Simulation of The Dynamics of A Marine Diesel Engine

Journal of Marine Engineering & Technology
ISSN: 2046-4177 (Print) 2056-8487 (Online) Journal homepage: http://www.tandfonline.com/loi/tmar20
Simulation of the dynamics of a marine diesel

engine
Carmen Maftei, Lcia Moreira & C Guedes Soares
To cite this article: Carmen Maftei, Lcia Moreira & C Guedes Soares (2009) Simulation of the
dynamics of a marine diesel engine, Journal of Marine Engineering & Technology, 8:3, 29-43
To link to this article: http://dx.doi.org/10.1080/20464177.2009.11020225
Published online: 01 Dec 2014.
Submit your article to this journal
Article views: 112
View related articles
Full Terms & Conditions of access and use can be found at

http://www.tandfonline.com/action/journalInformation?journalCode=tmar20
Download by: [109.98.161.141]
Date: 04 November 2015, At: 12:08
Simulation of the dynamics of a marine diesel engine
Simulation of the dynamics of

a marine diesel engine
Downloaded by [109.98.161.141] at 12:08 04 November 2015
Carmen Maftei, Lucia Moreira and C Guedes Soares, Centre for Marine Technology and
Engineering (CENTEC), Technical University of Lisbon, Instituto Superior Tecnico, Portugal
This paper presents a simulation model of a turbocharged four-stroke diesel engine with
eight cylinders in transient conditions, attached to a propulsion system. Having an engine
model that is accurate but not complicated is desirable when working with on-board
diagnosis or engine control. The model presented here is relatively simple, but sufficiently
precise to be able to describe the behaviour of a complete propulsion plant giving as
output values the time histories of all variables considered.
INTRODUCTION
imulation has become a popular tool to predict how
the dynamic behaviour of an engine will be. The
ever-increasing performance of computers causes
this technique to be attractive and economical. The
main advantages are fast processing, as well as good agreement between simulated and actual results. The main disadvantage lies in the fact that the models are designed for a
specific propulsion system and must be revaluated for a
different type of engine. This paper presents a thermodynamic simulation for turbocharged diesel engines. The simulation inputs are engine geometric and thermodynamic
characteristics that can be easily modified to accommodate
any type of engine.
Marine propulsion plants are complicated systems with
hull, engine and propeller operating together. Diesel engines
are very important components of the system and are highly
nonlinear and time-invariant, therefore the modelling of diesel engines is one of the key problem both for simulations
and control of the system. Marine propulsion system simulation can be used for a variety of purposes, such as machinery
performance analysis, ship performance analysis, manoeuvring analysis, and machinery control systems development.
There are various papers that treat this issue, trying each
time to improve accuracy and to validate the model more.
Chesse1 presents a marine diesel engine simulation code
designed for real-time performance. The various equations
are derived from the laws of thermodynamics, thus guaranteeing qualitatively accurate predictions and allowing for
easy use with any type of engine. The code is based on the
filling and emptying method with various simplifications
to achieve real-time performance.
Miedema and Lu2 modelled the diesel engine based on
No. A15 2009
Journal of Marine Engineering and Technology
the Seiliger (thermodynamic) process. The results of the

model show that the diesel engine behaves like a second
order system when operating in the governor area and more
like a first order system in the constant torque (overload)
area. Ritzen3 introduced a four state mean value model. To
make the model usable and simple it was simulated with a
fixed step size solver.
Benvenuto has applied simulation techniques to marine
propulsion systems obtaining interesting results as shown,
for instance, in some publications.4,5,6 The transient operation of the main components of marine propulsion plants
and their different elements such as engine, shaftlines,
clutches, gears, bearings and elastic couplings, have been
studied and simulated according to the operational requirements of the ship.
Of course these are only some examples that are dealing
with such tasks. There are a lot more and every time trying
to improve the accuracy of the results. The present work
addresses in particular the engines dynamic simulation
field as it treats a marine diesel engine of great capacity
giving the possibility to modify the operating parameters of
the engine. One of the most important contributions of the
paper is the simulation of the cylinders sequence, which
generally is an aspect not covered in the literature.
The complete computer simulation code developed may
be considered a useful tool to predict the propulsion plant
behaviour in presence of critical situations or when changing the normal working conditions. The propulsion plant
simulator can be easily connected to a manoeuvring simulator, as for instance the one developed by Moreira and
Guedes Soares.7 The whole system may be used, for instance, to evaluate fully all manoeuvring situations which
29
can be envisaged in service (stop!full-ahead, halfahead!full-ahead, crash-stop, etc), or to predict the influence on the ship propulsion and manoeuvrability of adverse
environmental conditions (heavy sea, wind).
MODEL STRUCTURE
This section describes the concepts and details concerning
the development of the engine. The simulations are made
using Simulink, which is a toolbox of Matlab, that allows
the modelling in blocks, in a simpler and useful way.8,9 Also
used is another part of the Matlab program called Stateflow,
which is very useful regarding the modelling of the engine
timer. Stateflow is a graphical design and development tool
for simulating complex reactive systems based on finite
state machine theory.
In this model, the intake, compression, power and exhaust strokes occur simultaneously (at any given time, one
cylinder is in each phase). In order to model the engine a
single thermodynamic block was used for all cylinders. One
could use eight intake blocks, eight compression blocks,
etc., but each would be idle 75% of the time. Alternatively,
a more efficient solution was implemented by putting all
the eight cylinders performing the respective tasks with one
set of blocks.
The blocks that constitute the whole model are presented and explained in10,11 . It was necessary to establish
some assumptions that were considered for the development
of the simulation model.12,13
The process is adiabatic;
The air is modelled as an ideal gas;

Kinetic and potential energy effects are negligible.
To start the simulation of the model some initial data is

required such as the pressure and the air initial temperature
and also its density.
Through the acceleration position the fuel alimentation
is defined. In the air conditions block the input constants
(density, temperature and atmospheric pressure) are defined.
The engine comprises the following four blocks:
Air conditions block;

Turbine block;
Compressor block;
Engine block that includes the thermodynamic block
and the sequence of the cylinders.
A main view of all the modelled blocks inside the engine

simulator is shown in Fig 1.
The engine block

The inputs of the thermodynamic block of the engine simulator are the angular speed of the crank, fuel mass, air
pressure, air temperature and air density. The sequence is
modelled separately; the cylinders that execute the same
stroke are coupled in the same block. The thermodynamic
block represents the most complex part of the simulator
because on it is represented the model of the thermodynamic cycle of the engine. An overview of the blocks that
Fig 1: Main view of the

engine model
30
No. A15 2009
comprise the thermodynamic part of the model is given in

the next subsections.
Intake block
The admission system contains the pipes that hold and
distribute the air to the cylinders, filter, and intake valves.
The characteristics of the system determine the quantity of
air introduced into the cylinder. The mass of air introduced
into the cylinder is obtained from the three following computations:
1.
2.
3.
Calculation of the volumetric inflow rate transported by

the pipe;
Calculation of the losses of charges;
Calculation of the air mass that passes through the
valves during the intake.
The volumetric inflow rate is calculated using the expression:12
V_ Ac Sp=4
(1)
where A c is the area of the piston, and S p is the speed of

the piston.
The speed of the piston, S p , is calculated using the
expression:12
Sp 2 Lc N
(2)
where N is the rotational speed of the crankshaft, and Lc is

the distance covered by the piston for each half rotation of
the crankshaft.
There are two types of losses of charges:
1.
2.
Losses of charges in valves, filters, connections, etc.

Losses of charges along the pipes.
For the calculation of losses in the valves, filters and connections the following expression is used:
2
1
1
2
_
(3)
p r V k
2
A
where k is the local losses coefficient, A is the local area of
the pipe; r is the specific mass of the fluid, and V is the
volumetric inflow rate.
For the calculation of losses of charges in pipes the
following expression is used:
2
1
L
1
2
_

(4)
p r V f
2
D
A
where f is the nondimensional friction coefficient; L is the
pipe length, and D is the pipe diameter.
In order to model the air mass inflow into the cylinders
the expression is used:12
8
2
3 91
1 <
1 =2
C D A val p0
pT
2 4
pT 5
m_ ar

:
1
1
;
p0
p0
1
R T 0 2
(5)
where C D is the discharge coefficient, A val is the area available to pass through the admission valves, P0 is the pressure
No. A15 2009
at the valves inlet, PT is the pressure within the cylinder, R

is the gas constant, T 0 is the temperature at the cylinder
entrance, and is the fluid isentropic constant.
Equation (5) allows the calculation of the inflow rate of
the air that passes through the valves when they are opened.
As the valves are opened 14 of the cycle, in order to achieve
the quantity of inserted air for cycle the following expression is used:
m cycle
m_ air 180
720 N
(6)
In order to compute the correct inflow rate of air inserted in

the cylinders the expression below is used:
m_ air m cycle N
(7)
Compression block
The compression is modelled taking in consideration the
thermodynamic study of the process. For the modelling of
the compression process the following assumptions were
adopted:
The process is adiabatic;

The air is taken as an ideal gas;
Kinetic and potential energy effects are negligible.
The input data for the compression block are the pressure
and the temperature of the air at the beginning of the
process and the inflow rate of air inserted into the cylinder.
The objective is to determine the pressure and the temperature at the end of the compression, together with the power
developed during the process.
The analysis starts with the determination of the proprieties of the cycle. With the initial temperature of the air and
using the tables that contain the proprieties of the air,14 it is
possible to obtain the values of the internal energy in the
beginning of the compression. The specific volume relative
to the final temperature is determined trough the following
expression:
vr I
(8)
vr F
r
where vr I is the specific relative volume at the beginning
of the compression, vr F is the specific relative volume at
the end of compression, and r is the compression rate.
Interpolating again in the table of proprieties of air it
will be obtained the temperature and enthalpy at the end of
the compression.
pF pI
TF
r
TI
(9)
where p I is the pressure at the beginning of the compression, p F is the pressure at the end of compression, T I is the
temperature at the beginning of the compression, and T F is
the temperature at the end of the compression.
Finally, for the calculation of the power absorbed in the
compression process, W_ comp , the following expression was
used:
W_ comp m_ air (u comp I u comp F )
(10)
31
where m_ air is the mass inflow of air inserted into the

cylinder, u comp I is the internal energy of air at the beginning
of the compression, and u comp F is the internal energy of air
at the end of the compression.
h comb
n R (h f h) R
(14)
nP
o
(h f
h) P (kJ=kmol)
Combustion block
The power stroke is a very complex process and it is quite
difficult to model this phase of the cycle. Some simplifications were established provided by the following
assumptions:14
The combustion is done in constant volume;

The combustion is complete and the reactants are at the
same temperature as the products of the reaction;
All gases (products and reactants) are behaving following the model of ideal gas;
Each mole of oxygen in the combustion air is accomplished by 3.76 moles of nitrogen only.
The stoichiometric equation of the combustion is determined by:

C x H y a (O2 3:76N 2 ) ! b CO2 c H 2 O d N2
(11)
where n is the number of moles, h f is the enthalpy of the

formation of the mixture, h is the variation of the enthalpy
of the mixture, and the R and P subscripts are referred to
the reactants and products of the reaction, respectively.
Finally, the heat generated in the power stroke Q_ comb is
determined by the following expression:
h comb
:m_ fuel
Q_ comb
M fuel
where M fuel is the fuel molar mass (kg/kmol) and m_ fuel is

the mass inflow of the injected fuel.
Expansion block
This is the phase of the cycle which in the mechanical
power is produced. The following assumptions are made:
where x represents the number of moles of carbon (C)

existing in a mole of the used hydrocarbon and y represents
the number of moles of hydrogen (H) existing in a mole of
the used hydrocarbon.
The ratio air/fuel (air kg/fuel kg) is calculated as following:
(a d) M air
AF
M fuel
(12)
where M air is the air molar mass, and M fuel is the fuel
molar mass.
When the air/fuel ratio is stoichiometric correct it is
named AFE. In order to determine if the mixture is rich or
poor, ie, if it has fuel in a great or low quantity, the
following ratio is used between the real air/fuel ratio and
the stoichiometric correct one:
AF
excess
AFE
(13)
When the ratio given in equation (13) is greater than unity

this means that the mixture is poor and the equation (11) is
rewritten in the following way:
C x H y a (O2 3:76N2 ) !
b CO2 c H 2 O d N2 e O2
(14)
where a a*excess.
The heat generated by the power stroke is calculated
through the computation of the combustion enthalpy. The
combustion enthalpy h comb is calculated by the balance of
the enthalpy of the reactants and products of the reaction,
through the following equation:14
32
(15)
When the expansion is initialized the power stroke is

already completed. The heat resulting from the combustion is delivered by the power stroke block;
The gases mixture is behaving like air, like ideal gas.
In order to determine the mechanical power produced in the

expansion process it is necessary to determine the gases
properties at the instant which in the expansion starts. The
enthalpy produced by the power stroke, h exp I , is calculated
using the following expression:
h exp I
Q_ comb
(kJ=kg)
m_ air m_ fuel
(16)
Through the interpolation in the air properties table one will

obtain the temperature (T) and the specific relative volume
(v r ) at the beginning of the expansion. The specific relative
volume at the end of the exhaust v r exp F is calculated using
the following expression:14
v r exp F v r exp I r
(17)
where v r exp I is the specific relative volume at the beginning

of the expansion and r is the compression rate.
Again, through the interpolation in the air properties
table the temperature and the enthalpy are obtained at the
end of the expansion h exp F .
The developed power, W_ exp , is calculated in the following way:12
W_ exp (m_ air m_ fuel ) (h exp I h exp F )
(18)
In this block the pressures in the three phases of the expansion are also calculated: immediately after the conclusion of
the combustion (p3 ), at the end of the expansion (p4 ), and at
the instant which in the gases exhaust is started (p5 ).14
Exhaust block
The model of the exhaust system is quite similar to the
No. A15 2009
intake one. In this case it is assumed that the gases produced by the combustion are eliminated by the exhaust
valves. The inflow mass rate is previously determined.
This block is important for calculating the pressure
losses in the exhaust pipe.
The methodology for determine the charge losses is the
same as the one used for the intake process.
Power absorbed during the intake
In order to calculate the power absorbed in the intake it was
used the following expression:12
W_ int m_ air pint (V d ) n c
sfc
m_ fuel
W_
Power absorbed during the gases exhaust

For the calculation of the power absorbed in the exhaust
stroke the following expression was used:12
Fuel injection system

The fuel inflow rate injected into the cylinders is calculated
with the following expression:12
q
m_ fuel C D A inj 2 r fuel p
(26)
(20)
where A inj is the minimum injector area, r fuel is the fuel

density, and p is the lost of pressure through the injector.
The variation of the pressure, p, is calculated by:
p p pump pcompression
m cycle m_ fuel
Work power and mechanical efficiency
The work power developed by the engine is the result of the
sum of the several terms referred to the developed and
absorbed powers in the intake, compression, expansion, exhaust and friction. Thus, it can be calculated in the following way:
(21)
where W friction is the power resulted from the friction of the

parts.
The mechanical efficiency, mec , is calculated using the
following expression:14
mec
W_
m_ fuel h comb
M fuel
(22)
Thermal efficiency and lost heat

The dissipated heat is calculated following the next expression:14
Q_ lost m_ air (u exp F u AVE )
(23)
where u exp F is the air internal energy at the end of expansion, and u AVE is the air internal energy at the instant which
in the valve for gases exhaust is opened.
The thermal efficiency of the engine is calculated as
follows:14
thermal 1
No. A15 2009
Q_ lost
Q_ comb
(24)
(27)
where p pump is the pressure of the injector pump, and

pcompression is the air pressure in the cylinder after the compression.
This flow rate exists when the injector is opened. Into
the cycle it is opened only during a small rotation angle of
the crankshaft. For this reason to calculate the injected fuel
in one cycle it is used the following expression:
where pout is the pressure during the gases exhaust.
W_ W_ int W_ comp W_ exp W_ ev h W_ friction
(25)
(19)
where pint is the pressure during air intake, V d is the

displaced volume of the cylinder, and n c is the engine number of cylinders.
W_ exh (m_ air m_ fuel ) pout (V d ) n c
Specific consumption
The specific consumption of the engine, sfc, is determined
through the following expression:12
360 N
(28)
where is the period which in the injector is opened in

angle of the crankshaft.
The fuel inflow rate is calculated by:
m_ fuel m cycle N
(29)
Friction of the engine

There are three types of friction that exist in an engine:
1.
2.
3.
Friction between parts;

Hydrodynamic friction;
Friction due to the turbulent dissipation of the energy.
It can obtain one expression that will be useful to determine

the pressure resulted from the friction losses:12

N
2
P friction C1 48
(30)
0:4 S p (kPa)
1000
where C1 75kPa, for a direct-injection diesel engine. The
first term of the equation (30) refers to the friction due to
the contact between parts; the second term refers to the
hydrodynamic friction and the third one refers to the friction produced by the turbulent dissipation of the energy.
In order to calculate the dissipated power due to friction,
W_ friction , it is used the following expression:12
W_ friction P friction m_ air V d n c
(31)
Engine dynamic block

The objective of this block is to determine the rotation
speed of the crankshaft.
For this purpose will be used the Newtons law for the
circular motion:
33
T J N_
(32)
where T is the torque developed by the engine, J is the polar

inertia of the crankshaft, and N is the angular velocity of
the crankshaft.
For the calculation of the torque developed by each
cylinder the equation (33) will be used:12
T
m ep V d
nR
Fig. 2: Engine time block
(33)
where m ep is the mean effective pressure, V d is the displaced volume of the cylinder, and n R is the number of
complete rotations of the crankshaft per cycle (2 for fourstroke cycle). The engine torque is given by the sum of the
torque of the cylinders, taking into account the respective
sequence.
The mean effective pressure is obtained using the following expression:14
m ep
W_
m_
1
v1 1
r
(34)
where W is the power developed by the engine; m is the

inflow mass rate of gases resulted from the power stroke, v1
is the specific volume of gas at the beginning of the compression, and r is the compression rate.
v1 is calculated through the following expression:14
v1
R T1
p1
(35)
Fig. 3: Sequence diagram
where R is the gas constant, T1 is the temperature at the

beginning of the compression, and P1 is the pressure at the
beginning of the compression.
Cylinders sequence
To obtain better regular crankshaft rotation, the cylinders of
a multi-cylinder engine are arranged to fire in equal intervals. Expressed in terms of the angle on the crankshaft, this
interval is 720/z on a four stroke-engine, where z is the
number of cylinders. Consequently, the crank angles of a
four-stroke eight cylinders diesel are 90deg each.
However, the above angles do not indicate the way they
are arranged in the order of their succession. They are setup
with reference to a specific order established with a view to
relieving the crankshaft journals between the adjacent cylinders from excessive loads, unavoidable if these cylinders
would fire in succession.
For this model the firing order will be 1-4-2-6-8-5-7-3-1.
This block was modelled with the help of the toolbox
Stateflow.
The block that contains the sequence of the cylinders is
presented in Figs 2 and 3:
How the sequence is modelled and what is the firing
order of the cylinders is described in Figs 4-7. The cylinders
that execute the same stroke are coupled in one block for
the simplicity of the model.
34
Fig 4: Exhaust stroke
Turbocompressor block
Regarding the thermodynamic analysis, the forces that act
on the rotor are, at each instant, approximately equal to the
ones from the stationary case when the same operation
conditions are considered.
Analyzing in particular the compressor, the energetic
balance is:

V 21
V 22
_
W comp m_ comp h2
(36)
m_ comp h1
2
2
where m comp is the air mass flow, h1 is the fluid enthalpy
at the entrance in the compressor, h2 is the fluid enthalpy
No. A15 2009
Fig 5: Suction stroke
Fig 6: Compression
stroke
Fig 7: Ignition stroke

at the exhaust from the compressor, V1 is the fluid
velocity at the entrance in the compressor, V2 is the fluid
velocity at the exhaust from the compressor, and W comp is
the compression power.
The compression power is obtained from the expression:

V 22 V 21
_
(37)
W comp m_ comp h2 h1
2
Compressor block
Attaching the compressor block will affect the escape air
pressure. The variables that enter into the compressor block
are: pressure, atmospheric temperature and density, air flow
and the power transmitted by the turbine.
The air mass flow is obtained using the expression:
Assuming that the gas is ideal, the kinetic components will

be annulated:
where Qvol is the volumic flow, r air is the air density, and
m comp is the mass flow.
The enthalpy at the compressor exit, h comp F , will be
calculated by:
W_ comp m_ comp h2 h1
(38)
Turbine block
The power developed by the turbine, W_ turb , is calculated in
the following way:
W_ turb m_ air m_ fuel h turb F h exh
(39)
where h exh is the enthalpy at the instant which in the gases

exhaust is started, and h turb F is the enthalpy at the turbine exit.
No. A15 2009
Qvol r air m_ comp
h comp F
W_ turb
h comp I
V_ :r
(40)
(41)
air
where h comp I is the enthalpy at the compressor inlet. By

interpolating in the table of air properties, with the enthalpy
h comp F , the temperature at the compressor exit (T comp F ) is
obtained and from this temperature the pressure relative to
the compressor exit ( pcomp F ) is obtained.
35
The pressure at the turbocompressor exit, p turbo F , is

given by
pcomp F
(42)
p turbo F patm
pcomp I
where patm is the atmospheric pressure, and pcomp I and
pcomp F are the relative pressures at the inlet and the exit of
the compressor, respectively.
The turbine uses the escape gases for providing energy
to the compressor. For the turbine block is necessary the
information about the escape gases regarding the pressure,
the temperature and volumic flow and also the atmospheric
pressure.
The inputs for the thermodynamic block are the angular
speed of the crank, fuel mass, air pressure, air temperature
and air density. The sequence is modelled separately, the
cylinders that execute the same stroke being coupled in the
same block.
The thermodynamic block represents the most complex
part of the work because on it is built up the model of the
thermodynamic cycle of the engine.
Fig 8: General view of Kelvin engine
includes a gear driven lubricating oil pump and engine

mounted fresh water cooled oil cooler. A torsional vibration
damper is fitted at the free end of the engine and the
crankshaft has an extension for power take-off purposes.
Further power drives can be provided at the free end.
Technical data
GENERAL PRESENTATION OF THE

CASE STUDY ENGINE
The type and the characteristics of the engine chosen to
model were taken from the official site of Kelvin engines.
The Kelvin diesel engine Model TBSC8 is a 4-stroke 8
cylinder in-line having operating speed range of 700-1350
rpm. Fig 8 presents a general view of the Kelvin engine
used for this study.
It is turbocharged and fitted with a sea water cooled
intercooler. The engine is fresh water cooled through a
mounted heat exchanger and gear driven fresh and sea water
pumps. The crankcase is of cast iron with separate cylinder
blocks, each for two cylinders with wet liners and individual
cylinder heads. Water cooled exhaust manifolds and crankcase doors are fitted as standard. Wet sump lubrication
The maximum crankshaft power is 400kW at standard conditions and 1350rpm. Information regarding the geometry
of the engine is given in Table 1.
A sectional view that includes the main dimensions of
the engine is shown in Fig 9.
No. of cylinders
Bore
Length of Stroke
BMEP (break mean effective pressure)
Cubic Capacity
Piston Speed at 1350 r/min
Engine Speed Range
Lub Oil Type
Total Oil Capacity
8
165.1mm
184.15mm
1128kPa
31.5litres
8.28m/s
700 - 1350
DL-MP-SAE30
77litres
Table 1: Technical data of Kelvin engine
Fig 9: Sectional view of the Kelvin engine
36
No. A15 2009
Fig 10: Signal inputs
Fig 11: Responses of the parameters for the engine model using a build signal
No. A15 2009
37
RESULTS
Results of the simulations of the diesel engine

This section serves to observe and analyze the engine
behaviour as a result of the simulations made for the
model in discussion. The analyzed parameters are engine
power, torque, variation of the air flow, specific consumption, power, mechanical efficiency, thermal efficiency, and
In this section the results of simulations will be presented.

In order to have a better view over the results of the model
and how they are changing with the input, a set of different
input signals is proposed, as presented in Fig 10. The
simulations are made for a build signal (ramp), step signal,
and a pulse signal.
Fig 12: Responses of the parameters for the engine model using a step signal
38
No. A15 2009
respective can be seen in Figs 1113 for different input

signals.
Results of the simulations of the complete

propulsion plant
To obtain a complete simulation system of marine propulsion and to have a full view over the dynamic behaviour of
the marine propulsion, the engine is coupled to a propulsion

system, an issue already developed.15
The model is able to describe the behaviour of whole
system giving, as outputs values, the time histories of all
considered variables (angular velocity, advance velocity of
the ship, output impulse, resistance, output torque, KT and
KQ coefficients). The results are presented in Figs 1416.
Several output results of the simulations are shown in
Fig 13: Responses of the parameters for the engine model using a pulse signal
No. A15 2009
39
Fig 14: Responses of the parameters for the complete propulsion plant using a build signal
graphical form in previous section. The simulation was
done for 5 seconds for the engine model, and for 120
seconds for the complete propulsion system using the input
signals shown in Fig 10.
Despite its limitation, this model has the potential for
relatively fast and accurate predictions of the evolution of
the engine variables.
It can be concluded that despite the model being based
40
on various simplifications, it is capable to represent the

physical phenomena through its output variables.
CONCLUDING REMARKS
The program developed permits the simulations of the functionality of a four-stroke marine diesel engine. The results
obtained reveal realistic values, being a next step the valida-
No. A15 2009
Fig 15: Responses of the parameters for the complete propulsion plant using a step signal
tion through the comparison of the present results with real
results of an engine. Due to its complexity and because of
the different assumptions and simplifications, the power
stroke is the one that is questionable.
In the development of the simulation model of the diesel
engine, presented in this work, the purpose was to make
possible to modify different functionality parameters. The
engine allows obtaining results of its behaviour in different
No. A15 2009
conditions, and this is an important feature for the validation process of the model.
The first step towards improve accuracy is to validate
the model as much as possible. This requires more and
better measured data from the tested engine. Once this has
been acquired, other approaches for model improvement
may be investigated.
To make the validations, simulated quantities will be
41
Fig 16: Responses of the parameters for the complete propulsion plant using a pulse signal
compared with measured quantities. It is necessary to make
measurements for different input signal conditions in order
to make a proper validation. It is also necessary to make
measurements during a relatively long time so that not only
one special operating point is captured. The different types
of signal input conditions to use can be step input signal or
a pulse input signal, for instance.
42
REFERENCES
1. Chesse P, Chalet D, Tauzia X, Hetet JF and Inozu B.
2004. Real-Time Performance Simulation of Marine Diesel
Engines for Training of Navy Crews. Marine Technology
41(3): 95101.
2. Miedema SA and Lu Z. 2002. The Dynamic Behaviour of a Diesel Engine. Proc. WEDA XXII Technical Con-
No. A15 2009
ference and 34th Texas A&M Dredging Seminar. June

1215, Denver, Colorado, USA.
3. Ritzen J. 2003. Modelling and Fixed Step Simulation
of a Turbo Charged Diesel Engine. Masters Thesis
performed in Vehicular Systems. Dept. of Electrical
Engineering,
Linkopings
Universitet,
Linkoping,
Sweden.
4. Benvenuto G, Carrera G, Figari M and Campora U.
2005. Interaction between ship propulsion plant automation
and simulation. Maritime Transportation and Exploitation
of Ocean and Coastal Resources, C Guedes Soares, Y
Garbatov and N Fonseca, (Editors), Taylor & Francis; London UK, pp. 617626.
5. Altosole M, Benvenuto G, Figari M and Campora U.
2008. Real-time simulation of a COGAG naval ship propulsion system Maritime Industry. Ocean Engineering and
Coastal Resources, C Guedes Soares and P Kolev, (Editors),
Taylor & Francis; London - UK, pp. 331337.
6. Benvenuto G, Figari M, Moreira L and Guedes
Soares C. 2000. Dynamic Modelling of Waterjet Propulsion
Plants. Proceedings of the IX International Maritime Association of Mediterranean Congress (IMAM 2000), P Cassella, A Scamardella and G Festinese (eds.), Ischia, Italy, 26
April,, pp. 5260.
7. Moreira L and Guedes Soares C. 2003. Dynamic
Model of Manoeuvrability using Recursive Neural Networks, Ocean Engineering 30(13): 16691697.
No. A15 2009
8. Matsumoto EY. 2003. Simulink 5 Fundamentals

2nd edition. Erica.
9. Hanselman D and Littlefield B. 2003. MATLAB 6
Complete Course. Prentice Hall.
10. Castelo Branco B, Moreira L and Guedes Soares C.
2004. Simulation of a Monocylinder Four Stroke Diesel
Engine Performance, (In Portuguese), in: As Actividades
Martimas e a Engenharia (The Maritime Activities and the
Engineering), C Guedes Soares and V Goncalves de Brito
(eds), Edicoes Salamandra, Lda, Lisbon, pp. 381394.
11. Maftei C. 2007. Simulation of the Dynamics of a
Marine Diesel Engine. Masters Thesis performed in Naval
Architecture and Marine Engineering. Unit of Marine Technology and Engineering, Technical University of Lisbon,
Portugal.
12. Heywood JB. 1988. Internal Combustion Engine
Fundamentals. McGraw Hill.
13. White FM. 2002. Fluid Mechanics 4th edition.
McGraw Hill.
14. Moran MJ and Shapiro HN. 1998. Fundamentals of
Engineering Thermodynamics 4th edition. John Wiley &
Sons.
15. Moreira L, Alves Francisco R and Guedes Soares C.
2000. Dynamic Simulation of Marine Propulsion Systems,
(In Portuguese), in: O Mar e os Desafios do Futuro (The Sea
and the Future Challenges). C Guedes Soares and J Beirao
Reis (eds), Edicoes Salamandra, Lda, Lisbon, pp. 167184.
43

Simulation of The Dynamics of A Marine Diesel Engine

Enviado por

Dados do documento

Descrição original:

Título original

Direitos autorais

Formatos disponíveis

Compartilhar este documento

Compartilhar ou incorporar documento

Opções de compartilhamento

Você considera este documento útil?

Este conteúdo é inapropriado?

Direitos autorais:

Formatos disponíveis

Simulation of The Dynamics of A Marine Diesel Engine

Enviado por

Direitos autorais:

Formatos disponíveis

Journal of Marine Engineering & Technology

ISSN: 2046-4177 (Print) 2056-8487 (Online) Journal homepage: http://www.tandfonline.com/loi/tmar20

Simulation of the dynamics of a marine diesel

Published online: 01 Dec 2014.

Submit your article to this journal

Article views: 112

View related articles

Full Terms & Conditions of access and use can be found at

Date: 04 November 2015, At: 12:08

Simulation of the dynamics of a marine diesel engine

Simulation of the dynamics of

Downloaded by [109.98.161.141] at 12:08 04 November 2015

No. A15 2009

Journal of Marine Engineering and Technology

the Seiliger (thermodynamic) process. The results of the

Simulation of the dynamics of a marine diesel engine

Downloaded by [109.98.161.141] at 12:08 04 November 2015

The process is adiabatic;

The air is modelled as an ideal gas;

To start the simulation of the model some initial data is

Air conditions block;

A main view of all the modelled blocks inside the engine

The engine block

Fig 1: Main view of the

Journal of Marine Engineering and Technology

No. A15 2009

Simulation of the dynamics of a marine diesel engine

comprise the thermodynamic part of the model is given in

Calculation of the volumetric inflow rate transported by

The volumetric inflow rate is calculated using the expression:12

Downloaded by [109.98.161.141] at 12:08 04 November 2015

where A c is the area of the piston, and S p is the speed of

where N is the rotational speed of the crankshaft, and Lc is

Losses of charges in valves, filters, connections, etc.

No. A15 2009

Journal of Marine Engineering and Technology

at the valves inlet, PT is the pressure within the cylinder, R

In order to compute the correct inflow rate of air inserted in

The process is adiabatic;

Simulation of the dynamics of a marine diesel engine

where m_ air is the mass inflow of air inserted into the

The combustion is done in constant volume;

Downloaded by [109.98.161.141] at 12:08 04 November 2015

The stoichiometric equation of the combustion is determined by:

where n is the number of moles, h f is the enthalpy of the

where M fuel is the fuel molar mass (kg/kmol) and m_ fuel is

where x represents the number of moles of carbon (C)

When the ratio given in equation (13) is greater than unity

When the expansion is initialized the power stroke is

In order to determine the mechanical power produced in the

Through the interpolation in the air properties table one will

where v r exp I is the specific relative volume at the beginning

Journal of Marine Engineering and Technology

No. A15 2009

Simulation of the dynamics of a marine diesel engine

Downloaded by [109.98.161.141] at 12:08 04 November 2015

Power absorbed during the gases exhaust

Fuel injection system

where A inj is the minimum injector area, r fuel is the fuel

where W friction is the power resulted from the friction of the

Thermal efficiency and lost heat

No. A15 2009