Full energy recovery from exhaust gases in a turbocharged diesel engine

Battista, Davide Di; Bartolomeo, Marco Di; Cipollone, Roberto

doi:10.1016/j.enconman.2022.116280

Cited by 22 publications

(3 citation statements)

References 38 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…However, if a parallel turbocompound is also considered, the rearrangement of the equilibrium of the turbocharger, to meet the request of the boost pressure and leave room for possible recovery, could produce a backpressure increase in the exhaust manifold. In this case, the possibility of introducing two sections of waste heat recovery, combining direct and indirect ways, can significantly increase the recovery and better exploit the available thermal energy from the exhausts [60].…”

Section: Engine Side Effectsmentioning

confidence: 99%

A New Generation of Hydrogen-Fueled Hybrid Propulsion Systems for the Urban Mobility of the Future

Arsie,

Battistoni,

Brancaleoni

et al. 2023

Energies

View full text Add to dashboard Cite

The H2-ICE project aims at developing, through numerical simulation, a new generation of hybrid powertrains featuring a hydrogen-fueled Internal Combustion Engine (ICE) suitable for 12 m urban buses in order to provide a reliable and cost-effective solution for the abatement of both CO2 and criteria pollutant emissions. The full exploitation of the potential of such a traction system requires a substantial enhancement of the state of the art since several issues have to be addressed. In particular, the choice of a more suitable fuel injection system and the control of the combustion process are extremely challenging. Firstly, a high-fidelity 3D-CFD model will be exploited to analyze the in-cylinder H2 fuel injection through supersonic flows. Then, after the optimization of the injection and combustion process, a 1D model of the whole engine system will be built and calibrated, allowing the identification of a “sweet spot” in the ultra-lean combustion region, characterized by extremely low NOx emissions and, at the same time, high combustion efficiencies. Moreover, to further enhance the engine efficiency well above 40%, different Waste Heat Recovery (WHR) systems will be carefully scrutinized, including both Organic Rankine Cycle (ORC)-based recovery units as well as electric turbo-compounding. A Selective Catalytic Reduction (SCR) aftertreatment system will be developed to further reduce NOx emissions to near-zero levels. Finally, a dedicated torque-based control strategy for the ICE coupled with the Energy Management Systems (EMSs) of the hybrid powertrain, both optimized by exploiting Vehicle-To-Everything (V2X) connection, allows targeting H2 consumption of 0.1 kg/km. Technologies developed in the H2-ICE project will enhance the know-how necessary to design and build engines and aftertreatment systems for the efficient exploitation of H2 as a fuel, as well as for their integration into hybrid powertrains.

show abstract

Section: Engine Side Effectsmentioning

confidence: 99%

A New Generation of Hydrogen-Fueled Hybrid Propulsion Systems for the Urban Mobility of the Future

Arsie,

Battistoni,

Brancaleoni

et al. 2023

Energies

View full text Add to dashboard Cite

show abstract

“…Considering this aspect, the auxiliary turbine can be placed in parallel with the main turbine with the aim of converting part of these losses into useful power [34,35]. In this case, the whole system comprising the main and auxiliary turbines must be re-designed to maximize overall performance [36]. The most significant drawback of these technologies is engine backpressure, which increases fuel consumption due to increased pumping losses, partially eroding their potential benefits [37,38].…”

Section: Introductionmentioning

confidence: 99%

Turbocompound energy recovery option on a turbocharged diesel engine

Battista,

Bartolomeo,

Prospero

et al. 2023

J. Phys.: Conf. Ser.

View full text Add to dashboard Cite

The transportation sector is living a transition era in which hybrid and electrified vehicles are replacing conventional vehicles, based on internal combustion engines. This is pushed by the recognized need for reducing fuel consumption and tailpipe emissions, considering primary pollutants and carbon dioxide as a greenhouse gas. In the transition path, hybridization and partial electrification of the powertrain play a crucial role. In this regard, the need for on-board electrical energy storage and utilization is increasing significantly and the possibility to recover wasted energy and convert it into electrical form is mandatory. This is especially true for commercial and heavy-duty vehicles, where full electrification is more difficult to be implemented. Waste Heat Recovery (WHR) has therefore become so important for vehicles, not only to directly reduce fuel consumption and related emissions but also to improve the feasibility of a generation of vehicles with a higher degree of hybridization that considers, for example, the electrification of auxiliaries following the so-called auxiliaries-on-demand management. Wasted heat refers mainly to exhaust heat from gases, where about one third of the fuel energy is disposed of. Among the various systems for WHR, engine turbo-compounding is approaching a mature technology. This technological option makes use of an additional turbine on the exhaust line of the engine, downstream of the turbocharging one, which converts the residual gas enthalpy into mechanical form. In this paper, the F1C Iveco 3.0 L turbocharged diesel engine is considered for verifying the performances of a turbo-compounding system. The engine was mounted on a dynamic engine test bench. In particular, the interactions with the original engine produced on the exhaust line were studied. Backpressure effects on the engine introduced by turbo-compounding were evaluated reversed in terms of extra fuel consumption. Moreover, the new equilibrium of the turbocharger was assessed and the related modifications to the engine were measured considering that the turbocharger has a control strategy based on the so-called Variable Geometry Turbine (VGT), via the modification of the Inlet Guide Vanes (IGV). The presence of a secondary turbine for WHR opens to a wider possibility of actuating the IGV and, so, the possibility to optimize the recovery considering the integrated system and all its degrees of freedom.

show abstract

“…Recently, a large amount of attention focused on the ORC analysis on ships with exhaust gas (EG) waste heat sources. Battista et al [5] studied the ORC at 50% of the M/E load. They recovered 3.5 kW of mechanical energy, which was equivalent to 5% of the M/E braking power.…”

Section: Introductionmentioning

confidence: 99%

Energy, Exergy and Environmental Analysis of ORC Waste Heat Recovery from Container Ship Exhaust Gases Based on Voyage Cycle

Lyu,

Kan,

Chen

et al. 2023

JMSE

View full text Add to dashboard Cite

Recovering the waste heat of a marine main engine (M/E) to generate electricity was an environmental way to minimize the carbon dioxide emissions for ships, especially with organic Rankine cycle (ORC) technology. The M/E had variable loads and operating times during voyage cycle, which directly affected the ORC thermodynamic potential. In this paper, a voyage cycle-based waste heat utilization from the M/E was introduced to provide reliable evaluation for proposing and designing ORC. The effect of various M/E loads and operating times on ORC performance among three dry-type substances was analyzed. The environmental impact was presented based on the data from one voyage cycle navigation of objective container ship. The results showed that Cyclohexane was capable of net power while Benzene was more suitable for thermal efficiency. The evaporator and condenser were the main irreversible components of the ORC system and required further optimization. Taking the operational profile into consideration, the evaporation pressures were 922–1248 kPa (Cyclohexane), 932–1235 kPa (Benzene) and 592–769 kPa (Toluene), respectively. During the voyage cycle, the carbon dioxide emissions were 99.68 tons (Cyclohexane), 96.32 tons (Benzene) and 60.99 tons (Toluene), respectively. This study provided certain reference for the design and investigation of ORC application to further improve the energy efficiency for container ship.

show abstract

Full energy recovery from exhaust gases in a turbocharged diesel engine

Cited by 22 publications

References 38 publications

A New Generation of Hydrogen-Fueled Hybrid Propulsion Systems for the Urban Mobility of the Future

A New Generation of Hydrogen-Fueled Hybrid Propulsion Systems for the Urban Mobility of the Future

Turbocompound energy recovery option on a turbocharged diesel engine

Energy, Exergy and Environmental Analysis of ORC Waste Heat Recovery from Container Ship Exhaust Gases Based on Voyage Cycle

Contact Info

Product

Resources

About