2001-01-1707

Heavy Duty Truck Cooling System Design Using Co-Simulation

Clive Hughes, Chad Mitts, Frederic Jacquelin and Marc Wiseman
Ricardo, Inc.

Copyright © 2001 Society of Automotive Engineers, Inc.

ABSTRACT capacity on the coolant side is more than enough to cope

with the demand.
In order to meet the legislated emissions levels, future
diesel engines will likely utilize cooled exhaust gas re-
circulation (EGR) to reduce emissions. The addition of
the EGR cooler to the conventional vehicle coolant
system creates several challenges. Firstly, the engine
cooling system flow and heat rejection requirements both
140
increase as it is likely that some EGR will be required at
120
the rated power condition. This adversely affects 100
packaging and fuel economy. The system design is 100%
Heat 80
further complicated by the fact that the peak duty of the Rejection, kW 60 70%
EGR cooler occurs at part load, low speed conditions, 40 40%
whereas the cooling system is traditionally designed to Normalized
20
10% Torque
handle maximum heat duties at the rated power 0

88%

77%

65%

54%
100%
condition of the engine. To address the system design
challenges, Ricardo have undertaken an analytical study
Normalized Speed
to evaluate the performance of different cooling system
strategies which incorporate EGR coolers. This was Figure 1. Typical Truck Engine Heat Rejection To
achieved by performing a co-simulation using Coolant
commercially available 1-dimensional codes.

INTRODUCTION 100%

The coolant system of current vehicles is already limited 80%

15%
on performance due to package and styling constraints.
Torque [% of maximum]

Thus, any future incremental demands on the coolant

system will need to be managed effectively so as to 60%
20%
remain within these constraints. Further, the drive to
increase fuel economy, particularly in the Class 7 & 8 40% 30%
trucks, requires reduced drag coefficients and frontal
area. Since the cooling pack in the vehicle has a major 40%

influence on frontal area, it is important that the thermal 20%

management of the cooling requirements be given a high

priority. 0%
600 800 1000 1200 1400 1600 1800 2000 2200
It is also anticipated that future diesel engines will make Engine Speed [rev/min]
use of cooled EGR in order to meet the performance and
Figure 2. Example Of Truck Engine EGR Strategy (EGR
emissions levels required. This places further demands
Rate) Needed To Meet US Fed Transient Test
on the cooling system that need to be managed
appropriately. Traditionally, the heat rejected to cooling
systems by the engine peak around the rated power A typical strategy for EGR for truck diesel engines, over
condition of the engine, as illustrated in Figure 1. This the operating range of the engine, is shown in Figure 2.
plot also illustrates that the heat rejected by the engine at
low speeds and loads is relatively small compared to the From this it can be seen that the high levels of EGR
peak level. In fact, in most applications the cooling occur at the part load and part speed conditions. Taking
into account the total mass flow rate of exhaust gas and
the exhaust gas temperature, the required heat rejection
from the EGR can be calculated. Figure 3 shows a plot
of EGR heat rejection for a truck engine.
35
30
25
20 EGR Heat
Rejection,
15 kW
10
100%
5
88%
77%
65%
0
54%
10%
40%
70%
100%
Engine Speed,
Normalized
Normalized
Torque
Figure 3. Typical Truck Engine EGR Heat Rejection.
As a result of the difference in cooling requirements
between the engine and the EGR cooler, it is important
that the coolant system is designed such that both needs
are met whilst maintaining a minimum fuel consumption.
Hence the water pump will now need to deliver coolant at
a correct temperature and flow rate to the EGR cooler at
low engine speed, without producing excess coolant flow
rates and pressure rises at rated engine speed and to
avoid boiling in the EGR cooler. Also, engine and
passenger compartment warm up time is a concern for
emissions and passenger comfort needs. Thus, the
incorporation of the EGR cooler needs to minimize any
penalty in cooling system.
Obviously, more complex controlled coolant systems can
be designed to cope with these demands relatively
easily. However, to derive a design that best meets the
needs for fuel economy, emissions, passenger comfort
and, also importantly, cost, a more detailed analysis of all
the options available is necessary.
Traditionally, these systems have, somewhat, been
designed in isolation. That is, the coolant system
designer has little understanding of the impact of the
coolant system on engine performance and vice versa.
Also, the controls engineer will implement strategies
based on discussion with the systems engineers but will
have little direct experience on how his function
influences the overall systems performance. Thus, there
is a need to look at all the implications on the coolant
system design of a large truck engine due to the
incorporation of cooled EGR.
In order to do this Ricardo have developed detailed
models that could simulate the dynamic system
interaction between engine, EGR and cooling system.
This was achieved by performing a co-simulation using
commercially available 1-dimensional codes for engine
and EGR system (WAVE), thermal-fluid analysis
(FLOWMASTERâ) and control system analysis
(MATLABâ Simulinkâ). The intention of this analysis tool
is to aid in the design of the coolant system as well as to
help calibrate the vehicle controller.
This paper details the development of the vehicle model
co-simulation, its use to evaluate different cooling system
options, and some observations on potential fuel
economy savings. The work includes an investigation of
active components including solenoid coolant valves and
an electric water pump.
CO-SIMULATION BACKGROUND
The term co-simulation is often used to describe various
types of analysis and thus it is worth providing some
discussion as to how it is used here. The simplest
method of analysis is to derive a model in a single code
that simulates a system or multiple systems. This has
limitations due to the level of complexity needed and the
fact that there are dedicated codes designed to model
specific systems that are more effective. Very often the
next step is to build more complex models in individual
codes. The data transfer between these codes is
conducted off-line (i.e. the output data from the first
simulation is manually input into another simulation to
run). This is useful since each model runs separately and
thus quickly and a reasonable level of complexity can be
simulated. However, to gain true transient capability and
to increase the level of interaction between systems it is
necessary to link these models dynamically. Co-
simulation has been investigated for other applications
and the benefits of it discussed in other publications [1].
True co-simulation, as conducted in this study, involves
writing code to link the various sub-models, in different
software codes, such that the sub-models solve together
in parallel and communicate with each other at the
required time-steps. In this study, three commercially
available 1-dimensional codes are linked in this manner
in order to create a complete model of engine
performance (including gas dynamics), coolant system
and control system.
Firstly, MATLABâ Simulinkâ is used to model the control
of the coolant system. It is also used as the code that
produces the links to the other software codes, manages
the information flow between the sub-models, and
controls the time-step of the simulation. The engine
performance model, which includes the effects of gas
dynamics in the engine and EGR system, is modeled
using Ricardo’s commercially available software WAVE.
In fact a link between MATLABâ Simulinkâ and WAVE
has existed for some time, as it is often used to control
 As required by
level of coolant
MATLAB / Simulink system complexity

Engine Speed CONTROLS MODEL

Fueling Coolant Temp.
EGR Valve Position
MATLAB / Simulink
Pump Speed
Valve Position
Engine Torque MODEL INTERFACE

Engine Heat Rejection

EGR Mass Flow
FLOWMASTER
WAVE EGR Temperature (cooler in)
COOLANT
ENGINE MODEL SYSTEM MODEL
EGR Heat Rejection

Figure 4. Co-Simulation Architecture & Information Flow

the engine and run multiple WAVE simulations, and is
included in the WAVE package as supplied. Finally, the
coolant system is modeled using FLOWMASTERâ.
Figure 4. illustrates the co-simulation architecture and
flow of information within the models. Currently,
FLOWMASTERâ provides a link to MATLABâ Simulinkâ
but this is only done by using FLOWMASTERâ as the
information and link manager. Thus, in order for this
study to proceed a link in the opposite direction was
desired.
MATLABâ TO FLOWMASTERâ LINK – In conjunction
with FLOWMASTER, Ricardo have developed a script in
MATLABâ Simulinkâ that will initiate the
FLOWMASTERâ solver module and provide
communication to and from it. The co-simulation
developed here uses DCOM software technology to
communicate between the software platforms of
MATLABâ Simulinkâ and FLOWMASTERâ. The co-
simulation is controlled from Simulinkâ, through an M-file
S-function.
Traditionally, an S-Function is used to describe some
sort of dynamic system, i.e. a system that has inputs,
outputs, and states. It may contain integrators,
derivatives and other equations that are used to compute
the states and outputs of the system. Therefore
Simulink treats the S-Function as a transfer function,
such that it gives the transfer function an input, and
follows the required directions (denoted by the script in
the S-Function) to receive an output. The rest of the
simulation subsequently acts on this output. In the case
of this co-simulation, the S-function structure is actually
used to handle the exchange of information with a client
program (here FLOWMASTER). The client program
handles the integration and other computations required
to advance its simulation. The S-Function therefore still
uses inputs, outputs and states, although Simulink only
monitors the states, which represent a small subset of
possible model states that FLOWMASTER utilizes.
SAMPLE TIMES - The co-simulation operates by
synchronizing the two simulations, and for proper
synchronization needs to have FLOWMASTER running
at a faster (or equal) rate that is an integer multiple of the
rate of the S-Function execution. For example, if
FLOWMASTER executes at 0.2 sec, the S-Function
needs to execute at 0.4 sec, 0.6 sec, 1.0 sec, etc.
For this reason, sample times of all blocks in the
Simulink system should be an integer multiple of the
system sample time specified in the
Simulation/Parameter dialog box. The current
configuration of the co-simulation S-Function inherits the
fastest sample time of the entire Simulink system.
Thus, if all blocks have integer sample times, then the
co-simulation should inherit the fastest time from the
dialog box.
For the co-simulation and control system development,
FLOWMASTER was set to run at 0.1 sec and Simulink
at 1.0 sec (inherited from Simulation Parameters). This
gives reasonable results for the long (>1000 seconds)
test files.
CO-SIMULATION MODEL
SIMULATION CONTROL & COMMUNICATION – As
discussed earlier, the control of the simulation and
communication between the system models is
conducted by blocks within Simulink. The primary
function of these blocks is to transport data from one
system model, whether in Simulink or the other codes,
to another. This data falls into two distinct types, control
data and physical data. The flow of information
communicated can be seen in Figure 4.
Control data is that used by the control system whether
in actuation or feedback from a sensor. This data will be
transmitted to the electronic control module in the real-
world application. The flow of this type of data is only to
and from the control system and only one of the other
models, the engine or coolant system, has knowledge of
this data.
The physical data is purely required for the modeling
purposes. This data describes the interaction between
the engine and coolant system. This data is primarily
related to the heat rejection to coolant within the engine
and the EGR cooler. Strictly speaking the pump speed in
the mechanical pump circuits is also physical data but as
the control system looks after the pump speed in the
other two circuits it was decided to do so in all instances.
In Figure 4 this data is represented as passing through
the dotted Simulink interface.
Intake Manifold
Intercooler
Exhaust Manifold
Turbocharger
EGR Cooler
Figure 5. Engine Model Layout
ENGINE MODEL - The model of the engine includes
definition of the intake and exhaust manifolds, including
the EGR system, and allows for control of various engine
parameters such as EGR rate, engine speed, fueling etc.
A representation of the engine layout is included in
Figure 5. The engine performance model is executed on
a crank angle basis and results are output as cycle
averaged values after each completed cycle. This level
of fidelity is required for accurate performance analysis.
Obviously, to run the rest of the model at this time-step
would mean that a high level of processing power is
needed. For this reason, data is passed to MATLABâ
Simulinkâ intermittently on a much more realistic time-
step.
COOLANT SYSTEM MODEL – This study will
investigate four possible concepts for the design of a
coolant system, as illustrated in Figures 6a to 6d. They
illustrate a progression from a simple mechanical system
which is cheap, tried and tested, up to a more complex
electrically controlled system. Obviously, the choice of
system is best considered on a case by case basis.
EGR Cooler
T
Radiator
Engine
Pump
Figure 6a. Simple Coolant Circuit
In the simple coolant circuit, Figure 6a, the EGR cooler is
connected in parallel to the engine. The outlet from the
pump is split into two, analogous with an outlet from the
cylinder block adjacent to the pump or directly from the
pump scroll casing. The coolant that passes through the
EGR cooler is fed back to the engine just before the
mechanical thermostat. This ensures that the maximum
pressure drop across the cooler can be achieved.
EGR Cooler
EV
Radiator
Engine
Pump
Figure 6b. Single Control Valve Coolant Circuit
The coolant flow rate through the EGR cooler is
governed by the total flow rate and the respective flow
resistances in the engine and cooler circuit.
In the second coolant circuit a solenoid activated control
valve (EV) is fitted to the cooler circuit, while the rest of
the circuit remains the same. The addition of the control
valve allows for some variation in the restriction through
the cooler leg of the system and thus will help regulate
flow through it.
EGR Cooler
EV
T
Radiator
Engine
Motor
Electric Pump
Figure 6c. Simple Electric Coolant Pump Circuit
The third circuit utilizes an electrically motored coolant
pump, as well as the control valve, to regulate flow. The
other parts of the circuit are as the first circuit, purely
mechanical.
EGR Cooler
EV 1
EV 2
TS
Radiator
Engine
Motor
Electric Pump
Figure 6d. Complex Electrically Controlled Coolant
Circuit
The final circuit, Figure 6d, shows a high level of
complexity that offers a significant amount of flexibility.
The electrically motored coolant pump and an electrically
controlled valve (EV1) allows for full control over the flow
of coolant through the engine and EGR cooler. Also, the
second electrically controlled three-way valve (EV2) can
be used to control flow through the radiator and, thus
control the coolant temperature, regulated using the
temperature sensor (TS). This is used to raise the
coolant temperature at low loads and speeds and thus
improve radiator performance.
CONTROL SYSTEM MODEL – The control models can
be split into two categories, engine and coolant system.
The control of the engine is done via common
parameters such as fueling, engine speed and EGR
valve position. A feedback loop on the engine torque is
used to set the fueling and EGR valve position.
Since there are multiple coolant systems, there are a
similar amount of control system models. For the simple
mechanical system, although there is no specific control
of the system itself, the pump speed is controlled in order
to match to the engine speed. The control of the
mechanical thermostat is conducted within the coolant
system model itself.
The control system for the electric valve coolant system,
Figure 6b, now controls the valve position. In a real
vehicle installation the valve position would be
determined by a map of engine speed and “torque”
(which can be obtained from a MAP sensor or fueling
value in the control system in actual operation) and EGR
valve position. However, to help generate this map and
for this simulation exercise, the control system model
used coolant temperature to control valve position. This
would allow for a first cut estimate of an actual calibration
map for prototype development.
The control system for the simple electric coolant pump
circuit, Figure 6c, is very similar. The only difference to
the first control system is that the pump speed is now no
longer tied to the engine speed. Again, in an actual
installation the control system would use a map based on
engine speed and torque, but for the purposes of this
simulation it uses feedback from the coolant temperature
to determine the pump speed. The electric valve is
controlled in a similar manner to that used for circuit 6b.
Finally, the control system of the complex coolant circuit
determines the pump speed and the position of two
valves. The pump speed is determined by feed back
from the temperature sensor and valve positions. The
first valve (EV1) is controlled via a map, similar to the
previous control systems, and determines the flow split
through the engine and cooler. The second valve (EV2)
uses feedback from the temperature sensor (TS) to
determine its position.
RESULTS
While these models are capable of transient operation
simulation, it was decided that, to simplify the
investigation, the evaluation would be conducted based
on a series of steady state analyses. This provides a
good basis for comparing the four concepts. The
transient simulation would be most beneficial for
optimizing the control strategy for the chosen concept.
In reality, the engine will operate over an undetermined
duty cycle, potentially including a significant amount of
time idling at overnight stops (common on inter-city
trucks to keep the engine warm in winter and to provide Having sized the system to match these operating
air conditioning in the summer). However, legislative test parameters, the baseline performance characteristics for
procedures, now and future, concentrate on emissions at the three operating points were generated. The results
rated power, and part speed / part load conditions and in Table 1 show the engine power and coolant pump
near the peak torque operating points. Also, as can be power as well as the corresponding coolant system flow
seen from the EGR strategy map, Figure 2., there is a rates and heat rejection information. Also, if we assume
wide range of levels of EGR over the operating range of that the other auxiliary loads placed upon the engine in
the engine. actual operation, due to electrical loads and A/C loads, is
4 kW then the pump power is approximately 0.2% of the
To avoid involving an unmanageable number of test total power requirement. The data also shows that at the
points, it was decided to analyze the system high EGR condition, point C, the flow through the cooler
performance over a range of EGR levels that incorporate circuit produces a coolant temperature rise of 24.5 °C.
the key areas of operation of the engine for the
legislative procedures. Therefore, the following operating Operating Points
conditions were chosen.
Performance Parameter A B C
A. Rated power – 9% EGR
Engine Power, kW 328.7 260.4 151.2
B. Peak torque – 7% EGR
Fuel Cons., g/kW h 230 228 223
C. 1400 rev/min at 50% load – 27% EGR Pump Power, kW 0.73 0.17 0.27
Point A, rated power, is chosen as this corresponds with Heat Rejection, kW
the operating condition that has the highest heat load on
the engine. Thus, engine heat rejection is predominant. Engine 165.3 106.6 72.7
Obviously, the high EGR condition, point C, corresponds
EGR Cooler 32.9 21.3 37.4
to a high heat load on the EGR cooler. Point B, peak
torque, is chosen as a key operating point with moderate Total 198.2 127.9 110.1
EGR and moderate engine heat load.
Coolant Flow, litre/min
Also, as time did not permit a study of the final coolant
system design, Figure 6d, there was no data produced Engine 376.8 203.3 250.9
for this case. However, a discussion on the possible EGR Cooler 34.0 21.5 25.2
benefits and trade-offs is included.
Total 410.8 224.8 276.1
CONVENTIONAL COOLANT SYSTEM – The coolant
system, shown in Figure 6a, is that of a conventional Coolant Temp. Rise, °C
installation. In such an installation, the controlling orifice
Engine 7.2 8.6 4.7
and pump regulates flow through the engine and EGR
cooler. These are sized such that the flow through the EGR Cooler 15.9 16.3 24.5
engine at rated power is sufficient to produce a
reasonable rise in temperature through the engine,
typically 5 to 7°C. In this case, the minimum flow target Table 1. Simple Coolant Circuit – Performance Results
was chosen, i.e. coolant temperature rise of 7°C, which
results in a coolant flow through the engine of 410.8 The results for the baseline model illustrate an
litre/min. aggressive EGR strategy. The EGR cooler heat
rejection of 32.9 kW at rated speed corresponds to an
The target for the EGR cooler is slightly different. In EGR rate of 9%. This EGR rate at rated power and the
order to achieve reasonable package sizes the corresponding EGR cooler heat load are higher than
temperature rise across the cooler can be higher, thus typical engines currently in production. However, it is
allowing a lower coolant flow rate and small heat representative of strategies that will have to be
exchanger. The EGR cooler flow at its maximum developed in the future to meet emissions targets.
condition, with minimum engine speed, is determined by
an acceptable coolant outlet temperature such that it has ELECTRONIC CONTROL VALVE COOLANT SYSTEM
a reasonable boiling safety margin. In this case it was – The coolant system, shown in Figure 6b, is that of a
determined that the maximum coolant temperature out of conventional installation with an additional control valve
the EGR cooler would be 115°C, which resulted in a installed in the EGR cooler leg of the circuit. This allows
EGR cooler coolant flow at point C of 25.2 litre/min. the coolant flow through the EGR cooler to be regulated
based on the heat rejection requirement from the EGR
system. Thus, at the rated power condition, where the
EGR cooling demand is much less than the cooling
system capacity, the flow through the EGR cooler leg is Operating Points
throttled back. Conversely, at point C operation the valve
is fully opened and the pump flow is more evenly Performance Parameter A B C
distributed across the engine and EGR cooler. This
reduces the overall pump flow requirement and therefore Engine Power, kW 328.7 260.4 151.2
pump power. The data in Table 2 summarizes the
performance of the engine with this modified coolant Fuel Cons., g/kW h 230 228 223
system.
Pump Power, kW 1.34 0.30 0.18

Operating Points Heat Rejection, kW

Performance Parameter A B C Engine 165.3 106.6 72.7

Engine Power, kW 328.7 260.4 151.2 EGR Cooler 32.9 21.3 37.5

Fuel Cons., g/kW h 230 228 223 Total 198.2 127.9 110.2

Pump Power, kW 0.67 0.15 0.24 Coolant Flow, litre/min

Heat Rejection, kW Engine 376.0 203.2 165.3

Engine 165.3 106.6 72.7 EGR Cooler 20.9 12.8 22.2

EGR Cooler 32.9 21.3 37.5 Total 276.1 266.5 187.5

Total 198.2 127.9 110.2 Coolant Temp. Rise, °C

Coolant Flow, litre/min Engine 7.2 8.6 7.2

Engine 376.0 203.2 241.3 EGR Cooler 26.0 27.3 28.0

EGR Cooler 20.9 12.8 25.2
Total 396.8 216.0 266.5
Coolant Temp. Rise, °C
Engine 7.2 8.6 4.9
EGR Cooler 26.0 27.3 24.4
Table 2. Electronic Control Valve Coolant Circuit –
Performance Results
It can be seen that at rated power the total pump flow
requirement is reduced by 3.5% based on the
conventional system. Similarly, at the other operating
conditions the reduction in pump flow is also
approximately 3 to 4%. As the control valve only effects
the resistance in the EGR cooler leg, the pressure drop
from pump outlet to thermostat is the same. Thus, the
pump power requirement is reduced by approximately
8% compared to the conventional system pump power.
ELECTRIC PUMP & CONTROL VALVE COOLANT
SYSTEM – The coolant system, shown in Figure 6c, is
that of a simple electric installation. This allows the
coolant flow through the engine and the EGR cooler to
be regulated throughout the operating range of the
engine. It should be noted that the major benefits of such
a coolant system will be gained at idle operation and, as
such this investigation can not be used to provide full
justification for such a system.
Table 3. Electric Pump & Control Valve Coolant Circuit –
Performance Results
It was decided to maintain a coolant temperature rise
across the engine at 7°C (or higher) as the minimum
coolant flow rate required. This is a reasonable starting
point, but in reality a control strategy could be much
more complex and aggressive [2]. This is due to the fact
that the rise in temperature across the engine at low
speed / low load conditions is less critical than at rated
power. In this investigation the observed pump power
reduction at Point C is 27%, taking into account the
motor and alternator efficiencies.
It is recognized that the pump power requirement at
rated power and peak torque has increased. This is
understandable as the coolant flow rate at these
conditions is fixed due to the high engine heat rejection
and thus the new electrical pump has a higher equivalent
power consumption now that it is electrically driven.
Since the pump power requirements are low compared
to the overall engine power requirement (approximately
0.4%), there is very little impact on the fuel economy,
and thus the justification on such a system would not be
done on fuel economy.
COMPLEX ELECTRIC COOLANT SYSTEM – The
coolant system, shown in Figure 6d, is that of a complex
electric installation. This allows the coolant flow through
the engine and the EGR cooler to be controlled to
precise targets as well as controlling the radiator inlet
temperature.
As mentioned earlier, time did not permit the study of this
case. However, it is useful to discuss the potential
benefits. It has been shown that the addition of an
electric (controllable) coolant pump has little effect on the
fuel economy of the system. Further, the addition of the
flow split valve for the EGR cooler also has shown
minimal effect, although operation at idle has not been
investigated.
However, the addition of an extra valve now allows the
system to be run with higher radiator inlet temperatures
at low engine heat rejection conditions. The higher
coolant temperature increases the inlet temperature
difference (ITD) and thus improves the radiator
performance. Potentially, this may be used to downsize
the radiator. Further study will need to include the vehicle
modeling to take into account the benefits and trade-offs
of downsizing the radiator.
FUTURE STUDY
This project has shown that the use of co-simulation
analysis is proven to be very useful in investigating
complex systems with multiple interactions. However, the
study has been limited in scope by time and resources.
As such, it only scratches the surface of the effort
needed to actually investigate the benefits of the various
systems.
To investigate the benefits and trade-offs further it would
be necessary to select more operating points across the
operating range of the engine, particularly at idle and low
load / low speed operation. This should also include drive
cycle simulations, or at least some predicted drive cycle
results. In addition, the drive cycles to be selected need
to be discussed. Obviously, legislative drive cycles and
operating points need to be investigated, but it would
also be useful to incorporate a real-world cycle as
conducted by inter-city trucks.
As WAVE is a very high fidelity engine model this would
mean that solution times for the drive cycle calculations
would be very long. Thus, it would be advisable to
include a less complex engine model to conduct this
study. This could quite easily be contained within the
MATLABâ Simulinkâ environment along with a vehicle
model. WAVE could be used to characterize the engine
such that the simpler engine model provided sufficient
fidelity to conduct the study.
Further, the importance of system warm-up and the
possible benefits of elevated coolant temperature at low
speed / low load engine operation should be
investigated. The correct operation of these circuits
during warm-up, including all of the vehicle system
components, would need to be investigated by running
transient simulations.
CONCLUSIONS
This project has shown that the use of co-simulation
analysis is a powerful tool available to the modern engine
and system designer. The ability to use software codes
written purposefully for the design of the individual sub-
systems allows for greater flexibility, in particular in
algorithm generation for the control system.
The study of truck engine EGR coolant systems has
revealed that there are potential benefits of increased
flexibility, and thus complexity, in these systems,
although the current analysis suggests that fuel economy
benefits are negligible. Also this obviously needs to be
offset by the additional cost and vehicle weight
associated with this technology.
Finally, this investigation has shown that the future
design of engines and their coolant systems, which use
EGR, must take into account the overall system
requirements if they are to be efficient. The use of co-
simulation in this manner will provide a valuable tool to
aid in this process as well as the vehicle development.
ACKNOWLEDGMENTS
The authors gratefully acknowledge the cooperation and
technical assistance of FLOWMASTER Inc. and Brian
McKay, Ricardo Inc., for the generation of the co-
simulation link between MATLABâ Simulinkâ and
FLOWMASTERâ.
Also, the authors gratefully acknowledge the cooperation
and technical assistance of Trevor Blohm, Scott
Anderson and Reinhard Burk, Ricardo Inc., for the
generation and exercise of the engine and control
system models.
REFERENCES
1. McManus, J.G. and Anderson, S.R., "Co-Simulation:
Developing a Virtual Vehicle Modeling Capability,"
SAE 2001-01-0038.
2. Matthieu Chanfreau, Alex Joseph, Darren Butler,
Richard Swiatek, “Electrical Water Valve and Pump
for an Advanced Engine Cooling System on a Dual
Voltage 42V-14V Minivan”, SAE 2001-01-1742
3. FLOWMASTER online help manual
4. WAVE v3.5.1 manual.