1、Thermal Management in Automotive ApplicationsOther SAE books of interest: Engine Emissions Measurement Handbook By Hiroshi Nakamura and Masayuki Adachi (Product Code: JPF-HOR-002) Fuel/Engine Interactions By Gautam Kalghatgi (Product Code: R-409) Introduction to Internal Combustion Engines, Fourth E
2、dition By Richard Stone (Product Code: R-391) For more information or to order a book, contact: SAE INTERNATIONAL 400 Commonwealth Drive Warrendale, PA 15096 Phone: +1.877.606.7323 (U.S. and Canada only) or +1.724.776.4970 (outside U.S. and Canada) Fax: +1.724.776.0790 Email: CustomerServicesae.org
3、Website: books.sae.orgThermal Management in Automotive Applications By T. Yomi Obidi Warrendale, Pennsylvania, USA Copyright 2015 SAE International eISBN: 978-0-7680-8184-8Copyright 2015 SAE International. All rights reserved. No part of this publication may be reproduced, stored in a retrieval syst
4、em, distributed, or transmitted, in any form or by any means without the prior written permission of SAE International. For permission and licensing requests, contact SAE Permissions, 400 Commonwealth Drive, Warrendale, PA 15096-0001 USA; e-mail: copyrightsae.org; phone: 724-772-4028; fax: 724-772-
5、9765. Library of Congress Catalog Number 2015934427 SAE Order Number PT-167 http:/dx.doi.org/10.4271/pt-167 Information contained in this work has been obtained by SAE International from sources believed to be reliable. However, neither SAE International nor its authors guarantee the accuracy or com
6、pleteness of any information published herein and neither SAE International nor its authors shall be responsible for any errors, omissions, or damages arising out of use of this information. This work is published with the understanding that SAE International and its authors are supplying informatio
7、n, but are not attempting to render engineering or other professional services. If such services are required, the assistance of an appropriate professional should be sought. ISBN-Print 978-0-7680-8174-9 ISBN-PDF 978-0-7680-8184-8 ISBN-epub 978-0-7680-8186-2 ISBN-prc 978-0-7680-8185-5 To purchase bu
8、lk quantities, please contact SAE Customer Service e-mail: CustomerServicesae.org phone: +1.877.606.7323 (inside USA and Canada) +1.724.776.4970 (outside USA) fax: +1.724.776.0790 Visit the SAE Bookstore at books.sae.org 400 Commonwealth Drive Warrendale, PA 15096 E-mail: CustomerServicesae.org Phon
9、e: +1.877.606.7323 (inside USA and Canada)+1.724.776.4970 (outside USA) Fax: +1.724.776.0790v Table of Contents Introduction . vii Papers. 1 Thermal Management Concepts for Higher-Efficiency Heavy Vehicles (1999-01-2240) 1 Engine Thermal Management with Electric Cooling Pump (2000-01-0965) 9 Coolant
10、 Flow Control Strategies for Automotive Thermal Management Systems (2002-01-0713) 21 Smart Thermostat and Coolant Pump Control for Engine Thermal Management Systems (2003-01-0272) .35 Thermal Management on Small Gasoline Engines (2011-01-0314) 49 Cold Start Thermal Management with Electrically Heate
11、d Catalyst: A Way to Lower Fuel Consumption (2013-24-0158) 63 Heat Management By Means Of Thermal Barriers Of Ceramic Fibers In Automotive Components And Systems (931657) 71 Underhood Thermal Management by Controlling Air Flow (951013) .81 CFD Approach on Underhood Thermal Management of Passenger Ca
12、rs and Trucks (2003-01-3577) 87 Nanofluids for Vehicle Thermal Management (2001-01-1706) 99vii Introduction Automotive emission reduction and fuel economy are high on the agenda of government regulatory bodies in an ongoing effort to improve engine performance and reduce environmental pollution. One
13、 of the key ways to accomplish these goals is through a well-developed thermal management system. With about 30% of the fuel intake energy dissipated through the cooling system and another 30% through the exhaust system, it is to be expected that a major energy saving can be achieved with a well-des
14、igned thermal management system. Introduction of newer components such as the exhaust gas recirculation (EGR) module, replacement of the thermostat with a less-restrictive, more responsive device, and utilizing an alternative coolant are all examples of component or product improvement which add up,
15、 resulting in a higher thermal efficiency. In the paper “Thermal Management Concepts for Higher-Efficiency Heavy Vehicles,” Wambsganss I-1 takes a general look at such improvements and the accompanying respective benefits. Cortona and Onder I-2, Wagner et al. I-3, and Wagner et al. I-4 in the respec
16、tive papers “Engine Thermal Management with Electric Cooling Pump,” “Coolant Flow Control Strategies for Automotive Thermal Management Systems,” and “Smart Thermostat and Coolant Pump Control for Engine Thermal Management Systems” provide an in-depth analysis depicting the gains in replacing the con
17、ventional mechanically driven pump with an electric pump, and the traditional thermostat with an electrically actuated valve. Such benefits include the reduction in the volume of coolant required, and in the engine warm-up time following cold start. Cold start thermal management is itself a focus wi
18、thin engine thermal management. A cold engine has significantly higher fuel consumption than a warm engine. The earlier the engine is warmed up, the lower the fuel consumption, hence the operating cost. The paper “Thermal Management on Small Gasoline Engines” by Mueller et al. I-5 investigates the o
19、ptimum warm-up sequence and heat management on a small gasoline engine, with a resulting improvement in fuel consumption and reduction in emission. In their paper “Cold Start Thermal Management with Electrically Heated Catalyst: A Way to Lower Fuel Consumption,” Presti et al. I-6 discuss the use of
20、electrically heated catalyst to improve engine cold start. The electrical energy so obtained is generated from the engine mechanical energy. With continuously increasing gadgetry in modern vehicles, the average temperature in the engine compartment has seen significant increase, and the trend contin
21、ues. The heat transfers to passengers through conduction in the vehicle underbody and in the fire wall. It is important to be able to divert the heat away from passengers as well as from some components that may have reduced performance or completely fail at excessive temperatures. Heat shields are
22、used to contain such excessive temperatures, and appropriately direct the thermal flow. Undercarpet, exhaust, and firewall insulation are some of the applications of heat shields as part of automotive thermal management. Although heat shields are generally used to direct heat away from a certain com
23、ponent or region, they are sometimes used to direct heat to an area so as to improve the performance of the component. Such is the case when trying to achieve a rapid catalytic converter light-off. It is crucial to have the right insulation material, not only to provide the desired thermal containme
24、nt but also for endurance. The paper “Heat Management By Means Of Thermal Barriers Of Ceramic Fibers In Automotive Components And Systems” by Leone I-7 discusses the use of ceramic fibers to accomplish the desired insulation. Underhood architecture also has a contributory effect on the thermal perfo
25、rmance. Winnard, Venkateswaran, and Barry I-8 present an experiment in which radiator fan air is diverted from the engine compartment to reduce the underhood temperature in the paper “Underhood Thermal Management by Controlling Air Flow”. It points at the added benefit of blowing forced air over the
26、rmally shielded exhaust manifold. Simulations are effective ways of reducing the cost of building an acceptable thermal system. The paper “CFD Approach on Underhood Thermal Management of Passenger Cars and Trucks” by Costa I-9 discusses the use of simulation and the interaction between the computati
27、onal and the experimental groups as the design is iterated until an optimum design is achieved. As continuous design improvements are made, one reaches a point at which neither component nor process can be improved further using the knowledge base at the time. At that point, we say that we have reac
28、hed the pinnacle of design optimization for the system. In the case of the cooling system design, the pinnacle of design optimization is reached when the respective modules and the pipesmaterial and pathhave been optimized for a given fluid. But what if the coolant itself can be improved? Breakthrou
29、ghs in nanotechnology and the onset of picotechnology have enabled the creation of coolants with significantly improved heat transfer properties. Metallic nanoparticles and nanofluids with oxides show higher conductivity than the traditional coolant. In the paper “Nanofluids for Vehicle Thermal Mana
30、gement,” Choi et al. I- 10 discuss nanofication of coolant to improve heat rejection and consequently, engine performance.viii References I-1. Wambsganss, M. 1999. “Thermal Management Concepts for Higher-Efficiency Heavy Vehicles.” SAE Technical Paper 1999-01-2240. doi: 10.4271/1999-01-2240. I-2. Co
31、rtona, E. and C. Onder. 2000. “Engine Thermal Management with Electric Cooling Pump.” SAE Technical Paper 2000-01-0965. doi: 10.4271/2000- 01-0965. I-3. Wagner, J., M. Ghone, D. Dawson, and E. Marotta. 2002. “Coolant Flow Control Strategies for Automotive Thermal Management Systems.” SAE Technical P
32、aper 2002-01-0713. doi: 10.4271/2002- 01-0713. I-4. Wagner, J., V. Srinivasan, D. Dawson, and E. Marotta. 2003. “Smart Thermostat and Coolant Pump Control for Engine Thermal Management Systems.” SAE Technical Paper 2003-01-0272. doi: 10.4271/2003-01-0272. I-5. Mueller, T., H. Hans, W. Krebs, S. Smit
33、h, and A. Koenigstein. 2011. “Thermal Management on Small Gasoline Engines,” SAE Technical Paper 2011-01- 0314. doi: 10.4271/2011-01-0314. I-6. Presti, M., L. Pace, L. Poggio, and V. Rossi. 2013. “Cold Start Thermal Management with Electrically Heated Catalyst: A Way to Lower Fuel Consumption.” SAE
34、Technical Paper 2013-24-0158. doi: 10.4271/2013-24-0158. I-7. Leone, E. 1993. “Heat Management By Means Of Thermal Barriers Of Ceramic Fibers In Automotive Components And Systems.” SAE Technical Paper 931657. doi: 10.4271/931657. I-8. Winnard, D., G. Venkateswaran, and R. Barry. 1995. “Underhood The
35、rmal Management by Controlling Air Flow.” SAE Technical Paper 951013. doi: 10.4271/951013. I-9. Costa, E. 2003. “CFD Approach on Underhood Thermal Management of Passenger Cars and Trucks.” SAE Technical Paper 2003-01-3577. doi: 10.4271/2003-01-3577. I-10. Choi, S., W. Yu, J. Hull, Z. Zhang, and F. L
36、ockwood. 2001. “Nanofluids for Vehicle Thermal Management.” SAE Technical Paper 2001-01-1706. doi: 10.4271/2001-01-1706.1 11999-01-2240 Thermal Management Concepts for Higher-Efficiency Heavy Vehicles Martin W. Wambsganss Energy Technology Division Argonne National Laboratory Copyright 1999 Society
37、of Automotive Engineers, Inc. ABSTRACT Thermal management is a cross-cutting technology that directly or indirectly affects engine performance, fuel economy, safety and reliability, aerodynamics, driver/pas- senger comfort, materials selection, emissions, mainte- nance, and component life. This revi
38、ew paper provides an assessment of thermal management for large on- highway trucks, particularly as it impacts these features. Observations based on a review of the state of the art for thermal management for over-the-road trucks are high- lighted and commented on. Trends in the large truck industry
39、, pertinent engine/truck design and performance objectives, and the implications of these relative to ther- mal management are presented. Finally, new thermal management concepts for high-efficiency vehicles are described. INTRODUCTION The very large and growing number of on-highway trucks has a maj
40、or national impact on fuel usage and emissions production. Goals of the U.S. Department of Energys Office of Heavy Vehicle Technologies (OHVT) are to improve the fuel economy and reduce emissions of on- highway, heavy-duty diesel-powered trucks. To accom- plish these goals, DOE/OHVT and industry hav
41、e been focusing research and development efforts on the diesel engine and related fuels technology. There are also opportunities for improvements in truck thermal manage- ment, which will directly or indirectly lead to improved fuel economy and reduced emissions. However, the develop- ment of the th
42、ermal management system has generally not kept pace with engine development. The functions of a truck thermal management system are to provide cooling and temperature control, i.e., cooling of the engine, engine and transmission oils, charge air, electronics, fuel, and recirculated exhaust gas for e
43、mis- sions control; and control of underhood temperatures and cab climate. The thermal management system com- prises an assembly of components and heat transfer flu- ids, including heat exchangers, fan, coolant pump, compressor, sensors, actuators, and assorted piping and hoses. The heat transfer fl
44、uids include ambient air, cool- ant (water/ethylene-glycol solution), engine and transmis- sion oils, intake air, exhaust gas, fuel, and refrigerants. A flow circuit can be associated with each of the heat trans- fer fluids; either a fan, pump, or compressor is used to cir- culate or move the fluid
45、in that circuit. These components and fluids must work together to satisfy the vehicles heat rejection and temperature-control require- ments. Vehicle thermal management is a crosscutting technol- ogy because it directly or indirectly affects engine perfor- mance, fuel economy, safety and reliabilit
46、y, aerodynamics, driver/passenger comfort, materials selection, emissions, maintenance, and component life. It follows that an effective and responsive thermal man- agement system is critical to the design and operation of over-the-road trucks that are fuel-efficient and that meet increasingly strin
47、gent emissions standards. The purpose of this paper is to focus attention on thermal management for large trucks, particularly as it impacts fuel economy, emissions, and safety. In the following sections, observations from a review of the state of the art in over-the-road truck thermal management ar
48、e high- lighted and commented on. Trends in the large truck industry, pertinent engine/truck design and performance objectives, and the implications of these relative to ther- mal management, are presented. Finally, new thermal management concepts/needs for high-efficiency vehicles are described. CU
49、RRENT STATUS OF LARGE TRUCK THERMAL MANAGEMENT Observations derived from a review of the state of the art of large truck thermal management are important because they establish a baseline for developing system improvements, and they also reveal technical barriers to such improvements. Pertinent observations are high- lighted and briefly commented on, as they may influence the development and implementation of thermal manage-2 2 ment concepts and identify research needed to improve the thermal management system. System architecture has been little changed. The
