FEAD dynamics optimization with GT-suite - Gamma ... suite simulation objectives: – Understanding...

© 2014 AGCO Corporation

FEAD dynamics optimization with

GT-suite

GT user conference

17/05/2017

M. TOUSSAINT

0


Agenda

Intro – work objectives 1

Results analysis 3

Model building & correlating 2

Solutions evaluation 4

1

Conclusions 5


1- intro/ perimeter of study

2

FEAD = Front End Auxiliary Drive

Belt system driving:

– Alternator(s) ≈7 kW

– Engine cooling Fan ≈ 30 kW

– Air compressor ≈5 kW

– A/C compressor ≈7 kW

Power capacity up to 50 kW

Lifetime requirement >1200h


FEAD characterization on engine bench:

– @Low RPM:

• High dynamic tension amplitude

• Resonating behavior

Reduced belt lifetime

GT suite simulation objectives:

– Understanding of phenomena & dynamics

– Potential solutions finding

– Solution modeling & impact analysis on system

3

1- intro/objectifs

Critical RPM zone

max

min


Agenda


Results analysis 3



4

Conclusions 5

© 2014 AGCO Corporation 5

2a- GT-Suite model map

Belt/pulley Friction

Accessory belt


Correlation check parameter: dynamic tension

Correlation OK « predictive » analysis possible

6

2b –Model correlation check

Correlation

factor99.527%

Max. dynamic tension curves

Min. dynamic tension curves


Agenda


Results analysis 3



7

Conclusions 5


Study @ 950 RPM

Important engine acyclism + «phase shift» = High dynamic tension amplitude

– Engine (M) RPM + pulley (R) RPM ==> Dynamic tension

– Engine (M) RPM + pulley (R) RPM ==> Dynamic tension

8

3 – Results analysis

Fan pulley

inst. RPM

Inst. Crankshaft RPM

X transmission ratio

Belt dynamic tension

Delta RPM max = 155RPM

R

M

Acyclism is due to alternative movement of engine internal parts Rotating speed is not continuous & regular

Nmoy=950RPM


Agenda


Results analysis 3



9

Conclusions 5


A. Change the inertia of receiving pulley:

– Change sensibility to RPM variation

B. Engine acyclism reduction:

‒ Less RPM variation & amplitude

10

4- Solutions to simulate


Increase receiving pulley inertia:

– Less sensible to RPM variations

– Move the 1st mode of the system out of operating range

• 𝐹0 = 2𝜋𝑘

𝐼𝑧𝑧 k cst ==> Izz , F0

11

4/a- Inertia change

Initial result Increased

inertia

Delta RPM max = 155RPM

Delta RPM max = 115RPM (-25%)

Initial result

-20%

Fan pulley inst. RPM

Inst. Crankshaft RPM

x transmission ratio

Increased inertia


Lower the FEAD system dynamics:

– Decrease RPM variation frequency & amplitude

– Filtering at the origin: decoupling between crankshaft & Belt system

12

4/b- Engine acyclism reduction

Pulley Hub Pulley grooved outer

ring Crankshaft

Accessory

belt

Damping Element

(decoupling)

Initial result

With damping

-45%

Fan pulley inst. RPM Inst. Crankshaft RPM

x transmission ratio

Delta RPM max ≈ 0RPM (-100%)


Agenda


Results analysis 3



13

Conclusions 5


Problem identification & understanding

Modeling & tuning of potential solutions

Quick & direct impact evaluation with GT-Post

Fast results (≈1h30 / calculation)

High flexibility

Gain:

– EARLY detection of potential reliability risks

– 90h of engine bench testing (estimation)

– 6 to 8 month of work (Proto. parts realization / bench test planning / results analysis / etc.)

14

5- Conclusions


FEAD layout choice/comparison

15

Other GT use on FEAD systems


Cabin + A/C loop+ pipes + zoning + HVAC blower R. Hoarau

Under hood thermal environment & cooling package (COOL3D) A. Piette

16

Other GT applications at AGCO


Thank you for your kind attention!

Any questions?

17

FEAD dynamics optimization with GT-suite - Gamma ... suite simulation objectives: – Understanding...

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