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An Engine System Approach to Exhaust Waste Heat Recovery

Principal Investigator: Richard W. Kruiswyk DOE Contract: DE-FC26-05NT42423


Caterpillar Inc. DOE Technology Manager: John Fairbanks
NETL Project Manager: Carl Maronde
DOE DEER Conference
Dearborn, MI.
September 29, 2010
Note: This presentation does not contain any proprietary, confidential, or otherwise restricted information.
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Disclaimer
The work described in this presentation, conducted under the Caterpillar / DOE cooperative
research agreement, was conducted by the Technology and Solutions Division (T&SD) of
Caterpillar Inc. The cooperative research described in the presentation was done to evaluate proof-
of-concept for technologies that meet EPA 2010 on-highway emissions with the potential to improve
peak brake thermal efficiency by 10%. Cursory consideration was given to which technologies may
have some ability to be commercialized by the engine divisions of Caterpillar which have
commercialization responsibility.

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.

Copyright: ©2010 Caterpillar Inc. All Rights Reserved

Trademark: CAT, CATERPILLAR, their respective logos, “Caterpillar Yellow” and the “Power Edge” trade dress, as
well as corporate and product identity used herein, are trademarks of Caterpillar and may not be used without
permission.

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AGENDA

• EWHR Program Objectives, Timeline, Scope


• Technical Developments
• Summary and Conclusions

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AGENDA

• EWHR Program Objectives, Timeline, Scope


• Technical Developments
• Summary and Conclusions

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Program Objective

Develop components, technologies, and methods to


recover energy lost in the exhaust processes of an
internal combustion engine and utilize that energy to
improve engine thermal efficiency by 10% (i.e. from ~
42% to ~46% thermal efficiency)

 No increase in emissions rate


 No reduction in power density
 Compatible with anticipated aftertreatment

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Program Timeline
END OF
Program Phases Per Contract P R OGR AM

Define Validate Mid-Program


Roadmap roadmap System Demo
Phase 1 Phase 2 Phase 3
Continue development
of promising
2005 2006 2007 2008 2009 2010
technologies

 Originally planned as a 5 Phase Program


 Truncated to 3 Phases – migration to Supertruck
 Final program report
 Technologies developed
 Key results & lessons learned

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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

• Broad Emissions Architecture Applicability


– Viable for HPL, LPL, or non-EGR solutions
– Compatible w/ Aftertreatment

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AGENDA

• EWHR Program Objectives, Timeline, Scope


• Technical Developments
• Summary and Conclusions

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Technical Progress – HP Turbine +2%

Target: + 2% Engine Thermal Efficiency:


• + 8% Turbine Stage Efficiency
• Improved Exhaust Pulse Utilization

RND Gen1 vs Baseline Radial HP


HP Turbine Efficiency Target
0.84

Peak efficiency shift


Turbine-Mech Eff, T-S, (%)

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

Velocity Ratio, U/C

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Technical Progress – HP Turbine +2%

Technology 1 – Radial, Nozzled, Divided (RND) Turbine


• High efficiency turbine wheel
• Nozzled and divided turbine housing +
Gas Stand Test Results
0.8500

• + 5-6% turbine efficiency


0.8000
Turbine Aero efficiency (T-S)

• Full map width benefits


0.7500

0.7000

0.6500

0.6000

0.5500
RND Turbine
5% Base Turbine
0.5000

0.4500

Imperial College Test Data


0.4000

0.4000 0.5000 0.6000 0.7000 0.8000 0.9000 1.0000 1.1000

Velocity ratio, U/C

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Technical Progress – HP Turbine +2%

Technology 1 – Radial, Nozzled, Divided (RND) Turbine


• High efficiency turbine wheel
• Nozzled and divided turbine housing +
On-Engine Test Results: Single-stage turbo HPL EGR engine
BSFC- %
BSFC ∆ -Improvement
RND vs Base Radial Turbine
with RND Turbine Response Testing
3000.0 3.5 40

35
2500.0 3.0 3

Peak Smoke Opacity, %


30
2.2

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)

Durability testing underway


• Successful completion of nozzle ring thermal cycle test
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Technical Progress – HP Turbine +2%

Technology 2 – Mixed Flow Turbine


• Nozzle-less, divided volute
radial mixed flow
first-pass
Gas Stand Test Results
0.8500

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

Imperial College Test Data


0.4000
0.40000 0.50000 0.60000 0.70000 0.80000 0.90000 1.00000 1.10000

Velocity ratio, U/C

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Technical Progress – HP Turbine +2%

Technology 2 – Mixed Flow Turbine


• Nozzle-less, divided volute
radial mixed flow
first-pass
On-Engine Test Results: Series turbo LPL EGR engine
BSFC
BSFC - Mixed Flow vs
- % ∆Improvement Radial
with HP Flow
Mixed Turbine
Turbine
1800.0
• 1 to 1.5% fuel economy
1600.0

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%

HP Technology – Highly backswept wheel w/ vaned diffuser

Gas Stand Test Results


2.8

2.6

2.4

2.2 • efficiency 1-1.5% > production


Pressure Ratio

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

• Robust, high-efficiency bearing is challenge


Gas Stand
• Developed power turbine gas stand test method
• Detailed shaft motion measurements
0.002

• Test Conditions
• 5 bearing systems
0.001

• Speeds from 25-60krpm 0.0 Instrumentation


• Gas Stand Test Results -0.001
• < 0.002” shaft motion
• 80-84% aero efficiency -0.002 50krpm

Shaft Motion Results


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Technical Progress – Stack Recovery
+4%
Target: + 4% Engine Thermal Efficiency
• Stack recovery on baseline LPL engine Compressor Turbine

Motor / Generator

Technology 2 – Electrical Turbocompound


• Two concept designs developed / analyzed
• Concept 1: Generator in front of compressor Gas Stand
• Rotordynamic / packaging challenges
• Concept 2: Generator between wheels
• Thermal management
0.002
challenges
• Concept 2 analysis results 0.001
• Generator efficiencies > 96%
• Peak rotor stress acceptable
0.0 Instrumentation
• Peak stator temperature acceptable
Re(x)
< > 3rd Critical Speed (87 krpm)

Shaft Radius, inches


3

• Peak magnet temperature acceptable


-0.001 2

1
Shaft1
5 10 15
20 25 30
35 40 45
Shaft1
47
1
0

-1

• Bending critical speed acceptable 50krpm


-2

-3

-0.002
-4
0 2 4 6 8 10 12

Axial Location, inches

Development Ongoing: TSB-Funded Program


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Summary
Piping
Port Insul. Intercooling
(0.5%)
(0.5%) (1.3%)
-0.4%
• Effect of lower
component
-0.7%
efficiencies High Eff.
HP Turbine • Used RND turbine
Strategy Optimization (2.0%) • Mixed Flow ND will improve
Stack Recovery
(4.0%)

-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

*Not commercially validated


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Summary
Piping
Port Insul. Intercooling
(0.5%)
(0.5%) (1.3%)

High Eff. Without these


Strategy Optimization HP Turbine
(2.0%)
elements, value of
Stack Recovery
(4.0%)
turbocompound is
just 2%

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

*Not commercially validated


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Acknowledgements
Caterpillar Thanks:
Barber-Nichols Inc. Electric turbocompound design consulting

ConceptsNREC Turbomachinery design consulting & optimization.

Turbomachinery design consulting,


Honeywell component procurement and integration.

Imperial College Gas stand testing of advanced


turbomachinery components

Oak Ridge National Lab On-engine testing of advanced


turbomachinery components

Turbo Solutions Turbomachinery design consulting &


optimization.
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Acknowledgements
Caterpillar Thanks:

• Department of Energy
• Gurpreet Singh
• John Fairbanks

• DOE National Energy Technology Laboratory


• Carl Maronde

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