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The present work introduces a fully integrated real-time (RT) capable engine and vehicle model. The gas path and drive line are described in the time domain of seconds whereas the reciprocating characteristics of an IC engine are reflected by a crank angle resolved cylinder model. The RT engine model is derived from a high fidelity 1D cycle simulation and gas exchange model to support an efficient and consistent transfer of model data like geometries, heat transfer or combustion. The workflow of model calibration and application is outlined and base ECU functionalities for boost pressure, EGR, smoke and idle speed control are applied for transient engine operation. Steady state results of the RT engine model are compared to experimental data and 1D high fidelity simulations for 19 different engine load points. In addition an NEDC (New European Drive Cycle) is simulated and results are evaluated with data from chassis dynamometer measurements.

The current trend of highly boosted petrol engines is demanding significant engineering effort on the air intake system development. The package of the air intake system is done early in the programme phase and the main engineering effort have historically been around achieving the system pressure drop targets. The thermal impact of the package is assessed during the vehicle testing phase. This can lead to significant design changes in order to maintain engine performance under all operating conditions late on in the development, driving up cost and programme delays. The highly boosted engine performance is very sensitive to heat pick up of the intake air and therefore requires an optimised system. To be able to support the engine intake design at the early program phases with thermal input, an analytical method has been developed.

In the ever increasing challenge of developing more efficient and less polluting engines, friction reduction is of significant importance and its investigation needs an accurate and reliable measurement technique. The Pressurized Motoring method is one of the techniques used for both friction and heat transfer measurements in internal combustion engines. This method is able to simulate mechanical loading on the engine components similar to the fired conditions. It also allows measurement of friction mean effective pressure (FMEP) with a much smaller uncertainty as opposed to that achieved from a typical firing setup. Despite its advantages, the FMEP measurements obtained by this method are usually criticized over the fact that the thermal conditions imposed in pressurized motoring are far detached from those seen in fired conditions. In light of these considerations, the authors have put forward a modification to the method, employing Argon in place of Air as pressurization medium.

Mechanical friction and heat transfer in internal combustion engines have long been studied through both experimental and numerical simulation. This publication presents a continuation study on a Pressurized Motoring setup, which was presented in SAE paper 2018-01-0121 and found to offer robust measurements at relatively low investment and running cost. Apart from the limitation that the peak in-cylinder pressure occurs around 1 DegCA BTDC, the pressurized motoring method is often criticized on the fact that the gas temperatures in motoring are much lower than that in fired engines, hence might reflect in a different FMEP measurement. In the work presented in SAE paper 2019-01-0930, Argon was used as the pressurization gas due to its high ratio of specific heats. This allowed to achieve higher peak in-cylinder temperatures which close further the gap between fired and motored mechanical friction tests.

In this paper, a recently improved Computational Fluid Dynamics (CFD) methodology for virtual prototyping of the heat treatment of cast aluminum parts, above most of cylinder heads of internal combustion engines (ICE), is presented. The comparison between measurement data and numerical results has been carried out to simulate the real time immersion quenching cooling process of realistic cylinder head structure using the commercial CFD code AVL FIRE®. The Eulerian multi-fluid modeling approach is used to handle the boiling flow and the heat transfer between the heated structure and the sub-cooled liquid. While for the fluid region governing equations are solved for each phase separately, only the energy equation is solved in the solid region. Heat transfer coefficients depend on the boiling regimes which are separated by the Leidenfrost temperature.

Reynolds-averaged Navier-Stokes (RANS) computations of heat transfer involving wall bounded flows at elevated Prandtl numbers typically suffer from a lack of accuracy and/or increased mesh dependency. This can be often attributed to an improper near-wall turbulence modeling and the deficiency of the wall heat transfer models (based on the so called P-functions) that do not properly account for the variation of the turbulent Prandtl number in the wall proximity (y+< 5). As the conductive sub-layer gets significantly thinner than the viscous velocity sub-layer (for Pr >1), treatment of the thermal buffer layer gains importance as well. Various hybrid strategies utilize blending functions dependent on the molecular Prandtl number, which do not necessarily provide a smooth transition from the viscous/conductive sub-layer to the logarithmic region.

Mechanical friction and heat transfer in internal combustion engines are two highly researched topics, due to their importance on the mechanical and thermal efficiencies of the engine. Despite the research efforts that were done throughout the years on both these subjects, engine modeling is still somewhat limited by the use of sub-models which do not fully represent the phenomena happening in the engine. Developing new models require experimental data which is accurate, repeatable and which covers wide range of operation. In SAE 2018-01-0121, the conventional pressurized motored method was investigated and compared with other friction determination methods. The pressurized motored method proved to offer a good intermediate between the conventional motored tests, which offer good repeatability, and the fired tests which provide the real operating conditions, but lacks repeatability and accuracy.

Minimizing the lubricant volume in a transmission system reduces the churning losses and overall unit costs. However, lubricant volume reduction is also detrimental to the thermal stability of the system. Transmission overheating can result in significant issues in the region of loaded contacts, risking severe surface/sub-surface damage in bearings and gears, as well as reduction in the lubricant quality through advanced oxidation and shear degradation. The increasing trend of electrified transmission input speeds raises the importance of understanding the thermal limits of the system at the envelope of the performance to ensure quality and reliability can be maintained, as well as being a key factor in the development, effecting internal housing features for the promotion of lubrication. A nodal bearing thermal model will be shown which utilizes thermal resistances and smooth particle based CFD for determining bearing lubricant feed rates during operation.