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Engineering Center Steyr GmbH & Co KG (ECS)
Analysis of the airstream in the ECS roller dynamometer building
Stefan Schnörch
© ECS / Disclosure or duplication without consent is prohibited
Overview
1) Company profile
2) Description of the roller dynamometer
3) Simulation approach
4) Preparation of the simulation models
5) Evaluation of the simulation results
6) Verification with measurement results
7) Determination of optimization potentials
Stefan Schnörch 2 21 March 2012
© ECS / Disclosure or duplication without consent is prohibited
Company profile
3
ECS – Engineering Center Steyr
• Commercial Vehicle Engineering
• Powertrain Systems
• Electronics & Electric
• Low Volume Production
• Software & Simulation
• Testing Services
Magna
Seating
Seating
Systems
Cosma
International
Body & Chassis
Systems
Magna Exteriors and Interiors
Exterior
Systems
Interior
Systems
Vision
Systems
Closure
Systems
Magna Mirrors &
Magna Closures
Powertrain &
Engineering
Electronic
Systems
Magna Powertrain Magna Steyr
Engineering
& Assembly
Roof
Systems
E-Car Systems
(J.V.)
Hybrid &
Electric
Vehicles
MAGNA International
21 March 2012 Stefan Schnörch
© ECS / Disclosure or duplication without consent is prohibited Stefan Schnörch 4 21 March 2012
Usage of the roller dynamometer:
• Acoustic and vibration analysis
• Energy and thermal management
• Emission und consumption optimization
Vehicle cooling:
• Wind tunnel
Airflow: 140.000 m³/h
Variable outlet: 0,54 … 1,8 m²
• Temperature condition -10°C up to 50°C
Description of the roller dynamometer building
© ECS / Disclosure or duplication without consent is prohibited
Description of the roller dynamometer building
Stefan Schnörch 5 21 March 2012
Simulation of the airstream:
• Powerful fan
• Sound absorber
• Outlet nozzle
• Recirculation and conditioned
airstream channel
Task of the CFD simulation:
• Determination of the maximum representable airstream velocity
→ for the different nozzle types
Nozzle types:
V1 V2 V3 V4 The following results are based
on nozzle type 2!
Outlet
Inlet
outlet nozzle
© ECS / Disclosure or duplication without consent is prohibited
Simulation approach
Adaption of the simulation model with measurements:
• Determination of the velocity in the outlet face of the nozzle
Stefan Schnörch 6 21 March 2012
Arrangement of the measuring points:
CFD simulation:
• stationary
• isothermal
• Realizable k-ε model
© ECS / Disclosure or duplication without consent is prohibited
Simulation approach
Results of the empty roller dynamometer building:
• Cut in a height of 0,3 m
7 Stefan Schnörch 21 March 2012
• Verification of the simulation results with additional measurements in the
building and results of the literature.
• Cut through the middle
© ECS / Disclosure or duplication without consent is prohibited
Preparation of the CFD simulation models
Stefan Schnörch 8 21 March 2012
Velocity Inlet
Pressure Outlet
Roller dynamometer including vehicle:
• Import of a vehicle into the roller dynamometer building
− Simplified vehicle model
• Modelling approach:
− Cooling package → porous medium
− Fan → momentum source term
− Tires and rolls → moving wall
Simulation model of the free driving vehicle:
• Virtual wind tunnel
© ECS / Disclosure or duplication without consent is prohibited
Evaluation of the simulation results
Variant 1: Roller dynamometer
• Maximum fan power
• Average velocity of 182 km/h in
the outlet face of the nozzle
Variant 2: Free driving vehicle
• Chosen driving velocity: 182 km/h
9 Stefan Schnörch 21 March 2012
© ECS / Disclosure or duplication without consent is prohibited
Evaluation of the simulation results
Stefan Schnörch 10 21 March 2012
Roller dynamometer
(182 km/h)
Free driving vehicle
(182 km/h)
• Velocity magnitude
• Radiator rear
Condenser
Radiator
Mass flow through the radiator [kg/s] Mass flow through the radiator [kg/s]
1,22 1,41
• Reduction of the driving velocity of the free driving vehicle
• Adaption of the driving velocity with KULI® (1D Thermal Management Software)
© ECS / Disclosure or duplication without consent is prohibited
Evaluation of the simulation results
Task of KULI®:
• Determination of the driving velocity
→ Advantage: Reduction of the calculation time (1D simulation)
Approach:
1) Set up of the KULI® model
2) Adaption of the KULI® model to the
CFD simulation
3) Determination of the driving velocity
Stefan Schnörch 11 21 March 2012
KULI® air path:
Resistance of the engine compartment
(Built in resistance)
© ECS / Disclosure or duplication without consent is prohibited
Evaluation of the simulation results
Stefan Schnörch 12 21 March 2012
Adaption of the KULI® model to the CFD simulation (free driving vehicle)
• Definition of the air mass flow through the radiator (Optimization target)
• Built in resistance (Optimization parameter)
© ECS / Disclosure or duplication without consent is prohibited
Evaluation of the simulation results
Stefan Schnörch 13 21 March 2012
KULI® model for the determination of the driving velocity
• Definition of the air mass flow through the radiator (Optimization target)
• Driving velocity (Optimization parameter)
© ECS / Disclosure or duplication without consent is prohibited
Evaluation of the simulation results
Variant 1: Roller dynamometer
• Maximum fan power
Variant 2: Free driving vehicle
• Adapted velocity: 156 km/h
14 Stefan Schnörch 21 March 2012
Mass flow through the radiator [kg/s] Mass flow through the radiator [kg/s]
1,22 1,23
© ECS / Disclosure or duplication without consent is prohibited
Evaluation of the simulation results
Variant 1: Roller dynamometer
• Maximum fan power
Variant 2: Free driving vehicle
• Adapted velocity: 156 km/h
15 Stefan Schnörch 21 March 2012
Underbody mass flow [kg/s] Underbody mass flow [kg/s]
11,07 14,58
Evaluation face
© ECS / Disclosure or duplication without consent is prohibited Stefan Schnörch 16 21 March 2012
Mercedes, C-class Maximum representable driving velocity [km/h]:
Outlet nozzle: Underhood flow Underhood flow
+ Underbody flow
V1
V2 156 -
V3
V4 not suitable not suitable
V1 V2 V3 V4
Evaluation of the simulation results
Mercedes, C-class Maximum representable driving velocity [km/h]:
Outlet nozzle: Underhood flow Underhood flow
+ Underbody flow
V1 → 90
V2 156 -
V3 → 125
V4 not suitable not suitable
© ECS / Disclosure or duplication without consent is prohibited
Verification of the simulation results
Stefan Schnörch 17 21 March 2012
Measurements in the roller dynamometer building:
• Vehicle: Mercedes, C-class
Measuring devices:
• Prandtl tube
• Pressure measuring device
© ECS / Disclosure or duplication without consent is prohibited
Verification of the simulation results
Stefan Schnörch 18 21 March 2012
Arrangement of the measuring points:
Measuring point 1:
- Lower grill
Measuring point 2:
- Underbody
© ECS / Disclosure or duplication without consent is prohibited
Verification of the simulation results
Comparison of the measurement and simulation results:
Stefan Schnörch 19 21 March 2012
Measurement (V2):
Simulation:
• Comparison shows a good correlation in the underbody measuring point
• Deviations are based on the simplified vehicle model
© ECS / Disclosure or duplication without consent is prohibited
Determination of optimization potentials
Variants:
1) Optimization of the outlet nozzle
2) Optimization of the flow through the underbody
3) Adaption of the airstream in the roller dynamometer building
Stefan Schnörch 20 21 March 2012
© ECS / Disclosure or duplication without consent is prohibited
Adaption of the airstream through an additional outlet nozzle
• Focus of the airstream to the vehicle
Stefan Schnörch 21 21 March 2012
Determination of optimization potentials
© ECS / Disclosure or duplication without consent is prohibited
Variant 1: Roller dynamometer
• Maximum fan power
Variant 2: Free driving vehicle
• Adapted velocity: 160 km/h
22 Stefan Schnörch 21 March 2012
Outlet nozzle: Variant 1 Variant 2
Mass flow through the radiator [kg/s] 1,24 1,24
Underhood mass flow [kg/s] 14,93 14,62
Determination of optimization potentials
© ECS / Disclosure or duplication without consent is prohibited
Thank you for your attention!
Stefan Schnörch 23 21 March 2012