Front End Cooling Volvo

Validation and Optimization of Front End Cooling
Module for Commercial Vehicle using CFD Simulation

Ashok Patidar, Umashanker Gupta, Nitin Marathe
VE Commercial Vehicles Ltd. INDIA
(A VOLVO GROUP AND EICHER MOTORS JOINT VENTURE)
VE Commercial Vehicles Ltd - Overview

Trucks : 5 Tons 40 Tons
Buses : 12 seater 65 seater
Haulage: 5 Tons 31 Tons
School Buses:
Tipper: 8 Tons 25 Tons
Staff Buses:
Articulated Tractor: 40 Tons
City Buses & Special applications:
Wednesday, September 26, 2012
2012 Automotive Simulation World Congress
Contents
Introduction
Methodology
Results
Summery
Introduction
In CFD modeling full vehicle is modeled considering front
bumper, grille, cabin, cargo, surrounding under hood and
under body components.
The flow resistance of heat exchangers is considered

using porous modeling technique.
Heat exchanger performance data generated from 1-D
Kuli software is taken in simulation using single pass
Heat Exchanger model.
Front End Cooling analysis is done for max power and
max torque vehicle conditions.
Introduction
Preliminary CFD Front End Cooling analysis is done on
existing commercial vehicle and correlated well with
field test results.
Front grille Opening
Intercooler
Radiator
Developed and validated CFD Front End Cooling process

is implemented on new commercial Vehicle.
Hot and cold air recirculation zones are identified in
under hood compartment. Elimination of recirculation
showed good improvement in radiator and intercooler
cooling performance.
Methodology: CFD Simulation

CAD Model
Design Change Recommendation
CAD Cleanup
Using HyperMesh
Mesh Model Generation
Using TGrid
Setup and Solver (solve

fundamental equations)
Using Fluent
Post Processing and Result

Interpretation
Using CFD Post
No
Is met
the
targets?
Yes
Final Proto Test Verification
Methodology: Mesh Generation

Non conformal mesh technique is used for heat exchanger
modeling
Tri Shell @ Intercooler tank
headers & Hoses
Quad Shell @ Intercooler

Faces
Non conformal Mesh @ Intercooler


modeling
Tri Shell @ radiator tank
headers & Hoses
Quad Shell @ radiator

Faces
Non conformal Mesh @ Radiator


modeling
Radiator Tank
Radiator
Radiator Fan
Intercooler
Under-hood components
Volume Mesh @ Computational Domain

Methodology: Input Conditions

Vehicle Speed & Fan Speed:
Max Power Max Torque
Vehicle Speed (KMPH)
Radiator Fan Speed (RPM)
V1
N1
V2
N2
Input Parameters for thermal analysis :

Max Power Max Torque
Radiator
Coolant Flow Rate (kg/s)
Coolant Inlet Temp ( C)
Intercooler
Charged air Flow Rate (kg/s)
Charged air inlet temp ( C)
mc1
Tcin1
mc2
Tcin2
ma1
Tain1
ma2
Tain2
Heat Exchanger Model:

Ungrouped Macro Based Model is used
Fix inlet temperature
Note : Owing to IPR policy the numerical values cloud not disclosed
10
Methodology: Input Conditions

Heat exchanger performance data generated through 1-D
KULI software for computing heat rejection and outlet
temperature of coolant and charged air :
Radiator performance data :
Coolant flow
rate (kg/s)
Air Flow rate
(kg/s)
a1
a2
a3
a4
a5
a6
c1
c2
c3
Intercooler performance data :

c4
c5
c6
Heat Transfer (W)

h11
h21
h31
h41
h51
h61
h12
h22
h32
h42
h52
h62
h13
h23
h33
h43
h53
h63
h14
h24
h34
h44
h54
h64
h15
h25
h35
h45
h55
h65
h16
h26
h36
h46
h56
h66
charged air flow

rate (kg/s)
Air Flow rate
(kg/s)
a1
a2
a3
a4
a5
a6
c1
c2
c3
c4
c5
c6
Heat Transfer (W)

h11
h21
h31
h41
h51
h61
h12
h22
h32
h42
h52
h62
h13
h23
h33
h43
h53
h63
h14
h24
h34
h44
h54
h64
h15
h25
h35
h45
h55
h65
h16
h26
h36
h46
h56
h66
Note : Owing to IPR policy the numerical values cloud not disclosed
11
Results: Existing Vehicle Max Power Condition

Radiator
Intercooler
Velocity contours (m/s)
Max
Max
Velocity = 5.2 m/s

Min
Velocity = 7.2 m/s

Min
Temperature contours ( C)
Inlet Face
Inlet Face
Outlet Face
Outlet Face
Coolant flow direction

Max
Charged Air Flow direction

Max
Min
Min
Test Charged Air T =63.7 C

CFD T = 76.5 C
Test Coolant T = 4.7 C
CFD T = 5.5 C
12
Results: Existing Vehicle Max Power Condition

Radiator
Intercooler
Max
Max
Velocity = 5.2 m/s

Min
Velocity = 7.2 m/s

Min
Inlet Face
Inlet Face
Outlet Face
Outlet Face

Max

Max
Min
Min

CFD T = 76.5 C
Test Coolant T = 4.7 C
CFD T = 5.5 C
13
Correlation: Existing Vehicle Max Power Condition

Predicted vehicle level performance of intercooler and
radiator at fixed inlet temp
Ambient Temp = 28.5 C
Intercooler
Test
CFD
Radiator
Correlation
(%)
Test
CFD
Correlation
(%)
mc1
Tcin1
---
CFD Inputs
Flow Rate (kg/s)
Coolant/ Inlet Temp (C)
Charged air
side
Outlet Temp (C)
Temp Drop (C)
Heat Rejection (kW)
ma1
Tain1
ma1
Tain1
---
mc1
Tcin1
CFD Outcomes
Taout1Test
Taout1CFD
--
63.7
8.3
76.5
10
80
79.5
Tcout1Test Tcout1CFD
4.7
42.6
5.5
49.9
-83
82.8
14
Results: Existing Vehicle Max Torque Condition

Intercooler
Radiator
Max
Max
Velocity = 2.2 m/s
Min
Velocity = 3.1 m/s

Min
Inlet Face
Inlet Face
Outlet Face
Outlet Face

Max

Max
Min
Min

CFD T = 52.5 C
Test Coolant T = 5 C
CFD T = 5.8 C
15
Results: Existing Vehicle Max Torque Condition

Intercooler
Radiator
Max
Max
Velocity = 2.2 m/s
Min
Velocity = 3.1 m/s

Min
Inlet Face
Inlet Face
Outlet Face
Outlet Face

Max

Max
Min
Min

CFD T = 52.5 C
Test Coolant T = 5 C
CFD T = 5.8 C
16
Correlation: Existing Vehicle Max Torque Condition

Predicted vehicle level performance of intercooler and
radiator at fixed inlet temp
Ambient Temp = 29 C
Intercooler
Test
CFD
Radiator
Correlation
(%)
Test
CFD
Correlation
(%)
mc2
Tcin2
---
CFD Inputs
Flow Rate (kg/s)
Coolant/ Inlet Temp (C)
Charged air
side
Outlet Temp (C)
Temp Drop (C)
Heat Rejection (kW)
ma2
Tain2
ma2
Tain2
---
mc2
Tcin2
CFD Outcomes
Taout2Test
Taout2CFD
--
47.3
3.1
52.5
3.4
89
90.3
Tcout2Test Tcout2CFD
5
20.1
5.8
23.4
-84
83.6
17
New Vehicle Geometry Details
Intercooler Radiator
-Fan Module (IRFM)
18
Results: New Vehicle Under-hood Thermal Flow Field

Hot air recirculation in front of
intercooler

intercooler
Path Lines coloured by Temperature ( C)

19

intercooler

intercooler

20
Results: New Vehicle Baseline IRFM Packaging
Intercooler Radiator Fan

Module
21
Results: New Vehicle Improved IRFM Packaging

IRFM Sealing
Intercooler Radiator Fan

Module
introduced IRFM Sealing to stop hot air recirculation in under-hood compartment as
shown in above fig.
22

Baseline IRFM Packaging
Hot air recirculation in
front of intercooler
Improved IRFM Packaging

No hot air recirculation in
front of intercooler

23
Results: New Vehicle Max Power Condition

Intercooler

Intercooler

Max
Max
Velocity = 5.2 m/s

Min
Inlet Face
Improved ambient air

temperature profile at
the intercooler inlet
face
Inlet Face
Outlet Face
Velocity = 5.2 m/s

Min
Max
Outlet Face
Max
Min
Min
CFD T = 70.1 C
CFD T = 78.5 C
24

Intercooler

Intercooler

Max
Max
Velocity = 5.2 m/s

Min
Inlet Face

the intercooler inlet
face
Inlet Face
Outlet Face
Velocity = 5.2 m/s

Min
Max
Outlet Face
Max
Min
Min
CFD T = 70.1 C
CFD T = 78.5 C
25

Radiator
Radiator

Max
Max
Velocity =7.3 m/s

Min

the Radiator inlet face
Inlet Face
Max
Inlet Face
Outlet Face
Velocity = 7.3 m/s

Min
Max
Outlet Face
Min
Min
CFD T = 5.9 C
CFD T = 6.4 C
26

Radiator
Radiator

Max
Max
Velocity =7.3 m/s

Min

the Radiator inlet face
Inlet Face
Max
Inlet Face
Outlet Face
Velocity = 7.3 m/s

Min
Max
Outlet Face
Min
Min
CFD T = 5.9 C
CFD T = 6.4 C
27
Summery
Correlation level between Field test and CFD simulation is
more 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 been
improved by stooping hot air recirculation by introducing
sealing, thus improved :
12% Intercooler performance &
8.5% Radiator performance
28
THANK YOU !!
Contact:
Ashok Patidar
akpatidar@vecv.in
29

Front End Cooling Volvo

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Front End Cooling Volvo

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Доступные форматы

Validation and Optimization of Front End Cooling

Module for Commercial Vehicle using CFD Simulation

VE Commercial Vehicles Ltd - Overview

Buses : 12 seater 65 seater

Haulage: 5 Tons 31 Tons

Tipper: 8 Tons 25 Tons

Articulated Tractor: 40 Tons

City Buses & Special applications:

Wednesday, September 26, 2012

2012 Automotive Simulation World Congress

Wednesday, September 26, 2012

2012 Automotive Simulation World Congress

The flow resistance of heat exchangers is considered

2012 Automotive Simulation World Congress

Front grille Opening

Developed and validated CFD Front End Cooling process

2012 Automotive Simulation World Congress

Methodology: CFD Simulation

Design Change Recommendation

Mesh Model Generation

Setup and Solver (solve

Post Processing and Result

Using CFD Post

2012 Automotive Simulation World Congress

Methodology: Mesh Generation

Quad Shell @ Intercooler

Non conformal Mesh @ Intercooler

2012 Automotive Simulation World Congress

Methodology: Mesh Generation

Quad Shell @ radiator

Non conformal Mesh @ Radiator

2012 Automotive Simulation World Congress

Methodology: Mesh Generation

Volume Mesh @ Computational Domain

2012 Automotive Simulation World Congress

Methodology: Input Conditions

Input Parameters for thermal analysis :

Heat Exchanger Model:

2012 Automotive Simulation World Congress

Methodology: Input Conditions

Intercooler performance data :

Heat Transfer (W)

charged air flow

Heat Transfer (W)

2012 Automotive Simulation World Congress

Results: Existing Vehicle Max Power Condition

Velocity contours (m/s)

Velocity = 5.2 m/s

Velocity = 7.2 m/s

Coolant flow direction

Charged Air Flow direction

Test Charged Air T =63.7 C

Test Coolant T = 4.7 C

2012 Automotive Simulation World Congress

Results: Existing Vehicle Max Power Condition

Velocity contours (m/s)

Velocity = 5.2 m/s

Velocity = 7.2 m/s

Coolant flow direction

Charged Air Flow direction

Test Charged Air T =63.7 C

Test Coolant T = 4.7 C

2012 Automotive Simulation World Congress