Performance 1

Performance
Performance ( October 2009

2009)) © MAN Diesel 2/2/2010 1
Performance
Performance is:
Pressure measurements and comparing of same
and/or
Your daily observations and comparing of same
But for whom and why?
Performance ( October 2009) © MAN Diesel 2/2/2010 2

Performance
Performance – why?…
Because of the ships documentation?
To save money?
To save work?
To save agrevation?
Performance – performed for whom?…

The technical file?
The owner/ the charter?
The superintendent?
The crew?

Performance
We will talk about:
Direct measurable indicators

Indirect measurable indicators
Hidden indicators
ISO correction
Future

Direct measurable indicators is the daily observations!
Where and What

Evaluation
Effect
Turbocharger

Where and what
Where do we measure?
and
what do we measure?
… and
how can we trust our measurings?
g
Performance ( October 2009) © MAN Diesel 6

Where and what
Get all readings !

Use local instruments if
available
Get reliable readings !
Check gauges against
calibrated gauges
Tight U-tube manometers
Check valves and cocks for
flow and leakage
Replace
R l malfunctioning
lf ti i
gauges and instruments
No water in tube ends

Where and what
1 Indicatorcock

Where and what
2 Fuel and VIT Index

Where and what
3 Exhaustgas temperature
The first indicator of an up

coming problem.

Where and what
4 Exhaustgas temperature before

and after turbocharger

Where and what
5 Exhaustgas backpressure

Where and what
6 Exhaustgas reciever pressure

Where and what
7 Turbocharger inlet temperature

Where and what
8 Pressure drop over the

turbocharger air inlet.

Where and what
9 Pressure drop across air

cooler.

Where and what
10 Air cooler water inlet and

outlet.

Where and what
11 Scavening air pressure.

Where and what
12 Scavening air temperature in

scavening air reciever.

Where and what
13 + 14
Scavening air temperature before
and after air cooler.

Where and what
15 Cooling water outlet

temperature from main engine.

Where and what
Additional readings:
Engine RPM
T/C revolution
Fuel oil pressure
Fuel oil temperature before
engine
Cooling water inlet
temperature
Barometric pressure

Evaluation
When we have taken measurements, we need to evaluate:

The readings
Are they correct and reliable?
The measurements
Are they comparable?
To the near past
T the
To th time
ti when
h the
th engine
i was new
Are the measurements approbiate?
Do they deviate? if they do,
do why?
Can we make a conclusion?

Evaluation
ax
ut
Pm
tp
ou
pa ow
Effects
to
-L
d
re
re
re
tu
tu
ra
m
Some observations and
ra
pe
o
n
pe
io
c
em
pt
ou l co ion
m
errors
um
ra s te
rt
sit
ai
s
po
ga
g
in
ck
t
us
en
i
t
lo
pu
ha
av
el
t
ex
sc
fu
fu
h
h
w
ig
ig
ig
ig
Lo
H
H
Bad fuel injector nozzles X X
Blocked T/C nozzlering X
Blocked air cooler X X
Low fuel viscosity X X X X
Worn fuel pump X X X X
Bad fuel oil X
Low heat value of fuel X X X
High content of water in fuel oil X X X
Blocked fuel oil filters X X
Too low fuel pressure X X
High scavenge air reciever temperature X
Blocked turbocharger X
Late injection X X
Separator loss X
Leakage in fuel filter X
Starting fuel limiter engaged X
Dirty air cooler - high pressuredrop X
High cooling water temperature X
Blow by in air cooler X

Turbocharger
The turbocharger is a delicate piece of mechanical engineering.
The power that it converts, the velocity with which it revolvs and the
tolerance of wheels and housing makes the turbocharger something
that you need to take good care of, not to mention its importenance
to the operation of the engine as a whole.
The indicators for lower turbocharger efficiency er relative few and

thus easy to detect, when its time to pay some attention to the
turbocharger.

Turbocharger
Indicators of
e
T/
/C
ur
rT
re
ss
PM
fo
re
te
ng
be
rp
af
Lower turbocharger efficiency
tti
er
ai
re
re
se
rg
tu
tu
g
ha
in
ck
ra
ra
en
pe
pe
ra
oc
ax
av
rb
m
el
Pm
Te
Te
Fu
Tu
Sc
Turbine
T bi side
id
Eroded shroud ring and/or rotor blades
Dirty protection grid and/or exhaust gas boiler
Nozzle ring slightly covered with carbon deposits
Nozzle ringg and/or rotor blades covered with carbon
Blower side
Dirty blower and/or dirty air cooler

Direct indicators - summary
Measurings should be
Reliable
Approbiate
Protocolled
And most of all USED!
Di
Discuss with
ith others
th if they
th deviate
d i t
It is only indications, which means there could be more than one
solution to yyour findings,
g ,pperhaps
p it is a combination !

Performance
We will talk about:

Hidden indicators
ISO correction
Future

Indirect measurable indicators is the PMI observations!
PMI offline
How
Evaluation
Graphs
Tabels
Balancing
Power calculations and estimations
ISO correction

PMI offline
Is the substitute for the old time Maihak indicator, Diesel doctor aso.
If a vessel is from year 2000 or later, the ships file should contain a PMI
measurement not older than 30 days.
days
The measurement is an excellent tool in its own right, but in conjunction
with your everyday observations, it packs a powerful tool in evaluation of
the engines performance and general health.

PMI offline
What is it we are trying to measure and get a clear picture of?

How
The equipment:

How
The set-up:

How
The handset:

How
The Tacho Pick up:

Evaluation - Graphs
The outcome from the computer: - Pressure/Angel Diagram

Evaluation - Graphs
Zooming in on Pressure/Angel Diagram

Evaluation - Graphs
The outcome from the computer: - Pressure/Volume Diagram

Evaluation - Graphs
Fuel injection too late

Fuel pressure too low.
Defective fuel valves.
valves
Defective fuel pump suction
valve or shock absorber.
Exceptionally poor fuel
(Bad fuel ignition properties)
Fuel pump lead too little

Evaluation - Graphs
Fuel injection too early

VIT index wrong.
Fuel pump lead too large.
large

Evaluation - Graphs
Leakages, increased cyl volume,

Leakages volume
or fouling.
Piston ring
g blow-by.
y
Exhaust valve seat leakage.
Piston crown burnt.
Low scavening pressure,
fouling of exhaust and/or air
system.

Evaluation - Tabel
The outcome in tabelform

Evaluation - Balancing
The Pmax and Pcomp as bar graphs with limits:

The mean pressure as bar graphs with limits:

Balancing – sounds nice… but why?

1 bar drop in average Pmax will give a 0,2-0,3 g/kWh increase in
fuel oil consumption.
consumption
Working outside recommended deviation limits will create
additional wear, vibrations and work, minimicing the lifetime of
parts.
Not optimized combustion will give higher CO2 emissions.
Increased riscs for breakdowns.

Power calculation and estimation
Power calculation
pi (average) can be taken from the PMI tabel
pe = pi – 1 bar ( approximated from the mechanical losses)
Pe = z * p/4 * d² * s * n/60 * pe * 100 [kW] =>
Pe = k2 * n * pe [kW]
B t Pe can also
But l beb taken
t k directly
di tl from
f the t b l☺
th PMI tabel

Power calculation and estimation

ISO correction
ISO correction is recalculation of texh, Pscav, Pcomp and Pmax, so it

corresponds to an air and water inlet temperature of 25°C.
ISO correction is necessary when the air and water inlet temperature
diviates more than a little from 25°C, because it will have an effect on texh,
Pscav, Pcomp and Pmax.
Once the ISO correction has been made, then it is possible to compare
your measurements to those from when the engine was new, then you
easierly can decide if all works the way it was supposed to do.
We will return to the issue of ISO correction later.

Indirect indicators - summary
PMI can be used for…

Evaluation of combustion
And thus troubleshooting
Optimization of performance
Reducing costs and work
Balancing
P
Power calculation
l l ti andd estimation
ti ti
Needs to ISO corrected
Values to remember…
Power output (Pe),
) Mean effective pressure (pe),
) Engine RPM

Performance
We will talk about:

Hidden indicators
ISO correction
Future

Hidden indicators
Hidden indicators can be found using…
Lay-out diagram
Load diagram
Fouling
Slip
Trim

Hidden indicators
If your daily observations checks out fine.

And the PMI checks out fine.
Does not mean that everything is ok!
Especially when so many ships are running on low load,
there could be problems arising you would not know about,
about
until you want to go full speed.

Layout diagram

Layout diagram

Layout – Govenor limits

Layout diagram with limits

Layout diagram

Now what is this?

Now what is this?

Now what is this?
Thermal overload

Now what is this?
This was THERMAL OVERLOAD
It will kill your liners within a not so long time!
Indicators of THERMAL OVERLOAD
Pmax
Temp before and after T/C
T/C RPM
Scavening air pressure
Fuel rack setting
Will ALL increase!
Even if the engine is maintained and running flawlessly, it can still happen
due to
Dirty
Di t Hull
H ll
Bent Propeller
Heavy seas
Sh ll
Shallow water
t
And it can happen so very slowly, it might escape your attention!
Fouling
Regarding the bent propeller, the heavy seas and the shallow water the
only thing we can do is to slow down, on the other hand the situation is
y temporary.
only y
But the dirty hull is not temporary, it will stay that way until next docking.
The reasons to a dirty hull could be:

Slime
Weed
Animals
Hard shelled
Soft bodied

Fouling
Slime ~ 1-2 % increased drag

Fouling
Weed
~ up to 10% increased
drag
Now it is starting to cost money and

speed

Fouling
Sh ll and
Shells d barnacles
b l
~ up to 40% drag
N
Now it is
i really
ll bad
b d - money, workk and
d
maintenance wise
Fouling
A 25 mm increase in roughness => 2-3% increase of needed power

Ships speed will fall 1% for every 25 mm increase in roughness

Slip
Can we predict thermal overload, so it can be avoided?
Yes we can! - There are two ways:
Via the load diagram

Place your findings from the PMI in the load diagram as
already shown.
(Power output (Pe), Mean effective pressure (pe), Engine
RPM)
Via the slip

Lets see what we can do.
do

Slip
Definition of the Slip:

Slip
Definition of the slip:

Slip
Where does the slip come from:

Slip

Slip
Ships velocity:

Slip
There are 2 different types of slip:

The apparent slip, which you will get if you measure the ships
travelled distance with a log
log.
The real slip,

slip which you will get if you measure the ships travelled
distance by means of satelites.
The slip must be seen in relation to the distance the propeller would travel
if the water did not give in to the trust.

Slip
The propeller distance = pitch x revolutions x time = p x n x h
Real distance = the sailed distance measured by satelites over the same
timeperiod
SR= Propeller distance – Real distance x 100 = the Real Slip percentage
Propeller distance

Slip
Prerequisits to measuring the slip and the PMI measurements:

Try to keep the air and current conditions to almost the same
everytime you make the measurements.
measurements
This means try to take the measurements when the condiotions
are the same and not when it is Friday.
Over time you will get a good feel about the slip, then you will know if you
can fulfill the wishes regarding the ships speed without thermical
overloading of the engine.

Trim
Regarding fouling there is not much to do as a quick solution.
Keeping the ship at an optimum trim can be a help at any point and time.
But how is the trim supposed to look like?

Bulbous bow or not?
B
Bow d
deep i th
in the water?
t ?
Big wave created by the bow?
Little wave created by the bow?
Bow as much out of the water as possible?

Trim

Trim

Hidden indicators - summary
When you have made your PMI and compared it with your daily
observations then
Check that the loadpoint in the loaddiagram is at an approbiate place.
place
If Pmax, Temp before and after T/C,

T/C T/C RPM
RPM, Scavening air pressure and
Fuel rack setting all seems to be working at a high level, does not
necessary means that the engine is running really well
It can be that the engine is working overload, and if you can not find the
reason perhaps
The reason could possibly be that the hull is making resistance to the
movement in the water.

Performance
We will talk about:

Hidden indicators
ISO correction
Future

ISO correction
ISO correction is recalculation of temperatures and pressures,

so that they are directly comparable!
Calculations
Diagrams

ISO correction
ISO correction is recalculation of texh, Pscav, Pcomp and Pmax, so it

corresponds to an air and water inlet temperature of 25°C.
ISO correction is necessary when the air and water inlet temperature
diviates more than a little from 25°C, because it will have an effect on texh,
Pscav, Pcomp and Pmax.
Once the ISO correction has been made, then it is possible to compare
your measurements to those from when the engine was new, then you
easierly can decide if all works the way it was supposed to do.
ISO correction is not necessary to do on day to day measurements, if the
temperature of the surroundings has not changed to much.

ISO correction
Formula:
Air inlet:
Acorr = ((tmeas – tref) x F1 x ((K + Ameas)
Example texh:
texh = Ameas = 425°C, F1 = -0,002446, tmeas = tair inlet = 42°C, K = 273
Acorr = (42 – 25) x -0,002446 x (273 + 425) = -29,3°C
Water inlet:
Acorr = (tmeas – tref) x F2 x (K + Ameas)
Example texh:
texh = Ameas = 425°C, F2 = -0,00059, tmeas = tWater inlet = 40°C, K = 273
Acorr = (40 – 25) x -0,00059 x (273 + 425) = -6,2°C
texh corrected = texh + (Acorr-Air inlet) + (Acorr-Water inlet) = 425 - 29,3 - 6,2 = 389,5°C

ISO correction
Formula:
Air inlet:
Acorr = ((tmeas – tref) x F1 x ((K + Ameas)
Example pcomp:
pcomp = Ameas = 110 bar, F1 = 0,002856, tmeas = tair inlet = 42°C, K = 1 bar
Acorr = (42 – 25) x -0,002954 x (1 + 110) = 5,57 bar
Water inlet:
Acorr = (tmeas – tref) x F2 x (K + Ameas)
Example pcomp:
pcomp = Ameas = 110 bar, F2 = -0,00153, tmeas = tWater inlet = 40°C, K = 1 bar
Acorr = (40 – 25) x -0,00222 x (1 + 110) = -2,55 bar
pcomp corrected = pcomp + (Acorr-Air inlet) + (Acorr-Water inlet) = 110 + 5,57 – 2,55 = 113,02 bar

ISO correction
ISO correction
ti
Measured values:
texhv (°C) tair inlet (°C) tcool water inlet (°C)

425 42 40
pscav (bar) pscav (mm Hg) pcomp (bar) pmax (bar)

2 1500 110 140
Correction factors:
Parameter Correction Factor Correction Factor

to be F1: for air inlet F2: for cooling
corrected temp water inlet temp K
texhv -0.002446 -0.00059 273
pscav 0.002856 -0.00222 pbaro ~ 1 bar /750 mm Hg
pcomp 0 002954
0.002954 -0 00153 pbaro ~ 1 bar /750 mm Hg
-0.00153
pmax 0.002198 -0.00081 pbaro ~ 1 bar /750 mm Hg
Calculated values:
Calculated
Parameter Calculated correction for
to be correction for air cooling water
calculated inlet temp. inlet temp. ISO corrected values
texhv -29.02 -6.18 389.80 °C
pscav 109.24 -74.93 1534.32 mm Hg
pscav 0.15 -0.10 2.05 bar
pcomp 5.57 -2.55 113.03 bar
pmax 5.27 -1.94 143.33 bar

ISO correction
ISO correction of Pmax

Where do we find this graph?
How is it done?
What is the outcome?

ISO correction
Pmax = 140 bar

Pcomp = 110 bar
Pscav = 2,0 bar
Texh = 425°C
Tair inlet = 42°C
Tcool water = 40
40°C
C
Pmax corrected =
140 + 5,3 – 1,7 = 143,6 bar

ISO correction
Pmax = 140 bar

Pcomp = 110 bar
Pscav = 2,0 bar
Texh = 425°C
Tair inlet = 42°C
Tcool water = 40
40°C
C
Pcomp corrected =
110 + 5,8 – 2.5 = 113,3 bar

ISO correction
Pmax = 140 bar

Pcomp = 110 bar
Pscav = 2,0 bar
Texh = 425°C
Tair inlet = 42°C
Tcool water = 40
40°C
C
Pscav corrected =
2 + 0.14 – 0.1 = 2,04 bar

ISO correction
Pmax = 140 bar

Pcomp = 110 bar
Pscav = 2,0 bar
Texh = 425°C
Tair inlet = 42°C
Tcool water = 40
40°C
C
Texh corrected =
425 – 6.5 – 30 = 388,5°C

ISO correction - Fuel
Example
Engine Power Pe: 15600 bhp
Consumption Co: 7 125 m3 over 3 hours
7.125
Fuel, temp at measuring point: 119 °C
Fuel, Specific gravity at 15 °C: 0.9364 g/cm3
Fuel, Sulphur content: 3%
Density at 119 °C
C:0
0.9364-0.068
9364 0 068 = 0.8684
0 8684 g/cm3
Co • ρ119 • 106 7.125 • 0.8684 • 106
SFOC = = = 132.2 g/bhph
h • Pe 3 • 15600
Correction for Calorific Value: 132.2 40700

42,707 = 126 g/bhph
Testbed value equal to 10.200 kcal/kg



SFOC - ISO correction

Input values:
Engine Break Power : 16000 bhp(bkw)
Consumption:
p 7.125 m³
Duration: 3 Hours
Fuel temperature at measuring point: 119 °C
Sulphur content in fuel 3 %
Fuel density at 15 °C 0.936 g/cm³
Calorific values:
LCV Fuel from testbed: 42707 kJ/kg
LCV Fuel calculated (bunker) 40715 kJ/kg
Correction for Fuel Density:
Correction factor -0.068 g/cm³
Fuel density at measured temperature: 0 869

0.869 g/cm³
Calculated values:
SFOC: 129.0 g/bhph(bkwh)
SFOC - corrected for difference in calorific value:
123.0 g/bhph(bkwh)

ISO correction - summary
ISO correction is bringing values back to what it would have been, if the air
inlet temperature and the cooling water inlet temperature was 25°C
ISO correction is needed in order to compare one set of PMI to another,
another
otherwise it makes little or no sense.
ISO correction is easy to do wether you are making the calculations og
using the diagrams

Performance
We will talk about:

Hidden indicators
ISO correction
Future

The Future
What could the future bring regarding performance and

correction?
PMI online
Th ME engine
The i
Auto tuning
C C S – Computer
CoCoS C t Controlled
C t ll d Surveillance
S ill
CBO

PMI online mk1 before 2010

PMI online mk2 after 2010

The ME engine

The ME engine

Auto tuning
Reduction in Fuel oil consumption / CO2 emission
1 bar increase in average Pmax => 0.20 - 0.25 g/kWh decrease in fuel oil consumption
Reference Pmax
Potential
Potential
Pure Pmax level increase Balancing & Pmax level increase

Potential 5-10 bar Potential additional 2-5 bar
At full as well as part loads Gain even with engines already being
operated within recommended limits

Auto tuning

Auto tuning
A
Auto tuning
i overallll b
benefits:
fi
Fuel oil consumption
Reduction potential: +3 g/kWh
Reduction average: 1 g/kWh
Low installation costs
Payback period estimated 6-15 month’s
Emission
C02 reduction
Operation cost reduction
Reduced engine maintenance costs,
increased availability/reliability
Simplified operability
Ease workload on crew
Ensures always well adjusted engine
PMI online
Enhanced troubleshooting of combustion process

Autotune
Prototype field test of auto-tuning function

Computer Controlled Surveillance
CoCoS
CoCoS-EDS features
Data logging
Monitoring
Reporting
Performance analysis and diagnostics

CBO
Conditioned Based Overhaul

The next sensible thing to come
Does not mean TBO is completely history, you still need to check
torque and for loose nuts and bolts.

Performance
Performance ( October 2009

2009)) © MAN Diesel 2/2/2010 108

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Performance

Performance ( October 2009

But for whom and why?

Performance ( October 2009) © MAN Diesel 2/2/2010 2

Performance – performed for whom?…

Performance ( October 2009) © MAN Diesel 2/2/2010 3

We will talk about:

Direct measurable indicators

Performance ( October 2009) © MAN Diesel 2/2/2010 4

Direct measurable indicators is the daily observations!

Where and What

Performance ( October 2009) © MAN Diesel 2/2/2010 5

Performance ( October 2009) © MAN Diesel 6

Get all readings !

Performance ( October 2009) © MAN Diesel 7

Performance ( October 2009) © MAN Diesel 8

2 Fuel and VIT Index

Performance ( October 2009) © MAN Diesel 9

The first indicator of an up

Performance ( October 2009) © MAN Diesel 10

4 Exhaustgas temperature before

Performance ( October 2009) © MAN Diesel 11

Performance ( October 2009) © MAN Diesel 12

6 Exhaustgas reciever pressure

Performance ( October 2009) © MAN Diesel 13

7 Turbocharger inlet temperature

Performance ( October 2009) © MAN Diesel 14

8 Pressure drop over the

Performance ( October 2009) © MAN Diesel 15

9 Pressure drop across air

Performance ( October 2009) © MAN Diesel 16

10 Air cooler water inlet and

Performance ( October 2009) © MAN Diesel 17

11 Scavening air pressure.

Performance ( October 2009) © MAN Diesel 18

12 Scavening air temperature in

Performance ( October 2009) © MAN Diesel 19

Performance ( October 2009) © MAN Diesel 20

15 Cooling water outlet

Performance ( October 2009) © MAN Diesel 21

Performance ( October 2009) © MAN Diesel 22

When we have taken measurements, we need to evaluate:

Performance ( October 2009) © MAN Diesel 2/2/2010 23

Performance ( October 2009) © MAN Diesel 2/2/2010 24

The turbocharger is a delicate piece of mechanical engineering.

The indicators for lower turbocharger efficiency er relative few and

Performance ( October 2009) © MAN Diesel 2/2/2010 25

Performance ( October 2009) © MAN Diesel 2/2/2010 26

Performance ( October 2009) © MAN Diesel 2/2/2010 27

We will talk about:

Direct measurable indicators

Performance ( October 2009) © MAN Diesel 2/2/2010 28

Indirect measurable indicators is the PMI observations!

Performance ( October 2009) © MAN Diesel 2/2/2010 29

Performance ( October 2009) © MAN Diesel 2/2/2010 30

What is it we are trying to measure and get a clear picture of?

Performance ( October 2009) © MAN Diesel 2/2/2010 31

Performance ( October 2009) © MAN Diesel 2/2/2010 32

Performance ( October 2009) © MAN Diesel 2/2/2010 33

Performance ( October 2009) © MAN Diesel 2/2/2010 34

The Tacho Pick up:

Performance ( October 2009) © MAN Diesel 2/2/2010 35

The outcome from the computer: - Pressure/Angel Diagram

Performance ( October 2009) © MAN Diesel 2/2/2010 36