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Performance Analysis of Turbocharged 2-Stroke Diesel Engine

Conference Paper · May 2015

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 Performance Analysis of Turbocharged 2-
Stroke Diesel Engine
Ümit Güneş1, Yasin Üst2, A. Sinan Karakurt3

Abstract
Turbocharger systems are very important for vessels in terms of increasing energy efficiency and reducing
green gas emissions. Ambient conditions (winter, ISO and summer) effect intake air temperature so do
turbocharger efficiency. Engine load and fuel types that effect exhaust gas energy level are the other
parameters for the turbocharger efficiency. In this study, a new numerical method is improved for enthalpy
and entropy calculation based on exhaust gas components. Also two-stroke Diesel engine performance
which operates various ambient conditions is analyzed in terms of thermal efficiency, engine load, specific
fuel oil consumption (SFOC), exergy efficiency and exegetic performance coefficient (EPC). The results
show that the highest thermal efficiency is obtained in winter ambient condition and turbocharger efficiency
increases when fuel-oil quality is better.
Keywords: Ambient Condition, Two-Stroke Diesel Engine, Energetic Efficiency, Exegetic Performance
Coefficient

1. INTRODUCTION
Waste heat recovery systems become important in recent years. While total efficiency is increasing, global
warming effect is decreasing result of decreasing emissions by using waste heat recovery systems [1]. Combine
systems, steam and gas cycle used together, are the most significant way to get more heat recover. In this system
the efficiency can reach up to 60%. The result of this system, large scale of waste heat is recovered, EEDI gets
better and the emissions decrease [2].

1
Yildiz Technical University, Naval Architecture and Marine Engineering, 34349, Beşiktaş, İstanbul, Turkey.
unues@yildiz.edu.tr
2
Corresponding author: Yildiz Technical University, Naval Architecture and Marine Engineering, 34349, Beşiktaş,
İstanbul, Turkey. yust@yildiz.edu.tr
3
Yildiz Technical University, Naval Architecture and Marine Engineering, 34349, Beşiktaş, İstanbul, Turkey.
asinan@yildiz.edu.tr

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ICENS International Conference on Engineering and Natural Science, 15-19 May 2015, Skopje, Macedonia
Figure 1. Net power and heat loses in a ship [3]

Waste heat which is not used and 2T Diesel shown in figure 1. It is shown that not used exhaust gases and sent
to environment has a significant ratio (25%). So it is the best way to increase the energy efficiency.
Exhaust gas temperature after engine depends on many parameters. The most important ones are engine load
and ambient condition.
Air temperature changes with ambient conditions. The compression demanding power also changes with
ambient condition to make air target pressure. Compressor gets the power from the turbocharger turbine.
Exhaust gas temperature is effected the changing power demand.
Vessels work in three ambient condition: [4].
 ISO ambient condition
 Tropical ambient condition
 Winter ambient condition
Properties ISO Tropical Winter
Barometric Pressure (Bar) 1 1 1
Turbocharger Air Intake Temperature (oC) 25 45 10
Charge Air Coolant Temperature (oC) 25 32 10
Relative Air Humidity (%) 30 60 60

Ambient conditions and some properties belongs to them are shown in table 1. The most important factor for
exhaust gases temperature is ambient condition.

Figure 2. Turbocharger efficiency depending on engine load [5]

Energy is transferred effectively from exhaust gas to the turbocharger turbine when the turbocharger efficiency
is higher. High turbocharger efficiency makes the exhaust gas temperature lower because of more energy
transfer from exhaust gas to the turbocharger.

Figure 3. Exhaust gas temperature after turbocharger outlet depending on engine load [6]

The high efficiency leads to low exhaust gas temperature in figure 3. Also the lowest exhaust gas temperature
occurs in 70-80% engine load. The highest exhaust gas temperature occurs in tropical ambient condition and
the lowest exhaust gas temperature occurs in winter ambient condition.

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 Performance Analysis of Turbocharged 2-Stroke Diesel Engine, Ümit Güneş, Yasin Üst, A. Sinan Karakurt

Figure 4. Exhaust gas temperature before turbocharger outlet depending on ambient condition [7]

Hountalal et al [7] indicates that the effect of different ambient temperature on the exhaust gas temperature in
figure 4. This figure is used for the equation of the temperature versus engine load. When turbine outlet
temperature is known, turbine inlet temperature can be found by using these equations approximately. In this
study turbine inlet temperature is calculated by using this approach.

Figure 5. Engine efficiency depending on ambient condition

The effect of air temperature takes from ambient on engine efficiency in figure 5. As this result when the air
temperature decreases, the engine efficiency increase. Engine efficiency reaches highest value in winter
ambient condition and lowest value in tropical ambient condition.

Figure 6. SFOC depending on ambient condition

The effect of air temperature takes from ambient on SFOC in figure 6 for MAN 7K98ME-C7-TII. As this result
when the air temperature decreases, SFOC also decreases and the fuel oil consumption for producing same
power also decreases so the engine efficiency increases. SFOC reaches highest value in tropical ambient
condition and lowest value in winter ambient condition.

2. MATHEMATICAL METHOD

2.1. Component of Exhaust Gas

Exhaust gas components changes depend on various factor. The most important ones are combustion efficiency
and fuel specifications. 2T Diesel Engine generally use heavy fuel oil (HFO). General HFO fuel specifications
and exhaust gas components is shown in figure 7.

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ICENS International Conference on Engineering and Natural Science, 15-19 May 2015, Skopje, Macedonia

Figure 7. Some component which are occurs after HFO combustion [8]

Three main components, air, fuel oil and lubrication oil, goes into the engine in combustion process. Air
includes 21% Oxygen (O2) and 79% Nitrogen (N2). Fuel oil includes 97% hydrocarbon (HC) groups and 3%
sulfur (S).In combustion process some lubrication oil also is included but the rate of it is low. Lubrication oil
includes %97 HC groups, %2.5 CA groups and %0.5 sulfur.
Exhaust gases of HFO includes 76.2% N2, % 14 O2, 5.1 % H2O and %4.5 CO2. In this study it is assumed that
exhaust gas has 4 main component (N2, O2, H2O and CO2) and all analyses are done for this assumption.

2.2. Exhaust Gas temperature after Funnel

SOX which is included in fuel react with water in low temperature. After this reaction sulphuric acid is occurs
and it causes corrosion. So it is not possible for decreasing the exhaust gas temperature bellow the dew point
of sulphuric acid. The rage of sulphuric acid is 3 % for HFO [9].

Figure 8. Dew point depending on sulfur ratio in fuel [8]

Dew point of HFO which has 3% sulfur is 135 °C in figure 8. Because of this result, the exhaust gas temperature
for waste heat recovery cannot be lower than 145 °C (135°C + pinch point for heat exchanger). When analyzed
the real system, the exhaust gas temperature cannot decrease lower than 160°C [8].

2.3. Enthalpy Calculation of Exhaust Gas

An Eq 1 was developed by Domingues et al [10] to calculate exhaust gas enthalpy value using experimental
results. Specific heating value of exhaust gas is calculated in the Eq. 1 when the temperature range is 400 K to
1200 K.

CP,E   956  0.3386. TE  273  2.476.105 . TE  273

2
(1)

Enthalpy of exhaust gas is calculated by using temperature and specific heat in Eq. 2.
h E  CP,E .TE (2)

Figure 9 is drawn for enthalpy value versus various exhaust gas temperature by using Eq. 2.

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 Performance Analysis of Turbocharged 2-Stroke Diesel Engine, Ümit Güneş, Yasin Üst, A. Sinan Karakurt

Figure 9. Enthalpy change of exhaust gas depending on temperature and pressure

2.4. Entropy Calculation of Exhaust Gas

Entropy calculations of exhaust gases are more difficult than enthalpy calculations which calculate by formulas
that given by Bejan [11]. Entropy values of all elements in the exhaust gas must be separately calculated and
then total entropy value will be found. Every state points entropies can be calculated with Eq. 3

where S+, a, b, c and d values can be read from Table 2 and also y  103 T .

Calculated entropy values from Eq. 3 are subjected to pressure correction in Eq.4.
X k .P
sk  sk O  Rln (1)
P0

where  sk O  is equal to Eq. 3, R is ideal gas constant, Xk is mass ratio of respective component in the exhaust

gases, P is exhaust pressure, P0 is standard ambient pressure and  sk  refers to respective element entropy
value. Entropy value of the exhaust gases can be calculated with Eq. 5 while summing every elements entropies.
x
k
s
k k (2)

The constants required for entropy calculation depending on the elements of the exhaust gas are given in Table
 
2 and s o is calculated in accordance with terms of reference value of 25 °C temperature and 1 bar pressure.
Table 2. Exhaust gases element entropy calculation constants [27]
o
Element Formula % (x) S+ a b c d sk
Nitrogen N2 (g) 14 16.203 30.418 2.544 -0.238 0 191.610
Oxygen O2 (g) 76.2 36.116 29.154 6.477 -0.184 -1.017 205.146
Carbon dioxide CO2 (g) 4.5 -87.078 51.128 4.268 -1.469 0 213.794
Water H2 O(g) 5.1 -11.750 34.376 7.841 -0.423 0 188.824

Figure 10. Exhaust gases entropy changing depends on temperature and pressure [11]
Exhaust gases entropy changing with temperature for three different pressures is given in figure 10 which shows
that when pressure increases the exhaust gas entropy values decrease.

2.5. Turbocharger Pressure

The aim of turbocharger system is to obtain more power from smaller size engine. According to this, higher

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ICENS International Conference on Engineering and Natural Science, 15-19 May 2015, Skopje, Macedonia
engine inlet air pressure means more power can be derived from the engine. Moreover, increasing inlet air
pressure at compressor increases the compressor power consumption.

Figure 11. The compression power in turbocharger depending on compression ratio

Power consumption of 7L60ME-C8-TII engine turbocharger system which depends on turbocharger air
pressure is shown in figure 11. It is showed that increasing inlet air pressure increases the power linearly.

mK  0.982 * mGT (3)

The relationship between air flow rate in compressor and exhaust flow rate in gas turbine is given by Eq. 6 [12].
Accordingly, air flow rate is almost equal to the exhaust air flow. Required compressor power for compressing
the air to a certain pressure will be provided from the gas turbine. The produced power in gas turbine that
required for compressor can be found from figure 11 when certain air compression pressure is defined. If flow
rates of compressor and gas turbine are same the temperature difference in gas turbine will be found in figure
10.

2.6. Energy and Exergy Analyses

2.6.1. Energy Analysis

Energy and exergy definitions of thermodynamic model have to be studied before waste heat recovery systems.
General energy equation is defined below for steady state open system

 V2   V2 
Qi  Wi  m  h   gz   Qo  Wo  m  h   gz  (7)
i  2  o  2 

where  Q i  and  Q o  are inlet and outlet heat transfer rates,  Wi  and  Wo  are inlet and outlet powers
 V2   V2 
 mih  and  mo h  are inlet and outlet enthalpies,  mi  and  mo  are inlet and outlet kinetical energy
 2   2 
of system,  migz  and  mogz  are inlet and outlet potential energies.

2.6.2. Exergy Analysis

Exergy values of every state points in steady state open system are calculated by Eq. 8.

Ei F  m.  h i  h 0   T0  si  s0  (8)

 
where EiF is physical exergy, m  is flow rate, hi  is entalpy,  si  is entropy and subscripts “0” is refer to
ambient conditions.
Ei,i  Ei,i  Ey ,i (9)
where Ei,i  is exergy inlet, Eo,i  is exergy outlet and Ey,i  is exergy destruction in the processes.
Exergy destruction of control volume in a steady state is defined as Eq. 10.

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 Performance Analysis of Turbocharged 2-Stroke Diesel Engine, Ümit Güneş, Yasin Üst, A. Sinan Karakurt


   T    T   
E y,i   Q.1  0     Q.1  0       Wi  Wo     Ei  E o  (10)

   T   i   T   o


where  Q i  and  Q o  are refer to inlet and outlet heat rates.

2.7. Turbocharger System

2.7.1. Principles of turbocharger system

Turbocharger system supports higher pressure and lower volume air than atmospheric conditions to engine by
using exhaust gases energy which allows to design more power from lower size cylinder

Figure 12. Turbocharger System

General layout of a turbocharger system is shown in figure 12 which consists of turbine and compressors
section. Turbine is on the exhaust section and compressor is on the suction section and a shaft connects turbıne
to compressor. Exhaust gases waste heat energy converts to mechanical energy in turbine transfers via shaft to
compressor to compress and support more air flow.

2.7.2. Thermodynamic model of turbocharger system

Air compressor supports air at higher pressure and rate and also lower volume in turbocharger system
Compressor power consumption is approximately equal to turbine power and real compressor power is found
with the ratio of ideal compressor power to compressor efficiency (ηK,M).

  k 1 
m1.k.R.T1  P2  k  1
WK      1  (11)
k  1  P1  η
  K,M
 
Kinetic energy of exhaust gases is converted to mechanical energy in the gas turbine whose power is obtained
by Eq. 12.
WGT  m3.CP,E . T3  T4 .ηGT (12)
Chemical exergy of fuel is calculated with Eq. 13 [13].

 H O S  H 
eY K  1.0401  0.1728.  0.0432.  0.2169    1  2.0628     LHV (13)
 C C C  C 

where H, C, O and S are refer to hydrogen, carbon, oxygen and sulphur. It is suppose that fuel consist of 87.4%
carbon, 9.5% hydrogen and 3% sulphur [14] and LHV is 42700 kj/kg for heavy fuel oil [15].

Chemical exergy is very important however physical exergy is negligible for combustion processes. Flow rate
and chemical exergy rate of fuel are calculated with Eq. 14-15.

m y  mE  mH (14)

EY  eYK .my (15)

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ICENS International Conference on Engineering and Natural Science, 15-19 May 2015, Skopje, Macedonia
Table.3. General Formulations of Turbocharger System
Ex Des. EPC Ε y
Eç Eg Eç Ey E y,i
General EPCi   1 εi  1 yi 
E y,i E y,i Eg Eg E y,T
E2 E2 E Y,K
EY,K  E1  WK  E2 EPCK  εK  yK 
Compressor
E Y,K  1 WK 
E  E Y,T

Gas EY,GT  E3  E4  WGT EPCGT 

E 4  WGT 
ε GT 
E 4  WGT 
yGT 
E Y,GT
Turbine E y,GT E3 E Y,T

Diesel WDM EY WDM E

E Y,DM  E Y  WDM EPCDM   1 ε DM   1  Y,DM
Engine E Y,DM E Y,DM EY EY

GT+DE EY,DM  EY,GT  EY,K EPCsistem 

E 4  WDM 
ε Sistem 
E  W 
4 DM

system  E y,GT  E y,DM  E  E 

1 Y

3. RESULTS AND DISCUSSION

Table 5-6 are calculated from component efficiencies (Table 4) and thermodynamic model for turbocharger
system. Calculations have done at ISO ambient condition and 80% engine load for MAN 7L60ME-C8-TII
engine.
Table.4. Efficiency of Turbocharger Components
Mechanical Efficiency (ηm) (%) 98
Isentropic Efficiency of Compressor (ηK,i) (%) 65
Isentropic Efficiency of Turbine (ηC,i) (%) 90

State properties are given at ISO ambient condition and 80% engine load in Table 5
Table.5. The Property of the states

s kj kg.K 
T P h E
State
(oC) (bar)  kj kg  (kW)
E

1 25 1 299.5 6.867 30.26 m.  h1  h 0   T0  s1  s0 

2 180 3.43 455.2 6.933 5087 m.  h 2  h 0   T0  s2  s0 
3 322.8 3.99 684.5 7.194 12004 m3.  h 3  h 0   T0  s3  s0 
4 216 1.50 521 7.132 6597 m4 .  h 4  h 0   T0  s 4  s0 

Exergetic performance parameters of the system components for ISO conditions and 80% engine load are
shown in Table 6. The highest exergy destruction and also exergy destruction rate occurs in compressor beyond
the diesel engine is seen from the result.
Table.6. Exergetic Performance Coefficient of the System Component
System Components Ey (kW) EPCi εi yi
Diesel Engine 13286 0.986 0.496 0.9606
Compressor 323 15.75 0.94 0.0233
GasTurbine 221.5 53.19 0.959 0.0160
Total 13830 0.9487 0.7257 1

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 Performance Analysis of Turbocharged 2-Stroke Diesel Engine, Ümit Güneş, Yasin Üst, A. Sinan Karakurt

Figure 13. Compressor Power of MAN 7L60ME-C8-TII Engine for ambient conditions and engine load
Compressor inlet power in the turbocharger system for different ambient conditions and different engine loads
are shown in figure 13. Compressor needs more power because of increasing compressed air flow rate at higher
engine load and the lowest power consumption is seen at tropical conditions.

4. CONCLUSIONS

Performance of two-stroke Diesel engine operating various ambient conditions have been analyzed with respect
to thermal efficiency, engine load, specific fuel oil consumption (SFOC), exergy efficiency and exegetic
performance coefficient (EPC). The results show that the highest thermal efficiency is obtained in winter
ambient condition and turbocharger efficiency increases when fuel-oil quality is better. A new numerical
method is also improved for enthalpy and entropy calculation according to exhaust gas components. The
compressor of turbocahger system needs more power at higher engine load and the lowest power consumption
is obtained at tropical conditions.

Acknowledgments
The authors are thankful to Yildiz Technical University Institute of Science and Technology for providing
opportunity to study on this subject.

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