Section 502

Engine Performance and Condition

Description

Engine Performance and Condition 502.01

Evaluation of Readings Regarding 502.02
Combustion Condition
Condensate Amount 502.05

Working card

Engine Performance Data 502-01.00

Check of leakages from Inspection Holes 502-05.00
 Description
Engine Performance and Condition 502.01
Page 1 (3) Edition 08

General

Performance Data and Engine Condition An increase in charge air temperature involves a cor-
responding increase in the exhaust gas temperature
During operation small changes in the engine condi- level by a ratio of about 1:1.5, i.e. 1°C higher charge
tion take place continuously as a result of combustion, air temperature causes about 1.5°C higher exhaust
including fouling of airways and gasways, formation gas temperature.
of deposits, wear, corrosion, etc. If continuously
recorded, these changes in the condition can give Reduction of the charge air pressure results in a cor-
valuable information about the operational and responding reduction of the compression pressure
maintenance condition of the engine. Continuous and max. combustion pressure.
observation can contribute to forming a precise and
valuable basis for evaluation of the optimum operation When checking the max. pressure adjustment of the
and maintenance programmes for the individual plant. engine, it is therefore to be ensured that the exist-
ing charge air pressure is correct. Is not avaiable
for L16/24.
Engine Performance Data

If abnormal or incomprehensible deviations in opera- Fuel Injection Pump

tion are recorded, expert assistance in the evaluation
thereof should be obtained. The amount of fuel injected is equivalent to the
supplied energy and is thus an expression of the
We recommend taking weekly records of the most load and mean effective pressure of the engine. The
important performance data of the engine plant. Dur- fuel pump index can therefore be assumed to be
ing recording (working card 502-01.00 can be used) proportional to the mean pressure. Consequently,
the observations are to be compared continuously in it can be assumed that the connected values of the
order to ascertain alterations at an early stage and pump index are proportional to the load.
before these exert any appreciable influence on the
operation of the plant. The specific fuel consumption, SFOC (measured by
weight) will, on the whole, remain unchanged whether
As a reference condition for the performance data, the engine is operating on HFO or on MDO, when
the testbed measurements of the engine or possibly considering the difference in calorimetric heat value.
the measurements taken during the sea trial on the However, when operating on HFO, the combination
delivery of the ship can be used. If considerable de- of density and calorific value may result in a change
viations from the normal conditions are observed, it of up to 6% in the volumetric consumption at a given
will be possible, in a majority of cases, to diagnose load. This will result in a corresponding change in
the cause of such deviations by means of a total the fuel pump index, and attention should be paid to
evaluation and a set of measurements, after which this when adjusting the overload preventive device
possible adjustment/overhauls can be decided on of the engine.
and planned.
To avoid overloading of the engine the charge air
pressure and turbine speed recorded at the shop
Evaluation of Performance Data test should not be ex­ceeded.

Air Cooler At the Power Control Synchronizing (PCS) panel in the

engine control room it is possible to reduce the load
Fouling of the air side of the air cooler will manifest by adjusting the setting for maximum MCR load limit
itself as an increasing pressure drop, lower charge
air pressure and an increased exhaust/charge air Abrasive particles in the fuel oil result in wear of fuel
temperature level (with consequential influence on injection pumps and fuel valve nozzles. Effective
the overhaul intervals for the exhaust valves). treatment of the fuel oil in the purifier can keep the
content of abrasive particles to a minimum. Worn
fuel injection pumps will result in an increase of the
index on account of an increased loss in the pumps
due to leakage.

12.04 - ES0
502.01 Engine Performance and Condition Description
Edition 08 Page 2 (3)

General

When evaluating operational results, a distinction is If, for any reason, the surface temperature of the fuel
to be made between changes which affect the whole valve nozzle is lower than the condensation tempera-
engine (all cylinder units) and changes which occur ture of sulphuric acid, sulphuric acid condensate
in only one or a few cylinders. can form and corrosion take place (cold corrosion).
The formation of sulphuric acid also depends on the
Deviations occuring for a few cylinders are, as a rule, sulphur content in the fuel oil.
caused by malfunctioning of individual components,
for example a fuel valve with a too low opening pres- Normally, the fuel nozzle temperature will be higher
sure, blocked nozzle holes, wear or other defects, an than the approx. 180°C at which cold corrosion
inlet or exhaust valve with wrongly adjusted clearance, starts to occur.
burned valve seat, etc.
Abrasive particles in the fuel oil involve heavier wear
of the fuel valve needle, seat, and fuel nozzle holes.
Turbochargers Therefore, abrasive particles are to the greatest pos-
sible extent to be removed at the purification.
Fouling of the turbine side of the turbocharger will,
in its first phase, manifest itself in increasing turbo-
charger revolutions on account of increased gas Exhaust Valves
velocity through the narrowed nozzle ring area. In
the long run, the charging air quantity will decrease The overhaul intervals for exhaust valves is one of
on account of the greater flow resistance through the the key parameters when the reliability of the entire
nozzle ring, resulting in higher wall temperatures in engine is to be judged. The performance of the
the combustion chambers. exhaust valves is therefore extremely informative.

Service experience has shown that the turbine side is Especially under unfavourable conditions, fuel quali-
exposed to increased fouling when operating on HFO. ties with a high vanadium and sodium content will
promote burning of the valve seats. Combinations of
The rate of fouling and thereby the influence on vanadium and sodium oxides with a corrosive effect
the operation of the engine is greatest for small will be formed during combustion. This adhesive ash
turbochargers where the flow openings between the may, especially in the event of increased valve tem-
guide vanes of the nozzle ring are relatively small. peratures, form deposits on the seats. An increasing
Deposits occur especially on the guide vanes of the sodium content will reduce the melting point and
nozzle ring and on the rotor blades. In the long run, thereby the adhesive temperature of the ash, which
fouling will reduce the efficiency of the turbocharger will involve a greater risk of deposits. This condition
and thereby also the quantity of air supplied for the will be especially unfavourable when the va na weight
combustion of the engine. A reduced quantity of air ratio increases beyond 1:3.
will result in higher wall temperatures in the combus-
tion spaces of the engine. The exhaust valve temperature depends on the actual
maintenance condition and the load of the engine.
Detailed information and instructions regarding With correct maintenance, the valve temperature is
water washing of the turbocharger are given in the kept at a satisfactory low level at all loads. The air
instruction manual. supply to the engine (turbocharger/air cooler) and the
maximum pressure adjustment are key parameters
in this connection.
Fuel Valves
It is important for the functioning of the valves that
Assuming that the fuel oil is purified effectively and the valve seats are overhauled correctly in accord-
that the engine is well-maintained, the operational ance with our instructions.
conditions for the fuel valves and the overhaul in-
tervals will not normally be altered essentially when The use of rotocaps ensures a uniform distribution
operating on HFO. of temperature on the valves.

12.04 - ES0
 Description
Page 3 (3) Engine Performance and Condition 502.01
Edition 08

General

Air Inlet Valves Engine Room Ventilation, Exhaust System

The operational conditions of the air inlet valves are Good ventilation of the engine room and suitable loca-
not altered substantially when using residual fuel. tion of the fresh air intake on the deck are important.
Sea water in the intake air might involve corrosive
attack and influence the overhaul intervals for the
Fuel Injection Pumps exhaust valves.

Assuming effective purification of the fuel oil, the The fresh air supply (ventilation) to the engine room
operation of the fuel injection pumps will not be very should correspond to approximately 1.5 times the air
much affected. consumption of the engines and possible boilers in
operation. Under-pressure in the engine room will
The occurrence of increasing abrasive wear of plunger involve an increased exhaust temperature level.
and barrel can be a consequence of insufficient
purification of the fuel oil, especially if a fuel which The exhaust back-pressure measured after the turbo-
contains residues from catalytic cracking is used. chargers at full load must not exceed 300 mm water
Water in the fuel oil increases the risk of cavitation in column. An increase in the exhaust back-pressure will
connection with pressure impulses occurring at the also cause an increased exhaust valve temperature
fuel injection pump cut-off. A fuel with a high asphalt level, and increased fuel consumption.
content has deteriorating lubricating properties and
can, in extreme cases, result in sticking of the fuel
injection pump plungers.

12.04 - ES0
 Description Evaluation of Readings Regarding 502.02
Page 1 (1)
Combustion Condition Edition 04

General

PRESSURE DROP
INCREASING
(limit 50%)
Air filters
fouled.

PRESSURE DROP
INCREASING
(limit 50%)
Air side of
ALL CYLINDERS cooler fouled.
Exhaust temp. increa-
sing:
Air system fouled TEMP. DIFFERENCE
(Air filter-blower-cooler). TOO LARGE
Exhaust system fouled Water flow too small
(nozzle ring, turbine
wheel).

TEMP. DIFFERENCE
TOO LARGE
Air cooler fouled.

ONE CYLINDER DECREASING CHARGE

Exhaust temp. in­ AIR PRESSURE:
creasing: Fuel valve Decreasing air amount.
needs overhaul. Fouled turbocharger,
Compression too low air filter or charge
owing to leakage of Pcomp and Pmax are measured by means air cooler (air side).
exhaust valve or of max. pressure gauge.
piston ring blow-by. Pcomp too low: Leaky combustion chamber,
charging air pressure too low.
Pmax too low: to late injection timing, low
charge air press., low comp. press., worn
fuel pump
P comp too low, ignition too late.

Remarks: except for L16/24 Please also see Description 502.01,

Engine Performance and Condition

11.23 - ES0
 Description
Condensate Amount 502.05
Page 1 (2) Edition 03

General

Fig. 1 Nomogram for calculation of condensate amount.

General Then normally, the air cannot absorb the same

amount of water as before.
There is always a certain amount of water in air.
When the air is saturated with aqueous vapour, the Condensation of water in the engine's charge air
humidity is said to be 100% and there is as much receiver is consequently dependent on the humidity
water in the air as it can absorb without condensing. and the temperature of the ambient air. To find out
The amount of water in kg/kg air can be found from if condensation in the charge air receiver will occur
08028-0D/H5250/94.08.12

the diagram. The ability to absorb water depends on the diagram can be used.
the pressure and temperature of the air.
Example:

Amount of Condensation Water in the Charge Diesel engine 1000 kW

Air Receiver Ambient air condition:
air temperature 35 C
Both higher pressure and lower temperature reduce relative air humidity 90 %
the ability to absorb water. A turbocharged diesel Charge air temperature 50 C
engine takes air from outside, compresses and Charge air pressure 2.6 bar
cools the air.

04.31 - ES2
502.05 Condensate Amount
Description
Edition 03 Page 2 (2)

General
As a guidance, an air consumption of 8.2 kg/kWh (Le) Amount of Condensate Water in Air Tanks
at full load can be used for MAN B&W engines.
The volume of condensate in the air tank is determi-
Solution according to diagram: ned by means of the curve at the bottom to the right
of the diagram, representing an operating pressure
Water content of air (I) 0.033 kg/kg of 30 bar.
Max. water cont. of air (II) 0.021 kg/kg
Example:
Amount of condensate in charge air receiver.
Amount of condensate in air tank.
= (I-II) x le x P
= (0.033 - 0.021) x 8.2 x 1000 = 123 kg/h Volumetric capacity of tank (V) 4000 dm³
Temperature in tank (T) 40 °C=313K
Internal press. of tank (p) 30 bar
Draining of Condensation Water = 31 x 105 N/m²(abs.)
Gas constant for air (R) 287 Nm/kg.K
This phenomenon will occur on all turbocharged Ambient air temperature 35 °C
engines. For MAN B&W Four-stroke engine, there Relative air humidity 90 %
is no risk with a small amount of water in the charge Weight of air in tank
air receiver. But if the charge air receiver is filled with
water, there is a risk of getting water into the cylinder. pxV 31 x 105 x 4
This water have to be drained away. As standard a m= = = 138 kg
RxT 287 x 313
valve is mounted on the charge air receiver/cooler
on the engine. This valve is to be used for draining
of the water. If there is a great amount, the valve can Solution acc. to above diagram:
be left half-open. If the amount is small, the charge
air receiver can be drained periodically. Water content of air (l) 0.033 kg/kg
Max. water cont. of air (lll) 0.0015 kg/kg

Amount of condensate in air tank

= (I - III) x m
= (0.033 - 0.0015) x 138 = 4.35 kg
08028-0D/H5250/94.08.12

04.31 - ES2
 Work Card 502-01.00
Page 1 (3) Engine Performance Data
Edition 11

L16/24, L21/31, L27/38

Safety precautions Special tools

Engine stopped Plate No. Item No. Note
Shut-off starting air 52002 138 only for L21/31, L27/38
Shut off cooling water 52002 498 only for L27/38
Shut off fuel oil
Stop lub. oil circulation
Press Blocking - Reset

Short Description
Measurements of engine performance data.

Starting Position Hand Tools

Engine is running.

Related Procedure

Qualified Manpower Replacement and wearing parts

Duration in h : 1 Plate No. Item No. Quantity
Number : 1

Data
Data for pressure and tolerance (Page 500.35)
Data for tightening torque (Page 500.40)
Declaration of weight (Page 500.45)

2012.01.23. - ES0
 502-01.00 Work Card
Engine Performance Data Page 2 (3)
Edition 11

L16/24, L21/31, L27/38

Personal Protection Equipment!

Warning!
Personal Protection Equipment:
Use safety shoes, hearing protection, protective
gloves, safety glasses
The area around the engine must be clean and
tidy!

Health Risk!
Warning!
Health Risk!
Due to vibrations during engine operation, espe-
cially in awkward positions!

2012.01.23. - ES0
 Work Card 502-01.00
Page 3 (3) Engine Performance Data
Edition 11

L16/24, L21/31, L27/38

Diagram

2012.01.23. - ES0
 Work Card 502-05.00
Page 1 (3) Check of Leakages from Inspection Holes
Edition 03

L21/31

Safety precautions Special tools

Engine stopped Plate No. Item No. Note
Shut-off starting air
Shut off cooling water
Shut off fuel oil
Stop lub. oil circulation
Press Blocking - Reset

Short Description
Check of leakages from inspection holes.

Starting Position Hand Tools

Related Procedure

Qualified Manpower Replacement and wearing parts

Duration in h : 1/4 Plate No. Item No. Quantity
Number : 1

Data
Data for pressure and tolerance (Page 500.35)
Data for tightening torque (Page 500.40)
Declaration of weight (Page 500.45)

2003.06.30 - ES0
 502-05.00 Work Card
Check of Leakages from Inspection Holes Page 2 (3)
Edition 03

L21/31

Personal Protection Equipment!

Warning!
Personal Protection Equipment:
Use safety shoes, hearing protection, protective
gloves, safety glasses

Description

1) Leakages from cylinder head, see fig. 1.

If Then
Water leaks from the inspection hole The O-ring on the top of the liner has to be replaced
Gas leaks from the inspection hole The sealing ring cylinder head/liner has to be replaced

Figure 1: Inspection holes in the cylinder unit

2003.06.30 - ES0
 Work Card 502-05.00
Page 3 (3) Check of Leakages from Inspection Holes
Edition 03

L21/31

2) Leakages from HT cooling water pump,

see fig. 2.
If Then
Water leaks from the inspection hole Check the rotating sealing

3) Leakages from LT cooling water pump,

see fig. 2.
If Then
Water leaks from the inspection hole Check the rotating sealing

Figure 2: Inspection holes in the front-end box

2003.06.30 - ES0