The importance of measuring the

performance of the main naval engine and

practical measurement methods
Catalin FAITARa,1 and Liviu Constantin STAN a,2
a 1,2
Maritime University of Constanta, Faculty of Naval Electromechanics, 104 Mircea
cel Batran Street, 900663, Constanta, Romania

Abstract. Today, the primary source of propeller power is the diesel engine, and
the power requirement and rate of revolution very much depend on the ship’s hull
form and the propeller design. Therefore, in order to arrive at a solution that is as
optimal as possible, some general knowledge is essential as to the principal ship
and diesel engine parameters that influence the propulsion system. The efficiency
of any machinery on board ship is directly related to its performance. In order to
get the best out of marine engines, it is very important to monitor their
performances and take measures to achieve an efficient combustion. The paper
aims the importance of measuring the performance of the main engine and
practical measurement methods using the NHX program. NH-X device measures
the cylinder internal pressure by utilization of the pulse signal from Top Dead
Center (TDC) of the No1 cylinder. Also, the program analyzes the afterburning
period at combustion stroke of each cylinder..

Keywords. Performances, NHX, diesel, engine, ship

1. Introduction

The impact of the main motor operational parameters on fuel consumption are critical.
Aside from the sea trial of the structure part of the ship, the essential machinery of the
motor room, for example, boilers, auxiliary motors and the main engine are
additionally tested. This information relating to sea trials/ machinery trials, shop
trials/test bed trials and the obtained performance curves empowers the Chief Engineer
to run the ship securely and economically.
An engine room logbook is a track record of all ship machinery parameters,
performance, maintenance, and malfunctions. The recorded values and information are
used as a reference, to compare and record data to assess the ongoing performance of
different engine room machinery.

1
Catalin FAITAR, Maritime University of Constanta, Faculty of Naval Electromechanics, 104 Mircea
cel Batran Street, Constanta, Romania; E-mail: catalinfaitar@yahoo.ro.
2. Main diesel engine of a VLCC of 300000 dwt

The propulsion of the ship is provided by a MITSUBISHI-UE MDE 7UEC85LSII,

two-stroke, slow and reversible engine, with a constant overcharging pressure that
develops a rated output of 27020 kW at a speed of 76 rpm, the ship shifting with a
maximum speed of 15.38 Nd. MAN B&W two-stroke engines from the 30 to 95-cm
bore sizes have a total power range from 1,560 kW to 82,440 kW, with units that vary
in height from 5,912 to 16,156 mm.
This covers the ME (40 to 95 bore), ME-GI (40 to 95 bore), ME-B (30 to 50 bore)
and MC (35 to 70 bore) series.

Figure 1. Main engine MITSUBISHI-UE MDE 7UEC85LSII.

Table 1. Mitsubishi – UE MDE 7UEC85LSII engine parameters

Characteristics Values
Bore 850 mm
Stoke 3150 mm
Number of cylinders 7
MCR power 27020 kW
NCR power 22965 kW
Speed 76 rpm

3. Ship onboard optimisation best practices

3.1. Main engine system optimisation

Ship to ensure optimisation of propulsion system using additional means to improve

engine efficiency, which may include:
 Use of fuel additives
 Adjustment of cylinder lubrication oil consumption
 Valve improvements
 Torque analysis
 Automated engine monitoring systems
3.2. Main engine performance check

Ship to guarantee performance check of the main engine to ensure an adjusted yield
from all cylinders.
The check might happen according to "SHIPNet", which interval ought not to be
under 10 moving days (or once per each Ballast and Laden voyages).

3.3. Oxygen content optimisation

Ship to ensure oxygen content of the charge air is to be optimised by controlling air
temperature.

3.4. Main engine Cylinder Lubrication System

Ship to ensure optimizing Alpha / SIP / Pulse Jet Lubrication system by adjusting the
feed rate according to the fuel quality.
The optimisation shall also be conducted as per manufacture’s reduction plan
under the supervision of the Shipmanager considering condition of the cylinders.

3.5. Ship energy efficiency management plan

 Main engine exhaust valves and FO valves maintenance carried out as per
ShipNet planned maintenance system & makers recommendations
 Main engine turbocharger air filters are maintained clean by replacing the
filter elements every week
 A regular dry wash of Main engine turbochargers to maintain maximum
efficiency
 The ship carries out main engine, performance test at every ballast and loaded
voyage to asses in due time its condition
 Main engine cylinder ECL system cylinder oil feed rate maintained as per the
guidance from the ship Manager. The effectiveness of the optimized feed rate
is checked by inspecting the piston and liner at regular intervals
 Cooling water test carried out every week and chemicals (liquid DEWT)
dosed as per requirements to avoid any scale, corrosion in the system
 The condensate water salinity of COPT and TG condensers is monitored
continuously and recorded
 EGE soot blowing carried out 3 times a day while at sea. Auxiliary Boiler soot
blowing carried out every time after departure and before arrival to the ports.
Auxiliary boiler burner maintenance and test carried out before entering the
ports.
 Fuel consumption of the main engine, boiler and diesel generator are
measured and recorded daily in Engine log book and ‘ABLOG’. The
percentage of power and thermal load are daily computed by ‘MOL-B’
method. Extra slow steaming speed mode of the main engine is implemented
and used at charterer demands
4. Main engine performance curve for economical fuel consumption on ships

4.1. Fuel consumption

After the working of the ship is finished and before giving it to the owners, sea trials
are done to test that the ship can convey the authoritatively ensured speed. The main
role of the sea trial is to decide the speed of the ship with reference to the RPM and the
power deliver for the same. Aside from the sea trial of the body some systems of the
ship, the essential systems of the engine room, for example, boilers, auxiliary engines
and the main engine are likewise tested. Machinery has a test record separated from the
sea trial information, which is done in the assembling plant and is called as test bed
data. It is typical to have fundamental engines, generators, auxiliary machinery and
pumps and so on having these proving test bed data. This information relating to sea
trials/ machinery trials, shop trials/test bed trials and the got execution bends empowers
the Chief Engineer to run the ship securely and economically.

4.2. Main engine system optimisation

During the test bed or shop trial the performance curves of the engine are plotted. The
performance curves are the graphs of different parameters on x-axis plotted against
engine power or load on the y-axis.  These different plotted curves are as follows:

 Engine RPM vs. Load: This curve helps in ascertaining whether main engine
is overloaded or not. A higher power generated at a lower RPM indicates an
over loaded main engine
 Mean effective pressure vs. Load: Mean effective pressure is used to calculate
horse power hence these two values should correlate. In case they don’t then
there may be some error in calculation or instrumentation
 Maximum pressure vs. Load: This curve helps in knowing the condition of
fuel injection equipment, injection timing and the compression in the cylinder
etc
 Compression pressure vs. Load: This curve indicates the condition of the parts
maintaining compression like piston, piston rings and exhaust valves.
 Scavenge air pressure vs. Load:  It indicates the condition of the turbocharger
and associated equipment
 Exhaust gas temperature in receiver vs. Load: It indicates the enthalpy of the
exhaust gas prior to entry in turbocharger. This value compared with the value
after the turbocharger gives the temperature drop across the turbocharger, is an
indicator of turbocharger efficiency
 Exhaust gas temperature after exhaust valve vs. Load: This curve sheds light
on the combustion, fuel injection, timing and compression etc.  A higher
temperature may be caused due to after burning
 Exhaust gas temperature after turbocharger vs. Load: This curve is very useful
as it indicates the enthalpy captured from the exhaust by the turbocharger and
hence its condition. In case the receiver temperature is within range but the
outlet temperature is higher it may indicate fouling of the turbocharger and
hence the associated lower scavenge air pressure and high exhaust gas
temperature
4.3. Economical fuel consumption

The main engine will run economically if the engine is very well maintained and is
keep running at the economic rating where the Specific Fuel Oil Consumption is the
minimum. An engine is said to be performing well or well maintained if it can be safely
run at the rated RPM at the rated load. For example if an engine is having a continuous
service rating of 16000 BHP at 102 RPM but cannot reach the rated RPM and is
developing 16000 BHP prematurely at 96 RPM, there is a loss of ship’s speed and a
subsequent speed claim. It also tells that there is a problem, the ship cannot give speed,
it is over consuming fuel and that the engine is over loaded.  It points to either hull
fouling, damaged propeller or faulty prime mover etc. In such cases the careful study of
the sea trial data, engine shop trial data and the performance curves will help to
determine the cause of the problem. For trouble shooting first the main engine
performance must be taken on a good weather day when the engine load is steady. The
main engine must be run to its rated power.
From above diagram the following points are inferred:

 At 75% MCR the RPM attained is lower that the sea trial
 The average maximum cylinder pressure Pmax is lower than the sea trial
 The compression pressure Pcomp is almost same as sea trial confirming that the
running gear like the piston, piston rings and exhaust valves are ok
 The scavenge pressure is almost normal suggesting that the turbocharger is in
satisfactory condition and the enthalpy of the exhaust gas is higher than
normal for this RPM
 Exhaust temperatures are all increased suggesting abnormal combustion, after
burning or change of timing. It may also indicate faulty fuel injection
equipment

Figure 2. Performances engine diagram

The above example will help to understand the use of performance curves for a ship’s
engineer. After the main engine performance has been taken and plotted on the original
performance curves from the sea trial data, the problem can be found out and SFOC
restored to normal values. In this way at any stage during the life time of the ship, we
can understand why she is not performing based on plotting her parameters on the
performance curves.

5. Monitoring Performance of main diesel engine

The marine engine on ships is used for 2 main purposes: for propelling the ship and for
generating electricity, which assists in powering the ship’s propulsion plant. Ensuring
this will not only reduce the generation of pollution from engines but also the overall
operating cost of the ship.
Following are ways to monitor and measure the performance of the engine.

5.1. Measure the Peak Pressure by Mechanical Peak Pressure Gauge

This strategy is typically applied to 4 stroke engine where a pinnacle weight gage is
utilized for singular cylinder and pressure produced amid burning is noted. With a
similar gage, the pressure of the cylinder is additionally measured when the unit isn't
firing.
The variety in the peak pressures produced is then considered for drawing out
defective units, changing fuel racks and upgrading burning chamber parts with a
specific end goal to accomplish effective ignition.

5.2. Indicator Card Measurement

This is another mechanical technique to gauge the performance of engine cylinders by

applying marker drum and plotting diagram on cards. Two sorts of cards are utilized
for this reason control card and draw card. With the assistance of these two outlines, we
can decide the compression pressure, peak pressure and engine power.

5.3. Digital Pressure Monitoring by DPI

Digital pressure indicator is an electronic mode to monitor the power and performance
of the engine. With the help of DPI, the variation in the cylinder performance can be
plotted and interpreted in graphical form and corrective action can be taken.

5.4. Intelligent Combustion Monitoring (ICM)

The new generation engines are continuously monitored by ICM, which measures the
real time in-cylinder pressure in all engine cylinders. This package offers a broad
range of data processing tools for evaluating performance and for helping to determine
engine malfunctions (extensive blow-by, exhaust valve operation, fuel injection etc.).
5.5. Monitoring of Engine Control Parameters

The engine control parameters like fuel injection timing, exhaust valve timing, variable
turbocharger vane opening angles, lambda control etc. are monitored and any variation
is set to achieve the best possible efficient combustion.

5.6. Engine Parameters

The engine parameters are the best source for finding out any fault or variation in the
engine performance. Variation in temperature, pressure and power produced by each
cylinder must be frequently monitored and adjustment must be done accordingly to
achieve efficient combustion.

6. Performance using NHX programme

6.1. Programme monitoring

Following diagrams are shown by analyzing soft on PC:

 P- θ diagram;
 P-V diagram;
 Pcomp diagram;
 Heat Release diagram;
 Measured Data Report;
 Overlay of P- θ release diagram

6.2. Engine monitoring onboard

Figure 3. Main engine cylinder 1, P-Th and P-V NHX digrams

 Figure 4. Main engine cylinder 1, LogP-LogV and 3D NHX diagrams

Figure 5. Main engine cylinder 1, Pcomp and Heat release NHX diagrams

7. Conclusions

The marker outline is critical to know the ignition in the cylinder and furthermore to
adjust the engine.The chart is taken intermittently from the indicator valve equipped on
he chamber head and burning condition is to be confirmed.The compression pressure
and maximum pressure in the chamber can be assumed from the indicator diagram.
Engine indicator is the gadget used to take the indicator outline, which can be
considered as a 'stethoscope' for diesel engines. Indicator diagrams give the efficiency
of combustion in the cylinder, condition of the running gear, irregularities in fuel
pumping and injection and a lot of things.

References

[1] C. Faitar, Considerații teoretice și practice de optimizare a exploatării sistemelor energetice la un VLCC
de 305000 tdw, Constanța, 2017;
[2] Ltd. Mitsui O.S.K. Lines, MOL Tankship Management (Asia/Europe), Ltd Tanker Safety Management
Office - Ship Energy Efficiency Management Plan, 2017;
[3] https://www.marineinsight.com;
[4] NHXW Electronic Program – Mitsubishi Heavy Industries.
[5] Faităr Cătălin, Iordan Novac - COMPARATIVE ANALISYS OF ENERGY
EFFICIENCY INDICATORS FOR A CRUDE OIL SUPER-TANKER SHIP, Constanta Maritime
University Annals, Year XVII vol 24, Constanta 2016
[6] Faităr Cătălin, Iordan Novac- BASIC ASPECTS AND CONTRIBUTIONS TO THE
OPTIMIZATION OF ENERGY SYSTEMS EXPLOITATION OF A SUPER TANKER SHIP, ModTech
International Conference Modern Technologies in Industrial Engineering 14-17 June 2017, Sibiu,
Romania