Electric Turbo Compounding... 

A Technology Who’s Time Has Come 

• Carl T. Vuk • John Deere Technical 
OUTLINE 

• System Architecture • Review of Hardware Elements• System Analysis • Test Results • Application Recommendations • Conclusions • Future Work • Questions 

24 Aug, 2006 
Electric Turbo Compounding: 

• A System That Converts Waste Exhaust En

to Shaft Work, using a Turbine, and CoupBack to the Engine, Electrically 
Why Turbo Compounding ? 

• 

Today’s Engines Reject 40% of the Fuel’s Energy i

Exhaust Gas Stream. The Exhaust is an Excellent SHigh Grade Heat, And it’s Free! 

• 

Turbo Compounding Technology is Available and P

With Mature System Costs in the Order of $50/kW. 

• 

The Technology Provides Power Growth, Improved 

Economy, and Reduced Emissions. 

24 Aug, 2006 
24 Aug, 2006 

System Architecture 
Turbo Generator 

• 

Converts Exhaust Energy into Shaft Work

• 

Converts Shaft Work into Electrical Power

• 

Simple Architecture 

• Very High Efficiency • Known Technology • 

Cost Effective Design 

24 Aug, 2006 
Motor Generator 

• Generates When Turbo Gen Can Not (Generating Mo• Couples Turbo Gen Power Back to Engine (Motorin• Flywheel Mounted for Compact Packaging • Simple Low Cost Machine Using Known Technology • High Efficiency BPM Technology 

24 Aug, 2006 
Power Electronics 

• Controls Turbo Gen Speed and Delivers DC Power• 

Manages Motor Gen to Regulate BUS Voltage 

• 

Very High Efficiency Over Operating Envelope 

• 

Cost Effective Components 

• 

Liquid Cooled 

24 Aug, 2006 
Advanced TurboCharger

• High Pressure Turbine • 

Significantly Upgraded Efficiency 

• 

Fixed Geometry Turbine Nozzle Vanes

• Vaned Diffuser (Compressor) 

24 Aug, 2006 
24 Aug, 2006 

Dyno Test Setup 

Advanced Turbocharger 
Two Stage Architecture 

• Independent Control of Turbo Machinery Elements • 

Modest Pressure Ratios 

• Interstage After Treatment • 

Allows for Simple Turbo Machinery 

• Improved Transient Response 

24 Aug, 2006 
Electric Coupling 

• 

Power Turbine Speed Control Optimization 

• Efficient Power Recirculation w/o Fluid Coupling• 

Packaging Flexibility 

• 

Motor Generator Supports Vehicle Electrification

24 Aug, 2006 
Variable Geometry Turbines 

• VG TurboCharger Not Needed to Drive EGR • VG Power Turbine - Option 

• 

Provides Direct Control of Turbo Compounding 

• 

Increases Part Load & Part Speed Output 

• 

Potential Control of Engine Air Flow & Transient Resp

• 

Fixed Geometry Power Turbine – Option 

• 

Better Efficiency at Full Load 

• 

Reduced System Complexity 

• 

Lower Cost 

24 Aug, 2006 
24 Aug, 2006 

Variable Vane Mechanism (Power Tu
24 Aug, 2006 

Variable Vane Mechanism (Power Tu
Motor Generator Optimization 

• 

Efficiency Must be High (95%) in Operating Envelo

• 

Packaging is Critical For Common Design and Min

Vehicle Disruption 

• Every Application is Different. Assuming Will Not 

Optimal Results 

24 Aug, 2006 
Engine Test Data (Output Characteristic

T

G P

o

wer vs. L

oad an

d S

p

e

e

d: T

G3 w/-20% & -39% N

G

V, B

W VT

G, P

C

U1 - 7S

e

p05 

0 200 400 600 800 1000 1200 

Engine L

o

ad - N

m

w/ Tier 3 E

mis

sions Inje

ction Timing a

nd E

G

R S

chedules 

0 5 

10 15 20 25 30 35 40 45 50 55 60 

TG Power - kWe 

2300 R

P

M - T

G3 w/-39% N

G

V - B

W V

TG 

2300 R

P

M - T

G3 w/-20% N

G

V - B

W V

TG 

2300 R

P

M - T

G3 w/N

o

m N

G

V - B

W V

TG 

2100 R

P

M - T

G3 w/-39% N

G

V - B

W V

TG 

2100 R

P

M - T

G3 w/-20% N

G

V - B

W V

TG 

2100 R

P

M - T

G3 w/N

o

m N

G

V - B

W V

TG 

24 Aug, 2006 
Engine Performance Data (Fuel Eco

Fuel Economy: Combined Engine Shaft + Electric P

o

wer Outputs 

300 500 700 900 1100 1300

Engine L

oad - N

m

190 195 200 205 210 215 220 225 230 235 240 245 250 255 260 

Combined SFC - g/kWh 

Non-Turbocompound Baseline Engine Turbocompound Engine 

24 Aug, 2006 
Application Targets – Turbo Compoundin

• 

High-Duty Cycle Steady State Operation Maximize

Benefit 

• High Annual Usage Improves Payback • 

Vehicle Electrification Helps Justify Added Cost

• 

Motor/Gen Needed Even w/o TurboCompoundin

• 

More Efficient to Use Electrical Power in Vehicl

• 

Power Growth 

• 

Valuable in Some Applications 

• 

Allows Smaller Higher Duty Cycle Engines in 

Applications Not Needing Power Growth 

24 Aug, 2006 
24 Aug, 2006 

Ideal Applications 

Combines 

Large Tractors Row Crop Tra

Trucks 
24 Aug, 2006 

Tractor Mounted Turbo Generator 
24 Aug, 2006 

Hardware Integrated in Tractor 
24 Aug, 2006 

Deere 9L Engine in International Tr
Conclusions: 

• 20% Power Growth Has Been Demonstrated With L

Adverse Impact On The Engine. Higher Output is P

• Fuel Economy Improvements of 10% Have Been 

Demonstrated at Tier 3 Conditions 

• Turbo Compounding is Compatible With Emissions 

Appears to Provide Benefit 

• An Electrically Coupled Two Stage Architecture of

Control, Efficiency, Emissions, and Packaging BeneAlso Supports Electrification. 

• System Costs Suggest Commercialization Potential 

24 Aug, 2006 
Future Work 

• Evaluate Benefits of the Variable Geometry Power • Characterize Performance Benefits in Vehicles 

• Deere Tractor • On-Highway Truck 

• Expand Scope to Include Larger Engines • Develop Next Generation Hardware 

• Optimize for Tier 4 

24 Aug, 2006 
Acknowledgements 

• I would like to thank John Deere, US Department o

International Truck, and Eaton for support of this prand for allowing us to share a high level overview owork. 

24 Aug, 2006 
24 Aug, 2006 

Questions ?