Power Measurement

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SAHEEM KHAN

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 At the end of this series of lectures, you
will have an understanding of how
power generated in the marine engine is
calculated.

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 Nomenclature
 Mean Effective Pressure (MEP)
theoretical constant pressure acting on the piston during the
power stroke.
 Mean Indicated Pressure (MIP)
pressure that is acting on the piston, performs the same work as
the actual pressure in the operating cycle. It is the ratio of work
done during the working cycle to the swept volume. It is
determined graphically from a diagram or calculated from
engine parameters.
Measurement of MIP
This is done by measuring the area of the indicator diagram
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using either a Planimeter or counting the area .
 Nomenclature
 Measurement of MIP
This is done on board by measuring the area of the indicator
diagram (in [Link]) and dividing it by the length of the
diagram (cm)
 Indicated Horse Power (IHP)
IHP = P.L.A.N / 4500
P = MIP in kg/[Link]
L = Engine Stroke, in meters
A = Cross-sectional Area of one cylinder, in [Link]
N = Speed of engine in rpm (N for 2 stroke ; N/2 for 4 stroke)
4500 = Conversion of kg-m/min to H.P in metric units. 4
 Nomenclature
 Brake Horse Power (BHP)
It is the power output measured at the crankshaft by a brake-
dynamometer on the manufacturer’s test bed.
 Mechanical Efficiency (Value approximately 0.75 ~ 0.85)
Ratio of the brake horse power to the indicated horse power.
= BHP / IHP
 Thermal Efficiency (Value approximately 0.60)
= Heat converted to useful work / Total Heat supplied.
 Rated Power
It is the continuous effective power given by the manufacturer
for a certain rated rpm of the crankshaft, taking into account the
auxiliaries used under normal service conditions. 5
 Nomenclature
 Gross Power
the continuous effective power guaranteed by the engine supplier
for an approximate rpm of the crankshaft, using a certain set of
auxiliaries used under normal service conditions without any
allowance for overload.
 Effective Power
It is the power at the output end of the engine, i.e. at the
crankshaft flange position. It is the IHP minus the mechanical
losses.
= IHP x Mech. Efficiency
 Maximum Continuous Rating
maximum output power for the engine running continuously
under safe conditions. This is the rating according to the contract
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agreed upon.
 Trials
Marine Diesel Engines are normally tested by Test-Bed Tests and
Sea Trials.
 Test Bed Trials
These include trials on the engine which is loaded by a water
brake. The following tests are done:
 Consumption Trials
 Starting and Reversing Trials
 Running Astern Trials
 Increased torque trials
 Sea Trials
The sea trial tests are performed on new ships to check the ship’s
performance conforming to acceptable standards specified by the 7

manufacturer:
 Trials
 Lots of trials are carried out in this, the main one being the
Official Test which is carried out in the open sea. The following
tests are carried out:
 Consumption test, Overload Test
 Guarantee speed test between two fixed points at maximum
continuous rated power.
 Cylinder Cut-out test ; Minimum number of units firing test
 Astern running test, Noise Measurement Test etc etc.
 Calculations are done using these numerous tests and power, load
etc calculations are done. The Load Diagram, Propeller Curve etc
are drawn.
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 Indicator Diagrams
 To enable the evaluation of the power developed in each engine
cylinder
 To highlight conditions during the fuel injection, combustion and
after-burning.
 To highlight conditions prevailing in the cylinder during the
scavenge/exhaust gas exchange process.
 To show the pressure variations in the cylinder with respect to
piston displacements.
 An indicator diagram can be obtained from a diesel engine during
its operation by the use of an engine indicator. We can take a p-v
diagram from the conditions within the cylinder. Similar
diagrams can be taken from each cylinder of the engine. 9
Indicator Diagram – Two Stroke

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Indicator Diagram – Four Stroke

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Indicator Instrument

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Indicator Diagrams

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 Indicator Diagrams
 Four types of cards can be obtained from a slow running engine.
 Power Card: taken with the indicator drum in phase with the
piston movement. The area inside represents the work done
during the cycle to scale. This may be used to calculate the power
produced or the MIP for the cylinder. Irregularities in the shape
of the diagram will show operational faults. Maximum or peak
pressure may be measured to scale between the atmospheric line
and the highest point on the diagram.

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 Indicator Diagrams
 Compression Diagram: This is taken in a similar manner to the
power card but with the fuel shut off from the cylinder. The
height of the diagram shows maximum compression pressure. If
compression and expansion lines coincide, it shows that the
indicator is correctly synchronized with the engine. Reduction in
the height of the diagram shows low compression which may be
due to a worn cylinder liner, faulty piston rings, insufficient
scavenge air or leaky exhaust valve, any of which will cause poor
combustion.
 Draw card or out-of-phase diagram: Taken in a similar manner
to the power card, with the fuel pump engaged but with the
indicator drum 900 out of phase with piston stroke. This
illustrates more clearly the pressure changes during fuel 19

combustion.
 Indicator Diagrams
 Light Spring Diagram: Again similar to the power card and in
phase with the engine, but this diagram is taken with a light
compression spring fitted to the indicator showing pressure
changes during exhaust and scavenge to an enlarged scale. It can
be used to detect faults in these operations.
 Provided the cycle operations are correct, power balancing of an
engine can be carried out by comparing power diagrams, or MIP,
from each cylinder.
 Fuel pump controls can be adjusted to increase or decrease the
quantity of fuel injected into each cylinder and this in turn will
raise or lower the power produced within the cylinder. Such
adjustments may be carried out to obtain equal power from each
cylinder, in which case the area of each power card will be equal.
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 Indicator Diagrams
 Steady running conditions must be maintained while power
balancing is carried out.
 Exhaust temperatures should be noted during power balancing
since a limiting exhaust temperature may make complete
balancing difficult.


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 Indicator Diagrams
 In many modern engines sophisticated measuring devices may be
fitted to record cylinder pressures,
 There are portable indicators which can store data that can be
down-loaded to PCs for further analysis.
 There are several advantages to electronic devices, such as
elimination of errors due to mechanical springs (used in
conventional indicators) which limit the use to slow speed
engines.
 Calculation of indicated power, specific fuel consumption, peak
pressure, compression pressure is done by the microprocessor and
is easy to obtain and accurate. 23
Indicator Diagrams

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 Indicator Diagrams
 The T.D.C. position of NO.1 unit is sensed by some type of
sensor, usually located close to the flywheel, and which passes on
the data to the unit.
 Typical faults can be easily traced, such as faults in the injectors,
loss of compression pressure due to broken piston rings or ovality
of liner, or choked scavenge inlet ports.
 The most commonly used software is called the PREMET which
freezes the condition inside, readily calculates the power
developed per cylinder, total power and also enables super-
imposing diagrams of various units are on each other allowing
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comparison and fault finding.

 Fault Finding - Afterburning
 Afterburning: refers to the slow or late burning of fuel which
takes place during the expansion stroke of the engine cycle. It
causes loss of power, since the fuel is not burned at the correct
moment to transmit energy to the piston effectively. Combustion
may still be incomplete when exhausting takes place and the heat
energy remaining, with the un-burnt fuel, will be lost. Exhaust
gases will be at a high temperature and will contain black smoke
from incomplete combustion. There will be also a higher pressure
of gas at blow down which will increase pulsating in the exhaust
manifold.
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 Fault Finding - Afterburning
 Detection: by loss in power, high exhaust gas temperature with
smoke. Confirmed by taking power and draw cards. These show
an increase in depth of diagram towards end of expansion
together with late or slow ignition. Due to loss of power there
will be a reduction in engine efficiency due to afterburning. It
may cause burning in the exhaust valves and fouling of the
exhaust gas system including turbo-chargers. These in turn may
give rise to surging of turbo-charger and possible fires in the
uptakes. There will be also an corresponding drop in scavenge
efficiency and higher cyl temps which make liner lubrication
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difficult.
 Fault Finding - Afterburning
 Causes: causes of afterburning may be incorrect fuel pump
timing, faulty fuel injector, heavy fuel oil temperature too low,
lack of scavenge air or poor combustion.
 Remedies: correct fuel timing by adjusting the fuel pump / fuel
cam or clearance, change fuel injector, maintain fuel temperature
for correct viscosity, clean scavenge ports and turbo-charger. It
should be noted that low fuel temperature and lack of scavenge
air (apart from chocked ports) will affect all cylinders of the
engine.
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 Fault Finding – Early firing
 Very high peak pressure at about the TDC of the piston.
 Heavy shock load to be transmitted to the bearings with a
corresponding knock form the engine.
 Thermal efficiency will be increased, power will be raised but
exhaust temperature reduced.
 Detected by the engine knock, confirmed by an indicator diagram
power card which shows a high peak pressure. Caused by early
injection, incorrect fuel conditions, overheated parts such as a hot
piston, or even a scavenge fire causing local heat.
 Remedies include checking and correcting fuel pump timing,
correct fuel temp, cooling of working parts. If not corrected,
shock loads can lead to damage or failure of bearings. 30
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Fault Finding – Chocked Fuel Valve
 May be due to contamination in the fuel in which debris may
choke up the small atomizer holes in the injector. Alternatively it
may be caused by a leaky injector allowing hot gas to blow back
into the injector causing carbon to form and choke the injector.
Overheating of injector nozzle may also cause build-up of carbon.
There will be a loss of engine power. There will probably be
hammering in fuel pipes between fuel pumps and injector and this
may lead to rupture of fuel pipe. A chocked valve can be
confirmed by indicator diagram power and draw cards and
reduced exhaust temperature.
 The remedy is to change the fuel injector, clean the fuel system
and ensure correct centrifuging and filtering of fuel, and maintain
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correct fuel valve cooling temperature.
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 Fault Finding – Leaky Piston Rings
 Detected by poor combustion together with blow past of hot
combustion gases. There will be a loss in engine power with the
possibility of afterburning with the corresponding high exhaust
temperature and smoke. It will cause high rate of cylinder liner
wear due to poor lubrication, and may cause scavenge fires due to
fouling of scavenge spaces. There is also a risk of seized piston
due to local overheating. There will be low compression and
consequently poor combustion. A compression diagram will
show this.
 May be caused by excessive cylinder liner wear; lack of cylinder
lubrication; worn/broken/stuck/poorly maintained piston rings.
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 Fault Finding – Leaky Piston Rings
 Worn piston ring groove landings also allow rings to jam; carbon
jamming rings in grooves. Gets aggravated if engine is
overloaded.
 Remedy is to gauge cylinder liner and renew if necessary;
overhaul piston; clean ring grooves and gauge them; machine or
fit new groove inserts as necessary, and renew piston rings with
correct clearances. Maintain cylinder lubrication and avoid
overload.

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