scholarly journals Experimental and numerical analyses to improve the design of engine coolant pumps

2020 ◽  
Vol 197 ◽  
pp. 06017
Author(s):  
Luigi Mariani ◽  
Marco Di Bartolomeo ◽  
Davide Di Battista ◽  
Roberto Cipollone ◽  
Fabrizio Fremondi ◽  
...  
Keyword(s):  
Dynamic Test ◽  
Time Instant ◽  
Pump Efficiency ◽  
Drive Cycle ◽  
Coolant Pump ◽  
Pump Speed ◽  
Engine Cooling ◽  
Speed Flow ◽  
Engine Coolant ◽  
Operating Points

In this paper, an experimentally based procedure is presented to re-orient the design point of the pump in order to minimize the energy absorbed during the homologation cycle or during any real driving one. During it, in fact, every benefit on the pump’s efficiency is appreciated and produces fuel consumption and CO2 reduction. The procedure takes the advantage from a dynamic test bench for coolant pump, realized and engineered at University of L’Aquila. It has been linked to a model-based methodology, which evaluates, according to a specified vehicle’s mission profile, the speed and load variation of the engine propelling the vehicle, and, therefore, the pump speed. The knowledge of the engine cooling circuit for closed and fully opened thermostat allows the calculation of the flow rates and pressure delivered in each time instant of the drive cycle. The speed-flow rate-pressure delivered pump profile has been reproduced on the bench, and all the relevant quantities have been measured: an exact evaluation of the scatter of the efficiency of the pump, the instantaneous power and the overall energy absorbed have been obtained. Results show how the pump efficiency is far from its Best Efficiency Point. This conclusion invited the Authors to reorient the design pump considering an operating condition, which has a greater occurrence among all the operating points characteristic of a drive cycle. Four pumps have been designed following this approach, showing a sensible reduction of the energy absorbed: this represents a key point also for pump electrification.

scholarly journals Пути совершенствования системы охлаждения двигателей легковых автомобилей

2020 ◽  
Author(s):  
V.P. Dmitrenko ◽  
I.M. Sotskaya ◽  
R.D. Adakin
Keyword(s):  
Heat Exchanger ◽  
Heat Accumulator ◽  
Coolant Pump ◽  
Automobile Engine ◽  
Warm Up ◽  
Engine Cooling ◽  
Toxic Gases ◽  
Environment Temperature ◽  
Engine Coolant ◽  
Cooling Cavity

Пуск автомобильного двигателя сопровождается интенсивным выбросом токсичных газов, особенно углеводородов и моноксидов углерода. Чем ниже температура окружающего воздуха, тем больше при прогреве холодного двигателя выбрасывается в атмосферу этих газов. Для сокращения времени прогрева двигателя после пуска рекомендуется на все автомобили устанавливать предпусковые подогреватели и аккумуляторы тепла. Для более эффективного прогрева двигателя в поддон необходимо установить теплообменник для подогрева масла. Турбокомпрессор должен иметь полость охлаждения корпуса подшипников, насос охлаждающей жидкости двигателя должен быть с электроприводом и с регулируемой частотой вращения. При предпусковом прогреве двигателя подогревателем этот насос при неработающем двигателе будет прокачивать горячую жидкость из теплообменника подогревателя через полость охлаждения двигателя, теплообменник масла в поддоне, полость охлаждения в корпусе подшипников турбокомпрессора. Горячие газы из камеры сгорания подогревателя необходимо использовать для подогрева нейтрализатора отработавших газов. Аккумулятор тепла целесообразно использовать в случае работы автомобиля с периодическими остановками, например, в режиме такси или при перевозке грузов. В этом случае перед пуском двигателя насос за несколько секунд перекачает горячую жидкость из аккумулятора в перечисленные выше полости и сократит время прогрева двигателя после пуска. Эти мероприятия позволят существенно сократить выбросы в атмосферу токсичных газов и повысить надёжность двигателей.Starting of an automobile engine is accompanied by an intense release of toxic gases especially hydrocarbons and carbon monoxides. The lower the environment temperature the more these gases are emitted when the cold engine warms up. To reduce the engine warm-up time after starting it is recommended to install preproduction heater and heat accumulators on all vehicles. For more efficient warming up of the engine it is necessary to install a heat exchanger in the oil pan to heat the oil. The turbocharger must have a cooling cavity for the bearing block, the engine coolant pump must have an electric driver and with an adjustable speed. When the engine is preheated by the heater, this pump when the engine is off will pump hot liquid from the heater heat exchanger through the engine cooling cavity, the oil heat exchanger in the pan and the cooling cavity in the turbocharger bearing block. Hot gases from the combustion chamber of the heater must be used to heat the exhaust gases catalyst. It is advisable to use the heat accumulator in case of operation of the vehicle with periodic stoppings for example in taxi mode or during transport of goods. In this case before starting the engine in a few seconds the pump pumps hot liquid from the accumulator into the cavities listed above and reduces the time of warming up the engine after starting. These measures will significantly reduce the emission of toxic gases into the atmosphere and increase the reliability of engines.

Paper 15: Recent Research and Development in Truck Engine Cooling

1969 ◽  
Vol 184 (1) ◽  
pp. 117-124 ◽  
Author(s):  
S. R. G. Taylor
Keyword(s):  
Coolant Temperature ◽  
Analytical Prediction ◽  
Cooling Performance ◽  
Pump Speed ◽  
Power Characteristics ◽  
Engine Cooling ◽  
System Pressure ◽  
Component Design ◽  
Additional Resistance ◽  
Water Pumps

To improve economically the cooling performance of trucks an analytical approach was used to assist development. The component tests undertaken included the complete net pressure and power characteristics of two engine water pumps and four engine fans, the heat transfer and pressure drop performances over appropriate flow ranges of some 14 radiators, the additional resistance to air flow offered by two noise shields, and studies of the effects of pump speed, coolant temperature, system pressure, thermostat resistance, and by-pass resistance on radiator water flow with three different engines. The apparatus and methods used for each type of test are outlined. Using the above and other existing data, cooling performance was predicted for some 80 different configurations and conditions, and fan power consumption was predicted for several of these. These results enabled component design and manufacturing problems to be identified and the selection of the most promising configurations for actual development testing. The agreement between the predicted and actual cooling performances is discussed. The use of computer programmes in component testing and analytical prediction is mentioned, and various possible developments in future cooling systems of still higher performance are discussed.

Optimal Pump Speed Control in a Chilled Water System

2007 ◽  
Author(s):  
Bin Zheng ◽  
Mingsheng Liu
Keyword(s):  
Water System ◽  
Pump Energy ◽  
Control Valve ◽  
Speed Control ◽  
Differential Pressure ◽  
Pump Efficiency ◽  
Pump Speed ◽  
Chilled Water ◽  
Pump Head ◽  
Chilled Water System

Traditionally, chilled water pump speed is modulated to maintain the water loop differential pressure set point and the control valve at the air handling unit (AHU) is modulated to maintain the supply air temperature. This paper introduces a new VFD pump speed control algorithm, optimal pump head control strategy. The algorithm focuses on minimizing the water loop differential pressure in order to reduce the overall pump energy consumption. The new algorithm is implemented in a real chilled water system. The pump power consumption is compared between the traditional algorithm and new algorithm. The implementing result demonstrates that the new algorithm results in improved pump efficiency, reduced pump head and pump speed and remarkable energy savings.

scholarly journals Increasing accuracy and repeatability of fuel consumption measurement in chassis dynamometer testing

2009 ◽  
Vol 223 (9) ◽  
pp. 1163-1177 ◽  
Author(s):  
C J Brace ◽  
R Burke ◽  
J Moffa
Keyword(s):  
Fuel Consumption ◽  
Control Measure ◽  
Standard Condition ◽  
Chassis Dynamometer ◽  
Test Rig ◽  
Drive Cycle ◽  
Engine Cooling ◽  
Set Up ◽  
Battery Discharge ◽  
Accuracy And Repeatability

The aim of this paper is to identify and investigate the effect of small changes in test conditions when quantifying fuel consumption. Twelve test set-up variables were identified and intentionally perturbed from a standard condition, including the effect of removing the power-assisted steering pump. Initially a design-of-experiments (DoE) approach was adopted and the results showed that most of the tested parameters had significant effects on fuel consumption. Most of these effects were greater than the effect of typical technology changes assessed on chassis dynamometer facilities. For example, an increase of 8.7 per cent in fuel consumption was observed following a 90min battery discharge from vehicle headlamps. Similarly an increase of 5.5 per cent was observed when the rig was run 3km/h faster over a drive cycle, and 2.6 per cent when using tyres deflated by 0.5 bar. As a consequence, statistical tolerancing was used to suggest typical tolerances for test rig set-up variables. For example it was recommended that the tyre pressure be controlled to within 0.1 bar and the test rig speed to 0.3km/h. Further investigations were conducted into the effect of battery discharge, coast-down time, and engine cooling. These highlighted the need for rigorous battery charge management as the battery voltage was found not to be an appropriate measure of the variation in the alternator loading. Coast-down time was found to be a good control measure for a number of set-up variables affecting the rolling resistance of the vehicle. Finally the variations in the engine cooling were quantified using a cumulative engine temperature over a drive cycle. This was found to correlate well with fuel consumption. For each of these subsequent investigations, results were compared with the DoE predictions and found to agree well when considering the relatively low number of tests compared with the number of factors.

scholarly journals THE RESEARCH OF THE WORK OF THE HEAT ACCUMULATOR OF THE PRE-STARTING SYSTEM OF WORMING UP OF THE INTERNAL COMBUSTION ENGINE

2020 ◽  
Vol 42 (3) ◽  
pp. 76-83
Author(s):  
K. Lunyaka ◽  
O. Kliuiev ◽  
S. Rusanov ◽  
O. Kliuieva
Keyword(s):  
Heat Transfer ◽  
Heat Storage ◽  
Cooling System ◽  
Storage Material ◽  
Heat Accumulator ◽  
Operating Modes ◽  
Engine Cooling ◽  
Cooling Agent ◽  
Heat Storage Material ◽  
Engine Coolant

Problem statement. Starting internal combustion engines for a large car fleet at ambient temperature of less than 5 ºС requires considerable time; it leads to increased wear of the components of the connected engine pairs, increased fuel consumption during start-up and warm-up and increased emissions of harmful substances into the atmosphere with exhaust fumes. Therefore, prestart warming up   of car engines is given great attention. Actual scientific researches and issues analysis Recently, this problem has been solved by using heat accumulators, moreover, heat accumulators with heat storage material of a phase transition are given preference. The engine exhaust gases (temperature 600-700 ºС) or the engine cooling liquid (water,                 tosol cooling agent) are used as a heat transfer agent. Given the negative impact of high temperatures on the heat storage material, the metal of the heat storage structure and overheating (boiling) of the engine coolant, the first way has certain disadvantages. In this regard, we consider it more promising to use a liquid cooling engine as a coolant for a heat accumulator. High temperatures have no positive affect on the heat storage material, the metal of the heat storage structure and these are a cause for boiling a coolant –cooler of the engine. In this regard, we consider more promising to use a cooling fluid of the heat accumulator as a heat transfer agent. The aim of this work is to develop a new design of a heat accumulator for pre-starting warming up of a car engine, to make the experimental installation to research its work and conducting researches in order to find the time of charging and discharging of the heat accumulator, to construct operating modes during charging and discharging, to determine the necessary mass of the heat-accumulating material and the battery size. Base material The experimental installation was a closed system: the heat accumulator — a passage of the VAZ 2109 car engine cooling system. Taking into account the work peculiarities of the heat accumulator in the cooling system of the car engine, unlike other areas where all mass of the heat storage material constantly is in contact with the substance which the heat storage material giving up heat, in our case, the engine cooling liquid is located in the heat accumulator and in the cooling jacket. They mixes before starting the engine, while its temperature decreases. The time of charging and staying of the heat accumulator in the charged state has been determined, the operating modes during charging and discharging have been constructed, the necessary mass of the heat-accumulating material and the battery size has been determined.  Conclusions The experimental model of the heat accumulator of the pre-starting system of worming up of the engine of the car has been developed. This experimental model is included in a closed circuit with engine cooling system. On the model the researches of charging and discharging process of the heat accumulator have been conducted. The required time for these processes has been determined and on this basis the modes of operation of the heat accumulator - engine cooling system have been constructed. The temperatures of tosol cooling agent in the cooling system were calculated and it allowed finding mass (volume) of heat storage material of the heat accumulator and it served as the basis for determining the size of the heat accumulator. Establishment of a computerized control system on/off control of the heat accumulator in order to maintain the desired temperature of the engine coolant liquid using of heat storage material of phase transition and controlling this system using supplements to phones.

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