The Application of WAVE in the Early Stages of Engine Design ir. W.P.M. Schaerlaeckens ir. R.J.H. Deckers NedCar Technology, Helmond (Holland) Abstract. In the ACCESS project - an Aluminium-based Concept of a CO; Emissions Saving Sub- compact car - undertaken by the PD&E department of Netherlands Car B.V., it is shown that WAVE can be used as an integral CAE tool at the very earliest stage of engine design. Taking a specific combustion chamber as a starting point, WAVE is used with other codes to specify the functional design of the ENTEC engine (Europartner and NedCar Technology Engine Concept, applied in ACCESS). In this way, basic engine functions, such as variable valve timing and induction systems, etc., together with the choice of the driveline, have been defined to meet performance, fuel consumption and exhaust gas emission targets. Introduction, [1] In recent years, increasingly high demands have been made on passenger cars with regard to active safety, fuel consumption and emissions. These requirements obviously often conflict with each other. The vehicle user demands better performance, more comfort and optimum handling. The authorities, however, are setting increasingly stringent requirements for exhaust gas emissions, CO emissions and fuel consumption. Alll this has to be realized at the most favourable possible cost price to make a vehicle concept succesful. NedCar Technology has carried out research in recent years, within the framework of the Perfocomfort project (2), to improve the potential of the 4-stroke combustion engine, the target being the above-mentioned trends in respect of performance, fuel consumption and emissions. Several engine concepts were studied within the scope of this research and it was found that an engine concept with a 3-valve cylinder head offers the best solution to achieve the targets. Three-valve technology enables the spark plug and main combustion chamber to be ideally positioned, as confirmed by the research findings. The use of port shutoff also provides an extra degree of freedom to further optimize the combustion. The Perfocomfort project has resulted in a 3-valve cylinder head with port shutoff, with a substantial improvement in specific fuel consumption, emissions and running characteristics. 1, Targets. The linkage of requirements for performance, fuel consumption and emissions for one and the same driveline is important. The targets for the complete ACCESS vehicle, with a kerb weight of 850 kg, pal Performance: * Maximum speed =185 kv/h * Acceleration 0-100 kv <10s Elasticity/active safety: * Acceleration 80-120 knvh (Sth gear for manual transmission) <11 sFuel consumption: * In 15.0A cycle (urban and non-urban traffic) <4.6 /100km = <110 g/km CO, (MVEG 2010 proposal) Emissions: * EURO 3+-= 50% of EUROS (100.000 km) 0.05 g/km HC 0.05 g/km NOx CO requirements for cold conditions to be determined 1.1 g/km CO * ULEV (100.000 miles) 0.04 g/mile HC 0.2 g/mile Nox 1.7 g/mile CO ‘The starting point selected for the ACCESS project is the 3-valve cylinder head for a 2-litre engine, developed during the Perfocomfort project, for the development of the ENTEC engine. In paragraph 2 it will be discussed how the choice of the type of transmission was made. 2. Methods. Fig. 1 shows how modifications to the engine and transmission can contribute to improving the fuel consumption and emissions for defined vehicle performance requirements. Modifications to the ‘engine, such as the cylinderhead, engine accessories, etc., immediately reduce the fuel consumption and emissions. By improving engine performance it is possible to make an optimal choice, for the required vehicle performance, of ratios for transmissions with fixed ratios. Fig. 1 __ Influence of modifications to engine and transmis ‘on CO; emissions and fuel consumption ‘The use of robotized transmissions makes it possible to define gearshift patterns, which in turn gives further improvements in fuel consumption and emissions. The simulation software [3] available at NedCar is used in accordance with the plan shown in Fig. 2, making use of test data and vehicle data. It will be clear that the WAVE package has been assigned an important role. The package is not only used to optimize the air inlet system, exhaust system, camshaft design, etc. but, by making use of the engine model, combustion data and other engine data, maps in respect of BMEP, BSFC, etc. can also be generated with WAVE.‘The maps generated with WAVE are used, together with vehicle parameters, to make simulations of performance, fuel consumption and engine-out emissions for the complete vehicle. NedCar uses its ‘own software for this purpose, whereby among other things the efficiency of the transmissions ‘employed is either computed or brought into calculation on the basis of test data. In this way, it is possible to check wether the calculated vehicle performance complies with the set objectives. software codes: cam profile design testrig: + 1D-combustion (TECSYM) « flow measurements + 3D-combustion (QUASI) s owitl + 3D-combustion (WAVE-IRIS) + friction losses Ty engine model : * auxiliaries power need air intake mode! [a + friction losses + exhaust model (WAVE-IRIS) : + bmep-map Yi Vehicle parameters Simulation of: ~) « bsfe-map performance vec ee fuel consumption + emissions Fig.2 Calculation method. 3. Results of calculations. 34 jine capacity and transmission choice. ‘The optimized 3-valve cylinder head (realized in cooperation with FEV Motorentechnik GmbH, of ‘Aachen (Germany), has the potential for a high full-load torque and excellent efficiency at part load. ‘On the basis of this cylinder head, it was examined which combination of base engine capacity and transmission gives the optimal results, having regard to the vehicle targets. It was also examined how a reduction in engine friction and in the power required for engine accessories contributes to achieving the above-mentioned targets. With the use of WAVE and combustion parameters, calculations were made for a I-cylinder model without inlet and exhaust systems, by which means full-load curves and BSFC maps were obtained. As indicated in Fig. 2, these data were used as input, together with the vehicle parameters, for performance and fuel consumption calculations. Two transmission concepts were employed for this purpose, viz: manual (MT) and electronically controlled continuously variable transmissions (ECVT). Conventional automatic transmissions were left out of consideration since they offer no advantages compared with a robotized manual transmission on account of their poorer efficiency. Fig. 3 shows how the various concepts bring about a reduction in fuel consumption, whereby the performance target must be met in each case. The higher performance potential for CVT drivelines is duc to the fact that in the 80-120 km/h acceleration range the engine speed is governed by the CVT at the value whereby the highest power is delivered by the engine. This is contrary to drivelines with ‘manual transmissions, where the highest gear is selected. Improving the base engine with the 3-valve cylinder head, by reducing both the friction losses in the base engine and the drive torque needed for the engine accessories, clearly has a greater effect on transmissions with fixed ratios (MT) than on CVTs. This is a direct consequence of deviating engine ‘operating points with the use of an ECVT (lower engine speeds and higher torques).In the case of drivelines with fixed ratios, it is shown what the trend is if they are robotized (Clectr Jnydr. controlled clutch + gearshifting). Thanks to the free definition of the gearshift pattern, the optimum gearshift pattern in respect of fuel consumption can be chosen, with the performance remaining unchanged. Also in view of the trend towards robotization of transmissions with fixed ratios, a 1.7 litre base ‘engine was chosen, driving through a robotized transmission (with fixed ratios). It may be clear, studying Fig. 3, that this is the best choice taking the ACCESS objectives (fuel consumption, CO; and performance) into account. obiective ACCESS (9 vehicle z 3 = | ' ‘Tendency for | Tobotized MT-gearbox | Fuel consumption (1/100km] Fig.3 Fuel consumption and performance results for EEC91/441 (4*Urb.+extr.Urb.) 3.2 Optimization of the full-load curve fc lected base engine means of inlet ust. is and camshafts. ‘The basic configuration chosen for the ENTEC engine is a 4~->2-->1 exhaust system. Earlier studies ‘at NedCar [4] indicated that this exhaust system for optimal performance at low engine speeds is preferable to a 4—->1 exhaust system. Two different air inlet systems were also examined. Fig. 4 shows a switchable length inlet manifold. A switching element enables a short or long inlet pipe to be chosen, Fig. 5 shows a switchable plenum inlet system [4]. This concept uses primary and secondary inlet pipes which are switched by two valves in the secondary plenum. When these valves are open, the secondary plenum has a capacity of 2 | and the secondary inlet pipes act as a short inlet pipe. Closing the valves creates two small secondary plenums, each with a capacity of 0.35 1. The primary and secondary inlet pipes together act as a long inlet pipe. ‘The following options were also used for making the simulations: ~ secondary inlet port shutoff facility in the cylinder head = variation of the inlet and exhaust valve movements: lift, opening time and phasing; + variation of the dimensions of the various inlet systems: length, diameter and volume; ~ variation of the dimensions of the exhaust system. The various pressure losses in the inlet and exhaust systems were initially ignored since the actual configurations of the two systems was not yet known during the first phase of the simulations. Furthermore, the wall temperatures in the inlet systems were equated with 30 °C as it was not yet possible to make a proper estimate of these temperatures.inlet manifold ‘Schematic view of a switchable length inlet manifold. inlet manifold ‘Schematic view of a switchable plenum inlet manifold. Fig. 6 shows the result of the various optimization loops made for both air inlet systems. The starting point was the 1.7-litre base engine, which was the optimal choice (see paragraph 3.1). Given that the pressure losses in the inlet and exhaust systems, which mainly influence the charge at higher engine speeds, are assumed to be equal to zero, and the estimates of the wall temperatures in the inlet system, which mainly influence the charge at lower engine speeds, were initially too low, the criterion adopted was that the entire performance curve of the engine must be well above that of the base engine. The aim was to achieve the flattest possible curve. For the first optimization loop, both air inlet systems were added to the WAVE model of the base engine but without an air filter box and bellows. Dimensions such as lengths, diameters and volumesas well as valve movements were optimized for the first time. The results for the two air inlet systems are shown in the Optimization Loop 1 graphs. Fig.6 — Optimzation loops for both air inlet systems. After Loop 1 the WAVE model was further expanded with an air filter box and bellows. Their influence is shown in Optimization Loop 2. It will be clear, in particular, that the performance potential at relatively low engine speeds (2000 - 3000 rpm) is adversely affected by the addition of these components. ‘A third loop was made, mainly to improve the volumetric efficiency at low engine speeds by means of the dimensions already referred to. The result is shown in the Optimization Loop 3 graphs.‘The best cases for both inlet concepts are finally shown in the last graph. It was found that the switchable length intake manifold was preferable to a switchable plenum inlet manifold. At relatively low engine speeds, in particular, the volumetric efficiency is much higher. This fact is ‘extremely important as it directly influences the 80-120 knw/h mid-range acceleration and also benefits ‘comfort and fuel consumption. Pressure in fnlet port before valve (bar) > (Crank angle () > Fig.7 Comparison of pV diagrams, mass (flow) through intake valves and pressure waves for both air inlet systems at 2000 rpm.Fig. 7 shows for both best cases, at an engine speed equal to 2000 rpm, how the engine aspiration is realized. For both systems this is arranged in such a manner that the long inlet pipe configuration is ‘used. The figure shows how the pressure wave ahead of the inlet valves of both air inlet systems is built up. In the case of the switchable length inlet manifold, it was found that the period of the Pressure wave ahead of the inlet valve is approximately constant. In the case of the switchable plenum ‘inlet manifold, however, it was found that the influence of the cylinders coupled to each other via the secondary inlet pipes and the closed secondary plenums affects each other's aspiration. The pV diagrams for the two systems show the result of the aspiration and itis also indicated how the mass flow through the valves ultimately results in a certain charge. 3.3 Reds in fuel tion by use of. tions for the ENTEC engine, It was examined to what extent the fuel consumption at part load can be reduced for the engine configuration of the ENTEC engine with a switchable length inlet manifold according to Loop 3. The switching options which were examined for this purpose were: - switching from a high to a low inlet valve movement (see Fig. 8) and vice versa; - switching the length of the inlet pipes; - switching (off) the secondary inlet port. Valve lift (mm) © 60 120 180 240 300 360 Crank angle () => Fig.8 Inlet and exhaust valve motions. Fig. 9 shows the results of WAVE simulations for various switching configurations for an engine speed of 2500 rpm. Looking at the specific fuel consumption for the use of both inlet ports and the high-lift inlet valve profile, it was found that the long inlet pipe results in the best possible engine performance. The short inlet pipe produces a lower maximum engine performance. At part load, however, use of the short inlet pipe was found to result in a lower specific fuel ‘consumption, thanks to lower scavenging losses because of the higher mean pressure ahead of the inlet valve. This influence was found to be much smaller in the case of the low-lift inlet valve profile since, when the low-lift profile is used, the inlet valve movement itself is the limiting factor for engine aspiration. An immediate consequence of this, however, is that, owing to the limited inlet valve movement, ‘engine throttling at part load by means of the throttle valve is much less. As a result, at part load with the use of the low inlet valve profile, the mean pressure ahead of the inlet valve will be much higher than when the high inlet valve profile is used. The direct result of this is a reduction in scavenginglosses and therefore a reduction in the specific fuel consumption. However, owing to the higher Pressure ahead of the inlet valve, the mixture preparation may be problematic, and this should be further investigated in practice. isfe (gr/kWh) -->. Fig.9 Influence of air inlet system & camprofile on fuel economy for an engine speed of 2500 rpm. Fig. 10 shows what the consequence is if we wish to make use of these fuel-saving measures. While switching from low to high inlet profiles or vice versa, the throttle valve position will have to be adjusted very rapidly to prevent torque surge. The need to employ an electronically controlled throttle valve is obvious. a ce é é H r 8 10 imep (bar) --> Fig. 10 Needed control & switching actions for throttle, cam switching and air inlet system switching for an engine speed of 2500 rpm.It is also indicated what the potential reduction in fuel consumption will be if use is made of the switching options. 3.4. Switching modes for the ENTEC engine, By using the switching options referred to under 3.3, various drive modes can be defined. Fig. 11 shows what a map of drive modes for ENTEC might possible look like. ENTEC measurements will have to provide clarification of the extent to which the WAVE simulations have given a correct indication of how the map should be filled out. ENTEC measurements to determine the drive mode ‘map will be made in mid-1996. imep (bar) --> 1500 2000 2500 3000 3500 4000. 4500° 5000: Engine speed (rpm)—-> Fig.1._ ENTEC drive modes. 3.5 Influence of ing and ultimate realization of the ‘engine on full-load curve, After the definition of the inlet and exhaust systems in accordance with the method described in Paragraph 3.2, the actual packaging and design of both systems was carried out. The 4—>2~>1 exhaust system has become shorter which, above all, has an adverse effect on the charge at relatively low engine speeds. On the basis of the designs and the packaging, not only has an estimate been made of the realized dimensions but also the coefficients of resistance and wall temperatures for the inlet and exhaust systems. ‘The cylinder head ports have been redesigned in view of the fact that the basic design was developed for a 2-titre engine, while a capacity of 1.7 litres has been defined for ENTEC (paragraph 3.1). The ultimate design for the ENTEC engine (see Fig. 12) resulted in modifications to valve movements. ‘The information obtained from the actual designs and flow measurements on the redesigned cylinder head were used to calculate the ENTEC full-load performance by means of WAVE simulations. The principal differences compared with Loop 3 are: ~ downscaling of the inlet and exhaust ports on account of the reduction in engine capacity from 2.0 to 1.7 litres. An immediate consequence of this is a reduction in the effective area of the ports; - higher inlet wall temperatures. This affects the volumetric efficiency mainly at relatively low engine speeds; - the valve movements on the inlet and exhaust sides have been modified on account of design limitations of the ultimate cylinder head (longer ‘opening times with the same lift);Fig.12 The ENTEC-engine. inder m: yl > Best case of switchable length infet manifold ace: Loop'S ine with Volumetric efficiency (-) ==>. 2500 3500 Engine speed (rpm) --> Fig. 13 Comparison of WAVE simulations for best case of switchable length inlet manifold ‘acc. Loop 3 and the ENTEC engine according actual drawings & packaging.the ultimate dimensions of the inlet and exhaust systems differ slightly in the final design. In Particular, the lengths of the exhaust pipes have been reduced, which has an adverse effect on the torque at lower engine speeds; : on the basis of the ultimate designs for the inlet and exhaust systems, the coefficients of resistance have been defined, Fig. 13 shows that the calculations of the charge for the ENTEC model in accordance with the actual design and packaging data show a reduction in relation to the WAVE model according to Loop 3, for the above-mentioned reasons. A comparison with the result of the calculations for the I-cylinder engine indicates that the charge is higher from an engine speed of 2000 rpm. Fig.14 shows the volumetric efficiency, torque and power for the original I-cylinder engine and the WAVE model for the actual ENTEC engine. The engine capacity defined according to the study described in paragraph 3.1 has been found to be correct since the ENTEC performance is higher than that of the original 1-cylinder model over virtually the entire engine speed range. ‘Torque (Nm) —— Teylinder model —— ENTEC-engine with 20.0 switchable length inet manifold & exhaust system according drawings [] 10: oo for ACCESS vehicle iB 0 1000 2000 3000-4000” 5000 = "6000 = Engine speed (rpm) Fig. 14 Comparison of WAVE simulations for the ENTEC engine according actual drawings & packaging and the 1-cylinder model. 4. Conclusions. To translate the performance and fuel consumption requirements for the complete driveline of a vehicle into a functional design for the engine and transmission at such an early stage, CAE is an indispensable tool. It has been demonstrated that the use of WAVE clearly plays a central role in this respect. The great advantage of WAVE is the speed at which the remaining engine components can be dimensioned for a frozen cylinder head concept. ‘The calculation of flow parameters for inlet and exhaust ports by means of 3D flow software is still a time-consuming task and still under development. Because of this, it is not possible to modify and at the same time calculate a cylinder head model in a short time-frame. These data are indispensable to be able to predict the combustion for a given cylinder head model in an acceptable manner, thereby controlling the design in accordance with the design criteria."5. Prospects/future, Future developments with regard to 3D flow software (and hardware) should make it possible to calculate modifications to the cylinder head rapidly and accurately. In this way, CAE tools like WAVEARIS can then be used to predict the effect on combustion. There should also be a means of Knock detection, so that the effect of an improvement in volumetric efficiency can actually be translated into the effects to IMEP. If these conditions are met, the functional design of an engine can be frozen, with even limited use of measurements and the prototype parts required for this, by using CAE at a very early stage. Measurements will, however, always remain necessary for verification. However, they should be used more in a fine-tuning capacity rather than be necessary as input for the simulations which are to be made. Literature. U1] R.LH. Deckers /W-P-M. Schaerlaeckens - VDI Innovationen im Antriebsstrang von Kraftfahrzeugen Wolfsburg November 1994 NedCar Technology’s New Engine Concept - Perfocomfort - A contribution to the environment, energy efficiency and active safety [2] R.J.H. Deckers - Final report Perfocomfort / LEV 42.110-220.2 NedCar Technology 3) NN- Internal NedCar Technology report 52150/94/1120 [4] R.LH, Deckers/ W.PM. Schaerlaeckens - ACCESS Engine study report may 1994