Front End Cooling Volvo

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Validation and Optimization of Front End Cooling

Module for Commercial Vehicle using CFD SimulationAshok Patidar, Umashanker Gupta, Nitin Marathe

VE Commercial Vehicles Ltd. INDIA(A VOLVO GROUP AND EICHER MOTORS JOINT VENTURE)


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Wednesday, September 26, 2012 2012 Automotive Simulation World Congress

Buses : 12 seater 65 seater

VE Commercial Vehicles Ltd - Overview

School Buses:

Staff Buses:

City Buses & Special applications:

Trucks : 5 Tons 40 TonsHaulage: 5 Tons 31 Tons

Tipper: 8 Tons 25 Tons

Articulated Tractor: 40 Tons

2


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Contents

2012 Automotive Simulation World Congress 3Wednesday, September 26, 2012

Introduction

Methodology

Results

Summery


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Wednesday, September 26, 2012 2012 Automotive Simulation World Congress 4

Introduction

In CFD modeling full vehicle is modeled considering frontbumper, grille, cabin, cargo, surrounding under hood andunder body components.

The flow resistance of heat exchangers is consideredusing porous modeling technique.

Heat exchanger performance data generated from 1-DKuli software is taken in simulation using single pass

Heat Exchanger model.Front End Cooling analysis is done for max power andmax torque vehicle conditions.


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IntroductionPreliminary CFD Front End Cooling analysis is done onexisting commercial vehicle and correlated well withfield test results.

Front grille Opening Intercooler Radiator

Developed and validated CFD Front End Cooling processis implemented on new commercial Vehicle.

Hot and cold air recirculation zones are identified inunder hood compartment. Elimination of recirculationshowed good improvement in radiator and intercooler

cooling performance.


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Methodology: CFD SimulationCAD Model

CAD Cleanup

Mesh Model Generation

Setup and Solver (solvefundamental equations)

Post Processing and ResultInterpretation

Is metthe

targets?

Final Proto Test Verification

Using HyperMesh

Using TGrid

Using Fluent

Using CFD Post

Design Change Recommendation No

Yes


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Non conformal mesh technique is used for heat exchangermodeling

Methodology: Mesh Generation

Non conformal Mesh @ Intercooler

Quad Shell @ IntercoolerFaces

Tri Shell @ Intercooler tankheaders & Hoses


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Non conformal Mesh @ Radiator

Quad Shell @ radiatorFaces

Tri Shell @ radiator tankheaders & Hoses




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Wednesday, September 26, 2012 2012 Automotive Simulation World Congress 9Volume Mesh @ Computational Domain

Under-hood components


Radiator

Intercooler

Radiator Fan

Radiator Tank



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Max Power Max TorqueVehicle Speed (KMPH) V1 V2Radiator Fan Speed (RPM) N1 N2

Vehicle Speed & Fan Speed:

Input Parameters for thermal analysis :Max Power Max Torque

RadiatorCoolant Flow Rate (kg/s) mc1 mc2Coolant Inlet Temp ( C) Tcin1 Tcin2IntercoolerCharged air Flow Rate (kg/s) ma1 ma2Charged air inlet temp ( C) Tain1 Tain2

Note : Owing to IPR policy the numerical values cloud not disclosed

Heat Exchanger Model: Ungrouped Macro Based Model is used Fix inlet temperature

Methodology: Input Conditions


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Heat exchanger performance data generated through 1-DKULI software for computing heat rejection and outlettemperature of coolant and charged air :

Methodology: Input Conditions

Intercooler performance data :charged air flow

rate (kg/s)c1 c2 c3 c4 c5 c6

Air Flow rate(kg/s)

Heat Transfer (W)

a1 h11 h21 h31 h41 h51 h61a2 h12 h22 h32 h42 h52 h62a3 h13 h23 h33 h43 h53 h63a4 h14 h24 h34 h44 h54 h64a5 h15 h25 h35 h45 h55 h65a6 h16 h26 h36 h46 h56 h66

Radiator performance data :Coolant flow

rate (kg/s)c1 c2 c3 c4 c5 c6

Air Flow rate(kg/s)

Heat Transfer (W)

a1 h11 h21 h31 h41 h51 h61a2 h12 h22 h32 h42 h52 h62a3 h13 h23 h33 h43 h53 h63a4 h14 h24 h34 h44 h54 h64a5 h15 h25 h35 h45 h55 h65a6 h16 h26 h36 h46 h56 h66

Note : Owing to IPR policy the numerical values cloud not disclosed


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Results: Existing Vehicle Max Power ConditionRadiator

Velocity contours (m/s)

Temperature contours ( C)

Velocity = 7.2 m/s

Coolant flow direction

CFD T = 5.5 C

IntercoolerVelocity contours (m/s)


Inlet Face Outlet Face

Velocity = 5.2 m/s

CFD T = 76.5 C Test Coolant T = 4.7 CTest Charged Air T =63.7 C

Charged Air Flow direction

Min

Max

Min

Max

Min

Max

Min

Max



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Results: Existing Vehicle Max Power ConditionRadiator



Velocity = 7.2 m/s


CFD T = 5.5 C




Velocity = 5.2 m/s

CFD T = 76.5 C Test Coolant T = 4.7 CTest Charged Air T =63.7 C


Min

Max

Min

Max

Min

Max

Min

Max



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Predicted vehicle level performance of intercooler andradiator at fixed inlet temp

Correlation: Existing Vehicle Max Power Condition

Ambient Temp = 28.5 CIntercooler Radiator

Test CFDCorrelation

(%) Test CFDCorrelation

(%)

Coolant/Charged air

side

CFD InputsFlow Rate (kg/s) ma1 ma1 -- mc1 mc1 --Inlet Temp (C) Tain1 Tain1 -- Tcin1 Tcin1 --

CFD OutcomesOutlet Temp (C) Taout1 Test Taout1 CFD -- Tcout1 Test Tcout1 CFD --

Temp Drop (C) 63.7 76.5 80 4.7 5.5 83Heat Rejection (kW) 8.3 10 79.5 42.6 49.9 82.8


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Results: Existing Vehicle Max Torque ConditionRadiator








Min

Max

Min

Max

Min

Max

Min

Max


Velocity = 3.1 m/s

CFD T = 5.8 C

Velocity = 2.2 m/s

CFD T = 52.5 C Test Coolant T = 5 CTest Charged Air T =47.3 C


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Results: Existing Vehicle Max Torque ConditionRadiator








Min

Max

Min

Max

Min

Max

Min

Max


Velocity = 3.1 m/s

CFD T = 5.8 C

Velocity = 2.2 m/s

CFD T = 52.5 C Test Coolant T = 5 CTest Charged Air T =47.3 C


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Ambient Temp = 29 CIntercooler Radiator

Test CFDCorrelation

(%) Test CFDCorrelation

(%)

Coolant/Charged air

side

CFD InputsFlow Rate (kg/s) ma2 ma2 -- mc2 mc2 --Inlet Temp (C) Tain2 Tain2 -- Tcin2 Tcin2 --

CFD OutcomesOutlet Temp (C) Taout2 Test Taout2 CFD -- Tcout2 Test Tcout2 CFD --

Temp Drop (C) 47.3 52.5 89 5 5.8 84Heat Rejection (kW) 3.1 3.4 90.3 20.1 23.4 83.6

Predicted vehicle level performance of intercooler andradiator at fixed inlet temp

Correlation: Existing Vehicle Max Torque Condition


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New Vehicle Geometry Details

Intercooler Radiator-Fan Module (IRFM)


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Hot air recirculation in front ofintercooler


Path Lines coloured by Temperature ( C)

Results: New Vehicle Under-hood Thermal Flow Field


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Results: New Vehicle Under-hood Thermal Flow Field


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Results: New Vehicle Baseline IRFM Packaging

Intercooler Radiator FanModule


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Results: New Vehicle Improved IRFM Packaging

Intercooler Radiator FanModule

IRFM Sealing

introduced IRFM Sealing to stop hot air recirculation in under-hood compartment asshown in above fig.


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Hot air recirculation infront of intercooler


Results: New Vehicle Under-hood Thermal Flow FieldBaseline IRFM Packaging Improved IRFM Packaging

No hot air recirculation infront of intercooler


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Velocity = 5.2 m/s

CFD T = 78.5 C

I nter cooler


Temperature contours ( C)Inlet Face Outlet Face

Velocity = 5.2 m/s

CFD T = 70.1 C


Results: New Vehicle Max Power Condition

Min

Max

Min

Max

Min

Max

Min

Max


I nter cooler


Improved ambient airtemperature profile atthe intercooler inletface

Baseline IRFM Packaging Improved IRFM Packaging


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Wednesday, September 26, 2012 2012 Automotive Simulation World Congress25



Velocity = 5.2 m/s

CFD T = 78.5 C

I nter cooler



Velocity = 5.2 m/s

CFD T = 70.1 C



Min

Max

Min

Max

Min

Max

Min

Max


I nter cooler


Improved ambient airtemperature profile atthe intercooler inletface



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Radiator




Min

Max

Min

Max

Min

Max

Min

Max


Radiator


Velocity = 7.3 m/s

CFD T = 6.4 C

Velocity =7.3 m/s

CFD T = 5.9 C

Coolant flow directionCoolant flow direction

Improved ambient airtemperature profile atthe Radiator inlet face


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Summery

Correlation level between Field test and CFD simulation ismore than 80%

Hot air recirculation has been identified for new vehicle

under-hood compartment using validated CFD process

Under-hood compartment thermal flow field has beenimproved by stooping hot air recirculation by introducingsealing, thus improved :

12% Intercooler performance & 8.5% Radiator performance


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THANK YOU !!

Contact:

Ashok [email protected]

Front End Cooling Volvo

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