Turbo-Hydraulic Engine Exhaust Power Recovery System

Kapich, Davorin

doi:10.4271/2002-01-2731

Cited by 10 publications

(4 citation statements)

References 2 publications

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“…The cool exhaust reduces the effectiveness of the aftertreatment system, e.g., resulting in more frequent active regenerations for DPF or more stringent thermal management requirements for selective catalytic reduction (SCR) and lean NO x trap (LNT). More information on diesel engine turbocompounding can be found in Assanis and Heywood (1986), Tennant and Walsham (1989), Kapich (2002) …”

Section: 18mentioning

confidence: 99%

Improving the environmental performance of heavy-duty vehicles and engines: particular technologies

Xin

Pinzon

2014

Alternative Fuels and Advanced Vehicle Technologies for Improved Environmental Performance

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Section: 18mentioning

confidence: 99%

Improving the environmental performance of heavy-duty vehicles and engines: particular technologies

Xin

Pinzon

2014

Alternative Fuels and Advanced Vehicle Technologies for Improved Environmental Performance

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“…The hydraulically-assisted turbocharger has been studied since the early-1980's [6]. There have been publications and patents on the use of a hydraulic turbine, driven by highpressure oil, on the turbocharger shaft to accelerate the turbocharger [2][3][4][5]. The hydraulic turbine, in these systems, is a compact design and is integrated into the turbocharger center housing between the conventional compressor and turbine wheels.…”

Section: Regenerative Hydraulic Assisted Turbochargermentioning

confidence: 99%

“…Increased soot emissions have a direct fuel economy implication from the increased DPF regeneration frequency. 4. Some engine controller uses an "air reserve" strategy at the onset of an engine tip-in through an aggressive VGT maneuver (shut-open) in order to partially offset the turbo-lag effect.…”

Section: Introductionmentioning

confidence: 99%

Regenerative Hydraulic Assisted Turbocharger

Zeng

Upadhyay

Sun

et al. 2018

Journal of Engineering for Gas Turbines and Power

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Engine downsizing and down-speeding are essential in order to meet future U.S. fuel economy (FE) mandates. Turbocharging is one technology to meet these goals. Fuel economy improvements must, however, be achieved without sacrificing performance. One significant factor impacting drivability on turbocharged engines is typically referred to as “turbolag.” Since turbolag directly impacts the driver's torque demands, it is usually perceptible as an undesired slow transient boost response or as a sluggish torque response. High throughput turbochargers (TC) are especially susceptible to this dynamic and are often equipped with variable geometry turbines (VGT) to mitigate some of this effect. Assisted boosting techniques that add power directly to the TC shaft from a power source that is independent of the engine have been shown to significantly reduce turbolag. Single unit assisted turbochargers are either electrically assisted or hydraulically assisted. In this study, a regenerative hydraulically assisted turbocharger (RHAT) system is evaluated. A custom-designed RHAT system is coupled to a light duty diesel engine and is analyzed via vehicle and engine simulations for performance and energy requirements over standard test cycles. Supplier-provided performance maps for the hydraulic turbine, hydraulic turbopump were used. A production controller was coupled with the engine model and upgraded to control the engagement and disengagement of RHAT, with energy management strategies. Results show some interesting dynamics and shed light on system capabilities especially with regard to the energy balance between the assist and regenerative functions. Design considerations based on open-loop simulations are used for sizing the high-pressure accumulator. Simulation results show that the proposed RHAT turbocharger system can significantly improve engine transient response. Vehicle level simulations that include the driveline were also conducted and showed potential for up to 4% fuel economy improvement over the FTP 75 drive cycle. This study also identified some technical challenges related to optimal design and operation of the RHAT. Opportunities for additional fuel economy improvements are also discussed.

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“…This method is easier to assemble than the Rankine's bottoming cycle and cheaper than the thermoelectric device solution. The electrical turbocompounding can be easily bolt-on as part of the ICE assembly and can directly be coupled to either the shaft of the main turbocharger or attached to a secondary turbine positioned downstream the main turbocharger [10][11][12][13][14]. If the second options is going to be adopted, as one can expect the energy available in the exhaust gases is not large since most of the expansion occurs in the HP turbine and hence the second turbine has to be operated at lower pressure conditions.…”

Section: Literature Reviewmentioning

confidence: 99%

Design and Development of a Low Pressure Turbine for Turbocompounding Applications

Mamat

Romagnoli

Martinez-Botas³

2012

JGPP

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This paper describes the development of a high performance low pressure turbine (LPT) for turbocompounding applications to be used in a 1.0 litre "cost-effective, ultra-efficient gasoline engine for a small and large segment passenger car". Under this assumption, a mixed-flow turbine was designed to recover latent energy of discharged exhaust gases at low pressure ratios (1.05-1.3) and to drive a small electric generator with a maximum power output of 1.0 kW. The design operating conditions were fixed at 50,000 rpm with a pressure ratio of 1.1. Commercially available turbines are not suitable for this purpose due to the very low efficiencies experienced when operating in these pressure ratio ranges. The low pressure turbine performance was simulated using a commercial CFD software. Then, turbine performance was validated with a comprehensive turbine testing that was accomplished by using the Imperial College turbine test rig. The testing and the simulation conditions were conducted for a range of design equivalent speeds spanning between 80% and 120% at steps of 10% increase. In addition, the impact of the turbocompounding on Brake Specific Fuel Consumption (BSFC) and Brake Mean Effective Pressure (BMEP) was also assessed by using a 1-D validated engine model of the engine under study. Three different arrangements for the turbocompounding were assessed: (1) precatalyst, (2) post-catalyst and (3) in the wastegate of the main turbocharger. The outcomes of the simulation were compared to those obtained for the baseline engine and are discussed in the the paper. The 1-D engine simulation had shown that the maximum benefit of the turbocompounding can be achieved when it was located at the post catalyst with maximum BSFC reduction of 2.4% at 1500 rpm and 3.0% of BMEP increase at 1000rpm.

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Turbo-Hydraulic Engine Exhaust Power Recovery System

Cited by 10 publications

References 2 publications

Improving the environmental performance of heavy-duty vehicles and engines: particular technologies

Improving the environmental performance of heavy-duty vehicles and engines: particular technologies

Regenerative Hydraulic Assisted Turbocharger

Design and Development of a Low Pressure Turbine for Turbocompounding Applications

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