T e c h n o l o g y - H i g h l i g h t s a n d R & D A c t i v i t i e s a t F E V

Issue 15 / Sept. 2000

Structural
Analysis
Today’s product engineering and de-
velopment market demands rapid ana-
lysis, advanced development capabili-
ties and high levels of precision. Model-
based structural analysis has become
the standard approach in an industry
where time to market is now the driving
factor. Traditionally, many structural
features have been verified with empi-
rical testing. However, today’s engineers
and analysts routinely apply state-of-
the-art analytical tools in their work.

arly in the development of a new that are conducted within our technical We
E component, Finite Element Analy- groups are enhanced by extensive 9 th
A
lco
me
to
sis (FEA) provides a means of optimi- practical experience, based on the C oll che ea th
oq n
zing the design with regard to thermal development of numerous mass Oc uiu
and mechanical loading, deformation, production engine layouts. Eu
r
t. 4
.- m
FE ogre 6. 20
weight and material choice. FEV works Realistic FE calculation re- V- Bo ss Aa 00
oth
to ensure accurate results by combining sults require detailed consi- : E chen
-12
the designed geometric input with spe- deration of the non-linear behavior
cific boundary condition information of engineering materials, especially
that is provided by its process and cycle where light alloys are concerned. FEV
2 Technology for
simulation teams. In addition, FEV typically conducts extensive verification
Diesel SULEV maintains an extensive database of en- testing to insure a high level of confi-
gine and component test data that can dence in the results of FE based calcu-
be applied to ensure the accuracy of lations.
4 Utilization of the predictions. FEV has extensive ex-
Advanced Flow perience in thermal and structural FE FEV uses a variety of engineering soft-
Measurement analyses of the cylinder head, cylinder ware packages that have been widely
head gasket, and crankcase as well as adopted by the automotive industry.
Methods at FEV in the layout and dynamic calculation Every effort is made to perform ana-
of connecting rods, pistons, crankshafts lyses for our customers to their own
and valve train. Design calculations specifications. We are continually ➧
6 Partnership: FEV
and Mechanical
Dynamics Please visit our web-site now at
http://www.fev.com
 ➧ investing in our infrastructure to en-
sure that state-of-the-art computing
platforms are available for performing
advanced analysis and engineering-
work.
The current trend in automotive engine
development is characterized by incre-
asing use of light weight materials.
Simultaneously, the growth in specific
power output of modern engines results
in increased thermal and mechanical
loading, especially within the cylinder
head. This is why cylinder head fatigue
and cracking have become an important
Low-Cycle Fatigue
Life Time Prediction
10 2
10 5
10 8
High-Cycle Fatigue
Safety Factors
1.0
3.0
5.0
topic in engine design. The occurrence
of cylinder head cracking can mostly
be traced back to the classical low
or high cycle fatigue mechanisms.
After the first few cycles, plastic defor-
mation of the flame deck surface can
often be observed. High material tem-
peratures due to high thermal loads
lead to compression-based plastic
strain and creeping effects within the
hot alloy. In the area of plastic strain,
the compression stresses change to
tensile loads after engine cooling. If
these tensile loads lead to plastic strain,
also for the cold status, a cyclic plastic
strain amplitude can be observed which
is the foundation for low cycle fatigue.
After a certain number of thermal load
Preface
Dear readers,
SUV’s are the most popular and profitable
market segment and meet the U.S. cus-
tomer’s unrestricted expectations of roomy
off-road vehicles to meet the outdoor image.
These vehicles are becoming bigger and
more powerful and, therefore, less fuel-
efficient, which is counter to the customer’s
needs for infrequent refueling. The answer
is diesel power, but this is strongly challen-
ged by the proposed EPA and CARB emis-
sion legislation, requiring passenger vehicles
up to 8,500 lbs. gross vehicle weight rating
(GVWR) to be certified by 2007. Diesel-
powered vehicles would assist in meeting
the planned fleet fuel consumption require-
ments. To meet the very stringent CARB
SULEV emission goals (NOX < 0.02g/mile,
PM < 0.01g/mile) will require the advanced
technologies under development at FEV.
A system incorporating the following com-
ponents will be necessary:
1. Combustion System: Homogeneous com-
bustion must be controlled by the injec-
tion rate. FEV has developed such a sy-
stem (ACCP) in which extremely low soot
and NOX values have been measured.
2. Injection System: An extremely fast and
flexible high-pressure injection system,
such as the Piezosystem developed by
cycles the (aged) material is incapable
of resisting the high tensile stresses,
resulting in low cycle based cylinder
head cracks. The critical areas of the
cylinder head are typically the hot valve
bridges, and, the other hot bridges to
the injector/spark plug and glow plug.
Classical high cycle fatigue, on the
other hand, is mainly influenced by the
2 3
FEV, is essential.
3. High EGR rate with simultaneous optimal
air/fuel ratio must be reached for the
reduction of the NOX without increasing
the soot output.
4. Particulate Filter: Soot reductions from
90 to 95% will be necessary.
5. NOx aftertreatment: Two competing tech-
nologies the Selective Catalytic NOx Re-
duction (SCR) and the NOx trap offer the
highest NOx conversion efficiencies. Both
technologies are under development and
their technical realization will also depend
on the fuel quality because the NOx trap
needs low sulphur fuel.
FEV is working intensively on all these tech-
nologies and the compliance with EPA TIER
II emission regulation (NOx < 0,07 g/mile;
PM < 0,01 g/mile) for SUV’s seems to be
possible. The realization of the SULEV emis-
sion standards is the real challenge and
needs further development efforts.
SULEV: 120.000 mi. Full Useful Life
0,08
FEV Combustion System
0,07 Piezo-Injection System
Advanced EGR
0,06
0,05
PM [g/mile]
0,04
0,03
0,02
0,01
SULEV
0,00
0,0 0,1 0,2 0,3
NOx [g/mile]
Necessary Technologies for SULEV Emission
Regulations of Diesel Engines
Yours sincerely
Prof. Dr. Peter Hofbauer
combination of mean and alternating
stress levels, the stress gradient/ori-
entation and different material specific
parameters. The relevant high cycle
alternating load can be described local-
ly by the lower stress level, caused by
residual stresses, assembly and clam-
ping loads as well as thermal loads
and, the upper stress level, when adding
the gas pressure load to the lower stress
level. Taking into account the changing
local stress tensors as well as material-
related properties and parameters, the
high cycle based safety factors can be
calculated locally and illustrated over
the entire structure. High cycle critical
areas of modern cylinder heads are
typically the fillets between ports and
flame deck or between ports and the
intermediate deck, where sudden chan-
ges in structural stiffness often occur.
To prevent such critical high and low
cycle fatigue effects during an engine’s
lifetime, structural analysis and optimi-
zation work rate highly, especially re-
garding the cylinder head. Consequent-
ly, FEV starts FEA very early in the
design phase, i.e. as soon as the first
layout of ports, injector/glow plug po-
sition (Diesel) and flame deck become
available. Our analysts are able to pro-
vide, in a very short time, essential
results and recommendations based on
initial thermal analyses that ensure
correct design direction and decisions
made by the designers.
Following this interactive process, the
analysts complete their FE-models du-
ring the project detailing phase. In this
8500 lbs. Gross Vehicle phase, consideration is given to nu-
Weight Rating
merous non-line arity’s (e.g. non-linear
0,4 0,5 0,6 0,7 0,8
material properties, well-defined con-
tact definitions, non-linear gasket spe-
cifications, etc.) to provide highly ac-
curate predictions of the components
thermo-mechanical reliability and dura-
bility well before empirical testing.
In addition to the traditional predictions
of stresses and safety factors, the analy-
sis and optimization of cylinder liner
bore distortion is one of today’s most
important topics in crankcase structural
analysis. Low bore distortion opens up
potential for optimizing the piston
group. Improved piston ring sealing
characteristics can be achieved in a
low deformation cylinder liner. An op-
timized liner deformation, with optimi-
zation of piston motion, will yield re-
duced blow-by and oil consumption,
decreased engine friction and fuel con-
sumption by reducing the tension of
the piston rings (Piston rings represent
20-25% of the total engine friction).
From the acoustic point of view, the
optimization of piston-slap noise is
often based on an optimized bore dis-
tortion behavior. For accurate bore dis-
0 th Order
(diameter increase)
3 rd Order
(triangular distortion)
Cylinder Height
Front Cylinder
Center Cylinder
Bore Distortion Analysis with Fourier Orders
tortion predictions it is essential to
provide precise boundary conditions.
All significant aspects of thermal heat
flux and material behavior must be
considered. FEVs’ combustion process
simulation provides the averaged gas
temperature and heat transfer coef-
ficients (HTC) from gas to liner as a
function of cylinder height. A speciali-
zed code has been developed that cal-
culates the heat flux from piston and
piston rings to liner and adds the heat
flux caused by piston ring friction. CFD
and/or 1-dimensional empirical models
are used for prediction of coolant-side
HTC. The HTCs on the coolant-side are
modeled as a function of wall tempera-
ture considering the non-linear effect
of changes heat transfer in the case of
vapor formation on hot surfaces. Of
course, non-linear material properties
and advanced gasket models as well
as precise contact definitions (e.g. for
integrated liners) are also considered.
A bore distortion evaluation is perfor-
med using the results of the quality FE
model, calculating bore distortion orders
(shape) and magnitude by Fourier cal-
1st Order 2nd Order
(excentricity) (oval distortion)
4th Order complete distortion
(clover distortion)
1 th Order 2nd Order 3rd Order 4th Order
culation and comparing ring conforma-
bility. The final assessment of bore
distortion takes into account the typical
distortion characteristics of different
engine designs. FEV’s database provi-
des various characteristics of measured
bore distortion (unique FEV-technique
for fired conditions up to 5000 rpm)
for comparison and assessment.
This article only highlights a small se-
lection of our capabilities in modern
structural analysis techniques. FEV is
also able to analyze many other highly
loaded engine components and subsys-
tems, such as crankshafts, connecting
rods, valve-train parts, clamps, etc. For
further information please do not hesi-
tate to contact us.◆ Dr. Franz Maassen

Utilization of
Advanced Flow
Measurement
Methods at FEV
Future combustion systems call for a de-
finite conception and a sophisticated con-
trol of in-cylinder charge motion and mix-
ture preparation. Direct-injection SI engines
may serve as example for this development
trend. Therefore, a deeper insight into in-
cylinder flow phenomena is required. Es-
pecially the complex generation and dis-
sipation of the tumble vortex yield for flow
measurement techniques under ’live’ con-
ditions. In order to further realize a straight-
forward development, FEV combines the
well-known, steady-state flow tests of swirl
and tumble with the Particle Image Veloci-
metry (PIV), a planar laser sheet technique.
In this article, the principle of PIV is out-
lined. Its significance as a development tool
is compared to established methods and
the specific application at FEV’s new test
bench concept, called FLOTEC, is described.
M otivation
’classic’ swirl and tumble tests at
steady-state conditions seems to be an
anachronism, especially compared to
the upcoming performance of modern
numerical methods.
practical development process, the sca
lar character of swirl- and tumble
-numbers even is a big plus, because
these values can be correlated in a very
significant and impressive way with
characteristic parameters of the com
bustion process. Furthermore, the dela
y between modification, e.g. of a por
t shape, and evaluation of the flow b
ehavior by means of steady flow tes
ts is, and will stay in the future as wel
l , u n b e a t a b
cold
3C/3D
conditions
2C/2D
spatial resolution
Hot Wire
1C/2D Anemo-
metry
1C/1D
1C/0D
Flow Test
Bench
steady-state
Fig. 1: Flow Analysis Tools
le.
Simultaneously, an appropriate verifi-
cation of transient CFD results by ex-
perimental work is essential. On this
background, PIV is the logical addition
of steady-state flow testing and CFD,
as it fills up the gap between these
tools in an ideal manner, Fig.1.
Principles of PIV
PIV is a planar, non-invasive, particle
based method for instantaneous, two
dimensional measurement of flow fields
Laser
Laser Sheet Set-Up
Fig 2: PIV set-up
with high spatial resolution. The air is
seeded with small tracer particles, fol-
lowing the flow without velocity slip.
A laser beam is transformed to a planar
laser light sheet, Fig. 2. Two consecutive
laser pulses illuminate a planar sheet
twice for a very short time. The tracer
particles covered by the light sheet
scatter light towards a CCD camera,
positioned upright to the sheet plane.
In this way, the tracer distribution at
two time instants can be documented
on two separated shots of a dual-image
CCD camera. Using a special PIV soft-
4 5
Verifications
test set-up, Fig.3, includes the piston in ➧ barrel is forced into a defined position s.
3D-CFD- ➧ order to simulate the reflection of the by the two suction windows in the center The cylinder head is positioned directly
Particle
Calcu-
lations
tumble vortex. The mass flow is extrac-
ted from the cylinder through windows
of the cylinder liner. In this manner, the
tumble intensity can be evaluated in a
onto a liner made of quartz glass, which
ensures a maximum and high quality
Image
Velocimetry
simple and unequivocal way by paddle optical access. Additionally, piston win-
wheel anemometry. The flow structure is dows can be used to introduce and/or
Gas
a much better approach for representing
a ’real’ transient flow structure. The feed-
observe further light sheet planes. In
combination with FLOTEC the distincti-
Exchange
Boundary
Calculations back of the in-cylinder flow structure to
the flow field at the valve seats is simul-
ve benefits of the PIV technique become
apparent. Fig. 6 presents typical PIV
hot Paddle taneously simulated. This set up also ac- results, which lead to a deeper under-
Conditions Wheel
counts for the influence of the piston shape. standing of generation, conservation
temporal resolution transient
Non-stationary PIV Measurements:
Piston The FEV FLOTEC-Test Bench 60° ATDC 90° ATDC
ware, both in-plane flow velocity com- The positive experiences using PIV and
ponents are derived from the local par- axial the desire for a tool which allows the
ticle shift by cross-correlating both Outlet quick and simple investigation of transient
exposures. This measurement principle flows without complex and time-
allows the analysis of flow structures consumptive installation procedures and
both under steady-state as well as under without delays for the thermodynamic
30° BBDC 30° ABDC
transient conditions. The main require- Figure 3: FEV Tumble Test Set-Up test-bench schedules, led to the develo
ments for the test set up are extensive pment of a new test concept at FEV. Th
optical accessibility (light sheet, came- centered to the paddle wheel axis. is new concept is called FLOTEC. This na
ra) and adequate tracer seeding. The pro and cons of this arrangement me is an acronym for Flexible Laser Optic
with its artificial windows in the liner al Test Engine Concept. At the same tim
Stationary PIV Measurements: is often discussed, especially in com- e, this name hints to the field of its appli-
The FEV Tumble-Test Bench parison with other measurement tech- c a t i o
niques that do not include the piston. n 90° BTDC 60° BTDC
This issue is a good example for a .
steady-state problem and can be ana- rements under motored conditions usi
seeded Flow lyzed in detail by PIV, Fig.4. ng a consistent, high-quality PIV set u
.............................
............................
............................
............................
............................ Common FEV Tumble p. FLOTEC is very flexible regarding t
Figure 6:
FLOTEC
............................
.............................
............................
............................. Configuration Configuration he geometry of the test object. A wide varie
............................
............................ Results
............................ ty of different cylinder heads can be adapt
.....................
.....................
....................
.....................
.....................
ed without additional preparation. The stro V min V max
.....................
.....................
.....................
ke is adjustable. Because of a separate val
Figure 4: ve train the cylinder head itself can be r and dissipation of the tumble structure.
camera Steady- un without lubrication and cooling. Therefo At each defined crank angle, which re-
State re nearly no modifications of the cylind presents the timing of the measurement,
Under ’real’, i.e. in the least motored PIV Results er head are necessary. In an advantageo multiple shots of the particle seeded
conditions, the in-cylinder tumble vor- V min Vmax us manner this concept even allows evalu flow are taken and the average flow field
tex is significantly influenced by the ation of flow models right from start of is determined. This also leads to a sta-
piston. The ideal barrel tumble is a On the left side, the flow structure for a port development proces tistical evaluation of the stability of the
vortex structure rotating around an axis the case of a free outflow was investigated flow structure. Compared to Fig. 4, it is
which is located halfway down the ac- using PIV. The non-symmetrical flow at obvious, that the FEV arrangement for
tual stroke. At the head of the piston, the inlet valves, which is the impact to steady tumble tests is a good approach
the components parallel to the cylinder speed up the vortex, can already be to reproducing ’real’ conditions. Of course
axis are reflected or amplified, depending detected using this common arrange- a more detailed evaluation of the flow
on the velocity ratio between actual piston ment of extracting the air through the field, e.g. concerning the dissipation of
speed and tumble-induced flow compo- cylinder liner. However, the global shape the tumble vortex, is only possible under
nent. Of course, this mechanism can not of the tumble is not reproduced. Using motored, transient conditions. FLOTEC
be reproduced exactly at steady-state con- the FEV set up, the flow-structure ob- is a new, powerful and effective tool, that
ditions. The well-known FEV Tumble flow viously is more realistic. The tumble Figure 5: FLOTEC will be very beneficial to automotive en-
gineers in the future. ◆ Michael Breuer
 Strategic
Partnership:
FEV and
Mechanical
Dynamics
FEV Motorentechnik and Mechanical
Dynamics (MDI) have arranged a stra-
tegic partnership concerning combusti-
on engine simulation. The target of this
cooperation is primarily to focus the
activities on developing powerful simu-
lation tools for engine development and
offering them worldwide. The strengths
of both companies are combined. As
FEV is experienced in research and
development of modern powertrains,
MDI is a world wide leader in de-
veloping software for virtual prototy-
ping. To point out the common activi-
ties of both companies all engine
related software modules of the Adams
product line will now be called Adams/
Engine powered by FEV.
he development of modern power-
T trains requires a shortened time
frame and is more and more supported
by virtual prototyping. This has led to
a wide range of computer-aided simu-
lation tools to support the development
process from the early concept phase,
detailed design, through the start of
production.
FEV’s extensive engineering activities
for the world wide automotive and en-
gine industry as well as the many rese-
arch activities, often done in coopera-
tion with the department for com-
bustion engines (VKA) of the technical
university of Aachen (RWTH) are the
ADAMS/Engine
powered by FEV
perfect
base for the
development of
new simulation tools. Ad-
ditionally specific adaption and testing
of the software tools concerning the
current requirements of the market will
lead to advantages for all users of the
product line. Furthermore an increased
developing team will provide the new
modules and the enhancement of the
exciting modules much faster in future.
One key point is the data structure
which allows an easy information ex-
change between the world wide de-
veloping teams and the end users. With
this kind of communication the requi-
rements of more and more global de-
velopment processes are matched.
It is the philosophy of both companies
to link simulation and measurement as
closely as possible. Consequently, both
partners realized that for the develop-
ment of simulation tools, knowledge
concerning testing and instrumentation
6 Editor: A. Wittstamm
is es-
sential. So it
appears to be an
additional synergy, that
FEV owns a business unit which offers
engine specific measurement equip-
ment and entire test rig solutions. The
development of a crank train simulation
module already started and will be the
first output of the new cooperation.
Additional modules simulating the dy-
namics of e.g. pistons, geartrains or
auxiliaries will complete the idea of the
virtual powertrain. ◆ Philipp Kley
IMPRESSUM
FEV Motorentechnik GmbH
Neuenhofstraße 181
52078 Aachen · Germany
Phone: (+49)-02 41-56 89-0
Fax: (+49)-02 41-56 89-119
http://www.fev.com
e-mail: marketing@fev.de
Layout: Der Design Pool, Aachen