Energy and Thermal Management, Air Conditioning, Waste Heat Recovery: 1st ETA Conference, December 1-2, 2016, Berlin, Germany PDF
Preview Energy and Thermal Management, Air Conditioning, Waste Heat Recovery: 1st ETA Conference, December 1-2, 2016, Berlin, Germany
Christine Junior Daniel Jänsch Oliver Dingel Editors Energy and Thermal Management, Air Conditioning, Waste Heat Recovery 1st ETA Conference, December 1–2, 2016, Berlin, Germany Energy and Thermal Management, Air Conditioning, Waste Heat Recovery ä Christine Junior Daniel J nsch (cid:129) Oliver Dingel Editors Energy and Thermal Management, Air Conditioning, Waste Heat Recovery 1st ETA Conference, – December 1 2, 2016, Berlin, Germany 123 Editors Christine Junior Oliver Dingel Engineer Society Automobile andTraffic Engineer Society Automobile andTraffic IAV GmbH IAV GmbH Gifhorn Chemnitz Germany Germany DanielJänsch Engineer Society Automobile andTraffic IAV GmbH Berlin Germany ISBN978-3-319-47195-2 ISBN978-3-319-47196-9 (eBook) DOI 10.1007/978-3-319-47196-9 LibraryofCongressControlNumber:2016957477 ©SpringerInternationalPublishingAG2017 Thisworkissubjecttocopyright.AllrightsarereservedbythePublisher,whetherthewholeorpart of the material is concerned, specifically the rights of translation, reprinting, reuse of illustrations, recitation, broadcasting, reproduction on microfilms or in any other physical way, and transmission orinformationstorageandretrieval,electronicadaptation,computersoftware,orbysimilarordissimilar methodologynowknownorhereafterdeveloped. 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Printedonacid-freepaper ThisSpringerimprintispublishedbySpringerNature TheregisteredcompanyisSpringerInternationalPublishingAG Theregisteredcompanyaddressis:Gewerbestrasse11,6330Cham,Switzerland Contents Thermal Management, Approaches to Optimization Hybrid-Optimized Engine Cooling Concept .. .... .... .... ..... .... 3 Christoph Käppner, Jörg Fritzsche, Nuria Garrido Gonzalez and Holger Lange Analytical Description of Thermal Control Circuits in Vehicles ... .... 9 Alexander Herzog, Carolina Pelka and Frank Skorupa Waste Heat Utilization, Rankine Cycle High-ThroughputScreeningofORCFluidsforMobileApplications ..... 35 Markus Preißinger, Johannes Schwöbel, Andreas Klamt and Dieter Brüggemann Assessment of Evaporators Used in Waste Heat Recovery Rankine Cycle Based Systems for Heavy Duty Truck Application ... ..... .... 41 Vincent Grelet and Pierre Tipner Integration of a Piston Expander for Exhaust Heat Recovery in a Long Haul Truck .. .... .... ..... .... .... .... .... .... ..... .... 53 Rémi Daccord, Julien Melis, Antoine Darmedru, Edouard Davin, Antoine Debaise, Brice Mandard, Alexandre Bouillot, Stéphane Watts and Xavier Durand Air-Conditioning, Thermal Comfort Energy-Efficient Climate Control in Electric Vehicles Through Innovative Sensor Technology and Novel Methods for Thermal Comfort Evaluation .... .... ..... .... .... .... .... .... ..... .... 65 Henning Metzmacher, Daniel Wölki, Carolin Schmidt, Jérôme Frisch and Christoph van Treeck v vi Contents Concepts for Comfortable Air-Conditioning – Simulation Using a Zonal Cabin Model and a Metrological Evaluation Based on Equivalent Temperature. .... ..... .... .... .... .... .... ..... .... 76 Sebastian Stratbücker, Sumee Park, Arnav Pathak, Victor Norrefeldt and Gunnar Grün Reduced Climate Control Unit for Individual Interior Comfort... .... 88 Thomas Wysocki, Christine Junior and Johannes Ritter Thermal Management, Consumption Optimization Condensation in Exhaust Gas Coolers... .... .... .... .... ..... .... 97 Nuria Garrido González Waste Heat Utilization, Thermoelectrics, Heat Storage Systems Reproducibility and Reliability in Manufacturing New High-Temperature Thermoelectric Modules.. .... .... ..... .... 109 Karina Tarantik, Martin Kluge, Kilian Bartholomé, Eugen Geczi, Uwe Vetter, Mark Vergez and Jan König Thermoelectrics – An Opportunity for the Automotive Industry? . .... 116 Daniel Jänsch, Jens Lauterbach, Markus Pohle and Peter Steinberg Energy Management, Ventilation Monitoring the Fresh-Air Flow Rate for Energy-Efficient Bus Ventilation .... .... .... ..... .... .... .... .... .... ..... .... 147 Kemal-Edip Yildirim, Matthias Finkenrath, Mehmet Gökoglu and Frank Seidel Air-Conditioning, Approaches to Optimization Amelioration of Energy Efficiency for Refrigeration Cycles by Means of Ejectors ... .... ..... .... .... .... .... .... ..... .... 159 Ahrendts Fabian, Thoma Werner and Köhler Jürgen Performance Control of Refrigeration Cycles by Adjustment of the Composition of the Working Fluid.... .... .... .... ..... .... 168 T. Tokan, E. Aeini and S. Kabelac NewConceptforHigh-EfficientCoolingSystemsBasedonSolid-State Caloric Materials as Refrigerant ... .... .... .... .... .... ..... .... 178 Kilian Bartholomé, T. Hess, M. Winkler, A. Mahlke and J. König Author Index.. .... .... .... ..... .... .... .... .... .... ..... .... 187 Thermal Management, Approaches to Optimization Hybrid-Optimized Engine Cooling Concept Christoph Käppner(&), Jörg Fritzsche, Nuria Garrido Gonzalez, and Holger Lange Volkswagen AG,Wolfsburg, Germany [email protected] Abstract. An increasing level of hybridization in modern passenger car pow- ertrainscreatesnewchallengesconcerningtheinternalcombustionengine.Pri- marily affected are turbo-/supercharging system, start performance, oil deterioration and exhaust aftertreatment. But thermal management faces new demands and requirements as well. A significantly more frequent intermitting operationmodeoftheICU,whichevenincludesfrequentinstantaneousswitching fromhighloadoperationtoashut-offengineandviceversa,requiresthecooling concepttobecapableofsupplingfullcoolingperformanceindependentlyfrom engine rpm. Apart from the ICU itself, several peripheral components as e.g. cabin heater and EGR cooler demand an engine-rpm-independent supply of heating or cooling power. Additionally, arapid warm-up phase after cold start furthergainsinimportanceasICUoperationtimedecreasesandnumberofcold starts increases. A critical target conflict arises between the above mentioned, additionaltechnicalrequirementsontheonehandandanincreasedcostpressure ontheotherhand.Thelateroneoccursduetoagrowingoverallcomplexityofany hybridizedpowertrainandathereforeincreasedcostoptimizationpressureonthe ICUanditsperiphery.Thistargetconflictwassolvedbydevelopingacooling system concept combining maximum thermal management functionality, includinganelectricmainwaterpump,withahighlyreducedsystemcomplexity, includinge.g.thecompleteabandonmentofanyactivevalves. Keywords: Cooling (cid:1) Hybrid(cid:1) ICU (cid:1) Electrification 1 Motivation and Background AscanbeseeninFigs. 1and2,theusageofaconventionalmechanicalcoolantpumpin anICUdesignedforapplicationinhybridizedpowertrainsdoesresult,amongother,in two exemplary technical issues. Clutch power and thus thermal waste heat of moderndownsizedturbochargedenginesis significantly less engine-speed-dependent than in former naturaly aspirated engine architectures. As the coolant volume and thus the supplied cooling performance of a fixed-coupled mechanical coolant pump is roughly proportional to the engine speed, this does lead into a design conflict when Fig. 1. Coolant pump powerdemand ©SpringerInternationalPublishingAG2017 C.Junioretal.(eds.),EnergyandThermalManagement,AirConditioning,WasteHeatRecovery, DOI10.1007/978-3-319-47196-9_1 4 C. Käppner etal. setting the drive ratio. Obtaining sufficient coolant volume flow in the low end torque pointrequireshighpumpdriveratioswhichcomealongwithunnecessarilyhighpump speedandcoolantvolumeflowathigherenginespeeds.Especiallyindynamiccustomer drivecycles,thisresultsinavoidablemechanicallossesanddecreasedengineefficiency. While this applies to any downsized turbo charged ICU independent from its hybridization level, a second aspect does primarily concern ICUs with strongly inter- mitting work mode. Adampingeffect resultingfrom internal thermalmasses createsa phaseshiftbetweenmechanicclutchpower(driver’spowerdemand)andthermalwaste heat. This phase shift corresponds with an identical phase shift between mechanical output power and cooling demand. In dynamic drive cycles with rapid transition between high engine load acceleration periods and succeeding deceleration peri- ods,theeffectdescribedabovegeneratesan engine cooling demand during periods without mechanical power demand. When using an ICU-driven mechanical coolant pump, a running ICU is thus required for Fig. 2. Phase shift between clutch power driving the pump when otherwise a cycle andcooling demand(symbolic) section could have been run with switched off ICU. 2 Concept and Technical Details A large collective of system requirements and project goals, of whom some were mentioned above, have been bundled into three central design guidelines: I Decoupling of cooling performance and engine speed II High thermal management functionality (split cooling, micro cooling, variable oil cooling, variable engine temperature) III Decreased system complexity and reduced costs A benchmarking of different technical approachestofulfildemandnumberonedid provide an electric main coolant pump as best compromise solution. As this technical solution comes along with a significant cost increase in comparison with mechanical pump concepts, a maximum complexity downgrade (demand III) in all attended system parts became immanent. Parallel to that technical simplification, full thermal management functionality, including split coolingandvariableenginetemperaturehad Fig.3. Architecture comparison tobemaintained.Toachievetheseopposing Hybrid-Optimized EngineCooling Concept 5 goals,theconceptofavalve-freetwopumpcoolingsystem,inthefollowingreferredto asthe“vKKL”,wasdeveloped.Itwasmanaged,tosubstitutethesignificantnumberof electric valves, auxiliary pumps and further active actuators used in the reference cooling systems by a single additional electric coolant pump of medium power level. Figure 3 shows a simplified comparison between the reference cooling system archi- tectures and the “vKKL” architecture. In summary, the required number of actuators to provide a total of seven independent thermal management func- tions were reduced from up to seven independentactuatorsdowntwoonlytwo (see Fig. 4). Obtaining this level offunc- tion integration did demand a complete usage of each component’s effective degrees of freedom, including those cre- ated by interaction of the two actuators. Thetechnicalapproachshallbedescribed Fig.4. Functionintegration by the example of two chosen functions. (1) split cooling (independent temperature control for cylinder head and crank case) (2) cabin heater/gear box cooler shut-off To minimize heat losses and fric- tion, an increased crank case outlet temperature is prefered during low load ICU working points. During regular operation mode with fully heated up powertrain, pump 1 (see Fig. 5) does supplyaclutchpowerproportionalbase volume flow inside the inner coolant circle. Pump 2 supplies a cooling Fig. 5. Crank case temperature control by pas- demand proportional volume flow sive valve through the main frontend cooler and thus controls the cylinder head temper- ature. Corresponding to that architecture, pump 1 has significant power reserves in low and medium load engine operation which form a usable further degree offree- dom. The system now uses a very simple, passive, pressure difference controlled valve at the crank case outlet to control the crank case outlet temperature independent from thecylinderheadoutlettemperature(Fig.6). That passive valve is positioned and designed to be controlled by the coolant pressure drop over the cylinder head. Pump Fig. 6. Measurement data for variable 1 compensates fluctuations in pump 2’s crankcasetemperature control
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