Torque Meter

Operational Manual
I. General Description.
The Torque Meter (TM) operates using a contact free digital method. Two metal strips with
magnetic pattern are glued on the intermediate shaft at a distance of 800 to 1200 mm on sections
with equal diameter – see fig.1. They provide 150 to 600 pulses per revolution, depending on the
diameter of shaft.

Fig. 1
The sequential magnetic north and south poles of the strips are detected by the sensors. A
microprocessor based transmitter measures the delay between the pulses that is caused by the twist
of the shaft and calculates the actual torque – see Appendix A: Digital Torque Measurement .
The two sensors are mounted on a bar - see fig.2.
The sliding rod (5) allows adjustment of an air gap of 1.5 to 1.7 mm between the sensor (1) and
the strip. The tilting plate (4) allows positioning of the sensor tangentially to the shaft. The sliding plate
(2) is used to adjust the initial shift between the strips.
 Fig. 2
The two magnetic sensors are connected to the TM transmitter – see fig.3. The engine
magnetic sensor (the forward one) is plugged to the connector marked in RED. The propeller sensor
(aft) is plugged to the black connector.
The engine sensor detects the gap between the start and start and the end of the magnetic
strip and the transmitter generates one pulse per revolution of the shaft, used to measure the engine
speed (RPM).

Fig.3
 Accuracy Check and Calibration
1. TM Transmitter TEST MODE
In TEST MODE the TM transmitter generates output signals that allow to check the integrity
of the system and accuracy of the PC USB data logger. The test signals are:
- RPM pulses equal to engine MCR RPM , as set in the flash memory of the transmitter;
- 4-20 mA signal of exactly 11 mA, corresponding to 50% torque.
The test mode is started by keeping the “test” button (bellow the green LED) inside the
transmitter for several seconds, while the transmitter is powered.

1.1. Open the TM transmitter box.

1.2. Locate the jumpers setting 4-20 mA channel A and Channel B:
The 3 jumpers select the following signals, from left to right: M N RPM
M – Torque
N - Power
RPM - RPM
Channel A should be set as Torque (M), Channel B as RPM
Note: If the jumper is missing, or not making a good contact, the generated signal is higher
than 21 mA.
1.3. Disconnect the RS7 connector to switch OFF the power to the transmitter.
1.4. Press the TEST button (below the green LED). Keep it pressed and connect the RS7
connector to switch ON power to the transmitter. Keep it pressed 4-5 seconds after the power
is ON till the green LED starts blinking simulating RPM pulses.
Note: Pulses simulate MCR RPM , as set in the transmitter memory.
The 4-20 mA Channel A output generates 11 mA (50% Torque), jumper in position M.
1.5. Start SPM_CurrentAverageData.exe. Check if RPM = MCR RPM and
Torque / Power % = 50 %.
1.6. If in doubt of the proper calibration and/or setup of the current inputs of the SPM BB data
logger, check the reading of 4 mA (0%) and 18 mA (100%) current test signals.
Set the jumper to N position (middle) for 4 mA (0%) or to RPM position for 18 mA (100%).
1.7. To switch back transmitter to Operation Mode switch OFF/ON power.

Important: Make sure the jumper is left at position Torque (M).

In Operation Mode output signal should be proportional to Torque (M).
2. TM Zero Calibration
The TM zero calibration is done every 6 months or after change in the position of the
magnetic sensors relative to the shaft axes. The zero calibration is done by rotating the
shaft by the turning gear, immediately after engine stop, while the engine and all shaft
bearings are worm. Make sure that the oil pump is running and all engine indicator valves
are open.
2.1. Rotate first the engine by the turning gear astern 1-2 revolutions
2.2. Open the TM Transmitter box and locate the “Calibrate” button with the label FC
bellow the yellow LED.

2.3. Start continuous forward rotation of the engine by the turning gear.
Important: The rotation of the shaft should not be interrupted during the calibration process.
2.4. Press the “Calibrate” button. The yellow LED will light, indicating the start of
calibration.
2.5. Wait till the yellow LED is OFF, indicating a successful end of the calibration. It
takes 1-2 full revolutions. The yellow LED goes OFF after the gaps of the magnetic strip
pass the sensors for second time.
Important: The yellow LED goes off only when the zero calibration procedure successfully
records the initial shift of one full revolution of the shaft, between the gap of the magnetic
strips.
Follow Appendix B - Trouble Shooting Guide – in case the zero calibration is not
successful (the yellow LED does not go OFF after the second pass of the magnetic strip
gap).

3. TM Accuracy Check
Once per month, when doing engine performance measurements by an electronic
indicating systems (PMI, DPA), compare the TM power readings to the engine effective
power at load higher than 50%.
PMI systems display engine Effective Power, while DPA and most other indicator
systems measure Indicated Power.
“Torque Channel offset” is used to compensate difference between shaft power and
engine effective power due to loss of power in the thrust bearing and eventual drift of the
zero line – see Appendix C.
Alternative way of accuracy check is to use the procedure suggested by Maersk Line.
It is based on the straight line (linear proportion) of Torque vs RPM x RPM at power lower
than 45 % - see Appendix D

Appendix A: Digital Torque Measurement

 The microprocessor based transmitter measures the delay s0, s1, s2, ..sn between the
pulses that is caused by the twist of the shaft and calculates the actual torque.

The phase between the pulses is calculated as ϕ =ω x s, where ω is the angular

velocity at which the magnets of the strip pass the sensors.
The twist of the shaft is calculated as ∆ ϕ = ϕ - ϕin , where ϕin is the initial phase (shift)
between the pulses. It is recorded by the zero calibration routine in the flash memory of the
transmitter.
The torque is calculated as М = ∆ ϕ .C
C, where c is the rigidity of the shaft between the
two strips.

Appendix B: Trouble Shooting Guide

1. TM Magnetic Sensors
1.1. Make sure that the Engine Magnetic Sensor (the one closer to the engine) is plugged
to the connector marked in RED. If the red plug is connected to the Propeller Sensor , the TM may
measure RPM, but will not measure torque and power.
1.2. Make sure the air gap between the sensor and the strip is 1.5 -1.7 mm.
The magnetic sensors will not measure at a distance strip more than 2.2 mm.
1.3. Check if the sensors are positioned over the tape when the engine is running and the
shaft is pushed towards the engine by the thrust of the propeller. The maximum misalignment
(offset) is 1 mm.

1.4. Check the proper work of the sensors by the LEDs on top.
- When the sensor does not detect a magnetic field the LED lights in red. When the
sensor is at a distance more than 3 mm from the strip the red light is constant. When the
sensor is over the gap between the two ends of the strip, it may blink in red. When the
gap is small (3-7 mm) the sensor may not blink in red, because it senses the first or the
last magnetic pulse.
- When the engine is rotated by the gear, the LED will blink shortly in green at each
detected magnetic pulse.
- When the engine is running, the LED will continuously light in green. It can be seen only
if looking at a close distance. The LED may blink in red once per revolution, when the
gap between the two ends of strip passes under the sensor.
 - When the engine is running, check if the engine sensor detects the gap between the
two ends of strip. Open the TM transmitter cover and see if the green LED inside the
transmitter, blinks once per revolution.

2. TM wiring

2.1. Check the proper wiring of the 4-20 mA current signal. from the transmitter to the USB
data logger:
Set the TM transmitter in TEST MODE.
Locate the terminal positions inside the transmitter:
A+ / A- Torue 4-20 mA output (Channel A);
B+ / B- not connected (Channel B);
P+ / P- RPM pulse output (opto coupler)

Terminal inside TM transmitter Cable RS7 female connector

2.2. Set a multi-meter for measurement of DC current in mA

2.3. Disconnect the yellow wire from position A+.
Note: Tight back completely the terminal screw. If not tight, the screw may not make a
good contact and prevent the proper measurement of the current.
2.4. Measure DC current (mA) between terminal positions A+ / A- . It should be 11 mA
when transmitter is in TEST MODE, jumper at (M) position of channel A.
2.5. Measure the current (mA) between terminal position A+ and the disconnected yellow
wire. The current in the loop to the load resistor in the USB data logger should be 11 mA, if
the wiring and the connectors are OK.
2.6. Connect back the yellow wire to terminal A+
3. TM Magnetic Sensors Initial Shift

3.1 Adjust the initial shift of the magnetic sensors at engine stop.
- Tight all bolts and nuts of both engine and propeller adjustable arms;
- Unscrew the sliding plates to be able to move them up or down by the adjustment screws.
Note: One complete turn of the adjustment screw moves the sliding plate 1 mm.
- Rotate the shaft, till the mark of the sensors is adjacent to the gap of the magnetic strip.
- Adjust the position of the sensors so that each end of the propeller magnetic strip passes
the measuring line of the sensor 2-3 mm after the corresponding end of the engine strips.
when the shaft is rotating forward.
 3.2. Check the initial shift of the magnetic sensors by rotating the shaft by the turning gear.

- Open the cover of the transmitter. Locate the button bellow the green LED.

- Rotate forward the engine by the gear. Press the button bellow the green LED.
- Select Options / Calibrate of the TM software
- Click “Measure” and check the value of the 4-20 mA signal.
- Rotate the adjustment screws of the magnetic sensors to adjust the initial shift in the
range of 9 – 13 mA.
Note: Half turn of the adjusting screw changes the initial shift by 1 to 2 mA.
- Press the button again to stop the procedure, or switch OFF / ONN the power to
the transmitter.

, 4. TM Magnetic Sensors Initial Shift - adjustment while the engine is running.

- Tight all bolts and nuts of both engine and

propeller adjustable arms, except the “slide” bolts
on the propeller sensor.
- Loose the “slide” bolts on the propeller sensor.
- Rotate the “adjust” screw of the propeller
clockwise ¼ to ½ turn. The sensor should move
up.
- Check if the Torque and Power readings on the
PC differ from zero. Torque and Power should
increase when the propeller sensor slides up.
Note: The same effect can be achieved by
loosing the slide bolts on the engine sensor, but
rotating the “adjust” screw counterclockwise and
moving the engine sensor down.
Important: Do not rotate the “adjust” screw more
than ½ turns – the initial shift may be lost !
- Tight the slide bolts to fix the sensor, when the
Torque and Power readings correspond to the
current RPM (engine load).

Final calibration may be done by TM software using the Torque Channel offset – see Appendix C.
Appendix C - Torque Channel Offset Calculations

1. Get engine Indicated Power (kW) or Effective Power (kW) and RPM measured by the
electronic indicating system (PMI or DPA)
2. Get average Shaft Power (KW) measured by the TM at the time of taking engine
performance.
3. Calculate the Effective Power (kW) in case the electronic indicator system measures
Indicated Power (kW):
Effective Power = Indicated Power x Mechanical Efficiency;
Mechanical Efficiency = (MIP -1) / MIP
MIP, bar is average Mean Indicated Pressure in bars.

Example: Indicated Power = 15 700 kW

MIP = 15.1 bar
Mechanical Efficiency = (15.1 -1) / 15.1 = 0.934
Effective Power = 15700 x 0.934 = 14660 kW
4. Calculate the MCR Torque (kNm) as:
MCR Torque = MCR Power (kW) / (0.10471976 x MCR RPM )
Example:
MCR Power = 62920 kW
MCR RPM = 94 min-1
MCR Torque = 62920 (kW) / (0.10471976 x 94 ) = 6391.93 kNm

5. Calculate the Torque Channel offset, mA:

Offset = 133.7 x (Effective Power – Shaft Power) / (RPM x MCR Torque )
Example: Effective Power = 34660 kW RPM = 72.2
Shaft Power = 33900 kW
Torque@18 = 6391.93

Torque Offset = 133.7 x (34660 – 33900 ) / (72.2 x 6391.93) = 0.220 mA

6. Start the SPM_Offset.exe.

The box shows the current Torque Offset recorded in the SPM BB controller.
7. Add (or subtract if negative) the calculated torque offset to the current (old) offset.
Enter the new offset, starting with the + or – sign.
8. Click “Write!” to store it permanently in the SPM BB memory.
Click “Read !” to retrieve it and make sure it is recorded in the flash memory
9. Close the SPM_Offset.exe.
Appendix D: Torque Zero Check procedure
The “Torsionmeter or Shaft Torque Meter Zero Check can be used for recording and plotting the
readings. (The horizontal and vertical, light grey, double arrow lines should have the same length
when printed) – use the EXCEL file “Torsion Meter Check”

The
TORQUE axis has a series of scales - use the scale most appropriate to the actual torque readings
taken. The RPM2 scale will accommodate shaft speeds up to 75rpm.

Take a set of two to four readings of RPM and TORQUE covering a range of engine powers
between 10 and 45% MCR.
IMPORTANT: The readings must be taken at sea during calm weather and light winds with rudder
in the amidships position (no turns). They shall not be taken where the current can influence the
results, i.e. in a river. The readings should be taken at steady state, allowing 10 (ten) minutes
at each power before recording the values.
Plot TORQUE on the y-axis against RPM2 on the x-axis and join the points with a straight line. If
this line passes through the origin (zero point) of the graph the zero setting is correct. If the line
passes through the circle drawn at the origin this represents an acceptable zero setting and the
torsionmeter does not require adjustment.
(Circle diameter- If the scale is of 100 kNM interval then the allowed variation is 25 kNm and if the
scale is of 200 kNm interval then the allowable variation is up to 50 kNm.)
Explanation of the procedure:
The relationship between RPM and BHP is as follows for vessels having moderate speed, tankers
and small container vessels and for larger faster container vessels at powers below about 45%
MCR.
BHP = C1 x (RPM)3 , where C1 is a constant.
Further, from the calculation of engine power, where Pe is the effective pressure:
BHP = C2 x Pe x RPM , where C2 is a constant
Therefore as Peis proportional to the engine torque, M;
2
M = C3 x (RPM) , where C3 is a constant