Floating Nozzle Turbine (FNT) Floating Nozzle Turbine: The Advanced Turbocharger Technology for the Gasoline Mass Market Vortragsreihe: Innovationen in der Fahrzeugtechnik FH Joanneum
Introduction Potential Design Summary Organization BMTS % % Stuttgart (DE) Headquarters, development center and prototype shop Blaichach plant (DE) Production of T/C components St. Michael plant (AT) Machining and final assembly 2
Grams of CO 2 per kilometer normalized to NEDC test cycle Number of vehicles Introduction Potential Design Summary Legislation and Market 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 CO 2 130 g/km 100% fleet 95% 95 g/km 100% fleet, proposals Next step? cycle RDE Development phase MNEDC-based testing WLTP-based testing limit cf criteria emission limit 220 China Japan EU US 2017 2022 180 160 2017 2022 2017 2022 140 120 2017 2022 100 year Increased requirements due to upcoming legislation 3
torque [Nm] torque [Nm] Introduction Potential Design Summary Development Trends on Gasoline Engines NEFZ 3.2L nat. aspirated engine MPFI Downsizing 1.6L Turbo DI 230 235 240 245 245 240 1 1 100 100 WLTC NEFZ 275 6000 1000 0 0 4000 00 engine speed [min -1 ] 1 100 100 275 NEFZ 6000 1000 0 0 4000 00 6000 engine speed [min -1 ] 1 WLTC T/C increases air density to compensate reduced displacement. Reduction of engine friction (especially with the reduced number of cylinders). Advantages of Downsizing Shifting main operation area to higher engine efficiencies (de-throttling). Increased downspeeding potential due to high low-end-torque. Significant reduction of CO 2 emissions by downsizing 4
Introduction Potential Design Summary Exhaust Gas Turbocharger for Gasoline Engines Rotor E-actuator Wastegate Compressor housing Turbine wheel Compressor Wheel Turbine housing Wastegate Turbocharger: Gasoline (passenger cars) Core unit Limit Value Limited by T/C speed up to krpm T/C Temperature upstream turbine Pressure upstream turbine up to 10 C up to 4bar T/C engine 5
torque [Nm] Introduction Potential Design Summary Challenges of Turbocharged Gasoline Engines NEFZ 1.6L Turbo DI Possible System Solutions 1 1 100 100 1 4 3 WLTC 245 240 275 1000 0 0 4000 00 6000 1000 0 0 4000 00 6000 speed [rpm] 2 Miller Cycle Cooled EGR Particulate Filter Strongly increasing requirements on the charging system. 1 2 3 4 Major Challenges in SI T/C engines Engine knocking Enriching for engine protection Fuel consumption Particle concentration Gasoline- VTG Increasing requirements on the charging system. 6
rel. Durchsatz [-] Drehmoment [Nm] rel. Durchsatz [-] BMW Development Meeting BMTS Vorteile der variablen Turbinengeometrie 1 100 1.6L Turbo DI LET 2.2 1.8 1 1.6 1.4 P m c t t p3 p 4 p T 3 1 1 ( ) t 1000 0 0 4000 00 6000 Drehzahl [min -1 ] 2 t 1.0 0.8 0.6 0.4 0.2 0.0 1.0 0.8 FNT offen WG öffnet 1 2 Massenstrom über das WG Nicht genutzte Enthalpie 2 Anforderung LET / Dynamik 1 2 Hoher Ladedruck (LET) Niedriges Trägheitsmoment (Dynamik) kleines Turbinenrad Anforderung Nennleistung Niedriger Abgasgegendruck großes Turbinenrad 0.6 0.4 0.2 1 FNT geschlossen 0.0 1.0 1.5 2.0 2.5 3.0 Druckverhältnis [-] Durch die FNT wird die Enthalpie des Abgasmassenstroms komplett genutzt 7
bsfc [g/kwh] p Manifold [bar] pressure ratio [-] Introduction Potential Design Summary System Strategy Efficiency Concept Druckverhältnis [-] T Manifold [ C] 4.0 3.5 3.0 2.5 2.0 1.5 1.0 korrigierter Massenstrom [kg/s] 0.05 0.10 0.15 0.20 980 C 10 1000 9 900 8 T Krümmer [ C] Efficiency Concept GT-Power Simulation Boundary conditions : 100kW/l ; λ=1 ; e=10 WG VTG VTG + Miller 3.5 b eff [g/kwh] 280 260 3.0 2.5 p Krümmer [bar] WG Δb eff,vl T manifold p manifold Basis 240 220 1000 0 0 4000 00 6000 engine Drehzahl speed [min [min -1 ] -1 ] 2.0 1.5 1.5 00 0 0 4000 00 6000 nmot [RPM] engine speed [min -1 ] VTG VTG+ Miller up to -4% up to -6% -20 C -25 C -0.95bar -0.35bar Significant fuel consumption reduction w/ combination of VTG and Miller Cycle. 8
t 90 [s] bmep@1rpm [bar] Introduction Potential Design Summary System Strategy Influence of GPF Dynamics GT-Power Simulation Boundary conditions: 10rpm p me =2bar Full Load Low-End-Torque GT-Power Simulation Boundary conditions: 4-Cylinder Motor 80kW/l Miller-Concept e12 2.5 22.5 2.3 WG VTG 22.0 WG VTG 2.1 Ø TW 44mm MTM +70% -30% 21.5 21.0 +16% 1.9 20.5 20.0 1.7 Ø TW 41mm 19.5 Ø TW 40mm Ø TW 40mm 1.5 without GPF with GPF 19.0 without GPF with GPF The VTG enables significant increase in driveability. 9
Introduction Potential Design Summary The New BMTS Floating Nozzle Turbine VTG 1 st generation FNT simple, compact design Robust Design Successful in different diesel projects high thermal shock stability with patented floatingprinciple increased efficiency improved controllability Position 2 elastic deformation Position 2 elastic deformation Position 1 force transmission Position 1 force transmission 10
Introduction Potential Design Summary Summary Gasoline- FNT without GPF + with GPF max @1rpm Δb eff Δp me Δt 90 Δb eff Δp me Δt 90 max @1rpm Δ(FNT WG) -6% 0% -3% -6% +16% -30% Summary GPF increases exhaust back pressure Gasoline FNT shows significant advantages in comparison to wastegate turbocharger regarding: Fuel consumption Transient behavior Low End Torque System Approach Gasoline FNT in combination with Miller Cycle offers additional potential. Exhaust gas temperature up to 980 C possible BMTS can provide a Gasoline FNT mass market solution for different engine concepts due to its thermal robust and simultaneously simple design. 11
Introduction Potential Design Summary Thank you for your attention! 12