BMW

Diesel Engines BMW Diesel

Thermal simulation of an exhaust
22th March 2011
Ch. Krenn Star European User Conference
Slide 1 of 20
March 17-18 , 2008, London th

manifold in a high performance

diesel engine

Star European
User Conference

Ch. Krenn1, G. Hofer2, Dr. M. Prosi1, Dr. Ch. Samhaber1, G. Pessl1

1 BMW Motoren GmbH, Austria Sheer
Noordwijk Freude am
Driving Fahren
Pleasure
2 University of applied science, FH-Wels, Austria March 2011
 BMW – Diesel Engines
BMW
Diesel Engines
23th March 2011
Ch. Krenn
Slide 2 of 27 Overview

  BMW’s Diesel Engine R & D Center in Steyr/Austria

  Motivation – Simulation Target
  Modelling Approach
  Simulation Geometry
  Discussion of Results
  Summary
 BMW – Diesel Engines
BMW
Diesel Engines
23th March 2011
Ch. Krenn
Slide 3 of 27 BMW Motoren GmbH – Steyr / Austria

  Employees ~ 2700
  Complete Diesel engine R & D for the BMW Group (~ 500 engineers)
  Production of 6-cylinder petrol and 4- and 6-cylinder Diesel engines
  Volume of output (engines) ~ 1 000 000 pcs. per year
 BMW – Diesel Engines
BMW
Diesel Engines
23th March 2011
Ch. Krenn
Slide 4 of 27 Motivation – Simulation Target

Actual state:
  During design process cracks in exhaust manifold
  Finite element simulation not satisfying
  Possible reason: no adequate HTC-boundary
condition at exhaust manifold’s “cold”
side

Simulation Target:
Improve boundary condition for FE simulation at
manifold’s “cold” side
 BMW – Diesel Engines
BMW
Diesel Engines
23th March 2011
Ch. Krenn
Slide 5 of 27 Modelling approach

  Existing entire car aerodynamics (StarCD 3.26)

  Focusing on vicinity of exhaust manifold (StarCCM+)
  Including solid elements
  Including radiation
  Extracting HTC for FE simulation and mapping
  Compare FE results
 BMW – Diesel Engines
BMW
Diesel Engines
23th March 2011
Ch. Krenn
Slide 6 of 27 Geometry and boundary conditions
Existing entire car aerodynamics (StarCD 3.26)
Vehicle: BMW X5 Series, 36 mio. cells

  High performance diesel engine

  6 cylinders inline
  Double stage turbo charging
  265 hp, 650 Nm

Velocity distribution high

low
 BMW – Diesel Engines
BMW
Diesel Engines
23th March 2011
Ch. Krenn
Slide 7 of 27 Geometry preparation
Focusing on vicinity of exhaust manifold – Definition of simulation area
 BMW – Diesel Engines
BMW
Diesel Engines
23th March 2011
Ch. Krenn
Slide 8 of 27 Meshing “cold” side Exhaust manifold

~ 3 mio. cells, Poly mesh,

2 prism layers

Volume cut

“cold” side fluid mesh

 BMW – Diesel Engines
BMW
Diesel Engines
23th March 2011
Ch. Krenn
Slide 9 of 27 Meshing solids and “hot” side

Heat protection shield’s

Solid: exhaust manifold

Solid: heat
protection shield

Fluid: cold side

 BMW – Diesel Engines
BMW
Diesel Engines
23th March 2011
Ch. Krenn
Slide 10 of 27 Extracting boundaries
Results in StarCD 3.26

Extract under hood flow in StarCD 4.08:

  ccmg
Star CCM+:
  Create table of flow distribution
  Mapping results to faces
  Export table for boundary condition
of detail simulation

Star CCM+:
  Import ccmg and table
  Import surfaces of detail simulation
 BMW – Diesel Engines
BMW
Diesel Engines
23th March 2011
Ch. Krenn
Slide 11 of 27 Definition of boundaries
Red: Velocity inlet
Gray: Wall

Orange: Pressure outlet

 BMW – Diesel Engines
BMW
Diesel Engines
23th March 2011
Ch. Krenn
Slide 12 of 27 Definition of boundaries: “hot” side
GT-Power –
StarCD coupling

Base engine

StarCD v3.26

Crank angle [°]

 BMW – Diesel Engines
BMW
Diesel Engines
23th March 2011
Ch. Krenn
Slide 13 of 27 Cycle averaged values for “hot” side
Wall temperature [°C]

high

Heat transfer coefficient [W/m²K]

low
 BMW – Diesel Engines
BMW
Diesel Engines
23th March 2011
Ch. Krenn
Slide 14 of 27 Operation points

  Maximum torque (Uphill run)

-  35 km/h
-  Trailer with 2500kg load
-  35% uphill gradient

  Normal highway run: 120 km/h

  Maximum velocity (vmax): 220 km/h
 BMW – Diesel Engines
BMW
Diesel Engines
23th March 2011
Ch. Krenn
Slide 15 of 27 Model set up

  Star CCM+ 4.06.011

  CHT
  Turbulence model: k e all y+
  Radiation:
-  Surface to surface
-  Gray thermal radiation
-  12500 patches

  HTC results of GT-Power coupling for “hot” side

 BMW – Diesel Engines
BMW
Diesel Engines
23th March 2011
Ch. Krenn
Slide 16 of 27 Streamlines, Uphill run

low high
 BMW – Diesel Engines
BMW
Diesel Engines
23th March 2011
Ch. Krenn
Slide 17 of 27 Velocity distribution, Uphill run
high

Cut A-A low

Near wall velocity [m/s]

 BMW – Diesel Engines
BMW
Diesel Engines
23th March 2011
Ch. Krenn
Slide 18 of 27 Streamlines, vmax

low high
 BMW – Diesel Engines
BMW
Diesel Engines
23th March 2011
Ch. Krenn
Slide 19 of 27 Velocity distribution, vmax
high

Cut A-A low

Near wall velocity [m/s]

 BMW – Diesel Engines
BMW
Diesel Engines
23th March 2011 Differences to
Ch. Krenn
Slide 20 of 27 Temperature distribution, vmax Measurement [K]

+4 K -2 K
-18 K

+23 K -8 K
+6 K
+11 K

low Temperature (C) high

 BMW – Diesel Engines
BMW
Diesel Engines
23th March 2011
Ch. Krenn
Slide 21 of 27 Temperature distribution
low Temperature (C) high
Actual state FE Simulation

Uphill run

120 km/h

vmax 220 km/h

 BMW – Diesel Engines
BMW
Diesel Engines
23th March 2011
Ch. Krenn
Slide 22 of 27 Heat transfer coefficient
low Heat transfer Coefficient (W/m²K) high
Actual state FE Simulation
(Reference temperature 280 °C)

Uphill run

120 km/h

vmax 220 km/h

 BMW – Diesel Engines
BMW
Diesel Engines
23th March 2011
Ch. Krenn
Slide 23 of 27 Averaged heat transfer coefficient
 BMW – Diesel Engines
BMW
Diesel Engines
23th March 2011
Ch. Krenn
Slide 24 of 27 FE-Simulation(TMF): Number of endurance cycles (NF)
Actual state FE Simulation
HTC constant

Improved BC
Detailed HTC distribution

high

low
 BMW – Diesel Engines
BMW
Diesel Engines
23th March 2011
Ch. Krenn
Slide 25 of 27 FE-Simulation(TMF): Number of endurance cycles (NF)
Actual state FE Simulation
HTC constant

Improved BC
Detailed HTC distribution

high

low
 BMW – Diesel Engines
BMW
Diesel Engines
23th March 2011
Ch. Krenn
Slide 26 of 27 Summary

  Extensive work input is necessary

  Acceptable effort only, if underhood flow is existing

  Useful improvement of FE-Simulation

  More exact prediction of cracks in the manifold

  Possibility of mapping results to similar projects

BMW
Diesel Engines
23th March 2011 BMW – Diesel Engines
Ch. Krenn
Slide 27 of 27
Ready for the future

Thank you very much

for your Attention!