cooling system architecture design for fcs hybrid electric vehicle
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1
ARC
Cooling System Architecture Design for FCS Hybrid Electric Vehicle
Sungjin Park, Dohoy Jung, Zoran Filipi, and Dennis Assanis
The University of Michigan
In collaboration with Thrust Area 5
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ARC
Outline• Background
• Motivation and Challenges
• Objectives
• SHEV Configuration
• Cooling System Component Modeling
• Cooling System Architecture
• Results and Discussion
• Summary and Future Plan
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ARC
Army Ground Vehicle Propulsion Challenges
1.Cooling
2.Cooling
3.Cooling
4.Fuel Effects
5.Filtration The Army vehicle cooling point is high tractive effort to weight under desert-like operating conditions (ex. 5 ton wheeled vehicle ~0.6 while 15 ton tracked vehicle ~0.7 both at 120 F ambient)
This slide is from the keynote by Dr. Pete Schihl during the 2007 ARC annual conference
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ARC
Future Combat System (FCS)
• Series Hybrid Electric Vehicle (SHEV) is under development for the automotive platform of FCS.– Improved fuel economy
– Greater electric power requirements for advanced weapon system
– Exportable electric power
– Enhanced low speed maneuverability
– Low acoustic signature and stealth operation
– Pulse power necessary to drive weapon/mobility/communication/protective systems
– Better maintenance: non-mechanical coupling of the power generation unit with drive train architecture
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ARC
Case Study Objectives
• Develop a guideline/methodology for cooling system architecture selection for the SHEV
• Develop cooling system models for optional architectures.
• Explore and demonstrate proper architectures and strategies for thermal management of hybridized powertrain
• Optimize the cooling system and component design for performance, size and minimal parasitic loss
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ARC
Motivation and Challenges
• SHEVs need additional components– Generator, Motor, Battery, and Power bus
• SHEVs also have a dedicated cooling system for the hybrid components with different requirements
• Cooling system design for SHEV requires more strategic approach– Multiple cooling circuits due to additional components– Different operating temperature and driving modes
• Numerical approach is an efficient way for complicated HEV cooling system design and development.
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Vehicle Cooling system for Future Combat System (FCS): Challenges
• Heavy-duty operation (20 ton, 400-500 hp vehicle)
• Severe military operation under extreme ambient conditions
• Shielded cooling system for survivability
• Complicated cooling system architecture in SHEV due to the additional heat sources with various requirements
• Vehicle cooling system operation and performance varies with powertrain operation, control, and driving conditions.
Generator
Radiator3
FAN
ElectricPump3
Grille
Radiator2
CAC
Radiator1Oil Cooler
Thermostat
Pump1
By-
Pas
s
Engine
Pump2
Motor(A/B)
PowerBus
Radiator1
Radiator2
FAN
ElectricPump
Grille
ElectricPump
A/C Condenser
Conventional Cooling System
SHEV Cooling SystemComponent
Heat generation @grade load (kW)
Control Target Temp.
(oC)
Engine 190 120
Oil cooler 40 125
Charge air cooler
13 -
Motor 27 95
Generator 65 95
Power bus 5.9 70
Battery 12 45
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ARC
Objectives
• Develop an efficient cooling system architecture for the SHEV and Optimize the cooling system design using numerical approach:– Configure a SHEV model using VESIM– Model the components of the cooling system for SHEVs– Develop cooling system model integrating the
components models– Evaluate the cooling system designs and architectures– Optimize the cooling system
• SHEVs need effective cooling system design that has least impact on fuel economy and cost
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ARC
SHEV Configuration (VESIM)
Engine
Generator
Vehicle
Motor
BatteryController
PowerBus
Engine400 HP
(298 kW)
Motor2 x 200 HP (149 kW)
Generator400 HP
(298 kW)
Battery
(lead-acid)
18Ah /
120 modules
Vehicle20,000 kg
(44,090 lbs)
Maximum speed
45 mph
(72 kmph)
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ARC
Power Management of Hybrid Vehicle
Discharging mode Charging/Electric Drive mode Braking mode
• Battery is the prime power source
• When power demand exceeds battery ability, the engine is activated to supplement power demand
Power Flow
Active ConditionallyActive
Inactive
• Engine/Generator is the prime power source
• When battery SOC is lower than limit, engine supplies additional power to charge the battery
• Once the power demand is determined, engine is operated at most efficient point
• Regenerative braking is activated to absorb braking power
• When the braking power is larger than motor or battery limits, friction braking is used
SOC High Limit
SOC Low Limit
Charge Discharge Charge
SOC
Engine Speed
En
gin
e T
orq
ue
Efficiency ( engine + generator )
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ARC
SIMULINK Based Vehicle Cooling System SimulationVehicle Cooling System Simulation (VCSS)
Component Approach Implementation
Heat ExchangerThermal resistance concept 2-D
FDMFortran (S-Function)
Pump Performance data-based model Matlab/Simulink
Cooling fan Performance data-based model Fortran (S-Function)
Thermostat Modeled by three-way valve Fortran (S-Function)
Engine Map-based performance model Matlab/Simulink
Engine block Lumped thermal mass model Matlab/Simulink
Generator Lumped thermal mass model Matlab/Simulink
Power bus Lumped thermal mass model Matlab/Simulink
Motor Lumped thermal mass model Matlab/Simulink
Oil coolerHeat exchanger model (NTU
method)Matlab/Simulink
Turbocharger Map-based performance model Matlab/Simulink
Condenser Heat addition model Matlab/Simulink
Charge air coolerThermal resistance concept 2-D
FDMFortran (S-Function)
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ARC
SIMULINK Based Vehicle Cooling System SimulationVehicle Cooling System Simulation (VCSS)
Heat Source Components
Component Heat generation model Heat transfer model Pressure drop model
EngineMap-based performance model
Lumped thermal mass model
Experimental correlation:
Generator
Flow in smooth pipe
Laminar:
Turbulent:
Power bus
Battery is charged and motor is working
Motor is working
Motor is generating
MotorMotor: Generator:
TurbochargerMap-based performance model
N/A N/A
p
extgenwall
C
QQQ
dt
dT
int
flowwall TThAQ intint )(
)(
)(44extwallext
extwallextext
TTA
TThAQ
CVBVAp
1_ gengengcQ
4
128
d
VLp
75.175.44
1
4
3
241.0 VdLp
mc
mcmccopbgenpb
wVIVIQ
1(1_
mc
mcmcpbgenpb
wQ
1_
mcmcmcpbgenpb wQ 1_
1
1_
mcmcgenmcQ
1_ mcmcgenmcQ
),(_ engenggentc rpmfQ
),(_ engenggeneng rpmfQ
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ARC
SIMULINK Based Vehicle Cooling System SimulationVehicle Cooling System Simulation (VCSS)
264.1Reln79.0 DfC
46.0
1.133.0
39.0Re9.11 finfin
louv
fin
louvf H
H
T
H
HC
),(_ engenggenoc rpmfQ
minC
UANTU
))1(exp(1
))1(exp(1
rr
r
CNTUC
CNTU
)( ,,min icih TTCQ
4
128
d
VLp
75.175.44
1
4
3
241.0 VdLp
),( pumppump PNfV
radheatpassbyheatpump PPPPP
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ARC
SIMULINK Based Vehicle Cooling System SimulationVehicle Cooling System Simulation (VCSS)
Delivery Media Components
Component Flow rate model Heat transfer model Pressure drop model
Pump
Performance data-based model
N/A N/A
Cooling fanPerformance data-based model
N/A N/A
Thermostat
Modeled by a pair of valves
Lumped thermal mass model
),( pumppump PrpmfV
radiatorheatpassbyheatpump PPPPP
),( fanfan PrpmfV
21 radradcondensergrillfan PPPPP
rera PP
raretotal VVV
radvalveSTrapiperacircuit PPPP _/__
radra
lossra
ra
rara P
VK
V
D
Lf
22
22
valveSTrepiperecircuit PPP _/__
22
22re
lossre
re
rere
VK
V
D
Lf
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ARC
Cooling System Architecture Development
Motor(A/B)
Generator
PowerBus Rad
Engine
Rad
T/S
MP
EP
By
-Pas
s
Grille
FAN
Grille
A/C Condenser
Oil Cooler
CAC
Ambient Air
Architecture A
(1) Separate cooling circuit is added for electric components.
(2) Electric pumps are used for electric heat sources to separate the cooling circuit for electric components from engine module
(3) The radiators are arranged in the order of control target temperature of heat source which is cooled by the radiator
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ARC
Cooling System Architecture Development
Motor(A/B)
Generator
PowerBus Rad
Engine
Rad
T/S
MP
EP
By-
Pas
s
Grille
FAN
Grille
A/C Condenser
Oil Cooler
CAC
Ambient Air
Motor(A/B)
Generator
PowerBus
Engine
Rad
T/S
MP
EP
By-
Pas
s
FAN
Grille
A/C Condenser
Oil Cooler
CAC
Ambient Air
RadEP
Grille
Rad
Architecture A Architecture B
(1) Cooling circuit for electric components is further divided into two circuits based on control target temperatures.
(2) Electric pumps are used for electric heat sources to separate the cooling circuit for electric components from engine module
(3) The radiators are arranged in the order of control target temperature of heat source which is cooled by the radiator.
ComponentControl target
temp. (oC)
Engine 120
Motor / controller
95
Generator / controller
95
Charge air cooler
-
Oil cooler 125
Power bus 70
Battery 45
Control Target Temp. of Heat Sources
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ARC
Cooling System Architecture Development
(1)The heat source components are allocated into two cooling modules based on the operating groups to minimize redundant operation of the cooling fan.
(2) The condenser used for the air conditioning of the compartment is placed in the cooling module where the heat load is relatively lower.
Generator
Rad
FAN
EP
Grille
Rad
CAC
Rad
T/S
MP
By
-Pa
ss
Engine
MP
Grille
Oil Cooler
Ambient Air
Motor(A/B)
PowerBus
Rad
Rad
FAN
EP
Grille
EP
A/C Condenser
Grille
Ambient Air
Cooling Module 1 Cooling Module 2
ComponentOperation
group
Engine A
Motor / controller
B
Generator / controller
A
Charge air cooler A
Oil cooler A
Power bus C
Battery -
Operation Group of Heat Sources
Architecture C
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ARC
cac spec
inler air v elocity
inlet air temperature
turbo charger
f(u)
sum
Ramass
thermodelP
coolant temp, K
inlet air v elocity , m/s
inlet air temp, oC
Ramass1
Tcoolout
thermodelP1
RadelP, bar
to f an
outlet air temp, K
radiator2
Ramass
thermodelP
coolant temp, K
inlet air v elocity , m/s
inlet air temp, oC
Ramass1
Tcoolout
thermodelP1
RadelP, bar
to f an
outlet air temp, K
radiator 1
coolant m(kg/s)
coolant density ,kg/m3
f low coef f cac
f low coef f egn
coolant f low 1
coolant f low 2
coolant f low 3
m_sum
dp(bar)
parallel coolant circuit2
coolant m(kg/s)
coolant density ,kg/m3
coolant f low 1
coolant f low 2
coolant f low 3
m_sum
dp
parallel coolant circuit1
coolant temp1
coolant mass
oil cooler spec
by pass mass
oil cooler mass
delP
orifice
0flowrate 1flowrate 2flowrate 3
flow sum
dptemp1
heat rejection rate
pump speed
engine1
heat rejection, kW
cool mass1
coolant temp
Tcool_out
f low coef f a/b/c
engine block
pump speed
pressure rise, bar
coolant temp
coolant mass
pressure rise
cool mass, kg/s
coolant temp, K
coolant density , kg/m3
coolant pump2
T_pb
T_gen
T_mot
motor_rpm
coolant pump motor/controller
pump speed
pressure rise, bar
coolant temp
coolant mass
pressure rise
cool mass, kg/s
coolant temp, K
coolant density , kg/m3
coolant pump 1
coolant temp1
coolant mass
delP
recirculate massradiator masscoolant temp2
Re delPthermo delP
delP1
Remass
Recooltemp
RedelP
Ramass
Racooltemp
RadelP
enginedelP
thermodelP
coolant mass
coolant temp
pressure drop2
collector5
Remass
Recooltemp
RedelP
Ramass
Racooltemp
RadelP
enginedelP
thermodelP
coolant mass
coolant temp
pressure drop2
collector3
T1
T2
m1
m2
Tsum
collector1
T1
T2
T3
m1
m2
m3
Tsum
collector0
f an speed, rpm
v ehicle speed, km/h
inlet air temp, oC
radiator3 spec
radiator2 spec
radiator1 spec
radi out air T1
inlet air v el, m/s 01
inlet air v el, m/s 02
inlet air v el, m/s 03
inlet air temp, oC 1
air side, fan
elec_pump_rpm
Coolant_temp
f an_rpm
V_speed
Ta
air side input1
rad_air_T
To File6
heat_gen
To File3
Terminator2
Terminator
coolant temp1
coolant mass
delP1
delP2
recirculate mass
radiator mass
coolant temp2
Re delP
thermo delP
T/S temp
delP_sum
T/S
Load input data
C_m (kg/s)
C_Tin(K)
C_m(kg/s)
C_Tout(K)
Reservoir4
C_m (kg/s)
C_Tin(K)
C_m(kg/s)
C_Tout(K)
Reservoir1
coolant f low rate (kg/s)
coolant temp in (K)
coolant temp
pb temp
dp(bar)
Power Bus
coolant f low rate (kg/s)
coolant temp in (K)
oil f low rate (kg/s)
oil temp in (K)
cool mass
Oil cooler dp(bar)
cool temp out
oil temp out
Oil dp(bar)
oil cooler spec
Oil cooler
pump speed
heat
press rise
Toil_in
Toil_out
oil mass
Oil circuit
coolant f low rate (kg/s)
coolant temp in (K)
coolant temp
mc temp
dp(bar)
Motor/controller A,B
f(u)
K2C
f(u) K->oC
coolant f low rate (kg/s)
coolant temp in (K)
coolant temp
gc temp
dp(bar)
Generator/controller_new
[h_cac]
From5
[h_oc]
From4
[h_eng]
From3
[h_mc]
From2
[h_pb]
From1
[h_gc]
From
0
Display6
0
Display5
0
Display4
0
Display2
0
Display1
f(u)
C2K
inlet air v elocity , m/s
inlet air temp, oC
to f an
outlet air temp, K
A/C
cool_mass
coolant temp, K
inlet air v elocity , m/s
inlet air temp, oC
coolant density , kg/m3
Tcoolout
f low coef f a/b/c
outlet air temp, K
cac spec
1st charge air cooler
SIMULINK Based Vehicle Cooling System Simulation Vehicle Cooling System Simulation (VCSS)
Engine Engine BlockBlock
Radiator1Radiator1
Coolant Coolant pumppump
EngineEngine ThermostatThermostat
Radiator2Radiator2Fan & Fan &
cooling aircooling air
ParallelParallelCoolingCoolingCircuitCircuitCoolant Coolant
pumppump
Electric ComponentsElectric Components
Cooling circuit for electric components
Cooling circuit for engine module
Charge AirCharge AirCoolerCooler
ParallelParallelCoolingCoolingCircuitCircuit
Motor(A/B)
Generator
PowerBus Rad
Engine
Rad
T/S
MP
EP
By
-Pas
s
Grille
FAN
Grille
A/C Condenser
Oil Cooler
CAC
Ambient AirA/CA/C
CondenserCondenser
OilOilCoolerCooler
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ARC
Sequential SHEV-Cooling System Simulation
• Operation history of each HEV component from VESIM is fed into Cooling system Model as input.
• Better computational efficiency compared to co-simulation
Hybrid Vehicle Model Cooling System Model
Driving schedule
-200
-100
0
100
200
0
500
1000
1500
2000
2500
3000
0 100 200 300 400 500
time(sec)
0
100
200
300
400
-100
0
100
200
300
400
500
600
700
0 100 200 300 400 500
time(sec)
-1500
-1000
-500
0
500
1000
1500
-200
0
200
400
600
800
1000
1200
1400
0 100 200 300 400 500
time(sec)
-1000
-500
0
500
1000
1500
2000
0
500
1000
1500
2000
2500
3000
0 100 200 300 400 500
time(sec)
0
10
20
30
40
50
0 300 600 900 1200 1500 1800Time(sec)
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Cooling System Test Conditions
• Three driving were selected to size the components of cooling system and to evaluate cooling system design performance
-0.2
-0.15
-0.1
-0.05
0
0.05
0.1
0.15
0.2
0 200 400 600 800 1000
distance(m)
Road profile for off-road
Ambient Temperature : 40 oC
Maximum Speed (Governed)
Off-Road
45mi/h 30mi/h
Grade Load
7%
30mi/h
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ARC
Power Consumption of Cooling System(Grade load condition)
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Driving Schedulefor the Evaluation of Cooling System
City + Cross countryDriving Schedule
0
10
20
30
40
50
0 300 600 900 1200 1500 1800Time(sec)
-20
-10
0
10
20
30
0 300 600 900 1200 1500 1800Time(sec)
Heat Rejection Rate of Each Component over Driving Schedule
0
50
100
150
0
10
20
30
40
50
0
10
20
30
40
50
0
10
20
30
40
50
0 300 600 900 1200 1500 1800
• Realistic driving schedule is needed to evaluate the cooling system
• City + Cross country driving schedule is used
ComponentOperation
group
Engine A
Motor / controller
B
Generator / controller
A
Charge air cooler
A
Oil cooler A
Power bus C
Battery -
Operation Group of Heat Sources
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Power Consumption and Cooling Performance during Driving Schedule
Power Consumption Electric Component Temperature
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Cooling System Power Consumptions
0
2
4
6
8
10
12
14
Configuration AConfiguration BConfiguration C
8.08.6 8.3
5.9
7.8 7.7
City + Cross CountryDriving Schedule
9.1
5.8
11.6
10.2
8.5
5.7
Grade LoadCondition
Off-RoadCondition
Maximum SpeedCondition
Improvement of Power Consumptionby Cooling System Redesign
Portion of Cooling SystemPower Consumption in Engine Power
0
0.2
0.4
0.6
0.8
1
1.2
Architecture AArchitecture BArchitecture C
-12.2%
-27.8%+12.6%
-26.0%
+7.5%-24.0%
+9.0%
-27.0%
Urban + Cross CountryDriving Schedule
Grade LoadCondition
Maximum SpeedCondition
Off-RoadCondition
0
0.2
0.4
0.6
0.8
1
1.2
Architecture AArchitecture BArchitecture C
-12.2%
-27.8%+12.6%
-26.0%
+7.5%-24.0%
+9.0%
-27.0%
Urban + Cross CountryDriving Schedule
Grade LoadCondition
Maximum SpeedCondition
Off-RoadCondition
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ARC
Summary and Future Plan
• SHEV model was configured with the previously developed VESIM.
• Cooling system model for the SHEV was developed.
• The results show that strategic approach to cooling system architectural design of SHEVs can reduce the power consumption and enhance the performance significantly.
• Co-simulation of VESIM and Cooling system model is needed to evaluate
- Fuel economy impact
- Interaction between the powertrain system and cooling system
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