Applied Thermal Engineering 20 (2000) 1753±1783

www.elsevier.com/locate/apthermeng

Prediction of marine diesel engine performance under fault

conditions
Dimitrios T. Hountalas*
Internal Combustion Engines Laboratory, Thermal Engineering Section, Mechanical Engineering Department, National
Technical University of Athens, 42 Patission Street, Athens 106 82, Greece
Received 26 July 1999; accepted 2 January 2000

Abstract

The diesel engine, due to its superior eciency when compared to other thermal engines, is widely
used for propulsion of marine vessels. Since in such applications the power concentration is critical,
most marine diesel engines are of the turbocharged type. Turbocharging has a serious e€ect on engine
performance due to the interaction between the turbocharger and the engine. This interaction makes the
detection of engine faults extremely dicult since a speci®c fault a€ects the turbocharger and through it
the engine. For this reason various methods have been proposed for the detection of engine faults. The
present author has in the past presented a method for marine diesel diagnosis by processing measured
engine data using a simulation model. In the present work a completely di€erent approach is followed;
an attempt is made to use a simulation model to predict marine diesel engine performance under various
fault conditions. The method is applied to a newly built vessel powered by a slow speed two stroke
marine diesel engine. Using the engine shop trial data obtained under propeller law the simulation
model constants are determined, using an automatic method that has been developed. The comparison
of results obtained with the data from the ocial shop trials con®rms the accuracy of the model and its
ability to predict almost all operating parameters of the engine. The model is then used to produce
results by simulating various engine faults or faults of its subsystems. From this analysis their impact on
various measurable engine parameters is determined. It is interesting to see that in the case of
turbocharged engines some faults have a di€erent e€ect when compared to naturally aspirated ones.
Also, it is revealed that without the use of modeling in many cases it is relatively dicult to determine
the actual cause for an engine malfunction, since the observed e€ects on engine performance are similar.
The proposed method is promising and assists the engineer to understand the actual e€ect of various
faults on engine performance. Also it can be used as a training tool since it is easy to simulate various

* Tel.: +30-1-772-3474; fax: +30-1-772-3475.

E-mail address: dx1961@central.ntua.gr (D.T. Hountalas).

1359-4311/00/$ - see front matter 7 2000 Elsevier Science Ltd. All rights reserved.
PII: S 1 3 5 9 - 4 3 1 1 ( 0 0 ) 0 0 0 0 6 - 5
1754 D.T. Hountalas / Applied Thermal Engineering 20 (2000) 1753±1783

engine faults, a procedure which is extremely dicult, if not impossible, to perform on the ®eld. 7 2000
Elsevier Science Ltd. All rights reserved.

Keywords: Marine; Diesel engine; Simulation; Fault

Nomenclature

a constant
A area (m2)
b constant
ci constants
Cd discharge coecient
cp speci®c heat capacity under constant pressure (J/kg K)
dinj injector hole diameter (m)
D cylinder bore (m)
Dt turbulent di€usivity (mÿ1)
Ec activation energy (K)
f function
€ fault factor
hc heat transfer coecient (W/m2 K)
I moment of inertia of trapped mass (kg m2)
Kf bulk modulus of fuel compressibility (N/m2)
kis load parameter
lcar characteristic length (m)
L breakup length (m)
m mass (kg)
m_ mass ¯ow rate (kg/s)
N rotational speed (rpm)
P pressure (N/m2)
Q_ volumetric ¯ow rate (m3/s)
r radius (m)
t time (s)
T temperature (K)
Tr torque (Nm)
u velocity (m/s)
u0 turbulent velocity (m/s)
u mean velocity (m/s)
U rotor tip velocity (m/s)
V volume (m3)
W weighting matrix
 D.T. Hountalas / Applied Thermal Engineering 20 (2000) 1753±1783 1755

x penetration (m)
X matrix
Y, Z matrices

Greek symbols
a jet angle (rad)
b matrix
dr equivalent cylinder ring clearance (m)
drp fuel pump piston±cylinder clearance (m)
ds sensitivity coecient
Dhis isentropic speci®c enthalpy rise or drop (m2/s2)
DP pressure di€erence (N/m2)
e air cooler e€ectiveness
et viscous dissipation rate (W/kg)
Zis isentropic eciency
l thermal conductivity (W/m/K)
m dynamic viscosity (kg/m s)
n kinematic viscosity (m2/s)
r density (kg/m3)
s surface tension (N/m)
j engine crank angle (deg)
f ¯ow parameter
Feq equivalence ratio

Subscripts
a air
ac air cooler
b burned
C compressor
cal calculated
cz combustion product zone
del delay
dval delivery valve
e€ e€ective
ex mass to exhaust manifold
exh exhaust
exp experimental
f fuel
fz fresh air zone
g gas
in mass from inlet manifold
inj injector
l liquid
1756 D.T. Hountalas / Applied Thermal Engineering 20 (2000) 1753±1783

mac macromixed
mic micromixed
s swirl
st stoichiometric
T turbine
w wall

Abbreviations
AFR air fuel ratio
CA crank angle
CR compression ratio
DI direct injection
T/C turbocharger
TDC top dead centre

Dimensionless groups
Pr Prandtl number
Re Reynolds number
We Weber number

1. Introduction

The marine diesel engine is a very complicated system due to the existence of the
turbocharger and all the other subsystems. These engines o€er various advantages, among
which are high eciency, high power concentration and long operational lifetime [1,2]. On the
other hand, their large size can cause great diculties in the diagnosis of improper operation.
The entire system is so complicated that in many cases it is almost impossible to predict by
simple analysis the impact of a malfunction on a measurable engine parameter.
Engineers make use of measurable engine parameters to examine the behavior of marine
diesel engines [3±5]. The parameters usually measured, are exhaust gas temperatures and
cylinder pressure diagrams [1,2]. But even after this data is in hand it is extremely dicult in
many cases to identify the cause of the faults since all these parameters may have a similar
e€ect. For this reason in the present work a method is proposed to simulate the e€ect of
various engine faults on engine behavior. The method is based on a simulation model that has
been developed in the past and used as basis for a diagnostic technique [6]. The simulation
model describes the operation of the engine and its subsystems, i.e. the fuel system, the air
intake system, and the exhaust system. In the present work, the simulation model is further
improved to account in a more fundamental way for the mechanisms of fuel air mixing inside
the engine cylinder. Furthermore, a newly developed scavenging model is introduced to
describe the scavenging process of two stroke engines. Using the simulation model, and the
experience obtained from its use for diagnostic purposes [6], it is possible to simulate various
engine faults. In the current work, the e€ect of the following faults are examined: compression
 D.T. Hountalas / Applied Thermal Engineering 20 (2000) 1753±1783 1757

failure, variation of injection timing, injector failure and failure in the components of the gas
exchange mechanism (air cooler, turbine, compressor and exhaust duct).
The method is applied to a newly built vessel powered by a six cylinder slow speed two
stroke diesel engine. For the speci®c engine, data were obtained from the ocial shop trials
and were used to calibrate the model. Having calibrated the model the behavior of the engine
and its subsystem is predicted for the entire engine operating speed range with accuracy.
After calibration, the simulation model is modi®ed to account for various engine faults and
a theoretical investigation is conducted to simulate operation under such conditions. The
condition of the engine and its subsystems are described through the value of various constants
involved in the modeling [6]. The results produced are very encouraging since they reveal the
actual relationship between various malfunctions and the measurable engine parameters. An
important ®nding is that the e€ect of a particular fault on engine behavior is considerably
di€erent in many cases between the turbocharged and the naturally aspirated engine. This is
the result of the e€ect of the T/C on engine performance. The ®ndings of the theoretical
investigation are important since they enable us to distinguish between faults that have similar
e€ects. Also, it is made possible to determine the absolute value of engine parameter variation
caused by a speci®c fault.
Of course, a more detailed investigation is required before we can derive general conclusions
but it seems that the proposed method provides valuable information to the engineer in his
e€ort to understand the operation of his engine. Furthermore, it is revealed that the proposed
method can be used as a tool for the development of a database for various faults. This is
extremely important if we take into consideration the data provided in the user manual for
various engines, describing the most common faults [3±5,7]. Using the simulation model a wide
range of engine faults can be examined, and the process is faster and economical when
compared to various experimental methods.

2. Description of the engine simulation model

2.1. General considerations

As already stated, the basis of the current work is a simulation model that has been
developed in the past, capable of describing a variety of engine con®gurations which pays
special attention to the description of the various engine subsystems [8,9]. The model was
initially used to detect engine faults on the ®eld [6] by processing measured engine data, and
has been modi®ed in the present work to allow for the simulation of engine performance under
normal and fault conditions.
For the present work various improvements have been made to represent in a more
fundamental way the dispersion and mixing of injected fuel inside the combustion chamber.
For this reason the initial two-zone model has been modi®ed to account for the breakup time
of the injected fuel, the jet angle has been considered to be variable and a more detailed
relation has been used to estimate the Sauter mean diameter to account for fuel physical
properties. Furthermore, the e€ect of swirl, which is produced during the intake stroke through
the inlet ports, on the mixing mechanism has been accounted for, and ®nally a new scavenging
1758 D.T. Hountalas / Applied Thermal Engineering 20 (2000) 1753±1783

model has been introduced to simulate the gas exchange process of two stroke marine diesel
engines.
These modi®cations enable us to consider the e€ect of parameters in¯uencing the mixing and
combustion mechanism in a more fundamental way and have made it possible to maintain the
constants involved regardless of engine operating conditions.
In the following paragraphs a description of the simulation model is given, with special
reference to the modi®cations conducted on the existing model.

2.2. Engine cylinder simulation

2.2.1. Heat transfer model

A turbulent kinetic energy viscous dissipation rate k0et model [9,10] is used to determine
the characteristic velocity for the heat transfer calculations. The characteristic velocity for heat
transfer calculations is de®ned as,
ÿ
1=2
ucar ˆ u 2 ‡ u 0 2 …1†
while the heat transfer coecient is given by the following well-proven relation [2,9±13],
l
hc ˆ c Re0:8 Pr0:33 …2†
lcar

2.2.2. Cylinder blowby

Blowby seriously a€ects the compression and combustion expansion pressure diagrams [2,6].
The authors have developed a detailed model [14] to predict the blowby rate. However, for the
present application, the blowby rate is modeled using a simpler approach assuming an
equivalent blowby area between the cylinder rings and the cylinder wall [6,15]. The mass ¯ow
is then calculated using isentropic compressible ¯ow relations. The equivalent blowby area A, is
equal to
A ˆ pDdr …3†
where dr is the equivalent cylinder-ring clearance.

2.2.3. Jet model

As already mentioned the jet formation model has been modi®ed considerably to account for
the physical processes taking place during fuel injection. The initial conditions at the nozzle
exit are obtained from the fuel injection system simulation model, described in the following
paragraphs, and the resulting burning zone is assumed to have the shape of a cone which
penetrates inside the engine cylinder, consuming the surrounding air around it.
In order to estimate the penetration of the fuel jet inside the engine cylinder, the following
expression is used to calculate the velocity along the spray axis [2,16,17],
 
2DP 0:5
u ˆ uinj ˆ 0:39 for x < L
rl
 D.T. Hountalas / Applied Thermal Engineering 20 (2000) 1753±1783 1759
 n
L
u ˆ uinj for xrL …4†
x
where the breakup length is given by the following expression [2,17],
 0:5
r
L ˆ uinj tbreak  c1 l dinj …5†
ra

where c1 is a constant and ra , rl the densities of air and fuel, respectively.

The cone angle is obtained from the following relation [2,16±18],
!0:25
2
d inj ra DP
a ˆ 0:05 …6†
ma2

The e€ect of air swirl upon the jet is also considered for by estimating its a€ect on jet
penetration and cone angle. The corrected penetration and angle of the fuel jet are given by the
following relations [2,17]:
  ÿ1
cs
xs ˆ x 1 ‡ …7†
1 ‡ cs

 
cs
as ˆ a 1 ‡ …8†
1 ‡ cs

where cs is given by,

ua r
cs ˆ …9†
30pN
As observed, due to the existence of swirl, the jet angle increases while the penetration along
the initial direction decreases. But due to the de¯ection of the jet the total distance traveled
increases. Swirl results in an increase in the entrainment rate of air inside the fuel jet, and its
variation with operating conditions is now taken into account.
After impingement on the cylinder walls, the well-tested wall jet theory of Glauert [19] is
used to determine the jet history upon the cylinder walls. Details concerning this mechanism,
together with the analytical expressions, can be found in previous publications [8,9].

2.2.4. Air swirl

The instantaneous swirl ratio cs is obtained from the conservation equation of angular
momentum inside the engine cylinder. During the induction stroke, angular momentum is
continuously added to the engine cylinder, part of which is destroyed due to friction while the
remaining part forms the swirling ¯ow ®eld. The rate at which angular momentum is supplied
to the cylinder [2,20,21] is obtained from the simulation model taking into account the
geometry of the engine intake and exhaust systems (geometry of the intake and exhaust valves
or ports) and the instantaneous velocity of the intake air.
The conservation of angular momentum is given by the following equation,
1760 D.T. Hountalas / Applied Thermal Engineering 20 (2000) 1753±1783
ÿ

d IWp dWp dI
ˆI ‡ Wp ˆ ÿTr …10†
dt dt dt
where Wp is the angular velocity of the air, I is the moment of inertia of the trapped mass, and
Tr is the resultant torque force which acts on the ¯ow ®eld. This is equal to the force due to
friction on the cylinder walls, the piston crown, and the cylinder head. Integrating the previous
equation, throughout the engine cycle, the instantaneous angular velocity of the air inside the
cylinder is calculated.

2.2.5. Air entrainment into the combustion zone

The air entrainment into the burning zone is estimated by its volume change with respect to
time. Therefore, the air entrainment rate into the burning zone before and after impingement is
obtained from,
dmin dVi
ˆr …11†
dt dt

2.2.6. Combustion rate

The injected fuel is divided into groups having the same Sauter mean diameter depending on
their time of entry into the burning zone. The Sauter mean diameter of each group DSM is
obtained from the following semi-empirical expression that has been derived by analyzing
experimental data [22]:

DSM, 1 ˆ 0:38 Re0:25 ÿ0:32

inj Weinj …nl =na †0:37 …rl =ra † ÿ0:47 dinj …12a†

DSM, 2 ˆ 4:12 Re0:12 ÿ0:75

inj Weinj …nl =na †0:54 …rl =ra †0:18 dinj …12b†

where subscripts `1' and `2' denote complete and incomplete sprays, respectively. The Reynolds
and Weber numbers are given by,
2
uinj dinj uinj dinj rl
Reinj ˆ , Weinj ˆ …13†
nl s
The Sauter mean diameter is taken to be the maximum of these two values. In this way we can
account for the e€ect of the fuel's physical properties on combustion which is rather important
in the case of slow speed marine diesel engines using heavy fuel.
The fuel droplets evaporate and the resulting vapor mixes with the surrounding air to form a
combustible mixture. The mixing rate is controlled by turbulent di€usion; the evaporated fuel
and the air entrained are divided into two portions; a macromixed one and a micromixed one
[1,6,9]. The corresponding rates are given by,
m_ fmic ˆ Dt …u†…mfmac ÿ mfmic † …14†

m_ amic ˆ Dt …u†…mamac ÿ mamic † …15†

 D.T. Hountalas / Applied Thermal Engineering 20 (2000) 1753±1783 1761

Dt …u† ˆ amix u …16†

where amix is a constant and u the relative velocity of the burning zone element with respect to
the surrounding air.
Ignition delay is determined from the relation [1,2]
…t
1
Spr ˆ ÿ2:5 ÿ1:04
ÿ
dt ˆ 1 …17†
0 adel P g Feq exp 5000=Tg

where Feq is the local equivalence ratio of the fuel air mixture inside the zone. The constant
adel is calculated from a constants determination procedure [9] and characterizes the ignition
quality of the fuel; thus it is related to its cetane number.
The combustion rate of fuel is modeled using an Arrhenius type equation of the form
[1,2,23],
 
mfmic ÿ mfb ÿEc =T
mfb ˆ Kb e PO2 , if …AFR † > …AFR †st
T 0:5
 
mfmic ÿ mfb ÿEc =T
mfb ˆ Kb e P O2 , if …AFR †R…AFR †st …18†
…AFR †st T 0:5

where Kb is a constant, Ec the reduced activation energy (K), AFR the air fuel ratio, and PO2
the partial pressure of oxygen inside the zone.

2.3. Inlet and exhaust system-scavenging model

The ®lling±emptying method [2,15,24,25] is used to estimate the pressure±temperature versus

time history in the two manifolds (inlet-exhaust). The method gives very good results for
constant pressure turbocharging systems [24,25] that are widely used in large-scale marine
diesel engines. The mass ¯ow rate through the turbine nozzle is calculated using isentropic ¯ow
relations and the e€ective area Ae€ of the turbine nozzle.
Since in the present work the investigation is concentrated on two stroke turbocharged
marine engines, where the scavenging period is critical, the need for introducing a scavenging
model is obvious. For this reason a new two-zone scavenging model developed by the author is
used. During gas exchange, the cylinder contents are divided into two parts: one consisting
only of fresh entrained air, and a second one consisting of combustion products from the
previous cycle and fresh entrained air. During scavenging, part of the intake air escapes
directly into the exhaust manifold (short-circuiting) reducing the exhaust gas temperature
considerably [2].
Let us assume that dma, in is the amount of air entering the cylinder at a certain time during
intake, one part dma, ex escapes to the exhaust manifold directly, while the remaining one enters
the fresh air and combustion products zone. These amounts are given by the following two
relations,
ÿ

dma, fz ˆ dma, in ÿ dma, ex …1 ÿ C1scav † …19†
1762 D.T. Hountalas / Applied Thermal Engineering 20 (2000) 1753±1783
ÿ

dma, cz ˆ dma, in ÿ dma, ex C1scav …20†

One the other hand if dmg, ex is the total amount of exhausted cylinder mass moving towards
the exhaust manifold; this is taken partially from the fresh air and partially from the
combustion products. Thus, the amounts of gas mass taken by the two zones are given from
the following relations,
ÿ

dmg, fz ˆ dmg, ex ÿ dma, ex C2scav …21†

ÿ

dmg, cz ˆ dmg, ex ÿ dma, ex …1 ÿ C2scav † …22†

where in the previous expressions C1scav and C2scav are the constants of the scavenging model.
At the end of the scavenging process perfect mixing between the two zones is assumed,
resulting in only one zone which is a mixture of fresh entrained air and combustion products
from the previous cycle.

2.4. The fuel injection system

A detailed simulation model has been developed in the past for the operation of the fuel
injection system [26]. In the present work a newly developed simpler model is used which is
suitable for performance calculations [27]. In this model the following control volumes are
considered:
. high pressure pump chamber (1);
. delivery valve chamber (2);
. delivery pipe from pump to injector (3);
. injector (4)
The fuel is considered to be compressible having a compressibility de®ned by the following
function,
dPj
Kf ˆ ÿVj …23†
dVj

The simulation of each control volume is accomplished by considering the previous equation
and the incoming and outgoing volume ¯ow rates, obtaining thus the following relation [26],
 
dPj Kf dVj _
ˆ ÿ Qtj …24†
dt Vj dt

where Q_ tj ˆ SQ_ j is the total net volume ¯ow rate into the control volume and dVj =dt is the rate
of its volume change. The volumetric ¯ow rate through ori®ces, various openings or ports is
given by the formula,
!0:5
2DP
Q_ j ˆ Aj Cdj
j
…25†
rj
 D.T. Hountalas / Applied Thermal Engineering 20 (2000) 1753±1783 1763

where j is the corresponding volume. The delivery valve is modeled in a rather simple way that
has been found to give relatively accurate results for engine performance prediction. It is
considered as a check valve allowing the fuel to ¯ow only from the delivery chamber to the
fuel pipe. The injector is modeled in a similar way to a check valve, allowing fuel to ¯ow
towards the combustion chamber only when the pressure exceeds its opening pressure.
The pressure estimation in control volumes 1, 2, and 4 is a relatively simple task when
compared to the pressure estimation problem in the connecting pipeline. To solve the unsteady
¯ow equations inside the tube, use is made of the two basic principles of mass continuity and
momentum conservation, and the corresponding di€erential equations are solved using the
method of characteristics [26].

2.5. Turbocharger

As we have come to know from practice, it is usually dicult to obtain characteristic charts
for the compressor and the turbine especially for existing engines. To overcome the problem,
the method of operation similarity [15,28] is used from which we manage to reproduce the
charts from existing experimental data. The method is ecient for engine loads in the range of
40±100% and is as follows: we calculate, using a least squares method, the constants of
polynomial curves by ®tting the following functions,
ZisC ˆ f1 …f† …26†

ZisT ˆ f2 …f† …27†

kis ˆ f3 …f† ˆ Dhis =U 2 …28†

where f ˆ m=…rAU † is the ¯ow coecient.
The data required for the calculation of the turbine and compressor characteristic maps in
the above form are,
(a) pressure before and after the compressor;
(b) pressure before and after the turbine;
(c) air temperature before and after the compressor;
(d) exhaust gas temperature before and after the turbine;
(e) rotational speed of the turbocharger.
In the present application these data are obtained from the ocial engine shop trials.

2.6. Air cooler

The air cooler is modeled in a rather simple way compared to the turbocharger, based on
experimental data from the engine shop trials. The pressure drop and the e€ectiveness are
given as functions of the mass ¯ow rate through it [6,15,25] as follows,
e ˆ 1 ÿ bm_ 2 …29†
1764 D.T. Hountalas / Applied Thermal Engineering 20 (2000) 1753±1783

DPac ˆ aac m_ 2 …30†

where e is the e€ectiveness de®ned as,
Ta, in ÿ Ta, out
eˆ …31†
Ta, in ÿ Tc, in
and subscripts `a, c, in, out' denote respectively: air, cooling medium, inlet and outlet from air
cooler. Constants aac and b are determined from a constant determination procedure described
later. The mass ¯ow rate of air is calculated from the engine simulation model using the
measured data mentioned above.

2.7. Exhaust duct

The exhaust backpressure beyond the turbine, at the exhaust ductm is expressed in a way
similar to the pressure drop at the air cooler. Thus, the backpressure at the turbine exit is
given by [15],
DPexh ˆ aexh m_ 2 …32†
Constant aexh is estimated from the constants determination procedure using the exhaust
backpressure values reported in the engine shop trials.

3. Model calibration

As revealed from the previous paragraphs there are a number of constants involved in the
simulation of the engine and its subsystems. These constants are related to the condition of the
various engine subsystems and have to be determined before the simulation model can be used
to predict engine performance under fault conditions. The relation between engine constants
and the condition of various engine subsystems and measurable engine performance data is
determined from a sensitivity analysis which is described later.
In the current paragraph the method that we have developed for their estimation is
described. The method is completely automatic and is based on the use of measurable engine
parameters obtained from engine shop trials. All constants are determined so that the
computational values of various parameters, Y cal , obtained from the simulation model match
with reasonable accuracy the measured ones, Y exp :
Assume that the number of constants to be determined is j, while the available number of
measured values is i. A least squares method is used, aiming to minimize the following
function,
ÿ
Xÿ
2
ferr b1, 2, ..., j ˆ Y exp, i ÿ Y cal, i …33†
i

where Y exp and Y cal are the matrices of the experimental and calculated values, respectively.
The problem is thus reduced to the minimization of the sum of squares function ferr which is
 D.T. Hountalas / Applied Thermal Engineering 20 (2000) 1753±1783 1765

non-linear in parameters [29,30]. The algorithm for the solution has as follows,
 
k T…k † …k †
bk‡1 k
ˆb ‡Z X Y exp ÿ Y cal where Z ÿ1…k †  XT…k † WX …k † …34†

In this relation b represents the constants or parameters vector to be determined, k is the

iteration number, X is the sensitivity matrix de®ned by,
2 3
@Y1, cal @Y1, cal
2 3 6

X11
X1j 6 @b1 @bj 7 7
6 7
X ˆ 4


5 ˆ 6


7 …35†
6 @Y @Yi, cal 7
Xi1
Xij 4 i, cal 5


@b1 @bj

and W is a weighting matrix de®ned in a way that takes into account the importance of each
parameter by either including or excluding it from the current calculation step (values 1 and 0,
respectively).

4. Results of the sensitivity analysis

Before we apply the previous method for constant determination, it is required to determine
the relation between the constants and the measurable engine parameters. For this purpose a
sensitivity analysis is conducted using the simulation model. This is accomplished by varying
the value of each constant bj by dbj and determining the corresponding e€ect on each
measured output value Yexp, i : The sensitivity coecient is then obtained from the following
relation [29,30],
dbj
dsj, i ˆ …36†
dYexp, i

Applying the previous procedure on the various engine components we have determined the
basic relations between the model constants and the various engine parameters.

4.1. Engine cylinder

Constants c, dr and CR a€ect strongly the compression diagram. Their values are
determined so that the calculated cylinder compression part of the pressure diagram matches
accurately with the measured one.
Constant adel is related to the ignition delay period and thus fuel quality (cetane number),
constant amix is related to the maximum combustion pressure and reveals the injector
atomization quality while constant Kb is related to the rate of pressure rise during the initial
part of combustion.
1766 D.T. Hountalas / Applied Thermal Engineering 20 (2000) 1753±1783

4.2. Fuel injection system

The high-pressure pump piston±cylinder clearance, drp is related to the initial rate of
pressure rise in the fuel pipe which a€ects the dynamic injection delay period. The injector
e€ective ¯ow area, Ainj , is related to the amount of fuel delivered per pump stroke at the
current fuel rack position and with the fuel pipe pressure pro®le. Finally the delivery valve
leakage area, Adval is related to the residual pressure in the fuel pipe.

4.3. Turbocharger, air cooler and exhaust duct

Constants aac and b are determined so that the calculated pressure losses and air cooler
e€ectiveness match the measured ones, while constant Aeff is determined in order to have the
mean pressure before the turbine equal to the experimental one. Finally constant aexh is
estimated to match the measured exhaust backpressure values.
The condition of the engine cylinder and any subsystem Ð turbocharger, air cooler and
exhaust duct Ð is described through the absolute value of these constants.

5. Application to a large scale marine diesel engine

The proposed method for estimation of marine diesel engine performance under fault
condition is applied to a large scale two stroke turbocharged marine diesel engine used to
power a commercial newly built tanker. The engine measurements were taken during the ®rst
trip in the area of Greece to estimate the simulation model's ability to predict accurately the
heat release rate mechanism [13] using the measured cylinder pressure diagram. This
comparison is essential since the data reported in the ocial shop trials are global (i.e. mean
pressures and temperatures).
In the ocial engine shop trials, data are given concerning engine operation at ®ve di€erent
engine speeds ranging from 72.2 to 93.9 rpm that correspond to 50% and 110% load,
respectively, under propeller law.
The main operating data provided to the simulation model in order to produce the engine
output are: engine speed, fuel rack position, ambient conditions and cooling water inlet
temperature. The speci®c engine has a variable injection timing (VIT), which is given in Table 1

Table 1
Variation of engine injection timing

Engine speed (rpm) Load (%) VIT index, deg (ÿBTDC/+ATDC)

72.2 50 ÿ1
82.8 75 ÿ3
86.3 85 ÿ3
91.0 100 ÿ1
93.9 110 +1
 D.T. Hountalas / Applied Thermal Engineering 20 (2000) 1753±1783 1767

as VIT index. The mass ¯ow rate of injected fuel is calculated from the relevant model [27]
using the fuel rack position, while the injection timing is estimated taking into account the VIT
index value given in Table 1.
At this point we must state that all temperatures given in the shop trials due to the sensors
used, are time-averaged ones. For this reason all computed values are time averaged ones given
by,
… 360
Tg dj
Tg, mean ˆ 0 …37†
360
Table 2 shows the basic data of the engine under question, while Table 3 gives the engine shop
trial data in tabular form.

6. Investigation of the simulation model's ability to describe normal engine performance

Before we provide data concerning engine behavior under fault conditions, it is necessary to
examine the simulation model's ability to predict engine performance accurately. For this
reason Fig. 1 shows a comparison of the engine performance; map obtained from the
simulation model against the one obtained from the data reported in the ocial shop trials.
These results have been obtained using the constants determined from the previously described
constants determination procedure. These constants have been determined using the measured
data at 91.0 rpm (100% load) and have then been kept the same. Up to now these constants
were calculated using measured data from the entire engine operating range to ensure that the
model predicts adequately the e€ect of the various operating conditions. In the present model
this diculty has been overcome through improvement of the mixing and combustion model
that enables us to consider the e€ect of operating conditions on engine performance.
Furthermore, the model can be used as a predicting tool since only one engine operating point
is required for calibrating its constants.
From Fig. 1 it is obvious that the simulation model manages to predict the behavior of the
engine and its subsystems such as the air cooler, turbine and the compressor accurately
throughout its entire operating speed range. The prediction of temperatures for both the inlet
and the exhaust system is especially important if we take into account the very complex nature

Table 2
Main engine data

Type: MAN-MC706S 6Cyl

Cylinder bore 700 mm
Stroke 2674 mm
Connecting rod length 3038 mm
CR 17.9
Number of turbochargers 2
Number of air coolers 2
1768 D.T. Hountalas / Applied Thermal Engineering 20 (2000) 1753±1783

Table 3
Engine shop trial data

Speed Power Pmax Pcomp Pscav Pexh Tcyl Ttin Ttout T/C rev Tain Taout DPcool DPfilt DPexh
(rpm) (PS) (bar) (bar) (bar) (bar) (8C) (8C) (8C) (rpm) (8C) (8C) (Pa) (Pa) (Pa)

72.2 11495.2 100.9 127.5 1.94 1.87 288.6 304.9 237.5 9252.7 79.9 13.9 605 50 798
82.8 17251.2 134.8 123.2 2.71 2.57 298.7 333.6 213.0 11232.1 135.1 19.5 749 136 1551
86.3 19512.3 139.6 124.0 3.03 2.88 313.9 354.1 230.8 11964.7 156.7 23.8 796 166 1986
91.0 22830.1 141.0 126.7 3.52 3.36 343.8 390.1 274.9 13010.1 188.2 31.5 858 206 2716
93.9 25038.0 139.0 129.4 3.86 3.70 367.5 417.2 313.8 13690.0 209.1 37.4 895 231 3249

Fig. 1. Comparison between calculated and measured engine operating chart.

 D.T. Hountalas / Applied Thermal Engineering 20 (2000) 1753±1783 1769

of the gas exchange mechanism in two stroke turbocharged engines because of the scavenging
process [1,2]. Also the simulation model predicts the increase of exhaust gas temperature from
the exhaust ports to the turbine inlet. The exhaust gas temperature after the port is calculated
from the relation,
ug2
Texh, c ˆ Texh ÿ …38†
2Cp

where Texh is the cylinder gas temperature and ug is the velocity of the gas at the port exit.
Finally Fig. 2 shows the comparison between the calculated and measured cylinder pressure
diagrams at 90.9 rpm engine speed. As shown the agreement between the measured and the
calculated pressure is good, con®rming the ability of the model to predict with accuracy the
heat release rate mechanism inside the engine cylinder.

7. De®nition of an engine fault using the simulation model

As already mentioned the main purpose of the present work is to use the developed
simulation model to examine engine performance under fault conditions. For this reason, it is
necessary to describe how an engine fault is described when using the simulation model.
In the previous section referring to the estimation of the simulation model constants, the
relation was determined between various constants and engine parameters. These constants, as
already mentioned, describe the condition of the various engine components. Since it is not
possible in the present work to examine all types of faults an e€ort is made to describe only
the most common ones.

Fig. 2. Calculated and measured (at sea) cylinder pressure diagrams at 90.9 rpm engine speed.
1770 D.T. Hountalas / Applied Thermal Engineering 20 (2000) 1753±1783

The main faults examined in the present are:

. Compression fault is described either as a variation of CR or dr: In the present analysis the
e€ect of CR is examined. The normal value of CR is given by CRn while the one at fault
condition as CRf ˆ ff=100 CRn …70% < ff < 100%). The variation of CR can be caused by
deposits inside the engine cylinder, replacement of engine parts and by replacement of the
cylinder head gasket.
. Injector fault is expressed as a variation of the constant amix , amix , f ˆ ff=100 amix,n
…70% < ff < 100%). Injector fault can be caused by needle wear, injector hole blocking,
injector opening pressure variation or due to various other reasons.
. Injection timing error is the increase (+) or decrease (ÿ) of injection timing in degrees of
engine crank angle and expresses injection timing error. Injection timing can be varied by
fuel cam wear, roller wear, and improper relative angle between fuel cam shaft and engine
shaft.
. Air cooler eciency fault is described by the reduction in air cooler e€ectiveness (variation of
constant b ), ef ˆ ff=100 en …70% < ff < 100%). The reduction in air cooler eciency can be
caused mainly by reduction of the heat exchange area, corrosion and various other reasons.
. Air cooler excessive pressure drop is expressed by the variation of the constant aac , aac , f ˆ
100=ff  aac,n …6:5% < ff < 100%). Excessive pressure drop is mainly the result of air cooler
blocking from deposits and other pollutants.
. Turbine fault is expressed by the reduction in turbine isentropic eciency, ZisT , f ˆ
ff=100 ZisT,n …70% < ff < 100%). The reduction in turbine isentropic eciency is caused
mainly by variation of blade geometry due to pollution or wear.
. Compressor fault is expressed by the reduction in compressor isentropic eciency, ZisC , f ˆ
ff=100 ZisC,n …70% < ff < 100%). The reduction in compressor isentropic eciency is mainly
caused by changes in geometry.
. Turbine inlet nozzle e€ective area change is expressed by the change of turbine nozzle inlet
e€ective area, Aexh , f ˆ ff=100 Aexh,n …80% < ff < 120%). The decrease of e€ective ¯ow area
is caused mainly by pollution while the increase is caused by excessive clearances because of
wear.
. Exhaust port fault is the reduction in exhaust port area, Aport , f ˆ ff=100 Aport,n
…50% < ff < 100%). This reduction is caused by pollution of the exhaust ports through
combustion products.
. Exhaust pipe fault is expressed by the variation of the constant aexh , aexh , f ˆ 100=ff  aexh,n
…6:5% < ff < 100%). Again this reduction is caused by pollution caused by the exhaust gas
¯owing through the exhaust duct.
Thus, from here the condition of each subsystem is expressed through the value of the
parameter €. At this point we must make it clear that in the present work when we consider
fault in a cylinder it is assumed that the same fault occurs in all engine cylinders. This is
important since the behavior of the engine and its subsystems is quite di€erent when the fault
is in a single cylinder only. The di€erence results from the interaction between the engine and
the T/C. But due to the limited space available in the present work this comparison will be
given in a future communication.
 D.T. Hountalas / Applied Thermal Engineering 20 (2000) 1753±1783 1771

8. Analysis of engine performance under fault conditions

In the present paper results are given concerning the e€ect of each fault, expressed through
the value of the parameter € on engine performance at 100% load (91 rpm speed at propeller
law-nominal speed). We provide information only for this case since it is extremely dicult to
gather data for the entire engine operating speed range within the limited scope of the present
work. The values of all parameters are given as variations (on a percentage basis) from their
value under normal operation.
In most cases examined in the next paragraphs, a relatively high increase of exhaust gas
temperatures is present. This increase is very important since it limits the power output of the
engine. Thus, even though in some cases the eciency of the engine and its power output may
not be seriously a€ected, the engine cannot operate under such conditions for a long period of
time. For this reason the calculated power output is not realistic since it will cause problems
for the engine and its components. The reduction of power output depends on the design of
the engine and on the maximum temperature limits set by the manufacturer.

8.1. Performance under compression fault

Fig. 3 shows the variation of the main engine parameters as a function of CR reduction. The
CR is varied from 100% to 70%. This reduction in some cases may not be realistic (taking
into account the ignition problem of injected fuel) [1,2] but due to the theoretical feature of the
analysis it was decided to examine it.
As shown in Fig. 3 the reduction of the compression condition of the engine through the
decrease of CR results in a decrease in power output of the engine and an increase in speci®c
fuel consumption. Furthermore, it results in a strong decrease in maximum combustion
pressure and a moderate increase in exhaust gas temperatures. Concerning the operation of the
T/C it is observed that the scavenging pressure and turbine speed are increased due to the
higher energy of the exhaust gas caused by poor expansion as a result of the CR decrease. This
results in a lower than expected decrease in the maximum combustion pressure and prevents a
sharp increase in exhaust gas temperature, as would occur in the case of naturally aspirated
engines.
The decrease of CR in practice may result, as already mentioned, from the variation of the
engine dead volume due to an increase in gasket thickness or variations of the cylinder
geometry caused by replacement of the shims at the connecting rod joint. Currently the
decrease in the engine compression condition due to the increase in equivalent cylinder-ring
clearance is being investigated. But this is more complicated due to the variation of the mass of
the gas inside the engine cylinder [14]; results will be provided separately in a future
communication.

8.2. Performance under injector fault

As known from the literature [1,2], the fuel injection system, and especially the injector, have
a serious e€ect on the combustion mechanism and speci®cally on the rate of combustion. In
the present analysis a reduction of injector fuel dispersion quality, up to 30%, is examined.
1772 D.T. Hountalas / Applied Thermal Engineering 20 (2000) 1753±1783

The results obtained are given in Fig. 4. Fig. 4 reveals that the injection quality a€ects almost
all operating parameters of the engine. The strongest e€ect is on the engine power output,
which is decreased, on the speci®c fuel consumption, which is greatly increased, and on the
maximum combustion pressure, which decreases. Furthermore, an increase in the exhaust gas
temperature value is observed, which is not as high as expected due to the increase in the
scavenging air pressure. Taking into account the results given in the previous paragraph, the
e€ect of injector failure is in general similar to that caused by the reduction in CR. This makes
the distinction between injector fault and CR variation dicult, when using only some of the
overall engine operating parameters. Injector failure has a smaller e€ect on maximum
combustion pressure due to the parallel increase in boost air pressure, and a greater one on
power output and speci®c fuel consumption when compared with CR reduction.
The results given in the present work concern simultaneous fault of all engine cylinders. This
must be kept in mind since if we have of only one injector failure the exhaust gas temperature
of the relevant cylinder will increase sharply as in naturally aspirated engines, since the

Fig. 3. Engine output variation under conditions of reduced compression ability.

 D.T. Hountalas / Applied Thermal Engineering 20 (2000) 1753±1783 1773

scavenging air pressure will remain practically the same. Also, the maximum combustion
pressure will follow a sharper slope (decreasing).

8.3. Performance under injection timing error

It is well known that injection timing has a strong e€ect on engine performance [1,2]. In
naturally aspirated engines the e€ect is straightforward. An increase of injection timing results
usually to an increase of eciency, increase of maximum combustion pressure and a decrease
of exhaust gas temperature. These variations are observed up to a certain increase of injection
timing [1,2]. On the other hand a decrease of injection timing causes the opposite e€ects.
As observed in Fig. 5 the increase of injection timing results to a sharp increase of maximum
combustion pressure, a serious reduction of speci®c fuel consumption and a reduction of the
scavenging pressure due to the better expansion of the working gas. As shown in Fig. 5 the
variation of injection timing causes a variation of the scavenging air pressure towards the
opposite direction a€ecting the mass ¯ow rate of air accordingly. Taking this into account it

Fig. 4. Engine output variation under conditions of reduced injector operation.

1774 D.T. Hountalas / Applied Thermal Engineering 20 (2000) 1753±1783

explains the lower than expected e€ect of injection timing on the exhaust gas temperature
value, which is an important ®nding from the theoretical analysis. As already mentioned, these
results correspond to an injection timing variation of all engine cylinders at exactly the same
value. If we have an error in the injection timing of one cylinder only, the impact on the
cylinder exhaust gas temperature is more intense as in naturally aspirated engines.

8.4. Failure of air intake system

In the present section we examine the e€ect of the intake air system main components
condition, including the e€ect of reduced compressor isentropic eciency, the reduction of air
cooler e€ectiveness and higher air cooler pressure drop.

8.4.1. Compressor fault

The compressor isentropic eciency was decreased by up to 30%. The results from the
analysis are given in Fig. 6(a). As shown there is a sharp decrease of scavenging air pressure,

Fig. 5. Predicted engine performance variation at injection timing error.

 D.T. Hountalas / Applied Thermal Engineering 20 (2000) 1753±1783
Fig. 6. (a) Engine output variation at conditions of T/C compressor fault. (b) Engine output variation at conditions of reduced air cooler
e€ectiveness. (c) Engine output variation at increased air cooler pressure drop.

1775
1776 D.T. Hountalas / Applied Thermal Engineering 20 (2000) 1753±1783

Fig. 6 (continued).
 D.T. Hountalas / Applied Thermal Engineering 20 (2000) 1753±1783 1777

which results in a decrease of maximum combustion pressure and to an increase of the speci®c
fuel consumption of the engine. It is also observed that the lower scavenging air pressure,
which a€ects the mass ¯ow rate of air through the engine, leads to a sharp increase of the
exhaust gas temperature level especially at the turbine exit. This increase limits, seriously the
power output of the engine.

8.4.2. Air cooler e€ectiveness decrease

The air cooler e€ectiveness has been reduced up to 30%. Fig. 6(b) shows that the reduction
of the air cooler e€ectiveness causes a serious increase of the scavenging air temperature, which
causes a rise in the engine exhaust gas temperature. This rise is not as sharp as expected due to
the simultaneous rise of the scavenging air pressure. Also there are an increase of speci®c fuel
consumption and a very small increase in the maximum combustion pressure.

8.4.3. Air cooler pressure drop increase

The e€ect of air cooler pressure drop increase on engine performance is reported here. We
have considered values of € up to 6.5% of the normal value. The results are given in Fig. 6(c)
where it is seen that the e€ect on engine performance becomes important only when the value
of constant € becomes lower than 40%. This observation is important revealing that a normal
increase of pressure drop at the air cooler is not signi®cant (due to its relatively low absolute
value), but when this increase becomes signi®cant the e€ect is sharp and a€ects engine
performance.
For values of € lower than 30% the pressure drop increases considerably and from this
point we observe a sudden decrease of scavenging air pressure resulting to an increase of
exhaust gas temperature, which is partially compensated by the decrease of air temperature
after the air cooler. Furthermore, a decrease of maximum combustion pressure and an increase
of speci®c fuel consumption is experienced. This is in accordance with data provided in
manufacturer engine manuals where usually is given an upper limit of maximum pressure drop
only.

8.5. Exhaust system fault

In the present section the e€ect of the exhaust gas system condition on engine performance
is examined. The current analysis considers the e€ect of, turbine eciency reduction, exhaust
port area decrease, turbine nozzle area increase or decrease and exhaust duct pollution.

8.5.1. Reduction of turbine isentropic eciency

The turbine isentropic eciency has been reduced up to 30% and the resulting e€ect on
engine performance has been examined. Observing Fig. 7(a), a strong increase of the exhaust
gas temperature at all points is revealed, and especially after the turbine as expected. Also a
sharp reduction of the scavenging air pressure level is observed. This results in a decrease of
the maximum combustion pressure and an increase of the exhaust gas temperature at the
cylinder exit and before the turbine. Finally, it is observed an increase of the speci®c fuel
consumption of the engine and a decrease of the power output. It must be kept in mind that
 1778
D.T. Hountalas / Applied Thermal Engineering 20 (2000) 1753±1783
Fig. 7. (a) Engine performance variation under T/C turbine fault. (b) Engine performance change under turbine nozzle e€ective area decrease or
increase. (c) Engine performance change under exhaust port fault. (d) Engine performance change under exhaust pipe fault.
D.T. Hountalas / Applied Thermal Engineering 20 (2000) 1753±1783 1779

Fig. 7 (continued).
1780 D.T. Hountalas / Applied Thermal Engineering 20 (2000) 1753±1783

the serious increase of the exhaust gas temperature reduces the maximum allowable power
output of the engine, since the results given here did not take this into consideration.
At this point it is interesting to compare Figs. 6(a) and 7(a). From this comparison it is
observed that the e€ects of compressor failure or turbine failure are similar. Di€erences are
observed in the air temperature drop across the air cooler, which in the current case is
considerably lower and in the temperature after the turbine, the increase of which is sharper in
the present case. Thus, the simulation model reveals that the distinction of the type of fault in
this case is dicult when using overall engine data only.

8.5.2. Reduction/increase of turbine nozzle area

A relatively common problem in marine diesel engines is the deposition on the turbine inlet
nozzle resulting from the low quality fuel which causes the decrease in ¯ow. In some cases we
may also have an increase of this area due to changes in geometry (clearance increase). For
this reason present analysis examined the e€ect of turbine inlet nozzle area variation,
approximately 20%, around the normal value (from 80% to 120% of normal area).
The results are given in Fig. 7(b). As revealed the decrease of nozzle area results in a sharp
increase of exhaust manifold pressure accompanied by an increase of scavenging pressure. The
di€erential pressure between the two manifolds decreases with the reduction of turbine inlet
nozzle area and this can result in compressor surging. Also the reduction of turbine inlet nozzle
area causes an increase of exhaust gas temperature, which is not as strong as expected, since it
is partially compensated by the increased scavenging pressure. It is important to see that the
temperature before the turbine rises with nozzle area decrease with a continuously increasing
rate. Also it is found that the maximum combustion pressure increases with decrease of nozzle
area, while the speci®c fuel consumption of the engine slightly decreased. But this variation will
change towards the opposite direction if the turbine inlet nozzle area decreased further.
On the other hand, the increase of e€ective nozzle ¯ow area results in a decrease of
scavenging air pressure and a slight decrease of exhaust gas temperature after the cylinder and
before the turbine, while after the turbine the temperature is increased. The maximum
combustion pressure is decreased while the speci®c fuel consumption is slightly increased.
It is also interesting to see that the air cooler outlet air temperature decreases with the
decrease of the turbine area, while towards the other direction (nozzle are increase) it initially
increases and then decreases. This is the result of the variation of mass ¯ow rate of air through
the air cooler.

8.5.3. Reduction of exhaust port area

In the present analysis the e€ect of reduced exhaust port area on engine performance is
studied. A reduction up to 50% has been considered. As revealed by Fig. 7(c) we have mainly
an increase of the di€erential pressure di€erence between the two manifolds, inlet and exhaust.
The inlet manifold pressure remains almost unchanged (slightly increasing) while the exhaust
manifold pressure decreases. Also a serious increase of exhaust gas temperature is observed
and especially at the turbine exit which will limit the power output of the engine. This increase
is not linear but it becomes very sharp after a 30% reduction of exhaust port area. The
increase of turbine inlet exhaust gas temperature is mainly the result of the poor scavenging
 D.T. Hountalas / Applied Thermal Engineering 20 (2000) 1753±1783 1781

eciency caused by the restriction at the exhaust ports while the one at the turbine exit is the
result of the reduced manifold pressure, which e€ects the turbine isentropic eciency.
Also we observe a strong decrease of the air outlet temperature from the air cooler, which is
the result of the reduced air mass ¯ow rate due to the reduced port area. Finally an increase of
speci®c fuel consumption is noticed while the maximum combustion pressure remains almost
unchanged.

8.5.4. Pollution of exhaust duct

Finally it is examined in the present work the e€ect of exhaust duct pollution on engine
behavior. Values of € up to 20.0% have been examined. From the results given in Fig. 7(d), it
is observed that values of € up to 70% do not a€ect engine performance seriously. From this
point, a further decrease causes a reduction of the scavenging air pressure, which results in a
higher exhaust gas temperature, especially after the turbine, lower combustion pressures and a
slight increase of speci®c fuel consumption. The most important ®nding is that all these take
place at relatively high values of ¯ow area reduction (related to the value of constant aexh ).
This is in accordance with engine manufacturer data, which give usually upper limits for the
backpressure value that are considerably higher than the normal values.

9. Conclusions

In the present work a method to predict large-scale slow speed marine diesel engine
operation under fault conditions has been presented. The method is based on a general
simulation model initially developed for direct injection diesel engines and modi®ed for large-
scale marine diesel engines. Using the model, a series of faults for both the main engine and its
subsystems have been examined.
The method has been applied to a two stroke slow speed six cylinder marine engine used to
power a newly build vessel. The various model constants have been determined making use of
available engine operating data taken from the ocial shop trials. From the comparison of
calculated results obtained from the model with shop trial data, its ability to predict engine
behavior accurately is con®rmed. The model manages to predict the behavior of the various
engine subsystems as well, while the most encouraging is its ability to predict adequately the
exhaust gas temperature, which is generally recognized to be one of the most dicult engine
parameters to predict.
The simulation model after validation is used to predict engine behavior under fault
conditions. Namely it has been examined the e€ect of compression failure (through the
reduction of CR), injector failure, injection timing error, failure of compressor, turbine, air
cooler and pollution of the turbine inlet nozzle and exhaust duct on engine performance. From
the analysis it is revealed that the e€ect of various faults on turbocharged large-scale marine
engine performance is quite di€erent from the one expected for naturally aspirated ones. This
results from the interaction between the engine and turbocharger.
Engine eciency is mainly a€ected by, CR change, injector failure, T/C failure and injection
timing. On the other hand the maximum combustion pressure is a€ected by all parameters
a€ecting the boost pressure level and the burning rate of injected fuel.
1782 D.T. Hountalas / Applied Thermal Engineering 20 (2000) 1753±1783

A serious increase of scavenging air pressure is observed with retarded injection timing,
lower CR and faulty injector. This in turn reduces the e€ect of these parameters on the exhaust
gas temperature level. From the simulation model it is revealed that the main reason for
exhaust gas temperature increase is the reduction of air mass ¯ow rate through the engine.
Also it is interesting to see that air cooler, exhaust port, exhaust duct and turbine inlet nozzle
¯ow area reduction a€ect the exhaust gas temperature level in an exponential matter. Thus, the
problem becomes severe only after a certain degree of fouling of the corresponding engine
element.
Furthermore, it is observed that various faults may cause the same overall e€ect on the
engine. The simulation model provides valuable information in this direction making it possible
to distinguish various faults and to develop a database concerning their e€ect on engine
performance. This process is extremely faster and has a lower cost compared to experimental
methods used by various manufacturers. Of course the proposed method requires further
development and application on a greater number of marine engines before general conclusions
can be derived. But in any case we believe that its importance in the ®eld of marine diesel
engines is clearly demonstrated. Furthermore, since the simulation model used in the present
work is a general one, the proposed method can also be extended to other types of heavy-duty
diesel engines.

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