Integrated 1D Simulation for a Large Low-Speed 2-Stroke Marine Engine. Filip Cernik, CTU Prague

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1 Integrated 1D Simulation for a Large Low-Speed 2-Stroke Marine Engine Filip Cernik, CTU Prague

2 OUTLINE Introduction Injector Model Combustion Routine Exhaust Valve Drive Model Integrated Simulation Summary 2

3 Introduction Injector Model Combustion Routine Exhaust Valve Drive Model Integrated Simulation Summary 3

4 INTRODUCTION Motivation Develop an integrated standalone model including the engine, fuel injector and exhaust valve drive for a large, low-speed 2-stroke marine engine application Engine Characteristics Large low-speed 2-stroke uniflow-scavenged turbocharged diesel or DF engine Variable exhaust valve with hydraulic actuation Common rail injection system for both MDO/HFO Fuel Actuated Sacless Injectors (FAST) ICC for optimum engine performance Both Diesel & DF versions IMO Tier3 compliant 4

5 INTRODUCTION Engine Power [kw] Number of cylinders 6 Bore [mm] 720 Stroke [mm] 3086 Engine speed [rpm] 84.0 Piston speed [m/s] 8.6 Compression Ratio [-] 18.8 Boost pressure, ISO [barg] 3.6 Fuel rail pressure [bar] 950 Number of injectors per cylinder 3 W6X72 Engine Specification (CMCR) dimensions in [m] 5

6 INTRODUCTION INJECTOR ENGINE EXHAUST VALVE p-cyl p-rail IT load p-cyl p-exh p-servo EVO/EVC injection rate caburn00a, dwi1,dmascomb EV lift profile user combustion model 6

7 Introduction Injector Model Combustion Routine Exhaust Valve Drive Model Integrated Simulation Summary 7

8 INJECTOR MODEL Flow Fuse Inj Valve Spring Needle Lift Control Valve Inj Velocity Mass Flow p_inj1_2 Needle InjNozzConn Pressure Drop 8

9 INJECTOR MODEL measured data in blue! Pressure (50%) Pressure (25%) Pressure (100%) Pressure (75%) Simulation at 100,75,50,25% load at constant p-rail Very good match for injection pressure at all load points Pressure drop at SOI & oscillation frequency after EOI well captured Lower pulsation peaks since only single injector simulated (3 injectors measured) Unfortunately, no needle lift measurements available for further validation 9

10 Introduction Injector Model Combustion Routine Exhaust Valve Drive Model Integrated Simulation Summary 10

11 COMBUSTION ROUTINE Time scale combustion model dd f,b,dddd dd = C 1 τ dddd m f,uu Simplified TKE solution validated against CFD Spray penetration/angle correlation derived from experimental investigations in SCC Burn rate dependency on injection rate profile & spray interactions Implementation into GT-Suite by means of user routine 20.3bar MEP, 950bar, 1/230x real time 20.0 CA CA -2.0 CA 17.2 CA 2.8 CA 6.4 CA 4.6 EOI SOI 11

12 Introduction Injector Model Combustion Routine Exhaust Valve Drive Model Integrated Simulation Summary 12

13 EXHAUST VALVE DRIVE Spool lift VALVE CONTROL UNIT (VCU) p_vcuin2 Detailed hydraulic exhaust valve drive model Calibration & validation done against measurements p_ev1pist2 p_evin2 p_evdamp2 (no signal) HYDRAULIC EXHAUST VALVE DRIVE EV lift p_vcuaftrod2 p_airsp2 gas force 13

14 EXHAUST VALVE DRIVE Simulation results compared against measured signals for hydraulic circuit as well as for air spring pressure and EV lift Good level of model predictivity Fine tuning of restrictive parts (orifice, subvolume) in order to maximize t Optimum between run time and model sensitivity has been found 14

15 EXHAUST VALVE DRIVE engine load sweep p-servo oil variation Valve Lift Valve Lift EV lift simulation in agreement with measurements over the entire engine load range Correct response on servo-oil pressure variations reflected in the opening velocity response 15

16 Introduction Injector Model Combustion Routine Exhaust Valve Drive Model Integrated Simulation Summary 16

17 INTEGRATED SIMULATION Integrated simulation performed for a typical 2-s marine engine load sweep on the propeller curve Results validated against experimental engine data Cylinder pressure traces fit well the test data for both compression and firing peaks 17

18 INTEGRATED SIMULATION CPU time for 100% load case Detailed engine model basis SCE model w/ inj skip SCE model w/inj skip optimized Use skip improvements in v min 23 min 11 min 3 min In order to minimize the CPU time following measures were applied: Reduction of the detailed engine into a single cylinder engine (SCE) model GT circuit solution - each flow and mechanical circuit takes its own t Flow circuits: engine, EV and injector ODE (mechanical) circuits: crankshaft, EV mechanics (implicit integrator), Injector mechanics Sensitivity study on components that limit t the most, such as small volumes/pipes Cycle skipping of hydro-mechanical circuits InjNozzConn (injector nozzle holes) allows injector calculation to shutoff, saving CPU time EV flow circuit linked to the injector circuit by zero-orifice to enable EV cycle skipping 18

19 INTEGRATED SIMULATION all circuits zoom-in t constrained mainly for the injector flow circuit EV hydraulics present limitation especially during the scavenging period Engine flow & mechanics allow large t 19

20 Introduction Injector Model Combustion Routine Exhaust Valve Drive Model Integrated Simulation Summary 20

21 SUMMARY Integrated simulation model for a large diesel 2-stroke marine engine derived & validated Individual models as well as the integrated runs in good agreement with measurements Model reduction and optimization reduces CPU time considerably Integrated simulation eliminates multiple SW license costs and omits time consuming iterations for individual engine components Present approach enhances system level analysis and accelerates development process Potential for further run time reduction (v2016, Injection Rate Map) 21

22 ACKNOWLEDGMENTS Shawn Harnish prof. Jan Macek Sebastian Hensel Christoph Dahnz Yongfeng Jia Gamma Technologies CTU Prague wingd 22

23 23 Thank you for your attention!

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