Full Paper No 134
Full Paper No 134
Abstract: The most important technology drivers ferent temperature levels and flow area requirements.
in the development of modern four-stroke medium And, as contamination build-up is not comparable, this
speed engines are high total engine efficiencies, low results in different turbine cleaning concepts. Com-
operating costs and high power density while comply- pressor stage designs are specifically optimized for
ing with ever more stringent emission legislation. In two-stage requirements. Consequently dedicated de-
addition, optimization of initial costs has been con- signs, highly efficient and compact turbochargers are
sidered during development to allow for short pay- being realized. Low and high pressure turbocharg-
back time and thus for a competitive advantage in the ers will be based on the new concept of an extended
area of power generation where reciprocating engines cartridge which will facilitate service down times even
compete with gas turbines. Improvement in all areas shorter than those on existing single stage applica-
mentioned above can be achieved with the applica- tions. The second generation system is the result of a
tion of the latest turbocharging technologies. ABB Tur- step change development process motivated by field
bocharging is currently developing the second gen- experience gathered from first generation serial sys-
eration two-stage turbocharging system for medium tems. Studies presented at the CIMAC conference in
speed gas and diesel engines. The work comprises 2007 revealed that two-stage turbocharging systems
a complete portfolio with four sizes covering the entire would soon become a commercially attractive alter-
power range of large medium speed engines. All com- native to state-of-the-art single stage turbochargers.
ponents of this new system will be fully optimized for Three years later, the first two-stage turbocharger de-
combined use in the two-stage system. Completely signs for medium and high speed gas and diesel en-
new designs are being developed for the thermody- gines were presented. The first serial engine appli-
namic components. The focus is on high efficien- cations were introduced to the market with claimed
cies for fuel savings, system compactness and flexi- benefits proven. With the development of the sec-
ble operation. Axial turbines will be applied for both ond generation Power2 turbocharging system, ABB
low and high pressure stage. The turbine stage de- Turbocharging provides an optimized technology en-
signs take into account the diverging needs between abling full exploitation of the advantages of two-stage
high and low pressure sides. These result from dif- turbocharging for large medium speed engines.
Furthermore two-stage turbocharging supports The air and gas states in the intake and exhaust
engine power densities well beyond today's most receiver are important boundary conditions for the
advanced levels with a related potential to reduce gas exchange and in-cylinder process of the
specific initial cost of future solutions. internal combustion engine set by the
turbocharging system. In particular, the difference
In the first part of this chapter the main between intake and exhaust pressure (engine
advantages of two-stage turbocharging are briefly pressure drop) is relevant for the engine
described, while in the second part the operation, as it has a direct impact on the gas
characteristics of ABB’s second generation two- exchange process. In general, a large pressure
stage turbochargers are presented. drop translates into fuel saving.
Fuel consumption and NOx emissions The driving parameters of the engine pressure
drop can be isolated with simple considerations
Extreme Miller cycle allow for an appreciable about the energy balance on the turbocharger
reduction of the overall cycle temperature. This shaft [11]. The pressure difference over the
has a direct positive impact on the NOx emissions engine is a function of the overall pressure ratio,
without affecting the engine efficiency. Figure 2 the product of turbine inlet temperature and
shows that the engine operation in the well-known turbocharging efficiency (expressed by parameter
bsfc-NOx trade-off diagram is shifted towards a c in Equation 1) for constant ambient conditions,
clearly favorable region if combined with the high system losses and overall air/fuel ratio. From
turbocharging efficiency provided by two-stage Figure 3 and Equation 1, the following becomes
turbocharging. obvious: Turbocharging efficiency and turbine inlet
temperature have the same effect on the engine
When fully exploiting the potential of Miller cycle pressure drop.
and two-stage turbocharging, simulation predicts
a NOx reduction of up to 70% and fuel savings of ̇
(1)
up to 9% compared to a 1-stage reference. The ̇
blue line shows the steps along the optimization
path to reach the new trade-off curve. Power2 in As a matter of fact, high turbocharging efficiency
combination with power density increase, Miller is beneficial for any internal combustion engine as
timing and lower valve overlap achieves a it improves the engine pressure drop. On a four-
considerable benefit. Measurements shown in stroke engine it can be assumed that a minimum
Figure 2 support the simulation results obtained pressure drop is required to assure proper gas
from first two-stage series applications. exchange and scavenging in order to account for
the flow losses through the valves (pumping
However, it seems that NOx emissions compliant work). Every excess value of the pressure drop is
with IMO Tier 3 cannot be reached with Miller converted directly into piston work and contributes
cycle and two-stage turbocharging alone at to improve engine cycle efficiency.
Design point
79.0% 150
With an unchanged engine configuration, an
improvement of turbocharging efficiency produces 78.5% 100
mainly a reduction of the turbine inlet temperature
offsetting some of the benefits. However a valve 78.0% 50
PICLP/ PICHP
timing adjustment for a constant temperature
permits full use of the turbocharging efficiency for
engine efficiency improvement. Figure 4: Eq. TC efficiency vs. turbine area
65% A100-M
Intensified Miller cycle and increased power Power2 800-M PIC=9, TIC=55°C
density both drive boost pressure and 60%
Power2 800-M PIC=9, TIC=70°C
turbocharging efficiency requirements. A solution 55% Power2 800-M PIC=12, TIC=55°C
is offered providing pressure ratios up to 12 and Power2 800-M PIC=12, TIC=70°C
50%
turbocharging efficiency more than 75% that 2 4 6 8 10 12
meets all requirements for next engine Pressure ratio
generations [12] with ABB’s Power2 second
generation turbocharging. Figure 5: Eq. TC efficiency over PIC
Cross-sectional cuts of the new LP and HP Today ABB turbocharger series TPL and A100-M
turbocharger designs are presented in Figure 6 for medium speed engines feature the so-called
and Figure 7. “cartridge” group, consisting of the rotor, bearings
and directly related casings. After removal of the
air casings it is possible to perform a quick
exchange of the cartridge from the cold side of the
turbocharger. With this concept it is not necessary
to access any hot gas casings during service.