Performance Monitoring

&
Trend Analysis
 VESSEL PERFORMANCE

HULL PERFORMANCE &

ENGINE PERFORMANCE
PROPELLER PERFORMANCE

ENGINE T/C
ENGINE PERFORMANCE MONITORING

Combustion performance

Specific fuel consumption

Fuel injection system

Cylinder mechanical condition

Turbo-charger performance

Air cooler & Filter condition

Hull effect on engine condition

PARAMTERS NECESSARY FOR ENGINE PERFORMANCE
 Engine revolution
 Average mean indicated pressure (MIP)
 Fuel pump index
 Load Indicator
 Exhaust temperature
 Scavenge air temperature
 Compression pressure (Pcomp)
 Max. Combustion pressure (Pmax)
 Indicated power (Pi)
 Scavenge pressure (Pscav)
 Turbo-charger speed (Ntc)
 Air cooler diff. pressure (p)
 Air cooler temp difference (t)
(Air outlet and water inlet)
PARAMTERS NECESSARY FOR ENGINE PERFORMANCE

 Turbocharger temperatures.

 Fuel temperature and any other fuel analysis data.

 Cylinder running hours - in total and since last overhaul.

 Injector hours since last changed or overhauled.

 Ship speed and slip.

 Draught forward and aft.

 Fuel consumption.

 Cylinder oil consumption.

 Ambient air temperature and pressure

 Engine Performance Record
All the parameters should be kept on a record sheet,
together with the compression and peak pressures. These
can then be referred to should problems arise.

Compression and peak pressures should all be fairly even,

within 2 or 3 bar of each other. Any significant differences
should be investigated to determine the cause.

A reduction in compression pressure may indicate wear to

the rings, liner, piston or valves on the affected unit.

Any significant difference in the peak pressures may be due

to incorrect timing on the affected units.
Sea trial results
Engine data is recorded at
•50%
•75%
•90%
•100% load

This data is used to develop

performance curves after
correcting to ISO ambient
condition.
Sea trial results
Effect of Ambient temperature :

• Scavenge pressure - Pscav

• Maximum pressure - Pmax
• Compression pressure - Pcomp
• Exhaust temperature
Sea trial Performance Curve

Performance curves plotted

from sea trial data.
These curves are used for
comparison of current
performance of ship
with sea trial condition,
when ship’s performance was at
its peak.
 Indicator Cards
Four types of indicator cards:

Power card
Draw card/Out of phase card
Light spring card
Compression card

Power card and draw card are generally used to assess the
performance of the engine.

But draw card is the most useful one as it provides more

information of the cylinder condition than a power card .
 Indicator Cards

Generally used to determine…

Compression pressure
Peak pressure
Engine Power
Engine Fault

Vital for assessing condition of cylinders.

 Indicator Cards
Indicator cards should be taken at regular intervals
as part of the planned maintenance for the engine.

They should also be taken after any……

- major overhaul of the engine, or

- changes to the fuel injection equipment, or

- adjustment of the camshaft to allow for elongation

of the timing chain.
 Indicator Cards
An evenly balanced engine is desirable because it ensures that the engine is operating at
its maximum efficiency and will prevent overloading of individual cylinders which can lead to
excessive bearing loading and crankshaft vibrations and stresses.

Cylinder power output is directly proportional to the Mean Indicated Pressure which is again
proportional to the amount of fuel burnt in the cylinder.

Before adjusting the fuel pumps, the draw cards (or crank angle diagram) should be
examined to ensure that compression pressures and peak pressures are the same, and
that there are no faults with the fuel injection.

If compression pressure is down on an individual cylinder, it may point to poor ring sealing
or leaking valves.

If the peak pressure is too low or too high, then fuel timing should be checked.
Also to be taken into account the exhaust temperatures and fuel pump rack setting.

Adjustments should be small, and noted down. After each adjustment, wait for the engine to
settle down before retaking the cards.
Indicator Cards
 Thermodynamic Monitoring

Indicator chord
rotates drum angle
proportional to
cylinder volume

It is usual to take regularly power and draw cards on slow speed marine engines

They can be used to determine the power developed in the cylinder as well as
detecting timing, valve and combustion faults
Procedure of Taking Indicator cards
Indicator cards should be taken under steady conditions when the weather
is calm. The load on the engine should be between 85 and 100%.

Liaise with the OOW that there is no intended change of course which
could vary the load on the engine.

Run the engine at full load for 30 minutes before taking the cards,
especially if it has been running at low load in the previous 24 hours. This
is to burn off any carbon in the cylinder.

Note down engine revolution counter, fuel oil and cylinder lub oil flow
meter counter.

Record engine parameters such as exhaust temperature, fuel rack setting,

scavenge pressure, temperature etc.

Note down ship speed, draft, trim and weather condition

Procedure of Taking Indicator cards
Ensure that the indicator equipment is in good condition and the indicator piston is
free to move in the cylinder.

Ensure that the correct spring is [Link] fit the pressure sensitive paper to the
drum.

Before fitting the indicator equipment to each cylinder blow through the indicator
cock.

Fit the equipment to the indicator cock. Press the pen against the drum and pull the
cord to rotate the drum by hand to draw the atmospheric line.

Unlock the indicator cam drive and drop it onto the cam. Attach the cord to the
drive. The drum will now be rotating back and forward in synch with the piston
position.

Open the indicator cock fully. Press the pen against the paper and trace out the
indicator card. Release the pen and shut the indicator cock. Disconnect the cord
from the cam drive. Remove the equipment from the indicator cock and remove the
paper with the indicator diagram from the drum.
Power Card

p-v diagram:
• Power output can be
calculated (PLAN)

• Correct timing of
cycle events
Planimeter for Measuring

Area of Power Card and

Calculating Engine Power

Power cards need to be

measured to determine
the area of the diagram.

This is then used to calculate

the indicated power.
Calculating Indicated Mean Effective Pressure

Power card
area

Area equal to
IMEP power card
v area

IMEP  Indicated Mean Effective Pressure

 Power Measurement

Indicated power ( PI )
It is the theoretical power of an engine and measured by taking
indicator diagram from engine cylinder.
Indicated power PI = Pm . L . A . N
L = stroke, A = piston area, N = number of working stroke/sec
Pm is mean effective pressure i.e average pressure in engine
cylinder during complete cycle
 Power Measurement
Brake Power ( PB )
It is the measure of engine shaft power available at the
engine flywheel
It is less than indicated power by an amount equal to the
power necessary to overcome the engine’s internal friction.
It can be measured by using a hydraulic dynamometer or
torsion meter

Brake Power = Indicated Power – Friction Power

 Mechanical Efficiency

The ratio of the power delivered by the engine to the total

power generated within the engine is known as mechanical
efficiency of an engine.
Brake Power (PB)
Mechanical Efficiency =  x 100 %
Indicated Power (PI)
 Cylinder Power = PLAN
p

Power card
area

Area equal to
IMEP power card
v area

Indicated power = PIm e Ls AN PBme

 Mechanica l 
Brake power = PBme Ls AN PIm e
PIm e Indicated mean effective pressure
PBme Brake mean effective pressure
Ls Stoke length
A Piston area
N Number of firing strokes per second
 Draw card
Pressure - Crank Angle Diagram

• Fault diagnosis: (pressure is compared with mechanical

events)
• Combustion quality, fuel injection condition,
valve condition

Compression card

• Indicator card but with no fuel injected

• Condition of piston rings and cylinder liner may be
monitored
Draw Card - Normal
Draw Card Interpretation

Advanced Ignition:

Pcomp Normal

Pmax High

Causes: Injection timing early

VIT incorrect
Draw Card Interpretation

Retarded Ignition:

Pcomp Normal

Pmax Low

Causes: Poor fuel quality

FQS
Fuel p/p suction v/v defective
Faulty p/p / injection timing
Faulty injector
Low fuel pressure
Draw Card Interpretation

Poor Cyl Mechanical Cond:

Pcomp Low

Pmax Low

Causes: Leaky Exhaust valve

Too low scav air pressure/ Scav port fouled
Burnt piston crown
Blw-by
Liner/cyl head crack
Effective load lower than normal
Draw Card Interpretation

Overloaded Condition :

Pcomp High

Pmax High
Bar TYPICAL CYLINDER PRESSURE DIAGRAM
Cylinder T ign
Pmax Tmax
pressure

35 bar IGNITION DELAY

Pcomp

T injo
Pexp
o
36

Pscav
P mi

o o o
o o o
-180o -150 -120 -90 o -60 -30 o 0
o +30 +60 +90o +120 +150o +180o

Crank angle degrees

Check combustion condition in all cylinders

Bar CYLINDER PRESSURE DIAGRAM
EFFECTS OF DEFECTIVE PISTON RINGS,
WORN LINER, BURNT PISTON CROWN
Compression
70 pressure
LOW P max

60
LOW P comp

50
LOW P exp
40

30
LOW P mi

20

10

o o o o o o
-180o-150 -120 -90 o -60
o
-30 0 o +30 o +60 +90 +120 +150 +180o

o Crank angle degrees

36
Bar TYPICAL FUEL PRESSURE DIAGRAM

PUMP SPILL OPEN

P injo

FUEL VALVE OPENS

P injo

FUEL VALVE
L injo CLOSES

REFLECTE
PUMP SPILL PRESSUR
CLOSES T injo WAVE

P r

Crank
o o o o o o angle
-20 -10 0 +10 +20 +30 degrees

Check that all cylinders are getting equal quantity of atomized

fuel at the right time.
 FUEL PRESSURE DIAGRAM
EFFECTS OF WORN FUEL PUMP
Bar
Injection
pressure
LOW
INJECTION
PRESSURE

LATE
LOW RATE OPENING
OF RISE OF
INJECTOR

DAM
PE D PR
ESS
W AVE

REDUCED DURATION
OF INJECTION

Crank angle
0o degrees
TDC
 Light Spring Diagram
Purpose of the light spring diagram is
to assess the proper functioning of
gas exchange processes:

- Scavenge system

- Exhaust system
 Light Spring Diagram
1
Blow down
on opening of
exhaust valve 4 3
P Scavenge pressure
inside cylinder

V
1 - Exhaust valve open
2 - Scavenge port open
3 - Scavenge port closed
4 - Exhaust valve closed
 Chocked Scavenge Port

1 Fault
Blow down Normal

on opening of
exhaust valve 4 3
P Scavenge pressure
inside cylinder

V
 High Exhaust Back Pressure

1 Fault
Normal

Blow down
on opening of
exhaust valve 4
P 3 Scavenge pressure
inside cylinder

V
 Engine RPM vs Average MIP

100 Loaded vessel

90
Engine Revs (RPM)

Ballast
80 Test bed
70

60

50
0 5 10 15

Average MIP (bar)

Torque rich/ overload
Normal
 Max Pressure vs Average MIP

100
90

80
Pmax

70

60

50
0 5 10 15
Average MIP (bar)

• All unit Pmax must be nearly equal

• If individual unit Pmax varies by 3 bar, it must be corrected
• Pressure rise Pmax – Pcomp must not exceed 35 bar
 Average Fuel Pump Index vs Average MIP

100

80
Av Fuel Pump Index

60

40

20

0 5 10 15
Average MIP (bar)

Worn fuel pump  low calorific value

plunger
 high specific gravity
leaky suction/spill
valve  high water content
 Average Fuel Pump Index vs Average MIP

100

80
Av Fuel Pump Index

60

40

20

0 5 10 15
Average MIP (bar)

It is recommended to overhaul the fuel pumps when index has

increased by about 10%
Incase the engine is operating with excessively worn fuel pumps,
the starting performance of the engine will be seriously affected.
 Average Exhaust Temp vs Effective power

450

400
Texh (C)

350

300
0
8000 10000 12000 14000 16000 BHP

Indicated Power (Kw/cyl)

Majority of faults in air supply, combustion and gas systems manifest

as increase in exhaust temperature level
Increase in exhaust temperature

Item Cause

Fuel injection Fuel injectors, worn fuel

pump, timing
Cylinder condition Blow by, Exhaust valve leak

Air coolers Fouled airside, fouled

waterside
Ambient conditions Extreme condition

Turbocharger Fouling turbine side

Fouling compressor side
Fuel oil Type & quality
Checking mechanical condition
Find out if compression pressure has
reduced due to mechanical condition or
scavenge pressure reduction

Mechanical condition will manifest as

reduction in pressure ratio

Pressure ratio = Pcomp + Pbaro

Pscav + Pbaro
 Mechanical defects

Item Causes

Piston rings Leaking

Piston crown Burnt

Cylinder liner Worn

Exhaust valve Leaking

Timing
 Diff Press Across Air Filter vs Scavenge Pressure

10
∆Pc(air-filterr) (mmWC)

0
0.5 1.0 1.5 2.0

Scavenge Air Pressure (Bar)

• Filter elements must be cleaned if pressure drop is 50% higher

than testbed value
 Diff Temp Across Air Cooler vs Scavenge Pressure
(Temp Air Out – Temp Water In)

10

8
∆T(air-water) (oC)

0
0.5 1.0 1.5 2.0

Scavenge Air Pressure (Bar)

• Fouling of air side & or fouling of water side

• Heat transmission can be reduced by an oily film on tubes and fins
 Diff Press Across Air Cooler vs Scavenge Pressure

10
∆Pc(air-cooler) (mmWC)

0
0.5 1.0 1.5 2.0

Scavenge Air Pressure (Bar)

• Air cooler must be cleaned if pressure drop is 50% higher

than test bed value
 Plotting the trends
Deviation of RPM vs Av MIP
100

90
Indicates :
Engine Revs (RPM)

80

70 Hull fouling
60

50 Propeller
0 5 10 15
Average MIP (bar)
Fouling
(+ ve) Sea condition

Loading
Deviation

condition
(- ve) 01-Jan 15-Jan 01-Feb 15-Feb 01-Mar 15-Mar 01-Apr 15-Apr
 Deviation of Fuel Pump Index vs Av MIP

100

80
Indicates :
Av. Fuel Pump Index

60

40

20
Worn fuel pump
plunger
0 5 10 15
Average MIP (bar)
leaky suction/spill
valve
(+ ve)
low viscosity fuel
Deviation

low calorific value

(- ve) 01-Jan 15-Jan 01-Feb 15-Feb 01-Mar 15-Mar 01-Apr 15-Apr

high specific gravity

high water content

Engine
Layout
Diagram
 Engine Margin

&

Sea Margin

If the engine & propeller are matched at 100% output, any weather or hull fouling will result
in reduction of engine speed to avoid overloading.

By including Sea Margin and Engine Margin full speed can be given with fouled hull or bad weather.
Ship Propulsion Running Points and Engine Layout

Power

 Heavy propeller curve ‐

fouled hull and heavy weather
 Light propeller curve ‐
clean hull and calm weather
MP
MP: Specified propulsion MCR point
SP: Service propulsion point Engine margin
PD: Propeller design point (10% of MP)
SP
PD`: Alternative propeller design point PD´
LR: Light running factor Sea margin
HR: Heavy running (15% of PD)
PD

2 6 HR

Engine speed

< 59 >
Engine Load Diagram
 Load Diagram – Light Propeller Curve
Engine shaft power, % A
Propeller design conditions: 110
Clean hull
100
Calm weather
90

80
Light propeller curve
where the propeller 70
is optimised

60

50

40
60 65 70 75 80 85 90 95 100 110

< 61 > Engine speed, % A

 Load Diagram – Heavy Propeller Running
Engine shaft power, % A

Fouled hull and

Very heavy seas 110

100

90
Heavy propeller curve
Where the engine is 80
optimised
70

60

50

40
60 65 70 75 80 85 90 95 100 105
< 62 > Engine speed, % A
ENGINE

LOAD

DIAGRAM
 Assignment - 1

As Chief Engineer, you have been asked to obtain a set of

indicator cards of a large slow speed engine of a recently
purchased second hand ship.

a) Describe your initial checks and preparations.

b) State, with reasons, the types of cards you would consider

necessary and explain the procedures for obtaining these.

c) State, in order of importance, the additional information

required with the cards.

d) Explain how you will calculate the cylinder power.

e) Describe the procedure for analysis of the cards.

 Assignment - 2
Explain with suitable diagrams how the following
abnormalities can be identified in a large
propulsion Engine:

a) Hull Fouling & engine overloading

b) Fuel pump wear

c) Piston ring wear

d) T/C gas side fouling

 Assignment - 3
As a Chief Engineer you have noticed a trend of
increase in exhaust temperature of one of the
cylinders of the propulsion engine.

a) Explain how you guide your engineers

in identifying the abnormality.

b) state the corrective measures to be taken

under:
i) normal sea condition
ii) abnormal sea condition
 Assignment - 4
a) Explain how the diesel engine cylinder
performance is checked.

b) With suitable indicator diagrams show the

combustion defects due to:
i) overloading/hull fouling
ii) late fuel injection
iii) worn fuel pump

c) Explain how the above cylinder defects

may be corrected.