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Kansas State University

Research Foundation
Kansas State University
2005 Research Park Circle
Suite 105
Manhattan, KS 66502-5020
Tel: 785-532-5720
Fax: 785-532-3920
tech.transfer@k-state.edu

Turbocharger Booster System (TuBS)

Reference Number: 08-05

Inventors: Dr. Kirby Chapman, Kyle Wolfram, and Eric Figge

Background:

Standard turbocharged engine systems are being refined to increase air flow into the system with the goal of meeting PRCI 2010 emission reduction expectations. Current turbochargers extract energy from exhaust gases to power an air compressor, which compresses air into the air manifold at pressure ratios ranging from 1.25 to approximately 3.0; however, it is believed that the 2010 engine will require a pressure ratio of approximately 2.4 to 3.0 in order to achieve the target NOx level of 0.5 g/bhp-hr.

While turbochargers solve many lean burn engine problems, they too have draw backs. Changing ambient temperatures affect the performance of the entire system by changing the air mass flow rate delivered from the turbocharger compressor to the engine. Also, as the trapped equivalence ratio is decreased to achieve successively lower NOx emissions, the reduction in exhaust temperature lowers the available thermal energy to drive the turbocharger turbine.

Research conducted at K-State has found that by installing a relatively small dry low emission (DLE) burner between the exhaust manifold and the turbocharger turbine nozzle ring, we are able to increase the turbine inlet temperature and consequently, the turbocharger rotating speed. This allows for precise adjustment of the air mass flow rate and turbocharger rotating speed independent of the engine operation.

Advantages:

  • Increases net airflow to the engine, offsetting the negative effects of high ambient temperatures
  • Enhanced degree of control frees the turbocharger to operate independent of engine operating point and ambient conditions
  • Proven reduction in CO emissions without adversely affecting NOx emissions
  • Potentially reduces the need for air assist, especially while engine is idling
  • Considerably lower capital and operating costs than other available options

Applications:

Large bore, multi-cylinder legacy engines in the following fields
  • Pipeline
  • Rail
  • Marine
  • Back-up Generation

Patent Status

  • Patent applications filed in USA and Canada in October 2008.

Kansas State University Research Foundation seeks to have discussions with companies that are interested in licensing and/or research collaborations.

Interested parties should contact:

Kansas State University Institute for Commercialization (KSU-IC)
2005 Research Park Circle Manhattan, KS 66502
Tel: 785-532-3900 Fax: 785-532-3909
E-Mail: ic@k-state.edu