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Thermal management –
Hot on the trail of emissions reduction
Alex Morein
Michael Weiss
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Losses
Drive
Energy
Combustion energy
> 80% of energy lost
100%
?
Schaeffler Symposium 2014 Alex Morein 1
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Schaeffler Symposium 2014 Alex Morein 2
Usual suspects
Energy Requirements for Combined City/Highway Driving
US Dept. of Energy http://www.fueleconomy.gov/feg/atv.shtml
Engine Losses: 70% -72%
thermal such as radiator,
exhaust heat, etc. (60%-62%)
combustion/enrichment (3%)
friction (3%)
pumping (4%)
Parasitic Losses: 5% - 6%
Power to Wheels: 17% - 20%
Drive train Losses: 5% - 6%
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Thermal management: why now?
• Global regulations
• Downsizing
• High heat output components
• Downspeeding
• Increased cooling system flexibility
• Lean assembly
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Schaeffler Symposium 2014 Alex Morein 4
Shrinking ideal operation zone
Downsizing
Thermal Mass
Downsizing
Temperature
flexibility
Ideal Zone
Traditional
temperature
System
temperature limit
Nominal
temperature
Te
mpera
ture
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Schaeffler Symposium 2014 Alex Morein 5
Outdated thermostat
80
Oct. 1, 1934
Downsizing?
Flexibility?
X X
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Schaeffler Symposium 2014 Alex Morein 6
Schaeffler thermal management module
SOP
July 2011, Audi EA888 Gen.3
Function
Coolant control
Flow distribution
Advantages
shorter warm-up phase
increased thermal efficiency
CO2- and fuel consumption reduction
increased interior comfort
First on the market
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Schaeffler Symposium 2014 Alex Morein 7
video here
To block
To
radiator
Trans HX,
cabin return Radiator
return
Engine
oil HX
Block
return
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Schaeffler Symposium 2014 Alex Morein 8
Audi performance
Flexibility
Precision: +/-2°C
En
gin
e te
mp
era
ture
T in
°C
Ve
hic
le s
pe
ed
v in k
m/h
Time t s
2-4% CO2 Reduction
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Schaeffler Symposium 2014 Alex Morein 9
System flexibility
● Customizable
– Number ports
– Flow rates
– Diameters
Engine connection
Radiator feed
Interior heating
Bypass / EGR
Sensor & Drive
Commonized actuator components
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CAFE demonstration vehicle
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Base Engine
Zero-Flow
Zero-Flow + Oil Heating
Hot engine
Delta (fuel savings)
Warm-up
time
reduction
10%
Fu
el co
nsu
mp
tio
n in
hg
/h
Time t in s
Warm-up
time
reduction
30%
Test Point:
S. Grams, KIT
Comparing warm up strategies
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Schaeffler Symposium 2014 Alex Morein 12
Increasing cabin comfort
Time t in s
Pump pulsating
Seat
tem
pe
ratu
re T
in
°C
Pump on
Pump delayed 120s
Pump delayed 210s
70
60
50
40
30
20
10
0 100 300 400 500 600 800 700 200
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System simplification
Head
Radiator feed
Block
(Turbo)
Interior
Heating
Bypass
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1.0L Gasoline engine, split cooling
Main
Thermostat Split cooling
thermostat
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1.0L Gasoline engine, split cooling
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Engine performance test bench setup
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No thermal
management Zero flow Zero flow & oil heating
S. Grams, KIT
Exhaust valve bridge
Upper cylinder liner
Middle cylinder liner
Expectations
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Exhaust Valve Bridge
Engine Oil Temp.
Cylinder Liner-top end
Cylinder Liner-center
Valve angle Zero-Flow
Head open
Block open
Radiator Control
Va
lve
an
gle
Engine performance test results
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Exhaust temperature test results
• Higher exhaust gas temperature: faster catalytic converter light-off
300
320
340
360
380
400
420
440
0 100 200 300 400 500 600 700
Tem
per
atu
re T
in °
C
Time t in s
without TMM
with TMM
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Retrofit and measurement of a 1.6L I4
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130s
15°
Schaeffler Symposium 2014 Alex Morein 21
Meaurement results-1.6L I4
Base engine
Retrofit
Time t in s
xy
Te
mp
era
ture
T in
°C
Zero flow Rapid warmup Hot operation Flexibility
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Emission Benefit in NEDC (warm-up only)
Redu
ctio
n
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Solving the puzzle
• Cooling systems growing in complexity
• Higher level of vehicle integration, including powertrain
• Push for lean assembly efforts
• System-level solution required
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There is nothing more deceptive
than an obvious fact.
” ‟
Sherlock Holmes
per Sir Arthur Conan Doyle
1859-1930