integrated vehicle thermal management – combining fluid loops
TRANSCRIPT
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NREL is a national laboratory of the U.S. Department of Energy, Office of Energy Efficiency and Renewable Energy, operated by the Alliance for Sustainable Energy, LLC.
Integrated Vehicle Thermal Management – Combining Fluid Loops in Electric Drive Vehicles
John P. Rugh National Renewable Energy Laboratory May 15, 2012
Project ID: VSS046
This presentation does not contain any proprietary, confidential, or otherwise restricted information.
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Overview
Project Start Date: FY11 Project End Date: FY14 Percent Complete: 35%
• Cost – cooling loop components • Life – thermal effects on energy
storage system (ESS) and advanced power electronics and electric motors (APEEM)
• Weight – additional cooling loops in electric drive vehicles (EDVs) Total Project Funding: $ 750 K*
Funding Received in FY11: $ 375 K* Funding for FY12: $ 375 K*
Timeline
Budget
Barriers
• Interactions/collaborations – “Detroit 3” OEM – Visteon Corp. – Magna Steyr
• Project lead: NREL
Partners
* Shared funding between VTP programs: VSST, APEEM, ESS
CRADA is in approval process
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Vehicle Systems
Lee Slezak David Anderson
Energy Storage
Tien Duong Brian Cunningham
Peter Faguy
Power Electronics & Electric Motors
Susan Rogers Steven Boyd
Overview – Collaboration Between Vehicle Technology Programs
Hybrid Electric Systems Dave Howell – Team Lead
Electric range and fuel consumption
APEEM temperatures
Battery temperature and life
Photo Credit: John Rugh, NREL
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• Plug-in hybrid electric vehicles (PHEVs) and electric vehicles (EVs) have increased vehicle thermal management complexity – Separate coolant loop for APEEM – Thermal requirements for ESS
• Additional thermal components result in higher costs • Multiple cooling loops lead to reduced range due to
– Increased weight – Energy required to meet thermal requirements
• Since thermal management crosses multiple groups at automobile manufacturers, cross-cutting system designs are challenging
Relevance – The PHEV/EV Thermal Challenge
Photo Credit: Mike Simpson, NREL
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Relevance/Objective
Objective
• Collaborate with industry partners to research the synergistic benefits of combining thermal management systems in vehicles with electric powertrains
Targets
• Improve vehicle performance and reduced cost from the synergistic benefits of combining thermal management systems
• Reduce volume and weight • Reduce APEEM coolant loop temperature (less than 105°
C) without requiring a dedicated system
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Approach – Overall • Build a 1-D thermal model (using KULI software)
– APEEM, energy storage, engine, transmission, and passenger compartment thermal management systems
– Identify the synergistic benefits from combining the systems
– Perform a detailed performance assessment with production-feasible component data
• Conduct bench tests to verify performance and identify viable hardware solutions
• Collaborate with automotive manufacturers and suppliers on a vehicle-level project
• Solve vehicle-level heat transfer problems, which will enable acceptance of vehicles with electric powertrains
Photo Credit: Charlie King, NRELc
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Approach FY12 – Go/No-Go
Go/No-Go Decision Point: Challenges / Barriers:
Based on the outcome of analysis of the thermal management system concepts, assess if building a benchtop system is justified or if further analysis is needed • Integration of requirements and coordination of the diverse groups that
have thermal management activities at the automotive OEMs and DOE • Meeting the heat load requirements of the APEEM components, battery,
engine, and passenger compartment with a thermal management system that is less costly and complex
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• Leverage existing DOE projects – Vehicle cost/performance model – Lumped parameter motor thermal model – Battery life model FASTSim = Future Automotive System Technology Simulator
Approach – Analysis Flow Chart
FASTSim – Vehicle Cost/Performance
Model
ESS Waste Heat
APEEM Waste Heat Motor Waste Heat
Inverter Waste Heat
KULI Thermal Model
Power Demand of Vehicle Thermal Systems
Battery Life Model
Range Cost
Temperatures
Battery Life
Lee Slezak, David Anderson Vehicle Systems
Brian Cunningham Energy Storage
Susan Rogers Power Electronics
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• Thermal component and system information – Visteon Corp. (Tier 1 HVAC component supplier) – Drawings – Thermal and flow component data – System data
• Built components in KULI – Used geometry, heat transfer, pressure drop, etc. – Verified component functioning as expected
• Developed A/C, cabin thermal, and APEEM cooling loop models – Connected components – Compared to test data
March 2011 – Solid Foundation for March 2011 - March 2012 Research
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• Improved electric motor model • Added inverter model • Updated FASTSim model (heat generated for ESS
and APEEM components) • Improved A/C compressor control • Adjusted heat exchanger air-side positions to
more closely match current EVs • Developed hot and cold design cases
Improvements to Models
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ESS Cooling Loop Model Battery Jacket Cooled by a Chiller (WEG to Refrigerant Heat Exchanger) or a Radiator
WEG = water-ethylene glycol
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A/C System Model Added Chiller Branch for ESS Cooling Loop
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Baseline A/C, Cabin, ESS, and APEEM Cooling Loops Liquid Circuits Combined into a Single Simulation
Heat Load, Cabin, and A/C
APEEM
ESS
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Baseline A/C, Cabin, ESS, and APEEM Cooling Loops Air Side – Low Temperature Radiators Behind Condenser
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• 24 kWh EV • Environment
– 43°C,
35ÁC, 30
ÁC, 25
ÁC
– 25% relative humidity
• 0% recirc • US06 drive cycle • Cooldown simulation
from a hot soak • ESS – cooling loop with
chiller & low temperature radiator
• Waste heat load from FASTSim simulations
Baseline EV Thermal Management System EV Test Case at Four Ambient Temperatures
Photo Credit: John Rugh, NREL
0
1
2
3
4
5
6
0 100 200 300 400 500 600
Gen
erat
ed H
eat (
kW)
Time from start of cooldown (sec)
BatteryInverterMotor
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Baseline System At Higher Ambient Temperatures, Cabin is still Warm after 10 min.
Reasonable cooldown profiles
Photo Credit: Charlie King, NREL
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Baseline System Battery Cells Cool Quickly with the Chiller
Control temperature for cells (between 15°C and 35°C)*
* National Renewable Energy Laboratory Strategic Initiative Working Group Report: Thermal Model of Gen 2 Toyota Prius, Kandler Smith, Ahnvu Le, Larry Chaney.
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Baseline System Battery Cells Cool Quickly with the Chiller
With radiator, battery temperature increases Control temperature for cells
(between 15°C and 35°C)*
* National Renewable Energy Laboratory Strategic Initiative Working Group Report: Thermal Model of Gen 2 Toyota Prius, Kandler Smith, Ahnvu Le, Larry Chaney.
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0
1
2
3
4
5
6
7
0 100 200 300 400 500 600
Hea
t Tra
nsfe
r (k
W)
Time from start of cooldown (sec)
EvaporatorChiller
35ϲ
C Ambient – Cabin and ESS Cooling Initially Less Than 50% of the A/C System Capacity is Going to the Cabin
Evaporator
Chiller
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35ϲ
C Ambient – Cabin and ESS Temperatures Tradeoff between Battery Cooling and Thermal Comfort
Cabin Air
Battery Cells
Occupants likely uncomfortable
Desired cell temperature quickly attained
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Baseline System Electric Motor Temperatures
Motor is at elevated temperature, but within the 130°C limit*
* J. Lindström, “Thermal Model of a Permanent-Magnet Motor for a Hybrid Electric Vehicle,” Chalmers University of Technology, Gotebörg, Sweden, 1999
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Baseline System APEEM Fluid Temperatures – Critical to Inverter Maximum Temperature
Temperatures reasonable compared to design guideline (<70°C maximum inlet temperature desired)*
* “Electrical and Electronics Technical Team Roadmap.” [Online]. Available: http://www1.eere.energy.gov/vehiclesandfuels/pdfs/program/ eett_roadmap_12-7-10.pdf. [Accessed: 11-Oct-2011].
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Baseline System VTM Power including Compressor, Fans, Blowers, Pumps
Power drops off when battery cell temperature reaches control level
Hotter ambient temperatures require more power
Photo Credit: John Rugh, NREL
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Baseline System VTM Power including Compressor, Fans, Blowers, Pumps
Power drops off when battery cell temperature reaches control level
Less power required with radiator cooling of the battery
A/C evaporator antifreeze control limits A/C compressor power
Hotter ambient temperatures require more power
Photo Credit: John Rugh, NREL
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• Davis Dam drive cycle – Acceleration, then constant 55
mph up a constant 5% grade
• 24 kWh EV • Environment
– 43°C
– 25% relative humidity – 850 W/m2
• Cooldown simulation from a hot soak
• ESS – cooling loop with chiller
• Waste heat load from FASTSim simulations
Baseline EV Thermal Management System EV at Davis Dam – Exploring the Hot Design Limits
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Baseline System - Davis Dam In extreme conditions, APEEM components within thermal limits
Ambient Temperature = 43°C
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• Bemidji drive cycle – UDDS
• 24 kWh EV • Environment
– -18°C
– 25% relative humidity – No solar load
• Warm-up simulation from a cold soak
• Waste heat load from FASTSim simulations
Baseline EV Thermal Management System EV at Bemidji – Exploring the Cold Design Limits
Photo Credit: Mike Simpson, NREL
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• Visteon Corp. – Data – Engineering support
• “Detroit 3” OEM – CRADA is in approval process • Magna Steyr
– KULI software – Engineering support
• VTP Tasks – Vehicle Systems – Energy Storage – Advanced Power Electronics and Electric Motors
Collaboration
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• Using the KULI model, analyze concepts for combining cooling loops – Assess benefits
o Maximum temperatures o Battery life o Cost o Range
– Add new components – Improve model as required
• Based on the analysis results, select, build, and evaluate prototype systems in a lab bench test to demonstrate the benefits of an integrated thermal management system
• Lead a vehicle-level project to test and validate combined cooling loop strategies
Future Work
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• DOE Mission Support – Combining cooling systems in EDVs may reduce costs and
improve performance, which would accelerate consumer acceptance, increase EDV usage, and reduce petroleum consumption
• Overall Approach – Build a thermal 1-D model (using KULI software)
o APEEM, energy storage, engine, transmission, and passenger compartment thermal management systems
o Identify the synergistic benefits from combining the systems – Select the most promising combined thermal management
system concepts and perform a detailed performance assessment and bench top tests
– Solve vehicle-level heat transfer problems, which will enable acceptance of vehicles with electric powertrains
Summary
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• Technical Accomplishments – Developed a modeling process to assess synergistic benefits of combining
cooling loops – Improved A/C, cabin, APEEM cooling loop KULI models and built ESS cooling
loop KULI models – Assembled the KULI models into a baseline simulation of a Nissan Leaf-sized EV
o Produced reasonable component and fluid temperatures
– Assessment of combined cooling loop concepts underway
• Collaborations – Collaborating closely with OEM, Visteon Corp. and Magna Steyr – Leveraging previous DOE research
o Battery life model o Vehicle cost/performance model o Lumped parameter motor thermal model
– Co-funding by three VTP tasks demonstrates cross-cutting
Summary (cont.)
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Special thanks to: David Anderson Steven Boyd Brian Cunningham David Howell Susan Rogers Lee Slezak Vehicle Technologies Program
For more information: Task Leader and PI: John P. Rugh National Renewable Energy Laboratory [email protected] 303-275-4413
Acknowledgements, Contacts, and Team Members
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NREL Team: Kevin Bennion Aaron Brooker Laurie Ramoth Kandler Smith