COMBUSTION MONITORING THROUGH VIBRATIONAL DATA IN A TURBOCHARGED CITY CAR ENGINE

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International Journal of Mechanical Engineering and Technology (IJMET)
Volume 8, Issue 3, March 2017, pp. 197–208 Article ID: IJMET_08_03_022
Available online at http://www.iaeme.com/IJMET/issues.asp?JType=IJMET&VType=8&IType=3
ISSN Print: 0976-6340 and ISSN Online: 0976-6359
© IAEME Publication Scopus Indexed
COMBUSTION MONITORING THROUGH
VIBRATIONAL DATA IN A TURBOCHARGED
CITY CAR ENGINE
G. Chiatti, O. Chiavola, E. Recco
Department of Engineering, ROMA TRE University
Rome, Italy
ABSTRACT
Condition monitoring and optimization of diesel engine has been the focus of a
wide research approaches. Techniques have been developed in which in-cylinder
pressure measurements are used to calculate peak pressure and burn rates. In the
recent past, vibration, acoustic and speed measurements have received considerable
attention to this purpose. Methodologies have been developed in which these non-
intrusive measurements are employed to estimate the combustion progress. This work
is devoted to assess the potential application of a methodology developed by the
authors, in which the engine block vibration is used to estimate indicators able to
characterize the combustion development. Previous research activity demonstrated
that an accelerometer sensor placed in a selected position of the engine block is quite
sensitive to the combustion process in a naturally aspirated two-cylinder common rail
diesel engine mainly used in micro cars. The objective of this work is to evaluate the
applicability of the methodology to a more complex engine architecture (the same
engine was downsized by equipping it with a small turbocharger). Measurements were
performed in the engine operative field in which the turbocharger is truly effective.
The acquired signals were processed in time and frequency domains. Obtained results
proved the good accuracy of the estimation of combustion indicators (crank angle
corresponding to start of combustion, 50% of mass fraction burnt) via accelerometer
signal processing.
Key words: Diesel engine, combustion process, engine vibration, combustion
indicators.
Cite this Article: G. Chiatti, O. Chiavola, E. Recco, Combustion Monitoring Through
Vibrational Data in a Turbocharged City Car Engine. International Journal of
Mechanical Engineering and Technology, 8(3), 2017, pp. 197–208.
http://www.iaeme.com/IJMET/issues.asp?JType=IJMET&VType=8&IType=3
1. INTRODUCTION
Performance, fuel consumption, noise and pollutant emissions in diesel engines can be
improved via the closed-loop control of the injection strategy based on the location of
combustion progress indicators.

Combustion Monitoring Through Vibrational Data in a Turbocharged City Car Engine
Start of combustion (SOC) and center of combustion (usually named MFB50, the crank angle
position corresponding to the 50% of burnt mass fraction) provide important information on
combustion position that has demonstrated to be profitable in combustion control
methodologies.
In-cylinder pressure sensors have been widely used for combustion investigation. Yang et
al. [1] developed a combustion process control based on the start of injection and fuel rail
pressure. The controlled combustion parameters are combustion phasing and combined
information of ignition delay and combustion width. Lujàn et al. [2] presented a method to
detect sudden changes in the cylinder pressure and to evaluate the start of combustion, heat
release peak and end of combustion. Lee at al. [3] studied the reduction of engine pollutant
emission via a closed-loop control system that receives feedback from 50 % of the mass. Al-
Durra et al. [4] proposed an algorithm that extracts from the in-cylinder sensor, the pressure
signal allowing for the estimation of 50% burnt rate location. D’Ambrosio et al. [5] used in-
cylinder pressure measurements to obtain detailed information on the combustion
development.
At the moment, problems related to measurement long term reliability and cost proved
that the use of in-cylinder pressure transducer is not suitable for on-board installation to
estimate in real-time the combustion progress.
To overcome this limitation, research activities over the past years have been devoted to
the development of innovative methodologies. Low-cost non-intrusive sensors such as
accelerometers, microphones and crank angle speed sensors have been proposed to
characterize the combustion process bypassing the employment of in-cylinder pressure
transducers.
Engine vibration, acoustic emission and speed fluctuation sensors offer the advantages of
guaranteeing the absence of any type of interaction with the engine operation. The sensor can
be installed in any type of engine without the need of a modification.
Instantaneous engine speed signal has been used for in-cylinder pressure analysis.
Charchalis et al. [6] implemented a method for angular speed signal processing to detect
engine failure. Moro et al. [7] investigated the use of the engine speed signal to evaluate the
in-cylinder pressure by means of the frequency response function of the engine. Tagliatela et
al. [8] used the crankshaft speed to reconstruct the in-cylinder pressure development. Liu et al.
[9] presented an experimental study on a multi-cylinder diesel engine for the estimation of the
in-cylinder pressure from the crankshaft speed fluctuation.
Noise radiation contains information about several processes taking place within the
engine. Kual et al. [10] used acoustic emission sensors to identify combustion and various
engine events. Chiatti et al. [11, 12] demonstrated the applicability of a technique in which the
engine sound emission was related back to the combustion process development. Torii [13]
presented a methodology to separate engine noise radiation into mechanical and combustion
contributions. Gu et al. [14] and Ball et al. [15] modelled the sound generation of a diesel
engine based on the in-cylinder pressure trend and used it for engine condition monitoring.
Vibration based methodologies have been proposed and have demonstrated that the engine
vibration can be strongly related to the combustion progress if a proper choice of the
transducer position is accomplished. Jia et al. [16] presented a method to reconstruct the in-
cylinder pressure from the accelerometer signal via the frequency response function of the
engine block. Massey et al. [17] explored the use of accelerometers for combustion phasing
sensing in advanced combustion. Morello et al. [18] analyzed the relationship between heat
release rate and accelerometer measurements in a large displacement inline 6-cylinder diesel
engine. Merkisz et al. [19] assessed the combustion process correctness in a direct injection

compression ignition engine on the basis of vibrational signals. Sharma et al. [20] used
accelerometer signal for internal combustion engine misfire detection.
Previous research by the authors has been devoted to investigate if and how the
combustion process affects the block vibration of a naturally aspirated two cylinder common
rail diesel engine. Different positions and orientations of a piezoelectric mono-axial
accelerometer were tested in order to find the optimal location for the transducer which makes
it sensitive to the combustion event [21]. The analysis of the acquired accelerometer and in-
cylinder pressure signals in time and frequency domain demonstrated that a correlation exists
between combustion development and engine block vibration [22]. A methodology was
implemented in which the accelerometer trace is processed; the vibration components related
to the combustion event are insulated and used to evaluate some indicators of the combustion
development [23].
This work is devoted to assess the potential application of the developed methodology to a
small turbocharged diesel engine. The engine, in naturally aspirated configuration, is mainly
used for urban vehicles, microcars, small commercial and leisure vehicles applications.
Accelerometer and in-cylinder pressure signals were acquired and analyzed with the objective
of evaluating the accuracy of indirect combustion sensing in a complex engine configuration
(the trapped mass varies with engine speed and load according to the turbocharged/engine
matching; the turbocharged contributes with additional components to the overall vibration
signal).
Start and center of combustion evaluated via processed accelerometer signals were
compared with those obtained by heat release law. The accuracy of the estimations
demonstrated that indirect combustion sensing via structure vibration measurements has the
potential of being used to provide a feedback signal for control purposes. By comparing the
combustion indicators estimated via the accelerometer trace to set-points previously defined,
it is possible to generate a correction of the injection settings thus to guarantee the optimal
engine performance in terms of fuel consumption, pollutants emission, noise radiation.
2. EXPERIMENTAL SETUP
The experimentation was performed in the test cell of ROMA TRE University. Some
preliminary tests were devoted to investigate the turbine behavior embedded in the engine
system; the compressor was not connected to the intake system of the engine, but was
connected to an instrumented pipe in which mass flow, pressure and temperature were
measured. A spherical valve was placed at the end of the pipe thus to simulate the pressure
losses caused by the engine intake system.
2.1. The Engine
The tested engine is a common rail two cylinder diesel engine. Its technical specifications are
summarized in Table 1. It is mainly used for urban vehicles, microcars, small commercial and
leisure vehicles applications. The engine is manufactured in naturally aspirated configuration;
its intake and exhaust systems were modified in order to equip the engine with a turbocharger
(IHI RMB31). The engine geometrical compression ratio was not modified.
The engine was connected to a SIEMENS 1PH7 asynchronous motor (nominal torque 360
Nm, power 70 kW) and was fully instrumented for pressure and temperature measurements
along intake and exhaust systems. The engine under investigation was equipped with in-
cylinder pressure transducers (AVL GU13P). An accelerometer (Endevco 7240C) was used
for vibration measurements: it is a mono-axial piezoelectric transducer whose sensitivity is
3pC/g and resonance frequency 90 kHz. Its signal was conditioned via B&K Nexus device.
The accelerometer was mounted with a threaded pin on one stud of the engine block, on the

side of one cylinder. It was oriented in line with the cylinders axis(Figure 1). This position
was selected based on a previous experimentation that highlighted that the vibration signal
was able to ensure the combustion sensing in both cylinders [21].
Table 1 Engine main characteristics
Two cylinder common rail diesel engine
displacement 440 cm3
60.6 mmstroke
bore 68 mm
compressionratio 20:1
(a) (b)
Figure 1 (a) Test bed; (b) Accelerometer installation on the engine block.
The engine speed was measured by using an angular sensor (AVL 364C) with 2880
pulses/revolution.
All signals were simultaneously digitized by National Instruments data acquisition devices
(boards type 6110 for analogical signals and type 6533 for digital signals). A custom program
was developed by the authors to manage the data monitoring and acquisition. The sampling
frequency was varied based on the engine speed value, thus to ensure a fixed crank angle
resolution of all signals.
2.2. Tests
In order to demonstrate the correlation between the accelerometer trace and combustion
progress when the engine is in turbocharged configuration, several tests have been carried out
by imposing to the engine different values of load and speed. Steady state tests were
performed from 2800 to 4400 rpm, with a step of 400 rpm (this field corresponds to the
expected engine operational range). Three loads were imposed, corresponding to 60, 80 and
100% of the maximum torque output. During tests, ECU managed the injection strategy, thus
to set a two-pulse injection mode for all engine operation range. During pre-injection, a fixed
amount of 1 mm3
/str of fuel was delivered. Main injection was set in order to guarantee the
imposed value of load. ECU strategy was maintained unchanged both for naturally aspirated
and turbocharged configuration in order to test how the increase of air mass affects the
combustion process and the engine vibration.
Data were collected only after the engine had completed its warm up and had reached
nominally stationary conditions (coolant temperature reached 80°C). During all tests, the inlet
air temperature and humidity were about 23°C and 45%, respectively.

For each tested engine operating condition, 25 engine cycles were acquired; an algorithm was
developed to elaborate the data in order to compute the average signals thus to attenuate the
engine cyclic irregularities.
3. RESULTS AND DISCUSSION
The first part of this section is devoted to present some crank angle evolutions of in-cylinder
pressure and accelerometer signal. Data related to both naturally aspirated and turbocharged
configurations are presented. The second part of this section focuses on the engine
turbocharged configuration; results of data processing in time and frequency domain are
presented.
Figure 3 shows the comparison between in-cylinder pressure obtained at 4000 rpm, full
load condition for naturally aspirated and turbocharged configuration. Motored trace is also
reported.
Figure 2 In-cylinder pressure at 4000 rpm: 100% load in turbocharged configuration , 100% in
aspirated configuration , motored
It is possible to observe the effect of turbocharged on the pressure trace; since the engine
geometrical pressure ratio was not modified during tests, the increase of trapped mass is
responsible of the increase of the maximum pressure value.
In Figures 3 and 4, these in-cylinder pressure traces are shown with the corresponding
acquired accelerometer signals. The plots highlight that the engine block vibration is
characterized by a contribution at low frequency that corresponds to the double of the engine
frequency speed. High frequency components are also exhibited. They are caused by many
mechanical sources, such as intake and exhaust valve opening and closing, fuel injection,
piston slap; combustion process also contributes to the overall signal. The combustion effect
on the vibration trace is highlighted by high frequency and high amplitude oscillations. The
combustion related vibration components can be observed not only in the crank angle interval
in which the combustion takes place in the cylinder where the pressure transducer was
installed. Combustion signature is pointed out also in the crank angle range in which
combustion process takes place in the other cylinder (combustion events are spaced 360 cad
apart).
0.0E+0
1.0E+1
2.0E+1
3.0E+1
4.0E+1
5.0E+1
6.0E+1
7.0E+1
8.0E+1
9.0E+1
1.0E+2
-360 -270 -180 -90 0 90 180 270 360
pressure[bar]
crank angle [deg]

Figure 3 In-cylinder pressure , accelerometer signal at 4000 rpm, 100% load (aspirated
configuration).
Figure 4 In-cylinder pressure , accelerometer signal at 4000 rpm, 100% load (turbocharged
configuration).
Figure 5 presents the accelerometer signals acquired during motored and fired tests.
Aimed at highlighting the vibration contribution related to the combustion event, the trace
obtained by subtracting to the in-cylinder pressure trend acquired in fired condition that one
acquired during motored test is also shown.
Figure 5 Difference between in-cylinder pressure at 4000 rpm during fired (100% load) and motored
condition , accelerometer signal at 100% load, accelerometer signal in motored test .
-8,0E+1
-6,0E+1
-4,0E+1
-2,0E+1
0,0E+0
2,0E+1
4,0E+1
6,0E+1
8,0E+1
0,0E+0
1,0E+1
2,0E+1
3,0E+1
4,0E+1
5,0E+1
6,0E+1
7,0E+1
8,0E+1
9,0E+1
1,0E+2
-360 -270 -180 -90 0 90 180 270 360
accelerometersignal[m/s2]
pressure[bar]
crank angle [deg]
-8,0E+1
-6,0E+1
-4,0E+1
-2,0E+1
0,0E+0
2,0E+1
4,0E+1
6,0E+1
8,0E+1
0,0E+0
1,0E+1
2,0E+1
3,0E+1
4,0E+1
5,0E+1
6,0E+1
7,0E+1
8,0E+1
9,0E+1
1,0E+2
-360 -270 -180 -90 0 90 180 270 360
pressure[bar]
crank angle [deg]
-8,0E+1
-6,0E+1
-4,0E+1
-2,0E+1
0,0E+0
2,0E+1
4,0E+1
6,0E+1
8,0E+1
0,0E+0
1,0E+1
2,0E+1
3,0E+1
4,0E+1
5,0E+1
6,0E+1
7,0E+1
8,0E+1
9,0E+1
1,0E+2
-360 -270 -180 -90 0 90 180 270 360
pressure[bar]
crank angle [deg]

Differences in block vibration signals are exhibited mainly in the crank angle intervals in
which the combustion takes place (around 0 and 360 cad), thus pointing out the accelerometer
sensor ability to sense the combustion process in both the cylinders.
Aimed at examining the relation between the engine block vibration and the combustion
event, an analysis in the frequency domain of the signals was performed. According to
previous works [22, 23], coherence function between in-cylinder pressure trace and engine
vibration was computed in terms of power spectral densities and cross-power spectral density
of the signals. In the computation of the coherence function, windowed signals have been
used, in order to isolate the contribution of the combustion process in the cylinder under
investigation. Figure 6 shows the coherence function trends obtained for naturally aspired and
turbocharged configurations at the engine condition 4000rpm, full load. The curves highlight
the existence of a frequency range around 2000 Hz, in which coherence is characterized by
the highest values.
Figure 6 Coherence function at 4000 rpm, 100% load: naturally aspirated and turbocharged
The analysis of coherence function trends and spectrograms in the engine operational
range allowed to figure out that the in-cylinder pressure curve exhibits good correlation with
accelerometer trend in a specific frequency band, that has demonstrated to be reliant on the
engine speed value, load condition, injection setting [24]. In order to remove from the
vibration all the components due to sources other than those caused by the combustion
process and select only the combustion related contributions, accelerometer signals have been
band-pass filtered in the range of frequencies where the traces demonstrated to be highly
correlated with in-cylinder pressure development.
Figure 7 shows the filtered accelerometer trace obtained at 4000 rpm and full load
condition. Data were normalized with respect to their maximum value. In-cylinder pressure is
also plotted to highlight the crank angle intervals in which combustion process takes place.
0
0.2
0.4
0.6
0.8
1
0 1000 2000 3000 4000 5000 6000
coherence[-]
frequency [Hz]

Figure 7 In-cylinder pressure , normalized filtered accelerometer signal at 4000 rpm, 100%
load.
The plot highlights that the filtering allowed isolating the components of the vibration
related to the combustion process in both cylinders.
In order to relate the engine vibration to the combustion progress, some indicators were
computed by means of the rate of heat release (ROHR). It was evaluated starting from the in-
cylinder pressure measurements through a thermodynamic model in which the rate of heat
transfer to the walls was accounted for. Once ROHR was computed, the cumulated sum of
rate of heat release was evaluated. It provides important information about the combustion
evolution, such as start of combustion, center of combustion and combustion duration. By
comparing CHR curve to filtered accelerometer signal, it was highlighted that some points of
this curve are always able to locate the crank angle values corresponding to the SOC and
MFB50. Figure 8 shows the filtered accelerometer signal overlapped to the rate of heat
release. Figure 9 presents the cumulated sum of rate of heat release. Both plots are related to
the engine operating condition 4000 rpm, 100% of load. SOC corresponds to the crank angle
value of a zero-crossing in the filtered accelerometer trace (it is the start of a negative
oscillation that comes before the maximum oscillation). MFB50 corresponds to the crank
angle value in which the filtered accelerometer trace reaches is minimum value. In the plots,
circles have been used to highlight the crank angle corresponding to the SOC and MFB50.
Figure 8 Rate of heat release curve , normalized filtered accelerometer signal at 4000 rpm,
100% load.
-1.5
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1.5
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8.0E+1
9.0E+1
1.0E+2
-360 -270 -180 -90 0 90 180 270 360
normalizedfilteredaccelerometer
signal[-]
pressure[bar]
crank angle [deg]
-1
-0.8
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0
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0.9
1
-45 0 45 90 135
signal[-]
normalizedROHR[-]
crank angle [deg]

Figure 9 Cumulated sum of rate of heat release , accelerometer signal at 4000 rpm, 100%
load.
The same processing was performed with all acquired data; plots in Figures 10 and 11
show the relation between the combustion indicators evaluated by means of the computer
CHR and estimated via the filtered vibration trace. Figure 10presents the data obtained during
tests conducted on naturally aspirated engine configuration. Figure 11 shows the values
obtained on the turbocharged engine configuration. In each plot, points are related to a three
values of engine speed (3600, 4000 and 4400 rpm), three load conditions (60%, 80% and
100%). Data on x axis show the crank angle value computed via CHR. Crank angle values in
y axis were computed via filtered accelerometer trace.
In both plots, the interpolation lines and the corresponding R-squared values are shown
(they are the square of the correlation coefficients). The obtained R values are in all cases
very close to the unity, giving a measure of the very high reliability of the relationship
between the combustion indicators estimated via accelerometer transducer and computed by
direct in-cylinder pressure measurements.
Figure 10 SOC, MFB50 for engine naturally aspired configuration: 3600 rpm , 4000 rpm , 4400
rpm .
-1
-0.8
-0.6
-0.4
-0.2
0
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0
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-45 0 45 90 135
signal[-]
normalizedCHR[-]
crank angle [deg]
R² = 0.9951
-20
-10
0
10
20
30
40
-20 -10 0 10 20 30 40
crankangle[deg]
crank angle [deg]

Figure 11 SOC, MFB50, engine turbo charged configuration: 3600 rpm , 4000 rpm , 4400 rpm
Table 2 reports the mean absolute error values (MAE) computed aimed at obtaining a
measure of the deviation of predictions from their values computed by in-cylinder pressure
measurements. For each rating-computed pair, the absolute error is evaluated. By first
summing these absolute errors of the pairs and then computing the average, MAE was
estimated.
Table 2 Mean absolute error
Naturally aspirated Turbocharged
SOI MFB50 SOI MFB50
0,78 0,88 0,84 1,49
The Table highlights that SOI mean absolute error is always less than 1 cad; MFB50 mean
absolute error was always less than 1.5 cad, thus providing evidence of the accuracy of the
methodology.
4. CONCLUSION
An experimental investigation has been carried out on a turbocharged two cylinder common
rail diesel engine, with the aim to assess the potential application for combustion control
purposes of combustion indicators evaluated by non intrusive measurements.
An accelerometer has been placed on the engine block and engine structure vibration
measurements have been performed in the engine complete operational range. The acquired
signals have demonstrated that the engine vibration is strongly sensitive to the combustion
events.
The proper processing of the accelerometer signal allowed estimating the combustion
indicators that are used in combustion control methodologies (SOC, MFB50). The results
obtained were compared to the same indicators computed by means of in-cylinder pressure
measurements. The accuracy of the estimations demonstrates that engine block vibration is a
promising solution for remote combustion sensing in order to guarantee the combustion
effectiveness in terms of fuel consumption, pollutant emission, noise radiation.
R² = 0.9853
-20
-10
0
10
20
30
40
-20 -10 0 10 20 30 40
crankangle[deg]
crank angle [deg]

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