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Integration of CAE Tools in The Engine Design and Development Process - NAUC2010

Dr. Warren Seeley gave a keynote address on the integration of CAE tools in engine design and development at Ford Motor Company. He discussed how Ford has integrated various CAE disciplines such as CFD, 1D, and FE analysis. Teams are aligned by component rather than as a single CAE team to facilitate data sharing. HPC capacity allows large simulations to be run. CAE is used throughout the design process from concept to validation. Examples discussed integration of tools for applications such as intake/exhaust, cooling jackets, combustion, and durability analysis.

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Márcio De Melo Araújo
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101 views

Integration of CAE Tools in The Engine Design and Development Process - NAUC2010

Dr. Warren Seeley gave a keynote address on the integration of CAE tools in engine design and development at Ford Motor Company. He discussed how Ford has integrated various CAE disciplines such as CFD, 1D, and FE analysis. Teams are aligned by component rather than as a single CAE team to facilitate data sharing. HPC capacity allows large simulations to be run. CAE is used throughout the design process from concept to validation. Examples discussed integration of tools for applications such as intake/exhaust, cooling jackets, combustion, and durability analysis.

Uploaded by

Márcio De Melo Araújo
Copyright
© © All Rights Reserved
Available Formats
Download as PDF, TXT or read online on Scribd
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Keynote Address:

Integration of CAE Tools in the Engine


Design & Development Process
Dr. Warren Seeley
Ford Motor Company
9th September 2010
2010 North American Ricardo Software User Conference

Contents
Ford of Europe Powertrain CAE Team
CAE Trends
The Way Forward
Integration of CAE tools and Disciplines
Outlook

Page 2

2010 North American Ricardo Software User Conference

9th September 2010

Ford of Europe Powertrain CAE Team


Split across two sites, Dunton & Dagenham
Covers five component/system areas

Performance and Economy

Durability

Intake & Exhaust Systems

Powertrain NVH

Calibration

Teams aligned to customer vs. a single CAE team


Data sharing between teams is critical to an
integrated working environment
Methodology development allows for a consistent
modelling approach
Team consists of 25+ CAE analysts consisting of
4 teams covering gasoline and diesel engine
development
Split 25:25:50% CFD:1D:FE
Big interaction with FNA CAE team, particularly
with method development leading to Global best
practises
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2010 North American Ricardo Software User Conference

9th September 2010

CAE trends
HPC capacity
Attribute tradeoffs
Managing & exchanging data
Reduced product development time

Page 4

2010 North American Ricardo Software User Conference

9th September 2010

CAE trends - HPC Capacity


Growth in High Performance
Computing capacity has increased by
50% YOY within Ford
Large capacity Linux cluster used by
all CAE disciplines
Management of analyses through
highly effective queuing system
Licenses shared Globally allowing for
maximum and efficient usage around
the clock
Interaction with cluster via Web
interface for ease of use for all type of
analyses
Batch post processing routines and
data returned to local host
automatically

Page 5

2010 North American Ricardo Software User Conference

9th September 2010

CAE trends Cross Attribute Tradeoffs


P&E
100%

50%

NVH

Durability
0%

Cost

$
Example Only
Page 6

Package
Target

Current

2010 North American Ricardo Software User Conference

9th September 2010

CAE trends Managing & Exchanging data

Dept. Website

NIC

Legacy Programs

Where is my
data ???

CAD Data

Loading / BCs Data

Supplier

Best Practices, CETPs

CAE Analyst
Release Info
Requirements

PDL

Design & Release Engineers


Test Data

Page 7

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9th September 2010

CAE trends Reduced product development time


Traditional Approach:
Product Preliminary
planning development

New approach:

Mainstream vehicle
development

Manufacturing:
Planning, realisation, verification

Supplier development
and manufacturing

Compressed timing

Page 8

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The Way Forward


The GPDS Development Process

Vehicle Level

DEFINE
REQTS.

N
ES
IG

Level 2 Subsystem
ET
S

Component Level

TA
RG

VE
R
IF
Y

CA
SC
AD
E

CONFIRM

System/Level 1 Subsystem

OPTIMISE

targets
requirements

development
optimisation

verification
manufacturing

CAE is the GPDS backbone


GPDS: Global Product Development System
Page 9

2010 North American Ricardo Software User Conference

9th September 2010

Integration of CAE analyses

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2010 North American Ricardo Software User Conference

9th September 2010

Durability analysis overview


Combustion
Simulation

Waterjacket
Simulation

Structural
Modelling

INPUT

(Residual

SOLUTION

Temperatures
OUTPUT

Page 11

Stresses
Life Prediction

2010 North American Ricardo Software User Conference

9th September 2010

Stress Modelling)

Valvetrain & Timing Belt Systems


Timing Chain Systems

Drive layout assessment and optimisation.

Drive durability assessment chain loads,


tensioner movement, chain contact loads

Drive robustness assessment component


variability, input variability (Crank Tvs, FIP / Cam
torque etc).

NVH optimisation and investigation.

Hub loads camshafts, cranks and FIP.

Timing Belt Systems

Drive layout assessment and optimisation.

Drive durability assessment belt loads, tensioner


movement, belt flap, crank to cam transmission
errors.

Drive robustness assessment component


variability, input variability (Crank Tvs, FIP / Cam
torque etc).

Hub loads camshafts, cranks and FIP.

Gear Drive Systems

Durability assessment tooth loads.

NVH optimisation tooth profile optimisation.

Valvetrain Systems

Page 12

Cam profile assessment for valve lift, closing


velocity / closing force, spring durability.

Valvetrain system dynamics


2010 North American Ricardo Software User Conference

9th September 2010

1D performance analysis
Full systems models of each engine
family both gasoline and diesel
Provide engine performance analysis
i.e. Torque, Power, Fuel Economy etc.
Flow coefficients are required to define
the ports characteristics which are
taken from test data of CFD analysis
Outputs include gas side boundary
conditions for FE & in-cylinder analysis
Used throughout the GPDS process
from early concepts to vehicle
calibration
Used extensively to drive transient
CFD model through coupled analysis

Page 13

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9th September 2010

Intake manifold analysis


Typical CFD analyses undertaken are:

Pressure drop simulation using steady state


CFD.
Predicts mass flow variation through each
runner.
Engine cycle simulation using transient CFD.
EGR and PCV distribution within the manifold.

Initial concept studies used to conduct


quick design evaluations reducing the
need for expensive rapid prototypes
More complex coupled analyses
allowing for more accurate predictions
including the real dynamics of the
engine
Coupled analysis used extensively for
both manifold development for Engine
Performance as well as AFR/PCV/EGR
Distribution
CFD analysis applied solidly throughout
the process as a design tool within the
constraints
Page 14

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9th September 2010

Port flow analysis


Intake port designs are currently
optimised using 3DCFD.

Typical engine flow metrics such as


swirl, tumble & flow coefficients are
used to evaluate port performance.

0.7

0.0035
Cf

Mean Piston Speed


Mean Gas Velocity
Shape Factor

16.4
98.35
6.15

0.003

0.6

0.0025

0.5

0.002

Test Detail
Valve Type
Flow Direction
Tumble/Swirl

0.4
EXHAUST
FORWARD
SWIRL

0.0015
0.3
0.001

Test Summary
Cam 1
0.989
0.0007
0.0046
0.0044
0.0002
0.0013
0.2898
0.5347
0.5501
1.6993
0.0483

Profile
Gulp Factor
Rs/LD
SWIRL Ratio
Reduced SWIRL
Rs @ 0.3 L/D
Rs @ max L
Mean Cf
Cf @ 0.3 L/D
Cf @ max L/D
Cycle Cf
Mean k
L/D
0.0433
0.0866
0.1299
0.1732
0.2165
0.2597
0.303
0.3463
0.3896
0.4329
0.4762
0.5195

Cf
0.1105
0.2629
0.3553
0.422
0.4701
0.5078
0.5368
0.558
0.5722
0.5826
0.5944
0.6018

Cam 2
0.9497
0.0008
0.0051
0.0049
0.0002
0.0023
0.3018
0.5347
0.5636
1.8117
0.0503
Cd
0.6781
0.7948
0.7058
0.6199
0.5446
0.4835
0.4321
0.3878
0.3488
0.3155
0.2888
0.2646

Cf (lift)
0.6382
0.7591
0.6839
0.6093
0.5429
0.4887
0.4428
0.4028
0.3671
0.3365
0.3121
0.2896

0.2

0.0005

0.1

-0.0005
0

0.1

2010 North American Ricardo Software User Conference

0.2

0.3

0.4

0.5

0.6

L/D (-)
k
0.0184
0.0438
0.0592
0.0704
0.0784
0.0847
0.0895
0.093
0.0954
0.0972
0.0991
0.1004

Swirl
0.0033
0.001
0.0017
0.0014
0.0015
0.0015
0.0001
0.002
0.0027
0.0001
0.0004
0.0013

Valve Lift [mm]


1
2
3
4
5
6
7
8
9
10
11
12

The analyses are conducted early in


the development process and can be
used to support the 1D modelling or to
investigate other phenomena such as
the effect of carbon deposit on flow

Page 15

Swirl

Engine Detail
80
82
2
23.1
22
6000

9th September 2010

+ve Rig SWIRL


0.0033
0.001
0.0017
0.0014
0.0015
0.0015
0.0001
0.002
0.0027
0.0001
0.0004
0.0013

Cf
0.1105
0.2629
0.3553
0.422
0.4701
0.5078
0.5368
0.558
0.5722
0.5826
0.5944
0.6018

Swirl Ratio (-)

Steady state analyses performed at


different valve lifts to mirror traditional
bench testing.

Ford Dunton AirFlow Rig


Cylinder Bore [mm]
Engine Stroke [mm]
Number of Valves
Inner Seat Diameter [mm]
Valve Seat Angle []
Rated Engine Speed [rpm]

Cf (-)

Automatic process using developed


design rules to analyses intake and
exhaust ports.

In-cylinder air motion & mixture preparation


In-cylinder air motion and mixture
preparations conducted using es-ice
to develop combustions chambers
and ports.
Used to understand the influence of
different geometry features;

Port & valve angles

Piston bowl Shapes

Spray patterns

Spark plug location and


orientation

Provides boundary conditions for FE


analysis and supports understanding
of flow phenomena for 1D analysis
i.e. blow through during high valve
overlap
Combustion analysis applied to
Diesel engines, being developed on
Gasoline engines
Page 16

2010 North American Ricardo Software User Conference

9th September 2010

Water jacket coolant analysis

Cylinder
head

CFD methodology applied to calculate flow


and thermal characteristics of cooling
jackets
Heat transfer coefficients, pressure drop
and flow rate over critical flow passages i.e.
hot spots, stagnation areas etc

Water
out

Cylinder
block
Predicted HTCs are used for FE
thermal analysis

HTCs are used for FE thermal analysis


and provide boundary conditions for 1D
analysis
Analysis conducted very early in the
process before hardware is available for
test. This allows the design to be
optimised using CFD techniques

Possible problematic areas

Page 17

2010 North American Ricardo Software User Conference

9th September 2010

Water
in

Exhaust Manifold, Catalyst & HEGO Analysis


Typical CFD analysis undertaken are:

Gas flow distribution onto the


catalyst brick to assess
performance

Optimisation of manifold/catalyst
design

Optimising oxygen sensor location

CFD methodology for exhaust systems


have been established over a number of
years and proved to very effective in the
design process
Transient analysis with scalars used to
generate a suitable sensor location
Internal heat flow analyses used to
predict HTC which is turn are applied to
FE thermal based calculations

Page 18

2010 North American Ricardo Software User Conference

9th September 2010

Aftertreatment
Emissions prediction

CO, HC, NOx, soot


Conversion over 1D, 2D or 3D
DOC, SCR, LNT
1D, 2D or 3D DPF model for
soot loading
and regeneration scenarios

Temperatures

Transient heat up and cool


down
Exotherm generation
Including pipes, cones, wall flow
(1D),
Flow through substrates,
vaporiser
Urea injector

System back pressure


Visualisation

Page 19

2010 North American Ricardo Software User Conference

9th September 2010

Transient Analysis Hil/Sil

Page 20

2010 North American Ricardo Software User Conference

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Outlook
The CFD tools exist to allow the design and development of engines within
Ford but we have to work smarter and apply them in an integrated fashion
Computing resources have become a thing of the past with analysis times
being significantly reduced, but at the same time the product development
cycle time has also be reduced
Data sharing between the different CAE model types needs to be efficient to
reduce waste during the development process
CAE experts develop the rules and processes but the experience of the
engineer conducting the CAE analysis is changing with some early concept
analyses already being carried out by CAD designers, component engineer
etc.
The ultimate goal is to have a fully analytical engine before any hardware is
available, we are not there yet, but we are getting closer!
Page 21

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9th September 2010

Acknowledgements
I would like to thank a number of members of the CAE
team at Ford for providing picture, animations and data to
make the presentation come together.

Mark Marsh
Alex Leong
Elvir Avdic
Kevin Maile
Alastair Gilmour
Andrew Emtage
Fang Haung
Page 22

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9th September 2010

Q&A

Page 23

2010 North American Ricardo Software User Conference

9th September 2010

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