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The process to validate technologies as commercially viable was not in the scope of the program,
nor was it undertaken. Commercialization aspects such as cost/benefit analysis, reliability,
durability, serviceability and packaging across multiple applications were only considered at a
cursory level. Until such analysis is completed,any attempt to imply commercial viability as a result
of the material in this presentation is not justified.
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well as corporate and product identity used herein, are trademarks of Caterpillar and may not be used without
permission.
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AGENDA
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AGENDA
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Program Objective
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Program Timeline
END OF
Program Phases Per Contract P R OGR AM
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Approach Numbers in ( ) indicate % increase in
thermal efficiency from this component
An integrated system solution
to waste heat recovery Piping Intercooling
Port Insul. (0.5%)
Brake (0.5%) (1.3%)
Engine C15
Power
HP Turbine
A/C
(2.0%)
HP Comp HP Turb
Strategy Optimization
Stack
I/C
LP Comp LP Turb
DPF
LP Turbine
Stack Recovery*
CGI
HE Compressors (1.0%)
Cooler CGI (4.0%)
Ambient (0.7%)
Baseline C15 •Turbocompound or bottoming cycle: supplements
15.2L On-Highway Truck Engine engine power via electrical or mechanical
connection to flywheel
LPL (low pressure loop) configuration
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Program Philosophy
• “System” Solution
– Modular; “Best” elements can be carried to production
• Production-Viable Technologies
– Cost, Packaging, Manufacturing
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AGENDA
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Technical Progress – HP Turbine +2%
0.82
target
0.8
required for +2% engine
thermal efficiency
0.78
0.76
Bsln
0.74
2% Technologies
0.72
• RND turbine
0.7
• Mixed Flow turbine
0.68
0.6 0.65 0.7 0.75 0.8
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Technical Progress – HP Turbine +2%
0.7000
0.6500
0.6000
0.5500
RND Turbine
5% Base Turbine
0.5000
0.4500
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Technical Progress – HP Turbine +2%
35
2500.0 3.0 3
Time
2.5
2000.0
Load
1.7 1.3 25
TIME (sec)
EngineLOAD
Smoke
1500.0 2.2
Bsln
Response
20
1.0 1.6 1.5
1000.0 1.1 RND 15
0.4 1
10
500.0
0.5 5
0.0
0
30% improvement in response 0
900 1100 1300 1500 1700 1900 2100 800 1000 1200 1400 1600 1800 2000
SPEED
Engine Speed Engine Speed
ENGINE SPEED (rpm)
0.8000
Turbine Aero efficiency (T-S)
0.7500
• + 2-3% turbine efficiency
0.7000
• Efficiency peak at lower
0.6500
U/C a improved exhaust
0.6000
pulse utilization
0.5500
• + 5-6% efficiency at
5% Mixed Flow Turbine
0.5000 lower U/C
Base Turbine
0.4500
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Technical Progress – HP Turbine +2%
1400.0
1.3 benefit at low and mid speed
1.3
range where exhaust pulse
Load
1200.0
1.5
1000.0 1.1
energy is significant
LOAD
Engine
800.0 -0.2
1.4 0.4
600.0
-0.1 Development of mixed-flow,
400.0 3.1
200.0
2.6
-0.6 nozzled, divided turbine is
0.0 underway
900 1100 1300 1500 1700 1900 2100
EngineSPEED
Speed
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Technical Progress – LP Turbine
+1%
Target: + 1% Engine Thermal Efficiency:
• + 6% Turbine Stage Efficiency
Technology 1 – High Efficiency Axial Turbine
• +6% turbine efficiency verified – analysis, test
• Packaging concerns w/ series turbos
Technology 2 – High Efficiency, Nozzled, Radial Turbine
• Minimal impact on response – design freedom
Gas Stand Test Results
Gas Stand Turbine Efficiencies
0.84
Turbine-Mechanical Eff, T-S
0.82
EWHR LP
0.8
Turb-Mech Eff, T-S
0.78
0.76
0.74
• + 4% peak turbine efficiency
0.72
2% BSLN LP
0.7
0.68
0.65 0.7 0.75 0.8 0.85 0.9
Velocity Ratio,
Velocity Ratio,U/CU/C
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Technical Progress – Compressors
Target: + 0.7% Engine Thermal Efficiency:
• + 2.5% Compressor Stage Efficiencies +0.7%
2.6
2.4
2 0.82
0.81
• ½ of target achieved
0.7
0.72
0.8 0.78
0.7
1.8 0.76 0.74
0.66
1.6 0.62
1.4
1.2
1
0.1 0.15 0.2 0.25 0.3 0.35 0.4
Flow
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Technical Progress – Stack Recovery
+4%
Target: + 4% Engine Thermal Efficiency
• Stack recovery on baseline LPL engine
• Turbocompound downselected
• Brayton Cycle investigated – packaging challenges
Engine Simulation Results Technologies
Peak Torque Conditions • Mechanical Turbocompound
7.0%
6.0%
5.0%
BSFC Benefit
4.0%
3.0%
2.0%
85% Transmission Efficiency • Electrical Turbocompound
1.0% 90% Transmission Efficiency
95% Transmission Efficiency
0.0%
0 5 10 15 20 25 30
Backpressure (kPa)
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Technical Progress – Stack Recovery
+4%
Target: + 4% Engine Thermal Efficiency
• Stack recovery on baseline LPL engine
Technology 1 – Mechanical Turbocompound
• Test Conditions
• 5 bearing systems
0.001
Motor / Generator
1
Shaft1
5 10 15
20 25 30
35 40 45
Shaft1
47
1
0
-1
-3
-0.002
-4
0 2 4 6 8 10 12
-0.4%
High Eff.
LP Turbine • Used radial turbine map
-0.5%
* Turbocompound or Bottoming Cycle Compressors (1.0%) (better packaging vs axial)
• HP compressor ~ ½ of (0.7%)
goal achieved
• No change yet to LP compressor
“Virtual” Demo:
Thermal Eff.
“Mid-Program” Proof-of-Concept Demo* Improvement Engine Simulation
using measured
Design point demo - target: +9.0% component
Design point demo - achieved: +7.0% performance maps
High Eff.
LP Turbine
* Turbocompound or Bottoming Cycle Compressors (1.0%)
(0.7%)
“Virtual” Demo:
Thermal Eff.
“Mid-Program” Proof-of-Concept Demo* Improvement Engine Simulation
using measured
Design point demo - target: +9.0% component
Design point demo - achieved: +7.0% performance maps
• Department of Energy
• Gurpreet Singh
• John Fairbanks
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