Development of thermal system simulation for HEV...Development of thermal system simulation for HEV...

www.nissan-global.com

Development of thermal system

simulation for HEV (Thermal Management Analysis with Air-

Conditioner)

NISSAN MOTOR CO., LTD. Masaaki Kubo

Tsuyoshi Yamamuro

RENAULT NISSAN TECHNOLOGY &

BUSINESS CENTRE INDIA Pvt LTD

Raghu Vamsi

Kodaboina

1. Background and Motivation of this Work

2. Overview of Simulation Model 3. Validation Results

4. Effect of Sub Components

5. Effect of Heat Recovery System

6. Conclusions

Planning &

design

phase

Testing &

evaluation

phase

Important to make correct decisions during the planning phase of a vehicle to avoid repetition and extra cost during development phase

Drive System

Control System Cooling system

Transmission • Lubrication • Structure • Friction

Engine System •Lubrication •Structure •Friction •Combustion

Energy

High voltage cooling system

Air Conditioning System

Battery System

Version 1: Integration of Fuel and Thermal Model

Transmission • Lubrication • Structure • Friction

Engine System •Lubrication •Structure •Friction •Combustion

Energy

Version 2: Integration of A/C and Heater model with Thermal Management model, to study more realistic condition





6. Conclusions

Evaporator (cooler) is connected to the HVAC & Heater Core (Heater),

An Auto setting model to control temperature is already implemented in

the model predicting the cabin temperature

Engine structure is finely divided and the contact surface is where

heat capacity & thermal conductivity is set. Heat is generated in the

model by Engine cooling loss, Engine and transmission friction loss

Heat from engine is utilized by connecting heater and cabin in

this model





6. Conclusions

（）

Ⅰ　Compressor out

20

40

60

80

100

120

140

160

180

200

220

0 500 1000 1500 2000Time [sec]

Tem

pera

ture

[deg

C]

0

2

4

6

8

10

12

14

16

18

20

Pre

ssu

re [

bar]

EXP SIM

Pressure

Temperature

Ⅱ　TXV in

0

20

40

60

80

100

120

140

160

180

200

0 500 1000 1500 2000

Time [sec]

Tem

pera

ture

[deg

C]

-2

0

2

4

6

8

10

12

14

16

18

Pre

ssu

re [

bar]

EXP SIM

Pressure

Temperature

Ⅲ　Evaporator

-20

0

20

40

60

80

100

120

140

160

180

0 500 1000 1500 2000Time [sec]

Te

mp

era

ture

[de

gC

]

-10

-8

-6

-4

-2

0

2

4

6

8

10

Pre

ss

ure

[b

ar]

EXP SIM

Pressure

Temperature

Ⅳ　 Temperature -Cabin

0

5

10

15

20

25

30

35

40

45

50

0 500 1000 1500 2000Time [sec]

Tem

pera

ture

[d

eg

C]

EXP SIM

Cooling test

Ambient temperature 40 degC

Humidity 50%

Blower setting Full power

Cabin condition Recirculation

Driving mode Vehicle speed 40km/h

Better accuracy of cabin temperature is observed due to

detailed configuration of each component

0 200 400 600 800 1000 1200 1400

time [s]

Tem

pera

ture

[℃

]

Engine Coolant

Engine Oil

Exp.　○Sim.　－

20℃

Drive Cycle：　LA4 Cold CycleOutlet Temperature：　25deg C

0 200 400 600 800 1000 1200 1400

time [s]

Tem

pera

ture

[℃

]

Transmission　Oil

20℃

Drive Cycle：　LA4 Cold CycleOutlet Temperature：　25deg C

Exp.　○Sim.　－

LA4 Cold Mode

0 500 1000 1500 2000 2500 3000

time [s]

Tem

pera

ture

[de

gC]

Exp．

Sim．

Engine coolant

Engine Oil

20degC

0 500 1000 1500 2000 2500 3000

time [s]

AT

Oil

Tem

pera

ture

[de

gC]

Exp．

Sim．

AT Oil

20degC

Hill Climbing Mode

Model is tested for LA4 Cold Mode as driving cycle and in high speed climbing mode

Better accuracy between the simulation and the measured

data was observed for different driving conditions

（）

0

20

40

60

80

100

120

0 500 1000 1500 2000 2500Time [sec]

Tem

pera

ture

[de

gC]

EXPSIM

Air of heater outlet

Cabin

Heating test


Humidity 50%

Blower setting Full power

Cabin condition Fresh air

Driving mode Vehicle speed 40km/h

Better accuracy is achieved in heater and cabin model





6. Conclusions

Radiator

A/C ON Condition

A/C OFF Condition

0 500 1000 1500 2000 2500 3000

Time [sec]

Tem

pera

ture

[de

gC]

with A/C

without A/C

Engine coolant

Engine Oil

20degC

Cooling test


Humidity 50%

Blower setting Auto

Cabin condition Recirculation

Driving mode Vehicle speed 60km/hWith 8.7% grade

7degC

5degC

Heat dissipation from

condenser has significant

effect on the engine coolant

temperature 0 500 1000 1500 2000 2500 3000

Time [sec]

AT O

il Tem

pera

ture

[de

gC]

with A/C

without A/C

20degC

AT OilTransmission Oil

5 degC





6. Conclusions

18.58 % 0.75 %

HEV Mode

HRS Test in HEV Mode

Ambient temperature 10 deg C

Driving Cycle UDDS

Cabin Heater Mode ON

Set Temperature 25 deg C

Heat Recovery System with Nissan’s After Treatment

model is simulated for Fuel Economy

Po

sit

ion

of

He

at

rec

ove

ry s

ys

tem

(H

RS

)

at

the e

xh

au

st

ma

nif

old

Catalyst Under-floor

Catalyst HRS

Case 1

HRS Catalyst Under-floor

Catalyst

Case 2

Exhaust Manifold

Exhaust Manifold

Changing the location of the Heat Recovery System

has immediate effect on the emissions

After Catalyst Before Catalyst After Catalyst Before Catalyst





6. Conclusions

Thermal Management Model, A/C Model and Nissan’s After

Treatment Model are all integrated together and simulated

using one software tool – GT Suite

Simulation results agreed relatively much with the

experimental results on comparison

Thermal devices like HRS can be integrated to this model

Position of HRS after the catalyst is the better location for

better emission control and fuel economy is not so much

affected

Thank you for your attention

Development of thermal system simulation for HEV...Development of thermal system simulation for HEV...

Documents

Transcript of Development of thermal system simulation for HEV...Development of thermal system simulation for HEV...