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Technical Brief

High-Altitude Matching Characteristic of Regulated Two-Stage Turbocharger With Diesel Engine

[+] Author and Article Information
Ruilin Liu

Machinery Industry Key Laboratory
for Engine Plateau Adaptation,
Military Transportation University,
Tianjin 300161, China
e-mail: 163lrl@163.com

Zhongjie Zhang

Military Transportation University,
Tianjin 300161, China
e-mail: a-zhang-581@qq.com

Surong Dong

Machinery Industry Key Laboratory
for Engine Plateau Adaptation,
Military Transportation University,
Tianjin 300161, China
e-mail: dongsr@126.com

Guangmeng Zhou

Machinery Industry Key Laboratory
for Engine Plateau Adaptation,
Military Transportation University,
Tianjin 300161, China
e-mail: zgm047@163.com

1Corresponding author.

Manuscript received July 22, 2016; final manuscript received February 18, 2017; published online April 19, 2017. Assoc. Editor: David L. S. Hung.

J. Eng. Gas Turbines Power 139(9), 094501 (Apr 19, 2017) (9 pages) Paper No: GTP-16-1359; doi: 10.1115/1.4036283 History: Received July 22, 2016; Revised February 18, 2017

To improve engine power at high altitude, the regulated two-stage turbocharger (RTST) which was applied to different altitudes was developed by the authors. The working process model of heavy-duty common-rail diesel engine matched with RTST was built to study the regulating characteristic of variable geometry turbocharger (VGT) vane and both turbine bypass valves and also matching performance of RTST with engine at different altitudes. The control scheme of RTST at different altitudes and engine operating conditions was first put forward, and the optimal opening maps of VGT vane and both turbine bypass valves at different altitudes and engine operating conditions were obtained. The results show that the optimal openings of VGT vane and both turbine bypass valves decrease with increase of altitude, and the optimal opening range of VGT vane becomes narrower with increase of altitude. The operating points of both high-pressure (HP) and low-pressure (LP) compressors locate at high-efficiency region of each compressor map, respectively, and compressor efficiency exceeds 70% at altitude of 5500 m. The total boost pressure ratio increases with altitude and reaches the maximum value of 5.1 at altitude of 5500 m. Compared with single-stage turbocharged engine, the rated power, maximum torque, and torques at lower engine speed at altitude of 5500 m increase by 48.2%, 51%, and 65–121% separately, and the minimum fuel consumption decreases by 12.6%.

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References

Figures

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Fig. 1

Model of engine matched with single-stage turbocharger

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Fig. 2

Engine test system for simulating high altitude

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Fig. 3

Comparison of measured and simulated combustion results at engine speed of 2100 r/min and full load: (a) comparison of combustion pressure and (b) comparison of heat release rate

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Fig. 4

Comparison between measured and simulated performance at full load

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Fig. 5

Schematic diagram of RTST system

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Fig. 6

Model of heavy-duty common-rail diesel engine matched with RTST

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Fig. 7

Optimal opening maps of VGT vanes at different altitudes and working conditions: (a) at altitude of 0 m, (b) at altitude of 2500 m, (c) at altitude of 3500 m, (d) at altitude of 4500 m, and (e) at altitude of 5500 m

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Fig. 8

Variation of HP bypass valve opening with altitude

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Fig. 9

Variation of LP bypass valve opening with altitude

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Fig. 10

Operating point variations on compressor maps of diesel engine matched with single-stage turbocharger under full-load condition at different altitudes

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Fig. 11

Operating point variations on compressor maps of diesel engine matched with RTST under full-load condition at different altitudes: (a) HT compressor and (b) LT compressor

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Fig. 12

Operating point variations on HT and LT compressor maps under different load conditions at altitude of 5500 m: (a) HT compressor and (b) LT compressor

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Fig. 13

Variations of power and torque with altitude and engine speed under full-load condition: (a) power and (b) torque

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Fig. 14

Variations of BSFC with engine speed at full-load condition and different altitudes

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Fig. 15

Variations of total boost pressure ratio with air mass flow rate at different altitudes

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