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INTRODUCTION
1.1 Background
Marine diesel courses is one of many courses that learn about the main machinery
ship and its auxiliaries. There are many types of major machinery that can be used
on ships, such as steam turbine, gas turbine, nuclear engine, diesel engine, and so
on. However, the diesel engine is the most used main engine in ship. Because diesel
engines are most commonly used, the practice will focus about diesel engine. Where
students will be able to understand the performance of diesel engines, such as
efficiency, the power that can be generated, the rate of fuel consumption, and so on.
With the courses and marine diesel practice, students are expected to be able to do
more understanding the performance of diesel engines, and later able to choose the
best appropriate main engine with a ship made, or even can make the diesel engine
itself.
1.3 Purposes
The purposes of this practice are, students will be able to
Understanding SFOC relationship with power
Understanding the relationship of thermal efficiency with power
Understanding the power connection at full load with RPM
Understanding the torque relationship at full load with RPM
Understanding the relationship of BMEP with RPM
Making engine diagram an envelope
1.4 Advantages
The Advantages of marine diesel practice are to know the performance and the work
from diesel engines.
CHAPTER 4
RESULT AND SUMMARY
4.2. Calculation
4.2.1. Fuel Rate (mf)
𝑏𝜌
𝑚𝑓 =
𝑡
4.2.4. Heat
𝑄 = 𝑏 𝐿𝐻𝑉 𝜌
4.2.6. Torque
𝑃
𝑇=
2 𝜋 𝑅𝑃𝑆
660
𝑇= = 2.102 𝑁⁄𝑚
2 𝑥 3.14 𝑥 50
SFC vs POWER
0.0008
Each curve in the graph has satisfied the conditions corresponding to the supposed
graph, in which the curve forms a valley and rises slightly on the end of the curve. It
shows that the most efficient fuel consumption exists at a certain power between high
power and low power, and close to maximum power.
0.1504
2900 RPM
0.1004
3000 RPM
0.0504
0.0004 3100 RPM
500 1000 1500 2000 3200 RPM
Power (watt)
In the graph above shows that when the higher power, the higher the efficiency.
However, the curve should form a hill and slightly down at the end of the curve. There
are two hypotheses that we understand, first we know that the engine still has not
reached the maximum RPM. Secondly, there is the possibility of miscalculation or
measurement, which we can call human error. However, it seems that the second
hypothesis is more acceptable because it is less likely if ngine still increased its
efficiency up to 95% speed of maximum speed.
4.3.3. Full Load Power vs. RPM
The graphs obtained start from the lowest SFC points in each RPM on the SFC vs
Power chart, then we get the full load power as shown in the following table:
FULL
RPM LOAD
POWER
2800 1819.8529
2900 1682.0956
3000 1905.6618
3100 1969.8529
3200 2117.6471
From the graph it is seen that the power generated will be greater when the RPM is
accelerated, and it is in accordance with the situation as in the following formula:
2 𝞹 Rps T
we get the full load torque as shown in the following table from the table like before:
Torque Full
RPM
Load
2800 6.20968929
2900 5.54171619
3000 6.06898651
3100 6.07104872
3200 6.07104872
RPM vs Torque
6.4
6.2
6
5.8
5.6
5.4
2700 2800 2900 3000 3100 3200 3300
From the graph shows that when the RPM gets higher, the higher the torque is
generated as well. To satisfy the conditions in which the RPM is high, a shaft with a
material that is strong enough to meet any increase in torque value.
First we first select 3 constant power, then recalculate BMEP. Data for constant power are
as follows:
200000
1000 W
100000
2000 W
0 3000 W
2600 2800 3000 3200 3400
RPM
From the graph it appears that BMEP will be lower when RPM gets higher. This is in
accordance with the following formula:
P = i BMEP L A z Rps
4.3.6.
4.3.6. Engine Envelope Diagram
The power at full load we have got before, now the power is multiplied by 60%, and
draw it in the same graph with 100% power. The data are:
FULL
RPM LOAD 60%
POWER
2800 1819.85 1091.912
2900 1682.1 1009.257
3000 1905.66 1143.397
3100 1969.85 1181.912
3200 2117.65 1270.588
After the data obtained as in the table above, we again draw on the graph to get the
following graph: