UltimateCooling™ System Application for R134a and R744 Refrigerant

N.S. APR&D Advanced DevelopmentValeo Engine CoolingJuly 19th 2007

CONTENTS

●Introduction:■What ‘s “UltimateCooling™”■How does “UltimateCooling™” work ?

●R134a applications■Turbo diesel engine■Turbo gasoline engine

●CO² application on Turbo diesel engine

●Advantages & Benefits ●Conclusion

WHY UltimateCooling™ ?●For Turbo diesel and Turbo gasoline engine, there a re more and more Heat Exchangers in the Front End●Insurance request (Danner) and Pedestrian crash regulation phase 2 (SAFE)

�Need more free space

●Overlapping of heat exchangers leads to interferenc es n Radiator performance polluted by A/C condensern Available room reduced for pipes routingn Clearances between heat exchangers = wasted room

●Moreover, each heat exchanger is today sized for it s own worst case condition (i.e. : A/C condenser at idle, radiator at full load). Conditions being not similar for all Heat Exchangers, lead to global over-sizing.

UltimateCooling™: How does it work ?

A/C condenser : Refr. to air ���� Refr. to low temp waterCharge Air Cooler : air to air ���� air to low temp water Oil cooler : oil to air ���� oil to high/low temp waterFuel cooler : fuel to air ���� fuel to low temp water EGR cooler : gaz to water ���� gaz to hi/low temp water

All engine fluids will be cooled by water ���� need Multi-temperature (HT/LT) radiator

Today design UltimateCooling™

UltimateCooling™: Application exampleWater charge air cooler (WCAC) is intergated in the engine air manifold on new VW 90kW TSI engine

Extract from 28th International Wiener Motorensymposium 2007

UltimateCooling™ system applications on :

●Mercedes CDI : Turbo diesel engine 2.2 140hp

●Nissan Xtrail : Turbo gasoline engine 2.5

Refrigerant : R134a

> 118 mm

Air

50-60 mm

Air

Cooling module, WCAC and WCDS

UltimateCooling™

Front-End volume 24Overhang 118

Underhood volume 3 7 : + 4 dm314 : - 10 dm3 (- 40%)60 : - 58 mm (- 49%)

Baseline

Turbo diesel engine2.2 L 140 HP

Coolant architecture of cooling module (low and medium speeds )

Fuel cooler

WCAC

WCDS

EWP

Permanent LT radiator

LT Pass 1

LT Pass 2

From EngineTo Engine

HT - LT Radiator

Permanent HT

HT/LT versus engine load

Valve 3

Valve 1

Expansion tank

WCDSAdd

Valve 2R134a

R134a

Receiver

Coolant architecture of cooling module (high speeds & hill climbing)

Fuel cooler

WCAC

WCDS

EWP

Permanent LT radiator

LT Pass 1

LT Pass 2

From EngineTo Engine

HT - LT Radiator

Permanent HT

HT/LT versus engine load

Valve 3

Valve 1

Expansion tank

WCDSAdd

Valve 2R134a

R134a

Receiver

Cool down test results at Ta = 45 °C on MercedesC 220 CDI

0

5

10

15

20

25

30

35

40

45

0 10 20 30 40 50 60 70 80 90

Time (mn)

Tem

pera

ture

(°C

)

Air Vent Outlet T (°C) Baseline

Average Front Head T (°C) Baseline

Air Vent Outlet T (°C) Ultimate

Average Front Head T (°C) Ultimate

40 km/h gear 3 90 km/h gear 5Idle

Fuel consumption test results

Fuel consumption measurement (MVEG cycle)Cold start, A/C "on", blower max., Ta = 28 °C

8,79,2

6,86,8

1213,1

0

2

4

6

8

10

12

14

Baseline Ultimate Baseline Ultimate Baseline Ultimate

Urbain (L/100km) Ex-Ur. (L/100km) Average (L/100)

Fue

l con

sum

ptio

n (L

iter/

100k

m)

Urbain(L/100km)Baseline

Urbain(L/100km)Ultimate

Ex-Ur.(L/100km)Baseline

Ex-Ur.(L/100km)Ultimate

Average(L/100)Baseline

Average(L/100)Ultimate

- 8 % - 6 %

Cooling module, WCAC and WCDS

CONDENSER RADIATOR

WCACWCDS

RADIATOR

HT Radiator

A/C Condenser47 mm

Engine

HT Radiator27 mm LT Radiator

WCDS

Engine

Baseline UltimateCooling™

●Overhang reduction (mm) : - 42 %●Cooling module volume (dm3) : - 38 %●Cooling module weight (kg) : - 10 %●Global volume (dm3) : - 42 %

Turbo gasoline engine

CAC

Extract from FisitaPaper n°F2006P078

Test results : Engine Cooling, AC and Fuel consumption comparison UltimateCooling™/ Baseline

nEngine cooling performance : ►Generally similar or warmer but acceptable►Air intake T is up to 4 to 20 °C colder � very good for acceleration and down sizing of engine►Acceleration tests from 70 to 150 km/h : Air intake T remains constant, stable due to the inertia of coolant in the WCAC.

nAC performance :► Similar to Baseline► HP generally 2 Bars lower

●Fuel consumption with AC ON at Ta = 28°C (MVEG cycle)►Up to – 6%

UltimateCooling™ system applications on

Audi A3 : Turbo diesel engine 2.0 140hp

Refrigerant : R744

R744 A/C system: Front end air return issue

R744 A/C system are very sensible to hot air circulation at idle due to faster enthalpy decreasi ng in respect with front air inlet temperature increase

Compact car issue: Hot air return at idle

71,4 51,5 52 62,7

63,9 68,6 63,6 60,6

42,7 42,4 42,7 44,1

R744 outlet Gas coolertemperature: 62°C

Gas cooler cartography at end of idle before modifications

VDA conditions: 40°C, 40%, 1000W

51,2 44,7 48,4 50,2

51,4 51,1 46,7 49,8

46,7 42,2 42,7 44,2

Gas cooler cartography at end of idle after modifications

VDA conditions: 40°C, 40%, 1000W

R744 outlet Gas coolertemperature: 54°C

Front end modification to

limit hot air return

Compact car issue: Hot air return impact on perform ance

Average carto- TRGOVDA Pull Down

FXV- HP By Pass set point 122 bar

0

10

20

30

40

50

60

70

0 10 20 30 40 50 60 70 80 90

TRGO IFE

Average carto IFE

Aver_Vent IFE

TRGO

Average carto

Aver_Vent

-5°C (I FE, air vent)

- 8°C (I FE, Gas cooler outlet)

8°C temperature reduction at gas cooler outlet

leads to

5°C temperature reduction at vent outlet

Front end management is mandatory to reduce R744 gas cooler temperature outlet

Ultimate Cooling is an option to avoid that issue

A/C loop for R744 refrigerant

ExpansionValve

ExternallyControlledCompressor

Internalheat

exchanger

Gas-cooler

Evaporator

Receiver

WGC3 WGC2 WGC1

SLT loop LT loop HT loop

ConventionalA/C system

UltimateCooling™A/C system

R744 P–H diagram3 stages of Water Gas Cooler

10

30

50

70

90

110

130

150

0 50 100 150 200 250 300 350 400 450kJ/kg

0°

10°

20°

-10°

25°

15°

x=0,1 x=0,90,80,70,60,50,40,30,2

-10°Bars -20°-30° 0° 10° 20° 30° 40° 50° 60° 70° 80° 90° 100° 110° 120° 160°140°

WGC1WGC2WGC3IHX

IHX

WCACWGC2

EWP

LT & SLT radiator

LT Pass 1

LT Pass 2

FromEngine

To Engine

HTradiator

Expansion tank

WGC3

WGC1

CO²

CO²

S LT Radiator

WCACWGC2

EWP

LT & SLT radiator

LT Pass 1

LT Pass 2

FromEngine

To Engine

HTradiator

Expansion tank

WGC3

WGC1

CO²

CO²

S LT Radiator

AIR

LT radiatorHT radiator

SLT radiator

Coolant architecture of cooling module

AC performance at Ta = 45 °CSimilar to Baseline (R134a)

0

5

10

15

20

25

30

35

40

45

50

55

60

65

0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500

Time (s)

Tem

pera

ture

(°C

)

AmbiantTemperature

Evapo Air InletTemperature

Evapo Air OutletTemperature

Air Discharge(R744)

Baseline AirDischarge(R134a)

Gear 3, 40 km/h

Idle

Gear 5, 90 km/h

� Packaging reduction in Front End up to – 40 %

� Overhang reduction up to – 58 mm (- 50 %)

� Danner crash repair cost reduction

� No refrigerant leak after small crash (~600-1000kg CO²/vehicle R134a)

� Better WCAC performance � Down sizing of ICE

� Better engine performances and dynamic response duringacceleration

� Fuel consumption reduction up to – 6% (MVEG, Ta = 28°C, AC ON)

� Supply low temperature coolant to other fluids : fuel, EGR,oil, electronic and electric power-train for HEV, FCEV

Advantages & Benefits

� UltimateCooling™ system could be used and adapted for every refrigerants (R134a, R744, H, DP1, R152a, Ineos Fluor…) with :

� Better performance of engine ���� Fuel consumption reduction

� Same AC performance as conventional AC system

� Crash test regulation conformity

CONCLUSION

THANK YOU !