How are turbochargers for natural gas different from those for diesel engines?

Turbocharger rendering

Key Takeaways:

  • Turbochargers for natural gas engines have evolved significantly, driven by stringent emissions regulations and the adoption of stoichiometric burning.
  • Modern natural gas turbochargers feature distinct components compared to their diesel counterparts.
  • Cummins’ innovations in natural gas turbocharger design have improved the cost-effectiveness and environmental performance of natural gas engines.

A decade ago, turbochargers for natural gas and diesel engines were not very different. However, new emissions regulations have driven the development of turbochargers specifically designed for natural gas engines. These turbochargers are adapted to stoichiometric burn conditions, where the mix of oxygen and fuel is precisely balanced. This balance ensures efficient combustion, leaving no unburnt fuel or excess oxygen.

Turbochargers developed for modern natural gas engines, have unique components like a dual wastegate port, larger actuators and a material housing made of composite materials that can withstand the higher temperatures a stoichiometric burn requires.

Cummins has spent decades developing innovative solutions for diesel and natural gas engines. This article explores how different turbocharger technologies are used for natural gas vehicles and how they have evolved to meet the challenges and demands of a transportation industry seeking more sustainable solutions.

Key differences between turbochargers for natural gas and diesel engines

Turbochargers for natural gas engines are distinct from those used in diesel engines due to the unique demands of natural gas combustion like higher operating temperatures and distinct air-to-fuel ratios. Unlike diesel engines, which operate with a lean burn and a higher air-to-fuel ratio, natural gas engines require a stoichiometric burn. This means the mixture of oxygen and fuel is balanced precisely (1:1 air-to-fuel ratio) for efficient combustion, ensuring no unburnt fuel or excess oxygen remains. Consequently, natural gas engines require smaller turbochargers since less air is needed for stoichiometric combustion compared to the leaner burn in diesel engines. For example, a diesel engine might need an HE500 turbo, but a natural gas engine could use an HE300 or HE400 due to its lower air requirements.

Achieving this efficient combustion has led to significant modifications in many system components, including the incorporation of a dual wastegate port to handle the high bypass capability necessary for natural gas turbochargers. This port regulates exhaust flow, controls pressure and prevents over-boost.

The intense temperatures and pressures of natural gas engines also influence turbocharger design. While diesel engines prioritize turbocharger efficiency, natural gas engines focus on achieving the required mass flow rate and meeting exhaust gas recirculation (EGR) demands. As a result, turbochargers for natural gas engines are built with high-temperature materials, particularly at the turbine stage, to resist thermal fatigue.

These turbochargers also require water-cooled bearing housings to manage the elevated temperatures, necessitating additional piping and connections to maintain coolant flow.

Housing Materials:

Cummins employs advanced materials in turbocharger construction to withstand the high temperatures of stoichiometric combustion in natural gas engines. These materials include graphite and stainless steel for the turbine housing, as well as higher-grade alloys like Chrome-Moly, which contains chromium and molybdenum. These materials allow the turbochargers to endure turbine inlet temperatures exceeding 760°C, far surpassing the operating temperatures of diesel engine turbochargers, which typically remain below 700°C.

Actuators:

Turbochargers for natural gas engines use larger actuators compared to those in diesel engines. A natural gas turbocharger uses a T4 actuator, which is 4 square inches, while a diesel engine turbocharger only requires a T2 actuator, a 2-square-inch component. This increase in actuator size is essential for managing the higher bypass capabilities and temperature demands of natural gas engines.

Modifications from diesel engines:

While natural gas engines share many components with their diesel counterparts, key modifications have been made to turbochargers to accommodate the use of gaseous fuel. These changes address the higher temperatures and different flow characteristics unique to natural gas, ensuring optimal performance and durability.

The evolution of the natural gas turbocharger

A decade ago, natural gas and diesel turbos were nearly identical, but stringent emissions regulations like Euro 6 and EPA standards have driven significant changes, including the shift to stoichiometric burning, which increased operating temperatures and created the need for new turbocharger configurations.

By shifting to stoichiometric burning, Cummins was able to reduce the need for aftertreatment systems like Diesel Oxidation Catalysts (DOCs) or Selective Catalytic Reduction (SCR) systems, which ultimately lowered the cost of the engines and turbos.

As a leader in turbocharger innovation and technology, Cummins is committed to working with customers to provide the right solutions for their applications. With Natural Gas being a critical player in decarbonizing commercial transportation, Cummins continues to optimize natural gas engine design, improve the economics of the engine systems while meeting strict emissions standards and make natural gas a competitive alternative to diesel in many applications.

Cummins Components Business Unit

Components Business Unit

Cummins Custompaks are being used for water management as Thailand struggles with its water crisis

CustomPak on site

Water crisis

Sixty Cummins Inc. CustomPaks are in service in Thailand as part of a critical water management plan aimed at easing the country’s water crisis – a crisis that has caused enormous economic and social damage and stirred conflict among communities.

Over the past several decades, Thailand has continually faced water problems caused by severe drought. Water reserves in dams and reservoirs are insufficient while water resources are often contaminated with toxins caused by urban communities and the industrial and agricultural sectors.

Severe flooding is a threat, too, at a time when the realities of climate change are hanging over the country.

As a result, the allocation of precious water resources, which must be shared among various stakeholders including new and existing industry, large and small agriculture, and cities and villages has become a flashpoint.

Kittithanapat Engineering Co. (KTP), has been involved in the water management system since 1996, working closely with authorities such as the Royal Irrigation Department, Department of Water Resources, Bangkok Metropolitan Authority and others.

CustomPaks on site

600 hp CustomPaks

To help KTP meet its often urgent requirements, Cummins DKSH (Thailand) has recently supplied 60 Australian-built CustomPaks – 45 powered by Cummins’ X15 engine rated at 600 hp, and 15 powered by the QSL9 rated at 325 hp. These fully self-contained powerpacks are emissions certified to Tier 3.

The CustomPaks are coupled to hydraulically-driven, large-volume submersible water pumps sourced by KTP from US company Moving Water Industries (MWI); KTP is the exclusive distributor in Thailand for these MWI Hydroflo pumps.

Prior to Cummins’ involvement, KTP was using another diesel engine brand but service support wasn’t up to the standard required.

Long-serving KTP engineer Kittisak Thanasoot says Cummins DKSH’s reputation for technical and aftersales support along with the reliability of the Cummins product were a key reason behind KTP’s decision to specify the CustomPaks for the Royal Irrigation Department.

The ability of Cummins DKSH to respond to short delivery times was also important.

“Supplying large quantities of high horsepower diesel engines for emergency situations such as flash flooding can be a challenge for KTP,” says Kittisak Thanasoot.

“Responding to the needs of the government agencies to manage such problems in a timely manner and with least impact on communities, KTP has found the answer in our partnership with Cummins DKSH.”

Power, pride and passion

Parked semi truck

The switch back to Cummins power has been beneficial for iconic New Zealand company Uhlenberg Haulage. It's all about whole-of-life costs.

Uhlenberg Haulage is closing in on 60 years in business, having been founded in 1966 by Mike and Carol Uhlenberg.

Based in Eltham, Taranaki, in New Zealand’s North Island, the operation is today owned and operated by their sons Chris, Daryl and Tony Uhlenberg.

Describing the Uhlenbergs as “old school family truckies”, Daryl talks about the company’s time-honored journey with a definite tone of pride, especially the work of his parents in laying the foundations for what is today an iconic fleet in its own right.

Cummins Inc. made its debut in the Uhlenberg fleet in 1971 with an NH250 powering a second-hand Kenworth K923 used in logging. A second Kenworth, a new W924 with a Cummins NTC335, followed soon after hauling an LPG tanker.

The Uhlenberg operation today comprises 40 prime movers and a variety of trailing gear to cater for the myriad of a jobs the fleet is involved in.

A number of Peterbilts feature in the fleet although Kenworth is now the brand of choice with six new units to be delivered over the next 12 months to cater for business growth.

Cummins’ X15 Euro 5 engine rated at 550 or 600 hp is the preferred power specification, with 18 red engines currently in the fleet.

Uhlenberg family in front of truck

Whole-of-life support

“The switch to Cummins has been a very good experience for us. We have nothing but praise for the Cummins organization,” says Daryl.

“The whole-of-life picture is the key thing for us and we’ve got that nailed with the support we get from Cummins – parts availability, scheduled maintenance, life expectancy and in-frame rebuilds.

“So the red engines turn up, we run them to life, which is 900,000 to 1.2 million kilometers, and then Cummins does an in-frame overhaul in a timely manner. If there’s an issue, parts and support are close by.

“The support we get from Cummins Palmerston North is fantastic, second to none.”

Daryl recently looked under a Kenworth that was in the workshop for a service and was surprised to see no oil leaking from the one-million-kilometer X15. “I remember when I was a fitter we had to wear a raincoat when working under a truck,” he jokes.

Fuel agnostic

Acknowledging that the push to decarbonize is now “very real”, Daryl likes the idea of Cummins’ fuel agnostic concept where one base internal combustion engine, optimized to run on diesel, can also be customized to run on ultra-low and zero-carbon fuels like renewable natural gas and hydrogen.

“My father was a pioneer of linehaul trucking in New Zealand and he always embraced new technology. He was never scared of it,” he says.

“I tend to be a little more cautious but I can see where a 500 hp natural gas or hydrogen engine would work for us in short haul applications,” he admits. “We’re certainly willing to look closely at these alternative fuel technologies when suitable infrastructure is in place.”

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