axle temperature control progress report
DESCRIPTION
Axle Temperature Control Progress Report. February 28, 2011. Team Members Lee Zimmerman Boun Sinvongsa Emery Frey Mike Erwin Industry Advisor Dave Ruuhela , Daimler Trucks North America Academic Advisor Lemmy Meekisho. Introduction. - PowerPoint PPT PresentationTRANSCRIPT
Axle Temperature Control Progress Report
Team MembersLee ZimmermanBoun Sinvongsa
Emery FreyMike Erwin
Industry AdvisorDave Ruuhela, Daimler Trucks North America
Academic Advisor Lemmy Meekisho
February 28, 2011
Introduction 2.25% of energy required to operate
a truck at a steady highway speed is lost in the drive train
Increasing the lubricant fluid temp reduces the energy loss
A 1% improvement in efficiency would save each truck $800 per year
Final PDS SummaryPerformance
Customer Requirement Metric Target Basis Verification Priority
DTNA Device is to achieve and maintain axle lube temperature Fluid Temp
65-80°C when Ambient is above 0°C and 50-65°C when Ambient
is as Low as -15°CCustomer Data Test High
End User Net Vehicle Efficiency Increase-ΔKW(Drivetrain
Loss)/ΔKW(Energy Consumption)
>0 Customer Data Comparison High
DTNA Uses existing sources of energy Y/N Yes Customer Data Comparison High
DTNA Device is to heat the axle lube at a specified rate Fluid Temp 2°C/min average minimum Customer Data Test High
Reliability and Quality
DTNA Device will not overheat axle lube Fluid Temp Max Lube Temperature of 120°C Customer Data Test High
Safety
DOT Device minimizes chance of igniting. Temperature / Spark 150 °C / None Department of
Transportation Test High
DTNA Device minimizes chance of oil spill Y/N Yes Customer
Feedback Analysis High
Cost of production per part (material and labor)
DTNA Device to be cost effective Rate of return < 2 years Customer Requirement Analysis High
Gantt Chart
External Search Toyota Prius exhaust gas exchanger PADI Inc. Insulation Jackets E.J. Bowman Heat Exchangers Wolverine Engine Oil Heaters
Internal Search Heat Exchanger
• Exhaust Gas or Engine Coolant Heat Sources
Electric Heater• Heating Element Inside Differential
Passive Insulation
Active Insulation• Insulation with a heat management solution
Design Evaluation1 2 3 2 1 3 2
Ramp-up Rate
Accurate ΔT
Net Efficiency Cost Weight Reliability Safety Total Weighted
Total
Coolant Heat Exchanger 3 3 4 2 1 1 1 15 31
Exhaust Heat Exchanger 4 4 4 1 2 2 2 19 38
Electric Heater 5 5 1 3 5 4 4 27 49
Passive Insulation 1 1 5 5 5 2 5 24 49
Active Insulation 5 5 4 2 3 4 4 27 54
Risk Evaluation
Design is highly dependant on assumptions and difficult to model. Testing of assumptions will be key.
Reliability and cost considerations make more complex designs less feasible
Progress on Detailed Design
To get a first approximation of insulation effectiveness, a simplified spherical model was used.
Calculations
Calculations
Controlled Cooling
If insulation works as well as expected the fluid would potentially overheat on hot days
The fluid temperature could be maintained in the specified range by controlling forced convection
Forced Convection Control A valve/flap mechanism would
provide temperature control with minimal power use.
Conclusion While the insulation is expected be
sufficient for warming the fluid, a cooling system will need to be designed
Future testing on an operating axle will provide information on the most effective locations for the cooling system and confirm the effectiveness of insulation
Questions?