I S O / T S 1 6 9 4 9 R E G I S T E R E D • I S O 1 4 0 0 1 R E G I S T E R E D • w w w . l i t e n s . c o m

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Model-Based Evaluation of Litens Thermal Management Technologies with GT-SUITE

October 5, 2016

Jason Zhengjason.zheng@litens.com

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Agenda

• Objective

• Litens Technology

• Model Overview

• Validation/Results

oNEDC

o FTP75

oReal World Cycle

oWLTC

• Conclusion

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November 21, 2016

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Objective

To develop engine thermal management analysis capability using GT-SUITE:

• Develop understanding of the heat transfer process in the vehicle thermal management system

• Calibrate, verify and validate the system model with measurements from instrumented vehicle

• Demonstrate and quantify benefits of Litens advanced thermal management strategies for both regulatory cycles and real-world drive cycles

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November 21, 2016

L i t e n s A u t o m o t i v e G r o u p | A l l R i g h t s R e s e r v e d | C o p y r i g h t © 2 0 1 6 | C o m m e r c i a l l y C o n f i d e n t i a l

Litens Technology – Switchable Water Pump

• Conventional Water Pump (CWP) – water pump is belt-driven by engine, with pump speed at a fixed ratio to engine speed

• Switchable Water Pump (SWP) – water pump output can be controlled based on the engine cooling need

oClutch mechanism to engage/disengage water pump from the engine

oCan achieve zero-flow, full flow (equivalent of CWP), and partial flow

oSignificant speed up of engine warm-up

oReduction in water pump parasitic loss

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November 21, 2016

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Vehicle/Engine Specifications

Vehicle Type C-Segment 5-Door Hatchback

Mass 1300 kg

Transmission 5-Speed Manual

Engine Type PFI NA SI Engine

Displacement 1796 cm3

Bore x Stroke 80.5 mm x 88.2 mm

Compression Ratio 10.5

Maximum Power and Torque 138 hp @ 6000 rpm129 lb-ft @ 4000 rpm

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November 21, 2016

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Model Overview

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November 21, 2016

Vehicle Speed Profile/Gear Shift Schedule

Vehicle TransmissionEngine -

Combustion

Underhood Engine – Heat Transfer

Coolant Circuit

Oil Circuit

Virtual Driver ECU

Model Predictions – T, P, FlowRate, etc.

Cabin

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Coolant Circuit Submodel

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November 21, 2016

Expansion Tank

Radiator

Thermostat

Oil Cooler

Engine

Water Pump

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Head Metal & Tstat Coolant Temperature - NEDC

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November 21, 2016

With Litens SWP:• Engine/coolant warmup are

much quicker• Operating metal temperature is

typically higher than CWP counterpart

Warm-up improvement

Warm-up improvement

Cyl

ind

er H

ead

M

etal

Tem

per

atu

reEn

gin

e C

oo

lan

t Te

mp

erat

ure

Time

Time

CWP

SWP

CWP

SWP

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CWP vs. SWP Temperature Differential - NEDC

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November 21, 2016

• Cylinder head temperature differentialo Maximum temperature

differential achieved during warm up phase

o Higher steady-state coolant temp. than baseline

o Temperature converges shortly after engaging CWP operation

Warm-up Phase

Stabilized Phase

CWPPhase

Time

Hea

d M

etal

Tem

p. D

iffe

ren

tial

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FMEP/WP Power Reduction

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November 21, 2016

FMEP

WP

Po

wer

C

on

sum

pti

on

SWPCWP

SWPCWP

Time

Time

• SWP leads to friction reduction through quicker engine warm-up

• SWP provides significant reduction in water pump power consumption

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FE Benefit – NEDC Cycle

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November 21, 2016

• Demonstrates fuel saving using SWP

• Majority of saving comes from phase 1, due to rapid engine warm-up

• SWP beneficial even in phase 2, due to less over-cooling

FE B

enef

it o

ver

CW

P (

%)

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FE Benefit – FTP75+HWY Cycle

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November 21, 2016

• Most of the FE benefit occurs during phase 1 and 2 of the cycle

• Some FE improvement during HWY phase

Phase Average Cycle Average

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Real-World Drive Cycle

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November 21, 2016

• 23.7km – 15.3km City, 8.4km Highway• Mild traffic, early afternoon• ~25°C ambient temperature

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Coolant & Oil Temperature – Real World Cycle

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November 21, 2016

• Vehicle test under SWP operation

• Model matches test data well in general

• Engine warm-up improvement predicted using model (comparing SWP vs. CWP)

• FE improvement predicted

Coolant Temp – MeasuredOil Temp – MeasuredCoolant Temp – ModelOil Temp - Model

Tem

per

atu

re

Coolant

Oil

SWP Operation

FE B

enef

it

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WLTC Cycle

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November 21, 2016

• Used model to evaluate SWP at 3 ambient temperatures:o -20°Co -7°Co 25°C

• Significantly improve engine warm-up

• SWP is especially beneficial at cold weather condition

• Off-cycle credit potential

-20°C -7°C 25°C

SpeedGear

Decreasing Ambient

Temperature

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Engine/Cabin Temperature Trade-Off using SWP

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November 21, 2016

SWP offers OEMs the ability to optimize engine warm-up while meeting cabin heating requirement

Co

ola

nt

Tem

pe

ratu

re

Cab

in A

ir T

emp

era

ture

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Conclusion Remarks

• Litens developed in-house thermal system analysis capability to evaluate the impact of its advanced thermal management technologies in improving engine fuel economy

• SWP drastically improves the engine warm-up on cold engine start

oFor both regulatory cycles and real-world cycle

oThe effect is even more pronounced at sub-freezing ambient temperature

oLead to fuel economy improvement through FMEP/auxiliary power consumption reduction

• SWP offers the capability in optimizing engine warm-up, while meeting cabin heating requirement

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November 21, 2016

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Thank You

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November 21, 2016

jason.zheng@litens.com