I love that you show your guys in full safety gear being deliberate and cautious. Workers acting cool and nonchalant without safety gear sets a bad precedent.
@@TheEvertw My guess would be the high pressure that comes out of that piston tube, you saw it in the calcs how high it was, if that blows into your eye, you might be blind.
And so far the most powerful TSDICE I’ve ever heard of used in freighters is the Wartsila Sultzer RTA96-4C. The 14 cylinder variant makes about 109,000 HP and 5.6 million lb ft of torque at just 102 RPM. That engine is bigger than the three story house I grew up in!
@@InsanePacoTaco Not that much. For the same power you may have lower rpm and higher torque engine, but that would then require for the same speed steeper propeller blade pitch angle, so (assume the losses as the same) the resulting thrust force would be exactly the same. Actually co paring the torque is irrelevant, even for a car dynamics, unless you have other parameters (rpm range, inertia of the flywheel,...) aligned as well (well when speaking only about gas car engines, the physics around gas combustion is what leads to the other design parameters to be alike so comparing torque figures does make sense there; but comparing torque figures between gas vs electric makes no sense at all). Otherwise what matters is the power as function of where you are in the rpm range, plus how much inertia energy is in the moving engine mass. For different torque and rpm you will compensate by just a different gearing.
Chief, Makoi, I'm a Machinist who loves my career even though as a child I wanted to be a Chief Engineer on a cargo ship. Well, life happens and I have no regrets. Thank you for your channel and your commitment to quality and training. I support all working young men in trades. They are all under-appreciated in my view. Tell them for this viewer that I thank them for their hard work. Maybe there's a little pizza money for them in this gift. Thanks again Chief and crew!!!
There's a lot more going on in everyday life than a lot of people realise and give credit for. Many go throughout their lives without understanding or giving a 2nd thought what makes the wheels turn thusly making their lives easier. Just the simple nut and bolt that holds our lives together is a magical thing.
It boggles my mind that you guys just have, like a 3/8 in?, valve directly into the combustion chamber. That puts the scale of these engines even more into perspective. I'm always looking forward to your more in depth technical videos, AFAIK no one else makes this sort of video. Also maybe cylinder five needs a bit of a hug and some encouraging talk.
Very good Chief. I enjoyed the details of the 'how to.' Being far out to sea, is reason enough to know that your power plant will get you safely to the next port.
Hi from uk Chief MAKOiand crews👋👍 thanks for these on board activity and maintenance schedule routines 👌 really appreciate you taking time for us on board and thanks to for crews patience when they surely just want to get job done👍 it amazes me how times change but the technology stays the same its just advance thru computers instead of manual input👍 thanks for your time and be safe see you soon👍👋
As someone that has had to repair such instruments I appreciate the care the engine room tech is taking with the cable connectors. Those things are NOT cheap and unless you have spares? Not something you want broken while underway!
Good morning CHIEF, A fire has erupted in the funnel of an occupied Carnival cruise ship while docked at Turks. This just occurred recently. What, in your opinion causes a raging funnel fire. I watched as the crew used on board fire lines, the water spray was at least 15 feet short of hitting the flaming funnel, no injuries reported at this time. Peace always.
Gosh, Chief, this brought back memories of when I taught engine theory at an aircraft mechanics school. We used PLANK as our formula. This was for radial aircraft engines as used during WWII. I’m 80 years old now so,that was a long time ago. Great explanation! Thanks, Chief
Dobson and Mcguinness indicator if I remember correctly from over 50 years ago. There was one on a single cylinder diesel engine at Guildford College of Technology. Bits of sting and paper allover the place but it worked. Probably before you were born chief. We tied a bit of string around the govenor, apprentices will be apprentices. It was on the second floor. Thank God we managed to cut the string in time or it would have been on the first floor.
@@charliepearce8767No, the sump is part of the ships structure and underneath the engine. Oil pumps are large motor driven affairs located at the after end of the engine as ships tend to trim by tbe stern, so the oil is deepest there. Its still possible to loose suction on the oil pump if rolling badly, which will start to shut the engine down, but you roll the other way and oil pressure is restored. This can be reduced by adding more oil to the sump. You have suction filters to protect the pumps and much finer discharge filters to protect the engine, much the same as a car engine. You also continuously centrifuge the oil through a purifier to remove water and solids, but usually water, due to condensation, leaks from water cooled pistons if still fitted. Any liner leaks usualy appear through the scavenge drains on two strokes. To have a dry sump means the sump has to be higher than the engine and this has an effect on stability and more pumps. The bottom of the crankcase is dry as you have to stand in it to carry out certain inspections and overhauls, but below the steel you are standing on will be the ME Lube oil sump. There are a couple of mesh covered drains into the sump from the bottom of the crankcase, one forward and one aft usualy.
As all the comments I read say, " another great video". The tech yes, but the calm, and precision add to the overall impact. Everything I know about your work comes from this channel. Thank you. I am a retired engineer in a completely different field. So now my minutiae. When coiling test cables, or any cables, using the over/ under method results in no loops or kinks. This is often remembered by saying " over worked / under paid." Lastly, when working with large heavy cables, making a figure 8 on the deck, then picking up the ends, folding together, gives the same results. Thank you again Chief!
Having been a marine engineer for many years - it is great to see all the wonderful equipment you have these days to do a professional job. I remember the old indicator very well. Nice to see it used. Bought back some memories.
I'm a radio and satcome opperator and maintainer and I saw a phase diagram in the graph. Then I thought about it and it really is, just a mechanical phased array. I love how interchangeable these conscripts are, and I GREATLY appreciate how your videos are helping me learn. Thanks Chief.
Very very interesting, excellent explanation on measuring engine performance, great to see the analogue instrument as well, brilliant. Thanks for sharing.
Fascinating. I was surprised at the apparently small difference between the compression pressure max. and the combustion pressure max. I would have expected a much higher differential. Then again the intake air is supercharged, so it’s already under more pressure than ambient. (I was a small engine mechanic, so this is the other side of the universe for me!)
The diff between min and max you see is normal for ICE, no matter the fuel. Also note that the peak pressure occurs at around 20~25 degrees, that is around 30cm from TDC, while the pressure before combustion is at TDC.
Chief, I really enjoy your videos. Being a diesel mechanic since the early '70s I especially enjoy the engine videos. Since I worked mostly on heavy equipment and trucks I always learn something from your content. Today I learned that Pi r squared (sorry I don't have a fancy scientific keyboard ) can be represented as Pi (D) squared/4. I remember the needle and paper days. I always kept learning the new technology and am still a viable commodity today. I watched your video about how you went back to the academy to learn electronic engines. That was a great move. I have spent a lot of time in school over my career and never regretted it. I tell the young'uns keep up or get left on the side of the road. Or left in port in your case. Keep up the good work, I dig it. Thanks, Robert
That was very interesting! Especially liked the old ‘analogue’ tools using recording paper and the planimeter - never seen one before - I was wondering if you’d have to count little squares on the paper to get the area!
Excellent video Chief! It's worth mentioning that when coordinating with the bridge for the test, request that they turn off the fire detection loop in the ER. Failure to do so will insure that after a couple of shots out of the open indicator cocks the fire alarm will sound and that anybody trying to sleep will be scrambling out of their rack and heading for their muster station 🤣
Thanks chief MAKOI I've been watching all your videos and its really a big help for my future I'm currently a second year marine engineering student thanks for sharing your amazing experience and teachings i hope someday i will be like you so i can also share my knowledge to others thanks chief you're my inspiration.
Missing your updates. I check this site several times a week. Hope to hear from you soon. USN--MM3 Qualified 1200 # steam and auxiliaries and carry a MN steam engineer's license. It so cool to see the advances in engineering since I steamed the open seas, years ago.
Hello everyone! So I've never been on a ship or ever worked on an engine of this scale. However, I know Diesel through and through. Both the analog and digital techniques make entirely too much sense to me. This is amazing. Thank you for another great video Chief. Kudos. Keep doing what you do. Stay away from the hamburger pump when taking measurements. Be safe. Be well. Good day!
Very nice, I enjoyed watching this, thank you! I've always been fascinated by marine engines, the bigger the better, and when I was in my teens I had a cross-section of a MAN marine engine poster on my wall, while my classmates had photos of girls in various states of undress!! 😅
I remember, we used the old device. The device was kept secret by Chief and 2nd Engineer and test were carried out by Chief engineer or 2nd engineer along with Diesel Mechanic when the juniors were out of Engine room. However, when I became 2nd Engineer, I allowed all my engineers especially the Junior Engineers and 5th/4th Engineer to take measurements when ever the weather was calm. Those black sheep Chief and 2nd Engineers and Diesel Mechanics are now in grave or death beds.
@@rherman9085 They don't want that the juniors learn the use of the device/ trick of the trade. The owners should call them for their ships regularly. No other person are employed on that vessel
@@sohailnomani I kind of figured that. Hey thanks for the reply & the info. Though I am learning (for the fun of it), kind of cool things to hear about. Thank you!
@@benjurqunov yes. We called them Commodore 3rd Engineer ( they were in every rank ) who used to hide every tool from juniors. Who used to send juniors to search for tools when they were making some adjustment ( tools were in their own pockets) so that the juniors don't learn any technique.
Thanks a lot, Chief. This content is very helpful. Need more discussion of purpose of the angle encoder connection, Frequency divider box & junction box.
As an engine room volunteer aboard the museum ship Liberty-ship class SS JOHN W BROWN, powered by a 2500 ihp triple-expansion reciprocating steam engine, I am amazed at the number of things that have carried over from reciprocating steam engines to diesel engines. The manual method you show for measuring cylinder pressure and converting that measurement to horsepower is almost exactly the same as that used on steam engines. Similarly, the crosshead guides, connecting rods and crank webs you showed in your video a few days ago are also almost identical to those on a reciprocating steam engine-- except that in most steam engines all this machinery was out in the open and you checked the temperature and degree of lubrication of the connecting rod bearings by touching them, while keeping your hands as far away as possible from the rotating crank webs.
Hola Chief Makoi. My side is on land, but ships have always got my attention. This was a very interesting and educational video. Thank you and take care.
Greetings Chief, It makes my morning to sit down with a cup of Jo and see that you put up another video. Put four wheels under those bad boys and you've got one hell of a scooter
Excellent video! Fascinating to see the care that goes into running such a beast properly. And, yes, I am an (EE) engineer, so I do understand what you are doing.
In old money, it was P.L.A.N/ 33,000 but with metrication and the right units the 33,000 was removed from the equation. 33,000 was foot pounds in a Horse Power. Note this is Indicated Horse power IHP, the actual raw power produced in each cylinder. At the propellor shaft you have shaft horse power which takes into consideration all the frictional losses by the time it gets there. You can also work out the Brake Thermal Efficiency which starts with Calorific Value of the fuel burnt, IHP then you have all the losses, friction, heat lost to cooling water, exhaust gas, lube oil etc. Some of these losses are recouped via the turbo charger providing scavenge air pressure, waste heat boilers to produce steam for domestic and fuel heating but even on large ships they produce enough exhaust gas to produce steam to drive a turbo alternator for electrical power supplies. Cylinder Cooling water is used in a vacuum evaporator to boil sea water at approximately 60°C to produce distilled water for domestic use and ER use. Apart from a small vacuum pump and freshwater discharge pump very little power is used to,produce the fresh water.
The torque numbers are impressive! At ~509 radians per second and 6.762 MW, the engine has to exert almost 13.3 kNm of torque on its shaft! That is a *HUGE* torque! If a human wanted to create such a torque using an “imaginable” force, over a wrench 🔧 100 meters long (!) it would still take 133 N to get 13.3 kNm. (Such a wrench is hard to come by!) Interpreting the force of 133 N in a “pre-gravity” way: It would be like pushing against the Earth-based equivalent of 13.55 kg. To get the torque, the force would need to be directed around the circumference of a circle 100 m in radius. While it is imaginable for a human to exert the static *torque* alone (as long as the hypothetical 100-meter 🔧 wrench is provided), making the *power* would require moving 81 times every second around that circle. Which would be a speed of around 50.9 km/s. 😆 The Earth’s escape velocity is 11.19 km/s…
I wish my dad was still alive 😢. As merchant sailor & engineer during the late 1940s and early 1950s I think he would have found this interesting to watch. Still have one of his textbooks from his days at the ship engineers school/course. It's thicker than a bible 🙂.
I am a 70 year old granny and I love watching your videos. You make them so interesting. One question do you have a dishwasher machine on board or does the steward have to wash all those dishes by hand!
Hej Chief ! Thanks for the lesson. I’ve seen that thing before, but didn’t realise a string advanced the paper. Thank goodness for electronics ! Btw, Your vessels are impressively clean and tidy.
Smashing and thank you very much. I was keeping up with you on PLAn until you started talking metric 😁🤣. So glad when you then gave us the answer as "Indicated Horsepower" Rgds. Peter
When we were having other problems, we had a consulting engineer out to ride with us. Rob used strain gauges on each shaft and found that we were actually generating 4,200 hp (3132 kw) per shaft, instead of our rated output of 4,000 hp (2983 kw). Interesting approach here, we used Kiene indicators to measure MEP in each cylinder.
Yes engine power and efficiency directly impact the biggest cost of running the ship, fuel use. You definitely want your engine to be running at the absolute best efficiency while at sea, so as to keep that fuel consumption down to the minimum.
Excellent presentation Chief. The engine makes a bit of power eh? Compared to the construction machinery I work with that's a whole lot of power! For an old engine guy like me, it's great fun to get a glimpse of a world that I don't get to see. Thank you and Cheers.
Cool video Chief, I hope to use it in my physics classes when I teach cyclic engine process for thermodynamics to show how the area of the pc diagram is computed.
Thanks for doing and uploading an interesting and informativ video. Fun to see that tools for measuring has evolved a bit since I was at sea last time. Greetings from Sweden //Karim (worked as motorman when I was at sea)
ok. that is impressive! the method used is so straightforward. also impressive as the numbers don't lie. at tested rpm though i wonder of increases in engine speed will change the rated output in actuality due to the time decrease involved in completing each combustion cycle. twisted minds want to know :-). i find these vids very informative and they do tend to set my mind to wander in regards to the interactions of the equipment and personnel onboard.
Working in instrumentation myself, seeing the old analogue device was brilliant, new devices for high speed capture need faster processors and data acquisition / processing, old analogue is as you see, want a faster sample time pull the spool faster. Ha Love it.
I try to get info on various cruise ships while aboard and usually the horsepower figures are higher. Was surprised you showed only 9000HP. Thanks for the video, very informative.
Dry cargo ships like bulk carrier and tankers have low powered engines as compared to container and cruise ships. Usually the cargo vessels have max speed of 15-20 knots while container ships and cruise ships have max speed greater than 25 knots. As engine power is proportional to cube of ships speed higher speed requires more powerful engines. Doubling the speed requires eight times more powerful engine.
Dry cargo ships like bulk carrier and tankers have low powered engines as compared to container and cruise ships. Usually the cargo vessels have max speed of 15-20 knots while container ships and cruise ships have max speed greater than 25 knots. As engine power is proportional to cube of ships speed higher speed requires more powerful engines. Doubling the speed requires eight times more powerful engine.
What I'm amazed at how relatively quiet those big engines are! Much quieter than the old marine diesels. Those old analog indicators are amazing also.... I suppose you could extend those calculations into how much energy is theoretically available per unit of fuel, how much of that goes away as heat, and how much as work in gallons/mile or however you want to express it.....neat. (and no doubt the variables include grade of fuel in use, temperature of the water, etc...)
I have gotten to run some smaller scale ancient ship diesel engines in a museum setting, and though many years have passed, and the scale is far different, they really are very similar! I would rather use the digital gauge, but I love the fiddly old gauge! Lol
But the analog gauge is mechanics you can mend at sea. If a digital pressure sensor fails, that's it, and some sealed cables are close to non-repairable. Have the old backup, and someone young who knows how to use it, and you can measure when you have a problem (which will be when the superior digital stuff decides to misbehave!)
Very informative video, I love to learn these type of details about ships, I am not remotely to ships. Couple questions: Why the engine does not have a permanent pressure sensor on each cylinder? a 1000bar sensor is pretty cheap, even to work at the high temperature the engine head has, ie no tube required. Why the connecting sensor port does not have a cap? or was not shown for simplicity?
This is cool stuff. Measuring cylinder pressure and calculating power from the data gives Indicated Power, not Brake Power. To measure Brake Power, there would need to be a torquemeter on the prop shaft and a measurement of engine speed.
Interesting stuff. I wonder if the newest ships are using full electronic engine management? If so you would have (the ability at least) of a real time display of all the data and calculations. You would also have the ability to tune for maximum effeciency based on condition and do automatic fuel change overs when required. (it could even hook to the GPS to indicate or automate the change as you are approaching a fuel change zone. Thanks for the tech look, These videos are great for those in land based industrial concerns, it's interesting to see how ship systems differ from land based ones. Calm seas,
Awesome stuff. I’d love to see power at each cylinder and a variance / standard deviation, or any other metric you may use to identify any particular cylinder that may need attention. Cheers.
Do any ships have torque-measuring couplings on the output shafts so that engine power can be calculated directly (and continuously)? This is frequently done on large stationary equipment on land.
Yes, there is. Arrangement of coils in two places along the shaft with a known distance. The twist of the shaft when turning will be measured and amount of twist determines the output in the value you prefer. Made for continues running and as a fixed installation.
@@petermaddison4136 Wouldn’t say maybe over the top. However, you have other options to figure out your output by comparing Factory Acceptance Trail data with a time running the engine during a voyage. It is a little bit more rough however since the calorific value of the fuel will be different along with external parameters such as ambient temp, atm. pressure and humidity compared with FAT trails. Buuuuuut in 99% of cases or for troubleshooting it is good enough.
Thanks!
Thanks Dr. Andy!
@@ChiefMAKOi are you ok
I love that you show your guys in full safety gear being deliberate and cautious. Workers acting cool and nonchalant without safety gear sets a bad precedent.
It's required to be in full PPE while working onboard. No PPE no insurance for you when some accidents happens to you.
I wondered why a face shield would be required until he opened up that test valve...
@@TheEvertw My guess would be the high pressure that comes out of that piston tube, you saw it in the calcs how high it was, if that blows into your eye, you might be blind.
For anyone wondering, 9068 HP at 81 RPM is roughly 587,974 ft*lb of torque. That big number is not a typo. Thanks Chief!
That’s actually not a lot of HP is ship term, some ships have over 200k horsepower
@@evanleo7633 yeah, but I think that since this ship is a direct drive, the torque is more important than horsepower?
And so far the most powerful TSDICE I’ve ever heard of used in freighters is the Wartsila Sultzer RTA96-4C. The 14 cylinder variant makes about 109,000 HP and 5.6 million lb ft of torque at just 102 RPM. That engine is bigger than the three story house I grew up in!
@@InsanePacoTaco Not that much. For the same power you may have lower rpm and higher torque engine, but that would then require for the same speed steeper propeller blade pitch angle, so (assume the losses as the same) the resulting thrust force would be exactly the same.
Actually co paring the torque is irrelevant, even for a car dynamics, unless you have other parameters (rpm range, inertia of the flywheel,...) aligned as well (well when speaking only about gas car engines, the physics around gas combustion is what leads to the other design parameters to be alike so comparing torque figures does make sense there; but comparing torque figures between gas vs electric makes no sense at all).
Otherwise what matters is the power as function of where you are in the rpm range, plus how much inertia energy is in the moving engine mass. For different torque and rpm you will compensate by just a different gearing.
@@annaplojharova1400 interesting! Thanks for the reply
Chief, Makoi,
I'm a Machinist who loves my career even though as a child I wanted to be a Chief Engineer on a cargo ship. Well, life happens and I have no regrets. Thank you for your channel and your commitment to quality and training. I support all working young men in trades. They are all under-appreciated in my view. Tell them for this viewer that I thank them for their hard work. Maybe there's a little pizza money for them in this gift. Thanks again Chief and crew!!!
Thank you so much Jonathan! Merry Christmas!
@@ChiefMAKOi Merry Christmas Chief!
Your videos are very informative, I really like watching them. Best regards from a Norwegian Marine Engineer 😊
Thanks Chief! As a Deck officer, I have participated in many, many performance tests and never really knew what was going on below.
I never thought I would see one again or a planometer - thanks Chief.
There's a lot more going on in everyday life than a lot of people realise and give credit for.
Many go throughout their lives without understanding or giving a 2nd thought what makes the wheels turn thusly making their lives easier.
Just the simple nut and bolt that holds our lives together is a magical thing.
It boggles my mind that you guys just have, like a 3/8 in?, valve directly into the combustion chamber.
That puts the scale of these engines even more into perspective.
I'm always looking forward to your more in depth technical videos, AFAIK no one else makes this sort of video.
Also maybe cylinder five needs a bit of a hug and some encouraging talk.
Surprising to me, too. Isn't there, like, an explosion in there?! I guess these huge engines work at much lower pressures than, say, a car engine?
And yet another great video! I never thought about how engine power output is measured on a cargo vessel. Thanks for the great class session, Chief.
Very good Chief. I enjoyed the details of the 'how to.'
Being far out to sea, is reason enough to know that your power plant will get you safely to the next port.
Hi from uk Chief MAKOiand crews👋👍 thanks for these on board activity and maintenance schedule routines 👌 really appreciate you taking time for us on board and thanks to for crews patience when they surely just want to get job done👍 it amazes me how times change but the technology stays the same its just advance thru computers instead of manual input👍 thanks for your time and be safe see you soon👍👋
As someone that has had to repair such instruments I appreciate the care the engine room tech is taking with the cable connectors. Those things are NOT cheap and unless you have spares? Not something you want broken while underway!
how often are the engine check calibrations done?
Once a month.
Good morning CHIEF,
A fire has erupted in the funnel of an occupied Carnival cruise ship while docked at Turks. This just occurred recently. What, in your opinion causes a raging funnel fire. I watched as the crew used on board fire lines, the water spray was at least 15 feet short of hitting the flaming funnel, no injuries reported at this time. Peace always.
Gosh, Chief, this brought back memories of when I taught engine theory at an aircraft mechanics school. We used PLANK as our formula. This was for radial aircraft engines as used during WWII. I’m 80 years old now so,that was a long time ago. Great explanation! Thanks, Chief
Dobson and Mcguinness indicator if I remember correctly from over 50 years ago. There was one on a single cylinder diesel engine at Guildford College of Technology. Bits of sting and paper allover the place but it worked. Probably before you were born chief. We tied a bit of string around the govenor, apprentices will be apprentices. It was on the second floor. Thank God we managed to cut the string in time or it would have been on the first floor.
Can you tell me
Do these motors run with a dry sump ?
@@charliepearce8767
Yes. Dry sump motors.
@@charliepearce8767No, the sump is part of the ships structure and underneath the engine. Oil pumps are large motor driven affairs located at the after end of the engine as ships tend to trim by tbe stern, so the oil is deepest there. Its still possible to loose suction on the oil pump if rolling badly, which will start to shut the engine down, but you roll the other way and oil pressure is restored. This can be reduced by adding more oil to the sump.
You have suction filters to protect the pumps and much finer discharge filters to protect the engine, much the same as a car engine. You also continuously centrifuge the oil through a purifier to remove water and solids, but usually water, due to condensation, leaks from water cooled pistons if still fitted. Any liner leaks usualy appear through the scavenge drains on two strokes.
To have a dry sump means the sump has to be higher than the engine and this has an effect on stability and more pumps.
The bottom of the crankcase is dry as you have to stand in it to carry out certain inspections and overhauls, but below the steel you are standing on will be the ME Lube oil sump. There are a couple of mesh covered drains into the sump from the bottom of the crankcase, one forward and one aft usualy.
@@hastuart9639
Thanks for the info.
As all the comments I read say, " another great video". The tech yes, but the calm, and precision add to the overall impact. Everything I know about your work comes from this channel. Thank you. I am a retired engineer in a completely different field. So now my minutiae. When coiling test cables, or any cables, using the over/ under method results in no loops or kinks. This is often remembered by saying " over worked / under paid." Lastly, when working with large heavy cables, making a figure 8 on the deck, then picking up the ends, folding together, gives the same results. Thank you again Chief!
Love your more technical videos like this one. Thanks for making such fantastic content!
Having been a marine engineer for many years - it is great to see all the wonderful equipment you have these days to do a professional job. I remember the old indicator very well. Nice to see it used. Bought back some memories.
I'm a radio and satcome opperator and maintainer and I saw a phase diagram in the graph. Then I thought about it and it really is, just a mechanical phased array. I love how interchangeable these conscripts are, and I GREATLY appreciate how your videos are helping me learn. Thanks Chief.
Very very interesting, excellent explanation on measuring engine performance, great to see the analogue instrument as well, brilliant.
Thanks for sharing.
Thank you for all you hard work in creating great episodes. I throughly enjoy each one...
Thanks Steve!
Fascinating. I was surprised at the apparently small difference between the compression pressure max. and the combustion pressure max. I would have expected a much higher differential. Then again the intake air is supercharged, so it’s already under more pressure than ambient. (I was a small engine mechanic, so this is the other side of the universe for me!)
I wonder what max pressure is at 120% power, since that graph showed it at 80% or 90% power.
That's a Diesel thing
The diff between min and max you see is normal for ICE, no matter the fuel.
Also note that the peak pressure occurs at around 20~25 degrees, that is around 30cm from TDC, while the pressure before combustion is at TDC.
Good day, Chief! May fair weather and calm seas bless your journeys!
Chief,
I really enjoy your videos. Being a diesel mechanic since the early '70s I especially enjoy the engine videos. Since I worked mostly on heavy equipment and trucks I always learn something from your content. Today I learned that Pi r squared (sorry I don't have a fancy scientific keyboard ) can be represented as Pi (D) squared/4. I remember the needle and paper days. I always kept learning the new technology and am still a viable commodity today. I watched your video about how you went back to the academy to learn electronic engines. That was a great move. I have spent a lot of time in school over my career and never regretted it. I tell the young'uns keep up or get left on the side of the road. Or left in port in your case. Keep up the good work, I dig it.
Thanks,
Robert
That was very interesting! Especially liked the old ‘analogue’ tools using recording paper and the planimeter - never seen one before - I was wondering if you’d have to count little squares on the paper to get the area!
Yes you do and average all the halves and quarters
@@petermaddison4136 No, you use the planimeter -- it's a device for calculating areas.
Wow very cool information Chief your videos have just been top notch and so educational. Thanks Chief
Great explanation. I loved seeing the old school and modern way of figuring this out.
Excellent video Chief! It's worth mentioning that when coordinating with the bridge for the test, request that they turn off the fire detection loop in the ER. Failure to do so will insure that after a couple of shots out of the open indicator cocks the fire alarm will sound and that anybody trying to sleep will be scrambling out of their rack and heading for their muster station 🤣
Voice of experience? 🤔😉
@@McTroyd Yup 😁
Tack!
Thanks Anton!
I really appreciate you doing the dimensional analysis on it first so that the units are clear!
Thanks chief MAKOI I've been watching all your videos and its really a big help for my future I'm currently a second year marine engineering student thanks for sharing your amazing experience and teachings i hope someday i will be like you so i can also share my knowledge to others thanks chief you're my inspiration.
Missing your updates. I check this site several times a week. Hope to hear from you soon. USN--MM3 Qualified 1200 # steam and auxiliaries and carry a MN steam engineer's license. It so cool to see the advances in engineering since I steamed the open seas, years ago.
Hello everyone! So I've never been on a ship or ever worked on an engine of this scale. However, I know Diesel through and through. Both the analog and digital techniques make entirely too much sense to me. This is amazing. Thank you for another great video Chief. Kudos. Keep doing what you do. Stay away from the hamburger pump when taking measurements. Be safe. Be well. Good day!
Been watching your videos for awhile now and love them. Wish when i was young i got in to your kind of work thanks
I learn a lot with yours videos. Thanks for all of this. When i finish my studies and will be 3 officer engenier i will send you a big donation.
That was a fascinating video. Ships and physics.
Thanks. Always enjoy your vids.
Very nice, I enjoyed watching this, thank you! I've always been fascinated by marine engines, the bigger the better, and when I was in my teens I had a cross-section of a MAN marine engine poster on my wall, while my classmates had photos of girls in various states of undress!! 😅
Haha 😀 !
Great informative video, its amazing how much quicker and more accurate the computer makes the measurement.
I remember, we used the old device. The device was kept secret by Chief and 2nd Engineer and test were carried out by Chief engineer or 2nd engineer along with Diesel Mechanic when the juniors were out of Engine room. However, when I became 2nd Engineer, I allowed all my engineers especially the Junior Engineers and 5th/4th Engineer to take measurements when ever the weather was calm. Those black sheep Chief and 2nd Engineers and Diesel Mechanics are now in grave or death beds.
Neat info. Why did they keep it secret? Were they afraid for their jobs?
@@rherman9085 They don't want that the juniors learn the use of the device/ trick of the trade. The owners should call them for their ships regularly. No other person are employed on that vessel
@@sohailnomani I kind of figured that. Hey thanks for the reply & the info. Though I am learning (for the fun of it), kind of cool things to hear about. Thank you!
Every trade has those type of guys.
”I know something you don’t know”...
Makes me more valuable.
@@benjurqunov yes. We called them Commodore 3rd Engineer ( they were in every rank ) who used to hide every tool from juniors. Who used to send juniors to search for tools when they were making some adjustment ( tools were in their own pockets) so that the juniors don't learn any technique.
Thanks
Thanks!
You Always Have The Coolest Videos Chief...I always look forward to them...!!!
Excellent! Perfect with the units and everything. Such a breath of fresh air to see a video not use pounds, feet, bananas per football field, etc.
Always enjoy your videos Chief. Thank you.
I'll keep my med math thanks. Thank you for keeping the world moving Chief!
Another fascinating (to me) video about something that I will never deal with. Thank you.
Pretty cool Chief. There's a lot to keep track of on board.
Thanks a lot, Chief. This content is very helpful. Need more discussion of purpose of the angle encoder connection, Frequency divider box & junction box.
Hey thanks Cheif. Really cool showing both ways, old school & modern.
I work on cars and it was extremely interesting to learn about this. Thanks for the awesome informative video Chief!
As an engine room volunteer aboard the museum ship Liberty-ship class SS JOHN W BROWN, powered by a 2500 ihp triple-expansion reciprocating steam engine, I am amazed at the number of things that have carried over from reciprocating steam engines to diesel engines. The manual method you show for measuring cylinder pressure and converting that measurement to horsepower is almost exactly the same as that used on steam engines. Similarly, the crosshead guides, connecting rods and crank webs you showed in your video a few days ago are also almost identical to those on a reciprocating steam engine-- except that in most steam engines all this machinery was out in the open and you checked the temperature and degree of lubrication of the connecting rod bearings by touching them, while keeping your hands as far away as possible from the rotating crank webs.
Thank you for posting videos Chief Makoi I've enjoyed every interesting informative video.
Hola Chief Makoi. My side is on land, but ships have always got my attention. This was a very interesting and educational video. Thank you and take care.
Greetings Chief,
It makes my morning to sit down with a cup of Jo and see that you put up another video.
Put four wheels under those bad boys and you've got one hell of a scooter
Excellent video!
Fascinating to see the care that goes into running such a beast properly.
And, yes, I am an (EE) engineer, so I do understand what you are doing.
watching this tells me that you can probably know all the equations and calculations off the top of your head. very impressive indeed.
In old money, it was P.L.A.N/ 33,000 but with metrication and the right units the 33,000 was removed from the equation. 33,000 was foot pounds in a Horse Power. Note this is Indicated Horse power IHP, the actual raw power produced in each cylinder. At the propellor shaft you have shaft horse power which takes into consideration all the frictional losses by the time it gets there.
You can also work out the Brake Thermal Efficiency which starts with Calorific Value of the fuel burnt, IHP then you have all the losses, friction, heat lost to cooling water, exhaust gas, lube oil etc. Some of these losses are recouped via the turbo charger providing scavenge air pressure, waste heat boilers to produce steam for domestic and fuel heating but even on large ships they produce enough exhaust gas to produce steam to drive a turbo alternator for electrical power supplies. Cylinder Cooling water is used in a vacuum evaporator to boil sea water at approximately 60°C to produce distilled water for domestic use and ER use. Apart from a small vacuum pump and freshwater discharge pump very little power is used to,produce the fresh water.
nicely done. I hope that all your apprentice engineers watch your videos!!!
The measurement guy was calm and focused, I liked that.
Thanks Chief! Big numbers, BIG horse power.
Спасибо, многое подчеркнул для себя как 3й механик!
The torque numbers are impressive! At ~509 radians per second and 6.762 MW, the engine has to exert almost 13.3 kNm of torque on its shaft! That is a *HUGE* torque! If a human wanted to create such a torque using an “imaginable” force, over a wrench 🔧 100 meters long (!) it would still take 133 N to get 13.3 kNm. (Such a wrench is hard to come by!) Interpreting the force of 133 N in a “pre-gravity” way: It would be like pushing against the Earth-based equivalent of 13.55 kg. To get the torque, the force would need to be directed around the circumference of a circle 100 m in radius. While it is imaginable for a human to exert the static *torque* alone (as long as the hypothetical 100-meter 🔧 wrench is provided), making the *power* would require moving 81 times every second around that circle. Which would be a speed of around 50.9 km/s. 😆 The Earth’s escape velocity is 11.19 km/s…
Always find your videos interesting and informative especially the 'how it's done' variety and particularly this one. Thank you
I wish my dad was still alive 😢. As merchant sailor & engineer during the late 1940s and early 1950s I think he would have found this interesting to watch.
Still have one of his textbooks from his days at the ship engineers school/course. It's thicker than a bible 🙂.
I welded at sparrows point MD,on a vost Alpine,ship, people don't often consider the ship bowe is constructed up side down,boiler shop,
Superb chief. Another fascinating video.
I am a 70 year old granny and I love watching your videos. You make them so interesting. One question do you have a dishwasher machine on board or does the steward have to wash all those dishes by hand!
Most ships don't have dishwashing machines.
Chief just popped his ship up on the Dyno - figuratively. 😎👍🏻
Hej Chief !
Thanks for the lesson.
I’ve seen that thing before, but didn’t realise a string advanced the paper.
Thank goodness for electronics !
Btw,
Your vessels are impressively clean and tidy.
Excellent video Chief!
Smashing and thank you very much.
I was keeping up with you on PLAn until you started talking metric 😁🤣. So glad when you then gave us the answer as "Indicated Horsepower"
Rgds. Peter
thank you so much chief for this very informative video you shared.❤️
When we were having other problems, we had a consulting engineer out to ride with us. Rob used strain gauges on each shaft and found that we were actually generating 4,200 hp (3132 kw) per shaft, instead of our rated output of 4,000 hp (2983 kw). Interesting approach here, we used Kiene indicators to measure MEP in each cylinder.
Thank you, Chief.
Thank you for the awesome education and incredible video!
Yes engine power and efficiency directly impact the biggest cost of running the ship, fuel use. You definitely want your engine to be running at the absolute best efficiency while at sea, so as to keep that fuel consumption down to the minimum.
Just imagine how much more critical that is in today’s insane world!
Excellent presentation Chief. The engine makes a bit of power eh?
Compared to the construction machinery I work with that's a whole lot of power! For an old engine guy like me, it's great fun to get a glimpse of a world that I don't get to see. Thank you and Cheers.
9068 HP at 81 RPM is 587,972 lb.ft. of torque. That thing is an absolute beast.
Cool video Chief, I hope to use it in my physics classes when I teach cyclic engine process for thermodynamics to show how the area of the pc diagram is computed.
Nice explanation and perfect narration chieff. 👍👍🙏🙏🙏
Thanks for doing and uploading an interesting and informativ video. Fun to see that tools for measuring has evolved a bit since I was at sea last time.
Greetings from Sweden
//Karim (worked as motorman when I was at sea)
Thanks for sharing sir Chief Makoi
Wow, amazing stuff,got to love those engineer's,,pipe fitter, welder's dream job 🐓
The Chief has been busy they got a new dishwasher on the ship. I just wish he'd post a video of it.
You are brilliant Sir.
Hope I will get a job under you/ like you sir!💓
Neat! I figured fluid temperatures and pressures would be monitored, but this is news to me.
Great tutorial, Chief. Thanks
ok. that is impressive!
the method used is so straightforward. also impressive as the numbers don't lie.
at tested rpm though i wonder of increases in engine speed will change the rated output in actuality due to the time decrease involved in completing each combustion cycle. twisted minds want to know :-). i find these vids very informative and they do tend to set my mind to wander in regards to the interactions of the equipment and personnel onboard.
Working in instrumentation myself, seeing the old analogue device was brilliant, new devices for high speed capture need faster processors and data acquisition / processing, old analogue is as you see, want a faster sample time pull the spool faster. Ha Love it.
I try to get info on various cruise ships while aboard and usually the horsepower figures are higher. Was surprised you showed only 9000HP. Thanks for the video, very informative.
Dry cargo ships like bulk carrier and tankers have low powered engines as compared to container and cruise ships. Usually the cargo vessels have max speed of 15-20 knots while container ships and cruise ships have max speed greater than 25 knots. As engine power is proportional to cube of ships speed higher speed requires more powerful engines. Doubling the speed requires eight times more powerful engine.
Dry cargo ships like bulk carrier and tankers have low powered engines as compared to container and cruise ships. Usually the cargo vessels have max speed of 15-20 knots while container ships and cruise ships have max speed greater than 25 knots. As engine power is proportional to cube of ships speed higher speed requires more powerful engines. Doubling the speed requires eight times more powerful engine.
What I'm amazed at how relatively quiet those big engines are! Much quieter than the old marine diesels.
Those old analog indicators are amazing also....
I suppose you could extend those calculations into how much energy is theoretically available per unit of fuel, how much of that goes away as heat, and how much as work in gallons/mile or however you want to express it.....neat. (and no doubt the variables include grade of fuel in use, temperature of the water, etc...)
I have gotten to run some smaller scale ancient ship diesel engines in a museum setting, and though many years have passed, and the scale is far different, they really are very similar!
I would rather use the digital gauge, but I love the fiddly old gauge! Lol
But the analog gauge is mechanics you can mend at sea. If a digital pressure sensor fails, that's it, and some sealed cables are close to non-repairable. Have the old backup, and someone young who knows how to use it, and you can measure when you have a problem (which will be when the superior digital stuff decides to misbehave!)
Very informative video, I love to learn these type of details about ships, I am not remotely to ships.
Couple questions:
Why the engine does not have a permanent pressure sensor on each cylinder? a 1000bar sensor is pretty cheap, even to work at the high temperature the engine head has, ie no tube required.
Why the connecting sensor port does not have a cap? or was not shown for simplicity?
This is cool stuff.
Measuring cylinder pressure and calculating power from the data gives Indicated Power, not Brake Power.
To measure Brake Power, there would need to be a torquemeter on the prop shaft and a measurement of engine speed.
Interesting stuff. I wonder if the newest ships are using full electronic engine management? If so you would have (the ability at least) of a real time display of all the data and calculations. You would also have the ability to tune for maximum effeciency based on condition and do automatic fuel change overs when required. (it could even hook to the GPS to indicate or automate the change as you are approaching a fuel change zone. Thanks for the tech look, These videos are great for those in land based industrial concerns, it's interesting to see how ship systems differ from land based ones. Calm seas,
Atamiyak thank you chief.
Awesome stuff. I’d love to see power at each cylinder and a variance / standard deviation, or any other metric you may use to identify any particular cylinder that may need attention.
Cheers.
Chief, can you do a film on Engine Room fire suppression systems, ie halon/CO2 systems, high pressure water fog systems?
Thanks
Excelent video Chief! Very interesting! ... just a bit bigger than a 4L 1600 cm3!
Great and informative video. Really like your channel
Do any ships have torque-measuring couplings on the output shafts so that engine power can be calculated directly (and continuously)? This is frequently done on large stationary equipment on land.
Yes, there is. Arrangement of coils in two places along the shaft with a known distance. The twist of the shaft when turning will be measured and amount of twist determines the output in the value you prefer.
Made for continues running and as a fixed installation.
@@johanea Usually done on Navy ships, a bit over the top for Merch. Ships.
Yes its there. It works like a dynamometer / torsion . And gives the brake horse power or shaft power with ease
@@petermaddison4136 Wouldn’t say maybe over the top. However, you have other options to figure out your output by comparing Factory Acceptance Trail data with a time running the engine during a voyage.
It is a little bit more rough however since the calorific value of the fuel will be different along with external parameters such as ambient temp, atm. pressure and humidity compared with FAT trails.
Buuuuuut in 99% of cases or for troubleshooting it is good enough.