Boost
FEATURES
No Mechanical Coupling between Turbo and Crankshaft
Flexibility in Turbo Operation
Provides Turbo-Assist Capabilities
Caterpillar Engine ResearchDiesel & Emissions Technology
Progress to DateCompleted Design of Components
Air handling systemElectric Machinery and Power ElectronicsControl System
Run Computer Simulations for Engine Performance Analysis and Dynamic Control Evaluation
Identified Opportunity for Reduced Emissions and Improved Drivability
Built Generator, Crankshaft Motor, and Electronics Remaining Hardware is Being ProcuredSystem Lab Test Planned for 2003 and Engine Test in 2004
Caterpillar Engine ResearchDiesel & Emissions Technology
Agenda
Program Objectives and ETC System Background
Update on Component Developments
Air Handling System
Turbo-Shaft Generator and Crankshaft Motor
Control System
Next Steps and Summary
Caterpillar Engine ResearchDiesel & Emissions Technology
Final Design
Turbine
Bearing Housing
Water Cooling
Compressor
Rotor/ Stator
Caterpillar Engine ResearchDiesel & Emissions Technology
Turbo Shaft Generator Heat Transfer
Rotor: Temperatures at 60kW
Rotor&Stator: Temperatures at 60 kWEnd Plates-Steel
Voltage: Voltage: 340 VPower: 40 kW / 60kW max.Rotor/Stator Length: 70 mm 340 V
Coil Stator/RotorDensity (kg/m^3) 7800 7980Thermal Conductivity (W/mK) 4.6 29Magnetic Permeability 1 6000Electrical Resistivity (ohm-m) 1.7e-8 4e-7
Stator-ROTELLOY3 Coil-Copper
Rotor-ROTELLOY3
Shaft-Steel
Caterpillar Engine ResearchDiesel & Emissions Technology
Turbo Shaft Rotor Lamination
FE Analysis
4/6 machine, 4 rotor poles
OD and shape designedfor low stress
Material is ROTELLOY3
Max operating stress below limit
Stress @ 66,500 rpm design speed
Stress @ 80,000 rpm over speed
Caterpillar Engine ResearchDiesel & Emissions Technology
Modified FE Model
Baseline ModelHigh Temperature andStress Gradients
Decoupled ModelTurbine Housing decoupledfrom Bearing Housing
Decreased WaterpassageLower Stresses
Caterpillar Engine ResearchDiesel & Emissions Technology
FE Analysis Steady State
Thermal Analysis
Stress Analysis
Caterpillar Engine ResearchDiesel & Emissions Technology
Compressor Scroll and Compressor Wheel with Diffuser
Compressor and Turbine
Turbine Scroll and Turbine Rotor with Nozzle
Caterpillar Engine ResearchDiesel & Emissions Technology
Turbo Shaft w/ Ball Bearings
Turbo Shaft
Compressor Wheel on Shaft
Caterpillar Engine ResearchDiesel & Emissions Technology
Rotor Stator
Windings Dyno.Testing
Turbo Shaft – Generator/Motor
Caterpillar Engine ResearchDiesel & Emissions Technology
340 Vdc Generator
C-15 Engine
Electronics
Crank Shaft - Motor/Generator & Housing
Caterpillar Engine ResearchDiesel & Emissions Technology
Engine and VehicleEngine ECU and Fuel ControlEngine Combustion & DynamicsDriveline and Vehicle DynamicsETC Components
Turbomachinery mapsGenerator and Motor Models
Simulated Overall Functionality and Operation of ETC System
Modeled for testing ETC Controller Algorithms
Control System Development
Caterpillar Engine ResearchDiesel & Emissions Technology
ETC Control System
Boost at Optimum Fuel Consumption
Boost and Fuel Consumption vs. Compound Power
88
92
96
100
15 25 35 45 55Compound Power at Turbo Shaft - kW
Fuel
C
onsu
mpt
ion
- %
50100150200250300350
Boo
st P
ress
ure
- kP
a-a
Fuel ConsumptionBoost Pressure
System Simulation in SimulinkController Implemented in dSpaceVirtual Instrumentation Capabilities
Map Boost / Speed / Load
Set Point for Transient Behavior
0 5 10 15 20 25 30 350
0.5
1B oos t Cont ro l (E ngine S peed = 1800 rpm , V ariab le P res s ure S etpoint )
Dem
and
(0-1
)
0 5 10 15 20 25 30 35
150
200
250
300
Intak e P res s ureS etpoint
Inta
ke P
res.
(kP
a)
0 5 10 15 20 25 30 35
500
1000
1500
2000
2500
Cra
nk T
Q (
N.m
)
Tim e (s ec )
Plant(Engine)
Boost Pressure Feedback
Exhaust Manifold Temperature Feedback
Turbocharger Speed Feedback
Setpoint ElectricMachine
PowerElectronics
ETCController
Caterpillar Engine ResearchDiesel & Emissions Technology
Agenda
Program Objectives and ETC System Background
Update on Component Developments
Air Handling System
Turbo-Shaft Generator and Crankshaft Motor
Control System
Next Steps and Summary
Caterpillar Engine ResearchDiesel & Emissions Technology
Next Steps for ETC Development
Caterpillar Confidential & Proprietary
Complete electric machinery test on dynamometerAdd air-handling components to generator housingConduct SS test of E-turbocharger
in gas-stand lab-settingTest ETC control system
and transient responseIncorporate ETC to C-15 engineMeasure engine performance
with ETC in test-cellDeploy ETC-engine on
future test vehicle
Caterpillar Engine ResearchDiesel & Emissions Technology
SummaryTurbocharger and ETC System have been
Designed and Analyzed
Performance Predictions Indicate 5% Fuel Economy Improvement
Opportunity for Reduced Emissions and Improved Drivability
Electric Machine Hardware Available
Remaining Hardware is Being Procured
System and Engine Test Planned for 2003 and 2004
Cost/Value Analysis Shows High Customer Value