Engine load diagram

Load diagram details

Planimeter
Draw card
Power calculation
Power calculation..
Power calculation…
Power calculation….
Power calculation…..
Instrument defects
Instrument defects contd..
Instrument defects contd…
Information from indicator diagram
Information from indicator diagram..
Information from indicator diagram…
Leaking injector
• A LEAKING FUEL INJECTOR can be detected by a loss in power in
the affected cylinder together with smoke at exhaust and high exhaust
and high exhaust temperature. There may also be a knock or pressure
wave in the injection system. An indicator diagram taken from this
cylinder will show fluctuations of pressure during the expansion
process due to secondary burning of fuel leaking from the valve. A
higher expansion line at the exhaust opening indicates afterburning.
•  
• Loss in power will be due to incorrect combustion since the fuel
pressure wave from the fuel pump must refill the space left by fuel
leaked from the injector; this may also cause the knock. Hot gas from
the cylinder may blow back into the injector tip, forming carbon and
choking the atomizer. Carbon may also form on the outside of the
atomizer due to burning of the dribble of fuel.
•  
• The injector should be changed and tested. To reduce the possibility
of leaking injectors, good maintenance of fuel pumps and injectors
should be carried out with routine changing of the injectors. Fuel
must be purified and filtered and must be supplied at the correct
temperature. Fuel injectors must also be maintained at the correct
temperature.
 Partly choked fuel injector

• PARTLY CHOKED FUEL VALVE may be due to contamination of the fuel in which
debris may choke the small atomizer holes in the injector. Alternatively it may be
caused by a leaky injector allowing hot gas to blow back into the injector causing carbon
to form and choke the injector. Overheating of injector nozzle may also cause buildup of
carbon. There will be a loss in engine power. There will probably be hammering in the
fuel pipes between fuel pump and injector and this may lead to rupture of fuel pipe. A
choked valve can be confirmed by indicator diagram power and draw cards and reduced
exhaust temperature
• The remedy is to change the fuel injector, clean the fuel system and ensure correct
centrifuging and filtering of fuel, maintain correct fuel valve temperature.
 Choked exhaust

• CHOKED EXHAUST The pressure during valve opening does not fall as
rapidly or as far as it should and prevents correct blow down and recharge of
the cylindcr with air. It causes loss in power, high exhaust temperature, smoke
and possible surge in the turbocharger, and is the result of contamination due to
incorrect combustion or excessive cylinder lubricating oil.
Light spring diagram
 Chocked silencer ( intake )

• In the power card this defect will show itself as loss of power, low
compression, and ignition pressure, high exhaust temperature. The
required quantity of air is not admitted in the cylinder hence
combustion of fuel is affected. A light spring diagram will show a low
pressure at the intake of the cylinder.
 Light spring with earlier or later exhaust
v/v opening

• EXHAUST VAL VE OPENING on a slow running engine can be checked by means of a

light spring indicator diagram. This will not give an accurate timing check. but by
comparison with a normal diagram or one taken during original engine trials. it may be
seen if valve opening is early or late.
• Early opening of exhaust valve will cause a loss in power since pressure is released too
soon. It will give a high exhaust temperature with risk of overheatmg and contamination.
Late opening will reduce the scavenge efficiency by reducing blow­down. It win also
affect the supply of energy to the turbocharger.
 Early ignition

• EARLY IGNITION This will cause an abnormally high peak pressure in the cylinder at
about the top of the piston stroke. A heavy shock load will be transmitted to the running
gear and bearings with a corresponding knocking sound. Although thermal efficiency is
high and exhaust temperature reduced. the shock load and consequent vibrations may
cause damage.
• Causes of early ignition may be incorrect fuel pump timing, broken or wrongly set
injector springs. incorrect fuel condition. or overheating of parts within the cylinder
 Later ignition / late injection

• LATE IGNITION It can be seen that this causes a low peak pressure which occurs well
after top centre of the piston. Power is lost since the fuel is not burnt correctly to transmit
power at the most effective part of the stroke. Combustion may continue during the
expansion stroke (see Afterburning) and may be incomplete. giving loss in energy
produced. high exhaust temperature and smoke.the fuel consumption will be higher,
average temperature of piston and liner is likely to be higher.if run in this condition for a
long period troubles will manifest itself in the form of defective lubrication, piston ring
leakage, laquering in the engine, scavange fires etc.
• Late ignition may be due to excessive injector spring setting. poor atomisation. high
viscosity or poor quality fuel. fuel pump leaking or incorrectly timed. low compression.
insufficient supply of combustion air. Or under cooling of parts within the cylinder.
 After burning

• AFTERBURNING This refers to slow or late combustion of fuel during the expansion
stroke of the piston and is shown by a rise in the expansion line during the latter part of the
stroke. Exhaust temperature and pressure will be high. with burning fuel and carbon passing
to exhaust. This may bum exhaust valves and foul the exhaust system. with risk of
turbocharger surging or uptake fires. High temperatures within the cylinder cause a
deterioration in lubrication and possible damage to liner surface and piston rings. There may
also be burning of the piston crown.
 Power balancing of engines
• For economy and efficient running of an engine equal power should be produced from
each cylinder. This is then said to be 'power balanced' and it may be necessary to make
some minor adjustments to achieve this.
• Power produced is related to the quantity of fuel injected and balancing is carried out by
small adjustments to individual fuel pump controls. Adjustments are limited to ensure
units are not overloaded, exhaust temperatures are not excessive, and that pump controls
still cut off when brought to stop. Fuel pump rack positions and exhaust and cooling
return temperatures from each cylinder should be noted. Equal exhaust temperatures on
their own do not necessarily show an accurate balance, particularly in turbocharged
engines. Figures do, however, tend to give some indication of balance when they follow
a pattern similar to that recorded at test bed trials.
• Power balancing can be checked by measurement from indicator diagrams by
calculation. the area or mean height from each cylinder.
• For medium and high speed engines it may be impractical to use a normal engine
Indicator due to the high velocities of parts causing vibrations in springs or drive
mechanisms. If other means are not available, power in the engine may be related to
peak or maximum pressure in the cylinder. Some manufacturers recommend that the
'ignition jump' (the difference between peak pressure and maximum compression
pressure for each cylinder) may be used to check power balance.
 Power balancing of engines..
• A number of assumptions have to be made regarding the operating efficiency of the
engine. In order that these can be justified, it is particularly important that regular and
correct maintenance is carried out on the engine and that any deviation from normal
running is noted, investigated and corrected at the earliest opportunity.
• Fuel injection equipment. is particularly important and fuel pump settings, clearances and
timings must be checked and maintained during periods when the engine is out of service.
Fuel injectors must be changed regularly. cleaned and tested to ensure trouble-free
operation. The injector is the most likely part of the system to be subject to faults in
service. A fault in one injector will cause loss in power in the affected cylinder, but may
also mean that other cylinders are subjected to overloading as the engine governor
attempts to maintain normal total power or speed.
• If an engine operates in an unbalanced condition, some bearings and running gear may
become overloaded; this may cause overheating and bearing failure. Overload in cylinders
may cause piston blow past, with the corresponding dangers of overheated or seized
pistons. Unbalance will also set up vibrations which, if maintained for prolonged periods,
will cause fatigue from the fluctuating stresses induced. This may in turn lead to fatigue
cracking of metal in bearings, fracture of bearing studs or bolts, cracks in crankshaft and
bedplate, and slackening or failure of holding -down bolts. A watchkeeper may ascertain
that running conditions are normal by observation of the relevant temperatures and
pressures, particularly exhaust and cooling return temperatures, lubricating oil and
turbocharge pressures. The exhaust should be clear of smoke and there should be no
unusual noise or vibration.