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Aim: Converting a detailed engine model to an FRM model. Objective: Explore tutorial number 9 and write a detailed report. Build FRM Model for the following configuration using the FRM builder approach. Bore 102 mm stroke 115 mm CR 17 No of cylinder 6 CI engine Twin Scroll Turbine GT Controller Run all cases…
Ravi Shankar Yadav
updated on 30 Aug 2022
Aim:
Converting a detailed engine model to an FRM model.
Objective:
Theory:
FRM is a dynamic fully physical engine that is designed specifically to run faster. While high fidelity engine models are commonplace in the engine performance department, they are often too slow running to incorporate into a system-level model where using transient events may be simulated, or where the simulation model must respond faster than real-time such as the HiL simulation model.
When simulation speed is of priority, the high-fidelity GT power engine model can be simplified into FRM using standard procedure. FRM is used to achieve fast run times in two ways:
The Fast Running Engine Models are designed in such a way that the simulations run faster. Generally, we use detailed modeling for capturing the wave dynamics that occur in the intake and exhaust systems. In order to capture those waves, we need to have a very detailed model to capture the physics. Whereas if the speed of the simulation running is necessary there we use Fast Running Model. In GT-Power we follow two approaches i.e. Mean Value and FRM model.
A. Exploring Tutorial-9
Go to Tutorials > click on Modeling_Applications > go to Engine_Performance > select "09-FastRunningModel" > It consists of 8 steps that clearly show how the detailed model is converted into FastRunningModel.
Detailed Model:
Initially launch the FRM Tags:
In the FRM Tags, the complete model is tagged i.e. it will show which parts can be combined and hence reduce the number of engine parts. The individual subsystem and the parts will get highlighted on the map.
Launch the FRM Converter:
It is a tool that will help to track the FRM Conversion process, organize the model files automatically within subdirectories and provide result comparisons of key RLTs throughout the conversion process. These generated files can be saved separately and can be viewed at any time.
FRM conversion model steps:
Exhaust manifold
Intake manifold
Compressor outlet pipe
Intake pipe
Exhaust port
Real-time solver
FRM model build:
FRM Subsystem model:
FRM diesel
FRM EGR HP
FRM EGR CONTROL
FRM INTAKE
FRM EXHAUST
IC EFF
TURBO
HYSTERESIS LOOP 1
HYSTERESIS LOOP 2
Boundary conditions:
Cylinder slaving conditions
Case setup 1 as a function of rpm and BMEP
Case setup 2 as a function of rpm and BMEP
GT POST:
Case 1:
Compressor efficiency map
Turbine efficiency map
Engine performance
Turbine and compressor performance
In this case, we see that compressor efficiency reaches the best design point at the lowest rpm with the same BMEP target. The first two design points lie in the excess rotor speed and choke region. Therefore, we should avoid these points. Also, from engine performance data we find the A/F ratio is very less in case of high rpm which ensures improper burning and high pollutants.
Case 2:
Compressor efficiency map
Turbine efficiency map
Engine performance
Turbine and compressor performance
In this case, we find the same pattern as for case 1 only difference is that the efficiency at the best design point is better than the former one. Also due to less BMEP target, low rpm speed can run quite efficiently compared to high rpm speed.
Conclusions:
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