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1.0 INTRODUCTION
1.1 What is GT‐POWER?
1.2 What is the relationship between GT‐POWER and MET 426 coursework?
1.3 How will GT‐POWER be used in the course?
1.4 What preparations will students be required to make in order to become familiar with GT‐POWER?
1.5 What are some of the shortcomings of the present course that GT‐POWER will be able to overcome?
2.0 SINGLE‐CYLINDER MODEL
2.1 Parts Layout
2.2 Folders
1.0 INTRODUCTION
1.1 What is GT‐POWER?
GT‐POWER is an industry‐standard engine simulation tool used by leading engine and vehicle
makers to model the performance of internal combustion engines. GT‐POWER is part of a more
comprehensive software family called GT‐SUITE. The latter features design analysis capability of
engines with emphasis on driveline components (GT‐DRIVE), valvetrain components (GT‐VRAIN),
fuel injection and hydraulics (GT‐FUEL), engine heat management and cooling (GT‐COOL), and
crankshaft dynamics (GT‐CRANK).
GT‐POWER is based on one‐dimensional gas dynamics, representing flow and heat transfer in piping
and related components . At the heart of GT‐POWER are two powerful software domains called GT‐
ISE (Integrated Simulation Environment) that builds, executes, and manages the simulation process
and, GT‐POST, a post‐processing tool that provides access to all the plot data generated by the
simulation.
1.2 What is the relationship between GT‐POWER and MET 426 coursework?
The relationship between GT‐POWER and MET 426 coursework is primarily one of extension of basic
course concepts to include an in‐depth study of engine behavoir without the need to fabricate,
operate, and test an actual engine. Unfortunately, analyses performed using the simple models
currently treated in the classroom do not correlate well with actual engine behavior. This lack of
correlation has resulted in misunderstanding and misapplication of concepts thereby leading to
uncertainty and a general lack ofconfidence in lessons learned by students. Today, advanced engine
simulation models such as GT‐POWER, when coupled with fundamentals in thermodynamics, fluid
flow, and heat transfer, can provide students with a wholesome and meaningful approach in the
study of internal combustion engines.
1.3 How will GT‐POWER be used in the course?
GT‐POWER shall be used in two principal modes:
First, GT‐POWER will be used primarily in an analysis mode to evaluate the performance of a single
cylinder engine whose geometry and operating characteristics have been specified. In this mode,
students will be expected to generate P‐V and P‐θ plots and to calculate a broad range of engine
performance parameters such as MEP, BSFC, thermal efficiency, etc., at a single operating condition.
This activity will be expanded to include parametric studies where the effect of changes in engine
operating conditions such as RPM, throttle position, air/fuel ratio, etc., on engine performance will
be examined.
Second, GT‐POWER will be used in the semester project design phase of the course. This activity
shall involve a team‐oriented design of a single cylinder engine to satisfy a set of prescribed criteria
while using GT‐POWER to evaluate the performance of the design effort.
1.4 What provisions will be made to enable students to become familiar and reasonsbly proficient
in the use of GT‐POWER?
GT‐POWER is an computational tool that uses advanced methodology to simulate and evaluate the
various processes used to define real engine behavior. Although mastery of some of the elaborate
computational detail of GT‐Power is beyond the scope of a one‐semester undergraduate internal
engine (I‐C) course, students will be introduced to basic engine processes in ever‐more increasing
levels of technical detail. For example, combustion using the standard constant volume heat
addition process will be replaced with an analysis that includes burn rate, changing composition,
heat release, and calculations to determine products of combustion; instantaneous valve events will
be replaced with discrete and finite models; use of a throttle and the specification of engine intake
and exhaust geometries shall also be made.
2.0 GETTING AQUAINTED WITH GT‐POWER
The following procedures can be used to aquaint first‐time users with GT‐POWER:
2.1 Download GT‐ISE 6.2, the graphical user interface of GT‐POWER available for use in the
course.
2.2 ÆOPEN….note that the symbol “ Æ“ shall be used to denote the “select and click” action
with the mouse.
2.3 ÆMET 426 GT Model A. This model is based on Example Problem 3‐1 in the class text.
However it is different from the version in the text in that the engine is analized on a “per‐
cylinder” basis and of course, capability to evaluate actual engine operating characteristics
such as throttle flow, combustion burn rate, valve timing, etc., have been introduced.
Upon selection, two key areas need to be identified. On the left of the screen is the “project
library”. See Figure 1.0. To the right of the project library is the “project map”. See Figure
2.0.
Figure 1.0 Project Library
The project library contains a series of icons that allow the user to specify information about the
model’s major components, connections between the components, and technical information of
a reference nature such as formulas, etc. More on use of the icons and their meanings shall be
provided later.
Figure 2.0 Project Map
The project map is used to identify the principal “parts” of the engine that will be modeled.
Specification and layout of the parts has been provided to minimize effort in getting
students started. Normally, one would start with a “blank” project map and introduce flow
connection and flow component devices as needed. Figure 2.0 shows seven circular icons to
denote seven flow connection devices. These devices include an injector, four circular
objects designated as 1, 2, 3, and 4, an intake valve, and an exhaust valve. Item “1” denoted
by a circle is actually a throttle plate. Flow connection devices define a plane between two
flow components and use parameters such as discharge coefficients to define their
performance characteristics. Other flow connection icons used in the figure include two
“green” squares to denote the the environmental flow components at the engine intake and
exhaust, four “yellow” squares to denote a length of pipe, two of which represent runners
at the intake and exhaust regions of the engine, and two of which represent the intake and
exhaust port regions of the engine. The map also shows a red engine cylinder icon to allow
for analysis of an entire cylinder as a stand‐alone system. Also, Figure 2.0 shows a “gray”
icon to denote an entire engine. In the class exercises, emphasis is placed on a single
cylinder model. Thus the difference in the make‐up or architecture of the so‐called
cylinder/engine components is minimal. However, if a model of an eight cylinder engine was
developed, the difference in architecture would be significant. Finally, clicking on any
component will allow the user to determine numerical values of attributes (GT‐POWER
equivalent of “variables”) assigned to each item.
What follows is a brief description of the meaning and use of the icons shown in the project
library and the project map.
2.4 ÆInjector‐01 icon on the project map.
ÆEdit Properties. See Figure 3.0. Briefly, the figure displays information dealing with the
fuel injector as evidenced by use of the template InjAFSeqConn in the project library. Five
attributes of the fuel injector, ranging from an Injector Delivery Rate to the Number of
Shared Injectors are highlighted. Details of the attributes and explanations of their use may
be obtained by clicking on the green & yellow icon in the top‐left corner of Figure 3.0. To
change any of the object values, click on Edit Object and make needed change(s). Note the
bottom left‐hand corner of the page where the tab Rate is highlighted. A click on the tab
Timing‐General yields additional information related to the injector. See Figure 4.0.
Relevant to our model is the specification of an air/fuel ratio of 15. Note that in the GT‐
Power software, object values of some attributes need to be specified even though little
information about the attribute may be known. One such attribute is Injector Delivery Rate.
A “best guess” value of 5 g/s for was specified even though the original Pulkrabek problem
did not specify an injector delivery rate. As an exercise, consult the template library for
information about the attributes Air Mass Flow Rate RLT and Number of Shared Injectors.
Figure 3.0 Edit Part: injector‐01 Rate
Figure 4.0 Edit Part: injector‐01 Timing‐General
Figure 4.0 contains information dealing with seven attributes ranging from Reference Driver
to Vaporized Fuel Fraction. Relevant to our model is the specification of ”isooctane” as the
fuel under the attribute Fluid Object. A double‐click on any green text such as Isooctane‐
combust yields reference information pertaining to the fuel isooctane. A check of the
information contained in this reference is left as an exercise for the student. A “best‐guess”
value of 360‐degrees for Injection Timing Angle, of 315K for Injected Fluid Temperature,
and 0.2 for Vaporized Fuel Fraction were also specified. A Reference Driver setting of 1 was
also specified. Finally, the remaining two tabs in the bottom of Figure 4.0 are not relevant to
the problem under solution.
Figure 5.0 Edit Part: intake‐01 Main
2.5 ÆIntake‐01 icon on the project map.
ÆEdit Properties. See Figure 5.0. This figure displays information dealing with the fluid at
the engine intake and references the icon EndEnvironment under the Components section
of the template library. Relevant to our model is the specification of the attribute Pressure
of 1 bar and a Temperature of 333K. the Pressure Flag attribute is used to define a frame of
reference for pressure. The attribute Composition defines the chemical make‐up of air. The
tabs Altitude Correction and Plot Options in the bottom left hand corner of the screen will
not be activated for this model.
Figure 6.0 Edit Part: InRun320‐01
2.6 ÆInRun320‐01 icon on project map.
ÆEdit Properties. See Figure 6.0. This figure displays information dealing with the selection
of a section of circular pipe of arbitrary length of 320 mm and constant diameter of 40 mm.
These attributes were not specified in the original Pulkrabek problem statement but are
required in the engine model build‐up process. The numerical object values assigned to
these and other attributes are “best guess” values. The pipe material and its surface
roughness have been defined. For additional information about these attributes and the
rationale behind the object value selected, click on the yello pipe icon in the top left hand
corner of the screen. A word about the attribute Discretization Length which has been
assigned a reference object value of [dxi]. Discretization length is the length into which the
pipe is subdivided for calculation purposes. The selection of a reasonable discretization
length will ensure a high degree of calculation efficiency. If the length is too small,
computation time will increase; if the length is too big, calculation accuracy will be
compromised. A right‐click of the attribute [dxi], followed by a click of the item noted as
Parameter Values, the discretization length selected for this model is 40 mm. No special
instructions or information is provided for the two remaining tabs, Options and Plot
Options, in the bottom left‐hand corner of the page.
Figure 7.0 Edit Part: Intport‐01
2.7 ÆIntport‐01 icon on project map.
ÆEdit Properties. See Figure 7.0. This figure displays information dealing with the selection
of a section of pipe of length 80 mm and constant diameter of 40 mm. This icon is used to
model that part of the engine that physically houses the inlet valve. In many respects, the
information shown in the figure deals with attributes not specified in the original Pulkrabek
problem but nevertheless, is information that is required to provide meaningful simulation of
the engine. A “best‐guess” Wall Temperature value of 450K was chosen to provide for solution
of heat transfer from the inlet port region. You may recall that the port region receives coolant
to help moderate temperatures in the region. Again, for details pertaining to the listed
attributes in the figure, click on the yellow pipe icon in the top left‐hand corner of the page.
Finally, no special instructions or information is provided for the two remaining tabs, Options
and Plot Options, in the bottom left‐hand corner of the page.
Figure 8.0 Edit Part: Int‐valve‐01
2.8 ÆInt‐valve‐01 icon on project map.
ÆEdit Properties. See Figure 8.0. This figure displays information dealing with the engine’s
inlet valve. “Best guess” values of the attributes Valve Reference Diameter, Valve Lash, and
Cam Timing Angle were assigned. Valve Lash is discussed in the next section. The Cam
Timing Angle is defined as the angle from TDC to the peak of the valve lift curve. Because
the engine under study is a 4‐stroke engine, the assigned object value of 239‐degrees of cam
angle is equal to a crank angle of 478‐degrees. The attribute Cam Timing Lift Array
Reference has an attribute of “Theta = 0”. This means that the Cam Timing Angle will be
referenced to the 0.0 value in the in the lift and flow‐coefficient arrays.
ÆLift Arrays and Flow Arrays tab in bottom left‐hand corner. See Figure 9.0 (a) and (b). These
figures show partial valve lift and valve flow coefficient data. A check of the Lift Arrays data
shows that the theoretical active part of the cam or its “duration” is 73 + 83 = 156‐degrees, that
maximum valve lift occurs at 0‐degrees, and that because of a Valve Lash of 0.1 mm, the actual
valve duration is 136‐degrees. The latter number is the result of the sum of (63 + 73) degrees.
The number 63 (actual number is ‐63)is the approximate value of cam angle where lift is 0.1 mm
on the rise portion of the cam and 73 is the approximate value of cam angle where lift is 0.1
mm. No information is provided for the three remaining tabs Advanced, Scalars, and Plot
Options in the bottom left‐hand corner of the page.
Figure 9.0 (a) Lift Arrays: Valve Lift vs Cam Angle (Inlet valve)
Figure 9.0 (b) Flow Arrays: Valve Flow Coefficient vs Valve Lift (Inlet valve)
Figure 10.0 Edit Part: Exh‐valve‐01
2.9 ÆExh‐valve‐01 icon on project map.
ÆEdit Properties. See Figure 10.0. This figure displays information dealing with the engine’s
exhaust valve. “Best guess” values of the attributes Valve Reference Diameter, Valve Lash, and
Cam Timing Angle were assigned. Attribute and object value information is similar to that
outlined for the inlet valve. As expected, the magnitude of the Valve Reference Diameter of the
exhaust valve is less than that of the inlet valve. Corresponding information for exhaust valve lift
vs cam angle and exhaust valve flow coefficient vs valve lift data is presented in Figure 11.0 (a)
and (b). Note from the Lift Arrays tab that the exhaust cam angle duration is 312‐degrees (418‐
106). The remainder of the information contained under the exhaust valve item is similar tothat
for the inlet valve.
Figure 11.0 (a) Lift Arrays: Valve Lift vs Cam Angle (Exhaust valve)
Figure 11.0 (b) Flow Arrays: Valve Flow Coefficient vs Valve Lift (Exhaust valve)
Figure 12.0 Edit Part: Exh‐port‐01
2.10 ÆExh‐port‐01 icon on project map.
ÆEdit Properties. See Figure 12.0. The layout of this figure is similar to that of Figure 7.0
for the inlet port with a couple of exceptions. Note that “best guess” values of port diameter
and length are smaller than those of their counterparts for the inlet valve. Also, because the
exhaust port area operates hotter than the inlet port area, the object value of the attribute Wall
Temperature is also higher.
Figure 13.0 Edit Part: Exh‐runner
2.11 ÆExh‐runner icon on project map.
ÆEdit Properties. See Figure 13.0. The layout of this figure is similar to that of Figure 6.0 for the
inlet runner with a couple of exceptions. “Best guess” values of diameter and length are
different than those of their counterparts for the inlet runner. Also, note that the runner
diameter increases in the direction of flow. Because the exhaust runner operates hotter than
inlet runner, the object value of the attribute Wall Temperature is larger.
ÆHeat Conduction Object. In Figure 13.0 the Heat Conduction Object is used unlike the inlet
valve case. The green reference object value “exhaust‐wall” means that the wall temperature
will be calculated rather being imposed. A double‐click of the green object value “exhaust‐wall”
provides access to information used in heat transfer calculations. In this study, a wall
temperature of 600K was specified. This temperature is the initial value of wall temperature
used only for cycle 1 of the simulation. A second green reference object “exh‐initial” is also
used. As an exercise, double‐click on the green object value for information about the initial
state of the exhaust.
Figure 14.0 Edit Part: Exh‐ambient‐01
2.12 ÆExh‐ambient‐01 icon on the project map.
ÆEdit Properties. See Figure 14.0. This figure displays information dealing with the fluid at
the engine exhaust and references the icon EndEnvironment under the Components section
of the template library. Relevant to our model is the specification of the attribute Pressure
of 1 bar and a Temperature of 333K. The Pressure Flag attribute is used to define a frame of
reference for pressure. For the exhaust, because there is a possibility of back‐flow into the
engine, the Outlet‐reversing pressure flag is used. As in the case of the intake
EndEnvironment, the attribute Composition defines the chemical make‐up of air. The tabs
Altitude Correction and Plot Options in the bottom left hand corner of the screen are not
activated in this model.
Figure 15.0 Edit Part: Cyl‐01
2.13ÆCyl‐01 icon on the project map.
ÆEdit Properties. See Figure 15.0. The figure displays geometric information pertaining
to the cylinder. A double‐click of the green object value geom provides information
shown in Figure 16.0. Although most items listed under Attributes are familiar, it is
suggested that students consult the template library (click on icon in upper left‐hand
corner of page) for information on Wrist Pin to Crank Offset and TDC Clearance Height.
In this exercise, the engine bore, stroke, connecting rod length, and compression ratio
are equal to the values in the Pulkrabek text.
Figure 16.0 Engine Cylinder Geometry
Figure 17.0 Engine Cylinder Geometry‐Models
2.14 ÆModels tab in bottom left‐handcorner. See Figure 17.0. This figure contains information
of a reference nature dealing with three attributes namely, Wall Temperature, Heat Transfer, and
Combustion objects. A click of the icon in the top left‐hand corner of the page provides technical details
regarding these items. A double‐click of the green object values twall, heattransfer, and SIWiebe yields
information shown in Figures 18.0 to 20.0. These figures contain the assumed “best‐guess” values of
initial temperatures of the head, piston, and cylinders, heat transfer and combustion characteristics. For
additional information about these objects, click on the icon with the question mark in the top left
corner.
Figure 18.0 Head, Piston and Cylinder Temperatures
Figure 19.0 Heat Transfer Characteristics
Figure 20.0 Combustion Characteristics
Figure 21.0 Edit Part: Engine‐01
2.15 Æengine‐01 icon on the project map.
ÆEdit Properties. See Figure 21.0. this figure displays information dealing with the overall
engine. It becomes a more relevant item when an engine has more than one cylinder. The figure
references the icon EngineCrankTrain under the Mechanical Components section of the
template library. Under the Main tab, it provides information leading to the calculation of
friction through the mechfric object value and of volumetric efficiency by defining a reference
state through the object value Veref. One may want to check out the remaining tabs shown at
the bottom of Figure 21.0. The information these contain will not be will not be examined at this
point.