R2S Turbo Systems
R2S Turbo Systems
Regulated 2-Stage (R2S) Charging
Systems for Future Diesel Applications
Patrick Sweetland
Dr. Frank Schmitt
Outline
• Future Turbocharging Needs
• Challenges and Tradeoffs
• R2S Concept & Application
• Heavy Duty
• Light Duty Vehicle
• Passenger Car
• Application Options and Examples
• Summary
Air System Requirements
• Several drivers for air system performance
• Emission Regulations
• Boost increase to enable increased EGR
• Improved low speed lug/transient A/F ratio
• Altitude capability
• Performance Needs
• Low speed torque
• Transient capability
• Increased ratings
Challenges and Trade-offs
• Single stage VTG turbocharging –
current state of the art
• Broadened turbine
characteristic increases
compressor flow width
requirements
• New compressor map
developments have increased
width
• Additional width required
• Variable compressor geometry
provides limited width
improvements
R2S Concept
• Two-stage boosting has
existed for many years
• Primarily used to provide very
high boost levels
• Regulation increases R2S
capabilities
• Increased flow range
• Reduced inertia
• More altitude capability
• High Pressure (HP) and Low
Pressure (LP) stages can be
arranged in several ways
R2S with HP Turbine Bypass
• HP – Low engine speed
contribution – sized for LP
overlap and flow
• LP – High engine speed
contribution – sized for rated
• 2-stage compression at all
operating points
• High PRs achievable
• Excellent flow range
• Limited by LP stage matching
and HP stage swallowing
capacity
• Well suited to heavy duty
applications
R2S with HP Stage Bypass
• HP stage compressor bypass
added
• Swallowing capacity of HP stage
removed as a limit
• 2-stage compression at low
speeds, only LP compression at
high speeds
• Good single stage PR achievable
by high speed dedicated LP stage
• Excellent flow range
• HP stage reduced in size – better
transient and low speed
performance
• Well suited to light duty vehicle
and mid-rated heavy duty
applications
R2S with HP Stage and LP Turbine
Bypass
• LP turbine stage bypass added
• LP size reduced for rated match – HP
size reduced simultaneously
• HP – Low engine speed contribution
only
• LP – High engine speed contribution
• 2-stage compression at low speeds,
only LP compression at high speeds
• Good single stage PR achievable by
high speed dedicated LP stage
• Excellent flow range – some rated
BSFC penalty
• HP stage further reduced in size –
better transient and low speed
performance
• Well suited to passenger car and
chassis certified light duty diesel
applications
R2S Performance
• Relative to current state of the art VTG applications;
• Significantly lower HP rotor group inertia
• No VTG turbine efficiency penalties
• Increased flow range
30
25
bmep [bar]
20
15
VTG
10 R2S
WG
5
0 1000 2000 3000 4000 5000
engine speed [rpm]
R2S™ engine maps:
HP regulating valve
R2S™ engine maps:
HP compressor bypass
R2S™ engine maps:
LP turbine waste-gate
R2S™ engine maps:
LP compressor pressure ratio
R2S™ engine maps: HP compressor
pressure ratio
R2S™ engine maps:
fuel consumption
Passenger car applications: Opel
OPEL OPC 1,9 ltr.
Power = 156 kW
(82kW/ltr.)
Torque = 400 Nm
@1400-3500 rpm
Passenger car applications: Opel
Passenger car applications: BMW
BMW 535 3,0 ltr.
Power = 200 kW Torque = 560 Nm@2000 rpm
R2S charging system: K26 & KP39
Passenger car applications: BMW
Passenger car applications: BMW
Commercial Diesel Applications
22.8L V12
Marine
Application
Summary and R2S Conclusions
• Relative to current state of the art VTG applications,
R2S systems exhibit;
• Significantly lower HP rotor group inertia
• Increased flow range
• Simple technology
• Which results in;
• Improved low speed torque
• Improved transient response
• Better BSFC over a wider operating range
• Robust technology
