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Karl-Alfred Goerg
BMW AG
Rolf Jebasinski
J. Eberspacher, GmbH & Co.
400 Commonwealth Drive, Warrendale, PA 15096-0001 U.S.A. Tel: (724) 776-4841 Fax: (724) 776-5760
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ISSN 0148-7191
Copyright 1999 Society of Automotive Engineers, Inc.
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Printed in USA
1999-01-1665
Karl-Alfred Goerg
BMW AG
Rolf Jebasinski
J. Eberspacher, GmbH & Co.
1
means that all scalars (pressure, temperature, species) Design of exhaust systems often covers emission control
are calculated at the center of the volumes, while the vec- equipment in addition to the acoustics. One of the fea-
tors (velocity, mass flux and enthalpy flux) are calculated tures of the solution is the calculation and tracking of all
at the volume boundaries. The main flow elements are of the species of products of combustion. This allows the
pipes (which are sub-divided into a number of sub- prediction of emissions and also provides the necessary
volumes) and flowsplits (volumes which have more than boundary conditions for catalyst chemistry calculations.
two openings and which can represent dividing streams, Work on these emissions calculations is in progress.
volumes separated by perforated walls and other com-
plex flow domains). The system representation is built THERMAL SOLUTION AND ENGINE WARM-UP –
from various “components” (pipes, flowsplits, cylinders, Exhaust gas temperature has a large effect on speed of
crankcases, compressors, turbines, burners, etc.) which sound and thus on the acoustics. Consequently, an
are connected by “connections” (orifices, valves, throt- important aspect of engine operation is heat transfer (in-
tles, CFD connections), as shown in Figure 1. This figure cylinder and in intake/exhaust manifolds) and resulting
illustrates a 6-cylinder truck diesel engine. component temperatures. Heat transfer is a strong func-
tion of engine speed and load, and so are the component
An optimization of the breathing process can be carried
temperatures. Under transient engine operation there is
out using a special general procedure which allows the
also the effect of thermal inertia, which has important
automatic optimization of practically any input parameter
effect on a variety of diverse issues such as turbocharger
with respect to any output parameter. This is illustrated in
response, catalyst light-off and knock. To model these
Figure 2, showing the automatic optimization of the zip-
one has to calculate the heat transfer coefficients
tube length for maximum volumetric efficiency.
between the gases and the walls, and also solve the heat
conduction in the solid structures (pistons, pipes, etc.).
The in-cylinder heat transfer model uses several alterna-
tive ways to calculate the heat transfer coefficients. One
is the Woschni [9] model, widely used in the industry,
which uses the mean piston speed for Reynolds number
calculations. A more accurate calculation uses an in-
cylinder flow model to calculate the instantaneous flow
velocities (swirl, squish and turbulence are used for Rey-
nolds number calculation) to get spatially resolved heat
transfer coefficients (Morel and Keribar [10]. Other
options include importing data from CFD calculations and
links to user-supplied subroutines. The heat conduction
solution is FE based, where FE models of in-cylinder
components (piston, rings, liner, head, valves) are built
automatically using generic templates. A built-in FE
Figure 1. Model of a 6-cylinder, turbocharged, turbo- solver calculates steady-state or transient temperature
compound diesel engine. distributions including the effect of temperature depen-
dent thermal properties.
The manifold heat transfer calculations use a different
approach. The heat transfer coefficient is based on the
Colburn analogy, using the instantaneous flow velocity in
the pipes for the Reynolds number calculation. The con-
duction through the pipe walls assumes axial symmetry,
and it allows the walls to consist of many layers of differ-
ent materials. Air layers (air-gaps) are also allowed. The
solution accounts both for radial and axial flow of heat
through the pipe walls. During transient operation, this
model tracks the warm up of the manifolds and pipes,
including the warm up of the catalyst.
2
charge spark ignition engines there is a turbulent flame ent configurations were studied. One was the baseline
front model (Morel et al [8]). system with a straight pipe, made of several pipe ele-
ments, and no silencer. The other two were based on
VEHICLE TRANSIENTS – Although GT-Power is nomi- this baseline, replacing pieces of the straight pipe by
nally a thermodynamics cycle model, it in fact has signifi- silencing elements. In one of these cases the silencing
cant cranktrain dynamics and vehicle capabilities (Morel element was a concentric tube resonator, in the other it
et al, 1999). The torque and speed calculations are car- was a simple three-pass muffler.
ried out by a single-degree-of-freedom dynamics model
The baseline system was a straight pipe, of total length of
of all of the moving parts, including: pistons, connecting
3455 mm. There were 2 transducers. One was installed
rods, crankshaft and flywheel. Cylinder and crankcase
at an upstream location 2690 mm from the tail end of the
pressures act on the piston from top and bottom to gen-
pipe (location 1). The other was near the exit (tailpipe),
erate instantaneous torque at the flywheel. Engine
420 mm from the end (location 7).
speed fluctuations during each engine cycle are also cal-
culated. If needed, users can attach a vehicle to the The concentric tube resonator was made of a cylindrical
engine and calculate, for example, a vehicle acceleration shell 128 mm diameter and 380 mm long. The center
complete with transmission gear shifting. This capability pipe had 846 holes 3.5 mm in diameter, arranged in two
is useful in transient vehicle noise analysis. patches (Figure 4). This resonator was inserted into the
exhaust system, replacing a pipe of the same length.
MUFFLER PREPROCESSOR There were 4 transducers. One pressure transducer was
installed at the upstream location 1, one inside the reso-
A graphical pre-processor has been developed for build- nator shell, one just downstream of the resonator (loca-
ing models of exhaust components. This pre-processor tion 2), and one near the tail pipe (location 7).
is built directly into the GT-SUITE graphical interface. It
contains a library of elements, from which one can build
up a model of a muffler. These elements include: muffler
shell, straight pipe, bent pipe, baffle, perforations for
pipes, perforations for baffles and concentric tube reso-
nators. The volumes inside the shell can be partly filled
with absorptive acoustic material (e.g. mineral wool).
The user builds the model graphically by dragging and
sizing the basic elements (Figure 3).
3
Figure 5. Three-pass muffler generated by the muffler
preprocessor.
4
CONCLUSIONS
5
Figure 8. Concentric tube resonator, 3000 rpm
6
Figure 9. Three-pass muffler, 6000 rpm. Figure 10. Three-pass muffler, 3000 rpm.
7
Figure 11. Six-cylinder engine with a concentric tube
resonator.
8
Figure 14. Resonator with wool packing, upstream
location.
Figure 13. Empty resonator, downstream location.
9
Figure 15. Resonator with wool, downstream location.
10
Figure 18. Effect of wool packing, calculation, upstream.
Figure 17. Effect of wool packing, experiment, upstream.
11
Figure 19. Effect of wool packing, calculation,
downstream.
12