ARC Simulink Based Vehicle Cooling Simulink Based Vehicle Cooling System Simulation; System Simulation; Series Hybrid Vehicle Cooling Series Hybrid Vehicle Cooling System Simulation System Simulation 13 th ARC Annual Conference May 16, 2007 SungJin Park , Dohoy Jung, and Dennis N. Assanis University of Michigan
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ARC Simulink Based Vehicle Cooling System Simulation; Series Hybrid Vehicle Cooling System Simulation 13 th ARC Annual Conference May 16, 2007 SungJin.
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ARC
Simulink Based Vehicle Cooling Simulink Based Vehicle Cooling System Simulation;System Simulation;
Series Hybrid Vehicle Cooling Series Hybrid Vehicle Cooling System SimulationSystem Simulation
13th ARC Annual Conference May 16, 2007
SungJin Park, Dohoy Jung, and Dennis N. Assanis
University of Michigan
ARC
Outline
• Introduction– Motivation– Objectives
• Simulation and Integration
• Hybrid vehicle system modeling [VESIM]
• Cooling system modeling
• Configuration of HEV cooling system
• Summary
ARC
Vehicle thermal management and cooling system design
• Motivation– Additional heat sources
(generator, motor, power bus, battery)
– Various requirements for different components
• Objective– Develop the HEV Cooling System
Simulation for the studies on the design and configuration of cooling system
– Optimize the design and the configuration of the HEV cooling system Conventional Cooling System
Radiator1
Oil Cooler
FAN
Thermostat
Pump
By-
Pa
ss
CAC2
Grille
A/C Condenser
HEV Cooling System
ARC
Overview of Cooling System Simulation•Cooling system model use simulation data from the hybrid system model
•Minimizes computational cost for optimization of design and configuration
Hybrid Propulsion System Model [VESIM] HEV Cooling System Model
0
10
20
30
40
50
60
0 200 400 600 800 1000 1200 1400
Vel
oci
ty (
MP
H)
Time (s)
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)
ARC
Hybrid propulsion system configuration and VESIM
Engine
Generator
Vehicle
Motor
BatteryController
PowerBus
EngineGenerator
Power Bus
Battery
Motor
Wheel
Engine400 HP
(298 kW)
Motor2 x 200 HP (149 kW)
Generator400 HP
(298 kW)
Battery
(lead-acid)
18Ah /
25 modules
Vehicle20,000 kg
(44,090 lbs)
Maximum speed
45 mph
(72 kmph)
ARC
Hybrid vehicle power management
Discharging mode Charging mode Braking mode
W h e e lM
oto
r
Generator
Mo
tor
Power BusController
Engine
Battery
W h e e l
W h e e lM
oto
r
Generator
Mo
tor
Power BusController
Engine
Battery
W h e e l
• Battery is the primary power source
• When power demand exceeds battery capacity, the engine is activated to supplement power demand
Power Flow
Active ConditionallyActive
Inactive
• Engine / generator is the primary 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
W h e e lM
oto
r
Generator
Mo
tor
Power BusController
Engine
BatteryW h e e l
• Regenerative braking is activated to absorb braking power
• When the braking power is larger than motor or battery limits, friction braking is used
• Thermostats– Two way valve with Hysteresis characteristics– Coolant flow rate to re-circulate circuit and radiator are determined by
the pressure drops in each circuit
-2
0
2
4
6
8
10
12
14
365 370 375 380
Temperature (K)
Open
Close
T/S valve lift with hysteresis
ARC
Modeling Approach:Delivery media (Oil/Air)
• Oil Pump– Map based gear pump model for Oil
Pump
• Cooling fans– Total pressure drop is calculated from
the air duct system model based on system resistance concept
– Performance map is used to calculate the air flow rate Map Based Gear Pump Model
Cooling air flow circuit
upstream
cooling air flow
Cooling air flow circuit
down stream
radiator2 grilleradiator1fan & shroud
Air duct system based on system resistance concept
condenser
Fan & Shroud
Radiator 1,2
Grille
Condenser
ARC
Test conditions• Test condition for sizing components and evaluating cooling
system configuration
• The thermal management system should be capable of removing the waste heat generated by the hardware under extreme operating condition
• Grade load condition is found to be most severe condition for cooling system
-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 of off-road condition
Ambient Temperature 40 oC
45mi/h 30mi/h
30mi/h
7%
Grade Load Maximum Speed Off-Road
ARC
Configuration test;Grade Load (30 MPH, 7 %)
Max. SOC: 0.7Min. SOC: 0.6Initial SOC: 0.6
0 200 400 600 800 1000 1200 1400 1600 18000
200
400
600
800
1000
1200
1400
1600
1800
2000
time [sec]
spee
d [r
pm
]
Engine speed
0 200 400 600 800 1000 1200 1400 1600 18000
200
400
600
800
1000
1200
1400
1600Engine BMEP
time [sec]
BM
EP
[kP
a]
0 200 400 600 800 1000 1200 1400 1600 18000.5
0.55
0.6
0.65
0.7
0.75
0.8
time [sec]
SO
C
Battery State of Charge
30mi/h
7%
Grade Load
Engine Speed Engine BMEP
Battery SOC
ARC
Configuration A and B
Motor(A/B)
Generator
PowerBusRadiator1
Engine
Radiator2
FAN
Thermostat
Pump
ElectricPump
By-
Pas
s
CAC1
Grille
Motor(A/B)
PowerBus
Radiator1
Radiator2
FAN
ElectricPump
Grille
ElectricPump
A/C Condenser
Generator
Radiator3
FAN
ElectricPump
Grille
Radiator2
CAC
Radiator1
Oil Cooler Thermostat
Pump
By-
Pas
s
Engine
Pump
Radiator1
Oil Cooler
FAN
Thermostat
Pump
By-
Pas
s
CAC2
Grille
A/C Condenser
• Config. A could not meet the cooling requirements of electric components
Configuration A Configuration B
Generator Generator
Motor
PowerBus PowerBus
Motor
ARC
Configuration A and B
Motor(A/B)
Generator
PowerBusRadiator1
Engine
Radiator2
FAN
Thermostat
Pump
ElectricPump
By-
Pas
s
CAC1
Grille
Motor(A/B)
PowerBus
Radiator1
Radiator2
FAN
ElectricPump
Grille
ElectricPump
A/C Condenser
Generator
Radiator3
FAN
ElectricPump
Grille
Radiator2
CAC
Radiator1
Oil Cooler Thermostat
Pump
By-
Pas
s
Engine
Pump
Radiator1
Oil Cooler
FAN
Thermostat
Pump
By-
Pas
s
CAC2
Grille
A/C Condenser
• Performance of one CAC in Config. B was better than that of two CAC in Config. A
Configuration A Configuration B
CAC1
CAC2
CAC
ARC
Configuration B and C
Motor(A/B)
PowerBus
Radiator1
Radiator2
FAN
ElectricPump
Grille
ElectricPump
A/C Condenser
Generator
Radiator3
FAN
ElectricPump
Grille
Radiator2
CAC
Radiator1
Oil Cooler Thermostat
Pump
By-
Pas
s
Engine
Pump
• Config. C is designed by adding a coolant by-pass line to Oil Cooler in Config. B
• Power consumption of pump is reduced by 5% adding the bypass circuit
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
Configuration B Configuration C
2.5
2.75
3
3.25
3.5
3.75
4
0 300 600 900 1200 1500 1800
no by-passmean (no by-pass)by-passmean (by-pass)
time (sec)
ARC
Summary
• The HEV Cooling System Simulation is developed for the studies of the cooling system design and configuration
• The HEV cooling systems are configured using the simulation
• In hybrid vehicle, the heat rejection from electric components is considerable compared with the heat from the engine ( Grade Load : heat from electric components ≈ 98kW, heat from engine module ≈ 240kW)
• Proper configuration of cooling system is important for hybrid vehicle components, because the electric components work independently and have different target operating temperatures
• Parasitic power consumption by the cooling components can be reduced by optimal configuration design
• Optimization study of cooling system is conducted using developed model (Symposium II, “Optimal design of electric-hybrid powertrain cooling system”)