Indicator diagrams

NATIONAL MARITIME ACADEMY

Questions
Explain the need for taking series (set) of power cards to
assess engine performance
Explain minimum information required from the power
card for accurate assessment of engine performance
(Hint- MIP, Pmax, Pcomp)
Explain the significance of:
Out of phase diagram (draw card)
Light spring diagram
Explain the effect on the on engine performance if it is
operated with
high Pmax
low Pmax
Foundation
Heat balance is done
when engine is
operating at its peak
performance
About 50.5% of power
from fuel is converted
to shaft power
If there is a fault,
wear & tear in the
engine, less power is
available at the shaft

Foundation
We use diesel and dual
cycle to understand the
process
We use indicator cards to
monitor performance
Pcomp=P
max
=110 bar
Pressure
Swept Volume
MIP
Diesel Cycle
W net
W net
TDC BDC
Clearance
volume
4
1
3 2
p
V TDC BDC
Start of
injection
Exhaust
valve opens
Scavenge
port open
Scavenge
port close
Exhaust
valve close
End of injection
Atmospheric
pressure
Pmax= 150 bar Pmax= 150 bar
Three important ratios that affect Air Standard
Efficiency and engine operation

Increase in compression
ratio, Air Standard
Efficiency increases-page 5
Decrease in cut off ratio
ASE increases
Increase in pressure ratio
ASE increases- page 3
The above ratios are
applicable to actual
Diesel engine for the
purpose of optimising
performance with
indicator diagrams.
Pmax=145 bar
Pressure
Swept Volume
MIP
Dual Diesel Cycle
Wnet
Wnet
TDC BDC
Clearance
volume
Pcomp=110 bar
5
1
2
3
4
Pscav=2.5 bar
MEP=18 bar
Purpose of Indicator Diagrams

Power calculation
Mean Indicated
Pressure
Combustion and
compression pressures
Evaluation of the
combustion process
Evaluation of scavenging
process
Calculation of air
temperatures in the
compression chamber.
Page 7
p
V TDC BDC
Start of
injection
Exhaust
valve opens
Scavenge
port open
Scavenge
port close
Exhaust
valve close
End of injection
Atmospheric
pressure
Pmax= 150 bar Pmax= 150 bar
In order to evaluate the
combustion process a
draw diagram is necessary
In order to evaluate the
scavenging process a
light spring diagram is necessary
P
o
w
e
r

c
a
r
d
Draw diagram
compression pressure,
maximum pressure of
ignition and the
slope of the ignition
curve.
Page 7,8,9
Slope of combustion curve
Slope of combustion
Normal
Slope of combustion
High- fault
Fault Diagnostics with Indicator Diagram
p
V
TDC
BDC
Atmospheric
pressure
Normal Pmax= 150 bar
Abnormal Ignition Pressure
Early or late fuel injection
Fuel ignition qualty
Fuel heat value
Fuel atomisation
Low mass of air
* Ref-Pressure ratio
Piston ring leak
Worn liner
Normal Pcomp= 115bar
Low compression pressure
& low mass of air
Piston rings leak
Worn Liners
Exhaust valve leak
Piston crown burnt
Bearing wear down
* Ref-Compression ratio
After burning
Late fuel injection
Fuel ignition qualty
Fuel atomisation
Excess fuel..overload
High exhaust temperature
Blowby
* Ref-Cut off ratio
Normal Pscav= 2.5 bar
Scavenge problems
Exhaust valve timing
Exhaust back pressure
Scavenge ports dirty
Low cahrge air pressure from T/C
High scavenge air temperature
Low mass of air at begining of compression
* Ref- m= pV/RT
Fuel injection timing
Proper injection timing can be
checked by an evaluation of
power from indicator diagram and
measurement from draw
diagrams.
If the Maximum Combustion
Pressure (Pmax) is within limits,
M.I.P is satisfactory
Exhaust temperature is within
limits
Rack position relationship is
satisfied,
It should be assumed that the
fuel timing is correct, if it is not
correct then it can be either
too late or
too early
Fuel injection timing

Leakages, blow byincreased
clearance volume

Light spring
1
P
V
Blow down
on opening of
exhaust valve
2
3 4
Scavenge pressure
inside cylinder
1
P
V
Blow down
on opening of
exhaust valve
2
3 4
Scavenge pressure
inside cylinder
Fault
Normal

Choked scavenge ports
Normal
1
P
V
Blow down
on opening of
exhaust valve
2
3
4
Scavenge pressure
inside cylinder
Fault
Normal
High exhaust back pressure