mt113 lecture de 2011
TRANSCRIPT
1
Pagina 1
Diesel engines for fast shipsBackground, 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
2
Pagina 2
Principle of turbocharging
Cylinders
inlInletReceiver
Charge AirCompressor
Inlet Filter
ICIntercooler
ExhaustReceiverexh
Exhaust GasTurbine
Turbocharger
Exhaust Silencer
P-V diagram as measured
Mean pressure
W p dV p Vi
rev
cycleS= ⋅ = ⋅∫
The indicated work as measured in a p-V diagram:
pp dV
Vdef cycle
S
=⋅∫
Mathematically a mean value can be defined:
pWVmi
defi
S
=This is the mean indicated pressure (MIP)also: indicated mean effective pressure (imep)
ηm
def e
i
WW
= Mechanical losses:
pWVme
defe
S
=Define the mean effective pressure (MEP)also:brake mean effective pressure (bmep) p pme m mi= ⋅ηSo:
3
Pagina 3
Work in the diesel engineoverview of losses
Qf
Work in the diesel engineoverview of losses
Wi
Qf
Work in the diesel engineoverview of losses
Wi
Qf
friction/pumps etc
4
Pagina 4
Work in the diesel engineoverview of losses
WeWi
Qf
usefull
friction/pumps etc
Nr of work cycles per second depends on:- rotational speed (n)- NR of cylinders (i)- type
2-stroke: k = 14-stroke: k = 2
Connection with power and torque
f i nk
= ⋅
Engine frequency(in Hz):
Power is work per unit time:
P W fB e= ⋅ W k Pi ne
B= ⋅⋅
pP
i n VmeB
S= ⋅
⋅ ⋅ k
Power madespecific with a volume flow:V i n VS= ⋅ ⋅
Torque is power divided by angular velocity
MP P
nBB B= =
⋅ω π2Pn
MBB= ⋅2π p
Mi Vme
B
S= ⋅ ⋅
⋅2π k So for a
given engine MEP is torque!
Power densityCluster the formula for mean effective pressure as follows:
pkn
Pi Vme
B
S= ⋅
⋅
Then power related to total engine cylinder displacement is:
SVSPP
i Vp n
kB
S
me=⋅
=⋅
“Stroke Volume Specific Power”
Conclusion for high power density:- High speed- High mean effective pressure- 2-stroke instead of 4-stroke !!?
5
Pagina 5
Trend of power per stroke volume as function of nominal speed
Specific power related to swept volume
0
10
20
30
40
50
0 400 800 1200 1600 2000 2400
Nominal engine speed in rpm
Pow
er/c
yl v
ol in
kW
/ltr
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
Trend of weight specific power as function of nominal speed
Weight specific power
0.000
0.100
0.200
0.300
0.400
0.500
0 400 800 1200 1600 2000 2400
Nominal engine speed in rpm
Wei
ght s
peci
fic p
ower
MW
/ton
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
Trend of volume specific poweras function of nominal speed
Volume specific power
0.000
0.100
0.200
0.300
0.400
0.500
0 400 800 1200 1600 2000 2400
Nominal engine speed in rpm
Volu
me
spec
ific
pow
er M
W/m
3
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
6
Pagina 6
Bore area and mean piston speedCluster the formula for mean effective pressure as follows:
pk
n LP
i AmeS
B
B=
⋅⋅
⋅ with: V L AS S B= ⋅
Then power related to total engine bore area is:
BASPP
i Ap n L
kB
B
me S=⋅
=⋅ ⋅
“Bore Area Specific Power”
Introduce mean piston speed:
cL
nm
defS= =
⋅distancetime
21 c n Lm S= ⋅ ⋅2
Then:
BASPP
i Ap c
kB
B
me m=⋅
=⋅⋅2
with: p cm e m⋅ “Technology”
Trend of technology parameter
Technology parameter Diesel Engines
0
100
200
300
400
0 400 800 1200 1600 2000 2400
Nominal engine speed in rpm
Tech
nolo
gy: p
e*cm
in b
ar *
m/s
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
Maximum power from engine blockMaximum power is proportional to NR of cylinders, bore area and “technology”; for 4-stroke divide by k = 2:
P i Ap c
kB Bme m= ⋅ ⋅
⋅⋅2
A DDL
L nnB B
B
S
S= ⋅ = ⋅ ⋅⋅π π
4 42
2
2
2 2
2
Bore area cannot be chosenarbitrarily:
λ S S BL D= /Introduce ratio Stroke/Bore:For 4-strokebetween 1,1 and 1,5
c n Lm S= ⋅ ⋅2Mean piston speed:between 8 and 12 m/s!
Ac
nBm
S
= ⋅ ⋅πλ16
12
2 2
P ip ck nBme m
S= ⋅ ⋅
⋅⋅
⋅π
λ3213
2 2
7
Pagina 7
Maximum power of diesel enginesfor several nominal shaft speeds and technologies
Maximum power obtainable from diesel engines
0
10
20
30
40
50
60
70
0 250 500 750 1000 1250 1500 1750 2000
Nominal speed in rpm
Max
imum
pow
er in
MW
Slow speed: 2-stroke, 12 cyl, pe = 18 bar, cm = 8 m/s, L/D = 3.5
Maximum power of diesel enginesfor several nominal shaft speeds and technolgies
Maximum power obtainable from diesel engines
0
10
20
30
40
50
60
70
0 250 500 750 1000 1250 1500 1750 2000
Nominal speed in rpm
Max
imum
pow
er 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
Maximum power of diesel enginesfor several nominal shaft speeds and technolgies
Maximum power obtainable from diesel engines
0
10
20
30
40
50
60
70
0 250 500 750 1000 1250 1500 1750 2000
Nominal speed in rpm
Max
imum
pow
er 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
High speed: 4-stroke, 20 cyl, pe = 30 bar, cm = 12 m/s, L/D = 1.1
8
Pagina 8
Maximum power of diesel enginesactual from database
Power of Diesel Engines
0
10
20
30
40
50
60
70
80
90
0 400 800 1200 1600 2000 2400
Nominal engine speed in rpm
Pb in
MW
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
Maximum power of diesel engineszoom in on medium and high speed
Power of Diesel Engines
0
5
10
15
20
25
400 800 1200 1600 2000 2400
Nominal engine speed in rpm
Pb in
MW
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
Maximum power of diesel engineszoom in on high speed
Power of Diesel Engines
0
2
4
6
8
10
800 1200 1600 2000 2400
Nominal engine speed in rpm
Pb in
MW
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
9
Pagina 9
EfficiencyTotal efficiency is “work out” divided by “heat in”
η ηtot
defe
fm
i
f
WQ
WQ
= = ⋅ ηm
def e
i
WW
=
“Heat in” originates from fuel:Q m LHVf f≅ ⋅
Losses:
ηcomb
defcomb
f
=Unburned:
η q
d e fi
c o m b
=Cooling:Q Qi comb q f= ⋅ ⋅η η
Not all heat produced goes into the cycle process:
Q T dSi
rev
combustion
= ⋅∫
This is equal to an area in a T-S diagram:
η η η ηtot m comb qi
i
WQ
= ⋅ ⋅ ⋅
So finally for total efficiency: η tdi
i
cyc le
c o m b u s tio n
WQ
p d V
T d S= =
⋅
⋅
∫
∫
Thermodynamic efficiency:
Heat and work in the diesel engineoverview of losses
WeWi
Qf
usefull
friction/pumps etc
Heat and work in the diesel engineoverview of losses
WeWi
Qcomb
Qf
usefull
friction/pumps etc
combustion loss
10
Pagina 10
Heat and work in the diesel engineoverview of losses
WeWi
QiQcomb
Qf
usefull
friction/pumps etc
cooling watercombustion loss
Heat and work in the diesel engineoverview of losses
WeWi
QiQcomb
Qf
usefull
friction/pumps etc
exhaust gases
cooling watercombustion loss
Trend of efficiencyas function of nominal speed (= size)
Overall efficiency Diesel Enginesin nominal point
30%
35%
40%
45%
50%
55%
0 400 800 1200 1600 2000 2400
Nominal engine speed in rpm
Ove
rall
effic
ienc
y in
%
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
11
Pagina 11
P-V diagramp
VVTDC
VBDC
ε =def
BDC
TDC
VV
GeometricCompression ratio:
VS
1
2
rVVc
def= 1
2
Effective
V VBDC1 <
V VTDC2 =
rc < ε
Seiliger parameter definitionp
V
1
2
rVVc
def= 1
23
app
def= 3
2
4
bVV
def= 4
3
5
cVV
def= 5
4
VTDCVBDC
VS
6
V V6 1=
Seiliger parameters
rVVc
def= 1
2
app
def= 3
2
bVV
def= 4
3
cVV
def= 5
4
rVV
VV
VV
VVe
def= = ⋅ ⋅6
5
6
3
3
4
4
5
V V6 1=
V V3 2=
rVV
VV
VV
rb ce
c= ⋅ ⋅ =⋅
1
2
3
4
4
5
Dependentparameter !
r a b cc , , ,
4 independentparameters:
12
Pagina 12
Logarithmic p-v and T-s diagram
log p - log v diagram
1
10
100
1000
0.010 0.100 1.000
Specific volume in m3/kg
Pres
sure
in b
ar
Nominal caseAmbient condition
Log T - s diagram
100
1000
10000
0.0 0.5 1.0 1.5 2.0
Specific entropy in kJ/kg/K
Abs
olut
e te
mpe
ratu
re in
KNominal case
Ambient
Complete Seiliger definitionstage Volume ratio ϕ pressure ratio π Temperature ratio τ1 - 2 V
Vr
def
c1
2=
pp
rc2
1= κ T
Trc
2
1
1= −κ
2 - 3 VV
def3
21=
pp
adef
3
2=
TT
a3
2=
3 - 4 VV
bdef4
3=
pp
def4
31=
TT
b4
3=
4 - 5 VV
cdef
5
4=
pp
c4
5=
TT
def4
51=
5 - 6 VV
rb c
c6
5=
⋅pp
rb c
c5
6=
⋅⎛⎝⎜
⎞⎠⎟
κ TT
rb c
c5
6
1
=⋅
⎛⎝⎜
⎞⎠⎟
−κ
6 - 1 VV
def6
11=
pp
r a
cr
b ca b c
c
c
6
1
1
=⋅
⋅⋅
⎛⎝⎜
⎞⎠⎟
= ⋅ ⋅ −
κ
κ
κ κ
TT
r a br
b ca b c
c
c
6
1
1
1
1
=⋅ ⋅
⋅⎛⎝⎜
⎞⎠⎟
= ⋅ ⋅
−
−
−
κ
κ
κ κ
Heat flows
q q q qin = + +23 34 56
Total “heat in” comprises of 3 stages:
( ) ( )q c T T c T r av v c23 3 2 11 1= ⋅ − = ⋅ ⋅ ⋅ −−κ
From basic thermodynamics:
( ) ( )q c T T c T r a bp v c34 4 3 11 1= ⋅ − = ⋅ ⋅ ⋅ ⋅ ⋅ −−κ κ
( ) ( )q R TVV
c T r a b cv c45 45
41
11= ⋅ ⋅⎛⎝⎜
⎞⎠⎟ = ⋅ ⋅ − ⋅ ⋅ ⋅ ⋅−ln lnκ κ
Note that all specific heat flows can be expressed in temperature at the beginning, specific heat and the 4 parameters
q qout = 61
Total “heat out” comprises of the exhaust:
( ) ( )q c T T c T a b cv v61 6 1 11 1= ⋅ − = ⋅ ⋅ ⋅ ⋅ −−κ κ
Thermodynamics:
13
Pagina 13
Thermodynamic efficiencyq qi in=Input heat = “heat in”:
{ }qc T
r a a b a b ci
vc⋅
= ⋅ − + ⋅ ⋅ − + − ⋅ ⋅ ⋅−
1
1 1 1 1κ κ κ( ) ( ) ( ) ln( )Then:
ηtd
defi
i
out in
in
wq
w wq
= =−
Thermodynamic efficiency is by definition:
w w q qout in in out− = −
For closed cycle process:
ηtdin out
in
out
in
q qq
=−
= −1 Efficiency fully expressed in heat flows!!
ηκ κκ
κ κ
tdcr
a b ca a b a b c
= − ⋅⋅ ⋅ −
− + ⋅ ⋅ − + − ⋅ ⋅ ⋅⎧⎨⎩
⎫⎬⎭
−
−
11 1
1 1 11
1
( ) ( ) ( ) ln( )
Specific work
w w wi out in= −Nett work output = “work out” - “work in”:
ηtd
defout in
in
w wq
=−
w qi td in= ⋅η
{ }[ ]wc T
r a a b a b ci
vtd c⋅
= ⋅ ⋅ − + ⋅ ⋅ − + − ⋅ ⋅ ⋅−
1
1 1 1 1η κ κκ ( ) ( ) ( ) ln( )
When the expression found for the thermodynamic efficiency is substitutedthe specific work also can be fully expressed in the 4 Seiliger parameters.
w w w wout = + +34 45 56
w win = 12
The same answer would be obtained if the net work would have been directly calculated from:
Mean indicated pressure
pWVmi
defi
S=
Mean indicated pressure is by definition:
W m wp VR T
wi i i= ⋅ =⋅⋅
⋅11 1
1
Work = mass x spec. work:
pp
VV
wR T
mi
S
i
1
1
1= ⋅
⋅ VV
VV
VV V
rS
TDC
BDC TDC
c1 1
2 1= ⋅
−=
−ε
( ) ( )R T c c T c Tp v v⋅ = − ⋅ = − ⋅ ⋅1 1 11κ
Substitutions:
pp
r wc T
mi c i
v1 1
11 1
=−
⋅−
⋅⋅κ ε
{ }[ ]pp
rr a a b a b cmi td c
c1
1
1 11 1 1=
−⋅
−⋅ ⋅ − + ⋅ ⋅ − + − ⋅ ⋅ ⋅−η
κ εκ κκ ( ) ( ) ( ) ln( )
14
Pagina 14
Constraint: maximum pressure
Maximum pressure is important engine limit.It can be expressed in the parameters:
p p a r pcmax = = ⋅ ⋅3 1κ
rpa pc =
⋅⎛⎝⎜
⎞⎠⎟max
1
1κ
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 ratiois a dependent variable !!
Constraint: air excess ratioAir excess is an important limit for diesel combustion.Start with air/fuel ratio:
afrmm
mm
m LHVQ
defa
f
a
f= = ⋅
⋅1
1
λσ
ησ
= = ⋅⋅
def
qi
afr LHVq
Qm
Qm
qf
comb q
i i
q1 1
1=
⋅⋅ ≅
η η η
mm
adef
scav1
1= ≅η
Substitutions:
{ }λ ησ κ κκ= ⋅
⋅ ⋅⋅
⋅ − + ⋅ ⋅ − + − ⋅ ⋅ ⋅−qv c
LHVc T r a a b a b c1
1
11 1 1( ) ( ) ( ) ln( )
( )
( ) ( )b
LHVc T r
a a
a c a
qv c=
⋅⋅ ⋅ ⋅
⋅⎛⎝⎜
⎞⎠⎟ − − + ⋅
⎧⎨⎩
⎫⎬⎭
− ⋅ ⋅ + ⋅
−ηλ σ
κ
κ κ
κ1
11
1
1 ln
Mean indicated pressureinfluence of charge pressure and maximum pressure
Mean indicated pressure as function of charging and maximum pressure ratio
0
10
20
30
40
1 2 3 4 5Charging pressure ratio pc/p0
Mea
n in
dica
ted
pres
sure
in
bar Nominal point: picharge = 3;
taucharge = 1.2; a = 1.5;pimax = 160; c = 2.5; lambda= 2.0
15
Pagina 15
Mean indicated pressureinfluence of charge pressure and maximum pressure
Mean indicated pressure as function of charging and maximum pressure ratio
0
10
20
30
40
1 2 3 4 5Charging pressure ratio pc/p0
Mea
n in
dica
ted
pres
sure
in
bar
pm indicated: pimax = 160
Nominal point: picharge =3; taucharge = 1.2; a =1.5; pimax = 160; c = 2.5;lambda = 2.0
Mean indicated pressureinfluence of charge pressure and maximum pressure
Mean indicated pressure as function of charging and maximum pressure ratio
0
10
20
30
40
1 2 3 4 5Charging pressure ratio pc/p0
Mea
n in
dica
ted
pres
sure
in
bar
pm indicated: pimax = 160
pm indicated: pimax = 120
Nominal point: picharge =3; taucharge = 1.2; a =1.5; pimax = 160; c = 2.5;lambda = 2.0
Mean indicated pressureinfluence of charge pressure and maximum pressure
Mean indicated pressure as function of charging and maximum pressure ratio
0
10
20
30
40
1 2 3 4 5Charging pressure ratio pc/p0
Mea
n in
dica
ted
pres
sure
in
bar
pm indicated: pimax = 240
pm indicated: pimax = 160
pm indicated: pimax = 120
Nominal point: picharge =3; taucharge = 1.2; a =1.5; pimax = 160; c = 2.5;lambda = 2.0
16
Pagina 16
Theoretical efficiencyinfluence of charge pressure and maximum pressure
Efficiency as function of charging and maximum pressure ratio
40%
48%
56%
64%
72%
1 2 3 4 5
Charging pressure ratio pc/p0
Effi
cien
cy (e
ta) i
n %
Nominal point: picharge = 3;taucharge = 1.2; a = 1.5; pimax= 160; c = 2.5; lambda = 2.0
Theoretical efficiencyinfluence of charge pressure and maximum pressure
Efficiency as function of charging and maximum pressure ratio
40%
48%
56%
64%
72%
1 2 3 4 5
Charging pressure ratio pc/p0
Effi
cien
cy (e
ta) i
n %
Ideal efficiency: pimax = 160
Nominal point: picharge = 3;taucharge = 1.2; a = 1.5;pimax = 160; c = 2.5;lambda = 2.0
Theoretical efficiencyinfluence of charge pressure and maximum pressure
Efficiency as function of charging and maximum pressure ratio
40%
48%
56%
64%
72%
1 2 3 4 5
Charging pressure ratio pc/p0
Effi
cien
cy (e
ta) i
n %
Ideal efficiency: pimax = 160
Ideal efficiency: pimax = 120
Nominal point: picharge = 3;taucharge = 1.2; a = 1.5;pimax = 160; c = 2.5;lambda = 2.0
17
Pagina 17
Theoretical efficiencyinfluence of charge pressure and maximum pressure
Efficiency as function of charging and maximum pressure ratio
40%
48%
56%
64%
72%
1 2 3 4 5
Charging pressure ratio pc/p0
Effi
cien
cy (e
ta) i
n %
Ideal efficiency: pimax = 240
Ideal efficiency: pimax = 160
Ideal efficiency: pimax = 120
Nominal point: picharge = 3;taucharge = 1.2; a = 1.5;pimax = 160; c = 2.5;lambda = 2.0
Theoretical efficiencyinfluence of charge pressure and maximum pressure
Efficiency as function of charging and maximum pressure ratio
40%
48%
56%
64%
72%
1 2 3 4 5
Charging pressure ratio pc/p0
Effi
cien
cy (e
ta) i
n %
Ideal efficiency: pimax = 240
Ideal efficiency: pimax = 160
Ideal efficiency: pimax = 120
Diesel limit: rc = 12
Nominal point: picharge = 3;taucharge = 1.2; a = 1.5;pimax = 160; c = 2.5;lambda = 2.0
p-v and T-s diagraminfluence charge pressure
log p - log v diagram
1
10
100
1000
0.010 0.100 1.000
Specific volume in m3/kg
Pres
sure
in b
ar
picharge = 1.5
Ambientcondition
18
Pagina 18
p-v and T-s diagraminfluence charge pressure
log p - log v diagram
1
10
100
1000
0.010 0.100 1.000
Specific volume in m3/kg
Pres
sure
in b
ar
picharge = 3
picharge = 1.5
Ambientcondition
p-v and T-s diagraminfluence charge pressure
log p - log v diagram
1
10
100
1000
0.010 0.100 1.000
Specific volume in m3/kg
Pres
sure
in b
ar
picharge = 5
picharge = 3
picharge = 1.5
p-v and T-s diagraminfluence charge pressure
log p - log v diagram
1
10
100
1000
0.010 0.100 1.000
Specific volume in m3/kg
Pres
sure
in b
ar
picharge = 5
picharge = 3
picharge = 1.5
Log T - s diagram
100
1000
10000
0.0 0.5 1.0 1.5 2.0
Specific entropy in kJ/kg/K
Abs
olut
e te
mpe
ratu
re in
K
picharge = 1.5Ambient condition
19
Pagina 19
p-v and T-s diagraminfluence charge pressure
log p - log v diagram
1
10
100
1000
0.010 0.100 1.000
Specific volume in m3/kg
Pres
sure
in b
ar
picharge = 5
picharge = 3
picharge = 1.5
Log T - s diagram
100
1000
10000
0.0 0.5 1.0 1.5 2.0
Specific entropy in kJ/kg/K
Abs
olut
e te
mpe
ratu
re in
Kpicharge = 3picharge = 1.5Ambient condition
p-v and T-s diagraminfluence charge pressure
log p - log v diagram
1
10
100
1000
0.010 0.100 1.000
Specific volume in m3/kg
Pres
sure
in b
ar
picharge = 5
picharge = 3
picharge = 1.5
Log T - s diagram
100
1000
10000
0.0 0.5 1.0 1.5 2.0
Specific entropy in kJ/kg/K
Abs
olut
e te
mpe
ratu
re in
K
picharge = 5picharge = 3picharge = 1.5Ambient condition
p-v and T-s diagraminfluence peak pressure
log p - log v diagram
1
10
100
1000
0.010 0.100 1.000
Specific volume in m3/kg
Pres
sure
in b
ar
pimax = 120
Ambientcondition
20
Pagina 20
p-v and T-s diagraminfluence peak pressure
log p - log v diagram
1
10
100
1000
0.010 0.100 1.000
Specific volume in m3/kg
Pres
sure
in b
ar
pimax = 160
pimax = 120
Ambientcondition
p-v and T-s diagraminfluence peak pressure
log p - log v diagram
1
10
100
1000
0.010 0.100 1.000
Specific volume in m3/kg
Pres
sure
in b
ar
pimax = 240
pimax = 160
pimax = 120
p-v and T-s diagraminfluence peak pressure
log p - log v diagram
1
10
100
1000
0.010 0.100 1.000
Specific volume in m3/kg
Pres
sure
in b
ar
pimax = 240
pimax = 160
pimax = 120
Log T - s diagram
100
1000
10000
0.0 0.5 1.0 1.5 2.0
Specific entropy in kJ/kg/K
Abs
olut
e te
mpe
ratu
re in
K
pimax = 120Ambient condition
21
Pagina 21
p-v and T-s diagraminfluence peak pressure
log p - log v diagram
1
10
100
1000
0.010 0.100 1.000
Specific volume in m3/kg
Pres
sure
in b
ar
pimax = 240
pimax = 160
pimax = 120
Log T - s diagram
100
1000
10000
0.0 0.5 1.0 1.5 2.0
Specific entropy in kJ/kg/K
Abs
olut
e te
mpe
ratu
re in
Kpimax = 160pimax = 120Ambient condition
p-v and T-s diagraminfluence peak pressure
log p - log v diagram
1
10
100
1000
0.010 0.100 1.000
Specific volume in m3/kg
Pres
sure
in b
ar
pimax = 240
pimax = 160
pimax = 120
Log T - s diagram
100
1000
10000
0.0 0.5 1.0 1.5 2.0
Specific entropy in kJ/kg/K
Abs
olut
e te
mpe
ratu
re in
K
pimax = 240pimax = 160pimax = 120Ambient condition
The basic idea of turbochargingincluding effect of lossesIdeal amount ofmass in cylinder: m
p VR T
id gasc S
a c=
⋅⋅
air part: mp VR Ta trap
c S
a c= ⋅
⋅⋅
η
Fuel heat: Q m LHVf f≅ ⋅
Air/fuel ratio afrmm
defa
f=
Q mLHVafr
p VR T
LCVafrf a trap
c S
a c= ⋅ = ⋅
⋅⋅
⋅η (1)
W Qe tot f= ⋅ηWork per cycle: η η η η ηtot m comb q td= ⋅ ⋅ ⋅where:
Substitute (1): Wp VR T
LHVafre m comb q td trap
c S
a c= ⋅ ⋅ ⋅ ⋅ ⋅
⋅⋅
⋅η η η η η
Mean effective pressure: ppT afr
LHVRme m comb q trap
c
c atd= ⋅ ⋅ ⋅ ⋅ ⋅ ⋅ ⋅η η η η η
1
p pme m mi= ⋅ηAlso:
22
Pagina 22
Mechanical & heat input efficiencyinfluence of charge pressure
Mechanical and heat losses as function of charging ratio
70%
75%
80%
85%
90%
95%
100%
1 2 3 4 5
Charging pressure ratio pc/p0
(Par
tial)
effi
cien
cy in
% Mechanicalefficiency
Nominal value Mechanicalefficiency
Mechanical & heat input efficiencyinfluence of charge pressure
Mechanical and heat losses as function of charging ratio
70%
75%
80%
85%
90%
95%
100%
1 2 3 4 5
Charging pressure ratio pc/p0
(Par
tial)
effi
cien
cy in
%
Heat inputefficiency
Mechanicalefficiency
Nominal value Heat inputefficiency
Nominal value Mechanicalefficiency
Mean effective pressureinfluence of charge pressure and maximum pressure
Mean effective pressure as function of charging and maximum pressure ratio
0
10
20
30
40
1 2 3 4 5
Charging pressure ratio pc/p0
Mea
n ef
fect
ive
pres
sure
in b
ar
pm indicated: pimax = 240
pm indicated: pimax = 160
pm indicated: pimax = 120
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
23
Pagina 23
Mean effective pressureinfluence of charge pressure and maximum pressure
Mean effective pressure as function of charging and maximum pressure ratio
0
10
20
30
40
1 2 3 4 5
Charging pressure ratio pc/p0
Mea
n ef
fect
ive
pres
sure
in b
ar
pm indicated: pimax = 240
pm indicated: pimax = 160
pm indicated: pimax = 120
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
Mean effective pressureinfluence of charge pressure and maximum pressure
Mean effective pressure as function of charging and maximum pressure ratio
0
10
20
30
40
1 2 3 4 5
Charging pressure ratio pc/p0
Mea
n ef
fect
ive
pres
sure
in b
ar
pm indicated: pimax = 240
pm indicated: pimax = 160
pm indicated: pimax = 120
pm effective: pimax = 160
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
Mean effective pressureinfluence of charge pressure and maximum pressure
Mean effective pressure as function of charging and maximum pressure ratio
0
10
20
30
40
1 2 3 4 5
Charging pressure ratio pc/p0
Mea
n ef
fect
ive
pres
sure
in b
ar
pm indicated: pimax = 240
pm indicated: pimax = 160
pm indicated: pimax = 120
pm effective: pimax = 160
pm effective: pimax = 120
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
24
Pagina 24
Mean effective pressureinfluence of charge pressure and maximum pressure
Mean effective pressure as function of charging and maximum pressure ratio
0
10
20
30
40
1 2 3 4 5
Charging pressure ratio pc/p0
Mea
n ef
fect
ive
pres
sure
in b
ar
pm indicated: pimax = 240
pm indicated: pimax = 160
pm indicated: pimax = 120
pm effective: pimax = 240
pm effective: pimax = 160
pm effective: pimax = 120
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
Efficiencyinfluence of charge pressure and maximum pressure
Efficiency as function of charging and maximum pressure ratio
40%
48%
56%
64%
72%
1 2 3 4 5
Charging pressure ratio pc/p0
Effi
cien
cy (e
ta) i
n %
Ideal efficiency: pimax = 240
Ideal efficiency: pimax = 160
Ideal efficiency: pimax = 120
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
Efficiencyinfluence of charge pressure and maximum pressure
Efficiency as function of charging and maximum pressure ratio
40%
48%
56%
64%
72%
1 2 3 4 5
Charging pressure ratio pc/p0
Effi
cien
cy (e
ta) i
n %
Ideal efficiency: pimax = 240
Ideal efficiency: pimax = 160
Ideal efficiency: pimax = 120
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
25
Pagina 25
Efficiencyinfluence of charge pressure and maximum pressure
Efficiency as function of charging and maximum pressure ratio
40%
48%
56%
64%
72%
1 2 3 4 5
Charging pressure ratio pc/p0
Effi
cien
cy (e
ta) i
n %
Ideal efficiency: pimax = 240
Ideal efficiency: pimax = 160
Ideal efficiency: pimax = 120
Total efficiency: pimax = 160
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
Efficiencyinfluence of charge pressure and maximum pressure
Efficiency as function of charging and maximum pressure ratio
40%
48%
56%
64%
72%
1 2 3 4 5
Charging pressure ratio pc/p0
Effi
cien
cy (e
ta) i
n %
Ideal efficiency: pimax = 240
Ideal efficiency: pimax = 160
Ideal efficiency: pimax = 120
Total efficiency: pimax = 160
Total efficiency: pimax = 120
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
Efficiencyinfluence of charge pressure and maximum pressure
Efficiency as function of charging and maximum pressure ratio
40%
48%
56%
64%
72%
1 2 3 4 5
Charging pressure ratio pc/p0
Effi
cien
cy (e
ta) i
n %
Ideal efficiency: pimax = 240
Ideal efficiency: pimax = 160
Ideal efficiency: pimax = 120
Total efficiency: pimax = 240
Total efficiency: pimax = 160
Total efficiency: pimax = 120
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
26
Pagina 26
Efficiencyinfluence of charge pressure and maximum pressure
Efficiency as function of charging and maximum pressure ratio
40%
48%
56%
64%
72%
1 2 3 4 5
Charging pressure ratio pc/p0
Effi
cien
cy (e
ta) i
n %
Ideal efficiency: pimax = 240
Ideal efficiency: pimax = 160
Ideal efficiency: pimax = 120
Total efficiency: pimax = 240
Total efficiency: pimax = 160
Total efficiency: pimax = 120
Nominal point: picharge = 3;taucharge = 1.2; a = 1.5; pimax =160; c = 2.5; lambda = 2.0; eta-m= 0.9; eta-q = 0.92Diesel limit: rc = 12
Trade-off betweenfuel economy and power density
35%
40%
45%
50%
55%
60%
65%
0 10 20 30 40 50 60Brake mean effective pressure (bmep) in bar
Tota
l effi
cien
cy (e
ta-to
t) in
%
1969
1999
Trade-off betweenfuel economy and power density
35%
40%
45%
50%
55%
60%
65%
0 10 20 30 40 50 60Brake mean effective pressure (bmep) in bar
Tota
l effi
cien
cy (e
ta-to
t) in
%
pimax = 800
pimax = 160
pimax = 220
pimax = 400
Trade-off betweenfuel economy and power density
35%
40%
45%
50%
55%
60%
65%
0 10 20 30 40 50 60Brake mean effective pressure (bmep) in bar
Tota
l effi
cien
cy (e
ta-to
t) in
%
picharge = 1.5
picharge = 3
picharge = 5 picharge = 8
Trade-off betweenfuel economy and power density
35%
40%
45%
50%
55%
60%
65%
0 10 20 30 40 50 60Brake mean effective pressure (bmep) in bar
Tota
l effi
cien
cy (e
ta-to
t) in
%
ε = 10
ε = 30
ε = 14
Trade-off betweenfuel economy and power density
35%
40%
45%
50%
55%
60%
65%
0 10 20 30 40 50 60Brake mean effective pressure (bmep) in bar
Tota
l effi
cien
cy (e
ta-to
t) in
%
piscav = 1.3
piscav = 1.4
Trade-off betweenfuel economy and power density
35%
40%
45%
50%
55%
60%
65%
0 10 20 30 40 50 60Brake mean effective pressure (bmep) in bar
Tota
l effi
cien
cy (e
ta-to
t) in
%
1969
1999
Variation of charge & maximum pressure
Reaching 60% overall efficiency?Trade-off between
fuel economy and power density
35%
40%
45%
50%
55%
60%
65%
0 10 20 30 40 50 60Brake mean effective pressure (bmep) in bar
Tota
l effi
cien
cy (e
ta-to
t) in
%
Constant bmep
Trade-off betweenfuel economy and power density
35%
40%
45%
50%
55%
60%
65%
0 10 20 30 40 50 60Brake mean effective pressure (bmep) in bar
Tota
l effi
cien
cy (e
ta-to
t) in
%
Constant picharge
Trade-off betweenfuel economy and power density
35%
40%
45%
50%
55%
60%
65%
0 10 20 30 40 50 60Brake mean effective pressure (bmep) in bar
Tota
l effi
cien
cy (e
ta-to
t) in
%
Constant ε
27
Pagina 27
Trade-off DE cycle performanceinfluence of charge pressure and maximum pressure
Trade-off between fuel economy and power density
36%
40%
44%
48%
52%
0 8 16 24 32 40
Brake mean effective pressure in bar
Tota
l eff
icie
ncy
(eta
-tot)
in %
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
Trade-off between fuel economy and power density
36%
40%
44%
48%
52%
0 8 16 24 32 40
Brake mean effective pressure in bar
Tota
l eff
icie
ncy
(eta
-tot)
in % pimax = 160
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
Trade-off DE cycle performanceinfluence of charge pressure and maximum pressure
Trade-off DE cycle performanceinfluence of charge pressure and maximum pressure
Trade-off between fuel economy and power density
36%
40%
44%
48%
52%
0 8 16 24 32 40
Brake mean effective pressure in bar
Tota
l eff
icie
ncy
(eta
-tot)
in %
pimax = 160
pimax = 120
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
28
Pagina 28
Trade-off DE cycle performanceinfluence of charge pressure and maximum pressure
Trade-off between fuel economy and power density
36%
40%
44%
48%
52%
0 8 16 24 32 40
Brake mean effective pressure in bar
Tota
l eff
icie
ncy
(eta
-tot)
in %
pimax = 240
pimax = 160
pimax = 120
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
Trade-off DE cycle performanceinfluence of charge pressure and maximum pressure
Trade-off between fuel economy and power density
36%
40%
44%
48%
52%
0 8 16 24 32 40
Brake mean effective pressure in bar
Tota
l eff
icie
ncy
(eta
-tot)
in %
pimax = 240
pimax = 160
pimax = 120
picharge = 3
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
Trade-off DE cycle performanceinfluence of charge pressure and maximum pressure
Trade-off between fuel economy and power density
36%
40%
44%
48%
52%
0 8 16 24 32 40
Brake mean effective pressure in bar
Tota
l eff
icie
ncy
(eta
-tot)
in %
pimax = 240
pimax = 160
pimax = 120
picharge = 3
picharge = 1
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
29
Pagina 29
Trade-off DE cycle performanceinfluence of charge pressure and maximum pressure
Trade-off between fuel economy and power density
36%
40%
44%
48%
52%
0 8 16 24 32 40
Brake mean effective pressure in bar
Tota
l eff
icie
ncy
(eta
-tot)
in %
pimax = 240
pimax = 160
pimax = 120
picharge = 5
picharge = 3
picharge = 1
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
Trade-off DE cycle performanceinfluence of charge pressure and maximum pressure
Trade-off between fuel economy and power density
36%
40%
44%
48%
52%
0 8 16 24 32 40
Brake mean effective pressure in bar
Tota
l eff
icie
ncy
(eta
-tot)
in %
pimax = 240
pimax = 160
pimax = 120
picharge = 5
picharge = 3
picharge = 1
Nominal point: picharge = 3;taucharge = 1.2; a = 1.5; pimax =160; c = 2.5; lambda = 2.0; eta-m= 0.9; eta-q = 0.92Diesel limit: rc = 12
Trade-off between efficiency and specific work
20%
30%
40%
50%
60%
200 400 600 800 1000Specific work in kJ/kg
Cyc
le e
ffici
ency
SC
IC-RH2-HE DE
IC
IC-RH2
Comparison GT - DE
30
Pagina 30
Two-stage turbocharging
LP Charge AirCompressor
Inlet Filter
IC LP Intercooler
Cylinders
inlInletReceiver
HP Charge AirCompressor
ICHP Intercooler
ExhaustReceiverexh
HP Exhaust GasTurbine
HPTurbocharger
LP Exhaust GasTurbine
LPTurbocharger
Exhaust Silencer
Limits in engine characteristic
Max rpm
min rpm
Max power
Min power
Engine speed (rpm)
Enginepower(kW)
Power speed characteristic real high speed, highly turbocharged engine
31
Pagina 31
Three load curves for part load
Engine characteristic
0%
20%
40%
60%
80%
100%
0% 20% 40% 60% 80% 100%
Engine speed in % of nominal
Pow
er in
% o
f nom
inal
Constant speed
Nominal point
Three load curves for part load
Engine characteristic
0%
20%
40%
60%
80%
100%
0% 20% 40% 60% 80% 100%
Engine speed in % of nominal
Pow
er in
% o
f nom
inal
Propeller law
Constant speed
Nominal point
Three load curves for part load
Engine characteristic
0%
20%
40%
60%
80%
100%
0% 20% 40% 60% 80% 100%
Engine speed in % of nominal
Pow
er in
% o
f nom
inal
Constant torque
Propeller law
Constant speed
Nominal point
32
Pagina 32
Charge pressure at part load
Charge pressure vs power
0.0
1.0
2.0
3.0
4.0
0% 20% 40% 60% 80% 100%
Power in % of nominal
Cha
rge
pres
sure
in b
ar
Constant speed
Nominal point
Charge pressure at part load
Charge pressure vs power
0.0
1.0
2.0
3.0
4.0
0% 20% 40% 60% 80% 100%
Power in % of nominal
Cha
rge
pres
sure
in b
ar
Propeller law
Constant speed
Nominal point
Charge pressure at part load
Charge pressure vs power
0.0
1.0
2.0
3.0
4.0
0% 20% 40% 60% 80% 100%
Power in % of nominal
Cha
rge
pres
sure
in b
ar
Constant torque
Propeller law
Constant speed
Nominal point
33
Pagina 33
Air and fuel flow at part load
Inlet mass flow vs power
0%
20%
40%
60%
80%
100%
0% 20% 40% 60% 80% 100%
Power in % of nominal
Inle
t mas
sflo
w in
% o
f nom
inal
Constant speed
Nominal point
Air and fuel flow at part load
Inlet mass flow vs power
0%
20%
40%
60%
80%
100%
0% 20% 40% 60% 80% 100%
Power in % of nominal
Inle
t mas
sflo
w in
% o
f nom
inal
Propeller law
Constant speed
Nominal point
Air and fuel flow at part load
Inlet mass flow vs power
0%
20%
40%
60%
80%
100%
0% 20% 40% 60% 80% 100%
Power in % of nominal
Inle
t mas
sflo
w in
% o
f nom
inal
Constant torque
Propeller law
Constant speed
Nominal point
34
Pagina 34
Air and fuel flow at part load
Inlet mass flow vs power
0%
20%
40%
60%
80%
100%
0% 20% 40% 60% 80% 100%
Power in % of nominal
Inle
t mas
sflo
w in
% o
f nom
inal
Constant torque
Propeller law
Constant speed
Nominal point
Fuel mass flow vs power
0%
20%
40%
60%
80%
100%
0% 20% 40% 60% 80% 100%
Power in % of nominal
Fuel
mas
sflo
w in
% o
f nom
inal
Constant speed
Nominal point
Air and fuel flow at part load8.2
Inlet mass flow vs power
0%
20%
40%
60%
80%
100%
0% 20% 40% 60% 80% 100%
Power in % of nominal
Inle
t mas
sflo
w in
% o
f nom
inal
Constant torque
Propeller law
Constant speed
Nominal point
Fuel mass flow vs power
0%
20%
40%
60%
80%
100%
0% 20% 40% 60% 80% 100%
Power in % of nominal
Fuel
mas
sflo
w in
% o
f nom
inal
Propeller law
Constant speed
Nominal point
Air and fuel flow at part load
Inlet mass flow vs power
0%
20%
40%
60%
80%
100%
0% 20% 40% 60% 80% 100%
Power in % of nominal
Inle
t mas
sflo
w in
% o
f nom
inal
Constant torque
Propeller law
Constant speed
Nominal point
Fuel mass flow vs power
0%
20%
40%
60%
80%
100%
0% 20% 40% 60% 80% 100%
Power in % of nominal
Fuel
mas
sflo
w in
% o
f nom
inal
Constant torque
Propeller law
Constant speed
Nominal point
35
Pagina 35
Air excess and sfc at part load
Air excess ratio vs power
0.0
0.5
1.0
1.5
2.0
2.5
3.0
0% 20% 40% 60% 80% 100%
Power in % of nominal
Air
exc
ess
ratio
in c
ylin
der
Constant speed
Nominal point
Air excess and sfc at part load
Air excess ratio vs power
0.0
0.5
1.0
1.5
2.0
2.5
3.0
0% 20% 40% 60% 80% 100%
Power in % of nominal
Air
exc
ess
ratio
in c
ylin
der
Propeller law
Constant speed
Nominal point
Air excess and sfc at part load
Air excess ratio vs power
0.0
0.5
1.0
1.5
2.0
2.5
3.0
0% 20% 40% 60% 80% 100%
Power in % of nominal
Air
exc
ess
ratio
in c
ylin
der
Constant torque
Propeller law
Constant speed
Nominal point
36
Pagina 36
Air excess and sfc at part load
Air excess ratio vs power
0.0
0.5
1.0
1.5
2.0
2.5
3.0
0% 20% 40% 60% 80% 100%
Power in % of nominal
Air
exc
ess
ratio
in c
ylin
der
Constant torque
Propeller law
Constant speed
Nominal point
Specific fuel consumption vs power
180
200
220
240
260
280
0% 20% 40% 60% 80% 100%
Power in % of nominal
sfc
in g
/kW
hConstant speed
Nominal point
Air excess and sfc at part load
Air excess ratio vs power
0.0
0.5
1.0
1.5
2.0
2.5
3.0
0% 20% 40% 60% 80% 100%
Power in % of nominal
Air
exc
ess
ratio
in c
ylin
der
Constant torque
Propeller law
Constant speed
Nominal point
Specific fuel consumption vs power
180
200
220
240
260
280
0% 20% 40% 60% 80% 100%
Power in % of nominal
sfc
in g
/kW
h Propeller law
Constant speed
Nominal point
Air excess and sfc at part load
Air excess ratio vs power
0.0
0.5
1.0
1.5
2.0
2.5
3.0
0% 20% 40% 60% 80% 100%
Power in % of nominal
Air
exc
ess
ratio
in c
ylin
der
Constant torque
Propeller law
Constant speed
Nominal point
Specific fuel consumption vs power
180
200
220
240
260
280
0% 20% 40% 60% 80% 100%
Power in % of nominal
sfc
in g
/kW
h Constant torque
Propeller law
Constant speed
Nominal point
37
Pagina 37
Trajectories in compressor map
Compressor characteristic
0.0
1.0
2.0
3.0
4.0
0% 20% 40% 60% 80% 100%
Inlet mass flow in % of nominal
Cha
rge
pres
sure
in b
ar
Constant speed
Nominal point
Trajectories in compressor map
Compressor characteristic
0.0
1.0
2.0
3.0
4.0
0% 20% 40% 60% 80% 100%
Inlet mass flow in % of nominal
Cha
rge
pres
sure
in b
ar
Propeller law
Constant speed
Nominal point
Trajectories in compressor map
Compressor characteristic
0.0
1.0
2.0
3.0
4.0
0% 20% 40% 60% 80% 100%
Inlet mass flow in % of nominal
Cha
rge
pres
sure
in b
ar
Constant torque
Propeller law
Constant speed
Nominal point
38
Pagina 38
Methods to broaden engine characteristics
Sequential turbochargingInlet Filter
IC
Inle
t rec
eive
r A
Cyl
inde
rs b
ank
A
Inlet Filter
IC
Inle
t rec
eive
r A
Cyl
inde
rs b
ank
B
exha
ust r
ecei
ver
Exhaust Silencer
Sequential turbocharging principle lay-out
39
Pagina 39
Sequential turbocharginginfluence on power/speed characteristic
Resilient mounting
PTO 3800 kW
Fast ROPAX ferry
INSTALLED POWER :
Mechanical power 44 800 kW
Electrical power 4 560 kW
Total installed power 49 360 kW
Engine loading (%MCR) incl Sea Margin 10%
WÄRTSILÄ 12V46 11 200 kW
CPP 5400 mm 144rpm
CPP 5400 mm 144 rpm PTO 3800 kW
WÄRTSILÄ 12V46 11 200 kW
WÄRTSILÄ 12V46 11 200 kW
WÄRTSILÄ 12V46 11 200 kW
Stern thruster
1 x 1500 kWBow thrusters
3 x 1500 kW
Auxpac 1140W6L20 1 140 kW
Auxpac 1140W6L20 1 140 kW
Auxpac 1140W6L20 1 140 kW
Auxpac 1140W6L20 1 140 kW
Port Man. 27 kn2 x 12 V46 - 50% 80%
Mech2 x 12V46 - 50% 80%
2 x Auxpac 1 x 69% 82% - Electrical
2 x Auxpac - 82% -SG - 79% 29%SG - 79% 29%
40
Pagina 40
Next time
• Strength / materials – Lex Vredeveld / Ingrid Schipperen (TNO)