Jaguar Land Rover on the future developments and trends in turbocharging and downsizing

Future Developments and

Trends in Turbocharging and

Downsizing Presentation

Future Developments and trends in turbocharging and downsizing

Dr. Olivier Varnier

Performance Capability & Air Path Attribute leader

Jaguar Land Rover Ltd

7th International Conference Advanced Downsizing and Turbocharging Frankfurt – 21/01/2015

Dr. Olivier VARNIER – Future Developments and Trends in Turbocharging and Downsizing

7Th International Conference Advanced Downsizing and Turbocharging – Frankfurt January 2015

CONTENTS

Overview

Design

Solutions and

Limitations

CONTENTS

• Overview of the current situation: Turbocharger´s performance

and capacity

• Designing the engine of the future: What suppliers should know

• Turbochargers for mass production: Solutions and limitations

2 / 16



CONTENTS

Overview

- Motivations

- Technologies

Design

Solutions and

Limitations

3 / 16

Motivations

New Combustion Concepts (PCCI, etc…)

Closed Loop Combustion Control

Nox Post-Treatment (SCR, Nox Trap)

High EGR rates (HP EGR, LP EGR)

Downsizing

Downspeeding

Advanced Boosting

Systems

Engine development

Emission

Reduction

Fuel

Consumption

Reduction


7Th International Conference Advanced Downsizing and Turbocharging – Frankfurt January 2015 4 / 16

Boosting Technologies

1T Supercharger ++ ++ 0 0 - - - 0 - - ++ ++

Compressor devices + + 0 + 0 0 - 0 0 -

Electrically assisted turbo 0 + 0 0 0 0 - - + 0 - -

2T Sequential parallel ++ ++ 0 ++ - - - - + 0 ++

2T Serial + + ++ + + - - - ++ - - ++

2T Sequential serial ++ ++ + ++ + - - - + - ++

2T Supercharger ++ ++ + ++ - - - - 0 0 ++

2T eBooster ++ ++ + ++ + - - 0 0 -

Mechanical turbocompound 0 - + 0 ++ - - - + - ++

Electric turbocompound 0 - + 0 ++ - - - - + - - -

Compared to 1T

VGT turbocharger

CONTENTS

Overview

- Motivations

- Technologies

Design

Solutions and

Limitations



CONTENTS

Overview

Design

Solutions and

Limitations

CONTENTS


and capacity


Objectives: Specific power > 100kW/l

Max torque > 2x peak power torque

Transient response < 1s

BSFC improvements


5 / 16



CONTENTS

Overview

Design

- Efficiency

- Backpressure

- Temperature

- Architecture

Solutions and

Limitations

6 / 16

15 20 25 30 35 40195

200

205

210

215

220

BMEP [bar]

Fu

el co

nsu

mp

tio

n [g

/kW

h]

15 20 25 30 35210

220

230

240

250

260

BMEP [bar]

15 20 25 30 35 40195

200

205

210

215

220

BMEP [bar]

Fu

el co

nsu

mp

tio

n [g

/kW

h]

15 20 25 30 35210

220

230

240

250

260

BMEP [bar]

Boosting system efficiency

State-of-art Future

Compressor 75% 85%

Turbine 70% 80%

3-4bar higher maximum BMEP mainly due to lower compressor outlet

temperature

Impact on the overall efficiency and significant BSFC reduction

Important potential to enhance transient performance

Future State-of-art

- 10g/kWh

- 5g/kWh 3500rpm

4000rpm

+3-4bar

+3-4bar

+10pts

Components

15 20 25 30 35 40195

200

205

210

215

220

BMEP [bar]

Fu

el co

nsu

mp

tio

n [g

/kW

h]

15 20 25 30 35210

220

230

240

250

260

BMEP [bar]

0 1 2 3 4 5 0

10

20

30

40

Time [s]

BM

EP

[b

ar]

-1.5s



Exhaust Backpressure

Emissions legislation

15 20 25 30 35200

205

210

215

Fu

el co

nsu

mp

tio

n [g

/kW

h]

BMEP [bar]

15 20 25 30 35

210

220

230

240

250

BMEP [bar]

LNT + DPF Reference Large capacity

1000rpm 38mbar 19mbar



4000rpm 644mbar 322mbar Large capacity Reference

3500rpm

4000rpm 1250rpm

1000rpm

Low impact on transient response and low end torque

Critical to improve overall efficiency in the medium to high speed range

Reducing by 2 the exhaust backpressure can bring the same benefits than

increasing by 10pts the boosting system efficiency

- 10g/kWh

- 5g/kWh

+2 bar

+2 bar

divided by 2

CONTENTS

Overview

Design

- Efficiency

- Backpressure

- Temperature

- Architecture

Solutions and

Limitations



1000 1250 3000 350015

17

19

21

23

25

27

29

31

33

35

37

39

Engine speed [rpm]

BM

EP

[b

ar]

1000 1250 3000 350015

17

19

21

23

25

27

29

31

33

35

37

39

Engine speed [rpm]

BM

EP

[b

ar]

8 / 16

Thermal Constraints

Materials

− Compressor outlet temperature

State-of-art = 190ºC

Future = 210ºC

Extending the compressor outlet temperature limitations allows

increasing by around 3bar the max BMEP

Max allowable exhaust temperature is the limiting factor to increase the

engine performance

+1bar

+3bar

+3bar

+3bar

750ºC

800ºC

850ºC

750ºC

800ºC 850ºC 900ºC

3500 4000

CONTENTS

Overview

Design

- Efficiency

- Backpressure

- Temperature

- Architecture

Solutions and

Limitations − Exhaust temperature

State-of-art = 750 - 800ºC

Future = more than 850ºC



Boosting system architecture

Technologies

15 20 25 30 35190

200

210

220

230

240

BMEP [bar]

Fu

el co

nsu

mp

tio

n [g

/kW

h]

15 20 25 30 35190

200

210

220

230

240

BMEP [bar]

Fu

el co

nsu

mp

tio

n [g

/kW

h]

Two-stage eBooster

Net mechanical energy

External source

2T turbocharger more efficient than 2T supercharger but less than 2T

eBooster if electrical energy is free

Higher low end torque with eBooster due to lower backpressure

Exhaust thermal constraints are less critical for 2T eBooster and 2T

supercharger configurations

1250rpm

- 3bar

+ 3bar

+30g/kWh

-5g/kWh

2T turbocharger 2T supercharger 2T eBooster16

18

20

22

24

26

28

30

32

34

36

38

40

BM

EP

[b

ar]

2T turbocharger 2T supercharger 2T eBooster16

18

20

22

24

26

28

30

32

34

36

38

40

BM

EP

[b

ar] +3bar

750ºC

+3bar

+3bar

750ºC

800ºC

Thermal constraints

Compressor outlet temperature


Future = 210ºC

1250rpm

2T supercharger

2T turbocharger

CONTENTS

Overview

Design

- Efficiency

- Backpressure

- Temperature

- Architecture

Solutions and

Limitations




Technologies

Fast transient response with 2T supercharger and 2T eBooster

configurations lower than 1s.

No potential to reach the same transient performance with 2T

turbocharger architecture

2T eBooster 8kW

2T Supercharger

2T eBooster 2kW

2T eBooster 4kW

2T Turbocharger VGT

(Function of turbine

wheel diameter)

2kW

4kW

8kW

1 2 3 4 0

10

20

30

40

Time [s]

BM

EP

[b

ar]

2kW

4kW

8kW

CONTENTS

Overview

Design

- Efficiency

- Backpressure

- Temperature

- Architecture

Solutions and

Limitations



CONTENTS

Overview

Design

Solutions and

Limitations

CONTENTS


and capacity



11 / 16



CONTENTS

Overview

Design

Solutions and

Limitations

- Turbo size

- Temp & Elec

- Architecture

12 / 16

Turbocharger size

Components

0 1 2 3 40

10

20

30

40

Time [s]

BM

EP

[bar]

0 1 2 3 41

2

3

4

5

6

Time [s]

Exhaust

Pre

ssure

[bar]

10 20 30 400

10

20

30

40

Wheel diameter [mm]

BM

EP

aft

er

1s [

bar]

0 1 2 3 40

10

20

30

40

Time [s]

BM

EP

[bar]

0 1 2 3 41

2

3

4

5

6

Time [s]

Exhaust

Pre

ssure

[bar]

10 20 30 400

10

20

30

40

Wheel diameter [mm]

BM

EP

aft

er

1s [

bar]

0 1 2 3 40

10

20

30

40

Time [s]

BM

EP

[bar]

0 1 2 3 41

2

3

4

5

6

Time [s]

Exhaust

Pre

ssure

[bar]

10 20 30 400

10

20

30

40

Wheel diameter [mm]

BM

EP

aft

er

1s [

bar]

Decreasing the turbine effective section improve the turbo-lag until

chocked conditions are reached

Physical limitations in the use of small turbochargers

35.5

34

31

25 20

15

Cold tip-in at 1000rpm

4.5bar 1s Turbine

wheel

diameter



Turbocharger size

Components

0

10

20

30

40

BM

EP

[bar]

1 2 3 4 50

10

20

30

40

Time [s]

BM

EP

[bar]

0

10

20

30

40

BM

EP

[bar]

1 2 3 4 50

10

20

30

40

Time [s]

BM

EP

[bar]

0

10

20

30

40

BM

EP

[bar]

1 2 3 4 50

10

20

30

40

Time [s]

BM

EP

[bar]

0

10

20

30

40

BM

EP

[bar]

1 2 3 4 50

10

20

30

40

Time [s]

BM

EP

[bar]

0

10

20

30

40

BM

EP

[bar]

1 2 3 4 50

10

20

30

40

Time [s]

BM

EP

[bar]

0

10

20

30

40

BM

EP

[bar]

1 2 3 4 50

10

20

30

40

Time [s]

BM

EP

[bar]

The use of (HP) VGT can be justified to reduce efforts in small turbine

designs development

The development of small turbochargers is critical for engine downsizing

2.3l engine 1.6l engine 1.2l engine

FGT FGT FGT

VGT VGT VGT

34

31

25

25

25

20

20

15

35 35

35

30

30 30 25

25 25 20

20% smaller

5mm bigger

diameter

Cold tip-in at 1000rpm

31

30% smaller

Available turbines

Scaled turbines

CONTENTS

Overview

Design

Solutions and

Limitations

- Turbo size

- Temp & Elec

- Architecture



Thermal and Electric Power Constraints

Materials and energy source

2.3l 1.6l 1.2l16

18

20

22

24

26

28

30

32

34

36

38

40B

ME

P [b

ar]

2T eBooster

2kW

4kW

8kW

2kW

4kW

Engine displacement

Compressor outlet temperature


Future = 210ºC

The maximum electric power is

the limiting factor in 2T eBooster

architecture

Electric devices are keys for

advanced boosting systems but

must be developed in conjunction

with vehicle electrical network

and Energy Recovery Systems

The exhaust manifold and compressor outlet temperatures are the limiting

factors to achieve high BMEP

Compressors able to withstand higher temperatures and turbine technologies

used on gasoline engines are necessary for highly-rated Diesel engines

CONTENTS

Overview

Design

Solutions and

Limitations

- Turbo size

- Temp & Elec

- Architecture



Technologies


0

5

10

15

20

25

1000 2000 3000 4000 5000

NA operation

2T mode

BM

EP

[bar

]

Engine speed [rpm]

0

5

10

15

20

25

1000 2000 3000 4000 5000

Engine speed [rpm]

BM

EP

[bar

]

NA operation

LP Stage only

2T Sequential Series

big range - low max BMEP

2T Series

low range - high max BMEP

Highly-rated Diesel engines (>100kW/l) require boost pressure > 3.5bar

in the whole engine operating range

Physical limitations for radial compressor technologies and current 2T

sequential architectures

Development of 3T/4T boosting systems architectures

Challenging for complexity, cooling and packaging

CONTENTS

Overview

Design

Solutions and

Limitations

- Turbo size

- Temp & Elec

- Architecture



CONTENTS

Overview

Design

Solutions and

Limitations

16 / 16

Conclusions

• How to feed the engine with high air mass flows at a

minimum cost? – we want it for free!!

• Which breakthrough in boosting technology can avoid

3T/4T boosting architecture?

• How electrical and pneumatic assistance devices will

change the turbocharger world?

I thank you for your attention

Research challenges

Early confirmed Speakers include:

Olivier Varnier, Performance & Air Path Attribute Leader, Jaguar Land Rover

Dr. Sam Akehurst, Lecturer for Automotive Engineering, University of Bath

Hakan Björnsson, manager Advanced Engine Design, Volvo

Prof. Dr.-Ing. Roland Baar, Combustion Engines, TU-Berlin

Dear Downsizing & Turbocharging Expert,

The 8th Advanced Downsizing & Turbocharging 2016 is the only technical conference dedicated to keep up with the

requirements of emission legislation and innovative boosting concepts to maximize engine`s performance. Discover

new technologies to optimize systems by focusing on transient response and engine efficiency. Learn innovative ap-

proaches to meet the challenges of weight reduction in an extreme environment.

For more information and the schedule of events, please download the agenda. If you have any questions, please

contact via email: [email protected] or call: +49 (0) 30 20 913 – 274.

We look forward to meeting you in March 2016!

Kind regards,

Automotive IQ

http://www.charging-downsizing-concepts.com/

mailto:[email protected]?subject=48%20Volt%20Conference: