Barriers to the Application of High-Temperature Coolants in Hybrid Electric Vehicles

Staunton, R.H.; Hsu, J.S.; Starke, Michael

doi:10.2172/947389

Cited by 14 publications

(12 citation statements)

References 2 publications

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“…The low temperature loop operates at a lower temperature than the ICE coolant loop, with a peak coolant temperature ranging from 65°C to 70°C [32,35]. In comparison, the ICE liquid coolant loop operates at a higher temperature, with radiator outlet temperatures assumed to be approximately 105°C [32].…”

Section: Integrated Thermal Management Applicationsmentioning

confidence: 99%

“…One fact that stands out in the diagram is that the electric drive cooling system is a completely separate system while the other systems are integrated in some form. One research goal under the DOE Vehicle Technologies Program proposes one cooling loop for an HEV, allowing for a cost savings of approximately $188 for an HEV such as the Toyota Prius [32]. This cost savings is significant when compared to cost targets of the APEEM activity within the DOE Vehicle Technologies Program [35].…”

Section: Integrated Thermal Management Applicationsmentioning

confidence: 99%

“…There are currently a number of challenges associated with cooling the power electronics and electric machine system with a high temperature coolant [32].…”

Section: Integrated Thermal Management Applicationsmentioning

confidence: 99%

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Integrated Vehicle Thermal Management for Advanced Vehicle Propulsion Technologies

Bennion¹,

Thornton²

2010

SAE Technical Paper Series

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A critical element to the success of new propulsion technologies that enable reductions in fuel use is the integration of component thermal management technologies within a viable vehicle package. Vehicle operation requires vehicle thermal management systems capable of balancing the needs of multiple vehicle systems that may require heat for operation, require cooling to reject heat, or require operation within specified temperature ranges. As vehicle propulsion transitions away from a single form of vehicle propulsion based solely on conventional internal combustion engines (ICEs) toward a wider array of choices including more electrically dominant systems such as plug-in hybrid electric vehicles (PHEVs), new challenges arise associated with vehicle thermal management. As the number of components that require active thermal management increase, so do the costs in terms of dollars, weight, and size. Integrated vehicle thermal management is one pathway to address the cost, weight, and size challenges. The integration of the power electronics and electric machine (PEEM) thermal management with other existing vehicle systems is one path for reducing the cost of electric drive systems. This work demonstrates techniques for evaluating and quantifying the integrated transient and continuous heat loads of combined systems incorporating electric drive systems that operate primarily under transient duty cycles, but the approach can be extended to include additional steady-state duty cycles typical for designing vehicle thermal management systems of conventional vehicles. The work compares opportunities to create an integrated low temperature coolant loop combining the power electronics and electric machine with the air conditioning system in contrast to a high temperature system integrated with the ICE cooling system.

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Section: Integrated Thermal Management Applicationsmentioning

confidence: 99%

Section: Integrated Thermal Management Applicationsmentioning

confidence: 99%

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Integrated Vehicle Thermal Management for Advanced Vehicle Propulsion Technologies

Bennion¹,

Thornton²

2010

SAE Technical Paper Series

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show abstract

“…To place the results in context, the required amount of heat dissipation per package for a next-generation advanced inverter approximately the same size as the Toyota Prius 50 kW traction motor inverter is assumed at 200 W/cm 2 . This has been an accepted goal for the FreedomCAR program thus far, but it may need to be revisited based on recent technological progress.…”

Section: B Assumptionsmentioning

confidence: 99%

“…One research goal under the FreedomCAR and Fuels Partnership is to use only one cooling loop for an HEV, and E allows for a cost saving of $150 to $200 for an HEV such as the Toyota Prius [2]. This is a significant cost considering the cost targets for the entire electric traction system are $660 by 2015 and $440 by 2020.…”

Section: Introductionmentioning

confidence: 99%