International Journal of Mechanical Engineering and Technology (IJMET) Volume 8, Issue 3, March 2017, pp. 467 475, Article ID: IJMET_08_03_051 Available online at http://www.iaeme.com/ijmet/issues.asp?jtype=ijmet&vtype=8&itype=3 ISSN Print: 0976-6340 and ISSN Online: 0976-6359 IAEME Publication Scopus Indexed DEVELOPMENT OF A FUNCTIONAL MODEL FOR THE COOLING SYSTEM OF A INLINE SIX- CYLINDER DIESEL ENGINE WITH MODELING THE OPERATION OF THE AIR CONDITIONING SYSTEM IN THE LMS AMESIM SOFTWARE PACKAGE Salakhov R.R Salakhov Rishat Rizovich, Candidate of Technical Sciences, Director, Research Institute of Energy Efficient Technologies, KNRTU-KAI Khismatullin R.M Khismatullin Renat Mansorovich, master, Department of Heat Engineering and Power Engineering, KNRTU-KAI Gureev V.M Gureev Viktor Mihajlovich, Professor, Doctor of Technical Sciences, Head of Department of Heat Engineering and Power Engineering, KNRTU-KAI The work is executed at financial support of the Ministry of education and science of the Russian Federation (a unique identifier of the agreement RFMEFI57715 X0195) ABSTRACT The article refers to the description of the in-line KamAZ diesel engine, the process of operation and modeling of the R6 engine cooling system in the LMS AMESim software package with the air conditioner integrated into the system, an evaluation of the simulation results, a comparison with the results obtained earlier. Keywords: heat exchange (transfer), modeling, engine, internal combustion engine (ICE), cooling system, LMS AMESim, POTOK, TEPLOOV. Cite this Article: Salakhov R.R, Khismatullin R.M and Gureev V.M, Development of a functional model for the cooling system of a inline six-cylinder diesel engine with modeling the operation of the air conditioning system in the LMS AMESIM software package, International Journal of Mechanical Engineering and Technology 8(3), 2017, pp. 467 475. http://www.iaeme.com/ijmet/issues.asp?jtype=ijmet&vtype=8&itype=3 http://www.iaeme.com/ijmet/index.asp 467 editor@iaeme.com
Salakhov R.R, Khismatullin R.M and Gureev V.M 1. INTRODUCTION In the modern world, most of all cargo transportation is carried out by road. Automobiles have a variety of configuration and load capacity, so these features ensure the delivery of goods in single copies and in industrial scale weighing up to 200 tons. According to the Federal Service of State Statistics in Russia, 68.1% of all freight traffic is carried out by road. In Europe more than half of all commercial cargo transportation is carried out by automobiles. The volume of road freight is steadily increasing despite rising fuel prices and the tightening of environmental standards that regulate the amount of harmful substances in the exhaust gases. In this regard, the development of more economical, reliable, powerful and generally more advanced engines of such vehicles is an urgent challenge [1]. The leading manufacturer of trucks and internal combustion engines in Russia is PJSC "KamAZ". Now "Kamaz" is developing and implementing a new in-line six-cylinder Diesel engine R6. The nominal power of this engine is 550 hp, while it meets the ecological requirements of Euro-5 and Euro-6 (in the future) (Table 1). The declared resource is 1.5 million kilometers. This motor will be cheaper than the produced eight-cylinder engine of the 740 series due to the design features [2]. Table 1 Standard CO HC NO PM Opacity Euro-5 1,5 0,46 2,0 0,02 0,5 Euro-6 1,5 0,13 0,4 0,01 The characteristics of the in-line KamAZ-910.10-550 engine are given in Table 2. Parameter Table 2 KamAZ-910.10-550 Engine capacity, l 11, 95 Dimension DxS, mm 130x150 Power, hp. 550 Torque, Nm 2540 Turnovers at which the maximum power is reached, rpm 1900 Specific liter capacity, kw / l 33,75 Specific effective fuel consumption, g / kw h 183 The localization of this engine in Russia required the development of a large number of different units and assemblies, including the engine cooling system and the air conditioning system of the automobile. Solving the problems of designing such systems involves carrying out a large number of experimental studies that can be replaced by numerical modeling. It is necessary to develop a numerical model of the cooling system of the in-line engine to carry out virtual tests of various component configurations under various operating conditions. The task to compile and adjust the system model was set to conduct research on the cooling system of the new R6 engine and to assess the possibility of introducing a new the air conditioning system into it. The functional scheme of the system model is given in Figure 1. http://www.iaeme.com/ijmet/index.asp 468 editor@iaeme.com
Development of a functional model for the cooling system of a inline six-cylinder diesel engine with modeling the operation of the air conditioning system in the LMS AMESIM software package Figure 1 Scheme of engine cooling system R6 The LMS AMESim program was selected to design. It is a software package of multidisciplinary 1D modeling. The model is configured in sketch mode (Figure 1), and then configured in the Parameter mode for some data provided by KamAZ. The system used the components of the following libraries included in the software package: Cooling System, Thermal, Pneumatic, Hydraulic, Thermal Hydraulic, Thermal Hydraulic Resistance, Signal, Control, and Mechanical. The model takes into account the internal volumes and thermal characteristics of the heat exchangers of the cabin heater, oil cooler, radiator, SCR system, intarder. The heat flow from the combustible fuel to the cooling jacket is set manually. Hydraulic losses are calculated in each element of the cooling system [3]. http://www.iaeme.com/ijmet/index.asp 469 editor@iaeme.com
Salakhov R.R, Khismatullin R.M and Gureev V.M Figure 2 Model of the engine cooling system R6 in LMS AMESim: 1,2 - properties of liquids (antifreeze, oil); 3 - characteristics of environmental conditions; 4 - characteristic of the road profile; 5 - general characteristics of the car; 6 - properties of metal; 7 - characteristics of exhaust gases; 8-cabin heater; 9 - SCR system; 10 - water pump; 11 - the engine; 12 - oil cooler; 13 - intarder; 14 - thermostat; 15 - radiator http://www.iaeme.com/ijmet/index.asp 470 editor@iaeme.com
Development of a functional model for the cooling system of a inline six-cylinder diesel engine with modeling the operation of the air conditioning system in the LMS AMESIM software package In this model, the coolant receives heat in the submodel of the engine (11), then it is sent to the intarder heat exchanger (13) and the heater of the cab 8 connected in parallel with the SCR system (9), then the antifreeze enters the water pump (10). At the same time, part of the coolant is sent to the thermostat (14) after the intarder thermal device (13), where it is distributed in a large or a small cooling circle, after which it returns to the liquid pump (10). After constructing the model of the cooling system, numerical studies were carried out in three operating modes: idling (900 rpm), maximum torque (1200 rpm) and maximum power (2000 rpm). According to the data received from the manufacturer, the amount of heat released in the engine cylinders is known at different operating modes and the belt transmission ratio is 1.36. The basic initial data for carrying out numerical studies at various engine speed are shown in Table 3. A simulation was made of 30 minutes of operation of the cooling system from the moment the engine was started. Table 3 Engine speed, rpm Heating capacity, kw Speeds of water pump, rpm 900 270 1224 1200 350 1632 2000 600 2720 The characteristic of the coolant temperature most fully reflects the operation of the cooling system. The opening time of the thermostat, the completeness of its opening, the efficiency of the radiator and the ventilator can be determined according to the temperature of the coolant. Figure 3 shows the curves of the temperature change of the coolant at the outlet from the engine under different operating conditions of the engine. Figure 3 The graph of the temperature change of the antifreeze (cooling fluid) at the outlet from the engine: 1 - idling speed; 2 - the maximum moment; 3 - maximum power It can be noted that at idle speed the coolant temperature on average keeps at a level of 92 C. The temperature reaches 95 C at the maximum moment. At maximum power the http://www.iaeme.com/ijmet/index.asp 471 editor@iaeme.com
Salakhov R.R, Khismatullin R.M and Gureev V.M antifreeze at the outlet from the engine reaches a mark of 109 C. Based on these results, it can be concluded that the coolant under various conditions is cooled sufficiently efficiently and does not exceed the allowed limits. It is considered possible to conduct further tests based on the model constructed due to the adequacy of the results of the simulation. The staff of the Department of Heat Engineering and Power Engineering of Kazan National Research Technological University KAI is developing the air conditioning system for the R6 KAMAZ engine. The model with the air conditioning system turned on was designed in the LMS AMES program (Fig. 4). It was decided to compile this model separately from the entire cooling system for optimal use of computing resources. This model is necessary for testing the efficiency of the installation at various ambient temperatures. Figure 4 Model of the air conditioning system integrated in the engine cooling system R6: 1 - properties of antifreeze; 2 - air properties; 3 - exit to the thermostat; 4 - login to the system; 5 - engine cooling jacket; 6 - automatic heater; 7 - air outlet from the air conditioning system; 8 - air conditioning system; 9 - outlet to the water pump Antifreeze and dry air are used in the model. In the calculation it was established that the cooling system operates in a small circle and the water pump in the non-operating state has no hydraulic resistance, just like the water channel jacket [4]. The model works as follows in the maximum torque mode. At the inlet (4), the mass flow rate of the cooling liquid is set to 4.947 kg / s, which passes through the engine water channel system, the heat flux through the wall is 350 kw. When the temperature reached 95 C, the antifreeze passed through a branch, in which approximately 9/10 was directed to the thermostat, and the remaining part was separated on the second branch. On it, 6/10 passes through the heating device of the air conditioning system, 4/10 respectively through the auxiliary heater. In the air conditioning system at an ambient temperature of 20 C, the heat flow is 8 kw and heats the air at the http://www.iaeme.com/ijmet/index.asp 472 editor@iaeme.com
Development of a functional model for the cooling system of a inline six-cylinder diesel engine with modeling the operation of the air conditioning system in the LMS AMESIM software package outlet to 87 C. The cooling liquid comes to the water pump after the air conditioner, after which the cycle is repeated [5]. Simulation of the work was carried out at idle, in the mode of maximum torque and maximum power, at various ambient air temperatures. The results of numerical studies of the operation of the heater of the air conditioner are shown in Figure 5. Figure 5 Dependence of the air temperature at the outlet from the air conditioning system on the outside air temperature There are minor changes in the temperatures of the air leaving the heat device, depending on the operating mode of the engine and the ambient temperature according to the graph shown in Figure 5. These results are explained by the fact that the heat flux from the side of the antifreeze is much higher than the heat flux from the side of the ambient air. After analyzing the dependencies, it can be concluded that the existing arrangement of the cooling system elements, with the air conditioning system included in it, provides the necessary temperature regime for the comfortable operation of the automobile by the driver and passengers [6]. In the course of project s work, the team performed calculations in the software package "POTOK" with the connected "TEPLOOV" package [7, 8]. Calculation of the heater of the air conditioner was made based on the initial data of the cooling system at the maximum torque of the engine. The initial values were the same values as for modeling the air conditioning system in LMS AMESim. The diagram of the model is shown in Figure 6. http://www.iaeme.com/ijmet/index.asp 473 editor@iaeme.com
Salakhov R.R, Khismatullin R.M and Gureev V.M Figure 6 The scheme of the calculation model of the circulation of the working fluid in the air conditioning system in the software package "POTOK" in the running engine mode Table 4 compares the results obtained in the two software packages. The high convergence of the calculated values of temperatures in the regime of maximum moment at various ambient temperatures can be noted. Table 4 Outside air temperature, C -40-30 -20-10 0 10 20 Air temperature at the "POTOK" 76 77,5 78,9 80,3 81,7 83,1 84,5 output of the air conditioner heater, C LMS AMESim 75,4 77 78 80,2 82 83,5 84,9 Based on the results of computational studies, it can be concluded that the temperature range in both programs fits within the permissible limits of comfortable use of the vehicle. This indicates the adequacy and correctness of the compiled models and allows further development and modification of the cooling system based on virtual models, including the integrated air conditioning system in the model. Project was implemented with the financial support of the Ministry of Education and Science of the Russian Federation (the unique identifier of the agreement is RFMEFI57715X0195 http://www.iaeme.com/ijmet/index.asp 474 editor@iaeme.com
Development of a functional model for the cooling system of a inline six-cylinder diesel engine with modeling the operation of the air conditioning system in the LMS AMESIM software package REFERENCES [1] General structure of the market of commercial cargo transportation. Available at: http://agava-cl.ru/postavki_iz_evropi_analytics (accessed 22 June 2017). [2] Details about the new Kamaz R6 engine. Available at: http://www.kolesa.ru/article/shestv-ryad-podrobnosti-o-novom-dvigatele-kamaz-r6 (accessed 22 June 2017). [3] Salakhov R.R., Salakhov I.R, Khairullin A.Kh. Control system for the adaptive cooling system of the internal combustion engine. Trudy MAI, 2012, no. 61, p. 16. [4] Khismatullin R.M., Smolkin R.M., Akhmetshina E.R., Salakhov R.R. Construction of a mathematical model of a mini-chp. Science and innovations in the XXI century: current issues, achievements and development trends, Penza, 2017, pp. 27-29. [5] Misbakhov R.Sh., Gureev V.M, Moskalenko N.I., Ermakov A.M. Modeling of heat exchange and hydrodynamics in a shell-and-tube heat exchanger. Proceedings of higher educational establishments. Energy problem, 2015, no. 11-12, pp. 126-127. [6] State Standard 53833-2010. Automobile transport facilities. Heating and heating units are independent. Technical requirements and test methods. Moscow, Standartinform Publ., 2007. 7 p. [7] Gureev V.M., Gureev M.V., Matc E.B, Salakhov R.R., Makarov E.G. Numerical modeling, research and analysis of the operations of the climate control unit in the cabin of the KAMAZ truck and the auxiliary heater of a row diesel engine. Journal of fundamental and applied sciences, Algeria, 2016, vol 8, no. 3S, pp.3047-3057 [8] Gortyshov Yu.F., Gubin S.D., Gureev V.M., Gureev M.V., Ermakov A.M., Sadchikov Yu., Salakhov R.R., Popov I.A. Experience in numerical modeling in the solution of the problems of aerohydrodynamics and thermophysics of heavy vehicles. Proceedings of the Sixth Russian National Heat Exchange Conference. 2014, pp. 48-51. http://www.iaeme.com/ijmet/index.asp 475 editor@iaeme.com