Development of a New Turbocharged Diesel Engine for

Transcription

Development of a New Turbocharged
Diesel Engine for Military Power
Generation and Vehicle Applications
Ricardo Software Conference – Detroit, MI
April 17, 2013
Paul E. Yelvington, Ph.D.
Energy Conversion Technology Leader
Contributors: David Sykes, Andrew Carpenter, and Jerry Wagner
Mainstream Engineering Corporation
200 Yellow Place
Rockledge, FL 32955
www.mainstream-engr.com
[email protected]
This work is sponsored by the U.S. Army
under contract W56HZV-09-C-0048 and
managed by the U.S. Army Tank Automotive
Research, Development and Engineering
Center (TARDEC).
COPYRIGHT © MAINSTREAM ENGINEERING CORPORATION
Page 1
Mainstream Engineering Corporation
• Small business incorporated in 1986
90+ employees
Mechanical, chemical, electrical, materials engineers Machinists and tool and die makers
Lab technicians and assemblers
85,000 ft2 facility in Rockledge, FL
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• Laboratories: thermal, energy conversion, engine, materials, nanofab, wet and analytical chemistry, computer (CAM/CAD, FEA)
• Prototyping: 3‐ and 5‐axis CNC and manual mills, CNC and manual lathes, grinders, sheet metal, plastic injection molding, welding
• Manufacturing: 35,000 ft2 lean manufacturing facility for commercial and military products
Mission Statement
MEC’s core purpose is to continually strive to design, develop, and manufacture the finest energy conversion and thermal control products in the world and to be an industry leader in these areas of research.
MEC’s compressor on ISS
Rockledge, FL facility
Page 2
Our Applications of Ricardo WAVE
• Analysis of the use of crank‐angle‐resolved cylinder‐
pressure feedback for control of PCCI combustion
• Modeling of a rotary engine for unmanned aircraft
• Development of a hybrid electric turbocharger for transient lag reduction and waste heat harvesting
• Development of a different compression‐expansion engine for improved efficiency
• Development of new 3‐cylinder turbocharged diesel engine platform for generators and nonroad vehicles
Page 3
Objective - Build a Better Military Diesel
Fuel is expensive to deliver to forward locations
Logistics “tail” limits operational effectiveness
Resupplying fuel exposes troops to additional risk
Page 4
Design Goals for Generator / APU
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Maximum Electrical Power: 30 kWe
Efficient Turndown Ratio: 15:1
Total Weight: 400 lb without external packaging
Engine Weight: 220 lbs without flywheel
Fuel: JP‐8 or DF‐2
Fuel Consumption: 0.11 gal/kW‐hr
Emissions: Tier 4 nonroad
Page 5
Design Philosophy for the AMD45
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Advanced
Modular Diesel
(AMD45)
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Automotive Diesel Powertrains
High Degree of Integration
(Starter-Alternator)
Lightweight Design and Materials
High-Speed
Not Suited for High Loads over
Extended Time
Industrial Diesel Generators
Stand-alone Engine and
Alternator
Inexpensive, Heavy Materials
Low-Speed
Extremely High Durability
Page 6
Design Methodology
Page 7
Turbocharger Selection
• Limited selection for small displacement engines
• Targeted 0.7 bar boost to meet durability goals
• Scaled compressor map using TCMAP
Page 8
Ricardo WAVE Model Construction
• Modeling performed to roughly size the engine
• No library of similar designs to draw from
• Pure predictions
Page 9
Initial Engine Sizing & Configuration
Configuration
In‐line
Cylinders
3
Displacement
1.25 L
Bore
79.5 mm
Stroke
84.4 mm
Compression ratio
16.2:1
Induction
Turbocharged
Injection
Common‐rail
Valves
2 per cylinder
Page 10
WAVE Performance Predictions
Page 11
In-Cylinder CFD Simulations
• 3‐D, reacting flow including intake/exhaust ports
• Inlet boundary conditions were imported from Ricardo WAVE
• Surrogate diesel uses n‐heptane reduced chemistry model with diesel transport props
Page 12
Combustion Results for In-Cylinder CFD
CAD
Cylinder Head
Piston
Bowl
-4
0
4
8
12
16
20
24
28
Injector
•The spray does not impinge on the walls at any time
•Further studies reduced the spray angle from 155° to 135° to match the contour of the
piston bowl
Page 13
Stress Analysis for the Engine Block
FEA Model Mean Stress
Alternating Stress
•Transient stress simulation was performed for one complete cycle
•The mean and alternating stress was calculated
•Modified‐Goodman approach gave factor of safety for operating for 8000 hrs
Page 14
Thermal Analysis of Cylinder Head
•Conjugate heat transfer analysis (air flow, coolant flow, conduction in solid)
•Used to determine feasibility of cast‐in integrated exhaust manifold
•Maximum surface temperature below threshold based on yield strength
Page 15
Transient FEA for Crankshaft Design
• Highly adaptable crankshaft design uses design guidelines, transient FEA, and mates with COTS parts
• Transient analysis:
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5000 RPM
140 bar peak pressure
Traces imported from in cylinder CFD
Conventional bearing boundary conditions
• Maximum Deflection: 0.015 mm
• Maximum Stress: 141 MPa (Endurance Strength: 669 MPa)
• Crank pin bores, oil transfer holes, and rolled fillets are sites of greatest stress concentration COPYRIGHT © MAINSTREAM ENGINEERING CORPORATION
Page 16
Complete Engine CAD Model
• Unique design features
– Integrated intake manifold
– Interleaving, removable balancing shaft
– Front PTO shaft/ISA drive
– Electric water pump
Page 17
Design Methodology
Page 18
Valvetrain Dynamic Testing
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Dual spring design with hydraulic tappet
Excellent valvetrain dynamic control
No valve bounce or lofting
Page 19
High-Pressure Common-Rail Injector
• Modified Delphi “1.5” injector
• Custom nozzle to match our combustion chamber geometry
Page 20
Electronic Fuel Injection
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MotoTron ECM is fully programmable and production‐ready • Controls injection parameters and pressure for the AMD45
Drivven driver box provides high current to drive diesel injector solenoid
Fuel injection strategy will be based on engine speed and manifold density
Enables variable speed load following
Trigger
MotoTron 112‐pin ECM
Drivven SADI injector driver box
Page 21
Cast Components
• All aluminum castings
• Block, head, valve cover, oil pan, cover plate, and balancing shaft cover
• Sand cast and finish machined
Page 22
Design Methodology
Page 23
Prototype Fabrication and Assembly
14 custom components designed and externally manufactured
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Block
Head
Crankshaft
Camshaft
Balancing Shaft
Oil Pump Housing/Cover
Balancing Shaft Bearing Caps(2)
Engine Covers
Oil Pan
Head Gasket
Cam Bearing Caps (4)
Flywheel
Chain Guides
Exhaust Manifold
Page 24
Design Methodology
Page 25
Model-in-the-Loop (MiL) Controller Dev.
• MATLAB/Simulink used as dynamic modeling environment
• Simulink called WAVE as the “plant model”
• Looked at response to step changes in load
Simulink
• Used response to tune constants with Ricardo “no‐lag” tuning algorithm
• Fit constants over a range of speed and fueling rate
• Adaptive control (i.e., gain scheduling) via lookup tables
WAVE model
Page 26
Hardware-in-the-Loop (HiL) Injector Testing
ECM and “breakout board”
Spray chamber
“Spintron” for sensor HiL testing
High speed imaging
Page 27
Dynamometer Testing
• 120‐hp AC Regenerative Dynamometer • Interloc V Dynamometer Controller
– Speed Control (up to 6700 RPM)
– Torque Control (up to 284 N‐m)
• Emissions Analyzers
– CO, CO2, NOx, THC, PM, Smoke Opacity
• 90 kW Cooling System
– Independent control of coolant, oil, and inlet air temperature
• National Instruments Data Acquisition
– Continuously logging 16 temperatures, 6 pressures, fuel flow rate, lambda, relative humidity, emissions data, and performance data COPYRIGHT © MAINSTREAM ENGINEERING CORPORATION
Page 28
Brake Power and Torque
Brake Torque (N‐m)
100
45
Fuel/Air
Equivalence Ratio ()
0.3
0.4
0.5
0.6
40
35
80
30
25
60
20
40
15
Brake Power (kW)
120
10
20
5
0
1000
Single pulse injection, Low boost pressure
1500
2000
2500
3000
Engine Speed (RPM)
3500
4000
0
4500
Page 29
Fuel Conversion Efficiency
0.4
Brake Fuel Conversion Efficiency
0.35
0.3
0.25
Engine Speed
0.2
1000 RPM
2000 RPM
3000 RPM
4000 RPM
0.15
Single pulse injection, Low boost pressure
0.1
0
10
20
Brake Power (kW)
30
40
Page 30
Emissions – Effect of Boost Pressure
40
NOx+NMHC
CO
Emission Factor (g/kWh)
35
High Load, 2600 rpm
30
25
20
Standard boost
15
High boost
10
EPA CO Limit
EPA NOx +NMHC Limit
5
0
0
5
10
SOI (°BTDC)
15
20
Page 31
Emissions – Effect of Injection Pressure
7
Emission Factor (g/kWh)
6
EPA CO Limit
5
EPA NOx +NMHC Limit
800 bar
4
1200 bar
3
2
NOx+NMHC
CO
1
High Load, 4500 rpm
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0
5
10
15
SOI (°BTDC)
20
25
30
Page 32
Engine Performance Metrics
Even with non‐optimized input parameters, the first‐generation prototype engine meets or exceeds nearly all of the desired performance metrics
Maximum Power (kW)
Weight (lb)
Fuel Consumption (gal/kW‐hr)
Efficient Turndown Ratio
Maximum Torque (Nm)
Maximum BMEP (bar)
Power per Disp. Volume (kW/L)
Power/Weight Ratio (kW/kg)
Performance Target
38 220
0.11 15:1
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Measured Performance
47
196
0.08 10:1†
106
11
38
0.53
†42.3 kW to 4.3 kW with eﬃciency higher than 29%; dynamometer limited, not engine limited
Page 33
Duty-Cycle Averaged Emissions
EPA Base Boost Boost and Injection Requirement AMD45 Control Pressure Control
CO (g/kWh)
5
8.3
4.4
3.6
NOx+NMHC (g/kWh)
4.7
5.6
4.6
4.1
• Uses 8‐mode nonroad steady‐state test cycle (ISO 8178‐C1)
• CO and NOx+NMHC emissions standards are met with single‐pulsed injection without after treatment
• PM measurements underway
• Multi‐pulse injection or DPF (or both) will be required to meet EPA Tier 4 nonroad standard for PM (0.03 g/kWh)
Page 34
Conclusions
1.
AMD45 engine development was achieved using:
– High‐fidelity modeling and simulation tools
– Commercially available (common) parts
– Integration of design features for non‐common parts
2.
The engine has been tested and achieves all significant performance criteria necessary for the 30 kWe generator:
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Maximum operating speed: 4500 RPM
Maximum power: 47.1 kWs (to date)
Fuel consumption: 3.2 gal/hr at 41.2 kWs
Weight: 196 lb
3. Modern CAE tools can significantly shorten the learning curve for development of a new engine platform from “blank sheet” concept to real hardware
Page 35
Questions?
Page 36

Development of a New Turbocharged Diesel Engine for

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