Dynomation-5 User Manual Update For Program
Contents
1. IMPORTANT Because of changes made in engine components listed in forced induction menus it is essential that you RESELECT any forced induction compressor turbo roots screw centrifugal when you OPEN an engine file saved from a PREVIOUS verison of Dynomation 5 Also you should RESELECT the exhaust system in the FE simualtion to ensure that the simulation is using the correct exhaust model Remember to SAVE the corrected engine fil to lock in reselected values Note As indicated in the FE Exhaust System menu selections only use Large or Small Open Headers when you are modeling an engine with a forced induction system resutls oth er exhaust syst tem choices may produce unrel jable Here is a list of the most important changes fixes in Dynomation that affect forced induction modeling 1 2 3 Wave Action simul E due to the trans ation now returns more acc routines some issues previously er of normally aspirated VE xisted when th m urate forced induction results values to the supercharger the WA sim was not 500rpm Note baseline ngin characteristics Naturally aspirated VI I m A is for ngine step value for values are used in the determination of forced induction systems are modeled the first naturally a2. orced induction 24 20 graphing fixes interator fixes supercharger fixes overlap charge flow refinements E85 fuel modeling
3. 1 be When your engine design ikely to choice you wil e how they are 1 nd exhaust valve sizes are entered in the test valve diameters flow and lif ialog box along with port different valve sizes in the simulated EAD Component Cat H bench data possi ble with different t dat nter ta while using d in the CYLINDER ngin E feat tegory This ure can add v you may wish since to explore what p usually larger valves havin gotch used If th Te a during accuracy wil substantial g to obtain new flowbench dat you use valves sizes ly different from flow bench data ersatility to your flow fferences are ower di in the engine without ta This is aha that are signific flow bench testing engine simulation e differences are only 0 010 or 0 020 inch ll be good On the other hand if the inch valve the highest say prediction accuracy will be reduced ndy feat but there s a antly different from those accuracy will suffer ture on a 2 000 inch valve valves in th ngine ar 0 100 inch on a 2 000 If you wish to maintain simulation accuracy use the same si ze intake and exhaust valves in the simulated engine that were used during flow bench testing TE previous program version you gett
4. Simulation drop down menu just above the ToolBar at the top of the program screen and choosing Show Compressor Map The E next time the simulation is run with a Turbocharger or Centrifugal compressor installed on the engine the compressor map will open in a window over the simulation The simulation will draw th ngine demand line in black over the map display Ideally the engine demand should pass through the center of the map island This indicates the compressor is operating near optimum efficiency With this Map display you can quickly diagnose Choke Overspeed and Flow issues Refer to the main User Manual for more information on blower matching and selecting the right supercharger for your application Note The map only displays when Turbochargers and Centrifugal Compressors are used Internal non displayable map data is used for Roots and Screw blowers Dynomation Practical Usage Tips Charge Flow data variables used by the WA simulation are quite sensitive to IVO EVC and the amount of valve overlap when both the intake and exhaust valves are open Slight changes in IVO EVC and overlap duration often can have dramatic eff ects on charge reversion or fuel lost to exhaust flow While searching for optimum charge flow characteristics try changing individual valve events IVO EVC to optimi
5. Dynomation 5 User Manual Update For Program Version 5 14 Motion Soft Version 5 14 Quick Overview tware is pleased to introduce Update 5 14 for Dynomation 5 This program update includes enhancements that are not covered in the main User Manual included in The include the f 1 2 5 Note The Fa ollowing Reset Filling And Emptying Model 5 11 levels better match the Wave Action determination between E85 fuel modeling added to the Fuel Type and Air F While previous power changes in the FE with stock engines the simulation models prevented a good match with more highly developed types 050 Timing on m matching between the FE ngines leaving Iterator by the STS is invalid While the However Iterator WILL HAVE cam timing events are modified by Iterator ngines tested by the plea 050 c LAR is fixed Auto Cal same LAR If the lc is turned off LAR were allowed to cams with the highest LAR sinc results in higher performance Course to Fine Simulation speed while Improved simulation stability added as WA MODE Do most of your maintain WA uel Dynomation 5 User Manual will be updated with the information this Update Sheet in the near future most significant additions improvements to Dynomation 5 in this update Ratio Menus at mA FE powe
6. Pounds per Horsepower Hour or Grams per Kilowatt Hour e Fuel Flow Rate A standard measure of fuel consumption during a specific time period measured at each testing point in the rpm range in Pounds per Hour or Grams per Hour e Fuel Conversion Efficiency Shown only in ProTools Table within the program not displayed on Pro PrintOut A standard percentage measure of the efficiency at which fuel energy is converted into usable power output measured at each rpm point These mass flow measurements are calculated during every Wave Action simulation and are displayed in the tables Standard and ProTools Tables They also can be plotted on the top right rpm based graph by right clicking the graph and assigning the Y1 normally Power and or Y2 normally Torque to any Charge Mass variable Particularly powerful and easy to interpret are the Percentage Flow values Lost to Reversion Lost to Exhaust and Spoilage Flow Percentage charge flows clearly show where charge flow inefficiencies occur in any engine design For example if you are simulating an engine primarily for optimum power an overall design that limits reversion flow will maintain higher charge density in THe the cylinder charge is allowed to revert into the intake track it will not be available to produce power during the subsequent combustion and power stroke events Reversion flow int
7. d is displayed in tables and can be sh Fuel Flow Rate the efficiency of fuel energy conversion into usable m and Fuel Conversion Efficiency echanical ffi h commonly measured and quoted fuel BSFC is variab e in own on the rpm graph work dicates the amount of fuel required to produce specific engine output over a measured period of Typical values for spar k ignition engin aro are widely 50cc 2 stroke engines of fuel efficiency within a diverse range of powerplants und 0 40 to 0 45 with used because th es operating at opt lower numbers indicating higher efficiency LO y ar large Diesel S these engines is direct y comparab l le Simulated in Dynomation 5 are highest when th throttle the torque peak BSFC will ranges Another useful fuel Fuel Flow Rate indicates commonly rated in Pounds per Hour for maximum fuel Fuel Flow increase applicable across a wide range of and even turbine engines giving a clear measure of BSFC for E engines BSFC for This complex interplay of mass flows can Fuel Flow data is also calculated in Fuel indicate ciency parameters is Brake as units of Pounds per Horsepower E time timum efficiency run BSFC values from all _ as is typically the case in Dynomation 5 as ef
8. ficiency decreases in Pounds per Hour or Grams per Hour the gross fuel flow consumed by the engine ngin particular engine application ach uni fuel mass This is measured in a standardized test where a speci is burned and the heat releas products cool to ambient temperature directly compared with work produced by the engine the Fuel Conversion Efficiency of th Therma Efficiency Volumetric Efficiency and Mechanical Efficiency provided by Dynomation 5 Conversion Rates is an easy way to confirm that type of fuel has a unique energy content Since this heat releas delivery the overall IC engines is run at wide open and engine speed is near in other operating consumption measurement calculated by Dynomation 5 is This parameter simply Since fuel pumps are a direct comparison pump capacity is sufficient for any and heat releas is measured by a calorimeter potential f as comb sometimes referred ngine This is the third in the efficiency measurements co it can be used to ntent de to as Efficiency will range around 30 for most automotive engines per ic amount of ustion can be termine the along with Fuel Using Forced Induction Modeling In Dynomation A number of improvements to forced induction modeling have been included in recent updates of Dynomation 5
9. ing strange result ts when you load a before anything else n engine file created by a RESELECT each component in all categories to ensure that the simulation is using the desired values in every component field NOTE Component reselection is NEVER REQUIRED when you load or create an engine file that you built from scratch using the CURRENT VERSION of the program in this case version 5 14 0325 Incorrect simulation results also may be due to an incorrect data entry that you just can t see no matter how many times you scan over the Component screen data And don t forget to give the pressure drops en Te O Dynomation Dynomation5 09 you are having dif Dynomation 5 or the simulation result please contact our support team We want Do a ProPrint printout to help port airflow data the Port Flow dial tered in iculties building an engine ts are no t to help charge flow changes you review your engine a close look Make sure og box are correct in the latest version t what you expect you get the most from This update sheet covers the following Dynomation releases Dynom Dynom Dynom Dynom March o 9 H tion5 1 tion5 1 tion5 1 tiond airflow restriction modifications for more charge flow displays minor updates and fixes E
10. les and graphs imulation extend D e a F P 1 E Ja cations d imum the 4 New Wave Action WA Overlap Flow modeling helpful at high engine speeds with large duration cams Improves WA simulation response to modifi of exhaust centerline changed independently of intake centerlin 5 Improved Induction Air Temperature and Flow modeling for plenum an Individual Runner intake systems in both simulations 6 Display of both Intake Manifold Pressure and Port Pressure at min port area in WA simulation 7 Enhanced and more accurate reporting of MEP HP and other data in tables of both simulations 8 Improved Intake and Exhaust Modeling accuracy in FE simulation 9 Corrected Hybrid Sim display and Iterator testing when used with RPM Steps of other than 500rpm Using Dynomation Charge Flow Analysis Features ynomation 5 now includes the display of rpm based Charge Mass flows within the uel Charge Mass in the cylinder at the beginning of ower strokes ntake flow th and other engine parameters can affect rom each cylinder throughout the rpm range tables and graphs Trapped Mass the intake cycle measured at each Lost Charge Mass program tables Displayed on Pro To escaped through reversion flow back PrintOut only tal Charge Mass E with exhaust flow before the end of at each rp
11. m point in Pounds or Grams Percentage Of Charge Lost To Reversion rpm point in Pounds or Grams the exhaust and intake cycles ngine While similar to crank angle flow data the new rpm based data reflects the total end of valv vent mass retained or discharged from each cylinder t the conclusion of exhaust and induction cycles This accurately reflects the compression and during This data can be used to indicate how changes in cam timing fuel retained and lost This new data is displayed in both Total Charge Mass retained in each cylinder at the end of not displayed in the that entered each cylinder but then into the intake tract and or discharged measured Percentage of Total Charge Mass that entered each cylinder but then escaped in reversion flow back into the intake tract measured at each rpm point that entered each cylinder but then escaped with exhaust each rpm point Percentage Of Charge Spoiled By Exhaust Gasses Mass spoiled from exhaust gasses that moved into the cylinder flow Percentage Of Charge Lost To Exhaust Flow Percentage of Total Charge Mass measured at Percentage of Total Charge rather than out during the exhaust valve event by the engine during a specific time period to produce a known measured at each rpm point BSFC Brake Specific Fuel Consumption A standard measure of the fuel used brake power level measured at each rpm point in
12. o the intake typically occurs at the end of the intake valve event when the piston is moving up the bore and the intake valve is still open This phenomenon often shows up at lower speeds when the induction system may not generate sufficient charge flow energy to keep air and fuel moving in the right direction into the cylinder In these cases upward piston motion forces inducted charge to change direction and move back into the intake tract The result is lower volumetric efficiency and a reduction in power output However reverted charge is not necessarily lost energy since it is still present in the induction tract and is available during the next induction cycle to potentially contribute to trapped mass and power output Reversion can also be triggered by Exhaust Spoilage flow At the beginning of valve overlap when the intake valve is just opening and the exhaust valve is closing if sufficient pressure exists in the exhaust system or if the intake valve is opened too soon exhaust gasses can reverse flow and move into the induction system This is a particularly potent power killer Not only is charge reverted but it s partially spoiled by exhaust gasses So after overlap during the remaining portion of the intake cycle this spoiled charge is drawn back into the cylinder and lowers power output similar to EGR power l
13. oss On the other hand if induction flow momentum is sufficient to drive unburned fuel through the combustion space and into the exhaust tract during valve overlap it is truly lost with exhaust flow as an energy source This increases fuel consumption but it has benefits in high performance applications Charge Flow To Exhaust helps drive out residual exhaust gasses and optimizes trapped mass to produce peak power Once again it is obvious how tuning for power and economy can be All of Charge down goes as th high engine speeds with large displac increases system moves through its tuning peaks the columns ngin moves into and out of tune ment Mass data in the far righthand columns of the ProTools through the rpm test range at different ends of the engine design spectrum reversion flow oft these phenomena are easily seen and analyzed by reviewing Percentage table As you look ten comes and Exhaust Spoilage flow may occur at Charge Lost To Exhaust flow ngines as exhaust system pressur can also come and go as the induction be readily visualized by reviewing the data in these columns consump E One of the Specific Fuel Consumption Hour tion data Using Dynomation Fuel Flow Data In addition to Charge Mass analysis BSFC most also Grams per Kilowatt Hour BSFC Th Dynomation 5 an
14. r calibr Future work will and WA to improve consistancy with all Iterator is no l ion back to version allowed the sim to differences in CD continue on charge flow engine onger reset when that NEW ing reset the se note am tim Iterator ngines created and saved since only Seat To Seat original 050 timing is testing the Lifter Acceleration Rate so all Itera tion tests use the vary the Itera tor would always pick e greater lifter acceleration almost always m selec tion increases from testing in the COURSI ing good accuracy narrowed your choices down F NE MODE LO a for peak accuracy pas few options do your Corrected Optimize functions in graph right click m Then E Mode This optimizes when you ve final testing in the enus Previous Dynomation updates included many new features and changes to improve program accuracy and usability 1 2 3 Forced induc Filling And Emptying simulations Wave Action model improvements to more accurately model Improved Frictional Models in the Wave Action accuracy over a wide rang of WA s sizes ngin Some of these changes have been tion modeling improvements in both the Wave Action and Air Fuel Charge movement New Charge Flow data is displayed in tab
15. spirated VEs Turbocharger backpressure modeling is more robust versions in high boost appl lications particul this reason flow capabilities upon which are buil t forced induction flow both the WA and FE CE ation pass generates run TW when simu excessively high power val arly in erroneous power values have been eliminated backpressure model The forced induction modeling ro counterparts th ntir ngin and subsequently add a supercharger the waste gate naturally aspirated flow generating a higher pressure drop found near the top of the Ing This fiel d is utines INDUCT I 600cfm as the total airflow rate the additional will THe draw induction airflow through the orifice labeled Total Induction ON Category for say a to the e you do Airflow Rate to the appropriate values ina s excessive intake restriction will lower boost speeds at which peak boost occurs even prevent the supercharger from reaching its waste gate slower spool up with the WA simulation In earlier program lues sometimes would be generated These through more accurate exhaust like their naturally aspirated of rated flow Airflow Rate and is for If you specify throttle body 14psi For example carburetor or ngine with of boo
16. st at induction airflow mass about twice the be drawn thro ugh the same induction orifice not set the Total Induction upercharged applications th This can values and chang ngin turbos peak boost pressure anywhere in the rpm range If you install a turbocharger on an engine the simulation will NOT automatically set the correct TURBINE size for the selected COMPRESSOR N4 Once you have selected a turbo from the menu a selection of the COMPRESSOR make sure that you choose an appropriate TURBINE exhaust driven element Use the Turbine Size menu to match the turbine wheel to the compressor Smaller turbines will spin up faster and may not deliver the same maximum pressure as larger turbines that spin up slower The A R ratio of the Turbine housing is another important selection in the Forced Induction category This is a ratio of the cross sectional area of the turbine housing inlet to the radius Typically a larger Turbine A R produces less boost at lower engine speeds but develops higher boost at higher engine speeds Refer to the User Manual for more information in selecting turbochargers and supercharger components You may now display the blower map used by the supercharger modeling routines for Turbochargers and Centrifugal Compressors Activate this function by opening the
17. ze flow characteristics while keeping an eye on power output to find the sweet E spot in engin fficiency for your combination Some Dynomation users have been unsure how to use the SIMPLE induction models provided in the Induction drop down menu There are two SIMPLE induction models One for Plenum induction systems and another for IR Individual Runner engine configurations Here s the bottom line on Induction choices The SIMPLE model is the best option when you begin your engine development efforts The SIMPLE models use data directly from the Simulation particularly the Wave Action simulation without modification Other upon simulation results non S induct MPLE with various ind not lengthen uction systems Keep in mind tha shorten or change any of the characteristics specified in the INDUCTION Compon begin your engine design with a SIMPLE induction working directly with raw simulation results has progressed try other manifol ld choices to se affect Dynomation 5 lets you to use one set during flow bench testing Port Flow D ngin performance t of intake a Wave Action tion models impose manifold characteristics to help you evaluate how an engine might perform t manifold choices do Intake Runner THe ent Category you
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