Diesel engines 2

Study of
MAN B&W L90MC/MCE
Christian Lorenzo Lozano
February 2011

2
INDEX

A. Thermodynamics…………………..3
1. Studying theoretical process………………..…………3
2. Superchargers…………………………………….…..13
3. Heat balance…………………………………...……..15

B. Dynamics of the piston……...……18

4. Mean indicated pressure and indicated power…….…18
5. Ideal curves…………………………………………..19
6. Tangential forces……………………………….…….20
7. Different cases………………………………………..23

Literature…………………………….25

3
A. Thermodynamics

1. Studying theoretical process:

We are going to guess pressure, temperature and volume in each point per one cylinder
in order to study the process.

Point 1:

The simulator gave us following data:

p1 = 3,05 bar
T1 = 320 K
ε =13 ,4
Vc = 0,124 m 3

The product of the compression relation and the compression volume will tell us when
compression starts:

V1 = Vc * ε
V1 = 0,124 m 3 * 13,4 = 1,662 m 3

So point one is:

p1 = 3,05 bar
T1 = 320 K
V1 = 1,662 m 3

Mass of air in the cylinder:

Data:
r = 287 J
kg * K
n = 74rpm
m total _ airflow = 173000kg
h

The compression air is:

p *V
m air =
r *T
305000 Pa *1,662m 3
mair = = 5,5195kg
287 J * 320 K
kg * K

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 This is the compression air, but the engine is supplied with more air in order to
evacuate all exhaust gasses.
Total air supplied (compression + scavering):

173000kg
* 60 s
5 cyl h min
mtotal _ air = = 7,793kg
3600 s * 74 rev rev * cyl
h min

Isentropic compression process 1-2:

V2 = Vc = 0,124 m 3
k=1,4 This is only an approximated value, because compression starts with a
value of more or less 1,4 and ends with 1,43

p 2 = p1 * (ε ) k
p 2 = 3,05 bar * (13,4)1, 4 = 115 ,4bar

T2 = T1 * (ε ) k −1
T2 = 320 K * (13,4)1, 4 −1 = 903 ,6 K

Point 2:
p 2 = 115 ,4bar
T2 = 903 ,6 K
V2 = 0,124 m 3

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Constant volume process 2-3

First we are going to calculate the heat transferred from the fuel to the process in order
to guess the next point.

Data:
m fuel = 3163 kg
h
n = 74 rev
min
Q fuel = 40640 kJ
kg

3163 kg
* 60 s
5 cyl h min
mtotal _ fuel = = 0,1425kg
3600 s * 74 rev rev * cyl
h min

The power of this fuel is:

Qtotal = 0,1425 kg * 40640 kJ = 5791,2 kJ

rev * cyl kg rev * cyl

For process 2-3 we are going to suppose that the half of the fuel is burned:

5791,2 kJ
rev * cyl
Q2 −3 = = 2895,6 kJ
2 rev * cyl

To calculate the point 3:

Q2 −3 = mtotal _ 3 * (T3 * Cv 3 − T2 * Cv 2 )
Q2 −3
+ T2 * Cv 2
mtotal _ 3
T3 =
Cv 3

Now the total mass of the cylinder has increased because of the fuel injected mass:

mtotal _ 3 = mair + m fuel _ 3

0,1425
mtotal _ 3 = 5,5195 kg + kg = 5,5908 kg
2

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In order to guess Cv, we are going to use the following table:

For T2 = 903 ,6 K → Cv2 = 0,754 kJ kgK

We don’t know Cv 3 but we can guess it. We are going to choose a “random” T3 to
guess it. I said “random” because we know that the temperature will be more or less
1500K, so we can make and approximation.

This is the first value that we are going to take:

For T3 = 1500 K → Cv3 = 0,808 kJ kgK

Calculation:
2895,6 kJ
rev * cyl
+ 903,6 K * 0,754 kJ
5,5908kg kgK
T3 = = 1484,2 K
0,808 kJ
kgK

It’s a little bit lower so we are going to repeat the calculation for T3 = 1484 K
→ Cv3 = 0,807 kJ
kgK

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 2895,6 kJ
rev * cyl
+ 903,6 K * 0,754 kJ
5,5908kg kgK
T3 = = 1486,0 K
0,807 kJ
kgK
The temperature is more or less right because for T3 = 1486 K → Cv3 = 0,807 kJ kgK
so we will take this value.

To calculate the pressure, just use ideal gas law:

p2
p3 = T3 *
T2
115 ,4bar
p3 =1486 K * =189 ,78 bar
903 ,6 K

Point 3:

p 3 = 189 ,78 bar

T3 = 1486 K
V3 = 0,124 m 3

Process 3-4 isobaric process

In order to calculate this point, we are going to do as we did before:

The heat transferred from the fuel is the same as before because we make the
supposition that the rest of the fuel is going to get burned in this process:

So:
The heat
Q3− 4 = 2895,6 kJ
rev * cyl

The mass
mtotal _ 4 = mtotal _ 3 + m fuel _ 4
0,1425
mtotal _ 4 = 5,5908 kg + kg = 5,66205 kg
2

Calculate the temperature:

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 Q3−4 = mtotal _ 4 * (T4 * Cp 4 − T3 * Cp 3 )
Q3−4
+ T3 * Cp 3
mtotal _ 4
T4 =
Cp 4

For T3 = 1486 K → Cp3 = 1,092 kJ kgK

We are going to try with: For T4 = 1900 K → Cp4 = 1,123 kJ kgK

2895,6 kJ
rev * cyl
+ 1486K * 1,092 kJ
5,66205kg kgK
T4 = = 1900,4 K
1,123 kJ
kgK

It is more or less what we supposed before, so Cp 4 will be the same.

To calculate the volume:

V3
V4 = T4
T3
0,124 m 3
V4 = 1900 ,4 K = 0,1586 m 3
1486 K

Point 4:

p 4 = 189 ,78 bar

T4 = 1900 ,4 K
V4 = 0,1586 m 3

Process 4-5 isentropic:

As before we are going to calculate the point like if it was a isentropic process, but in
the real process it isn’t, also the gas is no more air, are exhaust gases so the proprieties
have change a little.

V5 = V1 = 1,662 m 3
Pressure

9
 k
V 
p5 = p 4 *  4 
 V5 
1, 4
 0,1586 m 3 
p5 = 189 ,78bar *  3
 = 7,076 bar
 1,662 m 

Temperature

k −1
V 
T5 = T4  4 
 V5 
1, 4 −1
 0,1586 m 3 
T5 = 1900 ,4 K *  3
 = 742 ,5 K
 1,662 m 

Point 5:

p 5 = 7,076 bar
T5 = 742 ,5 K
V5 = 1,662 m 3

Those are the theoretical points:

Theoretical thermal efficiency of the cycle

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 Qwaist Cv 5 * T5 − Cv1 * T1
η theor = 1 − =1−
Qadded Cv 3 * T3 − Cv 2 * T2 + Cp 4 * T4 − Cp 3 * T3

Qwaist 0,74 * 742 ,5 − 0,715 * 320

ηtheor = 1 =1− = 0,688
Qadded 0,807 * 1486 − 0,754 * 903 ,6 + 1,123 * 1900 ,4 − 1,092 * 1486

Indicated thermal efficiency:

We used AutoCAD to measure area and distance:

So: 275 u=20 bar The length is 3601u

the area is 917204u

To calculate the mean indicate pressure:

20 bar 917204 u 2
p mi = * = 18 ,52 bar
275 u 3601 ,5u
The mean indicate power:

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 74 rev
Pi = p mi * Vt * n = 1852 kPa * 1,66 m 3 * 5cyl * = 18958 kW
60 s

The efficiency:

18958 kW
ηe = = 0,5286
35867 kW

Effective thermal efficiency:

Data:

Pshaft =16763 kW

3180kg
Pfuel = h * 40604,2 kJ = 35867kW
3600s kg
h
Calculation:

16763
ηe = = 0,467
35867

Air ratio:

We are going to consider that HFO needs 14 kg air per kg fuel.

We are going to calculate two airs ratio,
because of the scavering air,
Air ratio taking with all air flow (with
scavering air):
kg
172900 air
λ= h = 3,88
kg fuel kgair
3180 *14
h kg fuel

Air ratio inside the cylinder:

12
 kg
5,5908 air * 5cyl * 74 rev
cyl * rev min
λ= = 2,788
3180 kg fuel kg air
* 14
60 min kg fuel

Specific fuel consumption:

3 1 8 0 0 0g0
sp e cif_ fu e l_ co n su m= h = 1 8 9,7 g
1 6 7 6 kW
3 kW * h

2. Superchargers:
The turbocharger system consists on two turbochargers that take air from the machine
room and compress it with the power of the exhaust gasses. After them, the air is cooled
and dried before going into the scavering air receiver, although we are going to study
just the compression process:

We will take as pressure in the engine room 1bar and will dismiss the pressure drops
caused by the filters or conducts, these drops will be more or less 0,01bar, so it will not
affect so much to the calculation.

m air = 169000 kg
h
m gas = 174000 kg
h
p1 = 1bar p 2 = 3,05bar

Compressor: T1 = 313 K T2 = 445 K

Cp 1 = 1,006 kJ Cp 2 = 1,006 kJ
kgK kgK

Work:
wcomp = Cp * (T2 −T1 )

wcomp = 1,006 kJ * (445K − 313K ) = 132,7 kJ

kgK kg

Power:

13
Pcomp = m
 air * wcomp
169000 kg
Pcomp = * 132 ,7 kJ = 6233 ,8kW
3600 s kg
6233 ,8kW
Pcomp = = 3116 ,9kW per turbocharger
2
Efficiency:
k −1
 p2  k
T2 s = T1 * 
p 

 1 
1, 4 −1
 3,05 bar  1, 4
T2 s = 313 *   = 430 ,44 K
 1bar 

T2 s − T1
ηcomp =
T2 − T1
430 ,44 − 313
ηcomp = = 0,890
445 − 313

p3 = 2,69 bar p 4 = 1,01bar

Turbine: T3 = 646 K T4 = 513 K

Cp 3 = 1,01 kJ Cp 4 = 1,02 kJ
kgK kgK

Work:
wturb = Cp 3 * T3 − Cp 4 * T4

wturb = 1,01kJ * 646 K − 1,02 kJ * 513K = 129,2 kJ

kgK kgK kg

Power:
Pturb = m
 gas * wturb
174000 kg
Pturb = * 129 ,2 kJ = 6244 ,7 kW
3600 s kg
6244 ,7 kW
Pturb = = 3122 ,35 kW per turbocharger
2
Thermal efficiency:
k −1
 p3  k T3 − T4
T4 s = T3 * 
p 
 ηturb =
 4  T3 − T4 s
1, 4 −1
513 − 646
T4 s
 2,69 bar 
= 513 *  
1, 4
= 678 ,7 K
ηturb = = 0,803
513 − 678 ,7
 1,01bar 

Mechanical efficiency:

14
 Pcomp
ηmec =
Pturb
6233 ,8
ηmec = = 0,998
6244 ,7

3. Heat balance
In order to calculate the heat balance we will take as control volume the engine with the
turbocharger.

As we have calculated before:

The power supplied of the fuel is:
3180kg
Pfuel = h * 40604,2 kJ = 35867kW
3600s kg
h
We are going to take 40ºC as reference for the air that enters in the engine, so we don’t
need to calculate the power supplied of the entering air.

So the input power is going to be only the power supplied by fuel combustion:

Pinput = 35867 kW

In order to calculate the energy consumers, we are going to divided them into 4 big
groups:

Exhaust gasses

Total energy of the gasses:

174000kg
Pexh_ gas = h *  1,02 kJ * 513K − 1,006kJ * 313 = 10071,8kW
 kgK kgK
3600s  
h
This energy supplies the exhaust boiler, but first we are going to calculate the energy of
the gasses after the boiler:

174000kg
Pexh_ gas = h *1,006kJ * ( 455K − 313K ) = 6904,5kW
3600s kgK
h
That energy is loosed to the outside.

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The energy that the boiler takes from the gasses should be the difference between both
energies, but there are more looses, for example the isolation. So, we can calculate the
power absorbed by the boiler by knowing the flow and the temperature of the water and
steam that goes through it. But the simulator did this calculation, so we are going to take
that value for our calculations, because the difference of that value and our calculation
will be very little.

The power absorbed by the boiler is Pboiler = 2695 ,3kW

The boiler produces steam, and this is used for the turbo generator and for the heat of
the oil tanks.
To the turbo generator goes:

2748,5 kg
Pinput_ steam = h * 2921kJ = 2230kW
3600s kg
h
The generator absorbs 450kW in the shaft, 1701kW are wasted in the condenser, and
the rest mainly goes back to the boiler.

Pheating = 2230 − 450 −1701 = 79 kW

We can assume that the difference of that is the power supplied for the heating system,
despite that know that there are some looses mainly caused by the isolation:

Pheating = 2695 ,3kW − 2230 kW + 79kW=544,3kW

Cooling water:

In this ship, mainly, all the refrigeration processes goes to the same water cooling
system. So we can know all the looses by knowing the energy ceded to the sea water
cooler and to the fresh water generator.

Energy added to this system:

-Air coolers
-lubricating oil cooler
-Cam oil cooler
-TG oil cooler
-Air compressors
-Stern tube
Those last three didn’t come directly from the main engine, but are indispensable for his
running, like the air compressor that is used for the engine control. Although are very
little if we compared with the air and lubricating oil coolers.

So for this study are more important the energy losses:

Pfresh _ water _ gen = 1368,7kW

Psea _ water = 9253 ,7 kW

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Shaft power:

The power is divided into the propeller and the shaft generator.

Propeller:
Ppropeller =16763 kW
Of which only the 58,79% are transferred into thrust.

And the shaft generator, that absorbs 443,77kW

Is also important to know that both generators produce less electrical power than they
absorb (TG=409kW SG=370kW) and that power are used to drive all pumps and
electrical controlling systems for the engine, a part of other uses.

Here we get an error of the 4%, but we have to take account that some of the energy
come back because of the generators, but mainly the error is because values are not
strictly right.
Of course, in real process we will not get more energy than the supplied by the fuel!

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B. Dynamics of the piston

4. Mean indicated pressure and indicated power:

We are going to do the calculations with the AutoCAD as we did before.

The high of the square is 353,5u, the length of diagram is 2123,6u and the area is
1532628 ,0u 2 .

153268 ,0u 2 30 bar

p mi = * = 6,13 bar
2123 ,6u 353 ,5u
74 rev
Pi = p mi * Vc * n = 613 kPa * 1,66 m 3 * 5 * = 6275 ,07 kW
60 s

This value should be wrong because is too low, we are going to calculate with the Pmi
given by the simulator:

74 rev
Pi = 1594 kPa * 1,66 m 3 * 5 * = 16317 ,25 kW
60 s
This is more accurate, although, we can say that the indicator in the simulator doesn’t
show the real diagram.

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5. Ideal curves:

In order to plot the real curve, we took values from simulator’s indicate diagram, so we
could represent more or less real process.

And to calculate the polytrophic coefficient, we calculate each coefficient per real point
measured, and them calculate the mean value n=1,588, after that we can calculate the
curve.

Ideal curves were calculated as we did before.

19
6. Tangential forces:

We are going to calculate tangential forces following the upper sketch and in order to
calculations, we are going to do all directly in an excel sheet following these formulas
and data.

To calculate crank shaft position:

R =1,46 m
L =3,55

The volume of a cylinder:

S max = 2,92 m
Bore = 0,9m
0,9 2 * π
A piston =
4
Vc = A piston * S

To calculate the S:

To calculate the speed and acceleration of the piston:

20
 74
ω= * 2 * π = 7,75 rad
60 s

Gasses force:
The initial and “atmospheric” pressure for the process and going to be the scavering
air pressure:
p 0 = 3,05 bar
p mas = 189 ,78 bar
k
V 
To calculate other pressures: p 2 = p1 *  1 
 V2 
Fg = p * A piston

Mass force and oscillating mass:

m =16190 kg
Fm = m * a

The resultant force will be:

Fk = Fg + Fm

The tangential force in the crankshaft will be:

After doing all calculations, for a normal process we get these results:

Per cylinder:
Fmean _ tan_ cyl = 7714 kN
Pcyl = 3491 ,2kW

This is the diagram for a cylinder:

21
Total:
Fmean _ tan =17455 ,78 kN
M = 2252 ,57 kN * m
Ptotal =17456 kW

This is the diagram for an engine:

7. Different cases:
Dragging piston and fuel disconnected:

22
Fmean _ tan =1237 ,38 kN
M =1806 ,58 kN * m
Ptotal =13999 ,7 kW

Dragging piston without fuel and compression:

Fmean _ tan =1234 ,78 kN

M =1802 ,06 kN * m
Ptotal =13964 ,63 kW

Piston and connecting rod disconnected:

23
Fmean _ tan =1234 ,78 kN
M =1802 ,06 kN * m
Ptotal =13964 ,63 kW

We can see that practically in both three cases the power is the same, this is because,
theoretically, the mass and the gasses absorbed the same energy than gave in the
expansion, so finally we get the same work.
The difference is that the crankshaft suffers more or less stress because of the forces.

And if the governor increases the speed, the cylinders working should add the rest of the
power needed, so the will be overload. And it can cause several damage to the engine.

Literature:
Kuiken, K. (2008) Diesel engines for ship propulsion and power plants. Onnen, The
Netherlands: Target Global Energy Training.

Alvarez, H. (2006) Energiteknik. Lund: Studentlitteratur

Kolvmotorns dynamik (sid 68 i KM) Given by Lundén Henrik

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http://www.Engineeringtoolbox.com

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