Version 15 (18.08.

2021)
Table of Contents
1 drive ............................................................................................................... 5
1.1 Transient Simulation .......................................................................................................5
1.1.1 General ...................................................................................................................................................... 5
1.1.2 Simulation Parameters............................................................................................................................. 5
1.1.3 Transient Simulation with KULI ............................................................................................................... 6
1.1.4 Extended Transient Modeling of Components........................................................................................ 7
1.1.5 Dynamic Solver ....................................................................................................................................... 11

1.2 Components...................................................................................................................14
1.2.1 Heat Conduction ..................................................................................................................................... 14
1.2.2 Point Masses............................................................................................................................................ 15
1.2.3 Engine ...................................................................................................................................................... 19

1.3 Component Parameters ................................................................................................72

1.3.1 Parameters for Heat Conduction ........................................................................................................... 72
1.3.2 Parameters for Point Mass...................................................................................................................... 75
1.3.3 Parameters for Engine ............................................................................................................................ 76

2 eco................................................................................................................ 81
2.1 Steam Valve....................................................................................................................81
2.1.1 Parameters .............................................................................................................................................. 81
2.1.2 Temperature control .............................................................................................................................. 82
2.1.3 Steam circuit control restrictions .......................................................................................................... 83

2.2 Steam Circuit..................................................................................................................83

2.2.1 Modelling Rules ....................................................................................................................................... 83
2.2.2 General Data............................................................................................................................................ 88
2.2.3 Open circuit Outlet values ...................................................................................................................... 90
2.2.4 Closed circuit Parameter ........................................................................................................................ 91

2.3 Expansion Device ...........................................................................................................94

2.3.1 General Data............................................................................................................................................ 94
2.3.2 Characteristic Curves .............................................................................................................................. 95
2.3.3 Connection Attributes - Sensors and Actuators .................................................................................. 102
2.3.4 Parameters ............................................................................................................................................ 103

2.4 Battery Cell ...................................................................................................................105

2.4.1 General Data.......................................................................................................................................... 105
2.4.2 Thermal Properties ............................................................................................................................... 106
2.4.3 Electric Properties................................................................................................................................. 109
2.4.4 Component Parameters ....................................................................................................................... 114
2.4.5 Sensors and Actuators .......................................................................................................................... 116
2.4.6 General Information.............................................................................................................................. 118

2.5 Battery Module.............................................................................................................120

2.5.1 General Data.......................................................................................................................................... 120
2.5.2 Structure................................................................................................................................................ 121
2.5.3 Heat Conduction ................................................................................................................................... 124
2.5.4 Convection ............................................................................................................................................ 127
2.5.5 Electric Properties................................................................................................................................. 137
2.5.6 Component Parameters ....................................................................................................................... 138
2.5.7 Sensors and Actuators .......................................................................................................................... 141
2.5.8 Accessing Cells ...................................................................................................................................... 145
2.5.9 General Information.............................................................................................................................. 147

2.6 Battery ..........................................................................................................................148

2.6.1 General Data.......................................................................................................................................... 148
2.6.2 Structure................................................................................................................................................ 149
2.6.3 Heat Conduction ................................................................................................................................... 152
2.6.4 Convection ............................................................................................................................................ 155
2.6.5 Electric Properties................................................................................................................................. 164
2.6.6 Component Parameters ....................................................................................................................... 165
2.6.7 Sensors and Actuators .......................................................................................................................... 167
2.6.8 Accessing Modules and Cells ................................................................................................................ 172
2.6.9 General Information.............................................................................................................................. 174
2.7 E-Machine .....................................................................................................................175
2.7.1 General Data.......................................................................................................................................... 175
2.7.2 Rotor and Stator.................................................................................................................................... 177
2.7.3 Characteristic curves ............................................................................................................................ 178
2.7.4 Efficiency ............................................................................................................................................... 179
2.7.5 Inner flow............................................................................................................................................... 181
2.7.6 Component parameters ....................................................................................................................... 184
2.7.7 Sensors and Actuators .......................................................................................................................... 184

2.8 Converter......................................................................................................................187
2.8.1 General Data.......................................................................................................................................... 187
2.8.2 Efficiency ............................................................................................................................................... 190
2.8.3 Inner Flow.............................................................................................................................................. 193
2.8.4 Component Parameters ....................................................................................................................... 196
2.8.5 Sensors and Actuators .......................................................................................................................... 197
2.8.6 General Information.............................................................................................................................. 200

2.9 Inverter .........................................................................................................................201

2.9.1 General Data.......................................................................................................................................... 201
2.9.2 Efficiency ............................................................................................................................................... 205
2.9.3 Inner Flow.............................................................................................................................................. 209
2.9.4 Component Parameters ....................................................................................................................... 213
2.9.5 Sensors and Actuators .......................................................................................................................... 214
2.9.6 General Information.............................................................................................................................. 217
1 drive

1.1 Transient Simulation

1.1.1 General
KULI gives the possibility to perform transient simulation. The user can define a simulation run
by defining the time of start, stop and the time step. Within the defined time period vehicle
operating points (EngineRPM, mean effective pressure pme, driving speed, fan stages) and
surrounding conditions (ambient air temperature, warm-up temperature) can be defined (as
many as you like). KULI calculates a quasi static solution depending on these parameters
(simulation parameters) for every time step for all circuits that are not handled by the dynamic
solver. All circuits handled by the dynamic solver will be calculated in a fully transient way.

1.1.2 Simulation Parameters

In case of transient (time dependent) simulation, the user has to specify when the simulation
should start (start time), when it should end (end time) and in which time intervals the
simulation should evaluate the cooling system (time step).

Transient simulation
Note: Unless the adaptive solver is selected from the cooling system calculation options, the
size of the time steps will have a strong influence on the quality of the results. Time steps <= 1s
will normally produce reliable quality, time steps >10s will often cause problems and deviations.
Note: Each parameter will be evaluated for each transient cooling system simulation step. If at a
certain step no explicit definition of a parameter value is provided in the simulation parameter

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table, linear interpolation will take place. If extrapolation is required, the last valid endpoint will
be used (below and above the defined range of values).
For all other features and requirements of transient KULI simulation parameters, please refer to
the simulation parameter chapter in the KULI manual.

1.1.3 Transient Simulation with KULI

For each time step a value for engine rpm and mean effective pressure is calculated out of the
defined table during the analysis process. If the value is not defined specifically in the table (like
in the example above) then KULI uses linear interpolation in the table to calculate it. This is also
true for the driving speed and all temperatures. For the fan stage the value is used that is closest
to the time step that is calculated at the moment.

Attention
Before you start the analysis, please check the values in the associations table. If you find
the value -1, KULI will not be able to identify the defined engine operating points and the
corresponding values in the definition of the inner circuits during the simulation.

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Check of Parameters' Associations
In this case check within the definitions of the inner circuits, if there are defined enough and
fitting values for flow rates (refer to 3D flow map) and quantity of heat (refer to heat maps).

1.1.4 Extended Transient Modeling of Components

General Requirements
For modeling the transient behavior of components more precisely (and with a special focus on
the distribution of temperature shocks throughout a cooling system), in KULI 8 some additional
features are available. The general requirements are that
• the steady state simulation remains unchanged
• transient simulation with t going to ∞ leads to the same results as steady state simulation
• computing time stays within reasonable bounds
• results are in good agreement with measurement data

Basic Theory
The transient properties of tubes are modeled by discretizing the one-dimensional differential
equation for material transport and heat conduction. Our model assumption here is that
material transport is considered only in the one-dimensional flow-direction, whereas heat
conduction- and transfer take place only in the plane perpendicular to the flow vector. The
resulting discretized differential equations are then integrated into the KULI thermal network.
The differential equations lead to two main effects:
• Transient delay: It takes some time for the fluid to reach the other end of the component.
• Smoothing of temperature shocks: A very steep change of fluid temperature at the
component entry is slightly more gradual (though 'wider' regarding the time axis) at the
component exit. If this effect was not modeled, a temperature shock (e.g. caused by an
opening thermostat) would 'travel around' the system indefinitely.

Using extended transient properties

In the component window below the general properties section it is possible to specify transient
properties of a component model. Depending on the data available in the component file
different options can be used and activated (transient modeling of a specific component is
always optional!). We can distinguish between:

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No specific transient modeling of this component (regular transient KULI simulation still
takes place, but there is no delay between entry and exit of the given components:

Transient modeling of inner component volume is used:

This option is always available for example for a standard KULI tube, because in this case only
length and inner cross section are necessary (and this data is required by KULI anyway). When
this option is activated you also need to specify an initial temperature for the inner fluid mass.
Transient modeling of the inner component volume and of the thermal capacity of the tube
wall:

This requires an activated transient calculation checkbox and some additional data (wall
diameter plus wall material properties). The initial temperature of the wall is assumed to be
equal to the initial temperature of the inner fluid.

Note: If a component is simulated by the dynamic solver, then the checkbox Transient
Model (irrelevant for Dynamic Solver) has no effect since the dynamic solver always
considers the fluid volume inside the components and the transient effects as well.

The following section gives a short overview of how different component types are affected by
transient modeling and what additional data is required.

Branch and fluid vent:

Currently no extended transient model. Transient delay of fluid flowing through a branch is
very short compared to other components like heat exchangers or (much longer) tubes.

Confluence:
Currently no extended transient model. There is no relevant transient delay, but some
smoothing of temperature peaks takes place due to the mixing of two different mass-flows.

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Bend:
A bend is internally modeled by an equivalent tube. The inner volume of this component is
always available, if required the wall properties have to be defined as extended thermal
properties in the component file.

Fluid Resistance:
Transient properties are described by an equivalent tube, which requires some additional data.

Inner volume and flow length define the inner geometry, wall volume and wall material are
required, if the thermal capacity of the wall shall be considered in the simulation. If wall data is
missing in the component file, the corresponding feature is deactivated in the component
window.

Tube:
The inner volume (and with this the basis for transient modeling) is always available, the
following optional data can be entered to define the extended thermal properties of a tube:

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The evaluation of the thermal capacity of the tube wall requires wall material properties and
wall diameter. Whether or not the wall properties are defined, the heat flow from the inner fluid
to the air outside the tube can be considered (either through the wall, warming up the wall
material as well, or directly to the air, considering only the thermal conductivity of the wall).

Fluid Flaps:
Currently no extended transient model.

Pump:
Currently no extended transient model.

Heat Exchangers (cross flow, parallel flow and plates):

For cross flow heat exchangers (e.g. radiators) additionally to the base data the tanks volume
has to be defined, for parallel flow- and plate heat exchangers all necessary data is available in
the base dataset

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The inner volume is approximated by two 'equivalent half-tubes'. This means that the total
inner volume is distributed in equal parts to two tubes, one of which is internally connected in
front of the heat exchanger, the other one behind the heat exchanger. This is only an internal
connection and not visible in the KULI GUI.
This leads to the total thermal capacity being considered correctly and the thermal behavior of
the heat exchanger being based on a sort of average temperature, which is a good
approximation. Thermal delay and capacitive effects are calculated accordingly.

Engine:
Currently no extended transient model. Nevertheless the influence of additional transient
components has to considered in the engine mass. Whereas normally the guideline is to include
all fluid masses in the engine mass, this is no longer necessary if the fluid system masses are
modeled separately. Therefore when adapting an existing system it might be necessary to adapt
the engine model as well.

Modeling other fluid components:

As fluid components like pressure- or temperature targets simply contain model properties but
are no real-world components of the system, they have no inner volume and thus no specific
transient behavior.

AC components:
Currently no extended transient model.

1.1.5 Dynamic Solver

Main principles of the dynamic solver

The dynamic solver is a fully transient solver that considers
• advection (fluid transport)
• conduction (heat conduction within the fluid)
• convection.
All these aspects are calculated simultaneously. In order to consider all these effects, every
component inside a circuit that is solved by the dynamic solver has a fluid volume. For those
components that have "no" volume (e.g. P-, Q-, T-sources, branches and confluences without

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component calculation, etc.) the dynamic solver uses an artificial, very small volume. For all
other components the interior volume of the components is used.
This solver also works for very small and even zero mass flows. In the latter case conduction and
convection is still in effect.
The dynamic solver needs to be enabled in the parameter window of a circuit. In the settings you
can specify that this should be enabled by default.

Supported components
The list of components that are supported by the dynamic solver is constantly extended. Up to
now only components in water and oil circuits are supported, in particular the following
components are supported:
• coolant radiator
• exception: resistance matrix, S/U flow cooler and user defined shapes are not yet
supported
• see the separate documentation about specific behavior of radiators in the dynamic
solver in the description of radiators
• parallel flow cooler
• for the parallel flow cooler it is even possible that one side is in a dynamic solver
circuit and the other side is in a classic solver oil or water circuit
• tubes, bends, pumps, branches, confluences, valves, fluid resistances
• exception 1: branches and confluences cannot be used with component calculation,
i.e., only branches and confluences without specified component file are supported
yet.
• exception 2: The heat transfer from tubes and bends to the surrounding air is not yet
supported.
• fluid targets (temperature, mass flow, pressure, heat)
• point masses and heat conduction components: if a point mass is located in a coolant
circuit that is simulated with the dynamic solver, then the point mass and all components
that are connected to it with a heat conduction network are simulated with the dynamic
solver, including the following cases:
• isolated point masses connected to a dynamic solver circuit are solved with the
dynamic solver
• point masses in coolant/oil/charge air circuits, where the circuits are not simulated
by the dynamic solver but the point mass is connected to a dynamic solver circuit,

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 are also simulated with the dynamic solver. In this way dynamic solver and classic
solver circuits can be connected.
• any point masses that are not in a dynamic solver circuit and also have no
connection to a dynamic solver circuit via a heat conduction network are simulated
with the classic solver.
• a point mass in a dynamic solver coolant circuit cannot be connected to a point
mass in an A/C circuit, steam circuit, ambient circuit.
• electr(on)ical components:
• converter (DCDC) and inverter (DCAC)
• Electric machine
• Battery cell
• Battery module

Starting values for transient simulation

Since the dynamic solver considers the complete fluid mass inside a circuit, it is important to
specify and know the initial values for the components in the circuit. These initial values depend
on various settings:

Initial conditions for closed circuits

The following rules are applied in descending order:
• If a dedicated starting temperature is specified for a component (in the parameter window
of the component), then the fluid inside this component is initialized with this
temperature.
• If the option Parameter for heat balancing of circuit (optional) is chosen for a circuit and an
initial temperature is specified there, then this temperature is applied to all components
in this circuit that have no individual temperature specified as mentioned above.
• For the electrical components (converter, inverter, battery cell, battery module) only
the initial temperature of the masses can be set by the user; the initial temperature
of the fluid inside those components is determined by the circuit initialization
temperature.
• If the initial temperature of the circuit is set via actuator, then this rule applies as
well, even if there is no checkmark in the parameter window for the Initial
temperature.
• If use ambient temperature for circuit initialization is marked in the file analysis settings,
then the ambient temperature is used to initialize all components in all circuits that have
not been initialized by one of the rules above.

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 • If use ambient temperature for circuit initialization is not marked in the file analysis
settings, then a temperature of 80 °C is used to initialize all components in all circuits that
have not been initialized by one of the rules above.

Initial conditions for open circuits

The following rules are applied in descending order:
• If a dedicated starting temperature is specified for a component (in the parameter window
of the component), then the fluid inside this component is initialized with this
temperature.
• The specified temperature in the circuit symbol is used to initialize all other components
in the circuit.
• For the electrical components (converter, inverter, battery cell, battery module) only
the initial temperature of the masses can be set by the user; the initial temperature
of the fluid inside those components is determined by the circuit initialization
temperature.

1.2 Components

1.2.1 Heat Conduction

Icon Description

The component Heat Conduction Component is used to simulate heat

conduction between two point masses.

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Input dialog - Heat conduction component
A heat conduction component is defined by its maximum heat transfer area (the minimal
contact area to the connected point masses), its length and its thermal conductivity. The last
parameter can be either entered directly, or chosen automatically by selecting one of the
predefined materials. Information about the the usage and the theory can be found in the
section about parameters of the heat conduction component.
One important thing to keep in mind is the fact that in this implementation the heat conduction
component itself does not have any mass so that no thermal energy is stored in it.

1.2.2 Point Masses

Icon Description

air

fluid

insulated

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The component Point Mass is prepared to consider time varying heating-up or cooling-down
events in the cooling system. However, the Point Mass can be used in a steady state model, too,
but it doesn't have any influence on the cooling system.
The component point mass is available in two different types: As a regular Point Mass, which is
part of a circuit, or as an Insulated Point Mass, which is not part of any circuit, but connected to
another point mass by heat conduction.

Regular Point Mass, Insulated Point Mass

The input data sheet for a point mass is represented in the next figure. It can be called from the
menu Edit/Library/Point Mass. The input field Title lets you document the Point Mass
component.

Dialog Point Mass

The heat exchange between point mass and fluid (or air, refrigerant, ...) always depends on the
contact area A, the heat exchange coefficient alpha and the temperature difference between
point mass and fluid.
This temperature difference can be calculated in two different ways:
1) Based on the entry temperature difference

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This method was the only available method until KULI 8.01 and has been kept as an option for
compatibility reasons.
2) Based on the logarithmic average temperature difference between point mass and fluid
(the fluid temperature changes from inlet to outlet and is therefore not constant!)

Especially for high values of alpha or A this average temperature difference is clearly preferable
to the constant entry temperature difference, as it produces more realistic results.
The method is selected globally in the analysis options of the cooling system:

For both methods the resulting heat transfer then is calculated as

The transferred heat influences the temperature of the Point Mass. Moreover, it influences the

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temperature of the surrounding medium as well.
The exit temperature of the surrounding medium is determined by:

If the Point Mass is not connected to any heat conduction component, the new Point Mass
temperature for the time step n is determined by:

The Point Mass temperature at simulation start time (initial temperature) is defined in the
window Component parameters.

Pay attention on the time step Δt, which is used in the equation above. Both, the time step in the
register page Simulation parameters of KULI and the one here are identical.
The value for the time step Δt must have seconds as units!
Used Shortcuts

Shortcut Description

heat flow

α heat transfer coefficient

A heat transfer area

T temperature

cp specific heat capacity

mass flow of the surrounding medium of the Point Mass

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 M mass of the Point Mass

Δt time step from n to n+1

1.2.3 Engine
To create a new engine you have to open the menu Library / Driving Simulation / Engine. The
engine input dialog offers several notepages, where the page General data contains the basic
engine data.
Depending on the data available the engine can be used for
• Thermal engine models (e.g. warm-up)
• Turbocharger simulation

Which data is provided (and thus what the engine can be used for) is selected by ticking the
appropriate checkboxes.If no checkbox is selected the necessary data is restricted to
• Combustion cycle,
• Number of cylinder rows,
• Lower fuel caloric power,
• Displacement
• Inertia
• Idle RPM
• Maximum engine torque and
• Drag torque
If a thermal model is selected by activating Use engine for the engine model, the additional
necessary data contains
• Media data (ambient air, coolant and oil)
• Air flow data (test bench)
• Consumption
• Distribution of frictional heat, thermal capacities and thermal conductivities

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 • And steady state measurements of heat losses to coolant and oil at different operating
points.
The thermal model can be based on the standard KULI approach (manually provided thermal
capacities and conductivities) or on the Advanced Engine model (with the option of an
automatic engine adjustment). More about the advanced and standard engine model can be
found in the respective chapters of the manual.
Finally selecting the checkbox Data for Turbocharger requires the additional input of
• Air efficiency,
• Exhaust gas pressure and
• Exhaust gas temperature
in the engine's consumption table (again for different steady state operating points).

General Data
The first input fields are for documentation purposes only. They have no influence on the
simulation of the component

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Dialog Engine Page General data
In the top of the window you can see two checkboxes: Use engine for engine-model and Data for
Turbocharger. If no checkbox is activated, the engine model can only be used for FASI driving
simulation, but not within KULI.If Use engine for engine-model is activated, this is a regular KULI
engine-model (which can be used both in standard and advanced mode), additional activation
of Data for Turbocharger requires additional data on the page Consumption, but also offers the
possibility to include the engine model in a KULI exhaust gas circuit.Further required general
engine data is
• Combustion cycle: Two-stroke, Four-stroke
• Number of cylinder rows, this determines the engine type (in-line or boxer)
• Displacement
• Inertia
• Idle RPM
• Media data for coolant, oil and surrounding air

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 • Air flow properties (velocities) for the test bench measurement the engine data is based on

Data Definition
The page Data is only available, if Use engine for engine-model is activated. Here the behavior of
the engine model has to be defined. In the scheme you can see blue numbers 1 to 8 with arrows
pointing to the parameters in the model. The same numbers are also shown on the page Data.
This will help you to fill out the data page correctly.

KULI Engine Model model with numbers

The checkbox Use advanced model for masses activates the advanced engine model,
completely changes the layout of this page and opens the additional page Advanced Heat
Transfer Model. This is described in much more detail in the chapter The Advanced Engine
Model.

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Page Data with input
The Ratio of heat effective friction power water determines, which part of the total friction power
is relevant for the water side, whereas Oil: Ratio of heat effective friction power water determines
the part going to the oil side. Both values have to be defined for the BMEP larger and smaller
than zero, as the friction power distribution often depends on the engine load. Generally, try to
use the values that occur at a typical oil reference temperature (according to your definition on
the page Consumption, but normally about 90°C).
Finally you have to define the Heat capacity of the engine (4 masses). The Overall heat capacity is
split up in a coolant and an oil heated part. Both, coolant and the oil heat capacity is further split
into a direct and an indirect heated part.
Please start at the input field Overall [kJ] and go down the tree. The KULI's user interface will
help you to fill out these fields.

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 Icon Description

By clicking to this button you will get the diagram with the Heat
transfer coefficient displayed.

Example output from the graphics window

Extended transient properties

Please see chapter Extended Transient Modeling of Components

Characteristics
To describe the engine torque characteristic, the maximum engine torque graph has to be
entered. Check your input by using the diagram button.
Required engine characteristics:
• Maximum Engine torque [Nm]

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 • Drag torque [Nm] (only required for a FASI engine or if the friction power is defined by drag
torque instead of Willans lines)

Engine characteristic
This power describes the mechanical output of the engine.

Tip
You have two possibilities to fill out the table. Enter the Revolutions and the Max. Torque
OR the Max. Power characteristic. Always the missing value is calculated automatically.

Both curves are used to calculate the mean effective pressure as a function of the occurring
torque (negative and positive values).

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 By clicking onto the diagram image all four characteristic curves will be displayed in a
graphic window. There it is possible to change the torque values in the diagram, directly,
what is a convenient way to do updates.

Graph Engine Characteristic

Consumption
The fuel consumption map is used to calculate friction losses of the engine, if the option Willans
is selected. Furthermore, the supplied energy is calculated from the fuel consumption map, if
the option Relative Heat is selected on the page Heat.
The Relative power limit for regression [-] defines the range of the linear raise in the fuel
consumption / effective power diagram. This range is used for calculation. Normally this value
should be between 0.6 and 0.7 (60-70%). As seen in the following diagram, this limit can be

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interpreted as border between linear and non-linear range. This input is required only if the
option Willans is selected.

Relative power limit for regression at one engine speed

The oil reference temperature must be entered for the calculation of the engine's friction loss.
More details can be found in the KULI theory.
Please fill out the following table:

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Engine Consumption

Use the diagram type Fuel consumption vs. mean effective

pressure, RPM in the page Heat to get this diagram at several RPM
(3D).

When entering data into the table you can use two different ways to specify the Spec.
Consumption: It can be either given in g/kWh or in kg/h. You can switch between these two
possibilities even after entering the data by selecting the respective unit from the pop text Unit
for Consumption. Clicking the small button right of this pop text automatically converts the
entries in the table to the new unit.

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Engine Consumption with turbocharger data
Activating the checkbox Data for Turbocharger extends the table by three additional columns:
• Air efficiency
• Exhaust gas pressure and
• Exhaust gas temperature
The data entered into the table can be visualized in several, graphical ways:

Icon Description

Press this button to get different graphs displayed depending on your selection in the
list on the left top position.

KULI offers the following graphs:

• Consumption Map

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 • Fuel heat
• Dissipated power
• Friction loss vs. oil temperature
• Spec. fuel consumption vs. mean eff. pressure, RPM
• Fuel consumption vs. mean eff. pressure, RPM
• Fuel consumption vs. eff. power, RPM
Please refer to the description in the chapter Available Engine Graphs. The Interpolation method
for the diagrams is defined in the box Interpolation method consumption. You can display the
result by clicking to one of the following diagram symbols.

Icon Description

Press this button to get the Willans diagram displayed.

Press this button to get the Heat transfer coefficient diagram displayed.

Diagram example from the graphics window

Heat
On the heat definition page you have to specify coolant and oil heat flows and the
corresponding temperature levels for several mean effective pressures and RPMs.

Heat to coolant [kW] at a specific Coolant temperature [°C]

Heat to oil [kW] at a specific Oil temperature [°C]

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These values can be measured at the engine connectors. For better understanding compare
both icons with the scheme in the chapter Engine Data Definition.
The heat can be defined in two possible ways (which method is used is defined by setting the
checkbox Heat defined by volume flows and temperature increases of oil and water)

Firstly it is possible to enter the amount of heat directly. In order to calculate the internal heat
conduction it is necessary to specify the temperature levels (exit temperatures of both oil and
coolant) as well.

Direct heat flow definition and control

Alternatively it is now also possible to define the heat at each operating point by entering entry
and exit temperatures and the corresponding volume flows of coolant and oil. This method is
strongly recommended when using the advanced engine model, in this case it improves both
stability of the adjustment algorithm and the quality of the results.

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Heat flow definition by media temperature changes and volume flows
For the heat maps referring to both media you can select different interpolation methods on the
left side of the page.The 3D map interpolation group lets the user define the way, how the
engine heat flow will be calculated.
• Option Relative heat: If the user select this option, the heat from the engine will be
calculated relative to the consumption.
• Option Absolute heat: The values entered in the table will be taken.

For the advanced engine model the heat is always calculated with the absolute method,
therefore the above radiobuttons are not shown in the advanced engine model user
interface.The data entered into the table can be visualized in several ways:

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 Icon Description

Press this button to get different diagrams displayed depending on

your selection in the list on the left top position.

Types of 3D Graphs:
• Heat output coolant
• Heat output oil
• Heat input coolant
• Heat input oil inclusive friction loss
• Heat input oil exclusive friction loss
• Relative heat input coolant
• Relative heat input oil
• Heat flow oil -> water
• Heat removal engine surface
• Heat removal oil pan
• Heat relevant friction

Several different methods for interpolation are available. They can be selected for coolant and
oil separately.

Extras
On the page Extras it is possible to:
• Reduce the frictional power of the engine: The supplied number must be between 0 and 1
and gives the level of reduction, so zero means no reduction and 1 means 100% reduction
(i.e., no friction any more). The heat from the combustion process is not affected.
• Change the displacement of the engine: Variation of the piston radius.
• Perform extrapolation: Extrapolation of the steady statey heat table
• Define the influence of ignition angle and timing
• Define an idle controller for the engine

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Displacement Change
To change the displacement of the engine, activate the checkbox Use displacement change:

The field original displacement is fixed to the original reference value of the measured engine, in
the field New displacement a new value can be defined. This influences
• the piston volume and
• the piston surface.
In order to make it possible to calculate the surface change, it is necessary to specify the piston
travel and the number of cylinders as well. The percentage by which the displacement is
changed is calculated automatically. This is only a reference value to judge quickly, whether a
new displacement means a drastic change of the engine properties or not.The new volume
influences
• maximal moment,
• reference power for the adjustment and
• consumption.

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The new piston surface has influence on
• the power transferred to the engine from the combustion process (larger surfaces mean
higher heat transfer numbers).

Extrapolation
If the measured domain of the steady state heat table is not sufficient, or if the domain has to be
changed due to a change in the engine performance, it is possible to extrapolate the existing
data. To do so, activate the checkbox Extrapolation first:

Then define the new domain (x and y values for the 3D diagram, which here means rpm and
mean effective pressure) by entering the respective values in the four Extrapolation edittexts.
Extrapolation regarding the rpm here means linear extension of the characteristics based on the
directional derivative on the border of the measured domain (in rpm direction). The same holds
true for extension in mean effective pressure direction.

Idle Controller
Usually the KULI engine model produces no combustion heat for negative or zero values of the
mean effective pressure. This concept for overrun conditions of the engine can be refined by the
definition of an Activation speed. For rpm values below the activation speed the engine produces
combustion heat even for negative or zero mean effective pressures. This means that the engine
produces power in order to prevent the rpm from getting critically low.
The idle controller also affects situations when the current simulation parameters indicate
operating points where the breaking force specified by the current rpm and (negative) BMEP (or
torque) is smaller than the drag torque specified in the drag torque curve. In such a situation
there will also be heat from combustion even though engine rpm might be above the activation
speed of the idle controller.

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Influence of Ignition Angle and Timing

Influence of ignition angle and timing

To be able to consider influences on the heat balance of the engine (supplied heat to water and
oil) the option Influence of ignition angle and timing can be used. Two actions are necessary:
• Supply an influence map in the note page Extras using the button Edit after selecting
Influence of ignition angle and timing

• Use the actuator Change of Ignition Angle to modify the supplied heat to water and oil
according to the supplied map. Note that this actuator is only available on the oil side icon
of the engine.

Input of multipliers for Measured heat water and Measured heat oil depends on specified
parameters. When the actuator “Change of ignition Angle” is used the input to the actuator must
refer to this parameter.

The map input of the table can be displayed graphically (see the following graph). For each
parameter a surface is generated and included in the graph. During simulation interpolation
takes place in the individual surfaces as well as between surfaces if an actuator value lies
between parameters.

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In the following example the application of the actuator “Change of ignition Angle” is shown.
The temperature of the water circuit is used to modify the heat release of the engine according
to supplied map described above.

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Measuring Transient Data

How to get equivalent measured data

There are two test methods to get the needed measured data.
Note following:
• Each phase is based on constant power and RPM conditions.
• The thermostat is bypassed.
• At the end of a each phase there is a steady state.

Three phases test

The required test runs in three phases:
• Phase 1 - warming-up. The vehicle is operated at constant speed and low load. After
reaching steady state conditions of the thermal system with the next phase can be
proceeded.
• Phase 2 - power. The vehicle is operated at the same speed but high load. The increased
heat release of the engine leads to rising coolant temperatures. If the temperature is
constant, the next phase will follow. Here, it is important that the thermostat is bypassed
to get correct values.
• Phase 3 - cooling-down. Low power is needed for a slow drive at a constant speed. If the
radiator temperature gets constant after cool-down, the test run will end.
Use the results of phase 2 or 3 to verify your manually adjusted standard engine model or phase
2 for creating measured data files for the automatic adjustment of the advanced engine model.

Test run

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Heating-up and Cooling-down

Cold start test

The cold start test describes the heating-up of a car from a very low temperature mostly below
the zero point (e.g. -20°C). The engine is started and charged with a constant power and RPM.
Use the measured values from the start until steady conditions are reached. (At about 80 °C
coolant temperature ).

Loading and validation of measured data into the advanced engine model.
In the engine definition window you have to activate the page Data. If the advanced model is
activated (checkbox Use advanced model for masses), the following interface is visible

In the file provided here your measured transient data is entered.

The necessary data consists of:
• Time (starting at 0s)
• Engine RPM
• Ambient air temperature
• Entry temperatures coolant and oil
• Exit temperatures coolant and oil
• Flow rates coolant and oil
Note that no transient deviation of the load (BMEP) is allowed, this is assumed to be constant
after the load step (in order to achieve steady state conditions at the end of the measured
dataset).
Assuming valid data has been entered, it is now possible to quickly visualize the temperatures,

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revolutions, flow rates and the heat output by using the buttons for the characteristic curves.
This can be helpful to find and identify possible measurement errors before using the data in the
engine model.

Measured data viewer

Following temperatures will be shown:

• Oil temperature
• Coolant entry temperature (heater)
• Coolant exit temperature (heater)
• Air entry temperature (heater)
For each measured value you will see two characteristic curves. One original and one
transformed by regression.

Tip
Please ensure that the regression result is correct. The first value of each temperature
should be very similar.

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 Tip
Revolutions should not fluctuate too much. A constant number of revolutions is desired.

A click on this button will open you the flow rate diagram. Often it depends on the RPM.
The flow rate should be nearly constant, too.

This value is calculated using the temperature difference on the heater and the flow rate.
Please, prove on a successful regression.

The next diagram shows you acceptable, measured data. The RPMs after regression (green line)
do not fluctuate too much (about 60 RPM).

Example: RPM measured data

Icon Description

If all input data are correct, close the window and proceed with the next step.

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The Advanced Engine Model

Differences between Standard and Advanced Engine Model

The standard model has two main disadvantages:
• There is only one mass model (the 4-mass-model) implemented. This works well for some
engines, others require different mass distributions. The necessary adjustments cannot be
performed in the standard engine model.
• The options for automatic engine model adjustment are very limited in the standard
model. Most parameters have to be estimated manually. This leads to high adjustment
effort and user dependent results.
As a consequence the demands on a new engine model are:
• High flexibility (the user must be able to decide which mass model is used), but also
• stable automatic adjustment
• without the need for additional measurement data (compared to the standard model).

Tip
For the advanced engine model it is strongly recommended to define the heat in the
steady state heat table by providing entry and exit temperatures plus volume flows.
Defining the heat directly often will lead to stronger deviations from the desired
temperature levels than otherwise. Please activate the checkbox Heat defined by volume
flows and temperature increases of oil and water on the page Heat whenever possible.

Prerequisites for Using the Advanced Engine Model

There is currently one important restriction: The advanced engine model cannot be used for
engines with more than one cylinder row!If more than one cylinder row is selected

the checkbox used for activating the advanced engine model is not available and a warning
message is displayed.

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The only additional data required (compared to the standard engine model) are the following:
For the automatic adjustment of the engine a load step measurement is required. The transition
from one steady state operating point to another steady state operating point has to be
measured and provided. The measured data has to start with the load step and end when steady
state temperature levels are achieved. The steady state operating point before the load step
has to be defined by the engine power and the corresponding revolutions. These two values
are not required in the standard engine model.
Another slight difference is the fact, that whereas the standard model requires the ratio of heat
effective friction power for each water and oil side separately, the advanced engine model needs
only the total ratio of heat effective friction power. The distribution of friction power between oil
and water side is adjusted automatically.
Apart from this, the user has to provide the same data as for the standard engine model.

The tab Advanced Model

The first thing one has to do is to activate the checkbox Use advanced engine model for masses
on the tab Data.

When this is done, the tab advanced model becomes visible, which initially shows an empty
mass model.

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The tab consists of the following main parts:
• The drawing area, where the user can place point masses by drag and drop just as in the
main KULI drawing area. Here the advanced engine mass model has to be defined. The
only fixed components are the interface components to the rest of the KULI system:
1) The direct oil mass (1.PM) is the interface to an oil circuit outside the engine model. 2) The
direct water mass (2.PM) is the interface to a water circuit in the main KULI drawing area and
3) The Air mass (3.PM) connects the engine model to the air path. This is only formally
modelled as a mass, it is assumed to have a fixed temperature (the entry temperature of the

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engine on the air side.

• The advanced engine model tool bar, which is divided into three groups:

The buttons on the left provide the file interface of the advanced engine model. From left to
right these are: new advanced engine model, open advanced engine model, save advanced
engine model and save advanced engine model as ...The buttons in the middle allow to place and
connect components in the drawing area. The four available buttons are: new point mass, new
heat conduction component, new branch and new connection.The buttons on the right are
intended for manipulating the drawing area. These buttons are: select component, move
drawing area, zoom and zoom fit.
• Directly below the advanced engine model tool bar is the file info bar, which displays the
name of the currently loaded advanced engine model file.

• The upper left side of the advanced engine model tab contains the automatic adjustment
interface:

Here the user has to specify the total mass of the engine, which is used as an upper boundary for
the total mass of the advanced engine model. Clicking the Measurement data file button opens
the window (already known from the standard KULI engine model) where the transient load step
measurement is entered, stored and displayed. Clicking the button Adjustment starts the

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adjustment process, if all necessary data is available. Otherwise the user will be informed, which
data is missing.
The adjustment status field below displays, whether an engine model is already adjusted or
not.
The Check Adjustment button finally lets the user visually check how well the simulation of the
adjusted model fits the measured data of the load step. It is only available for an adjusted
model.
• The lower left side of the advanced engine model tab is reserved for the component
information panels.

Creating an Advanced Engine Model

When starting a new advanced engine model one can either load a predefined mass model (e.g.
the standard four mass model) or construct an arbitrary user defined mass model in the drawing
area.
For doing so, one has to take components from the tool bar and place them in the drawing area.
There is one big difference between these components and the components used in the main
KULI window:
In the advanced engine model, only three different component types (point masses, heat
conduction components and branches) are available. Additionally, the properties of these
components are restricted to what is required in the engine model. Therefore they are not
stored in separate component files, but in the advanced engine model file itself. Neither have
components separate component windows, their (very few) properties can be set in the
component information panels, which open left of the drawing area.
How this works becomes clear when clicking for example on the direct oil mass (1.PM). When the
point mass is selected, the point mass information panel opens:

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An engine point mass is defined by its mass and its specific heat capacity. Additionally each
point mass can receive heat from thermal losses on oil and water side (see the checkboxes
Power loss oil and Pwr. loss water) or from friction on oil and water side (Friction oil and Friction
water). Note that each of these checkboxes can be activated for only one point mass in the
engine model. If one or more of the checkboxes are activated for a point mass, this is also
displayed in the drawing area left of the respective point mass:

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The interface components for oil and water also dissipate heat to the corresponding KULI
circuits.
The Sensor/Actuator checkboxes will be explained later on.
Furthermore each component can have three different states:

1. Data missing: The name of the component is red, click on the component to enter the
missing data in the component panel.
2. All data provided by the user: The name of the component is black; it will not be adjusted in
the automatic adjustment process.

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3. Auto Adjustment: The name of the component is green, for a point mass the user only has to
define the specific heat capacity (the material), the mass will be adjusted automatically (with
the total mass as upper and 1% of the total mass as lower boundary)

When adding a new point mass, the corresponding component information panel opens as soon

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as the point mass is placed on the drawing area. This works the same for heat conduction
components. A heat conduction component information panel will look like this:

• The first possibility to define an engine heat conduction component is by directly

providing a heat transfer coefficient / reference area product. It is not necessary or
possible to enter these two values separately, as they are both theoretical model
parameters. It is usually impossible to clearly define a "contact area" or a heat transfer
coefficient between two masses of the engine.
• If the heat conduction component connects a point mass to the air mass (3.PM), it can be
useful to approximate the heat dissipation based on plate theory. For doing so,
activate the checkbox in air flow and enter values for Air speed and Area. The k.A field will
then be filled out automatically. It is usually a good idea to provide (even approximated)
information on the heat flow to the air, because reducing the degrees of freedom of the
engine model usually will improve the quality of the automatically adjusted engine.
• Finally it is also possible to activate the checkbox Auto-Adjustment. This will be usually
very useful for internal heat transfer between point masses.
The color coding (red, black and green) for heat conduction components is the same as the one
used for engine point masses.
The last component which can be placed on the drawing area is the branch:

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Here, only the number of branches can be adjusted. This component provides only connections
to point masses and heat conduction components, it does not play any active role whatsoever in
simulation or automatic adjustment.
Placing one component after the other on the drawing area and connecting them will finally
lead to a complete advanced engine model. For the standard four mass model this will look like
this:

It is now important to store the engine mass model in a file by using the buttons in the tool bar.
Note that both the total mass and the adjusted parameters are also stored in this engine
model file. Do not forget to store your engine model, after you have found a satisfying
adjustment! Be careful not to overwrite an existing engine model used in a different
engine!

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Adjusting an Advanced Engine Model
There are two possible ways to adjust a complete engine model: automatically, or manually. But
even if the user chooses to adjust the model automatically, it is of course possible to define
some parameters explicitly. KULI determines, which components are not user-defined (for such
components the Auto-Adjustment checkbox is activated) and changes only these in order to
obtain an adjusted engine model. This requires some additional remarks:
• Depending on the number of undefined parameters, on the way the components are
connected and on the number of calibration measurements the solution of this
optimisation problem will usually not be unique. But it will be user-independent and
reproducible, as the user has no influence on the initial values of the optimisation.
• If KULI cannot find a proper solution:
1. Make sure that the input data (specifically the heat table and the transient load step data)
are correct. Erroneous data will lead to very "creative" approaches by KULI in order to
obtain a "good" adjustment.
2. The parameters set to auto-adjustment should not depend on each other in an obvious
way. If this is the case, physically senseless parameter combinations can lead to good
adjustment results, too. Because usually the user wants to avoid implausible mass or heat
distributions, it is in this case a good idea, to manually set one or two parameters to
plausible and realistic values. This will usually force KULI to find realistic settings for the
remaining parameters as well.
3. If the heat table and the transient load step do not fit perfectly, this can also cause
difficulties. Often these problems can be solved by activating the checkbox Allow power
adjustment on the page Data. Now KULI adjusts the power after the load step so that the
desired oil and water temperatures are obtained for steady state simulation (based on the
steady state data in the heat table). KULI displays the changed power value in the
corresponding test field, please always make sure that this value is not too far away from
your original value. If this is the case, you really should check again your data.
• If you choose to set all model parameters manually, you still have to press the
Adjustment button before using the advanced engine model in KULI. This is because the
heat distribution from the engine to the advanced model has to be calculated based on
the steady state data. If all model parameters are user defined no transient
adjustment will take place and thus no transient load step measurement is required.
• After the automatic adjustment of the engine model it is also possible to change
parameters manually and check their influence on the system by clicking the Check
Adjustment button.

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If required the user can also select between two different methods for the steady state
adjustment of the engine model. The difference between them lies in the different concepts
behind the calculation of the supplied heat to the engine (combustion heat) from the measured
amounts of heat to oil and water in the heat table:
1. The general approach (usable for all engine models) uses a parameterized function (third
order polynomial in rpm and mean effective pressure) to describe the combustion heat to
oil and water. The parameters of this function are automatically selected so that they
reproduce the measured heat to oil and water as closely as possible when simulating the
engine. The advantage of this method is the usability for 4- and 5-mass models alike. The
disadvantage is its inability to reproduce arbitrary characteristics for the combustion heat,
as it is restricted to third order characteristics by definition.
2. The energy balance approach only works for standard 4-mass models. All steady state
model parameters are first calculated by an optimization routine, then the supplied heat
is recalculated based on the energy balances for the direct oil and water masses. This is
the same approach as it is used in the standard KULI engine model. The advantage of this
is that arbitrary steady state heat tables can be reproduced very closely, the main
disadvantage lies in the restriction to standard 4-mass models.

The selection between the two methods is made by activating (or deactivating) the checkbox
Regression of 4m model directly below the "Adjustment" button. If activated, method 1 is used,
otherwise method 2. If an adjusted engine model is opened, the default setting of the checkbox
is determined by the adjustment type of the engine model, for new or not adjusted engine
models the default setting is taken from the project analysis options.
For an adjusted engine model the type of adjustment method used is easily visible:

To start the automatic adjustment process, click on the button Adjustment. If the advanced
engine model is already adjusted, KULI will give a warning in order to prevent unnecessary
calculations.

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During the adjustment process the components currently evaluated are highlighted in the
drawing area. For the standard 4 mass model this means for the steady state adjustment:

For the transient adjustment process the display looks like this:

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Validation of the Adjustment
After the adjustment of the engine model it is strongly recommended to validate the results with
the built in tools provided by the engine model. If there are any serious problems encountered
during the adjustment process, an error message will appear, but whether the precision of an
automatic adjustment is sufficient or not depends on the user.
The first possibility is to click on the button Check Adjustment

This opens a separate window where the user defined load step (from the transient adjustment)
is simulated and the simulated and measured results are displayed side by side.

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Deviations in the steady state phase at the end of the load step would indicate that the steady
state heat table and the transient load step are based on contradicting measurements (or that
there are some measurement errors).
The second possibility for validation is clicking on the button Adjustment Details

This again opens a separate window, but here the adjustment is analyzed in a more numerical
way

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In the top of the window the Adjustment type is shown (both by text and color code), then the
regression parameters for the supplied heat are displayed. If the engine has been adjusted
based on the energy balance method, these parameters are not used and are thus not available.
Additionally the distribution of the frictional heat to oil and water side of the engine is given.
In the lower half of the window the quality of the adjustment is analyzed in more detail. For both
the steady state and the transient adjustment the average and the maximal error (deviation
from the measured target temperature in Kelvin) are displayed for oil and water. For the steady
state adjustment the average and maximum are calculated with regard to the individual steady
state operating points, for the transient adjustment average and maximum are evaluated along
the time axis.
For an energy balance based adjustment this window looks like this:

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As can be seen here the quality of the adjustment usually will be slightly better for the energy
balance method, the price to pay is that it only works for 4 mass models.

Using the Advanced Engine Model in KULI

A completely adjusted advanced engine model can be used in KULI just like a standard KULI
engine model. From the "outside" the advanced engine looks and behaves just like any ordinary
KULI engine, there are just a few minor differences in the required initial values and the
behavior of sensors and actuators.
The main difficulties with initial values (initial temperatures) for the advanced engine model lie
in the fact that arbitrary user defined mass models can be implemented. Even the relatively

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simple case of a 5 mass model (with a hot piston mass as fifth mass) leads to significant
problems:
Where it was sufficient to supply the (easily measurable) temperatures of the direct masses for
the standard engine model, here it would be necessary to define an initial temperature for the
piston mass as well. This would require fairly complicated measurements and measurement
errors could have very problematic effects on the transient behavior.
To avoid this situation, two possible alternatives are implemented in KULI:
1. If we define a steady state operating point (revolutions and mean effective pressure) in
addition to the steady state temperatures of the direct masses, KULI can calculate the
corresponding steady state temperatures of all other masses in an adjusted advanced engine
model.

These temperatures will then be used as initial values for the transient simulation. The
disadvantage of this method is that it requires the simulation to start at a steady state operating
point of the engine.
2. Alternatively it is possible to specify a fixed initial temperature for all indirect masses in the
model. This approach is for example very useful when modelling the cold start of an engine.

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The second difference between standard and advanced engine model concerns the availability
of sensors and actuators: Where there are clearly defined direct and indirect masses (and thus
corresponding sensors and actuators for their temperatures) for the standard engine model, for
the advanced model there are only arbitrary user defined masses. There is not necessarily such a
thing as a certain "indirect mass oil side" or "indirect mass coolant side", all we know that we
have is a number of masses connected in an arbitrary way.
The way out of this problem is a fixed interface between two sensors and actuators on the
"outside" and two corresponding connectors inside the engine model, which can be "fixed" to
any point mass.

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In the above example the 6.PM is connected to Sensor/Actuator 2 (this is done by activating the
respective checkbox) which is also denoted by the white "2" in the lower left corner of the 6.PM
icon. 1.PM is connected to Sensor/Actuator 1 accordingly.
Outside the advanced engine model these connectors can be used freely for connections with
the sensor path.

The same principle is used for reading and setting the thermal conductivity (k.A) of heat
conduction components in the advanced engine model as well.

Theoretical Background for Automatic Adjustment

Mathematically, the adjustment of an engine model requires coupling the steady state and
transient solutions of the heat conduction differential equations with an advanced optimisation
algorithm. Optimisation parameters are all values required for the simulation of an engine
model, which are not user-defined. Thus possible optimisation parameters are:
• Heat transfer coefficients (defined in the heat conduction components) between engine
masses.
• The engine masses themselves

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 • The ratio of heat effective friction going to the oil side (the remaining fraction goes to
the water side)
• The power loss of the engine going to the oil and the water side. Only the power
dissipated to the oil and coolant circuits can be measured, the power going from the
engine to the oil and water point mass has to be calculated during the adjustment
process.
Especially the last point proves to be a little problematic.

Modelling the power loss of the engine

In the engine heat table (on the page Heat) the heat dissipated to oil and water is available for a
number of operating points. For each of these operating points the corresponding heat to the
engine and oil point masses has to be calculated. Modelling these values independently would
increase the number of optimisation parameters drastically (30 user defined operating points
would mean 60 additional parameters for the optimisation). Therefore a different approach is
needed!
The first possibility is a regression of the heat to oil and water based on fixed formulas. The
number of parameters thus is reduced to the number of function parameters. We model the
heat to the coolant and the heat to the oil as third order functions of engine revolutions and
mean effective pressure:

By doing so we have limited the required number of additional parameters for the engine heat
to 12.
The second possibility (also used in the standard KULI engine model) is solving an energy
balance to calculate the heat to oil and water explicitly. This leads to no additional parameters,
but only works for a standard 4 mass model. Here the temperatures of both oil and water direct
mass are known for each steady stateoperating point in the heat table. This makes it possible to
calculate the heat flows to the ambient air and between oil and water. Using the additional
measured thermal losses to oil and water circuits and the measured friction, the energy balance
can be solved for the amounts of heat supplied to oil and water side of the engine model.
Taking e.g. a five mass model, this is not possible, because the exact temperatures of the piston
mass are usually not known.

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Splitting the problem into sub-problems
Let us consider the situation of a typical four mass model with only the heat dissipation to the
air and none of the masses defined. The number of optimisation parameters thus is
• Heat transfer coefficients: 3 (water and oil direct to indirect plus direct oil to direct
water)
• Masses: 4
• Ratio of heat effective friction: 1
• Engine power loss: 12
This leads to a sum of 20 optimisation parameters. Considering the fact that a high number of
optimisation parameters both slows down any optimisation algorithm and also usually has
negative influences on the stability, these are clearly too many.
What we have not taken into consideration so far is the fact that we have both steady state (the
engine heat table) and transient (the transient load step) information available. A closer look at
the corresponding equations and differential equations reveals, that the steady state problem is
independent from the engine masses and the heat transfer coefficients between the direct and
the indirect masses. All other parameters on the other hand depend only on the steady state
data.
Based on this we can divide our optimisation problem into two sub-problems:
1. The Steady State Problem considers only the steady state part of the engine model, which
are the direct masses and the heat dissipation to the air (14 parameters for the four mass model)
2. The Transient Problem, which is used to adjust the engine masses and the remaining heat
transfer coefficients (6 parameters for the four mass model)

Solving the steady state problem

The main task of the steady state problem is to minimise the difference between simulated and
measured steady state oil and water temperatures. Mathematically the steady state engine
model can be written as a set of equations

............... set of stationary pm

................ number of stationary pm
........ heat transfer coefficient between pm i and j

................. temperature of pm i

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 ..... heat from engine to pm i

... heat from friction to pm i

..... heat from pm i to circuit

which describes the fact that for a steady state solution each point mass can neither gain or lose
thermal energy (otherwise its temperature would change and the solution would not be steady
state). For the steady state problem we thus only have to solve a linear system of equations, no
differential equations are required.
Setting our unknown parameters to arbitrary values now leads to steady state temperatures for
oil and water for each operating point in the heat table. Comparing these simulated values with
the measured data allows us to define an objective function for the steady state optimization
problem

Obviously we want that

For solving the optimization problem we use a constrained SQP algorithm, the constraints are
needed to guarantee physical plausibility of the solution (e.g. heat transfer coefficients are non-
negative, the ratio of heat effective friction must be between zero and one).

Solving the transient problem

The transient behavior of the engine network is described by the following system of differential
equations

............... time
............ mass of pm i
............ specify heat capacity of pm i

where we set the already adjusted values from the steady state problem and the remaining
unknown parameters. This system is solved by an algorithm based on 5th and 6th order Runge-
Kutta formulas which has proven to be very stable and reliable.
Now we are not only interested in the steady state final temperatures of oil and water, but also
in reproducing the measured transient temperature curves as closely as possible.

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Consequently, the objective function of our transient optimisation problem has to look
something like this

which corresponds to the areas between measured and simulated curves. If these areas vanish,
the measured and simulated curves become identical. Again we desire

Practically, the integral in the objective function is approximated based on the function values
at several discrete nodes. The optimisation problem itself is again solved with a constrained SQP
algorithm, this time the constraints consider the non-negative heat transfer coefficients and
masses.

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An additional constraint is posed by the fact that the sum of the masses must not be larger than
the user-provided total engine mass. It may however be lower, because not necessarily the
complete mass of the engine is actively involved in the modelled thermal processes.

Remarks on the transient adjustment

Considering measurement expenditure things are seemingly unnecessary complicated by the
requirement that the measured transient load step has to start at a steady state operating point.
The reason for this is that usually only the temperatures of the direct oil and water masses can
be measured. Because the transient simulation requires initial temperature values for all point
masses, there is only one solution:
If we know that the system is in one clearly definedsteady state operating point (that is what we
need the user-input on Power before load step and Revolutions before load step for), we can
calculate temperatures for all direct and indirect masses by solving the steady state system for
the given operating point. We can do this, because we already know all necessary parameters
from thesteady state adjustment process. This is another important advantage of splitting the
overall optimization problem into two sub-problems.
Another requirement is that the transient measurement curve also ends in steady state values.
The reason behind this is much more trivial. It simply enables us to reduce measurement error
by using the average temperatures of the last five measured points instead of the temperatures
of the last point alone as measured steady state end-temperatures. These temperatures for oil
and water are then used for the (optional) automatic adjustment of the Power after load step.

Sensors/Actuators/KULI lab
The engine provides the following interface to signal path, calculation objects and to COM:

Notation Notat Notation SI Description

Direct ion KULI lab Unit
Access GUI

- AGR

Air kPa Air entry pressure

entry pressure

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 Air entry °C Air entry temperature
temperature

Air bar Air exit pressure

exit pressure

Air flow speed m/s Oil pan air speed

oil pan

Air mass flow kg/h Air mass flow engine surface

Air m/s Engine surface air speed

speed engine
surface

Air temperatur °C
e

Average dissip kW
ated power

Change -
of Ignition
Angle

Code

Combustion kW
power from
fuel

Comment
Comp.

Comment Par.

Comment
Sim.

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 Consumption kg/h Fuel consumption according to actual
operating conditions (e.g. depending on actual
temperature levels) based on approximation
by Willans lines

Coolant conne kW Heat rejected by the engine to the coolant

ctor: Removed
heat

Coolant: kW Heat supplied from combustion to coolant

Supplied heat side

Core kW Heat flow to/from coolant direct heated part

mass coolant:
Heat flow

Core mass kW Heat flow to/from oil direct heated part

oil: Heat flow

Current consu kg/h Fuel consumption according to engine input

mption/map data

Diss. power kW Heat effective part of dissipated engine power

heat effective

Effective kW Effective engine power

power

Entry kPa For engine with "Data for Turbocharger" only

pressure charg
e air

Entry °C For engine with "Data for Turbocharger" only

temperature
charge air

Entry °C Engine oil inlet temperature

temperature
IM

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 Entry tempera °C Coolant entry temperature
ture OM

Exit pressure kPa For engine with "Data for Turbocharger" only
exhaust gas

Exit °C For engine with "Data for Turbocharger" only

temperature
exhaust gas

Exit °C Engine oil outlet temperature

temperature
IM

Exit temperatu °C Coolant exit temperature

re OM

Factor N -

Factor NN -

Filename

Gen.Extrapola
tion

Heat emission kW Engine surface heat rejection into ambience

engine surface

Heat emission kW Heat rejected to ambient by the oil pan

oil pan

Heat flow to kW Heat rejected by the engine to the coolant

fluid

Heat oil kW Heat flow oil side to coolant side

to coolant

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 Heat W/ Engine surface heat transfer coefficient
transfer coeffi m^2
cient engine /K
surface

Heat transfer W/ Engine surface heat transfer coefficient

coefficient oil m^2
pan /K

Heat kW Heat rejected by the engine to the oil

transfer fluid

Heat kW Amount of heat rejected to the indirect mass

transfer to oil
indir. mass oil

Heat transfer kW Amount of heat rejected to the indirect mass

to indirect coolant
mass coolant

Initial temp. °C Initial Temperature of "coolant direct heated

coolant direct part"

Initial °C Initial temperature oil direct mass

temp. oil
direct

Limit 1/
Revolutions min

Mass flow rate kg/h Mass flow rate oil

IM

Mass flow kg/h Coolant mass flow

rate OM

Oil connector: kW Heat rejected by the engine to the oil

Removed heat

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 Oil: kW Same as "Supplied heat oil"
Supplied heat

Oil: °C Engine oil outlet temperature

temperature
out

Peripheral ma kW Heat flow to/from coolant indirect heated

ss coolant: part
Heat flow

Peripheral ma kW Heat flow to/from oil indirect heated part

ss oil: Heat
flow

RPM Engine 1/
min

Slope %

Sum Consump kg Should be the fuel consumption from

tion simulation start time to current time for actual
operating conditions

Sum Consump kg Should be the fuel consumption from

tion (Map) simulation start time to current time using the
supplied fuel consumption map

Supplied heat kW Heat supplied from combustion to coolant

coolant side

Supplied kW Heat supplied from combustion to oil side

heat oil

Temp. of °C Coolant indirect mass temperature

indirect mass
coolant

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 Temp. of °C Oil: indirect mass temperature
indirect mass
oil

Temperature °C Engine coolant outlet temperature

of cooling
medium

Torque Nm Actual torque

Torque Limit Nm Max torque

1.3 Component Parameters

1.3.1 Parameters for Heat Conduction

The introduction of insulated point masses makes it necessary to model heat conduction
between point masses as well (as an insulated point mass does not have fluid circuit connectors,
it would not be possible to include the point mass in the simulation otherwise). This gives an
isolated point mass one possible interpretation as an indirectly heated mass.
To facilitate the modeling of heat conduction a new KULI component, the heat conduction
component is introduced as well. For more information about the heat conduction component
please see the corresponding chapter. The following image summarizes all extended features
regarding the KULI point mass heat conduction.

Overview of possible connections for heat conduction

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A point mass can gain thermal energy from four different sources (naturally energy can also be
lost in the same ways):
• If the point mass is included in a circuit, then heat exchange between the point mass and
this circuit takes place. The amount of heat exchanged is proportional to the temperature
difference with a factor k.A:

where Q is the thermal energy, k the heat transfer coefficient, A the effective area of heat
transfer, TC the (local) temperature of the circuit and TP the temperature of the point
mass. For more detailed information on how heat conduction from the fluid works, see the
chapter Point Mass Data Input.

A point mass can also gain energy from the External Heat Supply connector. The amount
of energy in this case is independent from the temperature of the point mass. A loss of
energy is modeled by a negative gain.

The External Heat Supply connector of a point mass

• Furthermore, the sensor Connect. heat conduction comp. can be used to connect a point
mass to a heat conduction component (which is then connected to another point mass).

Connection of two point masses using a heat conduction component

Heat exchange between the thus connected point masses again is proportional to their
temperature difference, but in this case the formula involved denotes as

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 where l is the length and lambda the thermal conductivity of the heat conduction
component.

• Finally, it is possible to connect several point masses to a thermal network. This can be
done by using branches as shown in the following image:

For the purpose of creating a thermal network, the number of exits of a branch can be
changed as well:

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 This feature only works for a thermal network branch and in the sensory path. It is not
possible to create multi-branches in fluid or air networks.

1.3.2 Parameters for Point Mass

The Point Mass can be used very similar as the other KULI components. By clicking on one of the
icons in the toolbar Drive, the following window Component parameters will be displayed. After
definition of the Initial temperature and the file name of the Component, a new Point Mass
symbol will be inserted on the page Circuits / Air Path.
The Point Mass can be used either as a mass in the air flow, as a mass in inner circuits or as an
insulated point mass

If the Point Mass is added to the air flow network of the system by working on the page Air side.
Here, it is necessary to connect the Point Mass with the previous and next component. The
graphical representation is done in the 3D graphics window of the air path.
If the Point Mass is added to an inner circuit, the symbols will be displayed on the page Circuits /
Air Path. In the 2D graphical network, the user can comfortably connect one inner circuit with
the point mass. As a result the mass will be heated up and cooled down by the inner medium.
If the Point Mass is used as an insulated Point Mass, it will be visible on the page Circuits/Air Path
as well. In this case no connectors for inner circuits will be available. For the case of an insulated
Point Mass it is additionally possible to give the Point Mass a fixed temperature. This feature can
be used for example to model surroundings:

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When an insulated Point Mass has a fixed temperature, it is also displayed differently on the
page Circuits / Air Path:

Tip
The 3D graphic of the air side will only be displayed, when you have the page Air side
active.

The definition of the Initial temperature [°C] is essential to start the transient analysis. The initial
temperature is always the temperature of the Point Mass at the beginning of the simulation
(start time of transient analysis).

1.3.3 Parameters for Engine

Simulation with an Engine Model

The engine model is designed to work in two circuits. If you create a new engine in your cooling
system, two KULI components will be drawn on the page Circuits / Air Path. For a simulation you
must have at least one water and one oil circuit

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Inner circuit components
By double clicking on one of these two engine components its Component parameters window
will be displayed. There you can define the initial temperature of each model mass:
• Coolant side direct [°C]: Starting temperature of the direct heated mass, which is warmed
up by the coolant.
• Coolant side indirect [°C]: Starting temperature of the indirect heated mass. This mass is
warmed up by the heat transfer from the direct mass on the coolant side.
• Oil side direct [°C]: Starting temperature of the direct heated mass, which is warmed up by
the oil.
• Oil side indirect [°C]: Starting temperature of the indirect heated mass. This mass is
warmed up by the heat transfer from the direct mass.
• Air volume underhood [m³]
For the heat transfer on to the air side it is required to define a Heat transfer coefficient. This can
be assumed to be constant or air-speed-dependent. If the radio button is set to the second
option, this has the following meaning: The heat transfer coefficient from engine to air can be
modeled as

where an offset c is introduced to fit the theoretical functions to the measured data. Practically
the offset is designed, so that a point defined by the measured data (heat transfer coefficient,
effective area and air flow velocity during measurement) is on the corresponding function's
graph.

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If the heat transfer coefficient is defined to be air-speed-dependent, then additionally the flow
cross-section underhood has to be specified. This is needed to calculate an air speed from the
mass flow on the air side.
It is also worth mentioning that strictly speaking the overall heat transfer coefficient is
composed of three parts: inner medium to engine, engine to outside and outside to air. As the
heat transfer coefficient from outside to air is significantly smaller than the two other parts, it is
the dominant part for the overall value (inverse values are added). Therefore the two other parts
are neglected in this model.
Regardless of the selection of the heat transfer coefficient , it is also possible to define the air
resistance of the engine. To do so, enter a valid resistance component (such as a built in
resistance, an area resistance, an air flap or an electric heater) using the buttons right from the
input field Air resistance engine.
Finally you can create, use or display an engine model. Provided that you have already defined
an engine in the library, you can select it simply by pressing the use existing component button
. The display button opens the Component parameters window to view or change an engine
model. If you want to create a new engine use the create button .

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Component parameters Engine

Tip
The direct heated masses have the same temperature as their associated circuit
medium. The heat balance between each other to reach this state will be performed by
KULI base automatically.

If you use an advanced engine model, the component parameter window looks slightly different
(this is due to the flexible user-defined thermal network, which can have an almost arbitrary
number of masses instead of the hard wired 2 direct and 2 indirect masses of the standard
model). To get more information about this, please refer to the chapter Using the Advanced
Engine Model in KULI.

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Integration of the engine in the exhaust-gas circuit

Engine parameters
To include an engine in an exhaust gas circuit (EG-circuit) the box Use engine in exhaust gas
circuit must be ticked. This provides three additional link positions to the engine - one for the
combustion air, one for the fuel and one for the exhaust-gas (see example below). A branch must
be used to provide a charge air path and a fuel path. In the air path air tubes, filters, the
compressor and the charge air cooler can be included. In the fuel path no component should be
included. Charge air flow and fuel flow are calculated in the engine component.

Example of an EG circuit

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2 eco

2.1 Steam Valve

The steam valve is used to control the flow in steam circuit (Clausius-Rankine-Cycle). It is a
mandatory component of the steam circuit. No component file exists for the steam valve; the
Component parameters window is used for data input.

Steam valve component symbol

2.1.1 Parameters
For the steam valve 2 control modes are available:
• Mass flow controlled
• Temperature controlled
Mass flow controlled means that the mass flow specified in the drop down selector is set in the
flow path where the valve is located.
Temperature controlled means that the mass flow is adjusted to maintain the specified
temperature. In this case a "Controller input: Temperature" connection must be established to
the according temperature sensor. To allow balancing, the temperature of the sensor connected
to the controller input must change in accordance with the mass flow.

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Parameter window for the steam valve

2.1.2 Temperature control

The mass flow of the working fluid is adjusted to maintain the sensor temperature of a specified
component. A Controller input: Temperature connection must be established to the
temperature target. Temperature sensors are accepted as controller inputs for steam valve only.
Please take care that the temperature of the target depends on the mass flow - otherwise mass
flow adjustment will fail.

Controller input: Temperature connection (example)

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2.1.3 Steam circuit control restrictions
• Control must be modeled in the high pressure section (evaporator path) only
• Flow control must be unambiguous e.g. each flow path must be controlled by one steam
valve exactly
• If the target temperature specified cannot be maintained a minimum flow is established
(e.g. this will happen, if the target temperature is higher then the heating gas temperature)

2.2 Steam Circuit

The steam circuit is treated as an Inner Circuit by KULI. Therefore it can be used and handled as
any other Inner Circuit.
The user interface of the steam circuit offers the choice between setting an open or closed
circuit. A closed circuit is a complete steam circuit. It consists of at least the components pump,
evaporator, expansion device and condenser. An open steam circuit is consists of passive
components with 2-phase capabilities and is subject to restrictions. Flow, pressure and enthalpy
are specified at circuit entry, expansion device and steam valve are not allowed in an open
steam circuit.
The input dialog for closed and open steam circuits consist of two register pages (General data
and Parameter respectively Outlet).

2.2.1 Modelling Rules

The following rules apply to steam circuits in KULI:
• The high pressure section of a steam circuit must contain the following the components in
order:
pump-> steam valve-> heat exchanger-> expansion device
where a heat exchanger must be one of the following components: evaporator, refrigerant PFC,
refrigerant PHE, plate heat exchanger, or heat flow source.
• The low pressure section of a steam circuit must contain a condenser, where a condenser
may be one of the following components: condenser, evaporator, refrigerant PFC, plate
heat exchanger, AC plate heat exchanger, or heat flow source

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A minimal steam circuit model with valid high pressure and low pressure sections
• The low pressure section of a steam circuit must not contain a steam valve

This steam circuit is not valid because the steam valve is in the low-pressure part (between
expander and pump)

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 • A Point mass between steamvalve and the associated temperature sensor may cause
problems during balancing of the steam circuit

This steam circuit model is valid but the Point mass between the steam valve and the temperature
sensor may cause problems during balancing
• The maximum number of steam valves in a steam circuit must not exceed two

This steam circuit model is not valid because there are three steam valves (the maximum is two)
• Each branch of the steam circuit must contain a steam valve

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This steam circuit model is not valid because a steam valve is missing in one of the branches
• Steam valves must not be connected serially

This steam circuit model is not valid because two steam valves are connected serially
• A steam valve may only be used in a closed steam circuit
• An expander may not be used in an open steam circuit.

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This steam circuit model is not valid because it is open and contains an expander
• There is no compressor allowed in a steam circuit

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This steam circuit model is not valid because it contains a compressor
• There is only one expansion device allowed in a steam circuit

This steam circuit model is not valid because there are too many expansion devices

2.2.2 General Data

On this page the working medium of the steam circuit is defined.

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A variety of working fluids is available, e.g.:

Refrigerant Name Comment

KM_R134a_V2 improved data set based on Solkane® 134a of Solvay

NIST_R134a data set based on RefProp data

CO2_old data set based on VDI information

CO2 improved data set based on CO2_old

KM_R134a_V2 improved data set based on Solkane® 134a of Solvay

NIST_Ethanol data set based on RefProp data

Comments line and Memo field are available for documentation purposes.

Steam circuit, register General Data

Select working medium for steam circuit from drop-down list.

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2.2.3 Open circuit Outlet values
The datasheet is used to specify the state quantities at the entry of the first component of the
circuit i.e. the outlet of the circuit specifier.

Open Steam circuit Outlet values datasheet

The input of the Outlet values (state quantities of the working fluid at the entry into the first
component) is depending on the speed of the expansion device (expander). If only one point is
specified (single row of the table of the entry values), entry values are valid for any expander
speed!
Although no expander is allowed in this kind of circuit, a certain Expander Speed can be defined
as a reference to an operating point. The user can select between Constant RPM [1/min] or
RPMs depending on a Transmission ratio [-] and on a simulation parameter e.g. RPM engine. If
Revolution reference for expansion device is not selected, the simulation parameter RPM engine
will be referenced.

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2.2.4 Closed circuit Parameter
A closed steam circuit has to be balanced, i.e. the mass flow and the working fluid condition
have to be found such that a number of balance conditions are met. Typical values to be
matched are mass flows, pressures, enthalpies, superheating temperatures, sub-cooling
temperatures, etc. The individual values which must be matched are depending on the circuit
configuration and on the boundary conditions.

Closed steam circuit Parameter datasheet

The Parameter window contains Balance Condition information for the closed steam circuit.
Parameter for balancing are optional and should be used if no balanced solution for the closed
steam circuit can be found. These are important values for the solver. KULI will try to find
appropriate values if desired - for specific situations it might be helpful if parameters are
supplied by the user. Parameters for closed circuit balancing - philosophy
• High pressure is corresponding to working fluid pressure at expander entry, i.e. pressure
level of evaporator(s)
• Low pressure is corresponding to working fluid pressure at expander exit, i.e. pressure
level of condenser(s)

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 • Pressure balance is always searched between pressure boundaries starting with initial
pressure - for high pressure and for low pressure respectively
• If Parameter for balancing is not selected by tick mark, KULI calculates boundaries and
start values internally
• If Parameter for balancing selected the user can put in the parameters, e.g. if no balanced
solution was found by KULI and the user is able to supply reasonable parameters
• If Parameter for balancing was selected the user can put in the parameters
• If Parameter for balancing was selected and the Default values button was pressed
parameters are calculated from working media properties - usually this is the less
preferable way to generate the parameters as steam circuit features will not be considered
Parameter for balancing - Explanation of input values
High pressure Upper bound
Max pressure of working fluid
High pressure Lower bound
Min pressure of working fluid
Initial pressure
Starting pressure of working fluid at expander entry for the solver
Low pressure
Low pressure parameters are valid for expander exit pressure of condenser -
analogue to the High pressure parameters

Closed steam circuit options

For a closed steam at least following components are required
• Feed pump
• Steam valve (working fluid flow control)
• Evaporator
• Expansion device (expander)
• Condenser

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The components must be configured clockwise in the order listed above.

Closed steam circuit - KULI example

Flow control
Flow control is an essential property of a steam circuit. To model the flow control, use the Steam
valve component. Either temperature control or mass flow control are available. Each branch of
the high pressure section of the steam circuit must be controlled. The current version of KULI
supports a maximum of 2 parallel flow paths.
Expander operating modes
The expansion device can be operated in 3 different operating modes:
• Expander mode: Default mode of the expansion device according to specified properties
• Bypass mode pressure controlled: If the bypass mode is activated (actuator Throttle mode
active) an isenthalpic expansion is assumed, additionally to the flow control the high
pressure entry value is required (supplied in the parameter window of the expander)
• Bypass mode orifice: If an orifice is specified in the expansion device component data
(datasheet Bypass) and bypass mode is activated, the working fluid mass flow is
controlled by the orifice and the expansion is isenthalpic.
Low pressure reference
• To set a low pressure reference value, a storage tank is used. The pressure level can be set
using the option Pressure level of the storage tank datasheet.
• The option Liquid at outlet of the storage tank can be used to determine the position of
the phase change from mixed phase to liquid phase in the circuit.

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 • If no storage tank is included in the steam circuit, change from mixed phase to liquid
phase is assumed before the entry of the feed pump.

Closed steam circuit - p-h-diagram

2.3 Expansion Device

2.3.1 General Data

All the input fields are used to provide optional information concerning the expansion device,
which only have protocol status and will be shown in the output later on.

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Dialog expansion device, register sheet general data

2.3.2 Characteristic Curves

Dialog expansion device, register sheet characteristic curves

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Displacement
The displacement referring to the data put into the register sheets of the dialog sheet should be
entered.
Method
A method can be chosen for interpolation respectively regression of input data for characteristic
curves of the expansion device. Details regarding the method details can be found in KULI base
chapter 2D/3D Maps.
Class Limit
The class limit is used to specify the range for a parameter. In the case of the expansion device it
refers to the Entry temperature. Values within the range are refer to the same parameter.
Select
In the Select combo box the graphics output can be selected. The graphic can be displayed by
clicking the Graphics diagram button. Details can be found in chapter "Theoretical Background".

Icon Description

Button: Graphics diagram

The theoretical background how dimensionless data are calculated can be found in chapter
"Theoretical Background".
Calculation Table
To be able to check expansion device data for an arbitrary operating point input a Calculation
table function was provided. Details can be found in chapter "Theoretical Background".

Icon Description

Button: Calculation table

The theoretical background how dimensionless data are calculated can be found in chapter
"Theoretical Background".
Medium
The combo box Medium allows selecting the working medium for the expansion device
(referring to the data input on the register sheet).

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Data for Characteristic Curves
In KULI the behavior of the expansion device is described by multidimensional characteristic
maps. Data can be derived from measurements or from thermodynamic calculation. The whole
range of operating conditions that are intended to be simulated should be covered.
Independent data points for multidimensional maps describing the expansion device are:
• Revolutions (one note page for each revolution)
• Entry temperature
• Entry pressure
• Exit pressure
Dependent data according to the independent data points are:
• Mass flow rate
• Exit enthalpy
• Effective power
This register sheet is used to enter the expansion device displacement and the performance
data. Expansion device revolutions and Entry temperature are considered to be parameters.
That means that for each RPM value and each entry temperature value a set entry pressure
variations and exit pressure variations should be available. For the revolutions the parameter
status has been ensured by providing one register sheet for each revolution. For the entry
temperature the user should take care. Entry pressure and exit pressure can be chosen arbitrary.
However, to achieve good interpolation results, ranges defined by edges of entry pressures and
exit pressures, should be continuous.

Attention
Note that for each entry temperature a set of entry pressure variations and exit pressure
variations should be put in to get a properly set of characteristic maps referring to each
specific entry temperature as a parameter.

Context menus can be used to choose units for input data.

Table handling corresponds to KULI table handling for Diagram display options used for KULI N-
dimensional maps.
Method
For KULI simulation input data are used to calculate dimensionless characteristics of the
expansion device.
Pressing the button Diagram, the data (volumetric efficiency, isentropic efficiency or effective
efficiency over compressor speed with pressure ratio as parameter) are graphically displayed in

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a diagram. Please note that data can also be changed within the diagram window (see chapter
Diagram in KULI).

Theoretical Background
To use dimensionless representation of a component is a well-proven technique in KULI. For the
expansion device following dimensionless data are generated from input data:
• Volumetric efficiency
• Isentropic efficiency
• Effective efficiency

Expansion device, pressure - enthalpy diagram

Volumetric efficiency

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Isentropic efficiency

Effective efficiency

Dimensionless data are used to generate data of expansion devices with different
displacements.

Graphics diagram

Icon Description

Button: Graphics diagram

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The Graphics diagram can be used to display expansion device data graphically.

Graphics diagram for the expansion device - example flow rate

The graphics diagram is displayed for the revolutions selected from the register sheet. Entry
temperature is used as a parameter.
Diagrams for the following data can be selected:
• Mass flow rate
• Exit enthalpy
• Effective power
• Volumetric efficiency
• Isentropic efficiency
• Effective efficiency

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Diagram display options correspond to KULI N-dimensional maps.

Calculation Table

Icon Description

Button: Calculation table

The Calculation table can be used to check expansion device data for an arbitrary operating
point. After clicking the button Calculation table a separate window, containing a calculation
table, opens. Multiple line input is available.
Values to be entered for an operating point are:
• Revolution (RPM)
• Entry temperature
• Entry pressure
• Exit pressure

Calculation table for the expansion device

After a click on the Calculate button results are shown in the table. An orange background color
means that the dataset specified is outside the data range of the input data and that the results
were extrapolated.
Calculated data are:
• Mass flow rate
• Exit enthalpy
• Effective power
• Volumetric efficiency
• Isentropic efficiency
• Effective efficiency

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2.3.3 Connection Attributes - Sensors and Actuators

Icon Description

Expansion device symbol

Window to add a connector for an expansion device

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The Actuators for an expansion device are shown in the picture above.
Throttle mode active actuator allows to switch between expander operation mode (value "0")
and bypass mode ("1"). In bypass mode an isenthalpic expansion is assumed from high pressure
to low pressure.

2.3.4 Parameters
The parameter window is displayed after an insert component action for the expansion device.

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Displacement
For the simulation in the KULI model the displacement can be selected. Dimensionless data are
used to generate data of expansion devices according to the displacement entered in the
displacement field.
Expansion device RPM
For the calculation of the expansion device it is necessary to define an expansion device
rotational speed.
If the radio button RPM depends on is selected an according simulation parameter can be
selected from the combo box; e.g. if the expander speed depends on engine RPM. The speed
ratio between expansion device speed and engine speed has to be entered transmission ratio
data field.
If the radio button Constant RPM is selected the according speed must be entered in the data
field.
Target pressure (High pressure control) [bar]

Bypass mode
If the option "Traget pressure" is selected, the expansion device will operate in bypass
mode: A high pressure value has to be specified and expansion will be isenthalp.
To activate the expansion device, the option "Target pressure" has to be deactivated or
the mode must be set by actuator "Throttle mode active" = 0.

Target pressure (High pressure control) [bar]: Target pressure of the high pressure side at bypass
entry in bar.
Component
The component can be selected as usual in KULI.

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Parameter window for the expansion device

2.4 Battery Cell

2.4.1 General Data

The first block of the input fields is used to provide optional information concerning the battery
cell. This input has protocol status and will be shown in the output later on.

Geometric data
The geometric properties are necessary input values for the computation of heat transfer.
Prismatic and pouch cells require length, width and height; cylindrical cells require length and
diameter.

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Dialog of battery cell, register sheet "General data"

2.4.2 Thermal Properties

Specification:
Cell type
In this drop down menu, several predefined cell types are available to support the user with
default values for the thermal capacity. Additionally a user defined value can be provided.
Heat capacity
This value is the average specific heat capacity of the battery cell. Due to the fact that slight
changes in the cell chemistry can strongly influence the heat capacity, measured values are
preferable.
Mass
This is the overall mass of a single battery cell, which is used to calculate thermal inertia in
transient simulations.

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Heat transfer surface
The area which is involved in convective heat transfer is defined in this box. This heat transfer
area is used in combination with the heat transfer coefficient to calculate convective heat flow
from / to cell.

Dialog of Battery cell, register sheet "Thermal properties"

Model:
You can choose, which heat transfer model is used:
No Convection:
In this case heat transfer only takes place by conduction. A typical example for this case is
cooling with heat pipes in a battery housing.
2D curve:
If detailed information about the heat transfer is available (e.g. from CFD simulation), the values
can be specified in separate tables for different flow-directions. Linear interpolation is applied
for interpolation and extrapolation. In addition the following rules apply:
• If the heat transfer coefficients in the table are only defined for positive velocities, then the
absolute value of the current velocity is taken to determine the heat transfer coefficients.

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 • If the heat transfer coefficients in the table are also defined for negative velocities, then
the characteristic line is taken "as is" for the full range.
• If a negative heat transfer coefficient is encountered (either due to extrapolation or due to
a negative value in the table itself), the heat transfer coefficient is set to zero and a
warning message will be displayed.
• If the heat transfer coefficient is zero and the cell is not connected in any other way (i.e. via
a heat conduction component), then a warning will be displayed.
• If the heat transfer coefficient is set to a negative value via actuator, the heat transfer
coefficient is also limited to zero and a warning will be displayed.
Note: By activating the checkboxes, input tables for various directions become available. This
gives the user the possibility to enter data for different flow configurations. The flow direction is
chosen in the components parameters window (only directions with active checkboxes are
available).
Plate theory:
This method is based on approximation formulas and supports the user in case of unknown heat
transfer values for the battery cell. These formulas require entering the flow direction (e.g. to
separate between a alongside and a crosswise flow for a cylindrical cell) in the Component
parameters window.

Calculation method:
Basically the heat transfer between cell and fluid is calculated as

∆T is the temperature difference and can be calculated in two different ways

1. Based on the entry temperature difference

2. Based on the logarithmic average temperature difference between cell and fluid

Especially for high values of alpha or A this average temperature difference is clearly preferable
to the constant entry temperature difference, as it produces more realistic results.
The method is selected globally in the analysis options of the cooling system (selection for point
mass is also applied to battery cell)

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File Analysis Settings
The exit temperature of the cell is determined by:

If the Battery cell is not connected to any heat conduction component, the new cell
temperature for the time step n is determined by:

2.4.3 Electric Properties

Selected model
Two basic models are available:

R - Model
This model consists of an ideal voltage source and a static (DC) resistance. It requires less input
data than the RC model and shows good accuracy for steady state simulations and simulations
without high dynamical currents.

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R - Model

RC - Model
Additionally to the components of the R-model, it contains a parallel circuit including an ohmic
resistance and a capacitor. This advanced model has an improved dynamic behavior and suits
ideally for high dynamical electric loads.
Due to the fact that this electric effect occurs very fast in comparison to popular time steps for
thermal simulation model, KULI internally considers this effect even if simulation time step is
bigger.

Attention
NOTE: If the simulation time step is bigger than the electric time step, the effect is
considered in the result (e.g. in a change of the amount of waste heat) but an effect like
change of terminal voltage is not displayed in KULI lab.

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RC - Model

Function parameter for map

Characteristic values like the inner resistance, the open circuit voltage and the coulomb
efficiency can be defined in different levels of detail.
By unchecking the boxes, the simplest form to enter the characteristic data is available -
entering one constant value:

Input of constant electric values

The checkbox "temperature" enables a temperature depended characteristic, the checkbox
"SOC" a characteristic which depends on the state of charge.
Both can be combined to a fully temperature and SOC dependent map.

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Input of Temperature und SOC dependent electric values

Cell definition:
Capacity
This value defines the electric capacity of a fully charged cell.
Temperature coefficient
The temperature coefficient (also known as entropy coefficient) considers the reversible
heat. At very high currents the influence of the temperature coefficient might be neglected, at
lower currents it has an important role for calculating the cell temperature.
Note: This heat is caused solely by chemical reactions and not due the voltage drop in the
battery cell! Although this effect is fully reversible, for reasons of simplicity it is combined with
the losses caused by voltage drop to dissipated power.
Typical values are (according to Jossen / Weydanz):
• No consideration of Temperature coefficient: 0
• NiMh -0.7 [mV/K]
• NiCd -0.48 [mV/K]
• Li-Ion +0.08 [mV/K]
The sign of the value indicates if heat arises during charging or discharging. (+ discharging /
-charging).

Characteristic values:
R - Model

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Ri (charge / discharge):
The inner resistance (DC resistance) effects voltage drop and dissipated heat.
V0 (charge / discharge):
Open circuit voltage (OCV) represents the voltage of the cell without any load. Based on the OCV
the terminal voltage is calculated.
Coulomb Efficiency:
The coulomb efficiency is taken into account for charging the cell. It defined by the ratio of
consumed to loading charge.
Typical (averaged) values for Coulomb efficiency are:
• No consideration of coulomb efficiency: 100 [%]
• NiMh 77 [%]
• NiCd 77 [%]
• Li-Ion 99.9 [%]
RC - Model
Beside the typical values of the R-Model the resistance Ri is replaced with:
R1 (charge / discharge):
The pure ohmic resistance, not included in the parallel circuit
Rc (charge / discharge):
The ohmic resistance which is located in the parallel circuit.
C (charge / discharge):
The capacity located in the parallel circuit.

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Dialog of Battery cell, register sheet "Electric properties"

2.4.4 Component Parameters

Initial values
Initial temperature
The temperature of the cell at initial state can be defined by a value or by a variable (Simulation
parameter).
Initial SOC
The level of state of charge (SOC) for initial conditions can be entered here.
The SOC is defined by:

The level of the state of charge (max. 100%) will be calculated in each time step based on the
initial value.

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 Operating point
The Operating Point can be defined by Target current or Target power. A definition by Target
current calculates the loss power direct, a definition by Electrical power additionally calculates
the current.

Note:
P, I > 0: Battery is discharged, P,I < 0: Battery is charged

Parameters
SOCmin / SOCmax:
These values define the borders for the state of charge. By exceeding one of these limits, the
actual current / actual power will be set to zero, until the sign of the target current / target
power changes. Besides a warning, the user gets feedback also by checking the values (e.g. at
the cells sensor) for target and actual current / power. This can be very useful for Co-simulation
with KULI.
Target current / Target power:
The desired value is set externally. It will not be changed, even if the power is not available.
Actual current / Actual power:
This is the available value. If the value is within the limits (SOC min, SOC max, max. current, max.
power), there is no difference to the target value. Otherwise it will be set to zero. The actual
current is used for calculating the electrical and thermal behavior like the loss power and the
state of charge.
The current is limited by

and therefore also the maximum power is limited

Cross section
The cross section is necessary to determine the velocity of the fluid. This velocity is a necessary
input for the calculation of the heat transfer. If the cell is cooled completely free (e.g. a

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standalone cell cooled by an airstream), choose the cross section in a way that the volume flow
divided by the cross section results in the correct velocity.
Flow direction
If the approximation formula is used for convective heat transfer, the flow direction is a
necessary input to determine the correct calculation method.

2.4.5 Sensors and Actuators

The KULI battery cell provides the following interface to signal path and calculation objects:

Name of Sensor/Actuator Available as Sensor Available as Actuator

Filename x

Comment Par. x

Comment Comp. x

Code x

Exit Pressure IM x

Pressure difference IM x

Entry pressure IM x

Volume flow IM x

Mass flow rate IM x

Average dissipated power x

Target power x x

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Heat flow to fluid x

External Heat Supply x x

Average power x

Heat transfer coefficient x x

Initial temperature x x

Exit temperature IM x

Entry temperature IM x

Cell temperature x

Heat exchange area x x

Mass x x

Open circuit voltage x x

Terminal voltage x

Connect. heat conduction comp. x

Initial SOC x x

SOC min x x

SOC max x x

Actual SOC x

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 Coulomb efficiency x

Heat capacity x x

Internal resistance x x

El. network Rc x x

El. network R1 x x

Target current x x

Actual current x

El. network C x x

Additionally a connector for heat conduction components is available.

2.4.6 General Information

Symbols

Shortcut Description

Heat transfer coefficient

Temperature coefficient

Thermal capacity of Battery cell

Thermal capacity of medium

Coulomb efficiency

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 Inner resistance

State of charge

Actual temperature of Battery cell

Inlet temperature of medium

Outlet temperature of medium

Temperature

Temperature difference

Open circuit voltage

Terminal voltage

Electric charge

Heat flow

Advanced Modeling
Modelling a battery module / battery with a cell:
Although the component name "Battery Cell" advises the simulation focus is the cell itself, the
model can also be used for modeling battery modules or the battery itself.For modeling a
battery/module using the KULI battery cell component:
• The mass is the total battery/module mass.
• The thermal capacity should be a good average value for the complete battery/module.
• The heat transfer area is the total area of the battery/module where convection to a
cooling medium occurs. Apart from that, heat transfer to the outside (e.g. due to airflow
around the exterior battery casing) should be modeled using the heat conduction
connector.

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 • If convection is considered, generally using measured 2d characteristics is recommended.
The plate theory approach is intended for cells with a simple geometry, but not for
complex battery/module layouts.
• In this case the geometric data provided on the "General Data" tab will be only used for
reference.
• The electric capacity is the total battery/module capacity.
• All electric characteristics should refer to measurements for the complete battery/module.
Using sensors and actuators for extended modeling of cell properties
By using sensors provided by the cell component and setting values to actuators, the integrated
cell model can be modified for specific requirements and more detailed analysis.
If required, use the complete range of KULI calculation objects to create your own tailor made
battery model.
One possible application could be a modification of the internal resistance (e.g. based on
battery aging, use "Internal Resistance" actuator), or the application of additional heat sources
(e.g. due to closely located power electronics, use "External Heat Supply" actuator).

2.5 Battery Module

2.5.1 General Data

The first block of the input fields is used to provide optional information concerning the battery
module. This input has protocol status and will be shown in the output later on.

Geometric data
The geometric properties are necessary input values for the computation of heat transfer. If the
module has a prismatic profile, then length, width and height are required. In case of a
cylindrical profile, length and diameter are the necessary inputs.

eco 120
Dialog of battery module, register sheet "General data"

2.5.2 Structure

Used cell model

Due to the modular principle of the battery components, the cell's properties (mass, cp value, ...)
are defined directly in the cell and linked to the module.

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Selection of cell model, register sheet "Structure"
The geometric properties of the cell are displayed directly in the module as additional
information.
The orientation of the cells in the module is defined by the dimensions of the cells. For that
reason it's necessary to select the coordinate directions / dimensions correctly. The following
picture shows how the orientation of the same cell can be influenced by changing the
orientation:

Same cell with different orientations

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 Attention
Due to the fact that the orientation of the module's grid is fixed, changing the cells
dimensions (e.g. switching width and height) results in the change of orientation:

Battery module with cells, Cell orientation = Variant A, Grid: X=3, Y=2, Z=1

Configuration
In the configuration any symmetric grid configuration of cells can be created. Also the number of
total cells is defined by this input.

Properties of the housing

Total mass of housing
This includes the overall mass of the housing - not including the cells (which are defined in the
cell model separately).
Heat capacity
This value is the average specific heat capacity of the housing. All parts which are relevant for
the thermal inertia should be included except the battery cells.

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2.5.3 Heat Conduction

Tab page "Heat Conduction"

The heat conduction is calculated by:

...... Heat flow [W]

...... Area of heat transfer (based on the dimensions of the cell) [m²]
....... Heat transfer coefficient [W/m²K]
... Temperature difference [K]

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 Attention
NOTE: If no heat conduction occurs between the cells or between the cells and the
housing, use "0" as an input.

Thermal contact conductance coefficient Cell - Cell

This value defines the heat conduction between the cells in the module. The values can be
entered separately for all 3 dimensions.

Heat conduction between the cells (basic principle, 2D)

Thermal contact conductance coefficient Cell - Wall

The heat conductance between the outer cells and the walls of the housing can be defined for all
3 directions. The housing itself is divided into 6 masses - each of them represents one of the
coordinate directions. The masses will be created by separating the total mass of housing into
the single walls considering its dimensions.

eco 125
Heat conduction between the cells and the housing / walls (basic principle, 2D)

Heat conduction connector of the housing

Each side of the housing can be accessed by a heat conduction component. The index describes
the area the connector is attached to.
e.g. X-Z, -Y: Conduction connector is attached to the X-Z plane, in direction of -Y

eco 126
Heat conduction of the housing, selection of side

2.5.4 Convection

Model
The flow situation for the module can be defined for different situations:
• Flow around the module
• Flow through the module

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Different flow situations for the module

Flow around the module

"Flow around the module" describes a situation where the flow is in contact with the housing
but not directly with the cells. A typical example is an air cooled battery stack (used as module).

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Flow around the module, register sheet "Convection"
The area for the heat transfer surface is calculated by the module's dimensions (defined in
"General data"). The areas which are involved are selected depending on the flow direction. In
general the upper, lower, left and right areas are included.

Example: Areas for the heat transfer (yellow)

The Heat transfer between the module and the medium can be defined in two different ways:

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2D curve:
If detailed information about the heat transfer is available (e.g. from CFD simulation), the values
can be specified in separate tables for different flow-directions. Linear interpolation is applied
for interpolation and extrapolation. In addition the following rules apply:
• If the heat transfer coefficients in the table are only defined for positive velocities, then the
absolute value of the current velocity is taken to determine the heat transfer coefficients.
• If the heat transfer coefficients in the table are also defined for negative velocities, then
the characteristic line is taken "as is" for the full range.
• If a negative heat transfer coefficient is encountered (either due to extrapolation or due to
a negative value in the table itself), the heat transfer coefficient is set to zero and a
warning message will be displayed.
• If the heat transfer coefficient is zero and the module is not connected in any other way
(i.e. via a heat conduction component), then a warning will be displayed in case of steady
state simulation.
• If the heat transfer coefficient is set to a negative value via actuator, the heat transfer
coefficient is also limited to zero and a warning will be displayed.

Attention
NOTE: By activating the checkboxes, input tables for various directions become
available. This gives the user the possibility to enter data for different flow
configurations. The flow direction is chosen in the components parameters window
(only directions with active checkboxes are available).

Plate theory:
This method is based on approximation formulas and supports the user in case of unknown heat
transfer values for the battery module. These formulas require entering the flow direction (e.g.
to determine parallel-flow or cross-flow for a cylindrical module) in the component parameters
window.

Flow through the module

If the heat transfer to the medium takes place inside the module, this option should be selected.
On the one hand this method can be used for an internal air cooled module (air streams along
the battery cells in the module), but on the other hand also fluid heat exchangers located
between the battery cells can be modeled.
In the case of "flow through the module" the convection properties from the cell are considered.

eco 130
Configuration:
Flow direction: This defines the flow situation in the module. If more than one cell is located
normal to the direction, mass flow will be split between the cells.

Flow through the module, register sheet "Convection"

Cross section: This defines the overall cross-sectional area between the cells and the module
housing. The calculation of the flow speed is based on this value.

Formula

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 Eq. 1-2

....................... Flow speed [m/

s]
...................... Mass flow [kg/s]
... Cross sectional
Area [m²]
....................... Density [kg/
m³]

Cross section
Volume of coolant:
If the module is cooled by refrigerant, this value is necessary to determine the overall amount of
refrigerant in the circuit.

Adjustment
Factor: This factor allows you to adapt the heat transfer area (which is defined in the cell) to fit
the measurement values exactly.

eco 132
 Formula

Eq. 1-3

................................... Heat flow [W]

... Factor for adjusting the heat
transfer [-]
.................. Area of heat transfer [m²]

......................... Adjusted area of heat transfer

[m²]
..................................... Heat transfer coefficient [W/
m²K]
................................. Temperature difference [K]

Pressure loss
Optionally a pressure loss model can be used. As is common in KULI the pressure loss can be
defined by measurement values, directly by zeta values or by a function.

NOTE: The pressure loss coefficient combines the losses of the entire module. For
simplicity there is no separation in individual paths. However, there is a difference
between the pressure drop calculation in the classic solver and in the dynamic solver.
For the classic solver the complete pressure drop is simulated at the end (outlet) of the
module with fluid properties at the outlet. For the dynamic solver the pressure drop is
split into two pressure drops. So at the entry and at the exit the pressure drop is
calculated with half of the given zeta value for the appropriate fluid flow condition.

eco 133
Pressure loss model for battery module simulated with classic solver

Pressure loss model for battery module simulated with dynamic solver

No convection
If the battery module is not cooled by any form of convection (or the value is negligible), this
option should be selected. The modules without convection act like a system of isolated masses.

Calculation method
Basically the heat transfer between the cells (flow through the module) or the heat transfer
directly with the module (flow around the module) and fluid is calculated as

Formula

Eq.
1-4

....... Heat transfer coefficient

....... Area for heat transfer If the type of convection is "Flow around the module", these
values are defined in the module. If "Flow through the module" is selected they are
already defined in the cell)
... Temperature difference

eco 134
The temperature difference can be calculated in two different ways:
1. Based on the entry temperature difference:

Formula

Eq. 1-5

2. Based on the logarithmic average temperature difference between the component and
the fluid:

Formula

Eq. 1-6

Especially for high values of alpha or A this average temperature difference is clearly preferable
to the constant entry temperature difference, as it produces more realistic results.
The method is selected globally in the analysis options of the cooling system (selection for point
mass is also applied to battery components)

eco 135
File Analysis Settings
The exit temperature of the cell / module is determined by:

Formula

Eq. 1-7

If the battery cell / module is not connected to any heat conduction component, the new cell
temperature for the time-step n is determined by:

Formula

Eq. 1-8

eco 136
2.5.5 Electric Properties

Model
All electric properties can be adopted from the definition in the cell or can be defined directly in
the module. If they are defined in the module itself, additional information like the electric
layout and the connection resistances are necessary.

Attention
NOTE: The properties of the electric model are based on the average cell temperature.

Dialog of Battery module, register sheet "Elektric properties"

eco 137
Adopt from cell:
If the data source is the cell, the dependency on Temperature and SOC can be ignored as it is
already defined in the cell.

Definition of model

Definition by cell
Number of cells
The number of cells is based on the input in the tab "Structure". Therefore this field has just
informational character.
Capacity of module
The capacity of the module is automatically calculated by the capacity of the cell and the
electric properties (number of parallel paths) of the cell. This field is also for information &
controlling purposes only.
Number of Parallel paths
In addition to the number of cells a specification of the electric network is necessary. Therefore
the number of parallel paths (electric) is a necessary input.
Connection resistance of each cell
If additional losses between the cells occur, they can be specified by a Connection resistance.
This resistance will be added automatically to each cell.

R - Model/ RC - Model
In case of the R- or RC-Model, the electric properties are defined directly for the battery module.
More detailed information on how to model the electric properties can be found here:
Electric properties of cell

2.5.6 Component Parameters

Initial values
Initial temperature
The temperature of the module (housing and cells) in initial state can be defined by a value or by
a variable (Simulation parameter). The initial temperature of the fluid inside the module is

eco 138
defined by the initial temperature of the circuit (only relevant in case of simulation by the
dynamic solver).
Initial SOC
The level of the state of charge (SOC) for initial conditions can be entered here. The SOC is
defined by:

Formula

Eq. 1-9

The level of the state of charge (max. 100%) will be calculated in each time step based on the
initial value.

Formula

Eq. 1-10

Operating Point
The Operating Point can be defined by Target current or Target power. A definition by Target
current computes the power loss directly, a definition by Electrical power additionally calculates
the current.

Formula

Eq. 1-11

NOTE:
P, I > 0: Battery is discharged, P, I < 0: Battery is charged

eco 139
Parameters
SOCmin / SOCmax
These values define the thresholds for the state of charge. By exceeding one of these limits, the
actual current / actual power will be set to zero, until the sign of the target current / target
power changes.
Besides a warning, the user gets feedback also by checking the values (e.g. at the modules
sensor) for target and actual current / power. This can be very useful for Co-simulation with
KULI.
Target current / Target power
The desired value is set externally. It will not be changed, even if the power is not available.
Actual current / Actual power
Due to the fact that the target current / power is limited, the actual value represents the
available current / power. If the value is within the limits (SOC min, SOC max, max. current, max.
power), there will be no difference to the target value. Otherwise the current / power will be
limited to zero. The actual current is used for calculating the electrical and thermal behavior like
the power loss and the state of charge.
The current is limited by

Formula

Eq. 1-12

and therefore also the maximum power is limited

Formula

Eq. 1-13

Cross section (optional: Flow around the module)

The cross section is necessary to determine the velocity of the fluid. This velocity is a necessary
input for the calculation of the heat transfer.
If the module is cooled completely e.g. as a standalone module cooled by an airstream, choose
the cross section in a way that the volume flow divided by the cross section results in the correct
velocity.

eco 140
Flow direction (optional: Flow around the module)
If convective heat transfer around the module is modeled, the flow direction is a necessary input
to determine the correct calculation method.
Refrigerant volume (Flow around the module)
If a refrigerant system is used this value is necessary to determine the overall amount of
refrigerant in the circuit.

2.5.7 Sensors and Actuators

The KULI battery module provides the following interface to signal path and calculation objects:

Name of Sensor/Actuator Available as Sensor Available as Actuator

Filename x

Comment Par. x

Comment Comp. x

Code x

Cell ID (min. cell temperature) x

Cell ID (max. cell temperature) x

Exit pressure IM x

Pressure difference IM x

Entry pressure IM x

Volume flow IM x

Mass flow rate IM x

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Average dissipated power x

Target power x x

Average power x

External heat supply housing x x

External heat supply cells x x

Ext. heat supply housing wall (Y-Z,-X) x x

Ext. heat supply housing wall (Y-Z,+X) x x

Ext. heat supply housing wall (X-Z,-Y) x x

Ext. heat supply housing wall (X-Z,+Y) x x

Ext. heat supply housing wall (X-Y,-Z) x x

Ext. heat supply housing wall (X-Y,+Z) x x

Heat flow to fluid IM x

Heat transfer coefficient IM x x

Heat flow to fluid (flow around) x

HT coefficient fluid (flow around) x x

Initial temperature x x

Exit temperature IM x

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Entry temperature IM x

Average housing temperature x

Housing wall temperature (Y-Z,-X) x

Housing wall temperature (Y-Z,+X) x

Housing wall temperature (X-Z,-Y) x

Housing wall temperature (X-Z,+Y) x

Housing wall temperature (X-Y,-Z) x

Housing wall temperature (X-Y,+Z) x

Average cell temperature x

Minimal cell temperature x

Maximal cell temperature x

Wetted cross-section IM x x

HT area fluid (flow around) x

Heat exchange area IM x

Mass of housing x x

Mass of cells x

Open circuit voltage x x

eco 143
Terminal voltage x

Connect. heat conduction comp. (Y-Z,-X) x

Connect. heat conduction comp. (Y-Z,+X) x

Connect. heat conduction comp. (X-Z,-Y) x

Connect. heat conduction comp. (X-Z,+Y) x

Connect. heat conduction comp. (X-Y,-Z) x

Connect. heat conduction comp. (X-Y,+Z) x

Number of cells x

Number of cells in x-direction x

Number of cells in y-direction x

Number of cells in z-direction x

HT fitting factor fluid (flow around) x x

HT fitting factor fluid (flow through) x x

Initial SOC x x

SOC min x x

SOC max x x

Actual SOC x x

eco 144
 Coulomb efficiency x

Avg. thermal capacity of housing x x

Heat capacity of cells x

Internal resistance x x

Connection resistance x

El. network Rc x x

El. network R1 x x

Target current x x

Actual current x

El. network C x x

Additionally a connector for heat conduction components is available.

2.5.8 Accessing Cells

To manage the high amount of data in a module, using direct access is recommended. This
offers the possibility to read and write values of modules and the contained cells from external
tools like Microsoft Excel©, Matlab© and any tool which supports KULI's COM interface.
General information about the COM interface can be found here.

Selection of cells
Every cell has a specific index which can be used to access it.
The index is based on the cell grid (cells in x, y & z direction).
e.g. index 3,2,1 -> X=3, Y=2, Z=1

eco 145
Selection of cell 3,2,1

List of methods
A complete list of available methods can be found in KULI advanced manual.
Most common methods for the battery module are:
• double GetValue(BSTR component, BSTR sensor)
• void SetValue(BSTR component, BSTR actuator, double value)
• BSTR ListComponents(BSTR filter)
• BSTR ListConnectors(BSTR componentType, BSTR connectorType)

Example
The following commands get the actual SOC from the first battery cell (located at x=1, y=1, z=1)
(specified by indexes "[1,1,1]") inside a battery module:
• KULI.GetValue("1.BATTM/ECELL[1,1,1]", "SOC")
• KULI.GetValue("1.BATTM[1,1,1]", "SOC")

Using a signal receiver to access cell data

An alternative way to access cell data is by means of a signal receiver.

eco 146
2.5.9 General Information

Attention
Currently the unpacking process of KULI project files does not support component files
of Battery cells contained in Battery modules.
Hence such nested component files have to be included in den KULI components folder
manually.

Symbols

Shortcut Description

Heat flow

Temperature difference

Area of heat transfer

adjusted area of heat transfer [m²]

Thermal capacity of the Battery module

Heat transfer coefficient

Thermal conductivity

Maximum power

Target power

Resistance (electrical)

eco 147
 State of charge

Open circuit voltage

Terminal voltage

2.6 Battery

2.6.1 General Data

The first block of the input fields is used to provide optional information concerning the battery.
This input has protocol status and will be shown in the output later on.

Geometric data
The geometric properties are necessary input values for the computation of heat transfer.
If the battery has a prismatic profile, then length, width and height are required.
In case of a cylindrical profile, length and diameter are the necessary inputs.

eco 148
Dialog of the battery, register sheet "General data"

2.6.2 Structure

Used module model

Due to the modular principle of the battery components, the cell's information (mass, cp
value , ...) is defined directly in the cell and linked to the module. This module is linked to the
battery.

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Selection of module model, register sheet "Structure"
As additional information the geometric properties of the modules are displayed directly in the
battery.
The orientation of the modules in the battery is defined by the dimensions of the modules (same
principle like the orientation of the cells in the module). For that reason it's necessary to select
the coordinate directions / dimensions in the right way. The following picture shows at the
example of an identical module how the orientation of the module can be influenced by
changing the values.

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Same module with different orientations
Due to the fact that the orientation of the battery's grid is fixed, changing the modules
dimensions (e.g. switching width and height) results in the change of orientation:

Battery with modules, module orientation = Variant A, Grid: X=3, Y=2, Z=1

Configuration
In the configuration any symmetric grid configuration of modules can be created. Also the
number of overall modules is defined by this input.

Properties of the housing

Total mass of housing

This includes the overall mass of the housing - with exception of the modules and cells (which
are defined separately).

eco 151
Heat capacity
This value is the average specific heat capacity of the housing. All parts which are relevant for
the thermal inertia should be included except the modules and battery cells.

2.6.3 Heat Conduction

Tab page "Heat Conduction"

The heat conduction is calculated by:

Formula

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 Eq. 1-1

....... Heat flow [W]

....... Area of heat transfer (based on the dimensions of the module)
[m²]
........ Heat transfer coefficient [W/m²K]
... Temperature difference [K]

Attention
NOTE: If no heat conduction occurs between the modules or between the modules and
the housing, use "0" as an input.

Thermal contact conductance coefficient Module - Module

This value defines the heat conduction between the modules in the battery. The values can be
entered separately for all 3 dimensions.

Heat conduction between the modules (basic principle, 2D)

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Thermal contact conductance coefficient Module - Wall
The heat conductance between the outer cells and the walls of the housing can be defined for all
3 directions. The housing itself is divided into 6 masses - each of them represents one of the
coordinate directions. The masses will be created by splitting the total mass of housing into the
single walls considering its dimensions.

Heat conduction between the modules and the housing / walls (basic principle, 2D)

Heat conduction connector of the housing

Each side of the housing can be accessed by a heat conduction component. The index describes
the area the connector is attached to.
e.g. X-Z, -Y: Conduction connector is attached to the X-Z plane, in direction of -Y

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Heat conduction of the housing, selection of side

2.6.4 Convection

Model
The flow situation for the battery can be defined for different situations:
• Flow around the battery
• Flow through the battery
• Both (flow around + flow through)

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Different flow situations for the battery

Flow around the battery

"Flow around the battery" describes a situation where the flow is in contact with the housing
but not directly with the modules. This can be used to describe the heat loss to the surrounding.
Therefore the reference for the temperature difference is the ambient temperature (it can be
overwritten by an actuator). Duo to this, no connectors for the fluid are necessary - the heat
exchange is defined by the air velocity in the component's parameter window.

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Flow around the battery, register sheet "Convection"
The area for the heat transfer surface is calculated by the battery dimensions (defined in
"General data"). In the case of flow around the battery all 6 sides are involved.
The Heat transfer between the battery and the medium can be defined in two different ways:
2D curve:
If detailed information about the heat transfer is available (e.g. from CFD simulation), the values
can be specified in separate tables for different flow-directions. Linear interpolation is applied
for interpolation and extrapolation. In addition the following rules apply:
• If the heat transfer coefficients in the table are only defined for positive velocities, then the
absolute value of the current velocity is taken to determine the heat transfer coefficients.
• If the heat transfer coefficients in the table are also defined for negative velocities, then
the characteristic line is taken "as is" for the full range.
• If a negative heat transfer coefficient is encountered (either due to extrapolation or due to
a negative value in the table itself), the heat transfer coefficient is set to zero and a
warning message will be displayed.

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 • If the heat transfer coefficient is zero and the battery is not connected in any other way
(i.e. via a heat conduction component), then a warning will be displayed in case of steady
state simulation.
• If the heat transfer coefficient is set to a negative value via actuator, the heat transfer
coefficient is also limited to zero and a warning will be displayed.

Attention
NOTE: By activating the checkboxes, input tables for various directions become
available. This gives the user the possibility to enter data for different flow
configurations. The flow direction is chosen in the components parameters window
(only directions with active checkboxes are available).

Plate theory:
This method is based on approximation formulas and supports the user in case of unknown heat
transfer values for the battery housing. These formulas require entering the flow direction (e.g.
to differentiate between a alongside and a crosswise flow for a cylindrical form of the battery) in
the component parameters window.

Flow through the battery

If the heat transfer to the medium takes place inside the battery, this option should be selected.
On the one hand this method can be used for an internal air cooled battery (air streams along
the modules), but on the other hand also fluid heat exchangers located between the modules
can be modeled. If this option is chosen, then the thermal properties (convection) of the module
are applied.

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Flow through the battery, register sheet "Convection"

Configuration:
Flow direction: This defines the flow situation in the battery. If more than one module is located
normal to the direction, mass flow will be split between the modules.
Cross section: This defines the overall cross-sectional area between the modules and the
battery housing. The calculation of the flow speed is based on this value.

...................... Flow speed [m/s]

.................... Mass flow [kg/s]
... Cross sectional Area [m²]
...................... Density [kg/m³]

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Cross section
Volume of coolant:
If the battery is cooled by refrigerant, this value is necessary to determine the overall amount of
refrigerant in the circuit.

Adjustment
Factor: This factor allows you to adapt the heat transfer area (which is defined in the cell) to fit
the measurement values exactly.

................................... Heat flow [W]

... Factor for adjusting the heat transfer [-]
................. Area of heat transfer [m²]
....................... Adjusted area of heat transfer [m²]
.................................... Heat transfer coefficient [W/m²K]
................................ Temperature difference [K]

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 Tip
NOTE:
The Adjustment factor can also be set as an actuator.
The configuration which is selected in the battery defines how the factor is used:
1.) Flow around the battery: Fitting factor influences the heat exchange area to the
ambient
2.) Flow through the battery:
• Flow through the modules: The heat exchange area of the effected cells must be
defined directly in the module. Therefore the actuator will be ignored.
• Flow around the modules: Fitting factor influences the heat exchange area of the
modules housings.

Pressure loss
Optionally a pressure loss model can be used. As common in KULI it can be defined by
measurement values, directly by zeta values or by a function.
The pressure loss defined for the battery is always additional to the pressure loss defined in the
modules (therefore a pressure loss can also occur if no pressure loss model in the battery, but in
the modules is activated). For the calculation of the pressure loss defined in the battery, the
geometric properties of the battery are used.

Attention
NOTE: The pressure loss coefficient contains the losses of the entire battery. Due to
simplicity reasons there is no separation in individual paths.

Both (flow around and flow through)

If the flow through the battery and also flow around the battery occurs, this option combines
both convective effects.

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No convection
If the battery is not cooled by any form of convection (or the value is negligible), this option
should be selected. The modules without convection act like a system of isolated masses.

Calculation method
Basically the heat transfer between the modules (flow through the battery) or directly with the
battery (flow around the battery) and fluid is calculated as

..... Heat transfer coefficient

.... Area for heat transfer If the type of convection is "Flow around the battery", these values are
defined in the battery. If "Flow through the battery" is selected they are already defined in the
module / cell
... Temperature difference
The temperature difference can be calculated in two different ways:
1. Based on the entry temperature difference:

2. Based on the logarithmic average temperature difference between the component and
the fluid:

Especially for high values of alpha or A this average temperature difference is clearly preferable
to the constant entry temperature difference, as it produces more realistic results.
The method is selected globally in the analysis options of the cooling system (selection for point
mass is also applied to battery components):

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File Analysis Settings
The exit temperature of the module / battery is determined by:

................ Heat flow

............... Mass flow
... Thermal capacity
If the battery module / battery is not connected to any heat conduction component, the new
temperature for the time step n is determined by:

....... Area for heat transfer

..... Mass
... Time step

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2.6.5 Electric Properties

Model
All electric properties can be adopted from the definition in the module (which can also be
defined in the cell) or can be defined directly in the battery. If they are defined in the module
itself, additional information like the electric layout and the connection resistances are
necessary.

Attention
NOTE: The properties of the electric model are based on the average cell / module
temperature.

Dialog of Battery, register sheet "Electric properties"

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Definition by module:
If the data source is the module, the dependency in temperature and SOC has just informal
status (already defined in the cell).

Definition of model
Number of modules
The number of modules is based on the input in the tab "Structure". Therefore this field has just
informational character.
Capacity battery
The capacity of the module is automatically calculated by the information of the module and the
electric properties (number of parallel paths) of the module. Again this field is for information
and controlling purposes only.
Number of parallel paths
Additionally to the number of modules a specification of the electric network is necessary.
Therefore the number of parallel paths (electric) is a necessary input.
Connection resistance of each module
If additional losses between the modules occur, they can be specified by a connection
resistance. This resistance will be added automatically to each module.

R - Model/ RC - Model
In case of the R- or RC-Model, the electric properties are defined directly for the battery.
More detailed information on how to model the electric properties can be found here:
Electric properties of cell

2.6.6 Component Parameters

Initial values
Initial temperature
The temperature of the battery (housing, modules and cells) at initial state can be defined by a
value or by a variable (Simulation parameter).
Initial SOC
The level of the state of charge (SOC) for initial conditions can be entered here.The SOC is
defined by:

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 Formula

Eq. 1-9

The level of the state of charge (max. 100%) will be calculated in each time step based on the
initial value.

Formula

Eq. 1-10

Operating Point
The Operating Point can be defined by Target current or Target power. A definition by Target
current computes the power loss directly, a definition by Electrical power additionally calculates
the current.

Formula

Eq. 1-11

Attention
NOTE:
P, I > 0: Battery is discharged
P, I < 0: Battery is charged

Parameters
SOCmin / SOCmax
These values define the thresholds for the state of charge. By exceeding one of these limits, the
actual current / actual power will be set to zero, until the sign of the target current / target
power changes.
Besides a warning, the user gets feedback also by checking the values (e.g. at the modules

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sensor) for target and actual current / power. This can be very useful for Co-simulation with
KULI.
Target current / Target power
The desired value is set externally. It will not be changed, even if the power is not available.
Actual current / Actual power
Due to the fact that the target current / power is limited, the actual value represents the
available current / power. If the value is within the limits (SOC min, SOC max, max. current, max.
power), there will be no difference to the target value. Otherwise the current / power will be
limited to zero. The actual current is used for calculating the electrical and thermal behavior like
the power loss and the state of charge.
The current is limited by

Formula

Eq. 1-12

and therefore also the maximum power is limited

Formula

Eq. 1-13

Air flow velocity:

For "Flow around the battery" the velocity information is used to calculate the heat transfer.
Therefore no additional connectors at KULIs's 2D surface are necessary. A scale factor for
velocity is available to specify a fraction of the velocity, relevant for the air-side heat transfer.
Flow direction (optional: Flow around the battery)
If convective heat transfer around the battery is modeled, the flow direction is a necessary input
to determine the correct calculation method.

2.6.7 Sensors and Actuators

The KULI battery provides the following interface to signal path and calculation objects:

Name of Sensor/Actuator Available as Sensor Available as Actuator

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Filename x

Comment Par. x

Comment Comp. x

Code x

Cell ID (min. cell temperature) x

Cell ID (max. cell temperature) x

Module ID (min. module temperature) x

Module ID (max. module temperature) x

Exit pressure IM x

Pressure difference IM x

Entry pressure IM x

Volume flow IM x

Mass flow rate IM x

Airflow velocity x x

Average dissipated power x

Heat flow to ambience x

Target power x x

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Average power x

External heat supply battery housing x x

External heat supply module housing x x

External heat supply cells x x

Ext. heat supply housing wall (Y-Z,-X) x x

Ext. heat supply housing wall (Y-Z,+X) x x

Ext. heat supply housing wall (X-Z,-Y) x x

Ext. heat supply housing wall (X-Z,+Y) x x

Ext. heat supply housing wall (X-Y,-Z) x x

Ext. heat supply housing wall (X-Y,+Z) x x

Heat flow to fluid (flow through) x

Avg. HT coeff. fluid (flow through) x x

Heat transfer coefficient ambient x x

Initial temperature x x

Exit temperature IM x

Entry temperature IM x

Average housing temperature x

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Housing wall temperature (Y-Z,-X) x

Housing wall temperature (Y-Z,+X) x

Housing wall temperature (X-Z,-Y) x

Housing wall temperature (X-Z,+Y) x

Housing wall temperature (X-Y,-Z) x

Housing wall temperature (X-Y,+Z) x

Ambient temperature x x

Average cell temperature x

Minimal cell temperature x

Maximal cell temperature x

Average module temperature x

Minimal module temperature x

Maximal module temperature x

Wetted cross-section IM x x

Heat exchange area ambient x

Wetted cross-section IM x x

HT area fluid (flow through) x

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Mass of housing x

Mass of cells x

Mass of modules x

Open circuit voltage x x

Terminal voltage x

Connect. heat conduction comp. (Y-Z,-X) x

Connect. heat conduction comp. (Y-Z,+X) x

Connect. heat conduction comp. (X-Z,-Y) x

Connect. heat conduction comp. (X-Z,+Y) x

Connect. heat conduction comp. (X-Y,-Z) x

Connect. heat conduction comp. (X-Y,+Z) x

Number of cells x

Number of modules x

Number of modules in x-direction x

Number of modules in y-direction x

Number of modules in z-direction x

HT fitting factor fluid (flow through) x x

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 HT fitting factor ambient x x

Initial SOC x x

SOC min x x

SOC max x x

Actual SOC x

Avg. thermal capacity of housing x

Heat capacity of cells x

Internal resistance x x

Connection resistance x

El. network Rc x x

El. network R1 x x

Target current x x

Actual current x

El. network C x x

2.6.8 Accessing Modules and Cells

To manage the high amount of data in a battery, using direct access is recommended. This offers
the possibility to read and write values of batteries, the modules inside the batteries and the

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cells inside the modules from external tools like Microsoft Excel©, Matlab© and any tool which
supports KULI's COM interface.
General information about the COM interface can be found here.

Selection of modules
Every module has a specific index which can be used to access it.
The index is based on the module grid (modules in x, y & z direction).
e.g. index 3,2,1 -> X=3, Y=2, Z=1

Selection of module 3,2,1

List of methods
A complete list of available methods can be found in KULI advanced manual.
Most common methods for the battery module are:
• double GetValue(BSTR component, BSTR sensor)
• void SetValue(BSTR component, BSTR actuator, double value)
• BSTR ListComponents(BSTR filter)
• BSTR ListConnectors(BSTR componentType, BSTR connectorType)

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Example
The following commands gets the dissipated power from the first battery cell (located at x=1,
y=1, z=1) inside the second battery module (x=2, y=1, z=1) of a battery:
• KULI.GetValue("1.BATT/BATTM[2,1,1]/ECELL[1,1,1]", "PowerDissipated")
• KULI.GetValue("1.BATT[2,1,1][1,1,1]", "PowerDissipated")

Using a signal receiver to access module/cell data

An alternative way to access cell data or module data is by means of a signal receiver.

2.6.9 General Information

Attention
Currently the unpacking process of KULI project files does not support component files
of Battery modules and cells contained in Batteries.
Hence such nested component files have to be included in den KULI components folder
manually.

Symbols

Shortcut Description

Heat flow

Temperature difference

Area of heat transfer

adjusted area of heat transfer [m²]

Thermal capacity of the battery

Heat transfer coefficient

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 Thermal conductivity

Maximum power

Target power

Resistance (electrical)

State of charge

Open circuit voltage

Terminal voltage

2.7 E-Machine
The electric machine can be found in the Electr(on)ical components group. It is intended to be
operated as electric motor or as electric generator.

E-machine component symbol

2.7.1 General Data

Left upper input fields are used to provide optional information concerning the e-machine,
which only have protocol status and will be shown in the output.

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E-machine General data sheet
Operation Mode
Motor: E-machine operates in motor mode only (positive torque and power); input of
Characteristic curves and Efficiency for motor mode only
Generator: E-machine operates in generator mode only (negative torque and power); input of
Characteristic curves and Efficiency for generator mode only
Motor + Generator: E-machine operates in motor mode and generator mode (positive and
negative torque and power)
Heat transfer Ambient (optional)
Heat transfer of stator to ambience can be considered using specified heat transfer coefficient or
speed dependent heat transfer coefficient.
The Heat transfer surface in combination with the Heat transfer coefficient is used to calculate
the heat transfer between stator and environment. The Heat transfer coefficient can also be set
by the actuator Heat transfer coefficient ambient.
If Heat transfer speed-dependent is selected, the following relations are valid:

Formula

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 Eq. 1-1

....... air flow velocity

... heat transfer coefficient convection

The air flow velocity is set to the driving speed (simulation parameter). Alternatively the actuator
Air flow velocity can be used.
Heat transfer coolant (optional)
If the e-machine is cooled by coolant, Heat transfer Coolant data are used to specify the heat
transfer from stator to coolant. For the heat transfer calculation relations for the heat transfer of
pipes are used (see KULI help theory).

2.7.2 Rotor and Stator

The data sheet is used for the input of masses, heat capacities (thermal inertias) of rotor and
stator as well as for the heat transfer between rotor and stator.
The total amount of heat load for the e-machine is calculated from the corresponding operating
point and the efficiency map.
The Heat source quantity [%] is used to specify the portion of heat directed to the rotor - the
remaining portion of the total heat load is directed to the stator.

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E-machine Rotor / Stator data sheet

2.7.3 Characteristic curves

Characteristic curves of the e-machine are used to determine the operating limits of with respect
to revolutions and torque respectively power.

E-machine Characteristic curves data sheet

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Positive torque (power) values should be used for the motor mode negative values for generator
mode.
Either torque or power can be specified - corresponding values are automatically put in.
Input tables are presented in accordance with the selection on data sheet General data.
Data input
If an operating point outside the limits of the specified limit is selected during simulation an
extrapolation takes place and a extrapolation warning is generated.
Graphical representation
A graphical display of the data will be show by selecting the diagram symbol.

E-machine Characteristic curves graphics

2.7.4 Efficiency
From the efficiency map the dissipated power for the e-machine is calculated. The dissipated
power is considered as total heat load of the component and it is directed to the stator and to
the rotor according to the Heat source quantity specified in the data sheet Rotor / Stator.

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Data input
Input of the efficiency is expected over revolutions and torque. Negative values of torque are
associated with the generator mode. Positive values for torque are associated to the motor
mode.

E-machine Efficiency data sheet

Graphical representation
A 3D graphical display of the data will be show by selecting Graphics:diagram symbol.

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E-machine Efficiency graphics

2.7.5 Inner flow

In the Inner flow datasheet the fluid side pressure loss characteristic is specified. The data sheet
is available only, if Heat transfer Coolant of the General data sheet is selected.

Data input
Three options are available to specify the pressure loss characteristic:
• Characteristic curves
• Parameters
• Loss coefficient

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Characteristic curves option
To specify the pressure loss by a characteristic curve, input of the medium at the entry of the
component, the flow rate, the pressure loss and temperatures at entry and exit are expected.
Mean pressures and temperatures of each specified flow rate are used to determine the pressure
loss behavior of the component.
If pressure loss data for negative flow rates (change of flow direction) are not specified, it is
assumed that pressure loss values correspond to absolute values of the flow rates i.e. the
pressure loss curve is mirrored at axes of ordinates.

E-machine Inner flow / Characteristic curve(s) data sheet

Parameters
Pressure loss is specified according to the equation shown in the data sheet. Parameters can be
chosen to fit the desired pressure loss characteristic. Please note that the pressure loss
characteristic depends on the units specified.
Pressure loss equations for both flow directions are specified independent.
Diagram boundaries must be set, in units of flow rate, to limit the x-axis of the graphics
representation of the pressure loss curve.

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E-machine Inner flow / Parameters data sheet
Loss coefficient
The loss coefficient (zeta) is used to calculate the pressure loss depending on the flow velocity
according to the equation

To determine the flow velocity data of the General data sheet, box Heat transfer Coolant, are
used.

E-machine Inner flow / Loss coefficient data sheet

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2.7.6 Component parameters
In the parameters window the component is selected.
Initial temperatures for stator and rotor must be specified - they are used for transient
simulation only.
Operating point
To use the e-machine in the KULI simulation an operating point must be specified by an RPM /
Torque pair of values. RPM can either be constant or linked to the Simulation parameters.
Torque must be linked to the Simulation parameters.
Air flow
This box appears only if Heat transfer Ambient of the General data sheet is selected. The velocity
reference can be selected form the Simulation parameters. A Scalefactor velocity is available to
specify a fraction of the velocity, relevant for the air side heat transfer.

E-machine Component parameters window

2.7.7 Sensors and Actuators

The E-Maschine provides the following interface to signal path and calculation objects:

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Name of Sensor/Actuator Available as Sensor Available as Comment
Actuator

Filename x

Comment Par. x

Comment Comp. x

Code x

Exit pressure IM x

Pressure difference IM x

Entry pressure IM x

Volume flow IM x

Mass flow rate IM x

Airflow velocity x x

Average dissipated power x

Heat flow to IM x

Electrical power x

Mecahnical power output x

Heat flow to ambience x

Heat flow rotor to stator x

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Name of Sensor/Actuator Available as Sensor Available as Comment
Actuator

Heat transfer coefficient x x

ambient

Heat transfer coefficient IM x x

Heat transfer coefficient x x

rotor to stator

Exit temperature IM x

Entry temperature IM x

Ambient temperature x x

Temperature stator x

Temperature rotor x

Initial temperature stator x x

Initial temperature rotor x x

Torque x x

Heat exchange area x x

ambient

Heat exchange area IM x x

Revolutions x x

Efficiency x x

Heat source quantity rotor x x

Heat capacity stator x x

Heat capacity rotor x x

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 Name of Sensor/Actuator Available as Sensor Available as Comment
Actuator

Wetted cross-section IM x x

Wetted Perimeter IM x x
Additionally connectors to heat conduction components for the rotor and stator are available.

2.8 Converter

2.8.1 General Data

The first block of the input fields is used to provide optional information concerning the DCDC
Converter. This input has protocol status and will be shown in the output later on.

Thermal properties
The thermal inertia of the DCDC Converter is defined by its mass and heat capacity (cp value).

Attention
If you want to define a value like the heat transfer coefficient more detailed (e.g. as
function of mass flow/velocity) you can easily do this with KULI. Simply connect a map
with the desired components sensors/actuators!

Heat transfer Ambient (optional)

Heat transfer from DCDC Converter to ambience can be considered by specifying a heat transfer
coefficient or a speed-dependent heat transfer coefficient.
The heat transfer surface in combination with the heat transfer coefficient is used to calculate
heat exchange between the DCDC converter and its environment. The heat transfer coefficient
can also be set by the actuator "Heat transfer coefficient ambient".
If speed-dependency is selected, the following relations are valid:

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 Formula

Eq. 1-1

....... air flow velocity

... heat transfer coefficient

convection

The air flow velocity is set to the driving speed (simulation parameter, scalable). Alternatively
the actuator Air flow velocity can be used.

Heat transfer Coolant (optional)

If the DCDC converter is connected to a coolant circuit, these input data are used to specify the
heat transfer from DCDC to coolant. The heat transfer of pipes is used for heat transfer
calculation relations (see KULI help theory).

Definition of heat transfer parameters

Heat transfer surface (A):

This is defined as the surface which is involved in the heat transfer between the components and
the fluid. A possible example is the inner surface of the cooling pipes.

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Heat transfer coefficient (k):
In combination with the heat transfer surface, this parameter is an important factor for the
amount of exchanged heat.
Typically the values for the heat transfer coefficient are measured or determined by CFD
simulation. If necessary, also a detailed map for this coefficient can be considered by using the
actuator Heat transfer coefficient IM on KULI's 2D interface.

Wetted cross section:

This cross section represents the area which is covered by the fluid.
It is used to determine the flow speed of the fluid, which is related to the pressure drop.
If the pressure drop is defined by zeta, the following relation is valid:

Formula

Eq. 1-2

Obviously, the wetted cross section at the same position which is used for determining the zeta
value is recommended for this case.

Wetted perimeter:
The wetted perimeter is used for converting the specific values into dimensionless values. The
perimeter should be determined at the same position as the wetted cross section.
Therefore the hydraulic diameter can be calculated by the input of the wetted cross section and
the wetted perimeter.

Formula

Eq. 1-3

Attention
To model heat conduction influences, a separate connector is available (included in
components Sensor / Actuator list).

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Dialog of DCDC converter, register sheet "General Data"

2.8.2 Efficiency
There are different popular kinds of DCDC efficiency definition, but KULI's definition is
universally applicable.
Basically there is a separation of primary and secondary side (no matter if high- or low-side,
buck or boost mode).
The sign of the current defines the mode of the converter:
Primary side -> Secondary side:
Secondary side -> Primary side:

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If one side is supposed to be constant, it's recommended to choose voltage secondary side for
these values. For additional values new tabs can easily be added.

Dialog of DCDC Converter, register sheet "Efficiency"

Method

Vps/Vss/Iss/Rejected Heat
The rejected heat of the DCDC converter can be directly defined in the map dependant on:
• Voltage Primary side (Vps)
• Voltage Secondary side (Vss)
• Current Secondary side (Iss)

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Vps/Vss/Iss/Efficiency
The rejected heat is calculated directly by considering the efficiency of the DCDC converter.
The electrical power at secondary side can be calculated by:

Formula

Eq. 1-4

For the determination of the electrical power at primary side, direction of current flow must be
considered.
Primary side -> Secondary side :

Formula

Eq. 1-5

Secondary side -> Primary side :

Formula

Eq. 1-6

The dissipated power results in the difference between the electrical primary and secondary
side power (neglecting the switching losses):

Formula

Eq. 1-7

Graphical Representation
A 3D graphical display of the data will be shown by selecting Graphics: Diagram symbol.

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DCDC Converter Efficiency graphics

2.8.3 Inner Flow

In the Inner flow data sheet, the fluid side pressure loss characteristic is specified. The data
sheet is available only when the option Heat transfer Coolant at the General data sheet is
selected.

Data input
Three options are available to specify the pressure loss characteristic:

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 • Characteristic curve(s)
• Parameters
• Loss coefficient

Characteristic curve(s) option

To specify the pressure loss by a characteristic curve, input of the medium at the entry of the
component, the flow rate, pressure loss and temperatures at entry and exit are expected. Mean
pressures and temperatures of each specified flow rate are used to determine the pressure loss
behavior of the component.
If pressure loss data for negative flow rates (change of flow direction) are not specified, it is
assumed that pressure loss values correspond to absolute values of the flow rates i.e. the
pressure loss curve is mirrored at axes of ordinates.

DCDC Converter Inner flow / Characteristic Curve(s) data sheet

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Parameters
Pressure loss is specified according to the equation shown in the data sheet. Parameters can be
chosen to fit the desired pressure loss characteristic. Please note that the pressure loss
characteristic depends on the units specified.
Pressure loss equations for both flow directions are specified independently.
Diagram boundaries must be set in units of flow rate, to limit the x-axis of the pressure loss curve
graph.

DCDC Converter Inner flow / Parameter data sheet

Loss coefficient
The loss coefficient (zeta) is used to calculate the pressure loss depending on the flow velocity
according to the equation

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 Formula

Eq. 1-8

To determine the flow velocity, data set in of the "Heat transfer Coolant" section of the "General
data" tab are used.

DCDC Converter Inner flow / Loss coefficient data sheet

2.8.4 Component Parameters

Initial values

Initial temperature
The temperature of the DCDC Converter in its initial state can be defined by a value or by a
variable (simulation parameter).

Operating point
To use the DCDC Converter in a KULI simulation, an operating point must be specified by:
• Voltage Primary side (VPs)
• Voltage Secondary side (VSs)
• Current Secondary side (CSs)

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For more information about the parameters see the Efficiency page in the DCDC Converters
manual.
All values can either be constant or linked to the simulation parameters.

Air flow
This group box appears only if Heat transfer Ambient in the General data sheet is selected and
calculation is set to "speed-dependent". The velocity reference can be selected from the
simulation parameters. A scale factor for the velocity, relevant for the air side heat transfer, is
provided to specify a fraction of the velocity.

DCDC Converters "Component parameters"

2.8.5 Sensors and Actuators

The inverter provides the following interface to signal path and calculation objects:

Name of Sensor/ Available as Available as Comment

Actuator Sensor Actuator

Filename x

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Name of Sensor/ Available as Available as Comment
Actuator Sensor Actuator

Comment Par. x

Comment Comp. x

Code x

Mass flow rate IM x

Volume flow IM x Entry volume flow

Entry temperature x
IM

Exit temperature IM x

Entry pressure IM x

Exit pressure IM x

Pressure difference x
IM

Heat flow to fluid IM x

Heat exchange area x x

IM

Heat transfer x x
coefficient IM

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Name of Sensor/ Available as Available as Comment
Actuator Sensor Actuator

Wetted cross x x
section

Wetted perimeter x x

Ambient x x If actuator is set, the ambient

temperature temperature in the simulation
parameters is not changed,
just the ambient temperature
for this component

Airflow velocity x x

Heat flow to x
ambience

Heat transfer x x
coefficient ambient

Heat exchange area x x

ambient

Voltage primary side x x

Voltage secondary x x
side

Current secondary x x
side

Dissipated power x x

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 Name of Sensor/ Available as Available as Comment
Actuator Sensor Actuator

Efficiency x x

Electrical power x
primary side

Electrical power x
secondary side

Initial temperature x x

Temperature x

Mass x x

Heat capacity x x

Additionally a connector for heat conduction components is available.

2.8.6 General Information

Symbols

Shortcut Description

Specific heat capacity of the DCDC converter

Current Secondary side

Direct current

Power of DCDC converter, Primary side

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 Power of DCDC converter, Secondary side

Pressure loss

Dissipated Power

Velocity

Voltage Primary side

Voltage Secondary side

Heat transfer coefficient

Efficiency

Pressure loss coefficient

Density

Perimeter

2.9 Inverter

2.9.1 General Data

The first block of the input fields is used to provide optional information concerning the inverter.
This input has protocol status and will be shown in the output later on.

Thermal properties
The thermal inertia of the inverter is defined by its mass and specific heat capacity (cp value).

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 Attention
To increase the level of detail (e.g. heat transfer coefficient as function of mass flow /
velocity) the components actuators can be connected with a map. An actuator always
overwrites the value stored in the component!

Heat transfer Ambient (optional)

Heat transfer from inverter to ambience can be considered by specifying the heat transfer
coefficient or speed-dependent heat transfer coefficient.
The heat transfer surface in combination with the heat transfer coefficient is used to calculate
the heat exchange between the inverter and its environment. The heat transfer coefficient can
also be set by the actuator "Heat transfer coefficient ambient".
If speed-dependency is selected, the following relations are valid:

Formula

Eq. 1-1

....... air flow velocity

... heat transfer coefficient

convection

The air flow velocity is set to the driving speed (simulation parameter, scalable). Alternatively
the actuator "Air flow velocity" can be used.

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Heat transfer Coolant (optional)
If the inverter is connected to a coolant circuit, these input data are used to specify the heat
transfer from the component to the coolant. For the heat transfer calculation, relations for the
heat transfer of pipes are used (see KULI help theory).

Attention
An inverter can be directly mounted at components like the electric machine. To model
this influence, the heat conduction connector is recommended (included in components
Sensor / Actuator list).

Dialog of inverter, register sheet "General data"

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Heat transfer surface (A):
This is defined as the surface which is involved in the heat transfer between the components and
the fluid. A possible example is the inner surface of the cooling pipes.

Heat transfer coefficient (k):

In combination with the heat transfer surface, this parameter is an important factor for the
amount of exchanged heat.
Typically the values for the heat transfer coefficient are measured or determined by CFD
simulation. If necessary, also a detailed map for this coefficient can be considered by using the
actuator "Heat transfer coefficient IM" on KULI's 2D interface.

Wetted cross section:

This cross section represents the free cross-sectional area of the fluid flow.
It is used to determine the flow speed of the fluid, which is related to the pressure drop.
If the pressure drop is defined by zeta, the following relation is valid:

Formula

Eq. 1-2

Zeta denotes the pressure loss coefficient in the context of the wetted cross section specified
above.

Wetted perimeter:
The wetted perimeter is used for converting the specific values into dimensionless values. The
perimeter should be determined at the same position as the wetted cross section.
Subsequently the hydraulic diameter is calculated by the input of the wetted cross section and
the wetted perimeter.

Formula

Eq. 1-3

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Definition of heat transfer parameters

2.9.2 Efficiency
Due to the fact that the inverter's efficiency / heat map is usually created in combination with a
corresponding electric machine, the map is defined by revolutions and torque. Negative values
of torque are associated with the generator mode. Positive values for torque are associated to
the motor mode.

Method:

Rejected heat:
The rejected heat of the inverter can be directly defined in this map.

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Dialog of inverter, register sheet "Efficiency", Method "Rejected Heat"

Efficiency:
The rejected heat is calculated by considering the efficiency of the inverter and the related
electric machine.

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Dialog of inverter, register sheet "Efficiency", Method "Efficiency"
The mechanical power of the electric machine can be calculated by

Formula

Eq. 1-4

with M ... motor torque [Nm]

ω - the angular velocity - is defined by

Formula

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 Eq. 1-5

with n ... rotational speed [1/s]

Input and output power of the inverter (AC and DC side) can be calculated with the inverter /
electric machine efficiencies (with respect to generator/motor mode).
The dissipated power results in the offset between input and output power.

Formula

Eq. 1-6

Graphical representation:
A 3D graphical display of the data will be shown by selecting the "Graphics: Diagram" symbol.

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Inverter efficiency graphics

2.9.3 Inner Flow

In the Inner flow data sheet, the fluid side pressure loss characteristic is specified. The data
sheet is available only when the option Heat transfer Coolant at the General data sheet is
selected.

Data input
Three options are available to specify the pressure loss characteristic:
• Characteristic curve(s)

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 • Parameters
• Loss coefficient

Characteristic curve(s) option

To specify the pressure loss by a characteristic curve, input of the medium at the entry of the
component, the flow rate, pressure loss and temperatures at entry and exit are expected. Mean
pressures and temperatures of each specified flow rate are used to determine the pressure loss
behavior of the component.
If pressure loss data for negative flow rates (change of flow direction) are not specified, it is
assumed that pressure loss values correspond to absolute values of the flow rates i.e. the
pressure loss curve gets mirrored at the axes of ordinates.

Inverter Inner flow / Characteristic curve(s) data sheet

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Parameters
Pressure loss is specified according to the equation shown in the data sheet. Parameters can be
chosen to fit the desired pressure loss characteristic. Please note that the pressure loss
characteristic depends on the units specified.
Pressure loss equations for both flow directions are specified independently.
Diagram boundaries must be set in units of flow rate to limit the x-axis of the graphic
representation of the pressure loss curve.

Inverter Inner flow / Parameters data sheet

Loss coefficient
The loss coefficient (zeta) is used to calculate the pressure loss depending on the flow velocity
according to the equation:

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 Formula

Eq. 1-7

To determine the flow velocity, data from the "Heat transfer Coolant" in the General data sheet,
are used.

Inverter Inner flow / Loss coefficient data sheet

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2.9.4 Component Parameters

Initial values

Initial temperature
The temperature of the inverter in its initial state can be defined by a value or by a variable
(Simulation parameter).

Operating point
To use the inverter in the KULI simulation, an operating point must be specified by an RPM /
Torque pair of values (in relation to the electric machine). RPM can either be constant or linked
to the simulation parameters. Torque must be linked to the simulation parameters.

Air flow
This box is only visible if "Heat transfer Ambient" in the General data sheet is selected and is
calculated speed-dependent. The velocity reference can be selected from the simulation
parameters. A scale factor for velocity is available to specify a fraction of the velocity, relevant
for the air-side heat transfer.

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Inverters "Component parameters"

2.9.5 Sensors and Actuators

The inverter provides the following interface to signal path and calculation objects:

Name of Sensor/ Available as Available as Comment

Actuator Sensor Actuator

Filename x

Comment Par. x

Comment Comp. x

Code x

Mass flow rate IM x

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Name of Sensor/ Available as Available as Comment
Actuator Sensor Actuator

Volume flow IM x Entry volume flow

Entry temperature x
IM

Exit temperature IM x

Entry pressure IM x

Exit pressure IM x

Pressure difference x
IM

Heat flow to fluid IM x

Heat exchange area x x

IM

Heat transfer x x
coefficient IM

Wetted cross x x
section

Wetted perimeter x x

Ambient x x If actuator is set, the ambient

temperature temperature in the simulation
parameters is not changed,
just the ambient temperature
for this component.

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Name of Sensor/ Available as Available as Comment
Actuator Sensor Actuator

Airflow velocity x x

Heat flow to x
ambience

Heat transfer x x
coefficient ambient

Heat exchange area x x

ambient

Torque Electric x x
machine

Revolutions Electric x x
machine

Dissipated power x x Actuator is effective only

when Rejected Heat method
is used

Efficiency E-Machine x x

Electrical power DC x

Electrical power AC x

Efficiency Inverter x x

Initial temperature x x

Temperature x

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 Name of Sensor/ Available as Available as Comment
Actuator Sensor Actuator

Mass x x

Heat capacity x x

Additionally a connector for heat conduction components is available.

2.9.6 General Information

Symbols

Shortcut Description

Alternating current

Thermal capacity of the inverter

Direct current

Torque

Input / Output power of inverter, AC side

Input / Output power of inverter, DC side

Pressure loss

Heat flow

Velocity

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 Heat transfer coefficient

Efficiency

Pressure loss coefficient

Density

Angular velocity

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