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Vehicle Thermal Management Systems Conference Proceedings (VTMS11): 15-16 May 2013, Coventry Technocentre, UK
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The challenges facing vehicle thermal management continue to increase and optimise thermal energy management must continue as an integral part of any vehicle development programme. VTMS11 covers the latest research and technological advances in industry and academia, automotive and off-highway. Topics addressed include: IC engine thermal loading, exhaust and emissions; HEV, EV and alternative powertrain challenges; Waste heat recovery and thermodynamic efficiency improvement; Cooling systems; Heating, A/C, comfort and climate control; Underhood heat transfer and air flow management; Heat exchange components design, materials and manufacture; Thermal systems analysis, control and integration.
Covers the latest research and technological advances
Brings together developments from industry and academia
Presents leading edge research on optimised thermal energy management
Actions du livre
Commencer à lireInformations sur le livre
Vehicle Thermal Management Systems Conference Proceedings (VTMS11): 15-16 May 2013, Coventry Technocentre, UK
Description
The challenges facing vehicle thermal management continue to increase and optimise thermal energy management must continue as an integral part of any vehicle development programme. VTMS11 covers the latest research and technological advances in industry and academia, automotive and off-highway. Topics addressed include: IC engine thermal loading, exhaust and emissions; HEV, EV and alternative powertrain challenges; Waste heat recovery and thermodynamic efficiency improvement; Cooling systems; Heating, A/C, comfort and climate control; Underhood heat transfer and air flow management; Heat exchange components design, materials and manufacture; Thermal systems analysis, control and integration.
Covers the latest research and technological advances
Brings together developments from industry and academia
Presents leading edge research on optimised thermal energy management
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Vehicle Thermal Management Systems Conference Proceedings (VTMS11) - Institution of Mechanical Engineers
Essex.
Engines
Study of the vehicle thermal management focused on the engine lubricant oil
A. Morita¹, A. Hosoi¹, T. Harada¹, M. Uchida², Y. Kodama² and H. Maegawa², ¹Toyota Motor Corporation, Japan; ²NIPPON SOKEN, INC., Japan
Abstract
Thermal management demand for the engine lubricant oil is becoming higher due to the compatibility of higher specific engine output and efficiency. We have analyzed and grasped heat balance of the lubricant oil in the case of recent small car, and studied the way to improve both cooling performance and warm up behavior of the oil without additional heat exchanger. In the studied case, we have confirmed and predicted the cooling performance improvement up to 10 °C at 5200 rpm-WDT high speed driving condition. In addition, the predicted warm up behavior improvement is expected to be around 2 °C hotter after running the cold start urban driving cycle.
Notations
1 Introduction
Development of improving warm up behavior of the engine under cold start has been focused and published by many researchers which successfully indicate milestones to reduce fuel consumption (e.g. [1-3]). About a half of additional losses caused by cold start is reported to be mechanical losses, which is dominated by viscosity of the lubricant oil, clearance and tension of the sliding portions. Therefore, countermeasures for this subject would be adopting lower viscosity oil or accelerating warm up speed of the oil and the sliding portions by making full use of waste heat generated inside the engine. On the one hand, it is important to pay the greatest attention to control them under allowable temperature at severe driving conditions, where heat load to the oil tends to increase by installation of the oil jets for piston cooling. This study is focused on mechanism of the oil temperature determination and analysis of the oil heat balance. In addition, trial to improve heat transfer efficiency between the oil and the coolant, capturing the engine as a heat exchanger, was attempted and the results are described.
2 Theoretical study
2.1 Method
To understand heat balance of the engine lubricant oil in the vehicle, a 1-D thermal model was constructed by formulating hypothesis of heat transfer mechanism starting at the combustion chamber to the coolant and the air flow outside the engine. A 1-D thermal model was chosen because it is convenient and useful at starting point of design when no geometries are given. Looking at examination cases in the past which focused on the oil cooling performance, method using a 3-D thermal model for the oil temperature prediction was published [4]. This study shows good agreement with test data and proved the validity of the temperature prediction method, although heat balance analysis of the oil was not utilized. However, hence the model is elaborate, a 3D model construction may be uphill task, and may be inconvenient when considering transitional temperature analysis. Method using a 1-D model was also published by the other authors [5], however, more verification with test data seems to be desired to gain confidence.
2.2 Thermal model
Figure 1 (a) shows macroscopic heat flow of the engine mounted in the vehicle. Heat balance could be expressed as Equation (1). Most part of friction and cooling losses generated inside the engine are transported by the coolant and released by the radiator, and the heated air flow radiates rest of losses from the engine surface.
Figure 1 Thermal model: (a) macroscopic view (b) image of the engine model (c) overview of the 1-D thermal network
(1)
In this part, detail of the 1-D thermal model shown in Figure 1 (b) (c) is described. The engine used for this study is shown in Table 1, which is adopted in the mass produced vehicle with curb weight around 1000-1200 kg. Concept of the thermal model was to construct as simple as possible aiming at general use by understanding sensitive characteristics for the oil temperature, which were known from the past experience and studies made by many researchers.
Table 1
Engine specifications
Friction losses of each moving portions were predicted by the empirical correlation with temperature dependency, based on the measurements made by motoring test that was held previous to this study. The gas temperature, and heat transfer coefficient inside the combustion chamber was predicted by the combustion model introduced in the published paper: [6]. Equation based on the correlation by Woschni was used to predict the heat transfer coefficient in this model. These values were predicted at every crank angle and delivered to the 1-D thermal model (GT-SUITE [7]) as the input heat from the gas. Heat conduction between the each section of the engine wall was determined by Equation (2), which depends on the wall geometries and material properties. Heat convection between the wall and the fluid was determined by Equation (3).
(2)
(3)
Boundary conditions of the major portions, which are sensitive to the oil temperature, are described. Heat transfer coefficient between the coolant and the jacket walls, this time, were picked up by the 3-D CFD calculation, which was done previous to this study. Essentially, the heat transfer coefficient should be given by empirical correlations for convenience especially under the situation without fixed 3-D geometries. The oil flow rate was determined by calculating pressure balance of each section. Equation (4) shows heat balance of the piston. Heat transfer coefficient between the piston and the oil impinged from the oil jet is determined by the empirical correlation: Equation (5) [8], where g is a function of roj and doj. Heat transfer between the piston ring and the cylinder wall which may be the main part of heat release from the piston to the wall was determined by Equation (6) [9].
(4)
(5)
(6)
Heat transfer coefficient between the lubricant oil and the oil galleries were determined by the empirical correlation: Equation (7) [11] for Re < 2300, or Equation (8) [12] for Re > 2300, where f is a function of Re.
(7)
(8)
Heat transfer coefficient between the oil and the oil deck in head through the oil drain back in block were determined by the empirical correlation based on laminar boundary layer heat transfer: Equation (9) where C = 1 at default.
(9)
Problem here was the difficulty in predicting the oil flow velocity and the wetted area, caused by the complexity of free surface flow by gravity. Therefore, the visualization measurement and the 3-D CFD was attempted to make these predictions. The visualization measurement of the oil deck was made by the remodeled engine with no parts above the cylinder head, instead covered by the transparent acrylic board shown in Figure 2 (a). The oil (SAE 0 W-20) was warmed up to 90 °C in the oil heater, and it was fed to the top of the deck. Total amount of the oil supply to the deck was fed from one side of it. The flow velocity of the developed bubbles in the deck and the wetted area were observed by the camera. Regarding the oil flow velocity and the wetted area, the 3-D CFD showed good agreement. These results were fed back to the model construction, but the calculation showed shortage of the heat transfer coefficient using Equation (9) when C = 1. The value which showed good agreement was C = 2.7. Thus theoretical study to determine heat transfer coefficient of free surface flow would be our future work. Note that the oil velocity at top surface flow was given in Equation (9).
Figure 2 Setup of (a) the visualization measurement (b) the temp. measurement
Heat transfer mechanism between the oil and the block skirt may be more complex. Heat transfer coefficient of this portion was determined by the experimental study mentioned later, and this was the key value to estimate the amount of oil heat release directly to the ambient air, due to the long distance from the coolant and large heat transfer area against the air flow. Heat transfer coefficient between the wall and the air flow outside the engine was determined from the heat flux measurements at the vehicle test which was done previous to this study. For example with the wind flow, empirical correlation: Equation (10) was given for the block skirt facing front side of the vehicle. Without the wind, 10 [W/m²K] was given as natural convection.
(10)
3 Experimental study
3.1 Model evaluation
Suitability of the thermal model was verified firstly by comparing the temperature predictions with the measurements using the engine test bench. The experimental results were fed back to the model construction to modify. Figure 2 (b) shows the setup. Table 2 shows the test conditions. The measurements were made in 25 °C ambient with no wind (no forced air cooling by fans), and no heat exchanger for the oil. The selected oil was SAE 0 W-20. Constant temperature coolant was fed to the engine inlet from the cooling tower.
Table 2
Test conditions
Temperatures inside the engine were measured at 50 points by sheathed thermocouples mainly around #2 cylinder. The operating condition at 5200 rpm was assuming the engine speed at highway driving condition, however lower engine torque was selected to avoid over heating of the oil due to the test with no wind. The other operating conditions were also selected by watching the oil temperature. The representative measured temperatures at 5200 rpm-40 Nm with 80 °C inlet coolant are shown in Figure 3. As predicted, it was observed that the oil was cooled at the oil galleries in the block and the head, and at the oil deck through the oil drain back, where the wall temperature maintain low by the coolant flow nearby. Notable point was the block skirt, which indicated about the same temperature as the oil at the main gallery. From this result, the heat transfer coefficient between the block skirt and the oil was determined and fed back to the model construction. Consequently with modifications, calculated temperature distributions were in good agreement with the measurements as shown in Figure 3.
Figure 3 Predictions and measurements without wind flow
Next, the measurements at the chassis dynamo-meter were made to verify the suitability of the thermal model when concerning effects of the air flow and temperature around the engine when mounted in the vehicle. The vehicle was front engine front drive, and transverse engine layout. Figure 4 shows the setup and Table 3 shows the test conditions.
Table 3
Test conditions
Figure 4 Setup of the chassis dynamo-meter
In 25 °C ambient, the measurements with several wind velocities and different air flow temperatures at the outlet of the radiator were made. Constant temperature coolant (80 °C) was fed to the engine inlet from the constant temperature coolant bath, and the coolant flow rate was equalized to the engine bench test. The coolant from the engine outlet was fed to the radiator or by-passed to implement different air flow temperature at the outlet of the radiator. The operating condition at 5200 rpm was the engine speed at 160 km/h (5th gear). A heat exchanger for the oil was not equipped in the tested vehicle.
The measured temperature at 5200 rpm-120 Nm (WOT) with the radiator coolant flow is shown in Figure 5, and the predicted temperatures were in good agreement.
Figure 5 Predictions and measurements with wind flow
3.2 Approach to improve the oil cooling performance
To find out the way to improve the oil cooling performance, heat balance of the oil was predicted by the thermal model. Figure 6 (b) shows the predicted values. There may be two approaches for improving the oil cooling performance. One is to guide the wind forcefully to the block skirt or the sump, and adopting fins to increase the heat transfer area of them. But these design changes may deteriorate the engine warm up behavior and the air resistance. In addition, only small benefit could be gained empirically and practically. Thus, the investigations to improve heat transfer efficiency between the coolant and the oil inside the engine were attempted. In Figure 6 (b), heat transfer rate from the oil to the coolant is about ten times smaller compared with the whole cooling losses (around 35 kW at 5200 rpm-WOT), thus this approach was decided effective even if only small changes inside the engine could be made. This approach may also contribute to the oil warm up behavior at the cold start.
Figure 6 Heat balance of the oil: (a) heat transfer image (b) the predictions
3.3 Countermeasures
As seen in Figure 6 (b), there seems to be good heat transfer efficiency at the oil galleries in the head, the oil deck in head, and the oil drain back in block, which are close to the coolant jacket thus the wall temperature are low. Therefore, the attempt to speed up only the oil velocity flowing to the head, and the attempt to increase the heat transfer area of these portions were made at the engine test bench to confirm the effects. To increase only the oil flow rate to the head, the test bench shown in Figure 2 (b) was rebuilt to implement independent oil flow control to the head and to the main gallery. By the way, the oil may receive additional heat at the piston when the oil flow to the main gallery is increased. Two ideas of increasing the heat transfer area were tested. The heat transfer area was increased by 19% in the oil deck in head by adopting fins and 170% in the oil drain back in block by the structural change (no figure, confidential). The experimental results showed good effect as expected as seen in Figure 7 (a). Definition of ∆Toil _ coolant is the temperature difference of the main gallery oil and the engine inlet coolant. As a result, cooling performance improvement by the combination of these three design changes adopted in the vehicle was predicted to be 10 °C as shown in Figure 7 (b) at 5200 rpm-WDT high speed driving condition. This effect is close to the cooling performance of the generally used oil cooler for small cars.
Figure 7 Investigations of the oil cooling performance improvement: (a) the measured effect (b) the predicted effect adopted in the vehicle
3.4 Sensitivity analysis of the oil temperature
The results of the sensitivity analysis of the oil temperature shown in Figure 8 are summarized. Sensitivity of the measured oil temperature change to the coolant temperature change was approximately 0.6 °C /°C, mainly due to the wall temperature including piston which does not completely pursuit the coolant temperature change. Likewise, sensitivity to the oil flow rate change to the head was approximately 1.3 °C /(L/min). Sensitivity to the air flow temperature change at the radiator outlet was approximately 0.2 °C/°C at 160 km/h wind velocity. Lastly, sensitivity to the wind velocity change was approximately 0.1 °C /(km/h). These results indicate that the oil temperature is more sensitive to the geometric properties around the coolant than the air flow, but of course, it is clear that the air flow condition is important factor to manage the oil temperature.
Figure 8 Sensitivity analysis: (a) the coolant temperature (b) the oil flow rate to the head (c) the wind velocity and temperature
4 Oil warm up behavior
The effect for the oil warm up behaviour was predicted assuming the ideas mentioned in section 3.3 adopted in the vehicle. Here, the extension rates of the heat transfer area were supposed equivalent to the ones studied. Figure 9 shows the predicted transitional oil temperature behaviour at the NEDC (New European Driving Cycle) in 25 °C ambient.
Figure 9 Warm up behaviour at the NEDC
$$12$$Thermal inertia of the metal walls, the coolant, and the oil were calculated from the designed value, and they were given to the 1-D thermal model. Calibration of the baseline temperature prediction was conducted by tuning the cooling losses at the beginning of the NEDC. The oil temperature is expected to be around 2 °C hotter after running the urban driving cycle, and the temperature improvement of the oil decreases gradually at the extra urban driving cycle. The benefit of the fuel consumption may be up to 0.5% from the past experience. The key point may be the small thermal inertia increase compared with the adoption of the heat exchanger. However, more investigations including the experimental study may be desired to conclude the benefit due to the ideal supposition in this prediction.
5 Conclusions
Construction of the thermal model and the analysis of the lubricant oil heat balance in the case of recent small car were made. From this analysis, the improvement of heat transfer efficiency between the coolant and the oil at portions around the oil deck in head through the oil drain back in block were expected to be effective. As a result, either structural modifications of these oil passages or controlling the oil flow to the oil deck were experimentally confirmed to be effective. In the studied case, 10 °C cooling performance improvement and around 2 °C warm up behavior improvement is expected.
Reference List
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A numerical approach on the use of heat storage in order to achieve high EGR rates in cold-climate conditions
V Mazet and S Xu, Renault SAS, Research, Advanced Engineering and Materials Direction, France
Abstract
Future regulations on automotive pollutant emissions drastically reduce the allowed levels of NOx emissions. Up to EURO5/6 regulation, high cooled exhaust gas recirculation (EGR) rates on Diesel application can be sufficient to meet the standards. With upcoming regulations (EURO7) and the corresponding test procedures that include driving at cold-climate conditions, a technical breakthrough becomes necessary. Moreover, cooled-EGR in these conditions damages the reliability of heat-exchangers due to fouling problems or condensation corrosive products.In order to enable cooled-EGR at an early stage of the driving cycle, a heat storage device (HSD) is implemented in the coolant loop of a 1.5L turbocharged direct injection Diesel engine. It allows a fast warm-up of the combustion chamber walls. It also reduces fouling of the EGR cooler and the condensation of exhaust gases.This solution is evaluated by simulation. Time needed to achieve cooled-EGR decreases by 300s for split-cooling and 150s for standard configuration in homologation conditions. The reduction of NOx emissions is evaluated to 4% and fuel consumption is expected to be decreased by 1.5% to 2% thanks to friction reduction and modification of the NOx/fuel consumption
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