THE AMERICAN SOCIETY OF MECHANICAL ENGINEERS

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Sltl

90-GT-270

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Discussion is printed only if the paper is published in an ASME Journal. Papers are available
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Printed-in USA.

Copyright 1990 by ASME

Generalized High Speed Simulation of

Gas Turbine Engines
NANAHISA SUGIYAMA
Aero-Engine Division
National Aerospace Laboratory
Chofu, Tokyo, Japan

ABSTRACT
This paper describes a real-time or faster-than-real-time simulation of gas turbine engines, using an ultra high speed, multiprocessor digital computer, designated the AD100. It is shown
that the frame time is reduced significantly without any loss
of fidelity of a simulation. The simulation program is aimed at
a high degree of flexibility to allow changes in engine configuration. This makes it possible to simulate various types of gas
turbine engines, including jet engines, gas turbines for vehicles
and power plants, in real-time. Some simulation results for an
intercooled-reheat type industrial gas turbine are shown.

INTRODUCTION
Modern gas turbine engines are becoming more and more
complex in engine cycles and geometries, for higher performance and multi-mission requirements. This has resulted in
a trend toward a variable geometry or a variable cycle engine,
which has numerous variable geometry features, such as variable nozzle and variable stator vane, to obtain the optimum
performance over a wide range of operating conditions. Correspondingly, the requirements for engine control systems are
becoming more and more severe due to the complexity of the
static and dynamic behavior of such an engine.
Real-time simulation of a gas turbine engine plays an important role in developing control systems. It is useful in design, evaluation and testing of the systems, and also is helpful in good technological understanding of complicated engine
performance. In addition, since the representative simulation
can predict engine performance, especially dynamic characteristics, over the whole range of operating conditions at the
design phase of an engine development program, it provides
an effective tool to develop an engine itself.
All-digital simulation is generally preferred because of the

precision of computation, flexibility, repeatability and operation with a stored program. In a gas turbine simulation,
the major part of computation is the generation of nonlinear multivariable functions. All digital computation is best
suited to this function generation task. To realize real-time
simulation using the digital computer, the frame time of digital computation must be short enough to maintain dynamic
accuracy. Increasing complexity of functional relations, as
noted above, causes the frame time to be long. Conversely,
increasing importance of engine dynamics at high frequencies
requires shorter frame times. Because of these facts, ultra high
speed computation is needed for real-time digital simulation
of modern gas turbine engines. Due to the current remarkable
progress in digital hardware, this short frame time becomes
possible, even for a detailed engine model.
This paper describes a hardware and software method to
realize real-time or faster-than-real-time simulation of gas turbine engines, using an ultra high speed, multi-processor digital
computer, designated the AD100, which is designed specifically for high-speed simulation of continuous dynamic systems.
It is shown that the frame time is reduced significantly without any loss of fidelity of a simulation. The simulation program is aimed at a high degree of flexibility to allow changes
in engine configuration. This makes it possible to simulate
various types of gas turbine engines, including jet engines, gas
turbines for vehicles and power plants, in real-time. Some simulation results for an intercooled-reheat industrial gas turbine
are shown.

REQUIREMENTS FOR GAS TURBINE SIMULATION

There are a number of requirements for gas turbine engine
simulation. First of all, the simulation must represent accurately the static and dynamic performance of an engine

'Presented at the Gas Turbine and Aeroengine Congress and ExpositionJune 11-14, 1990Brussels, Belgium

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over the whole range of operating conditions, in order to

serve as a realistic model. Thus there is a need for a widerange, detailed mathematical model and an accurate computing method. Highly detailed engine simulations have been
developed and implemented using a large scale digital computer (Sellers and Daniele, 1975, Fishbach and Caddy, 1975,
Palmer and Yan, 1982, Fishbach and Gordon, 1988) and a
hybrid computer (Szuch, 1974a). The validity of such simulations have been examined by comparing results with actual
engine data. However, these simulations could not satisfy the
requirement of real-time operation and were used for detailed
study of steady state and transient performance on an off-line
basis.
In the case of simulations involving interaction with actual
systems, such as the engine controller, real-time operation is
an essential requirement. This has been accomplished with the
hybrid computer for particular engines (Szuch et al., 1974b,
1975) and, currently, ultra high speed digital computers have
become available for this purpose. A major problem encountered in gas turbine simulation is to generate a large number of
nonlinear multivariable functions required to describe engine
component performances and properties of gas. All digital
computation, due to its accuracy and reliability, is best suited
to this function generation task and, hence, the frame time
of digital computation is a limiting factor for real-time operation. Since the frequency range of interest in control problem
is approximately 0-30 [Hz], the frame time should be around
1 [msec] for real-time operation (Gilbert, 1966).
For realistic interaction with the real world external to the
simulator, an interface which provides suitable signals becomes
necessary. This can provide a facility for connection with actual system hardware as well as monitoring devices such as a
graphical display, which is helpful in gaining intuitive insight
into complicated engine dynamics. This interface is furnished
by A/D and D/A converters in the digital simulation.
Usually, modeling methods are more or less based on engine
component performance and associated conservation equations. Component performance data can be obtained from design studies or estimates from existing engines, prior to engine
hardware availability; the data is then updated when component test and engine test data become available. Therefore,
updates in engine data should be easily made without disturbing the entire simulation. The fact that the simulation can predict engine performance based on design data or component
test data suggests usefulness of the simulation in development
of the engine.

COMPUTATIONAL MODULES
AD100 and ADSIM
Fig.1 shows the basic architecture of the AD100. Five functional processors, i.e., communication and control processor
(COM), arithmetic and logic processor (ALU), multiplier processor (MUL), storage processor (STO), and function memory
unit -(FMU) are interfaced to the PLUSBUS, which transfer
data to and from the memory unit and the processors using
a 25 [nsec] bus cycle time. A large number of A/D and D/A
channels are controlled by COM processor and are used to connect the simulator with external actual hardware. To accomplish the required computational tasks, the functional processors operate in parallel and execute instructions in a 100 [nsec]
period synchronized to the bus cycle. The high data rate on
the PLUSBUS, high speed of the processors, parallelism and
pipelining of the computation, and arithmetic ability suited to
function generation and numerical integration, all contribute
to high speed simulation. Especially, computational efficiency
for function generation is remarkable. Execution times for 1,
2, 3, and 4 variable function generation are 0.5, 0.9, 1.7 and
3.6 [sec], respectively. Since 80% of computational burden
in gas turbine simulation is multivariable function generation,
this feature is highly effective to realize real-time or fasterthan-real-time simulation.
In the AD100 system, variables and constants are represented by 65-bit floating point numbers, comprised of a 12-bit
exponent and a 52-bit significant fraction. Hence the computational precision is comparable to double precision arithmetic in
a general purpose digital computer. This bit length is enough
to avoid round-off problems in summing up the derivative term
in numerical integration for a stiff system (Gilbert and Howe,
1978).
ADSIM is a FORTRAN-like simulation language for the
AD100 system and its source code is very close to mathematical equations. The user can use high-speed computational,
data logging and I/O capabilities through the ADSIM language without knowledge of the hardware. A generalized gas
turbine simulation program developed here is written by the
ADSIM language. In coding the many calculations needed in
simulation, the traditional approach uses a series of addition
and multiplication with minimum memory storage. However,
the function generation approach is more efficient with availability of large, low cost, high-speed memories (Gilbert and
Howe, 1977). For example, the calculation of flow function

Finally, it is desirable that the simulation method be applicable to a wide variety of gas turbine engines to reduce effectively the man-hours for development of the simulation. Since
most engines consist of several common components and can
be modeled by proper interconnection of these components,
a systematic procedure in a block diagram form is possible,
where each block corresponds to one type of engine component. Simulation of a particular engine, then, is realized by
connecting these common components. The purpose of this
work is to develop the simulation method which satisfies the
above requirements.

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to A/D and D/A

to Host Computer

Fig.1 Architecture of the AD100

.3

cL,

COMP (compressor module)

W
1. air flow rate
Ti
1. inlet temp.
ho
2. outlet enthalpy
Pi
2. inlet pressure
fo
3. outlet fuel/air
3. inlet fuel/air
fz
xo
xi
4. outlet steam/air
4. inlet steam/air
Po
5. compressor power P,
5. outlet pressure
N
6. rotor speed
a
7. stator angle
1. inlet relative pressure
Pr; = Grt (Ti, f;, xi)
2. inlet enthalpy
hi = Ght(Ti, fi.x;)
0 = TZ/T,
3. corrected inlet temp.

4.corrected inlet pressure

6 = Pi/P,

5. corrected rotor speed

6. presure ratio
7. outlet relative pressure
8. corrected air flow rate
9. adiabatic efficiency
10. isentropic enthalpy
11. enthalpy rise
12. outlet enthalpy

N* = N/f
7r = Po /Pi
Pro = 7rPrt
W* = Fj c (lr, N*, a c )
t7 = Fec (7r, N*, a c )

13.
14.
15.
16.

r3

h0

fz
3. inlet fuel/air
xi
4. inlet steam/air
PO
5. outlet pressure
N 0
6. rotor speed
7. stator angle
at
8. cooling air flow W1
9. coefficient
13cI
1. inlet relative pressure
2. inlet enthalpy
3. corrected inlet temp.
4. corrected inlet pressure

7. outlet relative pressure

3. outlet fuel/air
fo
4. outlet steam/air x 0
5. turbine power
Pt

Pr; = Grt(Ti, fl, xi)

h = Ght(T1, fz.xti)
0 = TtilT,,

6 = PP/P,
N* = N/\/
Ir = Pt/Po

Pro = Pr i/7r

PP = WOh

12. outlet enthalpy

fo = fi
x o = xi

13.
14.
15.
16.

W = W*b/\
Pt = Oh(W + /31W1)
fo = fti
x o = xi

W =W*6/f

Pi

Tz

hj o

gas flow rate

turbine power
outlet fuel/air ratio
outlet steam/air ratio

{tT

at P

JO

fi

xt

2. outlet enthalpy

8. rrrrected gas flow rate

9. adiabatic efficiency
y
10. isentropic
PY
P enthalp
Q. 11. enthalpy drop

Oh = (h, o ho = h; + Oh

`''V

1. gas flow rate

Pi

W* = Fj t (7r, N*, a t )
= Fet (x, N*, a t )
h eo = G hr (P roe fz^ x z)
Oh = (hi - h, 0 )77
ho = hti - Oh

a^

Z3

Tti

2. inlet pressure

5. corrected rotor speed

6. presure ratio

hso = Ghr (Pro, fi, Xi)

air flow rate

compressor power
outlet fuel/air ratio
outlet steam/air ratio

TURB (turbine module)

1. inlet temp.

xo

P;W
Ti

P^

f^
x^

Pt

Fig.2(a) Compressor Module

ho

"

o
XO

147c1, /'cl

Fig.2(b) Turbine Module

through a nozzle;
Gwn = 7r7

7-1

(1 - it I )

(1)

is efficiently evaluated by considering it as a two variable function of 7r and ry, storing the appropriate table, and using func-

(7) nozzle, for main and bypass nozzle,

(8)inlet, for air inlet,

(9) volume, for intercomponent volume, and

tion generation.

(10) rotor, for high- and low-pressure rotor.

Computational Modules for Engine Components

Although there exist various types of gas turbine engines
according to their missions, all such engines consist of a relatively small number of basic components. A simulation model
of a complete engine can be obtained by tying together several sub-models of these basic components. Such components

Mathematical models, computational procedures and

schematic diagrams for four representative components, i.e.,
(1) compressor, (2) turbine, (9) volume and (10) rotor module, are shown in Fig.2(a)-(d). Mathematical models adopted
here are highly detailed models and include no simplifications
to reduce computing time and memory storage. Descriptions
for the rest of the components are omitted due to limitations
of space.
Components (1) to (8) are static elements and are modeled as lumped parameter systems represented by performance
maps, constant coefficients, and thermo- and aero-dynamic
relations. Compressor and turbine performance maps are
treated as 3-variable functions to take into account the effect of such variable geometry features as the variable inlet
guide vane, variable stator vane, variable fan pitch and variable turbine areas. Also nozzle area and bleed valve area can

are:
(1) compressor, for compressor and fan,

(2)turbine, for high- and low-pressure turbine,

(3) duct, for connecting duct,
(4) bleed, for air bleed from compressor and turbine cooling
air bleed,
(5) combustor, for main-combustor and reheat-combustor,
(6) intercooler, for water injection intercooler,

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VOL (volume module)

Wit
flow-1
1. temperature T
1. incoming
P
enthalpy-1
hil
2. pressure
2.
fir
fuel/air-1
3. fuel/air
ff
3.
x
x i1
^. 4. steam/air
4.
steam/air-1
flow-2
Wi2
5. rel.humidity b
5. incoming
enthalpy-2
6.
hi2
fuel/air-2
7.
fi2
steam/air-2
1. temperature Tv i
8.
Xi2
Wo l
Pi
flow-1
v 2. pressure
9. outgoing
W02
10. outgoing flow-2
W0 3
11. outgoing flow-3
Wo o
12. outgoing flow-4
V
13. volume
1. incoming gas flow Wi n, = Wi i + Wi2
2. outgoing gas flow Wout = Wol + W0 2 + Wm + W0 4
gl = 1/(1+ fil + xi1)
3. air/gas ratio-1
4. air/gas ratio-2
g2 = 1/(1 + fie + xi2)
5. amount of fuel
F = Wiifii9i + Wi2fi292
X = Wi1xii91 +Wi2xi292
6. amount of steam
7. amount of air
A = Wi n - F - X
f = F/A
8. fuel/air ratio
9. steam/air ratio
x, = X/A
h = Gh t (T0 , f0 ,x)
10. enthalpy
11. relative humidity
c = G rx (Tv , P,,, x)

12.gas constant

R = G r (fv ,x)

13. stored mass r

P i V/Tv i /G(0
(minit = v
r , 0))

m = ,l (Win - Wout ) dt
14. stored energy
(ut = Gut(Ti3O))
Wosi.thv)dt
u = ( 1 /m) f(Wtithh). +Wfi2hi2
TT = G tu (u, f,,, x)
15. temperature
16. pressure
P = mRTv /V
-

Wi l
fi

il

xil

fv

r Woi

I_

'^Wo2

xv

Wi2

' Wo3

hie

fit

xiz

v)

-- -

o4

Fig.2(c) Volume Module

be treated as independent variables (or constants) to make
these controllable.
Components (9) and (10) are dynamic elements. Rotor
dynamics, which is a ruling factor in transient behavior of

an engine, is represented by the equation of conservation of

angular momentum. Volume dynamics is represented by the
equations of conservation of mass and energy. Pressure and
temperature are assumed to be uniform throughout each volume. Volumes are introduced between successive engine static
components where a volume capacitive effect is considered to
be important, or where it is desirable to avoid iterative com
putation.
Fig.3 shows inputs and outputs for the computational mod-

ROTOR (rotor module)

compressor power-1 PP1
1. rotor speed
compressor power-2 PP 2
compressor power-3 P, 3 a
compressor power-4 Pc4
turbine power-1
PtI
turbine power-2
1. rotor speed
Pt2
turbine power-3
Pt3
turbine power-4
Pt4
I
moment of inertia
ti
10. mechanical eff. s7/2
1. excess power
Q - (Ptl i- Pt2 1- Pt3 f Pt4

1.
2.
3.
4.
5.
6.
7.
8.
9.

Ni

GL

,.y

-- Pc 1 - 'c2 - Pc3 - Pc4) 71m

2. rotational speed

Pcl

Pct

Pc3

N = (60/2sr) 2 (1/I) (Q/N)dt

Pc4

Ptl

Pt2

Pt3

Pt4

'

Y1m

Fig.2(d) Rotor Module

ules. For gas path components, i.e., (1) to (9), the variables
on the left side of each block are variables to and from the
upper stream component, and the variables on the right side
are to and from the down stream component. Also the variables on the top of each block are to and from rotor dynamics and the variables on the bottom are control variables and
constants specific to the component. It should be noted that
there is a uniformity in input and output variables throughout
the static modules, (1) to (7), and that the dynamic modules,
(9) and (10), can be easily connected to the static modules.'
Note that each computational module assumes the maximum
possible number of input variables to allow for the maximum
capability of the module. If some of these inputs do not exist

or are not necessary to consider, they should be set to zero

or to a constant value. This structure of the computational
modules can permit a wide variety of interconnection of the
modules and, hence, can be applied to various types of engines.
Argument data required to perform necessary computations in a module consists of (i) input variables, (ii) constants,
and (iii) data tables for multivariable function generation.
Computational results from a module include not only engine
variables which are used for input variables to other computational modules, but also variables which are useful for monitoring and recording of simulation results (ref. Fig.2). According to the mathematical models and the computational

procedures, each component of (1) to (10) is coded in the

ADSIM language in the form of a computational module, or
subroutine.

Execution Time
Fig.4 shows the execution time for each computational
module, measured by running the program on the AD100. For
a. specific gas turbine engine simulation, the main program is
'Although the inlet module, (8), is static, it is connected to the static
modules exceptionally.

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4P0

Pi'J(1)

Pi-( 2 )

^Po

Xs
xo
x i COMP rX0

TURB

x^

h,
a,
- Po

(4)

'

x DUCT

W W1, W2, W3

xi

(R<1)

(7) Nozzle
(8) Air Inlet

NOZL
: INLET

35.5
23.9

(9) Volume
(10) Rotor

: VOL
: ROTOR

44.3
2.4

1 ,,3
Fig.4 Execution Time of Computational Module

i5I,i:'F,l; x.
o
W1, W2,{'1'3

h,

D V^ 1V

I C V^C V C V^V T V T V T V N

(5)

Pi

Po

(6)

Po

(a) 3-spool turbofan

Ti
fi
xi

W, W f
h0, hf

(7)

COOL

Pi

(8)

a C v a ly T VD

W>l,Wc2, WO

(c) 1-spool turbojet

Drag

Alt

No. of Module Call

Pct, Pct,

.fil, fie

VOL

xili xi2

Pe3, Pc4

Pet, Pee, Pe3, Pe4

fv
Wol, Wo2,
W03, W0 4

Wi I, Wit
h1, h2

U
C
T

L
E
E
D

0
M
B

0
Z
L

N
L
E
T

0
L

0
T
0
R

Frame
Time
[cosec]

NI

Engine
Type

0
M
P

U
R
B

(a)
(b)
(c)

3
2

3
2

1
1

2
1

1
1

2
2

1
1

8
6

3
2

0.8152
0.5955

0.3316

(10)
ROTOR

(I,rlm)

(V)
Fig.3 Computational Modules

(b) 2-spool turbofan

xi

(9)

I C VVVVMN
N

fi INLET xo
f

x0

FN^

T^

A
P

[^V

PO

Ti

xw

W, Ww

ho, hw

Po

NOZL

Jo, fw

xo,

(Tw,^w,Rw) Wwi

(Hv, i , R6) Wfi

f`

8.2
10.6

(A1, A2, A3)

ff
f ' j
fii x
COMB
x
o, x

xi

43.4

COMB
COOL

ho

F',1, Puz;

Pi
Ti

: BLEED

(5) Combustor
(6) Intercooler

Ti

Ti

Ti

(4) Bleed
X"

(Q, Wei) a t

Pi - (3)

Pi

Computational Module f Execution Time

(1) Compressor
COMP
43.3
[Eisecl
: TURB
(2) Turbine
42.0
DUCT
(3) Duct
7.8

PP N

Fig.5 Estimated Frame Time for Three Types of Jet Engines

'most a series of successive calls of the above-mentioned coln

putational modules, where the type of interconnection among
the computational modules is represented by the symbolic cofrespondence of input and output variables. Therefore, total
execution time (or frame time), Tf ra, me , can be estimated by;
Tframe

niti,

in which n i and ti are number of usages of component rnodule (i) and its execution time, respectively. Execution time
for A/D and D/A convertion, data logging, display, etc., are

changeable depending on set up and run control. But these

times are not se big and, hence, T fra,,, ; is a good estimate of
frn ne time.
Por three types of jet engines, the estimated frame times
are listed in F%g.5, along with the numbers of usages of the
computational modules. Even allowing for the detailed models and flexible programming method, the frame times are
greatly improved compared to the conventional hybrid or digital engine simulation. This frame time can be considered
short enough to realize real-time or faster-than-real-time digital simulation. Moreover, if the data memory is big enough
to store the function data for several engines, and if the frame

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P = 0.4769 5.5319 5.3387 1.3415 0.8867 0.8646 0.1052

459.5
1300.0 836.8 735.0
1171.0 609.4
T = 77.6

HP
Comp.

Main HP
IP Reheat LP Exhaust
Comb. Turb. Turb. Comb. Turb. Duct
8850 pm

0.1003
15.0

Air
Intake
Duct

0.4867 MPa
198.7 C

LP
Comp.

Load
122MW
3000rpm

coo-:ng_air
---"----

W fL = 4.38kg/s

0.1013
15.0

G = 233kg/s G = 220kg/s

Wf,. = 2.95kg/s
Ww i = 10.44kg/s

Inter-Cooler

Fig.6 Configuration of Intcrcooled-Reheat Type Industrial Gas Turbine

time does not exceed the limit needed to maintain the desired
dynamic accuracy, it is possible to simulate several engines siinultaneously. This capability may be useful for the study of
the multi-engine balancing problem, where the performance of
engines is not identical.

SIMULATION OF INTERCOOLEDREHEAT TYPE INDUSTRIAL GAS

TURBINE
To illustrate the capability of the simulation program, an
intercooled-reheat type industrial gas turbine engine is considered here, because it has a very complicated configuration
and it makes full use of the capability of the program developed here. Engine component performance data and some
overall performance data for this engine is available.

Engine Configuration
Fig.6 shows the schematical configuration and heat balance
of intercooled-reheat type industrial gas turbine (Takeya and
Ohteki, 1983 and 1984). HP compressor and HP turbine are
on one shaft, while LP compressor and IP/LP turbines are on
the other shaft driving 120MW class electric power generator.
LP compressor is a 10-stage axial compressor with variable
stator vane to control air flow rate. Intercooler is a water
injection type cooler to cool down the air from the LP compressor outlet. This contributes to reduce the HP compressor
driving power and NOx level in exhaust gas. HP compressor
is a 14-stage axial compressor with variable inlet guide vane.
For turbine cooling, rotor balancing and starting bleed, air
bleed ports are located at 6th, 8th, 11th and 14th stage of HP
compressor. The main combustor is a cannular type combustor burning LNG. Gas condition at combustor outlet reaches
1573K (1300C) and 5.5Mpa at the 120MW rated load. The
HP and IP turbines are 2-stage axial turbines with air cooled
blades. The reheat combustor is a cannular type and reheats
the gas to 1473K (1200C). This contributes to increasing the
power output of the 4-stage axial LP turbine. The reheat

and intercooling processes are very effective in increasing the

thermal efficiency of the engine. The gas temperature at the
exhaust duct is 882K (609C), which is relatively high considering a bottoming cycle. The thermal efficiency of the gas
turbine obtained by experiments is 34% at 93MW load. The
thermal efficiency of a combined cycle with a steam turbine as
a bottomig cycle is estimated at more than 50%.

Modeling
Since the LP and HP compressors can be modeled by the
compressor module, the HP, IP and LP turbines by the turbine
module, the main- and reheat-combustors by the combustor
module, intercomponent volumes by the volume module, etc.,
the schematic configuration in Fig.6 can be diagrammed as
shown in Fig.7. This is accomplished by simply replacing the
engine components with the computational modules and introducing the volume module between the static engine components. Note that the HP compressor is divided into four
compressors in order to take into account the interstage air
bleed effect. There exists eight major control variables, constituting a multi-variable control system. The total number of
usages of each module, summarized in Fig.7, is almost twice
as many as the jet engine case in Fig.5.
Referring to Fig.7, the simulation program is easily obtained by just calling computational modules sequentially from
engine entrance to exhaust. To avoid complication of symbols
for a large number of variables, self-evident and systematic assignment of symbols is desirable. For example, the symbols are
constructed from the letter(s) indicating some physical meaning and the number(s) defining engine station numbers or engine components.

Component Performance Data and Gas Tables

Next, the function data for component performance map
must be set up. ADSIM accepts a rectangular grid data table form for function generation. Usually, component performance data are given in this form and, hence, the coding
is straightforward. The radial interpolation method (Szuch,
1974a), or skewed grid interpolation method, is widely used
for function generation of compressor performance to improve

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HP Compressor
Stator Angle

Main Combustor
Fuel Flow

Reheat Combustor
Fuel Flow

LP Compressor
Stator Angle

Computational Module No. of Usage

C
T
B
D
I
BL
R
V
L

Compressor

Combustor
:Duct

2
3

: Intercooler
Bleed
:Rotor

1
5
2

Volume
:Load

13
1

Estimated frame time

Bleed Valve-1 Area Bleed Valve-2 Area

: Control Variables

: Turbine

= 1.1906 msec

Intercooler
Water Flow

Fig.7 Block Diagram of Intercooled-Reheat Type Industrial Gas Turbine Simulation

accuracy with a small number of data points and to avoid
the difficulty of interpolation in the neighborhood of a surge
line, beyond which function values are not defined. However,
this method is not attractive using the AD100, where large,
low-cost and high speed memories are available, because more
efficient interpolation methods are possible with such a large
data memory. Thus, to fully exploit the speed advantage of
the AD100, function values must be defined at a large number of arbitrarily spaced grid data points. The data memory
requirements are still reasonable and well within the AD100
capability.
Engine component performance data is changed frequently
as more realistic data becomes available. Usually the initial
component performance data is obtained from design studies
in the early phase of an engine development program. This is
followed by several data iterations based on experimental data
in the later phase. These iterations can be easily done without
disturbing the entire simulation.
In addition to component performance data, gas property
data is also required. This data is available in rectangular
grid data table form, using the gas table generation software
developed by the author which calculate properties of a gas at
an arbitrary temperature, fuel/air ratio, steam/air ratio and
H/C ratio of fuel. It is assumed that H/C ratio for LNG fuel
is 3.696. Then most gas table data are 3-variable functions.
Function data tables required in this simulation are summarized in Fig.8. Since the size of the data tables in Fig.8,
or the numbers and ranges of independent variables, influence accuracy of the simulation, they must be chosen carefully. Roughly speaking, larger numbers of data points result
in higher accuracy. Although static operating ranges are obtained easily from steady state analysis, it is not so easy to
determine dynamic operating ranges. It is obvious that, if a
reference variable for function generation goes out of specified

range, even if only during one calculation frame, the simulation

is invalid. Hence, wider operating ranges should be assumed
at first for variables whose dynamic operating ranges are not
certain and then, with the observation of simulation results,
the ranges should be narrowed to improve simulation accuracy.

Size of the Simulation

The size of this simulation is summarized in Fig.9. The
frame time of this simulation is estimated as 1.1906 [msec] by
using equation (2) as shown in Fig.7. In this engine, component performance of turbines and parts of compressors are
represented by two-variable functions, because the variable geometry is not included. After these program modifications, the
frame time can be reduced to 1.0538 [msec]. This is two times
faster than the AD10, the older version of the AD100, and approximately 50 times faster than a VAX8250. The simulation
requires a total of 27 function data sets, i.e., data for 10 threevariable, 15 two-variable and 2 one-variable functions. These
numbers are not equal to the number of usages of function
data, because some function data, such as the properties of
gas, is used several times in one cycle of computation. Total
access of function data is 124 times in this example. The total number of function data is around 30,000. Since the data
memory capacity is 2,000,000 words (64-bit) in the function
memory unit, FMU in Fig.1, this is not very serious. The total
number of ADSIM source code lines are approximately 4,200
and man-hours for coding is approximately one month.

CONCLUSION
A generalized programming method for real-time digital simulation of gas turbine engines using the AD100 has been described. The frame time of digital computation is reduced significantly compared to simulation with conventional general-

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Name

LP-compressor flow
LP-compressor efficiency
HP-compressor-1 flow
HP-compressor-1 efficiency
HP-compressor-2 flow
n HP-compressor-2 efficiency
HP-compressor-3 flow
HP-compressor-3 efficiency
HP-compressor-4 flow
HP-compressor-4 efficiency
HP-turbine flow
HP-turbine efficiency
IP-turbine flow
IP-turbine efficiency
LP-turbine flow
LP-turbine efficiency
Enthalpy (Temp.)
Relative press. (Temp.)
Enthalpy (Relative press.)
Specific heat ratio (Temp.)
Temp. (Enthalpy)
Temp. (Internal energy)
Internal energy (Temp.)
Gas constant
Flow function
Enthalpy of water
Saturated press.

Ff1.(7r1c, Nlc , cat,)

Felc(7rtc, NNc , cq c )

Ffhcl(1nc^l, Nhcl,nhcl)
Fehc1( 7rhcl,

Nhcl, nhcl)

FJhc2(1rhc2iNhc2)
Fehc2(lrhc2, Nh c2 )
F1h03(lncC3, Nhc3)

N, 3 )
Ffhc4 (?fhc4 Nh`c4)
Fehc4( 7the4, Nhr,4 )
F1ht(lrht, NNt)
Fehc3 ( 7 ncc3,

Feht ( 7 rht, Nht)

Fjit (- it, Nit)

Feit (irit, N,')
Fflt(7rjt,Njt)

Feit(zrjt, Nit)
Ght(T, f, x)
Grt(T, f, x)

Gh, (P,., f, x)
G yt (T, f, x)
Gth(h, f, x)

Gtu (u, f, x)
Gut

(T, f)

Gr (f, x)
G,,,,l ( -y, 7r)

Ghtw (T.)
G(T)

Size

Call

33 x 33 x 4
33 x 33 x 4
33 x 33 x 3
33 x 33 x 3
33 x 33
33 x 33
33 x 33
33 x 33
33 x 33
33 x 33
24 x 6
24 x 6
23 x 4
23 x 4
26 x 4
26 x 4
33 x 4 x 4
33 x 4 x 4
33 x 4 x 4
33 x 4 x 4
33 x 4 x 4
33 x 4 x 4
33 x 4
4x4
65 x 9
5
44

1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
20
8
8
5
5
7
7
7
15
1
25

No. of State Variables

No. of Control Variables
No. of Algebraic Variables
No. of Function Data Points
No. of Function Tables
3-variable Functions
2-variable Functions
1-variable Functions
No. of Function Calls
3-variable Functions
2-variable Functions
1-variable Functions
Frame Time [msec]
Speed Comparison
AD100

28
8
244
30,000
10
15
2
57
41
26
1.0538
1.0

AD 10

VAX8250 single precision

VAX8250 double precision
ADSIM source code lines
dynamic model part
component map part
gas table part

2.0

42.0
54.7
1, 200
,-- 1,900
- 1,100

Fig.9 Size of the Simulation

Fig.8 Function Data Summary

purpose digital computers. Even allowing for the detailed
model and the flexible programming method, the simulation can be accomplished at real-time or faster-than-real-time
speeds. For a intercooled-reheat type industrial gas turbine,
the frame time time is 1.0538 [msec] and the engine dynamics
are considered to be valid for frequencies up to 30 [Hz]. The
program is highly flexible. Specifically, it can simulate a wide
variety of gas turbines, including future engines characterized
by numerous variable geometry features.

BIBLIOGRAPHY
`AD100 Hardware Reference Manual" and "ADSIM Refe' ence Manual", Applied Dynamics International, Ann Arbor,

Michigan, 1988.

Fishbach, L. H. and Caddy, M. J., "NNEP - The

Navy/NASA Engine Program", NASA TM X-71857, 1975.
Fishbach, L. H. and Gordon, S., "NNEPEQ - Chemical
Equilibrium Version of the Navy/NASA Engine Program",
NASA TM 100851, 1988.
Gilbert, E. G., "Dynamic Error Analysis of Digital and
Combined Analog-Digital Computer Systems", Simulation,
Vol.6, No.4, pp 241-257, 1966.
Gilbert, E. O. and Howe, R. M., "An Expanded Role for
Function Generation in Dynamic System Simulation", Proc.
1977 Summer Computer Simulation Conference, Chicago, July

18-20, pp 305-308, 1977.

Gilbert, E. O. and Howe, R. M., "Design Consideration in
a Multi-processor Computer for Continuous System Simulation", AFIPS, National Computer Conference, 1978.
Palmer, J. R. and Yan Cheng-Zhong, "TURBOTRANS
A Programming Language for the Performance Simulation of
Arbitrary Gas Turbine Engines with Arbitrary Control Systems", ASME 82-GT-200, 1982.

Sellers, J. F. and Daniele, C. J., "DYNGEN A Program

for Calculating Steady-State and Transient Performance of
Turbojet and Turbofan Engines", NASA TN D-7901, 1975.
Szuch, J. R., "HYDES A Generalized Hybrid Computer
Program for Studying Turbojet or Turbofan Engine Dynamics", NASA TM X-3014, 1974.
Szuch, J. R. and Bruton, W. M., "Real-Time Simulation
of the TF30-P-3 Turbofan Engine Using a Hybrid Computer",
NASA TM X-3106, 1974.
Szuch, J. R. and Seldner, K., "Real-Time Simulation of
F100-PW-100 Turbofan Engine Using The Hybrid Computer",
NASA TM X-3261, 1975.
Takeya, K and Ohteki, Y., "Technical Problems on Advanced Reheat Gas Turbines Under the Moonlight Project",
1983 Tokyo International Gas Turbine Congress, 83-TOKYOIGTC-117, 1983.
Takeya, K, Ohteki, Y. and Yasui, H, "Current Status of
Advanced Reheat Gas Turbines AGTJ-100A, (Part-3) Experimental Results of Shop Tests", ASME paper 84-GT-57, 1984.

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