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Laporan Grup 5
Laporan Grup 5
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GROUP 5
TABLE OF CONTENT
CHAPTER I..................................................................................................................................3
1.1 Background.........................................................................................................................3
1.2 Purpose of the Practice.......................................................................................................3
1.3 Benefit of the Practice........................................................................................................4
CHAPTER II................................................................................................................................5
2.1 Diesel Engine Characteristic...............................................................................................5
2.2 Engine Performance..........................................................................................................10
Indicated Mean Effective Pressure (I.M.E.P):....................................................................11
Indicated Horse Power (I.H.P):..........................................................................................11
Brake Horse Power (B.H.P)................................................................................................11
Frictional Horse Power (F.H.P):.........................................................................................12
Indicated Thermal Efficiency:............................................................................................12
Brake Thermal efficiency (Overall efficiency):.................................................................12
Mechanical Efficiency :......................................................................................................12
2.3 Combustion Process..........................................................................................................13
2.4 Calculation Equation........................................................................................................15
CHAPTER III.............................................................................................................................17
3.1 Practice Equipment...........................................................................................................17
3.2 Step of Experiment...........................................................................................................20
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CHAPTER I
INTRODUCTION
1.1 Background
Diesel Engine is a type of power generating machine with a machine that uses
combustion system by compression (internal combustion engine). Diesel engine is an
internal combustion engine that uses pressure as a fuel combustion trigger. The diesel
engine that is part of the ship's propulsion system has the power adjusted for the
magnitude of the prisoner owned by a ship and also the speed of sailing of the vessel.
In practice diesel engine that has been done, used fuel type Solar. From the fuel will be
variations of rotation and loading with the generator to determine the fuel consumption of
diesel engines with certain loading and without loading. The results of the data obtained
will be used to determine the efficiency and large consumption of fuel in diesel engines
used.
1.2 Purposes
c. Knowing the power connection with certain loading with the round.
d. Knowing the torque relation on a certain loading by round.
e. Determine the relationship of BMEP value to the loading of the round.
f. Knowing the Envelope Engine owned by the machine used.
1.3 Benefits
a. Students are able to understand the effect of power on the diesel engine on the large
fuel consumption.
b. Students understand the effect of power variations on thermal efficiency.
c. Students are able to understand the effect of power due to load variation with engine
rotation value.
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d. Students are able to understand the relation of torque on certain loading variations with
engine rotation value.
e. Students are able to understand the relationship of BMEP to engine speed.
f. Students are able to describe the engine envelope graph that is owned by the machine.
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CHAPTER II
THEORITICAL FARWORK
Diesel Engine is a type of power generating machine with a machine that uses combustion
system by compression (internal combustion engine). Diesel uses hot temperatures from
compression. Air is drawn to the cylinder and compressed to create such a hot temperature that
ignites the fuel injected into the engine. The concept of combustion in a diesel motor is through
the process of ignition of air compression at high pressure. This combustion may occur because
the air is compressed in the room with a compression ratio much larger than the gasoline motor
(7-12), ie between (14-22). Consequently air will have pressure and temperature above
temperature and pressure ignition fuel.
Intake: Air is drawn into the cylinder through the open green air inlet valve on the right as
the piston moves down.
Compression: The inlet valve closes, the piston moves up, and compresses the air mixture,
heating it up. Fuel is injected into the hot gas through the central fuel injection valve and
spontaneously ignites. Unlike with a gas engine, no sparking plug is needed to make this
happen.
Power: As the air-fuel mixture ignites and burns, it pushes the piston down, driving the
crankshaft that sends power to the wheels.
Exhaust: The green outlet valve on the left opens to let out the exhaust gases, pushed out
by the returning piston.
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where,
W = Weight of fuel supplied in kg/min, value of fuel oil in k.cal/kg,
J = Joules equivalent = 427.
diesel engine is compressed and heated, but never engages in the combustion process.
Oxygen in the excess air helps oxidize gaseous hydrocarbons and carbon monoxide,
reducing them to extremely small concentrations in the exhaust gas.
The following factors play a primary role in the diesel combustion process:
The inducted charge air, its temperature, and its kinetic energy in several
dimensions.
The injected fuel’s atomization, spray penetration, temperature, and
chemical characteristics.
While these two factors are most important, there are other
parameters that may dramatically influence them and therefore play a
secondary, but still important role in the combustion process. For instance:
Intake port design, which has a strong influence on charge air motion
(especially as it enters the cylinder) and ultimately the mixing rate in the
combustion chamber. The intake port design may also influence charge air
temperature. This may be accomplished by heat transfer from the water
jacket to the charge air through the intake port surface area.
Intake valve size, which controls the total mass of air inducted into the
cylinder in a finite amount of time.
Compression ratio, which influences fuel vaporization and consequently
mixing rate and combustion quality.
Injection pressure, which controls the injection duration for a given nozzle
hole size.
Nozzle hole geometry (length/diameter), which controls the spray
penetration as well as atomization.
Spray geometry, which directly impacts combustion quality through air
utilization. For instance, a larger spray cone angle may place the fuel on
top of the piston, and outside the combustion bowl in open chamber DI
diesel engines. This condition would lead to excessive smoke (incomplete
combustion) because of depriving the fuel of access to the air available in
the combustion bowl (chamber). Wide cone angles may also cause the fuel
to be sprayed on the cylinder walls, rather than inside the combustion
bowl where it is required. Fuel sprayed on the cylinder wall will
eventually be scraped downward to the oil sump where it will shorten the
lube oil life. As the spray angle is one of the variables that impacts the rate
of mixing of air into the fuel jet near the outlet of the injector, it can have a
significant impact on the overall combustion process.
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Cos Φ = 0.9
η Generator =0.85
Actual RPM of Generator
η Belt=
Theoritical RPM of Generator
2.5.2 Relations between Power and Torque
P = 2π x RPS x T
2.5.3 Relations between Power and BMEP
P = ί x BMEP x L x A x z x RPS
Where;
BMEP : Brake Mean Effective Preassure
i : 1 for 2 stroke
1
i for 4 stroke
2
L : Length of Stroke
A : Area of Piston Bore
Z : Total Number of Cylinder
2.5.4 Fuel Oil Consumption
2.4.4.1 Fuel Oil Consumption
The total amount of fuel oil noted by mass that consumed by a combustion motor in
a specific period of operational time.
Units: Kg/h
2.4.4.2 Specific Fuel Oil Consumption
The total mass of fuel oil consumed by a combustion motor within the power units
and time with a correspondent value of load and revolution.
CHAPTER III
EXPERIMENT PROCESS
CHAPTER IV
RESULT AND DISCUSSION
4.1 Practical Result
Engine Generato The
Rotatio r Alternator Amount Time
No n Rotation Load of Fuel
Load
. Voltag Curren Factor
(RPM) (RPM) e t (ml) (s)
(V) (A)
1 1079 0 117 0 132.28
2 1075 1000 134 2 104.28
3 1078 1500 134 3 97.04
1700 0.85 20
4 1092 2000 137 5 82.39
5 1068 2500 137 7 77.39
6 1127 3000 150 9 70.87
1 1107 0 123 0 122.82
2 1129 1000 137 2 109.63
3 1800 1150 1500 145 3 93.84
0.85 20
4 1170 2000 155 5 80.40
5 1143 2500 150 7 73.60
6 1163 3000 155 9 70.50
1 1212 0 147 0 111.95
2 1212 1000 155 2 99.53
3 1900 1214 1500 160 3 95.57
0.85 20
4 1217 2000 162 5 76.41
5 1212 2500 163 7 71.5
6 1210 3000 163 9 68.57
1 1266 0 160 0 103.93
2 1266 1000 167 2 94.31
3 2000 1264 1500 169 3 90.41
0.85 20
4 1267 2000 173 6 73.11
5 1265 2500 173 7 70.26
6 1260 3000 173 9 67.31
1700 850
1800 900
1900 950
2000 1000
2100 1050
Alternator
Putaran Putaran
Putaran Daya Daya
Generato Generato Teganga
No Engine Arus Engine Engine
r (Nyata) r (Teori) η (Belt) n
.
(Ampere
(RPM) (RPM) (RPM) (Volt) (watt) (Kw)
)
1 1079 1.269 117.0 0.0 0.000 0.000
2 1075 1.265 134.0 2.0 224.372 0.224
3 1078 1.268 134.0 3.0 335.622 0.336
1700 850
4 1092 1.285 137.0 5.0 564.560 0.565
5 1068 1.256 137.0 7.0 808.146 0.808
6 1127 1.326 150.0 9.0 1078.083 1.078
1 1107 1.230 123.0 0.0 0.000 0.000
2 1129 1.254 137.0 2.0 231.272 0.231
3 1150 1.278 145.0 3.0 360.460 0.360
1800 900
4 1170 1.300 155.0 5.0 631.222 0.631
5 1143 1.270 150.0 7.0 875.405 0.875
6 1163 1.292 155.0 9.0 1143.038 1.143
1 1212 1.276 147.0 0.0 0.000 0.000
2 1212 1.276 155.0 2.0 257.280 0.257
3 1214 1.278 160.0 3.0 397.713 0.398
1900 950
4 1217 1.281 162.0 5.0 669.486 0.669
5 1212 1.276 163.0 7.0 946.957 0.947
6 1210 1.274 163.0 9.0 1219.528 1.220
1 1266 1.266 160.0 0.0 0.000 0.000
2000 1000
2 1266 1.266 167.0 2.0 279.342 0.279
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P=2 π . Rps . T
Where:
P = Power (kW)
Rps = Rotation/second
T = Torque
Then:
P
T=
2 π . Rps
Putaran
Putaran Putaran Daya
Generato Torsi
No. Engine Engine Engine
r (Nyata)
(RPM) (RPS) (RPM) (Kw) (Nm)
1 1079 0.000 0.000
2 1075 0.224 0.001
3 1078 0.336 0.002
1700 28.33
4 1092 0.565 0.003
5 1068 0.808 0.005
6 1127 1.078 0.006
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P
BMEP=
i. L. A . Z . Rps
Where:
P : Power
i : Number of steps : 0.5 for 4 Stroke
L : Length of steps : 0.087 m
A : Cross sectional area of the cylinder : 0.0227 m2
Z : Number of cylinder = 1
Rps: Rotation/second
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Putaran
Putaran Putaran Daya
Generato BMEP
No. Engine Engine Engine
r (Nyata)
(RPM) (RPS) (RPM) (Kw) (KPa)
1 1079 0.000 0.000
2 1075 0.224 38.098
3 1078 0.336 56.988
1700 28.33
4 1092 0.565 95.862
5 1068 0.808 137.222
6 1127 1.078 183.057
1 1107 0.000 0.000
2 1129 0.231 37.088
3 1150 0.360 57.805
1800 30.00
4 1170 0.631 101.226
5 1143 0.875 140.385
6 1163 1.143 183.304
1 1212 0.000 0.000
2 1212 0.257 39.087
3 1214 0.398 60.423
1900 31.67
4 1217 0.669 101.712
5 1212 0.947 143.866
6 1210 1.220 185.277
1 1266 0.000 0.000
2 1266 0.279 40.317
3 1264 0.425 61.297
2000 33.33
4 1267 0.867 125.198
5 1265 1.014 146.295
6 1260 1.308 188.840
1 1324 0.000 0.000
2 1333 0.300 41.271
3 1330 0.602 82.729
2100 35.00
4 1315 0.913 125.509
5 1319 1.234 169.618
6 1333 1.374 188.817
ρ. V
Mf =
t
Where:
Mf = Amount of fuel concumption in the span of time
ρ = density = 830 Kg/m3 (diesel fuel)
V = volume of fuel = 20 mL = 0.00002 m3
t = time (hour)
Mf
SFC=
BP
Where:
Mf = Amount of fuel concumption in the span of time
BP = Brake Power
Putaran
Putaran Daya
Generato Waktu Mf SFC
No. Engine Engine
r (Nyata)
(RPM) (RPM) (Kw) s Kg/h Kg/Kwh
1 1079 0.000 132 0.453
2 1075 0.224 104 0.575 2.561
3 1078 0.336 97 0.616 1.836
1700
4 1092 0.565 82 0.729 1.291
5 1068 0.808 77 0.776 0.960
6 1127 1.078 70 0.854 0.792
1 1107 0.000 122 0.490
1800
2 1129 0.231 109 0.548 2.371
3 1150 0.360 93 0.643 1.783
4 1170 0.631 80 0.747 1.183
5 1143 0.875 73 0.819 0.935
6 1163 1.143 70 0.854 0.747
1 1212 0.000 111 0.538
2 1212 0.257 99 0.604 2.346
3 1900 1214 0.398 95 0.629 1.582
4 1217 0.669 76 0.786 1.175
5 1212 0.947 71 0.842 0.889
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BP
ηthermal =
Q fuel
Putara Putaran
Daya η
n Generato Mf Q fuel
No. Engine therma
Engine r (Nyata)
l
(RPM) (RPM) (Kw) Kg/h KJ/h
1 1079 0.000 0.453 18924.000 0%
2 1075 0.224 0.575 24018.923 3%
3 1078 0.336 0.616 25752.247 5%
1700
4 1092 0.565 0.729 30463.024 7%
5 1068 0.808 0.776 32441.143 9%
6 1127 1.078 0.854 35685.257 11%
1 1107 0.000 0.490 20475.148 0%
2 1129 0.231 0.548 22917.138 4%
1800
3 1150 0.360 0.643 26859.871 5%
4 1170 0.631 0.747 31224.600 7%
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4.3 Graphic
4.3.1 SFC vs Engine Power (at constant rpm)
SFC x DAYA
3.000
2.500
2.000 1700
SFC(Kg/kWh)
1800
1.500 1900
2000
1.000 2100
0.500
0.000
0.000 0.200 0.400 0.600 0.800 1.000 1.200 1.400 1.600
Daya (kW)
η x Daya
14%
12%
10% 1700
1800
8% 1900
2000
6% 2100
4%
2%
0%
0.000 0.200 0.400 0.600 0.800 1.000 1.200 1.400 1.600
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1.5
Daya
0.5
0
1500 1600 1700 1800 1900 2000 2100 2200 2300
RPM
1800
1750
1700
1650
1600
1550
0.01 0.01 0.01 0.01 0.01 0.01 0.01
Torsi
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BMEP vs RPM
450
400
350
300
250
BMEP
200
150
100
50
0
1600 1700 1800 1900 2000 2100 2200
RPM
ENGINE ENVELOPE
2.5
1.5
Load
0.5
0
1600 1700 1800 1900 2000 2100 2200 2300
RPM
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CHAPTER V
CONCLUSIONS
5.1 Conclusions
According to the results and discussions that have been described with explanatory
graph of engine performance, can be written in some conclusions as follows:
1. From SFC vs Power chart we know that that the larger the output of the engine rpm,
then the larger fuel consumption is required.
2. From the Full load Power vs rpm chart can be concluded that the larger the output of
the engine rpm, then the larger engine power output too.
3. From the full load torque vs power chart can be concluded that the larger the output of
the engine rpm, then the larger torque output too.
4. From the graph above can be concluded that the larger the output of the engine rpm,
then the larger BMEP of the combustion chamber too.
5. From the practicum data, obtained a graph of the engine envelope above. Based on the
amount of output rpm engine and the power generated.
6. Engine Envelope :
ENGINE ENVELOPE
2.5
1.5
Load
0.5
0
1600 1700 1800 1900 2000 2100 2200 2300
RPM
7. The errors that occur can be caused by error reading measurement tool that are
tachometer, voltmeter, ampermeter, and stopwatch (Human error).
5.2 Recommendations
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In this practice, the author has some suggestions for future development:
1 Marine Diesel Practicum should be done more than once to minimize errors of
observation.
2 Each practicum should practice wearing full safety uniform especially mask.