RESEARCH ARTICLE | OCTOBER 29 2018

Fundamental investigations of marine engines

turbochargers diagnostic with use acceleration vibration
signals 
Jan Monieta

AIP Conf. Proc. 2029, 020044 (2018)

https://doi.org/10.1063/1.5066506

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 Fundamental Investigations Of Marine Engines
Turbochargers Diagnostic With Use Acceleration Vibration
Signals
Jan Monieta

Maritime University of Szczecin, ul. Wały Chrobrego 12, 70-500 Szczecin, Poland

j.monieta@am.szczecin.pl

Abstract. Supervision of technical state is often limited to the thermodynamic parameters, so there are happening gradual
and sudden failures to leading a state of unfitness of the entire piston combustion engine. The article presents the results
of principal diagnostics investigations of turbochargers carried out in laboratory and ships conditions of three types of
four-stroke engines. In the preliminary investigations were aimed at choice of used work and residual processes, places of
the locations of sensors, domain of signal analysis and diagnostic symptoms. In assessing diagnostic symptoms were
checked for that sensitiveness to engine load, and the selected simulated technical states determined from reliability
investigations. Selected vibration and thermodynamic processes were examined. Selected diagnostic symptoms and
measures in preliminary examinations proved to be sensitive to the proposed locations of sensors, types and domains

16 October 2023 10:37:26

signals analyzes. Applied diagnostic symptoms in investigations have proven to be sensitive to the simulated
nondestructive changes in the technical state in principal research. Some of thermodynamic symptoms and the
acceleration vibration processes were recognized interesting too.

INTRODUCTION
A turbocharger is an essential part of most modern diesel engines. From the condition of the engine boost system
elements depends on the filling of the cylinders filling. Centrifugal compressors are a key piece of equipment for
modern marine propulsion plants. It allows increase of engine power density through the downsizing concept,
control of exhaust emissions and reducing fuel consumption [1].
Turbocharged slow speed two stroke self ignition engines are among the most efficient thermal power plants,
with thermal efficiencies approaching or exceeding 50% [1]. Primary fields of application are marine propulsion and
stationary turbine drives. Turbochargers are important assembles too of marine self-ignition engines. During the
combustion of residual fuels of different qualities and compositions a large variety of particles are generated.
A certain amount of these particles condensates and deposits on the turbine surfaces with far-reaching
consequences for the turbocharger and the engine.
The turbocharger is a relatively simple, but very precisely made assembly working in hard conditions. Due to
hard working conditions, among others (large outlet temperatures, very high rotational speeds reaching up to
250,000 rpm [2], precise design and difficult assembly) turbochargers should be considered particularly subject to
damage and degradation failure. It is confirmed by data showing an increasing number of failures of such assembles,
which are caused, among others, by the increasing number of vehicles equipped with turbochargers.
Turbochargers supply for marine engines with a mixture of air, steam, precipitation droplets, sea aerosol
containing salts and biological particles, oil and exhaust gas vapours and from port and land areas also industrial
dust. Their supply into the turbocharger and engine flow ducts significantly affects the quality of energy conversion
and causes degradation of the technical state of sub-assembles of the engine supercharging system [3].

Mechatronics Systems and Materials 2018

AIP Conf. Proc. 2029, 020044-1–020044-11; https://doi.org/10.1063/1.5066506
Published by AIP Publishing. 978-0-7354-1751-9/$30.00

020044-1
 DAMAGE OF THE TURBOCHARGER
According to literature data, 65% of centrifugal compressor unfitness states are closely related to blades. In
addition, about 40% of fatigue damage to the blades is not yet fully understood [4], [5]. The damage detection
problem is important as the 90% of the life wear of the blade and could result in catastrophic failure [6].
The most frequently occurring states of inability of supercharging systems of marine engines are [7]:
 pollution of air filters and other parts of the airspace;
 pollution of channels and gas turbine blades by deposits of salt and combustion products;
 contamination of the radiator from the seawater side;
 accumulation of deposits in flow channels, on blades and in seals labyrinth;
 unbalance of the rotor;
 erosive and corrosive wear of turbine blades;
 corrosion of the turbine blades;
 mass decrements and deformation of the blades by impacts by damaged engine components and sea water;
 damage to the turbine rotor by a foreign body;
 damage to the labyrinth seals;
 bearing wear;
 cracks of shafts and bodies.
Unbalance during operation is caused by impurities in the rotor vanes as a result of impacts of separated parts of
injector nozzles, fragments of sealing rings, starting valves, etc. The unwanted events, related to faulty functioning
of an antropotechnical couple human – engine they are a foreign body finds its way to the turbine or not renewed oil.
The filters during operation display the following unfitness:
 – increase of the flow resistance,
 – loss of filtering properties,
 – loss of tightness.
During the filter operation, aerodynamic resistance increases and particles are torn away from the fibers. When

16 October 2023 10:37:26

the filter structure is incorrect, contamination gets through the filter, and then filtering efficiency is decreasing. In
the process of operation of the compressor flow channels are exposed to pollution [3]:
 vapours of their own lubriction oils penetrating through the labyrinth sealing;
 vapours of oil and fuel contained in the air, subject to condensation at the filter and in the compressor ducts.
The damage of turbine guide vanes/stator and rotor most frequently has the form of bends at the edges of attack,
deformations, edge losses, cracks or corrosion decrements. Extensive failures are caused by fragments of broken
piston rings and valve heads, pieces of injector nozzles and piston rings rotor. Turbine blade damage is caused by
stress increase brought about by vibrations due to pressure pulsation of the outlet gas supplying the turbine [3], [7].
When large volumes of cold starting air and hot exhaust gas flow alternately through the turbine, it increases the
thermal strain of turbine blades and generates micro-cracks. Blade vibrations caused by the pulsating action of the
exhaust gas flux supplying the turbine are to extend the cracks up to the point of blade breaking.
During turbocharger operation tarry substances and carbon deposit in the turbine flow ducts, at the guide
vane/stator blades and rotor blades, as well as labyrinth sealing’s are accumulated. Contamination of turbine blades
leads to a reduction of the turbine flow capacity – an active sectional area of the surface of the turbine interblade
ducts. Turbine surfaces covered with sediments cause a boost of the exhaust gas flow resistance, which in turn leads
to reduction of the turbine power and an increase of the specific fuel consumption.
Layers of carbon deposit on the turbine rotor disk infringe the dynamic balance which causes vibrations and
intensification of wear or even damage to the rotor. The causes of damages of bearings in turbochargers are [3]:
 not disclosed early enough minor cracks and spalling of raceway surface and rolling elements;
 loss of the free passage capacity of the ducts carrying oil to turbocharger bearings and in their seizure;
 decrease in the oil pressure and improper operation of the emergency lubrication of turbocharger bearings.
The frequently occurring damage to labyrinth sealing’s is caused by prior wear of the thrust bearings.
The air cooler is mounted between the air duct and air inlet piece. The reducing of the cooling intensity of the
cooler causes a decrease in the volume flux of the air, increase temperature and pressure, thus causing a drop of the
excess air coefficient, which in consequence leads to an increase of fuel consumption and exhaust gas temperature.
These phenomena generally occur simultaneously, and the set of the symptoms is the superposition of the air cooler
technical state degradation.

020044-2
 The inlet and outlet channels should show as small flow resistance values, which is a prerequisite for a good
filling of the cylinder with a fresh charge and complete removal of the exhaust gas from them. Excessive
contamination of the outlet ducts brings about pressure increase of exhaust gas behind the turbine. As result, the gas
expansion degree in turbine is decreased, the turbocharger power output and turbo-blower speed are diminished.
With excessive axial run-out of the rotor shaft, rotor blades can be attached to the turbocharger hull which can
deform or break.

OVERVIEW OF DIAGNOSTIC METHODS OF ENGINES TURBOCHARGERS

Supervision of that technical state is limited to the thermodynamic parameters, so there are often gradual and
sudden failures to leading the state of unfitness of the entire internal combustion engine. Pressure and temperature
measurements of the main streams of work factor and substances of accompanying processes are used. Turbo
charger speeds are often measured [8] and the parameters of the charge air and radiator pressure drops [9].
Acquisition of information of the symptom often the nonoperational are not recorded during maintenance. The
turbocharger emergency repairs provide a documented information source with respect to the likely occurring
failures for a given type of turbochargers. For the purpose of the machinery condition maintenance and expertise
systems, there is a need to elaborate a relation of the: symptom – cause – inefficiency/damage type [3], [10].
From the literature results studies in respect to the turbochargers, it was found out that the following operational
parameters may be the functions of the symptoms of technical states [9]:
 – temperature of exhaust at the inlet to the tune to,
 – air pressure behind the charger pa,
 – rotational speed of the rotor unit n,
 – lubricating oil pressure.
In article have been presented identification of common failures occur in turbochargers [2]. Moreover,
conception of multi-functional a diagnostic test stand has been also presented. Such method may be a useful tool for
verifying the effectiveness of repairs, in terms of their subsequent use and environmental protection.

16 October 2023 10:37:26

Presented stand for turbochargers testing with the use of combustion engines as exhaust generator, with external
lubricating and cooling systems allows for carried out tests, diagnostics, as well as checking of effectiveness of
functioning main elements of turbocharging system. External power system allows also for simulations of
conditions which are very similar to real conditions.
Blade crack condition monitoring and classification has been broadly investigated in the industrial and scientific
area. These tests, a pressure pulsation sensor arranged in close vicinity to the crack area and the corresponding
casing vibration signals was used to monitor of blade crack information [4]. The method employed in this research is
based on the extraction of weak signal characteristics that are generated by blade cracking. A method for blade crack
classification based on the process monitored by using a squared envelope spectrum was presented. Experimental
researches on blade crack classification are carried out to verify the effectiveness of this method.
Operational states of turbochargers working in conjunction with engines are determined by state parameters of
outlet gas leaving the exhaust duct. These comprise exhaust gas temperature and pressure, subject to the current load
of the engine, its technical state and the properties of supply fluxes – air and fuel.
These gases dynamical identifications were used for diagnostic of turbochargers of the engines were carried out
in operation condition [11]. The entropy function was used as the measure of indeterminacy of the identified set of
engine unserviceability states.
The primary symptoms connected with the accompanying of working processes [9]:
 – lubricating oil losses;
 – vibroacoustic parameter signals;
 – potential occurrence of unstable operation of the charger and its parameters;
 – starting time of the rotor unit and off time.
Some investigations have addressed damage in such elements using vibrational characteristics [4], [6]. However,
these studies typically address damage at given time point in the operation phase and do not look at the effect of
damage development on the vibrational signals. In additions, turbine blades are designed to sustain considerable
amount of accumulated damages prior to failure. Therefore, it is desirable to indicate that blade is in a durability
state of at the point when its operational life is almost over.
Vibration and acoustic signals generated by turbochargers of marine engines need different acquisitions and
analyses methods to be effective and reliable in diagnostics. In the work [13] the diagnostic methods which based on

020044-3
vibration and acoustic signals analysis was sensitive on engine load and speed changes. The vibration and acoustic
signals have been processed in time and frequency domain.
The article [8] presents the results of preliminary diagnostics investigations of turbochargers carried out in
laboratory or operating in real vessel conditions of three types of four-stroke engines. Tests were aimed at choice of
used mainly residual processes, places of the locations of sensors, domain of signal analysis and diagnostic
symptoms. In assessing diagnostic symptoms were checked for that sensitiveness to engine load, and the selected
simulated technical states determined from reliability.
Blade tip timing is an effective method for blade vibration measurements in turbomachinery. Different kinds of
sensors have been developed for blade tip timing, including optical, eddy current and capacitance sensors. The
signal model and process method was analyzed. Zero intermediate frequency structure was employed to maintain
timing accuracy and dynamic performance, and the received signal can also be used to measure tip clearance. The
timing method uses the increasing and falling edges of the signal and an auto-gain control circuit to reduce the effect
of tip clearance change.
To validate the accuracy of the system, it is compared experimentally with a fiber optic tip timing system. The
results show that the microwave tip timing system achieves good accuracy. Method is non-intrusive and is able to
measure the vibrations of all blades in real time [14].
The attempt to determine the technical state of turbocharger and the location of the operational damages is
associated with putting the engine out of operation with all the technical and economic consequences. For eliminate
this negative situation in the operation, one is forced to search for methods to conduct a reliable diagnostic test
during the maintenance, without disconnecting the turbocharger from the engine. Analysis of the cause and effect
relations in the diagnostic relations, acquired on the example of the turbocharger, justifies the need for establishing
diagnostic test based on previously studied relations [3]. The main problem is the detection of damages of blades
and bearings, which can be implemented by vibration methods.
The paper [10] presents an attempt to identify and systematize diagnostic relations in the turbocharged marine
engine, treated as a "responsible" machine. Structural decomposition of these parameters has been performed and
linear analytical model of dynamics for the engine, together with the system of turbochargers, has been elaborated.
The correct choice of symptoms to be measured has been confirmed and on this basis the minimal plan for

16 October 2023 10:37:26

experimental diagnosis has been drawn up and chosen results have also been shown.
Diagnostic identification has been taken based on [10]:
 structural and analytical modeling,
 a real identification experiment,
 estimation of diagnostic parameters.
 During the assessment of the technical state are solved the following tasks [10]:
 evaluation of the current of technical state – classification diagnosis,
 seeking information about a change in the condition in time (work resource or the existence of a
turbocharger),
 determining the location and causes of the accelerated past and future of existence – causal and retrospective
diagnosis and prognosis.
The paper presents the main problems of diagnostic of marine engine turbochargers [7]. Technical knowledge of
this subject has been performed and shown vibration input components in relation to the problems. There have been
giving some examples of vibration Fourier analysis of the marine engine turbocharges.
The measurement results demonstrated the diagnostic usefulness of the vibration spectrum and enabled [7]:
 isolation of vibrations generated by engine and receiver components,
 identification of harmonics generated by rotating turbocharger elements,
 diffuser and blades of the exit guide,
 isolation of subharmonics generated by slide bearings,
 showing the basic turbocharger spin frequency and its subsequent ones harmonics.
In paper [15] was proposed usage of microwave radiation for monitoring of technical state of the turbine blades
during the jet engine operation. It has been shown that it is possible to measure blade motion components and also to
identify its parameters of vibration signals and detect fatigue cracks.
The work [1] describes the development of simulation for marine Diesel engines based on a methodology for
turbocharger modelling utilizing physically based meanline models for compressor and turbine. Simulation accuracy
is evaluated against engine bench measurements.

020044-4
 Closed cycle and gas exchange was modelled using an existing multizone thermodynamic model. It is
demonstrated model's ability to predict engine response with load variation regarding turbocharger performance and
closed cycle parameters, possible it an effective tool for both engine diagnostic and optimization studies.
The article [3] justifies the need to analyze diagnostic relations for turbocharger operation purposes.
Turbocharger decomposition has been conducted on example in modern marine engines have been presented. The
influence of typical faults in respect to symptom value changes was worked out for each heat engine and sub-
system. Validation of selected cause and effect relations has been based on operational analysis in the technical.
The literature review shows that many problems have not been solved so far. The over most works do not
address the issue of damage development and focus on the identification and detection of damage at only one point.

METHODOLOGY OF EXPERIMENTAL STUDIES

In preliminary tests, the following choices were made [8]: measuring means, measuring points, size of the data
set, frequency with which to measure, choice of signal processing method, signal analysis method, trends and
diagnostic decisions. The optimization of diagnostic parameters was carried out for the determination of the: places
of the locations of sensors, optimal set of diagnostic parameters and the usefulness.
In preliminary examinations have showed that the value of the engine load significantly affects the diagnostic
parameters. Therefore, the load values of the internal combustion engine in basic tests were recommended. Selected
diagnostic symptoms and measures in preliminary examinations o be sensitive to the proposed locations of sensors,
types and domains signals analyzes. Applied diagnostic symptoms in preliminary investigations have proven to be
sensitive to the simulated nondestructive changes in the technical state in principal research.
The contamination at the inlet to the air filter of the turbine compressor was simulated at a fixed relative load of
the 3 internal combustion engines. During the observation of the results of generation and propagation of vibrations,
the operating parameters of the combustion engine operation were also read data collection was based on carrying
out many readings from different engine operating states.
The tests were carried out under laboratory conditions for the engine with a small exploitation resource and for

16 October 2023 10:37:26

three engines in the conditions of one seagoing vessel. The technical condition of the tested ship's machine for the
available engines driving the generators on the ships of the and for certain different loads was assessed. Two engines
were after periodical survey in the shipyard after working 12,000 h from production, and the third of them worked
10,000 h from the beginning of operation and has not yet been subjected to periodic survey.
A research hypothesis has been put forward that it is possible to choose and useful experimental method of
diagnosing the technical condition of the turbocharger during its operation, without having to dismantle it. The main
purpose of the research was to examine the fundamental impact of the simulated and resulting from the work
resource of the technical condition on the values of diagnostic parameters.
Signals from the applied sensor were later analyzed in the domain of time, amplitude, frequency and a time-
frequency in specialized DaqView and Matlab computer programs for signal processing and analysis. The technical
condition of the tested ship's machine for the available engines driving the generators at the laboratory condition on
the ships of the selected ship-owner and for certain different loads was assessed.
The applied measuring line consisted of the following elements: the turbocharger, to which the body was,
attached a vibration acceleration sensor, a signal amplifier, a switching terminal and a laptop with a measuring card
[8], [16]. Diagnostic parameters for different and stationary turbocharger speed were registered.

OBJECTS OF INVESTIGATIONS
The objects of research were three four-stroke medium speed marine engines Sulzer 5BAH22 and 6AL20/24 and
4L20D2 type, driving the generators. The 5BAH22 engine with its turbocharger both installed in Institute of Marine
Power Plant Operation Laboratory in Maritime University of Szczecin. Engines 6AL20/24 types are equipped with
the turbocharger type VTR or C-045/c. Turbochargers for 4L20D2 engines are TPS type. They are adapted for
feeding with separating and residual fuels. Fig. 1 shows the turbocharging diagram of one of the tested internal
combustion engines. The charge air cooler is of tube type and is mounted between the air duct and air inlet piece.
During the periodic service, the turbine steering wheel of the internal combustion engine was removed from
using. The defective element was replaced with a new one.

020044-5
 FIGURE 1. Scheme turbocharging of marine self-ignition investigated engine: A – outlet valve, B – inlet valve, C –
compressor, Cc – combustion chamber, E – air cooler, T – turbine

THEORETICAL SOURCES OF VIBRATIONS IN THE TURBOCHARGING SYSTEM

Initial diagnostic tests, especially for new objects, should start with recognizing generation and description of the
processes and diagnostic signals, ways of their processing, registration and visualization, taking into account the
expectations of the of the recipient. Some of them were presented in [8] and others in this.
Aerodynamic sources of vibration in the turbochargers are arising in combustion and outlet processes of the
exhaust gas. The periodic frequency of a column of gas fsg in the outlet collector can be calculated [17]:

kc
f cg  , (1)
4l

where: c  speed of sound, l  length of the outlet interceptor, k  government of harmonic k = 1, 2, …, .

16 October 2023 10:37:26

The frequency of gasodynamic vibrations forced by shock waves can be determined by the formula [17]:
cw
f gv  , (2)
2 Dc

where: cw – velocity of shock wave propagation, Dc – diameter of the combustion chamber.

Another source of aerodynamic vibration is caused by the movement of the piston at the opened orifice valve.
Behind the orifice valve pressure waves causing pulses of the outlet channel will get up at the frequency fco [17]:

Sh v
f oc  , (3)
l

where: Sh  Strouhal number, v  velocity gases, l  the geometric dimension of the valve seat.
The turbine and the compressor are mounded on the same shaft as the turbine wheel.
The vibrations generated in bearings in the case of asymmetry and eccentricity about frequency fb [17]:

ns
fb  , (4)
2

where ns is the rotation speed or the shaft neck.

Amplitudes of vibrations at a given frequency reflect changes in technical condition without dismantling the
turbocharger. The number of controlled parameters aspiring to the role of diagnostic relations can be determined on
the basis of the analytical mathematical model of the turbocharger. In the most general form, the description of the
dynamic state of the engine subassemblies can be presented in the form of the system of equations [10]:

 M t ( , , dI / d ) X  Fn ( , , x, z, w) . (5)

020044-6
This can be written as and for the input quantities of the form:

di1 di2 di
 M t ( , , , ,..., n )Y  Fn ( , , x, y , z, w) . (6)
d d d

where: M t ( , , dQ/ d )  differential polynomial with time-varying coefficients, I(i1, i2, …, in),   current time,
dynamic;   exploitation resource, X{x1, x2, …, xn} – a state features vector, Y{y1, y2, …, yn} – vector of output
quantities Fn  nonlinear function, Z{z1, z2, ..., zn, w1, w2, …, wn} – vector of random time functions characterizing
external disturbances and internal extortions. The input quantities are the fuel dose qf and the air mass qa.
Turbocharger is an energy accumulator, for which in the zero-dimensional model dynamics equation can be written
in the form of ordinary differential equations:

d
J tc  M t , qmo , po   M c , pa  , (7)
d

where: Jtc  reduced mass moment of inertia of the turbocharger,   turbocharger shaft speed, qmo  exhaust mass
flux, Mt  turbine torque, Mc  turbocharger compressor torque, po  outlet pressure, pa  air pressure.
The presented relationships suggest the desirability of conducting diagnostic experimental tests of turbochargers
cooperating with internal combustion engines together with their surroundings and simultaneous.

SELECTED TEST RESULTS

The results in the domain of amplitude time, frequency and wavelet analysis were presented to select the field of
signal analysis and the most useful diagnostic symptoms. An example of the time course of the vibration
acceleration signal at the useful point selected in the preliminary tests based on the signal strength in the field of

16 October 2023 10:37:26

amplitudes (Fig. 2a). This signal was also presented as time-frequency map (Fig. 2b). The figure indicates that this
type of analysis can be applied investigations in transient conditions due to the rotational speed of the turbocharger
associated with the engine load. But still the most widely used non-parametric methods are time-frequency
decomposition. In this paper the use of time-frequency analysis for the assessment the stationarity of the signal [18].

(a)

(b)
FIGURE 2. The time course of vibration accelerations signal of turbocharger (a) and the result of the time-frequency analysis (b)

Time sequences indicate that complex, not very repetitive and disturbed signals are generated. The time-
frequency map does not contribute much information too signals for steady-state conditions. Therefore, an attempt

020044-7
was made to decompose and denoise the signal [18]. Simulation of air filter contamination was performed by
covering the intake with a foil strangler with grading. This simulation was carried out for several engines.
Fig. 3 presents the results of the amplitude estimate and kurtosis values determined from time courses for the
same engine load. The simulated unfitness state significantly changes the values of the applied values.
The comparison of the spectrum with a clean filter and the simulation of air filter contamination indicate that
these are poly-harmonic and poly-periodic spectra (Fig. 4). Spectrum in case of throttling the inflow to the
compressor's air filter cause the decrease in amplitude values and a shift of components towards higher frequencies.

FIGURE 3. The influence of the technical state of turbochargers on the amplitude estimates and kurtosis acceleration vibration
signals: 2PM – the second turbocharger after periodic maintenance, 1PM – the first turbocharger after periodic maintenance,
3PO – turbocharger after 10,000 h of operation, 2SP – turbocharger of the second engine with damage simulation

16 October 2023 10:37:26

FIGURE 4. Comparison of spectra for the up state UP and pollution simulation SP

To select the spectral components and link them to the theoretical source of bastards, the spectral analysis was
performed in third bands (Fig. 5). There can see significant components: rotary (500 Hz) and 8fo (related to the
number of compressor blades). When analyzing non-stationary processes, such as changing the rotational speed of
the turbocharger when changing the load, information about amplitude fluctuations of individual components is lost.

FIGURE 5. Average values of amplitudes in third 1/3 octave bands Haa: fa – central frequency

In recent years, dynamic development of previously used methods of time-frequency analysis and the search for
new, a more effective ones has been observed. The basic methods in this group include transformation [18, 19]:
short-time Fourier discretized Gabor, wavelet, distribution of Wigner-Ville, etc.
The article [18] presents the results of research on selected methods of analysis, such as the use of Daubechies
wavelet and approximation and detail for the separation of disturbances, the influence of the approximation level on
the values of wavelet measures and the continuous Haar wavelet transform. The Haar wavelet is the only wavelet

020044-8
which, having orthogonality property, also has an anti-symmetry axis, which means that the corresponding filter
does not introduce a non-linear phase shift between the input signal and the output signal:

 1 0    0 .5
 ( )   . (8)
  1 0 .5    1

In many studies, the level of decomposition or level of approximation is assumed based on literature or intuition.
Therefore, an attempt was made to investigate the effect of approximation level on the values of wavelet measures
of the vibration acceleration signal [18]. Fig. 6 presents an example of the time course of the vibration acceleration
signal for the turbocharger with simulated damage and the approximation results by means of the Haar wavelet
measures. On the Fig. 7, the results of the approximation reconstruction are presented on level 1 presents the
statistical values of Haara wavelet approximation measures for the level of approximation 1. It can be seen in the
histogram that the condition of simulated unfitness was significantly highlighted.

16 October 2023 10:37:26

FIGURE 6. The results of the application of approximation reconstruction at level 1 (a), its histogram (b) and the cumulative
histogram (c)

FIGURE 7. Values of statistical measures of Haar wavel approximation HVa for levels 1 and various technical states at level: SD
– standard deviation, MAD – mean obs. dev.

The global state of the turbocharger can be defined by the formula for the global function of the G response:

G (X, W, Z) = Y, (9)

The technical condition of the turbochargers tested can be determined globally on the basis of different state
features X for the determined and stationary the extortions W on the basis of Y output values and Z interference
minimization. Thus, the technical state features can be determined.

020044-9
 SUMMARY
The following conclusions can be drawn on the basis of the analysis conducted:
1. The tests carried out of 5 auxiliary engines in the laboratory and marine ship conditions indicate the
existence of unambiguous trends in diagnostic parameters with the engine load and the technical state.
2. The symptoms values usually increase with increasing load, and throttling on the air filter usually reduces
them.
3. Analysis of diagnostic parameters in the fields of time, amplitude, frequency and wavelet allowed indicating
the most useful of them.
4. The conducted research has shown that they have more significant influence on the diagnostic parameters of
the technical state than the resource in operating hours.
5. It is required to introduce servicing according to the technical state, and not on the resource used so far.
6. Further research is planned with the simulation of subsequent technical states of turbochargers.

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