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USAGE FEATURES OF THE ELECTRONIC INDICATORS FOR SHIP'S AND SHORE POWER _SUPPLY FOUR-STROKE INTERNAL COMBUSTION ENGINES (DIESEL ENGINES)_
DOI: 10.31618/ESU.2413-9335.2020.5.73.681 Taranin Aleksandr G.
Ex.technical superintendent for trouble shooting of worldwide trading and repairing company PT. Goltens (New York, USA, branch office - Jakarta, Indonesia), Chief engineer of worldwide shipping company International Tanker Management (Dubai, UAE), PhD, docent of F.F. Ushakov State Maritime University «Ship Power Plant Operation» department
(F.F.Ushakov State Maritime University, Novorossiysk, Russia).
Tel: +7 962 861 2522
ANNOTATION
The present publication illuminate the tasks as follows: Electronic indicator proper usage at four-stroke internal combustion engines (diesel engines) indication; Indication results & diagram proper transfer to PC; indicator diagram top dead center TDC correction and engine performance data output values such as PMI-mean indicated pressure, PME-mean effective pressure, NIND-indicated power and NEFF-effective power proper calculations for each cylinder and engine total.
Keywords: Engine indication, performance data, electronic indicator, mean-indicated & mean-effective pressure, indicated & effective power.
Introduction
Currently on the worldwide fleet motor-vessels and shore diesel power plants for internal combustion engines-diesel engines indication and performance data measurement readings carrying-out the microprocessing gauging and systems, such as Doctor-Engine, Diesel-Doctor and Electronic indicators (different kind of brands and manufacturers) are used in most of cases. However, actually they are not carrying-out the functions of the engines technical condition (cylinder tightness, fuel injection equipment condition and turbocharger system condition) diagnostic and analysis, overload/download analysis and load distribution between the cylinders analysis, but they are electronic gauges for compression pressures PCOM, maximum combustion pressures PMAX measurement by open indicator diagrams (Fig. 1) and closed indicator diagrams (Fig.2) for each cylinder and for engine speed measurement at each cylinder indication. All others values are required for the engine technical condition diagnostic and analysis has determined by calculation from indicator diagrams or entered manually to the electronic equipment tables.
Examine the engine indication results from Electronic indicator type HLV-2005 MK (Praezisionsmesstechnik Beawert GMBH, Germany):
The values are calculated from the indicator diagrams:
- Cylinders indicator diagrams area Ad (mm2);
- Cylinders mean-indicated pressure Pmicyl (bar) (Fif.3);
- Cylinders mean-effective pressure Pme (bar);
- Cylinders indicated power Nindcyl (IKW) (Fif.3);
- Cylinders effective power Neffcyl (EKW);
- Engine average mean-indicated pressure Pmieng (bar) (Fig.3);
- Engine average mean-effective pressure Pmeeng (bar);
- Engine indicated power Nindeng (IKW) (Fif.3);
- Engine effective power Neffeng (EKW);
- Engine mechanical efficiency ^mec (%).
1) The values are entered manually to the electronic equipment tables (Fig.3):
- Scavenging air temperature after turbocharger or before scavenging air cooler Tscbc (oC);
- Scavenging air temperature after scavenging air cooler Tscac (oC);
- Scavenging air pressure after scavenging air cooler Pscac (bar);
- Exhaust gas temperature after turbocharger Texhatc (oC);
- Turbocharger speed nTC (rpm);
- Cylinders exhaust gas temperatures Texhcyl (OC);
- cylinders fuel rack position FRP (fuel pump index FPi) (mm);
Note: However, the mentioned above values are not enough for the engine technical condition full diagnostic and analysis (cylinder tightness, fuel injection equipment condition and turbocharger system condition).
in completion of indication data entering to the Pc without TDc correction the engine average mean-indicated pressure & indicated power calculation can give tolerance up to +10%, while the same values calculation from indicator diagrams are taken by mechanical indicator with usage of computerized technology gives tolerance up to +0.5% only.
The engine average mean-indicated pressure and indicated power calculation tolerance up to +10% is not satisfactory for the engine technical condition (cylinder tightness, fuel injection equipment condition and turbocharger system condition) diagnostic and analysis, overload/download analysis and load distribution between the cylinders analysis.
Thereby we suggest the engine (4-stroke engine) indicated power accurate calculation procedure, afterwards it is possible a TDc accurate correction for each cylinder, and then a cylinders mean-indicated pressure Pmicyl, cylinders indicated power Nindcyl & engine average mean-indicated pressure Pmieng same accurate calculation within tolerance +0.5%.
Work object
The high accuracy obtaining in the indicator diagram treatment and as results high accuracy in the cylinder power calculation, determination of load distribution between cylinders and cylinders/engine condition diagnostic & analysis without engine dismantling.
Ways of investigation
Investigations has carried out on the vessel's and shore engines (with effective power from 300 EKW up to 6600 EKW) with different kind of micro-processing
gauging and systems (Doctor-Engine, Diesel-Doctor and Electronic indicator) & with mechanical indicators. Investigation results and discussion about 1.The indicator diagrams TDC correction and each cylinder/total engine output data calculation after the 4-stroke Generator Engine MAN-B&W type 6L23/30 indication by Electronic indicator type HLV-2005 MK.
The Generator Engine performance data some measurement readings are taken at each cylinder indication and its average values calculation (table 1):
Table 1
CYLINDER No. 1 2 3 4 5 6 1
FWTEMPERATURE C 72 73 73 73 74 74,5 AVERAG 73,3
TEMPERATURE C IN 70,5
EG TEMPERATURE C 320 353 342 350 380 337 AVERAG 347
FUEL PUMP INDEX mm 20,5 21,5 19,5 19 20 20 AVERAG 20,1
COSINUS PHY (-) 0,66 0,66 0,66 0,66 0,66 0,66 AVERAG 0,664
FREQUENCY Hz 60 60,1 60 60 60 59,8 AVERAG 59,98
CURRENT A 1040 1030 1030 1030 1025 1025 AVERAG 1030
VOLTAGE V 440 443 442 440 438 438 AVERAG 440,17
ACTIVE POWER kW 528 512 522 524 524 517 AVERAG 521,2
The generator calculated active load by the factor cos^ measurement readings at each cylinder average values of voltage V, amperage A and power indication from the table 1:
Vm • V • A • cos<p V3 • 440.17 • 1030 • 0.664
P =-77:7:7:-- =-77:7:7:-= 521.17 KW
1000 1000
where: m = 3 - NOs of phases. The generator active load by the kilo-wattmeter
measurement readings at each cylinder indication from the table 1:
P = 521.17 KW
The generator calculated reactive load by the average values of active load P and power factor cos^ measurement readings at each cylinder indication:
Q = P • tg(arccos(cos9) = 521.17 • tg(arccos(0.664)) = 587.39 KVAr
The generator calculated total load by the average values of voltage V, amperage A and measurement readings at each cylinder indication:
Vm • V • A V3 • 440.17 • 1030
S =-77:7:7:-=-77:7:7:- = 785.26 KVA
1000 1000
S = Jp^+Q2 = V 521.172 + 587.392 = 785.26 KVA
or
The Generator Engine measurement readings data are taken from the shop trial test results (table 2):
Table 2
Alternator frequency F Hz by observation 60 60 60 60 60
Alternator current I A by observation 1323,26 1204,1 903,72 599,8 292,52
Alternator voltage U V by observation 450 450 450 450 450
Alternator active load P KW by observation 825,1 750,8 563,5 374 182,4
Alternator reactive load Q KVAr Q = P ■ tOT 618,825 563,1 422,625 280,50 136,8
Alternator total load S KVA S = m0,5 ■ U ■ I / 103 1031,38 938,503 704,38 467,50 228,0
Alternator total load S KVA S = (P2 + Q2)0,5 1031,38 938,5 704,375 467,50 228,0
Alternator power factor COSQ - by observation 0,8 0,8 0,8 0,8 0,8
Engine indicated power nind IKW by indication results 887,2 809,2 614,2 419,2 224,2
Alternator total load factor fatl IKW fatl = nind / S 0,86021 0,86223 0,87198 0,89668 0,98333
Draw the diagram of alternator total load factor table and found its dependence function by the trend dependence of total load from shop trial test results line (Diagram 1):
Diagram 1
The alternator total load factor FATL dependence of total load S diagram
0,99 0,98 0,97 0,96 0,95 0,94 0,93 0,92 0,91 0,9 0,89 0,88 0,87 0,86
F 5,551340 10- 13 S 4 -1,871722 10- 9 S3+2,403963 10- 6 02 1,432312 10 S+1,205615
M
200 300 400 500 600 700 800
Alternator total load - S (KVA)
900
1000
1100
The alternator calculated total load factor by the function is founded from the diagram 1:
FATL = 5.551340 • 10 • S4-+ 1.205615 = 5.551340
1.871722 • 10 • S3+ 2.403963 • 10 • S2- 1.432312 • 10 • S + 10-13^ 785.264- 1.871722 • 10-9^ 785.263 +
+ 2.403963 • 10-6^ 785.262- 1.432312
10 • 785.26 + 1.205615 = 0.868
The engine calculated indicated power by the engine & alternator performance data results:
WIND = S • Fatl = 785.26 • 0.868 = 681.6 IKW
Enter the engine indication and performance data to the PC (Fig.1, Fig.2, Fig3):
Conclusion: As we have seen from the Fig. 1 and Fig.2 the engine all cylinders indicator diagrams compression lines are in different position (arrow 1), that is what can not be for the same designed cylinders. They are should be in one line, that is can be adjusted by cylinders TDc correction individually (arrow 2). As we have seen from the Fig.3 the engine indicated power is 719.02 IKW instead of calculated in item 9 - 681.6 IKW, that is become 5.5% tolerance, which is not acceptable for the engine technical condition diagnostic and analyses. We have to correct the engine cylinders TDC totally.
The engine cylinders TDC angles (Fig.1) in degreases of crank angle CA:
Cylinder 1 TDC = 0 O CA; Cylinder 2 TDC = 1 O CA; Cylinder 3 TDC = 1 O CA;
Cylinder 4 TDC = 0 O CA; Cylinder 5 TDC = 0 O CA; Cylinder 6 TDC = 2 O CA;
Correct the engine cylinders TDC first of all individually for making the diagrams compression lines in one line (arrow 1), then totally for making the engine
indicated power same as calculated in item 9 (arrow 2), (Fig.4, Fig.5, Fig6):
Cylinder 1 TDC = 2 O CA; Cylinder 2 TDC = 2 O CA; Cylinder 3 TDC = 1 O CA;
Cylinder 4 TDC = 1 O CA; Cylinder 5 TDC = 2 O CA; Cylinder 6 TDC = 2 O CA;
Conclusion: As we have seen from the Fig.4 and Fig.5 the engine all cylinders indicator diagrams compression lines are in one line (arrow 1) after TDC correction (arrow 2), that is what to be for the same designed cylinders. As we have seen from the Fig.6 the engine indicated power is 674.06 IKW and almost the same with calculated in item 9 - 681.6 IKW, that is become - 1.1% tolerance, which is perfect for the engine technical condition diagnostic and analyses.
The Generator Engine mechanical loss pressure from shop trial test results:
nENG = 720 rpm ^ Pmec = 0.68 bar
The Generator Engine mean-effective pressure calculation:
^MF. = PMT - PK
= 15.69 - 0.68 = 15.01 bar
where: Pmi = 15.69 bar - from the engine performance data results table (Fig.6);
Pmec = 0.68 bar - from item 13).
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Figure 2. Cylinder closed indicator diagrams before TDC correction
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Measuring Diagrams
Engine type: Cylinder Count: Lenglit of Con.rod [mm]: bore [mm]:
T before cooler 1 [ C]: P after cooler 1 [bar]: T after blower 1 [ C]
6L23 30 Stroke: 4
6 Swept Volume [cmi]: 11928
600 Half stroke [mm]: 150
225 Compression room [cmi]: 760
153 T after Cooler 1 [ C]: 33,5
1,079 Blower revs [rpm]: 42460 395
Cylinder n [rpm] pmax [bar] pi [bar] Power [kW] Rack Set [mm] T.exliaust [ C]
1. 09.07.12 14:40 720,5 108,66 18,22 130,51 20,5 320,0
2. 09.07.12 14:42 720,8 106,08 16,78 120,20 21,5 353,0
3. 09.07.12 14:43 720.7 104.58 15.19 108.79 19.5 342.0
4. 09.07.12 14:44 720,3 106,85 16,36 117,11 19,0 350,0
5. 09.07.12 14:45 720,9 104,70 18,18 130,28 20,0 380,0
6. 09.07.12 14:47 718,9 104,87 15,69 112,13 20,0 337,0
О 720,4 О 105,96 016,74 £ 719,02 О 20,08 О 347,00
Figure 3. Cylinders indication & performance data results table before TDC correction
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Measuring Diagrams
P [bar] _ \¿u ■■
+ 0
Result of the actual TDC-correction.
Please fill in your manual data by
clicking the respective cylinder.
Cylinder 1 = 2,0°
Cylinder 2 = 2,0° ___/
Cylinder 3 = 1,0°
Cylinder 4 = 1,0°
Cylinder 5 = 2,0°
Cylinder 6 = 2,0°
ok cancel |
angle - 0,00 +
Cli. 1 97,68 bar
LVI. 97,65 bar
Ш 98,03 bar
LVI. A 98,71 bar
LVI ' 96,01 bar
Lyl. 6 96,78 bar
■180 -150
180 of]
Figure 4. Cylinder open indicator diagrams after TDC correction
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Measuring Diagrams [_
P [bar]
■
V [cm?]
Figure 5 . Cylinder closed indicator diagrams after TDC correction
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I Measuring Diagrams | Statistics Ï IT able!
Engine type: Cylinder Count: Lenght of Con.rod [mm]: bore [mm]:
T before cooler 1 [ C]: P after cooler 1 [bar]: T after blower 1 [ C]
6L23 30 Stroke: 4
6 Swept Volume [cmi]: 11928
600 Half stroke [mm]: 150
225 Compression room [cmi]: 760
153 T after Cooler 1 [ C]: 33,5
1,079 Blower revs [rpm]: 42460 395
Cylinder n [rpm] pmax [bar] pi [bar] Power [kW] Rack Set [mm] T.exliaust [ C]
1. 09.07.12 14:40 720,5 108,66 16,11 115,41 20,5 320,0
2. 09.07.12 14:42 720,8 106,08 15,73 112,68 21,5 353,0
3. 09.07.12 14:43 720,7 104,58 15,19 108,79 19,5 342,0
4. 09.07.12 14:44 720.3 106.85 15.31 109.60 19.0 350.0
5. 09.07.12 14:45 720.9 104.70 16.11 115.46 20.0 380.0
6. 09.07.12 14:47 718,9 104,87 15,69 112,13 20,0 337,0
О 720,4 О 105,96 О 15,69 S 674,06 О 20,08 О 347,00
Figure 6. Cylinders indication & performance data results table after TDC correction
The Generator Engine effective power calculation:
Nfff = k • P.«, • n • i = 0.0099357 • 15.01 • 719.8 • 6 = 644.1 EKW
where: k = 1.3084 • D2 • S • m = 1.3084 • 0.2252 • 0.3 • 0.5 = 0.0099357 - cylinder constant;
D = 0.225 mtr - cylinder diameter;
S = 0.3 mtr - piston stroke;
m = 1 - stroke factor (for 4-strike engine m = 0.5; for 2-stroke engine m = 1).
Conclusion
As we have seen from mentioned above information for Diesel Generators indicator diagrams TDC correction the generator unit (alternator) electric performance data measurement readings to be taken, recorded & output data are effected to the TDC correction to be calculated.
References
V.I. Korolev, A.G. Taranin, Training of engineers on watch with usage
of the engine room simulator «DIESELSIM DPS-100». Parts 1 & 2, Novorossiysk, Admiral F.F. Ushakov State Maritime University, 2010.
V.I. Korolev, A.G. Taranin, Unattended machine service of a ship's power plant with simulator «DIESELSIM DPS-100». Parts 1 & 2, Novorossiysk, Admiral F.F. Ushakov State Maritime University, 2010.
A.G. Taranin, The ship's equipment operational instructions elements with usage of the ER simulator «DIESELSIM DPS-100», Novorossiysk, Admiral F.F. Ushakov State Maritime University, 2020.
A.G. Taranin, The ship's equipment operational instructions elements with usage of the ER simulator «NEPTUNE MC90-IV», Novorossiysk, Admiral F.F. Ushakov State Maritime University, 2020.
