Electrically-Assisted Turbocharger Development for Performance and Emissions

Milton Bailey, Leon Tolbert, Norberto Domingo-ORNL, and Brian Bolton, Nabil Hakim - DDC

Turbocharger transient lag inherently imposes a tradeoff between a robust engine response to transient load shifts and exhaust emissions. By itself, a wellmatched turbocharger for an engine has limited flexibility in improving this transient response. Electrically-assisted turbocharging has been seen as an attractive option to improve response and lower transient emissions. This paper presents the results of a multi-year joint CRADA between DDC and ORNL. Virtual lab diesel simulation models characterized the performance improvement potential of an electrically assisted turbocharger technology. Operating requirements to reduce transient duration between load shift time by up to 50% were determined. A turbomachine has been conceptualized with an integrated motor-generator, providing transient burst boost plus energy recovery capability. Numerous electric motor designs were considered, and a prototype motor was developed, fabricated, and is undergoing tests. Power controls have been designed and fabricated.

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Electrically Assisted Turbo-Charger Development for Performance and Emissions

Summary of CRADA # 1996-2000 Detroit Diesel Corporation, Oak Ridge National Laboratory Presented by Houshun Zhang, Detroit Diesel Corporation Milton Bailey, Oak Ridge National Laboratory

Outline
Motivation
Transient Engine Operation Engine & Turbocharger Matching

Transient Engine & Turbocharger Modeling

Potential Improvements Comparison of Results

Electric Machinery Power Electronics Status of Tests

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Motivation
Turbo Critical for Power density, Fuel economy, Emission and Driveability. Response Time during Transient Operation due to Turbine inertia.
Improve driveability Reduce engine smoke and high PM

Turbocharger Technology is a Key to Emission Reduction.

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HD FTP Transient Test

Transient Engine Operation 1st Quarter
3000 2000 1000 0 500 -1000 1000 1500 Engine Speed, rpm 2000 2500

Transient Engine Operation 3rd Quarter

3000 2000 1000 0 500 -1000 1000 1500
Engine Speed, rpm

2000

2500

Transient Engine Operation 2nd Quarter

3000 2000 1000 0 500 -1000 1000 1500
Engine Speed, rpm

Transient Engine Operation 4th Quarter

2500 2000 1500 1000 500 0 -500500 -1000

2000

2500

1000

1500
Engine Speed, rpm

2000

2500

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HD FTP Transient Test

FTP 3rd Quarter Operation
2500 2000 1500 1000 500 0 -500500 1000 1500 Engine Speed, rpm 2000 2500

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HD FTP Transient Test Turbo Response

TRANSIENT TURBOCHARGER OPERATION
120000 100000 80000 60000 40000 20000 0 360

400

440

480

520

560

600

Cycle Time (s)

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Turbochargers in Emissions Perspective

0.60
1988

Free Floating

PM g/hp-h

2002 VGT 0.25 0.10 0.05

1991

1998

1994

2007 VGT + ?

Wastegated 1 2 2.5 3 4 5 6

Nox g/hp-h
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Electrical Turbo Assist

Externally drive turbocharger during transient
Improve emission & performance at cost of BSFC Photo/Description of Prototype

Potentially Use Motor for Steady State BSFC Improvement.

ORNL - 1994 Sketch

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Technical Approach - Virtual Lab

Baseline Engine

Evaluate Concept with Electrically Assisted Turbo

Experience plays a big role

Design Recommendations
NO Meet Targets? YES

Evaluate Virtual Engine

Build Hardware
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Baseline Engine During Transient Run

Turbo Speed vs. Time

Simulation Data
Simulation within 1% of Testing Data

Time [s]

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Simulated Baseline Transient Turbocharger Operation

Objective:
Turbo Net Power (KW)

Baseline Engine
14 12 10 8 60000 6 4 2 0 0 1 2 3 4 Elasped Time (SEC) 40000 20000 0 120000 100000 80000

What is the Motor Requirement?

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Turbo Speed (RPM)

up to 50% reduction in turbo spool-up time

Ramp Acceleration Time for Two Typical Motors

3.5 3.0 Acceleration Time (s) 2.5 2.0 1.5 1.0 0.5 0.0 0 5 10 15 Motor Shaft Power (kw)
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CONSTANT TORQUE CONSTANT POWER

Technology Comparisons Using Virtual Lab

1800 RPM Load-Acceptance Test

Engine Data 10 HP 15 HP 20 HP 0 1 2 Elasped Time (s) 3 4

10 HP Power Assist Gives 17% Reduction of Response

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Electric Motor Design Goals : 10hp constant 20k-100k rpm

Motor/alternator options considered included
Permanent magnet vs switched reluctance Axial gap vs radial gap

Permanent magnet, radial gap, two-pole design selected, 1997.

High power density and efficiency Low polar moment of inertia Shaft diameter can be larger Facilitates design for high speed Disadvantage is larger stator diameter

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Electric motor major components

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Preliminary motor performance results

Radial-Gap PM Turbomotor Power Test Data
9

Input Power, kw

low high

0 0 10000 20000 30000 40000 50000 60000 70000

Speed,rpm

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Concluding Remarks
Electric Assisted Turbo is One of Promising Technologies to Achieve Fast Response. Motor & sensorless controller conceived, designed and developed. Demonstration hardware has been built and early validation achieved. Design enhancements have been identified which should lead to a more robust design.

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Acknowledgements
ORNL additional team members - Norberto Domingo, Leon Tolbert, Wayland Blake, Bill Allington, Gui-Jia Su Detroit Diesel Corporation additional team members Tim Prochnau, Craig Savonen, Nabil Hakim Sponsor - DOE/NE, Dr. Bill VanDyke

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