International Journal of Marine Engineering Innovation and Research, Vol. 5(3), Sept. 2020.

151-163
(pISSN: 2541-5972, eISSN: 2548-1479) 151

Development of A Simulink Model To

Investigate Fuel Consumption And Efficiency Of
A Main Fuel Engine
Axel Rafoth1, Wolfgang Busse 2, Richart Tirta Paulalengan 3
(Received: 01 August 2018 / Revised: 29 July 2020 / Accepted: 07 August 2020)
Abstract⎯ marine business is one of the largest businesses in the world. Exports and Imports of human necessities in the
majority are using ships. This is because of the ratio between the goods that can be delivered on each trip and the number of
trips it can go to fulfill this. This makes the shipping or transport cost-efficient. But the continuous growth of the world
population and its standard of living creates an ever-increasing dependency for the world economy on international trade.
Therefore a good shipping company will always develop a better way of shipping together with more efficient and optimized
voyage planning. To increase the efficiency of shipping, companies try to reduce the cost of almost everything. Therefore,
one of the options for improving the efficiency of shipping is by increasing the efficiency of the ship itself. The ship efficiency
is not only determined by how fast the ship and how much the ship can load, but also how much fuel does the ship consume
for each operation. An investigation of the engine efficiency must be done. The investigation will be done by using an engine
model in Simulink to create a similar engine model to the real engine. Then simulate the dynamic process of the engine,
which will affect the consumption in general. Therefore the consumption of the engine can be analyzed. The results of this
bachelor thesis is an explanation of how to develop the engine model. This includes the explanation of what is the engine
efficiency and the engine parameters that affect efficiency, such as engine consumption, engine losses, etc. The model
development includes the change in parameters and model structure. Then a simulation is done to compare the results with
the measured data. From this process, the model can be considered satisfactory when the results are similar to the measured
data.
Keywords⎯ development, engine consumption, engine efficiency, engine parameters, simulink.

the ship is on the voyage. This is done by adapting the

I. INTRODUCTION1 existing model of a diesel engine to present the influence
of power/speed change to fuel consumption. When this is
The continuous growth of the world population and its done, the next step will be to try to use the data from the
simulation to find a structured procedure to derive a
standard of living creates an increasing dependency on suitable coefficient for the model. From this model,
the world economy on international trade. Therefore a another simulation of the engine running under dynamic
good shipping company will always develop a better way operation can be fulfilled. This simulation of a running
of shipping together with more efficient and optimized engine will result in a similar condition of the engine
voyage planning. Other than that, there is an economic while in operation at sea.
factor that must be fulfilled to make the shipping cost- The simulation for this thesis is done by using
efficient. MATLAB/Simulink. This program is designed to help
One of the options for increasing the efficiency of understand and create various systems using blocks and
shipping is by increasing the efficiency of the main diagrams. For the engine operation, the data that are
engine itself. For a certain travel distance, the engine will going to be used are the systems for the engine operation
work in a random or dynamic state. This creates a itself, such as the injection systems, combustion process,
random condition for the engine load, torque, and etc. The use of the existing model of the diesel engine is
consumption itself. For whatever the distance of the helpful due to a complex task that has to be done in
travel, the consumption of the engine is the main reason creating a new and running diesel engine model. This
whether or not the ship can be called efficient. Therefore, model will only be based on energy transfer and has to
an investigation of engine efficiency is often done many show the dependency of efficiency from an operating
times. point, speed, and load torque. The non-optimal fuel
Developments nowadays are based on models and injection will serve as a dynamic behavior where it
designs that are created and simulated under certain should be implemented and checked for different
parameters. A thorough understanding of how the engine engines. This is done by deriving data of operation
operates is important in this matter. By that information, parameters and losses from actual machine data or load
a simulated formula of the system can be obtained. The test reports. This requires an actual model of the
simulation will be done under various conditions while combustion machine and its control, as well as losses
parameters such as connected pumps and friction. For
this thesis, the model will be modified to suit the
Axel Rafoth, Department of Maritime Studies, Hochschule Wismar,
Rostock, 18119, Germany. E-mail: [email protected] parameters of an actual engine.
Wolfgang Busse, Department of Maritime Studies, Hochschule There should be a measured data from an actual
Wismar, Rostock, 18119, Germany. E-mail: wolfgang.busse@hs- engine that can be used to validate the model. Signal
wismar.de outputs such as the fuel rack position or specific power
Richart Tirta Paulalengan, Department of Maritime Studies,
Hochschule Wismar, Rostock, 18119, Germany. E-mail: have to be supplied to the model. The simulated data
[email protected] from the simulation will be used to determine the engine
behavior under these conditions and loads. These will
International Journal of Marine Engineering Innovation and Research, Vol. 5(3), Sept. 2020. 151-163
(pISSN: 2541-5972, eISSN: 2548-1479) 152
generate a graphic or diagram that will show data such as stroke. The expansion stroke is the time where the engine
an engine propeller matching diagram would. From this gets the air from the intake manifold. In this stroke, the
point, an optimization of the system can be determined. piston moves downward while the intake valve opens.
Then there is the compression stroke. This stroke is when
A. General Diesel Engine Theories the piston moves upward to compress the mixture of air
Engines are machinery that is used to generate power. and fuel. After that, the combustion occurs, and the
This power can be used for various purposes, such as power stroke begins. This happens because the power
generating electricity, generating thrust, etc. There are from the ignition moves the piston downward to produce
some types of engines, such as diesel engines, gasoline a torque, which is transferred to the crankshaft. This
engines, turbine engines, steam engines, electric motor, power is enough to move the piston back upward while
etc. These engines are commonly used worldwide, and the exhaust valve opens. This stroke is called the exhaust
they have their own advantages and disadvantages. For stroke because, in this stroke, the exhaust gas is blown
example, the diesel engine gives high torque but low out. As gasoline engines have two types of cycles, the
speed compared to gasoline engines, which will produce diesel engine also has two types of cycles. Those are
higher speed but less torque. This comparison is, of two-stroke and four-stroke cycles. The principal of 2
course, done in the parameters of the same size as the strokes and four-strokes are the same. The two-stroke
engine. Other engines, such as the turbine engine, will engine completes their whole cycle from an expansion-
generate high power with the cost of high fuel compression-power-exhaust stroke in 2 rounds of the
consumption. For this thesis, the engine that will be cycle. So the exhaust stroke is done at the same time as
discussed is the diesel engine. the power stroke. For the four-stroke engine, each stroke
Diesel engines are invented by Rudolf Diesel. The is done individually.
diesel engine is an internal combustion engine that uses Marine Propulsion plants are complicated systems
the heat and pressure of the compression to ignite the with hull, engine, and propeller operating together.
fuel mixture. Mechanical components such as spark Diesel engines are very important components of the
plugs, coils are not required for ignition. Because as the system and are highly nonlinear and time-invariant.
piston moves upwards, it compresses the air until such a Therefore the modeling of diesel engines is one of the
degree that the temperature will increase from the key problems for simulations and control of the
pressure. This heat is sufficient to ignite the fuel that is system. These simulations can be used for various
injected. Therefore the fuel-injected will be ignited as purposes, such as machinery performance analysis,
soon as it is injected. Despite the difference in the ship performance, maneuvering analysis, and
ignition process, the whole engine components, from machinery control development.
diesel and gasoline engines, are pretty much alike. They To understand how to model an engine system, an
both have an engine block, cylinder liner, crankshaft, understanding of how the engine actually works is
pistons, camshaft, connecting rods, and valve train. They needed. The figure below is the schematic diagram of a
both also require a lubrication system and cooling system propulsion system of a ship. The diagram focuses on
to operate. the engine system.
Both diesel engines and gasoline engines have four
steps of combustion. The sequence is the same, which is
expansion, compression, power stroke, and exhaust

Figure. 1.Engine System Schematic Diagram

B. Combustion in Diesel Engine when the fuel is injected into the cylinder. On the other
In the diesel engine, the air is compressed with a hand, the chemical reaction may start so slowly in diesel
compression ratio of from 15:1 to 23:1. Then the liquid engines. This is called the delay period. (1; 2)
fuel is sprayed by a fuel injector located near to the top- As the absence of an ignition spark, the ignition
center of the piston into the combustion chamber. The process in diesel engines can't be controlled to set when
pressure and temperature of the air inside the cylinder and where to ignite. Ignition depends on the high
are very high enough to trigger some chemical reactions compression ratio. It will set the gases inside the
International Journal of Marine Engineering Innovation and Research, Vol. 5(3), Sept. 2020. 151-163
(pISSN: 2541-5972, eISSN: 2548-1479) 154
combustion chamber to be above the temperature and
pressure needed for starting the combustion process (1;2)

Figure. 2. Diesel Engine Cylinder View

In the diesel engine, the cycle started from the piston is process, the pressure remains constant, but both volume
at the bottom dead center, and both valves are closed at and temperature rise as a result of the combustion
the beginning of the compression process. Then the air is process. When fuel injection and combustion has
compressed adiabatically, which means the compression completed, the hot gas expands, and work is done on the
is done without heat transfer to or from the environment engine. The volume of gas rises, but both pressure and
when the piston is moving upwards. The volume will be temperature started to fall at this expansion phase. In the
reduced, but both pressure and temperature will rise. end, the exhaust valve opens, and the pressure inside the
When the piston is about to reach the top dead center, the cylinder falls. Then the cycle returns to the first step for
fuel is injected and started to ignite. After the ignition gaining continuous work. (1; 2)
has started, the piston begins to move downwards. In this

Figure. 3. Diesel Engine Combustion Process

C. Energy Balance Theory energy that is given to the engine, brake power output,
"Energy balance for a direct injection diesel engine etc. Here are some of the examples of the equation
shows that about one-third of fuel energy input is lost to formula that is explained in the literature.
environment through heat transfer, another third is
wasted as exhaust heat and only one-third is available as The formula above explains that the represents the
shaft work" (Sharma and Jindal 1989). The whole model input of energy to the engine is equals to the fuel mass
of this thesis is based on the energy balance theory. This flow ( ) times the energy contained inside the fuel
theory requires an understanding of how the energy from
(LHV).
the fuel that is injected into the engine will produce
power for the engine. More precisely, the energy enters
The formula above shows that the brake power
the engine in the form of fuel injected and will be used to
output ( ) is equal to the brake torque ( ) times the
produce power while some energy will be lost as heat
angular velocity of the crankshaft ( ).
due to friction, cooling water, exhaust, and other heat
transfer process. This heat loss should be decreased so The formulas above are a reference for the formula
that the engine will have higher efficiency. Therefore, it that is used in this thesis. For this thesis, the losses are
is important to know the theory behind these heat losses. not calculated, but it is based on assumptions. So there
According to the literature, there is some formula that will be variables or constants that will represent the
is used to determine the energy balance inside the diesel losses of this engine model. Further analysis of the
engine. Some of the equations are regarding the input losses is done in a later chapter.
International Journal of Marine Engineering Innovation and Research, Vol. 5(3), Sept. 2020. 151-163
(pISSN: 2541-5972, eISSN: 2548-1479) 2

Figure 4. Energy Balance Diagram

D. Fuel Injection E. Engine Efficiency
Fuel injection in diesel engines has the task of The efficiency of the engine is a result of a ratio of the
atomizing the fuel and forced it into the engine through a useful work done to the heat provided. This means the
nozzle. The camshaft controls the opening of the nozzle friction and other losses reduce the work done by the
by lifting the pin valve. combustion process. The efficiency of the diesel engine
mostly depends on the expansion ratio. The work that
• Direct Injection can be extracted from the combustion process is
In a diesel engine, fuel is injected into the combustion proportional to the difference between the initial pressure
chamber directly. The injection aims onto the head of the and the ending pressure during the diesel cycle.
piston when it's about to reach the top dead center. The Therefore, the bigger the initial pressure can increase the
direct injection has a high risk due to the injectors will be work extracted. (1)
exposed to both high heat and high pressure. The result Friction can reduce the efficiency of the diesel engine.
is material used for direct injector has a high cost due to The diesel engine has friction that is produced by many
its high resistance to heat and pressure. The precision is moving parts. There are friction forces remain constant
needed to ensure the ignition process, like the absence of when the applied load is constant. There are also other
an ignition spark. (2) friction losses increase as engine speed increases, for
example, piston side forces and connecting bearing
• Indirect Injection
forces. Only a few friction forces that decrease at higher
The indirect injection system in the diesel engine speed, one of them is the friction force on the camshaft's
delivers fuel into a small chamber called a swirl chamber lobes used to operate the inlet and outlet valves. In
or pre-combustion chamber, which is connected to the addition, an operating diesel engine has another kind of
cylinder by a narrow air passage. The swirl chamber is loss called pumping losses. It is defined as a work
used to create an increase in a fluid motion to perform a required to move air into and out of the combustion
better fuel and air mixing. This result is a diesel engine chamber. This pumping loss is low at low speed, but it
with a smoother and quieter condition when running. will increase as the square of the speed.
Because of the presence of a swirl chamber, pressure in Air is important and also needed to perform the
the injector can be lower. Most IDI systems use a single combustion process. If there is not enough oxygen for
orifice injector. Mostly, indirect injection engines are combustion, the incomplete combustion will occur, and
more difficult to start and require glow plugs to help the less energy produced. A high fuel to air ratio will
combustion process. In addition, the indirect injection produce more unburnt hydrocarbon that affects engine
has a lower efficiency than the direct injection due to an efficiency.
increase in heat loss. (2) Some pollutants, for example, unburnt hydrocarbon
• Common Rail System and nitrogen oxide, can be created at high combustion
temperature. This can affect engine efficiency because
In a common rail system, the common header or the
the energy is being extracted to creating the pollutant
accumulator store fuel coming from the fuel tank, then
instead of for doing work. Somehow it was handled by
the fuel is sent to the injectors. The header is set to
cooling the air intake to get denser air for the combustion
maintain high pressure. It can also return the excess fuel
process. The engine will produce more power and less
to the fuel tank. The nozzle sprayed the fuel with the
amount of nitrogen oxide produced. However, the
help of a needle valve operated with a solenoid. The
amount of unburnt hydrocarbon will also increase as the
injection occurred when the solenoid is activated and
engine produce more power. (1)
lifts the needle valve allowing the high pressure of fuel
from the header comes out to the combustion chamber.
F. MATLAB/Simulink
On the other hand, the spring pushes the needle valve
To model the engine, the use of the software is
into the nozzle passage and blocks the path for fuel
necessary. The software that is going to be used is
entering the cylinder. Those happened when the solenoid
Simulink. This program is developed by MathWorks and
is not activated. The overflow of the fuel will go back to
is a graphical programming program for modeling,
the reservoir. Then it will go through the whole process
simulation, and analyzing. The main interface is a
again. (2)
graphical block tool and a custom set of blocks that are
available in the library. It is based on the MATLAB
environment, such as the mathematical model of
International Journal of Marine Engineering Innovation and Research, Vol. 5(3), Sept. 2020. 151-163
(pISSN: 2541-5972, eISSN: 2548-1479) 155
calculation, but in a graphical method. Other than loop phase. This phase computes the states and outputs
mathematical modeling, Simulink can also incorporate of the system at intervals from the simulation start time
MATLAB algorithms into models, which will be to the finish time. This can be done by using the
beneficial later for further analysis. (4) information provided by the model. The successive time
Simulink supports system-level design, simulation, points at which the states and outputs are called time
automatic code generation, testing, and analysis of steps. The length between time steps is called step size.
systems. Simulink is capable of systematic verification (5)
and validation of models through modeling style This whole process will result in a display or graph
checking, requirements checking, and model analysis depending on the type of sink used. Then these outputs
itself. can be analyzed for further research. For this thesis, the
The first step for using Simulink is by modeling the results are divided into three main outputs, which are the
algorithms and physical system using blocks of speed, power and or torque, and consumption. These
diagrams. This model can be both linear and nonlinear graphs can produce data logs that can be exported into an
systems. Factors such as friction, gear slip can also be excel sheet. This way, a comparison can be made with
modeled. A library that has predefined blocks will help another set of data logs.
in building the model. The blocks are connected in a way
that the signal lines can establish mathematical
relationships between system components. Refinement II. METHOD
of the model appearance or adding masks can customize In this bachelor thesis, the author will develop a
how the users interact with the model. A group of blocks Simulink Model to behave as similar to a real engine.
can be organized into subsystems, which will enable a The model is a pre-created model, which was created by
discrete build of components that reflect real-life Prof. Ing-. Axel Rafoth. In this thesis, measured data
systems. Simulation of the system can be done after that. from a real engine is important. The process of
• Modeling measurement is not done by the author. The measured
data is also given by Prof. Ing-. Axel Rafoth.
As explained briefly in the passage above, modeling in
The first step in this thesis is to compile the measured
Simulink is basically connecting a diagram of a dynamic
data into one excel sheet. This way, it will be easier to
system graphically using blocks and signal lines. A block
use in further steps. Then the next step is to develop the
within a diagram defines a dynamic system in itself.
model under static operating points. This way, the model
Collectively the blocks and lines in a block diagram
will be stable enough to have dynamic inputs later on.
describe an overall dynamic system.
Under this process, there will be numerous simulations
In general, block and lines can be used to describe
and comparisons from both the measured data and the
many "models of computation." One example would be a
simulated results. This is to determine the similarity of
flow chart. A flow chart consists of blocks and lines, but
the model to the real engine.
it cannot describe general dynamic systems using flow
The second process is to develop the model under
chart semantics. (5)
dynamic operating points. When some dynamic inputs
The Simulink Library Browser is the library where all
are added, a change in the controller should be done.
the blocks that are used in modeling can be found. These
This way, the engine model will have a better and more
blocks include Continuous and discrete dynamics blocks,
stable running process. There are two controllers in this
such as Integration, Transfer functions, Transport Delay,
model, which are the engine speed controller and the
etc. Other blocks are Math blocks such as Sum, Product,
engine load controller. Both controllers will affect each
Add, etc. Then there is a source block, which consists of
other in this model.
Ramp, Random generator, Constant, Step, Sine Wave
Generator, etc. Lastly, there is the sink block, which
consists of displays or graphic displays so that the III. RESULTS AND DISCUSSION
simulation can be seen into numbers, graphics, or other A. Engine Model
values depending on the sink used. Every Simulink model is based on blocks and
connections which is explained in previous chapter. The
• Simulation model combines the use of subsystems and loops to
The simulation of the model refers to the process of create a similar operation or process to that a diesel
computing the whole calculation or formula that the engine.
model is designed and run it in a certain span of time, The model itself consists of blocks and connections
depending on the input time. This process uses inputs that are arranged so a similar system of an engine can be
from the model that is open. Firstly, the program engine made. The main blocks are:
invokes the model compiler. This converts the model • Engine control block
into an executable form. A process called compilation.
Then for the next phase, Simulink allocates the memory The first block is the engine control block. Inside the
needed for working areas such as signals, states, and run- block, there are set of subsystems and connections that is
time parameters. This step will allocate and initializes controlling the speed of the engine, the consumption of
memory for data structures that store information for the engine and the fuel rack position calculation.
each block. Then the simulation enters the simulation
International Journal of Marine Engineering Innovation and Research, Vol. 5(3), Sept. 2020. 151-163
(pISSN: 2541-5972, eISSN: 2548-1479) 156

Figure. 5. Engine Control Block

From the input speed block in the left corner of the two other ramps, which is called the SpeedChange1/2,
figure, the speed of the engine is controlled. Then it goes are used to add the change of speed during dynamic
to the controller for the fuel rack. All the ramps in the operations. If the operation is in static operations, then
left section are an array of ramps that are used to the two ramps can be used by changing the value of the
generate a similar situation of dynamic operation. The input into zero. This will create no change in the initial
main input is the ramp called the Input Speed block. The input of the speed by the top ramp.

Figure. 6. PI Controller
By changing these values, the injection of fuel rack
results will be more similar to the real measured data.
Then there is another input in the left, which is the (1)
engine omega or angular velocity of the engine in the
crankshaft. This value is important because it will also be • Load Control block
used in the consumption formula.
The second block is the load control block. Inside the
The consumption formula is located in the top section
block, there are set of subsystems and connections which
of the figure. The whole blocks and connection of the
are controlling the load of the engine, the torque
formula is a translation from the mathematical model.
reference, and the inputs of torque reference.
The mathematical formula for the consumption is

Figure. 7. Load Control Block

There are three subsystems in this block. There is also change the connections between the blocks. There is a
this manual switch, which can be operated manually to constant value of Tin, which is very useful for low-speed
International Journal of Marine Engineering Innovation and Research, Vol. 5(3), Sept. 2020. 151-163
(pISSN: 2541-5972, eISSN: 2548-1479) 157
operations because this model have a characteristics to The next subsystem is the torque reference, which
calculate the torque based on the gain of the speed. This controls the torque gain for a certain amount of time.
means that if the operating points are in the low end of This subsystem consists of a step input, a ramp function,
the speed curve, the torque will be less than expected. and a constant input of initial torque. This initial torque
Therefore a constant input of torque is a more suited is calculated in the .m file. This block is mainly used in
option for this matter. If there is sufficient torque, then the dynamic operating points because it can change the
the load torque will be sufficient so that the power and torque reference according to the desired amount in a
the consumption match the real engine. However, there certain span of time. This is the aim of the dynamic
will still be minor differences in numbers. operation.
The first subsystem, which is the Load Characteristic The control valve block is the third subsystem in this
Block, will be used to create a propeller curve, which is block. This subsystem consists of the controller of the
dependent on the speed of the engine. This subsystem torque itself. Within this subsystem, there are a PI
will be useful for static operating points where there is controller, ramp function, and valve angle output. The PI
no change after a certain speed is achieved. This certain controller is the same composition as the controller from
block is the reason why there is a need for a constant the engine controller block. The difference is the value of
input of torque instead of a speed-dependent torque the input in the controller. For this block, the inputs are
block. This speed-dependent torque is called engine Iload and Pload. These inputs can be found in the .m file.
rotational torque. This torque is what causes the • Engine process block
crankshaft to turn. The basic theory behind this is that
the torque equals force multiplied by the radius or length The next block is the engine process block. Inside the
of the arm. This force is based on mass multiplied by block, there are a set of subsystems and connections that
acceleration. So if the acceleration is high, the torque is controlling the process of the engine itself. This
will also increase. process includes the losses calculation, the burning
process, and the efficiency calculation, and the engine
torque itself. These calculations mainly have inputs from
(2)
other blocks that have been explained before. Inputs for
the etacv_max constant block in the left corner is
calculated in the .m file.

Figure 8. Engine Process Block

The consumption value is from the engine control
block. The consumption times the calorific value of the (5)
fuel will result in energy for the operation. This energy is Therefore, the torque can be calculated by using the
used to determine power. The efficiency times the same formula which is changed to,
consumption will result in power. In short, the formula
should be,
(6)
(3) The next important thing in this block is the Losses and
Then the power of the engine can be calculated. The Efficiency block or subsystem. This subsystem contains
formula is, the whole calculation for the efficiency and losses. The
calculation for the efficiency of the engine can be seen in
(4) the figure below. The explanation of each block in the
From the brake power, the calculation of the torque can figure can be found in the explanation about the .m file.
be done. The formula for power in terms of torque is,
International Journal of Marine Engineering Innovation and Research, Vol. 5(3), Sept. 2020. 151-163
(pISSN: 2541-5972, eISSN: 2548-1479) 158

Figure. 9. Losses and Efficiency Block

• Inertia block process and the torque load from the load controller
This block controls the angular velocity of the engine, block. These inputs will be used to calculate the angular
the angular velocity of the shaft, and shaft power. The velocities and shaft power.
input of this block is the engine torque from the engine

Figure 10. Inertia Block

On the left side, there are two inputs, which are the B. Model Development
actual torque of the engine and the actual torque of the The model for this thesis is running as a model, but it is
break. This break is equipment to transfer the torque still not similar to a real engine. In this case, the engine
from the engine crankshaft to the measurement that is used for comparison is the engine in the laboratory
equipment. This is because there is no way to actually of the University. To create a similar running process
measure the torque directly in the crankshaft while the from the model, some adjustments must be made.
piston is pushing it down. Therefore the system will be • Structural Change
using a two-mass configuration. This two-mass system The first model is different from the model that is
requires another inertia factor so that the system can run currently used in this thesis. It has been modified by
as similar to the real engine. The first part is the engine changing some blocks and even adding other blocks to
inertia. This is not modified much because the model create a more similar results from the simulation. The
already uses this in the previous block configuration. first change that was made was changing the way the
There is an addition of a brake inertia block. This block losses of the engine to be calculated. In the first model,
is similar to the diesel inertia block, but the difference is the losses for the incomplete combustion are included in
at the inertia of the part itself. For the engine inertia, the the losses system, but this can be simplified by
value is 45 kg.m2, but at the break inertia, the value is separating the incomplete combustion losses to be
3.6 kg.m2 (6). Another added part is the stiffness block. another type of losses. Therefore the accuracy of the
This is to represent the elasticity of the coupling that calculation is increased. And then the whole incomplete
connects the two mass of inertia. This stiffness will be a combustion is not affecting the calculation of the
load input to the engine inertia, but for the break inertia, efficiency anymore, but it is added to the total losses,
it will be the source of input. This way, the actual system which will be used to subtract the power to get the real
as the coupling is done. usable power.
International Journal of Marine Engineering Innovation and Research, Vol. 5(3), Sept. 2020. 151-163
(pISSN: 2541-5972, eISSN: 2548-1479) 159

Figure. 11. Incomplete Combustion Losses

Then the engine control block also gets a solved by adding the new formula to the model. And
modification. First, there is a problem with the fuel this formula is the calculation of the fuel
rack position being too low for the whole process. In consumption itself. In this formula, the fuel rack is
the first model, the consumption is calculated in the used to calculate fuel consumption. Therefore the
engine process block, which gets its input by the flow value of the power and torque are more similar to that
rate or, in this case, the fuel rack for the model. But of a real running engine. This consumption formula is
this is not exactly true, because the flow rate is not explained in the chapter above regarding the engine
equivalent to the fuel rack position. This problem is control block.

Figure. 12. Consumption Formula Block

After the engine control block and the losses block is • Parameters Change
modified, there is another block that is modified. It is the The model can be modified as it is because there are
inertia block, which previously uses a one-mass system. some trials and errors that have been made. From the
This block originally is meant to measure the initial first model, a simulation is done, and by that simulation
torque that the piston gives to the crankshaft directly. But result, it is compared to the measured data. From this
in reality, there is no way to measure this value. Instead, comparison, then the model can be adjusted accordingly.
there is another system that is coupled with the The parameters are also one of the key factors for this
crankshaft. This system is called the brake system—this process to succeed. Parameters such as RPM input, input
way, the torque can be measured. Therefore the model is torque, losses constant can be changed accordingly based
modified to use a two-mass system for the inertia block. on the operation points that are being analyzed. This is
The whole explanation of this two-mass system is why, for the first step of the model modification, these
already explained in the previous chapter about blocks are the parameters that are frequently changed other than
and connections. the changing of the structure of the model itself.
International Journal of Marine Engineering Innovation and Research, Vol. 5(3), Sept. 2020. 151-163
(pISSN: 2541-5972, eISSN: 2548-1479) 160

% Engine Controler Block % adjusted

Nmin = 485; % idling Speed according measurement
of engine (RPM) Pcontr = 0.45; %
Nrated = 900; % Speed rated Proportional gain of controller (changed from
of engine (RPM) 0.1 for tests)
N_opt = 830; % rpm optimal Icontr = 0.2; % Integral
Ninput = 490; % input of rpm gain of controller (changed from 0.53 for
in specific operating points tests)

% Load Control Block

An example of why the parameters need to be changed Pload = 1.21; %Proportional
is the basic behavior of this model. This model is based gain of PI controller to load (changed from
on the energy balance theory. Therefore the power and 1.1 for tests)
torque created are related to the losses that are present in Iload = 1.07; % Integral of
PI controller to load (changed from 1.2 for
the model itself. If the power or torque is not adequate, tests)
then the consumption and fuel rack position will also be
affected even though the engine speed is already the
The controller parameters are going to be changed
same as the desired value.
accordingly to the operating points. Pcontr or Pload is
When the static operation is stable, and the data match
the input for the Kp block. And the Icontr and Iload is
the measured value, the next step is to simulate the
the input for the Ki. Kp is the proportional gain of the
dynamic behavior of the engine. The first task is to get
controller, while Ki is the integral gain of the controller.
the right parameters so that the simulation will behave
The Kp basically will regulate the speed of the rise time
dynamically. The dynamic operation has a certain graph
of the graph, and the Ki will regulate the overshoot and
characteristic. This characteristic is what the
the oscillation after the overshoot. These two, Kp and Ki
modification will be aiming for.
is the basic controller variables that are used for the PI
controller. The basic formula for such PI controller is,

(7)
In the formula above, the variable [s] is for some
integral value, or in other words, the error value,
which will be used as an integral value. This integral
formula is already added to the model as an integrator
block.

TABLE 1.
KP AND KI
Rise Time Overshoot Oscillation

Kp Decrease Increase Little gain

Ki Decrease Increase High Gain

The table above is explaining what the Kp and Ki times the Ku. After the Kp value is obtained, the Ki
actually do in a certain graph. While the Kp is getting value will be increased steadily until the desired data is
higher, the rise time or the time for the process to get to acquired. (7)
the desired point is decreased. Therefore the ramp or When using the Ziegler-Nichols method, the model is
graph will slightly tilt to the time axis. It is the same for slightly modified to accommodate the needs of the
the Ki, but because Ki is an integral, therefore the time to controller. Due to the existence of another controller
get to the desired point will not be affected as much. beside the engine control unit, then the other controller,
Instead, the overshoot from the graph will increase which is the load control, must be turned off. This can be
significantly. The oscillation is located after the done by adding a limitation at the end of the controller,
overshoot. While the Kp will not affect the oscillation which limits the output to a certain value as constant.
greatly, it will still be a difference in the period of the Therefore the controller will act as if it is off. This way,
oscillation. The Ki, on the other hand, will affect the the load control will not affect the engine control. After
oscillation greatly, because if the Ki is higher, then the that, the engine control inputs will be changed according
oscillation will occur in a shorter period of time. Which to the method. First, the Ki will be turned to zero. Then
will result in a more unstable graph after the overshoot?. the Kp will be increased from zero to a certain value
There is a method for PI controller development. It is until the graph is constantly oscillating. The value that is
called the Ziegler-Nichols method. This method starts by achieved is 3. This represents the Ku or the ultimate
reducing the Ki or the integral gain to zero and then proportional gain. Then according to the theory, the Kp
increasing the Kp or the proportional gain until it should be 1.35. By this value, the Ki is increased until
generates a constant oscillation. Once the graph is the desired graph is achieved. For this matter, the value
constantly oscillating, the Kp value of that operating of the Ki is changed to 0.08 at first.
point will then be called the ultimate gain (Ku). Then the But when the load controller is turned on, the graph
estimated Kp value for the model should be about 0.45 starts to oscillate once more. Therefore some changes in
International Journal of Marine Engineering Innovation and Research, Vol. 5(3), Sept. 2020. 151-163
(pISSN: 2541-5972, eISSN: 2548-1479) 161
the controller input, both in the engine control and the will be logged into the excel sheet and then be compared
load control, should be done. But especially in the engine with the measured data. This way, the process will be
controller, the input should be changed in accordance easier.
with the calculated value so that it does not differ too
much from the first value. C. Analysis of Data
To analyze this matter, an excel sheet which contains The static operation data is compared with measured
the measured data and the graph created from that data, which have some static points. The model is
measured data is necessary. The data from the Simulink developed based on the result of this comparison.

Figure. 13. Torque Comparison

The aim of the model is to achieve static operating are some differences and setbacks in the dynamic
points, which are the constant values in the red area. operating model. In this passage, an overview of what
Other graphs will give some overshoot even though the results are from the simulation, and the reason for
this is a static operation. This is due to the controller of such behavior will be explained.
the engine is still not analyzed and developed. Further As a comparison, the graph which is showing the
development of the controller will be done in the whole measured data are used. From this graph, there
dynamic operating process. are some minor flaws that are present. The first is the
While there are some similarities in the static way the RPM behaves. This RPM ideally should
operations, the static operation is only a stepping stone behave as what the RPM reference gives. But in this
to get a dynamic processing model. Nevertheless, there graph, there is a little delay over the RPM.

Figure 14. RPM delay

The light blue line is the measured RPM, and the measurement data is delayed because of delayed
green line is the RPM reference. As it is shown, the measurement equipment in the real engine.
RPM did not go down as soon as the RPM reference Other problems arise when the controller and the
input goes down. This matter appears while the new inertia block is added. The first problem is that the
simulation in dynamic changes is done. Therefore the controller seems to have run at a much faster pace. This
results of the simulation will not be the same with the leads to a faster response in the controller to achieve
measurement because the simulation generates an RPM the desired value of operating points. This behavior
data that follows the RPM reference precisely. This leads to a seemingly constant process, while, in reality,
concludes with an assumption that the RPM it should still be in the dynamic process.
International Journal of Marine Engineering Innovation and Research, Vol. 5(3), Sept. 2020. 151-163
(pISSN: 2541-5972, eISSN: 2548-1479) 162

Figure 15. Dynamic Behavior

As the figure shows, the black area is not as high as the in static operations and 8-11% in the dynamic
simulated data. In the simulated data, the controller operations.
works so fast that the correction to become the desired
value is done before the other dynamic change can occur. 2) Parameters that are affecting the engine efficiency in
From these two behaviors, an assumption is made on this model are,
what is causing such behavior. The assumption is that it a. The losses of the engine
is simply a delay in dynamic behavior, and the controller b. The speed of the engine
needs more research and development. This assumption c. The consumption of the engine
results in another idea of changing the parameters of the d. The load of the engine
controller. These parameters will also affect each other. Therefore
The controller parameters are the Kp and Ki. These the change of one parameter will lead to a change of the
parameters are changed once more to achieve the desired whole system.
graph. For the engine controller, the Ki is changed to
0.15. This is in the hope that the oscillation will increase, 3) From the whole research, there are some facts about
therefore reducing the speed of the controller to achieve the consumption of the engine or the model. The
results. On the other hand, the Pload is changed to 1, and consumption is affected by the speed of the engine,
the Iload is changed to 1.05. This is also in the hope of power of the engine, and load of the engine. The speed
reducing the speed of the controller. Other than that, the of the engine affected the consumption in a way that the
interval of the dynamic change is also reduced. This is faster the engine runs, the faster the fuel is injected into
only for the experimental process to determine whether the engine, and therefore a higher consumption is
the controller will achieve the desired value. achieved. The power of the engine also affects
consumption. This is because the higher the power, the
IV. CONCLUSION higher the losses, which means the higher the
consumption due to higher demand. What makes the
power increase is that the engine has to run faster. Then
1) The development of the engine model starts with a the load of the engine will also increase the consumption
comparison of the simulation and the measured data. because the higher the load, the higher the power needed
This way, the model flaws can be spotted. From these to run at a certain speed limit. Therefore the consumption
flaws, the change first is the loss parameters. Then there will increase also.
is an addition of a fuel consumption formula. From this
formula, the fuel rack position and the consumption get
REFERENCES
better results. After that, the dynamic process begins.
[1] Pulkrabek, Willard W. Engineering Fundamentals of the Internal
The first change is from the dynamic inputs. This input
Combustion Engine. New Jersey: Prentice Hall.
affects the RPM and therefore affects the whole system. [2] Taylor, Charles Fayette. The Internal Combustion Engine in
From that point, the Kp and Ki of the controller are Theory and Practice, Volume II. s.l. : The MIT Press, 1985.
modified. These controller modifications are done while [3] Wallace, Scott J. Diesel Engine Energy Balance Study Operating on
Diesel and Biodiesel Fuels. 2007.
the inertia block is also being changed. The inertia block
[4] Mazouz Salahat, Omar Barbarawe, Mohammad AbuZalata, Shebel
is changed from a one-mass system to a two-mass Asad. Modular Approach for Investigation of the Dynamic
system. With all these changes, the model starts to run as behavior of Three-Phase Induction Machine at Load Variation.
similar to a real engine. By the end of this bachelor Amman, Jordan: Scientific Research, 2011.
[5] MathWorks, The. Using Simulink. s.l.: The MathWorks, 2004. Vol.
thesis, the error margin for the model is currently at 6%
6.
International Journal of Marine Engineering Innovation and Research, Vol. 5(3), Sept. 2020. 151-163
(pISSN: 2541-5972, eISSN: 2548-1479) 163
[6] Winkelmann, Dr.-Ing. Jörg. Drehschwingungsberechnung für [9] Cao Hui, Wu Peili and Zhang Jundong. Modeling and Simulation of
Diesel-Generator-Triebsatz. s.l.: SOWICon, 2016. Working Process of Marine Diesel Engine with Comprehensive
[7] Nichols, J.G. Ziegler and N. B. Optimum Settings for Automatic Method. s.l.: ISSN, 2013, Vol. V.
Controller. Rochester, New York: ASME, 1942.
[8] Píštěk, Pavel Kučera and Václav Virtual Diesel Engine in Simulink.
2013, Vol. VIII.