AVL Simulation Suite 2019 R2 | 17.4 Gb
The AVL product team announced the release of AVL Simulation Suite 2019 R2. Last release represents AVL's commitment to continuous integration and compatibility of AVL software tools in all testing stages along the automotive development process.
Release 2019 R2 general review
AVL BOOST 2019 R2
AVL BOOST 2019 R2 is a virtual engine simulation tool that accurately predicts engine performance, acoustics, and the effectiveness of exhaust aftertreatment devices. It helps users to get the trade-off between high performance and emissions and fuel efficiency right.
Component Deactivation
The deactivation of individual components from the entire exhaust line model can be helpful when running diagnostic checks or other sorts of system analysis. BOOST Aftertreatment supports this analysis with new functionality to completely deactivate and activate selected components during a running simulation.
With the help of the data bus network, individual components – such as catalysts and filters – can receive a bypass flag. Once there, the component’s input fluxes feed directly through to the next component in the downstream direction. The internal states of the component, such as the substrate temperatures, surface loading, and soot loading, are all held during the bypass phase.
Ash Segregation
This version of BOOST Aftertreatment presents an additional modeling step for the description of ash in particulate filters. The cake layer treats both ash and soot as two separate masses, featuring individual mass distributions over the height of the cake. It then filters soot and ash following a simple first-principle correlation depending on the locally available space. Ultimately, this process means that the transported particulate matter ends up filtered at the top surface of the cake.
When soot, from the mixture of soot and ash, gets regenerated, free void spaces appear over the height of the cake. Depending on the size of the voids and the amount of solid material above it, soot and ash can slide down. The migration velocity can be tuned by one global parameter, where zero represents an immobile cake and high values represent a continuously shrinking cake.
The combined application of the models for cake filtration, cake migration, and soot regeneration shows a known phenomenon in transient simulations: As soot gets removed, either passively or actively, an ash cake appears to grow, starting at the wall surface.
HiL Deployment and Custom Coding
To increase the usability of HiL deployment workflows and flexibility in custom coding, BOOST Aftertreatment offers two new enhancements: Model Export and Site Density.
Model Export
To export multiple BOOST modes to NI Veristand for the parallel execution on different RT nodes requires several manual steps. This procedure is now simplified and embedded in the model export function. You can specify model identifiers (postfixes) and export all needed model DLLs (and resource files) without any manual copying. This procedure accelerates model export and avoids potential mistakes that can occur in the course of manual interaction.
[/bSite Density via Function[/b]
This user-coding interface offers the option of applying custom functions to the site density of surface storage reactions. This approach enables the possibility of protecting the intrinsic properties (values) of the site density while still exporting any kind of density multipliers.
Acoustic Starting
Acoustic Simulations Directly in BOOST 3D
With BOOST 3D 2019R2 executing solver and postprocessing tasks has been simplified. The BOOST 3D GUI starts the simulation automatically once modelling and meshing have finished and loads results automatically to the results tab for instant analysis.
The deactivation of individual components from the entire exhaust line model can be helpful when running diagnostic checks or other sorts of system analysis. BOOST Aftertreatment supports this analysis with new functionality to completely deactivate and activate selected components during a running simulation.
With the help of the data bus network, individual components – such as catalysts and filters – can receive a bypass flag. Once there, the component’s input fluxes feed directly through to the next component in the downstream direction. The internal states of the component, such as the substrate temperatures, surface loading, and soot loading, are all held during the bypass phase.
Ash Segregation
This version of BOOST Aftertreatment presents an additional modeling step for the description of ash in particulate filters. The cake layer treats both ash and soot as two separate masses, featuring individual mass distributions over the height of the cake. It then filters soot and ash following a simple first-principle correlation depending on the locally available space. Ultimately, this process means that the transported particulate matter ends up filtered at the top surface of the cake.
When soot, from the mixture of soot and ash, gets regenerated, free void spaces appear over the height of the cake. Depending on the size of the voids and the amount of solid material above it, soot and ash can slide down. The migration velocity can be tuned by one global parameter, where zero represents an immobile cake and high values represent a continuously shrinking cake.
The combined application of the models for cake filtration, cake migration, and soot regeneration shows a known phenomenon in transient simulations: As soot gets removed, either passively or actively, an ash cake appears to grow, starting at the wall surface.
HiL Deployment and Custom Coding
To increase the usability of HiL deployment workflows and flexibility in custom coding, BOOST Aftertreatment offers two new enhancements: Model Export and Site Density.
Model Export
To export multiple BOOST modes to NI Veristand for the parallel execution on different RT nodes requires several manual steps. This procedure is now simplified and embedded in the model export function. You can specify model identifiers (postfixes) and export all needed model DLLs (and resource files) without any manual copying. This procedure accelerates model export and avoids potential mistakes that can occur in the course of manual interaction.
[/bSite Density via Function[/b]
This user-coding interface offers the option of applying custom functions to the site density of surface storage reactions. This approach enables the possibility of protecting the intrinsic properties (values) of the site density while still exporting any kind of density multipliers.
Acoustic Starting
Acoustic Simulations Directly in BOOST 3D
With BOOST 3D 2019R2 executing solver and postprocessing tasks has been simplified. The BOOST 3D GUI starts the simulation automatically once modelling and meshing have finished and loads results automatically to the results tab for instant analysis.
AVL CRUISE 2019 R2
AVL CRUISE is the driveline simulation solution that supports a wide range of applications. Helping OEMs to accurately and reliably predict the energy management of a vehicle, it supports the balancing of efficiency, emissions, performance and drive quality. At AVL we are committed to ensuring that our products always meet the evolving needs of the industry and our clients. We are, therefore, happy to announce the latest release of this powerful tool.
The latest version of this dynamic and powerful software package, CRUISE 2019 R2, includes an array of improvements and upgrades designed to extend its functionality. The main aim of this upgrade is to enhance the user experience, making it easier to conduct those tasks for which CRUISE is relied upon.
In addition, updates have been made to increase the speed and robustness of the simulation, slim down the installation package, extend co-simulation capabilities and more. These changes have been achieved in a number of ways.
CRUISE 2019 R2 now features a 64-bit kernel as default. While the 32-bit version is still available to those who wish to use it, this update offers a variety of benefits. This includes shorter turnaround times, bigger results files, higher stability and maximized hardware resource usage.
Faster, More Stable, More Open
CRUISE continues to bring value to the development tool chain with integrated upgrades which guarantee seamless integration with other systems. This enables, for example, that it is still compatible with MATLAB to ensure smooth model generation. Online Parameter Access (OPA) has also been extended to enable on-the-fly interaction with user defined parameters during test procedure without costly restarts.
Further enhancements have been made to improve reporting and enhance documentation. The result is a familiar and trusted simulation solution that delivers even more benefits to OEMs and, ultimately, their customers.
In addition, updates have been made to increase the speed and robustness of the simulation, slim down the installation package, extend co-simulation capabilities and more. These changes have been achieved in a number of ways.
CRUISE 2019 R2 now features a 64-bit kernel as default. While the 32-bit version is still available to those who wish to use it, this update offers a variety of benefits. This includes shorter turnaround times, bigger results files, higher stability and maximized hardware resource usage.
Faster, More Stable, More Open
CRUISE continues to bring value to the development tool chain with integrated upgrades which guarantee seamless integration with other systems. This enables, for example, that it is still compatible with MATLAB to ensure smooth model generation. Online Parameter Access (OPA) has also been extended to enable on-the-fly interaction with user defined parameters during test procedure without costly restarts.
Further enhancements have been made to improve reporting and enhance documentation. The result is a familiar and trusted simulation solution that delivers even more benefits to OEMs and, ultimately, their customers.
AVL CRUISE M 2019 R2
AVL CRUISE M is a simulation solution that is tailored for system engineers in powertrain and vehicle development departments. It delivers functional flexibility based on its modular structure, which provides the freedom to explore and develop all possible designs. Its unique real-time capability empowers model-based calibration, proven as part of AVL’s calibration toolchain. And now we have updated this powerful tool. The latest release, CRUISE M 2019 R2, enters the market with a range of improvements to bring even more value to your simulation toolchain.
We have extended the CRUISE M Driveline component library with a new Double Clutch Transmission (DCT) component. This is ideal for many use cases where a detailed gearbox assembly modeled out of basic components for each gear ratio is not needed. As such, a dedicated DCT component eases up and significantly shortens the setup of the powertrain configuration.
Beside regular parameterization options the component includes two features to describe transmission losses and the choice of a built-in thermal model. Transmission losses can be provided as gear dependent efficiencies and as torque losses depending on gear, speed, torque and temperature. The thermal model features three different modeling depths. These are fixed temperature (changeable via data bus), variable temperature with an explicit connection to the cooling networks, and variable temperature with simplified loss model.
New Double Clutch Transmission Control Component
A new DCT (Double Clutch Transmission) Control component is introduced simultaneously with a DCT gearbox component featuring functionalities needed to control it. At any point, the user can substitute it with his own DCT Control applying his own control strategy.
DCT Control serves as a central manager of all the control activity for clutch actuation. During the gear shifting process, it takes the torque input as the leading control variable.
The clutch actuation at launch features three options:
- The clutch release is simply determined with launch speed
- It can be defined as a function of load, level of launch speed and speed tolerance window
- It is exposed to the data bus network to be freely defined by external controller
The clutch actuation at stop conditions features the same input options as for launch conditions. In addition, the “use actuation at launch map” option will shorten the parameterization, skipping the repeated input of data sets.
The shifting process definition table contains torque and speed phase times. This influences clutch actuation at gear change, from active to ongoing gear for different torque levels taking into account engine side inertia. The DCT gearbox component provides the speed synchronization time, as it depends on the synchronizer mechanics. The user can substitute the integrated pre-selection strategy. This is done with a user-defined one via the signal coming from the data bus.
New Cycle Run and Full Load Acceleration Driving Tasks
This latest release enables a faster and more efficient setup of simulation tasks related to the vehicle attributes assessment. Additionally, it supports the investigation of impact with respect to factors such as different vehicle configuration concepts, components sizes and control strategies. The update to CRUISE M offers two new dedicated driving tasks components. The Cycle Run task answers the questions related to fuel consumption while the Full Load Acceleration task provides feedback about the vehicle performance.
Both of these task components combine the functions of the driver, environment, and profile in a compact manner. This is focused on task-specific parameters to speed up the task definition setup. In this context, both components also feature a list of links to key plant model parameters, such as initial battery SOC, vehicle driving resistance, etc.
By using components such as driver, environment, and profile in combination with user-specific control components, users can still set up their own additional tasks. This is to answer other questions that are needed to reach their own development targets.
Electro-chemical Model for PEM Fuel Cell
CRUISE M presents a new electro-chemical model for a PEM fuel cell stack. This is designed to support Balance of Plant (BoP) development activities, thermal layout optimization, media supply control development and transient response optimization. Furthermore, it supports real-time control function development and testing.
Additionally, it provides consistency between models featuring different complexity levels. This closes the gap between empirical PEM fuel cell system model, based on the polarization curve, and 3D electro-chemical CFD model in AVL FIRE™.
The new model describes the 3D behavior of a fuel cell used in AVL FIRE with a real-time hybrid analytical-numerical approach. This is where a representative pair of fuel cell channels is cut into discrete slices along the flow direction. It is here that the transport of mass, species and heat is calculated numerically.
The preprocessed analytic approach, featuring multi-component species diffusion, solves diffusive and advective species fluxes through the gas diffusion layers and membranes within each slice. Similarly, electrical potential field and current fluxes are solved analytically. The Butler-Volmer equation models the reaction of oxygen reduction in the catalytic layer.
The transport of the produced liquid H2O through the gas diffusion layers is modeled in analogy to gaseous species transport. Outside the membrane, water is transported as gaseous, for now. The concentration of liquid water is extracted from the levels of supersaturation.
The new electro-chemical PEM FC component is integrated into the gas flow, electrical and thermal network in an open manner following the FMI standard. This enables high flexibility in adapting the FC component to requirements from the surrounding BoP systems.
The model is validated with a series of experimental validations of which some are published in literature by several scientific papers. It is additionally compared to results from the FIRE 3D FC model and ensure the highest possible consistency. This enables a seamless workflow between CFD simulations and system level simulation in CRUISE M.
Spark Ignited Combustion
This version of CRUISE M introduces a new combustion model for a spark ignited engine. The AVL Spark Ignited Combustion model is a real-time capable, quasi-dimensional model that predicts the rate of heat release in homogeneous charge engines. The model includes combustion chamber geometry parameterization, spark plug position, spark timing, and state (pressure, temperature). Additionally, the composition of the cylinder charge (air, residual gas content and fuel vapor) and the macroscopic charge motion and turbulence level are also modeled.
Furthermore, it employs the concept of modeling the evolution of the flame surface in a homogeneous charge. The flame surface evolution is governed by the turbulent flame front velocity, which is driven by the laminar flame speed and the turbulence level. It is assumed that the flame progresses in a spherical shape that intersects with the combustion chamber walls. The actual flame surface is pre-calculated for standard cylinder geometries and is imported from a file.
The application of the model showed two input parameters (ignition timing and flame speed multiplier over speed and load) achieve reasonable correlations with experimental data. For experienced users, additional input on flame speed and turbulence are offered as an option. The AVL Spark Ignited Combustion model can be combined with the other existing models such as knock and water injection models.
Waste Heat Recovery
CRUISE M offers a new modeling domain which supports the simulation of waste heat recovery systems. The functionality is based on the solver framework for arbitrary Vapor-Liquid Equilibrium (VLE) circuits combined with a media library of all relevant refrigerants.
To describe waste heat recovery systems, the existing component library (pipes, valves, compressors, boundary conditions, heat exchangers, junction, etc.) is extended with three new components. These are:
- The “Simple Expander” component. This can be used as a starting point as it requires only little inputs (i.e. constant or variable flow rates) and at defined downstream temperature.
- The “Efficiency Expander” component. This expands a two-phase flow depending on its rotational speed, the actual displacement, and three user-defined efficiencies.
- The “Second Order Pump” component. This calculates the pressure increase depending on the rotational speed by using affinity laws. The actual speed of the pump model can either be a fixed value or given externally via mechanical connection. The calculation of the pressure difference is based upon a quadratic correlation between pressure increase and volumetric flow.
Thermal Reduced-Order Model and Parameterization Wizard
CRUISE M presents new modeling capabilities to describe the transient thermal behavior of solid structures in a numerically highly efficient manner. This is based on the solution of linear time-invariant (LTI) thermal problems. To use LTIs, real physical problems must have constant material properties and linear boundary conditions.
Where this is the case, it is easy to characterize the physical problem with a step impulse and the following step response. This could be a heat pulse followed by a temperature response, for example. To describe such step-responses, we establish so-called Foster networks (cascaded RC pairs) that use parameters fitting the R and C values. The reference data used in the fitting process typically originate from measurements or high-resolution CFD simulations. CRUISE M supports the application of LTIs with a new component – “Thermal ROM” (Thermal Reduced Order Model) – which includes a dedicated parameterization wizard.
The wizard takes inputs for an arbitrary number of heat sources. The user can configure the number of output temperatures, number of RC pairs and variable coolant temperatures. Using regression methods, it calculates all RC parameters to best match the given reference data. The wizard then automatically transfers the obtained RC values to the corresponding Thermal ROM component. The ROM component features data bus inputs to link to proper heat sources and to return the calculated temperatures.
When using thermal ROMs for thermal battery modeling, the user can couple them to an electrical battery model to achieve a complete electro-thermal battery simulation. The electro-thermal model can be utilized either as a physical model of a battery system or used for battery thermal management system in the battery controller.
Beside regular parameterization options the component includes two features to describe transmission losses and the choice of a built-in thermal model. Transmission losses can be provided as gear dependent efficiencies and as torque losses depending on gear, speed, torque and temperature. The thermal model features three different modeling depths. These are fixed temperature (changeable via data bus), variable temperature with an explicit connection to the cooling networks, and variable temperature with simplified loss model.
New Double Clutch Transmission Control Component
A new DCT (Double Clutch Transmission) Control component is introduced simultaneously with a DCT gearbox component featuring functionalities needed to control it. At any point, the user can substitute it with his own DCT Control applying his own control strategy.
DCT Control serves as a central manager of all the control activity for clutch actuation. During the gear shifting process, it takes the torque input as the leading control variable.
The clutch actuation at launch features three options:
- The clutch release is simply determined with launch speed
- It can be defined as a function of load, level of launch speed and speed tolerance window
- It is exposed to the data bus network to be freely defined by external controller
The clutch actuation at stop conditions features the same input options as for launch conditions. In addition, the “use actuation at launch map” option will shorten the parameterization, skipping the repeated input of data sets.
The shifting process definition table contains torque and speed phase times. This influences clutch actuation at gear change, from active to ongoing gear for different torque levels taking into account engine side inertia. The DCT gearbox component provides the speed synchronization time, as it depends on the synchronizer mechanics. The user can substitute the integrated pre-selection strategy. This is done with a user-defined one via the signal coming from the data bus.
New Cycle Run and Full Load Acceleration Driving Tasks
This latest release enables a faster and more efficient setup of simulation tasks related to the vehicle attributes assessment. Additionally, it supports the investigation of impact with respect to factors such as different vehicle configuration concepts, components sizes and control strategies. The update to CRUISE M offers two new dedicated driving tasks components. The Cycle Run task answers the questions related to fuel consumption while the Full Load Acceleration task provides feedback about the vehicle performance.
Both of these task components combine the functions of the driver, environment, and profile in a compact manner. This is focused on task-specific parameters to speed up the task definition setup. In this context, both components also feature a list of links to key plant model parameters, such as initial battery SOC, vehicle driving resistance, etc.
By using components such as driver, environment, and profile in combination with user-specific control components, users can still set up their own additional tasks. This is to answer other questions that are needed to reach their own development targets.
Electro-chemical Model for PEM Fuel Cell
CRUISE M presents a new electro-chemical model for a PEM fuel cell stack. This is designed to support Balance of Plant (BoP) development activities, thermal layout optimization, media supply control development and transient response optimization. Furthermore, it supports real-time control function development and testing.
Additionally, it provides consistency between models featuring different complexity levels. This closes the gap between empirical PEM fuel cell system model, based on the polarization curve, and 3D electro-chemical CFD model in AVL FIRE™.
The new model describes the 3D behavior of a fuel cell used in AVL FIRE with a real-time hybrid analytical-numerical approach. This is where a representative pair of fuel cell channels is cut into discrete slices along the flow direction. It is here that the transport of mass, species and heat is calculated numerically.
The preprocessed analytic approach, featuring multi-component species diffusion, solves diffusive and advective species fluxes through the gas diffusion layers and membranes within each slice. Similarly, electrical potential field and current fluxes are solved analytically. The Butler-Volmer equation models the reaction of oxygen reduction in the catalytic layer.
The transport of the produced liquid H2O through the gas diffusion layers is modeled in analogy to gaseous species transport. Outside the membrane, water is transported as gaseous, for now. The concentration of liquid water is extracted from the levels of supersaturation.
The new electro-chemical PEM FC component is integrated into the gas flow, electrical and thermal network in an open manner following the FMI standard. This enables high flexibility in adapting the FC component to requirements from the surrounding BoP systems.
The model is validated with a series of experimental validations of which some are published in literature by several scientific papers. It is additionally compared to results from the FIRE 3D FC model and ensure the highest possible consistency. This enables a seamless workflow between CFD simulations and system level simulation in CRUISE M.
Spark Ignited Combustion
This version of CRUISE M introduces a new combustion model for a spark ignited engine. The AVL Spark Ignited Combustion model is a real-time capable, quasi-dimensional model that predicts the rate of heat release in homogeneous charge engines. The model includes combustion chamber geometry parameterization, spark plug position, spark timing, and state (pressure, temperature). Additionally, the composition of the cylinder charge (air, residual gas content and fuel vapor) and the macroscopic charge motion and turbulence level are also modeled.
Furthermore, it employs the concept of modeling the evolution of the flame surface in a homogeneous charge. The flame surface evolution is governed by the turbulent flame front velocity, which is driven by the laminar flame speed and the turbulence level. It is assumed that the flame progresses in a spherical shape that intersects with the combustion chamber walls. The actual flame surface is pre-calculated for standard cylinder geometries and is imported from a file.
The application of the model showed two input parameters (ignition timing and flame speed multiplier over speed and load) achieve reasonable correlations with experimental data. For experienced users, additional input on flame speed and turbulence are offered as an option. The AVL Spark Ignited Combustion model can be combined with the other existing models such as knock and water injection models.
Waste Heat Recovery
CRUISE M offers a new modeling domain which supports the simulation of waste heat recovery systems. The functionality is based on the solver framework for arbitrary Vapor-Liquid Equilibrium (VLE) circuits combined with a media library of all relevant refrigerants.
To describe waste heat recovery systems, the existing component library (pipes, valves, compressors, boundary conditions, heat exchangers, junction, etc.) is extended with three new components. These are:
- The “Simple Expander” component. This can be used as a starting point as it requires only little inputs (i.e. constant or variable flow rates) and at defined downstream temperature.
- The “Efficiency Expander” component. This expands a two-phase flow depending on its rotational speed, the actual displacement, and three user-defined efficiencies.
- The “Second Order Pump” component. This calculates the pressure increase depending on the rotational speed by using affinity laws. The actual speed of the pump model can either be a fixed value or given externally via mechanical connection. The calculation of the pressure difference is based upon a quadratic correlation between pressure increase and volumetric flow.
Thermal Reduced-Order Model and Parameterization Wizard
CRUISE M presents new modeling capabilities to describe the transient thermal behavior of solid structures in a numerically highly efficient manner. This is based on the solution of linear time-invariant (LTI) thermal problems. To use LTIs, real physical problems must have constant material properties and linear boundary conditions.
Where this is the case, it is easy to characterize the physical problem with a step impulse and the following step response. This could be a heat pulse followed by a temperature response, for example. To describe such step-responses, we establish so-called Foster networks (cascaded RC pairs) that use parameters fitting the R and C values. The reference data used in the fitting process typically originate from measurements or high-resolution CFD simulations. CRUISE M supports the application of LTIs with a new component – “Thermal ROM” (Thermal Reduced Order Model) – which includes a dedicated parameterization wizard.
The wizard takes inputs for an arbitrary number of heat sources. The user can configure the number of output temperatures, number of RC pairs and variable coolant temperatures. Using regression methods, it calculates all RC parameters to best match the given reference data. The wizard then automatically transfers the obtained RC values to the corresponding Thermal ROM component. The ROM component features data bus inputs to link to proper heat sources and to return the calculated temperatures.
When using thermal ROMs for thermal battery modeling, the user can couple them to an electrical battery model to achieve a complete electro-thermal battery simulation. The electro-thermal model can be utilized either as a physical model of a battery system or used for battery thermal management system in the battery controller.
AVL EXCITE 2019 R2
AVL EXCITE 2019 R2 improves the usability and functionality of a variety of pre and post-processing tasks and workflows. New model capabilities extend the application scope for gear drive and transmission analysis and the analysis and design of piston rings. With the option of parallel simulation runs, throughput time for sound radiation calculations can also be significantly reduced.
Roller Bearings
EXCITE 2019 R2 now allows for the consideration of translation deflections of the raceways in roller bearings. The contact model between rolling elements and inner and outer bearing raceways has been extended, taking into account geometric deviations from the ideal circular shape. An optional distribute node coupling of the rolling element and the inner and outer raceways can also take into account translational deflections of the races.
This new functionality provides a more accurate picture of bearing loads upon the housing and shafts, which is especially beneficial for acoustic applications. This is due to the distribution of the loads throughout the circumferential nodes and the consideration of deformations of the races. These deformations are caused by bearing loads and non-uniform housing stiffness.
All physical rolling element bearing models are supported, except for the map-based models
Advanced Cylindrical Gear Joint
New types of micro-geometry for advanced cylindrical gear joint modeling have been added to this latest release of EXCITE. The linear and circular tip and end relief micro-geometry modification option benefits from the addition of parabolic tip/root and end relief modification.
These specific micro-geometry types can be easily defined in the gear contact model. This enables the evaluation of their effects upon tooth contact behavior and the overall dynamic behavior of any gear-driven system.
In addition to these new micro-geometry types, a new tooth profile correction option has also been added. The bias/twist correction is used to compensate any non-preventable bias errors that might have been introduced during the grinding process of helical gears. It helps to avoid the negative effect on tooth contact behavior and any deterioration of the gear’s load-carrying capacity.
Elasto-Hydrodyamic Contact Models
Wear Analysis Workflow
This new release of EXCITE extends the COMPOSE-based wear analysis workflow with the addition of sequential case execution. This allows all cases selected in the operating condition table to run in a defined sequential order. In each simulation iteration, the wear depth that is calculated is carried through into the next iteration and the final result of a case is input for the following case.
The maximum wear-depth per simulation iteration can be defined in a number of ways:
- Automatically calculated per iteration to not exceed composite summit roughness
- Wear depth scaled by accumulation time
- User defined, enabling the balance between overall simulation duration and result quality
The latest release also provides new wear statistic results relating to maximum contact pressure and wear volume. Furthermore, the wear analysis workflow can be easily adjusted to simulate the sequence of operating conditions on an engine or component testbed.
Axial Thrust Bearing
This new version provides new results for the elasto-hydrodynamic thrust bearing joint for both contact options, lubricated and dry contact. 2D shear results can be separated in the joint’s directional components, based on evaluation of non-rotational velocity components in axial/radial directions on the contact plane.
The asperity and hydrodynamic contact stresses in axial/radial directions can now be calculated, in addition to the previously provided circumferential stresses. All thermal load and wear stresses are now based on the total velocity in the contact plane.
This new functionality supports a wide range of applications. This includes calculating the friction and wear of valve seats applying a conical shaped axial thrust bearing joint for the valve – valve seat contact.
Post-Processing and Workflows
Operational Deflection Shapes
The Operational Deflection Shapes COMPOSE workflow sees various enhancements in this new release. This includes new reader apps, one for EXCITE and a UFF file reader for measurement data. Further new capabilities for result evaluation and visualization include:
- Order steps can be added to visualization steps
- Separate scaling factors for relative displacements, global translation and global rotation
- Traces between deformed and undeformed wireframe
- Cycle type selection: quarter/half/full selection of cases for a defined list of step animations
- Consideration of phase shift at animation; saving and loading of animation data
- Video file generation for all selected cases and, for example, the ordering of steps as batch jobs
New COMPOSE App for Internal Data Recovery
The new COMPOSE App uses a full or partial recovery matrix to transform EXCITE results from the condensed FE model to the original uncondensed model. The recovery matrix must be requested and stored in the EXB file prior to recovery.
This supports transient and harmonic recovery of all three motion quantities. For the transient recovery, frequency filtering such as low-pass, high-pass and band-pass filters can be applied.
Pre-Processing and FE Interfaces
EXP Explorer Extensions
The EXP Explorer now incorporates the functionalities of two former utilities. “Check (Radial) Stiffness” enables the radial stiffness of a bearing housing to be checked by defining the bore center and surface of the bearing. With user-defined single point constraint and force of moment any stiffness can be checked.
The second one, “Prepare Section Force”, supports the addition of node connections and element stiffness matrices for shaft and crankshaft components. This is for the evaluation of section forces and moments of shafts and all types of crank webs after a transient analysis. For the result evaluation of section forces and moments, all required data is now read from the EXB file. This includes data such as node connections, element stiffness matrices, the location of web points and user-defined evaluation points. This means that re-runs of the model creation task are no longer necessary.
FE Interfaces – Support of PERMAS
The EXCITE FE interface solution now supports the FE Solver, PERMAS (version 17). Generating control and input files for PERMAS, this version supports the following FE analysis tasks:
- Natural frequency analysis
- Condensation
- Dynamic response analysis
PERMAS FE analysis can be launched directly as a solver task via the JMS job submission.
EXCITE Piston&Rings
Three Piece Oil Control Ring*)
In addition to the single and two-piece oil control ring models, which are based on the 3D piston ring, comes a new three-piece oil control ring model. This type of oil ring has two separate rails connected by an expander/spacer. The expander/spacer characteristics can be calculated by EXCITE Piston&Rings using predefined relative displacements between the rails, or by table input based on measurements or FE pre-calculations.
All the results provided by the 3D ring module are available separately for both rails of the three-piece oil ring. This new model supports important investigations that promote design optimization. This includes topics such as the influence of expander/spacer characteristics on the dynamics and motion of the two rails. Another topic is the influence of rail profiles and their independent twist on left oil film thickness, oil consumption, gas flow, friction and wear.
*) not part of main release 2019 R2, will follow with one of the 2019 R2 maintenance releases
EXCITE Acoustics
A new feature within our latest release enables the parallel simulation of frequency ranges. This allows to split the sound radiation calculation for one operation condition two to eight parallel ranges without any additional licenses. The result is a shortening of the overall run time by up to five or six times.
The simulation run is separated into the following phases:
- Model preparation
- Simulation of frequency ranges from 1 up to 8
- Post processing
To achieve similar duration for each range, the frequency ranges are split automatically. Finally, the results of all frequencies are merged to results as obtained by a non-parallel run.
Further Enhancements in EXCITE 2019 R2
EXCITE Power Unit
- Modal Analysis – improved usability of mode browser
- Utility “Modal Data Recovery” – optional selection of mode shapes from previous Modal Analysis for MPF/MCF evaluation
ROTX joint – more accurate evaluation of damping part in 3D rotations
- Piston-Liner Contact (EPIL) – different surface contact parameters along liner height
- Micro-contact analysis – support for import of Brucker Wyko V.64 file types
- Shaft Modeler – non-structural mass for single-mass disk, ring of TVD, and shaft-in-shaft elements with “slide” option
- MSC Nastran – response analysis improved and version 2017.1 added
- ANSYS – support of rigid and average motion spider elements for natural frequency analysis and condensation
EXCITE Designer
- Main Bearing and Web Load – viscous and material damping for slider and ball bearings
- Rotor dynamics simulation in frequency domain using Main Bearing and Web Load task
EXCITE Acoustics
- Option to ignore structural nodes with no element connection for acoustic mesh generation
EXCITE 2019 R2 now allows for the consideration of translation deflections of the raceways in roller bearings. The contact model between rolling elements and inner and outer bearing raceways has been extended, taking into account geometric deviations from the ideal circular shape. An optional distribute node coupling of the rolling element and the inner and outer raceways can also take into account translational deflections of the races.
This new functionality provides a more accurate picture of bearing loads upon the housing and shafts, which is especially beneficial for acoustic applications. This is due to the distribution of the loads throughout the circumferential nodes and the consideration of deformations of the races. These deformations are caused by bearing loads and non-uniform housing stiffness.
All physical rolling element bearing models are supported, except for the map-based models
Advanced Cylindrical Gear Joint
New types of micro-geometry for advanced cylindrical gear joint modeling have been added to this latest release of EXCITE. The linear and circular tip and end relief micro-geometry modification option benefits from the addition of parabolic tip/root and end relief modification.
These specific micro-geometry types can be easily defined in the gear contact model. This enables the evaluation of their effects upon tooth contact behavior and the overall dynamic behavior of any gear-driven system.
In addition to these new micro-geometry types, a new tooth profile correction option has also been added. The bias/twist correction is used to compensate any non-preventable bias errors that might have been introduced during the grinding process of helical gears. It helps to avoid the negative effect on tooth contact behavior and any deterioration of the gear’s load-carrying capacity.
Elasto-Hydrodyamic Contact Models
Wear Analysis Workflow
This new release of EXCITE extends the COMPOSE-based wear analysis workflow with the addition of sequential case execution. This allows all cases selected in the operating condition table to run in a defined sequential order. In each simulation iteration, the wear depth that is calculated is carried through into the next iteration and the final result of a case is input for the following case.
The maximum wear-depth per simulation iteration can be defined in a number of ways:
- Automatically calculated per iteration to not exceed composite summit roughness
- Wear depth scaled by accumulation time
- User defined, enabling the balance between overall simulation duration and result quality
The latest release also provides new wear statistic results relating to maximum contact pressure and wear volume. Furthermore, the wear analysis workflow can be easily adjusted to simulate the sequence of operating conditions on an engine or component testbed.
Axial Thrust Bearing
This new version provides new results for the elasto-hydrodynamic thrust bearing joint for both contact options, lubricated and dry contact. 2D shear results can be separated in the joint’s directional components, based on evaluation of non-rotational velocity components in axial/radial directions on the contact plane.
The asperity and hydrodynamic contact stresses in axial/radial directions can now be calculated, in addition to the previously provided circumferential stresses. All thermal load and wear stresses are now based on the total velocity in the contact plane.
This new functionality supports a wide range of applications. This includes calculating the friction and wear of valve seats applying a conical shaped axial thrust bearing joint for the valve – valve seat contact.
Post-Processing and Workflows
Operational Deflection Shapes
The Operational Deflection Shapes COMPOSE workflow sees various enhancements in this new release. This includes new reader apps, one for EXCITE and a UFF file reader for measurement data. Further new capabilities for result evaluation and visualization include:
- Order steps can be added to visualization steps
- Separate scaling factors for relative displacements, global translation and global rotation
- Traces between deformed and undeformed wireframe
- Cycle type selection: quarter/half/full selection of cases for a defined list of step animations
- Consideration of phase shift at animation; saving and loading of animation data
- Video file generation for all selected cases and, for example, the ordering of steps as batch jobs
New COMPOSE App for Internal Data Recovery
The new COMPOSE App uses a full or partial recovery matrix to transform EXCITE results from the condensed FE model to the original uncondensed model. The recovery matrix must be requested and stored in the EXB file prior to recovery.
This supports transient and harmonic recovery of all three motion quantities. For the transient recovery, frequency filtering such as low-pass, high-pass and band-pass filters can be applied.
Pre-Processing and FE Interfaces
EXP Explorer Extensions
The EXP Explorer now incorporates the functionalities of two former utilities. “Check (Radial) Stiffness” enables the radial stiffness of a bearing housing to be checked by defining the bore center and surface of the bearing. With user-defined single point constraint and force of moment any stiffness can be checked.
The second one, “Prepare Section Force”, supports the addition of node connections and element stiffness matrices for shaft and crankshaft components. This is for the evaluation of section forces and moments of shafts and all types of crank webs after a transient analysis. For the result evaluation of section forces and moments, all required data is now read from the EXB file. This includes data such as node connections, element stiffness matrices, the location of web points and user-defined evaluation points. This means that re-runs of the model creation task are no longer necessary.
FE Interfaces – Support of PERMAS
The EXCITE FE interface solution now supports the FE Solver, PERMAS (version 17). Generating control and input files for PERMAS, this version supports the following FE analysis tasks:
- Natural frequency analysis
- Condensation
- Dynamic response analysis
PERMAS FE analysis can be launched directly as a solver task via the JMS job submission.
EXCITE Piston&Rings
Three Piece Oil Control Ring*)
In addition to the single and two-piece oil control ring models, which are based on the 3D piston ring, comes a new three-piece oil control ring model. This type of oil ring has two separate rails connected by an expander/spacer. The expander/spacer characteristics can be calculated by EXCITE Piston&Rings using predefined relative displacements between the rails, or by table input based on measurements or FE pre-calculations.
All the results provided by the 3D ring module are available separately for both rails of the three-piece oil ring. This new model supports important investigations that promote design optimization. This includes topics such as the influence of expander/spacer characteristics on the dynamics and motion of the two rails. Another topic is the influence of rail profiles and their independent twist on left oil film thickness, oil consumption, gas flow, friction and wear.
*) not part of main release 2019 R2, will follow with one of the 2019 R2 maintenance releases
EXCITE Acoustics
A new feature within our latest release enables the parallel simulation of frequency ranges. This allows to split the sound radiation calculation for one operation condition two to eight parallel ranges without any additional licenses. The result is a shortening of the overall run time by up to five or six times.
The simulation run is separated into the following phases:
- Model preparation
- Simulation of frequency ranges from 1 up to 8
- Post processing
To achieve similar duration for each range, the frequency ranges are split automatically. Finally, the results of all frequencies are merged to results as obtained by a non-parallel run.
Further Enhancements in EXCITE 2019 R2
EXCITE Power Unit
- Modal Analysis – improved usability of mode browser
- Utility “Modal Data Recovery” – optional selection of mode shapes from previous Modal Analysis for MPF/MCF evaluation
ROTX joint – more accurate evaluation of damping part in 3D rotations
- Piston-Liner Contact (EPIL) – different surface contact parameters along liner height
- Micro-contact analysis – support for import of Brucker Wyko V.64 file types
- Shaft Modeler – non-structural mass for single-mass disk, ring of TVD, and shaft-in-shaft elements with “slide” option
- MSC Nastran – response analysis improved and version 2017.1 added
- ANSYS – support of rigid and average motion spider elements for natural frequency analysis and condensation
EXCITE Designer
- Main Bearing and Web Load – viscous and material damping for slider and ball bearings
- Rotor dynamics simulation in frequency domain using Main Bearing and Web Load task
EXCITE Acoustics
- Option to ignore structural nodes with no element connection for acoustic mesh generation
AVL FIRE 2019 R2 and AVL FIRE M 2019 R2
AVL FIRE is the leading computational fluid dynamics (CFD) software package. It is designed to simulate gas exchange, fuel injection, ignition, combustion, emission formation and heat transfer in internal combustion engines. AVL FIRE M brings the power of this tool to multi-domain modelling scenarios. Both, FIRE and FIRE M are designed to solve the most demanding flow problems in respect to geometric complexity, physics and chemistry.
Now, with the release 2019R2, FIRE and FIRE M have received an upgrade. Refinements and new features extend the existing functionalities of both of these tools, bringing extra value to your simulation workflow.
FIRE M
Main Program
Embedded Body
A new feature, called Embedded Body simplifies the modeling of geometrically complex bodies and otherwise difficult to handle moving boundaries dramatically. It uses a different approach to the traditional mesh generation process of Finite-Volume CFD Codes that relies on boundary-fitted grids. Instead the Embedded Body approach requires a simple background grid for the enclosing domain, while any insert needs to be present as CAD Model only.
During run time the software sorts out the relation of each individual computational cell of the background grid to the body (or bodies). At every time step it asks and answers the questions of a cell part of it or not, and the right equations are solved respectively.
Embedded Body therefore simplifies and shortens the pre-processing time especially for models representing complex shapes or involving rotating or otherwise moving parts. As 2019 R2 offers Embedded Body only in conjunction with non-reacting single-phase flows, it is ideal for applications such as fans, blowers, turbo-chargers and pumps.
Adaptive Mesh Refinement with Embedded Body
The quality of simulations deploying the Embedded Body technology strongly depends on grid resolution near the body’s surface. A simple way to ensure appropriate computational mesh is with Adaptive Mesh Refinement. This can be applied with FIRE M 2019 R2 in combination with embedded bodies. The implementation resolves the body surface continuously, in case the body surface is changing.
Radiation
The Monte Carlo radiation model that was implemented in FIRE M v2018.1 has been extended in 2019 R2 to work with multi-domain models. It is designed for the analysis of surface-to-surface radiation with a transparent media between the surfaces. To reduce the calculation time, this new model clusters surface elements, increasing the performance on large and complex geometries.
Analytical Wall Function for Heat Transfer
The Analytical Wall Function for heat transfer (denoted as AWF-e) is a new feature in FIRE M 2019 R2. It operates in conjunction with the main flow and turbulence computed with the k-ζ-f turbulence model that includes the Hybrid Wall Treatment.
This modeling strategy has been validated in several benchmarks involving representative pipe flows with strong temperature gradients and fluid property variations.
Its applicability has also been proven with the more complex flow configurations such as ICE and e-motor cooling jacket models. The results confirm reduced mesh sensitivity and superiority of the AWF-e approach compared to other conventional approaches.
Electrification
PEM Fuel Cell Model in FIRE M
This latest release of FIRE M allows the computing of low-temperature PEM fuel cells, and takes advantage of FIRE M’s pre and post-processing capabilities. The model now available in FIRE M includes a new catalyst layer and aqueous ionomer material groups. It provides a user-friendly GUI guiding the user through the setup of the simulation case. Additionaly it offers an extended property database (PDB) with new material groups and properties.
The FIRE M PEMFC Solution enables solving of the following:
- Gas and liquid water in flow channels and porous channels, such as gas diffusion layers and catalyst layers, including capillary effects
- Gas species in flow channels and porous layers, including multi-component diffusion
- Dissolved water in the ionomer phase (catalyst layer, membrane)
- Dissolved gas species in the ionomer phase enabling gas transport across the membrane (gas crossover)
- Reactants (O2, H2) in the agglomerates (catalyst layer)
- Electrons in all conducting solids (bipolar plates, gas diffusion layers, catalyst layers)
- Ion in the ionomer phase
- Heat in all phases – gas, liquid and solid
Transient PEM Fuel Cell Simulation
PEM fuel cells can now be simulated under transient operating conditions, e.g. load jumps or cycles. The most important transient phenomena in PEM fuel cells are the hydration/dehydration of the membrane in conjunction with the water sorption/desorption in the catalyst layers. Other important transient phenomena include the gas dynamics in the flow channels and porous media, as well as the liquid water transport in channels and porous media.
FIRE
Aftertreatment
Different Coating Zones in the Filter Wall
In this latest release, it is possible to select three different catalytic coating positions in the filter wall – top, bottom and extruded. Regeneration and catalytic reactions taking place simultaneously and in the same position on the filter wall are now considered.
Spray / Combustion
Stretch Rate for FSD-Transport Equation
For pre-chamber engine combustion simulations, the stretch rate of the production term of the flame surface density equation must be adopted based on the Karlovitz number. With FIRE 2019 R2 the adaptation is performed on the fly during the simulation.
Update of the TABKIN / FGM model
FIRE 2019 R2 also includes an update to TABKINTM / FGM. This update features:
- Improved handling of emission models
- More realistic description of the spark ignition process for applications which feature premixed combustion
- The AVL proprietary reaction scheme can be applied for table generation
Water/Gasoline Injection and Combustion
FIRE 2019 R2 includes advancements to the modules for spray and wallfilm, as well as species transport and combustion. These adaptations are designed to cover the simultaneous injection of gasoline and water into the engine’s cylinder. Further output qualities have been made available at the same time. This is to provide more insight into both the physical and chemical processes involved.
Main Program
Embedded Body
A new feature, called Embedded Body simplifies the modeling of geometrically complex bodies and otherwise difficult to handle moving boundaries dramatically. It uses a different approach to the traditional mesh generation process of Finite-Volume CFD Codes that relies on boundary-fitted grids. Instead the Embedded Body approach requires a simple background grid for the enclosing domain, while any insert needs to be present as CAD Model only.
During run time the software sorts out the relation of each individual computational cell of the background grid to the body (or bodies). At every time step it asks and answers the questions of a cell part of it or not, and the right equations are solved respectively.
Embedded Body therefore simplifies and shortens the pre-processing time especially for models representing complex shapes or involving rotating or otherwise moving parts. As 2019 R2 offers Embedded Body only in conjunction with non-reacting single-phase flows, it is ideal for applications such as fans, blowers, turbo-chargers and pumps.
Adaptive Mesh Refinement with Embedded Body
The quality of simulations deploying the Embedded Body technology strongly depends on grid resolution near the body’s surface. A simple way to ensure appropriate computational mesh is with Adaptive Mesh Refinement. This can be applied with FIRE M 2019 R2 in combination with embedded bodies. The implementation resolves the body surface continuously, in case the body surface is changing.
Radiation
The Monte Carlo radiation model that was implemented in FIRE M v2018.1 has been extended in 2019 R2 to work with multi-domain models. It is designed for the analysis of surface-to-surface radiation with a transparent media between the surfaces. To reduce the calculation time, this new model clusters surface elements, increasing the performance on large and complex geometries.
Analytical Wall Function for Heat Transfer
The Analytical Wall Function for heat transfer (denoted as AWF-e) is a new feature in FIRE M 2019 R2. It operates in conjunction with the main flow and turbulence computed with the k-ζ-f turbulence model that includes the Hybrid Wall Treatment.
This modeling strategy has been validated in several benchmarks involving representative pipe flows with strong temperature gradients and fluid property variations.
Its applicability has also been proven with the more complex flow configurations such as ICE and e-motor cooling jacket models. The results confirm reduced mesh sensitivity and superiority of the AWF-e approach compared to other conventional approaches.
Electrification
PEM Fuel Cell Model in FIRE M
This latest release of FIRE M allows the computing of low-temperature PEM fuel cells, and takes advantage of FIRE M’s pre and post-processing capabilities. The model now available in FIRE M includes a new catalyst layer and aqueous ionomer material groups. It provides a user-friendly GUI guiding the user through the setup of the simulation case. Additionaly it offers an extended property database (PDB) with new material groups and properties.
The FIRE M PEMFC Solution enables solving of the following:
- Gas and liquid water in flow channels and porous channels, such as gas diffusion layers and catalyst layers, including capillary effects
- Gas species in flow channels and porous layers, including multi-component diffusion
- Dissolved water in the ionomer phase (catalyst layer, membrane)
- Dissolved gas species in the ionomer phase enabling gas transport across the membrane (gas crossover)
- Reactants (O2, H2) in the agglomerates (catalyst layer)
- Electrons in all conducting solids (bipolar plates, gas diffusion layers, catalyst layers)
- Ion in the ionomer phase
- Heat in all phases – gas, liquid and solid
Transient PEM Fuel Cell Simulation
PEM fuel cells can now be simulated under transient operating conditions, e.g. load jumps or cycles. The most important transient phenomena in PEM fuel cells are the hydration/dehydration of the membrane in conjunction with the water sorption/desorption in the catalyst layers. Other important transient phenomena include the gas dynamics in the flow channels and porous media, as well as the liquid water transport in channels and porous media.
FIRE
Aftertreatment
Different Coating Zones in the Filter Wall
In this latest release, it is possible to select three different catalytic coating positions in the filter wall – top, bottom and extruded. Regeneration and catalytic reactions taking place simultaneously and in the same position on the filter wall are now considered.
Spray / Combustion
Stretch Rate for FSD-Transport Equation
For pre-chamber engine combustion simulations, the stretch rate of the production term of the flame surface density equation must be adopted based on the Karlovitz number. With FIRE 2019 R2 the adaptation is performed on the fly during the simulation.
Update of the TABKIN / FGM model
FIRE 2019 R2 also includes an update to TABKINTM / FGM. This update features:
- Improved handling of emission models
- More realistic description of the spark ignition process for applications which feature premixed combustion
- The AVL proprietary reaction scheme can be applied for table generation
Water/Gasoline Injection and Combustion
FIRE 2019 R2 includes advancements to the modules for spray and wallfilm, as well as species transport and combustion. These adaptations are designed to cover the simultaneous injection of gasoline and water into the engine’s cylinder. Further output qualities have been made available at the same time. This is to provide more insight into both the physical and chemical processes involved.
AVL TABKIN 2019 R2
AVL TABKIN is a powerful module in the simulation and modelling landscape, and interacts natively with the popular AVL FIRE computational fluid dynamics (CFD) tool. However, the benefits of this flexible and dynamic CFD chemistry tabulation solution haven’t always been available to everyone.
Previously, TABKIN was only available to users of certain computer systems. But now that has changed.
In the past TABKIN’s look-up tables were only available on LINUX systems. This means that they weren’t accessible to those development engineers running their simulations on computers that run the Microsoft Windows operating system.
However, following requests to make TABKIN available to users of a wider range of operating systems, the newest release is now compatible with Windows machines. TABKIN 2019 R2 brings the module’s wide range of features to a larger audience. This means that whatever computer system you’re operating, you can benefit from the detailed chemistry tabulation that the plug-in offers.
TABKIN on Windows
TABKIN now runs on Windows, and it has already been proving its worth in a variety of applications. The porting of TABKIN to Windows has been successfully demonstrated in FIRE simulations of pressure, soot and NOx. The FIRE simulations were executed on Linux, whereas the TABKIN look-up tables were generated either on Linux or Windows. A deviation of just 1-2 % on the minor quantities like NOx and soot was achieved. This performance is considered highly satisfactory for two different operating systems like Linux and Windows.
User-Centric Design
This latest development further underscores our commitment to put the user at the heart of all our products. With a focus on simplicity, usability, and the wider availability of our products, we are driving innovation today, tomorrow, and in the future.
However, following requests to make TABKIN available to users of a wider range of operating systems, the newest release is now compatible with Windows machines. TABKIN 2019 R2 brings the module’s wide range of features to a larger audience. This means that whatever computer system you’re operating, you can benefit from the detailed chemistry tabulation that the plug-in offers.
TABKIN on Windows
TABKIN now runs on Windows, and it has already been proving its worth in a variety of applications. The porting of TABKIN to Windows has been successfully demonstrated in FIRE simulations of pressure, soot and NOx. The FIRE simulations were executed on Linux, whereas the TABKIN look-up tables were generated either on Linux or Windows. A deviation of just 1-2 % on the minor quantities like NOx and soot was achieved. This performance is considered highly satisfactory for two different operating systems like Linux and Windows.
User-Centric Design
This latest development further underscores our commitment to put the user at the heart of all our products. With a focus on simplicity, usability, and the wider availability of our products, we are driving innovation today, tomorrow, and in the future.
AVL SPA 2019 R2
SPA 2019 R2 includes a variety of improvements and updates specifically around collaboration and usability.You can now drag and drop data points on shift maps to make the workflow more intuitive. We have improved the elements charts tab, allowing results from the database to be loaded and visualized alongside different projects without having to resimulate them. And the e-motor element with P2 topology is now considered in the calculation of criteria, if available.
Further enhancements include:
- Enhanced report layout, appearance and content
- Vehicle element now allows the vehicle velocity criteria to be limited to emulate speed limits, for example
- Speed dependent pedal map interpolation configuration is now more flexible
- E-motor calculation performance improvements
In this latest release, the data points on shift lines can now be moved by dragging and dropping. This enables shift map values, which are updated in the table and the data check continuously, to be edited visually. Current values of vehicle velocity in km/h, engine speed in rpm and transmission output speed in rpm are all displayed in a separate annotation.
Load Results from the Database
Support for Model.Server was introduced in the previous version of SPA, 2019 R1. This allowed users to store projects, models and components centrally, enabling better collaboration.
In 2019 R2 we have taken this a step further. Rating results from existing project can now also be stored in the server, in “Scatter Band” charts. This enables rating results to be compared visually.
P2 Topology Criteria Calculation
If an e-motor element has been added to the model, in SPA 2019 R2 all criteria will be now calculated in consideration of the e-motor. The mode change line has a large effect on available torque and acceleration, so rating can be influenced significantly by utilizing the e-motor.
Report Enhancement
The report function now features an improved layout with more data and metadata. This includes:
- SDT version
- Project name
- Case set name
- Case name
- User who generated the report
Furthermore, the speed dependent pedal map can also now be configurated with an interpolation curve. This is an improvement on previous versions where only two values cold be used to configure the interpolation. Before the first vehicle velocity value, the lower map we used and after the second velocity value the upper map was used. A linear interpolation was then calculated between the “lower” and “upper” pedal maps.
In the latest version of SPA, we have now made it possible to define a full interpolation curve. This therefore enables the definition of a non-linear interpolation with as many supporting points as required.
Maximum Vehicle Velocity
SPA now allows maximum vehicle speed to be defined in the general vehicle data. This limits the vehicle speed for all rating calculations, and prevents calculations being carried out above the selected speed. This is relevant for vehicles with a speed limiter, or to emulate speed limits, for example, to prevent the rating of undriveable areas.
Hybrid Calculation Performance Improvements
The latest version of SPA now features performance improvements for e-motor calculations. Calculations for hybrid vehicles can now be conducted around ten times faster than in the previously release, 2019 R1.
Load Results from the Database
Support for Model.Server was introduced in the previous version of SPA, 2019 R1. This allowed users to store projects, models and components centrally, enabling better collaboration.
In 2019 R2 we have taken this a step further. Rating results from existing project can now also be stored in the server, in “Scatter Band” charts. This enables rating results to be compared visually.
P2 Topology Criteria Calculation
If an e-motor element has been added to the model, in SPA 2019 R2 all criteria will be now calculated in consideration of the e-motor. The mode change line has a large effect on available torque and acceleration, so rating can be influenced significantly by utilizing the e-motor.
Report Enhancement
The report function now features an improved layout with more data and metadata. This includes:
- SDT version
- Project name
- Case set name
- Case name
- User who generated the report
Furthermore, the speed dependent pedal map can also now be configurated with an interpolation curve. This is an improvement on previous versions where only two values cold be used to configure the interpolation. Before the first vehicle velocity value, the lower map we used and after the second velocity value the upper map was used. A linear interpolation was then calculated between the “lower” and “upper” pedal maps.
In the latest version of SPA, we have now made it possible to define a full interpolation curve. This therefore enables the definition of a non-linear interpolation with as many supporting points as required.
Maximum Vehicle Velocity
SPA now allows maximum vehicle speed to be defined in the general vehicle data. This limits the vehicle speed for all rating calculations, and prevents calculations being carried out above the selected speed. This is relevant for vehicles with a speed limiter, or to emulate speed limits, for example, to prevent the rating of undriveable areas.
Hybrid Calculation Performance Improvements
The latest version of SPA now features performance improvements for e-motor calculations. Calculations for hybrid vehicles can now be conducted around ten times faster than in the previously release, 2019 R1.
The AVL Suite enables the consistent and user-friendly execution of testing tasks. Processes become more efficient through cross-product functions, aligned user interfaces and tools. Compatibility with products of other AVL Suite versions is ensured by AVL Life Cycle Management. This means that productive systems can be extended later at low risk and at optimal cost. Maintenance, updates and modernization of testing facilities are easier to schedule and calculate over the entire system lifecycle.
AVL Suite represents AVL's commitment to continuous integration and compatibility of AVL software tools in all testing stages along the automotive development process.
AVL CRUISE is the industry's most powerful, robust and adaptable simulation tool for vehicle driveline system analysis and optimization. The application field covers fuel efficiency, driving emissions and performance analyses along the vehicle development process with model re-use from concept design through to HiL and testing.
AVL is the world's largest independent company for the development, simulation and testing of powertrain systems (hybrid, combustion engine, transmission, electric drive, batteries, fuel cell and control technology) for passenger cars, commercial vehicles, construction, large engines and their integration into the vehicle.
The company has decades of experience in the development and optimization of powertrain systems for all industries. As a global technology leader, AVL provides complete and integrated development environments, measurement and test systems as well as state-of-the-art simulation methods.
Product: AVL Simulation Suite
Version: 2019 R2
Supported Architectures: x64
Website Home Page : www.avl.com
Language: english
System Requirements: PC **
Supported Operating Systems: **
Size: 17.4 Gb
BOOST
BOOST 3D
BOOST HYD
CRUISE
CRUISE M
IMPRESS 3D
EXITE Acoustics
EXITE Piston&Rings
EXITE Timing Drive
EXITE Valve
EXITE Designer
EXITE Power Unit
FIRE CAD
FIRE DVI
FIRE ESE
FIRE FAME
FIRE Spray Data Wizard
FIRE Workflow Manager
FIRE M
TABKIN
TABKIN POST
Model CONNECT
SPA
Design Explorer
IMPRESS Chart
IMPRESS xD
IMPREES xD Dashboard
AVL Simulation Desktop
BOOST 3D
BOOST HYD
CRUISE
CRUISE M
IMPRESS 3D
EXITE Acoustics
EXITE Piston&Rings
EXITE Timing Drive
EXITE Valve
EXITE Designer
EXITE Power Unit
FIRE CAD
FIRE DVI
FIRE ESE
FIRE FAME
FIRE Spray Data Wizard
FIRE Workflow Manager
FIRE M
TABKIN
TABKIN POST
Model CONNECT
SPA
Design Explorer
IMPRESS Chart
IMPRESS xD
IMPREES xD Dashboard
AVL Simulation Desktop
Hardware Requirements
The recommended hardware requirements for Linux and Windows are:
Processor(s) recent x86 or x86_64 processor architecture
Main Memory >= 8 GB *
Graphic Card hardware OpenGL & Direct-X support / 2 - 4 GB
Storage >= 256 GB Solid State Drive
* AVL Workspace and FIRE: approx. 100 MByte per 100,000 cells to calculate
Below is an example (standard and high performance) configuration used for internal testing:
Standard:
Processor(s) Intel Core i7-4770 Processor (3,4GHz Turbo, 4C HT, 8MB)
Main Memory 16GB (4x4GB) 1.600MHz DDR3 without ECC
Graphic Card 2GB NVIDIA Quadro K2000
Storage 512GB SSD
High Performance:
Processor(s) 2x Intel Xeon E5-2640 v3 Processor (2,6GHz, 8C, 20MB Cache)
Main Memory 64GB (4x16GB) 2.133MHz DDR4 RDIMM ECC
Graphic Card Nvidia Quadro K4200 4GB
Storage 256GB SATA SSD
Additional Drive: 512GB SATA SSD
MS Windows Versions used for tests
- MS Windows 10 1607 (Build: 14393.2363)
- MS Windows 10 1709 (Build: 16299.547)
- MS Windows 7 6.1 SP1 (Build: 7601)
The recommended hardware requirements for Linux and Windows are:
Processor(s) recent x86 or x86_64 processor architecture
Main Memory >= 8 GB *
Graphic Card hardware OpenGL & Direct-X support / 2 - 4 GB
Storage >= 256 GB Solid State Drive
* AVL Workspace and FIRE: approx. 100 MByte per 100,000 cells to calculate
Below is an example (standard and high performance) configuration used for internal testing:
Standard:
Processor(s) Intel Core i7-4770 Processor (3,4GHz Turbo, 4C HT, 8MB)
Main Memory 16GB (4x4GB) 1.600MHz DDR3 without ECC
Graphic Card 2GB NVIDIA Quadro K2000
Storage 512GB SSD
High Performance:
Processor(s) 2x Intel Xeon E5-2640 v3 Processor (2,6GHz, 8C, 20MB Cache)
Main Memory 64GB (4x16GB) 2.133MHz DDR4 RDIMM ECC
Graphic Card Nvidia Quadro K4200 4GB
Storage 256GB SATA SSD
Additional Drive: 512GB SATA SSD
MS Windows Versions used for tests
- MS Windows 10 1607 (Build: 14393.2363)
- MS Windows 10 1709 (Build: 16299.547)
- MS Windows 7 6.1 SP1 (Build: 7601)
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Added by 3% of the overall size of the archive of information for the restoration
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Added by 3% of the overall size of the archive of information for the restoration
No mirrors please