Американский Научный Журнал USAGE FEATURES OF THE ELECTRONIC INDICATORS FOR SHIP’S AND SHORE POWER SUPPLY TWO– STROKE INTERNAL COMBUSTION ENGINES (DIESEL ENGINES) (21-29)

The present publication illuminate the tasks as follows: Electronic indicator proper usage at four–stroke internal combustion engines (diesel engines) indication; Indication results & diagram proper transfer to PC; indicator diagram top dead center TDC correction and engine performance data output values such as PMI– mean indicated pressure, PME–mean effective pressure, NIND–indicated power and NEFF–effective power proper calculations for each cylinder and engine total. Скачать в формате PDF
American Scientific Journal № ( 36 ) / 2020 21

USAGE FEATURES OF THE ELECTRONIC INDIC ATORS FOR SHIP’S AND SHOR E POWER
SUPPLY TWO –STROKE IN TERNAL COMBUSTION EN GINES (DIESEL ENGINE S)

Taranin Aleksandr G.
Ex.technical superintendent for trouble shooting of worldwide trading
and repairing company PT. Goltens (New York, USA, branch office – Jakarta, Indonesia),
Chief engineer of worldwide shipping company International Tanker Management (Dubai, UAE),
PhD, docent of F.F.Ushakov State Maritime University «Ship Power Plant Operation» department
(F.F.Ushakov State Maritime University, Novorossiys k, Russia).
Tel: +7 962 861 2522

Annotation . The present publication illuminate the tasks as follows: Electronic indicator proper usage at
four –stroke internal combustion engines (diesel engines) indication; Indication results & diagram proper transfer
to PC; indicator diagram top dead center TDC correction and engine performance data output values such as P MI–
mean indicated pressure, P ME–mean effective pressure, N IND –indicated power and N EFF –effective power proper
calculations for each cylinder and engine total.
Keywords: Engine indication, performance data, electronic indicator, mean –indicated & mean –effective
pressure, indi cated & effective power.

Introduction
Currently on the worldwide fleet motor –vessels
and shore diesel power plants for internal combustion
engines –diesel engines indication and performance
data measurement readings carrying –out the micro –
processing gauging and systems, such as Doctor –
Engine, Diesel –Doctor and Electronic indicators
(different kind of brands and manufacturers) are used
in most of cases. However, actually they are not
carrying –out the functions of the e ngines technical
condition (cylinder tightness, fuel injection equipment
condition and turbocharger system condition)
diagnostic and analysis, overload/download analysis
and load distribution between the cylinders analysis,
but they are electronic gauges f or compression
pressures P COM , maximum combustion pressures P MAX
measurement by open indicator diagrams (Fig.1) and
closed indicator diagrams for each cylinder and for
engine speed measurement at each cylinder indication.
All others values are required for the engine technical
condition diagnostic and analysis has determined by
calculation from indicator diagrams or entered
manually to the electronic equipment tables.
Examine the engine indication results from
Electronic indicator type HLV –2005 MK
(Praezisi onsmesstechnik Beawert GMBH, Germany):
The values are calculated from the indicator
diagrams:
– Cylinders indicator diagrams area A D (mm 2);
– Cylinders mean –indicated pressure P MICYL
(bar) (Fif.2);
– Cylinders mean –effective pressure P MECYL
(bar);
– Cylinders indi cated power N IND CYL (IKW)
(Fif.2);
– Cylinders effective power N EFF CYL (EKW);
– Engine average mean –indicated pressure
PMIENG (bar) (Fig.2);
– Engine average mean –effective pressure
PMEENG (bar);
– Engine indicated power N IND ENG (IKW)
(Fif.2);
– Engine effective pow er N EFF ENG (EKW);
– Engine mechanical efficiency η MEC (%).
2) The values are entered manually to the
electronic equipment tables (Fig.2):
– Scavenging air temperature after turbocharger
or before scavenging air cooler T SCBC (OC);
– Scavenging air temperature after scavenging
air cooler T SCAC (OC);
– Scavenging air pressure after scavenging air
cooler P SCAC (bar);
– Exhaust gas temperature after turbocharger
TEXH ATC (OC);
– Turbocharger speed n TC (rpm);
– Cylinders exhaust gas temperatures T EXH CYL
(OC);
– Cyl inders fuel rack position FRP (fuel pump
index FPI) (mm);
Note: However, the mentioned above values are
not enough for the engine technical condition full
diagnostic and analysis (cylinder tightness, fuel
injection equipment condition and turbocharger syst em
condition).
In completion of indication data entering to the PC
without TDC correction the engine average mean –
indicated pressure & indicated power calculation can
give tolerance up to +10%, while the same values
calculation from indicator diagrams are taken by
mechanical indicator with usage of computerized
technology gives tolerance up to +0.5% only.
The engine average mean –indicated pressure and
indicated power calculation tolerance up to +10% is not
satisfactory for the engine technical condition (cy linder
tightness, fuel injection equipment condition and
turbocharger system condition) diagnostic and analysis,
overload/download analysis and load distribution
between the cylinders analysis.
Thereby we suggest the engine (2 –stroke engine)
indicated powe r accurate calculation procedure,
afterwards it is possible a TDC accurate correction for
each cylinder, and then a cylinders mean –indicated
pressure P MICYL , cylinders indicated power N IND CYL &
engine average mean –indicated pressure P MIENG same
accurate ca lculation within tolerance +0.5%.
Work object
The high accuracy obtaining in the indicator
diagram treatment and as results high accuracy in the

22 American Scientific Journal № ( 36 ) / 2020
cylinder power calculation , determination of load
distribution between cylinders and cylinders /engine
condition diagnostic & analysis without engine
dismantling.
Ways of investigation
Investigations has carried out on the vessel's (with
effective power from 736 EKW up to 11900 EKW )
with different kind of micro –processing gauging and
systems (Doctor –Engine, Diesel –Doctor and
Electronic indicator) & with mechanical indicators.
Investigation results and discussion about
1. The indicator diagrams TDC correction and
each cylinder/total engine output data calculation after
the 2 –stroke Diesel Propulsion Engine MAN –B&W
type 6S50MC –Mk indication by Electronic indicator
type HLV –2005 MK.
The Diesel Propulsion Engine performance data
some measurement readings are taken during the
indication (table 1):
Table 1


The Diesel Propulsion Engine ambient (reference)
conditions and FO data from shop trial test results (table
2):
Table 2

The Diesel Propulsion Engine FO consumption
GFO correction to the shop trial test reference
conditions:
Engine indication start THS hrs by observation 13
Engine indication start TMS min by observation 45
Engine indication stop THE hrs by observation 14
Engine indication stop TME min by observation 42
Engine indication period TIND min TIND = (T HE – T HS ) · 60 + T ME – T MS 57
Eng.revolution counter at start RCS revoluton by observation 20344122
Eng.revolution counter at stop RCE revoluton by observation 20344788
Engine speed nENG rpm nENG = (R CE – R CS) · 10 / T IND 116,80
Engine FO flowmeter at start QFOS ltrs by observation 1711963
Engine FO flowmeter at stop QFOE ltrs by observation 1713290
Engine FO consumption QFO ltrs / hr QFO = (Q FOE – Q FOS ) · 60 / T IND 1396,762
FO temperature inlet flowmeter TFO OC by observation 130,3
FO specific gravity @ 15 OC ρFO 15 kg / ltr from FO bunker specification sertificate 0,9672
FO expansion factor kFO kg/ltr. OC kFO = 0,00183224 – 0,00131724 · ρFO 15 0,00056
FO specific gravity at flowmeter ρFO T kg / ltr ρFO T = ρFO 15 – kFO · (T FO – 15) 0,9028
FO sulfur content S % from FO bunker specification sertificate 1,86
FO lower calorific value LCV LCV kcal / kg LCV = 12900 – 7095 · S / 100 – 3162 · ρFO 15 9710
Engine FO consumption GFO kg / hr GFO = Q FO · ρFO T 1261,051
Engine average fuel rack posit. FRP mm by observation 64,3
Turbocharger speed NTC rpm by observation 11000
Scavenging air pressure PSC kg / cm 2 by observation 2,08
Air temperature air filter inlet TINL OC by observation 38,4
Scav.air temp.air cooler inlet TSCBC OC by observation 177
Scav.air temp.air cooler outlet TSCAC OC by observation 41,8
Scav.air temp.in scav.air manif. TSC OC by observation 42,5
Exhaust gas temp.turbine inlet TEXH BTC OC by observation 393
Exhaust gas temp.turbine outlet TEXH ATC OC by observation 263
FW temp.scav.air cooler inlet TFW BC OC by observation 30,5
FW temp.scav.air cooler outlet TFW BC OC by observation 44
Air cooler termoefficiency ηT OC ηT = (T SCBC – TSCAC ) · 100 / (T SCBC – T FW BC ) 92,29
Atmospheric pressure PATM kg / cm 2 by observation 1,037 Engine indication start THS hrs by observation 13
Engine indication start TMS min by observation 45
Engine indication stop THE hrs by observation 14
Engine indication stop TME min by observation 42
Engine indication period TIND min TIND = (T HE – T HS ) · 60 + T ME – T MS 57
Eng.revolution counter at start RCS revoluton by observation 20344122
Eng.revolution counter at stop RCE revoluton by observation 20344788
Engine speed nENG rpm nENG = (R CE – R CS) · 10 / T IND 116,80
Engine FO flowmeter at start QFOS ltrs by observation 1711963
Engine FO flowmeter at stop QFOE ltrs by observation 1713290
Engine FO consumption QFO ltrs / hr QFO = (Q FOE – Q FOS ) · 60 / T IND 1396,762
FO temperature inlet flowmeter TFO OC by observation 130,3
FO specific gravity @ 15 OC ρFO 15 kg / ltr from FO bunker specification sertificate 0,9672
FO expansion factor kFO kg/ltr. OC kFO = 0,00183224 – 0,00131724 · ρFO 15 0,00056
FO specific gravity at flowmeter ρFO T kg / ltr ρFO T = ρFO 15 – kFO · (T FO – 15) 0,9028
FO sulfur content S % from FO bunker specification sertificate 1,86
FO lower calorific value LCV LCV kcal / kg LCV = 12900 – 7095 · S / 100 – 3162 · ρFO 15 9710
Engine FO consumption GFO kg / hr GFO = Q FO · ρFO T 1261,051
Engine average fuel rack posit. FRP mm by observation 64,3
Turbocharger speed NTC rpm by observation 11000
Scavenging air pressure PSC kg / cm 2 by observation 2,08
Air temperature air filter inlet TINL OC by observation 38,4
Scav.air temp.air cooler inlet TSCBC OC by observation 177
Scav.air temp.air cooler outlet TSCAC OC by observation 41,8
Scav.air temp.in scav.air manif. TSC OC by observation 42,5
Exhaust gas temp.turbine inlet TEXH BTC OC by observation 393
Exhaust gas temp.turbine outlet TEXH ATC OC by observation 263
FW temp.scav.air cooler inlet TFW BC OC by observation 30,5
FW temp.scav.air cooler outlet TFW BC OC by observation 44
Air cooler termoefficiency ηT OC ηT = (T SCBC – TSCAC ) · 100 / (T SCBC – T FW BC ) 92,29
Atmospheric pressure PATM kg / cm 2 by observation 1,037 Engine Room temperature TER OC from shop trial test results 23,9
Atmospheric pressure PATM ST kg / cm 2 from shop trial test results 1,035
SW temp.scav.air cooler inlet TSW BC OC from shop trial test results 18,1
FO temperature inlet flowmeter TFO ST OC from shop trial test results 34,3
FO specific gravity @ 15 OC ρST15 kg / ltr from shop trial test results 0,9136
FO expansion factor kFO ST kg/ltr. OC kFO ST = 0,00183224 – 0,00131724 · ρST15 0,000629
FO specific gravity at flowmeter ρSTT kg / ltr ρSTT = ρST15 – kFO ST · (T FO ST – 15) 0,9015
FO sulfur content SST % from shop trial test results 0,26
FO lower calorific value LCV LCV ST kcal / kg LCV ST = 12900 – 7095 · SST / 100 – 3162 · ρST15 9993

American Scientific Journal № ( 36 ) / 2020 23

�DO = �FO ⋅ LCV
LC VST = 1261 .051 ⋅ 9710
9993 = 1225.3 kg / hr

Draw the diagram of the engine indicated power
dependence of FO consumption from shop trial test
results table and found its dependence function by the
trend line (Diagram 1):
The engine calculated indicated power by the
function is founded from the diagram 1:
�IND 1 = – 8.379938 ⋅10-7⋅�DO3 + 1.881655 ⋅10-3⋅�DO2 + 6.772031 ⋅�DO + 355.0778 =
= – 8.379938 ⋅10-7⋅1225. 33 + 1.881655 ⋅10-3⋅1225. 32 + 6.772031 ⋅1225.3 +
+ 355.0778 = 9937 IHP
The Diesel Propulsion Engine turbocharger speed
NTC correction to the shop trial test reference
conditions:
�TCST = NTC ⋅ √(273 + TINL )
(273 + TER) = 11000 ⋅ √(273 + 38.4 )
(273 + 23.9 ) = 11266 rpm
Draw the diagram of the engine indicated power
dependence of turbocharger speed from shop trial test
results table and found its dependence function by the
trend line (in the same way as Diagra m 1):
The engine calculated indicated power by the
function is founded from the diagram by item 7):
�IND 2 = – 1.41411647 ⋅10-12 ⋅�STTC4+5.253 09184·1 0-8⋅�STTC3–6.21574 09 ⋅10-4⋅�STTC2+
+ 3.79 00 6967 ⋅�STTC – 5945.7 06 =
= – 1.41411647 ⋅10-12 ⋅1126 64 + 5.253 09184·1 0-8⋅1126 63 – 6.21574 09 ⋅10-4⋅1126 62 +
+ 3.79 00 6967 ⋅11266 – 5945.7 06 = 10195 IHP
The Diesel Propulsion Engine multiply FRP · n ENG
correction to the shop trial test reference conditions:
FR PST ⋅�ENG = FRP ⋅�ENG ⋅LCV ⋅FO
LC VST ⋅ST = 64.3 ⋅116.8 ⋅9710 ⋅0.9028
9993 ⋅0.9015 = 7303 mm ⋅rpm
Draw the diagram of the engine indicated power
dependence of multiply FRP ST · n ENG from shop trial
test results table and found its dependence function by
the trend line (in the same way as Diagram 1):
The engine calculated indicated power by the
function is founded from the diagram by item 10):
�IND 3 = 2 .48249632 ⋅10-12 ⋅(FR PST ⋅�ENG )4– 6.76738 036 ⋅10-8⋅(FR PST ⋅�ENG )3+
+6 .18921346 ⋅10-4⋅(FR PST ⋅�ENG )2–0.7699 05624 ⋅(FR PST ⋅�ENG )+2 042.11999 =
= 2 .48249632 ⋅10-12 ⋅730 34– 6.76738 036 ⋅10-8⋅730 33+ 6 .18921346 ⋅10-4⋅730 32–
– 0.7699 05624 ⋅7303 + 2 042.11999 = 10132 IHP
The Diesel Propulsion Engine scavenging air
pressure correction to the shop trial test reference
conditions:

�SCST=PSC+0.002856 ⋅(INL –ER)⋅(�ATM +PSC)–0.00222 ⋅(FW BC–SW BC)⋅(�ATM +PSC)=
= 2.08 + 0.002856 ⋅(38.4 –23.9 )⋅(1.037 +2.08 )–0.00222 ⋅(30.5 –18.1 )⋅(1.037 +2.08 ) =
= 2.123 kg / c m2
Draw the diagram of the engine indicated power
dependence of scavenging air pressure from shop trial
test results table and found its dependence function by
the trend line (in the same way as Diagram 1):
The engine calculated indicated power by the
function is founded from the diagram by item 13):

24 American Scientific Journal № ( 36 ) / 2020
�IND 4 = 4 4.4567458 ⋅�STSC3 – 527. 060 152 ⋅�STSC2 + 50 32.75628 ⋅�STSC + 1441.75234 =
= 44 .4567458 ⋅2.12 33 – 527. 060 152 ⋅2.12 32 + 50 32.75628 ⋅2.123 + 1441.75234 =
= 10177 IHP
The engine average indicated power is calculated
by the indirect values:

�IND = �IND 1+NIND 2+NIND 3+NIND 4
4 = 9937+10195+10132+10177
4 = 10110 IHP =
= 7436 IKW
Enter the engine indication and performance data
to the PC (Fig.1, Fig.2):
Conclusion: As we have seen from the Fig.1 the
engine all cylinders indicator diagrams compression
lines are in different position (arrow 1), that is what can
not be for the same designed cylinders. They are should
be in one line, that is can be adjusted by cylinders TDC
correction individually (arrow 2). As we have seen
from the Fig.2 the engine indicated power is 6464 IKW
instead of calculated in item 15 – 7436 IKW, that is
become 13.1% tolerance, which is not acceptable for
the engine technical condition diagnostic and analyses.
We have to correct the engine cylinders TD C totally.
The engine cylinders TDC angles (Fig.1) in
degreases of crank angle CA:
Cylinder 1 TDC = – 1.5 O CA; Cylinder 2 TDC =
– 1.5 O CA; Cylinder 3 TDC = – 2.5 O CA;
Cylinder 4 TDC = – 2 O CA; Cylinder 5 TDC = –
2.5 O CA; Cylinder 6 TDC = – 4 O CA;
Correct the engine cylinders TDC first of all
individually for making the diagrams compression lines
in one line (arrow 1), then totally for making the engine
indicated power same as calculated in item 15 (arrow
2), (Fig.3, Fig.4):
Cylinder 1 TDC = – 4 O CA; Cylinder 2 TDC = –
3.5 O CA; Cylinder 3 TDC = – 4 O CA;
Cylinder 4 TDC = – 4 O CA; Cylinder 5 TDC = –
4 O CA; Cylinder 6 TDC = – 5.5 O CA;
Conclusion: As we have seen from the Fig.3 the
engine all cylinders indicator diag rams compression
lines are in one line (arrow 1) after TDC correction
(arrow 2), that is what to be for the same designed
cylinders. As we have seen from the Fig.4 the engine
indicated power is 7431 IKW and almost the same with
calculated in item 15 – 7436 IKW, that is become –
0.007% tolerance, which is perfect for the engine
technical condition diagnostic and analyses.

American Scientific Journal № ( 36 ) / 2020 25

Diagram 1


Engine indicated power dependence of FO consumption diagram 10366,5
10366,5
10366,5
10366,5
10366,5
10366,5
400
500
600
700
800
900
1000
1100
1200
1300
1400
1500
1600
1700
1800
2500 3500 4500 5500 6500 7500 8500 9500 10500 11500 12500
NIND = - 8,379938·10 -7·G DO3 + 1,881655·10 -3·G DO2 + 6,772031·G DO + 355,0778
3300
3800
4300
4800
5300
5800
6300
6800
7300
7800
8300
8800
9300
9800
10300
10800
11300
11800
12300
12800
13300
400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800
DO CONSUMPTION - G DO (KG/HR)
ENGINE INDICATED POWER - N
IND
(IHP)

26 American Scientific Journal № ( 36 ) / 2020
Figure 1. Cylinders open indicator diagrams before TDC correction

Figure 2. Cylinders indication & performance data results table before TDC correction

1
2
Fig.7. Cylinders open indicator diagrams before TDC correction Fig. 8. Cylinders indication & performance data results table before TDC correction

American Scientific Journal № ( 36 ) / 2020 27

Figure 3. Cylinders open indicator diagrams after TDC correction

Figure 4. Cylinders indication & performance data results table after TDC correction

The Diesel Prop ulsion Engine mechanical loss
pressure calculation:
ME Turning Gear technical data from instruction
manual (Table 3):

1
2
Fig. 9. Cylinders open indicator diagrams after TDC correction Fig. 10 . Cylinders indication & performance data results table after TDC correction

28 American Scientific Journal № ( 36 ) / 2020
Table 3

ME mechanical loss pressure calculation by the
turning gear operation data at ME opened indicator
cocks (Table 4):
Table 4

or
Draw the diagram of the engine mechanical loss
pressure dependence of the engine speed from shop
trial test results table and found its dependence function
by t he trend line (Diagram 2):
The engine calculated mechanical loss pressure by
the function is founded from the diagram 2:
�MEC = 1.15598 ⋅10-5⋅�ENG 2 – 1.96628 ⋅10-3⋅�ENG + 1.13493 =
= 1.15598 ⋅10-5⋅116. 82 – 1.96628 ⋅10-3⋅116.8 + 1.13493 = 1.063 kg / c m2 =
= 1.0425 bar
The Diesel Propulsion Engine mean –effective
pressure calculation:
�ME = PMI – PMEC = 17.03 – 1.0425 = 15.9875 bar
where: P MI = 17.03 ba r – from the engine
performance data results table (Fig.4);
PMEC = 1.0425 bar – from item 19), sub –item d) or
1.004 bar from table 4.
The Diesel Propulsion Engine effective power
calculation:
�EFF = �⋅�ME ⋅�⋅� = 0.624761 ⋅15.9875 ⋅116.8 ⋅6 = 7000 EKW

where: k = 1.3084 · D 2 · S · m = 1.3084 · 0.5 2 ·
1.91 · 1 = 0.624761 – cylinder constant;
D = 0.5 mtr – cylinder diameter;
S = 1.91 mtr – piston stroke;
m = 1 – stroke factor (4 –strike engine m = 2, 2 –
stroke engine m = 1).
Turning gear electromotor amperage IELM A from turning gear technical data 4,9
Turning gear electromotor voltage UELM V from turning gear technical data 440
Turning gear electromotor phases Nos m - from turning gear technical data 3
Turning gear electromotor active load PELM HP from turning gear technical data 3
Turning gear electromotor total load SELM HP SELM = 1.3596 · m 0,5 · U ELM · I ELM / 10 3 5,077
Turning gear electromotor power factor cos φELM - cos φELM = P ELM / S ELM 0,59088
Turning gear electromotor frequency FELM Hz from turning gear technical data 60
Turning gear electromotor pole's pairs Nos p - from turning gear technical data 3
Turning gear electromotor speed nELM rpm nELM = 60 · FELM / p 1200
Turning gear electromotor speed nELM rpm from turning gear technical data 1155
Turning gear speed nTG rpm from turning gear technical data 1,04
Turning gear angular velocity ωTG 1/sec ωTG = π · n TG / 30 0,10891
Turning gear output shaft torque M TG N · mtr from turning gear technical data 15696
Turning gear output shaft power NTG HP N TG = 1.3596 · M TG · ωTG / 1000 2,32414
Turning gear mechanical loss power NMEC TG HP NMEC TG = P ELM – NTG 0,67586
Turning gear mechanical efficiency ηMEC - ηME TG = N TG / P ELM 0,7747 Turning gear electromotor amperage I A by observation 2,75
Turning gear electromotor voltage U V by observation 446
Turning gear electromotor active load P HP P = 1.3596 · m 0,5 · U · I · cos φ / 10 3 1,707
Turning gear output shaft power N HP N = P – NMEC TG 1,031
ME turning time for 1 rev.by turning gear t sec by observation 298
ME speed by turning gear nME rpm nME = 60 / t 0,20134
ME mechanical loss pressure PMEC ME kg / cm 2 PMEC = N / (K · nME · i) 1,024
ME mechanical loss pressure PMEC ME bar PMEC BAR = P MEC / 1.0197 1,004

American Scientific Journal № ( 36 ) / 2020 29

Diagram 2

Conclusion
As we have seen from mentioned above
information for Diesel Propulsion Engines indicator
diagrams TDC correction the ME indirect values
measurement readings to be taken, recorded & output
data have effected to the TDC correction to be
calculated.

References
V.I. Korolev, A.G. Taranin, Training of engineers
on watch with usage of the engine room simulator
«DIESELSIM DPS –100» . Parts 1 & 2, Novorossiysk,
Admiral F.F. Ushakov State Maritime University,
2010.
V.I. Korolev, A.G. Taranin, Unattended machine
service of a ship’s power plant with simulator
«DIESELSIM DPS –100» . Parts 1 & 2, Novorossiysk,
Admiral F.F. Ushakov State Maritime University,
2010.
A.G. Taranin, The ship’s equipment operational
instructions elements with usage of the ER simulator
«DIESELSIM DPS –100», Novorossiysk, Admiral F.F.
Ushakov State Maritime University, 2020.
A.G. Taranin, The ship’s equipment operational
instructions elements with usage of the ER simulator
«NEPTUNE MC90 –IV», Novorossiysk, Admiral F.F.
Ushakov State Maritime University, 2020.

УДК 519.685

ОПТИМИЗАЦИЯ КОРМЛЕНИ Я МОЛОЧНОГО СКОТА С ПОМОЩЬЮ НЕЛИНЕЙНОГО
ПРОГРАММИРОВАНИЯ

У.Ж. Айтимова 1,
Н.Д. Шүкірбаев 2
1 к.ф-м.н., старший преподаватель,
кафедра «Информационные системы»
Факультет компьютерных систем и профессионального образования
Казахский Агротехнический Университет имени С. Сейфуллина,
г. Астана, 010000, Республика Казахстан. 2 магистр ант , кафедра «Информационные системы»
Факультет компьютерных систем и профессионального образования
Казахский Агротехнический Университет имени С. Сейфуллина,
г. Астана, 010000, Республика Казахстан.

OPTIMIZATION OF DAIRY CATTLE FEED BY NONLINEAR PROGRAMMI NG

U.Z h. Aitimova 1,
N.D. Shukirbayev 2 1,2Department of Computer Systems and Vocational Education
S. Seifullin Kazakh Agrotechnical University
Astana, 010000, Republic of Kazakhstan.

Аннотация . В этой статье обсуждаются двухкритериальные модели для составления рациона
животных для разных стадий животноводства. На первом этапе работы, линейные модели ( ЛП )
формулируются для минимальной стоимости и максимального срока годности рациона . На втором этапе

Engine mechanical loss pressure dependence of engine speed 1,0643
1,0643
1,0643
1,0643
1,0643
1,0643
PMEC = 1,15598·10 -5·nENG 2 - 1,96628·10 -3·nENG + 1,13493
1,04
1,05
1,06
1,07
1,08
80 85 90 95 100 105 110 115 120 125 130
ENGINE SPEED - n ENG (RPM)
MECHANIC.LOSS PRESS - P
MEC
(kg/cm
2)
if P MI ≤ 17,52 kg/cm 2 → P MAX = 4,4679068E-03∙P MI3 + 1,4914728E-02∙P MI2 + 4,9947686E+00∙P MI +
2,5945370E+01
if P MI > 17,52 kg/cm 2 → P MAX = = -3,486969E-01∙P MI2 + 1,336063E+01∙P MI + 1,500043E+01
70
75
80
85
90
95
100
105
110
115
120
125
130
135
140
145
8 9 10 11 12 13 14 15 16 17 18 19 20 21
MEAN INDICATED PRESSURE - P MI (kg/cm 2)
MAX. COMBUSTION PRESSURE - P
MAX
(kg/cm
2)