ARC

Simulink Based Vehicle Cooling

System Simulation;
Series Hybrid Vehicle Cooling
System Simulation
13
th
ARC Annual Conference
May 16, 2007

SungJin Park, Dohoy Jung, and Dennis N. Assanis
University of Michigan
ARC
Outline
Introduction
Motivation
Objectives
Simulation and Integration
Hybrid vehicle system modeling [VESIM]
Cooling system modeling
Configuration of HEV cooling system
Summary



ARC
Vehicle thermal management and
cooling system design
Motivation
Additional heat sources
(generator, motor, power bus,
battery)
Various requirements for different
components

Objective
Develop the HEV Cooling System
Simulation for the studies on the
design and configuration of
cooling system
Optimize the design and the
configuration of the HEV cooling
system
Conventional Cooling System
Radiator1
Oil
Cooler
FAN
Thermostat
Pump
B
y
-
P
a
s
s
CAC2
Grille
A/C Condenser
HEV Cooling System
ARC
Overview of Cooling System Simulation
Cooling system model use simulation data from the
hybrid system model
Minimizes computational cost for optimization of design
and configuration
Hybrid Propulsion System Model [VESIM] HEV Cooling System Model
0
10
20
30
40
50
60
0 200 400 600 800 1000 1200 1400
V
e
l o
c
i t
y
(
M
P
H
)
Time (s)
Driving schedule
-200
-100
0
100
200
0
500
1000
1500
2000
2500
3000
0 100 200 300 400 500
time(sec)
0
100
200
300
400
-100
0
100
200
300
400
500
600
700
0 100 200 300 400 500
time(sec)
-1500
-1000
-500
0
500
1000
1500
-200
0
200
400
600
800
1000
1200
1400
0 100 200 300 400 500
time(sec)
-1000
-500
0
500
1000
1500
2000
0
500
1000
1500
2000
2500
3000
0 100 200 300 400 500
time(sec)
ARC
Hybrid propulsion system
configuration and VESIM
Engine
Generator
Vehicle
Motor
Battery
Controller
Power
Bus
Engine
Generator
Power Bus
Battery
Motor
Wheel
Engine
400 HP
(298 kW)
Motor
2 x 200 HP
(149 kW)
Generator
400 HP
(298 kW)
Battery
(lead-acid)
18Ah /
25 modules
Vehicle
20,000 kg
(44,090 lbs)
Maximum
speed
45 mph
(72 kmph)
ARC
Hybrid vehicle power management
Discharging mode
Charging mode Braking mode
Wheel
M
o
t
o
r
Generator
M
o
t
o
r
Power Bus
Controller
Engine
Battery
Wheel
Wheel
M
o
t
o
r
Generator
M
o
t
o
r
Power Bus
Controller
Engine
Battery
Wheel
Battery is the primary power
source
When power demand exceeds
battery capacity, the engine is
activated to supplement power
demand
Power Flow
Active Conditionally
Active
Inactive
Engine / generator is the primary
power source
When battery SOC is lower than
limit, engine supplies additional
power to charge the battery
Once the power demand is
determined, engine is operated at
most efficient point
Wheel
M
o
t
o
r
Generator
M
o
t
o
r
Power Bus
Controller
Engine
Battery
Wheel
Regenerative braking is activated
to absorb braking power
When the braking power is larger
than motor or battery limits,
friction braking is used
SOC High Limit
SOC Low Limit
Charge Discharge Charge
SOC
Engine Speed
E
n
g
i
n
e

T
o
r
q
u
e
Efficiency ( engine + generator )
ARC
0.55
0.6
0.65
0.7
0.75
0 100 200 300 400 500
time(sec)
-1500
-1000
-500
0
500
1000
1500
-200
0
200
400
600
800
1000
1200
1400
0 100 200 300 400 500
time(sec)
-200
-100
0
100
200
0
500
1000
1500
2000
2500
3000
0 100 200 300 400 500
time(sec)
-1000
-500
0
500
1000
1500
2000
0
500
1000
1500
2000
2500
3000
0 100 200 300 400 500
time(sec)
Vehicle simulation
Vehicle driving cycle
Cycle simulation results ( engine / generator / motor / battery)
Vehicle simulation model [VESIM]
Engine Speed Generator Speed Motor Speed
Engine BMEP Generator Torque Motor Torque
0
10
20
30
40
50
60
0 100 200 300 400 500
vehicle speed (demand)
vehicle speed (actual)
time(sec)
Battery SOC
ARC
Cooling system modeling;
Configurations
Configuration A
Motor(A/B)
Generator
PowerBus
Radiator1
Engine
Radiator2
FAN
Thermostat
Pump
Electric
Pump
B
y
-
P
a
s
s
CAC1
Grille
Radiator1
Oil
Cooler
FAN
Thermostat
Pump
B
y
-
P
a
s
s
CAC2
Grille
A/C Condenser
HEV Cooling System Model in Matlab Simulink
Cooling Circuit for Electric Parts
Cooling Circuit for Engine
Cooling Circuit Tower 2
cac spec
inler air v elocity
inlet air temperature
turbo charger
Ramass
thermodelP
coolant temp, K
inlet air v elocity , m/s
inlet air temp, oC
Ramass1
Tcoolout
thermodelP1
RadelP, bar
to f an
outlet air temp, K
radi ator2
Ramass
thermodelP
coolant temp, K
inlet air v elocity , m/s
inlet air temp, oC
Ramass1
Tcoolout
thermodelP1
RadelP, bar
to f an
outlet air temp, K
radi ator1
coolant m(kg/s)
coolant density ,kg/m3
f low coef f cac
f low coef f egn
coolant f low 1
coolant f low 2
coolant f low 3
m_sum
dp(bar)
paral l el cool ant ci rcui t2
coolant m(kg/s)
coolant density ,kg/m3
coolant f low 1
coolant f low 2
coolant f low 3
m_sum
dp
paral l el cool ant ci rcui t1
coolant f low rate (kg/s)
coolant temp in (K)
coolant temp
mc temp
motor(A,B)/
control l er <mc>
coolant f low rate (kg/s)
coolant temp in (K)
coolant temp
gc temp
generator/
control l er <gc>
0.2102
0.05466
0.1089
0.3737
0.003829
336.5
fl owrate 1
fl owrate 2
fl owrate 3
fl ow sum
dp
temp1
heat rejection, kW
cool mass1
coolant temp
Tcool_out
f low coef f a/b/c
engi ne bl ock
heat rejection rate
pump speed
engi ne
pump speed
pressure rise, bar
coolant temp
coolant mass
pressure rise
cool mass, kg/s
coolant temp, K
coolant density , kg/m1
cool ant pump2
pump speed
pressure rise, bar
coolant temp
coolant mass
pressure rise
cool mass, kg/s
coolant temp, K
coolant density , kg/m3
cool ant pump1
T_pb
T_gen
T_mot
motor_rpm
f an on/of f
cool ant pump motor/control l er
coolant temp1
coolant mass
delP
recirculate mass
radiator mass
coolant temp2
Re delP
thermo delP
delP1
Remass
Recooltemp
RedelP
Ramass
Racooltemp
RadelP
enginedelP
thermodelP
coolant mass
coolant temp
pressure drop2
col l ector4
Remass
Recooltemp
RedelP
Ramass
Racooltemp
RadelP
enginedelP
thermodelP
coolant mass
coolant temp
pressure drop2
col l ector3
T1
T2
m1
m2
Tsum
col l ector1
T1
T2
T3
m1
m2
m3
Tsum
col l ector0
f an speed, rpm
v ehicle speed, km/h
inlet air temp, oC
radiator2 spec
radiator1 spec
radi out air T
inlet air v el 1, m/s
inlet air v el 2, m/s
inlet air temp, oC
ai r si de, fan
Teng
Telec
f an_rpm
V_speed
Ta
ai r si de i nput
rad_ai r_temp
To Fi l e6
del p.mat
To Fi l e5
mass.mat
To Fi l e4
temp.mat
To Fi l e3
del p_e.mat
To Fi l e2
mass_e.mat
To Fi l e1
temp_e.mat
To Fi l e
Termi nator2
Termi nator
coolant temp1
coolant mass
delP
recirculate mass
radiator mass
coolant temp2
Re delP
thermo delP
T/S temp
delP1
T/S2
Load input data
C_m (kg/s)
C_Tin(K)
C_m(kg/s)
C_Tout(K)
Reservoi r2
C_m (kg/s)
C_Tin(K)
C_m(kg/s)
C_Tout(K)
Reservoi r1
coolant f low rate (kg/s)
coolant temp in (K)
coolant temp
pb temp
Power Bus<pb>
u(1)-273
K->oC
1800
Di spl ay3
371.1
Di spl ay1
Cl ock
f(u)
C2K
cool_mass
coolant temp, K
inlet air v elocity , m/s
inlet air temp, oC
coolant density , kg/m3
Tcoolout
f low coef f a/b/c
outlet air temp, K
cac spec
1st charge ai r cool er
Motor Generator PowerBus
Radiator1
Radiator2
T/S
Electric
Pump
Engine
CAC1
Parallel
Circuit
Parallel
Circuit
Mech.
Pump
Engine
Block
Fan
Turbo
Charger
Cooling Circuit Tower 1
*Run Tower2 first
copy "to_cac2_t_T.mat"
cac spec
inler air v elocity
inlet air temperature
turbo charger
Ramass
thermodelP
coolant temp, K
inlet air v elocity , m/s
inlet air temp, oC
coolant density , kg/m3
Ramass1
Tcoolout
thermodelP1
RadelP, bar
to f an
outlet air temp, K
radi ator
f(u)
oC->K
pump speed
heat rejection rate
engi ne
pump speed,
pressure rise, bar
coolant temp
coolant mass
pressure rise (bar)
cool mass, kg/s
coolant temp, K
coolant density , kg/m1
cool ant pump
Remass
Recooltemp
RedelP
Ramass
Racooltemp
RadelP
enginedelP
thermodelP
coolant mass
coolant temp
pressure drop2
col l ector1
f an speed, rpm
v ehicle speed, km/h
inlet air temp, oC
radiator2 spec
radiator1 spec
radi out air T
inlet air v el 1, m/s
inlet air v el 2, m/s
inlet air temp, oC
ai r si de, fan
Tcool out
f an_rpm
V_speed
Ta
ai r si de i nput
rad_ai r_temp
To Fi l e
coolant temp1
coolant mass
delP1
delP2
recirculate mass
radiator mass
coolant temp2
Re delP
thermo delP
T/S temp
delP_sum
T/S
Load input data
C_m (kg/s)
C_Tin(K)
C_m(kg/s)
C_Tout(K)
Reservoi r1
coolant f low rate (kg/s)
coolant temp in (K)
heat rejection rate(kW)
coolant temp
cool mass
Oil cooler dp(bar)
Oi l cool er1
f(u)
K->oC
0
Di spl ay4
0
Di spl ay3
0
Di spl ay2
0
Di spl ay11
0
Di spl ay1
Cl ock
inlet air v elocity , m/s
inlet air temp, oC
to f an
outlet air temp, K
A/C
cool_mass
coolant temp, K
inlet air v elocity , m/s
inlet air temp, oC
coolant density kg/m3
cool_mass1
Tcoolout1
outlet air temp, oC
cac spec
delP(bar)
2nd charge ai r cool er
Radiator
A/C
Condenser T/S
CAC2
Mech.
Pump
Fan
Oil
Cooler
ARC
Guide Lines of
Cooling system configuration
Criteria for system configuration
Radiators for different heat
source components are
allocated in two towers based
on operation group
The radiators are arranged in
the order of maximum
operating temperature
Electric pumps are used for
electric heat sources
The A/C condenser is placed in
the cooling tower where the
heat load is relatively small
Battery is assumed to be cooled
by the compartment A/C
system due to its low operating
temperature (Lead-acid: 45
o
C)

Component
Heat
generation
(kW) *
Control
Target
T (
o
C)
Operation
group**
Engine 190 120 A
Motor /
controller
27 95 B
Generator /
controller
65 95 A
Charge air
cooler
13 - A
Oil cooler 40 125 A
Power bus
(DC/DC
converter)
5.9 70 C
Battery*** 12 45 D
* Grade Load condition
** The heat sources that generate heat simultaneously during
driving cycle are grouped together.
*** Maximum speed condition / Lead-acid
ARC
Configurations
Configuration B
Motor(A/B)
PowerBus
Radiator1
Radiator2
FAN
Electric
Pump
Grille
Electric
Pump
A/C Condenser
Generator
Radiator3
FAN
Electric
Pump
Grille
Radiator2
CAC
Radiator1
Oil
Cooler
Thermostat
Pump
B
y
-
P
a
s
s
Engine
Pump
Generator
Radiator3
FAN
Electric
Pump3
Grille
Radiator2
CAC
Radiator1
Oil
Cooler
Thermostat
Pump1
B
y
-
P
a
s
s
Engine
Pump2
Motor(A/B)
PowerBus
Radiator1
Radiator2
FAN
Electric
Pump
Grille
Electric
Pump
A/C Condenser
Configuration C
P
o
w
e
r

G
e
n
e
r
a
t
i
o
n

V
e
h
i
c
l
e

P
r
o
p
u
l
s
i
o
n

ARC
Modeling Approach
Component Approach Implementation
Heat Exchanger Thermal resistance concept 2-D FDM Fortran (S-Function)
Pump Performance data-based model Matlab/Simulink
Cooling fan Performance data-based model Fortran (S-Function)
Thermostat Modeled by a pair of valves Fortran (S-Function)
Engine Map-based performance model Matlab/Simulink
Engine block Lumped thermal mass model Matlab/Simulink
Generator Lumped thermal mass model Matlab/Simulink
Power bus Lumped thermal mass model Matlab/Simulink
Motor Lumped thermal mass model Matlab/Simulink
Oil cooler Heat exchanger model (NTU method) Matlab/Simulink
Turbocharger Map-based performance model Matlab/Simulink
Condenser Heat addition model Matlab/Simulink
Charge air cooler Thermal resistance concept 2-D FDM Fortran (S-Function)
ARC
Heat Input and Exchange Model for
Engine Block and Electric
Components
Lumped thermal mass model
Heat transfer to cooling path (Qint) and to
outer surface (Qext; radiation and natural
convection)
Engine
Map based engine performance model
Heat rejection rate as a function of speed
and load is provided by map
Turbo Charger
Map base turbo charger performance
model
The temperature and flow rate of the
charge air as functions of speed and load
are provided by map



Schematic of Heat Exchange Model
at Engine and Electric components
Coolant Flow
Q
Qint
Qext
Modeling Approach:
Heat source
Engine heat rejection rate
ARC
Modeling Approach:
Heat sources (cont.)
Oil Cooling Circuit
Heat addition model : heat is directly added to the oil
Heat rejection rate as a function of speed and load is provided by map
Condenser
Heat addition model: heat is directly added to the cooling air
Constant value is used for heat rejection rate
Heat generation from generator is handled as 2-D
lookup table indexed by rotor speed and input torque
Map based Generator and Controller model
( ) q e = 1
_
T Q
gen m
Charge air coolers
2-D FDM-based model
In contrast to radiator, heat
transfer occurs from air to
coolant
Generator
Heat generation is calculated
using a 2D look-up table indexed
by speed and input torque
Lumped thermal mass model
ARC
Power Bus Model
( ) ( )
|
|
.
|

\
|
+ + =
mc
mc mc
co pb gen pb
w T
VI VI abs Q
q
q q ) 1 ( 1
_
Battery charging
& Motor is working
Otherwise :
Motor is working
Motor is generating
( )
|
|
.
|

\
|
=
mc
mc mc
pb gen pb
w T
Q
q
q 1
_
( )( )
mc mc mc pb gen pb
w T Q = q q 1
_
Modeling Approach:
Heat sources (cont.)
Motors
Heat generation is calculated
using a 2D look-up table
indexed by speed and input
torque
Lumped thermal mass model
Power bus
Power bus regulates the power
from electric power sources and
supply the power to electric
power sink
Heat generation is determined
by battery and motor power
Lumped thermal mass model
Heat generation from motor is handled as 2-D lookup
table indexed by rotor speed and output torque
Map based Motor and Controller model
|
|
.
|

\
|
= 1
1
_
q
e T Q
gen m
Motor
Battery
Power Bus
Motor
Battery
Power Bus
Motor
Battery
Power Bus
ARC
Modeling Approach:
Heat sinks
Heat exchanger (radiator)
Design variables
Core size
Water tube : depth, height, thickness
Fin : depth, length, pitch, thickness
Louver : length, height, angle, pitch
Based on thermal resistance concept
2-D Finite Difference Method
05 . 0 28 . 0 68 . 0 23 . 0 29 . 0 14 . 0
27 . 0
49 . 0
90
Re

|
|
.
|

\
|
|
|
.
|

\
|
|
|
.
|

\
|
|
|
.
|

\
|
|
|
.
|

\
|
|
|
.
|

\
|
|
.
|

\
|
=
l
f
l
t
l
l
l
t
l
f
l
f
P
P
t
P
P
P
L
P
D
P
L
P
P
j
l
u
i=1
2
.
.
.
N
i
j=1
2
.
.
.
.
.
.
.
N
j
Staggered grid system for FDM
Design parameters of CHE core
Structure of a typical CHE
3 / 2
,
Pr
a p a a
a
C V
h
j

= Empirical correlation for ha

(by Chang and Wang)
ARC
Modeling Approach:
Heat sinks(cont.)
Oil cooler
Finned concentric pipe heat exchanger model
for Oil Cooler
Counter flow setup
NTU approach is used to calculate the exit
temperature of two fluids

NTU Method
Schematic of Heat Exchange at
Engine and Electric components
ARC
Modeling Approach:
Delivery media (Coolant)
Coolant Pumps
The coolant flow rate is calculated
with calculated total pressure drop by
cooling system components and the
pump operating speed
Performance map is used to calculate
the coolant flow rate
The mechanical pump is driven by
engine and electric pump is driven by
electric motor
by- pass
coolant pump
engine
pass by heat pump
P P P

A + A = A
radiator heat
P P A + A =
by- pass by- pass
coolant pump
Heat 1
thermostat
radiator
Coolant circuit
(driven by engine)
pass by pump
P P P

A + A = A
radiator
P P A + A =
Heat 2
coolant pump
engine
pump
P A
radiator heat
P P A + A =
coolant pump
Heat 1
radiator
Coolant circuit
(driven by motor)
pump
P A
radiator
P P A + A =
Heat 2
Performance Maps of Mechanical Pump
Efficiency Flow rate
Performance Maps of Electric Pump
Efficiency Flow rate
ARC
Open
Close
Modeling Approach:
Delivery media (Coolant)
radiator valve S T ra pipe ra circuit
P P P P A + A + A = A
_ / _ _
valve S T re pipe re circuit
P P P
_ / _ _
A + A = A
2 2
2 2
re
loss
re
re
re
re
V
K
V
D
L
f

+ =
( ) Q P
V
K
V
D
L
f
radiator
ra
loss
ra
ra
ra
ra
A + + =
2 2
2 2

P A
Pipe (radiator circuit)
P A
radiator
P A
radiator
P A
P A
Pipe (re-circulate circuit)
P A P A
T/S_ to_re-circulate
P A
P A
T/S_ to_radiator
P A
To Pump
From
Heat
Sources
Valve lift curve of T/S
re circuit ra circuit
P P
_ _
A = A
re circuit ra circuit
P P
_ _
A = A
Coolant flow calculation
based on pressure drop
radiator c e recirculat c total c
Q Q Q
_ _ _
+ =
radiator c e recirculat c total c
Q Q Q
_ _ _
+ =
Thermostats
Two way valve with Hysteresis characteristics
Coolant flow rate to re-circulate circuit and radiator are determined
by the pressure drops in each circuit
-2
0
2
4
6
8
10
12
14
365 370 375 380
Temperature (K)
Open
Close
T/S valve lift with hysteresis
ARC
Modeling Approach:
Delivery media (Oil/Air)
Oil Pump
Map based gear pump model for Oil
Pump
Cooling fans
Total pressure drop is calculated from
the air duct system model based on
system resistance concept
Performance map is used to calculate
the air flow rate
Map Based Gear Pump Model
Cooling air flow circuit
up
stream
cooling air flow
Cooling air flow circuit
down
stream
radiator2 grille radiator1 fan &
shroud
Air duct system based on system resistance concept
condenser
Fan & Shroud
Radiator 1,2
Grille
Condenser
ARC
Test conditions
Test condition for sizing components and evaluating cooling
system configuration
The thermal management system should be capable of
removing the waste heat generated by the hardware under
extreme operating condition
Grade load condition is found to be most severe condition for
cooling system
-0.2
-0.15
-0.1
-0.05
0
0.05
0.1
0.15
0.2
0 200 400 600 800 1000
distance(m)
Road profile of off-road condition
Ambient Temperature 40
o
C
45mi/h
30mi/h
3
0
m
i/h
7%
Grade Load Maximum Speed Off-Road
ARC
Configuration test;
Grade Load (30 MPH, 7 %)
Max. SOC: 0.7
Min. SOC: 0.6
Initial SOC: 0.6
0 200 400 600 800 1000 1200 1400 1600 1800
0
200
400
600
800
1000
1200
1400
1600
1800
2000
time [sec]
s
p
e
e
d

[
r
p
m
]
Engine speed
0 200 400 600 800 1000 1200 1400 1600 1800
0
200
400
600
800
1000
1200
1400
1600
Engine BMEP
time [sec]
B
M
E
P

[
k
P
a
]
0 200 400 600 800 1000 1200 1400 1600 1800
0.5
0.55
0.6
0.65
0.7
0.75
0.8
time [sec]
S
O
C
Battery State of Charge
3
0
m
i/h
7%
Grade Load
Engine Speed Engine BMEP
Battery SOC
ARC
Configuration A and B
Motor(A/B)
Generator
PowerBus
Radiator1
Engine
Radiator2
FAN
Thermostat
Pump
Electric
Pump
B
y
-
P
a
s
s
CAC1
Grille
Motor(A/B)
PowerBus
Radiator1
Radiator2
FAN
Electric
Pump
Grille
Electric
Pump
A/C Condenser
Generator
Radiator3
FAN
Electric
Pump
Grille
Radiator2
CAC
Radiator1
Oil
Cooler
Thermostat
Pump
B
y
-
P
a
s
s
Engine
Pump
Radiator1
Oil
Cooler
FAN
Thermostat
Pump
B
y
-
P
a
s
s
CAC2
Grille
A/C Condenser
Config. A could not meet the cooling
requirements of electric components

Configuration A Configuration B
Generator
Generator
Motor
PowerBus PowerBus
Motor
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Configuration A and B
Motor(A/B)
Generator
PowerBus
Radiator1
Engine
Radiator2
FAN
Thermostat
Pump
Electric
Pump
B
y
-
P
a
s
s
CAC1
Grille
Motor(A/B)
PowerBus
Radiator1
Radiator2
FAN
Electric
Pump
Grille
Electric
Pump
A/C Condenser
Generator
Radiator3
FAN
Electric
Pump
Grille
Radiator2
CAC
Radiator1
Oil
Cooler
Thermostat
Pump
B
y
-
P
a
s
s
Engine
Pump
Radiator1
Oil
Cooler
FAN
Thermostat
Pump
B
y
-
P
a
s
s
CAC2
Grille
A/C Condenser
Performance of one CAC in
Config. B was better than that of
two CAC in Config. A
Configuration A
Configuration B
CAC1
CAC2
CAC
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Configuration B and C
Motor(A/B)
PowerBus
Radiator1
Radiator2
FAN
Electric
Pump
Grille
Electric
Pump
A/C Condenser
Generator
Radiator3
FAN
Electric
Pump
Grille
Radiator2
CAC
Radiator1
Oil
Cooler
Thermostat
Pump
B
y
-
P
a
s
s
Engine
Pump
Config. C is designed by adding
a coolant by-pass line to Oil
Cooler in Config. B
Power consumption of pump is
reduced by 5% adding the
bypass circuit
Generator
Radiator3
FAN
Electric
Pump3
Grille
Radiator2
CAC
Radiator1 Oil
Cooler
Thermostat
Pump1
B
y
-
P
a
s
s
Engine
Pump2
Motor(A/B)
PowerBus
Radiator1
Radiator2
FAN
Electric
Pump
Grille
Electric
Pump
A/C Condenser
Configuration B Configuration C
2.5
2.75
3
3.25
3.5
3.75
4
0 300 600 900 1200 1500 1800
no by-pass
mean (no by-pass)
by-pass
mean (by-pass)
time (sec)
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Summary
The HEV Cooling System Simulation is developed for the
studies of the cooling system design and configuration
The HEV cooling systems are configured using the simulation
In hybrid vehicle, the heat rejection from electric components
is considerable compared with the heat from the engine ( Grade
Load : heat from electric components 98kW, heat from engine module 240kW)
Proper configuration of cooling system is important for hybrid
vehicle components, because the electric components work
independently and have different target operating
temperatures
Parasitic power consumption by the cooling components can be
reduced by optimal configuration design
Optimization study of cooling system is conducted using
developed model (Symposium II, Optimal design of electric-
hybrid powertrain cooling system)
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Acknowledgement
General Dynamics, Land Systems (GDLS)
ARC
Thank you!