Steady State and Transient Simulation of R744 HVAC ... · Steady State and Transient Simulation of...
Transcript of Steady State and Transient Simulation of R744 HVAC ... · Steady State and Transient Simulation of...
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Steady State and Transient Simulation of R744 HVAC-
Systems and its Application on Hybrid Vehicles
J. Hager 1) – G. Lang 2) – R. Rieberer 3)
1) MAGNA POWERTRAIN - Engineering Center Steyr, St. Valentin, Austria2) Kompetenzzentrum – Das virtuelle Fahrzeug Forschungsgesellschaft, Graz, Austria
3) Graz University of Technology, Institute of Thermal Engineering, Graz, Austria
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Outline
hIntroductionhSteady State OperationhTransient Operating ConditionshSimulation Set Up for Vehicle Air ConditioninghHybrid Vehicle Simulation ResultshSummary
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Outline
hIntroductionhSteady State OperationhTransient Operating ConditionshSimulation Set Up for Vehicle Air ConditioninghHybrid Vehicle Simulation ResultshSummary
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Driving Cycles
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120
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Velo
city
[km
/h]
0
2040
6080
100120
140
Velo
city
[km
/h]
020406080
100120140
0 200 400 600 800 1000 1200Time [s]
Velo
city
[km
/h]
NEDC
SC03
Pull Down
Acceleration 0,53 m/s²~ 150 RPM/s
Acceleration 0,50 m/s²~ 140 RPM/s
Acceleration 0 m/s²0 RPM/s
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Outline
hIntroductionhSteady State OperationhTransient Operating ConditionshSimulation Set Up for Vehicle Air ConditioninghHybrid Vehicle Simulation ResultshSummary
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Climatic Chamber Test Stand
Air temperature range -20 … +40 °CRelative humidity 20 … 80 %
Flow wind tunnel 1: 60 … 500 m³/hFlow wind tunnel 2: 600 … 4000 m³/h
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Evaporator Capacity and COP
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400 600 800 1000 1200 1400Speed / 1/min
Cap
acity
/ kW
560 kg/h300 kg/h
t_amb =25°Cx_amb = 13 g/kgmf_A_EHX = 2000 kg/h
Error Bars: 5%
0.0
0.5
1.0
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2.0
2.5
3.0
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4.0
400 600 800 1000 1200 1400
Speed / 1/min
CO
P
560 kg/h300 kg/h
t_amb =25°Cx_amb = 13 g/kgmf_A_EHX = 2000 kg/h
Error Bars: 5%
Steady stateevaporator capacitymeasured and simulated
Steady stateCOP
measured and simulated
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Outline
hIntroductionhSteady State OperationhTransient Operating ConditionshSimulation Set Up for Vehicle Air ConditioninghHybrid Vehicle Simulation ResultshSummary
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Start-up Measurement
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0 20 40 60 80 100 120 140 160 180
Time [s]
Enth
alpy
[kJ/
kg]
h-Compr-out h-Compr-inh-GC-in h-GC-outh-SLHX-hp-out h-SLHX-lp-in
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0 20 40 60 80 100 120 140 160 180
Time [s]
Pres
sure
[bar
]
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1000
1200
Com
pr S
peed
[RPM
]
p-compr-hp p-compr-lpn-compr-measured
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Influence of Thermal Capcities
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1501.
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1.6
2.0
1.8
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260 310 360 410 460 510 560Enthalpy [kJ/kg]
Pres
sure
[bar
]
Compressor
Gas CoolerSLHX
SLHXEvaporator
Thermal Capacities
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Start-up Simulation of Gas Cooler
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Time [s]
Cap
acity
, Pow
er [k
W] P-compr-measured
Q-GC-measuredP-compr-quasiQ-GC-quasiP-compr-massQ-GC-mass
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Start-up Simulation of Evaporator
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0 20 40 60 80 100 120 140 160 180
Time [s]
Cap
acity
, Pow
er [k
W] P-compr-measured
Q-evap-measuredP-compr-quasiQ-evap-quasiP-compr-massQ-evap-mass
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Start-up – Simulation Evaporator Air Out Temperature
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Time [s]
Tem
pera
ture
[°C
]
T-evap-air-out-measuredT-evap-air-out-quasiT-evap-air-out-airMassT-evap-air-out-mass
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Comparison Measurement Quasi Steady State Simulation
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Air Side Temperatures Evaporator
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Time [s]
Tem
pera
ture
[°C
] T-evap-air-out-measured T-evap-air-out-quasi
T-evap-air-out-mass T-evap-air-in
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Outline
hIntroductionhSteady State OperationhTransient Operating ConditionshSimulation Set Up for Vehicle Air ConditioninghHybrid Vehicle Simulation ResultshSummary
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Simulation Environment Hybrid Vehicle
KULI CRUISE
Drivervr va
Va ... Actual Velocity
nE ... Engine SpeedGear
PFriction, PConsumer
Water Pump, Oil Pump,
PTC, A/C Compressor, Fans
nE, BMEP, va
va
Fuel Consumption
EmissionsCabin Temperature
Load Signal
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0 5 10 15 20 25 30 35 40 45Time [min]
Tem
pera
ture
[°C
]
-20°C
-7°C
0°C
KULIKULI CRUISECRUISE
Drivervr va
Va ... Actual Velocity
nE ... Engine SpeedGear
PFriction, PConsumer
Water Pump, Oil Pump,
PTC, A/C Compressor, Fans
nE, BMEP, va
va
Fuel Consumption
EmissionsCabin Temperature
Load Signal
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-10
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0 5 10 15 20 25 30 35 40 45Time [min]
Tem
pera
ture
[°C
]
-20°C
-7°C
0°C
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Simulation Model
HVAC Module Passenger Compartment
Engine
Engine Cooling
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Simulation Model – Fluid CircuitsInfluence of Compressor Driving Power on Engine
Operating Point
Refrigerant Circuit
Influence of Compressor Driving Power on EngineOperating Point
Refrigerant Circuit
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Air Conditioning of Hybrid Vehicle
hStart / stop driving conditionshElectrical driven compressorhAir conditioning comfort equal or better
compared to conventional vehiclehR744 circuit with cooling and heating mode
(heat pump)hOptimization of fuel consumption for air
conditioning
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Vehicle DataFront wheel driven passenger carVehicle mass = 1467 kg
Conventional HybridCombustion engine 4 cylinder diesel
supercharged3 cylinder diesel supercharged
Displacement [l] 2 1.2
Power ICE [kW] 80 57
Electric motor [kW] - 10
Generator [kW] - 10
Storage capacity [kWh] - 3.36
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Outline
hIntroductionhSteady State OperationhTransient Operating ConditionshSimulation Set Up for Vehicle Air ConditioninghHybrid Vehicle Simulation ResultshSummary
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Fuel Consumption
Fuel Consumption / NEDC (26°C)compared to Baseline Vehicle w/o AC
-20
-10
0
10
20
Baseline w/ AC Hybrid w/ AC Hybrid w/o AC% c
hang
e
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Accumulated Fuel Consumption NEDC
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0 5 10 15 20Time [min]
acc.
Fue
l Mas
s [g
] Basis w/o AC
Basisfahrzeug + AC
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0 5 10 15 20
Time [min]
acc.
Fue
l Mas
s [g
] Hybrid w/ AC
Hybrid w/o AC
Hybrid Vehicle
ICE Vehicle
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Hybrid – State of Charge
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0 5 10 15 20
Time [min]
SO
C [%
]
Hybrid Basis
Hybrid w/ AC
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Outline
hIntroductionhSteady State OperationhTransient Operating ConditionshSimulation Set Up for Vehicle Air ConditioninghHybrid Vehicle Simulation ResultshSummary
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SummaryhSteady state and transient operating
conditions were studied on an AC test standhTest results were used to verify numerical
simulation methodshFull transient simulation means a high effort
for numerical simulationhFor many operating conditions it is sufficient to
consider thermal capacitieshA co-simulation method was used to optimize
the fuel consumption of the AC of a hybrid vehicle