2014-03-26 CIMAC New propulsion systems Oszfolk PUBLISHED · New propulsion systems for non-road applications and the impact on combustion engine operation | Benjamin Oszfolk The

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Research & Technology, New Propulsion Systems (TR-S)

New propulsion systems for non-road applications and the impact on combustion engine operation

London, 14th March 2014, Benjamin Oszfolk


Content

1 Incentive1.1 Non-road-applications / MTU products1.2 Trend of reducing CO2 emission1.3 Technological challenges of ICE & propulsion system

2 Electrical enhanced propulsion systems2.1 E-Drive system 2.2 E-Drive components2.3 Functional benefits

3 Railcar E-Drive propulsion system3.1 Application3.2 System layout & fuel savings 3.3 Impact on internal combustion engine

4 Summary

Page 3


Incentive

New propulsion systems for non-road applications and the impact on combustion engine operation | Benjamin Oszfolk

01

Page 4


01 IncentiveNon-road applications / MTU products


Page 5


01 IncentiveTrend of reducing CO2 emissions


A significant step towards future CO2-targets and reduction in life cycle cost will beachieved only by optimising both, internal combustion Engine and propulsion system

Benefits of new propulsion systems: Optimised engine operation reduction of real life exhaust gas emissions (NOx, PM, HC) Functional enhancement (e.g. boost capability, temporary silent operation, strong on-board

electrical grid)

Waste HeatRecovery

EffectiveEnergy

Recuperation

~15 - 25%

Losses

Primary Energy= CO2 -Emissions

~5 - 10%

Page 6


01 IncentiveTrend of reducing CO2 emissions


The IC engine is able to deliver maximum power at any time and at short notice power-oriented rating and dynamics-optimised operating strategy

Fuel

Ene

rgy

Time Time

Pow

er D

eman

d

Page 7


01 IncentiveTechnological challenges of ICE & propulsion system


Energy Storage System (ESS)

Electric motor / generator

Fuel

Ene

rgy

Time Time

Pow

er D

eman

d

Eng

ine

pow

er

Time

Time

Pow

er E

SS

Future IC engine delivers the energy for a specified mission within a mean power range energy-oriented rating with efficiency-optimised operating strategy

Page 8


Electrical enhanced propulsion systems


02

Page 9


02 Electrical enhanced propulsion systemsE-Drive system


Gear box

GCU

IC engine

ECU

Application

control

Propulsion control unitExternal Information

DC-Link

Battery

BMS

Power

PowerElectronics Aux drives

Electric motor / generator

Power electronics

Page 10


02 Electrical enhanced propulsion systemsE-Drive components


Power and EnergyManagement Interface to the

Application Safety

Functionality

Electric motor for propulsion Generator E-Motor for

Auxilliaries

Traction Converter Geno Rectifier Filter element in

the DC- or AC-Bus Auxiliary Supply /

Battery Charger

Source & Sink: Energy Storage Power Buffer

Controls E-Machine Power Electronics Battery System

Page 11


02 Electrical enhanced propulsion systemsFunctional benefits


Page 12


Railcar E-Drive propulsion system


03

Page 13


03 Railcar E-Drive propulsion systemApplication


Drive cycle: Distance 37 km 13 Stops 43min speed limit 120kph

Vehicle: Mass: 78t 2 x MTU 6H1800R75 (2 x 315kW) Electric motors: 2 x 400kW peak Li-Ion-Battery Diesel-mechanical / parallel hybrid

Page 14


03 Railcar E-Drive propulsion systemSystem layout & fuel savings


Measured fuel savings over time(test bench / real track data)

ca. -20%

Cum

ulat

ed fu

el c

onsu

mpt

ion

[l]Driving time along a railway track [min]

Implemented features: Regenerative braking Load point shifting Partially electrified auxiliary drives Fuel consumption optimized drive strategy

Page 15


03 Railcar E-Drive propulsion systemImpact on internal combustion engine operation


Diesel onlyconsumption optimized drive strategy

Further potential: Decoupling auxiliary drives from

combustion engine Engine shutdown during idling

58% fuelconversion

9%

E-Driveconsumption optimized drive strategy

90% fuelconversion

9%

32%

Impact on combustion engine: Increase of 55% of fuel conversion at

high engine loads Still 9% fuel converted at idle speed

+55%

Page 16


Summary


04

Page 17


04 Summary


New propulsion systems for non-road applications:

New propulsion system concepts are capable of significant fuel savings heavily dependent on the application

Fuel savings result from optimized operation of internal combustion engine and auxiliary drives

Fuel savings result from energy recovery

Impact of future propulsion system design on internal combustion engine:

Increased fuel conversion at high engine loads mechanical / thermal fatigue? Increased frequency of engine starts main bearings, starter lifetime? Engine shutdown during vehicle operation effect on main bearings?

effect on exhaust aftertreatment?


Thank you very much for your attention.

Documents

2014-03-26 CIMAC New propulsion systems Oszfolk PUBLISHED · New propulsion systems for non-road applications and the impact on combustion engine operation | Benjamin Oszfolk The