U.S. ARMY OPPPOSED PISTON ENGINE RESEARCH & DEVELOPMENT

Transcription

1 U.S. ARMY OPPPOSED PISTON ENGINE RESEARCH & DEVELOPMENT Bruce Brendle, Ph.D, PMP US Army RDECOM - TARDEC 07 November 2018

2 Electrical Power, kw Combat Powertrain Motivation Advanced Mobility Technology enables Increased terrain access at higher speeds Increasing Vehicle Power Demands Require Efficient Methods to Generate Power Representative Area of Interest Current Platform NOGO: 22%, V50: 10 mph Plaftorm w/adv Mobility NOGO: 6%, V50: 15 mph Increasing Powertrain Power Density ~3 HP/ft3 ~6 HP/ft3 Equivalent MOTS Powertrain Includes impacts of powertrain, track and suspension Red and Orange slower than Yellow and Green Significant reductions in NOGO terrain. Significant increases in average speed over the best 50% of the terrain. Advanced Combat Powertrain M88 M113A3 BFV Abrams Electrical Power Required, (kw) Typical M2A3 Alternator Bradley Directed Energy (50 kw) Export Power Electrified Protection e-cooling Powertrain Anti-idle Shoot (e-turret) e-hvac & CBRN Communicate Survive Move Current combat powertrain technology began development 50+ years ago, and is the basis still used today Advanced Powertrain technology enables the Next Generation and lays the foundation for the Future Force MOTS Powertrain Compartment Volume Increase ~ 56% Resulting Increase in Vehicle Structure Weight ~ 3100 lbs Delivering the next generation of combat vehicle powertrains and mobility solutions 2 2

3 Current Combat Vehicle Engines Main Battle Tank, M1 Abrams 1500 BHP gas turbine Very low heat rejection but high fuel consumption and high combustion air/exhaust flowrates Infantry Fighting Vehicle, M2 Bradley 675 BHP diesel engine Medium heat rejection, Medium fuel consumption, Low engine power density on a per volume basis Self Propelled Howitzer Paladin 675 BHP diesel engine Medium heat rejection, Medium fuel consumption, Low engine power density Recovery Vehicle, M88 Hercules 1050 BHP air cooled diesel engine Low power density, Medium fuel consumption There is a need for modernization across these platforms that require minimal vehicle level modifications 3

4 Ground Vehicle Powertrain Requirements Max Forward / Reverse Tractive Effort to Weight. Tractive Effort: The force push or pull) that the powertrain can generate to move a vehicle. 1.0 TE/Wt is the maximum design point for combat vehicle operation at finite life 0.7 TE/Wt is the Design Cooling Point at 125F for the continuous operation of vehicles to achieve all the mobility requirements which includes 60% grade. Cooling Fan Power Consumption Greater for armored combat vehicle than tactical vehicle due to air restriction thru ballistic grilles Hotel Loads High electrical load mission payloads Mission Profile Speed on grade, top speed, x-country speed, idle time, time spent powering electronic equipment, etc. Environmental Conditions of -60F to +125F Engine power can decrease up to 25% depending on ambient temperatures Air Filtration: 20 Hrs Life with Zero Visibility Dust at 60F Altitude Performance Requirements Fording / Flooded Engine Compartment Operation JP-8 / DF-2 Fuels Cold Start / Hot Restart Requirements Ability to Recover a Like Vehicle (WR) Rolling Resistance (RR) Grade Resistance (GR) Wind Resistance Grade (G) % Gross Vehicle Weight (GVW) Tractive Effort (TE) 4

5 IMPROVE FUEL ECONOMY, EMISSIONS AND ELECTRICAL POWER Industry and Army - Divergent Paths INDUSTRY FOCUS Emissions CAFÉ High Volume Electric Drive Technology Fuel Cell Vehicles Tracked External Suspension Unit Battery Electric Vehicles Hybrid Electric Vehicles Engine Improvements ULSD Auxiliary Power Units Emissions Improvements High Temperature Power Electronics Lightweight Track and Suspension Multi Speed Transmissions High Voltage LiIon Batteries High Voltage In-line Generators Low heat rejection engines Low Rolling Track Systems Fully Active Suspension High Power Density, Multi-fuel engines ARMY FOCUS Survivability Mobility Lethality Low Volume Efficient Cross-Drive Transmissions Alternative Fuels Modified COTS Diesel Engines TIME Commercial Fuels (Gasoline, Diesel, Ethanol, Biodiesel etc.) Single Battlefield Fuel (JP-8) Electrification Off-Road, Challenging Terrain 5

6 Electrical Power, kw Combat Powertrain Motivation Advanced Mobility Technology enables Increased terrain access at higher speeds Increasing Vehicle Power Demands Require Efficient Methods to Generate Power Representative Area of Interest Current Platform NOGO: 22%, V50: 10 mph Plaftorm w/adv Mobility NOGO: 6%, V50: 15 mph Increasing Powertrain Power Density ~3 HP/ft3 ~6 HP/ft3 Equivalent MOTS Powertrain Includes impacts of powertrain, track and suspension Red and Orange slower than Yellow and Green Significant reductions in NOGO terrain. Significant increases in average speed over the best 50% of the terrain. Advanced Combat Powertrain M88 M113A3 BFV Abrams Electrical Power Required, (kw) Typical M2A3 Alternator Bradley Directed Energy (50 kw) Export Power Electrified Protection e-cooling Powertrain Anti-idle Shoot (e-turret) e-hvac & CBRN Communicate Survive Move Current combat powertrain technology began development 50+ years ago, and is the basis still used today Advanced Powertrain technology enables the Next Generation and lays the foundation for the Future Force MOTS Powertrain Compartment Volume Increase ~ 56% Resulting Increase in Vehicle Structure Weight ~ 3100 lbs Delivering the next generation of combat vehicle powertrains and mobility solutions 6 6

7 Power Density (PD) = sprocket (wheel) power / total propulsion system volume [bhp/ft 3 ] Power density of complete propulsion system: Engine Drivetrain (including steering and brakes for tracked vehicle) Air filtration system Cooling system Inlet and exhaust ducting Propulsion control systems Accessory drive interfaces Batteries (for propulsion), wiring harnesses Fuel tanks and plumbing Final drives Maintenance access and clearances Combat Vehicle Propulsion System Power Density Is Greatest Need Thermal Management Problem Restricted vehicle space allocations magnify power pack cooling problems: Limited space for heat exchangers and ballistic grilles Poor fan inlet and outlet conditions (lower efficiency) Current Combat Vehicle Power Density Values M1 Abrams 3.3 bhp/ft 3 M2 Bradley 2.9 bhp/ft 3 Future combat vehicle goal 6.0 bhp/ft 3 Parasitic fan power scales with the cube of heat rejection 25% reduction of heat rejection leads to over a 50% reduction in parasitic fan power Example: 1000 BHP powerpack requires 200 BHP fan power to cool with a traditional engine; use of low heat rejection engine requires 100 BHP and thus puts 100 BHP bacl at the sprocket 7

8 Electrical Power, kw Combat Powertrain Motivation Advanced Mobility Technology enables Increased terrain access at higher speeds Increasing Vehicle Power Demands Require Efficient Methods to Generate Power Representative Area of Interest Current Platform NOGO: 22%, V50: 10 mph Plaftorm w/adv Mobility NOGO: 6%, V50: 15 mph Increasing Powertrain Power Density ~3 HP/ft3 ~6 HP/ft3 Equivalent MOTS Powertrain Includes impacts of powertrain, track and suspension Red and Orange slower than Yellow and Green Significant reductions in NOGO terrain. Significant increases in average speed over the best 50% of the terrain. Advanced Combat Powertrain M88 M113A3 BFV Abrams Electrical Power Required, (kw) Typical M2A3 Alternator Bradley Directed Energy (50 kw) Export Power Electrified Protection e-cooling Powertrain Anti-idle Shoot (e-turret) e-hvac & CBRN Communicate Survive Move Current combat powertrain technology began development 50+ years ago, and is the basis still used today Advanced Powertrain technology enables the Next Generation and lays the foundation for the Future Force MOTS Powertrain Compartment Volume Increase ~ 56% Resulting Increase in Vehicle Structure Weight ~ 3100 lbs Delivering the next generation of combat vehicle powertrains and mobility solutions 8 8

9 Combat Vehicle Electrification Demands Improved System Efficiency Advanced Systems Advanced Capabilities Existing Automotive Loads Low Voltage Batteries 24 VDC Vehicle Controller DC-DC Intelligent Engine Start/Stop 600 VDC Energy Weapons System Wireless Energy Beaming Non-Lethal Energy Weapons C-RAM and C-UAV Sustained UGV/UAV operation Non-Lethal Crowd Disbursement HVAC System HVAC Compressor HVAC Inverter High Voltage Energy Storage Silent & Enhanced Mobility Powertrain Cooling Sys Electric Main Cooling Fan Cooling Fan Inverter HVPC 600 VDC High Power Jamming IED & Other defeat Steering System Steering Pump Motor Steering Pump Controller Inverter Vehicle-to-Grid & V2V Electronic Armor Expeditionary Power Lighter Weight Armor Engine ISG Transmission Mobility Output High Power Comms EM Gun Improved communications Long range multi-use weapon Legend: Existing Architecture AC and VAC = Alternating Current C-RAM = Counter Rocket, Artillery and Mortar C-UAV = Counter Unmanned Arial Vehicle DC = Direct Current DC-DC = HV/LV DC Power Conversion 28VDC 600VDC Mechanical VAC HV = High Voltage HVAC = Heating Ventilation and Cooling HVPC = High Voltage Power Control ISG = Integrated Starter Generator LV = Low Voltage (24 VDC) Planned/Future Development UAV = Unmanned Arial Vehicle UGV = Unmanned Ground Vehicle VDC = Volts Direct Current V2G = Vehicle to Grid V2V = Vehicle to Vehicle 9

10 Sprocket Power HP Vehicle Mobility Performance Characteristics Sprocket Power vs. Speed: Current Powertain vs. ACE 1000 hp : F Day, 40, 45, & 50Tons & Same Cooling System Size Current 675 hp Engine, 28 kw ACE 1000 hp, 28 kw ACE 1000 hp, 160 kw Vehicle Speed MPH Existing military propulsion systems lack the power density and efficiencies necessary to provide leap ahead capabilities for combat vehicles. Highlights the need for Power Dense, Low Heat Rejection Engine that Fits within an existing combat system to provide the additional on-board electrical power demands to maintain mobility Fuel Efficient Engine Alone is Not Sufficient Need a complete efficient and power dense propulsion system that provides low heat rejection to minimize thermal burden Engine Transmission Air Filtration System (Low Restriction) Cooling System (Low Fan Power) Inlet and Exhaust Ducting (Low Restriction) Propulsion Control System Accessory Drives Batteries and Wiring Harnesses Fuel Tanks and Plumbing (Sized for Mission Requirement) Drive Trains 10

11 Electrical Power, kw Combat Powertrain Motivation Advanced Mobility Technology enables Increased terrain access at higher speeds Increasing Vehicle Power Demands Require Efficient Methods to Generate Power Representative Area of Interest Current Platform NOGO: 22%, V50: 10 mph Plaftorm w/adv Mobility NOGO: 6%, V50: 15 mph Increasing Powertrain Power Density ~3 HP/ft3 ~6 HP/ft3 Equivalent MOTS Powertrain Includes impacts of powertrain, track and suspension Red and Orange slower than Yellow and Green Significant reductions in NOGO terrain. Significant increases in average speed over the best 50% of the terrain. Advanced Combat Powertrain M88 M113A3 BFV Abrams Electrical Power Required, (kw) Typical M2A3 Alternator Bradley Directed Energy (50 kw) Export Power Electrified Protection e-cooling Powertrain Anti-idle Shoot (e-turret) e-hvac & CBRN Communicate Survive Move Current combat powertrain technology began development 50+ years ago, and is the basis still used today Advanced Powertrain technology enables the Next Generation and lays the foundation for the Future Force MOTS Powertrain Compartment Volume Increase ~ 56% Resulting Increase in Vehicle Structure Weight ~ 3100 lbs Delivering the next generation of combat vehicle powertrains and mobility solutions 1111

12 Army Advanced Diesel Engine Developments Focus on low heat rejection engine technology based on propulsion system power density considerations 1960 s to 2000 s emphasized advanced four stroke diesel engine technology that pushed engine power density with low heat rejection Thermal barrier coatings/ceramic engine subcomponents High pressure ratio turbocharging High temperature lubricants Variable compression ratio Very high rated speed Minimal charge air cooling Diesel Advanced Integrated Propulsion System (AIPS) projected propulsion system power density of 5.8 BHP/ft 3 with a 1500 hp engine for a future tank application Oil cooled engine with 300+ F sump temperature Demonstrated overall engine specific heat rejection below 0.5 kw/kw Much attention paid to eliminate powerpack unused volume Program cancelled by the Army prior to the final leg of development 2000 s Future Combat Systems (FCS) 20 ton initial vehicle target application with propulsion system power density target to exceed 5 BHP/ft 3 Two diesel engine candidates Modified commercial pickup truck engine (unsuccessful) Specially high speed, high power density military specialty diesel Advent of MTU 890 series family of engines 12

13 Mid 2000 s consideration given to Opposed Piston, two-stroke engine technology based on inherent low heat rejection and potential packaging advantages over conventional V-geometry four stroke combat engines Kharkov 6TD-2 Engine Test & Evaluation ( ) Engine Characteristics Six cylinder Super charged and turbo compounded Rated power: 1200 BHP - Peak torque: 2385 ft-lb Displacement: 16 L with Bore x Stroke: 120 x 120 mm Major Conclusions Very low heat rejection with a advantageous packaging volume Excessive smoke Questionable durability Poor fuel consumption at part-load Opposed Piston Opposed Cylinder (OPOC) ( ) Based on modified DARPA A160 Hummingbird UAV hardware developed during the 2003 to 2007 timeframe Army program targets 320 BHP at sea level Specific heat rejection target 0.42 kw/kw Pass 50 hour AEP-5 NATO test Conclusions Army Advanced Diesel Engine Developments Opposed Piston Technology Failed to pass 50 hour AEP-5 NATO test due to a variety of mechanical issues Did not attain heat rejection or power density targets 13

14 Horsepower Power & Mobility Technology Development Power Dense, Common, Modular Engines Increased Power Density Increased Efficiency (> 48%) Decreased Heat Rejection ( 20 BTU/hp-min) Common Engine Components (Family of Engines) Adaptable, Military Specific Transmissions Advanced Multi-Speed Transmissions Adaptable to a wide range of engine input speeds Flexible design configuration and packaging High efficiency geared steering system > 90% efficiency in all gears Medium Combat Heavy Combat # of Modules Efficient Thermal Management Improved vehicle efficiencies Increase Propulsion Power Density, more sprocket power Develop and integrate high efficiency components Increased fidelity of system level thermal management analysis and optimization Advanced Heat Exchanger Pack Optimized Powertrain Controls Controls Development & Vehicle Electrification Developing a controller with industry partner that will meet future research needs by using the state of the art components, incorporating greatly increased processing power, and supporting multiple new communication protocols Increased onboard vehicle power to kw High Voltage Architecture Advanced Modular Battery Advanced Fan Electrical Fan Drive Power Electronics (DC-DC, Export Power Integrated Starter Generator 114

15 Advanced Combat Engine Program Initiatives Develop and Demonstrate the State-Of-The-Art Advanced Combat Engine & Technologies to Provide the Combat Vehicles with Increased Mobility and On-Board Power Scalable and Modular Engine Technology (common bore and stroke). Size: Increased Package Power Density Shape Optimized for Bay Space Claim Horizontal or Vertical 23 Weight: Low Installed Weight More Mobility, Armor and Payload Performance: Increased Power and Mobility In-Line 4 ( hp) Increased Tractive Effort Availability Improved Fuel Tolerance Improved Range thru Fuel Efficiency Cooling: Reduce Specific Heat Rejection to the Vehicle Reduce Cooling System Power Needs In-Line 3 ( hp) In-Line 6 ( hp) 15

16 Producti on Advanced Combat Engine (ACE) Roadmap Single Cylinder Engine Development Multi-Cylinder Engine Development System Level Integration and Demonstration Integration Efforts Development FY15 FY16 FY17 FY18 FY19 FY20 FY21 FY22 FY23 Achates/Cummins Alternative Engine 4 Cummins/Achates ACE 1000 Advanced Powertrain Demonstrator APD Integrates Engine with Transmission, Thermal, Controls, ISG, Battery in a Bradley Chassis 6 Advanced Mobility Experimental Prototype AMEP 6 Matures APD Integrated Systems, Adds Intake and Exhaust Systems, Develops Controls for Dynamic Testing in Bradley vehicle 7 5 Engine Path to Production

17 ACE Accomplishments ACE SCE ACE MCE Army OP Engine internal study confirms inherent advantage NGCE Next Generation Combat Engine [NGCE] Industry competition selection on next generation engine technology 71 hp per cylinder 225 hp Proof of Principal technology demonstrator on dyno at TARDEC Significantly overachieved objective ACE Single Cylinder Engine [SCE] Feb Awarded 2 Contracts Competing engine development and demonstration in 24 months ACE Multi Cylinder Engine [MCE] July 2017 Awarded ACE MCE contract July 2018 Completion of First Engine Build Dec 2019 Initial Engine Test & Performance Completion June 2019 Achieve TRL6 with 50 hr NATO test Aug 2019 Deliver Engine to TARDEC for testing & integration Measure Program Objectives Test Data Results Power hp rpm Torque > 500 lb-ft rpm Fuel Consumption < 0.36 lb/hp-hr ~ 0.34 lb/hp-hr Heat Rejection < 0.71 kw/kw 0.64 kw/kw Power per cylinder > 70 hp/cylinder 70.3 hp/cylinder Measure Program Objectives Test Data Results Power 250 hp 251 hp Torque > 500 lb-ft 597 lb-ft Fuel Consumption < 0.32 lb/hp-hr ~ 0.31 lb/hp-hr Heat Rejection < 0.45 kw/kw kw/kw Power per cylinder > 250 hp/cylinder 250 hp/cylinder Measure Power Torque Fuel Consumption Heat Rejection Power per cylinder Program Objectives 1000 hp > 2000 lb-ft < 0.32 lb/hp-hr < 0.45 kw/kw > 250 hp/cylinder Leveraging over $150M of industry investment in OP2S engine technology since 2004 to provide combat vehicles with increased mobility and on-board power through scalable and modular engine technology. 17