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Conclusion
The technical scenario proposed in this document shows some of the most promising
solutions and components for high efficiency e-A/C, e-Compressor and e-Heating systems
focused on the new traction vehicles application. This is a good starting point for the auxiliary
systems that will be developed in the HCV project for the hybrid vehicle. In the Task 2220 we
will evaluate all the best component solutions by model and simulation in order to define the
most efficient solution to implement in the prototypes.
List of Tables
Table 1 - Technical information on the of the compressor and refrigerant circuit ........................... 8
The three compressors performances are shown and compared in Figure 02.
Figure 03 Left: SANDEN Hybrid Compressor; Right: The Hybrid compressor scheme
The hybrid compressor has two compression mechanisms and each compression
mechanism is driven independently. One is driven by the engine crankshaft pulley belt and
the other by an integrated electrical engine. The scroll compression mechanism, which has
superior efficiency, is used for both.
Both drives, crankshaft pulley belt and e-engine, are used to accelerate the cool down. E-
engine drive is used for idle stop cooling
The key factor to minimize packaging volume was to reduce, as small as practicable, both
the belt drive and the e-engine drive.
A 15 cc electrically driven scroll compressor gives enough performance to keep the
passengers comfort level during idle stop condition.
A 75 cc belt driven compressor adds enough performance to achieve good pull down results.
Three-phase connector
Hermetic plate
Voltage from
Scroll on
inverter
motor side
Rotor
Scroll on Model Name HBC75115
belt driven Type 2 Scroll Hybrid
side Stator Displacement
Belt Driven 75 cc/rev
Motor Driven 15 cc/rev
Maximun Belt Drive 9000 rpm
allowable Motor Drive 6000 rpm
Refrigerant:HFC134a Maximun down Belt Drive 12000 rpm
Oil: Ester shift speed Motor Drive N/A
Refrigerant HFC - 134a
Fixed scroll Oil SE - 10Y
Motor DC Brushless motor
Mass 9 Kg
Belt driven
Beltside (75cc)
Driven Electric driven side (15cc)
side (75 cc)
Electric Driven side (15 cc)
Figure 04 C.O.P comparison under the same Refrigerating Capacity & Technical Info
Motor DC Brush-less
Displacement 27cc/rev
Max. Speed 8500rpm
Refrigerating Capacity Please refer below graph.
Rated Voltage Range 300V to 400 V
Refrigerant / Oil HFC134a / SE-10
Mechanical Dim WxHxD [mm] 222x120x120
Mass 7.6kg (include oil 0.15kg)
The compressor, similar to the model produced by DENSO, is equipped with an internal
inverter. The inverter basic functions are:
- Motor speed control By detecting the rotor magnet position with sensor-less
method, compressor speed will be controlled to the target speed indicated by the
vehicle ECU.
- CAN communication
o Target speed, comp. ON/OFF signal from vehicle ECU
o Power consumption, comp. actual speed, failure mode detection from motor
driver
- Failure mode detection Failure mode detection of each sensor and overcurrent
protection
The performance of the electric SANDEN compressor is shown in Figure 06 and Figure 07.
The test conditions utilized in order to perform the component characterization shown in
these two figures are:
where:
Pd = Discharge pressure
Ps = Suction pressure
SH = Super Heat
SC = Subcooling
The target vehicle market was Abu Dhabi so the operating condition was:
Some other car makers have used similar solutions as the described here. CRF doesnt have
details about the compressor typology and construction. The information about these
solutions has been found in the literature and its been included with the same detail level.
The major example in 2010 is MY Fords hybrid vehicle. The dual scroll compressor, installed
until 2009, was changed by an electric belt driven compressor like the used in the Prius
vehicle. General Motors has also realized some similar solutions for its hybrid brand as
presented on Figure 10.
Figure 10 GM solution
REJECTED
HEAT
CONDENSER
COMPRESSOR
Refrigerant
Loop
ENGINE BAY
CABIN
EVAPORATOR
EXPANSION
DEVICE
The effects of this kind of heat exchanger solution on the thermodynamic cycle are shown in
Figure 12. The effects are mainly on the pressures, where the gap between the High
Pressure and the Low Pressure is reduced. Providers of this typology of heat exchangers
are:
DENSO
DELPHI
TI automotive
MAFLOW
The pipe design can be developed in order to fit the other components and to find the best
compromise between the pressure drops and the pipe length. Considering that more pipe
length is better in terms of efficiency and heat exchanged longer piping is not problematic.
There are a lot of plant solutions that can be used. In the following paragraphs some details
about the most important solutions are shown.
The new condenser for the A/C loop will be a plate brazed water condenser as shown in
Figure 13, which is compact and has the same efficiency as the air side heat exchanger.
RADIATOR
PUMP EXP
VASE
CONDENSER
CMP
CHILLER
PUMP EXP
VASE
AIR COOLER
In this way it would be possible to realize both functions with one system. The main
components needed are the inversion valve and the bidirectional expansion valve (Figure 15)
that can be replaced by an orifice solution. These components are actually available for the
fan coil systems, but some suppliers (SANDEN and DENSO) are currently developing and
investigating a modified version for a car application.
CRF considers the heat pump to be a potentially good solution in order to realize the heating
function on the electrical vehicle without any additional electrical heater or booster.
It has to be considered that the Heat Pump system has been quoted for a small number of
pieces/year (20 - 30 pieces). For this reason the final cost is currently not comparable to a
Heat functionality without an additional system and without any other thermal sources
Possibility to reduce the pipe length and develop a more compact layout in the engine-
bay
Possibility to reduce the refrigerant charge with many collateral advantages in terms of
leakage and refrigerant cost (1234yf ready)
The Heat Pump system works also when the vehicle is stopped
HT RAD 20 DENSO 20
CLIMA PIPES
47,2 AUTOCLIMA 27
TXV / 10 DANFOSS 39
Fiat
AC REFRIGERANT 17,5
HVAC
12,5
A review of features, benefits and disadvantages of the air vane compressor is given below:
General
Advantages Benefits
- easily understood
Simple design
- user friendly
- low noise level
- minimal leak points
Integrated design
- no air receiver
- easier to maintain
- total reliability
Proven technology
- no unexpected failures
No air receiver - Reduced installation cost
Advantages Benefits
No gears, belts or pulleys - minimal maintenance
No drive losses - minimal energy costs
Fewer moving parts and low - less component stress and
running speed generated (wasted) heat
Low noise level - flexibility of location
No radial loads on bearings - no replacement bearing costs
Advantages Benefits
Simple design - designed reliability
- accurate and long lasting
Simple to manufacture
components
Advantages Benefits
Allows sitting close to point of use - lower installation cost
No need for special acoustic cover - lower total cost
- no noise related complains
Lower noise pollution
- productive operator
Advantages Benefits
- guaranteed productivity
Continuity of pressure and volume
- no time loss
- minimum total cost
No need to oversize
- more profit
Built-in aftercooler
Advantages Benefits
Deliver air with temperature not more - size-optimized dryer
than 10C above ambient - lower total cost
Majority of condensate removed
- less work for dryer
before dryer
Reduced footprint - less space required
Advantages Benefits
- no replacement cost
No specified change period
- no unexpected breakdowns
More tolerant to arduous condition - last longer
Advantages Benefits
No mechanical pump - no mechanical pump failures
- optimum oil supply to key areas
Consistent oil circulation
- total reliability
Immediate oil circulation on - no non lubricated components
start up - long lasting compressor
Less to service - quicker servicing
Advantages Benefits
Compressor can be sized to match
- minimal total cost
needs
Constant delivered air pressure - accurate control of process
- lower maintenance and repair
Less stress on drive components
cost
Best for continuous high demand - minimal energy cost
- lower installation cost
No need for air receiver
- no inspection downtime
Compressor construction
Controls
Life
Efficiency
Nowadays electric air compressors (e-compressor) are more often used in the automotive
industry. The e-compressor provides air pressure even during idle stops (when the engine
shuts down to save fuel and emissions). This maintains the functionality of the pneumatic
system while reducing fuel consumption. SOLARIS expect that application of the new
electric air compressor will reduce the fuel consumption of the bus by ~10% as well as
improve the emissions of noxious substances. For the HCV project the electrically driven
vane-compressor V6T (Figures 17 and 18) produced by Hydrovane was selected. The
selection is based on the benefits of these type of compressor compared to other
compressors (especially screw compressor) as described in paragraph 2.1.
The main technical data of the proposed e- compressor is presented on the Figure 18 and
some information on the main parts of the compressor is shown on Figure 19.
1 Air filter
2 Rotor
3 Slats
4 Oil separator
5 Oil cooler
6 By-pass oil nozzle
The components presented below were proposed by manufacturer solution for articulated
buses and were examined for the purpose of the HCV project. The main reason for
proposing this solution were related to low weight of the individual systems compared to
other, the sufficient total efficiency and availability on the market in the Central and Eastern
Europe.
Currently water heating is used in the buses. The liquid is heated up by the components in
the engine cooling system and additionally by another heating device (combustion of fuel).
From this point the liquid runs to individual receivers, such as:
Pedro Sanz convectors heating power Q80 - 0,7 kW/1m convectors length
Aurora Teddy heater (passenger space) heating power Q80 - 7,2 kW
Air-conditioned frontbox Aurora heating power Q80 16,9 kW
Optional Konvekta roof heating heating power Q100 30 kW
Total heating power in the whole vehicle depends on the number of receivers. SOLARIS
predicts that fuel consumption with buses contained an electrical heating will be decreased
by about 8% and as also emissions of noxious substances will be decreased by about 8%.
The air conditioning system consists of the device for cooling/heating passenger
compartment and driver cabin. The Air Conditioning system Konvekta 2xUL500 is proposed
mainly due to the low weight of the UL500 unit of 109 kg.
The performance of one unit is not sufficient for articulated bus thus 2 units have been
proposed. There is also possibility to use one bigger unit but due to the hybrid installation on
the roof there was not enough space to assembly it.
Air conditioning system 2xUL500 consists of two units UL500 with BOCK compressor
powered by belt transmission in the engine.
Developed by Grayson company, a product called Thermal Resistor can be powered by the
battery of the vehicle and can be used for heating of the passenger compartment also when
the engine is turned off. This provides effective heating of the passenger compartment and
the driver cabin, eliminating the need to use the energy derived from fuel. It has an influence
on the reduction of diesel consumption, eliminating fuel emission from the heating system
and reduction of noise generated by a combustion device.
Device parameters:
Weight 13,5kg
Electric power of the device 10, 16 or 25 kW
Indicator of the device resistance to moisture- IP66
Four possible variants of direction of the electrical connections
The diagram proposal with PEDRO SANZ electric heater application is shown on the Figure
24
PEDRO SANZ frontbox (Figure 25) similar to the heaters is powered by an additional electric
energy source, which is possible to build in a hybrid drive system. Maximum heating power is
23,3 kW and maximum cooling power is 7,1 kW (for R134a cooling factor used).
E-HEATER
E-HEATER
E-HEATER
E-HEATER
E-HEATER
E-HEATER
FRONTBOX
The thermo heater prototype (Figure 27) developed by SPHEROS will be applied to the
vehicle and tested within project task T2200.4. The efficiency of the heater which is shown
on Figure 27 is up to 98% and this device has no significant impact on the installation design.
The control of heating and air-conditioning systems takes place by means of one ATC
WABCO driver, which works automatically, dismissing the driver of vehicle from the
necessity of setting the device in the passenger space. The system is equipped with
temperature sensors inside and outside of the vehicle, which allows building optimal comfort
for passengers. The ATC driver keeps the temperature in the passenger compartment at
22 C. There is a possibility to change service settings by +/- 2 or +/- 4 degrees.
Division of work of heating in two wagons allows for better and more even/uniform steering of
temperature inside the vehicle. In the drivers cabin the driver has the possibility to set
individually his working conditions like, temperature, direction and intensity of blow.
ATC WABCO system has the possibility of connecting the device with software, allowing
diagnosis and the introduction of parameter changes in heating and air-conditioning system.
Figure 28 shows the example of water heating scheme with Cummins ISBe E4 Allison drive
and air-conditioning system.
COOLER
HEATING
DEVICE
ENGINE
Figure 28 Heating system with CUMMINS ISBe E4 at the rear with AC system.