-// Module: 10520c.c
-// Author: Phil Schubert
-// Date started: 12/03/99
-// Purpose: Models a Continental IO-520-M Engine
-// Called by: FGSimExec
-//
-// Copyright (C) 1999 Philip L. Schubert (philings@ozemail.com.au)
+// IO360.cxx - a piston engine model currently for the IO360 engine fitted to the C172
+// but with the potential to model other naturally aspirated piston engines
+// given appropriate config input.
+//
+// Written by David Luff, started 2000.
+// Based on code by Phil Schubert, started 1999.
//
// This program is free software; you can redistribute it and/or
// modify it under the terms of the GNU General Public License as
//
// You should have received a copy of the GNU General Public License
// along with this program; if not, write to the Free Software
-// Foundation, Inc., 59 Temple Place - Suite 330, Boston, MA
-// 02111-1307, USA.
-//
-// Further information about the GNU General Public License can also
-// be found on the world wide web at http://www.gnu.org.
-//
-// FUNCTIONAL DESCRIPTION
-// ------------------------------------------------------------------------
-// Models a Continental IO-520-M engine. This engine is used in Cessna
-// 210, 310, Beechcraft Bonaza and Baron C55. The equations used below
-// were determined by a first and second order curve fits using Excel.
-// The data is from the Cessna Aircraft Corporations Engine and Flight
-// Computer for C310. Part Number D3500-13
-//
-// ARGUMENTS
-// ------------------------------------------------------------------------
-//
-//
-// HISTORY
-// ------------------------------------------------------------------------
-// 12/03/99 PLS Created
-// 07/03/99 PLS Added Calculation of Density, and Prop_Torque
-// 07/03/99 PLS Restructered Variables to allow easier implementation
-// of Classes
-// 15/03/99 PLS Added Oil Pressure, Oil Temperature and CH Temp
-// ------------------------------------------------------------------------
-// INCLUDES
-// ------------------------------------------------------------------------
-//
-//
-/////////////////////////////////////////////////////////////////////
-//
-// Modified by Dave Luff (david.luff@nottingham.ac.uk) September 2000
-//
-// Altered manifold pressure range to add a minimum value at idle to simulate the throttle stop / idle bypass valve,
-// and to reduce the maximum value whilst the engine is running to slightly below ambient to account for CdA losses across the throttle
-//
-// Altered it a bit to model an IO360 from C172 - 360 cubic inches, 180 HP max, fixed pitch prop
-// Added a simple fixed pitch prop model by Nev Harbor - this is not intended as a final model but simply a hack to get it running for now
-// I used Phil's ManXRPM correlation for power rather than do a new one for the C172 for now, but altered it a bit to reduce power at the low end
-//
-// Added EGT model based on combustion efficiency and an energy balance with the exhaust gases
-//
-// Added a mixture - power correlation based on a curve in the IO360 operating manual
-//
-// I've tried to match the prop and engine model to give roughly 600 RPM idle and 180 HP at 2700 RPM
-// but it is by no means currently at a completed stage - DCL 15/9/00
-//
-// DCL 28/9/00 - Added estimate of engine and prop inertia and changed engine speed calculation to be calculated from Angular acceleration = Torque / Inertia.
-// Requires a timestep to be passed to FGNewEngine::init and currently assumes this timestep does not change.
-// Could easily be altered to pass a variable timestep to FGNewEngine::update every step instead if required.
-//
-//////////////////////////////////////////////////////////////////////
+// Foundation, Inc., 675 Mass Ave, Cambridge, MA 02139, USA.
#include <simgear/compiler.h>
-#include <iostream>
-#include <fstream>
#include <math.h>
-#include "IO360.hxx"
-
-FG_USING_STD(cout);
-
-// ------------------------------------------------------------------------
-// CODE
-// ------------------------------------------------------------------------
-
-/*
-// Calculate Engine RPM based on Propellor Lever Position
-float FGNewEngine::Calc_Engine_RPM (float LeverPosition)
-{
- // Calculate RPM as set by Prop Lever Position. Assumes engine
- // will run at 1000 RPM at full course
-
- float RPM;
- RPM = LeverPosition * Max_RPM / 100.0;
- // * ((FGEng_Max_RPM + FGEng_Min_RPM) / 100);
-
- if ( RPM >= Max_RPM ) {
- RPM = Max_RPM;
- }
-
- return RPM;
-}
-*/
+#include STL_FSTREAM
+#include STL_IOSTREAM
-float FGNewEngine::Lookup_Combustion_Efficiency(float thi_actual)
-{
- float thi[11]; //array of equivalence ratio values
- float neta_comb[11]; //corresponding array of combustion efficiency values
- float neta_comb_actual;
- float factor;
-
- //thi = (0.0,0.9,1.0,1.05,1.1,1.15,1.2,1.3,1.4,1.5,1.6);
- thi[0] = 0.0;
- thi[1] = 0.9;
- thi[2] = 1.0;
- thi[3] = 1.05; //There must be an easier way of doing this !!!!!!!!
- thi[4] = 1.1;
- thi[5] = 1.15;
- thi[6] = 1.2;
- thi[7] = 1.3;
- thi[8] = 1.4;
- thi[9] = 1.5;
- thi[10] = 1.6;
- //neta_comb = (0.98,0.98,0.97,0.95,0.9,0.85,0.79,0.7,0.63,0.57,0.525);
- neta_comb[0] = 0.98;
- neta_comb[1] = 0.98;
- neta_comb[2] = 0.97;
- neta_comb[3] = 0.95;
- neta_comb[4] = 0.9;
- neta_comb[5] = 0.85;
- neta_comb[6] = 0.79;
- neta_comb[7] = 0.7;
- neta_comb[8] = 0.63;
- neta_comb[9] = 0.57;
- neta_comb[10] = 0.525;
- //combustion efficiency values from Heywood: ISBN 0-07-100499-8
-
- int i;
- int j;
- j = 11; //This must be equal to the number of elements in the lookup table arrays
-
- for(i=0;i<j;i++)
- {
- if(i == (j-1))
- {
- //this is just to avoid crashing the routine is we are bigger than the last element - for now just return the last element
- //but at some point we will have to extrapolate further
- neta_comb_actual = neta_comb[i];
- return neta_comb_actual;
- }
- if(thi_actual == thi[i])
- {
- neta_comb_actual = neta_comb[i];
- return neta_comb_actual;
- }
- if((thi_actual > thi[i]) && (thi_actual < thi[i + 1]))
- {
- //do linear interpolation between the two points
- factor = (thi_actual - thi[i]) / (thi[i+1] - thi[i]);
- neta_comb_actual = (factor * (neta_comb[i+1] - neta_comb[i])) + neta_comb[i];
- return neta_comb_actual;
- }
- }
-
- //if we get here something has gone badly wrong
- cout << "ERROR: error in FGNewEngine::Lookup_Combustion_Efficiency\n";
- //exit(-1);
- return neta_comb_actual; //keeps the compiler happy
-}
-/*
-float FGNewEngine::Calculate_Delta_T_Exhaust(void)
-{
- float dT_exhaust;
- heat_capacity_exhaust = (Cp_air * m_dot_air) + (Cp_fuel * m_dot_fuel);
- dT_exhaust = enthalpy_exhaust / heat_capacity_exhaust;
-
- return(dT_exhaust);
-}
-*/
-
-// Calculate Manifold Pressure based on Throttle lever Position
-static float Calc_Manifold_Pressure ( float LeverPosn, float MaxMan, float MinMan)
-{
- float Inches;
- // if ( x < = 0 ) {
- // x = 0.00001;
- // }
-
- //Note that setting the manifold pressure as a function of lever position only is not strictly accurate
- //MAP is also a function of engine speed.
- Inches = MinMan + (LeverPosn * (MaxMan - MinMan) / 100);
-
- //allow for idle bypass valve or slightly open throttle stop
- if(Inches < MinMan)
- Inches = MinMan;
+#if !defined(SG_HAVE_NATIVE_SGI_COMPILERS)
+SG_USING_STD(cout);
+#endif
- return Inches;
-}
+#include "IO360.hxx"
+#include "LaRCsim/ls_constants.h"
+#include <Main/fg_props.hxx>
-// set initial default values
+//*************************************************************************************
+// Initialise the engine model
void FGNewEngine::init(double dt) {
+ // These constants should probably be moved eventually
CONVERT_CUBIC_INCHES_TO_METERS_CUBED = 1.638706e-5;
- // Control and environment inputs
- IAS = 0;
- Throttle_Lever_Pos = 75;
- Propeller_Lever_Pos = 75;
- Mixture_Lever_Pos = 100;
+ CONVERT_HP_TO_WATTS = 745.6999;
+
+ // Properties of working fluids
Cp_air = 1005; // J/KgK
Cp_fuel = 1700; // J/KgK
calorific_value_fuel = 47.3e6; // W/Kg Note that this is only an approximate value
+ rho_fuel = 800; // kg/m^3 - an estimate for now
R_air = 287.3;
+
+ // environment inputs
+ p_amb_sea_level = 101325; // Pascals
+
+ // Control inputs - ARE THESE NEEDED HERE???
+ Throttle_Lever_Pos = 75;
+ Propeller_Lever_Pos = 75;
+ Mixture_Lever_Pos = 100;
+
+ //misc
+ IAS = 0;
time_step = dt;
- // Engine Specific Variables used by this program that have limits.
- // Will be set in a parameter file to be read in to create
- // and instance for each engine.
+ // Engine Specific Variables that should be read in from a config file
+ MaxHP = 200; //Lycoming IO360 -A-C-D series
+// MaxHP = 180; //Current Lycoming IO360 ?
+// displacement = 520; //Continental IO520-M
+ displacement = 360; //Lycoming IO360
+ displacement_SI = displacement * CONVERT_CUBIC_INCHES_TO_METERS_CUBED;
+ engine_inertia = 0.2; //kgm^2 - value taken from a popular family saloon car engine - need to find an aeroengine value !!!!!
+ prop_inertia = 0.05; //kgm^2 - this value is a total guess - dcl
+ Max_Fuel_Flow = 130; // Units??? Do we need this variable any more??
+
+ // Engine specific variables that maybe should be read in from config but are pretty generic and won't vary much for a naturally aspirated piston engine.
Max_Manifold_Pressure = 28.50; //Inches Hg. An approximation - should be able to find it in the engine performance data
Min_Manifold_Pressure = 6.5; //Inches Hg. This is a guess corresponding to approx 0.24 bar MAP (7 in Hg) - need to find some proper data for this
Max_RPM = 2700;
Min_RPM = 600; //Recommended idle from Continental data sheet
- Max_Fuel_Flow = 130;
Mag_Derate_Percent = 5;
-// MaxHP = 285; //Continental IO520-M
- MaxHP = 180; //Lycoming IO360
-// displacement = 520; //Continental IO520-M
- displacement = 360; //Lycoming IO360
- engine_inertia = 0.2; //kgm^2 - value taken from a popular family saloon car engine - need to find an aeroengine value !!!!!
- prop_inertia = 0.03; //kgm^2 - this value is a total guess - dcl
- displacement_SI = displacement * CONVERT_CUBIC_INCHES_TO_METERS_CUBED;
-
Gear_Ratio = 1;
- started = true;
- cranking = false;
+ n_R = 2; // Number of crank revolutions per power cycle - 2 for a 4 stroke engine.
- CONVERT_HP_TO_WATTS = 745.6999;
-// ofstream outfile;
- // outfile.open(ios::out|ios::trunc);
+ // Various bits of housekeeping describing the engines initial state.
+ running = false;
+ cranking = false;
+ crank_counter = false;
+ starter = false;
// Initialise Engine Variables used by this instance
+ if(running)
+ RPM = 600;
+ else
+ RPM = 0;
Percentage_Power = 0;
- Manifold_Pressure = 29.00; // Inches
- RPM = 600;
- Fuel_Flow = 0; // lbs/hour
- Torque = 0;
- CHT = 298.0; //deg Kelvin
- CHT_degF = (CHT * 1.8) - 459.67; //deg Fahrenheit
+ Manifold_Pressure = 29.96; // Inches
+ Fuel_Flow_gals_hr = 0;
+// Torque = 0;
+ Torque_SI = 0;
+ CHT = 298.0; //deg Kelvin
+ CHT_degF = (CHT_degF * 1.8) - 459.67; //deg Fahrenheit
Mixture = 14;
Oil_Pressure = 0; // PSI
Oil_Temp = 85; // Deg C
+ current_oil_temp = 298.0; //deg Kelvin
+ /**** one of these is superfluous !!!!***/
HP = 0;
RPS = 0;
Torque_Imbalance = 0;
- Desired_RPM = 2500; //Recommended cruise RPM from Continental datasheet
// Initialise Propellor Variables used by this instance
- FGProp1_Angular_V = 0;
- FGProp1_Coef_Drag = 0.6;
- FGProp1_Torque = 0;
- FGProp1_Thrust = 0;
FGProp1_RPS = 0;
- FGProp1_Coef_Lift = 0.1;
- Alpha1 = 13.5;
- FGProp1_Blade_Angle = 13.5;
- FGProp_Fine_Pitch_Stop = 13.5;
-
- // Other internal values
- Rho = 0.002378;
-}
-
-
-// Calculate Oil Pressure
-static float Oil_Press (float Oil_Temp, float Engine_RPM)
-{
- float Oil_Pressure = 0; //PSI
- float Oil_Press_Relief_Valve = 60; //PSI
- float Oil_Press_RPM_Max = 1800;
- float Design_Oil_Temp = 85; //Celsius
- float Oil_Viscosity_Index = 0.25; // PSI/Deg C
- float Temp_Deviation = 0; // Deg C
-
- Oil_Pressure = (Oil_Press_Relief_Valve / Oil_Press_RPM_Max) * Engine_RPM;
-
- // Pressure relief valve opens at Oil_Press_Relief_Valve PSI setting
- if (Oil_Pressure >= Oil_Press_Relief_Valve)
- {
- Oil_Pressure = Oil_Press_Relief_Valve;
- }
-
- // Now adjust pressure according to Temp which affects the viscosity
-
- Oil_Pressure += (Design_Oil_Temp - Oil_Temp) * Oil_Viscosity_Index;
-
- return Oil_Pressure;
-}
-
-
-/*
-// Calculate Cylinder Head Temperature
-static float Calc_CHT (float Fuel_Flow, float Mixture, float IAS, float rhoair, float tamb)
-{
- float CHT = 350;
-
- return CHT;
-}
-*/
-
-/*
-//Calculate Exhaust Gas Temperature
-//For now we will simply adjust this as a function of mixture
-//It may be necessary to consider fuel flow rates and CHT in the calculation in the future
-static float Calc_EGT (float Mixture)
-{
- float EGT = 1000; //off the top of my head !!!!
- //Now adjust for mixture strength
-
- return EGT;
-}*/
-
-
-// Calculate Density Ratio
-static float Density_Ratio ( float x )
-{
- float y ;
- y = ((3E-10 * x * x) - (3E-05 * x) + 0.9998);
- return(y);
-}
-
-
-// Calculate Air Density - Rho
-static float Density ( float x )
-{
- float y ;
- y = ((9E-08 * x * x) - (7E-08 * x) + 0.0024);
- return(y);
-}
-
-
-// Calculate Speed in FPS given Knots CAS
-static float IAS_to_FPS (float x)
-{
- float y;
- y = x * 1.68888888;
- return y;
+ // Hardcode propellor for now - the following two should be read from config eventually
+ prop_diameter = 1.8; // meters
+ blade_angle = 23.0; // degrees
}
-
-//*****************************************************************************
//*****************************************************************************
// update the engine model based on current control positions
void FGNewEngine::update() {
- // Declare local variables
-// int num = 0;
- // const int num2 = 500; // default is 100, number if iterations to run
-// const int num2 = 5; // default is 100, number if iterations to run
- float ManXRPM = 0;
- float Vo = 0;
- float V1 = 0;
-
-
- // Set up the new variables
- float Blade_Station = 30;
- float FGProp_Area = 1.405/3;
- float PI = 3.1428571;
-
- // Input Variables
-
- // 0 = Closed, 100 = Fully Open
- // float Throttle_Lever_Pos = 75;
- // 0 = Full Course 100 = Full Fine
- // float Propeller_Lever_Pos = 75;
- // 0 = Idle Cut Off 100 = Full Rich
- // float Mixture_Lever_Pos = 100;
-
- // Environmental Variables
-
- // Temp Variation from ISA (Deg F)
- float FG_ISA_VAR = 0;
- // Pressure Altitude 1000's of Feet
- float FG_Pressure_Ht = 0;
-
- // Parameters that alter the operation of the engine.
- int Fuel_Available = 1; // Yes = 1. Is there Fuel Available. Calculated elsewhere
- int Alternate_Air_Pos =0; // Off = 0. Reduces power by 3 % for same throttle setting
- int Magneto_Left = 1; // 1 = On. Reduces power by 5 % for same power lever settings
- int Magneto_Right = 1; // 1 = On. Ditto, Both of the above though do not alter fuel flow
-
- //==================================================================
- // Engine & Environmental Inputs from elsewhere
-
- // Calculate Air Density (Rho) - In FG this is calculated in
- // FG_Atomoshere.cxx
+/*
+ // Hack for testing - should output every 5 seconds
+ static int count1 = 0;
+ if(count1 == 0) {
+// cout << "P_atmos = " << p_amb << " T_atmos = " << T_amb << '\n';
+// cout << "Manifold pressure = " << Manifold_Pressure << " True_Manifold_Pressure = " << True_Manifold_Pressure << '\n';
+// cout << "p_amb_sea_level = " << p_amb_sea_level << '\n';
+// cout << "equivalence_ratio = " << equivalence_ratio << '\n';
+// cout << "combustion_efficiency = " << combustion_efficiency << '\n';
+// cout << "AFR = " << 14.7 / equivalence_ratio << '\n';
+// cout << "Mixture lever = " << Mixture_Lever_Pos << '\n';
+// cout << "n = " << RPM << " rpm\n";
+// cout << "T_amb = " << T_amb << '\n';
+// cout << "running = " << running << '\n';
+ cout << "fuel = " << fgGetFloat("/consumables/fuel/tank[0]/level-gal_us") << '\n';
+// cout << "Percentage_Power = " << Percentage_Power << '\n';
+// cout << "current_oil_temp = " << current_oil_temp << '\n';
+ cout << "EGT = " << EGT << '\n';
+ }
+ count1++;
+ if(count1 == 100)
+ count1 = 0;
+*/
- Rho = Density(FG_Pressure_Ht); // In FG FG_Pressure_Ht is "h"
- // cout << "Rho = " << Rho << endl;
+ // Check parameters that may alter the operating state of the engine.
+ // (spark, fuel, starter motor etc)
+
+ // Check for spark
+ bool Magneto_Left = false;
+ bool Magneto_Right = false;
+ // Magneto positions:
+ // 0 -> off
+ // 1 -> left only
+ // 2 -> right only
+ // 3 -> both
+ if(mag_pos != 0) {
+ spark = true;
+ } else {
+ spark = false;
+ } // neglects battery voltage, master on switch, etc for now.
+ if((mag_pos == 1) || (mag_pos > 2))
+ Magneto_Left = true;
+ if(mag_pos > 1)
+ Magneto_Right = true;
+
+ // crude check for fuel
+ if((fgGetFloat("/consumables/fuel/tank[0]/level-gal_us") > 0) || (fgGetFloat("/consumables/fuel/tank[1]/level-gal_us") > 0)) {
+ fuel = true;
+ } else {
+ fuel = false;
+ } // Need to make this better, eg position of fuel selector switch.
+
+ // Check if we are turning the starter motor
+ if(cranking != starter) {
+ // This check saves .../cranking from getting updated every loop - they only update when changed.
+ cranking = starter;
+ crank_counter = 0;
+ }
+ // Note that although /engines/engine[0]/starter and /engines/engine[0]/cranking might appear to be duplication it is
+ // not since the starter may be engaged with the battery voltage too low for cranking to occur (or perhaps the master
+ // switch just left off) and the sound manager will read .../cranking to determine wether to play a cranking sound.
+ // For now though none of that is implemented so cranking can be set equal to .../starter without further checks.
+
+// int Alternate_Air_Pos =0; // Off = 0. Reduces power by 3 % for same throttle setting
+ // DCL - don't know what this Alternate_Air_Pos is - this is a leftover from the Schubert code.
+
+ //Check mode of engine operation
+ if(cranking) {
+ crank_counter++;
+ if(RPM <= 480) {
+ RPM += 100;
+ if(RPM > 480)
+ RPM = 480;
+ } else {
+ // consider making a horrible noise if the starter is engaged with the engine running
+ }
+ }
+ if((!running) && (spark) && (fuel) && (crank_counter > 120)) {
+ // start the engine if revs high enough
+ if(RPM > 450) {
+ // For now just instantaneously start but later we should maybe crank for a bit
+ running = true;
+// RPM = 600;
+ }
+ }
+ if( (running) && ((!spark)||(!fuel)) ) {
+ // Cut the engine
+ // note that we only cut the power - the engine may continue to spin if the prop is in a moving airstream
+ running = false;
+ }
- // Calculate Manifold Pressure (Engine 1) as set by throttle opening
+ // Now we've ascertained whether the engine is running or not we can start to do the engine calculations 'proper'
- Manifold_Pressure =
- Calc_Manifold_Pressure( Throttle_Lever_Pos, Max_Manifold_Pressure, Min_Manifold_Pressure );
+ // Calculate Sea Level Manifold Pressure
+ Manifold_Pressure = Calc_Manifold_Pressure( Throttle_Lever_Pos, Max_Manifold_Pressure, Min_Manifold_Pressure );
// cout << "manifold pressure = " << Manifold_Pressure << endl;
-//**************************FIXME*******************************************
- //DCL - hack for testing - fly at sea level
- T_amb = 298.0;
- p_amb = 101325;
- p_amb_sea_level = 101325;
-
- //DCL - next calculate m_dot_air and m_dot_fuel into engine
-
- //calculate actual ambient pressure and temperature from altitude
//Then find the actual manifold pressure (the calculated one is the sea level pressure)
True_Manifold_Pressure = Manifold_Pressure * p_amb / p_amb_sea_level;
- // RPM = Calc_Engine_RPM(Propeller_Lever_Pos);
- // RPM = 600;
- // cout << "Initial engine RPM = " << RPM << endl;
+ //Do the fuel flow calculations
+ Calc_Fuel_Flow_Gals_Hr();
+
+ //Calculate engine power
+ Calc_Percentage_Power(Magneto_Left, Magneto_Right);
+ HP = Percentage_Power * MaxHP / 100.0;
+ Power_SI = HP * CONVERT_HP_TO_WATTS;
+
+ // FMEP calculation. For now we will just use this during motored operation.
+ // Eventually we will calculate IMEP and use the FMEP all the time to give BMEP (maybe!)
+ if(!running) {
+ // This FMEP data is from the Patton paper, assumes fully warm conditions.
+ FMEP = 1e-12*pow(RPM,4) - 1e-8*pow(RPM,3) + 5e-5*pow(RPM,2) - 0.0722*RPM + 154.85;
+ // Gives FMEP in kPa - now convert to Pa
+ FMEP *= 1000;
+ } else {
+ FMEP = 0.0;
+ }
+ // Is this total FMEP or friction FMEP ???
-// Desired_RPM = RPM;
+ Torque_FMEP = (FMEP * displacement_SI) / (2.0 * LS_PI * n_R);
-//**************
-
- //DCL - calculate mass air flow into engine based on speed and load - separate this out into a function eventually
- //t_amb is actual temperature calculated from altitude
- //calculate density from ideal gas equation
- rho_air = p_amb / ( R_air * T_amb );
- rho_air_manifold = rho_air * Manifold_Pressure / 29.6;
- //calculate ideal engine volume inducted per second
- swept_volume = (displacement_SI * (RPM / 60)) / 2; //This equation is only valid for a four stroke engine
- //calculate volumetric efficiency - for now we will just use 0.8, but actually it is a function of engine speed and the exhaust to manifold pressure ratio
- volumetric_efficiency = 0.8;
- //Now use volumetric efficiency to calculate actual air volume inducted per second
- v_dot_air = swept_volume * volumetric_efficiency;
- //Now calculate mass flow rate of air into engine
- m_dot_air = v_dot_air * rho_air_manifold;
+ // Calculate Engine Torque. Check for div by zero since percentage power correlation does not guarantee zero power at zero rpm.
+ // However this is problematical since there is a resistance to movement even at rest
+ // Ie this is a dynamics equation not a statics one. This can be solved by going over to MEP based torque calculations.
+ if(RPM == 0) {
+ Torque_SI = 0 - Torque_FMEP;
+ }
+ else {
+ Torque_SI = ((Power_SI * 60.0) / (2.0 * LS_PI * RPM)) - Torque_FMEP; //Torque = power / angular velocity
+ // cout << Torque << " Nm\n";
+ }
- // cout << "rho air manifold " << rho_air_manifold << '\n';
- // cout << "Swept volume " << swept_volume << '\n';
+ //Calculate Exhaust gas temperature
+ if(running)
+ Calc_EGT();
+ else
+ EGT = 298.0;
-//**************
+ // Calculate Cylinder Head Temperature
+ Calc_CHT();
+
+ // Calculate oil temperature
+ current_oil_temp = Calc_Oil_Temp(current_oil_temp);
+
+ // Calculate Oil Pressure
+ Oil_Pressure = Calc_Oil_Press( Oil_Temp, RPM );
+
+ // Now do the Propeller Calculations
+ Do_Prop_Calcs();
+
+// Now do the engine - prop torque balance to calculate final RPM
+
+ //Calculate new RPM from torque balance and inertia.
+ Torque_Imbalance = Torque_SI - prop_torque; //This gives a +ve value when the engine torque exeeds the prop torque
+ // (Engine torque is +ve when it acts in the direction of engine revolution, prop torque is +ve when it opposes the direction of engine revolution)
+
+ angular_acceleration = Torque_Imbalance / (engine_inertia + prop_inertia);
+ angular_velocity_SI += (angular_acceleration * time_step);
+ // Don't let the engine go into reverse
+ if(angular_velocity_SI < 0)
+ angular_velocity_SI = 0;
+ RPM = (angular_velocity_SI * 60) / (2.0 * LS_PI);
+
+ // And finally a last check on the engine state after doing the torque balance with the prop - have we stalled?
+ if(running) {
+ //Check if we have stalled the engine
+ if (RPM == 0) {
+ running = false;
+ } else if((RPM <= 480) && (cranking)) {
+ //Make sure the engine noise dosn't play if the engine won't start due to eg mixture lever pulled out.
+ running = false;
+ EGT = 298.0;
+ }
+ }
- //DCL - now calculate fuel flow into engine based on air flow and mixture lever position
- //assume lever runs from no flow at fully out to thi = 1.6 at fully in at sea level
- //also assume that the injector linkage is ideal - hence the set mixture is maintained at a given altitude throughout the speed and load range
- thi_sea_level = 1.6 * ( Mixture_Lever_Pos / 100.0 );
- equivalence_ratio = thi_sea_level * p_amb_sea_level / p_amb; //ie as we go higher the mixture gets richer for a given lever position
- m_dot_fuel = m_dot_air / 14.7 * equivalence_ratio;
+ // And finally, do any unit conversions from internal units to output units
+ EGT_degF = (EGT * 1.8) - 459.67;
+ CHT_degF = (CHT * 1.8) - 459.67;
+}
- // cout << "fuel " << m_dot_fuel;
- // cout << " air " << m_dot_air << '\n';
+//*****************************************************************************************************
-//**************
+// FGNewEngine member functions
- // cout << "Thi = " << equivalence_ratio << '\n';
+////////////////////////////////////////////////////////////////////////////////////////////
+// Return the combustion efficiency as a function of equivalence ratio
+//
+// Combustion efficiency values from Heywood,
+// "Internal Combustion Engine Fundamentals", ISBN 0-07-100499-8
+////////////////////////////////////////////////////////////////////////////////////////////
+float FGNewEngine::Lookup_Combustion_Efficiency(float thi_actual)
+{
+ const int NUM_ELEMENTS = 11;
+ float thi[NUM_ELEMENTS] = {0.0, 0.9, 1.0, 1.05, 1.1, 1.15, 1.2, 1.3, 1.4, 1.5, 1.6}; //array of equivalence ratio values
+ float neta_comb[NUM_ELEMENTS] = {0.98, 0.98, 0.97, 0.95, 0.9, 0.85, 0.79, 0.7, 0.63, 0.57, 0.525}; //corresponding array of combustion efficiency values
+ float neta_comb_actual = 0.0f;
+ float factor;
- combustion_efficiency = Lookup_Combustion_Efficiency(equivalence_ratio); //The combustion efficiency basically tells us what proportion of the fuels calorific value is released
+ int i;
+ int j = NUM_ELEMENTS; //This must be equal to the number of elements in the lookup table arrays
- // cout << "Combustion efficiency = " << combustion_efficiency << '\n';
+ for(i=0;i<j;i++)
+ {
+ if(i == (j-1)) {
+ // Assume linear extrapolation of the slope between the last two points beyond the last point
+ float dydx = (neta_comb[i] - neta_comb[i-1]) / (thi[i] - thi[i-1]);
+ neta_comb_actual = neta_comb[i] + dydx * (thi_actual - thi[i]);
+ return neta_comb_actual;
+ }
+ if(thi_actual == thi[i]) {
+ neta_comb_actual = neta_comb[i];
+ return neta_comb_actual;
+ }
+ if((thi_actual > thi[i]) && (thi_actual < thi[i + 1])) {
+ //do linear interpolation between the two points
+ factor = (thi_actual - thi[i]) / (thi[i+1] - thi[i]);
+ neta_comb_actual = (factor * (neta_comb[i+1] - neta_comb[i])) + neta_comb[i];
+ return neta_comb_actual;
+ }
+ }
- //now calculate energy release to exhaust
- //We will assume a three way split of fuel energy between useful work, the coolant system and the exhaust system
- //This is a reasonable first suck of the thumb estimate for a water cooled automotive engine - whether it holds for an air cooled aero engine is probably open to question
- //Regardless - it won't affect the variation of EGT with mixture, and we con always put a multiplier on EGT to get a reasonable peak value.
- enthalpy_exhaust = m_dot_fuel * calorific_value_fuel * combustion_efficiency * 0.33;
- heat_capacity_exhaust = (Cp_air * m_dot_air) + (Cp_fuel * m_dot_fuel);
- delta_T_exhaust = enthalpy_exhaust / heat_capacity_exhaust;
-// delta_T_exhaust = Calculate_Delta_T_Exhaust();
+ //if we get here something has gone badly wrong
+ cout << "ERROR: error in FGNewEngine::Lookup_Combustion_Efficiency\n";
+ return neta_comb_actual;
+}
- // cout << "T_amb " << T_amb;
- // cout << " dT exhaust = " << delta_T_exhaust;
+////////////////////////////////////////////////////////////////////////////////////////////
+// Return the percentage of best mixture power available at a given mixture strength
+//
+// Based on data from "Technical Considerations for Catalysts for the European Market"
+// by H S Gandi, published 1988 by IMechE
+//
+// Note that currently no attempt is made to set a lean limit on stable combustion
+////////////////////////////////////////////////////////////////////////////////////////////
+float FGNewEngine::Power_Mixture_Correlation(float thi_actual)
+{
+ float AFR_actual = 14.7 / thi_actual;
+ // thi and thi_actual are equivalence ratio
+ const int NUM_ELEMENTS = 13;
+ // The lookup table is in AFR because the source data was. I added the two end elements to make sure we are almost always in it.
+ float AFR[NUM_ELEMENTS] = {(14.7/1.6), 10, 11, 12, 13, 14, 15, 16, 17, 18, 19, 20, (14.7/0.6)}; //array of equivalence ratio values
+ float mixPerPow[NUM_ELEMENTS] = {78, 86, 93.5, 98, 100, 99, 96.4, 92.5, 88, 83, 78.5, 74, 58}; //corresponding array of combustion efficiency values
+ float mixPerPow_actual = 0.0f;
+ float factor;
+ float dydx;
- EGT = T_amb + delta_T_exhaust;
+ int i;
+ int j = NUM_ELEMENTS; //This must be equal to the number of elements in the lookup table arrays
- // cout << " EGT = " << EGT << '\n';
+ for(i=0;i<j;i++)
+ {
+ if(i == (j-1)) {
+ // Assume linear extrapolation of the slope between the last two points beyond the last point
+ dydx = (mixPerPow[i] - mixPerPow[i-1]) / (AFR[i] - AFR[i-1]);
+ mixPerPow_actual = mixPerPow[i] + dydx * (AFR_actual - AFR[i]);
+ return mixPerPow_actual;
+ }
+ if((i == 0) && (AFR_actual < AFR[i])) {
+ // Assume linear extrapolation of the slope between the first two points for points before the first point
+ dydx = (mixPerPow[i] - mixPerPow[i-1]) / (AFR[i] - AFR[i-1]);
+ mixPerPow_actual = mixPerPow[i] + dydx * (AFR_actual - AFR[i]);
+ return mixPerPow_actual;
+ }
+ if(AFR_actual == AFR[i]) {
+ mixPerPow_actual = mixPerPow[i];
+ return mixPerPow_actual;
+ }
+ if((AFR_actual > AFR[i]) && (AFR_actual < AFR[i + 1])) {
+ //do linear interpolation between the two points
+ factor = (AFR_actual - AFR[i]) / (AFR[i+1] - AFR[i]);
+ mixPerPow_actual = (factor * (mixPerPow[i+1] - mixPerPow[i])) + mixPerPow[i];
+ return mixPerPow_actual;
+ }
+ }
-//***************************************************************************************
-// Calculate Cylinder Head Temperature
+ //if we get here something has gone badly wrong
+ cout << "ERROR: error in FGNewEngine::Power_Mixture_Correlation\n";
+ return mixPerPow_actual;
+}
-/* DCL 27/10/00
-
-This is a somewhat rough first attempt at modelling cylinder head temperature. The cylinder head
-is assumed to be at uniform temperature. Obviously this is incorrect, but it simplifies things a
-lot, and we're just looking for the behaviour of CHT to be correct. Energy transfer to the cylinder
-head is assumed to be one third of the energy released by combustion at all conditions. This is a
-reasonable estimate, although obviously in real life it varies with different conditions and possibly
-with CHT itself. I've split energy transfer from the cylinder head into 2 terms - free convection -
-ie convection to stationary air, and forced convection, ie convection into flowing air. The basic
-free convection equation is: dqdt = -hAdT Since we don't know A and are going to set h quite arbitarily
-anyway I've knocked A out and just wrapped it up in h - the only real significance is that the units
-of h will be different but that dosn't really matter to us anyway. In addition, we have the problem
-that the prop model I'm currently using dosn't model the backwash from the prop which will add to the
-velocity of the cooling air when the prop is turning, so I've added an extra term to try and cope
-with this.
-
-In real life, forced convection equations are genarally empirically derived, and are quite complicated
-and generally contain such things as the Reynolds and Nusselt numbers to various powers. The best
-course of action would probably to find an empirical correlation from the literature for a similar
-situation and try and get it to fit well. However, for now I am using my own made up very simple
-correlation for the energy transfer from the cylinder head:
-
-dqdt = -(h1.dT) -(h2.m_dot.dT) -(h3.rpm.dT)
-
-where dT is the temperature different between the cylinder head and the surrounding air, m_dot is the
-mass flow rate of cooling air through an arbitary volume, rpm is the engine speed in rpm (this is the
-backwash term), and h1, h2, h3 are co-efficients which we can play with to attempt to get the CHT
-behaviour to match real life.
-
-In order to change the values of CHT that the engine settles down at at various conditions,
-have a play with h1, h2 and h3. In order to change the rate of heating/cooling without affecting
-equilibrium values alter the cylinder head mass, which is really quite arbitary. Bear in mind that
-altering h1, h2 and h3 will also alter the rate of heating or cooling as well as equilibrium values,
-but altering the cylinder head mass will only alter the rate. It would I suppose be better to read
-the values from file to avoid the necessity for re-compilation every time I change them.
-
-*/
- //CHT = Calc_CHT( Fuel_Flow, Mixture, IAS);
- // cout << "Cylinder Head Temp (F) = " << CHT << endl;
+// Calculate Cylinder Head Temperature
+// Crudely models the cylinder head as an arbitary lump of arbitary size and area with one third of combustion energy
+// as heat input and heat output as a function of airspeed and temperature. Could be improved!!!
+void FGNewEngine::Calc_CHT()
+{
float h1 = -95.0; //co-efficient for free convection
float h2 = -3.95; //co-efficient for forced convection
float h3 = -0.05; //co-efficient for forced convection due to prop backwash
float HeatCapacityCylinderHead;
float dCHTdt;
- temperature_difference = CHT - T_amb;
+ // The above values are hardwired to give reasonable results for an IO360 (C172 engine)
+ // Now adjust to try to compensate for arbitary sized engines - this is currently untested
+ arbitary_area *= (MaxHP / 180.0);
+ MassCylinderHead *= (MaxHP / 180.0);
+
+ temperature_difference = CHT - T_amb;
v_apparent = IAS * 0.5144444; //convert from knots to m/s
v_dot_cooling_air = arbitary_area * v_apparent;
//Calculate rate of energy transfer from cylinder head due to cooling NOTE is calculated as rate to but negative
dqdt_forced = (h2 * m_dot_cooling_air * temperature_difference) + (h3 * RPM * temperature_difference);
dqdt_free = h1 * temperature_difference;
-
+
//Calculate net rate of energy transfer to or from cylinder head
dqdt_cylinder_head = dqdt_from_combustion + dqdt_forced + dqdt_free;
-
+
HeatCapacityCylinderHead = CpCylinderHead * MassCylinderHead;
-
+
dCHTdt = dqdt_cylinder_head / HeatCapacityCylinderHead;
-
- CHT += (dCHTdt * time_step);
-
- CHT_degF = (CHT * 1.8) - 459.67;
-
- // cout << "CHT = " << CHT_degF << " degF\n";
-
-
-// End calculate Cylinder Head Temperature
-
-
-//***************************************************************************************
-// Engine Power & Torque Calculations
-
-
- // For a given Manifold Pressure and RPM calculate the % Power
- // Multiply Manifold Pressure by RPM
- ManXRPM = Manifold_Pressure * RPM;
- // cout << ManXRPM;
- // cout << endl;
-
-/*
-// Phil's %power correlation
- // Calculate % Power
- Percentage_Power = (+ 7E-09 * ManXRPM * ManXRPM) + ( + 7E-04 * ManXRPM) - 0.1218;
- // cout << Percentage_Power << "%" << "\t";
-*/
-
-// DCL %power correlation - basically Phil's correlation modified to give slighty less power at the low end
-// might need some adjustment as the prop model is adjusted
-// My aim is to match the prop model and engine model at the low end to give the manufacturer's recommended idle speed with the throttle closed - 600rpm for the Continental IO520
- // Calculate % Power
- Percentage_Power = (+ 6E-09 * ManXRPM * ManXRPM) + ( + 8E-04 * ManXRPM) - 1.8524;
- // cout << Percentage_Power << "%" << "\t";
-
-
- // Adjust for Temperature - Temperature above Standard decrease
- // power % by 7/120 per degree F increase, and incease power for
- // temps below at the same ratio
- Percentage_Power = Percentage_Power - (FG_ISA_VAR * 7 /120);
- // cout << Percentage_Power << "%" << "\t";
- // Adjust for Altitude. In this version a linear variation is
- // used. Decrease 1% for each 1000' increase in Altitde
- Percentage_Power = Percentage_Power + (FG_Pressure_Ht * 12/10000);
- // cout << Percentage_Power << "%" << "\t";
-
-
- //DCL - now adjust power to compensate for mixture
- //uses a curve fit to the data in the IO360 / O360 operating manual
- //due to the shape of the curve I had to use a 6th order fit - I am sure it must be possible to reduce this in future,
- //possibly by using separate fits for rich and lean of best power mixture
- //first adjust actual mixture to abstract mixture - this is a temporary hack in order to account for the fact that the data I have
- //dosn't specify actual mixtures and I want to be able to change what I think they are without redoing the curve fit each time.
- //y=10x-12 for now
- abstract_mixture = 10.0 * equivalence_ratio - 12.0;
- float m = abstract_mixture; //to simplify writing the next equation
- Percentage_of_best_power_mixture_power = ((-0.0012*m*m*m*m*m*m) + (0.021*m*m*m*m*m) + (-0.1425*m*m*m*m) + (0.4395*m*m*m) + (-0.8909*m*m) + (-0.5155*m) + 100.03);
- Percentage_Power = Percentage_Power * Percentage_of_best_power_mixture_power / 100.0;
-
-
- // Now Calculate Fuel Flow based on % Power Best Power Mixture
- Fuel_Flow = Percentage_Power * Max_Fuel_Flow / 100.0;
- // cout << Fuel_Flow << " lbs/hr"<< endl;
-
- // Now Derate engine for the effects of Bad/Switched off magnetos
- if (Magneto_Left == 0 && Magneto_Right == 0) {
- // cout << "Both OFF\n";
- Percentage_Power = 0;
- } else if (Magneto_Left && Magneto_Right) {
- // cout << "Both On ";
- } else if (Magneto_Left == 0 || Magneto_Right== 0) {
- // cout << "1 Magneto Failed ";
-
- Percentage_Power = Percentage_Power *
- ((100.0 - Mag_Derate_Percent)/100.0);
- // cout << FGEng1_Percentage_Power << "%" << "\t";
- }
-
- // Calculate Engine Horsepower
-
- HP = Percentage_Power * MaxHP / 100.0;
-
- Power_SI = HP * CONVERT_HP_TO_WATTS;
-
- // Calculate Engine Torque
-
- Torque = HP * 5252 / RPM;
- // cout << Torque << "Ft/lbs" << "\t";
-
- Torque_SI = (Power_SI * 60.0) / (2.0 * PI * RPM); //Torque = power / angular velocity
- // cout << Torque << " Nm\n";
-
+ CHT += (dCHTdt * time_step);
+}
- // Calculate Oil Pressure
- Oil_Pressure = Oil_Press( Oil_Temp, RPM );
- // cout << "Oil Pressure (PSI) = " << Oil_Pressure << endl;
-
- //==============================================================
-
- // Now do the Propellor Calculations
-
-#ifdef PHILS_PROP_MODEL
-
- // Revs per second
- FGProp1_RPS = RPM * Gear_Ratio / 60.0;
- // cout << FGProp1_RPS << " RPS" << endl;
-
- //Radial Flow Vector (V2) Ft/sec at Ref Blade Station (usually 30")
- FGProp1_Angular_V = FGProp1_RPS * 2 * PI * (Blade_Station / 12);
- // cout << FGProp1_Angular_V << "Angular Velocity " << endl;
-
- // Axial Flow Vector (Vo) Ft/sec
- // Some further work required here to allow for inflow at low speeds
- // Vo = (IAS + 20) * 1.688888;
- Vo = IAS_to_FPS(IAS + 20);
- // cout << "Feet/sec = " << Vo << endl;
-
- // cout << Vo << "Axial Velocity" << endl;
-
- // Relative Velocity (V1)
- V1 = sqrt((FGProp1_Angular_V * FGProp1_Angular_V) +
- (Vo * Vo));
- // cout << V1 << "Relative Velocity " << endl;
-
- // cout << FGProp1_Blade_Angle << " Prop Blade Angle" << endl;
-
- // Blade Angle of Attack (Alpha1)
-
-/* cout << " Alpha1 = " << Alpha1
- << " Blade angle = " << FGProp1_Blade_Angle
- << " Vo = " << Vo
- << " FGProp1_Angular_V = " << FGProp1_Angular_V << endl;*/
- Alpha1 = FGProp1_Blade_Angle -(atan(Vo / FGProp1_Angular_V) * (180/PI));
- // cout << Alpha1 << " Alpha1" << endl;
-
- // Calculate Coefficient of Drag at Alpha1
- FGProp1_Coef_Drag = (0.0005 * (Alpha1 * Alpha1)) + (0.0003 * Alpha1)
- + 0.0094;
- // cout << FGProp1_Coef_Drag << " Coef Drag" << endl;
-
- // Calculate Coefficient of Lift at Alpha1
- FGProp1_Coef_Lift = -(0.0026 * (Alpha1 * Alpha1)) + (0.1027 * Alpha1)
- + 0.2295;
- // cout << FGProp1_Coef_Lift << " Coef Lift " << endl;
-
- // Covert Alplha1 to Radians
- // Alpha1 = Alpha1 * PI / 180;
-
- // Calculate Prop Torque
- FGProp1_Torque = (0.5 * Rho * (V1 * V1) * FGProp_Area
- * ((FGProp1_Coef_Lift * sin(Alpha1 * PI / 180))
- + (FGProp1_Coef_Drag * cos(Alpha1 * PI / 180))))
- * (Blade_Station/12);
- // cout << FGProp1_Torque << " Prop Torque" << endl;
-
- // Calculate Prop Thrust
- // cout << " V1 = " << V1 << " Alpha1 = " << Alpha1 << endl;
- FGProp1_Thrust = 0.5 * Rho * (V1 * V1) * FGProp_Area
- * ((FGProp1_Coef_Lift * cos(Alpha1 * PI / 180))
- - (FGProp1_Coef_Drag * sin(Alpha1 * PI / 180)));
- // cout << FGProp1_Thrust << " Prop Thrust " << endl;
-
- // End of Propeller Calculations
- //==============================================================
-
-#endif //PHILS_PROP_MODEL
-
-#ifdef NEVS_PROP_MODEL
-
- // Nev's prop model
-
- num_elements = 6.0;
- number_of_blades = 2.0;
- blade_length = 0.95;
- allowance_for_spinner = blade_length / 12.0;
- prop_fudge_factor = 1.453401525;
- forward_velocity = IAS;
-
- theta[0] = 25.0;
- theta[1] = 20.0;
- theta[2] = 15.0;
- theta[3] = 10.0;
- theta[4] = 5.0;
- theta[5] = 0.0;
-
- angular_velocity_SI = 2.0 * PI * RPM / 60.0;
-
- allowance_for_spinner = blade_length / 12.0;
- //Calculate thrust and torque by summing the contributions from each of the blade elements
- //Assumes equal length elements with numbered 1 inboard -> num_elements outboard
- prop_torque = 0.0;
- prop_thrust = 0.0;
- int i;
-// outfile << "Rho = " << Rho << '\n\n';
-// outfile << "Drag = ";
- for(i=1;i<=num_elements;i++)
- {
- element = float(i);
- distance = (blade_length * (element / num_elements)) + allowance_for_spinner;
- element_drag = 0.5 * rho_air * ((distance * angular_velocity_SI)*(distance * angular_velocity_SI)) * (0.000833 * ((theta[int(element-1)] - (atan(forward_velocity/(distance * angular_velocity_SI))))*(theta[int(element-1)] - (atan(forward_velocity/(distance * angular_velocity_SI))))))
- * (0.1 * (blade_length / element)) * number_of_blades;
-
- element_lift = 0.5 * rho_air * ((distance * angular_velocity_SI)*(distance * angular_velocity_SI)) * (0.036 * (theta[int(element-1)] - (atan(forward_velocity/(distance * angular_velocity_SI))))+0.4)
- * (0.1 * (blade_length / element)) * number_of_blades;
- element_torque = element_drag * distance;
- prop_torque += element_torque;
- prop_thrust += element_lift;
-// outfile << "Drag = " << element_drag << " n = " << element << '\n';
- }
+// Calculate exhaust gas temperature
+void FGNewEngine::Calc_EGT()
+{
+ combustion_efficiency = Lookup_Combustion_Efficiency(equivalence_ratio); //The combustion efficiency basically tells us what proportion of the fuels calorific value is released
-// outfile << '\n';
+ //now calculate energy release to exhaust
+ //We will assume a three way split of fuel energy between useful work, the coolant system and the exhaust system
+ //This is a reasonable first suck of the thumb estimate for a water cooled automotive engine - whether it holds for an air cooled aero engine is probably open to question
+ //Regardless - it won't affect the variation of EGT with mixture, and we can always put a multiplier on EGT to get a reasonable peak value.
+ enthalpy_exhaust = m_dot_fuel * calorific_value_fuel * combustion_efficiency * 0.33;
+ heat_capacity_exhaust = (Cp_air * m_dot_air) + (Cp_fuel * m_dot_fuel);
+ delta_T_exhaust = enthalpy_exhaust / heat_capacity_exhaust;
-// outfile << "Angular velocity = " << angular_velocity_SI << " rad/s\n";
+ EGT = T_amb + delta_T_exhaust;
- // cout << "Thrust = " << prop_thrust << '\n';
- prop_thrust *= prop_fudge_factor;
- prop_torque *= prop_fudge_factor;
- prop_power_consumed_SI = prop_torque * angular_velocity_SI;
- prop_power_consumed_HP = prop_power_consumed_SI / 745.699;
+ //The above gives the exhaust temperature immediately prior to leaving the combustion chamber
+ //Now derate to give a more realistic figure as measured downstream
+ //For now we will aim for a peak of around 400 degC (750 degF)
+ EGT *= 0.444 + ((0.544 - 0.444) * Percentage_Power / 100.0);
+}
-#endif //NEVS_PROP_MODEL
+// Calculate Manifold Pressure based on Throttle lever Position
+float FGNewEngine::Calc_Manifold_Pressure ( float LeverPosn, float MaxMan, float MinMan)
+{
+ float Inches;
+ //Note that setting the manifold pressure as a function of lever position only is not strictly accurate
+ //MAP is also a function of engine speed. (and ambient pressure if we are going for an actual MAP model)
+ Inches = MinMan + (LeverPosn * (MaxMan - MinMan) / 100);
-//#if 0
-#ifdef PHILS_PROP_MODEL //Do Torque calculations in Ft/lbs - yuk :-(((
- Torque_Imbalance = FGProp1_Torque - Torque;
+ //allow for idle bypass valve or slightly open throttle stop
+ if(Inches < MinMan)
+ Inches = MinMan;
- if (Torque_Imbalance > 5) {
- RPM -= 14.5;
- // FGProp1_RPM -= 25;
-// FGProp1_Blade_Angle -= 0.75;
- }
-
- if (Torque_Imbalance < -5) {
- RPM += 14.5;
- // FGProp1_RPM += 25;
-// FGProp1_Blade_Angle += 0.75;
- }
-#endif
+ //Check for stopped engine (crudest way of compensating for engine speed)
+ if(RPM == 0)
+ Inches = 29.92;
+ return Inches;
+}
-#ifdef NEVS_PROP_MODEL //use proper units - Nm
- Torque_Imbalance = Torque_SI - prop_torque; //This gives a +ve value when the engine torque exeeds the prop torque
+// Calculate fuel flow in gals/hr
+void FGNewEngine::Calc_Fuel_Flow_Gals_Hr()
+{
+ //DCL - calculate mass air flow into engine based on speed and load - separate this out into a function eventually
+ //t_amb is actual temperature calculated from altitude
+ //calculate density from ideal gas equation
+ rho_air = p_amb / ( R_air * T_amb );
+ rho_air_manifold = rho_air * Manifold_Pressure / 29.6; //This is a bit of a roundabout way of calculating this but it works !! If we put manifold pressure into SI units we could do it simpler.
+ //calculate ideal engine volume inducted per second
+ swept_volume = (displacement_SI * (RPM / 60)) / 2; //This equation is only valid for a four stroke engine
+ //calculate volumetric efficiency - for now we will just use 0.8, but actually it is a function of engine speed and the exhaust to manifold pressure ratio
+ //Note that this is cylinder vol eff - the throttle drop is already accounted for in the MAP calculation
+ volumetric_efficiency = 0.8;
+ //Now use volumetric efficiency to calculate actual air volume inducted per second
+ v_dot_air = swept_volume * volumetric_efficiency;
+ //Now calculate mass flow rate of air into engine
+ m_dot_air = v_dot_air * rho_air_manifold;
- angular_acceleration = Torque_Imbalance / (engine_inertia + prop_inertia);
- angular_velocity_SI += (angular_acceleration * time_step);
- RPM = (angular_velocity_SI * 60) / (2.0 * PI);
-#endif
+//**************
+ //DCL - now calculate fuel flow into engine based on air flow and mixture lever position
+ //assume lever runs from no flow at fully out to thi = 1.3 at fully in at sea level
+ //also assume that the injector linkage is ideal - hence the set mixture is maintained at a given altitude throughout the speed and load range
+ thi_sea_level = 1.3 * ( Mixture_Lever_Pos / 100.0 );
+ equivalence_ratio = thi_sea_level * p_amb_sea_level / p_amb; //ie as we go higher the mixture gets richer for a given lever position
+ m_dot_fuel = m_dot_air / 14.7 * equivalence_ratio;
+ Fuel_Flow_gals_hr = (m_dot_fuel / rho_fuel) * 264.172 * 3600.0; // Note this assumes US gallons
+}
+// Calculate the percentage of maximum rated power delivered as a function of Manifold pressure multiplied by engine speed (rpm)
+// This is not necessarilly the best approach but seems to work for now.
+// May well need tweaking at the bottom end if the prop model is changed.
+void FGNewEngine::Calc_Percentage_Power(bool mag_left, bool mag_right)
+{
+ // For a given Manifold Pressure and RPM calculate the % Power
+ // Multiply Manifold Pressure by RPM
+ float ManXRPM = True_Manifold_Pressure * RPM;
/*
- if( RPM > (Desired_RPM + 2)) {
- FGProp1_Blade_Angle += 0.75; //This value could be altered depending on how far from the desired RPM we are
- }
-
- if( RPM < (Desired_RPM - 2)) {
- FGProp1_Blade_Angle -= 0.75;
- }
-
- if (FGProp1_Blade_Angle < FGProp_Fine_Pitch_Stop) {
- FGProp1_Blade_Angle = FGProp_Fine_Pitch_Stop;
- }
+// Phil's %power correlation
+ // Calculate % Power
+ Percentage_Power = (+ 7E-09 * ManXRPM * ManXRPM) + ( + 7E-04 * ManXRPM) - 0.1218;
+ // cout << Percentage_Power << "%" << "\t";
+*/
- if (RPM >= 2700) {
- RPM = 2700;
- }
+// DCL %power correlation - basically Phil's correlation modified to give slighty less power at the low end
+// might need some adjustment as the prop model is adjusted
+// My aim is to match the prop model and engine model at the low end to give the manufacturer's recommended idle speed with the throttle closed - 600rpm for the Continental IO520
+ // Calculate % Power for Nev's prop model
+ //Percentage_Power = (+ 6E-09 * ManXRPM * ManXRPM) + ( + 8E-04 * ManXRPM) - 1.8524;
+
+ // Calculate %power for DCL prop model
+ Percentage_Power = (7e-9 * ManXRPM * ManXRPM) + (7e-4 * ManXRPM) - 1.0;
+
+ // Power de-rating for altitude has been removed now that we are basing the power
+ // on the actual manifold pressure, which takes air pressure into account. However - this fails to
+ // take the temperature into account - this is TODO.
+
+ // Adjust power for temperature - this is temporary until the power is done as a function of mass flow rate induced
+ // Adjust for Temperature - Temperature above Standard decrease
+ // power by 7/120 % per degree F increase, and incease power for
+ // temps below at the same ratio
+ float T_amb_degF = (T_amb * 1.8) - 459.67;
+ float T_amb_sea_lev_degF = (288 * 1.8) - 459.67;
+ Percentage_Power = Percentage_Power + ((T_amb_sea_lev_degF - T_amb_degF) * 7 /120);
+
+ //DCL - now adjust power to compensate for mixture
+ Percentage_of_best_power_mixture_power = Power_Mixture_Correlation(equivalence_ratio);
+ Percentage_Power = Percentage_Power * Percentage_of_best_power_mixture_power / 100.0;
+
+ // Now Derate engine for the effects of Bad/Switched off magnetos
+ //if (Magneto_Left == 0 && Magneto_Right == 0) {
+ if(!running) {
+ // cout << "Both OFF\n";
+ Percentage_Power = 0;
+ } else if (mag_left && mag_right) {
+ // cout << "Both On ";
+ } else if (mag_left == 0 || mag_right== 0) {
+ // cout << "1 Magneto Failed ";
+ Percentage_Power = Percentage_Power * ((100.0 - Mag_Derate_Percent)/100.0);
+ // cout << FGEng1_Percentage_Power << "%" << "\t";
+ }
+/*
+ //DCL - stall the engine if RPM drops below 450 - this is possible if mixture lever is pulled right out
+ //This is a kludge that I should eliminate by adding a total fmep estimation.
+ if(RPM < 450)
+ Percentage_Power = 0;
*/
- //end constant speed prop
-//#endif
+ if(Percentage_Power < 0)
+ Percentage_Power = 0;
+}
- //DCL - stall the engine if RPM drops below 550 - this is possible if mixture lever is pulled right out
- if(RPM < 550)
- RPM = 0;
+// Calculate Oil Temperature in degrees Kelvin
+float FGNewEngine::Calc_Oil_Temp (float oil_temp)
+{
+ float idle_percentage_power = 2.3; // approximately
+ float target_oil_temp; // Steady state oil temp at the current engine conditions
+ float time_constant; // The time constant for the differential equation
+ if(running) {
+ target_oil_temp = 363;
+ time_constant = 500; // Time constant for engine-on idling.
+ if(Percentage_Power > idle_percentage_power) {
+ time_constant /= ((Percentage_Power / idle_percentage_power) / 10.0); // adjust for power
+ }
+ } else {
+ target_oil_temp = 298;
+ time_constant = 1000; // Time constant for engine-off; reflects the fact that oil is no longer getting circulated
+ }
-// outfile << "RPM = " << RPM << " Blade angle = " << FGProp1_Blade_Angle << " Engine torque = " << Torque << " Prop torque = " << FGProp1_Torque << '\n';
-// outfile << "RPM = " << RPM << " Engine torque = " << Torque_SI << " Prop torque = " << prop_torque << '\n';
+ float dOilTempdt = (target_oil_temp - oil_temp) / time_constant;
- // cout << FGEng1_RPM << " Blade_Angle " << FGProp1_Blade_Angle << endl << endl;
+ oil_temp += (dOilTempdt * time_step);
+ return (oil_temp);
+}
+// Calculate Oil Pressure
+float FGNewEngine::Calc_Oil_Press (float Oil_Temp, float Engine_RPM)
+{
+ float Oil_Pressure = 0; //PSI
+ float Oil_Press_Relief_Valve = 60; //PSI
+ float Oil_Press_RPM_Max = 1800;
+ float Design_Oil_Temp = 85; //Celsius
+ float Oil_Viscosity_Index = 0.25; // PSI/Deg C
+// float Temp_Deviation = 0; // Deg C
- // cout << "Final engine RPM = " << RPM << '\n';
-}
+ Oil_Pressure = (Oil_Press_Relief_Valve / Oil_Press_RPM_Max) * Engine_RPM;
+ // Pressure relief valve opens at Oil_Press_Relief_Valve PSI setting
+ if (Oil_Pressure >= Oil_Press_Relief_Valve) {
+ Oil_Pressure = Oil_Press_Relief_Valve;
+ }
+ // Now adjust pressure according to Temp which affects the viscosity
+ Oil_Pressure += (Design_Oil_Temp - Oil_Temp) * Oil_Viscosity_Index;
-// Functions
+ return Oil_Pressure;
+}
-// Calculate Oil Temperature
-static float Oil_Temp (float Fuel_Flow, float Mixture, float IAS)
+// Propeller calculations.
+void FGNewEngine::Do_Prop_Calcs()
{
- float Oil_Temp = 85;
-
- return (Oil_Temp);
+ float Gear_Ratio = 1.0;
+ float forward_velocity; // m/s
+ float prop_power_consumed_SI; // Watts
+ double J; // advance ratio - dimensionless
+ double Cp_20; // coefficient of power for 20 degree blade angle
+ double Cp_25; // coefficient of power for 25 degree blade angle
+ double Cp; // Our actual coefficient of power
+ double neta_prop_20;
+ double neta_prop_25;
+ double neta_prop; // prop efficiency
+
+ FGProp1_RPS = RPM * Gear_Ratio / 60.0;
+ angular_velocity_SI = 2.0 * LS_PI * RPM / 60.0;
+ forward_velocity = IAS * 0.514444444444; // Convert to m/s
+
+ if(FGProp1_RPS == 0)
+ J = 0;
+ else
+ J = forward_velocity / (FGProp1_RPS * prop_diameter);
+ //cout << "advance_ratio = " << J << '\n';
+
+ //Cp correlations based on data from McCormick
+ Cp_20 = 0.0342*J*J*J*J - 0.1102*J*J*J + 0.0365*J*J - 0.0133*J + 0.064;
+ Cp_25 = 0.0119*J*J*J*J - 0.0652*J*J*J + 0.018*J*J - 0.0077*J + 0.0921;
+
+ //cout << "Cp_20 = " << Cp_20 << '\n';
+ //cout << "Cp_25 = " << Cp_25 << '\n';
+
+ //Assume that the blade angle is between 20 and 25 deg - reasonable for fixed pitch prop but won't hold for variable one !!!
+ Cp = Cp_20 + ( (Cp_25 - Cp_20) * ((blade_angle - 20)/(25 - 20)) );
+ //cout << "Cp = " << Cp << '\n';
+ //cout << "RPM = " << RPM << '\n';
+ //cout << "angular_velocity_SI = " << angular_velocity_SI << '\n';
+
+ prop_power_consumed_SI = Cp * rho_air * pow(FGProp1_RPS,3.0f) * pow(float(prop_diameter),5.0f);
+ //cout << "prop HP consumed = " << prop_power_consumed_SI / 745.699 << '\n';
+ if(angular_velocity_SI == 0)
+ prop_torque = 0;
+ // However this can give problems - if rpm == 0 but forward velocity increases the prop should be able to generate a torque to start the engine spinning
+ // Unlikely to happen in practice - but I suppose someone could move the lever of a stopped large piston engine from feathered to windmilling.
+ // This *does* give problems - if the plane is put into a steep climb whilst windmilling the engine friction will eventually stop it spinning.
+ // When put back into a dive it never starts re-spinning again. Although it is unlikely that anyone would do this in real life, they might well do it in a sim!!!
+ else
+ prop_torque = prop_power_consumed_SI / angular_velocity_SI;
+
+ // calculate neta_prop here
+ neta_prop_20 = 0.1328*J*J*J*J - 1.3073*J*J*J + 0.3525*J*J + 1.5591*J + 0.0007;
+ neta_prop_25 = -0.3121*J*J*J*J + 0.4234*J*J*J - 0.7686*J*J + 1.5237*J - 0.0004;
+ neta_prop = neta_prop_20 + ( (neta_prop_25 - neta_prop_20) * ((blade_angle - 20)/(25 - 20)) );
+
+ // Check for zero forward velocity to avoid divide by zero
+ if(forward_velocity < 0.0001)
+ prop_thrust = 0.0;
+ // I don't see how this works - how can the plane possibly start from rest ???
+ // Hmmmm - it works because the forward_velocity at present never drops below about 0.03 even at rest
+ // We can't really rely on this in the future - needs fixing !!!!
+ // The problem is that we're doing this calculation backwards - we're working out the thrust from the power consumed and the velocity, which becomes invalid as velocity goes to zero.
+ // It would be far more natural to work out the power consumed from the thrust - FIXME!!!!!.
+ else
+ prop_thrust = neta_prop * prop_power_consumed_SI / forward_velocity; //TODO - rename forward_velocity to IAS_SI
+ //cout << "prop_thrust = " << prop_thrust << '\n';
}
projects / flightgear.git / blobdiff