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Training / Education
2015-03-12
Vehicle functional requirements, emission regulations, and thermal limits all have a direct impact on the design of a powertrain cooling airflow system. Given the expected increase in emission-related heat rejection, suppliers and vehicle manufacturers must work together as partners in the design, selection, and packaging of cooling system components. An understanding and appreciation of airflow integration issues and vehicle-level trade-offs that effect system performance are important to the team effort. The severe duty cycles, minimal ram air, and sometimes unconventional package layouts present unique challenges. The goal of this two-day seminar is to introduce engineers and managers to the basic principles of cooling airflow systems for commercial and off-road vehicles. Participants will learn about vehicle/product constraints, integration issues, cooling airflow, system resistance, fans, shrouds, radiators, coolers, estimating heat rejection, thermal accumulation, air recirculation, system performance, and underhood airflow.
Training / Education
2014-10-20
Vehicle functional requirements, diesel emission regulations, and subsystem thermal limits all have a direct impact on the design of a powertrain cooling airflow system. Severe duty cycles, minimal ram air, fouling, and sometimes unconventional package layouts present unique challenges to the designer. This web seminar introduces many airflow integration issues and vehicle-level trade-offs that effect system performance and drive the design. The goal of this six-session course is to introduce engineers and managers to the basic principles of diesel cooling airflow systems for commercial and off-road vehicles. Participants will learn about vehicle/product constraints, integration issues, cooling airflow, system resistance, fans, shrouds, radiators, coolers, estimating heat rejection, thermal recirculation, and overall system performance. Basic concepts will be reinforced with examples and a cooling performance calculation of a diesel cooling system. SAE Papers 2002-01-0256, 850281, 900001 and 740691 are included as references in the course materials.
Event
2014-10-09
Hybrid drive trains combine combustion engines and electric/hydraulic motors. Sophisticated energy management of both propulsion systems in the context of drive train and vehicle operation is required for maximum fuel efficiency and minimum CO2 emissions. This session discusses the latest developments in regard to energy management, optimization potential for combustion engine within electric/hydraulic drive trains and considers the impact on emissions, certification, and fuel consumption/CO2.
Event
2014-10-07
This session covers advanced technologies and analysis/design/testing techniques related to cooling system performance. It includes both system-level and component-level contents. Market conditions and government legislation are driving the demand for more power, better fuel economy and lower emissions. Simultaneously, the space available for arranging cooling systems is shrinking. These performance and emissions constraints emphasize the need for integrated engine/vehicle procedures or techniques for developing cooling systems and problem solving. This session is designed to examine the trends in cooling system design and implementation strategies to meet these new requirements.
Event
2014-10-07
This session covers advanced technologies and analysis/design/testing techniques related to cooling system performance. It includes both system-level and component-level contents. Market conditions and government legislation are driving the demand for more power, better fuel economy and lower emissions. Simultaneously, the space available for arranging cooling systems is shrinking. These performance and emissions constraints emphasize the need for integrated engine/vehicle procedures or techniques for developing cooling systems and problem solving. This session is designed to examine the trends in cooling system design and implementation strategies to meet these new requirements.
Technical Paper
2014-09-30
Jon Dickson, Matthew Ellis, Tony Rousseau, Jeff Smith
Fuel efficiency for tractor/trailer combinations continues to be a key area of focus for manufacturers and suppliers in the commercial vehicle industry. Improved fuel economy of vehicles in transit can be achieved through reductions in aerodynamic drag, tire rolling resistance, and driveline losses. Fuel economy can also be increased by improving the efficiency of the thermal to mechanical energy conversion of the engine. One specific approach to improving the thermal efficiency of the engine is to implement a waste heat recovery (WHR) system that captures engine exhaust heat and converts this heat into useful mechanical power through use of a power fluid turbine expander. Several heat exchangers are required for this Rankine-based WHR system to collect and reject the waste heat before and after the turbine expander. The WHR condenser, which is the heat rejection component this system, is an additional part of the front-end cooling module. Packaging this WHR condenser as part of the front-end cooling module can be an engineering challenge given the tight underhood environment where the current powertrain cooling components are already near system-capable thermal limits.
Technical Paper
2014-09-30
Lakshmaiah Brahmasani, Samson Solomon, Parvej khan
In any engine cooling system, de-aeration capability of the system plays a very critical to avoid over heating of an engine. In general, with recovery bottle engine cooling system there is one vent hose from radiator pressure cap to the recovery bottle and coolant in the bottle is exposed to atmospheric pressure. From this vent hose air bubbles will move to recovery bottle from the engine and radiator when pressure in the system exceeds pressure cap setting. With this arrangement, de-aeration from the engine will happen when thermostat opens only and till that time air bubbles will be in the engine only and in this time there will be chance of overheating at some critical conditions because of air pockets and infiltration of exhaust gases in to the engine water jacket. Also, secondly 100 % initial filling cannot be achieved. Thus there is a need for continuous de-aeration irrespective of the thermostat opening/closing position and also to reduce number of filling intervals. This paper reports on improvement of de-aeration by adding a secondary de-aeration circuit for an engine cooling system with recovery bottle for a single cylinder light commercial vehicle.
Technical Paper
2014-09-30
Minghui Ren, Ying Wan, Hongyu Zheng
Nowadays, more and more researchers are interested in improving the vehicle fuel economy. There are several means have been widely advocated, such as the use of pure electric vehicles and hybrid electric vehicles, the optimization of the transmission parameters, the popularization of AMT and CVT, and the lightweight of the whole automobile and the transmission system. For urban vehicles, how to improve the vehicle fuel economy with the assurance of the necessary acceleration performance, reliability and driving comfort is an issue which should be considered deeply. The hybrid electric vehicle combines the advantages of the traditional gas-powered vehicle and the pure electric vehicle. The specific energy and the power density of the HEV are high, so it has a longer mileage than the pure electric vehicle. On the other hand, the HEV remains the advantages of the pure electric vehicles, such as it is energy saving and has a low emission, especially improves the fuel economy of the vehicle.
Technical Paper
2014-09-30
Hiroyuki Ishizaka, Kazuo Tanaka PhD, Motoyasu Tanaka PhD, Yusuke Tanaka
First of all, for the purpose of minimizing hybrid heavy duty truck’s fuel consumption, the road’s gradient anticipatory algorithm for hybrid heavy duty truck has been developed. In addition, this algorithm is specifically aimed to design for highway drive. Thus, it is very unique algorithm for hybrid system ever. Aiming or focusing on the highway drive hybrid system is not common for passenger car. But considering heavy duty truck’s usage and its characteristic, highway drive is important rather than passenger car. This is because primary usage is on the highway, not city use. Therefore, hybrid heavy duty truck to reduce fuel consumption on the highway was needed to develop, when we started this project. The basic mechanism of this hybrid heavy duty truck is simple, which is almost same as passenger car supposes to do. But the notion is completely different. Source of regeneration energy is physical potential energy, which is generated by the difference between previous and current altitude on the highway, not deceleration energy.
Technical Paper
2014-09-30
Daofei Li, Lei Wang, Huanxiang Xu, Zhipeng Fan, Xiaoli Yu
Internal combustion engine (ICE) is currently still the major power unit of both passenger and commercial vehicles and will hopefully be the case for many decades more. In city driving cycles, vehicle suffers from many accelerations and decelerations, and the engine usually works in low efficiency conditions. Considering the relatively low engine efficiency and tremendous energy loss in the form of heat, recovering waste energy and optimizing engine working condition can hopefully improve the fuel economy of ICE based vehicles. With regenerative braking and also letting engine work in sweet spot zones, the widely researched hybrid electric engine is able to fulfill the tasks, while the drawbacks still lie in the high costs of hybrid electric powertrains. Using the compressed air to store regenerated and assistive energy, hybrid pneumatic engine has been proved to be a possible alternative of hybrid electric powertrain. During vehicle braking, the kinetic energy can be recovered to compressed air energy with engine compressor mode or by other compressors.
Technical Paper
2014-09-30
Michael P. Lammert, Jonathan Burton, Petr Sindler, Adam Duran
This research project compares laboratory-derived fuel economy of a medium-duty diesel powered hydraulic hybrid vehicle (HHV) drivetrain with “engine off at idle” capability to both a conventional diesel drivetrain and a conventional gasoline drivetrain in a typical commercial package delivery application. Vehicles in this study included a model year 2012 Freightliner P100H hybrid compared to a 2012 conventional gasoline P100 and a 2012 conventional diesel package step delivery van of similar specifications. Drive cycle analysis of 484 days of actual hybrid commercial operation was used to select three standardized laboratory drive cycles that would encompass and bracket the range of real world in-use data observed in Baltimore operations as well as create a custom representative cycle. The NYC Composite cycle, the CSHVC cycle, and the CARB HHDDT cycle as well as a custom Baltimore package delivery cycle were tested at the National Renewable Energy Laboratory’s (NREL) Renewable Fuels and Lubricants Laboratory (ReFUEL).
Technical Paper
2014-09-30
Manfei Bai, Gangfeng Tan, Wenying Wang, Hui Yan
To make full use of engine exhaust heat and further improve the utilization of the energy efficiency of the heavy truck, thermoelectric module is used to contribute to thermoelectric power generation, which is the most promising way of automobile waste heat recovery. The hot side temperature of the module varies with the engine operating condition because it is connected with the exhaust pipe. The cold side of the thermoelectric module is mainly cooled by engine cooling system. Increasing the temperature difference between the hot side and cold side of the thermoelectric module is the best way to improve the thermoelectric conversion efficiency. For the poor controllability of the hot side temperature of the thermoelectric module, this study puts forward by lowering the cold side temperature of the thermoelectric module so as to ensure the improvement of the thermoelectric conversion efficiency. The cooling circle for the cold side of the thermoelectric module which is independent of the engine cooling system is built.
Technical Paper
2014-09-30
Lisa Henriksson, Erik Dahl, Peter Gullberg, Arnaud Contet, Thomas Skare, Lennart Lofdahl
The cooling demand for heavy-duty trucks has increased in recent years, along with emission regulations and market requirements; and is likely to continue increasing. This is also a result of increased engine power due to longer vehicle combinations, together with additional heat sources, such as Exhaust Gas Recirculation (EGR), Charge Air Cooler (CAC) and Waste Heat Recovery (WHR). To be able to meet upcoming emission regulations and market requirements, additional systems will be required and a further increase in cooling demand will be seen. To fulfil the cooling demand, enlarged heat-exchangers, multiple heat-exchangers or a higher heat transfer efficiency is required. In cab-over-engine trucks, the front under-run protection, the cab floor and the main frame, limit the area available for heat-exchangers in the front part of the vehicle; together with the tipping function of the cab. This forces the vehicle manufacturers to evaluate other locations for the heat-exchangers. A common factor for most of these positions is that the incoming cooling airflow is not perpendicular to the heat-exchanger, as is the case for heat-exchangers mounted at the front.
Technical Paper
2014-09-30
Vishal Kale, Bharani Dharan Raju, Vikas Dhiman
To increase engine power, there are many factors like increase in bore diameter, stroke length, mean effective pressure etc. This project involves increase in engine power by increasing bore size and stroke length along with other required engine level design modifications. This project mainly focuses on addressing the cooling related issues by optimising the cooling jacket design and water pump flow parameters. This project involves up gradation of engine cooling system for increase in engine power by 7% due to increase in engine bore size by 3% and achieve better cooling than existing. Engine cooling requirements need to be upgraded to address increase in thermal loads because of reduction in cooling area between cylinder block and cylinder liner due to increase in bore size keeping engine block size fixed. Methodology used is cooling jacket optimization and water pump design modifications. In internal combustion engines, cooling system involves a complex geometry of water jackets. For such complex systems, CFD simulations can be executed in a short period of time and are relatively inexpensive.
Technical Paper
2014-09-30
Salvador Sermeno, Eric Bideaux, Tessa Morgan PhD, Duc Nguyen
Vehicle Thermal Management covers the engineering field of solutions that maintain the complete vehicle in acceptable operating conditions regarding component and fluid temperatures in an engine. The maximum efficiency rating of a Diesel engine reaches up to 45%; a vast amount of the energy produced is transformed into heat. This heat is partly rejected in the exhaust gases and partly transmitted to the engine cooling circuit. In order to regulate the coolant temperature to a set value the engine coolant circuit uses a number of actuators (Fan, pump, wax thermostat). By regulating the coolant temperature we can achieve proper operating conditions for the systems' components (engine, air compressor…). In order to improve the fuel efficiency of the vehicle one can reduce the losses generated by the cooling system. Ideally, the full motive force of the engine should be used for propulsion and new and more efficient energy sources have to be explored to power the secondary systems (cooling, compressed air…).
Technical Paper
2014-09-30
Lei Jin, Gangfeng Tan, Rui Nie
In order to fully utilize the engine exhaust waste heat and further improve the energy efficiency of the automobile, the Rankine Cycle is the most promising waste heat recovery method, which uses pressure difference raised by the phase transition of the working fluid to push turbine rotate and realize power output. In the Rankine Cycle, the performance of the evaporator is a key factor for the turbine output power. In this paper, the heat transfer characteristics for the cocurrent flow and countercurrent flow of the working fluid in the evaporator is analyzed based on the existing structure of the tube-fin type evaporator. First, the detailed design parameters of evaporator and the specific working condition of the Rankine Cycle is introduced, and the mathematical model for the cocurrent flow and countercurrent flow in the evaporator is obtained. Then, the exhaust heat transfer in the evaporator is estimated on the basis of the engine speed and torque characteristics in rated working conditions.
Technical Paper
2014-09-30
Peter Gullberg, Antoine Tavernier
Computational Fluid Dynamics (CFD) is today an important tool in the design process of fuel and energy efficient vehicles. Under-hood management is one of the fields where CFD has proven itself to be useful for cost-efficient development of products. Multiple Reference Frame (MRF) method is the most common used tool in the industry for modeling rotating parts. In previous papers, the modeling strategy with MRF has been documented for open fans and showed high capability to predict fan performances. One of the open points of this proposed method has been its applicability to closed fans (ring fans), as industry experience and discussions has indicated previous conclusions of open fans and MRF modeling may not apply across ranges of fan designs. This paper investigates the MRF method for a closed fan with U-shroud and analyzes several aspect of the modeling strategy. The finding of this paper is that MRF provides good fan performance predictions for closed fans. Sensitivity to the user-specification (MRF Domain) of the model and impact of the frozen rotor position are presented and documented.
Technical Paper
2014-09-30
Hongyu Wang, Lin Liu, Guanyu Zheng, Xiaohui liu, Xiumin zhao
Since hybrid bulldozers could use fewer fuels by providing new level of efficiency and producing fewer emissions at the same time. This was approved to be true when, in 2010, Caterpillar pushed her D7E into the market. In order to take advantages of the series hybrid bulldozer system, Chinese government launched, in the same year, a similar hybrid bulldozer with independent double motor design architecture. The Hybrid Bulldozer Power-Train system includes 14 units ranging from motor, motor control system, engine, super capacitor to BMS etc… This specific hybrid architecture, compared to D7E, gets rid of the complicated hydraulic steering system. Instead, the steering function was developed by those two traction motors, which further simplifies the overall power-train system. A Diesel engine is used to propel the attached generator to produce AC power which is then inverted to DC power connected with the main power link (super capacitor). DC power is finally converted back to AC to propel the two independent traction motors.
Training / Education
2014-09-25
Rapid advances have been made in the range of available designs and operational parameters as well as in the fundamental understanding of compact heat exchangers (CHEs). Since the majority of modern heat exchangers used for heating and cooling systems for vehicular applications are CHEs, keeping up to date with these advances is essential. This seminar will help you understand and be able to apply comprehensive information about the intricacies of CHE design, performance, operating problems and state-of-the-art-technology for car and truck applications.
Event
2014-09-24
DATES/TIMES SUBJECT TO CHANGE. PROGRAM WILL BE FINALIZED AFTER JULY 30.
Event
2014-09-24
DATES/TIMES SUBJECT TO CHANGE. PROGRAM WILL BE FINALIZED AFTER JULY 30.
Event
2014-09-22
The purpose of this session is to provide an update on global regulations on vehicle thermal management and HVAC systems.
Viewing 1 to 30 of 3984

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