Caterpillar Engine Technolo

An Engine System Approach to Exhaust Waste 

Principal Investigator: Richard W. KruiswykCaterpillar Inc.

Note: This presentation does not contain any proprietary or confidential information.

DOE Contract: DOE TechnologNETL Project M

DEER Conference

Detroit, MI

August 6, 2008
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AGENDA

 Overview - Engine Thermal Efficiency and Waste  EWHR Program Objectives, Timeline, Scope Technical Developments Summary and Conclusions
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Diesel Engine Thermal Efficiency

CGI HeaRejectio

FuelEnergy

Engine Heat Rejection

ExhaustEnergy

ATAAC Heat Rejection

Brake Power

Ambient

Stack

Engine C15

A/C

LP Comp

HP Comp

LP Turb

HP Turb

DPF

CGI

Cooler CGI

Brake

Power

Ambient

Stack

Engine C15

A/C

LP Comp

HP Comp

LP Turb

HP Turb

DPF

CGI

Cooler CGI

Brake

Power

Fuel

• Series Turbocharged• LPL CGI (clean gas induction)

2007 C15 On-Highway Truck
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Diesel Engine Thermal Efficiency & Exhaust Wa

LPL Engine

0

20406080

100

Fuel Energy (kW)

Fuel Energy, %

~ 8%

~ 22%

Brake Power

Coolant

Heat Rej

EGR Cooler HR

ATAAC HR

Exhaust

Energy

~ 42%

~ 21%~ 7%

HPL EngineAmbient

Stack

Engine C15

A/C

LP Comp

HP Comp

LP Turb

HP Turb

DPF

Brake

Power

HE EGR

Ambient

Stack

Engine C15

A/C

LP Comp

HP Comp

LP Turb

HP Turb

DPF

Brake

Power

HE EGR

Ambient

Sta

Engine C15

A/C

LP Comp

HP Comp

LP Turb

HP Turb

DPF

CGI

Cooler CGI

Brak

Pow

Ambient

Sta

Engine C15

A/C

LP Comp

HP Comp

LP Turb

HP Turb

DPF

CGI

Cooler CGI

Brak

Pow

Roughly half of the lost fue

carried in the exhaust s
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0

20406080

100

Fuel Energy, %)

Diesel Engine Thermal Efficiency & Exhaust Wa

HTCD 50% OTE Program – Analysis Results

15%15%

25%

45.0%

OTE

Research

45% OTE

Engine

HE Nox

A/T

Improved

Air System

Reduced

Heat

Rejection

Turbocompoun

45.2%

OTE

47.0%

OTE

47.3%

OTE

48.2%

OTE

Waste heat recovery from the e

streams will be essential to ach

50 - 55% thermal efficienc
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Challenges to Efficient Exhaust Waste Heat Rec

Turbocompound

Technology

Challenges for

2010 & Beyond

Bottoming Cycles

 Turbo Efficiencies

 Transmission  Aftertreatment BP Cycle Efficiencies Packaging Transmission Aftertreatment

inlet temperatures

Developmen

 Turbo E Electric Combus Aftertre Compac

Exchan
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AGENDA

 Overview - Engine Thermal Efficiency and Waste  EWHR Program Objectives, Timeline, Scope Technical Developments Summary and Conclusions
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Program Objective

Develop components, technologies, and methods lost in the exhaust processes of an internal combutilize that energy to improve engine thermal efficfrom ~ 42% to ~46% thermal efficiency)

 No increase in emissions  No reduction in power density Compatible with anticipated aftertreatment
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Phase 2 

2005 2006

Define

Roadmap

2007 2008 2009

Phase 1 

Validate

roadmap

Phase 3 Phase 

Refine Re

Mid-Program 

System Demo

We are 

Phase 3 Objective: Demonstration of significant progress (+ 5-1efficiency improvement via testing/analysis of prototype componean on-engine system demonstration of prototype hardware.

Program Phases Per Contract

Program Timeline
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Program scope revised to include 

investigation of LPL & HPL 

solutions

 Solutions compatible w/ production engines –

transferable technologies

– Baseline - 2007 C15 on-highway engine with 

LPL CGI system 

 Solutions compatible with future engines –

technologies for HECC solutions

– HPL or HPL-LPL advantageous in some 

scenarios 

Program Scope
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AGENDA

 Overview - Engine Thermal Efficiency and Waste  EWHR Program Objectives, Timeline, Scope Technical Developments Summary and Conclusions
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Technical Developments – Proposed System

Ambient

Stack

Engine C15

A/C

LP Comp

HP Comp

LP Turb

HP Turb

DPF

CGI

Cooler CGI

Brake

Power

Ambient

Stack

Engine C15

A/C

LP Comp

HP Comp

LP Turb

HP Turb

DPF

CGI

Cooler CGI

Brake

Power

Port Insul.

(0.5%)

Pip

(0.5

I/C

* Turbocompound or engine power via electo flywheel

Stack Recovery*

(4.0%)

An integrated system solution to 

waste heat recovery

Strategy 

Energy transmission
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Early in program• 2010 A/T backpknown with certa• Turbocompounnegatively affectForced consider“backpressure in

Ambient

Stack

Engine C15

A/C

LP Comp

HP Comp

LP Turb

HP Turb

DPF

CGI

Brake

Power

HE

Turb Comp

Stack Ambient

Ambient

Stack

Engine C15

A/C

LP Comp

HP Comp

LP Turb

HP Turb

DPF

CGI

Brake

Power

HE

Turb Comp

Stack Ambient

Phase 1 Proposed Solution

Open Air Brayton Cycle

Performance 

met with Bra

and suppor

Packaging???

Technical Developments – Stack Energy Recov

4

3

2

0

500

10001500200025003000

500 1000 

Engine Load

Eng

4

3

2

0

500

10001500200025003000

500 1000 

Engine Load

Eng

Phase 2 En

BSFC Benefit 

Brayton cycle w/ h

turbomachinery & 
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3⁄4 Microchannel m

Concept design: 1.5 

Preliminary estimate

3⁄4 Primary Surface 

Heat Exchanger 

At end of P

sight to a HE 

1.

Ambient

Stack

Engine C15

A/C

LP Comp

HP Comp

LP Turb

HP Turb

DPF

CGI

Brake

Power

HE

Turb Comp

Stack Ambient

Ambient

Stack

Engine C15

A/C

LP Comp

HP Comp

LP Turb

HP Turb

DPF

CGI

Brake

Power

HE

Turb Comp

Stack Ambient

Phase 1 Proposed Solution

Open Air Brayton Cycle

Packaging???

Technical Developments – Stack Energy Recov
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Ambient

Stack

Engine C15

A/C

LP Comp

HP Comp

LP Turb

HP Turb

DPF

CGI

Brake

Power

HE

Turb Comp

Stack Ambient

Ambient

Stack

Engine C15

A/C

LP Comp

HP Comp

LP Turb

HP Turb

DPF

CGI

Brake

Power

HE

Turb Comp

Stack Ambient

Packaging???

Phase 2 Pac

1 ft3 heat 

Even at 1 

system pack

Technical Developments – Stack Energy Recov

Phase 1 Proposed Solution

Open Air Brayton Cycle
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Technical Developments – Stack Energy Recov

Electric Turbocompound

 Gen1 – Caterpillar / DOE 2001-2004 Development Progra

– Approach – Turbocompound function integrated int– Specification – 40kw @ 60krpm in generating mode

Measured Turbo Shaft Generator Power and Torque

0

5000

1000015000

20000250003000035000400004500050000

25000 30000 35000 40000 45000 50000 55000 60000 65000

Turbo Shaft Speed rpm

Generator Pow er W

0102030405060708090100

Elecronics O/ P pow er (W)% Torque

– Results

• Excellent stability of rotor / shaft system• Generated 44kw at 59krpm

– Turbo generator short of efficiency target – Heating problems – powers above 15kw limited 
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Technical Developments – Stack Energy Recov

 Gen2 – Concept design collaboration with consultant

– Specification: 20-25kw power generation– Two design options to be evaluated

• ‘Between-the-wheels’ option

• ‘In-front-of-compressor’ option

– Thermal, stress, rotordynamic analysis to evaluate – Scheduled completion: 30Oct08

Flywheel HE Motor/Generator

Ambient

Stack

Engine C15

A/C

LP Comp

HP Comp

LP Turb

HP Turb

DPF

EGR

Brake

Power

I/C

Electrical Power

GEN.

Flywheel HE Motor/Generator

Ambient

Stack

Engine C15

A/C

LP Comp

HP Comp

LP Turb

HP Turb

DPF

EGR

Brake

Power

I/C

Electrical Power

GEN.

HE

Ambient

Engine C1

A/C

LP Comp

HP Comp

I/C

GEN.

HE

Ambient

Engine C1

A/C

LP Comp

HP Comp

I/C

GEN.

Electric Turbocompound
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Technical Developments – HP Turbine

Port Insul.

(0.5%)

Piping

(0.5%) Intercooling (1.3%) HP Turbine

(2.0%)

LP Turbine

Compressors (1.0%)

(0.7%)

Stack Recovery

(4.0%)

Strategy Optimization

+2% Therm

+10% Tu

0.6800.7000.7200.7400.7600.7800.8000.8200.840

0.55 0.6 

Turbine-Mech Efficiency, T-S 0.680 0.700 0.720 0.740 0.760 0.780 0.800 0.820 0.840

0.55 0.6 

Turbine-Mech Efficiency, T-S

Technologies RND – radial, n Mixed Flow Tu
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Nozzled / D

0.6800.7000.7200.7400.7600.7800.8000.8200.840

0.55 0.6 

V

Turbine-Mech Efficiency, T-S 

Nozzled / Di

Turbine-Mech Efficiency, T-S 

Nozzled / D

0.6800.7000.7200.7400.7600.7800.8000.8200.840

0.55 0.6 

V

Turbine-Mech Efficiency, T-S 

Nozzled / Di

Turbine-Mech Efficiency, T-S 

Technical Developments – HP Turbine

Port Insul.

(0.5%)

Piping

(0.5%) Intercooling (1.3%) HP Turbine

(2.0%)

LP Turbine

Compressors (1.0%)

(0.7%)

Stack Recovery

(4.0%)

Strategy Optimization

Majority of exhaust enentering turbine in this 

Shif
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Nozzled / D

0.6800.7000.7200.7400.7600.7800.8000.8200.840

0.55 0.6 

V

Turbine-Mech Efficiency, T-S 

Nozzled / Di

Turbine-Mech Efficiency, T-S 

Nozzled / D

0.6800.7000.7200.7400.7600.7800.8000.8200.840

0.55 0.6 

V

Turbine-Mech Efficiency, T-S 

Nozzled / Di

Turbine-Mech Efficiency, T-S 

Technical Developments – HP Turbine

Port Insul.

(0.5%)

Piping

(0.5%) Intercooling (1.3%) HP Turbine

(2.0%)

LP Turbine

Compressors (1.0%)

(0.7%)

Stack Recovery

(4.0%)

Strategy Optimization New Target

Shifting p

mixed 
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Technical Developments – HP Turbine

Mixed Flow Turbine

radial mixed flow

 Gen1 wheel designed / procured / tested

Gen1 missed  Over-aggr

– Desire 

efficie

 First use o

– Calibr

MF Turbine vs 2007 Production HP

0.620.640.660.68

0.7

0.720.740.76

0.5 0.55 0.6 0.65 0.7 0.75 0.8

Velocity Ratio, U/C

Turb-Mech Eff, T-S (%) Production Radial – Data

Mixed Flow – Gen1 Data

Target – Nozzleless Mixed Flow

Turbine-Mech Eff. T-S

MF Turbine vs 2007 Production HP

0.620.640.660.68

0.7

0.720.740.76

0.5 0.55 0.6 0.65 0.7 0.75 0.8

Velocity Ratio, U/C

Turb-Mech Eff, T-S (%) Production Radial – Data

Mixed Flow – Gen1 Data

Target – Nozzleless Mixed Flow

Turbine-Mech Eff. T-S
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Technical Developments – HP Turbine

 Gen2 wheel designed / analyzed

– Gen1 lessons used to optimize design

Mixed Flow Turbine

Gen1 Gen2

MF Turbine vs 2

0.620.640.660.68

0.7

0.720.740.76

0.5 0.55 0.6 

Vel

Turb-Mech Eff, T-S (%) 

G

Turbine-Mech Eff. T-S

MF Turbine vs 2

0.620.640.660.68

0.7

0.720.740.76

0.5 0.55 0.6 

Vel

Turb-Mech Eff, T-S (%) 

G

Turbine-Mech Eff. T-S

– 6-8% improvement in efficiency predicted vs Gen1 o
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Brayton Cycle

 System Capability Evaluation

Ambient

A/C

Comp 

Tur

B

Amb

Ambient

A/C

Comp 

Tur

B

Amb

 Assumptions:

– Brayton turbo efficiencies 80%– Single stage for packaging– Heat exchanger: 90% effectiveness– Transmission Efficiency: 90%

1.01.52.02.53.03.54.04.5

20.0 25.0 

BSFC Improvement (%)

 Packaging: Excellent

– Heat Exchanger: 0.25 ft

3 core

– Turbo: ~ 2” compressor

 Performance: Low-Moderate

– At 20 - 40% EGR: 

+ ~2 - 4% w/ 80% turbomachinery+ ~1.5 - 2.5% w/ 74% turbomachinery 

Technical Developments – HECC HPL EGR Was
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Rankine Cycle

 System Capability Evaluation

Ambient

E

A/C

Comp 

Pump

Ranki

EV

Cond R

Ambient

E

A/C

Comp 

Pump

Ranki

EV

Cond R

2

2.5

3

3.5

4

4.5

5

5.5

6

6.5

7

20 25 

BSFC Improvement (%)

 Packaging: Challenge

– Multiple heat exchangers

 Performance: Moderate-Good

– + 3-6% depending on EGR rates 

 Assumptions:

– Turbine efficiency 80%– Pump efficiency 65%– R245fa working fluid– Transmission Efficiency: 90%

Technical Developments – HECC HPL EGR Was
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AGENDA

 Overview - Engine Thermal Efficiency and Waste  EWHR Program Objectives, Timeline, Scope Technical Developments Summary and Conclusions
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Summary

 Significant progress made toward program object

 With LPL CGI, turbocompound + high efficien

+4% BSFC w/ 20kPa aftertreatment backpres

 Progress on supporting technologies, especia

technologies, suggests performance target ca

 Waste heat recovery for future HECC engine solu

consideration of HPL and HPL-LPL EGR configur

– Turbocompound still effective for stack recove

dependent on aftertreatment backpressure, re

– Brayton cycle offers moderate benefit for HPL – Rankine cycle offers significant benefit for HP
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Acknowledgements

Turbomachinery design consucomponent procurement and Turbomachinery design consuoptimization.Turbomachinery design consuoptimization.

Caterpillar Thanks:

Electric turbocompound desigconsulting

HoneywellConceptsNRECTurbo SolutionsBarber-Nichols Inc.
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Acknowledgements

• Department of Energy

• Gurpreet Singh

• John Fairbanks

• DOE National Energy Technology Lab

• Ralph Nine• Carl Maronde

Caterpillar Thanks:
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