Transcript Company Presentation

R744 MAC Systems
from conventional driven vehicles to EVs
October 2009
Content
Natural Refrigerant R744 (CO2) for MAC
System Experience
Phase 1: Functionality R744 AC & Heating System
Phase 2: Performance AC & Heating Systems
Phase 3: Controllability AC
Phase 4: Driveability & Cost for Small Vehicles AC
Phase 5: COP System Optimisation AC
Phase 6: Durability Tests AC Systems
E-Vehicles, Hybrid electrical Vehicles and PHEV
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Why Natural Refrigerant R744 (CO2)
 No ozone depletion; ODP = 0
 Lowest possible GWP of 1
 Classified under the American Standard Heating and
Refrigeration (ASHRAE) as A1
 Non toxic and non flammable
 R744 is one of the best known and understood substances in
term of scientific research and applications.
 Humans inhale and exhale it
 Mankind puts it in soda and drinks it
 It is a natural substance of the atmosphere
 Highest efficiency, lowest indirect emissions and best LCCP
vs. all others
 Lowest total cost of ownership
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System Experience
OE has build up more than
50 prototype vehicles with R744 – Systems
Single AC
& HP
AC only
Dual AC
& HP
Future development trends towards
 Electrical Vehicles with A/C and HP
 HEV and PHEV with A/C and HP
 Battery cooling
 Thermal management
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OE System Experience
AC & Heating Systems
R744 Function
AC Systems Only
Performance
System Control
Small Vehicle
COP
System Durability Testing
1997
2000
2004
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2009
Phase 1: Functionality R744 AC & HS (1997-1999)
First development steps with R744:
 Demonstrate that R744 operates as refrigerant under all climate conditions
 Show the functionality of
- Single AC-System
- Coolantside Heat Pump System
- Air Side Heat Pump System
- Hot Gas Cycle System
Therefore several cars were equipped with R744- Systems …
… Audi
… Daimler
… BMW
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Phase 1: Functionality R744 AC & HS (1997-1999)
System Description: Air Heat Pump System
Heating Mode:
IHX
Air
Gascooler
Evaporator
EXV
Accu
Air
HVAC
LP
Valve
P/T
Compressor
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HP
Valve
Phase 2: Performance AC & HS (2000-2004)
Optimisation of the Cooling- and Heating Performance
in R744 Systems
Vehicle model build up
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Phase 2: Performance AC & HS (2000-2004)
AC Pull Down Results R744 vs. R134a (Full Size Truck)
Pull Down Head Temperature R744 vs R134a
Tamb=38°C; RH=40%; SL=1000W/m2;
50 kph
REC
70
80 kph
REC
80 kph
OSA
50 kph
OSA
IDLE
REC
110 kph
OSA
60
50
40
30
10 K
Average Head Temp [°C]
80
Comfort Temperature 22°C
20
18 min
10
0
10
20
30
40
50
60
70
80
90
100
110
120
Time [min]
T_Breath_aver_R744 [°C]
T_Breath_aver_R134a [°C]
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130
Phase 2: Performance AC & HS (2000-2004)
Heat Up Result Hot Gas System
 R744 Hot Gas Cycle
Head Temp.; Coolant; Coolant & FFH; R744
 Coolant & Fuel Heat
FiredUp;
Heater
Ambient Temp. = -10°C, Vectra 2,2 l; R744 Additional Heater
 Coolant
Cabin Head Temperature
Ambient temperature = -10°C
50
Head Temp [°C]
40
30
Comfort Temp. 22°C14 min
21 min
20
28 min
10
0
- R744 HG Cycle
- Coolant & FFH
- Coolant
-10
-20
0
Confidential
5
10
15
20
25
30
Time [min]
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35
40
45
Phase 3: Controllability AC (2002-2008)
Pressure [ bar ]
Targets:
- Same or better
controllability as R134a
systems
- Safe handling of the high
system dynamic
- Noise and torque optimised
controlling
Pressure
Tunnel In
80
Speed variation
Tunnel Out
Blower variation
60
40
20
Time [ min ]
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Phase 3: Controllability AC
(2002-2008)
Evaporator Temperature Setpoint Variation
System conditions:
12 °C
9 °C
9 °C
6 °C
Cycle:
Forced Idle
n_engine:
2000 rpm
Blower:
7
T_Evap:
Variable
Compr.:
Variable
6 °C
3 °C
3 °C
- Stable outlet temperature
within the control range of
3°C – 12 °C
Time [ min ]
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Confidential
Phase 4: Driveability & Cost for Small Cars (20042006)
Vehicle Build Up for Different OEMs
Small compressors, optimized heat
exchangers and control strategy have
been applied to show the AC functionality
in small cars with low torque engines
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Phase 4: Driveability & Cost Small Cars (2004-2006)
Controlling Strategy
Md [%]
Pcomp [%]
Engine torque
MEng
Pmax
Max. Cooling power point
PIdle
Available engine torque
~
~
Md [%]
MCom
MCom
Compressor torque
Compressor torque
35/120 bar
35/120 bar
Adjustable max torque timing
1000
2000
3000 4000
5000
6000
t [-]
1000
2000
3000 4000
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5000
6000
t [-]
Phase 4: Driveability & Cost Small Cars (2004-2006)
Solution: Small Car Low Cost AC-Systems
 Small size fixed or variable displacement compressor
 Application adapted and optimized control strategy
 Coaxial IHX as part of lineset
 MCP Evaporator and Gascooler
 Full Flexible Tubing System
 PXV-System
Result: Perfect drivability for small
cars with R744 AC-Systems
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Phase 5: COP System Optimisation AC (2007-2009)
The development phases 1 to 4
were focused on functionality and
performance of R744 Systems
Phase 5 was motivated to further
improve COP and reduce fuel
consumption of R744 AC systems
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Vehicle Test Results – Fuel Consumption
Additional Fuel Consumption l/100km
NEDC Fuel Consumption Test R134a vs. R744
VW Touran TDI 1,9l; Tambient =20/28/35degC
T ambient
Additional Fuel Consumption R134a
Additional Fuel Cons. R744
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Phase 6: Durability Tests AC Systems
(1999-2009)
OE has built up several vehicles with different R744 systems
for durability testing at Obrist and Costumers
Obrist Engineering Vehicles (AC and Heating Systems)
Ford Galaxy 1,9TDI
AC & HG System and MCP
Build up: 2003
Mileage: ~115.000 km
R&D vehicle
Confidential
Audi A4 1.6l
Single AC-System
Build up: 1999
Mileage: ~113.000 km
More then 10 years of city
cycle operation !!
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Phase 6: Durability Tests AC Systems
(1999-2009)
OE has built up several vehicles with different R744 systems
for durability testing at Obrist and Costumers
Costumer Vehicles (AC Systems)
VW Lupo 1,0
Single AC-System
Build up: 2004
Accelerated Lifetime test
40.000 km
Kia Sportage 1,9 TDI
Single AC-System
Build up: 2007
100.000 km Durability Test in Dubai
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EVs, HEVs and PHEVs
EVs, HEVs and PHEVs have additional needs for
cooling and heating compared to conventional
vehicles
 Cabin heating and cooling
 Battery cooling
Efficiency in cooling and heating becomes key, since
any energy required for heating and/or cooling needs
has to be drawn from the battery
 High battery cost
 Range reduction issue
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EV Heating System Consequences
Electrical Heating
R744 HP
NEDC wheel average
3kW
3kW
Heating requirement
6kW
1,5kW
NEDC theo. range
90km
90km
20degC real range
60km
60km
-20degC real range
20km
45km
Vehicle becomes useless
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Example: Air Side Heat Pump for EV
High Efficient E-Compressor
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Li-Ion Battery Cooling System Development
Coolant to Refrigerant to Air
Battery Box
Cartridge
AC - System
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Summary
 R744 Development for conventional driven vehicles completed
 R744 Development for Evs, HEVs and PHEV under way
 R744 is the future refrigerant since it is the only refrigerant fullfilling all
the requirements for MACs and battery cooling systems
ODP and GWP
COP and Efficiency
Cost
HP capability
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