Professional Documents
Culture Documents
Thermal Management in Vehicles With Electric Drive System - Porsche Engineering Magazine 01-2011
Thermal Management in Vehicles With Electric Drive System - Porsche Engineering Magazine 01-2011
net/publication/267576414
CITATIONS READS
7 449
2 authors:
Some of the authors of this publication are also working on these related projects:
All content following this page was uploaded by Carlo Villante on 05 March 2014.
ICEF2004-975
controller modify the hydraulic layout (by the thermostat or ... + B Rad (D Rad % ) ⋅ m Rad Fan + C Rad (D Rad % )
prop. valves) depending on coolant temperature.
∆p Rad = k1Rad ⋅ m Rad Fan + k 2 Rad ⋅ m Rad Fan
2
' (9)
A Rad (QRad , mRad ) QRad = k1rad (mrad ) ⋅ QRad k 2 rad (mrad ) Mixed approach
The system should take the best from the two approaches: a
first tentative solution is given by a model-based controller
The mass of the coolant store at the coolant tank introduces
granting low response time.
an inertial effect, which substantially introduces a first order
The tentative solution is afterwards corrected by a closed-loop
dependency of the temperature of the exiting flow on that of the
controller to reach the needed precision and to gain an auto-
entering flow coming back from the circuit.
adaptative behavior.
Eq. (10) and (11) are relative to the mathematical model of
engine metal parts. Eq. (10) describes energy conservation,
( )(
T% = TTh − TThStart TThEnd − TThStart ) P% = (∆PPr − ∆PPr Start ) (∆PPr End − ∆PPr Start )
( )(
xTh % = xTh − xThStart xThEnd − xThStart ) (12)
( )(
x Pr % = x Pr − x PrStart x PrEnd − x PrStart )
x Pr % = APr P%5 + B Pr P%4 + C Pr P%3 + D Pr P%2 + E Pr P%
x% is expressed as a function of T% by a fifth order (16)
dx Pr % x Pr % x Pr %
polynomial experimental correlation: + =
dt τ Pr τ Pr
xTh % = ATh T + BTh T + C Th T + DTh T + ETh T% φ Pr = (1 − e ) (1 − e )
5 4 3 2 − k Pr ⋅ x Pr % − k Pr
% % % % (13)
Anyway the thermostat normally shows a strongly where P% and xPr % are two non dimensional variables
unsteady behavior due to an hysteresis cycle to which the wax introduced to correlate the state of the valve (pressure ∆PPr and
is subjected. Quasi-steady opening and closure tests for the needle position xPr) with opening start and end conditions (∆PPr
thermostat, in fact, show that two different laws (both of eq. 13
start and ∆PPr end):
type) are followed depending whether temperature is raising or
decreasing. In addition to this, needle movement has its
mechanical inertia due to its mass and to the spring preloads, as
C2. With one proportional valve
well as to wax inertial effects. The controller must be able to evaluate the values of the
To describe the overall behavior of the component, two opening degrees of the proportional valve on the radiator
distinct opening laws were used depending on the sign of
temperature variations and a first order model was introduce to branch (φrad) and of that on the air flow to the air conditioner
describe valve dynamics. (φAir) basing on the imposed values for the two set points: the
coolant temperature leaving the engine (Tcool) and the
temperature desired inside the cabin (Tcab).
ATh '
T%5 + BTh '
T%4 + C Th
'
T%3 + DTh
'
T%2 + ETh
'
T% ,
Here the synthesis of a feed-forward controller is briefly
if dT reported, which is based on the inversion of some parts of the
%
≥0
dt mathematical model of the cooling system.
xTh % = For as regards the identification of φrad two separate steps
ATh T% + BTh T% + C Th T% + DTh T% + ETh T% ,
'' 5 '' 4 '' 3 '' 2 ''
(14) must be followed: firstly, the coolant flow rate needed at the
dT%
if <0 radiator is calculated basing on thermal considerations;
dt secondly, φrad is evaluated basing on hydraulic considerations
dxTh % xTh % xTh % Some assumptions were made to permit the inversion of
+ = the thermal model of the cooling system:
dt τ Th τ Th
• the system has to be considered at its steady state;
• the power dissipated by the engine towards the environment
This complex dynamical behavior normally results in high (PAir) is negligible with respect to that dissipated through the
response times of the C1 controller. This makes it necessary to coolant.
decrease the opening temperature of the thermostat Under these assumptions, the thermal power dissipated by
(anticipating the coolant flow towards the radiator) not to the radiator must be equal to PGas+PEGR-PCab: PGas and PEGR are
experience to high coolant temperature during severe engine evaluated by the ECU by look-up tables; PCab is instead
transients (like M3 mission). This decreases mean engine calculated by ECU maps basing on external temperature and on
operating temperatures, so lowering thermal and mechanical cabin interior requirements.
efficiency. Rearranging eq.10, the mass flow rate at the radiator which
Once needle position is known, the opening degrees of the allows for the required thermal exchange is calculated as:
three thermostat outlets can be normally expressed as
exponential functions of x%: 1
Ptot k 2 rad (mrad )
( )(
φ Rad = 1 − e − kOpened ⋅ xTh % 1 − e − k Opened
) Qrad =
ccool ⋅ ρ cool ⋅ k1rad (mrad ) ⋅ (TCool − TExt )
(17)
((k
φ bypass = 1 − e Closed Th %
⋅x −1)
)(
1 − e − kClosed ) (15)
φrad must be now evaluated, being known Qrad. The
φ cab = 1 hydraulic model of the system (eq. 4-8) has therefore been
SIMULATION RESULTS
Model validation required a great amount of experimental
data regarding not only vehicle mission (in terms of actual
vehicle speed, gear and load condition) and some out variable
(temperature and flow rates at various point of the system), but
especially the experimental calibration of all the components of
the cooling system (EGR and cabin conditioning heat
exchangers, radiator, thermostat, pipes and connections, etc.).
All of them had to be tested separately and subjected to
experimental campaigns aimed to the definition of suitable
parameters and experimental correlations to be mathematically
represented.
The validation of the integrated model has been carried out
basing on the data relative to a driving test on the road which
was realized on a dedicated and properly instrumented vehicle
Fig.1
(a Citroen C3 1.4L TDI). This validation activity is fully
described in (Cipollone et al, 2003).
Fig.2
Fig.4
102
by the same authors. The model was inverted to derive a
model-based controller.
101 The three control schemes (closed-loop, model-based and
mixed) were tested off-board and compared with a traditional
100 “thermostat-based” controller.
As expected, the traditional controller proved no to be able
to take coolant temperature up to the optimal value (chosen in
99 order to optimise engine thermal and mechanical efficiency)
due to the anticipated opening of the thermostat (usually
98 required for safety reasons).
0 200 400 600 800 1000 1200 The proposed electronic controllers, instead, succeed in
Time [s] taking coolant temperature up to the desired value and to
Fig.5 maintain it very near to the optimal value. The best
performance is that of the system equipped by the mixed
C1 C2A C2B C2C closed-loop & feed-forward controller, so justifying a model-
based approach.
σTcool [K] 12.1 3.7 3.3 3.1
σTcabin [K] 0.28 0.20 0.17 0.19
ACKNOWLEDGMENTS
Table 1 This work has been funded by Cluster 20 – Piano
tecnologie eco-compatibili – MURST”, by the Progetto di
CONCLUSIONS ricerca di interesse nazionale 1999-2002 – MURST: “Procedure
Traditional cooling systems (which make use of a teorico sperimentale per lo sviluppo di sistemi innovativi di
thermostat, eventually electrically assisted) are not capable to iniezione nei MCI”, and by MARK-IV Systèmes Moteurs -
match the new specifications that are nowadays required in France.
terms of the thermal state of the engine, as well as of cabin
comfort: REFERENCES
• maximum temperature of the engine metal parts must be Alzer, F., Hesse, U., Rocklagge, G., Schmitt, M. 1999,
limited to preserve materials and to avoid knocking Thermo-management, SAE paper 1999-01-0238.
phenomena; Kanefski, P., Nelson, V., Ranger, M. 1999, A Systems
• temperature gradients must also be limited inside metal parts Engineering Approach to Engine Cooling Design, SAE paper
not to determine distortions during engine exercise; 1999-01-3780.
• temperature oscillations during time must be limited to Ng, E. Y., Johnson, P. W., Watkins, S., Grant L. 2000,
increase engine resistance to thermal fatigue; Wind-tunnel tests of vehicle cooling system performance at
• metal parts warm-up time must be limited to reduce engine high blockage, SAE paper 2000-01-0351.
emissions and to enhance engine thermal efficiency lowering Valaszkai, L., Jouannet, B. 2000, Cooling system