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Figure. 7. Schematic Diagram of the System To set the parameters of the corresponding PI controller on the engine. Making this model will be tailored to the results of the test engine running. In the original design of the system, the torque or speed through two reference potentiometers are set. In the deviation of the specified value of the applied speed or torque value, this means adjusting the combustion and power rate to achieve the required process parameters (figure 9). By setting a torque and a speed reference potentiometer generates the corresponding set point for speed (N) and torque (Tioaa). From calculation on the system, the controller receives information about the size of the currently applied actual value from speed (N’) and torque (T). Actual value (N’) and setpoint (N) of speed

Figure 7 7. Schematic Diagram of the System To set the parameters of the corresponding PI controller on the engine. Making this model will be tailored to the results of the test engine running. In the original design of the system, the torque or speed through two reference potentiometers are set. In the deviation of the specified value of the applied speed or torque value, this means adjusting the combustion and power rate to achieve the required process parameters (figure 9). By setting a torque and a speed reference potentiometer generates the corresponding set point for speed (N) and torque (Tioaa). From calculation on the system, the controller receives information about the size of the currently applied actual value from speed (N’) and torque (T). Actual value (N’) and setpoint (N) of speed

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Where the value of flue rate, #2, derived from the value of PI controller are adjusted with the result of running engines. Calorific value, Cv, obtained from the project guide specifications of engine 6L23/30A and the efficiency engine, n, assumed 30%-40%.
Where the value of flue rate, #2, derived from the value of PI controller are adjusted with the result of running engines. Calorific value, Cv, obtained from the project guide specifications of engine 6L23/30A and the efficiency engine, n, assumed 30%-40%.
III. RESULTS AND DISCUSSION The amount of flow rate of fuel will produce the power of the engine by multiplying the calorific value of engine and efficiency engine (engine process block). The main output is actual torque at the engine. From equation 8 shows that the magnitude of engine power depends on the amount of brake mean effective For modeling in Simulink, we must know how the system works. In figure 3, shown the simple model of engine working system. The inputs to the simulation are an engine speed. The speed of engine will produce the flow rate of fuel by PI controller (engine control block). Base on figure 3, the simple diagram developed to be the complex block diagram with be equipped by the time delay in every given input data. So, the transfer block can be grouped into several subsystems. (figure 4):
III. RESULTS AND DISCUSSION The amount of flow rate of fuel will produce the power of the engine by multiplying the calorific value of engine and efficiency engine (engine process block). The main output is actual torque at the engine. From equation 8 shows that the magnitude of engine power depends on the amount of brake mean effective For modeling in Simulink, we must know how the system works. In figure 3, shown the simple model of engine working system. The inputs to the simulation are an engine speed. The speed of engine will produce the flow rate of fuel by PI controller (engine control block). Base on figure 3, the simple diagram developed to be the complex block diagram with be equipped by the time delay in every given input data. So, the transfer block can be grouped into several subsystems. (figure 4):
Figure. 3. Simple Model of Engine Working System
Figure. 3. Simple Model of Engine Working System
Figure. 4. Overview of the Engine Working System at Simulink Model
Figure. 4. Overview of the Engine Working System at Simulink Model
Figure. 5. PI Controller Block Transfer Diagram The inputs (u) to the controller are the speed of the engine and input torque at the engine input shaft are presented on figure 5. Its outputs (y) are the amount of the flow rate of the fuel engine and proportional directional valve of dynamometer driving pump displacement commands. The clamping circuit is to stops integration when the sum of the block components exceeds the output limits and the integrator output and
Figure. 5. PI Controller Block Transfer Diagram The inputs (u) to the controller are the speed of the engine and input torque at the engine input shaft are presented on figure 5. Its outputs (y) are the amount of the flow rate of the fuel engine and proportional directional valve of dynamometer driving pump displacement commands. The clamping circuit is to stops integration when the sum of the block components exceeds the output limits and the integrator output and
Figure. 6. Transfer Block on the Engine Control Block
Figure. 6. Transfer Block on the Engine Control Block
The model on figure 8 aims to find out how much value losses that occur in power and torque engine.
The model on figure 8 aims to find out how much value losses that occur in power and torque engine.
Figure. 9. Transfer Block on the Engine Process Block Fuel rate generated from PI controller multiplied by calorific value and efficiency engine will generate power engine. Then the power engine divided by angular velocity will produce engine torque. The value of angular velocity comes from the moment of inertia.
Figure. 9. Transfer Block on the Engine Process Block Fuel rate generated from PI controller multiplied by calorific value and efficiency engine will generate power engine. Then the power engine divided by angular velocity will produce engine torque. The value of angular velocity comes from the moment of inertia.
FE igure. 10. Transfer Block on the Load Control Block Then the engine torque will be in subtract with torque reference value to minimize the error value and get the actual torque. Actual torque is what will be the input on the moment of inertia block. Where the output on this block is the speed of engine speed. Load control block serves to control the torque reference to the engine is presented on figure 10. The input to this subsystem is the speed measured and step of input torque parameter.
FE igure. 10. Transfer Block on the Load Control Block Then the engine torque will be in subtract with torque reference value to minimize the error value and get the actual torque. Actual torque is what will be the input on the moment of inertia block. Where the output on this block is the speed of engine speed. Load control block serves to control the torque reference to the engine is presented on figure 10. The input to this subsystem is the speed measured and step of input torque parameter.
Figure. 11. Graphic of Variation Speed (V) Model validation is performed to ensure that the model in Simulink is working correctly or not. So, the model in Simulink will display the same result or close to measured data. There are three process of model model validation, they are Convert data process, Static process and Dynamic process. Figure 11 and figure 12 are presented the result of measured and reference data of speed variation on rpm and velocity.
Figure. 11. Graphic of Variation Speed (V) Model validation is performed to ensure that the model in Simulink is working correctly or not. So, the model in Simulink will display the same result or close to measured data. There are three process of model model validation, they are Convert data process, Static process and Dynamic process. Figure 11 and figure 12 are presented the result of measured and reference data of speed variation on rpm and velocity.
Figure. 13. Graphics Comparison Data of the Fuel Rate
Figure. 13. Graphics Comparison Data of the Fuel Rate
Figure. 12. Graphic of Variation Speed (RPM)
Figure. 12. Graphic of Variation Speed (RPM)
Figure. 14. (a) Graphic of the System with Variation Speed (b) Graphic of the System with Variation Speed at Simulink Model
Figure. 14. (a) Graphic of the System with Variation Speed (b) Graphic of the System with Variation Speed at Simulink Model
Figure 15. (a) Graphic of the System with Variation Load (b) Graphic of the System with Variation Load at Simulink Model
Figure 15. (a) Graphic of the System with Variation Load (b) Graphic of the System with Variation Load at Simulink Model
Figure. 16. (a) Graphic of the Load at One Step Condition (100% of Power) (b) Graphic of the Load at One Step Condition (110% of Power) In this condition, the PI controller's fuel consumption restriction located on the engine control block is set at
Figure. 16. (a) Graphic of the Load at One Step Condition (100% of Power) (b) Graphic of the Load at One Step Condition (110% of Power) In this condition, the PI controller's fuel consumption restriction located on the engine control block is set at
Figure. 17. (a) Graphic of the Load at Unstable Condition (100% of Power) (b) Graphic of the Load at Unstable Condition (110% of Power) modeling uses 10000 Nm and 8000 Nm up and down repeatedly during the process. Resulting in graph in figure 17. the model can visualize the conditions in which the engine accepts load changes every 5 seconds. Simulink
Figure. 17. (a) Graphic of the Load at Unstable Condition (100% of Power) (b) Graphic of the Load at Unstable Condition (110% of Power) modeling uses 10000 Nm and 8000 Nm up and down repeatedly during the process. Resulting in graph in figure 17. the model can visualize the conditions in which the engine accepts load changes every 5 seconds. Simulink
Figure. 19. (a) Graphic of the Torque at One Step Speed Condition (100% of Power) (b) Graphic of the Torque at One Step Speed Condition (110% of Power) The model can visualize the conditions in which the engine accepts speed changes at a time. Simulink modeling uses 800 rpm load for 50 seconds and then converted to 900 rpm at 50 to 100 seconds. Resulting in graph speed in figure 19.
Figure. 19. (a) Graphic of the Torque at One Step Speed Condition (100% of Power) (b) Graphic of the Torque at One Step Speed Condition (110% of Power) The model can visualize the conditions in which the engine accepts speed changes at a time. Simulink modeling uses 800 rpm load for 50 seconds and then converted to 900 rpm at 50 to 100 seconds. Resulting in graph speed in figure 19.
fuel consumption used and compare different fuel consumption limits and torque is constants. The result of graph speed can be seen on figure 18.
fuel consumption used and compare different fuel consumption limits and torque is constants. The result of graph speed can be seen on figure 18.
figure. 21. (a) Graphic of the Torque at Unstable Speed Condition (100% of Power) (b) Graphic of the Torque at Unstable Speed Condition (110% of Power) Figure. 20. Graph of the Speed at Unstable Speed Condition
figure. 21. (a) Graphic of the Torque at Unstable Speed Condition (100% of Power) (b) Graphic of the Torque at Unstable Speed Condition (110% of Power) Figure. 20. Graph of the Speed at Unstable Speed Condition
The model can visualize the conditions in which the engine accepts speed changes every 5 seconds. Simulink modeling uses 900 rpm and 800 rpm up and down repeatedly during the process. The result of graph speed at unstable speed condition can be seen on figure 20. On the other hand, the result of torque at unstable speed condition at 100 % and 110% power are shown on figure 21 (a) and figure 21 (b) respectively.
The model can visualize the conditions in which the engine accepts speed changes every 5 seconds. Simulink modeling uses 900 rpm and 800 rpm up and down repeatedly during the process. The result of graph speed at unstable speed condition can be seen on figure 20. On the other hand, the result of torque at unstable speed condition at 100 % and 110% power are shown on figure 21 (a) and figure 21 (b) respectively.
Figure. 24. Graph of the Dangerous Condition
Figure. 24. Graph of the Dangerous Condition
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Computer ScienceAutomotive EngineeringDiesel engine
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