cUSTOMER aPPLICATION | Franz Froschhammer, BMW Group; Marcus Schittenhelm, Rainer Keppler, SIMPACK AG

angle

torque

BMW High-Dynamic Engine Test Benches

using SIMPACK Real-Time Models
As far as time and quality are concerned, the only way to meet the increasing development costs of modern combustion engines
is by using the most modern design methods, a suitable infrastructure, and optimised procedures.
As a result of the continually growing pressure on costs, and the requirement to reduce the number of both test drives and
prototype vehicles that go along with it, the necessity to shift testing from the vehicle to the test bench is becoming increasingly
important. For these tasks, high-dynamic engine test benches in combination with component-based SIMPACK real-time models
are used by the BMW Group.

The term 'component-based' refers apply vehicle handling behaviour

to models which include individual directly to the engine test
components. For example, bench, an exact simulation of the
suspensions are modeled with real vehicle behaviour has to be
the suspension arms, bushings, used [1].
dampings, etc., as opposed to The necessary quality of
using quasi-static look-up tables reproduction in the relatively high
to describe the suspension's frequency range for real-time
characteristics. applications,
The term 'high- “...component-based is achieved by
dynamic' refers, SIMPACK real-time using detailed,
in this context, models are used by component-
to simulation of the BMW Group” based SIMPACK
the longitudinal real-time models
dynamics of the vehicle. The on the test bench. The
frequency range of up to parameterisation of these real-
approx. 15 Hz, in which the time models takes place exclusively
typical vehicle jerking oscillations with original design data and
after load changes occur, can not measurement or MBS pre- Fig. 1: Acceleration after load changes: the test bench helps
be observed (see Fig. 1). In order to processing data. to find the optimum settings.

2 | SIMPACK News | November 2009

 Franz Froschhammer, BMW Group; Marcus Schittenhelm, Rainer Keppler, SIMPACK AG | customer application

Fig. 3: 3D side view of a complete BMW

SIMPACK real-time model

on the test bench, all other components of

Fig. 2: High-dynamic engine test bench system configuration at BMW
Implementation of these requirements
is achieved by generating the necessary
real-time models (‘Online’) with the help
of the SIMPACK code export functionality.
The highly detailed SIMPACK MBS-models
(‘Offline’), that BMW already uses in the
earliest development phase, are used as
the basis for the real-time models. The
significantly increased detail of the real-time
models allows their usage to be moved to
earlier phases of the development process.
In addition, there is an opportunity to carry
out detailed, component-based variant
calculations on the test bench. All of this
contributes to a reduction in development
costs while providing better results in the
early phases of development.
the mechanical natural frequency of the test
bench to the desired value.
Since only the combustion engine together
with the control unit(s) are actually present
the vehicle must be reproduced with the aid
of the simulation model. The reaction of the
vehicle to the stimulus from the combustion
engine is represented by the tightly coupled
electric motor which receives its desired
value directly from a vehicle model. A
detailed, component-based SIMPACK real-
time model provides this important building
block in the test bench simulation scenario
(see Fig. 2).
In order to make full use of the
expertise already present in the BMW
Group concerning the integration of
real transmission control units, BMW's
transmission model is included. Thus, the
interface between BMW's own test bench
environment and the SIMPACK vehicle
model can be found at the output of the
transmission model. At this connection,
the SIMPACK model provides the relevant
information on the angle of rotation as an
input for the test bench. The input for the
SIMPACK model is the corresponding torque
from the transmission.

BMW application and test bench

scenario
The high-dynamic engine test bench consists
of a combustion engine with a control unit
(DME) which is connected via a connecting
shaft to an electric motor. Depending on
the vehicle model, a transmission control
unit (EGS) can be added.
The connecting shaft is specifically designed
for every engine type with regard to Fig. 4: Covered frequency range of SIMPACK real-time models on BMW high-dynamic engine
stiffness and damping, in order to adjust test benches

SIMPACK News | November 2009 | 3

 cUSTOMER aPPLICATION | Franz Froschhammer, BMW Group; Marcus Schittenhelm, Rainer Keppler, SIMPACK AG
Fig. 5: 3D rear view of a complete BMW
SIMPACK real-time model
SIMPACK Real-time Simulation
Models
In order to meet the requirements for model
validity in the relevant frequency range
(Fig. 4) and the requirements for component-
based calibration, it was necessary to use
corresponding detailed MBS models.
The dynamic oscillation behaviour in a
vehicle due to a load change is a complex
interplay of drivetrain and axle oscillation.
Therefore, the models must be able to
provide a detailed representation of the
spatial and dynamic coupling effects
between the drivetrain, 3D wheel
suspension oscillations and axle carrier or
differential housing oscillations. This means,
in turn, that the usual approach to real-time
driving dynamics applications quasi-static
modelling approaches (e.g. using look-up-
tables from compliance measurements)
with regard to axle oscillations cannot be
used. A completely component-based MBS
modelling approach was chosen in which
all components relevant to oscillation are
represented as separate
MBS elements. Currently “Currently used SIMPACK
used SIMPACK real-time real-time models have
models (consisting of more than 100 degrees
bodies, joints, and force of freedom”
elements) have more
than 100 degrees of freedom (see Fig. 3 and
Fig. 5). This approach offers the following
important advantages:
• A precise model which includes a high
frequency range content relevant for
driving dynamics applications.
• Model parameterisation based purely
on design data. Physical and/or virtual
measurement data is not required (i.e.
no restrictions with regards to alternative the entire model generation and
drive types such as RWD, FWD, and
AWD).
• Use of an already existing database
created for SIMPACK "Offline" oscillation
comfort models.
4 | SIMPACK News | November 2009
• Parametric sensitivity analyses of the phase. In this way, considerable synergies
influence of individual vehicle hardware are exploited by using the same model and
characteristics are possible directly on parameter database for both "Offline" and
the test bench without additional MBS "Online" models. Changes of the model
pre-processing (e.g. axle component parameters can be transferred directly
masses, drivetrain inertia, rubber bearing from the "Offline" to the "Online" model
characteristics). without additional pre-processing steps or
redundant data entry (see Fig. 7).
An example of the complexity of the
topology of an applied real-time model can Example of an application on the
be seen in Fig. 6. high-dynamic engine test bench:
The challenge of being able to use such positive load change from
detailed MBS models in a real-time system dynamic impulse
is solved by SIMPACK Code Export. This The detailed representation of the vehicle
makes it possible to export SIMPACK longitudinal dynamics allows, for example,
"Offline" models load changes to
of any complexity, “...considerable synergies are be applied. While
generated from MBS exploited by using the same the effects on the
library elements as model and parameter drive behaviour are
Fortran or C-Code to database for both "Offline" directly perceptible
the corresponding and "Online" models” in the vehicle, the
real-time test bench calibration engineer
environment, as "Online" models. In order assesses them on the test bench with
to ensure that necessary calculation speeds measurement processes. The criteria for the
and solver stability requirements needed design are determined by the objectives,
for the real-time system are met, unique such as measuring the number of jerking
SIMPACK methods (SIMPACK minimum oscillations and/or amplitude values [1]. A
coordinate approach, SIMPACK ODE comparison between the vehicle and the
generation of equations of motion), and test bench is shown in Fig. 8.
newly developed real-time solvers for this
sort of application are used.
The implemented
process for
model generation and
calibration
Apart from model generation
and ensuring numerical stability,
the model calibration process
for productive
and reliable
application of
a simulation-
based develop-
ment solution
is possibly the greatest and most
expensive challenge. The earlier
the simulation solution is to be
used within the development
process, where less vehicle test
data is available for comparisons,
the more important simulation-
based development becomes.
With this application, a realistic
simulation is achieved by basing
calibration process on SIMPACK
Offline models which are used
for whole vehicle oscillation
design. These models are already
available at the BMW Group Fig. 6: Principle 2D view of a SIMPACK real-time model
from a very early development topology at BMW
 Franz Froschhammer, BMW Group; Marcus Schittenhelm, Rainer Keppler, SIMPACK AG | customer application
SIMPACK "Online" application:
High-dynamic engine test bench
Fig. 7: SIMPACK "Offline" and "Online" model generation and parameter supply process at BMW
Fig. 8: Calibration of positive load change
due to a dynamic impulse: vehicle-test bench
comparison
SIMPACK "Offline" application:
e.g.hydro-pulse test rig, bad road simulation etc.
Summary and forecast References
The method described for engine calibration [1] Franz Froschhammer, Detlef Mathiak, Friedrich
on the high-dynamic engine test bench using Rabenstein, 'Hochdynamische Prüfstände — Ein
detailed, component- Werkzeug für die Insta-
based SIMPACK real- “...opens up many new tionärapplikation',
time models has been possibilities for optimising ATZ/MTZ Konferenz —
implemented successfully. future calibration tasks...” Motor, Motorenentwick-
Moving those tasks to an lung auf dynamischen
earlier phase in the development process, Prüfständen, Wiesbaden, 23.– 24.11.2006
at which time no test vehicles are available,
offers a considerable potential for early
achievement of calibration targets and cost
reduction.
In addition, the opportunity to carry out
sensitivity analyses of vehicle hardware
characteristics opens up many new
possibilities for optimising future calibration
tasks on high-dynamic engine test benches.
SIMPACK News | November 2009 | 5