Friday 4 December 2020 10:00
Automotive & Transportation Session | Part 3
Ducati Motor Holding - Ducati Corse Division | Gaspare Argento
Estimation of cycle average convective heat transfer coefficient on the underside of a racing piston for different layouts of oil jets
Oil jets are widely used in high performance and racing engines in order to prevent the piston from overheating and protecting the engine from serious damage. The oil flowing across the underside of the piston helps cooling off the component, so the heat is transferred to the oil.
Typically, the oil is sprayed from a nozzle installed at the bottom of the cylinder. Depending on the number, diameter and location of the nozzle’s holes the resulting heat transfer performance will be different.
The main goal of this work was to find an alternative nozzle layout having a lower oil flow rate but with the same heat transfer performance. Three geometries, different from the reference one for number of holes, diameters and trajectories, have been studied. Their performance was assessed based on the cycle average convective heat transfer coefficient values on the underside of the piston.
All simulations were performed using the commercial mesh-free CFD software Particle Works.
Taesung S&E | Kim Wootaek
Simulation of lubrication and splashing of an oil in reduction gear box using Moving Deforming Mesh
For the purpose of the sufficient lubrication and cooling of reduction gear system, it is important to establish optimum gear box design such as oil path holes and baffles to ensure lubrication and cooling performance. In order to predict them, CFD simulation was carried out using MDM(Moving Deforming Mesh) technique employed in Ansys Fluent for rotating gears and VOF(Volume of Fluid) for multiphase flow regime. In the present study, power distribution type reduction gear box which has been ordered recently for installation in high speed train of 260-320km/h grades was considered. As the results, transient nature of highly violent multiphase flow by gear churning was simulated successfully with proposed numerical schemes. We would like to explain analysis results in accordance with suggested simulation models in this presentation. Additionally, temperature prediction from convective heat transfer induced by oiling flow is going to be introduced for further investigation.
6 years experiences in CFD (mainly, Automotive and Transportation area)
3 years experiences in automotive paint shop design at plant company
Expertise in vehicle aerodynamics/fluids/thermal CFD
EnginSoft SpA | Paolo Bortolato
Fatigue Check of a Forged and Machined Component
As many designers had the opportunity to experience, it is not simple and, many times, not even appropriate to rely on FE analysis or hand calculations to evaluate the fatigue behavior of a mechanical component.
In the traditional approach the triaxiality of the stress tensor is not considered, the pre-stress field are omitted and notch effect, finish surface and chemical or heat treatments are usually not accounted for correctly, so it's very easy to make a mistake. The points where the maximum stress or the maximum stress amplitude occur, could not be the worst locations for fatigue behavior.
Therefore, it is necessary to use a dedicated software as FEMFAT 5.4 to exactly identify the points that could lead to the beginning of cracks and to accurately estimate the fatigue life of the component.
During the webinar, after a quick fly over the basic concepts of fatigue theory, I'll show the new approach followed to perform the fatigue analysis of a very important component for a Roller Coaster car, showing the benefits of FEMFAT use. The influence of the surface finish and how it contributes to the fatigue behavior of the component will also be highlighted.
RBF Morph srl | Marco Evangelos Biancolini
An advanced CFD post-processing tool enabled by adjoint and RBF mesh morphing allows the fast exploration of an arbitrary number of shape parameters effect on performances
Over the last decades the maturity of the CFD solvers and their companion adjoint solvers made possible the computation of the sensitivity of an observed performance (a pressure drop, a drag coefficient, a downforce) with respect to the shape of the part. It is nowadays a very well consolidated practice to explore shape sensitivity maps helping the designer to decide where moving outward/inward surfaces to improve the performance.
In the present study, we show how advanced mesh morphing allows creating, even at post processing stage, a variety of shape variations which intensities can be superimposed and the effect on performances previewed in real time. A very powerful design bench is obtained which allows to inspect the new shape and to evaluate, with a first order accuracy, the resulting performance value.
The tool is demonstrated for motorsport applications implementing Ansys Fluent for CFD and adjoint solution and its advanced mesh morphing module, RBF Morph, for the definition and control of shape parameters.
Marco Evangelos Biancolini, phd in Mechanical System Design, is an Associate Professor of Machine Design at the University of Rome “Tor Vergata” since 2000. He is the author and the owner of the RBF Morph technology, a partner of ANSYS since 2009, an Honorary Member of Technet Alliance since 2014. He is currently coordinating two European projects MeDiTATe and CAE Up. The main research interest is in CAE and in Radial Basis Functions for Engineering Applications.
CG CAE Sagl | Claudio Gianini
3D Elements in Composite Material Modeling for F1 cars
Composite materials are seeing a constantly increasing usage in every product and their industrial and large scale utilization presumes that also the production technologies are compatible with the costs, the time and the quality required in our days. Moreover, given that the structural analysis of components is today an integral part of the design process of any structural element, also the approach to simulation and the related software tools have to be raised at the necessary level in order to perform accurate and reliable calculations. In this job we will illustrate how the classical approach used to model parts made out of FRP (Fiber Reinforced Plastics) – i.e. using shell elements - has given wrong results and has led to the failure of the wishbone of a Formula 1 car, and how it was possible to identify the source of the error (and to correct the design) by switching to a higher modeling level, using 3D elements with orthotropic material properties to properly catch the phenomenon that was hidden behind the traditional simulation technique.