FULLTEXT01

Use of Electrical Coolant Pumps in Scania’s
Cooling System
SAI ASWIN SRIKANTH
Master of Science Thesis TRITA-ITM-EX 2019:589
KTH Industrial Engineering and Management
Machine Design
SE-100 44 STOCKHOLM
SEPTEMBER 2019
ii
Abstract
The automotive industry is currently traversing through the electrification wave. Numerous manu-
facturers are directing focus to electrify their lineup and reduce emissions. In the frontier of heavy
duty diesel trucks, electrification of auxiliary units remains an unexplored potential. An optimized
cooling system functioning in sync with a controllable electric coolant pump attempts to reduce
parasitic losses and emissions. The cooling flow requirements in challenging conditions may also be
fulfilled. Although electric coolant pumps are found increasingly in passenger cars, the implication of
independently operating them in a heavy duty diesel truck is an important objective to be explored.
The purpose of this project is to generate different cooling system layouts coupled with electrical
coolant pumps. The performance of these layouts is compared with the volume flows in a standard
cooling system. Refined layouts which fulfill the cooling system requirements are chosen for
verification. 1-D Simulation is used to correlate and verify the trends of the test rig data.
The results show an adequate gain in the total volume flow across distinct layouts with the electric
coolant pumps. However, numerous challenges are required to be overcome.
Keywords: Electrical coolant pumps, advanced cooling system layouts, controllable cooling system,
GT-Suite simulation
iv
Sammanfattning
Bilindustrin befinner sig mitt i en våg av elektrifiering. Flertalet tillverkare fokuserar på att elektri-
fiera sitt produktutbud och att minska utsläppen. Inom forskningen kring tunga transporter med
dieseldrivna lastbilar, är elektrifiering av kylsystemet ett outforskat område. Ett optimerat kylsystem
som är reglerbart med en elektrisk kylvätskepump skulle potentiellt kunna minska energiförluster och
utsläpp. Kravet på flödet av kylvätska vid utmanande driftsfall skulle också kunna bli bättre uppfyllda
än för dagens system. Trots att det blir allt vanligare att personbilar har elektriska kylvätskepumpar,
så har det inte utforskats vad det innebär att ha reglerbara elektriska kylvätskepumpar i dieseldriva
lastbilar. Därför är detta ett viktigt område att utforska.
Målet med detta projekt är att skapa olika kylsystemskoncept, där den elektriska kylvätskepumpen
är en systemkomponent. Prestandan hos dessa principlösningar jämförs sedan med volymflödet i
ett standard kylvätskesystem. Koncept som uppfyller kraven för kylvätskesystemet kommer att bli
utvalda för vidare verifiering. 1-D simuleringar används för att hitta samband och verifiera mot tren-
derna som hittas i resultat från en testrigg.
Resultaten visar en förbättring i det totala volymflödet för flera av lösningarna, som har en elektrisk
kylvätskepump. Men det finns fortfarande flera utmaningar som behöver övervinnas.
Nyckelord: Elektrisk kylvätskepump, avancerade kylsystemkoncept, reglerbart kylvätskesystem, GTSuite-

simuleringar
Acknowledgment
This thesis work was carried out from January 2019 to June 2019, in partial fulfillment of the Master
of Science degree in Engineering Design at KTH Royal Institute of Technology, Stockholm. I would
first like to thank my manager, Magnus Hulten at Scania CV AB, for entrusting me with this exciting
thesis project. I would also like to express my gratitude to my supervisor, Stig Hildahl, for sharing his
valuable expertise in rig testing of coolant pumps, encouragement, and continual support. Mattias
Strindlund for his regular feedback on the simulation results. David Panero for offering his construc-
tive opinions throughout my project.
I would also like to thank Zoltan Kardos, for helping me with the connections for operating the elec-
trical pump.
I extend my gratitude to Ulf Sellgren, my thesis supervisor, and examiner at KTH for his timely guid-
ance and support.
Sai Aswin Srikanth

Stockholm, Sweden
vi
viii
Nomenclature
ABBREVIATIONS
ECP Electrical Coolant Pump
HDD Heavy Duty Diesel
MCP Mechanical Coolant Pump
IC Internal Combustion
EGR Exhaust Gas Re-circulation
CAN Controller Area Network
BTE Brake Thermal Efficiency
HC Hydrocarbon
CO Carbon monoxide
STP Scania Testbed Platform
NOTATIONS
m˙ f Mass flow rate of fuel, kg/s
m˙a Mass flow rate of air, kg/s
h˙f Specific Enthalpy of fuel, J/kg
h˙a Specific Enthalpy of air, J/kg
˙ v
Q equi Energy corresponding to input fuel
Nb Effective engine brake power, W
Q˙c Heat transfer rate to coolant, W
Q˙f Heat flux of fuel, W

ix
˙ sc
Q mi Summation of heat rejected to oil, convection and radiation, W
˙
Q exh Exhaust gas energy
ṁ c Mass flow rate of coolant, kg/s
C pc Specific heat of capacity Coolant, J/K
Tcout Coolant temperature at engine outlet, K
Tci n Coolant temperature at engine inlet, K
Texh Exhaust gas temperature, K
Ti nt Intake gas temperature, K
P eng i ne Power consumption of engine, kW
T Torque, Nm
n Engine Speed, Rpm
η Engine Brake Efficiency
k Fraction of Heat Flux to Coolant
∆Teng i ne Max Temperature of Engine at Peak Load, K

Contents
Abstract ii
Acknowledgment vi
Nomenclature viii
List of Figures xiv
List of Tables xvii
1 Introduction 2
1.1 Background . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.2 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
1.3 Delimitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
1.4 Methodology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2 Frame of Reference 8
2.1 Cooling System in Diesel Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.1.1 Working Principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.1.2 Pilot Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.1.3 Energy Balance Fundamentals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.2 Mechanical Coolant Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.2.1 Pump Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
2.3 Electrical Coolant Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
2.3.1 Current Product Trends . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
2.4 Cooling Systems With Controllable Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
2.4.1 Advanced Cooling System Layouts . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
xi
CONTENTS xii
3 Implementation 22
3.1 Conventional Cooling System Test Rig Setup . . . . . . . . . . . . . . . . . . . . . . . . . . 22
3.2 Coolant Pumps and Flow Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
3.2.1 Low Powered Mechanical Coolant Pump . . . . . . . . . . . . . . . . . . . . . . . . 24
3.2.2 Cooling System Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
3.2.3 Electrical Coolant Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
3.2.4 Control Strategy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
3.3 Performance testing of layouts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
3.4 Coolant System Layouts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
3.4.1 Layout 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
3.4.2 Layout 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
3.4.3 Layout 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
3.4.4 Layout 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
3.4.5 Layout 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
3.4.6 Supplementary System Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
4 Results and Discussions 39

4.1 Performance Results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
4.1.1 Layout 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
4.1.2 Layout 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
4.1.3 Layout 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
4.1.4 Layout 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
4.1.5 Layout 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
4.1.6 Power Consumption Estimation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
4.1.7 Supplementary System Layouts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
5 Conclusion 55
5.0.1 Research Question 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
6 Future Work 59
CONTENTS xiii
Bibliography 61
A Master Thesis- Project Plan 64
B Risk Assessment 65
C Electrical Coolant Pump 66
D Power Supply 68
E Test Rig Data 69
F Simulation Results- Layout 5 75
G Simulation Results- Correlation 77
H Additional Layouts Tested in Rig 79

List of Figures
1.1 A MCP coupled to an Engine. (Source: Scania) . . . . . . . . . . . . . . . . . . . . . . . . . 3

1.2 Thesis Methodology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.1 Automotive Engine Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

2.2 Pilot Thermostat in Cooling Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.3 Engine Energy Balance Representation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.4 Example of Pump vs System curve.[5] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
2.5 Cross section of ECP[6] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
2.6 A WP29-Electric Water Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
2.7 Thermostat Valve Configuration [23] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
3.1 Cooling system test rig with a pressure sensor in Retarder circuit . . . . . . . . . . . . . . 23
3.2 Schematic illustration of pressure and volume flow sensor locations . . . . . . . . . . . . 23
3.3 Mechanical Coolant Pump- Low Powered . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
3.4 Pump Map of MCP at System Pressure - 0.7 bar . . . . . . . . . . . . . . . . . . . . . . . . 24
3.5 Cooling System Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
3.6 Electrical Coolant Pump prototype . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
3.7 ECP Control Methodology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
3.8 Layouts tested in the rig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
3.9 Illustration of Static Line Modification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
3.10 Components in Engine Block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
3.11 Layout-1 Schematic and Assembly in Test Rig . . . . . . . . . . . . . . . . . . . . . . . . . 30
3.12 Layout-2 Coolant System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
3.13 Layout-3 Assembly in Test Rig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
3.14 Layout-3 Coolant System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
xiv
LIST OF FIGURES xv
3.15 Layout-4 Coolant System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

3.17 Layout-5 Coolant System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
3.19 Preferred Measurement Setup- Milling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
3.20 Layout-5 Simulation Model . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
3.21 Single ECP configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
4.1 Result: Cooling System Layout-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

4.2 Result: Cooling System Layout-2 (Test 1-2) . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
4.3 Result: Cooling System Layout-2 (Test-3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
4.6 Result: Cooling System Layout-4 (Test 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
4.8 Result: Cooling System Layout-5 (Test 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
4.9 Result: Cooling System Layout-5 (Test 3.1-3.3) . . . . . . . . . . . . . . . . . . . . . . . . . 45
4.10 Result: Cooling System Layout-5 (Test 4.1-4.3) . . . . . . . . . . . . . . . . . . . . . . . . . 46
4.11 Simulation: Cooling System Layout-5 (Test Setup 2) . . . . . . . . . . . . . . . . . . . . . 47
4.12 Simulation: Cooling System Layout-5 (Test Setup 3.1-3.3) . . . . . . . . . . . . . . . . . . 48
4.13 Simulation: Cooling System Layout-5 (Test Setup 4.1-4.3) . . . . . . . . . . . . . . . . . . 49
4.14 Pump Map: GT-Suite vs Supplier Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
4.15 Power Consumption: Electrical Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
4.16 Power Consumption: Mechanical Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
4.17 Result: Single ECP configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
A.1 Project Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
B.1 Risk Assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65

B.2 Risk Assessment Matrix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
C.1 Electrical Coolant Pump- Drawing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66

C.2 Electrical Coolant Pump- CAN Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
LIST OF FIGURES xvi
C.3 Electrical Coolant Pump- CANalyzer Setup . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
D.1 2.4 kW Power Supply Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
E.1 Layout - 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
E.2 Layout - 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
E.3 Layout - 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
E.4 Layout - 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
E.5 Layout - 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
E.6 Layout - 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
E.7 Layout - 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
E.8 Layout - 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
E.9 Layout - 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
F.1 Layout - 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
F.2 Layout - 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
F.3 Layout - 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
G.1 Q Total Correlation- Test 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77

G.2 Q Total Correlation- Test 3.1 - 3.3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
G.3 Q Total Correlation- Test 4.1 - 4.3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
H.1 Schematic: Layout A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79

H.2 Schematic: Layout B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
List of Tables
3.1 Flow Requirements: Tabular Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

3.2 Electrical Pump Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
3.3 Layout 3 - Test Setup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
4.1 Layout2: Flow Enhancement from ECP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

4.2 Layout 3: Flow Enhancement from ECP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
4.3 Layout 4: Flow Enhancement from ECP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
4.4 24 V Truck Battery Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
4.5 Result: Single ECP configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
5.1 Test Cases Satisfying System Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . 55

5.2 Power Consumed by Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
xvii
Chapter 1
Introduction
The automotive sector is currently undergoing a rapid transformation. Numerous manufacturers are
directing focus to electrify their lineup and minimize environmental impacts. SCANIA CV AB is aim-
ing to be a global leader in sustainable transport. Thus, bearing the objective to fulfill the ever requir-
ing demands of reduced fuel consumption and simultaneously progress towards obeying stringent
emission regulations. The advancement in mechatronics has paved the way for the development
of enhanced powertrain components, thereby optimizing the thermal management system in vehi-
cles. To enable demand-driven cooling and enhance passenger comfort, the adaptation of electrical
coolant pump(ECP) in the cooling system is beginning to be explored by researchers.
1.1 Background
The traditional cooling system in heavy-duty trucks comprises of a mechanical coolant pump (MCP)
driven by the engine. The pump speed and therefore, the coolant flow rate is directly proportional to
the engine speed, which is not an optimal method of control in numerous cases. Excessive frictional
losses are prevalent in the belt transmission drive, and parasitic losses are experienced due to the aux-
iliary components continually driven by the engine crankshaft.
In the scenario of heavy traffic during summer, numerous start-stop events lead to high engine tem-
perature. However, the speed of the coolant pump is low. The coolant circulation is not adequate to
help reduce the engine temperature. Hence, due to incomplete combustion, the formation of NOx
particles are accelerated [1]. During cold starts, the warm-up time of the engine is longer than ex-
pected, impacting the HVAC performance negatively.
2
CHAPTER 1. INTRODUCTION 3
Figure 1.1: A MCP coupled to an Engine. (Source: Scania)
Considering all the following disadvantages, significant fuel savings can be achieved by reduc-
ing the coolant pump’s absorbed power. The advancement in the development of electrical coolant
pump technology can hence play a significant role in assisting to accomplish this objective. If the
MCP is replaced with its electrical counterpart possessing similar packaging dimensions, weight and
nominal overall cost increase, the pump’s operational performance dependence with respect to the
engine speed can hence be eliminated. The ECP can also work as a booster pump together with an
optimized smaller sized MCP. The flow boost can help fulfill the requirements during braking appli-
cations when the truck is heavily loaded.
Passive cooling components operating in a traditional cooling system are designed considering low
coolant flows at hot ambient temperatures. High design load scenarios are considered to prevent ther-
mal fatigue. Hence, the system components can help prevent system failures at extreme operational
limits but are unavoidably oversized for loads occurring in a moderate or light operational driving cy-
cle.
The ECP’s speed can however be controlled based on the coolant temperature rather than the engine
speed, indicating flexibility in designing cooling system components in the future. An ECP operating
in sync with a smart thermostat valve is the primary step in electrification of the cooling system.
1.2 Purpose
The major focus in this study is to examine the implications if the traditional mechanical coolant
pump in a SCANIA 13-Litre, 6 cylinder diesel engine can be replaced by an electrical coolant pump,
maintaining equivalent characteristics of packaging and reduced power consumption. A better un-
derstanding of the interaction between the coolant pump and different components of the cooling
systems is consequently necessary to understand if electrification can contribute to improved per-
formance and function, parallelly reducing fuel consumption. Generating different cooling system
layouts and analyzing their performance is a major step towards achieving a robust system.
Research Questions
1. Can one electrical coolant pump guarantee the coolant flow requirements in a heavy duty diesel
vehicle’s cooling system or two coolant pumps may need to operate in parallel to fulfill the re-
quirements ?
2. Is life length of the electrical coolant pump suitable with respect to the life length of a truck ?
3. What is the power consumed by the electrical pump in comparison to the mechanical pump ?
1.3 Delimitations
Following are the boundaries of the thesis work.
1. Only the cooling system in a SCANIA 13 litre, 6 cylinder diesel engine is considered for study.
2. As a primary step, the effectiveness of the electrical coolant pump in a simple cooling circuit
comprising of a radiator, HVAC system and thermostat is investigated. The brake compressor
and gearbox cooler circuits are not initially considered.
3. Retarder cooler, Turbo cooler and Exhaust Gas Re-circulation (EGR) components are not con-
sidered in any of the generated layouts.
4. Evaluation of the engine warm-up time will not be performed.

1.4 Methodology
The following section describes the methodology which is to be adopted while carrying out the thesis
work. The flowchart shown in the figure 1.2 highlights the major steps which are elaborated further
below.
Figure 1.2: Thesis Methodology
Literature Study
Gathering knowledge on existing cooling system components from research journals and technical
documents. Major focus on investigation of cooling systems with electrical or clutch based coolant
pumps. Control strategies employed for regulation of coolant pumps is a subject to be explored. State
of the art ECPs from suppliers is also to be analyzed, life length of the pump being a primary weighable
factor.
Formulation of research questions
Based on existing literature, a boundary has to be defined highlighting the goals to be achieved in this
thesis. The first step is to identify and ascertain the research questions to be answered. This step is
followed by definition of the delimitation factors inorder to help assess the research questions in an
effective manner.
Analyzing electrical coolant pumps in today’s markets
Tabulation of ECP specifications from various suppliers in the market today is to be performed. Prop-
erties such as life length, flow rate, power requirements are to be analyzed. This section will provide
engineers with relevant information on performance tested pump prototypes currently available on
demand.
Generation of different cooling system layout concepts
Different situations are to be investigated wherein the requirement of coolant flow through the engine
or oil cooler are not satisfied, an example of a truck driving on a hilly terrain during a hot day can be
considered. The engine warm-up time of the truck in extreme cold weather can also be cited wherein
the cab heating is not effective. After researching on the case studies, different cooling system layouts
overcoming the identified challenges are to be generated.
Testing the Performance of the generated layouts in the test rig
The layouts are to be constructed to characterize the required configurations. The ECP’s speed is to
be regulated by CAN protocols. Volume flow, pressure drop will have to be recorded with the aid of
sensors mounted in the rig at appropriate channels. This step is to be carried out in iteration until
cooling system layouts with enhanced performance are obtained.
Selection of layouts and Simulation of performance
The layouts demonstrating enhanced cooling performance are to be shortlisted from the test rig re-
sults for verification, with the aid of GT-Suite simulations. The existing cooling system model with the
MCP in GT-Suite is verified with physical test rig data. This circuit is to be modified to account the
adjustments made in the test rig for mounting the ECP.
Verification of results and future work
The data obtained from physical testing and simulation are to be compared to corroborate the trends.
The results will be further elaborated in the final section, accounting for the deviations in results and
highlighting future work.
Chapter 2
Frame of Reference
This chapter elucidates the necessary concepts and background knowledge that is to be gained while
carrying out this thesis work. The chapter begins with an illustrative description of the current cooling
system in Heavy Duty Diesel(HDD) vehicles, followed by the performance criteria to be obeyed by a
MCP in supplying coolant to different components in the cooling system.
The chapter further elaborates on market research, highlighting current ECP designs, performance,
and reliability. The conclusive part touches upon on the knowledge gained by researchers whilst em-
ploying ECP in current cooling systems.
2.1 Cooling System in Diesel Engine
A traditional automotive engine cooling system comprises of coolant expansion vessel, thermostat,
coolant pump, engine, radiator, fan, hoses and pipes. The coolant system circuit coupled to an in-
ternal combustion (IC) engine plays a significant role in maintaining overall energy balance, curbing
emissions and guaranteeing engine auxiliary units to perform reliably. The core of the engine archi-
tecture has not undergone any comprehensive transformations over the last few decades. Certain
additions such as the cab heater circuit, exhaust gas recirculation (EGR) cooler, retarder cooler cir-
cuits have been introduced. The wax-type thermostat is however challenging to replace owing to its
cost-effectiveness and ease of operation with a MCP driven by the IC engine.
8
CHAPTER 2. FRAME OF REFERENCE 9
2.1.1 Working Principle
In conventional cooling systems, the engine start-up results in the coupled MCP to also begin its
function. The MCP is mounted adjacent to the engine inlet to ensure that the pressurized coolant
is delivered to the engine with minimum losses. Frictional losses are also minimized. During initial
piston strokes after engine start-up, the coolant circulates continuously, travels through the oil cooler
and enters the engine through the inlet water jacket. The coolant flow branches and flows through the
turbo and gearbox coolers, subsequently flowing into the inlet of the coolant pump. The other part of
the branched flow circulates through the outlet water jacket and passes through the catalytic reduc-
tion circuit and the retarder cooler, subsequently flowing into the thermostat. The temperature of the
wax in the thermostat is critical to determine the flow path of the coolant. Considering the low coolant
temperature during the initial vehicle start-up, the coolant flow is completely diverted towards the in-
let of the MCP through the bypass channel. Numerous combustion cycles result in an increase in the
coolant temperature. The temperature of the wax in the thermostat also undergoes thermal expan-
sion thereby allowing a part flow of the coolant through the radiator and bypass channel. When the
thermostat valve is in a fully open position, the coolant starts to flow completely through the radiator
tubes. The viscous clutch fan is engaged by the engine control unit to aid in reducing the temperature
of the coolant.
Figure 2.1: Automotive Engine Cooling System

2.1.2 Pilot Thermostat
A semi-pilot thermostat in a cooling circuit, as illustrated below in Figure 2.2 aids in streamlining a
pilot flow from the outlet of the coolant pump into the wax body of the thermostat. The semi-pilot
thermostat concept from Scania consists of 2 discs functioning in tandem. The melting temperature
of wax in the respective discs are 89°C and 96°C. Thus, facilitating a stabilized thermostat hysteresis
behaviour. The cooling down period after a retarder brake engagement cycle is also effectively re-
duced.
An electric wax thermostat design was also recently developed and tested [2]. The prototype yielded
positive results when coupled to an existing cooling system, indicating future developmental poten-
tials.
Figure 2.2: Pilot Thermostat in Cooling Circuit
2.1.3 Energy Balance Fundamentals
An IC engine obeys the first law of thermodynamics. A part of the heat loss after combustion is trans-
ferred to the coolant, another part exits out of the system in the form of exhaust gases [3]. The energy
conservation equation for the engine control volume during warm-up is described in equation 2.1.
The thermal energy rejected to the coolant by the process of convection is described in equation 2.2.
The thermal energy transported by exhaust gases is described in equation 2.3.
ṁ f h f + ṁ a h a = Q̇ equiv + ṁ a h a = N b + Q̇ c + Q̇ misc + Q̇ exh (2.1)
Q̇ c = ṁ cC pc (T c out − T c i n ) (2.2)
Q̇ exh = (ṁ f + ṁ a )[h exh (T exh ) − h int (T int )] (2.3)
The schematic describing the parameters influencing the energy balance of an IC engine is illus-
trated below in figure 2.3.
Figure 2.3: Engine Energy Balance Representation
2.2 Mechanical Coolant Pumps
A centrifugal type MCP is often the most important component of an engine cooling system. Sealed
in a compact mechanical casing, the pump ensures adequate circulation of coolant to different com-
ponents in the system. The coolant entry is through the pump inlet. It is then forced to circulate and
exit through the pump outlet. The MCP is driven by the crankshaft of the engine via belt drives with
a fixed transmission ratio. The pump performance is an important criterion to be considered during
the optimization of engine cooling system. Coolant pumps are exposed to temperatures between -
40°to +120°. The MCP is usually over-sized to accommodate the cooling demands during maximum
torque applications.
2.2.1 Pump Performance
In order to ensure that the chosen pump fulfills distinctive demands of the cooling system in a HDD
truck, it is pivotal to conduct tests at different speeds [4]. Suitable speeds to start a run is usually at 500
rpm of engine speed. With steps of 200 rpm, a targeted 2500 rpm of engine speed is to be achieved.
The critical parameters to be tested are as follows :
• Inlet and outlet pressure.
• Coolant flow, internal torque, power consumption
The test results are summed up in a diagram collectively with the system curve. The system curve
shows the pump capacity on one engine type or cooling system. It is hence necessary to obtain the
characteristics for each engine type despite having a similar operational pump. The pump curve is
a way to graphically depict the pump behaviour for a certain flow rate and pressure increase. It is
important to measure the internal torque of the pump during various driving cycles. The obtained
torque is used for the calculation of power consumption and static efficiency. Properties of Pump
Power, Efficiency, and Net Positive Suction Head (NPSHR) as a function of flow rate are also impor-
tant. An example of a pump curve imposed with the system curve is illustrated below in figure 2.4.
The operational point of the system is always located at the point at which the two curves intersect.
Figure 2.4: Example of Pump vs System curve.[5]
Numerous fail-safe tests such as cavitation analysis [4], CFD simulation, corrosion, noise and vibra-
tion tests are performed on the pump before certifying them suitable for mass production.
2.3 Electrical Coolant Pumps
Extensive resources are continually allocated for the development of ECPs due to their functionality
in electric and hybrid vehicles. They can facilitate demand-driven cooling of the engine, enhance
fuel economy and passenger comfort, contribute to efficient cooling of power train components. Fig-
ure 2.5 shows the main components of ECP in a cross-sectional view. Similar to a MCP, the impeller
plays the most crucial role in increasing the head and delivering coolant at the requested flow rate.
Since the flow angles at ECP impeller’s entry and exit are similar to that of MCP, the design method-
ology implemented in the design of mechanical components in an ECP are similar. However, the
extreme parameters dictating the pump’s design points can be down-sized. The main components of
Figure 2.5: Cross section of ECP[6]
an ECP are, a wet rotor, stator core, a separator in the motor structure, an impeller which is coupled
to rotor assembly, a shaft is used to drive the rotor, the motor housing for the control system.
In this paper [6], the methodology for designing the critical electrical components such as the stator
core and rotor are highlighted categorically. Optimal manufacturing techniques can help curb loses
due to friction, aid in reducing costs and limiting the overall size of the motor. Performance of radial
field and claw pole concepts in an ECP are necessary to be evaluated.
There are no mechanical seals in an ECP. The BLDC motor reduces frictional losses. The coolant en-
ters the ECP through the inlet and pressurized coolant is exited through the outlet. However, some
volume of coolant passes through the small gap between the impeller and involute housing inorder to
be circulated through the stator core. The rotor assembly housed in the stator is continually cooled by
the circulation of coolant through this channel. However, this small gap can lead to the accumulation
of debris from the circulating coolant. Since the rotor assembly is a critical component, selection of
the optimal magnet material can help in realizing cost savings. The rotor bearings are the only compo-
nent which may limit the lift length of the ECP. According to a NHTSA report[7], millions of passenger
vehicles were recalled due to an ECP failure which the thermal management software could not de-
tect. The root cause analysis concluded that the overheating due to accumulation of debris caused a
short circuit and resulted in fire of the passenger car.
2.3.1 Current Product Trends
High Performance electrical coolant pumps are widely available for passenger cars. However, pump
manufacturers have recently started developmental projects for HDD trucks. The expected perfor-
mance of a coolant pump operating in heavy duty trucks is generally superior. An ECP in Scania’s
HDD cooling system is required to satisfy the following demands:
• Voltage: 24 V
• Power: 800-1000 W
• Coolant flow: 300-450 litres/minute
Suppliers manufacturing ECPs were explored and their product specifications are listed below.
1. Hybrid Coolant Pump with Electrical and Mechanical Drive
This hybrid coolant pump combines the advantages of an ECP and a MCP operating in a single system[8].
Demand-driven control of the pump is possible in the electrical mode of engagement. High pump ef-
ficiency is achieved in the mechanical mode of engagement. Hence, high variability is achieved in
mid-power areas. Speed range of the pump was 7000 rpm, satisfying a maximum driving power of 2
kW.
2. WP29 – Electric Water Pump
This heavy duty performance ECP is specifically developed for electric and hybrid trucks[9]. Coupled
with an intelligent CAN enabled controller, a superior flow rate is deliverable. This pump is ideal
for enhancing the coolant circulation in the radiator circuit when MCP is ineffective in heavy load
applications. This ECP is also suitable to circulate low-temperature coolant through the charged air
cooling circuits on a heavy-duty diesel engine. The specifications of the pump are given below:
• Operating Voltage: 12V Model, 18 to 32 Volts (24V Model)
• Power: 500 W
• Coolant flow: 110 litres/minute
• Life Cycle: 10,000 Hours
3. PCE Coolant pump
This electric centrifugal type pump can be controlled via a CAN interface[10]. It has a brushless mo-
tor drive and a robust design. The hydraulic operational power range enables it to be mounted as a
booster pump to the MCP driven by the IC engine. The specifications of the pump are given below:
• Operating Voltage: 12 V or 24 V
• Input Power: 13 - 25 W
• Life Cycle: 8,000 Hours to 30,000 Hours (dependent on temperature profile)
4. Electric Coolant Pump for 48-Volt Systems
The following pump has the ability to deliver a maximum power of 950 Watt [11]. The speed can be
controlled via CAN or PWM. Operating at 48 Volts, the pump builds on the previous range of 450 Watt
variants which are beginning to be used in automobiles. Achievable flow rate is 220 litres/minute.
5. Circulation DC Water Pumps
The following pump features sine wave silent technology, functioning at less than 40 dB[12]. Equipped
with water shortage and congestion protection functions, it operates with a magnetic driven, brush-
less DC motor. The specifications of the pump are given below:
• Operating Voltage: 12 V or 24 V
• Input Power: 120 W
• Life Cycle: 20,000 Hours

• Maximum Flow Rate: 105 litres/minute
6. Electric Coolant Pump ECP 160
The BLDC motor of this pump can be controlled by CAN or PWM method [13]. The spiral housing is
realized by additive manufacturing. The specifications of the pump are given below:
• Operating Voltage: 12 V
• Released Output Power: 750 W
• Maximum Flow Rate: 240 litres/minute
7. Electrical 48-V Coolant Pump to Reduce CO2 Emissions
This 48-V electrically driven pump offers a potential to save 96 grams of CO2 per kilometer[14]. Three
design points at 400 W, 800 W and 1 kW are chosen for testing the pump in different operational areas.
Thus, achieving a balance between pump size, weight with respect to operation at elevated coolant
temperature.
Figure 2.6: A WP29-Electric Water Pump.[9]
8. Auxiliary Electrical Water Pump
The ECP from Continental [15] is ideal for fulfilling the cooling requirements of engine and electronics
in light and medium duty vehicles. Beside this functionality, turbocharged air in passenger cars can
also be cooled. Remaining on par with all other ECPs in the market, this pump also supports on-
demand energy management and independent operation from IC engine.
2.4 Cooling Systems With Controllable Pumps
• In this paper, a 12 volt ECP was implemented in the low temperature cooling circuit, two 48
volt ECPs were implemented in parallel in the high temperature cooling circuit in order to eval-
uate emissions [16]. Although it resulted in a reduced cooling performance at higher speeds,
demand-driven cooling improved the brake thermal efficiency (BTE) by 5%. The engine warm-
up time decreased by 5 minutes, impacting HC, CO emissions positively and NOx emissions
negatively. The input power to the ECP in the engine-stop phase was reduced by 50%. The ther-
mostats in the low temperature circuits were also removed. Thus, improving fuel economy and
reducing parasitic losses.
• Investigations implementing pumps with electromagnetic clutch concepts were undertaken[17].

Two types of pumps, planetary gear based and an on/off type pump to completely stop the ro-
tation of the impeller were designed. Coolant temperature was monitored by placing k-type
thermocouples at cylinder wall jacket and at the bottom of the engine oil pan. By implementing
a suitable control system, engine warm-up time and emissions were investigated. The on/off
pump could warm-up the engine significantly faster in comparison to planetary gear pump
which constantly circulated the coolant at lower volume flow rates. This was measured by ob-
serving the time taken by the coolant to reach 80 °C. Although the fuel economy in on/off pump
system was superior due to continually minimizing engine frictional losses, the emission of NOx
particles were slightly higher.
• Implementation of ECP required a modified thermostat hysteresis. A control unit with 2 elec-
tronically controlled valves was developed to replace the thermostat [18]. Two new cooling
strategies were proposed. Ensuring that no coolant circulation occurred through the engine
during a warm-up cycle resulted in a rapid increase of engine temperature. Significant reduc-
tion in warm-up time was also achieved by closing the valve between the engine and oil cooler.
HC and CO particle emissions were decreased due to complete combustion in different cycles,
however, emission of NOx particles was higher due to increased temperature in cylinder liners,
a downside of demand-driven cooling. The cost feasibility of the above system was also not
computed. A study accounting the dynamic behaviour of pressure rise in ECP after switching
from high to low speed was also not performed.
• In order to minimize fluctuations of temperature in the combustion chamber due to engine

speed, a suitable coolant control approach, was described [19]. Mathematical models which
interpreted the thermal behaviour of engine components were presented. In the first assess-
ment, a linear control strategy was implemented to represent the thermostat valve functional-
ity, coolant temperature being the key regulation factor. The fluctuations in the engine were
steep. In the second assessment, the smart thermostat valve and ECP were regulated by PI con-
trollers. Large temperature swings were again observed in the exhaust valve and piston while
variation in middle cylinder wall was similar. In the final assessment, the smart thermostat and
ECP were regulated by using the weighted cylinder head and wall temperature. a 44% reduc-
tion in fluctuations were observed. This method may curtail peak-to-peak fluctuations in the
engine components but may rapidly escalate fluctuations in coolant temperatures. An idea of
integrating the thermostat valve into the ECP was also proposed.
• In this paper[20], The MCP was replaced by its electrical counterpart in the cooling circuit
and its performance was simulated in GT-Cool. An estimated that 87% power saving could be
achieved during the FTP 74 driving cycle by adopting an ECP. Analyzing coolant flows, the ther-
mostat hysteresis was modified by reducing the opening temperature by 5°C, thus minimizing
the ECP’s effort. Radiator downsizing was another important exploration. The inlet velocity of
the radiator was obtained by correlations from the vehicle speed. Considering the MCP and ECP
operating at their highest speed and coolant temperature at 90°C, the maximum cooling capac-
ity under extreme load application was evaluated. Upon Inferring that the maximum coolant
temperature was lower during the operational cycle of ECP, the size of the radiator was reduced
by almost 27%. Thus the maximum coolant temperature of ECP circuit matched the range of
the conventional system.
• This paper outlined the design, physical rig testing, wind tunnel vehicle testing of an advanced
cooling system which comprised of an electric water pump, flow control valve and a control
system to satisfy the cooling demand of a HDD engine [21]. The control system operated on the
feedback loops from the electric valve and pump which were dependent on the coolant tem-
perature at the engine outlet. The ECP could significantly overcome the engine parasitic losses
and sufficiently meet cooling demands. Up to 5% overall fuel efficiency benefits could be antic-
ipated by implementing the proposed thermal management system. Other benefits of adopting
the ECP included, packaging benefits owing to the freedom of mounting the ECP at the chassis
and not fundamentally at the engine inlet. Radiator erosion could be prevented by controlling
the flow valve. Leakage through the radiator or bypass could be prevented. Coolant tempera-
ture could be controlled by engaging the electric valve and ECP. Enhanced heater performance
was also achieved.
• In this paper [22], an optimal nonlinear control strategy for controlling the cooling system of a
military M-ATV engine’s was presented. This strategy was also bench-marked against conven-
tional state flow control and classic PI control methods. Smaller tracking errors and temperature
fluctuations were realized in the nonlinear control strategy.
2.4.1 Advanced Cooling System Layouts
• The thermostat valve’s primary role was examined and system performance with four different
valve configurations was investigated [23]. The configuration has been illustrated in the figure
below 2.7. Mechanical components in the first layout experience high rotational speeds, lead-
ing to an increase in fuel consumption. Over-cooling or under-cooling may occur due to the
MCP’s speed varying as a function of the engine speed. In the second layout, the smart valve
blocks the coolant flow from entering the external channel. However, a considerable volume of
coolant is directed through the radiator, impacting the warm-up temperature negatively. The
performance of the three-way valve is similar to a two-way valve. Except, the three-way valve
controls coolant flow through the bypass and radiator circuit. The coolant flow can hence be
completely blocked from entering the radiator or bypass, aiding in decreasing the engine warm-
up time.
Figure 2.7: Thermostat Valve Configuration [23]
Enhanced thermal management is possible, but the introduction of complex valve hardware
with greater functionality can be expensive. In the final circuit, the valve is potentially elimi-
nated. The flow is only regulated with the electric water pump.
During warm-up conditions, the pump speed is minimal. Upon the engine reaching the desired
temperature, the pump speed can be adjusted in accordance with the engine load. The study
concluded that, the three-way valve configuration provided excellent temperature control char-
acteristics, reduced power consumption, and warm-up time in comparison to the other config-
urations.
• In the following paper [24], different cooling system layouts were evaluated in KULI (1-D simu-
lation tool). The first layout consisted of electrically powered fans, pump, and valve controlled
by CAN protocols. An array of BLDC fans were prevalent in the second layout. The third lay-
out consisted of an ECP and smart valve. It was concluded that impressive power savings in a
low voltage HDD vehicle’s powertrain can be realized by replacing the standard mechanical fan
with an array of small electrically driven fans. Replacement of the low voltage battery with its
higher capacity counterpart can help in electrification of all the cooling system components.
Thus ensuring proportional fuel savings to be realized.
Chapter 3
Implementation
This chapter describes the necessary details with regard to the conventional cooling system test rig
setup with MCP, illustrating the flow and pressure sensor locations. Further, the ECP specifications
from the supplier are tabulated and the control strategy is elaborated. Different cooling system lay-
outs that are performance tested by modifying the conventional rig setup are chronologically pre-
sented. Consequently, the chapter concludes with the simulation methodology adopted in GT-Suite
for simulating performance of layouts with ECPs operating in parallel.
3.1 Conventional Cooling System Test Rig Setup
The coolant system rig consists of a computer, a mobile panel that contains Profibus modules to es-
tablish master communication and record measurements. The electric motor and torque sensors are
interfaced to the Profibus panel by suitable connections. The pressure, torque and temperature sen-
sors are connected to the panel box. The PWM that controls the speed of the electric motor is also
connected to the panel box. The panel box is connected to the 220 V power supply. The V-belt from
electric motor drives the MCP, thus imitating an IC engine assembly, driving the MCP by the rotation
of the crankshaft. Pressure and flow sensors are placed in the circuit as depicted in figure 3.2. The
flow sensors installed at the cab heater circuit, static line and radiator outlet play an important role in
analyzing the flow characteristics in the generated layouts. The pressure sensors aid in ascertaining
the pressure drop across critical branches due to modifications in existing optimized layout connec-
tions. Scania Test-bed Platform (STP) software is implemented in order to establish communication
and record measurement of parameters during test runs.
22
CHAPTER 3. IMPLEMENTATION 23
Figure 3.1: Cooling system test rig with a pressure sensor in Retarder circuit
A 6 cylinder HDD engine block is mounted in the test rig in figure 3.1, the objective to investigate the
coolant flow in the retarder circuit during the thermostat open and closed conditions.
Figure 3.2: Schematic illustration of pressure and volume flow sensor locations
The coolant composition used for tests in the rig comprises of glycol and water mixed at a 20:80 pro-
portion. The kinematic viscosity of this composition at 30°C is similar to the conventional 50:50 glycol
and water composition at 100°C. In our setup, the inlet flange to MCP is always following the ECP out-
let and suitable pressure sensors are situated in this region. The radiator, oil cooler and additional
cooling system elements are modelled as pressure drop components in GT-Suite.
3.2 Coolant Pumps and Flow Requirements
3.2.1 Low Powered Mechanical Coolant Pump
The coolant flow characteristic thorough the MCP is linear through the engine speed range 600-2400
rpm with 0,7 bar system pressure. Without system pressure, cavitation can be detected when the
engine speed exceeds 2000 rpm. Coolant flow at normal driving speed (1100 rpm) is about 200 L/min
which will demand a pump power about 0.27 kW. Coolant pump efficiency at rated speed (1800 rpm)
is about 54 %. The pump maps are also further tabulated in figures below.
(a) MCP- Inlet and Outlet (b) MCP mounted to Engine Block
Figure 3.3: Mechanical Coolant Pump- Low Powered
Figure 3.4: Pump Map of MCP at System Pressure - 0.7 bar

3.2.2 Cooling System Requirements
The fundamental cooling system requirements across engine speeds 600-1800 rpm have been tabu-
lated below. Recommended coolant pumps operating in the system should fulfill the benchmark limit
by producing maximum volume flow of 300 L/min. The volume flow rate at normal driving speed is
approximately 200 L/min at 1000-1200 rpm of engine speed. This corresponds to 0.36 kW of power
consumed by the MCP. In figure 3.5, the volume flows produced by the low powered MCP is shown.
At engine speed of 1500 rpm, volume flow of 300 L/min is produced.
Max Coolant Flow: 300 L/min

Engine Speed Coolant Flow Delta P Power Consumed
(Rpm) (L/min) (bar) (kW)
600 100 0,1 0,05
800 130 0,2 0,10
1000 170 0,33 0,21
1200 208 0,5 0,36
1400 243 0,68 0,56
1600 280 0,88 0,82
1800 318 1,1 1,18
Table 3.1: Flow Requirements: Tabular Data
Figure 3.5: Cooling System Requirements

3.2.3 Electrical Coolant Pump
The two 24-Volt ECP prototypes are purchased from the supplier- Concentric AB. The pump has a
BLDC motor, no mechanical sealing. The coolant pumps fulfilled a torque requirement of 2.4 Nm at
3400 rpm, producing optimal flows of 300 [L/min]. The image of the pump prototypes is presented
below. The inlet and outlet diameters are 65mm and 60 mm respectively. The specifications are also
further tabulated in table 3.2. The speed of the ECP can be controlled and monitored by CAN signals.
(a) Pump Inlet and Outlet (b) Pump- Tab housing with Electrical Interface
Figure 3.6: Electrical Coolant Pump prototype
Electrical Interface Pump Performance Characteristics

Voltage Rating 24 V Flow, Maximum Speed 300 L/min, 3400 rpm
CAN Control SAE J1939 Pressure Increase 0.76 bar
Environmental Protection IP6K9K Fluid Water/Glycol
Table 3.2: Electrical Pump Specification

3.2.4 Control Strategy
The pump utilizes SAE J1939 protocols in order to establish communication. CANalyzer software is
used in creating a CAN database of the necessary signals namely, pump switch on and off, torque,
temperature, electric motor speed monitoring and speed control.
Figure 3.7: ECP Control Methodology
The ECP is powered by a bench power supply device from Mean Well. The device produces a maxi-
mum output voltage of 230 Volts and 2.4 kW of power. Since the device has a single output point, a
secondary power supply device of a similar characteristic is used in order to power the second ECP
in later layouts. The CAN High, CAN Low, shield and wake-up ports from the ECP are interfaced with
Vector V1630A device. The device is configured to be operated in CANalyzer software. The laptop is
used to send signals and control the status of the pump, concurrently also monitor the pump param-
eters during its wake condition. It is crucial to use the CAN trace data in order to analyze the torque,
speed and temperature of the electric motor at different input speeds and requested conditions. The
primary computer in the rig, installed with STP software is configured to record measurements and
to drive the MCP through the electric motor from a speed range of 500 rpm to 2400 rpm as discussed.
3.3 Performance testing of layouts
A total of five aggregate layouts are tested in the exiting system rig. A brief specification of each layout
is illustrated in figure 3.8 below. Each successive layout was improvised in comparison to the existing
built configuration.
Figure 3.8: Layouts tested in the rig
Inorder to successfully test the layouts, following changes are to be implemented across all the
layouts:
• The static line inlet to the coolant pump has to be relocated to the radiator channel, contrary to
the existing position at the mechanical pump’s inlet flange. Hence, reverse pumping of coolant
to the expansion vessel is prevented. This has been further illustrated in 3.9
• The engine water jacket is optimally designed for a single directional flow from the oil cooler
block. However, Inlet 1, Inlet 2 has to be modified to ensure that the pressurized coolant from
the ECP can converge with the flow from the MCP and continue to be introduced into the engine
block, further illustrated in 3.10
(a) Original Position of Static line inlet to Mechanical (b) New Position of Static line- preceding the ECP Inlet
Pump
Figure 3.9: Illustration of Static Line Modification
(a) Engine Block Interfaces
(b) Illustration of coolant flow from MCP outlet to engine
Figure 3.10: Components in Engine Block

3.4 Coolant System Layouts
3.4.1 Layout 1
In the following layout, the ECP is connected in series with the MCP by modifying the pipe network
in radiator channel. The impeller from the MCP is detached. Major volume of coolant from the outlet
of the radiator is pumped through the ECP and into the engine inlet block. The ECP is operated at
a speed range of 1000 to 3200 rpm, via CAN signals. The pressure drop is measured across the MCP
section using suitable pressure sensors. This pressure drop data is pivotal for the GT-Suite simulation
in future layouts. Thermostat is always open to prevent reverse flows across the bypass channel.
Figure 3.11: Layout-1 Schematic and Assembly in Test Rig

3.4.2 Layout 2
A comparable configuration as the above layout is retained. The current MCP (without impeller) is
replaced with its low powered counterpart, specifications as mentioned in section 3.2.1. The speed of
MCP is successively increased from 500 to 1500 rpm across the three respective tests.
Figure 3.12: Layout-2 Coolant System Schematic
3.4.3 Layout 3
The ECP and MCP are coupled in a parallel configuration. The flow is bifurcated at radiator outlet.
The coolant flow from the outlet of ECP is introduced into the engine block through Inlet-1 (Figure
3.10). The diameter of Inlet-1 is Φ 16 mm. The assembly in the test rig is shown in the image below.
Figure 3.13: Layout-3 Assembly in Test Rig

A mechanical ball valve is supplemented at the ECP outlet, to study the feasibility of a future smart
valve to be operational in the ECP circuit. This controllable valve can be opened when the pump is to
be engaged by the engine control system. In the future, a smart operational valve can be embedded
inside the ECP itself. The valve can be designed to automatically open if the pump’s motor is engaged.
Hence, reducing the complexity of the control system. In the test rig, a check valve is assembled at the
junction of the ECP outlet preceding Inlet-1 in the oil cooler. The diameter of the check valve is Φ 20
mm. Cracking pressure drop is 1 bar. The ability of the one-way check valve to help prevent reverse
flow is investigated. The test setup in this layout is shown in table 3.3.
MCP Speed ECP Speed Mechanical Valve

1 500-1500 rpm ECP Status: Off Valve Closed
2 500 rpm 1000-3200 rpm Valve Open
Table 3.3: Layout 3 - Test Setup

3.4.4 Layout 4
The parallel configuration of ECP and MCP is retained. The ball valve is disassembled. The coolant
flow from the outlet of ECP is introduced into the engine block through Inlet-2 (Figure 3.10). The
diameter of Inlet-2 is Φ 22 mm. The engine electrical heater is originally located in this position.
However, this interface is modified in order to accommodate the flow from ECP. The outer diameter
of the electric heater interface is Φ 29 mm. It is evaluated if the increase in diameter of Inlet-2 can
help in enhancing volume flow performance.

MCP Speed ECP Speed

1 500-1500 rpm ECP Status: Off
2 500 rpm 1000-3200 rpm
3 1000 rpm 1000-3200 rpm
4 1500 rpm 1000-3200 rpm
3.4.5 Layout 5
In the following layout, two ECPs and the low power MCP are coupled to the cooling circuit. The right
angled T-split is assembled down-stream, near radiator outlet. This enables parallel divergence of
coolant in ECP-1–MCP and ECP-2 flow branches, converging at the location of the engine inlet block.
The sensors at ECP-1 channel facilitates the measurement of pressure drop trends. The assembly of
the layout in the test rig is shown below. The setup of runs is as tabulated in 3.5. An attempt to study
milling and reverse flow conditions in the ECP is also carried out.

MCP Speed ECP-1 Speed ECP-2 Speed

1 1000, 1500 rpm ECP-1 Status: Off ECP-2 Status: Off
2 MCP Status: Off 1000-3200 rpm 1000-3200 rpm
3.1 1000 rpm 1000-3200 rpm ECP-2 Status: Off
3.2 1000 rpm ECP-1 Status: Off 1000-3200 rpm
3.3 1000 rpm 1000-3200 rpm 1000-3200 rpm
4.1 1500 rpm 1000-3200 rpm ECP-2 Status: Off
4.2 1500 rpm ECP-1 Status: Off 1000-3200 rpm
4.3 1500 rpm 1000-3200 rpm 1000-3200 rpm
Milling And Reverse Leakage Measurements
Milling and reverse leakage data are an essential input to Electric Pumps template in GT-Suite, playing
a major role to help obtain robust simulation results. By accounting this occurrence in ECPs, the
overall flow rate results in the simulation can be better regulated. The phenomenon of milling occurs
in an ECP when a pressure drop is experienced contrary to a conventional pressure rise trend. The
milling speed, volume flow rate and pressure drop data are essential to be measured.
Consider a test setup in illustration 3.19. The second coolant pump is to be in off condition. The first
coolant pump is to be engaged across a range of speeds from 500 to 3200 rpm. A pressure drop will
now be observed across the ECP-2, contrary to a pressure rise. The coolant flow through ECP-2 will
also cause the impeller to freely spin. This free spin of the impeller, also termed as milling speed is to
be recorded by the speed sensor embedded in the pump. Extending the similar test case in layout 5,
the MCP and ECP-1 are in an off condition. The sensors are attached to ECP-1 (Figure 3.17). ECP-2 is
engaged at different speeds. However, the drawback of an embedded speed sensor to measure milling
speed in ECP-1 led to an incomplete array of test data.
To measure reverse leakage data in layout 5, ECP-1 and ECP-2 are kept in off condition and MCP is
engaged at different speeds to measure the reverse flow of coolant across ECP-1. The pressure rise
across ECP-1 is nominal.
Figure 3.19: Preferred Measurement Setup- Milling
GT-Suite Simulation
Figure 3.20: Layout-5 Simulation Model

The conventional 1-D cooling system model for the 6 cylinder HDD Engine is verified with test
rig results. This validated model is used for the simulation of this layout. The position of electric
pumps in the model is illustrated in 3.20. The static line inlet to the coolant pump is modified, ad-
ditional pressure drop data from test rig is implemented and ECPs are modelled using the electric
pump templates. The Pump characteristic curve at maximum rpm, 3200 rpm is linearly extrapolated
using GT-Suite due to insufficient data points from the supplier’s test runs. The reverse leakage data
from the test rig is implemented. Milling conditions are ignored. The convergence of volume flow at
water-jacket inlet block is achieved by using volume split component features.
To obtain simulation results from tests 3.1 and 4.1, ECP-2 is deleted from the branch. This also en-
sured implicit flow convergence criterion during the simulation. Similarly, ECP-1 is deleted from its
corresponding branch while simulating conditions in tests 3.2 and 4.2. However, the pressure drop
across this channel is included in the model. MCP is completely removed in simulation of test setup
2. The corresponding pressure drop data across the MCP channel is instead included.
3.4.6 Supplementary System Layout
Some cooling system layout configurations are not implicit to be realized for performance testing in
the cooling system rig. However, the layout concepts can be simulated in GT-Suite. It is not possible
to replace the MCP with the current ECP prototype, owing to the mounting interfaces in engine block.
Hence in the 1D model, the MCP specifications and pump map are replaced with the data from the
ECP supplier. The layout has been illustrated in figure 3.21.
Figure 3.21: Single ECP configuration

Chapter 4
Results and Discussions
The respective results obtained from the test rig is presented in this chapter. A comparison of simu-
lation results with physical test data is carried out in layouts 5. Further, the power consumed by the
ECP is contrasted with that of a traditional MCP.
4.1 Performance Results
4.1.1 Layout 1
The overall coolant flow through the radiator linearly increases with the ECP’s speed. The flows across
the radiator, HVAC, static line are measured in the test rig. As shown in the result in figure 4.1, an
optimal flow is achieved when the ECP is operated at a speed of 3000 rpm, producing a total volume
flow of 217 L/min. An escalated flow rate is not obtained with this pump operating at its highest speed
of 3200 rpm. The maximum volume flow achieved is 238 L/min.
The single ECP in operation does not guarantee the benchmark coolant flow requirement of pro-
ducing 300 L/min. However from the flow requirements table 3.1, the demands at engine speed of
1400 rpm, requiring volume flow of around 243 L/min is satisfied. The cooling requirements at higher
range of engine speeds (greater than 1400 rpm) are not fulfilled.
The pressure drop across the MCP passage also plays a major role in reducing the overall flown into
the engine. However, an improvement in performance can be realized if the engine block can be
redesigned in order to mount the ECP in proximity to the MCP. Hence, pressurized coolant can be
delivered effectively with minimal losses.
39
CHAPTER 4. RESULTS AND DISCUSSIONS 40
Figure 4.1: Result: Cooling System Layout-1
4.1.2 Layout 2
The ECP operating in series with MCP enables in enhancing the overall volume flow through the lay-
out. The results from tests 1, 2 are presented below. It is evident that the volume of flow enhancement
linearly increases with the MCP operating at 500 rpm, 1000 rpm.
Figure 4.2: Result: Cooling System Layout-2 (Test 1-2)
From the results shown in figure 4.3, the volume flow enhancement obtained at MCP speed of 1500
rpm is slightly reduced. In the table shown below in 4.1, the benchmark coolant flow at engine speeds
500-1500 rpm is compared with the enhanced volume flow. Maximum flow enhancement is obtained
at test 2, MCP engaged at 1000 rpm. The decrease in volume flow can be attributed to numerous
factors, owing to the differences in the operation of MCP and ECP.
In circuits involving pumps operating in series, the overall pressure rise in the system is elevated. The
irregular variations in pressure and velocity of the coolant across the pumps may result in turbulent
mixing of flows. The pump work required to overcome these losses will also be high.
Figure 4.3: Result: Cooling System Layout-2 (Test-3)
A thorough investigation of the MCP’s and ECP’s pump operational map is hence required to be
carried out if they are to function in series configuration. The engagement strategy of the ECP is also
to be analyzed in order to obtain maximum volume flow enhancement. The overall volume flow is
maximal in Test Setup-3. The requirement to obtain volume flows higher than 300 L/min is fulfilled.
Benchmark Flow Test Rig Flow Enhancement

Test-Setup Engine Speed
(L/min) Total Flow (L/min) (L/min)
1 500 100 243 43
2 1000 170 274 107
3 1500 255 326 71
Table 4.1: Layout2: Flow Enhancement from ECP
4.1.3 Layout 3
The results in this layout are obtained by engaging the ECP and MCP in a parallel configuration. In
test 1, the engagement of only the mechanical pump from 500 rpm to 1500 rpm results in a total flow
of 240 L/min. This is below the required benchmark maximum flow specification. The benchmark
flow criterion is also not fulfilled at the alternative two lower speeds of 500, 1000 rpm. The reduction
in the flow across MCP can be attributed to the removal of auxiliary cooling sub systems, indicated in
the project delimitations. The coolant circulation occurs only through the cab-heat system, static line
and radiator. It is hence mandatory to consider volume flows across test 1 as the new guideline.
The results obtained from test setup 3 and 4 are shown below.
Hence, the flow enhancement achieved across tests 2, 3 and 4 have been compared and contrasted
with respect to the modified guideline volume flows in table 4.2 shown below. Pumps can be arranged
in parallel configuration to suitably enhance the volume flow through the cooling layout channels. If
the ECP is not engaged, reverse flows are prevented by the one-way check valve at Inlet-1. The low
volume flow enhancement can be attributed to the small diameter of Inlet-1 (Φ12 mm) in the oil
cooler. This small diameter can also cause turbulence convergence of flows, thereby inducing power
losses in the pump.
In the conventional system, the coolant flow in the oil cooler bifurcates through the water jacket and
Inlet-1. Through Inlet-1, coolant is delivered to the auxiliary subsystems located near the engine. At
higher speeds of MCP, volume flow through Inlet-1 will also be high.
Although the ECP may operate at maximum speed, the turbulent mixing of coolant flows in the oil
cooler will not result in a flow enhancement. Maximum volume flows in test cases 2, 3 and 4 are
below satisfactory benchmark levels.
Guideline Flow Test Rig

Engine Speed Flow Enhancement
Test-Setup Test - 1 Total Flow
(rpm) (L/min)
(L/min) (L/min)
2 500 72 79 7
3 1000 155 173 18
4 1500 238 258 20
Table 4.2: Layout 3: Flow Enhancement from ECP
4.1.4 Layout 4
The parallel configuration as the previous layout 3. However, the coolant is introduced through Inlet-
2 (Φ 22mm) in the oil cooler module. Following the similar methodology, the volume flow across test
1 in the previous layout 3 is considered as the guideline, the flow enhancement achieved across tests
2, 3 and 4 have been tabulated in table 4.3.
Figure 4.6: Result: Cooling System Layout-4 (Test 2)
Guideline Flow Test Rig

Engine Speed Flow Enhancement
Test-Setup Layout 3- Test-1 Total Flow
(rpm) (L/min)
(L/min) (L/min)
2 500 72 109 37
3 1000 152 183 31
4 1500 238 272 34
Table 4.3: Layout 4: Flow Enhancement from ECP

From the test results shown above, maximum volume flow enhancement of 37 L/min is achieved
at low MCP speed of 500 rpm. The overall flow enhancement results are favourable in comparison to
results in layout 3. As shown in figure 4.7, the total volume flow saturates while the MCP operates at
1000 rpm. However, the flow increases linearly with MCP operating at 1500 rpm. Hence the dip in
volume flow enhancement in test- setup 3 is justified. The average enhancement across the tests is 20
L/min. The increase in volume flow can be attributed to the increase in the diameter of the inlet at the
oil cooler module. From the flow requirements table 3.1, the demands at engine speed of 1600 rpm,
requiring volume flow of 280 L/min is satisfied. The cooling requirements at critical engine speed of
1800 rpm is not fulfilled. Considering the parallel configuration and the positive volume flow results,
this layout can be considered for future development projects.
4.1.5 Layout 5
The tests results in this layout are compared with the benchmark requirements in table 3.1. The results
from test setup 2 is shown below in figure 4.8. In test 2, the ECPs are engaged across a speed range of
500 to 3200 rpm. The total volume flow rate of coolant linearly increases with increasing ECP speed.
Maximum volume flow of 250 L/min is achieved when both ECPs function at maximum speed. The
cooling demands at engine speed of 1400 rpm, requiring total volume flow of around 243 L/min is
satisfied. Since the MCP is in off condition, the additional power consumed by ECP-2 in order to pump
coolant through the MCP and in turn through the oil cooler module is to be further investigated.
Figure 4.8: Result: Cooling System Layout-5 (Test 2)
Figure 4.9: Result: Cooling System Layout-5 (Test 3.1-3.3)

The results from tests 3.1, 3.2 and 3.3 are shown above in figure 4.9. The operational speed of MCP
is fixed at 1000 rpm. In test 3.1, with only ECP-1 (ECP near oil cooler Inlet-2) in full engagement, the
maximum volume flow rate achieved is 179 L/min. The volume flow increase is also relatively unsta-
ble, owing to the smaller Φ22mm diameter inlet. From the flow requirements table 3.1, the demands
at engine speed of 1000 rpm, requiring volume flow of 170 L/min is satisfied. In test 3.2, only ECP-2
is fully functional. It is assembled in a series configuration with the MCP. The flow linearly increases
with the speed of the ECP. The maximum volume flow through the circuit is 200 L/min, satisfying the
cooling demands at engine speed of 1200 rpm.
With both ECPs fully functional, the linear increase of volume flow through the layout is relatively sta-
ble. Maximum total volume flow is 273 L/min, satisfying cooling demands at engine of 1600 rpm.
Figure 4.10: Result: Cooling System Layout-5 (Test 4.1-4.3)
The results from tests 4.1, 4.2 and 4.3 are shown above in figure 4.10. The operational speed of
MCP is fixed at 1500 rpm. In test 4.1, with only ECP-1 operational in full engagement, the maximum
volume flow rate achieved is 252 L/min. The volume flow increase is also relatively unstable at higher
speed of ECP-1. The MCP’s operation ensures that the volume flow behaviour is relatively stable. From
the flow requirements table 3.1, the demands at engine speed of 1500 rpm, requiring volume flow of
around 255 L/min is satisfied. In test 4.2, only ECP-2 is fully functional. The maximum volume flow
through the circuit is 240 L/min, satisfying the cooling demands at engine speed of 1500 rpm. The
volume flow rate increase at lower speeds of ECP-2 is unstable.
With both ECPs fully functional in test setup 4.3, the linear increase of volume flow through the layout
is relatively stable. Maximum total volume flow is 300 L/min, satisfying benchmark cooling demands.
Hence, higher speed of operation of MCP can ensure that the benchmark cooling demands are ful-
filled. The ECPs can be effectively utilized at booster pumps in order to enhance the coolant flow in
the circuits.
GT Suite Simulations
The simulation results from tests setup 2 to 4.2 have been performed and compared with the test
results. The results are presented chronologically. The volume flow rate from simulation have been
plotted against flow rate results from test rig. The R-squared value serves as measure to evaluate the
scatter of data points around the trend line. In general, the higher the R-squared value, the greater is
the convergence of the simulation results with the test rig data. The simulation results from GT-Suite
model for test setup 2 have been shown below in figure 4.11.
Figure 4.11: Simulation: Cooling System Layout-5 (Test Setup 2)
By mounting pressure sensors across ECP-1 channel, the obtained data could be easily imple-
mented in the model. As illustrated in the legends, the volume flows across the radiator, static line,
HVAC and ECP-1 channels obtained from the test rig have been compared with the 1D simulation
models. With an increase in ECP-1’s speed, the deviation between the respective results also widen.
The volume flows across ECP-1 in the simulation is lower than the test rig data. Contrasting to the
above trend, volume flows across the radiator in the simulation is higher than the test rig volume flow
rates. The similar trend is maintained across all the test results. The static line and HVAC results from
the test rig are similar to the simulation data trend.
Figure 4.12: Simulation: Cooling System Layout-5 (Test Setup 3.1-3.3)
The results shown above in figure 4.13 are further elaborated. In test 3.1, the volume flows in sim-
ulation is lower than the test rig data across ECP-1. ECP-2 was deleted and a regular pipe component
was inserted in the 1D model. The unavailability of pressure drop data across this channel results in
non optimal flows, also affecting the volume flows across the radiator. The flow across the radiator in
the simulation is higher than the test rig data.
Contrary to the above trend, in test 3.2, the volume flows across ECP-1 is higher in the simulation. The
pressure drop data across ECP-1 aids in obtaining a generally low offset between the results. The vol-
ume flow across the radiator does not correlate with the test data. In test 3.3, acceptable correlation of
results are obtained. A slightly higher offset is observed at the ECP-1 channel at high ECP speeds. The
volume flow across the radiator also exhibits an offset but follows the similar trend as the test data.
The simulation results of HVAC system and static line completely adhere to the test rig data across all
the test setups. This leads to obtaining R-squared values greater than 99%.
Figure 4.13: Simulation: Cooling System Layout-5 (Test Setup 4.1-4.3)

From the above results in figure 4.13, improved correlation is obtained at higher MCP speed of
1500 rpm. In setup 4.1, 4.2, the simulation results across ECP-1 and radiator exhibit the similar trend
in test setups 3.1, 3.2. However, the offset between the simulation and test rig data is relatively lower.
The pump maps in GT-Suite can also be attributed as a reason for the generally poor correlation of
simulation data. In the below figure 4.14, the pump curves from the supplier have been compared
with the linearly extrapolated pump curves at high speeds from GT-Suite. The pump map is linearly
extrapolated, due to the unavailability of data from the supplier across the speed range for the ECP.
The offset in data at high speeds of 3200 rpm can lead to the generation of unreliable test results.
Figure 4.14: Pump Map: GT-Suite vs Supplier Data
4.1.6 Power Consumption Estimation
The power consumed by the pumps can be estimated by the following equation:
Power = (Tor que ∗ ω)/9.5488 (4.1)
Power : kW, Torque : Nm and ω : RPM.

The torque produced in the electric motors can aid in estimation of power consumption from the
rig tests. However, in this project, the power consumed by ECP has been computed from GT-Suite
simulation results. The result from test 2, involving only the engagement of both ECPs have been
presented. It is important to investigate the ECP performance individually, other test setups involve
the influence of the MCP. The total volume flow rate across radiator, static line and HVAC system is
combined and plotted against power consumed by ECPs. With the MCP off, the power consumed by
both the electrical pump is identical. This leads to a total power consumption of approximately 1.8
kW. Corresponding to this power consumption, the maximum volume flow achieved is 250 L/min.
Figure 4.15: Power Consumption: Electrical Pumps
Figure 4.16: Power Consumption: Mechanical Pump
In comparison to the ECP, the crankshaft driven MCP delivers a greater amount of requested vol-
ume flow through the components. To deliver the requested flow of 300 L/min, the MCP requires 1 kW
power. The ECPs need to be engaged by the truck battery. With advancement in regenerative braking
technology, the concept of the booster pump-ECP is feasible in the future.
Truck Battery Specification
The 24 Volt battery specification in a regular HDD truck has been tabulated. Further investigation
involving power consumption of Electrical pumps during engagement and the influence of the elec-
tric pump operation on the battery discharge rate is to be performed. It is of prime importance to
constrain the electric pump operation with respect to the existing battery capacity. The engine con-
trol system should also be designed to limit the speed of the electric pump if the battery power is
insufficient.
Capacity 225 Ah
Cold start current 1150 A
Table 4.4: 24 V Truck Battery Specification
4.1.7 Supplementary System Layouts
The results from simulation have been tabulated below for the layout with single ECP configuration.
ECP RPM ECP-Outlet Engine Block GW Cooler Air Compressor HVAC Static Line Radiator
500 49,78 46,14 6,31 3,64 4,24 1,94 33,65
800 87,72 81,23 10,13 6,50 6,82 3,00 61,27
1000 113,37 105,28 12,64 8,09 8,53 3,69 80,42
1500 158,26 146,81 16,92 11,46 11,45 4,84 113,59
2000 202,79 188,42 21,48 14,36 14,67 6,13 146,14
2500 250,08 232,29 26,29 17,80 18,08 7,47 180,44
3000 298,23 276,43 31,10 21,80 21,52 8,81 215,00
3200 350,14 323,49 36,21 26,64 25,21 10,22 251,84
Table 4.5: Result: Single ECP configuration
At high pump speeds, the cooling requirements specified in table 3.1 are fulfilled. The ECP is
successful is pumping a maximum coolant flow of 300 L/min. However, this high demand from the
electric pump can result in high power consumption from the battery.
Figure 4.17: Result: Single ECP configuration
Citing the following issue described in chapter 2 [7], in case of failure in the ECP, the threat of the
truck catching fire remains significant.
Chapter 5
Conclusions
Reflecting on the investigations carried out, the pertaining research questions are required to be ad-
dressed.
5.0.1 Research Question 1
Can one electrical coolant pump guarantee the coolant flow requirements or two coolant pumps
may need to operate in parallel to fulfill the same ?
Layout Total Flow Engine Speed, Flow Fulfilled

Layout 1 238 (L/min) 1400 rpm, 243 L/min
ECP in Engine Block 1 350 (L/min) 2000 rpm, 353 L/min
Table 5.1: Test Cases Satisfying System Requirements
The volume flow rates across the different layouts have been extensively discussed in the previous
chapter. The cooling system layouts with the corresponding test setup cases which obey the specified
criteria are highlighted in table 5.1. The implementation of ECP as a booster pump in Layout 2 and
Layout 4 appears as a feasible concept.
To comprehensively answer the research question, a single electrical pump can guarantee the flow re-
quirements at high pump speed. The results from layout 6 can be cited to further this claim. However,
this will demand high power from the battery.
55
CHAPTER 5. CONCLUSION 56
The booster pump circuit may be modified to house a one direction check valve. From the investiga-
tions, the maximum flow boost was achieved in a series configuration. Flow enhancement in layout
4 was inadequate, although the pumps were arranged in a parallel configuration. This was primarily
due to the non-optimal diameter of inlets in the oil cooler module. According to literature, enhanced
volume flows are obtained when the pumps are arranged in parallel. Hence, layout 4 is the most suit-
able layout for further development. Layout 2 can lead to a high-pressure rise in the system when
the pumps are engaged at high speeds. The test results in layout 2 have indicated that high volume
flows are not necessarily achievable across all pump speeds. Layout 5 possesses numerous challenges,
owing to the increase in production costs due to the presence of two electrical pumps. The control
system to operate the two pumps will also be complicated.
Is life length of the electrical coolant pump suitable with respect to the life length of a truck ?
The expected life length of mechanical pumps in a heavy duty truck is 40,000 hours, exceeding 2,000,000
kilometers. Based on the theoretical tests carried out by the supplier (Concetric AB), the expected life
length of the pump prototype is 15,000 hours. However, based on the tests in the cooling system test
rig, numerous issues are observed. The electric pump prototype is sporadically unresponsive to the
CAN signals. Moreover, high speeds of 3200 rpm are not achieved continually. Speed fluctuations are
also observed at a requested pump speed of 2000 rpm. The robustness in the pump control system
will have to be further enhanced in future generations.
However, the FEA results indicate the durability of the pump casing, designed to tolerate loads across
various load cases. The CFD simulations highlight the optimized impeller design. By engaging the
pump at different speeds across demanding driving cycles, a clear insight on the life length of pump
can be obtained. A powerful electric pump coupled with a reliable control system can guarantee the
life length as request by automotive manufacturers.
If the electric pump is to be repeatedly replaced during the life length of the truck, the ultimate goal to
achieve sustainability can be derailed. Repeated manufacturing of the system parts may increase re-
source consumption, emission, and ultimately lead to adverse environmental impacts in comparison
to the current benchmark levels.
CHAPTER 5. CONCLUSION 57
What is the power consumed by the electrical pumps in comparison to the mechanical pump ?
As shown in the table below, the MCP consumes 1 kW of power from the engine to fulfill the re-
quired volume flow of 300 L/min. However, in numerous scenarios, the MCP redundantly consumes
power from the engine and supplies the system with much higher volume flows than the required
amount.
Two ECPs in parallel will potentially consume 1.8 kW of power from the HDD truck battery to fulfill the
maximum flow requirements. Due to the non-optimal diameter of inlets at the oil cooler, the overall
power consumed by the electrical pumps is high. This extreme power requirement will be prevalent
in demanding driving cycles. The requirement may decrease in moderate or light driving cycles.
Power Consumed Flow Rate Achieved

Pump
(kW) (L/min)
Mechanical Coolant Pump 1 300
Electrical Coolant Pumps 1.8 250
Table 5.2: Power Consumed by Pumps

Chapter 6
Future Work
Introduction of a smart cooling system requires an extensive road map. The essential stages are en-
listed below:
• The electrical pump prototype is to be run in the pump rig and the obtained pump maps are to
be verified with the supplier data.
• To operate pumps in parallel configuration, the inlets in the oil cooler module has to be re-
designed.
• A simple layout is to be built and pressure drop data to be recorded at critical channels inorder
to obtain correlation of simulation data with test rig results.
• An investigation regarding the battery consumption is to be performed.
• Implications while operating the electrical pump in the milling region is to be carried out.
• The pumps are to be successfully tested on a truck.
59
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Appendix A
Master Thesis- Project Plan
Figure A.1: Project Plan
64
Appendix B
Risk Assessment
Figure B.1: Risk Assessment
Figure B.2: Risk Assessment Matrix
65
Appendix C
Electrical Coolant Pump
Figure C.1: Electrical Coolant Pump- Drawing
66
APPENDIX C. ELECTRICAL COOLANT PUMP 67
Figure C.2: Electrical Coolant Pump- CAN Database
Figure C.3: Electrical Coolant Pump- CANalyzer Setup

Appendix D
Power Supply
Figure D.1: 2.4 kW Power Supply Specifications
68
Appendix E
Test Rig Data
Figure E.1: Layout - 1
69
APPENDIX E. TEST RIG DATA 70





Appendix F
Simulation Results- Layout 5
Figure F.1: Layout - 5
75
APPENDIX F. SIMULATION RESULTS- LAYOUT 5 76

Appendix G
Simulation Results- Correlation
Figure G.1: Q Total Correlation- Test 1
77
APPENDIX G. SIMULATION RESULTS- CORRELATION 78
Figure G.2: Q Total Correlation- Test 3.1 - 3.3
Figure G.3: Q Total Correlation- Test 4.1 - 4.3

Appendix H
Additional Layouts Tested in Rig
The following selected layouts presented below were also assembled in the test rig. However, the
overall volume flow in layout A did not satisfy the specified cooling system demands. Layout B was
not feasible for future developments, although the results were satisfactory.
Figure H.1: Schematic: Layout A
79
APPENDIX H. ADDITIONAL LAYOUTS TESTED IN RIG 80
Figure H.2: Schematic: Layout B

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Use of Electrical Coolant Pumps in Scania’s

SAI ASWIN SRIKANTH

Master of Science Thesis TRITA-ITM-EX 2019:589

KTH Industrial Engineering and Management

Nyckelord: Elektrisk kylvätskepump, avancerade kylsystemkoncept, reglerbart kylvätskesystem, GTSuite-

Sai Aswin Srikanth

ECP Electrical Coolant Pump

HDD Heavy Duty Diesel

MCP Mechanical Coolant Pump

EGR Exhaust Gas Re-circulation

CAN Controller Area Network

BTE Brake Thermal Efficiency

STP Scania Testbed Platform

m˙ f Mass flow rate of fuel, kg/s

m˙a Mass flow rate of air, kg/s

h˙f Specific Enthalpy of fuel, J/kg

h˙a Specific Enthalpy of air, J/kg

Nb Effective engine brake power, W

Q˙c Heat transfer rate to coolant, W

Q˙f Heat flux of fuel, W

ṁ c Mass flow rate of coolant, kg/s

C pc Specific heat of capacity Coolant, J/K

Tcout Coolant temperature at engine outlet, K

Tci n Coolant temperature at engine inlet, K

Texh Exhaust gas temperature, K

Ti nt Intake gas temperature, K

P eng i ne Power consumption of engine, kW

n Engine Speed, Rpm

η Engine Brake Efficiency

k Fraction of Heat Flux to Coolant

∆Teng i ne Max Temperature of Engine at Peak Load, K

List of Figures xiv

List of Tables xvii

4 Results and Discussions 39

A Master Thesis- Project Plan 64

C Electrical Coolant Pump 66

E Test Rig Data 69

F Simulation Results- Layout 5 75

G Simulation Results- Correlation 77

H Additional Layouts Tested in Rig 79

1.1 A MCP coupled to an Engine. (Source: Scania) . . . . . . . . . . . . . . . . . . . . . . . . . 3

2.1 Automotive Engine Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

3.15 Layout-4 Coolant System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

4.1 Result: Cooling System Layout-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

A.1 Project Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64

B.1 Risk Assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65

C.1 Electrical Coolant Pump- Drawing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66

C.3 Electrical Coolant Pump- CANalyzer Setup . . . . . . . . . . . . . . . . . . . . . . . . . . . 67

D.1 2.4 kW Power Supply Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68

G.1 Q Total Correlation- Test 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77

H.1 Schematic: Layout A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79

3.1 Flow Requirements: Tabular Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

4.1 Layout2: Flow Enhancement from ECP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

5.1 Test Cases Satisfying System Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . 55

Figure 1.1: A MCP coupled to an Engine. (Source: Scania)

Following are the boundaries of the thesis work.

4. Evaluation of the engine warm-up time will not be performed.

Figure 1.2: Thesis Methodology

Formulation of research questions

Analyzing electrical coolant pumps in today’s markets

Generation of different cooling system layout concepts

Testing the Performance of the generated layouts in the test rig

Selection of layouts and Simulation of performance

Verification of results and future work