Summary

Bowman manufactures exhaust turbogenerator systems, which directly recover waste exhaust
energy from reciprocating engines. The recovered energy is convefted to 3 phase grid quality
electricity, thereby improving the overall generating efficiency of the set.
A production Bowman C12O TurboGenrM system has been tested on a Cummins Kl-A-50 G3
generator set at Cummins' Ramsgate facility between July and September 2011.
System evaluation is continuing ahead of potential approval by Cummins. ln this test fuel savings
over the power range 700kW(e) to 1100kw(e) showed a bsfc saving of between 67o and 8.5o/o,
depending on engine load.
Tu rbogenerator System Description
ln a conventional engine the exhaust stream passes through
the turbocharge(s) and then to the exhaust silencer. The Bowman
system introduces an additional turbine after the turbocharger
[see
schematic belowl. This turbine extracts further heat energy from
the exhaust stream. The turbine is directly coupled to a high speed
alternator, the combined unit is termed a Turbogenerator or TG.
The TG
[see
sectioned view on left], incorporates
a very compact, high speed (>30,000rpm), high
efficiency (>98%) electrical alternator directly on
the turbine shaft. No gearbox is required. The TG
has its own self-contained oil system, providing
both lubrication and cooling.
The existing turbocharger is replaced
with a new high efficiency unit,
correctly matched to the downstream
TG turbine.
A separate Power Electronics panel
provides all control functions and
conversion of the alternator output to
grid quality 50 or 60Hz 3 phase power.
The TG system is usually integrated
onto the engine package, as shown on
the right.
Test Results
The base engine power output is reduced due to increased
backpressure arising from the additional exhaust turbine.
However, this is more than offset by the additional power
generated by the TG; the net effect is more electrical power from
the same amount of fuel. Alternatively, the fuel input can be
reduced to keep the total net power output equal to that of the
base generator set. The systern tested was configured to provide
best performance at 900kW(e),
The graph on the reverse shows the fuel economy improvements
using the best nozzle combination. The results show that over the
range 700 to 1100 kW a benefit of between 6% and 8.5% was
achieved, depending on engine load.
ERS technology ltd.
9701 201st Langley BC Canada V1M 3E7
www.energyrecoverysystems.ca
www.energyrecoverysystems.ca
ERS technology ltd.
9701 201st Langley BC Canada V1M 3E7
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BSFC vs System Power
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700 800 900 1000
System power output - kwe
The air to fuel ratio (AFR) of the base engine, depicted in black in
the above graph, was compared to that of the engine with TG to
check that soot would not be built up due to inadequate air being
supplied, i.e. low AFR. The tests showed that the AFR of the
engine with TG was actually higher than that of the base engine,
which is regarded as a positive improvement for combustion.
The charge air pressure, shown in green, is also plotted against
engine load, the results being similar to the base engine.
1100 1200
700 800 900 1000 1 100
System power output - kwe
The above graph shows that the exhaust manifold temperatures,
in black, were slightly higher than that of the base engine, but
broadly similar. The temperatures are within acceptable limits for
continuous operation.
As expected, the exhaust manifold pressures, in green, are
increased compared to the base engine. Depending on load, the
increase is in the order of 70 kPa to 105kPa. Again, these
pressures are within acceptable limits for continuous operation
and the reduction in engine power from this increase is more than
compensated by the additional energy recovered using the TG.
AFR and Charge Air Pressure (CAP) vs load
amemc^e- I
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Exhaust Manifold Temp & Pressure vs load
ERS technology ltd.
9701 201st Langley BC Canada V1M 3E7
www.energyrecoverysystems.ca
ERS technology ltd.
9701 201st Langley BC Canada V1M 3E7
www.energyrecoverysystems.ca