Download Vehicle Thermal Management Systems Conference proceedings by Institution of Mechanical Engineers PDF

By Institution of Mechanical Engineers

The demanding situations dealing with motor vehicle thermal administration proceed to extend and optimise thermal strength administration needs to proceed as an essential component of any motor vehicle improvement programme. VTMS11 covers the most recent study and technological advances in and academia, car and off-highway. themes addressed contain: IC engine thermal loading, exhaust and emissions; HEV, EV and replacement powertrain demanding situations; Waste warmth restoration and thermodynamic potency development; Cooling structures; Heating, A/C, convenience and weather regulate; Underhood warmth move and ventilation administration; warmth alternate elements layout, fabrics and manufacture; Thermal structures research, keep watch over and integration.

  • Covers the newest learn and technological advances
  • Brings jointly advancements from and academia
  • Presents cutting edge learn on optimised thermal power management

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Read or Download Vehicle Thermal Management Systems Conference proceedings (VTMS11) : 15-16 May 2013, Coventry Technocentre, UK PDF

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Additional info for Vehicle Thermal Management Systems Conference proceedings (VTMS11) : 15-16 May 2013, Coventry Technocentre, UK

Sample text

High pressure EGR takes exhaust gases pre-turbine and feeds them into the intake system post compressor. The over-fuelling benefits of HP EGR can be seen in figure 4 which 58 shows an EGR sweep at the engine peak power operating condition. Here the combustion phasing can be advanced by ~8ºCA compared to the no EGR case allowing a BSFC improvement of up to 18%. However these benefits incur heat rejection penalties, presenting a challenge for vehicle application. Data from the engine dynamometer testing, presented in figure 5, shows the additional cooling circuit heat absorption in both the HT and LT coolant circuits as well as the reduction in exhaust heat rejection for the baseline and maximum EGR case at peak power.

In general, correlation between the model and experiment is good with a maximum discrepancy between theoretical and experimental data of 4°C in the uninsulated case and 14°C in the insulated case. 6 THE EFFECT OF OILWAY POLYMER INSULATION ON RIG TEMPERATURE PROFILES As discussed in Section 3, two test rig specimens were tested on the oil flow rig, one without insulation and one with insulation. The oil flow rate was set to 10 l min-1 and the heat input to 1200W. There is only a limited temperature drop across the length of the specimen in both scenarios and minimal effect on the temperature profile as a result of applying the insulation.

The over-fuelling benefits of HP EGR can be seen in figure 4 which 58 shows an EGR sweep at the engine peak power operating condition. Here the combustion phasing can be advanced by ~8ºCA compared to the no EGR case allowing a BSFC improvement of up to 18%. However these benefits incur heat rejection penalties, presenting a challenge for vehicle application. Data from the engine dynamometer testing, presented in figure 5, shows the additional cooling circuit heat absorption in both the HT and LT coolant circuits as well as the reduction in exhaust heat rejection for the baseline and maximum EGR case at peak power.

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