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Software's in the industry

Statistical & Mathematical CAD 1D software

1) DoE 1) Pro Engineer 1) GT Suite
2) Six sigma 2) Auto CAD 2) Ricardo
3) Mathcad 3) UNI Graphics 3) AVL
4) Matlab
5) Minitab

CFD CAE Specialized

1) Fluent 1) Ansys 1) Piston
2) STAR CCM+ 2) NASTRAN 2) Crankshaft
3) FIRE 3) ADAMS 3) Valvetrain
4) Vectis 4) LMS- DYNA 4) Chain, Belt and
5) ABAQUS Gear
5) Engine cooling
 1D Thermodynamic Simulation

Applications
Softwares

DoE
1) AVL BOOST

Cooling circuit optimization
2) Ricardo Wave

Emission predictions
3) GT Power

Torque curve & fuel consumption

Manifold design & tuning

Transient performance & response

Valve profile & timing optimization

Combustion & emissions

Turbocharger response & matching

EGR system design

Coupled 1-D/ 3-D simulations

and many more…
fuel economy drive cycle (NEDC) for a "Diesel SUV“
using
1D Thermodynamic Tool- GT Power
Complete Vehicle Modeling using 1D Simulation
Engine

The engine is modeled as a "fast

running" detailed engine model
(FRM). This means that the cylinders
and valves are modeled in detail in
the same way that a typical engine
performance model would be built,
but the intake and exhaust systems
are simplified to reduce the number of
volumes and increase the size (and
resulting timestep). Intake and
exhaust port pipes are left in the
model because they are required for
the FE cylinder structure model (and
because they are important for engine
performance).
Engine Cooling Circuit
The complete coolant circuit is modeled, with most geometric
details imported from CAD via GEM3D pre-processing tool. The
water jackets and head coolant passages are modeled in detail,
again imported from CAD via GEM3D. The pressure drop and
heat transfer within the engine block cooling passages have
been calibrated at steady state
Cylinder head

Cylinder block
Friction Calculation
Vehicle Drivetrain
Vehicle Controller
This example belongs to the "Diesel SUV" vehicle family of examples.

This example demonstrates a fuel economy drive cycle (NEDC) for a "Diesel
SUV". The model includes vehicle drivetrain, engine, coolant, oil, and underhood
air, as well as a detailed handling of the engine cylinder and block/head structural
mass (warmup).

The engine is modeled as a "fast running" detailed engine model (FRM). This
means that the cylinders and valves are modeled in detail in the same way that a
typical engine performance model would be built, but the intake and exhaust
systems are simplified to reduce the number of volumes and increase the size
(and resulting timestep). Intake and exhaust port pipes are left in the model
because they are required for the FE cylinder structure model (and because they
are important for engine performance). The EGR Cooler is discretized using only
2 divisions along its length. The acceptable level of discretization of this HX must
be determined by investigating the tradeoffs between accuracy and resulting
runtime (the exhaust side volumes will typically be the restricting volumes for the
engine circuit timestep).

The underhood air circuit is modeled with a "fast running" cooling module model
built in COOL3D. This model uses large discretization settings to minimize the
number of elements in the model (maximizing speed). The CAC is discretized
using only 3 elements in the internal (engine air) flow direction. Similar to the EGR
cooler, this discretization must be determined considering the tradeoff between
accuracy and resulting runtime. Because the internal volumes of the CAC belong
to the explicit engine circuit, if they are too short they can become timestep
restriction.
 Note: The COOL3D file used to create the UHM subassembly is not available in this
directory, but can be found in the "Diesel SUV" folder with the cooling > underhood module
examples.

 The complete coolant circuit is modeled, with most geometric details imported from CAD via
GEM3D pre-processing tool. The water jackets and head coolant passages are modeled in
detail, again imported from CAD via GEM3D. The pressure drop and heat transfer within the
engine block cooling passages have been calibrated at steady state (in a separate model).

 The complete engine oil circuit is modeled, including all of the oil consumers (bearings, piston
jets, etc.). The bearing flow is modeled using the map based "mean value bearing" template
('FlowMap'). The maps within these objects were determined by running separate DOE
models that included detailed bearing objects.

 The cylinder structure is represented using the Finite Element cylinder structure
'EngCylStrucCond' which models the cylinder, piston, head, valves, ports, and valve guides in
detail. This model is linked thermally to the engine cylinder (gas side), the coolant volumes in
block and head, the oil contacting the piston bottom and liner inside surface, as well as to the
"external" block structure.

 The outer block/head structure and other significant masses (such as crankshaft and oil pan)
are modeled using thermal masses. These masses are interconnected via conductance
objects and also transfer heat to the ambient via convection.

 Engine friction is determined from lookup maps for each component group (valvetrain, piston,
crank) based on measured "strip-down" motoring test data, and the heat energy is distributed
to the structural masses and oil using control elements.
Piston Heat Transfer Zones & Temperatures
Cylinder Head Heat Transfer Zones & Temperatures
Port Heat Transfer Zones & Temperatures
TC Matching
Component FE-Temperatures
P-theta
theta Temp-theta
theta

P-V log
og PV
T-S Pumping loop

Valve mass flow Heat transfer rate

1D Case Study
Josephy Cyril Bamford Excavators Limited
Introduction
Starting Point:
A best in class off highway engine family for JCB
Responsibilities and Time frame
Engine Performance Challenge
1D Thermodynamic Tool-WAVE Performance Simulation
Continue…
Turbocharger and Intake System
3D CFD-VECTIS Coolant Flow Simulation
Head FE using FEARCE and VECTIS
H1 Mule 1 Piston Thermal Analysis
Thermal Management System
Oil Lubrication Circuit
Fuel Injection and Combustion Systems
VALDYN: Valve Train dynamics
Cylinder Block Analysis
The JCB444-LSR Engine Achieved Target Performance
Inside Dieselmax
Inside Dieselmax
Dieselmax 23rd August 2006 366mph Record
Run
Mission Accomplished – 350.092 mph FIA
Record

video
 3D CFD Softwares

Ansys Fluent
CD Adapco STAR CCM+ and STAR CD
Ricardo Vectis
AVL FIRE

Applications
Intake and Exhaust Manifold Tuning
1D-3D coupling for EGR/CNG mixing analysis
Port optimization for swirl ratio & flow coefficient
Water Jacket flow optimization
CHT analysis of water jacket, exhaust manifold
etc.
Water Pump performance analysis
Underhood analysis
Flow and thermal analysis of engine
components
etc.
 CHT analysis

Cylinder
Block

Cylinder Head Intake Port

 Water jacket flow analysis

1 2 3 4

Firing Deck (Flame face)

Liner
Port CFD study for Flow coefficient and swirl ratio
Water pump performance analysis
Turbocharger flow and CHT simulation
Underhood CFD analysis
Simulation of windscreen defrost
Thermal Management of a Turbocharger
Dynamic Result: Acceleration of TC
Thermal Management of a Turbocharger
Dynamic Result: Acceleration of TC