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A transmission model was developed for a thermal management system.
The transmission experiments under the steady-state condition and actual HEV transient cycle driving were executed.
Model prediction of oil temperature in the transmission showed good agreement with experimental results.
The effect of the fast warm-up using a waste heat recovery model was dominant at below the freezing point condition.
a r t i c l e i n f o
a b s t r a c t
Article history:
Received 18 December 2012
Accepted 24 July 2013
Available online 3 August 2013
Recently, a thermal management system (TMS) was considered to improve fuel economy by reducing
energy loss and parasitic energy. Furthermore, the TMS includes waste heat recovery (WHR), which
warms up engine coolant or transmission oil and obtain electrical or mechanical energy. In particular, the
TMS is necessary to resolve the drawback of hybrid electric vehicles (HEVs), as the transmission oil heats
up more slowly compared to a conventional vehicle due to shorter engine operating time. In this report, a
TMS with a WHR system was applied to supply heat source to the continuously variable transmission
(CVT) oil of a HEV for a better operating region at the cold start condition. The research was performed
using a simulation model, which consists of a thermal mass model, heat transfer model, friction model
and waste heat recovery model with experimental data were used for validation. As a result, the
simulation results showed that the CVT efciency with the WHR model could be improved by as much as
2% with an oil temperature increase of 16 C in the urban dynamometer driving schedule (UDDS) mode,
and an additional 2e8% improvement in transmission efciency could be achieved by expansion of the
application area.
2013 Published by Elsevier Ltd.
Keywords:
Thermal management system
Continuously variable transmission
Waste heat recovery
Transmission thermal management
1. Introduction
The stringent requirements for the eet average emissions
legislation and compulsory standard on fuel economy have caused
a major transition to technological innovation such as hybrid
electric vehicles (HEVs), electric vehicles (EVs) and fuel cell electric
vehicles (FCEVs) [1]. In recent years, HEVs have been reasonably
successful in penetrating the mainstream because of their potential
for emission reduction and fuel consumption compared to other
systems. These next generation vehicles have been introduced by
applying state-of-the-art powertrain architectures and energy
storage components [2,3]. For example, the usage of energy, which
is recovered from the rejected energy ow by additional systems
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Table 2
Specication of mild HEV for experiment of chassis dynamometer.
Component
Specication
Engine
Transmission
Motor
Battery
dT
dt
n
X
d Q_ i
i1
m$c
(1)
CVT
Type
Weight(kg)
Diff. Gear ratio
Gear range
Belt-pulley
67
4.910
0.44e2.42
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Thus, the map of transmission efciency based on the oil temperature was used in the simulation model. In the experiment, a
strip-down method was applied to measure the friction of the
parts to observe transmission efciency at various temperature
ranges that produce a 3-D efciency map along with torque and
gear ratio. The efciency and gear ratio (GR) equations are as
follows:
hCVT
GR
Pout
Tout uout
Pin
Tin uin
uin
uout
(2)
(3)
h is the CVT efciency which is expressed in terms of Pin and Pout. Pin
is the input power and Tin is the sum of the engine and motor input
torque at the transmission that corresponds to the engine-out
value. Pout and Tout are the output power and torque at the transmission which is passed to the drive wheels and u is the angular
velocity of each part.
The friction model uses input parameters and a 3-D efciency
map from the experimental results and then calculates the transmission friction loss according to Equations (2)e(6). Energy loss
(Ploss) is transferred to the thermal mass, which calculates the
transmission temperature as follows.
(4)
(5)
Tout Twheel
(6)
Q cond kAs
dT
dx
Q conv hAs Ts TN
(7)
(8)
Nu 0:027Re0:805 Pr 0:333
(9)
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dQcond
k
As Tw1 Tw2
L
dQconv h As Tl Tw
(10)
(11)
Y 51:565 exp:0:1651T
(12)
(13)
(14)
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overall heat transfer in the lubricant oil takes a long time [25].
Nevertheless, the simulation model of the TTM was developed and
well dened to predict temperature proles in these circumstances.
5.2.2. Hot start
Before applying the waste heat recovery model, the simulation
model should be validated at the hot start condition. Previous
studies showed an approximately 5% improvement in the average
transmission efciency when the initial temperature was higher
than that of the cold start condition [42]. Furthermore, the
enhancement in transmission performance with the WHR can be
estimated because the maximum efciency is calculated with the
result of the hot start condition. Thus, the hot start condition is
executed for predicting maximum warm-up effect. The simulation
results at the cold start and hot start conditions are compared in
this section. The hot start is similar to the full warm-up condition
5.2. Simulation
5.2.1. Cold start
The simulation was conducted with the same UDDS, and the
simulation results were compared with the actual Mild HEV
experimental results. Fig. 5(a) and (b) shows the input conditions of
the driving mode, which were obtained from the experimental
data. The simulation result agrees well with the experiment result,
except for several points shown in Fig. 6. This variation occurs
because the actual oil temperature is slightly different in each part
inside the transmission depending on the location of measurement.
It has been shown above that there are equivalent thermal gradients in the sump oil during the cold start warm-up because an
Table 3
Steady-state conditions for measurement of transmission efciency.
Parameter
Condition
VSPD (km/h)
Throttle valve opening ratio (%)
Oil temperature ( C)
10e100
10e100
40e80
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Fig. 4. Analysis of CVT efciency with experiment on temperature distribution: steady-state experiment, respectively, for (a) T 50 C, (b) 60 C, (c) 70 C, and (d) 80 C conditions.
that was evaluated at 75 C. Fig. 7(a) and (b) presents the difference
in friction loss between the cold and hot start conditions, which
suggest that the transmission performance changes in accordance
with the temperature condition. In addition, the CVT average efciency of the hot start condition is approximately 5% higher than
the cold start condition, which implies that a WHR system is
necessary to improve transmission efciency.
5.2.3. WHR application
The effect of waste heat recovery model on the transmission
efciency was applied and studied in the validated simulation
model as a way to present improvement in the CVT efciency. The
exhaust gas ow and temperature were obtained from the chassis
dynamometer experiment, which used the WHR input parameters.
Fig. 8 shows the simulation results with a WHR model and developed TTM model. The transmission oil with WHR warms up faster
than the conventional case without WHR, and the lower friction
Fig. 5. Experimental results: (a) as the sum of engine and motor torque (b) gear ratio
in UDDS driving cycle.
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Fig. 7. Simulation results: (a) difference of friction loss cold and hot start conditions
and (b) as histogram in UDDS driving cycle.
Fig. 9. Inuence of WHR system with correlation factor on extremely low temperature: (a) effect of the initial temperature at 0 C and (b) effect of the initial temperature
at 10 C.
6. Conclusions
An integrated TTM model for hybrid electric vehicles with CVT
was developed to estimate the effects in improving transmission
efciency. The simulation model includes a friction model, a thermal mass model, a heat transfer model and a WHR model. The
suggested simulation model was validated with actual vehicle
experimental data under the UDDS driving cycle. This study could
have a signicant impact on how the WHR system is extensively
utilized.
The main results are summarized as follows:
Fig. 8. Comparison of CVT Temperature about cold start and WHR system.
(1) The thermal management model of transmission was developed based on the lumped capacity method for thermal mass
model and estimates of the heat generation. This model can
predict temperature variation under driving conditions, and
achieves a good compatibility with experimental data.
(2) The experiment of the transmission under steady-state condition and actual HEV transient cycle driving was executed to
verify simulation results. The transmission 3-D map was
identied with temperature based upon the input torque and
gear ratio. The CVT efciency improved as the temperature and
the input torque increased; this was caused by a decrease in
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Abbreviations
A: area
Cp: specic heat of the transmission
D: diameter
GR: gear ratio
h: convection heat transfer coefcient
k: thermal conductivity
m: mass
L: distance between two temperature points
Nu: Nusselt number
Ploss: total power loss of transmission
Pin: input power of transmission
Pout: output power of transmission
Q: heat ow
Pr: Prandtl number
Re: Reynolds number
S: heat exchange area
t: time
T: temperature
Tin: input torque
Tmotor: motor torque
Tout: output torque
Twheel: wheel torque
Tg: gas temperature
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