CFD Applications in the

Automotive Industry
By:
Sandeep Sovani
Senior Consulting Engineer
Fluent Inc., Ann Arbor, MI
June 12th (Shanghai) and June 15th (Beijing) 2006
FLUENT Roadshow

Presenter

The presenter of this presentation, Dr. Sandeep Sovani, is a Senior

Consulting Engineer at Fluent. He specializes in automotive
applications of Computational Fluid Dynamics with a focus on
aero-acoustics and aerodynamics. Dr. Sovani has over 11
years of experience in conducting research and executing
projects on a wide variety of topics in automotive thermo-fluid
sciences. He has worked with Fluent for the past five years.
During the five years preceding his employment at Fluent, he
conducted doctoral research at the Thermal Sciences and Propulsion Center of Purdue University.
Prior to that, he worked as a Senior Engineer in the Engineering Research Center of Tata Motors. Dr.
Sovani holds three degrees in Mechanical Engineering: a Ph.D. from Purdue University, an M.Tech
from the Indian Institute of Technology, Chennai, and a B.Eng. from the University of Pune, India. He
has authored more than 40 papers, articles, and technical reports in his field. He has been invited to
deliver numerous lectures on his research at conferences as well as in industry and academia. He is
a member of SAE, ASME, Sigma Xi, and MENSA. Dr. Sovani serves as a chair for technical sessions
on Aerodynamics and Computational Fluid Dynamics at the annual SAE World Congress. He serves
as an e-mentor in ASME. He has frequently been invited to review papers by several prominent
journals and conferences. Dr. Sovani has received the prestigious National Talent Search
Scholarship awarded by Indias National Council for Educational Research and Training. He is a
three-time recipient of the Excellence in Oral Presentation Award from SAE International. He has also
received the Lloyd L. Withrow Distinguished Speaker Award from SAE International.
2

Outline
OVERVIEW
Introduction
CFD for Non-Powertrain Applications
CFD for Powertrain Applications

Introduction: CFD
Computational Fluid Dynamics (CFD)
the science of predicting fluid flow, heat transfer, etc.
by solving the mathematical equations which govern these
processes using a numerical process (that is, on a computer).

CFD analysis is useful for:

conceptual studies of new designs

detailed product development
troubleshooting
redesign

CFD analysis complements testing and experimentation.

Reduces the total effort required in the laboratory.

Introduction: Advantages of CFD

Low Cost
Computational simulations are relatively inexpensive when
compared to testing

Speed
CFD simulations can be executed in a short period of time
Quick turnaround means engineering data can be obtained early
in the design process

Ability to simulate conditions hard to achieve in testing

e.g. A car traveling at 200 mph
Extremely low temperatures

Introduction: Advantages of CFD

Comprehensive Information
Experiments yield data at a limited number of locations (e.g.
pressure and temperature probes, heat flux gauges, etc.)
CFD provides data over the entire region of interest,
i.e. a complete picture

Temperature contours show the thermal

distribution felt by the passengers.

Contour plot of
velocities in a plane.
6

Introduction: Automotive Applications

In Automotive Engineering, CFD analysis can be used
for all components and systems that closely interact
with fluids
Air, water, fuel, exhaust gases, coolants, lubricants, hydraulic
fluids, etc.

There are hundreds of such components and systems

in automobiles
Automotive CFD applications are generally classified
into two categories:
Non-Powertrain (NPT)
Powertrain (PT)

Introduction: Automotive Applications

Non-Powertrain (NPT) Applications of CFD
External Aerodynamics
Wind Noise
Fuel Filling
and Supply

Passenger Comfort
Deicing,
Defogging
HVAC Ducts,
Vents, Jets
Fans
Heat
Exchangers

Airbags
Hydraulics

Front-End Flow
Brake Cooling

Underhood Thermal
Modeling

Lighting
and more.
8

Introduction: Automotive Applications

Powertrain (PT) Applications of CFD
In-cylinder Flow and Exhaust Manifold
Combustion
Valve Flow
Mufflers
Pumps
Exhaust AfterTreatment

Engine Cooling
Jacket

Transmission

Air Intake System

Clutches
Filters

Torque Converter

and more.
9

Outline
OVERVIEW
Introduction
CFD for Non-Powertrain Applications
CFD for Powertrain Applications

10

Example 1:
Heavy Vehicle Aerodynamics
Drag reduction for a
tractor/trailer is
examined
A discontinuity in
the height of the
tractor and trailer is
imposed for the
analysis
A viscous hybrid
mesh of 1.5 million
cells is used
Courtesy of Freightliner Corp.
(prismatic layers
near the walls, tet
cells elsewhere)
Parallel processing is used to accelerate convergence
and reduce turnaround time: 48 hours on a 2 GByte, 4
processor HP-K series computer.

11

Example 1:
Heavy Vehicle Aerodynamics

Courtesy of Freightliner Corp.

Surface pressure and flow ribbons show disadvantage

of mismatched tractor / trailer heights
Complicated geometrical intricacies captured in the
model; boundary layer effects near walls efficiently
resolved.
Study shows the ability of CFD to help reduce drag
and improve fuel economy through proper external
design
12

Example 2:
Car Aerodynamics

13

Example 2:
Car Aerodynamics

8Highly detailed
surface including
wheel-houses and
underbody
8Upper parts used to
grow 5 prismatic nearwall layers
8Transition to
underbody using nonconformal interfaces
8Final hybrid mesh
with a total of 4.6
million cells
14

Example 2:
Car Aerodynamics
46.8 million final adapted mesh
(3x)
4Compute Resources:
42 CPU HPJ6000 (PA8600)
46GByte RAM
41600 iterations to converge
430 hours

Drag coefficient from wind-tunnel:

cD = 0.286

Computed drag coefficient:

cD = 0.296 ( 3.5%)
October 2000

15

Example 3:
Transient Aerodynamics
Aim: predict the frequency spectrum of sound heard
by the driver when the side window is open
Mesh: 2.2 million tets
Runtime: 5 days on 6 processors of HP J6000
for complete steady state and transient solutions

PT Cruiser, 60 mph, 5o yaw

150

Fluent
x+3 dB @ 17.8 Hz

140
130

Experiment
x dB @ 17 Hz

Sound Pressure Level (dB)

120
110

SPL @ Driver's
Left Ear

100
90
80
70
60
0

10

15

20
25
30
Frequency (Hz)

35

40

45

50

16

Example 4:
Underhood Thermal Management

17

Example 4:
Underhood Thermal Management
Geometry

Bottom View

Top View
18

Example 4:
Underhood Thermal Management

Mesh
Surface Mesh: 330,358
Triangular Elements
Volume Mesh: 1.98 Million
Tetrahedrals
Shell Elements 195,587

19

Example 4:
Underhood Thermal Management

Models
Steady state flow.
Radiator and Condenser were modeled via macrobased heat exchanger user-defined function.
Heat transfer due to radiation modeled (DOM).
Temperature was imposed on exhaust system, engine
block, and transmission box.
Fluents built-in lumped parameter fan model used.
Constant density was assumed.
Compute resources
Network of 2 HP J6000s
2 CPUs Each (440 MHz)
2.5 GB RAM required
49 Hrs to Compute Flow Field
41.8 Hours to Compute Thermal Field
20

10

Example 4:
Underhood Thermal Management
Results

Planar cut showing contour plot of

fluid temperature downstream
of the heat exchanger

Contour plot showing

temperature
distribution on UH surfaces.
21

Example 5:
Passenger Comfort

22

11

Example 5:
Passenger Comfort
Ventilation system in a
Ford hatchback with four
adult occupants:
Summer conditions, AC
turned on

Volume mesh of 850,000

tetrahedral elements.
Cabin interior geometry, showing the
distribution of air inlets and passengers.

Surface grid on the compartment interior

and passengers.
Courtesy Ford-Werke AG
23

Example 5:
Passenger Comfort

Temperature contours show the thermal

distribution felt by the passengers.

Pathlines colored by velocity illustrate

the flow through the compartment.

Contour plot of
velocities in a plane.

Courtesy Ford-Werke AG
24

12

Example 5:
Passenger Comfort
Defroster / Demister performance
Footwell flow

25

Example 6:
Windshield De-icing
Fluent used to successfully predict
ice melt patern observed
experimentally.
De-icing simulation uses steadystate flow with a time-increasing
temperature along the inside of the
windshield that is representative of
the defroster output.
Finite layer of solid ice present at the
start of transient calculation.
Glass modeled as a conducting wall.
Phase change model used to track
the melting
both thinning ice as well as melted
region.

Courtesy of Visteon

Comparison of defrost patterns

from test and CFD analysis after
5 minutes.
26

13

Example 6:
Windshield De-icing
Good agreement is obtained after 5, 10 and 15 minute
intervals.

Courtesy of Visteon

Comparison of defrost patterns

from test and CFD analysis after
10 minutes.
27

Example 7:
HVAC Flow Controls
The time-dependent flow inside an
automotive HVAC coolant control valve
is analyzed.
insight gained through the CFD analysis is
used to improve its design and performance.

The valve controls the amount of hot

engine coolant entering the heater core
of an automotive HVAC system,
regulating the temperature of air
entering the passenger compartment.
Transient analysis provides more realistic
solution than a steady-state analysis of
individual static position.

28

14

Example 7:
HVAC Flow Controls
The valve has dual control so that
driver and passenger can control
temperatures individually.
The valve spools operate independently for this
purpose.

Moving spools give rise to a timedependent flow field.

motion of the valve spools prescribed through
time-varying profiles.

To capture this behavior correctly,

the moving mesh model is used

29

Example 7:
HVAC Flow Controls
The valve geometry
consists of inlet port and
three outlet ports
Inlet flow splits and goes to
outlets A, B, or C

Valve spools control flow

to outlets A and B
Excess exits through outlet
C
Unstructured tetrahedral
mesh has 170,000 cells.

Inlet
Outlet A

Outlet B

Outlet C
Courtesy Robert Bosch Corporation
30

15

Example 7:
HVAC Flow Controls
Results

Pathlines showing the coolant flow field at different times

during the valve cycle: flow is diverted and distributed
between various outlets by the spools.

Side B open, Side A closed

Sides A and B both half open

Side A - open, Side B - closed

31

Example 8:
Engine Cooling Fan
Fluent used to study the flow and
static pressure rise through a 6bladed automotive axial fan for the
AMCA chamber test conditions

Inlet

upstream and downstream plenum

chambers included in the model.

The model consists of an inlet, fan

and outlet
Modeling approach:
Due to cyclic repetitions in the geometry
and flow, only one-sixth of the fan
modeled: passage to passage volume
analyzed.
Flow equations solved in the reference
frame of the rotating fan, allowing for
steady-state treatment of the problem.
Standard k-epsilon turbulence model
used.

Fan
Outlet
Courtesy of Siemens VDO Automotive

The fan geometry and mesh .

32

16

Example 8:
Engine Cooling Fan
A close-up view of the shroud shows that it is L-shaped.
It overlaps a flat plate (aqua and blue) that is part of the
fan housing.
The plate separates the high and low pressure sides of
the fan.
A small gap separates the shroud and plate.

Results obtained:
Static pressure rise across the fan.
Tip leakage of the flow.
Flow separation and wash at the
trailing edge.
Fan efficiency.
Distribution of turbulent
kinetic energy (~ noise).

Courtesy of Siemens VDO Automotive

Mesh detail.
33

Example 8:
Engine Cooling Fan
Static pressure contours on
the hub, blades, and
shroud show:

Path lines colored by

pressure show the flow in
the rotating frame

low pressure (blue) on the

suction side
high pressure on the edge of
the pressure side and inside
surface of the shroud

Numerous results were compared

to data for AMCA chamber test
conditions and good agreement
was obtained.
Courtesy of Siemens VDO Automotive

34

17

Example 9:
HVAC Blower
Fluent can be used to predict
the flow field and the mass
flow rate in the automotive
squirrel cage blower.

inlet

The geometry consists of:

axial flow inlet
volute casing
rotating wheel
diffuser
flow outlet.

exit

35

Example 9:
HVAC Blower
The mesh consists of ~ 145,000
tetrahedral cells.
Generating hexahedral mesh time
consuming.

Multiple reference frame model

(MRF) used:
A rotating reference frame to solve for
the flow in the region of wheel, and a
stationary frame to solve for flow in the
region of the volute.
Two regions interact through a predefined interface.

Surface mesh.

Standard k-epsilon turbulence

model used.
36

18

Example 9:
HVAC Blower

Stream ribbons colored

by velocity magnitude
show
radially outward turn of the
flow due to wheel rotation
flow acceleration induced
by blower wheel.

Contours of static
pressure show highest
values on casing walls,
lowest at the wheel with
recovery near the exit.
37

Example 10:
Brake Cooling
Full contact brake rotor (i.e. pad and rotor in
contact for the full 360 degrees of rotation):
frictional heat transfer of paramount
importance.
To reduce testing costs, transient CFD fade
test runs on different rotor designs
performed.
Compared flow-rate and heat transfer
characteristics of multiple fin configurations.
CFD advantage over FEA thermal analysis
package: no need to assume heat transfer
coefficients; the actual heat transfer at solidfluid interface is computed.
Periodic slice of single fin in rotor modeled.

Design Study

38

19

Example 10:
Brake Cooling
Zonal hybrid mesh generated:
hex cells for simple portions of
geometry (pads, parts of rotor,
rotor-pad gap)
other regions of high geometric
complexity meshed with
tetrahedral cells.

Mesh

In the contact region, highaspect ratio hex cells were

used to accurately capture the
large heat flux normal to the
friction surface.
Mesh sizes typically in the
250,000 - 500,000 element
range.

Turnaround time of full

transient analysis (CAD->
Solution) in less than 1 week
39

Example 10:
Brake Cooling
Results

Contours of temperature showing the

areas of increased heat on the rotor
and pad surfaces.

Pathlines colored by temperature

showing the air flow patterns in the
vicinity of the rotor

40

20

Example 10:
Brake Cooling
Data export of wall loads on
selected solid-wall zones can be
exported:
forces
temperature
heat flux

Heat Transfer Coefficients

exported as Boundary Conditions
for Thermal Stress Analysis

41

Example 11:
Electric Motor Cooling
A generator set consists of an electric motor mounted on a
gasoline engine.
Cooling the motor is a challenging task, since heat
released from both the coils and the attached IC engine.
Most heat comes from the engine, through the housing and shaft
adapters.
Additional heat is generated by
friction in the bearings.

Motor cooling is achieved by

water circulating through coils
and the air separating the rotor
and stationary parts.
Designers need to know if cooling
coils can adequately protect the motor
components given these heat sources.
42

21

Example 11:
Electric Motor Cooling
CFD is used to assess the cooling potential of a motor
design.
The fluid and energy equations are solved in the air gap; the
energy equation is solved throughout the solid material.

Boundary conditions:

stator surfaces modeled as walls with radially varying temperature

temperature prescribed on adapter surfaces
convection heat transfer specified on housing
gasket-covered surfaces incorporated thermal resistance
temperature prescribed on surfaces where the bolts attach

30 degree periodic sector analyzed.

Hybrid mesh consisted of 1.5 million cells.
Rotor motion simulated with the Moving Reference Frame
(MRF) model.
43

Example 11:
Electric Motor Cooling
Results

Temperature contours on the shaft

and motor housing. High
temperatures near the shaft
are mostly due to the engine mounts
and partly due to friction in the
bearings.

Temperature contours on the

rotor show the uneven heating
and cooling on this component.

44

22

Example 11:
Electric Motor Cooling
Results

The magnets, which rotate

with the rotor, also show
uneven temperatures.
Those on the engine side
(right) are not adequately
cooled.
Results indicate that
additional heat protection is
necessary
Different cooling coils
Higher flow through engine
side coil

Temperature contours on the magnets.

Courtesy of Lynx Motion Technology, Inc.
45

Example 12:
Fog Lamp Heat Dissipation
Automotive fog lamp
generate significant
amount of heat: it is
important for designers
to select materials that
can handle these high
thermal loads.

46

23

Example 12:
Fog Lamp Heat Dissipation
CFD can help predict the radiation
and convection flows in the lamps
interiors.
Heat transfer between the air inside the
lamp and solid components of the bulb,
lens and reflector modeled. Temperature
profile over the components predicted.

From the CFD-computed

temperature profiles, the proposed
headlamp designs are analyzed and
validated quickly, saving time and
cost associated with building
prototypes.
47

Example 12:
Fog Lamp Heat Dissipation
Lamp interior meshed with
tetrahedral grid. Lens thickness
modeled extruding prisms from
the lens interior surface definition.

Temperature contours confirm

that the temperatures are within
the acceptable range for the
materials. (Lamp viewed from the
underside).
48

24

Example 13:
Fuel Tank Sloshing
CFD is used to study the free
surface movement of liquid in
an automotive fuel tank
undergoing acceleration,
followed by motion at
constant velocity.
Fuel location, shape and
velocity of free interface of
interest.

49

Example 13:
Fuel Tank Sloshing
Two tank configuration
studied: fuel tanks equipped
with or without baffles.
The goal is to see whether
baffles keep the fuel pick-up
pipe submerged in liquid at all
times.

By comparing the sloshing

patterns, design engineers
can gain insight into the
importance of the baffles for
ensuring problem-free
operation, especially when
the tank is low on fuel.

50

25

Example 13:
Fuel Tank Sloshing
Simulating the car acceleration of 1g in
horizontal direction for 1.15 seconds, followed
by const velocity for another second.
The liquid fuel initially at rest with its surface
10 cm from the bottom (25% capacity of the
tank).
Tetrahedral mesh elements in the region of
pick-up pipe, hexahedral elements elsewhere.
The same mesh used to simulate both tank
configuration (w/ and w/o baffles), by
changing boundary types from walls into
interiors.

51

Example 13:
Fuel Tank Sloshing
Results: without baffles

The liquid surface shows large

amplitude sloshing in the tank
after about 1 sec. Velocity
vectors on the surface help
illustrate the complex flow at the
interface.

Without baffles, the pick-up pipe

orifice
is exposed after 2 sec.

52

26

Example 13:
Fuel Tank Sloshing
Results: with baffles

With baffles, there is less sloshing.

Small circulation patterns between the baffles keep
the amplitude low.
The fuel pick-up pipe orifice is submerged at all times
during the simulation.

After 1 second

After 2 seconds
53

Example 13:
Fuel Tank Sloshing
A volume integral of
kinetic energy during
sloshing shows
large scale sloshing
without baffles (red)
small scale sloshing with
baffles (black)

Results can be used to

help engineers design
problem-free fuel tanks,
even when operating
near empty

54

27

Outline
OVERVIEW
Introduction
CFD for Non-Powertrain Applications
CFD for Powertrain Applications

55

Example 14:
I.C. Engine In-Cylinder Flow
Performance of an internal
combustion engine
studied.
Cold flow simulations give
insight into flow
characteristics such as
Volume efficiency
Swirl

as functions of port and

chamber design and valve
lift timing.
The moving and deforming
mesh (MDM) model in
FLUENT was used.

56

28

Example 14:
I.C. Engine In-Cylinder Flow
When the MDM model is used, the
geometry changes with time.
The CFD user supplies the initial
mesh and a function to describe
the motion of the components.
At each new time step during the
simulation, a new grid is
constructed automatically.
With the piston at bottom dead
center (right), the cell layers
grown during the motion are
shown in gray.
57

Example 14:
I.C. Engine In-Cylinder Flow
Layers of cells (pink) are built
on the intake runner as the
valve moves down into the
cylinder
Three remeshing techniques
are available:
Dynamic layering
Spring smoothing
Local remeshing

These can be used alone or

in combination, as needed.

58

29

Example 14:
I.C. Engine In-Cylinder Flow
Pressure boundary
conditions are used for the
intake and exhaust ports
Compressible air is the
working fluid
Contours of velocity
magnitude at 9 times during
the cycle are shown
MDM model for complex IC
engine simulations - with or
without combustion help to
better understand the flow
field and aid in design
modification.
59

Example 14:
Automotive Clutch
Flow pattern inside a clutch
needs to be understood in order
to optimize the cooling of friction
parts.
Amount of fluid passing through
the holes of clutch cover is of
interest.
Results can be used to indicate
whether the air flow is enough to
cool the clutch during operation.
The clutch geometry consists of:
Pressure plate (blue)
Diaphragm spring (magenta)
Cover (red and green)
60

30

Example 14:
Automotive Clutch
The moving reference frame
model (MRF) is used to simulate
the rotating clutch in a stationary
bell housing.

Mesh

Clutch rotation is 2000rpm.

Time averaged flow is of primary
importance.

A zonal hybrid mesh of 700,000

cells used.
Models

Only isothermal flow is studied, since the purpose

of the calculation is to maximize airflow inside the
cover.
The RNG k-e turbulence model for swirl
dominated flow is used.
61

Example 14:
Automotive Clutch
Pressure contours are uniform on the cover,
but uneven in the flow passages.
This result suggests that air is
passing through these regions.

Pathlines under the cover (left) and inside the housing

(right) illustrate the flow. Good circulation in all regions
suggest good cooling potential.

62

31

Example 15:
Automotive Water Pump
Water is drawn in through three inlet
channels (violet).
An impeller operates in the center
section.
Outflow is through two exit channels
(gold) with 90o bends at each end.
The impeller has 10 blades that are
tapered and curved to draw water in
axially and expel it radially.
The multiple reference frames (MRF)
model in FLUENT is used for the
rotating impeller region.

Geometry

Impeller

Impeller speed is 6000 rpm.

Turbulent flow is modeled using the

standard k- model.

Courtesy of Tesma Engine Company

63

Example 15:
Automotive Water Pump
Due to complexity of
geometry, a hybrid
mesh was generated

Mesh

1.6 million cells used

this cell count is at the
high end for water pump
applications

Hexahedral elements
are used for the intake
channels.
Tetrahedral elements
are used elsewhere.

64

32

Example 15:
Automotive Water Pump
Results
Overall predictions for pressure rise agree with
experiment to within 7%
Velocity vectors in the
impeller
and outflow plane show
swirling
and radial flow.
Pressure contours on the
pump housing show a
large loss at a constriction
in the outflow channel.
The obtained CFD information
helps with design modifications
that improve pump performance.
65

Example 16:
Engine Water Jacket
Fluent can be used to predict Flow and Heat
Transfer in an IC Engine water jacket
Surface mesh:
132,000 triangular elements
Volume mesh:
577,000 tetrahedral cells
Computer Resources:
HP J6000 dual CPU (440MHz)
512 GB RAM required

Simulation Time:
500 Iterations in 2 hours for both flow
and thermal solutions
Pressure profile

66

33

Example 16:
Engine Water Jacket

Use CFD to predict

mass flow rate of
coolant based on
specified pressure loss

Velocity Vectors on various cross-sectional cuts

67

Example 16:
Engine Water Jacket

CFD allows engineers to

explore how design
changes of the jacket
affect its performance

Detailed analysis included a water pump

Heat Transfer
Coefficients on the
surface of a 4 cylinder
cooling jacket.
68

34

Example 17:
Catalytic Converters
Catalytic converters are used to
purify automotive exhaust gases.
In the converter, gases pass
through a substrate coated with a
metal catalyst.
The catalyst converts CO to CO2
and NOx compounds to nitrogen
and oxygen.
Volatile organic compounds
(VOCs) are converted to CO2 and
H2O.
Key design criteria, such as
uniform flow distribution across the
substrate, can be quickly analyzed
by CFD.

Geometry of the converter

and nearby components.
Heated exhaust gas enters
through 4 inlets of an
exhaust manifold, and
enters the substrate inside
converter.
69

Example 17:
Catalytic Converters
Due to varying complexity of the geometry
and to minimize preprocessing time, a
hybrid mesh is used.

Mesh

120,000 cells.

The substrate is treated as a

porous media:
Losses in the cross-stream direction
are three times larger than in the
stream-wise direction

The flow is laminar in the substrate,

but fully turbulent elsewhere
The k- model is used for turbulence

Boundary conditions:
mass flow at the inlets
constant pressure at outlet
70

35

Example 17:
Catalytic Converters
Results

Pathlines colored by velocity

magnitude show uniform axial
flow throughout the converter.
The speed increases as the
flow cross section area
reduces in the tail pipe.

Pressure contours illustrate

significant pressure drop in
substrate region.

71

Example 17:
Catalytic Converters
Several specific parameters
were computed to evaluate
catalytic converters
Pressure loss
Eccentricity of velocity profile
(right)
Gamma uniformity index

Such metrics can indicate

whether or not certain design is
acceptable.

72

36

Example 18:
Fluid Seals
Seals are used to prevent leakage from
centrifugal pumps, mixers, etc.
Pressurized fluid circulates through
the seal
forming a barrier to prevent
leakage
removing frictional heat
generated between rotating and
non-rotating elements.

Centrifugal Pump Mechanical Seal

Courtesy of A.W. Chesterton Co.
73

Example 18:
Fluid Seals
Objectives

Understand the effects of flow behavior within

the seal on its design and operation.
Validate CFD results with experimental data.
Examine several parametric design changes
that improves heat removal efficiency of
cooling system.

74

37

Example 18:
Fluid Seals
Mesh

75

Example 18:
Fluid Seals

Boundary Conditions

76

38

Example 18:
Fluid Seals
Temperature

Rise

77

Example 18:
Fluid Seals
Untapered Design

Velocity vectors colored by temperature:

a circulation pattern forms midway between
inlet and outlet

78

39

Example 18:
Fluid Seals
Tapered Design

Velocity vectors colored by temperature:

tapered-surface design contributes an axial
component to the flow, propelling the fluid away
and increasing heat removal by 50%.

79

Example 19:
Torque Converters
Flow inside automotive
torque converters and
thereby their performance
can be studied with Fluent

Pump
Stator
Turbine

80

40

Example 19:
Torque Converters
The MRF model is used,
and complete 360
geometry is considered
A single blade passage is
shown here to provide a
clos-up view of the mesh

Pump
Stator
Turbine
81

Example 19:
Torque Converters
Turbo Post-processing tools in Fluent allow the flow
structure inside the torque converter to be investigated
in detail

82

41

Example 19:
Torque Converters
Performance characteristics are plotted. Results show
excellent agreement with corresponding experimental data

83

Summary
Automotive CFD applications are broadly classified into
two types
Non-Powertrain Applications
Powertrain Applications

FLUENT is a widely used CFD software for dozens of

applications in both these areas
CFD analysis provides several benefits
Low Cost
Fast Turn Around Time
Comprehensive Insights .
. Ultimately Leading to Better Engineering Designs

84

42