Advanced boosting technology to meet future heavy duty diesel engine requirements

Banks, Andy; Cornwell, Richard; Such, Chris

doi:10.1533/978081000342.241

Cited by 1 publication

(2 citation statements)

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“…Therefore the HP unit, with a smaller compressor, can cover the entire engine map [9], unlike the LP unit. This is shown in Figure 6 by plotting the maximum air flow increase into the engine using the LP eSC ( Figure 6-a) relative to the baseline turbocharged engine and the difference between the engine air flow in the HP and LP eSC configurations ( Figure 6-b) calculated as: (2) In equation 2, both W air,HP and W air,LP are calculated with the eSC at maximum power and with an injected fuel mass similar to the baseline engine. As the contour plot shows, in the lower left half of the map, the LP and HP air flow are quite similar.…”

Section: Lp-hp Comparison At Steady Statementioning

confidence: 99%

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Comparison of High- and Low-Pressure Electric Supercharging of a HDD Engine: Steady State and Dynamic Air-Path Considerations

Salehi¹,

Martz²,

Stefanopoulou³

et al. 2016

SAE Technical Paper Series

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This paper numerically investigates the performance implications of the use of an electric supercharger in a heavy-duty DD13 diesel engine. Two electric supercharger configurations are examined. The first is a high-pressure (HP) configuration where the supercharger is placed after the turbocharger compressor, while the second is a low-pressure (LP) one, where the supercharger is placed before the turbocharger compressor. At steady state, high engine speed operation, the airflows of the HP and LP implementations can vary by as much as 20%. For transient operation under the Federal Test Procedure (FTP) heavy duty diesel (HDD) engine transient drive cycle, supercharging is required only at very low engine speeds to improve airflow and torque. Under the low speed transient conditions, both the LP and HP configurations show similar increases in torque response so that there are 44 fewer engine cycles at the smoke-limit relative to the baseline turbocharged engine. When the requested engine torque rise rate is increased from the FTP ramps to steps, the benefit of supercharging is extended to also include mid-range engine speeds, with over ∼ 70% fewer cycles at the smoke-limit line. In addition, the results show an improvement in the overall fuel economy of the supercharged engine during low engine speed transients compared to the baseline turbocharged engine. The study highlights the importance of supercharger bypass valve control, where the transient response of the valve should be twice as fast as the electric supercharger drive motor for accurate and minimal supercharger power consumption during transient maneuvers. Finally, an engine re-calibration with increased exhaust gas recirculation at low engine speeds/loads, resulted 4.6% fuel economy improvements at that low speed/load region while the supercharger enabled fast air-flow increase during aggressive tip-ins.

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Section: Lp-hp Comparison At Steady Statementioning

confidence: 99%

“…Diesel engine downsizing and downspeeding strategies have been used to improve vehicular fuel economy [1,2]. These strategies are most effectively realized through the use of forced air-charging systems such as turbochargers, which increase the engine torque.…”

Section: Introductionmentioning

confidence: 99%