Dynamic simulation of a high-

performance sequentially turbocharged

marine diesel engine

G Benvenuto
Dipartimento di Ingegneria Navale e Tecnologie
Marine (DINAV), University of Genova, Italy

U Campora
Dipartimento di Macchine, Sistemi Energetici e
Trasporti (DIMSET), University of Genova, Italy

Received 24 October 2001

Abstract: The sequential turbocharging technique is used 1. Introduction

to improve the performance of highly rated diesel engines
in particular at part loads. However, the transient behav-
iour of the sequential turbocharging connection/discon-
nection phases may be difficult to calibrate and requires
an accurate study and development. This may be
accomplished, in addition to the necessary experiment-
ation, by means of dynamic simulation techniques.
In this paper a model for the dynamic simulation of a
sequentially turbocharged diesel engine is presented. A
two-zone, non-adiabatic, actual cycle approach is used for
the chemical and thermodynamic phenomena simulation
in the cylinder. Fluid mass and energy accumulation in
the engine volumes are evaluated by means of a filling
and emptying method. The simulation of the turbocharger
dynamics combines the use of the compressor and turbine
maps with a model of the sequential turbocharging
connection/disconnection valves and of their governor
system.
The procedure is applied to the simulation of the
WaÈrtsilaÈ 18V 26X engine, a highly rated, recently devel-
oped, sequentially turbocharged marine diesel engine,
whose experimental results are used for the steady state
and transient validation of the simulation code with
particular reference to the sequential turbocharging
connection/disconnection phases. The presented results
show the time histories of some important variables during
typical engine load variations.
Key words: sequential turbocharging, marine diesel
engine, dynamic simulation
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In the marine or automotive and railway propulsion
field, the request for high specific power and high
efficiency diesel engines arises from the wish to
improve the transport capacity and speed. With this
aim, high supercharged diesel engines are devel-
oped, characterized by increased values of brake
mean effective pressure (b.m.e.p.), not only at design
conditions near to the engine maximum continuous
rating (MCR) but also at part load conditions. As
regards this last point, the main reason for the non-
satisfactory cylinder b.m.e.p. at part load is that the
turbine nozzle area is too large for the reduced gas
flow and temperature. As a consequence, in this case
the turbocharger (TC) compressor± turbine matching
produces a lack of air flow to the engine cylinders.
Moreover, at part load conditions, in the case of vari-
able engine speed, the compressor operating point
can move near to the surge line.
Among the various solutions proposed in the lit-
erature [1] to face this problem, the adoption of a
variable geometry turbine is at present the one most
used in the case of light and heavy duty automotive
diesel engines. This is justified in these applications
because, in spite of the presence of the gearshift,
the relatively wide range of angular speed, together
with the high torque required at low speed,
imply adequate variations of the engine working
point, which may be accounted for by the variable
geometry turbine. Advantageous features of this
solution are the relatively low cost, simplicity and

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G Benvenuto and U Campora
reliability together with the possibility of an accurate
performance optimization by means of an elec-
tronic control.
The situation is quite different in the case of marine
propulsion diesel engines, where the presence of a
fixed ratio gear between the engine and propeller
implies very large variations of the engine operating
point and the necessity to ensure, in the case of high-
speed vessels, a high torque also at low angular
speed. A substantial improvement of the part load
operation may be obtained in this case by means of
sequential turbocharging.
In these engines, in fact, characterized by a great
number of cylinders of relevant size, it may be con-
venient to use two or more turbochargers in order
to obtain the maximum air flowrate. Thus, it is poss-
ible to use only one TC when the engine runs at low
speed (part load condition), while two or more
turbochargers are used for high-speed (high load)
engine conditions. This solution is more efficient
as regards the improvement of part load engine
torque and efficiency, as compared with the variable
geometry turbine technique. However, it is more
complex and expensive and at present is applied
only to ship propulsion diesel engines, due to their
great size and cost.
The application of this turbocharging technique,
mostly in high-performance diesel engines, needs
an accurate study and development, with particu-
lar regard to the sequential TC connection/discon-
nection phases. This may be accomplished, in
addition to the necessary experimentation, by
means of dynamic simulation techniques. This
paper presents a complete and validated dynamic
simulation model of a sequentially turbocharged
marine diesel engine. The engine selected for the
simulation tests is the high-performance four-
stroke marine diesel engine W18V 26X [2], manu-
factured by WaÈrtsilaÈ.
This engine, having an MCR shaft power of
7200 kW at 1000 r/min, is characterized by high
power density (b.m.e.p. =28.2 bar at MCR) and lim-
ited mass. It is particularly suited for the propulsion
of fast vessels where a high power± bulk or power±
mass ratio is required. The turbocharging system of
this engine consists of two high-performance turbo-
chargers sequentially matched to obtain the best
performance, also at part load.
Experimental results are employed for the steady
state and transient validation of the simulation code.
Sequential TC connection/disconnection transient
simulation results are presented and discussed in
the paper.
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116
2. Sequential Turbocharging
The sequential turbocharging technique consists of
the use of a number of small turbochargers that
can be sequentially switched in and out of oper-
ation depending on the engine speed and power
demand. This type of charging system was intro-
duced by Brown Boveri in 1946 [3] but, because of
its complexity and cost, it did not seem to be
suitable for widespread adoption and was limited
to the ship propulsion engines [2± 7]. In fact,
sequential turbocharging diesel engine studies
regarding ground power generation and truck pro-
pulsion [1, 8, 9± 12], or spark ignition engines [13],
are presented in the literature but, as far as the
authors know, are not commercially applied.
In the turbocharging system considered here
the compressors and turbines are sequentially
switched in and out of operation by means of con-
necting/disconnecting valves. Whereas for the tur-
bine this valve is located at its inlet section, the
compressor connecting/disconnecting valve can be
located at its inlet [1, 4, 6, 7, 10± 12] or outlet section
[2, 3, 9, 13].
The analysis presented in reference [4] by
Herring underlines the opportunity, in the case of
sequential turbocharging, of changing the basic TC
principle from a `pulse’ to a `constant pressure’
system, while Borila [10± 12] recommends the use
of a `pulse’ system for good low-speed engine per-
formance and response. These different con-
clusions are probably caused by the fact that the
first work [4] is referred to a marine diesel engine,
while the others [10± 12] deal with diesel engines
for truck propulsion.
The sequential turbocharging technique can be
applied by using two or more turbochargers, by
interconnecting them to the cylinders sequentially
one by one. As regards the TC number, in the engine
described in reference [4], four TC groups are used.
In addition, in this case, each TC group is composed
of two turbochargers in series. This last choice is due
to the insufficient boost pressure obtained by a single
compressor. This problem is now solved with the
improved compressor designs. Also as regards the
TC number, nowadays engine manufacturers seem
to employ only two turbochargers, for reduced
system complexity and cost.
As far as the turbocharger size is concerned, Borila
[10] showed that the equal size turbocharger solution
is not optimal, at least for truck propulsion. An
unequal size turbocharger solution is used in the
Int J Engine Research Vol 3 No 3
 Dynamic simulation of a sequentially turbocharged marine diesel engine

marine sequential turbocharged diesel engine [2]
simulated here.
3. Engine Model
The scheme of Fig. 1 shows the sequential turbo-
charging system and its control valves as considered
in the engine model. In this figure, the turbocharger
named `1st TC’ is always active, while the one named
`2nd TC’ is disconnected at low engine speed and
load.
In previous studies the authors developed and
validated a dynamic simulation model [14] for tur-
bocharged diesel engines, to be used as part of a
more general model for the dynamic simulation of
ship propulsion plants [15± 17]. In the present study
the diesel engine model has been modified with the
purpose to describe the new TC system.
Figure 2 shows the overall scheme of the diesel
engine model, including the changes introduced to
simulate the sequential TC and its control. The model
is written in SIMULINK (MATLAB toolbox) lan-
guage [14] and is developed in modular form. Each
block of the scheme describes the pertinent engine
component. In the scheme of Fig. 2, only the main
thermodynamic, mechanical and control variables
exchanged between the blocks are reported. The
simulator input variables (Fig. 2) are the mass of
fuel injected in the cylinders (Mf ) and the engine
speed (nE ), while the output variable is the shaft
torque (tE ).
The engine simulation approach is based on the
`filling and emptying’ method. Cylinders and mani-
folds are assumed as a succession of control volumes,
whose temperature and pressure are determined by
means of mass and energy dynamic balance equa-
tions:

dr 1
= (Mi ­ Mo ) (1)
Fig. 1 Sequential turbocharging scheme. dt V

Fig. 2 Overall engine simulation model.

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d(rU) 1 3.4 Turbocharers

= (Mi hi ­ Mo ho +Mf Hf +W ­ P) (2)
dt V For the turbocharger compressor and turbine per-
formance simulation, steady state maps provided by
The dynamic balance torque equation is used for
the manufacturer are employed in two-dimensional
both engine and turbocharger speed evaluation:
matrix form. Generally speaking, the turbine flow-
dv 1 rate is expressed as a function of the expansion ratio
= t (3)
dt J (e T =pi /po ) and of the reduced speed (n/ Ti). In the
present case only a dependence on the expansion
A real gas model is employed for the fluid properties
ratio is considered (Fig. 3). On the other hand, the
evaluation. The specific internal energy and enthalpy
turbine efficiency is determined as a function of the
are assumed to be functions of both fluid composi-
kinematic ratio (ut /co ).
tion and temperature, as proposed by Benson and
As regards the compressor, the pressure ratio (b =
Whitehouse [18].
po / pi ) and the isentropic efficiency (g c ) are evaluated
as a function of the corrected volume flowrate:
3.1 Cylinder

S
A two-zone actual cycle model is used for the chemi- Tref
cal and thermodynamic phenomena simulation in V Cc =VC (6)
Ta
the cylinder, using crank angle as the independent
variable. During the cylinder volume variation, non- and of the corrected rotational speed:

S
adiabatic fluid compression/expansion processes are
Tref
evaluated, while the heat release during combustion nCc =nTC (7)
Ta
in the cylinder is modelled according to the Wiebe
equation [19]:
3.5 Torque equation

C A B D
h­ h ign Km+1 The engine shaft torque is evaluated, in the cylinder
dxb =1­ exp ­ Ka (4) block of Fig. 2, starting from the brake mean effective
Dh
pressure (b.m.e.p.), this last being calculated from
where dxb is the fuel fraction burned during the cal- the equation
culation step (dh). The combustion angle width (D h),
necessary for the Wiebe equation (4), is evaluated (b.m.e.p.)=(i.m.e.p.)+(p.m.e.p.)­ (f.m.e.p.) (8)
using a simple injector model [20]. Fuel pressures where
before the injector and injection start angle are
changed as functions of engine speed and mass of i.m.e.p.=gross indicated mean effective pressure
fuel injected. p.m.e.p.=pumping mean effective pressure
f.m.e.p.=mechanical friction mean effective
3.2 Intercooler and air receiver pressure
These components are grouped into a single block
This last quantity, expressed as a function of the
(Fig. 2). The air cooling effect is evaluated by
engine speed and of the gross indicated mean effec-
assuming a constant heat exchanger efficiency, while
tive pressure (i.m.e.p.), is evaluated with the
the pressure drop is computed as a function of the
procedure described in reference [22].
inlet pressure and mass flowrate. The fluid mass and
energy accumulation in these volumes are calculated
by means of the dynamic equations (1) and (2).

3.3 Exhaust gas receiver

In this module the blow-down effect through the
exhaust valve is considered using the following
equation [21]:

C A BA BD
kg ­ 1 pTi
TTi =Tcy o 1 ­ 1­ (5)
kg pcy o

The mass and energy accumulation in this compo-

nent volume are considered in analogy with the
intercooler and gas receiver model. Fig. 3 Turbine non-dimensional swallowing capacity map.
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118 Int J Engine Research Vol 3 No 3

 Dynamic simulation of a sequentially turbocharged marine diesel engine

4. Sequential Turbocharging Simulation elled by means of the equation

M2nd C =MCi sV2c (9)

The approach used in reference [14] for the turbo-
chargers simulation, where only one TC was mod- where the control valve parameter V2c (Fig. 2)
elled and the total engine air mass flow was obtained assumes a value equal to one when the valve is open,
by doubling that one of the single TC, is no longer while its value is zero when the valve is closed.
applicable in this case. The use of two turbochargers Simultaneously, the 1st TC compressor mass flow is
(Fig. 1) of unequal size and their sequential operation reduced as follows:
involves the necessity of simulating each TC (in
M1st C =MCi (1­ s V2c ) (10)
Fig. 2 only the shaft dynamic blocks are reported,
while the compressor and turbine models are
4.1.3 Air by-pass valve (V3 in Fig. 1)
included respectively in the `compressors’ and `tur-
This valve, together with the exhaust waste-gate
bines’ blocks).
valve (V4 in Fig. 1), ensures an efficient and safe
The number of sequential turbocharging control
engine operation. The air bypass valve is considered
valves (see Fig. 1) and the complexity of their control
as a convergent nozzle. Only a subsonic isentropic
system have required a complete remaking of this
flow equation [23] is used for its simulation:
simulator part. Only the turbocharger compressor
and turbine performance estimation schemes are the Mby=Ava V3c

G CA B A B DH
same as those used in reference [14] and described 2kg p 2/k p (kg+1)/kg 1/2
g
above. × pr ­
kg­ 1 i i pi pi
(11)
4.1 Turbocharging control valves
In this equation, the control valve parameter V3c
The turbocharging control valves are modelled in
(Fig. 2) simulates the valve throat area variation.
different ways depending on the engine component
Consequently, this coefficient assumes a zero value
modules to which they are connected. Valve equa-
when the valve is closed and a value equal to one
tions are included in the pertinent engine blocks.
when it is open.

4.1.1 2nd TC turbine inlet valve (V1 in Fig. 1) 4.1.4 Exhaust waste-gate valve (V4 in Fig. 1)
For the simulation of this valve, which cuts off the This valve is modelled in a similar way, but in this
mass flowrate to the turbine, a simple scheme is case a supersonic flow equation [23] is also used:

adopted: the valve is treated as a flow resistance in
series with the turbine. A valve control coefficient
(V1c in Fig. 2) is interpreted as a flow coefficient and
is introduced as a factor multiplying the turbine mass
flowrate value: when the valve is open, the value of
V1c is one, while it assumes a zero value when the
valve is closed.
The control valve parameter V1c comes from the
`TC sequential control’ module (Fig. 2). In order to
take into account the valve mechanism inertia, the
passage from the closed to open positions (and vice
versa) is assumed to vary with the time according to
a very short increase/decrease ramp. The same ramp
function was adopted for the control signal variation
of the other turbocharging sequential control valve
parameters (V2c , V3c and V4c in Fig. 2).
4.1.2 2nd TC compressor outlet valve (V2 in Fig. 1)
In the compressor model, the pressure ratio and the
efficiency are functions also of the mass flowrate,
which is an input variable (MCi in Fig. 2). Then the
outlet compressor cut-off valve (V2 in Fig. 1) is mod-
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C A B D
2 (k + 1)/(k ­ 1) 1/2
g g
Mwg =Av a V4c kg pi ri
kg +1
(12)
Obviously, for all of the valves mentioned above,
a partial opening may be simulated by assuming, in
this case, for the relative control valve coefficient, an
intermediate value between those corresponding to
full open and closed situations.
4.2 Turbocharging sequential control
In order to switch the 2nd TC in and out of operation,
the valves V1, V2, V3 and V4 are actuated, in the
WaÈrtsilaÈ 18V 26X engine, by a rather complex control
system that the simulator reproduces in its main
functions, as explained below.
In Fig. 4 the overall engine work area is shown in
the characteristic map of the delivered power versus
the engine speed (in this figure and in the following
ones the results are presented in dimensionless form,
by referring the quantities to the MCR values). As
can be seen in Fig. 4, the engine work area is sub-

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Fig. 4 Engine map and acceleration transient line.
divided into two parts: the first one, characterized
by low engine speed and power, where only the 1st
TC is active, and the second one, relative to high
speed and power engine work, where also the 2nd
TC is connected to the cylinders.
When the engine speed or the receiver pressure
exceeds prefixed values, the control system manages
the opening of the V1 and V2 valves, allowing the
2nd TC switching-in operation. It has to be noted
that, in order to prevent continuous switching in/out
of turbochargers, when the engine works at `border-
line’ between the two areas, the TC switching-in
point is different from the switching-out point. In
particular, the TC switching-in point occurs at an
engine speed or load greater than the switching-out
point. In Fig. 4 only the TC switching-in condition is
displayed.
It is well known [3] that for a correct TC connection
procedure, the turbine switching valve (V1 in Fig. 1)
must be open well before the compressor switching
valve (V2 in Fig. 1). For the present application a time
lag of 3 s is assumed. This time lag is not necessary
at TC shut-down.
In addition to the above-mentioned operations, in
order to ensure an efficient and safe engine manage-
ment, the turbocharging control system also manages
the air bypass and exhaust waste-gate valves (V3 and
V4 respectively in Fig. 1). In particular, the V3 valve
partial opening controls the air receiver pressure,
while the V4 valve is used to avoid the turbocharger
overspeed.
In the model, the above-mentioned control criteria
are simulated in the TC sequential control block of
Fig. 2. As can be seen, the input variables of this
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120
block are the following: engine speed (nE ), turbo-
charger speed (n1st TC and n2nd TC ) and air receiver
pressure (pCo ); the output variables are the valve
control parameters (V1 c , V2c , V3c , V4c ).
5. Validation and Results
The engine simulation code has been validated by
comparison with experimental results. A WaÈrtsilaÈ
18V 26X diesel engine was instrumented and connec-
ted to a hydraulic brake giving a cubic power func-
tion satisfying the engine MCR conditions (7200 kW
at 1000 r/min). In the simulator the dynamics of the
engine± brake system is evaluated by means of the
balance torque equation (3).
5.1 Steady state results
In Table 1, a comparison between the simulation
output and test data at MCR engine conditions is
reported. Mismatches turn out to be less than 2.4 per
cent. The engine performance map of Fig. 4 shows
experimental and calculated lines of constant specific
fuel consumption. It can be seen that the calculated
curves (solid lines) are in good agreement with the
experimental ones (dash-dot lines).
5.2 Transients results
A dynamic model validation has been obtained by
testing two different engine load variations. The first
transient is caused by an increasing ramp of engine
fuel mass flow, with consequent engine power and
speed variation from about 22 per cent MCR to full
load for the power and from 60 to 100 per cent MCR
Int J Engine Research Vol 3 No 3
 Dynamic simulation of a sequentially turbocharged marine diesel engine

Plant component Process variable Mismatches (%)

Engine Power ­ 0.07

Specific fuel consumption ­ 0.02
Maximum cylinder pressure ­ 0.57
Air receiver Outlet pressure 1.93
Inlet temperature 0.01
Outlet temperature 1.34
Outlet mass flow ­ 0.79
Exhaust gas receiver Outlet pressure 2.19
Turbocharger(s) 1st TC speed 0.57
2nd TC speed 2.31
Turbine(s) Outlet temperature 0.04

Table 1 Comparison between experimental and simulation results at MCR engine conditions.

for the speed. The acceleration transient line is
reported on the engine map in Fig. 4.
Figure 5 shows a comparison between experimen-
tal and calculated turbine and compressor switching
valve positions (respectively V1 and V2 in Fig. 1)
during the transient. In this figure, a zero coefficient
value means that the valve is closed, while a unit
value corresponds to a fully open valve. From the
comparison, the calculated and experimental data
appear to be in very good agreement.
Figure 6 shows the engine speed variation during
the acceleration; in this case there is also very good
agreement between the experimental and calculated
results. From the presented results it may be
observed that, during the transient, the 2nd TC
switching-in point occurs at a greater engine speed
than that reported in the engine map of Fig. 4. This
difference is justified because the engine used for the
transient experimental tests is characterizd by a dif-
ferent setting of the turbocharger sequential control,
as compared to the standard one shown in Fig. 4.
As regards the 1st TC speed variation, the results
reported in Fig. 7 show good agreement between the
experimental and calculated values, especially in the
final part of the acceleration transient. A greater but
limited difference can be noticed in the first part of
the transient and near the switching point.
The 2nd TC speed simulation (Fig. 8) shows good
agreement with the experimental values. There is a
limited overestimation of the speed only during the

Fig. 7 Acceleration transient, first turbocharger speed

variation.
Fig. 5 Acceleration transient, compressor and turbine switch-
ing valve positions.

Fig. 8 Acceleration transient, second turbocharger speed

Fig. 6 Acceleration transient, engine speed. variation.
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TC switching-in phase. The air receiver pressure pre-
diction during the acceleration transient (Fig. 9) is in
good agreement with the experimental data with the
exception of the switching-in phase, where the calcu-
lation does not account for the observed pressure
drop.
A greater difference between calculated and exper-
imental values is found as far as the exhaust gas
receiver pressure is concerned (Fig. 10). In this case,
in fact, a difference between experimental and calcu-
lated results already appears before the 2nd TC
switching-in point (see Fig. 5), while a better agree-
ment is reached in the final part of the acceleration
transient.
Fig. 11 shows the working line on the 1st TC com-
Fig. 9 Acceleration transient, air receiver pressure.
Fig. 10 Acceleration transient, exhaust gas receiver pressure.
Fig. 11 First turbocharger compressor map and acceleration
transient line.
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122
pressor map during the considered acceleration
transient. The figure points out the good dynamic
performance of the 1st TC during the 2nd TC
switching-in phase.
The second engine load variation, which has been
considered for the dynamic model validation, is due
to a decreasing ramp of engine fuel mass flow, with
consequent engine load and speed decrease from full
load to about 22 per cent MCR for the power and
from 100 to 60 per cent MCR for the speed. The decel-
eration line is very similar to the acceleration line
reported on the engine map in Fig. 4, but it is obvi-
ously routed the opposite way.
Figure 12 shows a comparison between the exper-
imental and calculated turbine and compressor
switching valve positions (respectively V1 and V2 in
Fig. 1) during the transient. As already stated, for the
2nd TC disconnection, the switching valve phase dif-
ference is not necessary. In Fig. 12 the position of the
switching valves V1 and V2 is thus reported by
means of a unique curve, which gives good agree-
ment between the experimental and calculated
values. For the engine speed prediction during the
transient (Fig. 13) good agreement with the exper-
imental data is also obtained.
Turbocharger speed variations are reported in
Figs 14 and 15. Both figures show good agreement
between the experimental and calculated values.
Only in the eventual part of the transient has a
Fig. 12 Deceleration transient, compressor and turbine switch-
ing valve positions.
Fig. 13 Deceleration transient, engine speed.
Int J Engine Research Vol 3 No 3
 Dynamic simulation of a sequentially turbocharged marine diesel engine

better precision than during the acceleration transi-

Fig. 14 Deceleration transient, first turbocharger speed
variation.
Fig. 15 Deceleration transient, second turbocharger speed
variation.
greater difference been noticed as regards the 1st TC.
Figures 16 and 17 show that the pressure variations
of both the air receiver and exhaust gas receiver,
during the deceleration transient, are predicted with
ent (Figs 9 and 10).
Finally, in Fig. 18 the 1st TC working transient line
is reported on the compressor map. It can be seen in
the figure that the TC dynamic conditions remain
within the corrected work area, but they are moving
near the surge line just before the 2nd TC switching-
out phase. This is due to the much lower load± speed
value selected compared with switching-in, as shown
in Fig. 11. From the literature [24] it is possible to
think that the simplifying assumption due to the fill-
ing and emptying approach has a minor influence,
even if not negligible, as regards the mismatches
between the experimental and predicted results.
Still better agreement between the experimental
and simulated results would probably be possible by
using the performance maps of the turbochargers
working in the tested engine. In fact, in the authors’
opinion, one of the major sources of mismatches
affecting the simulation results is the difference
between the turbocharger maps employed in the
simulator ( provided by the manufacturer) and those
of the turbochargers working in the tested engine,
the difference being due to the production allowance
and component ageing.
With regard to the compressor and turbine maps,
it has always been noted that during the periods of
connecting/disconnecting the 2nd TC, the phen-
omena taking place in TCs are of an extremely transi-
ent nature, so the compressor and turbine maps will
vary from those under steady state conditions. These
differences cannot easily be estimated. Another
factor that affects the accuracy of the simulation
results is the calibration of some submodels of the
simulation code (e.g. combustion, heat transfer,
friction, etc.), which was based on the steady state
experimental measurements.

Fig. 16 Deceleration transient, air receiver pressure.

Fig. 18 First turbocharger compressor map and deceleration

Fig. 17 Deceleration transient, exhaust gas receiver pressure. transient line.
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6. Conclusions V1c ± V4c control valve parameters

xb fuel mass burned fraction
The present dynamic model has been applied to a
high-performance marine diesel engine in order to a discharge coefficient
simulate fully the dynamic behaviour of the engine D difference
as a whole and in particular that of its sequential h crank angle
turbocharging system and related control apparatus. r density
Despite the complexity of the approach (the two- s compressor mass flow partition
zone actual cycle model is used for the in-cylinder t torque
phenomena simulation), the model appears to be W heat flow
quite robust and allows real-time performance v angular velocity
simulation on a personal computer.
The demonstrated good agreement between the Subscripts

simulated and experimental results relative to typical a ambient conditions

engine load variations, obtained on a high-perform- by bypass
ance sequentially turbocharged diesel engine, allows c corrected
the developed model to be validated and to make it cy cylinder
suitable for investigating other situations. This fact, C compressor
together with the great number of variables that the ex exhaust gas receiver
code allows to be monitored and elaborated, but only E engine
partly reported in the paper, makes this model a f fuel
useful research and simulation tool. It can be used g gas
for development and optimization purposes, in par- i inlet, stagnation condition
ticular as far as the diesel engine sequential turbo- ign ignition
charging apparatus and its control system is MCR maximum continuous rating
concerned. Further developments of the research, to o outlet
be published in another paper, foresee the evaluation ref reference value
of thermal and mechanical stresses induced in the T turbine
cylinder, piston and kinematic members during the TC turbocharger
switching phases. wg waste gate
1st first turbocharger (always active)
2nd second turbocharger
Notation

Av fully open throat valve area

Acknowledgements
b.s.f.c. brake specific fuel consumption
co isentropic expansion velocity The authors wish to acknowledge the support to the
h specific enthalpy present paper received from WaÈrtsilaÈ NSD. Partic-
Hf fuel lower heating value ular thanks are due to Dr Tremuli for his patient
kg ratio of specific heats
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