CLASS ONE ENGINEERING KNOWLEDGE ENGINE PERFORMANCE Page Engine diagnosis Indicator diagrams Computer analysis Load diagrams

Engine safety margins 2 3 11 14 16

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DIAGNOSIS OF DIESEL ENGINES The marine engineer must be aware that the engine under his control is performing at its optimum level. This will not only reduce the fuel required for a given power or voyage, but also reduce maintenance requirements and costs. There are various methods by which this can be achieved, namely: 1. Trend analysis 2. Indicator cards 3. Computer analysis TREND ANALYSIS Trend analysis is nothing new. Engineers have been taking a log reading for generations, and using these readings to decide whether the engine and auxiliary plant is operating correctly. These readings of system pressures and temperatures differ fundamentally from the indicator cards in that they use data obtained over a much longer period, and use repeated readings to obtain a trend of events. This will reduce the errors that can occur from an erroneous single reading. However trend readings do require that a history or database of readings be obtained before suitable analysis can be carried out. Also the readings taken can not be directly related to the fault/s, and are often an effect of the fault. (Such as the exhaust temperature of a cylinder would change if the piston rings were worn, but this could also be caused by a number of other faults, whereas a direct cylinder pressure reading would be a better way of identifying the actual fault). Hence both indicator cards and trend analysis should be used in tandem due to the different information each are recording. The big advantage of using two methods of analysis is that if both methods indicate a similar fault, then the possibility of a correct analysis is greatly enhanced. The trend of engine performance has been used for a number of years by engine builders by measuring the following parameters; a) b) c) d) e) f) Exhaust temps Fuel rack setting, this will equal fuel input when all pumps are in good condition. T/C revs and scavenge pressure obtained Pressure drop across scavenge coolers and T/C air filters Temp & pressure of fuel input Actual measurement of Pmax (combustion pressure), and Pcomp

INDICATOR CARDS
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The taking of indicator cards, allows the engineer to receive more information about the combustion process (via the draw or out of phase card), measure the cylinder power output of the engine (via the power cards), and check the cleanliness of the scavenging process (via the light spring diagram). Advantages - relatively easy to take, produce a permanent record for future records, and are obtained at very little extra cost. As such they are a valuable addition to the analysis tools available for the engineer. Disadvantages - the card is only a "snapshot" of the events which occur; and faults with the taking and analysis of the cards, can cause the engineer to mal-adjust his engine, making engine operation even worse than what it was before. Indicator diagrams can be used to investigate specific faults in the operation of the engine, especially in the all important combustion sequence. The cards can be taken by either the traditional mechanical indicator, or using the more modern electronic indicator. There are five types of indicator cards, which can provide the following information: Power or in-phase cards Cylinder power, calculated from the area within the p~V diagram Indicates afterburning present when card shape enlarged during the expansion stroke Draw or out-of-phase cards Measurement of the compression pressure Measurement of the point of fuel ignition Light/weak spring card Fouling of exhaust or scavenge gas flows Compression card Measurement of the compression pressure Timing check of the indicator cam Pressure derivative Measurement of the point of fuel ignition Measurement of the maximum rate of pressure rise following initial combustion

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Late fuel injection. Later fuel injection is a common problem, and will occur when any wear occurs in the fuel injection or camshaft drive system. The results of the late fuel injection can be similar to that of the worn fuel injection pump or injector, and shows the importance of collecting all the information from the engine before analysing. In this case the trace of the draw card clearly shows that the fuel is being injected later than normal. Thus this fault must be attended to first, before any possible differences in the cylinder powers or exhaust temperatures are investigated. In this example the fuel injection has been retarded by 4 degrees on a slow speed engine. Other important parameter changes that were noted were 35o C increase in cylinder exhaust temperature 12% decrease in cylinder power 15 bar decrease in cylinder maximum pressure If only the exhaust temperature increase had been noted, and this change was adjusted by decreasing the fuel pump rack position alone, then the imbalance between cylinder powers would be even greater than before. The cause of this late fuel injection could be: Incorrect fuel pump timing adjustment Wear in the camshaft drive system (either gears or chain drive) Worn fuel pump plunger, but this would also inject less fuel hence the exhaust temperature would usually change very slightly Defective fuel injection pump delivery or suction valve/spring

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Worn piston rings or liner. With all indicator cards, the first check of the card should be the compression pressure. The example shows the power card, and even this card can be used to indicate the approximate compression pressure developed by the piston. The best method would be to take a cylinder pressure with no fuel admitted, but this can only be done at low engine speeds, otherwise the other cylinders may overload. When the piston rings are worn, then the following indications will be present Lower cylinder power developed Lower cylinder maximum pressure Lower cylinder compression pressure Higher exhaust gas temperatures The following faults could cause excess wear of the piston rings or liner: Abrasive particles in the fuel oil such as silicon and aluminium from the oil refinery process Insufficient cylinder oil injection in the slow speed engine Operating the engine at low temperatures when using residual fuels containing sulphur Neglecting honing of the cylinder liner during overhaul Using low alkalinity cylinder lubricating oils when using residual fuels containing sulphur

Normal curve
Worn piston rings with low compression pressure

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Worn fuel injection pump. This produces a lower maximum pressure, a lower power developed, and usually lower exhaust gas temperatures. This is caused by the worn fuel pump pressurising the fuel within it at a slower rate than normal. However not only is the fuel injection retarded, it is also injected at a lower pressure, causing both less fuel to be admitted, and larger fuel droplets than normal. The combination of these effects would be: Lower cylinder power Late fuel injection Slightly lower exhaust gas temperatures Increased exhaust gas smoke emitted from that cylinder Hence it is vital that all changes in parameters are investigated, so that the actual cause can be more readily identified. Note that when the fuel pump is adjusted to compensate for this wear by only increasing the fuel rack setting, the result would produce similar effects to the worn fuel injector, i.e. higher exhaust gas temperatures for the same cylinder power (as the fuel droplets produced will be larger). Hence it is important to advance the fuel timing as well as increase the fuel rack setting to compensate for this fault. The following faults could cause excess wear of the fuel pump: Abrasive particles in the fuel oil such as aluminium and silicon catalytic fines No fuel (acts as a lubricant) or insufficient plunger/barrel clearance

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Worn Injector holes This produces larger fuel droplets that are inherently slower to burn or combust. These droplets produce lower maximum cylinder pressures and higher exhaust gas temperatures. As there are a number of parameter changes that could cause higher exhaust temperatures, these should be investigated first before the engine is stopped to visually examine the fuel injector. The worn injector holes would produce Lower cylinder power Lower maximum cylinder pressure Higher exhaust gas temperatures Darker exhaust gas smoke No change to the fuel timing The following faults could cause excess wear of the injector holes: Abrasive particles in the fuel oil such as aluminium and silicon catalytic fines Corrosion

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The power card provides a measurement of the cylinder power, and allows the true specific fuel consumption to be calculated. This will allow comparisons of the fuel efficiency of the engine to be carried out at different load settings. The cylinder power is calculated by measuring the area of the pressure~volume graph, and converting this into the mean effective pressure acting on the piston. By multiplying this pressure by the working volume and speed of the piston, the power developed by that cylinder can be calculated. Power measurements are important to ensure that the maximum power of the engine is not exceeded, (causing premature damage), and that engine cylinder power balance is uniform, (which produces higher engine efficiency than a poorly balanced engine, and avoids overloading some cylinders when the engine is close to developing full power). Once all the indicator cards are taken, the following analysis would be required: Measurement of the compression pressures to ensure all cylinder valves, piston rings and liners are sealing the combustion chamber effectively Check the position of the fuel ignition, to ensure that it is normal for that engine type (if in doubt, most engines ignite close to the piston top dead centre position) Check the level of cylinder maximum pressure. This pressure is dependant on the point of fuel ignition and the amount of fuel admitted Check the power developed by the cylinder and engine Faults should be identified and repaired before adjustments to the cylinder powers are attempted. This power balance is carried out by first ensuring that the fuel ignition is at the correct point for each cylinder, then retake all the power cards before balancing the engine using the individual adjustment of the fuel control shaft at the input to each fuel pump. However indicator cards have the following limitations: 1. The pressure sensing point of the cylinder relies on pressure waves being transmitted through a narrow passage. Also the actual place of ignition can occur randomly in the cylinder, which affects the level of pressure transmitted and received. This means that similar `cylinder' pressures can be registered as slightly different pressures by the indicator unit. Thus readings of power variations may be due to incorrect readings by the indicator unit. 2. If an indicator diagram is used to adjust the engine parameters, then we must assume that the single diagram is representative of that cylinder. For an engine running at 100rpm, then in one month 4.3 million cycles occur. It is unlikely all cylinders will continue to exhibit the same power balance profile. 3. The calculation of the power of a cylinder can often rely on accuracy of hand traced planimeter. The accuracy of planimeter and hence power calculations will be poor. Electronic indicators have an advantage in this respect. These units use inputs from cylinder pressure and flywheel position. The pressure sensor can measure and record the pressure from sequential cycles. This means that rogue readings will not be used to calculate engine power and hence cause mal-adjustment of the engine power settings. 4. Friction within the mechanical indicator 5. Uneven load on the engine due to changes in the external load conditions over the period when indicator cards are taken 6. Uneven temperature of the mechanical and some electronic indicators To find whether the readings taken are normal or otherwise, analysis is required. This
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may simply be by comparing the results to the test bed results or engine builders model curves for that engine, or more sophisticated software can be used. MAN B&W have introduced a CAPA system which when the required data is entered into the programme over a period of time, provides performance calculations, and indicates parameter trends. It also lists the adjustments that should be carried out to the engine, to improve efficiency or reduce possible damage.

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MODEL CURVE FOR MAN B&W ENGINE TYPE L90MCE

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COMPUTER ANALYSIS The present popularity of computers at sea has allowed the engine manufacturers to produce software which can assist the engineer analyse his engine. MAN B&W (and others) have produced Engine Diagnosis Systems such as CAPA that can assist the engineer to; Detect that the engine is not operating correctly Locate the fault Indicate when certain maintenance is required to be carried out The latest version of MAN B&W software is the CoCoS system. This system constantly monitors the engine performance, via the normal data-logging system. Thus every 300 seconds (5 mins) the software programme checks the various system pressures and temperatures of the engine, which are stored for playback and analysis when required by the engineer. Advantages - due to the vast number of readings taken by this software, the chance that an incorrect reading will produce the wrong analysis is greatly reduced. When a reading is taken which differs widely from the expected trend, the software programme highlights this, so the engineer, to ensure that a faulty probe is not the cause can carry out a manual check. Cylinder pressure readings (and fuel injection pressures if required) still have to be manually taken and downloaded into the software programme. Thus even on the present generation of diagnosis software, indicator cards (electronic) are still required. So should the engineer use these programmes to determine his maintenance schedules? It would be more convenient to use direct monitoring (CBM) to control the exact maintenance schedules, as this would; Maximise component usage Reduce spare part costs (seals always renewed every overhaul) Avoid over-maintenance (i.e. maintenance only when detected as needed) Disadvantages The diagnosis software could indicate that the overhaul is required after a convenient port or vessel lay-up, when the maintenance would obviously be carried out (i.e. a fuel valve test would always be carried out in port, rather than in the middle of the voyage) The software cannot deal with unknown or future events. You may be aware that the vessel is to be placed on a valuable charter, which requires no downtime or stoppages, or the vessel may be operating in winter or extreme weather in the near future. Maintenance may be advanced to ensure optimum engine performance during this period. The diagnosis unit may indicate that numerous overhauls are required at one time. Planned maintenance is designed, and should be organised to reduce the high demands on the available work-force The trend analysis system of the diagnosis software will mainly use increased rates of change as the sole criteria for the need to overhaul certain machinery, but some items such as T/C ball bearings, piston rings, etc, can fail in service. It is this time to the end
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of the useful life that would be integrated with the planned maintenance system. It is unlikely that a diagnosis system will be able to give an advanced warning that sudden catastrophic component failures were about to occur. To aid the engineer combine all the tools at his disposal, an integrated package would be the ideal approach, thus use would be made of; Indicator cards, as only these inform the engineer of the effectiveness of the combustion process, and indicate the condition of the piston rings Diagnosis software, these allow the engineer to make the correct decision from the vast array of information which is received from the data-log Planned maintenance. The overhaul periods are adjusted for each individual engine and its circumstances. The engineer should constantly strive to achieve maximum overhaul periods without producing component failure in service, or downtime. This will minimise running, overhaul and spare gear costs.

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CoCoS-EDS Engine Diagnostics System The engine diagnostics system CoCoS-EDS is a diagnostic tool dedicated for assisting in the performance evaluation of MAN B&W and Pielstick engines. The diagnostic capabilities of CoCoS-EDS are based on MAN B&Ws and Pielsticks expertise and experience in the design, manufacture and maintenance of diesel engines, accumulated over more than a century. CoCoS-MPS Maintenance Planning System The maintenance planning system CoCoS-MPS is a dedicated tool for assisting in planning and initiating of preventive maintenance work on diesel engines and other technical equipment.

Through CoCos-EDS we offer you not only a dedicated diagnostic tool for your MAN B&W and Pielstick engines, but also a tool for logging, monitoring and storing of engine performance and data trends. The main objectives of CoCoS-EDS are: To assist in decision making onboard, at the office, or at the power plant. To improve availability and reliability of diesel engines. To reduce operating costs and losses due to engine failure.

These objectives are achieved through: Logging, monitoring and storage of operating data. Unambiguous diagnostics of operating states. Timely detection of irregularities.

To obtain the full benefits of the principal features of Co-CoS-EDS, it should have online connections to the alarm system and other data acquisition systems. However, manual input facilities make it possible to utilise CoCoS-EDS for off-line equipment too.

Through CoCoS-MPS we offer you not only a dedicated planning tool, but also a comprehensive preventive maintenance programme containing our recommendations concerning maintenance of MAN B&W and Pielstick engines. The main objectives of Co-CoS-MPS are: To assist in the decision making onboard or at the power plant. To improve availability and reliability of diesel engines. To reduce maintenance costs and losses. Through CoCoS-SPC we offer you not only a spare part identification tool, but also a tool to build and maintain your own computerised spare part catalogues for other technical equipment. The main objectives of Co-CoS-SPC are: To assist in the identification of spare parts for diesel engines and other technical equipment, onboard or at the power plant. To give easy access to spare part information. Through Co-CoS-SPO you also get a tool for tracing certified components and for logging their operation and overhaul history. The main objectives of Co-CoS-SPO are: To assist in the handling of the spare part stock. To give up-to-date information on current stock. To forecast spare part availability. To assist in the procurement of spare parts.

These objectives are achieved through: Comprehensive maintenance programmes for MAN B&W and Pielstick engines. Dedicated tools for extensive planning of engine maintenance. Forecasting of the consumption of spare parts and work hours. Logging of maintenance history and experience.

Co-CoS-SPC Spare Part Catalogue The spare part catalogue Co-CoSSPC is a dedicated tool for assisting in the identification of spare parts. With CoCoS-SPC you get access to a number of computerised spare part catalogues for MAN B&W and Pielstick engines.

CoCoS-MPS can be used as a stand-alone system. However, to obtain the full benefits of the principal features of CoCoS-MPS, it should have direct access to CoCoS-SPC and SPO. These objectives are achieved through: Multilevel part lists Graphics Spare part information Extended search

Co-CoS-SPC can be used as a stand-alone system. However, to obtain the full benefits of the features of Co-CoS-SPC, it should have direct access to CoCoS-MPS and CoCoS-SPO.

Co-CoSSPO Stock handling and spare Part Ordering The stock handling and spare part ordering system Co-CoS-SPO is a dedicated tool for assisting in handling and control of the spare part stock, and in the procurement of required spare parts.

These objectives are achieved through: Stock administration Automatic generation of ordering proposals. Easy preparation of and follow-up on orders. Extensive reporting. CoCoS-SPO can be used as a stand-alone system. However, to obtain full benefits of the integrated stock handling and spare part ordering and of the other principal features of CoCoS-SPO, it should have direct access to CoCoS-MPS and CoCoSSPC.

LOAD DIAGRAMS (MAN B&W)

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A load diagram is a graph showing the relationship between engine speed and power over the operating range of the engine. The diagram is drawn for a specific engine, and is dictated by the MCR (maximum continuous rating) required to propel the vessel, at a certain engine load and speed. Imposed on this diagram is the propeller curve, which is the relationship between propeller power and shaft rotational speed (power speed3). For the diagram shown, the following line notations are used 1) This is the propeller curve which intersects the MCR of 100% power and 100% speed. 2) Propeller curve, fouled hull + heavy weather heavy running. 3) This is the maximum engine speed which can be accepted for continuous operation. The limit is usually 103.5-105% depending on the engine builder, with engine trials just above (+2%) this level. Running the engine at low load and above 100% speed should be avoided for extended periods. 4) This represents the limit at which an ample supply of air is available for combustion. Operation above this line would create thermal overload, and imposes a limitation on the maximum combination of torque and speed. 5) This is the limitation of mep which extends from the 100% power/speed point. This indicates the mechanical limit of the engine. Some makers extend this line horizontally from the MCR point, thus impose a 100% power limit after the 100% speed limit. 6) As any fouling of the propeller or hull, or adverse weather conditions will increase the power absorbed by the propeller for the same engine speed. This will move the propeller loading to the left of the propeller `curve'. Thus in order to compensate for this the engine/propeller is designed with 2-3% `light' or reduced load, so that as it becomes dirty it will operate close to the optimum line 1. 7) The line represents the maximum power output of the engine at 100% of the MCR (Maximum Continuous Rating). 8) This dashed line represents the thermal overload limit of the engine. 9) This dashed line represents the mechanical overload (overspeed) of the engine.

MAN B&W have fitted a load-up control system to some of their engines, to prevent engine overload that could occur during heavy weather, fouled hull, shallow water or too heavy propeller set-ups. They discuss that without these units most engines would operate beyond the permissible limit of continuous operation for some period. They state
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that future governors should incorporate such a unit as an integral part.

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SAFETY MARGINS FOR ENGINE OPERATION (NSD) The maximum continuous rating of the engine (MCR) is the maximum power/speed combination of a particular engine. The only time this limit is to be exceeded is during trials, when a 10% overload is permissible for one hour. To ensure that during `normal' operation the engine power/speed does not exceed this limit, certain safety margins are introduced which reduce the output power of the engine, and this new power should produce the contractual speed of the vessel in calm seas, with a clean hull and propeller, shown as point A on the diagram. 4 safety margins are shown; 1. Sea margin. This is the expected increase in power required to maintain the vessel's calm weather speed. This margin is dependant upon expected sea routes, & time between dry-docks. This margin is about 15% power, and is measured along the propeller curve. Light running margin. This margin compensates for the expected drop in shaft revolutions between dry-docks for constant power operation. This margin of 5-6% is made up of; a) Influence of wind & weather on intake water flow to propeller. An increase of 1.5-2% is the difference between force 2 trial conditions, and average force 4-5. b) Increase in ship's resistance and wake due to hull rippling, local fouling, and under-paint roughness, will produce 1.5-2% increase. c) Increase in propeller frictional losses from 12 m to 40 m will cause a 1% increase. d) Reduction in engine efficiency due to fouled air coolers, fouled T/C, piston ring deterioration, poor fuel injection, & increase in EGB fouling will cause a 1% increase. Shaft Generator allowance. If a shaft generator is fitted, then a power allowance must be made, depending upon the size of the generator. Engine/Operational margin. Most owners will specify the contractual speed at 90% of the MCR. This margin will allow the vessel to increase above the rated speed, or increase the time between dry-docks. Point A Point B Point D This is the calm weather, clean hull operation position This is the design point for the propeller This is the service condition for aged hull and average weather

2.

3.

4.

To recap:

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