Ignition Quality Parameters of Slow Speed

Diesel Engine
Ignition quality parameters:

1. Energy
2. Viscosity
3. Maximum firing pressure.
4. Injection delay
5. Ignition delay .

1. Energy comparison

• The injection pump is a volumetric pump

• The higher the density the more energy it contains per volume unit
• The density difference between HFO and MDO is larger than the difference in net calorific
value

2. Viscosity comparison

 The viscosity of MDO is lower than the viscosity of HFO (even HFO is heated)
• Lower viscosity fuels result in more internal leakage in the injection pump from the
high pressure side to low pressure side.
• Internal leakage has to be compensated by giving more fuel rack

3. Maximum firing pressure

 Dependent on the charge air pressure

• To achieve proper combustion, the firing pressure has to be high and thus also the
charge air pressure
• Timing of the fuel pump

4. Injection delay

 Injection delay is the time it takes to build up a pressure higher than the opening pressure
of the nozzle.
• Normally 4…5 ° of crank angle
• The delay is comparable to the condition of injection equipment

5. Ignition delay

 is the time gap between the commencement of injection and the commencement of
ignition.
 Dependent on the fuel quality
  Compression temperature has a big influence on the ignition delay
 Compression temperature is not high enough for the fuel to ignite longer ignition delay

Source: Wartsila

Besides consider the following for better ignition quality of slow speed diesel engine:

Higher peak pressures and higher exhaust gas temperatures:

• Normally 1…2 ° of crank angle.
• Too early timing of injection
• Higher peak pressure

Exhaust gas temperature after cylinder:

 Measured individually after each cylinder

 Each cylinder has two measuring
  The average temperature of all exhaust temperature sensors is approximately 100 °C
lower than the exhaust gas temperature before the turbine.
 Maximum allowed difference between valves in one
 Maximum allowed difference of one cylinders average from the average of the all
cylinders ,
 In normal operation the average temperature Cylinder temperature deviation can be up to
30 – 40 °
 Engine is (depending of installation) provided with a safety slow down arrangement if the
temperature difference is too big
 A 10 °C increase in ambient temperature will result approximately 15 °C increase in
exhaust gas temperature

Exhaust gas temperature after turbocharger:

 Indicates the kinetic energy of the exhaust gases that are running the turbine
 Indicates the condition of the turbo, e. scavenging of the engine
 If a de-Nox catalysator is installed the temperature has to exceed certain level to ensure
the function of the catalysator.

Pressure difference over the cylinders:

 Measuring the pressure difference between charge air manifold and exhaust gas
 gives an indication of how well the scavenging works.
 Depends on the turbocharger, therefore values below should be considered as allusive
 The bigger the Dp is the better
 Is normal value with 100% load varies depending of installation once the value has been
dropped down, it is an indication that something is wrong with the engine -e.g. dirty
nozzle ring & turbine

Written from the news letter of Wartsila.