DIMENSIONS OF A SUBMARINE DIESEL

AS FUNCTION OF ENGINE POWER AND SPEED

REPORT NUMBER: OEMO 94/08 AND 94/11

ila6tf
T'U Delft
VAKGROEP OEMO
R.F. van Kuilenburg
stnr : 485375
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T U Delft
Vakgroep OEMO

I. List of contents
List of contents page 1

List of symbols and constants page

page 3

Seiliger Process
2.1 Seiliger Process page 4
2.2 parameters of the seiliger process page 6
2.3 parameter b page 7
2.4 power page 8
2.5 conclusion page

Turbocharging
3.1 mechanical driven page it 3
3.2 exhaust driven, page

Diameter exhaustgaspipe page 20

Dimensional relations page 23

Engine dimensions
6.1 width page 24
6.2 heigth page 26
6.3 length page 28
6.4 mass page 30

7. Model SUBDIESEL page 33

References page 36

Appendix
Engine database
Submarine engine database
- Additional figures

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II. List of symbols and constants

compression ratioi
p density kg/m3
ip pressure (absoluut)i Pa (105 Pa = Il bar),
p pressure ratio
energy (amount of heat); 'Ni,,
pm,. mean effective pressure Bar
I amount of fuel injected ikg/s
tis isentropic efficiency
ix air excess factor
im mass kg
(Prn massflow kg/s
Rpm maximum pressure bar
fix efficiency
slipfactor
iu velocity rris
be specific fuel consumption kg/kWh
X specific air consumption kg/kWh
Cp, specific heat (air) J/kgK
stoichiometrische lucht/brandstof ratio
T temperature
ratio of specific heats -
Ftc, heat of combustion 1107kg
NJ' lossfactor -
W power
volume m3
(13V volumef low m3/s
R gasconstant J/kgK
g gravitation& acceleration m/S2
Ps standard pressure Pa

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1.0 Preface
The dieselengine of a submarine must perform under extreme conditions. The engines placed in submarines
deliver significant less power then there counterparts placed on normal ships. There are two main reasons for
the powerderating.
Often the engines placed in submarines operate at lower engine speed.
2.. The submarine environment is such that the engine gets air at lower than normal atmospheric pressure.

Also a high backpressure ,due to running the engines under water, is encountered.
These conditions in submarines force the engine manufactures to change the engines, for example valve
overlap has to be minimized to prevent backf low in the cylinders.
In order to minimize the dimensions of an engine, often a turbocharger is placed on the engine. Although both
the engine and the turbocharger are optimized for the conditions which occur in a submarine, still a derating is
inevitable. In the following text a model will be explained that can predict the dimensions of a dieselengine
(length, width, height, mass) using two parameters;
Power
Engine speed
The model is based on three different parts
ill, A theoretical part based on the "seiliger diagram" to calculate the influence of the environmental condi
tions on the powerrating and the efficiency. In the model the seiligerdiagram is only directly used for the
calculating of the efficiency.
2 A compressor model, for both mechanical and exhaustgas powered compressors, will be examined to
calculate the power drop due to pressure variations at the inlet and outlet of the engine.
3 A set of equations that connect the dimensions of a dieselengine and the available parameters.

In the model a static situation is assumed. The engine working as a generator with fixed engine speed and the
pressure at the inlet and outlet constant.
The theoretical model of the dieselprocess and the description of the main parameters will be described in
chapter two. The turbochargers will be described in the chapter three and four. In chapter five the model for the
exhaustpipe will be examined. The dimensional relations are explained in chapter five point five. The statistical
model of the dieselengine is described in chapter six. Finally in chapter seven a proposal is made for the model
"Subdiesel".

I wish to thank the following persons from here for their advice and help :
S.F. Sipkema, ir C G J M. van der Nat, E. pel ing 0. van Lent,
,

prof J. Klein Woud and prof D. Stapersma

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2 Seilinger process
2.1 seilingerprocess
In this chapter the seiliger model of the combustion process will be used to calculate the pm, as a function of
basic engine parameters. It is shown that on the basis of the available data the results from the seiliger
process show a large deviation of the real data. This makes the seiliger diagram unusable for use in the model.
The relevant parameters which influence the power drop due to submarine conditions are isolated. These
parameters will be used in the following chapters to calculate the engine derating. The expectation is that the
seiliger diagram although not giving good results correctly shows the trends.

3
p( max)

p(vul) 8 r 1

p(omg) 6

Vs V
assumptions figure 1, seiliger diagram

11. Ideal gasproperties : PV=mRT

CP and C are constant
The medium is air during the whole process
isentropic compression and expansion
P = constant
-1- V" = constant

V : specific volume (m3/kg)

px. : pressure (pa)
e : compression ratio (-)
T : temperature (K)
K : ratio of specific heats (-)

1-2. Isentropic compression of air

V
= --
cl T2
6 Win(1-2) = cv (T2 - Ti)
V2

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2-3. Heat supply with constant volume

d
r'3 V3
=a qin(2-3) = Cl/ T1 Ek 1(a - 1) WHY
P2 V2 -
3-4 Heat supply with constant pressure

= V cl T4 b q,(3_4)= K b - (K - 1) cv T, e" a(b -

P21- =b 1)
Wout(3-4) =
P3 vl T3

4-5. isentropic expansion

P4 C V5 E
qin-out W0u1(4-5) - Cv T1(e'lab - ab"
Ps ) V4 b 5
T1-4 =

5-6 Opening of the exhaust valve, pressure drops to level of exhaust receiver. cloui(s_i) = c,T,(a

6-7 Outlet stroke, removal of exhaustgases

7-8 Closing of exhaust valve, opening inlet valve

8-9 Inlet stroke, filling of the cylinder with fresh air

Theoretic efficiency of the seiliger process is given by :

Woui - Win Q2-3 + Q3-4 Q5-1

nth,seiliger
`-d toe Q2-3 +Q3_4

invullen van (2- 3), (3 -4), (5-6) geeft

ab" - 1
11th,seiliger =1 K-1r/
ra 1) + Ka(b-1)1

Mean effective pressure according to seiligerdiagram is given by

Wth = Wout - Win
Wth
Pth = zie stapersma [1994]
Vs

Pi VI Wth
Pth
Vs

invullen van (2- 3), (3 - 4), (4-5) en (5-6) geeft

E 1 [ -1
Pth =E-1
JD I K-1
i(a - 1) + Ka(b - 1)1 - lab" - 111

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2.2 Parameters of the seihgerprocess

There are two basic parameters of the seiligerprocess which determine the shape of the combustiondiagram.
These are the a parameter and the b parameter, together with the engine dimensions (such as cylindervolume
and compression ratio) they determine they whole process completely. The reason to choose the a and la
parameters for classifying the process is that certain engineering choices can directly incorporated in the
parameters (such as maximum pressure). In this chapter the change of these parameters is examined for
submarine conditions in order to find the derating of the engine. It is clear that one can never find the precise
derating, there are just too many parameters that can be adjusted. The engine manufacturers often have very
different solutions which makes it difficult to predict the engine derating just from global data. What can be
predicted is the way different manufacturers have (probably) chosen to come to an optimum submarine en-
gine.

In the seiliger process the parameter a can be written as : a= PRIM('

P2

with P2 = Pi.EA

leads to a = P max

with pl = inlet pressure (pa)

c = compression ratio (-)
1( = ratio of specific heats

The calculating of the a parameter in this report is based on the following considerations
The number of possible variations between maximum cylinder pressure (print), compression ratio () and the
inletpressure (p1) is too large, thus a simplification is necessary.
The submarine engine has to run under both normal conditions and submarine conditions. The most impor-
tant running condition is the running under water. lids logic that the engine is optimally tuned for that condition,
If the engine is running at normal atmospheric conditions then the ratio between maximum pressure and inlet
pressure has to drop because otherwise the maximum pressure will be to high. This change in ratio can be
achieved by different injection timing
The only problem is that the process shape can change very considerably when the inletpressure changes.
If the inletpressure is too low, there is a chance that the maximum pressure cannot be reached with the
maximum amount of fuel that can be burnt in cylinder.
The above means that we have three choices for calculating the a parameter (and power) when the inletpressure
varies :
1'. Maintain a constant a parameter = pmax is dependent of pin
2. Maintain a constant pmax = a varies with pri
.3. A combination of point one and two, for certain p a constant pmax is maintained and for other p, a constant

a parameter is maintained

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2.3 b parameter.
The b parameter can be derived in three ways, the Way that is most meaningful is through the air excessfactor.
The b parameter can also be calculated with :
The maximum temperature in the cylinder (T3)
2. The ending pressure p5 (when the exhaustvalve opens).
The disadvantage of these parameters is the short time period in which they occur. The maximum temperature,
for example occurs only during a very short period and is hardly a constraint for the process. The ending
pressure falls to the exhaust pressure as soon as the exhaustvalve opens.
Another reason is that the maximum temperature and the ending pressure are not clear parameters. the air-
excessfactor is a more logic choice.

When the air excess factor is chosen as parameter lb can be written as :

1 Ho
b=1 +
Ka T

Stapersma [1994]

with = specific heat of air (J/kgK)

= air excess factor (-)
= stoichiometric air/fuel ratio
Ho = heat of combustion .. (kJ/kg)
E = compression ratio (-)
= ratio of specific heats
T1 = entrance temperature of the air in the cylinder (K)
= VI/Vi

The b parameter depends on a, A. and T1, %all other parameters are engine dependent and are independent
of the inletpressure.
T1 is also taken constant; in many cases an intercooler will be applied between compressor and inletvalve,
which ensures a constant inlettemperature.
The air excess (A.) factor must be held above a certain value in order to avoid smoke forming and ensure
complete combustion. The air excess factor is taken to be a constant, this is a choice made to minimize the
number of parameters which influence the engine derating. In practice the engine manufacturer decides
whether the air excess factor remains constant or not
The a parameter is discussed in the paragraph before.
The flow factor cannot be determined exactly without extensive numerical calculations. According to Stapersma,
[1994] the flow factor can be taken 0,85-0.90 under submarine conditions and close to one under normal
atmospheric pressure. The problem is that the change of the flow factor against the change of the inletpressure
and backpressure is not known. If we assume a constant backpressure (see chapter charging ) then a linear
dependence is assumed.

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2.4power
In this chapter the relation between the seiligerdiagram and the environmental conditions is explained.
It is clear that the seiligerprocess is only accurate if all the parameters are exactly known, in this report this is
not the case. In this chapter a hypothetical engine is considered, only kwalitative effects are generated.
The relevant parameters for the mean effective pressure turn out to be the inletpressure, a-parameter and
b-parameter.
We define two main parameters pin and the flow-factor. Furthermore we define a number of scenarios, that
.

represent the different engineering choices and process that can happen during the environmental changes.
pmax = constant, flow-factor varies
a=constant, flowfactor varies
point one and two but with constant flow-factor
The formulas of the seiliger process are given by :
Stapersma [1994]
ab" -1 risr., Ho
11 th,seiliger = 1
1
_ [(a - + Ka(b -1)1 b=1 + 1)1 a= Pmax
tc-a (A.,ae"-li Co EA'
p1

E \
P tri = [(a- 1) +K-a -(b - Pme = 17m.17td.77c.1lN.qdAll
E-1 K

with p1 = inletpressure (after compressor) (Pa)

% = fill efficiency (-)
sP
= compression ratio (-)
K = ratio of specific heats (-)
'nth
= theoretic efficiency (-)
a = constant (-)
b = constant (-)
nm = mechanical efficiency (-)
lltd = thermodynamic effiency (-)
/lc = combustion effieciency (-)
= heat loss efficiency (-)
Tlw* = thermodynamic efficiency (-)
IlIh = theoretic effeciency (-)

The parameters used for calculation are :

= heat of combustion 41500 kJ/kg

cv, = specific heat of air 0.713 kJ/K
= air excess factor 16
a = stoichiometric air/fuel ratio 14.5
= compression ratio 13.5
= ratio of specific heats 1.4
1 = flow-ratio
ID = inletpressure bar
ith.sethger = theoretic efficiency

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. All the parameters were the same for all the calculated engines.
The calculations are done to investigate the influence that the different parameters have on the engine effi-
ciency and engine power.
The inletpressure is varied between one bar and five bar, these are values that can occur in a charged subma-
rine. The flow-factor is arbitrary varied between 1 (five bar inletpressure) and 0.8 (one bar inletpressure).
On the next pages the following different scenarios are investigated
a parameter with constant Pmax
a parameter constant (reference worst case)
constant flow-factor

.A factor that arise from the figures is that the power delivered according to the seiligerprocess is much too low
in comparision with real engines For example the MTU1163 has the following properties
pin = 5,1 bar
pme = 29,4 bar
pmax = 180 bar
Ho = 42000
efficiency =041

The seiligerproces with the same parameters gives

pme = 22,66 bar pme = 30.43 bar
efficiency = 0,52 efficiency = 0,48
a =1,09 a =1,09
b =3,00 b =3,93
flow-eff = 1,00 flow-eff = 1,00
air-excess = 1,61 air-excess = 1,1

The calculation with I = 1,1 gives a much better result but as the pme of seiliger process is already too large,
the mechanical losses decrease the pme with 20%. Then the result deviates even more
The seiligerprocess gives a pme that is too low. The tuning of the seiligerpocess is very difficult becase the
different parameters influence each other. The tunable parameters are :

flow-factor
compression ratio
air-excess factor
inlettemperature
Ho
pmax
From these parameters the inlettemperature, pmax and Ho are more or less fixed. This leaves three param-
eters
flow-factor
compression ratio
airexcess-factor
To find the correct combination of parameters is very difficult. The conclusion is that for a simple model the
seiliger process is too complicated and gives very little extra information. The seiliger process is useful for
trend .analysis to investigate the influence of differenent environmental conditions
In the following pages a analysis of the influence of the different choices is made using the seiliger process,
wich targets at an algorithm for calculating the powerdrop due to the submarine conditions.
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flowfactor.is varying

engine power selliger efficiency ot the seillger process

2500 Q06

0.64
2Q00

1503 PTIOX = metal

p max = =Cant
a - constant
OW a., =dart
1003

5,03

0,03 0.54
2 3 5 2 a 4 5
pin (bar) pin bar

figure 2, power according to seiligerprocess figure 3, efficiency, according to seiligerproces

flow factor varies flowfactor varies
flow factor s constant
engine pater wager efficiency d U seiligar process

25.00 Qffl

Q64
20,c0

QI32
15,03
.o p max = cambial
caste
0E0 a = censtal
a =ccnsiart 67.
10.03
QS3

500
0,ffi

QCO
0.54
2 3 4 5 2 3 4 5
pin (bar) pin bar

figure 4. engine power according to figure 5. engine power according to

seiliger process, flow factor seiliger process, flow factor =1

The constant a parameter is calculated with inletpressure 5 bar and maximum pressure p, bar. For the
tables see appendix table A.
The influence of the choice on the a parameter is small for power delivered by the engine but the effect on the
efficiency is relative large.
From table A follows that the b parameter for Pmax = constant is less then one for low inletpressures, this is in
reality not acceptable. To get a b parameter that is higher then one the maximum pressure has to be lowered.
The flow factor has only a marginal effect on the power, the basic characteristics remain unchanged. The
constant flow factor has a effect on the efficiency, this drops from 0.56 to 0.54 at the worst conditions. The
conclusion is therefore that the flow-factor has little effect on the power of the engine (calculated with the
seiligerprocess) with changing inletpressures. On the next page this will be closer examined.

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From the literature the following formula can be derived
H
pi 0.0427 Ai Pi
X L,,,

Met . Hu = energy kcal/kg

I = air-excess factor (-)
r = density kg/m3
I = flow factor IN
h = efficiency (-)
The formula gives the pi as a function of six parameters. All the parameters influence directly the pi. The
seiligerprocess must give the same relation, see figure 6 If figures 3..5 and 6 are combined, it becomes clear
that the flow-factor doesn't inlfuence the shape of the process very much.

Difference between direct flow-factor and calculated

0,02 1,00

0.01

10,0/ 0,80

0,60
pmax = constant
a = constant
flow factor
0,40
-0;02

-0,02
0,20

-003

-0,03 0,00
increasing pressure

figure 6. difference in flow-factor calculated

with seiliger or through direct calculating

Fortunately the seiliger process gives a direct connection between flowfactor and engine power. The only
thing that is left is to determine the power drop (with constant flow factor this time) as the inletpressur changes.
The effiency is very dependent of the choice of the a parameter. If a=constant then the effiency is 0,54 and
independent of the inletpressure. If pmax=constant the effiency varies between 0,64 and 0,54, if all other I
losses are taken into account then the effiency varies between 0,51 and 0,41. wich are normal values for this
kind of engines. In the model the efficiency will be a constant, eventually the efficiency can be made depen-
dent of the inletpressure but this has little effect. The reason is that the efficiency is very sensitive to engineer-
ling choices which are unknown at this moment. It is the same problem as with the calculation of the mean
effective pressure.

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power-pin
25,00 if- variabel,
pmax=constant

if= vanabel, a =
20,00 constant

ff=1,
pmax=constant
15,00
If = 1, a=constant

FAT
10,00

5,00 rill y = 4,3907x - 0,1272

y = 4,5051x - 1,4138

y
4,091x + 1,8173

= 43161x + 1E-14
0,00
1 2 3 4 5

pin (bar)

figure 7 linear regression of the powerdrop with the

seiligerdia gram, for data see table A
The following formula can be derived for the relative loss of power :

Apm, = a AP' +C

with a = mean of all the trend lines

a =4.32
y = pmi (bar)
x = inlet pressure after compressor (bar)
The theoretic efficieny is taken as the mean value between the values of a=constant, (flow, vanes and flow =
constant) this gives a values for the efficiency of 0.55, this is dependent of the values of a

2.5 Conclusion
It has been shown that in this particular case the seiligerdiagram is not the right calculating method for the Vie
This has two reasons :
There is not enough data to "tune" the seiliger process correctly.
For the determination of the dimensions of the engine it is enough to know the pme, using the seiliger
process introduces more unknown parameters then the one has in the beginning (pale).
To determine the influence of the environment the seiligerprocess is successfully used to determine the influ-
ence of the inletpressure with different assumptions. It has been shown that the power of the engine is linear
dependent of the flow factor (this in contrary with the opinion of some people). A formulation is derived to
calculate the influence of environmental conditions on the power.

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3 Turbocharging
3.1 mechanical driven turbocharger

In the following chapter a simple model of a mechanical turbocharger is explained. For the final model data
from Pielstick is used. The turbocharger model will be used to explain the characteristics of this data. Only the
two relevant parameters from the previous chapters are used, inletpressure and flow-factor.

The mechanical driven turbochager is directly coupled to the engine(see figures), it has thus a constant speed
(it is assumed that the engine is running at constant speed). This makes the determination of the pressure ratio
very simple. When the engine speed is constant the dimensionless mass flow through the engine is also
constant.
There are now two different parameters. each of wich is not changing when the environmental pressure drops,
therefore (see figure 8) the compressor stays in the same working point. This means that the pressure ratio
stays the same.

I Wo ng point Ank
a: 4
0
.4

Ijallill
CD"

E/3-

r41
n'
lokli n

mooNI
otor
r
2

1
Eirdaki3.6 i,rellativ to desi n value

Y
0.2 0.4 as 0.8 1.0 1.2
mrrjpo, (relative to design value)

figure 8. compressor diagram

The other important parameter of a compressor is the power that is consumed by it.

C ,ir T.
VVcompr = in co-
mpr -1
fl is,compr

stapersma,[1994]
Gives the relation between power and inlet pressure of the compressor per unit air.
The following relation gives the relation between inletpressure and massflow through the compressor. The
volume flow and the inlet temperature remain constant. The massflow is therefore linear depenent of the
inletpressure. pV
m PT

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Combining the two fomulas gives a linear relation between the inletpressure and the powerconsumption of the
compressor. The only problem is powerconsumption of the compressor at iso conditions. P ielstick gives for the
powerconsumption at iso conditions about 1/3 of the normal engine power, for an engine of 1000 kW the
powerconsumption will be 300 kW.

intake air drum

cooling

oxhaustdrum'

I I

cooling
000000
A
intake air drum

figure, 9 Schematic drawing of a mechanical turbocharger arrangement :

In practice the mechanically driven turbocharger is oversized to obtain a nominal power at low inletpressures
and high backpressures. The extra inletpressure is at iso inletconditions, blown off to prevent damage to the
dieselengine. This is a waste of energy because the dieselengine is running mostly close to iso conditions and
doesn't need the large compressor.
The following discussion is based on data received from PIELSTICK. Pielstick engines obtain a higher
inletpressure than the pressure needed for 100% power output and good filling of the cylinder. This causes a
slightly higher fuel/air ratio than necessary in normal conditions.
At high backpressures the difference between the inletpressure and the backpressure is becoming so low that
the cylinder is no longer completely filled with clean air due to the bad fill-factor. At a certain moment the
bypass valve is completely closed and the inletpressure will drop linear with the suction pressure. This results
in a drop in power. At lower backpressures the fill-factor is better and the whole process is delayed to lower
inletpressures.
% power pox= 1400 mbar
100

clurton alboaskrep 90

vu/olluX poievord door compressor

/ 1800 mbar
%magma,' dliftverschre stayue sle;14.71ure Kahn() 80

T
vocr 100% wflflTh,r,) mechanical
1000 mho,- driven turbo
2100 mbar
70 exhaust
driven turbo

60
075 0.80 0.85 0.90 ass 1 PO (bar

figure, 10 powerdrop with mechanical charger figure, 11 powerdrop according to Pie/stick

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The pielstick figure shows this effect very well. The 'delayed derating as the backpresssure is lower. This is a
possible explanation for the observed power characteristics. However it depends also on the choices made by
the manufacturer. The lower boundary of the inletpressure ( approximately 0,76 bar dependent on the of type
compressor used) is set by the stalling of the compressor and the minimum pressure which is still safe for the
crew. Stalling of the compressor must always be avoided because it can cause allot of damage to both the
engine and the compressor itself.
The fill-factor acts here as a feedbackloop through which the backpressure influences the process.

Note The engine power is not the generator power. In the PIELSTICK figure only the bruto brake power is
used The engine delivers more energy to the generator under the worst conditions then under the normal
conditions this is due to the less power consumption of the compressor.

For the mechanical compressor calculating the following modelsetup is proposed

1 compressor power consumption is x% of the nominal engine power

2 pees is the desired engine power
The compressor power is linear dependent of the inlet pressure according to the following fomula

Pin 0,
Pcompr compr,iso
Po

4 Backpressure effects are neglected

This gives for the total compressor model .

Pdes
install (
1- xPin)
Po

with Pumw))
= engine power that must be installed in the submarine (pme)

Pdes
= desired engine power (Pm)
p = inletpressure before compressore (bar)
po normal inlet pressure before compressor (bar)

p,, (bar)
F' - etle, P !kW) power to be
1
1- X P' Installed
(kW)

figure, 12 compressor model

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'V

turbocharger 1

ty.
sealing air

VItn
intake air drum
cooling

turbocharger 2

,
D00000 I I

MN exhaustdrum

I I I I

coolingA
0A1_t__+__t_i
0000
Intake air drum

figure, 12 Twin turbocharger arrangement, (Pie/stick)

Pielstick offers a different solution for the supercharging problem. To avoid the need for a large oversized
compressor which takes a lot of power, two different turbochargers are used in serie. One is the conventional
mechanical driven turbocharger and the other is a exhaust driven turbocharger. Together they deliver enough
pressure for the engine to be running at full load. The main advantage is that the energy which is in the
exhaustgases is now used. This has the effect that the mechanical driven turbocharger can be much smaller
and more of the engine power can be delivered to the generator. The system has also a major drawback, the
influence of the backpressure is much greater then with only a mechanical driven compressor. But the engine
will mostly run under "normal" conditions, the effect of the high power drop is only experienced during short
periods of time (starting, influence of waves).
In the figure the characteristics of the mechanical compressor are clearly visible (see previous paragraph). The figure is
given purely for information, no attempt is made to explain it.

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figure. 13 Engine characteristics with double charger arrangement

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4 exhaustgas driven turbocompressor
The exhaust driven turbocharger is without special preparations not suitable for submarines. As the graphs
show that even at low backpressures the power falls rapidly. In this chapter a simple theoretical model will be
compared with data given by engine manufactures. It appears that the simple model cannot explain the char-
acteristics of real engines.
The following configuration will be considered
figure, 14 ex-
haust charger
configuration

The exhaustgas driven turbocompressor is far more complex than the mechanical driven compressor. The
mechanical driven compressor has a fixed (known) speed, since it is directly coupled to the engine. The
exhaustgas driven compressor has a rotational speed that is determined by a balance between the compres-
sor, engine and the turbine. Also in opposite to the mechanical driven compressor the exhaustgas driven
compressor has no fixed compression ratio. The compression ratio depends on the suction pressure,
outletpressure and the engine performance. These points are the reason that, for a given environment and
engine speed, a matching procedure must be performed to find compression ratios, inletpressures and turbine
speeds of the turbocharger. For every change in environment, an another matching must be performed. This
implies the knowledge of turbine and compressor characteristics, and also of the characteristics of the diesel-
engine. It is clear that this is a very time consuming procedure, and it depends upon the availability of the
characteristics of the different parts.
According to stapersma,[19941 the pressure in the exhaustreceiver can be considered independent of the
backpressure and the inletpressure. Also temperature effects can be neglected. The following calculations are
based upon these assumptions.
This is a very great simplification of the process to avoid iterations.
For the pressure ratio of the turbine and compressor the following formula can be derived Stapersma,[1994]:

r)
ii
frcomp = 1 + Rm 82 nis.comp 77is,turb r 1-
k -1)
= air
A" )6 = exhaustgas
turb
with = temperature ratio c/torng (K)
= mechanical efficiency (-)
82 = lossfactor (-)
= value dependent of turbocharger system (pulse or equal pressure system)
= isentropic efficiency of the compressor
= isentropic efficiency of the turbine
= ratio of specific heats

17
 TU Delft
Vakgroep OEMO
When the calculated values and the data given by MTU are compared figure 9 emerges
The MTU data is calculated with the given powerratings instead of inletpressures but the powerrating is linear
coupled to the inletpressure. It is not completely correct but itis good enough for a comparision (ratios are
dimensionless)

Inletpressure reattive to normal conditions

1,00
0.90
- pin calculated
C
0.80
0.70
-"pin" tvITU
0,60
T.; 0.50
-Pohinoom Cain'
Mn))
2 0.40
0.30
0,20
0,10 - y = -0,5048x 1.951952 - 2,5221e
0.00 2.075
1.5 2

pexh after turbine rn bar

figure 15, relative powerdrop calculated and given by MTU

The calculation has been done with the following parameters :

3
=1
62 =1
=1
scorn =0.9
slur =0.9
=1.4
Pback
= 2.0 bar

The MTU data has been calculated using the engine power under different environmental conditions.
It is clear that the method of a fixed exhaustdrumpressure is not very accurate
MTU has a very good backpressure performance and almost a behavior of a mechanical turbocharger. The
disadvantage of this good backpressure performance is the very large powerdrop this constitutes. If we com-
pare a normal MTU396 12V engine to a submarine variant, a powerdrop of 50% is visible (see figure 17 and
figure 18 at next page). The efficiency of the engine is not severely affected, the derating must come from less
fuel injection.
For the model the calculation of the power drop is based on MTU supercharging characteristics
It is not very accurate to take only one source for a complete model. but the MTU engines are very good

engines. This means that futher engines from other manufacturers will perform similar to MTU engines.
The behavior of the engines with changing inletpressures as almost the same as the mechanical chargers.
For the model see page 19.

18
 .00-f
T Delft
Vakgroep OEMO

NAME P-Subm P-NbmIal Percent N-normal N-subm pin pexti Way

kW kW omw/min omw/min bar bar
8PA4185 480 985 0,49 1300 1300 900 1600 Mach
12PA4185 960 1475 0,65 1300 1300 900 1600 (\itch
8PA4200 700 11E5 0,60 1300 1300 900 1600 Mech
12PA4200 1050 1745 0,60 1300 1300 900 1600 Mech
12PA4200 1318 1745 0,76 1300 1300 900 1600 Comb

8V396 SE 520 980 0,53 1800 1800 968 1600 E4-1

12396 SE 940 1475 0,64 1800 1800 968 1600 Den
16V396 SE 1040 1965 053 1800 1800 968 1600 Exh
figure, 16 Table of engine data
Pork* %tinder sixrprire conzi9cris

0,70 I2V9S6 se MTU

`4J

390 ,

_. o- 1430 rrbl

0.20
200

100
.l000
.. 1500 nta
-0- 1893 oto
000 Lwow (1400 rrter)
0,10 1

900
LAD. FOOD*
0,00
(_____ 12001x 106,97
1 2 3 4 5 6 7 8 9
860 660 900 920 943 960 980 y. 1 I841x 157 79
nutter engine int cow Reamer

figure, 17 power loss of submarine figure, 18 engine behaviour of a MTU engine un-
engines der submarine conditions

For the exhaustgas calculating the following model is proposed

1. a fixed begin ratio of power is set at 56% see figure 17

.2. for the rest of the model the figures 15,16,17 and 18 are used.

lbari PkvIninracnrnpmsor.subm Coral power drop

- C36( D,5046 13519x2 2 5x 2075
P4"

pow, to be
total power drop Intlelfed

figure, 19 calculating model for exhaustgas driven charger based

on MTU data

19
 TU Delft
Vakgroep OEMO
5.0 Diameter of the exhaustgas pipe
Assumptions : 1. completely turbulent flow Re » 2000
stationary situation
cirkel cross diameter
The following configuration will be considered see figure 13 :

figure, 19 exhaust configuration

The different friction parts are 1. straight pipe, lenght L, Diameter D kw :see figure
two 90 degree bents (sharp) kw :1,30
one ball valve (open) kw : 0.05
entrance loss kw: 0.05
5. exitloss (confined) kw : 1

This configuration can be altered for other pipe lay outs.

Pipe roughness E:
Aluminium : 0 (smooth)
Wrougth iron : 0,05
Iron : 0,12
Galvanized iron,steel : 0,15
Cast iron : 0,25

The total friction is calculated in the following way :

Ap L1
=4f--v
D2
+2 n
w21v2
with =,friction coeffient pipe -
L = lenght pipe
= diameter pipe
v' = exhaustgas speed m/s
kw = friction coeffient
=pressure bar
density kg/m3

20
 TU Delft
Vakgroep OEMO
The speed v can be calculated with

Volumestroom 4V
v=
7CD2 frD2
4

But the diameter is unknown, an interation must be performed to obtain a solution.

D can be calculated with, the following iteration :

Vp,c,rti
4V
4f IL 12
Dv 2
n
Ap =Ap desired ?
D2 171 2

Re= pvD
I

Retail
It =fcn(Re,

=
D

correction D

figure, 20 calculation model of exhaustpipe diameter

The beginparameters are :

'V = volumeflow through the pipe. m3/s

P 7 density of the exhaust gases kg/ma
= kinematic viscosity -
iE = roughness of the pipe mm
allowable pressure drop over the exhaustpipe ti

The diameter DP has a guessed beginvalue,

The parameter D As during the iteration adjusted until the correct pressure drop is found. At the end of the
linteration the diameter found must be checked to correct values that are too high or too low.

note : the diameter found (is without isolation around the pipe !

211
 TU Delft
Vakgroep OEMO
Friction factor for flow in tubes
0.1 ....am
=mom MMENtail SIIIIIECIIII
0.0
1.....0.1...2
......mmmui
MINE111.1
IMUINIMEN NI =L1:011111
MMEINIMInr .......au =Emu
0.0
0.0
11INIMMIRMIIIIII I
lmanual
Itt Omni
MINIMUM
. Iiiirim Nun=
ilmlin NEM
IN

su 'n
MlaillildlIMM7111111111111111111111111111111111111111111

null
mum
=sun
low
Pc

0.0
0.01 1,111
5-
-,i
111111
NW f/2 independent of Re mil,,,,,,
11111 11/11/11
relative
0.0 IIII , i fill111111. 11111 Mil roughness
t5
0.008 ==-2100 ......N.--....111111111110111101=.111
.._-=.,........ NM
.Zi-.7.4=-74Z MMMEIMEMIHOMMIEMMIN 0.05

0.006
- IMMUMUNI/1=1*FitrativmmillIMUNIMINIIMIMIE On
morimmumaior.
laminar /low 11111111W1111114-1"-
7-!-eniirar..iiimmorsi
-1.'""%!ER
-....malmsmr.
MI MOP/
somirammmen
......aunno.
......
',W-airmaii.
smums.
Lee-
0 OA
0
8.01
g.is
0.004
nun
1111111KIIMITM..".;
,.......0...,Talarmarmararn
22
........i..-
MOMS S 004
'8
0.002 111111
m mommiimilikisffilmrtme, 7.1
0.0015 - "2 Inn! Smooth Pipes In MiiiiiitaviiirimPP ---= - roc...2,
0.001 IINIM 111111 Mg! 1
0.0008
0.0006
Re
MO
ms =Bizull
=mum .,..i,a.NMI
l_t_l_
11111111111111E-1-2
....aiii
MINIIIINIIII
Ohal"'MMMEMNIT:=1:1111111101111.MMUUM
ocz'onoT

IIIIIIIMIIIIIIIIIII
MIMMIIMMIIIII111111
102 2 4 6 810 2 4 6 8 10. 2. 4 6 8 10s 2 4 6 8 10° 2 468 104

figure, 21 friction coefficient

For a complete resistance calculation the valves can be taken into effect (Kw is the friction coefficient).
The friction coefficients for the different valves are given in the table below.

25 30 40 SO 60 70 85 A
ball valve
K, I 486 206 53 17 5.5 1.6 0.05 R
D.13-5
K. , 0.131fl "
90

open 3/4 1/2 1/4 smooth bent

gate valve
0.2 0.9 4.5 2.4

open 3/4 1/2 1/4 90 120 135 150 165

glove valve K .30 050 0.26 0.11
9 13 36 112 I 0.02

T junction -07-
k.,1 13 1.5 1.0 0.4

bents 45.1610ot/1 90.srnoom 90.snarp I80

40 60 80 90 1 00 140

K. I 0.35 0.75 1_3 11 2.431'861.26 0.980.74 0.14

1.5

kink
sharp rounded
pipe entrance
0.5 0.05

free yet confined yet

pipe exit
0 10

figure, 22 friction factors of additional appendages

22
 Ahoy

TU Delft
Vakgroep OEMO
5.5 Dimension relations

In this chapter two important parameters for the determination of the engine dimensions are given, as well as
the formulas for calculating the stroke and bore.
Stapersma,[1994] defines two engine parameters

The 'Literpower defined by

Pe Pe N
Z- - 6.60.000

The "Technology number" defined by

Pe Pe
ZA (52

with cm = mean piston speed

A = cylinder surface
= number of cylinders
= nett brake power
Pm° = mean effective pressure
= speed
= 2 (fourstroke) and 1 (twostroke)
Vs = stroke volume

From these two numbers some scale laws can be derived. With the knowledge of p and cm: the dimensions
of the cylinders can be calculated. Cm can be derived from the data given by the motorfacturers Cm is fairly
constant. The mean effective pressure (Pm) can be calculated through the seiligerdiagram.
After some rewriting the above formulas the following relationships can be found :

stroke
30 cm constants
IS =

diameter

=
1
(Peg c.ii(Pea)
pecm) Z ) Z)
stroke/diameter
r 1 111 Z
N Pe-8

The formulas are tested with some real numbers:, the values calculated and found in the data match good.

The liter power turns out to be a good parameter for analysing the engine dimensions.

23
 TU Delft
Vakgroep OEMO
6.0 Engine dimensions
Li width
The data for the following figures comes from a database of 52 engines from 8 different manufactures. The
engines are only divided in different manufactures. Engines with 48,60 or 90 degree V-angle are present,
apparently this makes no difference.
The width is defined in the following war:

The width of the engines can roughly devided into two levels (see figure 16).
2300 mm
1500 mm
These two categories make 72% of the total.

Width

2500

2000

Ii
Ii
500

II
, ,zr M1- CZ:,
,--
CO CD On N Un COCO4 .7
1 N N C.1 N.- 0 CO ( CN
cr
...-- CO CO cr
number of engine
figure, 23 width of engines in mm

v1
23:0
00 a

15:ID
A---g°G-0

8:0 103D 1571D 210 2113

ergnespaad(r.pm)

figure, 24 width in mm
24
 TU Delft
Vakgroep OEMO
The width is decreasing with increasing engine speed. This can be explained from the fact that for higher
engine speed the dynamical forces also increase. This results in a increase in force levels on the crankshaft.
The auxiliary equipment can be placed inside or outside the V, in that way a constant width is achieved.

figure, 25 different engine arrangements

To obtain a good formulator the width, the connection between engine power and the engine width is examined in figure
A. The two width levels are clearly visible.

width

2500 BERGEN

gm
ME§ En lig

2000 111
- WA RTSILA

E 1500 E MAN

1000 = MTU
500 PIELSTICK
0 = DEUTZ
0 1000 2000 3000 4000 5000
power (kW) SULZER
figure, 26 engine width against power

For power ratings below 2000 kW a width of 1500 mm is to be taken for the engine. Fora power range above the 2000 kW
both the 1500 mm level and the 2250 level can be chosen. Also for a engine speed below the 1500 rpm, the width must be
chosen as 2250 mm above the 1500 rpm the width can be chosen 1500 mm.
The engine speed can be used as a check on the width chosen in the power figure.
Example : 1. Power : 3000 kW
2. Speed : 1900 rpm
From the power figure a width of 2250 mm is chosen, checking with the engine speed figure the width is
adjusted to 1500 mm.
PfkV/1
engine power no engine speed no
wulth = 3500 mm
<2000 kw ? < 1500 rpm ?
N /rpm_

yes yes

width = t 500 mm

figure, 27 model for calculating the width

25
 en;
TU Delft
Vakgroep OEMO
6.2 height

For the height The total height is taken including turbocharger and auxiliary equipment but not with the exhauSt-
pipe.
Figure 21 shows the height of a diesel engine is declining with the engine speed. The same explanationis
valid here as for the width. Also three different height levels are visible if we plot the height against the engine
power (figure 23). The three heigth levels are 80% of the total.

IHeigth

3500
1

3000 hr
2500
E 2000
fs 1500 ii
.2 1000
500
0
r LC)! 0) N-
C71
LC) 0)
CNI
CO
CO
N-
CO mr
tn a)
V'
CO
le)
f3/4--
Lt)
rLfl C)
4.0 CO' CO

engine number
figure, 28 heigth of engines In mm

hieiEgh
BERGEN

,
E
3500
3000
2500
WARTS ILA

VAN'
Z. 2000
41 1500 mTU
1000
PIELSTICK
.° 500
0
0 DEUTZ
1000 2000 3000
engine (r.p.m.3 El, SULZER

figure, 29, h,eigth against engine speed

26
 sktf
TU Delft
Vakgroep OEMO

Heigth

3500 BERGEN
Mttt $0 OP 132
3000 9 WARTSI LA
2500 Ei 121 MIL 0° IP
0
2000 MAN
ril 1111

1500 MTU
1000
500 RIELST1CK

0 DEUTZ
0 1000 2000 3000 4000 5000
power (kW) SULZER

figure, 30 engine heigth against engine power

Figure 29 shows that there are three different engine height levels.
1. Speed <1000 rpm height = 3200 mm
2. Speed 1000-1500 rpm height = 2700 mm
3. Speed >1500 rpm height = 1800 mm
Four different power ranges can be seen in figure 30
1. Power <1000 kW 1 height level 1800 mm
2. Power 1000-2000 kW 2 height levels 1800,2700 mm
3. Power 2000-3000 kW 3 height levels 1800,2700,3200 mm
4. Power >3000 kW 2 height levels 2700,3200 mm
First the power has to be selected. This gives the number of different levels for the height. Also it gives the
constraints for the height. Then the final height is chosen through the given rpm. If still a number of height
levels is valid then the figures in the appendix Ill give additional constraints.
Pliter > 0,10 1. Height <2000 mm
Pliter < 0,10 2. Height >2000 mm
P1.14W1

engine power engine engine power

1000 kW 7 2000 <3000 kW 7
1,11,Pm_

yeS ye yel

heigth few.: hergth level holgth level

1800 or 2700 heigth level
1800 mm 1800 Or 2700min 1700 or 1100 men
or 3200 elm

engine speed' Ye
< 7000 r pm 7
heigth o 3200 mrn

yes
engine speed
h .19111 2700 nlal
< f SOO rprn

heigth = 1800 MM
figure, 30 model for calculating the engine heigth
27
 Attf
T U Delft
Vakgroep OEMO
6.3 length

This is the most difficult parameter, the engine length has only a slight dependence on the engine power.
Figure 23 shows a close relation of the length of the different engine types Unfortunately engine manufac-
tures make very different choices in the length of the engine, as can be seen figure 23. Two different slopes
can be identified. One consists of the MTU and PIELSTICK engines and one of the BERGEN and MAN
engines.

length

7000 BERGEN
6000
WARTSILA
lit 5000
4000 Ez MAN

3000 MTU
g 2000
1000 - PIELSTICK
0 DEUTZ
0 1000 2000 3000 4000 5000
power (kW) SULZER

figure, 31 length of the engine against power

length
BERGEN
0.8
0.7
=
IIIIIIII
i

WARTSILA
0.6 ;.

,tir? 0.5 ea ka MAN

04 I

c, 0.3 MTh
1 0,2
0,1
C PIELSTICK
0
C DEUTZ
0,00 0,05 0,10 0,15 0,20 0.25
Pliter IL: SULZER

figure, 32 length against Pliter/2

28

II'
 soitf
TU Delft
Vakgroep OEMO

length BERGEN

1000 n WAR ISLA

1
800
El MAN
1
c lc
64
GOO ,... i
,.c, .c
..., 400
0 MT LI
.7.
.4 co
cl 200 Ll PIELS TICK
c
_
I
co

00 0 DELIT7
0..00 0,10 0,20 0,30
Filter El suLaR
figure, 33 length/number of cylinders against Pliter/2

If we look at figure 25, it appears that the length divided by the number of cylinder has a constant value, if Pliter
has a value above the 0,10. Below this value the length per cylinder has a much greater value. This is visible
in figure 23. Length is taken as a linear function of the number of cylinders with some additional constraints.

Length :
There are two different slopes visible in the power-length, see figures 31 and 33.
11. Pliter > 0,10 slope: 400-600mm/cyl
2. Pliter < 0,10 slope: 600-800mm/cyl
1. The (L-0,5*Z*B)/L value must lie between 0,6 and 0,7 with a most likely value of 0,63 (see figure 24)
which gives the following fomula : ZB L = lenght of engine (mm)
L
0,74 Z = number of cylinders
= bore (mm)
Constraints
2 Minimum length = 2000 mm
3. Maximum length = 6000 mm

adjust 0 vntue between 0.80 and 0,60

Immi ZB L between no
L 2000-6000 mm?
0,74 a
yes
V
L determined

figure, 34 model for calculating the length of the engine

29
 TU Delft
Vakgroep OEMO
6.4 mass

Determination of the mass of the dieselengine

To get a good comparison: the mass of the dieselengine is divided by the number of cylinders. If we look at the
figure 39, it is clear that the difference between generator sets and propulsion systems is relative small. Engine
manufacturers give only very little information about the engine weight, it is not always clear wether the sup-
porting frame (of the generator set) is included or not.
In figure 35 a dependency is visible between Pliter and the engine weight as we set the weight per kW out to
Pliter. At higher Pliter (higher technology engines), the weight per kW decreases, as expected. This figure has
only one disadvantage, the variation is very small, but to calculate the mass this ratio has to be multiplied by
the number of kilowatts requested. This can easily be a multiplication 1000 or more; in this way a small differ-
ence can grow very large. To minimize this disadvantage the figure 27 was made. The mass per cylinder has
been related to the cylindervolume. The variation is larger but the multiplication factor is less than 20; the
overall result is a variation that is roughly the same as in figure 35.
For the final calculation of the weight both figures are used. For the calculation model see page 32, figure 40..

mass

14.00 13 BERGEN
F 12.00
WARTSILA
-El. 10.00
IN 8.00 MAN
6,00 CI MTU
4,00
2,00 PIELST1CK
0,00 SULZER
0.00 0.05 0,10 0,15 0,20 0.25
DEUTZ
Pliter
figure, 35 mass/power of engine against Plitert2

mass

2000
tt 1800 BERGEN
-=c 1600
1400 WARTSILA
1200
MAN
1000
800 PIELSTICK
600
DEUTZ
400
200 SUI 7PR
0
MTh
5000000 10000000 15000000
cylinder volume

figure, 36 mass/number of cylinders against cylindervolume

30
 Oltf
TUDelft
Vakgroep OEMO

rreSS
figure, 37 determination of the
14W
mean line

12W

4t
0

Reaks1
Polyrcom (R3e431)1

y = 541.1:ee - 19a d1x 18.90B

2,00 8

0,C0
OW 010 015 0.20 0,Z
Plilerr2

figure, 38 determination of
ITTES the mean line

16,0E+6
14,0E+6
I tee - 4,
12,0E+6
10,0E+6
8,0E+6
441111 Reeks1
Lineair (Reeks 1)
6,0E+6 0-
4,0E+6 :
y = 6808x + 2E+06
2,0E+6
C00,0E+0
0 5C0 1000 1500 2030

mass/number of cylinders

mass figure, 39 difference between

gensets and propulsion sets
44-
2000
o
150
r gen s ets
.000
m propu I
-50

-0,05 0.05 0,15 0.25

PI it er/2

31
 figure, 40 calculation model for the mass determination

power

Pliter yes
tar between 541,6X's190,41 tat 113,908 mass/power
OM and 0.175 ?

no

Pinter > 0,175 7 mass/power = 2.1

power
'mass/power)

not valid
Pilfer range
mean value mass 'kg/
number of cyl'
-Om-mast/number of cyf
Cylindervolume
mass/
number of ryl

winner of cylinder,
 smf
VU Delft
Vakgroep OEMO
7.0 Proposal for the model "Subdiesel"
iHO

11
). SAC

rPre

Pe

redo calculation with different number of cylinders (even)

bar
pme
30cm
S-
S/D between no
1,0 and 1,2 7
D4-8-1).(-6) P0N
spe-crs Z Pliter - Ptech
CEO 660000
rnIs yes
V
5 and
determined

cm
cm Ptechpe
- Pliter
62

bar
xmlornam ru,ron total power dna])
056(05048 1.5e19s' 2.5221 2075)

bar
exhaust driven

Par, P(kW) power to be

total power drop Installed

Pau
PonsLall P (kW/ power to be
11- )(Pk') Installed
Po

mechanical driven

SW

33
 TUDelft
Vakgroep OEMO

no engine speed no
engine power width a 1500 mm
p. <I SOO rpm 7
<2000 kW 7

yes yes

SW width = 1500 mm width = 2250 mm

engine power INJ engine power no engine power

rpm I 000 kW 7
p. < 2000 kW 7 < 3000 kW 7

I yes
yes

heigth Jewel belch level

heigth level heigth /eve!
1800 mm 1800 or 2700m,. 1800 oi 2700
or 3200 mm 2700 or 3200 mm

engine speed
< 1000 rpm 7 op heigth = 3200 mm

engine speed
< 1500 rpm heigth 7700 mm

110

Ofheigth = MOO mm

adjust 0 value between 0.80 and 0.60

mm ZB IL L between no
L Z000,6000 rmn7

yes

L determined

34
 kW

yes
Niter between mass/power
541.6X-190,41x+18,9013
0:1-6 and 0.175

no

Fitter > 0.175 7 mass/power = 2.1

power'
imass/power)

not valid
Pliter range
mean value mass fkg)
number of cyi
Cylindervolurne .mass/number of ryl
\\13<:\
mass/
number of ryl

uses result calculated in previous model parts result block

internal model parameter

parameter gvien by user

0
 4474,4'

T U Delft
Vakgroep DEMO
8.0 References

Friedhelm Oehler, 1967

Friedhelm Oehler : "Thermodynamische Untersuchung des Einflusses der atmospharischen Zustandsgrossen sowie
:

der auslegung der Abgasturboladergruppe auf das Betriebsverhalten von aufgeladenen Dieselmotoren" , Fakultat fur
,

Machinenwesen der Rheinisch - Westfalischen Technische I-lochschule, Aachen

Klein Woud, 1992

Prof. ir. J. Klein VVoud "Maritieme Werktuigbouwkunde I", collegedictaat mt210, Technische Universiteit Delft, Delft

Stapersma, 1994
Prof ii. D. Stapersma : "Dieselmotoren B", copieen overheadsheets i52a, Technische Universiteit Delft, Delft

Stapersrna, 1994
Prof ir D. Stapersma persoonlijk gesprek, Delft

Janssen, 1991
L.P.B.M. Janssen ; M.M.C.G. VVarmoeskerken : "Transport phenomena data companion". Technische Universiteit
Delft; DUM, Delft

VVisman, 1990
W.H.Wisman : "Inleiding Thermodynamica", Technische Universiteit Delft; DUM, Delft

Houtman, 1992
ir. C.J. Houtman 'Inleiding Gasturbines", Technische Universiteit Delft, Delft

Cohen, 1993
H. Cohen, G.F.C. Rogers, H.I.1-1 Saravanamuttoo ' Gasturbine Theory"; Longman Scientific &Technical, third edi
tion ; John wiley & Sons, New York

Beyer, Ulrich
ing. U. Beyer : "Technisches Handbuch Dieselmotoren": Veb Verlag Technik, Berlin

Akker van den, 1992

prof. dr. H E.A. van den Akker : " Fysische Transport verschijnselen I, II", Technische Universiteit Delft

36
 out(
TU Delft
Vakgroep OEMO
Appendix

37
 isp4.
TU Delft
Vakgroep OEMO

Table A.

Calculating results of seiligerprocesa

n na wi ci so n: al .6 ai ci ,e2e, p- n me" g g

2222222222 2 2 2 2 SI 2 2 2, 2, 2 2 2 Ta :hi 2 2 2, 2, La .2 :Ar z

OcitioriddoodcitiocidociaciaandriocicidoOddcicisioticicieSci
,

asIsi,:zazaistii 122 2 .7 2 P- 7- I -2 Pg 2 2 2 2 2 Et S t tt 2 t
neannnninninnirineinnneinne:ninine4nerie: .7) ei
----- - ninneeninnnnerin S

31)

Es ------------------------- 7 7 7 777 7777

8.8.8.2.118.8. 8.8.8.448.44"8:88.8."473:S.S.42-8.8-M8.8.4
it 8.2.8.8-11.8.8.
rt:

.s.s.qed,P12);.1817.2.2Agszglg?:-...inisiir,r2g2grnArnIssr.-,222
--.......000,00.s.2,-..i..7.4.-.4:..-cui.t.z..2.---6.;a0cmg;,-;;;;

.II222 22271$32222222GtOtS22222222S3S3S;2222222
cicicicicicicidddciaddcldocicicicio dodo.° 00000n cannon

2,2 2 St ,14 2 2 2 .2 2 2 2
2rOtt
----
g '8 7 2 71'2 2 4 tt? to; 2 2 Z3;2 I!
- g Pt t;

:t

6-6-.snz.grkaz.22.2.2.3.z7D.22a3.2figaiFIgzURRg:141graYA'aitlrn8.8.
dd00000d0000000cidooddood000cc.-.

" 1.2 " "'rine"' -n"nner,

el el. elelo. el el
v. 5."2 n
ill el let in.. low,
t 2 t t-":-": 2 2 ettt

N. N. N. P. .1 Pt N. ak n etpepp.rnnn1nmrnr,
n to or o co el - err v.. = -
444444 pip* -

38
 Att.
'WU Delft
Vakgroep OEMO

Table B Calculating results flow factor

difference I difference flowfactor

inteitiressitre-(Vei-Vt, ipower1 power2 power1 power2 ok ok
difference
1 - "
1 4,03 3,57 5,11 4,32 0,79 0,83 oicri
1,,1 4,50 3,95 5,65 4,75 0,80 0,83 0,01
11,2 4,98 4,33 6,18 5,18 0,80 0,84 0,01
1,3 5,45 -4,72 6,70 5,61 0,81 0,84 0,00
11,4 5,92 5,10 7,22 6,04 0,82 0,84 0,00
1,5 6,38 5,50 7,72 6,47 0,83 0,85 0,00
1,6 6,85 5,90 8,22 6,911 0,83 0,85 0,00
1,7 7,31 6,30 8,71 1
7,34 0,84 0;86 0,00
11;8 7,77 6,70 9,20 7,77 0,85 0,86 -0,01
1,9 8,23 7,111 9,67 8,20 0,85 0,87 -0,01
2 8,69 7,52 10,14 8,63 0,86 0,87 -0,01
2,1 9,14 7,94 10,60 9,06 0,86 0,88 -0,01
2,2 9,60 8,36 11,06 9,50 0,87 0,88 -0,01
2,3 10,05 8,78 11,51 9,93 0,87 0,88 -0,01
2,4 10,50 9,21 11,95 10,36 088 0,89 -0,04
2,5 10,95 9,64 12,39 10,79 0,88 0,89 -0,01
2,6 11,40 10,07 12,82 11,22 0,89 0,90 -0,01'
2,7 11,84 10,51 13,24 11,65 0,89 0,90 -0,01
2,8 12,29 10,95 13,66 112,09 0,90 0%911 -0,011
2,9 12,73 11,40 14,08 12,52 0,90 0,91 -0,01
.3 13,17 111,85 14,48 12,95 0,91 0,911 -0,01
3,1 13,61 12,30 14,89 13,38 0,91 0,92 -0,01
3,2 14,05 12,76 15,28 13,81 0,92 0,92 -0,01
3,3 14,48 13,22 15,67 14,24 0,92 0,93 -0,01
3,4 14,92 13,68 16,06 14,67 0,93 0,93 -0,01
3,5 15,35 14,15 16,44 15,11 0,93 0,94 -0,01
3,6 15,78 14,62 16,82 15,54 0,94 0,94 -0,01
3,7 16,20 15,09 17,19 15,97 0,94 0,95 -0,01
3,8 16,63 15,57 17,55 16,40 0,95 0,95 -0;01
3,9 17,05 16,05 17,911 16,83 10,95 0,95 -0,01
4 17,48 16,54 18,27 17,26 0,96 0,96 -0,01
4,1 17,90 17,02 18,62 17,70 0,96 0,96 -0,01
4,2 18,31 17,52 18,97 18,13 0,97 0,97 -0,01
4,3 18,73 18,01 19,311 18,56 0,97 0,97 0,00
4,4 19,14 18,51 19,65 18,99 0,97 0,97 0,00
4,5 19,56 1,9,01 19,98 19,42 0,98 0,98 0,00
4,6 19,96 119,52 20,31 19,85 0,98 0,98 0,00
4,7 20,37 20,03 20,63 20,29 0,99 0,99 0,00
4,8 20,78 20,54 20,95 20,72 0,99 0,99 0,00
4,9 21,18 21,06 21,27 21,15 1,00 1,00
51 21,58 211,58 21,58 21,58 11,00 1,00
0,00
'0,00

39
 4*-tf
T U Delft
Vakgroep OEMO
I. Measurement of the engine dimensions

In this section the measurements of the different engine dimensions is described by manufacturer.
Meaning of the different parameters

manufacturer

use

type

Li length over crankshaft

L2 length including accesaoires
L3 length of accesoires

width

H heigth

MI wet mass (including oil, cooling water)

M2 dry mass

power in kW (nett brake power)

Pme calculated mean effective pressure

engine speed in r.p.m.

bore (mm)

stroke (mm)

number of cylinders

V V-angle of the cylinders

compression ratio

cm mean piston speed (m/s)

40
 Ott
TU Delft
Vakgroep OEMO

Fabrikant "Type Lenote1 tente2 - 13-L1 Len. te- Breedte Hbogle2 Gewicht
. mm mm mm mm mm mm Kenat)
Bergen Diesel Genset KVG-12 3675 4545 8701 3675 2320 3150 24000
Been Diesel Genset KVG8-12 3675 4545 87011 3675 2320 3150 24000
Bergen Diesel Genset KVG-16 4635 5510 875 4635 2320 3120 31000
Bergen Diesel Genset KVGB-16 4635 5510 675I 4635 2320 3120 31000
Bergen Diesel Genset KVG-18 5115 5990 875 5115 2320 3120 34000
Bergen Diesel Genset KVGt3-18 5115 5990 8751 5115 2320 3120 34000
Wartsila Vasa Genset 8V22 2365 3400 1035! 2365 2165 2360
Wartsila Vasa Genset 12V22 2890 4225 1335; 2890 2085 2665
Wartsila Vasa Genset 16V22 3765 5100 1335! 3765 2085 2665
Wartsila Vasa Genset UD30 V12 S4 2500 I 2000 1580 2000 5800
Wartsila Vasa Genset LI030 V12 S6 2700 I 2200 1580 2000, 5800
Wartsila Vasa Genset UD30 V16 3200 ! 2700 1580 2000 7850
MAN B&W Genset V12 20/27 3400 3600 2001 3400 1510 2600
MAN B&W Genset V14 20/27 3800 3950 150: 3800 1510 2600
MAN B&VV Genset V16 20127 4150 4300 150: 4150 1510 2600
MAN B&W Genset V18 20127 45001 4650 150. 4500 1510 2600
MTU Genset 12V595 1F30. di 3335 2835 1500 2600
MTU Genset 16V595 1130 3930 3430 1500 2600
MTU Genset 8V396 TE34D l'i- 2130 - 1630 1540 1530
MTU Genset 12V396 TE340 2600 'L 2100 1540 1700
MIL, Genset 16V396 TE34D 3060 2560 1540 1750
PIELSTICK Genset 6 PA4V185 VG 1105 1640 [ 535 1105 1450 1865'
PIELSTICK Genset' 8 PA4V185 VG 1405 1940 535' 1405 1450 1865
PIELSTICK Genset 2 PA4V185 VG ' 2005 2540 535' 2005 1450 11365. I
PIELSTICK Genset 6 PA4V185 VG 2605 3140 535 2605 1450 1865
PIELSTICK Genset 8 PA4V185 VG 2905 3440 535 2905 1700 1920'
PIELSTICK Genset 8 PA4V200VG 14051 1925 520 1405 1575 1865'
PIELSTICK Pro 112 PA4V200VG 2005 2525 520 2005 1450 1800
PIELSTICK Propul 16 PA4V200VG 2605 3125 520 2605 1700 1865
PIELS11CK Pro ul 18 PA4V200VG 2905 3425 520 2905 1700 1865
PIELSTICK P 12 PA5V255
I 2940 4060 1120 2940 1980 2620
PIELSTICK Proput 16 PA5V255 3830 5140 1310 3830 2070 2870
PIELSTICK Pro ul 18 PA5V255 42751 5590 1315 4275 2070 2870
Bergen Diesel Pro's 3892! 4762 870 3892 2300 3160 216-c
Bergen Diesel Propul KVMB-12 ' 3892 4762 870 3892 2300 3160 21600
Bergen Diesel Propul KVM-16. 4852 5727 875 4852 2320 3160 26500.
Bergen Diesel Propul KVMB-16 4852 5727 875 4852 2320 3160 26500
Bergen Diesel Propul KVM-18 5332 6207 875 5332 2320 3160 29073
Bergen Diesel Propul KVMB-18 5332 6207 875 5332 2320 3160
Wartsila Vasa Propul 8V22 2017 3052 1035 2017 2164 2600
Wartsila Vasa .r1J 12V22 2797 4132 1335 2797 2088 2620
Wartsila Vasa flu. 16V22 3577 4912 1335 3577 2088 2710
Deutz MVVM Propul TBD 604B V8 1533 1912 379 1533 1389 1875
Deutz MVVM Propul TBD 604B V12 2113 2628 515 2113 1389 2035
Deutz MVVM Propul TBD 604B V16 2613 31281 515 2613 1389 2035
SULZER Pro ul 12V Al25 3170 42101 1040 3170 2370 3150
SULZER Pro ul 16V AT25 4090 5130 1040 4090 2370 3150
MTh Propul 16V396 TB84' 3550 3050 1480 1960
RATU Pro ul 12V396 T894 3040, 25401 1480 1910
MW Pro ul 16V396 T894! 3550 3050 1480 1960
MTU Propui 8V396 7E94 2330 2830 1540 1520
MW Pro I 12V396 TE94 2870 2370 1540 1600
MW Propul 16V396 TE94 3430 2930 1540 1750
.
MTU Propul 12V595 7E60" 335 2835 1500 2570
MTU Propul 12V595 7E60 3930' 3430 1500 2600
I WU Propul 12V595 1E90 339pf 2890 1500 2570
i MTU Pro ul 12V595 1E90 3980 2480 1500
_
2600
Wartsila Vasa Genset 1)025 V12 53 3425 2925 1510 2285
Wartsila Vasa Genset UO25 V12 54 6600.
3425. 2925 1510 2285 6600
Wartsila Vase Genset UD25 V12 55 342C- -- 2925 1510 2285 6600
I

411

11.
 T UDeift
Vakgroep OEMO

evAchVZ Ce ich1 Vermo en Pm bar ,Jjnhoud I Toerental inhoud ,houd Irz 5A23 1-05/z 011
! d kW bar Urnin rrom43 'limn
2000 1991 18 758 750 3,32E-.10 1,77E+08 14718750 067
2000 2122 16 758 900: 3,32E+10 1.775+08 14718750 0,67
1938 2650 18 689 750, 3.99E+10 236E+08 14718750 0.64
1938 2825 16 689 900 3,99E+10 2,36E+08 14718750 0,64
1889 2980 18 666 750! 4.34E+10 2,65E+08 14718750 0,62
1889 3180 16 666 900 4,34E+10 265E+08 14718750 0,62
168 10100 1400 19 850 1200 1.74E+10 72948480 9118560 0,74
258 15500 2100 19 704 12004 2.35E+10 1,09E+08 0,69
340 20400 2800 19 638 1200. 2,83E+10 1,46E+08 0,65
483 970 15 417 1500. 7,9E+09 51927750 0,58
483
491
1170
1545
18
18
450
400
1500: 8,53E+09
1500 1,01E+10 69237000
5I927750IE 0,61
0,56-
883 10600 1200 14 600 1000 1,41E+10 1,02E+08 8478000 0,67
1

843 11800 1400 14 564 1000 1.55E+10 1,19E+08 8478000 0,65

819 13100 1600 14 538 1000 1,69E+10 136E+08 8478000 0,63
800 14400 1800 14 517 1000 183E+10 153E+08 8478000 0,61
744 8930 2280 26 556 1500 1,35.10, 71413020 5951085 0,66
711 11380 3040 26 491 1500 1,53E+10 95217360 5951085 0,61
355 2840 980 20 533 1900 5.025+09 31630005 3953751 0.69
321 3850 1475 20 433 1900 6.81E+09 47445008 3953751 0,62
309 4950 1965 20 383 1900 8,25E+09 63260010 3953751 0,57
523 3140 740 17 547 1500 443E+09 33851948 5641991
484 6.66
3870 985 17 485 1500 5.255+09 45135930 5641991 0,62
468 5620 1475 17 423 1500 6.87E+09 67703895 5641991 056
445 7120 1970 17 393 1500 8,49E+09 90271860 5641991
443
053
7970 2215 17 382 1500 1.12E+10 l,02E1-08'I 5641991
550
0.52,
4400 1130 17 4811 1500 5.65E+09 52752000 6594000 0,5e;
533 6400 1690 17 421 1500 6.59E+09 79128000 6594000
488
052
7800 21 16 391 1500 9$15+09 106E+08 6594000 0.49
fl 483
1417
8700
17000
2430
2640
16
19
381
677
1500 1.09E+10 1A9E+08
1000 2.115+10 165E+08 13782049
6594000 047
062
1388 22200 3520 19 643 1000 3.05E 10 221E+08 13782049
1378
0,60'
24800 3960 19 621 1000 3.32E+10 248E+08 13782049 0,59,
1800 1990 18 794
1

750 3.46E+10 177E+08 14718750 069,

1800 2205 18 794
--,
1
825 346E+10 1775+08 14718750 0,6
1656 2650 18 716 750 42E+10 2365+08 14718750 0,6
1656 2940 8 7184 825 42E+1 236E+08 14718750 0.65'
laTi 2980 18 690 750 4.555+10 2,655+08 14718750 0,64'
:

1611 290001 3310 18 590 825 4.55E+10 2.655+08 14718750 0,64

1263 10100
--A A400 19 763 1200 1.72E 72948480 9115560 0.71
1292 155001 2100 19 689, 200 226E+10 1695+08 9118560 0,68
1275 20400 2800 19 614 1200 2.785+10 146E+08 9118560 0,64
394 3150 648 16 478 1500 4.98E 09 35390940 4423868 0,64
361 4330 1274 16 4381 1800 7.43E+09 53086410 4423868 0,61
360 5755 1696 16 3911 1800 8.84E+09 70781880 4423868 7
1683 20200 2640 702.
18 1000 314E+10 1,77E+08 14718750
1575 25200 3520 18 6411 1000 2.53E+10 2,36E+08 14718750
358 0,61
5725 2240. 21 4441 2000 .03E+10 63260010 3953751 0,63
390 4685 1920 23 507L 2100 8.55E+09 47445008 3953751 0,67
358 5725 2560 23 4441 2100 1 035+10 63260010 3953751 0.63
3611 2890 11204 21 583i 2000 5.455 09 31630005 3953751 0,72
325 3900 1680 21 4781 2000 707E 09 47445008 3953751 0.66
313 5000 2240 429:
21 2000 9.24E+09 63260010 Yfl 0,62
742 8900 1980, 22, ---5(318 1500 1,29E+10 71413020 5951085 0,66
709 11350. 2640. 221 4911 lsoo 1.53E+10 95217360 5951085 0.61
756 9070 3240 30 5651 1800 1 3lE+l0 71413020 5951085
725 11600 0,66
4320, 30 498- 1800 1 55E+10 95217360 5951085
550 0.62
588 12 571, 1500 1./5E+10 38151000 3179250
550 0.74
- 625' 13 571 1500 1 16c+10 38151000 3179250
550 0,74
670 14, 571 1500 1 -8E-10 38151000 3179250 0.74
'

42
 m*;
TU Delft
Vakgroep IOEMO

Mee Pledin 1/veimoqen 0 berek SID

Bonn Sin. Cylinders Cylindern cm
Ms IcalkINI mrn
mm mm graders
12 60 75 o.oeL 34 12,05 250 120
250 300
0.061 36 11,31 250 1,20
250 300 12 sa , 9,0 ,

0,06 34 11,70 250 1,20

250 300 16 60:. 75
0.06 36 10,97 250 1,20
250 300 16 60 9,0
60 7,5 0.06 34 11,41 250 1.20'
250 300 18
006 36 1069 250 1,20
250 300 18 60 90
9,6 0,10 46 721 220 1,09
220 240 8 60
0,10 as 7,381 220 1,09
220 240 12 60 9,6
0,10 46 7,291 220 1,09
220 240 16 60 9,6
60 9,0 009 34 5,98 175 1,03
175 180 12
180 12 60 9,0 0,11 41 496 175 1,03
175
16 60 9,0 0,11 40 5,06 175 1,03
175 180
8,83. 200 1,35
200 270 12 90 9,0 __9.9J 32
200 1,35
14 , 90 9,0 0,061 321 8,43/
200 270
90 9,0 0.06 32 8,19/ 200 1,35
270 16

3,90
200
90 0,06 32 800' 200 1,35
200 270 18 9,0
0,16 1,11
190 210 12 90 10,s .
67-,
10 5 016 67 3.74 190' 1,11
190 210 16 90
185 8 901- 11,7L .75 - -2790 - ---res 11 ,12
165
165 185 12 90, 11.7
.___..
0,16. 58 2,61165
._.. __ -.. ......_ 1,12
165 185 16' 90 112 0.16 --.. 7 2.52 165
.. 112'
1- 185 210 6 .O6 --16.S - -011 46 4,24 . 185 1,14
46 393 185 1,14
185 210 a 90 10,5 0.111 .

46 3- .81 . __
185 1,14
1--- 185 210 12 90, 10,5 '0.9,11 - .:1,14
185 210 16 90 10 5 '0,1t 46 3,61 185 .

1165
41---
-.011 46 3,50 ..-1859
i,i4
200 2101
10. -11i1-
8
121
90
so
10.5
--16,S
10,5
6.11
0,11
45
:15
--
3,89
3,79
-. .-.. _
200
200
.. _
1,05
1:05
i

200 210, 90,

200 16 90 1,05 D,10 43 3,8T. -270 - - c1.05
210!
18 901 10,5 0,10 -43 3.58. .. 200
_. -1,05
.
-- 200' 210 _
008 .43 6.44 255 1,06
255
255_
_ 2r
270 12
16,
---*
-6-0/1
60
9,0
9,0 0.08
0,08.
43
43,
6.31.
616
. ._..
255
255.
_
. i.b-Ts
1,0 6
b. 9,0,, . . _...
-_ 255
250
270
300
..
12
.
.60
7,5 006
_ . 34 10.85 250 1' 20

I
.......
.
250
250
250
oo
300 .
300
_.
12 .
ie-
16
_
.
obi
_
60
60
- -_
.....
-8,i1
/7.5
.. 8.3-.
..0.06
.
0,06
0.66
.
37
34
37.
9.80
1000
9.01.
.250
250,
250,
1,20,
1501
1:20

250
250
220
300
300
240
240
-1
let
Tar
/8,
aal
' -66' -
60
601
7,s.
13--
66
9,6
.16,6s
70.06
._..
0.10
10
.
34
37
46
46
9,73_
5.76_
7.21
7,38_
250
250
210
-220
1,20
_. _
--. -
1,20
.. 1,09
09
/

220 _.-0 ..-- '

1,09
220 240 16, 60 9,6- 0,10 46 1.29.. 220 '"1,

7- 170
170
195
195
._
-1'
'12
48
-413- -
-11./.-
'Tif. -
012
'0,12 -47
.47 3.71
3:413:
170
-140- - 71-15 '
1.-I5

1701 195 _16.1 4( 11.7' 012 47 339 140 ' 1,1, ,

250 idri 12 '60 ids,. C7,07. 45 155_ 250 ._120/ I

16. 60 10,0 0.07- '45 7,16 - ia.b -120
250
165
300
185 16 °I 12,3; 0,18 66 256165
._ .. 1)2
165 185 12 90 _ . 130
-._. _ 0,20 75 244 - ' 165 12
165 185 101 90 130 0,20 75. 154 165 1,1-2
66 2,58 165 1/,12
IL
r 165
165
185
185 -. 12
8/ 90
90
12.3.
123.
0,-18
--Cie
-- 66
'
-66 Iii
.. -
- 18-5 - -4-:12

165 185 16 ..do. -12,3

_. 0.18 4.23 165 ' -1111i

- --.--. _-.
_
r- -- 715 1 -i-TO '11-2.1,_ 90 10,5; 0,14 515 4,49 190 11,11

190 210 16i go 105 - 0.14 58 430 190 111

190 210 121 90 12,6 10,23 -.95 2.86 1-66 - 1,11'
- 190 210 16
i2
90 126
9,0
0,23
_0.08
-95,
28
-169/
9.135r
.__.'190.1,11
150 - 1,10
150, 180
1501 180 12 45_9,0 0,08 39. IsCr:not. 50 1,20
150 180 12
,
--.
48 9/0-- _ 10,09.
__. .
32.. .gC/V/01'
. . 150 -1 20

43
 Fhbrittonl I
Typo I vermopn I therehlal I 1091e
I
breedte boogie ewi0111
1 kW 5.antcy bawd t
gmin 1 mm sIáF
PIELSTICK 1
RIM mm pintaat pex us
8 PA4185 SM ' kg 1
480 ' 1300 2320 mm RIM
PIELSTICK...1 12PA4185 SM 1470 1785 n*ar mbar
960 1300 / 5000 8 165
Pifficriek 3520 1470 210 900
ii 'PX4203-§m . it 1785 9000 12 '
1600
ii 700 1300 185
PIELSTICK . 2320 1470 -1- 210 900 1600
,1785 5500
12PA4200 SM
PIELSTICK rlIPA4200 SM DS '
1050 1300
i , azo 1470 1785 8000
0 185 210 900 1600
1318 ' 1300 12 00
' &75 ., ' 1690 210 900
2/30 9200 12 1600
200 1 210
PAINIAN VALENTA 8 $Z 900 1600
664 1200 ,
PAXMAN VALENTA 12SZ 1012 /97 216
PAXMAN. VALENTA 165Z 1200- _ 12
1350 1200 i 197
PATMAN 3 970 1450 2070 216
VALENTA 18SZ 1520 1200
9000 16 i 197
__
.
216 850 1600
. 18 1
. ., 197 216
HEDEMORA . t
V1213114S1J8 1400 1 3315 1560 1840 12 1 210
FINCA-NTERI I 4. 210 950 600
A210.12 SM t 940 1500 i 3410 ; 1350
FINCANTER1 A210.16 SK4 2635
1410 - 9300 12 1
210
. 1500 1, 6
440 230
1340 2855 950 1600
11400 16 210
MTU '
230 950
8V396 SE 520 1600
1000 2150 '
MTU I 1600 7 2400
12V396 5883 940 1800 3600 8 165
MTU 1
2550 1 1600 185 968
16V396 SE 1040
2650 7800 12 1600
1600 3000 1
165 185 968
MTU ' 12V95658 1600 2800 6800 1600
1270 1350 3310 16 165 185
MTU __;____'
1660 2900 968 1600
161195688 1690 1350 I 4000 12000 12 230
MTU 1 1660_ 230 968
20V956 S6. 2990 14900 16 1600
2l15H 1130 i 4690 1
230 230 968
leao 3085 18300 1600
20 230 230 966 1600
 T U Delft
Vakgroep OEMO

heigth

3500 BERGEN

3000
cc K2

WARTSILA
2500
- Li.-

A 2000 - -1 2 MAN
z-
« 1500 MTU
1000
PIELSTICK
500
0 DEUTZ
0,00 0.05 010 0.15 0.20 0.25
74 SULZER
Pliter

heigth

3500 BERGEN
3000 WARTSILA
1 2500
cm
A 2000 MAN
1500 MTU
1000
500 PIELSTICK
0 DEUTZ
00 20 40 60 80 100
2 SULZER
Ptech

46
 At;
TUDe ft
Vakgroep OEMO

length

5. 350 El BERGEN
-0 300 ITT1
Li WARTSILA
2 250
200 io MAN'
a
150 R°0 MTU
2 100
g 50 10 PIELSTICK
e.
00 .11 DEUTZ
0'.00 0.05 0,10 0.1'5 0,20 '025
Pliter io SULZER
2

length

7000
6000
total Length

I:: IJIAaW fl/LW'

5000
S 4000
3000
111411111Whilrit crankshaft
ilenght
.0
c 2000 F I !length
a 1000 'difference
0 H-4

CO, OJ Mtn
GNP
0 CO iN-

number of engine

length,

tn 3000000000
12 2500000000
-5-c, 2000000000

3 1500000000
a 1000000000
o 500000000
.E 00
r(Cr cC%-
;NI C')
CO
Li;
CD co

engine number

47
 TU Delft
Vakgroep iOEMO

/41

atur or turbine
abgastleMPer-

aftstioltverbrauCi
4,0
tung (cot stantk
clef/ruck

L""cf. h
9 0,9

,
.
0 200 300 400 500 mmWs 600
Abgasdruck nach turbine

Illustration found in Techntsches HandbuchlDieselmotoren

48