max Thermodynamic Potential and Limits of IC Engines · 2016. 2. 5. · G r a z · U n i v e r s i...
Transcript of max Thermodynamic Potential and Limits of IC Engines · 2016. 2. 5. · G r a z · U n i v e r s i...
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Institute for Internal Combustion Engines and Thermodynamics
G r a z · U n i v e r s i t y · o f · T e c h n o l o g y
SC.
Otto engine
90 barn/a
pmax: 200 barLarge e.
Diesel engine
180 barPC
200 barTruck
70
65
60
55
50
45
40
35
304 6 8 10 12 14 16 18 20 22
Compression ratio ε [–]
Eff
icie
ncy
otth
eid
eal engin
eη
ide
al[%
]
21,61,41,2
64
0,9
0,8
1
Consta
ntvolu
me,
aspirate
dengin
e
Thermodynamic Potential and Limits of IC Engines
Univ.-Prof. Dr. Helmut Eichlseder
A3 PS ConferenceVienna, 18th 19th November 2010
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e 2Institute for Internal Combustion Engines and Thermodynamics
G r a z · U n i v e r s i t y · o f · T e c h n o l o g y
g Introduction
g Boundary conditions
g Challenges today and tomorrow
• Efficiency
• Emission
• Specific Power
g Additional Chances for the future
g Summary
Thermodynamic Potential and Limits Challenges and risks for IC engines
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e 3Institute for Internal Combustion Engines and Thermodynamics
G r a z · U n i v e r s i t y · o f · T e c h n o l o g y
Driving more than 99 % of passenger cars
IC engine is one of the most successful
inventions
Production >70 mio.per year
But:
The biggest challenge for ICE
is its success
Today: More than 1000 million IC engines
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G r a z · U n i v e r s i t y · o f · T e c h n o l o g y
SC.
Gasoline engine
90 barn/a
pmax 200 barLarge e.
Diesel engine
180 barPC
200 barTruck
70
65
60
55
50
45
40
35
30
4 6 8 10 12 14 16 18 20 22
Compression ratio ε [–]
Eff
icie
ncy o
f th
e ideal engin
e η
ide
al[%
]
21,61,41,2
64
0,9
0,8
1
Consta
nt volu
me,
aspirate
d e
ngin
e
Efficiency of the ideal
engine
Thermodynamic boundary conditions
� Constant volume-constant pressure combustion
� Peak pressure limitation
Limit: Efficiency of the ideal engine
λλλλ
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G r a z · U n i v e r s i t y · o f · T e c h n o l o g y
0
5
10
15
20
25
30
35
40
45
en
gin
e e
ffic
ien
cy [
%]
Efficiency of real enginesEngine Categories - Comparison
MOPED
50 cm³
MOTORCYCLE
800 cm³
PASSENGER CAR
SI
PASSENGER CAR
DIESEL
TRUCK STATIONARY
LARGE ENGINE
best value representative operation (test cycle)
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G r a z · U n i v e r s i t y · o f · T e c h n o l o g y
Efficiency increase by shift of operation point Example Diesel vs. Gasoline: 2.0 dm3 engine in equal vehicle
0
2
4
6
8
10
12
14
16
18
20
22
24
500 1000 1500 2000 2500 3000 3500 4000 4500 5000
Engine speed / min–1
BM
EP
/ b
ar
Operating points NEDC Gasoline
Operating points NEDC Diesel
Full load curve Gasoline
Full load curve Diesel
Mean value Gasoline
Mean value Diesel
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G r a z · U n i v e r s i t y · o f · T e c h n o l o g y
Example: MPI Gasoline engine (λλλλ = 1)
BMEP / bar
Eff
icie
nc
y ηη ηη
, lo
sses ∆
η∆
η∆
η∆
η/
%
∆η∆η∆η∆ηrc ∆η∆η∆η∆ηWH ∆η∆η∆η∆ηGE
0 2 4 6 8 10
∆η∆η∆η∆ηm
ηηηηirc
ηηηηi
ηηηηe
50
40
30
20
10
0
∆η∆η∆η∆ηic Lean Operation
Efficiency increase by de-throttling and load shift
Fully variable
valve train
Cylinder deactivation
Downsizing (Gasoline DI TC,
Diesel 2stage TC)
Electrification/
Hybrid
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G r a z · U n i v e r s i t y · o f · T e c h n o l o g y
0
5
10
15
20
25
30
35
40E
ffe
cti
ve
Eff
icie
nc
y[%
]Average Otto DI
Average Diesel DI
VW Lupo 1.2 TDI
0
25
50
75
100
125
0 200 400 600 800 1000 1200
Time [s]
Velo
cit
y[k
m/h
]
NEDCArtemis
Urban
Artemis
Road
Effective efficiency of passenger car drivetrains
NEDC ArtemisRoad
ArtemisUrban
EUDCECE 15 4 NEDC
GM Diesel vehicle
GM Fuel Cel vehicle
Source:
von Helmolt, Eberle (GM)
in „Hydrogen Technology“
ISBN: 978-3-540-79027-3
Chassis dynamometer
measurements at TU Graz
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G r a z · U n i v e r s i t y · o f · T e c h n o l o g y
g Electrification / Hybridization
• Start/Stop
• Shift of operating point
• Energy recovery
• Electric drive in low load/speed
g Thermal management for improved warm up
g Waste heat recovery
Further potential for efficiency improvement
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G r a z · U n i v e r s i t y · o f · T e c h n o l o g y
Increase of system efficiencyWaste heat recovery – Concepts
Lit.: SAE 930880, 1993 (Toyota)
Lit.: SAE 790646, 1979
Thermoelectric generator / source: BMW
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G r a z · U n i v e r s i t y · o f · T e c h n o l o g y
Increase of system efficiency Waste heat recovery – Potential for trucks
Source: Gstrein, FPT (Iveco)
84
88
92
96
100
104
Bas
e tr
uck
T-Com
pound
E-Com
pound
Ran
kine
Stirlin
g
Cool.w
ater
Peltie
r
Co
ns
um
pti
on
[%
]
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2Institute for Internal Combustion Engines and Thermodynamics
G r a z · U n i v e r s i t y · o f · T e c h n o l o g y
g Introduction
g Boundary conditions
g Challenges today and tomorrow
• Efficiency
• Emission
• Specific Power
g Chances for the future
g Summary
Thermodynamic Potential and Limits Challenges and risks for IC engines
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G r a z · U n i v e r s i t y · o f · T e c h n o l o g y
Diesel passenger car
1985 1990 1995 2000 2005 2010 2015
0 %
50 %
100 %
16.5 g/kmECE R15/04
CO
7.4
2.721.0 0.64 0.5 0.5 0.5 0.62
2004
CO
0 %
50 %
100 %
5.1 g/kmECE R15/04
HC + NOx
1.97
0.97 0.7 0.56 0.3 0.23 0.17 0.012
NOx
0.08
NOx
0 %
50 %
100 %
0.27 g/km88/436/EEC
PM
EU1 EU2 EU3 EU4 EU5 EU6
0.14
0.080.05
0.0250.005 0.0045 0.0062
SULEV
PM
EU6
Emission – standards
98%
97%
97%
Example: Passenger car diesel engines
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G r a z · U n i v e r s i t y · o f · T e c h n o l o g y
0
1
2
3
4
5
6
7
8
9
10
HC
-Ko
nz
en
tra
tio
n [
mg
/m3
]
SULEVSULEV
9.99.9
Incl. Incl. coldcold startstart
Immission
Tunnel
Urban Area
After warm upAfter warm up
Rural Area
0.5
Emission LegislationSULEV HC Emission and Immission
HC
–co
ncen
trati
on
[m
g/m
³]
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5Institute for Internal Combustion Engines and Thermodynamics
G r a z · U n i v e r s i t y · o f · T e c h n o l o g y
g Introduction
g Boundary conditions
g Challenges today and tomorrow
• Efficiency
• Emission
• Specific Power
g Chances for the future
g Summary
Challenges and risks for IC engines
Thermodynamic Potential and Limits
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G r a z · U n i v e r s i t y · o f · T e c h n o l o g y
BMEP of NA and Supercharged Engines
Passenger car engines
BM
EP
/ b
ar
0
5
10
15
20
25
30
10
20
30
40
50
60
70
80
90
100
110
120
130
140
150
Pe /kW/l
Engine speed / min–1
1000 2000 3000 4000 5000 6000 7000 8000
Mercedes 250CDI (MY09)BMW 740d (MY10)
Porsche 911 GT3 (MY08)Toyota Aygo 1.0 (MY06)
Porsche 911 GT2 RS (MY10)VW Golf 1.4 TSI (MY06)
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G r a z · U n i v e r s i t y · o f · T e c h n o l o g y
Specific power – potential Gasoline
Turbo-charging
� Wide application
� Synergy with DI
� Downsizing possible
� Cost efficient
Specific power >700 kW/l Durability 3 laps (qualifying)
Source: Audi
Speed
Source: BMW
Specific power 140 kW/l in series(motorcycle)
� Exclusive applications
� Excellent transient behaviour
� Sport- and racing vehicles
� High effort
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G r a z · U n i v e r s i t y · o f · T e c h n o l o g y
Source: MTU
Source: MTU
- High speed concept not possible due to combustion speed
- Increase of supercharging possible
also as two stage TC
no thermodynamic limit obvious, mechanic and
thermal limit
- Example for complex and effective
turbocharging: power boats and
military applications
- Spec. power 100 kW/l
in series production
Specific power – potential Diesel
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G r a z · U n i v e r s i t y · o f · T e c h n o l o g y
g Introduction
g Boundary conditions
g Challenges today and tomorrow
• Efficiency
• Emission
• Specific Power
g Additional Chances for the future
g Summary
Thermodynamic Potential and Limits Challenges and risks for IC engines
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0Institute for Internal Combustion Engines and Thermodynamics
G r a z · U n i v e r s i t y · o f · T e c h n o l o g y
Alternative fuels Assessment
� Increasing share and variety, but no single „patent“ solution
Use
of e
xist
ing
Infr
astr
ucture
Applic
atio
n on
engin
eEnvi
ronm
ent
(Gre
enhouse
)Envi
ronm
ent
(Loca
l)
Rem
arks
Bio Diesel ++ +(PM-Filter)
+(-50%)
020% blending expected
until 2020
Ethanol ++ + + 0Blending,
Sugar Cane+
Natural Gas - +(knock resist.)
+(-25%)
+ (D)
0 (G)Fossil Fuel; Operation Range
BTL
(Biomass to Liquid)- ++ 0/+ (+) Energy demand for production
Biogas -- + ++ 0 similar to natural gas
Vegetable Oil - - + - Limited Availability
Hydrogen -- + ++(renewable)
++ Energy Carrier !; ICE + FC
Electric Energy - ++(renewable)
++ Based on renewable energy
Auto Gas (Propane) o o/-+
(-10%)
+ (D)
0 (G)Fossil Fuel
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G r a z · U n i v e r s i t y · o f · T e c h n o l o g y
Concept Vehicle TU Graz/HyCentAMulti Fuel
Multivalent with
Methane, Biogas and Hydrogenin one Fuel System and
Gasoline
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G r a z · U n i v e r s i t y · o f · T e c h n o l o g y
Summary
g Essential efficiency improvement by advanced combustion concepts in combination with load shift technologies (downsizing) possible
g Technology variety of SI engines continued (TC, MPI/DI, cyl. deactivation, VVT, DI stratified), key technologies will be turbocharging+DI
g Electrification of ICE (mainly Mild Hybrid) increasing
g Remarkable potential of Energy management (warm up, use of wasteenergy) and friction reduction
g Important challenge is reduction of CO2 fleet-emission, EU target of 95 g/km (2020) seems feasible (and most effective) with „reasonable“(cost-efficient) ICE
g IC engine with „zero impact“ toxic emissions possible (λλλλ=1 gasoline)
g ICE gives excellent base for Alternative Fuels
g ICE for > 20 years dominating propulsion system
Conclusions
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Institute for Internal Combustion Engines and Thermodynamics
G r a z · U n i v e r s i t y · o f · T e c h n o l o g y
Laderm.
OttomotorenOttomotoren
90 barSaugm.
ppmaxmax:: 200 barGroßm.
DieselmotorenDieselmotoren
180 barPKW
200 barLKW
7070
6565
6060
5555
5050
4545
4040
3535
303044 66 88 1010 1212 1414 1616 1818 2020 2222
VerdichtungsverhVerdichtungsverhäältnisltnis εεεεεεεε [[--]]
Wir
ku
ng
sg
rad
des v
ollko
mm
en
en
Mo
tors
W
irku
ng
sg
rad
des v
ollko
mm
en
en
Mo
tors
hhvv
[%]
[%]
221,61,61,41,41,21,2
6644
0,0,
99
0,80,8
11
Gle
ich
rau
mG
leic
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um
, , S
au
gm
oto
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gm
oto
r
Thank you foryour attention
contact: [email protected]