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© Bosch Mahle Turbo Systems
Floating Nozzle Turbine: The AdvancedTurbocharger Technology for the Gasoline Mass Market
Vortragsreihe: Innovationen in der Fahrzeugtechnik
FH JoanneumDr. Johannes Ritzinger
Floating Nozzle Turbine (FNT)
© Bosch Mahle Turbo Systems2 09.11.2016Dr. Johannes Ritzinger
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
50 % 50 %
© Bosch Mahle Turbo Systems3
Increased requirements due to upcoming legislation
Gra
ms
of
CO
2p
er
kil
om
ete
r n
orm
ali
ze
d
to N
ED
C t
es
t c
yc
leIntroduction Potential Design Summary
Legislation and Market
09.11.2016
220
200
180
160
140
120
100
year
Dr. Johannes Ritzinger
Nu
mb
er
of
ve
hic
les
China Japan EU US
2017
2022
20172022
2017
2022 20172022
2014 2015 2016 2017 2018 2019 2020 2022 20232021 20252024 2026
MNEDC-based testing WLTP-based testing
Development phase
130 g/km 100% fleet Next step?95% 95 g/km 100% fleet, proposals
limit ≤ cf • criteria emission limit
CO2
cycle
RDE
© Bosch Mahle Turbo Systems
50
100
150
200
250
300
350
1000 2000 3000 4000 5000 600050
100
150
200
250
300
350
1000 2000 3000 4000 5000 6000
4
NEFZ
1.6L Turbo DI
09.11.2016
275
230
235
240
250
300
350
245
250
200
150
100
501000 2000 3000 4000 5000
engine speed [min-1]
torq
ue
[N
m]
engine speed [min-1]
torq
ue
[N
m]
275
240
245250
300
Advantages of Downsizing
Reduction of engine friction
(especially with the reduced number of cylinders).
Shifting main operation area to higher engine efficiencies (de-throttling).
Increased downspeeding potential due to high low-end-torque.
Significant reduction of CO2 emissions by downsizing
300
350
250
200
150
100
50
300
350
6000 1000 2000 3000 4000 5000 6000
Introduction Potential Design Summary
Development Trends on Gasoline Engines
T/C increases air density to compensate reduced displacement.
3.2L nat. aspirated engine MPFI
NEFZ
WLTC
NEFZNEFZ
WLTC
Downsizing
Dr. Johannes Ritzinger
© Bosch Mahle Turbo Systems09.11.2016Dr. Johannes Ritzinger5
Wastegate Turbocharger:
Gasoline (passenger cars)
Turbine housing
E-actuator
Compressor housing
Core unit
Wastegate
Rotor
Introduction Potential Design Summary
Exhaust Gas Turbocharger for Gasoline Engines
Limit Value Limited by
T/C speed up to 350 krpm T/C
Temperature
upstream turbine
up to 1050°C T/C
Pressure
upstream turbine
up to 4bar engine
Turbine wheelCompressor Wheel
© Bosch Mahle Turbo Systems
Major Challenges in SI T/C engines
Engine knocking
Enriching for engine protection
Fuel consumption
Particle concentration
6
NEFZ
1
2
3
Increasing requirements on the charging system.
4
Introduction Potential Design Summary
Challenges of Turbocharged Gasoline Engines
09.11.2016Dr. Johannes Ritzinger
Possible System Solutions
50
100
150
200
250
300
350
1000 2000 3000 4000 5000 6000
1.6L Turbo DI
275
240
245250
12
3
4
300WLTC
speed [rpm]
1000 2000 3000 4000 5000 6000
torq
ue
[Nm
] 250
200
150
100
300
350
50
Gasoline-
VTG
Miller Cycle
Cooled EGR
Particulate
Filter
Strongly
increasing
requirements
on the charging
system.
© Bosch Mahle Turbo Systems7
BMW Development Meeting BMTS
Vorteile der variablen Turbinengeometrie
09.11.2016
Anforderung
LET / Dynamik
Anforderung
Nennleistung
• Hoher Ladedruck
(LET)
• Niedriges
Trägheitsmoment
(Dynamik)
kleines Turbinenrad
• Niedriger
Abgasgegendruck
großes Turbinenrad
1 2
2
1
rel.
Du
rch
sa
tz [
-]
0.6
0.4
0.2
0.0
0.8
1.0
Druckverhältnis [-]
1.0 1.5 2.0 2.5 3.0
rel.
Du
rch
sa
tz [
-]
0.6
0.4
0.2
0.0
0.8
1.0
Massenstrom über das WG
Nicht genutzte Enthalpie
2
Durch die FNT wird die Enthalpie des Abgasmassenstroms komplett genutzt
FNT geschlossen
FNT offen
WG öffnet
1
1.6L Turbo DI
1000 2000 3000 4000 5000 6000
Dre
hm
om
en
t [N
m]
250
200
150
100
300
350
50
12
LET
4
3
)1
(
3 1
p
p
TcmP
t
ttpt
Drehzahl [min-1]
1.4
1.6
1.8
2.2
Dr. Johannes Ritzinger
© Bosch Mahle Turbo Systems
pK
rüm
mer [b
ar]
1.5
2.0
2.5
3.0
3.5
nMot [RPM]2000 3000 4000 5000 6000
beff [
g/k
Wh
]
220
240
260
280
300
Drehzahl [min-1]
1000 2000 3000 4000 5000 6000
0.540.560.520.500.500.580.600.600.600.620.620.620.640.640.660.660.680.680.700.700.720.740.760.760.780.78
TK
rüm
mer [°
C]
850
900
950
1000
1050
Dru
ckverhält
nis
[-]
1.0
1.5
2.0
2.5
3.0
3.5
4.0
korrigierter Massenstrom [kg/s]
0.05 0.10 0.15 0.20
pK
rüm
mer [b
ar]
1.5
2.0
2.5
3.0
3.5
nMot [RPM]2000 3000 4000 5000 6000
beff [
g/k
Wh
]
220
240
260
280
300
Drehzahl [min-1]
1000 2000 3000 4000 5000 6000
0.780.760.760.740.720.700.700.680.680.660.660.640.640.620.620.620.600.600.600.580.500.500.520.560.540.78
TK
rüm
mer [°
C]
850
900
950
1000
1050
Dru
ckverhält
nis
[-]
1.0
1.5
2.0
2.5
3.0
3.5
4.0
korrigierter Massenstrom [kg/s]
0.05 0.10 0.15 0.20
pK
rüm
mer [b
ar]
1.5
2.0
2.5
3.0
3.5
nMot [RPM]2000 3000 4000 5000 6000
beff [
g/k
Wh
]
220
240
260
280
300
Drehzahl [min-1]
1000 2000 3000 4000 5000 6000
0.540.560.520.500.500.580.600.600.600.620.620.620.640.640.660.660.680.680.700.700.720.740.760.760.780.78
TK
rüm
mer [°
C]
850
900
950
1000
1050
Dru
ckverhält
nis
[-]
1.0
1.5
2.0
2.5
3.0
3.5
4.0
korrigierter Massenstrom [kg/s]
0.05 0.10 0.15 0.20
8
Significant fuel consumption reduction w/ combination of VTG and Miller Cycle.
Δbeff,VL Tmanifold pmanifold
WG Basis
VTGup to
-4%-20°C -0.95bar
VTG+
Miller
up to
-6%-25°C -0.35bar
WG
VTG
VTG + Miller
Introduction Potential Design Summary
System Strategy – Efficiency Concept
09.11.2016
980°C
2000 3000 4000 5000 6000
engine speed [min-1]
2000 3000 4000 5000 6000
engine speed [min-1]
pre
ss
ure
ra
tio
[-]
3.0
2.5
2.0
1.5
3.5
4.0
1.0
bs
fc[g
/kW
h]
280
260
240
300
220T
Man
ifo
ld[°
C]
1000
950
900
1050
850
pM
an
ifo
ld[b
ar]
3.0
2.5
2.0
3.5
1.5
1000
Efficiency ConceptGT-Power Simulation
Boundary conditions :
100kW/l ; λ=1 ; e=10
Dr. Johannes Ritzinger
© Bosch Mahle Turbo Systems
WG VTG
WG VTG
WG VTG
WG VTG
9
The VTG enables significant increase in driveability.
Low-End-TorqueGT-Power Simulation
Boundary conditions:
4-Cylinder Motor 80kW/l Miller-Concept e12
Introduction Potential Design Summary
System Strategy – Influence of GPF
09.11.2016
DynamicsGT-Power Simulation
Boundary conditions:
1500rpm pme=2bar Full Load
without
GPF
t 90
[s]
2.5
2.1
1.9
1.7
1.5
2.3
with
GPF
ØTW 41mm
ØTW 40mm
ØTW 44mm
MTM +70%
ØTW 40mm
-30%
Dr. Johannes Ritzinger
without
GPF
bm
ep
@1
25
0rp
m [
ba
r]
22.5
21.0
20.5
19.5
19.0
22.0
with
GPF
+16%
21.5
20.0
© Bosch Mahle Turbo Systems10
Introduction Potential Design Summary
The New BMTS Floating Nozzle Turbine
09.11.2016Dr. Johannes Ritzinger
FNTVTG 1st generation
• Robust Design
• Successful in
different diesel
projects
• simple, compact design
• high thermal shock stability
with patented „floating-
principle“
• increased efficiency
• improved controllability
elastic deformation elastic deformation
force transmissionPosition 1 Position 1
Position 2
force transmission
Position 2
© Bosch Mahle Turbo Systems11
without GPF + with GPF
Δbeff Δpme Δt90 Δbeff Δpme Δt90
Δ(FNT – WG) -6% 0% -3% -6% +16% -30%
Gasoline-
FNT
@1250rpm max
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.
Introduction Potential Design Summary
Summary
09.11.2016
@1250rpmmax
Dr. Johannes Ritzinger
© Bosch Mahle Turbo Systems12
Thank you for your attention!
Introduction Potential Design Summary
09.11.2016Dr. Johannes Ritzinger