Section II Interpretation Documents PDF

ENGINE DIAGNOSIS – THE BENEFITS AND THE LIMITATIONS
SECTION II
ENGINE DIAGNOSIS – THE BENEFITS

AND THE LIMITATIONS OF USING AN
ENGINE INDICATOR
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LEHMANN & MICHELS GmbH & Co. KG
Tel + 49 4101 5880 0 • Fax +49 4101 5880 129 • lemag@lemag.de
Sales & Service-Center Rellingen • Siemensstraße 9 • 25462 Rellingen • Germany
SECTION II
ENGINE DIAGNOSIS – THE BENEFITS AND THE LIMITATIONS OF

USING AN ENGINE INDICATOR
General
1. Reasons for indicating internal combustion engines

2. Preconditions for correct measurement
3. Selecting adequate measuring systems
4. Mechanical or electronic indicators
5. Aid to choose the right indicator
Representation and analysis of cylinder pressure curves
1. Definition of main parameters

2. P/T diagram
3. P/Alpha diagram
4. P/V diagram
5. Derivative curve
6. Peak Pressure diagram
Representation and analysis of injection pressure curves

2. P/Alpha diagram
3. Preconditions for injection pressure measurement
Detecting typical malfunctions
1. Indicator valve/pipe carbonisation

2. Loose indicatorvalve spindle/seat
3. Imperfect adjustment of ignition distribution (adjusted indicator drive)
4. Influence of crankshaft torsion and no uniform rotational speed
The limits of engine diagnostics

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Interference table
General
1. Reasons for indicating internal combustion engines
A lot of standard information concerning the working condition are offered by

parameters, that can be read on the engine:
- Exhaust gas temperature

- Charge air pressure
- Comparison of cylinder fuel rack position
- Shaft power
These parameters are quasi indirect parameters that reveal a hint of possible
sources of error.
To gain a real insight into the course of combustion the one and only reliable
measuring method is cylinder pressure measurement.
This kind of measurement performs the representation of direct parameters, that are
necessary for analysis of engine condition.
Only this kind of measurement supplies the whole range of information over possible
required adjustment corrections and maintenance work on the engine a marine
engineer or comparable specialist needs.
Nothing else but the indicator diagnostic of Diesel/Gas-Engines guarantees security

and economy in engine performance.
2. Preconditions for correct measurement
For Diesel/Gas-Engine diagnostics by use of an indicator it is absolutely necessary

that the engine is equipped with indicator valves on every cylinder.
The connection between cylinder head and indicator valve should be as short/direct
as possible. The bore-hole as well as the indicator valve must be absolutely blown
clean before indicating. The indicator valves must be free of combustion residuals,
for example carbonisation. The valves must be kept in correct condition. Loose
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valve spindle or –seat falsify the measuring values and make conclusions about
engine condition impossible.
The used measuring instruments (indicators) must be calibrated regularly and

adapted to the needs in type and range.
The statement of a measuring result is only as good as the condition of the

measuring instrument and it’s periphery.
3. Selecting adequate measuring systems
The choice of adequate measuring system is dependent on the needed

information. We can observe a clear trend away from mechanical indicators
way to electronic indicators.
Basically is valid: In case it is necessary to observe just the max. combustion

pressure usually a peak pressure indicator is sufficient.
At matter of additional information about cylinder pressure course is needed, the use
of “writing” indicators must be used.
These indicators draw the combustion pressure on wax-paper effected by

piston/cylinder system with writing system.
4. Mechanical or electronic indicators
The trend is clearly way to the electronic indicators as started under point 3. The
explanation is multilayered. In the following you can find the main reasons:
- increasing pressure rise speed make the use of writing mechanical indicators
impossible
- a lot of engines are no longer equipped with an indicator drive and the correlation
between pressure/crankshaft-position is mechanical impossible
- one single measuring instrument is needed for engines with different

revolutions/pressure range
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- the measuring data should be PC/E-mail compatible
- a concrete comparison between reference and current measurement should be

possible
5. Aid to choose the right indicator
The essential parameters to choose the best measuring instrument are the following:
A
- max revolution of engine
- max combustion pressure
B
- required analysing parameters
For practical choice you might use the following indicating path:
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LEMAG Indicators for low speed
Revolution
U 150 RPM
You are only interested

in pressure
Yes No
LEMAG LS 140 Calculation of indicated

LEMAG LS 180 power, too ?
LEMAG LS 220
LEMAG LS 250
LEMAG PREMET L
Yes No
LEMAG TYP 50-M3*

LEMAG PREMET XL LEMAG TYP 50-M3
LEMAG PREMET XL (MS) LEMAG PREMET LS
PREMET Online
* Only possible if engine is equipped with indicator drive
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LEMAG Indicators for medium speed
Revolution
U 300 RPM

in pressure
Yes No

LEMAG LS 220
LEMAG LS 250
LEMAG PREMET L
Yes No
LEMAG TYP 30-M2*

LEMAG PREMET XL LEMAG TYP 30-M2
PREMET Online
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LEMAG Indicators for high speed
Revolution
300 RPM

in pressure
Yes No

LEMAG LS 220
LEMAG LS 250
LEMAG PREMET L
Yes No
LEMAG TYP 25-M*

LEMAG PREMET XL LEMAG TYP 25-M
PREMET Online
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Representation and analysis of cylinder pressure curves
- Pmax = max. ignition pressure during a complete working cycle
This result informs about the mechanical stress of the crankshaft drive parts.
The Pmax value should have the same amount at all cylinders as recommended
by the engine manufacturer.
A constant Pmax cylinder value guarantees best possible engine performance

with optimum power utilisation and avoid of overstraining the of crankshaft drive.
- ptdc = pressure at top death centre of cylinder
This value informs about gastightness of combustion chamber. A constant

pressure ptdc between cylinders in the range recommended by engine
manufacturer gives way to conclusion that mechanical wear and tear of piston
rings, cylinder liner and valves are in allowable variation.
- Apmax = crankshaft position in degree to which the combustion pressure lines up
- pexp = pressure in combustion chamber at 36°C after top death centre
- RPM = revolution of engine measured in 1/min
- MIP = mean indicated pressure
- This value is pressure referring to cylinder volume/degree crankshaft position,

standardised on a complete working cycle. The MIP is a characteristic value, that
records the engine efficiency. (High MIP value = high efficiency and vice versa).
All cylinders should have the same MIP.
- pind = this value shows the indicated power in required unit (usually in kW) and
informs about the work performed, generated by combustion pressure .
- pscav = charge air pressure
- frack = standard of reference for position of fuel rack
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2. P/T Diagram
P/T Diagram draws pressure curve over time. It is comparable to the hand-pulled
indicator diagram.
Example
3. P/Alpha Diagram (cylinder pressure only)
P/Alpha diagram draws cylinder pressure curve with relation to the crankshaft
position. Measuring of crankshaft position is necessary for determination of this
diagram. This can be effected by different methods.
- Indicator drive
- elec. death centre sensor (1 signal per revolution)
- Multiscansensor with 360 signals per RPM
Remarkable for all crankshaft sensors is that torsion of crankshaft is not regarded
(torsion can amount to 2° crank angle).
The distortion effected by torsional crankshaft vibration must under all

circumstances not be disregarded. Torsion of only 1° crank angle produces 10 %
error in efficiency calculation.
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Use of adequate Software is necessary for compensation of torsional crankshaft

vibration to enable correct comparison of cylinder pressure curve with crankshaft
correlation.
Example
3 P/V Diagram
P/V Diagram shows the cylinder pressure curve over change of volume in
combustion chamber.
It is corresponding to the well-known banana diagram, that is drawn by conventional

mechanical indicators under use of indicator drive.
The calculation of indicated power is effected electronically by use of modern

electronic indicators. For mechanical indicators the P/V diagram is necessary by
using a Planimeter for power calculation.
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Example
5 Derivative (dp/dA) curve
The derivative curve is the first derivation of pressure over crankangle. It describes
the change of pressure per degree torsional crankshaft rotation. Thanks to use of
modern electronic indicators the presentation of this curve was possible.
Evaluation of ignition support even at engines with extreme early ignition is possible
by regarding this diagram. The derivative curve rises with movement of piston
beginning from bottom to top death centre on.
The change of pressure per ° crank angle reduces while reaching the top death
centre, dependent on the smaller change of remaining volume in combustion
chamber on the way of the piston to top death centre. At beginning of ignition you
can recognise a relevant rise in pressure. This makes a comparison between ignition
support of cylinders possible. Max. rise in pressure/degree crank angle should not
overshoot a definite limit.
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Example
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6 Peak Pressure Diagram
The Peak Pressure Diagram represents the max. combustion pressure of cylinders
per working cycle. A constant ignition pressure of all cylinders is to aim at. Meanwhile
the specific limit values have to be observed.
Example
Definition of injection pressure curves
1. Explanation of terms of main parameters
- Fpnrp = Fuel pump non return pressure (standard pressure)

- This value is standard pressure in the injection system (usually produced by
extern pressure control pumps)
- Fpstar = fuel pump start angle

crankangle position in degree from that point where the fuel pump starts to deliver
- Fvoa = fuel valve open angle
crankangle when injection starts
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The difference in degree kW between fuel pump start and Fvoa (start of injection)
being a parameter for diagnostic of injection system, especially fuel pump and it’s
cam drive
- Fvop = fuel valve open pressure

opening pressure of injection valves
- Fmaxp = fuel max pressure

maximum injection pressure. Parameter to enable diagnosis of reached discharge
head by injection pump
- Fdur = fuel duration

duration beginning from fvoa (injection start) until closing of injection valves
2. P/Alpha Diagram (cylinder pressure- + injection pressure curve)
The P/Alpha Diagram documents the injection pressure and cylinder pressure over
crankshaft position. Measuring of crankshaft position is necessary for determination
of this diagram, too, please see chapter “Representation and analysis of cylinder
pressure curves” point “P/alpha Diagram” and see chapter ”Limits of engine
diagnostics by indicator”.
Example
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3.Preconditions for injection pressure measurement
The injection system must offer a possibility to adapt a sensor in order to

perform an injection pressure measurement. Slow speed engines usually have
drilled holes to enable adaptation on distribution blocks of injection pipes. This
drilled holes will be connected with a high pressure- or closing valve.
Measurements affecting injection pipes must be verified with the engine

manufacturer.
The injection pressure measurement is a short-period measurement similar to

cylinder pressure measurement.
Detecting typical malfunctions
Indicator valve error
Example
The example of a cylinder pressure diagram on top of this paragraph illustrates a

pressure curve which contains faults caused by an carbonised indicator valve/bore.
Pretty obvious is the strong falling Pmax pressure and the retarded pressure decay
rate during expansion term and falling pressure during compression term.
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It is not possible to describe a diagnose out of this diagram. To receive predicative

diagrams it is necessary to exchange the indicator valve or/and to clean indicator
channel.
Comparison indicator valve error with normal diagram
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2. Loose valve spindle in the indicator valve
Example
The example on top of this paragraph represents at cylinder no. 5 (blue) the effect of
a loose valve spindle/seat on cylinder pressure measurement. The indicator valve
works similar to a back-pressure valve caused by a mechanical error. Unmistakable
Pressure/crankshaft position correlation is impossible.
It is also not possible to describe a diagnose out of this diagram. To receive

predicative diagrams it is necessary to exchange the indicator valve.
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3. Imperfect adjustment of ignition distribution (wrong adjusted indicator drive)
The measurement of cylinder pressure curves with crankshaft correlation implicates

that the indicator corresponds with ignition intervals of cylinders. This adjustment is
set constructively for mechanical indicators by indicator drive. Electronic indicators
have to receive this information usually via instrument Setup.
Most engines have constant ignition intervals. Meaning that all cylinders have a same
constant distance in degree crankshaft movement.
Example 4 stroke engine with 8 cylinders

In term of 720 ° crankshaft revolution (2 rpm) have all
cylinders fired. Ignition distance is here 90 degree.
There are existing exceptions of this rule. Some V-engines as well as some line
engines show discontinuous ignition intervals of cylinders. In this case must the
engine manufacturer be consulted in order to calculate the ignition intervals and to
consider the result in the instrumental setup.
Example
Evident in this diagram is the influence of an incorrect cylinder ignition interval

adjustment. The curves are displaced. This circumstance can be corrected by
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renewal of information at the instrumental Setup, taking possible discontinuous

ignition intervals into account.
4. Influence of crankshaft torsion and non uniform rotational speed
All mobile electronic indicating systems that work with a “single-point” death centre
sensor (sensor with only one reference spot cylinder 1 in top death centre) assume
that the angle velocity is constant at least for one revolution.
But this is not fact for concrete engine performance. Rather the angle velocity differs
on the flywheel/propulsion shaft and influences the cylinder pressure/crankshaft
position correlation.
Following diagram describes this matter plainly. The represented pressure curve that
differs during the compression cycle sharply. A correct instrumental Setup is
assumed.
Example
Evident is influence on cylinder 2 (red graph) compared to the other cylinders. For
compensation of this interference factor it is necessary to use an intelligent
compensation Software for ex. LEMAG WPREMET. Another solution might be an
enlargement of the tdc-correlation over 360 signals minimum per revolution (e. g. by
use of a Multiscansensor ).
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In the following the same measurement with compensation of interference factor:
Example
5.How to find the right “dynamic” TDC position and how to compensate the influence
of indicator piping and cocks
You may have notice, that after analysing the PREMET XL measure-ments the TDC
position is not in the exact position as you have anticipate it.
The reason for this are well describe by Dr.Ing. O.C.Zeides ( head of R&D dept.
LEHMANN & MICHELS GmbH&Co.KG) on the theoretic side. But for the daily
work with the PREMET XL software the following explanation’s may could be
helpful.
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Uncorrected diagram
Please focus your view of the diagram only on the range around
TDC position ( marked with a black vertical line and TDC (OT) in the diagram).
Detailed view of TDC range
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The above focused view should try to make some things a bit more clear. If you look
to the green curve (cyl. Pressure curve ) you will see that the curve is always
increasing until reaching the maximum (Pmax).
In relation to this curve you see the blue curve (dp/da “derivative” curve).
This dp/da curve is recording the pressure changing’s from one measuring point to
the next.
This curve is even increasing but near to TDC position this curve is decreasing.
This means the piston of the engine is coming near to the TDC ( top death centre )
position. ( Volume changing per degree crankshaft movement is decreasing )
Depending on the type of engine this curve will cross the Zero line for dp/da reading
(blue horizontal line).
Where this dp/da curve is crossing the Zero line the dynamic TDC position is
reached.
But on engines with “early” injection ( as shown in the above graphs) this dp/da curve
will not cross the Zero line. The reason for this is that burning of fuel starts before
TDC. Therefore a pressure rising ( or better dp/da rising ) is even in the TDC
position, were on “traditional” engine types no dp/da rising happens. For the above
reason the dp/da curve isn’t crossing the blue Zero line for dp/da readings. In these
cases you have to extend the curve by using the red marker in the function
“Automatic TDC correction by computer “..
Please start the function SHIFT TDC by clicking on the relevant software button.
Please select the function “Automatic TDC correction by computer”. The following
screen appears:
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Type in the name of the file

which should be corrected
After you have done your choice the following screen appears:
Zoom
button
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For a better view click on the zoom button, and following screen appears:
Button for choosing the

referenced cylinder
Red marker button
The software will always be automatically start to chose cylinder 1 as the reference.
This is for most of the application the best, only if the cylinder which is the nearest to
the flywheel is not cylinder on press the Button REFCYL+ (-) until you have chosen the
cylinder which is nearest to the flywheel.
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After this work is done, please place the red marker by pressing the buttons <- Marker
or Marker - > to the position in between max and min of the derivative curve:
Please rotate the red marker until you have reached a position that the red marker is
following the derivative curve, ( see next picture ):
This field shows the

Where the red marker is now deviation in the TDC
crossing the derivate curve position measured with
the dynamic TDC Position is the PREMET XL and the
reconized. dynamic position.
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In the above picture the deferent’s in between the PREMET XL measurement and the
dynamic position is 1,3°crankshaft. This seems to be not important but please
remember 1° failure in crankshaft position creates a 10% failure in power calculation.
The correction is now done temporarily for cylinder 1 ( or every other cylinder which
you have chosen as reference ). By pressing the AUTO TDC button right on the top of
the screen all cylinder will be corrected now automatically.
A small info field will inform you that the correction was done ( see next picture ).
Info field if correction is done
Now press the Save button and store the file under the name which you have chosen (
we recommend to use the same name of the file for example test1.xl but with an c for
corrected = test1c.xl ). But always remember all files names must be typed in without
extension, because our software will add *.XL automatically.
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Limits of engine diagnostics
Engine diagnostics by indicator is performed through indicator valves and

pipes. Pressure progression in combustion chamber deviates in phase and
amplitude from pressure progression measured at the indicator valve.
The deviation rises with engine speed and length of indicator pipes. Another
influence on the precision of measurement have got torsion vibrations and torsion of
crankshaft concerning determination of volume drive.
Compensation of this interference factors can be proceeded by support of dynamical

death centre correction or by use of adequate Software refinish.
Summing up it may be said that the influence of the named interference factors
complicates the absolute diagnosis of the indicated power and the derived
parameters.
For this reason the recorded pressure curves have to be regarded as comparative
values between the cylinders.
Nevertheless the pressure curves are representative for engine condition compared
to reference measurements, that are recorded on test-banks/start-ups.
To observe in case of comparing current pressure curves with reference curves:
- only compare measurements with same load

- number of revolution has to be equal
- charge air pressure has to be equal
- fuel rack has to be equal
Comparison is only allowable if these parameters correspond.
Interference table
The following table compares characteristic measuring values in general in order to locate
interference. Beware of start of maintenance or repair works based on this table
information without consulting the engine manufacturer.
p10°btdc = Pressure 10° before tdc
pign = Pressure at start of ignition(from Derivative curve)
pmax = max. firing pressure
texh = exhaust gas temperature
MIP = mean indicated pressure
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Measuring Reason
values
p10°btdc pign pmax texh MIP
normal normal normal normal normal no fault
too low too low too low underload
too high too high too high overload
too low normal extreme low or too low early injection/
underload
too high too low normal/too early injection
low
extreme high normal normal/too early injection/
low overload
too high normal extreme high too high late ignition/overload
too low too high normal late ignition
extreme low normal too low late ignition/ underload
too high normal too high extreme low too low too high comp. ratio/
early ignition/underload
extreme high too low normal early injection/ too high
comp. ratio
extreme high normal too low late ignition/ underload
too high normal too low too low underload/too high
comp. ratio
too high normal normal normal adjustment/too
high compr. ratio
extreme high too high too high overload/too high
comp. ratio
extreme high normal too high normal late ignition/too high
comp. ratio
too low normal too low late ignition/ underload
too high extreme high too high late ignition/ overload
too low normal too low extreme high too high late ignition/ overload/
poor comp. ratio
extreme low to high normal late ignition at poor
comp. ratio
extreme low normal too low late ignition at poor
comp. ratio
too low normal too high too high overload/poor comp.
ratio
too low normal normal adjustm. OK/ poor
comp. ratio
extreme low too low too low underload/poor comp.
ratio
extreme low normal too low normal early injection/poor
comp. ratio
too low extreme low too low early ignition/
underload/poor comp.
ratio
too high normal too high early ignition/ over-
load/poor comp. ra.
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ENGINE DIAGNOSIS – THE BENEFITS AND THE LIMITATIONS

ENGINE DIAGNOSIS – THE BENEFITS

ENGINE DIAGNOSIS – THE BENEFITS AND THE LIMITATIONS OF

1. Reasons for indicating internal combustion engines

Representation and analysis of cylinder pressure curves

1. Definition of main parameters

Representation and analysis of injection pressure curves

1. Definition of main parameters

Detecting typical malfunctions

1. Indicator valve/pipe carbonisation

The limits of engine diagnostics

1. Reasons for indicating internal combustion engines

A lot of standard information concerning the working condition are offered by

- Exhaust gas temperature

Nothing else but the indicator diagnostic of Diesel/Gas-Engines guarantees security

2. Preconditions for correct measurement

For Diesel/Gas-Engine diagnostics by use of an indicator it is absolutely necessary

The used measuring instruments (indicators) must be calibrated regularly and

The statement of a measuring result is only as good as the condition of the

3. Selecting adequate measuring systems

The choice of adequate measuring system is dependent on the needed

Basically is valid: In case it is necessary to observe just the max. combustion

These indicators draw the combustion pressure on wax-paper effected by

4. Mechanical or electronic indicators

- one single measuring instrument is needed for engines with different

- the measuring data should be PC/E-mail compatible

- a concrete comparison between reference and current measurement should be

5. Aid to choose the right indicator

LEMAG Indicators for low speed

You are only interested

LEMAG LS 140 Calculation of indicated

LEMAG TYP 50-M3*

* Only possible if engine is equipped with indicator drive

LEMAG Indicators for medium speed

You are only interested

LEMAG LS 140 Calculation of indicated

LEMAG TYP 30-M2*

* Only possible if engine is equipped with indicator drive

LEMAG Indicators for high speed

You are only interested

LEMAG LS 140 Calculation of indicated

LEMAG TYP 25-M*

* Only possible if engine is equipped with indicator drive

Representation and analysis of cylinder pressure curves

1. Definition of main parameters

- Pmax = max. ignition pressure during a complete working cycle

A constant Pmax cylinder value guarantees best possible engine performance

- ptdc = pressure at top death centre of cylinder

This value informs about gastightness of combustion chamber. A constant

- Apmax = crankshaft position in degree to which the combustion pressure lines up

- pexp = pressure in combustion chamber at 36°C after top death centre

- RPM = revolution of engine measured in 1/min

- MIP = mean indicated pressure

- This value is pressure referring to cylinder volume/degree crankshaft position,

- pscav = charge air pressure

- frack = standard of reference for position of fuel rack

3. P/Alpha Diagram (cylinder pressure only)