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Research Papers: Internal Combustion Engines

Study of Energy-Saving Potential of Electronically Controlled Turbocharger for Internal Combustion Engine Exhaust Gas Energy Recovery

[+] Author and Article Information
Qijun Tang

State Key Laboratory of Advanced Design and
Manufacturing for Vehicle Body,
Hunan University,
Changsha 410082, China
e-mail: tangqijun293@126.com

Jianqin Fu

State Key Laboratory of Advanced Design and
Manufacturing for Vehicle Body,
Hunan University,
Changsha 410082, China;
Key Laboratory of Low-Grade Energy Utilization
Technologies and Systems,
Ministry of Education,
Chongqing University,
Chongqing 400044, China
e-mail: fujianqinabc@163.com

Jingping Liu

State Key Laboratory of Advanced Design and
Manufacturing for Vehicle Body,
Hunan University,
Changsha 410082, China
e-mail: liujp0426@163.com

Feng Zhou

State Key Laboratory of Advanced Design and
Manufacturing for Vehicle Body,
Hunan University,
Changsha 410082, China
e-mail: emailtozf@163.com

Xiongbo Duan

State Key Laboratory of Advanced Design and
Manufacturing for Vehicle Body,
Hunan University,
Changsha 410082, China
e-mail: 490143569@qq.com

1Corresponding author.

Contributed by the IC Engine Division of ASME for publication in the JOURNAL OF ENGINEERING FOR GAS TURBINES AND POWER. Manuscript received November 27, 2015; final manuscript received April 28, 2016; published online May 24, 2016. Assoc. Editor: Song-Charng Kong.

J. Eng. Gas Turbines Power 138(11), 112805 (May 24, 2016) (13 pages) Paper No: GTP-15-1549; doi: 10.1115/1.4033535 History: Received November 27, 2015; Revised April 28, 2016

To promote the energy utilization efficiency of internal combustion engine, the approach of electronically controlled turbocharger (ECT) for IC engine exhaust gas energy recovery was investigated by the method of test coupling with numerical simulation. First, the tests for turbocharged gasoline engine and high-speed motor were conducted so as to provide experimental data for numerical simulation. Then, the simulation model of ECT engine was built and calibrated, and the working processes of ECT engine were simulated. The results show that the recovered exhaust gas energy by ECT increases with the decrease of by-pass valve opening due to the rising of exhaust gas mass flow rate, but the pumping loss also ascends; limited by the original engine turbocharger map, the engine working points are beyond turbine map when the by-pass valve opening increases to a certain degree. To further improve the energy recovery potential of ECT, a larger turbine was rematched, and the working processes of ECT engine under the whole operating conditions were resimulated. The results indicate that engine exhaust gas energy cannot be recovered by ECT in low-load and low-speed area due to the low exhaust gas pressure. In the effective working area, as the load and speed ascend, both the recovery efficiency of ECT and the utilization efficiency of exhaust gas energy increase, and their maximum values reach 8.4% and 18.4%, respectively. All those demonstrate that ECT can effectively recover engine exhaust gas energy.

Copyright © 2016 by ASME
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References

Figures

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Fig. 1

Schematic diagram of EGT and ECT: (a) EGT and (b) ECT

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Fig. 2

The schematic diagram for engine bench testing

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Fig. 3

Performances' parameters of test engine: (a) pressure, (b) PMEP, (c) temperature, (d) wastegate mass flow ratio, (e) exhaust gas energy, and (f) utilization efficiency of exhaust gas energy

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Fig. 4

The tested performances of motor: (a) power versus motor model, (b) efficiency versus motor model, (c) power versus generator model, and (d) efficiency versus generator model

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Fig. 5

The GT-Power model of exhaust gas turbocharged engine

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Fig. 6

The maps of compressor and turbine data: (a) the compressor map and (b) the turbine map

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Fig. 7

The calibration of GT-Power model (in-cylinder pressure): (a) in-cylinder pressure, 1000 r/min, (b) in-cylinder pressure, 2000 r/min, (c) in-cylinder pressure, 3000 r/min, (d) in-cylinder pressure, 4000 r/min, (e) in-cylinder pressure, 5000 r/min, and (f) In-cylinder pressure, 5200 r/min

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Fig. 8

The calibration of GT-Power steady-state model (full load): (a) torque, (b) brake efficiency, (c) exhaust energy, and (d) turbine power

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Fig. 9

The simulation result of ECT engine at 5000 r/min, full load: (a) ECT output power, (b) engine power, (c) pressure, (d) engine PMEP, (e) improvement of ECT engine efficiency, and (f) ECT engine brake efficiency

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Fig. 10

The recovered power from ECT: (a) power, (b) utilization efficiency of exhaust gas energy, (c) PMEP, and (d) brake efficiency

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Fig. 11

The recovered power of ECT under part load: (a) ECT output power, (b) engine power, (c) pressure, (d) PMEP, (e) improvement of brake efficiency, and (f) engine brake efficiency

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Fig. 12

The comparison of different turbochargers: (a) torque, (b) brake efficiency, (c) turbine inlet pressure, and (d) PMEP

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Fig. 13

ECT engine performance at 5000 r/min: (a) ECT power, (b) PMEP, (c) utilization efficiency of exhaust gas energy, and (d) brake efficiency

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Fig. 14

The distribution of exhaust gas energy at 5000 r/min part load: (a) BMEP = 4.9 bar, (b) BMEP = 10.1 bar, (c) BMEP = 15.9 bar, and (d) BMEP = 16.4 bar

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Fig. 15

ECT engine performances at low speed: (a) torque, (b) PMEP, (c) pressure, and (d) brake efficiency

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Fig. 16

ECT engine performances in the whole map: (a) ECT power, (b) the recovery efficiency of ECT, (c) turbine outlet pressure, and (d) turbine outlet temperature

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