MT113 Lecture DE 2011

Diesel engines for fast ships
Background, sizing, characteristics
Hugo Grimmelius
Educational goals
explain the working principles of the modern turbocharged diesel engine, understand the most important parameters that make diesel engines light and compact, i.e. the factors determining power density, understand how to obtain reasonable efficiency for these light and compact engines, i.e. the factors determining fuel economy, explain the limits of the engine characteristics in relation with the characteristic of the propulsor, describe the features that can widen the engine characteristic, describe some special topics relating to the installation of diesel engines on board ships.
Last but not least this course will: provide some factual information on particular engines available in the market (third lecture)
High speed diesel engine
Pagina 1
1
Principle of turbocharging
Inlet Filter Turbocharger Exhaust Silencer
Charge Air Compressor Intercooler
Exhaust Gas Turbine
IC
Exhaust
Inlet Receiver
inl
exh Receiver
Cylinders
P-V diagram as measured
Mean pressure
The indicated work as measured in a p-V diagram:
Wi =
rev
cycle
p dV = p V
S
def
Mathematically a mean value can be defined: p = This is the mean indicated pressure (MIP) also: indicated mean effective pressure (imep) Mechanical losses:
cycle
p dV
VS
p mi =
def
Wi VS
m =
def
We Wi
p me =
def
Define the mean effective pressure (MEP) also: brake mean effective pressure (bmep) So:
We VS
p me = m p mi
Pagina 2
2
Work in the diesel engine overview of losses
Qf
Qf
Wi
Qf
friction/pumps etc
Wi
Pagina 3
3
Qf
friction/pumps etc
Wi
We
usefull
Connection with power and torque

Nr of work cycles per second depends on: - rotational speed (n) - NR of cylinders (i) - type 2-stroke: k = 1 4-stroke: k = 2 Power is work per unit time:
PB = We f
Engine frequency (in Hz):

f= in k
We = k
PB in
p me = k
PB i n VS
Power made specific with a volume flow:
Torque is power divided by angular velocity

MB = PB P = B 2 n PB = 2 M B n
V = i n VS
MB i VS
p me = 2 k
So for a given engine MEP is torque!
Power density
Cluster the formula for mean effective pressure as follows:
p me =
k PB n i VS
Then power related to total engine cylinder displacement is:
SVSP =
PB p n = me i VS k
Stroke Volume Specific Power
Conclusion for high power density: - High speed - High mean effective pressure - 2-stroke instead of 4-stroke !!?
Pagina 4
4
Trend of power per stroke volume

as function of nominal speed
50 High speed 4-stroke V-engines
Specific power related to swept volume
Power/cyl vol in kW/ltr
40
High/medium speed 4-stroke Line-engines High/medium speed 4-stroke V-engines Medium speed 4-stroke Line-engines Medium speed 4-stroke V-engines Low speed 2-stroke Line engines
30
20
10
0 0 400 800 1200 1600 2000 2400
Nominal engine speed in rpm
Trend of weight specific power

0.500
Weight specific power

High speed 4-stroke V-engines 0.400 High/medium speed 4-stroke Line-engines High/medium speed 4-stroke V-engines Medium speed 4-stroke Line-engines Medium speed 4-stroke V-engines Low speed 2-stroke Line engines 0.000 0 400 800 1200 1600 2000 2400
Weight specific power MW/ton
0.300
0.200
0.100
Trend of volume specific power

0.500
Volume specific powe r

High speed 4-stroke V-engines 0.400 High/medium speed 4-stroke Line-engines High/medium speed 4-stroke V-engines Medium speed 4-stroke Line-engines Medium speed 4-stroke V-engines Low speed 2-stroke Line engines 0.000 0 400 800 1200 1600 2000 2400
Volume specific power MW/m3
0.300
0.200
0.100
Pagina 5
5
Bore area and mean piston speed

Cluster the formula for mean effective pressure as follows:
p me =
k P B n LS i A B
PB p n LS = me iAB k
with: VS = L S A B
Then power related to total engine bore area is:
BASP =
Bore Area Specific Power
Introduce mean piston speed:
cm =
Then:
def
distance 2 LS = 1 time n
c m = 2 n LS
BASP =
PB p c = me m iAB 2k
with:
p me c m
Technology
Trend of technology parameter

Technology parameter Diesel Engines
400 High speed 4-stroke V-engines 300 High/medium speed 4-stroke Line-engines High/medium speed 4-stroke V-engines Medium speed 4-stroke Line-engines 100 Medium speed 4-stroke V-engines Low speed 2-stroke Line engines 0 0 400 800 1200 1600 2000 2400
Technology: pe*cm in bar * m/s
200
Maximum power from engine block

Maximum power is proportional to NR of cylinders, bore area and technology; for 4-stroke divide by k = 2:
PB = i A B
Bore area cannot be chosen arbitrarily: D 2 L 2 n2 A B = D B 2 = B2 S 2 4 4 LS n Introduce ratio Stroke/Bore: S = L S / D B For 4-stroke between 1,1 and 1,5 Mean piston speed: c m = 2 n L S between 8 and 12 m/s!
p me c m 2k
AB =
cm2 1 16 S 2 n 2
PB = i
p me c m 3 1 32 k S 2 n 2
Pagina 6
6
Maximum power of diesel engines

for several nominal shaft speeds and technologies
70 60 50 40 30 20 10 0 0 250 500 750 1000 1250 1500 1750 2000 Slow speed: 2-stroke, 12 cyl, pe = 18 bar, cm = 8 m/s, L/D = 3.5
Maximum power obtainable from diesel engines
Maximum power in MW
Nominal speed in rpm

for several nominal shaft speeds and technolgies
70 60 50 40 30 20 10 0 0 250 500 750 1000 1250 1500 1750 2000 Medium speed: 4-stroke, 16 cyl, pe = 24 bar, cm = 10 m/s, L/D = 1.3

Slow speed: 2-stroke, 12 cyl, pe = 18 bar, cm = 8 m/s, L/D = 3.5
Maximum power in MW

for several nominal shaft speeds and technolgies
70 60 50 40 30 20 10 0 0 250 500 750 1000 1250 1500 1750 2000 High speed: 4-stroke, 20 cyl, pe = 30 bar, cm = 12 m/s, L/D = 1.1
Maximum power in MW
Slow speed: 2-stroke, 12 cyl, pe = 18 bar, cm = 8 m/s, L/D = 3.5 Medium speed: 4-stroke, 16 cyl, pe = 24 bar, cm = 10 m/s, L/D = 1.3
Pagina 7
7

actual from database
90 80 70 60 High speed 4-stroke V-engines High/medium speed 4-stroke Line-engines High/medium speed 4-stroke V-engines Medium speed 4-stroke Line-engines Medium speed 4-stroke V-engines Low speed 2-stroke Line engines 0 400 800 1200 1600 2000 2400
Power of Diesel Engines
Pb in MW
50 40 30 20 10 0

zoom in on medium and high speed
25 High speed 4-stroke V-engines 20 High/medium speed 4-stroke Line-engines High/medium speed 4-stroke V-engines Medium speed 4-stroke Line-engines Medium speed 4-stroke V-engines Low speed 2-stroke Line engines 0 400 800 1200 1600 2000 2400
Pb in MW
15
10

zoom in on high speed
10 High speed 4-stroke V-engines 8 High/medium speed 4-stroke Line-engines High/medium speed 4-stroke V-engines Medium speed 4-stroke Line-engines Medium speed 4-stroke V-engines Low speed 2-stroke Line engines 0 800 1200 1600 2000 2400
Pb in MW
Pagina 8
8
Efficiency
Total efficiency is work out divided by heat in
tot =
def
We W = m i Qf Qf
Losses: Unburned:
m =
def
We Wi
def
Heat in originates from fuel:
Q f m f LHV
Not all heat produced goes into the cycle process:
comb =
q =
d ef
Q comb Qf
Q Q
i
Q i = comb q Q f
This is equal to an area in a T-S diagram:
rev
Cooling:
com b
Qi =
combustion
T dS
Wi Qi
Thermodynamic efficiency:
So finally for total efficiency:
td =
Wi = Qi
c y c le
p dV T dS
tot = m com b q
c o m b u s tio n
Heat and work in the diesel engine overview of losses
Qf
friction/pumps etc
Wi
We
usefull

combustion loss
Qf
Qcomb
friction/pumps etc
Wi
We
usefull
Pagina 9
9

combustion loss cooling water
Qf
Qcomb
Qi
friction/pumps etc
Wi
We
usefull

combustion loss cooling water
Qf
Qcomb
exhaust gases
Qi
friction/pumps etc
Wi
We
usefull
Trend of efficiency
55% in nominal point
as function of nominal speed (= size)

Overall efficiency Diesel Engines
High speed 4-stroke V-engines
Overall efficiency in %
50%
High/medium speed 4-stroke Line-engines High/medium speed 4-stroke V-engines Medium speed 4-stroke Line-engines Medium speed 4-stroke V-engines Low speed 2-stroke Line engines
45%
40%
35%
30% 0 400 800 1200 1600 2000 2400
Nominal engi ne speed in rpm
Pagina 10
10
P-V diagram
p Compression ratio: Geometric Effective
V = BDC VTDC
def
rc =
def
V1 V2
V1 < VBDC V2 = VTDC
1 V
rc <
VTDC
VS VBDC
Seiliger parameter definition

p 3 4 5 2
rc =
def
def
V1 V2
p3 p2
V4 V3
a=
6 1 V
b=
def
c=
def
V5 V4
VTDC
VS VBDC
V6 = V1
Seiliger parameters
rc =
a=
def
def
V1 V2
p3 p2
4 independent parameters:
rc , a , b , c
V b= 4 V3
def
c=
def
V5 V4
V6 = V1
V V V V re = 6 = 6 3 4 V5 V3 V4 V5
def
re =
V3 = V2
V1 V3 V4 r = c V2 V4 V5 b c
Dependent parameter !
Pagina 11
11
Logarithmic p-v and T-s diagram

log p - log v diagram
1000 10000
Log T - s diagram Absolute temperature in K
Pressure in bar
100 Nominal case Ambient condition 10
1000
Nominal case Ambient
1 0.010 0.100 1.000
100 0.0 0.5 1.0 1.5 2.0
Specific volume in m3/kg
Specific entropy in kJ/kg/K
Complete Seiliger definition

stage 1-2 2-3 3-4 4-5 5-6 Volume ratio pressure ratio
Temperature ratio
V1 def = rc V2 V3 def =1 V2
p2 = rc p1 p 3 def =a p2
T2 = rc 1 T1
T3 =a T2 T4 =b T3 T4 def =1 T5
V4 def =b V3 V5 def =c V4 V6 rc = V5 b c
V6 def =1 V1
p 4 def =1 p3 p4 =c p5
p 5 rc = p6 b c p6 = p1 rc a
T5 rc = T6 b c
6-1
rc c b c
T6 rc 1 a b = T1 rc 1 b c = a b c 1
= a b c 1
Heat flows
Total heat in comprises of 3 stages:
q in = q 23 + q 34 + q 56
From basic thermodynamics:
q 23 = c v (T3 T2 ) = c v T1 rc 1 ( a 1)
q 34 = c p (T4 T3 ) = c v T1 rc 1 a ( b 1)
V q 45 = R T4 ln 5 = c v T1 ( 1) rc 1 a b ln( c) V4
Total heat out comprises of the exhaust:
q out = q 61
Thermodynamics:
q 61 = c v (T6 T1 ) = c v T1 (a b c 1 1)
Note that all specific heat flows can be expressed in temperature at the beginning, specific heat and the 4 parameters
Pagina 12
12
Thermodynamic efficiency
Input heat = heat in:
q i = q in
qi Then: = rc 1 {( a 1) + a ( b 1) + ( 1) a b ln( c)} c v T1

Thermodynamic efficiency is by definition:
td =
def
w i w out w in = qi q in q in q out q = 1 out q in q in
For closed cycle process:
w out w in = q in q out
Efficiency fully expressed in heat flows!!
td =
td = 1
1 a b c 1 1 rc 1 ( a 1) + a ( b 1) + ( 1) a b ln( c)
Specific work
Nett work output = work out - work in:
w i = w out w in
w i = td q in
td =
def
w out w in q in
wi = td rc 1 {( a 1) + a ( b 1) + ( 1) a b ln( c)} c v T1
When the expression found for the thermodynamic efficiency is substituted the specific work also can be fully expressed in the 4 Seiliger parameters. The same answer would be obtained if the net work would have been directly calculated from: w = w + w + w
out 34 45 56
w in = w 12
Mean indicated pressure

Mean indicated pressure is by definition:
p mi =
def
Wi VS
Work = mass x spec. work: p V Wi = m1 w i = 1 1 w i R T1 Substitutions: V1 V1 VTDC r = = c VS V2 VBDC VTDC 1
p mi V1 w i = p1 VS R T1
R T1 = c p c v T1 = ( 1) c v T1
p mi 1 r wi = c p1 1 1 c v T1
p mi r = td c r 1 {(a 1) + a ( b 1) + ( 1) a b ln( c)} p1 1 1 c
Pagina 13
13
Constraint: maximum pressure

Maximum pressure is important engine limit. It can be expressed in the parameters:
p max = p 3 = a rc p1
p rc = max a p1
Parameter a is fixed by the premixed stage of the combustion and the injection timing. If the charge pressure is fixed as well the effective compression ratio is a dependent variable !!
Constraint: air excess ratio

Air excess is an important limit for diesel combustion. Start with air/fuel ratio: def m Substitutions: ma m1 LHV a
afr =
mf
m1
Qf
Qf 1 Q q = i i m1 comb q m1 q
ma def = scav 1 m1
def
afr LHV = q qi
= q
LHV 1 c v T1 rc 1 {( a 1) + a ( b 1) + ( 1) a b ln( c)}
b=
LHV 1 ( a 1) + a q c v T1 rc 1 ( 1) a ln( c) + a

Mean indicated pressure as function of charging and maximum pressure ratio
40
influence of charge pressure and maximum pressure
Mean indicated pressure in bar
30
20
Nominal point: picharge = 3; taucharge = 1.2; a = 1.5; pimax = 160; c = 2.5; lambda = 2.0
10
0 1 2 3 4 5
Charging pressure ratio pc/p0
Pagina 14
14

40
pm indicated: pimax = 160
30
20
10
0 1 2 3 4 5

40

30
20
10
0 1 2 3 4 5

40

30
20
10
0 1 2 3 4 5
Pagina 15
15
Theoretical efficiency

Efficiency as function of charging and maximum pressure ratio
72%
Efficiency (eta) in %
64%
56%
48%
40% 1 2 3 4 5

72%
Ideal efficiency: pimax = 160
64%
56%
48%
40% 1 2 3 4 5

72%
64%
56%
48%
40% 1 2 3 4 5
Pagina 16
16

72%
64%
56%
48%
40% 1 2 3 4 5

72%
Ideal efficiency: pimax = 160 Ideal efficiency: pimax = 240
64%
56%
48%
Diesel limit: rc = 12
40% 1 2 3 4 5
p-v and T-s diagram

influence charge pressure
1000
Pressure in bar
100
picharge = 1.5 Ambient condition
10
1 0.010 0.100 1.000
Pagina 17
17
p-v and T-s diagram

1000
Pressure in bar
100
picharge = 3 picharge = 1.5 Ambient condition
10
1 0.010 0.100 1.000
p-v and T-s diagram

1000
Pressure in bar
100
picharge = 5 picharge = 3 picharge = 1.5
10
1 0.010 0.100 1.000
p-v and T-s diagram

1000 10000
Log T - s diagram
100
Absolute temperature in K
Pressure in bar
picharge = 1.5 1000 Ambient condition
10
1 0.010 0.100 1.000
100 0.0 0.5 1.0 1.5 2.0
Pagina 18
18
p-v and T-s diagram

1000 10000
Log T - s diagram
100
Pressure in bar
picharge = 3 1000 picharge = 1.5 Ambient condition
10
1 0.010 0.100 1.000
100 0.0 0.5 1.0 1.5 2.0
p-v and T-s diagram

1000 10000
Log T - s diagram
100
Pressure in bar
picharge = 5 1000 picharge = 3 picharge = 1.5 Ambient condition
10
1 0.010 0.100 1.000
100 0.0 0.5 1.0 1.5 2.0
p-v and T-s diagram

influence peak pressure
1000
Pressure in bar
100 pimax = 120 Ambient condition
10
1 0.010 0.100 1.000
Pagina 19
19
p-v and T-s diagram

1000
Pressure in bar
100 pimax = 160 pimax = 120 10 Ambient condition
1 0.010 0.100 1.000
p-v and T-s diagram

1000
Pressure in bar
100 pimax = 240 pimax = 160 10 pimax = 120
1 0.010 0.100 1.000
p-v and T-s diagram

1000 10000
Log T - s diagram
Pressure in bar
pimax = 120 1000 Ambient condition
1 0.010 0.100 1.000
100 0.0 0.5 1.0 1.5 2.0
Pagina 20
20
p-v and T-s diagram

1000 10000
Log T - s diagram
Pressure in bar
pimax = 160 1000 pimax = 120 Ambient condition
1 0.010 0.100 1.000
100 0.0 0.5 1.0 1.5 2.0
p-v and T-s diagram

1000 10000
Log T - s diagram
Pressure in bar
pimax = 240 1000 pimax = 160 pimax = 120 Ambient condition
1 0.010 0.100 1.000
100 0.0 0.5 1.0 1.5 2.0
The basic idea of turbocharging

including effect of losses
Ideal amount of mass in cylinder:
m =
id gas
p c VS R a Tc
air part: m a = trap
p c VS R a Tc
Air/fuel ratio
afr =
def
ma mf
LHV p V LCV = trap c S afr R a Tc afr
(1)
Fuel heat: Q f m f LHV Work per cycle: Substitute (1):
Q f = ma
W e = tot Q f
where: tot = m comb q td
We = m comb q td trap
p c VS LHV R a Tc afr
Mean effective pressure: Also:
p me = m comb q trap
p c 1 LHV td Tc afr R a
p me = m p mi
Pagina 21
21
Mechanical & heat input efficiency

influence of charge pressure
100% 95% Mechanical efficiency
Mechanical and heat losses as function of charging ratio
(Partial) efficiency in %
90%
85% 80% Nominal value Mechanical efficiency
75%
70% 1 2 3 4 5
Mechanical & heat input efficiency

influence of charge pressure
100% 95%
Mechanical and heat losses as function of charging ratio

Heat input efficiency
(Partial) efficiency in %
90%
Mechanical efficiency
85% 80% Nominal value Heat input efficiency Nominal value Mechanical efficiency 1 2 3 4 5
75%
70%
Mean effective pressure

Mean effective pressure as function of charging and maximum pressure ratio
40

Mean effective pressure in bar
30
20
10
0 1 2 3 4 5
Nominal point: picharge = 3; taucharge = 1.2; a = 1.5; pimax = 160; c = 2.5; lambda = 2.0; eta-m = 0.9; eta-q = 0.92
Pagina 22
22

40

30
20
10
0 1 2 3 4 5

40

30
20
10
pm effective: pimax = 160
0 1 2 3 4 5

40

30
20
10
0 1 2 3 4 5
Pagina 23
23

40

pm indicated: pimax = 240 pm indicated: pimax = 160
30
20
10
0 1 2 3 4 5
Efficiency
72%

64%
56%
48%
40% 1 2 3 4 5
Efficiency
72%

64%
56%
48%
40% 1 2 3 4 5
Pagina 24
24
Efficiency
72%

64%
56%
Total efficiency: pimax = 160
48%
40% 1 2 3 4 5
Efficiency
72%

64%
56%
48%
40% 1 2 3 4 5
Efficiency
72%

Ideal efficiency: pimax = 240 Ideal efficiency: pimax = 160
64%
56%
48%
40% 1 2 3 4 5
Pagina 25
25
Efficiency
72%
influence of charge pressure and Ideal efficiency: pimax = 240 pressure maximum
64%
56%
48%
Nominal point: picharge = 3; taucharge = 1.2; a = 1.5; pimax = 160; c = 2.5; lambda = 2.0; eta-m = 0.9; eta-q = 0.92 Diesel limit: rc = 12
40% 1 2 3 4 5
Variation of charge & maximum pressure

Trade-off between fuel economy and power density
65%
Total efficiency (eta-tot) in %
60% 55% 50% 45% 40% 35% 0 10
= 30 piscav = 1.3 = 14 1999 picharge = 3 10 = 1969 picharge = 1.5 picharge = 5 1969 20 30 40
pimax = 800
pimax = 400 piscav = 1.4 1999 pimax = 220 pimax = 160 picharge = 8 50 60
Brake mean effective pressure (bmep) in bar
Reaching 60% overall efficiency?

65%
60% 55% 50% 45% 40% 35% 0 10 20 30 40 50 60 Constant bmep Constant picharge Constant
Brake mean effective pressure (bmep) in bar
Pagina 26
26
Trade-off DE cycle performance

52%
48%
44%
40%
36% 0 8 16 24 32 40
Brake mean effective pressure in bar

52%
pimax = 160
48%
44%
40%
36% 0 8 16 24 32 40

52%
pimax = 160
48%
44%
pimax = 120
40%
36% 0 8 16 24 32 40
Pagina 27
27

52%
pimax = 240
48%
pimax = 160
44%
pimax = 120
40%
36% 0 8 16 24 32 40

52%
pimax = 240
pimax = 160
48%
44%
pimax = 120
40%
picharge = 3
36% 0 8 16 24 32 40

52%
pimax = 240
pimax = 160
48%
pimax = 120
44%
picharge = 3
40%
picharge = 1
36% 0 8 16 24 32 40
Pagina 28
28

52%
pimax = 240

pimax = 160
48%
pimax = 120
44%
picharge = 5
picharge = 3
40%
picharge = 1
36% 0 8 16 24 32 40

52%
pimax = 160
influence of charge pressure and pimax = 240 maximum pressure

pimax = 120
48%
picharge = 5
44%
picharge = 3
40%
picharge = 1
36% 0 8 16 24 32 40
Nominal point: picharge = 3; taucharge = 1.2; a = 1.5; pimax = 160; c = 2.5; lambda = 2.0; eta-m = 0.9; eta-q = 0.92 Diesel limit: rc = 12
Comparison GT - DE
Trade-off between efficiency and specific w ork
60%
IC-RH2-HE DE
Cycle efficiency
50%
IC
40%
SC IC-RH2
30%
20% 200 400 600 800 1000
Specific work in kJ/kg
Pagina 29
29
Two-stage turbocharging
Inlet Filter LP Turbocharger Exhaust Silencer LP Charge Air Compressor LP Intercooler LP Exhaust Gas Turbine
IC
HP Turbocharger
HP Charge Air Compressor HP Intercooler
HP Exhaust Gas Turbine
IC
Exhaust
Inlet Receiver
inl
exh Receiver
Cylinders
Limits in engine characteristic

Max power Engine power (kW)
Max rpm
min rpm
Min power Engine speed (rpm)
Power speed characteristic
real high speed, highly turbocharged engine
Pagina 30
30
Three load curves for part load

Engine characteristic
100%
Power in % of nominal
80%
60%
Constant speed
40%
Nominal point
20%
0% 0% 20% 40% 60% 80% 100%
Engine speed in % of nominal

100%
80%
60%
Propeller law Constant speed
40% Nominal point 20%
0% 0% 20% 40% 60% 80% 100%

100%
80%
60%
Constant torque Propeller law
40%
Constant speed Nominal point
20%
0% 0% 20% 40% 60% 80% 100%
Pagina 31
31
Charge pressure at part load

Charge pressure vs power
4.0
Charge pressure in bar
3.0
Constant speed 2.0 Nominal point 1.0
0.0 0% 20% 40% 60% 80% 100%

4.0
3.0 Propeller law 2.0 Constant speed Nominal point 1.0
0.0 0% 20% 40% 60% 80% 100%

4.0
3.0 Constant torque 2.0 Propeller law Constant speed Nominal point 1.0
0.0 0% 20% 40% 60% 80% 100%
Pagina 32
32
Air and fuel flow at part load

Inlet mass flow vs power Inlet massflow in % of nominal
100% 80% 60% 40% 20% 0% 0% 20% 40% 60% 80% 100% Constant speed
Nominal point

100% 80% 60% 40% Nominal point 20% 0% 0% 20% 40% 60% 80% 100% Propeller law Constant speed

100% 80% Constant torque 60% 40% 20% 0% 0% 20% 40% 60% 80% 100% Propeller law Constant speed Nominal point
Pagina 33
33

Inlet mass flow vs power Inlet massflow in % of nominal Fuel massflow in % of nominal
100% 80% Constant torque 60% 40% 20% 0% 0% 20% 40% 60% 80% 100% Propeller law Constant speed Nominal point 100% 80% 60% 40% 20% 0% 0% 20% 40% 60% 80% 100% Constant speed
Fuel mass flow vs power
Nominal point
8.2

Inlet mass flow vs power Fuel mass flow vs power Fuel massflow in % of nominal
100% 80% 60% 40% Nominal point 20% 0% 0% 20% 40% 60% 80% 100% Propeller law Constant speed
Inlet massflow in % of nominal
100% 80% Constant torque 60% 40% 20% 0% 0% 20% 40% 60% 80% 100% Propeller law Constant speed Nominal point

Inlet mass flow vs power Inlet massflow in % of nominal Fuel massflow in % of nominal
100% 80% Constant torque 60% 40% 20% 0% 0% 20% 40% 60% 80% 100% Propeller law Constant speed Nominal point 100% 80% 60% 40% 20% 0% 0% 20% 40% 60% 80% 100% Constant torque Propeller law Constant speed Nominal point
Fuel mass flow vs power
Pagina 34
34
Air excess and sfc at part load

Air excess ratio vs power
3.0
Air excess ratio in cylinder
2.5 2.0 1.5 1.0 0.5 0.0 0% 20% 40% 60% 80% 100% Nominal point
Constant speed

3.0
2.5 2.0 1.5 1.0 0.5 0.0 0% 20% 40% 60% 80% 100% Propeller law Constant speed Nominal point

3.0
2.5 2.0 1.5 1.0 0.5 0.0 0% 20% 40% 60% 80% 100% Constant torque Propeller law Constant speed Nominal point
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35

3.0
Specific fuel consumption vs power

280 260
2.5
sfc in g/kWh
2.0 1.5 1.0 0.5 0.0 0% 20% 40% 60% 80% 100%
Constant torque Propeller law Constant speed Nominal point
240 220 200 180 0% 20% 40% 60% 80% 100%
Constant speed
Nominal point

3.0

280 260
2.5
sfc in g/kWh
2.0 1.5 1.0 0.5 0.0 0% 20% 40% 60% 80% 100%
Propeller law 240 Constant speed 220 200 180 0% 20% 40% 60% 80% 100% Nominal point

3.0

280 260
2.5
sfc in g/kWh
2.0 1.5 1.0 0.5 0.0 0% 20% 40% 60% 80% 100%
Constant torque 240 220 200 180 0% 20% 40% 60% 80% 100% Propeller law Constant speed Nominal point
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Trajectories in compressor map

Compressor characteristic
4.0
3.0
Constant speed 2.0
Nominal point 1.0
0.0 0% 20% 40% 60% 80% 100%
Inlet mass flow in % of nominal

4.0
3.0 Propeller law 2.0 Constant speed Nominal point
1.0
0.0 0% 20% 40% 60% 80% 100%

4.0
3.0 Constant torque 2.0 Propeller law Constant speed 1.0 Nominal point
0.0 0% 20% 40% 60% 80% 100%
Pagina 37
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Methods to broaden engine characteristics
Sequential turbocharging
Inlet Filter Exhaust Silencer Inlet Filter
IC
IC
Cylinders bank A
Cylinders bank B
exhaust receiver
Inlet receiver A
principle lay-out
Inlet receiver A
Pagina 38
38
influence on power/speed characteristic
Resilient mounting
Fast ROPAX ferry

CPP 5400 mm 144rpm PTO 3800 kW WRTSIL 12V46 11 200 kW Auxpac 1140W6L20 1 140 kW Auxpac 1140W6L20 1 140 kW WRTSIL 12V46 11 200 kW
Stern thruster 1 x 1500 kW WRTSIL 12V46 11 200 kW Bow thrusters 3 x 1500 kW Auxpac 1140W6L20 1 140 kW WRTSIL 12V46 CPP 5400 mm 144 rpm PTO 3800 kW 11 200 kW
Auxpac 1140W6L20 1 140 kW
Engine loading (%MCR) incl Sea Margin 10%

Port
2 x 12 V46 2 x 12V46 2 x Auxpac 2 x Auxpac SG SG 1 x 69% -
INSTALLED POWER : Mechanical power Electrical power 44 800 kW 4 560 kW
Man.
50% 50% 82% 82% 79% 79%
27 kn
80% 80% 29% 29% Mech Electrical
Total installed power
49 360 kW
Pagina 39
39
Next time
Strength / materials Lex Vredeveld / Ingrid Schipperen (TNO)
Pagina 40
40

MT113 Lecture DE 2011

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Diesel engines for fast ships

Background, sizing, characteristics

High speed diesel engine

Charge Air Compressor Intercooler

Exhaust Gas Turbine

P-V diagram as measured

Work in the diesel engine overview of losses

Work in the diesel engine overview of losses

Work in the diesel engine overview of losses

Work in the diesel engine overview of losses

Connection with power and torque

Engine frequency (in Hz):

Power made specific with a volume flow:

Torque is power divided by angular velocity

So for a given engine MEP is torque!

Then power related to total engine cylinder displacement is:

Stroke Volume Specific Power

Trend of power per stroke volume

Specific power related to swept volume

Power/cyl vol in kW/ltr

0 0 400 800 1200 1600 2000 2400

Nominal engine speed in rpm

Trend of weight specific power

Weight specific power

Weight specific power MW/ton

Nominal engine speed in rpm

Trend of volume specific power

Volume specific powe r

Volume specific power MW/m3

Nominal engine speed in rpm

Bore area and mean piston speed

Then power related to total engine bore area is:

Bore Area Specific Power

Introduce mean piston speed:

Trend of technology parameter

Technology: pe*cm in bar * m/s

Nominal engine speed in rpm

Maximum power from engine block

Maximum power of diesel engines

Maximum power obtainable from diesel engines

Nominal speed in rpm

Maximum power of diesel engines

Maximum power obtainable from diesel engines

Nominal speed in rpm

Maximum power of diesel engines

Maximum power obtainable from diesel engines

Nominal speed in rpm

Maximum power of diesel engines

Power of Diesel Engines

Nominal engine speed in rpm

Maximum power of diesel engines

Nominal engine speed in rpm

Maximum power of diesel engines

Power of Diesel Engines

Nominal engine speed in rpm

Heat in originates from fuel:

So finally for total efficiency:

Heat and work in the diesel engine overview of losses

Heat and work in the diesel engine overview of losses

Heat and work in the diesel engine overview of losses

Heat and work in the diesel engine overview of losses

as function of nominal speed (= size)

Technology: pecm in bar m/s