TIN 01-2007 Indicator Diagrams - tcm109-215905

Internal Newsletter
from
MTPNO867 Machinery Ships in Operation
Technical Information
Technical Information Newsletter No. 01/2007
Distribution: Internal
Diesel Engine Indicator diagrams

Introduction
Monitoring of indicator diagrams is an important tool to determine an engines “state of
health” without dismantling it.
The following will briefly discuss the various diagrams and how evaluation of indicator
diagrams can assist the Surveyor in confirming satisfactory performance of main and
auxiliary engines.
Review of recently recorded indicator diagrams and engine log book data, is particularly
helpful during survey of the following machinery items.
• MDETST Propulsion Diesel Engine (old code ME TST)
• MEPTST Main Generator Diesel Engine (old code DG SUR TST)
Evaluation of the above mentioned records is often the only tool available to survey
machinery item MDETST Propulsion Diesel Engine (Test of Main Engine), since it is
normally not possible to undertake a sea trial.
Indicator Diagrams
An indicator diagram is a pressure / volume (p-v) diagram, it shows the varying pressures in
the engine cylinder and at the same time provides information regarding the corresponding
position of the piston during its stroke.
Four and two stroke engines produce different indicator diagrams, this because the former has
a working cycle of 4 strokes, and the later has only a two stroke cycle.
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Description
• L-L: Atmospheric line
• 1-2: Suction stroke
• 2-3: Compression stroke
• 3: Ignition of fuel
• 3-4: Ignition and combustion of
fuel
• 4-5: Power stroke
• 5: Exhaust valve opens
• 5-6: Pressure is equalized in
cylinder and exhaust manifold
• 6-1: Exhaust stroke
Indicator diagram, working cycle of a 4 stroke diesel engine, not supercharged.
Description
• L-L: Atmospheric line
• 1: Inlet port closes
• 1-2: Compression stroke
• 2: Ignition of fuel
• 2-3: Ignition and combustion of
fuel
• 3-4: Power stroke
• 4: Exhaust valve opens
• 5: Inlet ports open.
• 6: Exhaust valve closes
Indicator diagram, working cycle of a 2 stroke diesel engine, not supercharged.
From our thermo dynamics lessons we remember that when considering an indicator diagram
the shaded area L1 in below figure represents the power developed during the power stroke.
Likewise the shaded area L2 represents the supplied energy necessary for the compression
stroke. The difference between areas L1 and L2 is the actual indicated power produced
during the course of the working cycle and is represented by shaded area L.
It is possible to construct a rectangle with the same base line Vs, and with the same area as L.
This by dividing area L through base line Vs. The height of this rectangle is called the mean
indicator pressure, pi.
Diagrams showing the areas L1, L2, L, and rectangular pi Vs.
Taking indicator diagrams

The various indicator diagrams will enable us to determine and evaluate the following engine
parameters.
• Determine the indicated power produced by each cylinder, and the engine in total.
• Determine the end compression, and maximum combustion pressure of each
cylinder.
• Evaluate the combustion process.
• Evaluate the engine power balancing between the cylinders.
• Evaluate the scavenging process of a cylinder.
Diagrams should be taken when the engine has stabilized (exhaust gas temp.) and is running
at a constant load of approximately 80-100 % MCR. This means that main engine diagrams
are normally taken at sea during the voyage. Auxiliary engine diagrams can be taken in port
but preferably it is done at sea because of a more stable (electric) engine load. Ideally one
attempts to take the diagrams at the same load and environmental conditions as the previous
time, this enables us to compare the readings and notice quickly any change in performance.
It is customary to record the following information and engine parameters during the process.
• Name of the vessel.
• Time and date.
• Engine r.p.m.
• Position of load indicator or fuel rack.
• Cylinder number.
• Pressure and temperature of scavenge air.
• Barometric pressure and air temperature in engine room.
• Exhaust gas temperature of each cylinder.
• Cylinder cooling water outlet temperature of each cylinder.
Previously all indicator diagrams were produced by mechanical indicators, which were driven
by a mechanical engine linkage in order to draw diagrams in the correct phase to the
crankshaft rotation. These devices were not suitable to produce indicator diagrams of
medium and high speed engines. Therefore instead of diagrams, peak pressures (max.
combustion and end compression pressures) were taken by a peak pressure indicator.
Mechanical Indicator Type 50 Z1 Peak pressure indicator Type MSI 3
Recent developments in electronic pressure transducers and computers have opened up the
possibility to use this equipment on board and take indicator diagrams of all engine sizes. The
software that comes with these systems is able to calculate the developed indicated power and
pressure per cylinder very quickly and accurately. It offers the possibility to view different
diagrams, compare present with previous measurements, trending of the engine performance
and the latest systems also have diagnostic capabilities.
Icon Doctor Digitec Dieseltune III
After measurements are completed the software can display the information in different forms.
Different indicator diagrams
The varying cylinder pressure during a working cycle recorded by the indicator can be
displayed in the following diagrams.
Normal diagram
• This diagram can be used to calculate
the cylinder indicated power and
pressure.
• It also gives the maximum combustion
and end compression pressures.
• The complete working cycle can be
judged by the form of the diagram.
Out of phase diagrams

• This diagram provides information of
the combustion process in the cylinder.
• Point of ignition, end compression and
combustion pressure can be derived
from this diagram.
• Proper operation of fuel pump, injector,
and combustion can be concluded from
the diagram form.
An out of phase diagram is obtained by start recording the cylinder pressure half way the
piston stroke. By doing this the top part of a normal diagram is displayed with more details.
Weak spring diagram, 4 stroke
• This diagram provides information of
the cylinder scavenging process.
• Proper timing of in and outlet valves
can be concluded from this diagram.
• Also leaking valves can be noticed with
this diagram.
• The same applies for 2 stroke engines,
although the diagram has a different
form.
• Blocked scavenging ports in a 2 stroke
2: end of power stroke, A: exhaust valves opens, 3: engine can also be found with this
exhaust stroke, 4: suction stroke, 1: compression diagram.
stroke.
Weak spring diagrams enlarge the bottom part (right part) of the normal diagram, by doing
this the scavenging process is displayed more detailed. In the remainder of this article we will
not further discuss weak spring diagrams, since they have become out of use.
Evaluation of indicator diagrams
With today’s modern equipment and software the following can be displayed on the computer
screen and analyzed accordingly.
Out of phase / Combustion diagram parameters

In the below diagram we can distinct the following points.
• P Max, T Max: The maximum combustion pressure and corresponding
temperature during the power cycle.
• P Comp: The end compression pressure, at this point the compression stroke is
finished.
• Tlg: Time of ignition, at this point the injected fuel is ignited. Just before this
point the injection of the fuel starts, due to the ignition delay time the time of
ignition is a few crank degrees later.
• PE xp: Is the expansion curve of the hot combustion gases during the power
stroke.
• The compression curve after P Comp is calculated by the computer.
By moving the cursor over P Max and P Comp the system will give the actual values. The
same applies for the Tlg (time of ignition), the system will automatically give the crank angle
of this point.
These values should be compared with previous measurements and for the given fuel rack
position with the values recorded in the test stand protocol.
By displaying the diagrams from all cylinders at the same time it is very easy to pick out the
malfunctioning cylinder.
Fuel pressure curve parameters
When a fuel injection transducer is installed in the high pressure fuel lines of each cylinder
the above depicted curve can be recorded.
The following points are of interest with respect to evaluating the fuel injection process.
• TIO: Time of fuel injector opening, displayed in crank angles.
• PIO: Opening pressure of injector.
• PIM: Maximum injection pressure.
• Linj: Length of fuel injection, this is given in a number of crank angles.
The fuel pressure curve can be used to judge the condition of the high pressure fuel pump and
injector. One should be aware of the fact that the curve is recorded during operation and
therefore the found crank angles and pressures may deviate slightly from the static values
recorded in manuals and protocols.
Graphical display of engine parameters
The systems software is able to depict the measured engine parameters in a tabular or a
graphic form as displayed above.
Graphical displays of the measured engine parameters are very useful in confirming proper
balance of the engine.
With this display it is easy to see whether all cylinders produce the same indicated power and
have equal end compression and combustion pressures. In most engine manuals the
manufacturer specifies limits of acceptable parameter differences between the engine
cylinders. Generally one may state that a parameter difference of 10 % from the average
values, and differences of 10 % between individual cylinders require immediate remedial
action.
Comparing exhaust gas temperatures of individual cylinders with each other will also give an
indication if the engine is properly balanced. When encountering temperature difference of
15 % from the average value or differences of 15 % between cylinders, the matter needs to be
investigated. Usually this is done by taking indicator diagrams.
Interpretation of indicator diagrams

In the following we will discus with the help of drawn indicator diagrams how to diagnose
frequently encountered failures.
Normal diagram
Previous to the electronic systems it was
customary to draw on the same card.
1. normal diagram
2. out of phase diagram
3. max combustion pressure poles
4. end compression pressure poles
From the diagrams on the left it can be

concluded that this cylinder is operating
normally.
Early ignition
Diagram of a 2 stroke engine in which fuel
ignition takes place too early. In this and the
following failure diagrams, the normal
diagrams are shown by broken lines.
It can be seen that when compaired with the

normal diagram, the combustion pressure is
too high and the expansion line too low.
The exhaust gas temperature is also lower
than normal, due to the longer expansion.
In the out of phase diagram it can be seen that the combustion is beginning too early before
top dead centre. The possible causes of premature ignition are.
• Changing to a fuel having a higher centane number than normal.
• Incorrect adjustment of the fuel pump, plunger being set too high.
• Incorrect adjustment of the fuel cam on the camshaft.
Delayed ignition
Diagram from the same engine, but in this
case ignition is taking place too late.
When compaired with the normal diagram it

can be seen that the combustion pressure is
lower and the expansion is higher.
The engine output decreases and, at the same
time the exhaust gas temperature is generally
higher than normal. This is caused due to the
fact that the gases can not expand fully before the exhaust valve opens. From the out of phase
diagram it can be seen that the piston has passed top dead centre before combustion
commences. The possible causes of late ignition are.
• Changing to a fuel having a lower cetane number than normal.
• Incorrect adjustment of the fuel pump, plunger being set too low.
• Incorrect adjustment of the fuel cam on the camshaft.
• Fuel pump plunger sticking due to wear.
• Fuel pump leaking, in this case the engine output and exhaust gas temperature fall.
Low P comp, P Max
Diagram for an engine in which the
compression, the combustion and the
expansion lines are all too low.
The exhaust gas temperature is too high and

the engine output too low. This is caused by
lower end compression pressure which
results in slower combustion of the injected
fuel. Possible reasons for this are.
• Leaking engine piston rings.

• A leaking exhaust valve.
• The scavenging air system being blocked, or the suction air filter or air cooler is
dirty.
• The turbocharger is failing to supply enough air due to fouling.
• Blockage in the exhaust gas system-
Post combustion
Diagram which shows that post combustion
is taking place.
This is either the result of a fuel valve not

having closed properly (dribble). Or due to
fuel valve spring reaching a state of
resonance, valve is momentarily lifted from
its seat.
Conclusion
From the above it is evident that indicating diagrams provide us with a power full tool to
judge the engines performance. It provides us with information regarding the combustion
process, developed indicator power and timing of fuel pumps and valves.
The operator of the vessel has the opportunity to monitor the condition of the engine by taking
indicator diagrams at regular intervals. Analysis of these diagrams will also give him an early
warning of developing failures, such as for example leaking or malfunctioning injectors.
Developments in electronic pressure transducers and computers have greatly enhanced the
accuracy of indicator diagrams, and the ease of taking them. Computers also provided the
possibility to display the measurements in different formats, store previous readings and
trending them. It is foreseen that in the near future all indicator diagrams will be taken by
electronic equipment and the mechanical indicators will belong to the past.

TIN 01-2007 Indicator Diagrams - tcm109-215905

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Internal Newsletter

MTPNO867 Machinery Ships in Operation

Diesel Engine Indicator diagrams

Indicator diagram, working cycle of a 4 stroke diesel engine, not supercharged.

Indicator diagram, working cycle of a 2 stroke diesel engine, not supercharged.

Taking indicator diagrams

Icon Doctor Digitec Dieseltune III

Out of phase diagrams

Out of phase / Combustion diagram parameters

Graphical display of engine parameters

Interpretation of indicator diagrams

From the diagrams on the left it can be

It can be seen that when compaired with the

When compaired with the normal diagram it

The exhaust gas temperature is too high and

• Leaking engine piston rings.

This is either the result of a fuel valve not

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