Technology evaluation report for auxiliaries for e-A/C, e

Transcription

Responsible (Name, Organisation)
Walter Ferraris, CRF
DELIVERABLE REPORT
Date
WP No
April 2013
2200
Issuer (Name, Organisation)
Walter Ferraris, CRF
Tytus Adamczewski, SOLARIS
Subject:
Technology evaluation report for auxiliaries for e-A/C, e-compressor and e-heating
Page
1(30)
Report No
D2200.1
Dissem. Level
PU
HYBRID COMMERCIAL VEHICLE (HCV)
DELIVERABLE D2200.1
TECHNOLOGY EVALUATION REPORT FOR
AUXILIARIES FOR e-A/C, e-COMPRESSOR
AND e-HEATING
Summary
In this document the significant activity regarding the WP2200 (Task 2210) will be described.
CRF and Solaris are involved in the investigations on the electric A/C system, electric air
compressor and electric heating in order to define the HCV project improvements for these
components.
The target is to update and complete the know-how in order to have the right tools and the
right competences to project a more efficient system.
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.
HCV Hybrid Commercial Vehicle – D2200.1, Rev_0
page 2 of 30
Table of content
Summary ............................................................................................................................... 2
Conclusion ............................................................................................................................ 2
Table of content..................................................................................................................... 3
Table of figures ..................................................................................................................... 4
List of Tables ......................................................................................................................... 4
1
Electrical Air Conditioning .............................................................................................. 5
1.1
Introduction ............................................................................................................. 5
1.2
A/C Compressor for hybrid and electric vehicle ....................................................... 5
1.2.1
DENSO solution ............................................................................................... 5
1.2.2
SANDEN solution ............................................................................................. 7
1.2.3
DELPHI Solution .............................................................................................10
1.3
1.3.1
Intermediate Heat Exchanger ..........................................................................12
1.3.2
Dual loop solutions ..........................................................................................13
1.4
2
3
Plant Solution .........................................................................................................12
Costs Analysis........................................................................................................15
Electrical air compressor ..............................................................................................17
2.1
Technology description & evaluation ......................................................................17
2.2
Technology description & evaluation ......................................................................20
2.3
Applied solution HYDROVANE V6T .......................................................................21
2.4
Costs analysis ........................................................................................................22
Heating system and air conditioning system in hybrid busses.......................................23
3.1
Air- conditioning system .........................................................................................23
3.2
Water heating system with Grayson electric heating device ...................................24
3.3
Possibility of application of the electric heating system...........................................25
3.4
Control of heating system components...................................................................29
3.5
Costs analysis ........................................................................................................30
page 3 of 30
Table of figures
Figure 01 – DENSO compressor production chronology................................................................. 6
Figure 02 – Compressor Comparison .............................................................................................. 6
Figure 03 – Left: SANDEN Hybrid Compressor; Right: The Hybrid compressor scheme .............. 7
Figure 04 – C.O.P comparison under the same Refrigerating Capacity & Technical Info .............. 7
Figure 05 – SANDEN F655 electrical prototype compressor .......................................................... 8
Figure 06 – Refrigerating Capacity and C.O.P. ............................................................................... 9
Figure 07 – C.O.P comparison under the same Refrigerating Capacity ......................................... 9
Figure 08 – Electrical motor, compressor and CAD installation and coupling .............................. 10
Figure 09 – System Architecture .................................................................................................... 10
Figure 10 – GM solution ................................................................................................................. 11
Figure 11 – NP A/C loop with IHX .................................................................................................. 12
Figure 12 – IHX behaviour ............................................................................................................. 13
Figure 13 – Plate brazed water condenser .................................................................................... 14
Figure 14 – Compact Refrigeration Unit ........................................................................................ 14
Figure 15 – Left: Bidirectional expansion valve; Right: Inversion valve ........................................ 15
Figure 16 – Components costs analysis ........................................................................................ 16
Figure 17 – Hydrovane V6T vane – compressor ........................................................................... 21
Figure 18 – Dimension and performance of Hydrovane V6T vane compressor ........................... 22
Figure 19 – Main parts of Hydrovane V6T vane compressor ........................................................ 22
Figure 20 – Grayson heating device .............................................................................................. 24
Figure 21 – Side profile of Grayson heating device ....................................................................... 24
Figure 22 – Heating system of bus with electric heating device .................................................... 25
Figure 23 – PEDRO SANZ electric heater ..................................................................................... 26
Figure 24 – Diagram of connecting the PEDRO SANZ heater ...................................................... 27
Figure 25 – PEDRO SANZ frontbox............................................................................................... 27
Figure 26 – Heaters arrangement in URBINO HIII 18 ................................................................... 28
Figure 27 – Spheros thermo heater ............................................................................................... 28
Figure 28 – Heating system with CUMMINS ISBe E4 at the rear with AC system. ...................... 30
List of Tables
Table 1 - Technical information on the of the compressor and refrigerant circuit ........................... 8
page 4 of 30
1 Electrical Air Conditioning
1.1 Introduction
The worldwide scenario of road transport is moving towards a new generation of vehicles
with enhanced power train able to guarantee a further increase of the fuel economy.
This is mainly due to the CO2 reduction initiatives and to the change of the world energy
economy caused by the rapid increase of the developing countries and the related increase
of fossil fuel demand.
One of the technical solutions guaranteeing a significant fuel economy improvement is
represented by the so-called micro-hybrid power train able to operate the Stop & Start
function and, in the most sophisticated version, to recuperate the braking energy. The Stop &
Start function allows stopping the engine automatically at car idle condition.
This feature presents a problem because current A/C-compressors would also stop and so
the temperature inside the vehicle rises. As hybrid vehicles also have mostly sufficient
electrical energy available there is the possibility to run the compressor by an electric motor.
Anyway, the hybrid and pure electric traction will be probably the new generation of power
train in order to warrant the lower environmental impact.
All the vehicle auxiliaries systems have to be reviewed in order to assure the same
performances as the actual production vehicle in terms of comfort and usability, but with a
lower power consumption to minimize the impact on vehicle autonomy.
In this section we will focus on the A/C system and we will provide an overview on the
solutions realized by some car makers which are using hybrid or electrical compressor
systems and some innovative solutions on the plant lay-out in order to improve the efficiency.
The fuel saving potential of the individual technologies including the pros and cons have
been evaluated in the Task 2220 and presented in the deliverable “D2200.2: Detailed
specifications of auxiliaries for e-A/C (CRF), e-compressor and e-heating (Solaris)”.
1.2 A/C Compressor for hybrid and electric vehicle
Following the introduction above, we will describe the main solutions adapted in hybrid or
electrical vehicles.
The main component that has to be reviewed in order to adapt the A/C system on the new
alternative traction vehicle is the compressor.
Toyota, Honda and some others are using solutions from DENSO, SANDEN and DELPHI
described on the following pages.
1.2.1 DENSO solution
DENSO TS started the electrical compressor production in year 1995.
Actually DENSO has three compressors with different sizes and component characteristics
available. The development chronology is shown in Figure 01.
page 5 of 30
Figure 01 – DENSO compressor production chronology
The main features of the DENSO compressors are:
 integrated Inverter
 Inverter cooled directly by suction refrigerant
 Oil separator in order to improve the system capacity and the compressor lubrication
 CAN communication to simplify the compressor management and diagnostics
The three compressors performances are shown and compared in Figure 02.
Figure 02 – Compressor Comparison
*note1 : pd/ps = 1.47/0.196MPaG SC = 5°C SH=10°C
*note2 : pd/ps = 1.47/0.196MPaGSH=10°C
page 6 of 30
The noise measurements are performed with the compressor mounted on rigid bracket and
the measurement point is 1m from the side of the compressor.
1.2.2 SANDEN solution
SANDEN has developed some hybrid compressor systems with different sizes and moreover
some fully electric compressor.
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. Eengine 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
inverter
Scroll on
belt driven
side
Scroll on
motor side
Rotor
Model Name
Type
Stator
Refrigerant:HFC134a
Oil: Ester
Fixed scroll
Beltside
Driven
side (75 cc)
Belt driven
(75cc)
Electric driven side (15cc)
Displacement
Maximun
allowable
Maximun down
shift speed
Refrigerant
Oil
Motor
Mass
HBC75115
2 Scroll Hybrid
Belt Driven
75 cc/rev
Motor Driven 15 cc/rev
Belt Drive
9000 rpm
Motor Drive 6000 rpm
Belt Drive
12000 rpm
Motor Drive
N/A
HFC - 134a
SE - 10Y
DC Brushless motor
9 Kg
Electric Driven side (15 cc)
Figure 04 – C.O.P comparison under the same Refrigerating Capacity & Technical Info
page 7 of 30
SANDEN has also developed a fully electric compressor. At the moment the system is in
prototype phase, but in the next months the production of an evolution of this component will
be started. The main prototype data is shown in the Table 1 and figures: Figure 05, Figure
06, Figure 07.
Table 1 - Technical information on the of the compressor and refrigerant circuit
Motor
Displacement
Max. Speed
Refrigerating Capacity
Rated Voltage Range
Refrigerant / Oil
Mechanical Dim WxHxD [mm]
Mass
DC Brush-less
27cc/rev
8500rpm
Please refer below graph.
300V to 400 V
HFC134a / SE-10
222x120x120
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
Figure 05 – SANDEN F655 electrical prototype compressor
page 8 of 30
Figure 06 – Refrigerating Capacity and C.O.P.
Figure 07 – C.O.P comparison under the same Refrigerating Capacity
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:
-
Pd / Ps = 13.7 / 2.0 MPa*G
SH / SC = 10 / 5 K
where:
 Pd = Discharge pressure
 Ps = Suction pressure
 SH = Super Heat
 SC = Subcooling
page 9 of 30
1.2.3 DELPHI Solution
DELPHI has developed a different system for a particular application.
To provide an A/C system for an electric minibus realized for Dubai mission, Delphi has
installed a roof unit equipped with a standard belt compressor (DELPHI SP15) driven by an
electrical brushless engine.
Figure 08 – Electrical motor, compressor and CAD installation and coupling
The electrical engine is a brushless permanent magnet application. It is operated by on/off
mode with CAN protocol in order to optimize the energy consumption. The electronic board
needed for motor management (operating at 24 volts) is integrated in the electric engine and
it is capable to manage supply voltages from 96 up to 700 volts DC.
This configuration gives, as final result, a very compact compressor & motor unit, reducing
the overall dimensions and weight dramatically. Furthermore it is required for the
development of a compressor & motor units family, related to wide range of application: car,
minibus, midibus, bus etc… Some other system key factors are:


New electronic expansion valve
Integrated electronic board that gives to the designer the flexibility to optimize the
best ratio between A/C cooling performance and energy consumption
Figure 09 – System Architecture
The target vehicle market was Abu Dhabi so the operating condition was:



Max external temperature: 52 °C
Max HR%: 90
Solar load radiation: 1100 W/m2
page 10 of 30
The system characteristics are:






Vehicle voltage supply operative range: 260 - 320 volts
Power A/C system supplied by the same vehicle voltage, without inverter
Max energy consumption: 8 KW at 320 volts equivalent to 25 A
Max internal temperature: 27 °C
Weight: less than 160 Kg
Overall Size (WxHxD) : 2030x1280x230 [mm]
Some other car makers have used similar solutions as the described here. CRF doesn’t have
details about the compressor typology and construction. The information about these
solutions has been found in the literature and it’s been included with the same detail level.
The major example in 2010 is MY Ford’s 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
page 11 of 30
1.3 Plant Solution
In order to complete the overview of the state of the art solutions regarding the A/C systems
some details about the new plant configuration solutions related to the electrical and hybrid
electric vehicles are presented in the following paragraphs.
1.3.1 Intermediate Heat Exchanger
In the last years a lot of car makers have started to use the IHX solution as shown in Figure
11 in order to improve the A/C efficiency. In this kind of solution, the low temperature
refrigerant gas at the evaporator outlet cools the liquid refrigerant from the condenser outlet,
thus performing an internal energy recovery.
REJECTED
HEAT
CONDENSER
COMPRESSOR
Refrigerant
Loop
ENGINE BAY
CABIN
EVAPORATOR
EXPANSION
DEVICE
Figure 11 – NP A/C loop with IHX
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.
page 12 of 30
Figure 12 – IHX behaviour
1.3.2 Dual loop solutions
The following points summarize the benefits of using dual loop solutions:





Reduce the refrigerant quantity and therefore the possible leakages
Reduce the dimension of the A/C loop
Reduce the space on the front-end
Improve the security with the new refrigerant usage.
Take advantages by the thermal inertia for the START & STOP solutions
There are a lot of plant solutions that can be used. In the following paragraphs some details
about the most important solutions are shown.
1.3.2.1 Smart Cooling Solution
This solution allows removing the condenser from the frontend and all the other air – fluid
heat exchangers. Using a low temperature cooling circuit (working temperature around 60
°C) it is possible to supply the refrigeration to all the components that need it. The solution
allows re-organizing the engine bay and managing a new solution on the front-end in order to
improve the pedestrian collision normative.
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.
page 13 of 30
A list of currently available suppliers:
 Luvata
 Onda
 Alfa Laval
 GEA
 Denso
 DANA
Figure 13 – Plate brazed water condenser
1.3.2.2 Secondary Loop Solution
The secondary loop solution has been developed to limit the coolant volume flow into the
engine bay. The refrigerant HFO - 1234yf is chosen by the most important car makers in
order to replace the r134a and to respond to the new 2011 Global Warming Potential (GWP)
European normative. This fluid has a good GWP, but is flammable. The Secondary Loop
solution allows using the refrigerant fluid for the water refrigeration, and manages the cabin
air refreshing and dehumidification with an air cooler.
Combining the two solutions (Smart Cooling and Secondary loop) it is possible to develop a
Compact Refrigeration Unit (CRU) with smaller refrigerant quantity, compact dimension and
with all the advantages provided by the two separated solutions.
RADIATOR
EXP
VASE
PUMP
CONDENSER
CMP
CHILLER
EXP
VASE
PUMP
AIR COOLER
Figure 14 – Compact Refrigeration Unit
page 14 of 30
1.3.2.3 Heat Pump
To complete the scenario, we want to discuss about the possibility to finalize a civil
application heat pump (like the heat pump used in the fan coil configuration) which can be
used widely in an automotive solution.
This idea was born in order to find an efficient solution for the cabin heating and refreshing in
the electrical vehicles.
With the pure electrical traction there are few heat sources which are able to supply the heat
for the cabin heating. Therefore the possibility to perform a thermodynamic cycle inversion in
order to use the cabin heat exchanger as a dual function component has been studied:


In summer mode like an evaporator
In winter mode like a condenser
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.
Figure 15 – Left: Bidirectional expansion valve; Right: Inversion valve
On the other hand there is some optimization of the heat pump systems required due to the
following two main problems:


The evaporator icing on the frontend of the vehicle
The fogging in the cabin (when it is used in the heat pump mode there is no
dehumidification possibility)
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.
1.4 Costs Analysis
In the first steps of the project, we have also tried to evaluate the costs of each of the
components, in order to have an overall cost estimation of the system. Figure 16 shows the
component costs of the Heat Pump system compared with a standard production system.
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
page 15 of 30
standard production air conditioning system. Anyway the new solutions make an
improvement in many aspects:




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 enginebay
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
Component for HCV Project
NP
[€]
Components
Heat Pump
Cost investigation [€]
Actual
costs
Technical
description
Cost
source
Prototype
Costs
CDS
26
ONDA
180
HT RAD
20
DENSO
20
47,2
AUTOCLIMA
27
400
DENSO
1000
CLIMA PIPES
Compressor
Inversion Valve
/
/
RANCO
34
TXV
/
10
DANFOSS
39
17,5
Fiat
HVAC
12,5
AC REFRIGERANT
Total
520,7
1312,5
Figure 16 – Components costs analysis
Legend:
CDS = Condenser
HT RAD = High Temperature Radiator
TXV = Thermostatic eXpansion Valve
AC = Air Conditioning
page 16 of 30
2 Electrical air compressor
2.1 Technology description & evaluation
Presently three kinds of air compressors are available: reciprocating compressor, vane
compressor and screw compressor. They can be powered either mechanically or electrically.
In the first case the power is transmitted from the diesel engine using a V-belt while
electrically driven compressors are equipped with a built-in electric motor. This innovative
solution has many advantages and is therefore described in this report. The electric vane
compressor is also suggested by the hybrid system supplier thus SOLARIS will mainly focus
on this solution for further development activities.
A review of features, benefits and disadvantages of the air vane compressor is given below:

General
Advantages
Simple design
Integrated design
Proven technology
No air receiver

Benefits
- easily understood
- user friendly
- low noise level
- minimal leak points
- no air receiver
- easier to maintain
- total reliability
- no unexpected failures
- Reduced installation cost
Direct drive (1450 rpm)
Advantages
No gears, belts or pulleys
No drive losses
Fewer moving parts and low
running speed
Low noise level
No radial loads on bearings
Benefits
- minimal maintenance
- minimal energy costs
- less component stress and
generated (wasted) heat
- flexibility of location
- no replacement bearing costs
page 17 of 30

Only one major rotating part
Advantages
Simple design
Simple to manufacture

Benefits
- designed reliability
- accurate and long lasting
components
Low noise level (66 dBA)
Advantages
Allows sitting close to point of use
No need for special acoustic cover
Lower noise pollution

100% on duty for 100% of time
Advantages
Continuity of pressure and volume
No need to oversize

Benefits
- lower installation cost
- lower total cost
- no noise related complains
- productive operator
Benefits
- guaranteed productivity
- no time loss
- minimum total cost
- more profit
Built-in aftercooler
Advantages
Deliver air with temperature not more
than 10°C above ambient
Majority of condensate removed
before dryer
Reduced footprint
Benefits
- size-optimized dryer
- lower total cost
- less work for dryer
- less space required
page 18 of 30

Plain white metal bearings
Advantages
No specified change period
More tolerant to arduous condition

Pressurized oil circulation
Advantages
No mechanical pump
Consistent oil circulation
Immediate oil circulation on
start up
Less to service

Benefits
- no replacement cost
- no unexpected breakdowns
- last longer
Benefits
- no mechanical pump failures
- optimum oil supply to key areas
- total reliability
- no non lubricated components
- long lasting compressor
- quicker servicing
Option of continuous run control
Advantages
Compressor can be sized to match
needs
Constant delivered air pressure
Less stress on drive components
Best for continuous high demand
No need for air receiver
Benefits
- minimal total cost
- accurate control of process
- lower maintenance and repair
cost
- minimal energy cost
- lower installation cost
- no inspection downtime
The main disadvantages of vane compressors is their availability (limited number of
suppliers), and hence the high price. But on the other hand rotary vane compressors have
many advantages as mentioned above and additionally the longest durability while delivering
the same air quality as the screw compressors.
page 19 of 30
2.2 Technology description & evaluation
This chapter gives some information on the comparison of the vane and screw compressors.

Compressor construction
Vane compressor
Integrated
- unique
- minimal connections
- simple
- silent as standard
Direct drive
- no efficiency losses
- no replacement costs
- reliable
- limited noise
- less components

Controls
Vane compressor
Servo
- continuous run
- smooth system pressure
- no receiver required
Regulated speed
- standard inverter
- standard compressor
- standard motor
- optimum motor cooling

Screw compressor
Direct control
- load / unload
- fluctuating system pressure
- receiver required
Regulated speed
- special technology
- high speed air-end
- special motor
- possible overheating
Life
Vane compressor
100 000 hrs life minimum
Plain white metal bearing
Slow speed (1450 rpm)
Low stress

Screw compressor
Not-integrated
- indistinguishable
- many connections
- complicated
- extra silencing required
Belt/gear drive
- increasing efficiency losses
- regular replacement costs
- unreliable
- noisy
- more components
Screw compressor
30 000 hrs life maximum
Roller bearing
High speed (3000 rpm)
High stress
Efficiency
Vane compressor
113,3 dm3/min
Lower HP more efficient
Screw compressor
113,3 dm3/min
Higher HP more efficient
page 20 of 30

Life cost
Vane compressor
Similar overhaul costs
Replacement of air-end never
required
Similar energy cost
Similar regular maintenance cost
Screw compressor
Similar overhaul costs
Replacement of air-end every
30 000 hrs.
Similar energy cost
Similar regular maintenance cost
2.3 Applied solution HYDROVANE V6T
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.
Figure 17 – Hydrovane V6T vane – compressor
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.
page 21 of 30
Figure 18 – Dimension and performance of Hydrovane V6T vane compressor
1 – Air filter
2 – Rotor
3 – Slats
4 – Oil separator
5 – Oil cooler
6 – By-pass oil nozzle
Figure 19 – Main parts of Hydrovane V6T vane compressor
2.4 Costs analysis
Costs were calculated for a prototype unit. Because of common use of listed elements the
cost is exactly the same as a standard system price.
Component
Cost source
E-compressor HYDROVANE V6T
TSSP
Prototype costs [€]
1640
page 22 of 30
3 Heating system and air conditioning system in hybrid busses
Air conditioning and heating systems presented in this paragraph concerns the articulated
bus “Urbino 18 m” and consist of the following units:
 combustion heating device
 heaters and convectors
 air-conditioned front box
 air-conditioned passenger compartment
 driver
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 convector’s 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%.
3.1 Air- conditioning system
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.
Konvekta 2xUL500 air-conditioning parameters:
 cooling power – 48 kW
 heating power – 60 kW
 evaporator blower’s rated flow rate – 8640 m3/h
 cooling medium – R134a
 Aurora air-conditioned frontbox – cooling power 8,4 kW, rated air flow 720 m3/h
page 23 of 30
Air-conditioning system 2xUL500 is equipped with brushless condenser fans and brushless
blower evaporators. Cooled or heated air is distributed evenly in the entire length of the
vehicle through air-conditioning ducts, and is blown out above the gangway and side
windows.
3.2 Water heating system with Grayson electric heating device
The innovative solution which is proposed by Grayson to be applied for the hybrid bus, is
electric heating device instead of a combustion device used as a standard.
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.
Figure 20 – Grayson heating 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
Figure 21 – Side profile of Grayson heating device
page 24 of 30
Figure 22 – Heating system of bus with electric heating device
3.3 Possibility of application of the electric heating system
The concept of implementing a fully electric heating system in a bus in the passenger
compartment and the driver cabin is completely different from the standard system. Using the
heater and PEDRO SANZ frontbox gives such a possibility. This solution has never been
used so far in the buses with a diesel engine. This is an environmental concept of a vehicle
heating system, reducing the impact of the system on the exhaust emission. The electric
heater is powered by additional source of electric energy with alternating current which is
possible to be used in hybrid systems. The electric power of the device is 2 kW. Weight of
the Pedro Sanz heater device is 2 kg. The main difference between PEDRO SANZ heater
(Figure 23) and GRAYSON heating device (Figure 20) is that heater works as hot air blower
while GRAYSON heating device needs an infrastructure with heat carrier (fluid) and
convectors.
page 25 of 30
Figure 23 – PEDRO SANZ electric heater
The diagram proposal with PEDRO SANZ electric heater application is shown on the Figure
24
page 26 of 30
Figure 24 – Diagram of connecting the PEDRO SANZ heater
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).
Figure 25 – PEDRO SANZ frontbox
The mechanical dimensions of PEDRO SANZ frontbox (fig.25) are: 592x240x404mm
(WxHxD)
page 27 of 30
In Figure 26 a sample diagram of a heaters arrangement in a Solaris URBINO HIII 18 is
presented. There a six electric heaters proposed as well as one frontbox unit for the heating
system of this articulated bus.
E-HEATER
E-HEATER
E-HEATER
E-HEATER
E-HEATER
FRONTBOX
E-HEATER
Figure 26 – Heaters arrangement in URBINO HIII 18
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.
Figure 27 – Spheros thermo heater
page 28 of 30
3.4 Control of heating system components
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.
The driver controls the work of 5 heating electro valves:
 1x three-way electric valve for frontbox
 2x two-way electric valves for heating the passenger compartment (one per each
wagon)
 2x two-way electric valves for roof heating (one per each wagon)
Division of work of heating in two wagons allows for better and more even/uniform steering of
temperature inside the vehicle. In the driver’s 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.
ATC WABCO driver adjustment range:
a. direction of the air flow from frontbox
b. air temperature from frontbox
c. intensity of the blast from frontbox
d. „smog” function – internal air circulation
e. on/off switch for passenger AC
f. on/off switch for driver AC
g. on/off switch for heating system in passenger space
h. „reheat” function– drying the air inside the vehicle (evaporating of windows)
Figure 28 shows the example of water heating scheme with Cummins ISBe E4 Allison drive
and air-conditioning system.
page 29 of 30
ROOF HEATING
ROOF HEATING
COOLER
HEATING
DEVICE
ENGINE
Figure 28 – Heating system with CUMMINS ISBe E4 at the rear with AC system.
3.5 Costs analysis
Costs were calculated for a prototype unit. Because of common use of listed elements the
cost is exactly the same as a standard system price.
Component
Fronbox
Heater
Thermo Heater
Supplier
Pedro Sanz
Pedro Sanz
Spheros
Prototype costs [€]
1096
226
1985
page 30 of 30

Technology evaluation report for auxiliaries for e-A/C, e

Transcription

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