415
1 MARINEDIESELENGINESULZERAL25/30
TESTBED
Diagnosticsystem for evaluation of exploitation
attributes of marine diesel engines consist of the
dieselenginedrivingelectricgeneratorandtopclass
operatingstationenablingmonitoringandrecording
of working parameters. The operating station also
enablesremotecontroloftheengine
andauxiliaries.
Diagnosticstandsystemconsistof:
threecylinders,fourstrokedieselenginetype3AL
25/30CegielskiSulzerwithpowerrateof396kW,
withturbochargertypeVTR160BrownBoveri
synchronous, self‐excitation electro generator
GD8‐500‐50,500kVA
operatingstationEMOS
electronic indicator
with Kistler combustion
sensors
electricswitchgear
fancoolers
fuel tanks with fuel distribution system and the
centrifugal
fuel consumption accurate measurement
installation
1.1 Dieselengine
The marine diesel engine type 3 AL 25/30, is four
stroke non‐reversible self‐ignition, turbocharged
engine(Fig.1)Theengine wasmanufactured
byHCP
CegielskiinPoznań,underlicenseofSulzer.
Complex Measurement System for Enhancement of
Capability for Marine Engines Diagnostics
A.Charchalis
GdyniaMaritimeUniversity,Poland
ABSTRACT:Modernwayofmachines’exploitation,duetotheirhighlevelofstructuralcomplication,requires
proper level of supervising. That supervising is generally based on detection of pre‐failure states and
evaluationofmachines’singleelementsorcomponentscondition.Intheframeofdevelopmentofthe
research
capacity of the Mechanical Faculty of Maritime Academy in Gdynia, has been developed the Exploitation
Decision Aid System for marine engines exploitation. The system was based on existing test bed with the
marine diesel engine Sulzer AL 25/30 as a core element. Modernization of the measurement equipment,
significantlyextendedresearch
capacity,whatresultedwithimprovementofquality,extensionofthespan,and
acceleration of conducted research and development works in the domain of safety of exploitation and
diagnosticsofmarinepowerplants.Investmentsinmodernmeasurementapparatusenablesalsoanextension
oftherangeofresearchandexpertiserelatedto
engines’failuresandpollutantsemission,inrelationtobroad
spectrumofimplementedfuels.Thegoalhasbeenachievedinwayofmodernizationofengine’smonitoring
systemandstandsinTechnicalDiagnosticLaboratory.
http://www.transnav.eu
the International Journal
on Marine Navigation
and Safety of Sea Transportation
Volume 7
Number 3
September 2013
DOI:10.12716/1001.07.03.14
416
Figure1.Marinedieseltype3AL25/30
Maintechnicalparticularsoftheengine:
type‐3AL25/30
no.ofcylinders‐3
bore[mm]‐250
stroke[mm]‐300
sweptcapacity[cm3]‐14726
powerrate[kW]‐408
rotationalspeed[rpm]‐750
compressionratio‐1:13
Fuelinstallationmalfunctionscanbesimulatedby
adjustmentof
drain screw installed athigh pressure
fuelpump at 2
nd
cylinder, for simulation of leakage,
and by installing of specially preparedinjecting
valveswithpartlycloggedorenlargedsprayerholes
forsimulationofinjectionfaults.
1.2 OperatorstationEMOS
Operator station EMOS is dedicated to current
control, visualization and archive of the working
parametersoftheengineSulzer3AL25/30.
GeneralviewofthestationispresentedinFig.2.
The station is equipped with personal computer
withtwodisplays(19”and40”)andoperatorboard,
consisting the set of control lights and elements of
engine’s systems work control. The station is also
equipped with safety devices system,and system of
auxiliary mechanism monitoring and steering, both
are governed by PLC programmable Logic
Controller)SchneiderModicon.
PLC Schneider Modicon is based on 4 basic
processors with Modbus communication, and 3
processors for integration of 2 within 3
communication lanes (CANopen, Ethernet and
Modbus)each.EveryprocessorhasaportUSBmini‐
B,whichistheprogrammingportandalsoconnecting
portforgraphicpanelsSchneiderElectric.Thesystem
Modicon M340 is build up basing on the board
enablingconfigurationoffullspectrumofamplifiers,
processors and in/out modules with “hot swap”
function what means broken element exchange
withoutswitchingoffthesystem.
In/outmodulesare:
analog,digital(64channels)andfastcounters.
All parameters controlled by operator station are
availableforouterrecorders.
Theoperatorstationfulfilstasksasfollow:
operator access to all controlled working
parameters
constant display of alarms list with alarm on,
alarmoffandacknowledgetime,
acknowledgement of appearing alarms using the
keyboardorthemouse,
possibility of setting four alarm threshold levels
foranalogsignals,
possibilityofsettingtimedelaysofalarmsignals,
changing of configuration of measurement
channels, selection of measurement ranges and
calibration,
constant archiving of data and simple
mode of
filesoutlook,
recording of trends of analog data and trends of
changesbasedonrecordshistory,
Data export to outer receivers for subsequent
analysisandprocessing,
Printingoftherapportsanddatasets,
Independent work of two monitors enabling
displayoftwopicturesin
thesametime.
InTable1arepresentedallparametersmeasured
andrecordedbythesystemEMOS
Table1.ListofparametersrecordedbyEMOS
Nameof
p
arameter S
y
mbol Unit Ran
g
e
1. Oilpressurebefore
en
g
ine
P1 MPa 0
–
1MPa
2. Jacketwater
p
ressure
P2 MPa 0
–
1MPa
3. Seawater
p
ressure P3 MPa 0
–
1MPa
4. Chargingair
p
ressure
P4 MPa 0
–
1MPa
5. Seawaterafter
intercooler
p
ressure
P5 MPa 0
–
1MPa
6. Seawaterafter
cooler
P6 MPa 0
–
1MPa
7. Jacketwaterafter
cooler
p
ressure
P7 MPa 0
–
1MPa
8. Airinlet
p
ressure P8 MPa 0‐100kPa
9. Chargingair
tem
p
erature
T1
0
C 0
–
100
0
C
10. Jacketwateroutlet
tem
p
erature
T2
0
C 0
–
100
0
C
11. Seawaterbefore
en
g
inetem
p
erature
T3
0
C 0
–
100
0
C
12. Seawaterafter
coolertem
p
erature
T4
0
C 0
–
100
0
C
13. Seawaterafteroil
coolertem
p
erature
T5
0
C 0
–
100
0
C
14. Seawaterafter
coolertem
p
erature
T6
0
C 0
–
100
0
C
15. Lubricatingoil
temperaturebefore
en
g
ine
T7
0
C 0
–
100
0
C
16. Exhaustgas
temperatureafter
c
y
linder1
T8
0
C 0
–
600
0
C
17. Exhaustgas
temperatureafter
c
y
linder2
T9
0
C 0
–
600
0
C
18. Exhaustgas
temperatureafter
c
y
linder3
T10
0
C 0
–
600
0
C
19. Exhaustgas
temperaturebefore
turbochar
g
er
T11
0
C 0
–
600
0
C
20. Exhaustgas
temperatureafter
turbochar
g
er
T12
0
C 0
–
600
0
C
417
21. Enginerotational
s
p
eed
n1 rpm 0‐ 1000
22. Turbocharger
rotationals
p
eed
n2 rpm 0‐ 1000
23. Powerofelectro
g
enerator
NE kW 0‐ 500
24. Fuelrackindex W0‐ 0‐ 10
25. Airtemperature
afterturbochar
g
er
T13
0
C 0‐100
Inthe case of occurring thealarm,EMOS system
initiates visual alarm in the form of a blinking light
andahornacousticsignal.Thealarminitiationdelay
canbesetonindividualdeterminedforevery alarm
channel.
Figure2.OperatorstationEMOS
Formeasurementofvariablepressureincylinders
and high pressure fuel pipes, electronic indicator
Unitesthas beenused.Itissix–way indicator with
piezoelectric sensors of combustion pressure Kistler
type6353A24,lightpipesensorsofinjectionpressure
Optrand AutoPSI‐S‐2000 and impulse head type
MOC. It enables pressure
measurements with
discretion0.5ºofcrankshaftangle.
Kistler sensors are connected by dedicated
adapters, enabling measurement of combustion
pressurebeforeindicatorscocks.Solutionlikethatlets
avoiderrorsofvaluerunduetointerferenceofthe
cocks. In this case, automatic recording of indicator
chartson‐linemodeispossible.
ElectronicindicatorUnitest2008canbeplacedina
groupof Mean Indicated Pressure (MIP) calculators.
That device is a stationary indicator dedicated to
measurement, digital recording and visualization of
the runs of combustion pressure and fuel injection
pressureindomainofcrankshaftangle.
Figure3. In cylinder gas pressure sensor installed at the
indicatorcock
Themostimportantelementsoftheindicatorare:
pressure sensors, injection sensors, crankshaft angle
sensor, signal amplifiers, analog‐digital transducers
and personal computer. Diagram of in‐cylinder
pressuremeasurementispresentedinFig.4.
Figure4. Sensor’s connecting adapter before the indicator
cock
The indicator has been equipped with special
programenabling measurement and visualizationof
pressureruns.Exampleofawindowwithcombustion
andinjectionpressurechartsispresentedonfig.5.
Figure5.Electronicindicatorprogramwindow
Theindicatorprogramincludeswidespectrumof
optionsforeasyanalysisgatheredrunsofcombustion
and fuel injection. Extension of selected parts of a
pictureispossible,andrunoffunctionscanberelated
to mean values of all cylinders and values of
pressure
sensor
418
reference. Apart from graphic analysis of runs,
automatically following parameters of combustion
andinjectionaredetermined:
indicatedpoweroftheengine;
meanindicatedpressure;
peakofcombustionpressure;
angleofcombustionpressurepeak;
expansionpressure(atangle36oafterTDC);
peakinjectionpressure;
angleofinjectionpressurepeak.
Above stated elements are as follow laboratory:
Technical Diagnostics, Tribology, Surface
Engineering.
Those three laboratories, which equipment was
funded by Ministry of Science and High Education
are expected to enable realization of advanced
research programs and contracted research in
diapason of technical diagnostic, technical security
engineering, analysis of mechanisms reliability,
tribologyandsurfaceengineering.
2 THETECHNICALDIAGNOSTICLABORATORY
The Technical Diagnostic Laboratory consist of
equipmentlistedbelow:
VibrationAnalyzerPULSEbyBrüel&Kjaer,
AcousticEmissionSetbyVallenSystem,
Analyzer/Recorder of working process by Sefram
Instrumens&Systems,
MobileGas
AnalyzerbyTesto,
IndustrialVideoendoscopeXLG3byEverest,
ThermovisionCamerabyNECAvioCo.,Ltd,
2.1 Vibroacoustics
Vibration signals are carrying much information
abouttechnicalconditionofamachineandareabase
for utilization in signals’ monitoring systems as a
conditiontrendsfactorofamachine.
Spectralanalysis
of signals enables an identification of a failure type.
Vibration signals monitoring is useful also for
evaluationofbearingnodes,conditionofshafts,and
frictional couplings, including gears meshing and
bladesarrangementsintorotarymachines.
The vibration analyzer is the 6. channel recorder
type3050‐A‐60,themodule
LAN‐XI51,2kHz(CCLD,
V) Brüel & Kjaer. The set includes also the acoustic
calibrator4231andthecalibration’sexciter4294.The
set consist also the tachometer probe MM360, set of
microphones4189‐A‐021andtheaccelerometer4515‐
B. Measurements and analysis are carried out using
computer program
PULSE time (FFT analysis
program,harmonicanalysis,signals’recorder).Allis
governedbythecentralstation.Therangeofoutput
voltage for typical accelerometer/microphone with
build‐in amplifier CCLD is 120 dB for broad band
10Hz–51kHz,and160dBfornarrowband6kHz.
Maximumpeak voltage
is 10 V, and linearity ± 0,03
dB in the range of 120 dB. Data processing in the
analyzeris24bitmode.Registeredfrequenciesband
isDC–51kHz.
2.2 Oilspectralanalysis
The spectrometer analyze traces of radicals coming
from: oil additives, wear processes and outer
contamination.
Comparison of results with previous
onesandpermittedlimitsenablesobservationofthe
normalmechanicalwearprocessorearlydetectionof
potentialdamage,atitsearlystage.
PictureofspectrometerSpectroilQ100ispresented
inFig.6.
Figure6.PictureofspectrometerSpectroilQ100
Moreover,thisspectrometerenablesevaluationof
oil condition in reference to content of additives. It
concernsmostlysyntheticoils.
The spectrometer measures contents of radicals
dissolvedorfloatingparticlesinmineralorsynthetic
products, using the method of a rotational disc
electrode (RDE). Basic configuration of the
spectrometerenablesdetectionof
22radicals,ie.:Al,
Ba,B,Cd,Ca,Cr,Cu,Fe, Pb,Mg,Mn,Mo,Ni,P,K,Si,
Ag,Na,Sn,Ti,V,Zn.
Thespectrometerrangecanbeextended,whatlet
detectionadditionalradicals:Sb,Bi,As,In,Co,Zr,W,
Sr,Li,Ceanddetectionof
radicalsIncoolingliquids
andwater.
2.3 Videoendoscoperesearch
Video endoscope Everest XL G3 presented in Fig. 7
enables evaluation of technical condition of internal
spaces, for example marine engines and machines,
permanentand mobilepressuretanks,pipelines and
masts, with possibility of dimensional evaluation of
defects, visualization at LCD
display and video
419
recording.3Dphasemeasurementenablesinspection
and measurement of defects by only one lens, what
eliminate necessity of its replacing by measurement
lens.
Figure7.VideoendoscopeXLG3Everest
It lets scanning and carry measurement in 3
dimensionsofeverydetecteddiscontinuity.InFig.8
is shown an example of damage dimensions
evaluation.
Figure8.Sampleofevaluationofdamageparameters
Phase measurement analyzes available in
observation zone (105
o
surface, and creates 3
dimensional movable model). Working probe in the
systemXLG3isexchangeable.
2.4 Thermovisionresearch
Thermo vision camera Thermo Gear G100 from
Japanese manufacturer NEC‐AVIO Co., Ltd. enables
trackingprocessesrelated tochangesof temperature
or emission in time or related to differentiation of
thermal pictures of selected individual objects. The
camera gives to operator many possibilities if
measurement.Ithasa temperature previewfunction
for5randompointsofthepicture,withpossibilityof
setting up individual coefficients of emission for
every point. The camera enables also
maximum/minimumtemperatureatwholedisplayor
in
selected area, the value of difference of
temperatures between two selected points, or linear
profileoftemperature.
Asthecameraisequippedwiththeopticalfocus
with resolution 2000000 pixels, also registration of
optical picture is possible. Pictures can be presented
separately,parallel(onenexttooneat
thedisplay) or
inpenetratingmode.
During analysis of the picture, one has to put
attentionatchangesofmutualpositionofpicturesin
relationtothedistancefromobservedobject.
The camera enables broad implementation for
diagnostic research of machines and mechanisms as
wellresearchoftechnologicorenergeticprocess.
The camera is equipped with the detector with
dimension320x249elements.Worksinrealtime,with
refreshingfrequency 60Hz.Ithasthermalsensitivity
at least 0,08
o
C at ambient temperature 30
o
C. The
cameracanregistertemperaturesindiapasonfrom‐
400
o
Cto500
o
C,dividedtotwosub‐ranges:‐400
o
C
to120
o
Cand0
o
Cto500
o
Cwithaccuracy±20
o
Cor
±2%.
2.5 Acousticemissionmeasurementmethod
The AE method relay on detection and analysis of
acoustic signal, emitted by a material being under
mechanicalstress. Emitted elastic waves are a result
of interval elastic energy release. Thus energy is a
phenomenonrelatedtophysicalprocesstakingplace
in materials
or at their surface. Processes
accompanying by acoustic emission are plas tic
displacement,cracking,structuralandphasechanges,
corrosion, leaking and fibers cracking in composite
materials. Accurate analysis enables definition of
sourcesandkindofacousticemission.
Thesetfornon‐invasive(withoutdisassemblingor
destroying)measurementofawearlevel
ofmachines
elementsbeing understress,deformationsorloade.g.
the wear of injectors, pumps, hydraulic elements,
stressstateofafuselageorahullsheets,pipelinesetc.
The AE measurement set consist of4 channels
signal recorder AMSY 6 and the measurement
module ASIP‐2/S by Vallen System. The system
is
equippedwithpreamplifier with a frequencyrange
20kHz to 1MHz and amplification 34dB, and AE
signalsensorwithrange100–450 kHz.The set has
the recording module, putting down 8 MB’s data
bunchesforeverychannelanddataregistrationand
analysisprogram.
2.6 Marineenginesexhaust
gasanalysis
Themobilesetdedicatedformarineenginesexhaust
gas analysis enables measurement of emission of
exhaust gases’ toxic substances of different kinds of
420
internal combustion engines, stationary or
locomotive.
The set consist ofhigh quality exhaust gas
analyzer 350 XL by TESTO, including a industrial
probe with particles filter, a infrared sensor
calibrationsystemandarigidcase.
Figure7.ExhaustgasanalyzerTesto350XL
The analyzer has the Germanischer Lloyd
Certificate,giving legacy for tests on board ships, in
accordance to MARPOL Convention Attachment VI.
Moreover, the set is equipped with the integrated
temperature and humidity sensor, and atmospheric
pressuregauge.Sensorsareconnectedby16channels
digital‐analog transducerwith industrial computer
withdedicated
programs,asarecorder.Therecorder
lets simultaneously connect all gas sensors, ambient
parameters gauges and additional 13 random
physical values sensors having standard 0‐10 V
outputs. The recorder has built‐in parallel port RS‐
232, for connection with the recorder of TESTO
analyzer.Infig.7.ispresentedthe
setofExhaustgas
analyzer Testo 350XL. In Table 2 are presented
broadspectrumofgasmeasurementranges.
Table2.Gasanalyzermeasurementrange
_______________________________________________
ParameterRange Unit
_______________________________________________
oxygen‐O20–21 %Vol.
carbonmonoxide‐CO0–5000 ppm
carbondioxide‐CO
20–20 %Vol.
nitricoxide‐NO0–2500 ppm
nitrodioxide‐NO
20–500 ppm
sulphurdioxide‐SO
20–3000 ppm
gastemperatureatmeasurementpoint 0–1000 ºC
dynamicpressuredo20 kPa
_______________________________________________
3 CONCLUSION
Modernization of the engine and extension of
diagnostic base, will enable carrying out research
specifiedbelow:
diagnostic research based on active experiment,
leadingtodeterminationofdiagnosticparameters’
database;
diagnostic research of the engine’s functional
systems, especially turbo charging, fuel injection
andpiston‐connectingrodensemble;
research related to the utilization of combustion
pressure charts, high pressure fuel fluctuation
analysisandacousticemission,formarineengines
diagnostics;
research on influence of alternative fuels
implementation at the engine exploitation
parameters including exhaust gases composition
andtoxic;
research on possibility of utilization of data base
informationforautomaticgatheringofknowledge
(inductive methods of machine learning and
knowledgerevealmethods).
research on influence of mode of the engine
exploitation at its elements condition, including
elementsafterrecoverytreatment;
REFERENCES
[1]Charchalis A., Conditions of Drive and Diagnostic
Measurements During Sea Tests Journal of Kones vol.
14/4,Warszawa2007.
[2]Pawletko R., Polanowski S.: Influence of TDC
determination method s on mean indicated pressure
errorsinmarinedieselengines,JournalofKONES,Vol.
18,No.2,p.355‐364,Warsaw2011.
[3]
Polanowski S., Pawletko R.: Acquisition of diagnostic
information from the indicator diagrams of marine
engines using the electronic indicators, Journal of
KONES,Vol.18,No.3,p.359‐366,Warsaw2011.
[4]PawletkoR.,PolanowskiS.:Researchoftheinfluenceof
marinedieselengine SulzerAL25/30loadon theTDC
position on the indication graph. Journal of Kones
Powertrain and Transport, Vol. 17, No. 3, p. 361‐368 ,
Warsaw2010.
[5]Polanowski S., Pawletko R.:. Application of multiple
moving approximation with polynomials in curve
smoothing,JournalofKonesPowertrainandTransport,
Vol.17,No.2,p.395‐402,Warsaw2010.
[6]Dereszewski M., Charchalis A., Polanowski S:
Evaluation of diagnostic information about marine
engine work based on measurement of the angular
speeddiscretevalue.JournalofKONES,Vol.19,No2,
p.121‐128,Warsaw2012
