7th CIMAC CASCADES, ABB Jiangjin Turbo Systems, , Hangzhou Turbocharging Solutions for Gas and

7th CIMAC CASCADES, ABB Jiangjin Turbo Systems, 2105-10-15, Hangzhou Turbocharging T b h i S Solutions l ti ffor G Gas and d Dual-Fuel Dual Fuel Engi...
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7th CIMAC CASCADES, ABB Jiangjin Turbo Systems, 2105-10-15, Hangzhou

Turbocharging T b h i S Solutions l ti ffor G Gas and d Dual-Fuel Dual Fuel Engines

Content

ƒ

B i off gas engine Basics i operation ti

ƒ

Turbocharging for gas and DF engine

ƒ

2 stage turbocharging and variable valve timing

ƒ

Summary

© ABB Group October 19, 2015

| Slide 2

Content

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B i off gas engine Basics i operation ti

ƒ

Turbocharging for gas and DF engine

ƒ

2 stage turbocharging and variable valve timing

ƒ

Summary

© ABB Group October 19, 2015

| Slide 3

Basics of Gas Engine Operation

Power

Misfiring

Operation Lines

© ABB Group October 19, 2015

| Slide 4

Lambda

Content

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B i off gas engine Basics i operation ti

ƒ

Turbocharging for gas and DF engine

ƒ

2 stage turbocharging and variable valve timing

ƒ

Summary

© ABB Group October 19, 2015

| Slide 5

Control Margin Definition 5.4 5.2 Additional comp ratio required to compensate t for f additional dditi l pressure llosses due to engine aging (i.e. DP across filters, aftercooler, etc)

Πv requiirement

5 4.8

Additional comp ratio required to operate at higher ambient temperature

46 4.6 4.4

Additional comp ratio required at ISO condition to p perform accelerations and compensate for load fluctuations

4.2

Comp ratio required at ISO condition to achieve a stable engine operation

4 3.8 Engine Required Pv

© ABB Group October 19, 2015

| Slide 6

Margin for operation

Margin for Ambient Temperature variation

Margin to Compensate Engine Aging

Gas Engine Control Technologies Compressor Recirculation Gas

Gas

Compressor recirculation Throttle

Receiver

Intercooler TC

ƒ

In case of Premix ƒ

ƒ

Power is controlled by the compressor recirculation

ƒ

Power is controlled by gas injection valves

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Lambda is controlled by the recirculation valve

Lambda is controlled by the Mixer

ƒ

Acceleration is controlled by the Throttle

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Re-circulation R i l ti h has tto b be cold ld ((after ft th the iintercooler t l tto keep efficiency high)

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At full load re-circulation should be about 0

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In steady state operation DP over the throttle should be 0.1- 0.3 bar (according to the control margin)

© ABB Group October 19, 2015

In case of Port Injection

ƒ

| Slide 7

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Pros ƒ

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High reliability, as the control elements are operating on cold engine side

Cons ƒ

Energy dissipation in the recirculation valve and in the throttle

Gas

Gas Engine Control Technologies Waste Gate Gas Throttle Receiver

Intercooler TC

By-pass

ƒ

In case of Premix

In case of Port Injection

ƒ

ƒ

Power is controlled by the turbine waste gate

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Power is controlled by gas injection valves

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Lambda is controlled by y the Mixer

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Lambda is controlled by the turbine waste gate

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Acceleration is controlled by the Throttle

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At full load turbine by-pass flow should be about 0

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In steady state operation DP over the throttle should be 0.1- 0.3 bar

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At low loads the engine is controlled only by the Th ttl as there Throttle th is i no flow fl over the th WG

ƒ

Pros ƒ ƒ

ƒ

Cons ƒ ƒ

© ABB Group October 19, 2015

| Slide 8

Higher efficiency than previous previous, DP across the engine is higher than in previous case Losses in the Throttle as previous Reliability of the turbine by-pass

Gas Engine Control Technologies CR vs WG – Engine Performance Comparison 105

Varia ation of Engin ne Efficiency (%)

104

Typical gain 0.5 to 1% in engine efficiency

103 102 101 100 99 98 97 96 95

P

Compressor Recirculation

Waste Gate

P turb in for the CR case

G exchange Gas h work difference

P turb in for the WG case © ABB Group October 19, 2015

| Slide 9

V

Gas Engine Turbocharger Requirements

η TC

Lower Temperature & enhanced scavenging work Higher Power & higher λ

Πv

λ

Enhanced knocking margin & Combustion stability

Engine Load

© ABB Group October 19, 2015

| Slide 10

Gas Engine Turbocharger Requirements

Lambda

Misfiring Excess of Lambda to be depleted by the control system TC eff -5% Knocking margin

10% De-rating Knocking

Power

© ABB Group October 19, 2015

| Slide 11

100%

Gas Engine Turbocharger Requirements Misfiring

Lambda

More Power

More Knocking margin g

Knocking

Power

© ABB Group October 19, 2015

| Slide 12

100%

Dual Fuel Engine Gas vs Diesel Requirements Gas

Waste Gate

E i C Engine Compression i Ratio Miller Timing

© ABB Group October 19, 2015

| Slide 13

Diesel

To control lambda (port injected engines)

No need to control

To compensate ambient variations

No need to control

Always operated

Always closed as it could be fouled by soot if operated

To control λ during engine acceleration

No need to control

The highest possible without knocking

Highest possible. A minimum value is necessary to ensure stable combustion at all loads

The most advanced the better. Limits apply to ignitability of pilot fuel

The most advanced the better. Limits apply due to ignitability of fuel

Dual Fuel Engine Performance Requirements Engine data

Diesel fixcam

Diesel VVT

P max [bar] [b ]

Gas fixcam

Gas VVT

Fi d for Fixed f allll cases

Lambda at full load

2.40

2.20

2.20

2.20

Engine Compression ratio

CR

CR+1.5

CR

CR+1.5

EVO/EVC/IVO/IVC Valve timing EVO/EVC/IVO/IVC

IVC-30

IVC

IVC-30

Waste gate position gas mode

always close

none

open all loads

open all loads

Engine control tool in gas mode

N/A

N/A

Waste gate

Waste gate

P Pscav (b ) (bar)

5 20 5.20

5 20 5.20

4 70 4.70

5 00 5.00

TTI (°C)

517

538

545

523

TC efficiency

65.7%

66.9%

68.0%

67.5%

E Eng.efficiency ffi i

43 8% 43.8%

44 9% 44.9%

46 2% 46.2%

47 6% 47.6%

© ABB Group October 19, 2015

| Slide 14

Content

ƒ

B i off gas engine Basics i operation ti

ƒ

Turbocharging for gas and DF engine

ƒ

2 stage turbocharging and variable valve timing

ƒ

Summary

© ABB Group October 19, 2015

| Slide 15

Two-stage Turbocharging How It Works T

2-stage compression work k

ƒ

ƒ

© ABB Group October 19, 2015

1-stage compression work

S Intercooling is the key factor to make two-stage more efficient than single stage The higher the intercooling the higher the Turbocharging efficiency, but there are limits …

| Slide 16

2-stage Turbocharging Control Possibility HP+LP Bypass HP Bypass

LP Bypass

Gas Throttle Receiver

Intercooler Intercooler

HP TC

LP TC

HP Wastegate

LP Wastegate HP - LP Wastegate

Most popular solution © ABB Group October 19, 2015

| Slide 17

Gas

Variable Valve Timing Valve Control Management

© ABB Group October 19, 2015

| Slide 18

Valve Management Control Valve Lift Profile Capabilities

© ABB Group October 19, 2015

| Slide 19

Advanced Miller Cycle – Power2 & VCM – Gas Engine Performance comparison 1 ƒ

1-stage with WG + TV

22 bar bmep

ƒ

1-stage with VTG + TV

22 bar bmep

ƒ

2 t 2-stage with ith hpt h t WG + TV

22 b bar bmep b

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2-stage with hpt WG + TV

24 bar bmep

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2 t 2-stage with ith hpt h t WG + TV + VVT for f 2-stage 2 t

24 bar b bmep b

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2-stage with hpt WG + VVT for 2-stage layout y p point 50% load

24 bar bmep

ƒ

2-stage with hpt WG + VVT for 2-stage layout point 25% load

24 bar bmep

ƒ

2-stage VCM

WG = wastegate; TV = throttle valve; VVT = variable valve timing

© ABB Group October 19, 2015

| Slide 20

Advanced Miller Cycle – Power2 & VCM – Gas Engine Performance comparison 2 –Gas Gas Exchange Work

2-stage with VCM

Gas exch work (b bar)

2-stage with VVT and WG controlled

1-stage WG controlled

0.1 bar

1 bar

BMEP (bar) © ABB Group October 19, 2015

| Slide 21

Advanced Miller Cycle – Power2 & VCM – Gas Engine Performance comparison 3 – Engine efficiency gain 5 4.5 1.1%

Engine Effficiency Ga ains (%pointts )

4

3.5 3 1 5% 1.5%

2.5 2

1.5 1

05 0.5 0 1-stage WG controlled

© ABB Group October 19, 2015

| Slide 22

2-stage with VVT and WG controlled

2-stage with VCM

Advanced Miller Cycle – Power2 & VCM – DF Engine Performance comparison Engine data

1-stage

Power2+EWG

Power2 + EWG+VVT

Power2+ VCM

Valve timing

Miller

Miller

Moderate Miller with 2 positions VVT

Advanced Miller VCM controlled

EVO/EVC/IVO/IVC Valve timing IVC

IVC-2

Waste gate position gas mode Waste gate position diesel mode

Gas: IVC-38 / IVC-30 Diesel: IVC-40 / IVC

open all loads

none

open full load / close elsewhere

none

Exhaust gas waste gate

Engine control tool

IVC-25 / IVC-10

HP Turbine by-pass

Engine efficienc cy Gaines [%]

3 2.5 2 15 1.5 1 0.5 0 © ABB Group October 19, 2015

1-stage + WG | Slide 23

2-stage +WG Gas

2-stage +WG + 2-stage +VCM VVT Diesel

VCM

Content

ƒ

B i off gas engine Basics i operation ti

ƒ

Turbocharging for gas and DF engine

ƒ

2 stage turbocharging and variable valve timing

ƒ

Summary

© ABB Group October 19, 2015

| Slide 24

Conclusions ƒ

Gas engines require an higher control level than their correspondent diesel versions i

ƒ

Dual-fuel engines need to overcome the design compromise in order to operate p with comparable p efficiency y in both modes.

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Proper engine operation requires a degree of turbocharging flexibility in order to cope with different requirements.

ƒ

High performance engines require advanced turbocharging solutions like: ƒ High compression ratios ƒ High efficiency ƒ Variable valve timing

ƒ

ABB can provide all the required solutions: ƒ 1-stage: stage A100 00 ƒ 2-stage: Power2 (comp. ratio up to 12 and TC efficiency beyond 75%) ƒ Variable valve timing: VCM

© ABB Group October 19, 2015

| Slide 25

The Power of Power2 …

© ABB Group / ABB Turbocharging October 19, 2015 | Slide 26 | filename

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