Version 5.

Validation

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BOOST v5.1

AVL LIST GmbH Hans-List-Platz 1, A-8020 Graz, Austria http://www.avl.com AST Local Support Contact: www.avl.com/ast_support

Revision A B C D E F G

Date 03-May-2002 03-Mar-2003 18-Jul-2003 23-Jun-2004 29-Jul-2005 13-Oct-2006 31-Jan-2008

Description BOOST v4.0 Validation BOOST v4.0.1 Validation BOOST v4.0.3 Validation BOOST v4.0.4 Validation BOOST v4.1 Validation BOOST v5.0 Validation BOOST v5.1 Validation

Document No. 01.0106.0433 01.0106.0438 01.0106.0443 01.0106.0453 01.0106.0476 01.0106.0500 01.0106.0510

Copyright 2008, AVL All rights reserved. No part of this publication may be reproduced, transmitted, transcribed, stored in a retrieval system, or translated into any language, or computer language in any form or by any means, electronic, mechanical, magnetic, optical, chemical, manual or otherwise, without prior written consent of AVL. This document describes how to run the BOOST software. It does not attempt to discuss all the concepts of 1D gas dynamics required to obtain successful solutions. It is the users responsibility to determine if he/she has sufficient knowledge and understanding of gas dynamics to apply this software appropriately. This software and document are distributed solely on an "as is" basis. The entire risk as to their quality and performance is with the user. Should either the software or this document prove defective, the user assumes the entire cost of all necessary servicing, repair or correction. AVL and its distributors will not be liable for direct, indirect, incidental or consequential damages resulting from any defect in the software or this document, even if they have been advised of the possibility of such damage. All mentioned trademarks and registered trademarks are owned by the corresponding owners.

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Table of Contents
1. Introduction _____________________________________________________1-1
1.1. Documentation_______________________________________________________________1-1

2. Validation _______________________________________________________2-1
2.1. Gas Dynamics________________________________________________________________2-1 2.2. Aftertreatment Analysis ______________________________________________________2-2 2.2.1. Mathematical Validation __________________________________________________2-2 2.2.1.1. Light-Off Simulation __________________________________________________2-2 2.2.1.2. DPF-Regeneration Simulation __________________________________________2-3 2.2.1.3. 2D-Simulation and Discrete Channel Method (DCM) ______________________2-4 2.2.2. Experimental Validation___________________________________________________2-5 2.2.2.1. Oxidation Catalyst, Light-Off Simulation ________________________________2-5 2.2.2.2. Three-way Catalyst, Light-Off Simulation _______________________________2-6 2.2.2.3. Diesel Particulate Filter Loading________________________________________2-7 2.3. Previous Releases ____________________________________________________________2-7 2.3.1. BOOST v3.3 _____________________________________________________________2-7 2.3.1.1. Single Cylinder Two Stroke Gasoline ____________________________________2-7 2.3.1.2. Four Cylinder Four Stroke Gasoline____________________________________2-16 2.3.1.3. Six Cylinder Four Stoke Diesel ________________________________________2-25

3. References_______________________________________________________3-1

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List of Figures
Figure 21: BOOST Input Model for Shock Tube Test Case ............................................................................ 2-1 Figure 22: Spatial Plot of BOOST Shock Tube Results................................................................................... 2-1 Figure 23: Color Map/Fringe Plot of BOOST Shock Tube Results ................................................................. 2-1 Figure 24: Light-Off Simulation Oxidation Catalyst Simulated with BOOST and FIRE .......................... 2-3 Figure 25: DPF Regeneration Transient Maximum and Mean Temperature Simulated with BOOST and FIRE ......................................................................................................................................... 2-4 Figure 26: DPF Regeneration Axial Profiles of Soot Height and Wall Velocity Simulated with BOOST and FIRE ......................................................................................................................................... 2-4 Figure 27: Discrete Channel Method Comparison with Finite Difference Solution ................................... 2-5 Figure 28: Light-off Simulation Rise of Temperature and Pollutant Conversion of an Oxidation Catalyst ............................................................................................................................................ 2-6 Figure 29: Light-off Simulation Rise of Temperature and Pollutant Conversion of a Three-WayCatalyst ............................................................................................................................................ 2-6 Figure 210: DPF Loading Axial Soot Profile at Different Time Points ....................................................... 2-7 Figure 211: Boost v3.3 Model of the 2t1calc Engine ........................................................................................ 2-7 Figure 212: Boost v4.0 Model of the 2t1calc Engine ........................................................................................ 2-8 Figure 213: Comparison of Pressures in MPs of the 2t1calc Engine ............................................................ 2-10 Figure 214: Comparison of Temperatures in MPs of the 2t1calc Engine..................................................... 2-11 Figure 215: Comparison of Mass Flows in MPs of the 2t1calc Engine ......................................................... 2-12 Figure 216: Comparison of Pressures in Cylinder1 of the 2t1calc Engine ................................................... 2-13 Figure 217: Comparison of Heat Flow in Cylinder1 of the 2t1calc Engine .................................................. 2-14 Figure 218: Comparison of Temperature and Pressure in the Variable Plenum1 of the 2t1calc Engine .. 2-15 Figure 219: Boost v3.3 Model of the ottocalc Engine..................................................................................... 2-16 Figure 220: Boost v4.0 Model of the ottocalc Engine..................................................................................... 2-16 Figure 221: Comparison of Pressures in MPs of the ottocalc Engine........................................................... 2-18 Figure 222: Comparison of Temperatures in MPs of the ottocalc Engine.................................................... 2-19 Figure 223: Comparison of Mass Flows in MPs of the ottocalc Engine........................................................ 2-20 Figure 224: Comparison of Pressure, Temperature and Mass Flow in Cylinder1 of the ottocalc Engine.. 2-21 Figure 225: Comparison of Heat Flow in Cylinder1 of the ottcalc Engine................................................... 2-22 Figure 226: Comparison of Pressure and Temperature in the Plenums of the ottocalc Engine................. 2-23 Figure 227: Model Schematic for 4 Cylinder SI Engine................................................................................. 2-24 Figure 228: Comparison of Volumetric Efficiencies....................................................................................... 2-24 Figure 229: Boost v3.3 Model of the tcicalc Engine ....................................................................................... 2-25 Figure 230: Boost v4.0 Model of the tcicalc Engine ....................................................................................... 2-25 Figure 231: Comparison of Pressure in MPs of the tcicalc engine................................................................ 2-27 Figure 232: Comparison of Temperatures in MPs of the tcicalc Engine ...................................................... 2-28 Figure 233: Comparison of Mass Flows in MPs of the tcicalc Engine .......................................................... 2-29 Figure 234: Comparison of Pressure, Temperature and Mass Flow in Cylinder1 of the tcicalc Engine .... 2-30 Figure 235: Comparison of Heat Flow in Cylinder1 of the tcicalc Engine ................................................... 2-31 Figure 236: Comparison of Pressure and Temperature in the Plenums of the tcicalc Engine ................... 2-32

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List of Tables
Table 1: Main Engine Data of the 2t1calc.bst...................................................................................................... 2-8 Table 2: Comparison of Calculated Results of the 2t1calc Engine ..................................................................... 2-9 Table 3: Main Engine Data of the ottocalc.bst................................................................................................... 2-17 Table 4: Comparison of Calculated Results of the ottocalc Engine .................................................................. 2-17 Table 5: Main Engine Data of the tcicalc.bst ..................................................................................................... 2-26 Table 6: Comparison of Calculated Results of the tcicalc Engine..................................................................... 2-26

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1. INTRODUCTION
This document contains validation information and plots for the various features of BOOST.

1.1. Documentation
BOOST documentation is available in PDF format and consists of the following: Release Notes Primer Examples Users Guide Aftertreatment Aftertreatment Primer Linear Acoustics 1D-3D Coupling Interfaces Validation Thermal Network Generator (TNG) Users Guide Thermal Network Generator (TNG) Primer GUI Users Guide IMPRESS Chart Users Guide Installation Guide Licensing Guide Python Scripting Optimization of Multi-body System using AVL Workspace & iSIGHTTM

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2. VALIDATION
2.1. Gas Dynamics

Figure 21: BOOST Input Model for Shock Tube Test Case

Figure 22: Spatial Plot of BOOST Shock Tube Results

Figure 23: Color Map/Fringe Plot of BOOST Shock Tube Results

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2.2. Aftertreatment Analysis

In order to validate the BOOST aftertreatment analysis simulations, a series of test calculations were performed. These test simulations were focused on different types of validation which included: 1. Mathematical Validation: The aftertreatment models were reduced in a way that simulation results could be compared with analytical solutions. The entire catalytic converter and diesel particulate filter model was compared with numerical solutions generated with FIRE.

2. Experimental Validation: The catalytic converter and diesel particulate filter model was compared and validated with experimental data. In the following section some selected validation results are summarized and briefly discussed. For more detailed information please refer to the cited literature.

2.2.1. Mathematical Validation

2.2.1.1. Light-Off Simulation
Figure 24 shows results from a light-off simulation of a catalytic converter performed with BOOST and FIRE. From the point of view of a mathematical validation the simulation shows two important results: 1. BOOST and FIRE deliver identical results. Since both codes use completely different numerical approaches (refer to the BOOST Aftertreatment Manual) for solving all balance equations (a set of partial differential equations, ordinary differential equations and algebraic equations) these results are of special significance. Under steady-state and adiabatic conditions, the final heat-up Tadiabatictemperature difference between the catalyst inlet and outletcan be calculated analytically using the following formula

2.

Tadiabatic =

cmolar , gas ( yCO H R ,CO + yCO H R ,C 3 H 6 + yCO H R ,H 2 )

mass, gas c p , gas

(1)

where only physical properties of the gas phase and the heat of reaction is required (refer to Wanker [4]). The molar concentration of the gas phase is represented by cmolar,gas, yi, is the molar fraction of the different species and HR are the corresponding heat of reactions. mass,gas is the mass density of the gas and cp,gas is its heat capacity. With the data of the considered simulation, Equation (1) can be evaluated to:

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kJ 0.0055[] 283.3 mol + kmol 0.025 3 kJ m 0.0005[]1925.5 + Tadiabatic = J mol kg 0.776 3 1049.9 m kgK 0.00139[] 246.4 kJ mol Tadiabatic = 87.9[K ]
The adiabatic heat up simulated by FIRE and BOOST is

(2)

TFIRE / BOOST = 636.3[K ] 550[K ] = 86.5[K ] .

(3)

The comparison of the analytical heat-up with the simulation results shows a small difference that can be explained by the gas properties. These values are mean and constant in the analytical solution but change with temperature and gas composition in the simulation. The good agreement of the analytical and numerical results is a valuable validation of all transport balance equations and shows that both codes BOOST and FIRE deliver reasonable and trustable results.

Figure 24: Light-Off Simulation Oxidation Catalyst Simulated with BOOST and FIRE

2.2.1.2. DPF-Regeneration Simulation

Figure 25 and Figure 26 show results from a DPF regeneration simulation performed with BOOST and FIRE. From the point of view of a mathematical validation this simulation shows that both simulation tools deliver identical results for the transient behavior the temperatures or the spatial profiles of the soot height and wall velocity. Since BOOST and FIRE use different approaches for solving the transport equations of mass momentum and energy the presented simulation results can be understood as valuable validation of both codes.

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Figure 25: DPF Regeneration Transient Maximum and Mean Temperature Simulated with BOOST and FIRE

Figure 26: DPF Regeneration Axial Profiles of Soot Height and Wall Velocity Simulated with BOOST and FIRE

2.2.1.3. 2D-Simulation and Discrete Channel Method (DCM)

The new approach of DCM to resolve 2D characteristics of catalytic converters was compared with the finite difference method (FDM). A cylindrical catalytic converter was considered and it was assumed that the heat of reaction is a linear function of the local temperature. Assuming that axial gradients and the thermal capacity of the gas compared to the substrate are negligible the energy balance can be written as

s c p ,s

Ts 1 T r s s + k Ts , = t r r r

(4)

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where Ts is the solid temperature and s is its density. cp,s is the solids heat capacity and s is the heat conductivity. The radial coordinate is represented by r, and t is the time and

k is a reaction constant. With the boundary conditions

d Ts = 0 @ r = 0, dr Ts = Tambient @ r = R ,
(5)

of no gradient at the center (r=0) and a constant temperature at the converter border (r=R) this system can be solved. Constant initial conditions are used and the spatial derivatives are discretized once by finite differences and once using DCM. The integration of the resulting system of ordinary differential equations leads to results as shown in Figure 27. A detailed discussion of these simulation results can be found in Wurzenberger and Peters [6]. From the validation point of view the curves given in Figure 27 show identical results generated by two different numerical approaches.

Figure 27: Discrete Channel Method Comparison with Finite Difference Solution

2.2.2. Experimental Validation

This subsection comprises validation results performed with the BOOST aftertreatment module. A detailed description of the considered simulation cases and an interpretation of the results can be found in the cited references.

2.2.2.1. Oxidation Catalyst, Light-Off Simulation

Comparison of BOOST simulations with Experimental Data taken from Missy et al [2]. Refer also to Wurzenberger and Peters [5].

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Figure 28: Light-off Simulation Rise of Temperature and Pollutant Conversion of an Oxidation Catalyst

2.2.2.2. Three-way Catalyst, Light-Off Simulation

Comparison of BOOST simulations with Experimental Data taken from Skoglundth et al [3]. Refer also to Wurzenberger and Peters [6].

Figure 29: Light-off Simulation Rise of Temperature and Pollutant Conversion of a Three-Way-Catalyst

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2.2.2.3. Diesel Particulate Filter Loading

Comparison of BOOST simulations with Experimental Data taken from Cartus et al [1].

Figure 210: DPF Loading Axial Soot Profile at Different Time Points

2.3. Previous Releases

This section compares current BOOST results to previous releases.

2.3.1. BOOST v3.3

The following section compares simulation results from BOOST v4.0 compared to BOOST v3.3.

2.3.1.1. Single Cylinder Two Stroke Gasoline

Figure 211: Boost v3.3 Model of the 2t1calc Engine

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Figure 212: Boost v4.0 Model of the 2t1calc Engine

Table 1: Main Engine Data of the 2t1calc.bst

Basic specifications
Bore Stroke Conrod length Total displacement Displacement per cylinder Number of cylinders Firing order Compression ratio Fuel Lower heating value Stoichiometric A/F ratio Piston timing: intake and exhaust port EPO (deg. CRA BBDC) EPC (deg. CRA ATDC) IPO (deg. CRA BTDC) IPC (deg. CRA ABDC) [degCRA] [degCRA] [degCRA] [degCRA] 99 81 112 68 [kJ/kg] [kg/kg] [mm] [mm] [mm] [L] [L] [-] [-] [-] &54 54 110.2 0.12 0.12 1 1 13.5:1 Gasoline 42700 14.0

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Validation Table 2: Comparison of Calculated Results of the 2t1calc Engine Comparison of the calculated results Indicated Torque Indicated Specific Torque Indicated Power Indicated Specific Power Friction Torque Friction Power Effective Torque Effective Specific Torque Effective Power Effective Specific Power BMEP BSFC [Nm] [Nm/L] [kW] [kW/L] [Nm] [kW] [Nm] [Nm/L] [Nm/L [kW/L] [bar] [g/kWh] Boost v3.3 19.81 160.21 24.90 201.33 4.92 6.18 14.89 120.43 18.72 151.33 7.5666 443.7105 Boost v4.0 20.70 167.38 26.01 210.34 4.92 6.18 15.78 127.60 19.83 160.34 7.5619 443.9965

BOOST v5.1

Difference 0.89 7.17 1.11 9.01 0 0 0.89 7.17 1.11 9.01 -0.0047 0.286 4.5% 4.5% 4.5% 4.5% 0.0% 0.0% 6.0% 6.0% 5.9% 6.0% -0.1% 0.1%

Note: Calculation of IMEP changed between BOOST 3.3 and BOOST 4.0. In BOOST 4.0 the IMEP is not reduced by the auxiliary devices and crankcase scavenging.

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Figure 213: Comparison of Pressures in MPs of the 2t1calc Engine

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Figure 214: Comparison of Temperatures in MPs of the 2t1calc Engine

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Figure 215: Comparison of Mass Flows in MPs of the 2t1calc Engine

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Figure 216: Comparison of Pressures in Cylinder1 of the 2t1calc Engine

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Figure 217: Comparison of Heat Flow in Cylinder1 of the 2t1calc Engine

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Figure 218: Comparison of Temperature and Pressure in the Variable Plenum1 of the 2t1calc Engine

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2.3.1.2. Four Cylinder Four Stroke Gasoline

The model is a 4 cylinder SI engine and is covered in more detail in the BOOST Examples Manual.

Figure 219: Boost v3.3 Model of the ottocalc Engine

Figure 220: Boost v4.0 Model of the ottocalc Engine

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BOOST v5.1

Basic specifications
Bore Stroke Conrod length Total displacement Displacement per cylinder Number of cylinders Firing order Compression ratio Fuel Lower heating value Stoichiometric A/F ratio Inner valve seat diameter intake Inner valve seat diameter exhaust Valve timing at mm clear. (Exh. / Int.) EVO (deg. CRA BBDC) EVC (deg. CRA ATDC) IVO (deg. CRA BTDC) IVC (deg. CRA ABDC) [kJ/kg] [kg/kg] [mm] [mm] [mm] [mm] [mm] [mm] [L] [L] [-] [-] [-] &86 86 143.5 2.0 0.5 4 1-4-2-3 10.5:1 Gasoline 43500 14.5 1x43.84 2x36.77 0/0 50 -20 20 70

Table 4: Comparison of Calculated Results of the ottocalc Engine Comparison of the calculated results Indicated Torque Indicated Specific Torque Indicated Power Indicated Specific Power Friction Torque Friction Power Effective Torque Effective Specific Torque Effective Power Effective Specific Power BMEP BSFC [Nm] [Nm/L] [kW] [kW/L] [Nm] [kW] [Nm] [Nm/L] [kW] [kW/L] [bar] [g/kWh] Boost v3.3 211.53 105.86 110.76 55.43 31.17 16.32 180.37 90.26 94.44 47.26 11.3427 272.0452 Boost v4.0 211.50 105.84 110.74 55.42 31.17 16.32 180.33 90.24 94.4 47.25 11.34 272.0800 Difference -0.03 -0.02 -0.02 -0.01 0 0 -0.04 -0.02 -0.04 -0.01 -0.0027 0.0348 -0.014% -0.019% -0.018% -0.018% 0.000% 0.000% -0.022% -0.022% -0.042% -0.021% -0.024% 0.013%

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Figure 221: Comparison of Pressures in MPs of the ottocalc Engine

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Figure 222: Comparison of Temperatures in MPs of the ottocalc Engine

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Figure 223: Comparison of Mass Flows in MPs of the ottocalc Engine

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Figure 224: Comparison of Pressure, Temperature and Mass Flow in Cylinder1 of the ottocalc Engine

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Figure 225: Comparison of Heat Flow in Cylinder1 of the ottcalc Engine

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Figure 226: Comparison of Pressure and Temperature in the Plenums of the ottocalc Engine

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Figure 227: Model Schematic for 4 Cylinder SI Engine

Figure 228: Comparison of Volumetric Efficiencies

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2.3.1.3. Six Cylinder Four Stoke Diesel

Figure 229: Boost v3.3 Model of the tcicalc Engine

Figure 230: Boost v4.0 Model of the tcicalc Engine

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BOOST v5.1 Table 5: Main Engine Data of the tcicalc.bst

Validation

Basic specifications
Bore Stroke Con rod length Total displacement Displacement per cylinder Number of cylinders Firing order Compression ratio Fuel Lower heating value Stoichiometric A/F ratio Inner valve seat diameter intake Inner valve seat diameter exhaust Valve timing at mm clear. (Exh. / Int.) EVO (deg. CRA BBDC) EVC (deg. CRA ATDC) IVO (deg. CRA BTDC) IVC (deg. CRA ABDC) [kJ/kg] [kg/kg] [mm] [mm] [mm] [mm] [mm] [mm] [L] [L] [-] [-] [-] &100 130 220 6.126 1.021 6 1-5-3-6-4-2 18:1 Diesel 42800 14.7 1x41 1x39 0.4 / 0.3 58 16 20 40

Table 6: Comparison of Calculated Results of the tcicalc Engine Comparison of the calculated results Indicated Torque Indicated Specific Torque Indicated Power Indicated Specific Power Friction Torque Friction Power Effective Torque Effective Specific Torque Effective Power Effective Specific Power BMEP BSFC [Nm] [Nm/L] [kW] [kW/L] [Nm] [kW] [Nm] [Nm/L] [kW] [kW/L] [bar] [g/kWh] BOOST v3.3 891.93 145.60 233.51 38.12 112.64 29.49 779.30 127.21 204.02 33.30 15.9856 220.5674 BOOST v4.0 891.94 145.60 233.51 38.12 112.64 29.49 779.30 127.21 204.02 33.30 15.9857 220.5653 Difference 0.01 0 0 0 0 0 0 0 0 0.0001 -0.0021 0.0109% 0% 0% 0% 0% 0% 0% 0% 0% 0.0004% 0.00095%

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Figure 231: Comparison of Pressure in MPs of the tcicalc engine

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Figure 232: Comparison of Temperatures in MPs of the tcicalc Engine

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Figure 233: Comparison of Mass Flows in MPs of the tcicalc Engine

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Figure 234: Comparison of Pressure, Temperature and Mass Flow in Cylinder1 of the tcicalc Engine

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Figure 235: Comparison of Heat Flow in Cylinder1 of the tcicalc Engine

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Figure 236: Comparison of Pressure and Temperature in the Plenums of the tcicalc Engine

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3. REFERENCES
[1] Cartus T., Diewald R., Herzog P., Strigl T., Wanker R. Diesel PartikelfilterSystemintegration Von der 3D-Simulation zur Serie, Wiener Motorensymposium, Proceedings, 2002 Missy S., Thams J., Bollig M., Tatschl R., Wanker R., Bachler G., Ennemoser A., and Grantner H. Computer-aided optimisation of the exhaust gas aftertreatment system of the new BMW 1.8-litre valvetronic engine. MTZ Journal , 11:18-29, 2001. Skoglundh M., Thormhlen P., Fridell E., Hajbolouri F., Improved light-off performance by us-ing transient gas compositions in the catalytic treatment of car exhausts, Chemical Engineering Science 54, 45594566 Wanker R., Raupenstrauch, H. and Staudinger, G. A fully distributed model for the simulation of catalytic converter. Chemical Engineering Science 55, 2000, 47094718 Wurzenberger J. C. and Peters B. Catalytic Converter in a 1D Cycle Simulation Code Considering 3D Behavior, SAE 2003-01-1002, 2003 Wurzenberger J. C. and Peters B. Design and Optimization of Catalytic Converters taking into Account 3D and Transient Phenomena as an Integral Part in Engine Cycle Simulations, ICES 2003-611, Proceedings of STC2003, ASME Internal Combustion Engine Division, 2003

[2]

[3]

[4]

[5] [6]

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