GT-Suite European User Conference

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1 GT-Suite European User Conference E-Charging on a High Performance Diesel engine D. Peci, C. Venezia EMEA Region - Powertrain Engineering Powertrain Research&Technology Frankfurt, Germany October 26th, 2015

2 Introduction Aim: using the current e-charging technology, is it possible to use the e-booster together with a traditional VGT turbocharger, in a "two-stage-like" configuration for High Performances? Case study: High Performance Diesel engine, starting from an existing baseline to a high-output version, with a new specific turbocharger. The Challenge: increased targets both for rated power and low-end torque. Is the e-booster capable of steady-state operation to ensure the required boost pressure for target low-end torque, working together with a high-end power-oriented VGT? Increased low-end torque target: high boosting demand for the e-booster in steady-state conditions Higher top power: fully demanded to the new turbo-matching, larger than the baseline TC E-Charging on a High Performance Diesel engine - GT-Suite European User Conference October 26th,

3 Key-points - AGENDA Turbo-matching: the new VGT turbocompressor has to reach target rated power, but the matching has to be oriented to reduce TC size as much as possible. How to avoid critical torque gaps in the medium rpm range? e-booster layout: on the considered engine, the e-compressor can be placed upstream the compressor or downstream the CAC. What are the concerns, advantages and drawbacks of these two possible solutions? Full load performance: is the low-end target torque reached within e-booster limits? If no, what kind of assumptions can be made to ensure vehicle target performances? Transient response: typical time-to-boost reduction expected with e-booster is achievable also with a larger turbo-matching? Conclusions: can the e-booster ensure the performance improvement requested for a two-stage like solution, matched with a standard VGT turbocharger? 3

4 Key-points - AGENDA Turbo-matching: the new VGT turbocompressor has to reach target rated power, but the matching has to be oriented to reduce TC size as much as possible. How to avoid critical torque gaps in the medium rpm range? e-booster layout: on the considered engine, the e-compressor can be placed upstream the compressor or downstream the CAC. What are the concerns, advantages and drawbacks of these two possible solutions? Full load performance: is the low-end target torque reached within e-booster limits? If no, what kind of assumptions can be made to ensure vehicle target performances? Transient response: typical time-to-boost reduction expected with e-booster is achievable also with a larger turbo-matching? Conclusions: can the e-booster ensure the performance improvement requested for a two-stage like solution, matched with a standard VGT turbocharger? 4

5 Turbo-matching Brake Torque The baseline TC has to be replaced with a new one for higher rated power: this change leads to a lack of torque in the low-end region, that has to be filled with the e-booster. New VGT turbo: higher top power, but worse low-end performances. ebooster is called to a steady-state operation to satisfy low-end torque target. Important step: to optimize volumetric efficiency and intake/exhaust systems permeability, leading to higher performances with a limited increase of the boost pressure. This means also a small increase in TC size, and then a limited impact on engine transient response. Volumetric Efficiency Points on compressor map 6 10% volumetric efficiency improvement Different matching and different placement on the high-end side: same PR as a lower performance version 5

6 Key-points - AGENDA Turbo-matching: the new VGT turbocompressor has to reach target rated power, but the matching has to be oriented to reduce TC size as much as possible. How to avoid critical torque gaps in the medium rpm range? e-booster layout: on the considered engine, the e-compressor can be placed upstream the compressor or downstream the CAC. What are the concerns, advantages and drawbacks of these two possible solutions? Full load performance: is the low-end target torque reached within e-booster limits? If no, what kind of assumptions can be made to ensure vehicle target performances? Transient response: typical time-to-boost reduction expected with e-booster is achievable also with a larger turbo-matching? Conclusions: can the e-booster ensure the performance improvement requested for a two-stage like solution, matched with a standard VGT turbocharger? 6

7 e-booster layout: "UPSTREAM" The e-booster is located upstream the compressor. BENEFITS Easy installation for the ec; the e-booster can be used to reduce compressor PR in full load conditions (to keep operating points within the compressor map); both HP and LP EGR circuits allowed; charge air from e-booster and compressor is cooled (mandatory for gasoline applications). DRAWBACKS Transient response is not the fastest possible (big volume to pressurize); possible layout complication due to LP EGR circuit integration at compressor inlet. 7

8 e-booster layout: "DOWNSTREAM" The e-booster is located downstream the CAC, without additional charge air cooler (due to layout constraints). BENEFITS Fast transient response; the e-booster can be used to reduce compressor outlet temperature in full load conditions; e-booster cooling circuit can be easily integrated with CAC or WCAC water circuit. DRAWBACKS Charge air from e-booster is not cooled: temperatures may be OK for Diesel engines (close to intake temp. with HP EGR, but in full load conditions ); only LP EGR circuit allowed; ec map not fully exploitable, if working under high boost from TC (ec required power depends on air density). 8

9 e-booster layout: "DOWNSTREAM" The e-booster is located downstream the CAC, without additional charge air cooler (due to layout constraints). BENEFITS Fast transient response; the e-booster can be used to reduce compressor outlet temperature in full load conditions e-booster cooling circuit can be easily integrated with CAC or WCAC water circuit. DRAWBACKS Charge air from e-booster is not cooled: temperatures may be OK for Diesel engines (close to intake temp. with HP EGR, but in full load conditions ); only LP EGR circuit allowed; ec map not fully exploitable, if working under high boost from TC (ec required power depends on air density). 9

10 e-booster: info The considered e-booster is a 48V device. Peak power is allowed during the launch phase, that brings the e-booster speed from min to max rpm in 0.3 sec. Activation time at maximum power for transient operation depends on coolant temperature. Max power considered for pure steady-state operation is about 1 kw. e-booster use is foreseen up to 1750 rpm in a "two-stage-like" configuration, but improvements in traditional compressor operation are expected up to 3000 rpm (reduction of compressor outlet temperature, in a "downstream" layout). 10

11 e-booster: control strategy in GT-Power Air to intake manifold time signal (switch enabler) e-booster bypass is controlled to ensure fast transient response Air from CAC The e-booster instantaneous torque is sensed, filtered and used to calculate the instantaneous speed that would be needed to reach maximum e-booster power. This speed value is constantly compared to e-booster maximum speed, then the minimum between these two values is actuated. In the very first phase of e-booster activation, the maximum speed profile is imposed, to prevent speed oscillations due to possible instability (there is no risk to exceed maximum power in this phase, since the instantaneous mass flow rate is quite low). 11

12 Key-points - AGENDA Turbo-matching: the new VGT turbocompressor has to reach target rated power, but the matching has to be oriented to reduce TC size as much as possible. How to avoid critical torque gaps in the medium rpm range? e-booster layout: on the considered engine, the e-compressor can be placed upstream the compressor or downstream the CAC. What are the concerns, advantages and drawbacks of these two possible solutions? Full load performance: is the low-end target torque reached within e-booster limits? If no, what kind of assumptions can be made to ensure vehicle target performances? Transient response: typical time-to-boost reduction expected with e-booster is achievable also with a larger turbo-matching? Conclusions: can the e-booster ensure the performance improvement requested for a two-stage like solution, matched with a standard VGT turbocharger? 12

13 Full load steady-state performance (1/3) The e-booster effect is added to engine performance without ec. Three curves are compared: - no e-booster (performance with new VGT TC only); - e-booster optimized (e-booster optimized for maximum performance); - e-booster 1 kw. All the configurations have the same combustion laws and the same A/F ratio limits. Brake Torque Intake manifold pressure The target torque curve is achieved by using the e-booster at its maximum speed/power. 13

14 Full load steady-state performance (2/3) compressor outlet Points on compressor map Curves without e-booster and with partialized e-booster have the operating points placed on the surge line. By using the e-booster it is possible to move the points inwards. Intake manifold temperature The "downstream" layout may be critical in terms of intake manifold temperature, when the e-booster is running at maximum speed/power. On the other hand, this layout is positive in terms of compressor outlet temperature, since the e-booster can be used to reduce the boost demand for the turbocharger. An additional charge air cooler downstream the e-booster would be a great improvement, but with an increase in cost and layout complication. 14

15 Full load steady-state performance (3/3) e-booster speed Points on e-booster map e-booster active: rpm rpm: e-booster used for low-end torque target accomplishment e-booster active: rpm rpm: e-booster used for compressor outlet temperature reduction e-booster power (el.) e-booster active: rpm e-booster active: rpm Looking at the required e-booster power, the use of the e-compressor in a "two-stage-like" configuration is very challenging, especially in the low-end zone: this is due to possible thermal issues. The comparison in terms of Brake Torque (slide 13) shows that in "e-booster limited" conditions the lowend torque is quite below the target. However, the actual engine response to a full-performance request should be evaluated taking into account the vehicle characteristics (transmission ). 15

16 Key-points - AGENDA Turbo-matching: the new VGT turbocompressor has to reach target rated power, but the matching has to be oriented to reduce TC size as much as possible. How to avoid critical torque gaps in the medium rpm range? e-booster layout: on the considered engine, the e-compressor can be placed upstream the compressor or downstream the CAC. What are the concerns, advantages and drawbacks of these two possible solutions? Full load performance: is the low-end target torque reached within e-booster limits? If no, what kind of assumptions can be made to ensure vehicle target performances? Transient response: typical time-to-boost reduction expected with e-booster is achievable also with a larger turbo-matching? Conclusions: can the e-booster ensure the performance improvement requested for a two-stage like solution, matched with a standard VGT turbocharger? 16

17 Transient response - Load 2250 rpm Brake Torque Part load stabilization (with EGR) Intake manifold pressure MAX speed e-booster speed MAX el. power e-booster power (el.) e-booster speed is limited by maximum electric power e-booster electric power is limited to its maximum value (after a small overshoot) 17

18 Transient response - Load 1250 rpm Brake Torque Torque gap without e-booster!!! Part load stabilization (with EGR) Intake manifold pressure MAX speed e-booster runs at its maximum speed MAX el. power e-booster power (el.) e-booster speed is not limited by maximum electric power e-booster speed 18

19 Transient response - vehicle acceleration (1/3) The entire boosting system on this engine configuration is made of two different parts with their peculiar features: - the VGT TC has high boosting capability, but also great inertia; - the e-booster is very fast in its response, but it can provide a limited PR for a limited time (depending on many factors, for example coolant temperature, air temperature, etc.). How does this system react to a hard vehicle maneuver? To define a very challenging test, a km/h acceleration has been performed with a simplified vehicle model, by locking the transmission in its highest gear, to understand the effect of the e-booster and possible issues related to its operation. Part load stabilization (with EGR) Vehicle speed Engine torque 19

20 Transient response - vehicle acceleration (2/3) Boost pressure Points on compressor map e-booster response: very fast Downstream e-booster Upstream e-booster Engine rpm The e-booster response is very fast: it helps reducing the huge impact of VGT TC inertia on vehicle acceleration. The stand-alone turbocharger can provide the required boost pressure above 1800 rpm only. Looking at the compressor map, the acceleration with e-booster is less critical in terms of surge. 20

21 Transient response - vehicle acceleration (3/3) e-booster speed Points on e-booster map e-booster power (el.) In the first part of the acceleration, the e-booster is driven at its maximum speed, then, once the maximum electric power is reached, the speed is controlled in order not to exceed this value. 21

22 Key-points - AGENDA Turbo-matching: the new VGT turbocompressor has to reach target rated power, but the matching has to be oriented to reduce TC size as much as possible. How to avoid critical torque gaps in the medium rpm range? e-booster layout: on the considered engine, the e-compressor can be placed upstream the compressor or downstream the CAC. What are the concerns, advantages and drawbacks of these two possible solutions? Full load performance: is the low-end target torque reached within e-booster limits? If no, what kind of assumptions can be made to ensure vehicle target performances? Transient response: typical time-to-boost reduction expected with e-booster is achievable also with a larger turbo-matching? Conclusions: can the e-booster ensure the performance improvement requested for a two-stage like solution, matched with a standard VGT turbocharger? 22

23 Conclusions A "two-stage-like" charging system made by a large turbocharger + e-booster is capable of good performance improvement. This solution can be very simple to implement on a vehicle, especially in a scenario ruled by electrification of the vehicle architecture. To ensure good performances, the synergy between the TC and the e-booster has to be optimized: - the turbocharger inertia must be the lowest possible (each improvement on engine side would help the boosting system to work better); - e-booster and turbocharger have to be properly coupled (smooth transition between low and medium engine speeds in full load): for this reason a VGT turbocharger is required; - the e-booster layout must be carefully evaluated; a HP EGR circuit does not work with the "downstream" e-booster layout, so a LP EGR circuit is needed; - an additional CAC downstream the e-booster could improve low-end performances. For the considered system, some vehicle maneuvres involving frequent and close accelerations may be critical in terms of e-booster activations, resulting in poor engine response to vehicle dynamics requests. However, this boosting architecture has been found interesting and its potential will be exploitable with further development of the electrical components. 23

24 THANK YOU FOR YOUR ATTENTION QUESTIONS? 24

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