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Diagnostic methodology in four-stroke marine diesel engine by identifying

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Article  in  Journal of the Brazilian Society of Mechanical Sciences and Engineering · October 2018
DOI: 10.1007/s40430-018-1416-x

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Journal of the Brazilian Society of Mechanical Sciences and Engineering (2018) 40:500
https://doi.org/10.1007/s40430-018-1416-x

TECHNICAL PAPER

Diagnostic methodology in four‑stroke marine diesel engine

by identifying operational parameters
Ricardo H. R. Gutiérrez1   · Carlos R. P. Belchior1 · Luiz A. Vaz1 · Ulisses A. Monteiro1

Received: 6 April 2018 / Accepted: 24 September 2018

© The Brazilian Society of Mechanical Sciences and Engineering 2018

Abstract
For the purpose of assisting in the maintenance of diesel engines installed in ships and offshore platforms, a methodology
was developed to detect, identify and quantify faults of its components. A thermodynamic zero-dimensional model of a
6-cylinder marine diesel engine was constructed taking into account the characteristics of the engine operation. The fuel
burn rate was modeled using the double function of Wiebe, and because the performance was of interest, the emissions
were ignored. The thermodynamic model was validated with data obtained experimentally. A methodology has been imple-
mented that allows simulating four types of faults, based on the developed thermodynamic model. A sensitivity analysis
was performed to identify which failures significantly affect the performance parameters. Finally, the diagnostic model was
based on parameter estimation using the Levenberg–Marquardt method. Results showed a high degree of confidence in the
identification of all the simulated faults.

Keywords  Thermodynamic modeling · Faults identification · Levenberg–Marquardt method

List of symbols R̄ Universal ideal gas constant (J/mol K)

A Instantaneous area of combustion chamber ­(m2) T Instantaneous gas temperature inside the cylinder
H(f) Vector of performance parameters as a function of (K)
a fault vector Tq Torque of diesel engine (N.m)
N Speed of the crankshaft (RPM) Tw Mean cylinder wall temperature (K)
P Instantaneous pressure inside the cylinder (Pa) U Instantaneous internal energy (J)
Pr Pressure on the rail (bar) V Instantaneous volume of combustion chamber (­ m3)
Pi Pressure in the intake manifold (bar) W Instantaneous net work performed by the system
Pmi Indicated mean pressure (bar) (J)
Pmax Maximum pressure (bar) Z Vector of performance parameters
PCI Lower calorific value of the fuel (J/kg) a Wiebe coefficient (–)
Pw Power of diesel engine (kW) ai Coefficients of adjustment of the specific heat at
Q Instantaneous net heat in the system (J) constant pressure (–)
Qt Total heat supplied in the system (J) c̄ v Molar specific heat at constant volume (J/mol-K)
Qw Total heat transfer through cylinder walls (J) c̄ p Molar specific heat at constant pressure (J/mol K)
Qc Total convection heat transfer (J) cv Mass specific heat at constant volume and pressure
Qr Total radiation heat transfer (J) (J/kg K)
R Constant of the gas mixture inside the cylinder (J/ f Real fault vector
kg-K) f̂ Estimated fault vector
h Coefficient of heat transfer by convection (W/
m2 K)
Technical Editor: Fernando Marcelo Pereira.
m Total mass inside the cylinder (kg)
* Ricardo H. R. Gutiérrez mf Mass of fuel (kg)
rhramirez@oceanica.ufrj.br mp Chamber shape factor in the premixed combustion
phase (–)
1
Ocean Engineering Program (PENO), Federal University
of Rio de Janeiro (UFRJ), Rio de Janeiro, RJ, Brazil

13
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 500   Page 2 of 10 Journal of the Brazilian Society of Mechanical Sciences and Engineering (2018) 40:500

md Chamber shape factor in the diffusive combustion parameters for which it was designed, since any change in
phase (–) performance can worsen the toxic emissions levels [7–9].
n Polytropic coefficient of air, 1.35 In diesel engine faults identification, the use of thermo-
nc Combustion efficiency, 0.99 dynamic models, experimentally calibrated, is an important
rAFR Air/fuel ratio real mass (–) tool in the development of methodologies that allowed to
vp Average speed of the piston (m/s) diagnose components failures during their operational life
x Fraction of burned mass of fuel (–) [5, 8, 10].
xi Molar fraction (–) This work is specifically aimed at the diagnosis of 4 (four)
xp Fraction of fuel burned in the premixed combus- thermodynamic faults in a 6-cylinder marine diesel engine.
tion phase (–) Thus, in order to know the actual operating conditions of
xd Fraction of fuel burned in the diffusive combustion the diesel engine, it is necessary to develop methodologies
phase (–) that allow detecting, identifying and quantifying the severity
βe Emissivity of the implanted faults, even when they are still incipient.
λ Air/fuel equivalence ratio (–)
𝜃 Crankshaft angle (°)
𝜃i Injection start angle BTDC (º) 2 Simulation of the marine diesel engine
θig Ignition start angle BTDC (º) operation
Δθp Premixed combustion duration (º)
Δθd Diffusive combustion duration (º) The engine performance was based on zero-dimensional
Δθ Total combustion duration (º) modeling, which takes into account the manufacturer’s
τ Ignition delay (°) operating variables, which can be found in the diesel engine
σ Boltzmann constant (W/m2 K4) operating manual, to provide maximum torque and power
[11, 12].

2.1 Thermodynamic modeling
1 Introduction
The zero-dimensional model ranges from the opening of the
In the offshore industry, where the daily cost of operation inlet valve to the closure of the exhaust valve.
rises to exorbitant amounts, unexpected production outages
can mean huge economic losses. In addition, the unexpected 2.1.1 Analysis of gas inside the cylinder
equipment’s failure can produce accidents, causing structure
damage and also serious risks for the crew, as well as the As the goal of this work is to simulate the performance only,
resulting environmental impacts. the mixture of gases inside the cylinder during the process
In this context, it is important that companies invest in of admission and exhaustion was considered at constant
a good predictive maintenance plan for the engines, since pressure. Then, the compression stage can be considered
this allows them to follow up on the operation, thus avoiding as a polytropic process, Eq. 1, and other processes can be
sudden production halts. considered as that of an ideal gas [11, 12], Eq. 2:
The performance of diesel marine engines depends on the
operation of their components, which are determined by the dP P dV
= −n (1)
manufacturers to provide the maximum torque and power d𝜃 V d𝜃
for which they were designed [1, 2].
( )
In this perspective, the good functioning of the engine dP dT dV 1
= mR −P (2)
depends directly on the good functioning of its components, d𝜃 d𝜃 d𝜃 V
and any failure that occurs in one of them can modify the
performance or, in the worst case, break the machine [3]. 2.1.2 Thermodynamic analysis
The fuel used in the combustion itself can cause damage,
such as piston corrosion, corrosion of the injector nozzle Applying the first law of thermodynamics and consider-
[4], and deposits of combustion residues can also clog the ing that the mass flow during the process of admission and
injector nozzle. In addition, there are the electronic compo- exhaustion is stationary, Fig. 1, we have
nents that control the injection system, and due to the highly
dU 𝛿Q 𝛿W
severe environment, its calibration can be impaired [5]. = − (3)
d𝜃 d𝜃 d𝜃
Finally, due to requirements of environmental standards
[6], it is sought that the diesel engine operates within the

13
Journal of the Brazilian Society of Mechanical Sciences and Engineering (2018) 40:500 Page 3 of 10  500

( )
dT 𝛿Qt 𝛿Qw dV dc 1
= − −P − mT v (10)
d𝜃 d𝜃 d𝜃 d𝜃 d𝜃 mcv

In the thermodynamic analysis, it was noticed that the

position of the piston, the area of the cylinder walls and the
cylinder volume are required; therefore, a geometric analysis
of the crank–crank system is also necessary.

2.1.3 Fuel burning modeling

The combustion process occurs in a very short time and is

usually divided into three periods: ignition delay, premixed
and diffusive combustion. However, it is important to note
that these periods do not have easily distinguishable bounda-
ries; so, the fuel burning mass ratio can be modeled by the
dual function of Wiebe [11, 12], Eq. (11).
The ignition delay and the premixed combustion period
were calculated by empirical correlations developed for
high-speed diesel engines with “common rail” injection
Fig. 1  Control volume used in thermodynamic analysis
system [15].
� �mp +1
The terms of Eq. (3) represent the rates of change of the ⎛ −a 𝜃−𝜃ig � 𝜃−𝜃 �md +1 �
ig
x = 1 − ⎜xp e
−a
internal energy, dU  , the net heat transferred to the system, Δ𝜃p
+xd e Δ𝜃d
(11)
d𝜃 ⎜
𝛿Q
d𝜃
 
, and the work done, 𝛿W
d𝜃
 , and can be calculated as follows: ⎝
dU dT
= mcv (4) and
d𝜃 d𝜃
𝜃ig = 𝜃i − 𝜏 (12)
𝛿Q 𝛿Qt 𝛿Qw
= − (5)
d𝜃 d𝜃 d𝜃 𝜏 =4.66 − 4 × 10−2 𝜃i + 1.16
×10−4 𝜃i2 − 1.12 × 10−6 Pr (13)
𝛿W dV
=P (6) −5
− 8.95 × 10 Pi − 9.25 × 10 Ti −6
d𝜃 d𝜃
In Eq. (5), the term d𝜃t is due to the burning of the fuel
𝛿Q

and the term d𝜃w is due to the transfer of heat through the
𝛿Q
Δ𝜃p = − 13.2 − 1.64 × 10−2 Pr
walls of the cylinder and can be divided into convection and
radiation heat transfer [11, 12] and can be calculated using + 3.82 × Pi + 7.3 × 10−2 × Ti (14)
Newton’s law of cooling: +
0.22
+ 3 × 10−3 N
( ) 𝜆
𝛿Qc hA T − Tw
= (7)
d𝜃 6N The duration of the premixed and diffusive combustion
( ) results in the total combustion process duration and can be
𝛿Qr 𝛽e 𝜎A T 4 − Tw4 estimated by the following correlation [16]:
= (8)
d𝜃 6N
50
The coefficient 𝛽e was adopted as 0.56 [13], and the coef- Δ𝜃 = 30 +
rAFMR × 0.06691 × 0.7 (15)
ficient h was calculated from the Eichelberg correlation [14]:
then,
h = 7.8 × 10−3 P0.5 Ti0.5 v1∕3 (9)
i p Δ𝜃d = Δ𝜃 − Δ𝜃p (16)
Finally, by algebraic manipulation, one arrives at the dif- In Eq. (11), the values of a, mp, md, xp and xd were con-
ferential equation which calculates the gas mixture tempera- sidered constant and equal to 4.605, 3, 1, 0.18 and 0.82,
ture inside the cylinder: respectively [13]. Therefore, by knowing x, one can calculate
the rate of heat released by the burning fuel, Eq. (17):

13
 500   Page 4 of 10 Journal of the Brazilian Society of Mechanical Sciences and Engineering (2018) 40:500
𝛿Qtot dx
= nc ⋅ PCI ⋅ mf ⋅ (17)
d𝜃 d𝜃
2.1.4 Combustion reaction analysis
Generally, diesel engines operate with poor mixtures, allow-
ing greater control of the pollutants emissions, and their
modeling has a high degree of complexity. However, as the
goal was the engine’s performance simulation and, in addi-
tion, the formation of pollutants contributes negligibly to the
release of energy [17], the combustion reaction was modeled
as a complete combustion. Thus, considering that ­C13H28
represents the diesel oil:
( )
aC13 H28 + 𝜆 ∗ b O2 + 3.76N2 → wCO2 + xH2 O + yO2 + zN2
(18)
By performing the chemical balance and knowing the
equivalence ratio, λ, one can calculate the molar fractions of
the gases that form the mixture. Thus, c̄ v can be calculated
according to Eq. (19) [18]:
∑ can be modeled as percent variations of the values stipulated
c̄ v = xi c̄ vi (19)
and
c̄ vi = c̄ pi − R̄ (20)
Therefore, c̄ pi can be estimated from empirical correla-
tions, and for diesel oil, a third-degree polynomial [19] was
considered, and for additional components of the mixture,
a fifth-degree log polynomial function [20] was considered,
having temperature limits of 3000 K and 5000 K, respec-
tively. Finally, considering that the products formation varies
linearly with the burning fuel [20], cv can be calculated by
cv = (1 − x)cvr + xcvp (21)
It should be noted that the above methodology is for a
single cylinder. For the others, the ignition order must be
taken into account.
2.2 Faults simulation
There are several factors that influence the diesel engine per-
formance and may lead to deviation from its normal operat-
ing condition [3–5, 7]. In addition, faults can be classified in
two ways: global, when the fault affects all cylinders simul-
taneously, and local, when the fault occurs in one cylinder,
while the others operate normally.
It should be noted that malfunction of some engine’s
components causes variations in performance, often with
similar effects [4]. So, the diagnostic methodology must be
sufficiently robust to be able to identify the faults correctly.
The only independent variable of the thermodynamic
model is the crankshaft angle; however, performance
13
depends on other operating parameters, such as intake man-
ifold pressure, common rail pressure, compression ratio,
injected fuel quantity, injection advance, valve stroke, cool-
ing water temperature; nevertheless, we only analyzed the
influence of the first 4 operational parameters mentioned
above. So, including the parameters that influence perfor-
mance, we have
( )
Pj = F 𝜃, Pi , Pr , r, mf , …
(22)
where j = 1, 2, 3 …
In Eq. (22), the index j represents the cylinder being
analyzed.
Faults in the intake system lead to variation in the intake
manifold pressure, ΔPi ; failures in the injection system can
lead to variation in the injection pressure, ΔPr , affecting all
cylinders simultaneously. In addition, corrosion or deposi-
tion of particulates in the piston can lead to variation in
the compression ratio, Δr , and corrosion or clogging of the
injector nozzle can lead to a variation in the amount of fuel
injected, Δmf  , affecting each cylinder independently. Faults
in the design parameters [3, 4], i.e.,
{ { } { }}
f = ΔPi , ΔPr , Δrj , Δmf,j (23)
By introducing the fault vector, f, into the equations that
represent the thermodynamic model, several faults condi-
tions can be simulated. In addition, each element of the fault
vector, fi, represents the percentage variation of the opera-
tional parameter in the normal operating condition.
Finally, the fault vector is included in the thermodynamic
model as follows: ΔPi in Eqs. (9), (13) and (14); ΔPr in
Eqs. (13) and (14); Δr in the equations resulting from the
geometric analysis necessary to calculate the instantaneous
volume V and area A of the combustion chamber, Eqs. (1),
(2), (6), (7), (8), (10); and Δmf in Eq. (17).
3 Diagnostic methodology development
The main contribution of the present work is found in this
item. This methodology can be applied in online systems
for monitoring and diagnosing of diesel engines installed in
the naval and offshore industries, helping, in this way, the
predictive maintenance plain.
With this aim, in order to develop a model that allows
to detect, identify and quantify the failures, the Leven-
berg–Marquardt method [21] was used. This technique cal-
culates the “best estimate” of the changes that occurred in
the components or subsystems of the diesel engine, which
resulted in the measured parameters.
Journal of the Brazilian Society of Mechanical Sciences and Engineering (2018) 40:500 Page 5 of 10  500

The parameter estimation method seeks to minimize the [( ) ]−1

T
error between the measured values of Z and the values of H(f ) , f k+1 =f k + J k ⋅ J k + 𝜇k Ωk
{( ) ( ( ))}
generated by the fault vector f, that is, T (30)
⋅ Jk ⋅ Z − H f k
e = Z − H(f ) (24)
The minimization of Eq. (24) can be achieved by mini- where 𝜇k is a damping parameter, being a positive scalar,
mizing the sum of the squares of the elements of vector e. and Ω[k is a ]diagonal matrix. The objective of including the
Thus, the biggest differences are more penalized than the term 𝜇k 𝛺k in Eq. (30) is to dampen the oscillations ( )Tand
smaller ones. Let S be the scalar quantity that defines the instabilities due to the ill-conditioning of the matrix J k J k.
objective function to be minimized:

S =eT ⋅ e 4 Case study

(25)
=(Z − H(f ))T (Z − H(f ))
A high-speed 6-cylinder diesel marine engine was chosen
Deriving Eq. (25) and equaling to zero (to minimize the as a case study. Table 1 shows the technical specifications
function), we obtain of the engine.
[ T ]
𝜕H (f )
∇S = −2 (Z − H(f )) = 0 (26) 4.1 Validation of the performance simulation
𝜕f
model
[ T ]T
In Eq. (26), the matrix 𝜕H𝜕f(f ) is known as sensitivity
The developed performance model has been validated with
matrix or, as the Jacobian matrix, J. Then, the sensitivity experimental data (which can be supplied by the manufac-
coefficients, Jij, are defined as the first derivative of the turer or, with proper instrumentation, can be obtained with
measurements estimated using the thermodynamic model, the motor installed on a test bench or installed in a unit of the
H(f ) , in relation to each parameter fj. Therefore, using the naval and offshore industries). Figure 2 shows the scheme of
Jacobian matrix, J, in Eq. (26), we have the procedure performed for the validation, Fig. 3 shows the
comparison between experimental and simulated pressure
−2J T ⋅ (Z − H(f )) = 0 (27)
curves, and Fig. 4 presents the comparison between nominal
Since for the diesel engine the relationship between the and calculated torque (and power).
fault vector (f) and the measured performance parameters is Figures 3 and 4 show that the zero-dimensional model
nonlinear, there is a functional dependence between J and f satisfactorily represents the performance of the diesel
[21]. The solution of Eq. (27) requires an iterative procedure, engine, obtaining a maximum error of 6% between the simu-
obtained by linearizing the vector H(f ) around the solution lated and nominal data.
f k . The linearization, using the Taylor series, is given by
( ) ( )
H(f ) = H f k + J k ⋅ f − f k , (28) 4.2 Simulated faults
( k) k
where H f and J are the estimated measurement and the
Several fault conditions were simulated to exemplify the
Jacobian matrix in iteration k, respectively. Substituting
changes in engine operation, as shown in Figs. 5 and 6.
Eq. (28) in Eq. (27), the iterative procedure used in the esti-
mation of the fault vector is obtained [21]:
[( ) ]−1 Table 1  Diesel marine engine technical specifications
T
f k+1 =f k + J k ⋅ J k
{( ) ( ( ))} (29) Cylinders 6 In-line
T
⋅ Jk ⋅ Z − H f k Cylinder diameter 105 mm
Piston stroke 137 mm
The(iterative procedure given by Eq. (29) requires the Length of the rod 207 mm
)
k T k Compression ratio 16.8:1
matrix
( k )T k J J to be non-singular. When the determinant of
J J is zero or close to zero, the parameters, f, cannot be Inlet valve closing angle 203º
determined directly through the iterative process of Eq. (29). Exhaust valve opening angle 507º
To minimize these difficulties, the Levenberg–Marquardt Maximum torque 900 N.m at 1600 RPM
method modifies Eq. (29), making it in the form given by Maximum power 191 kW at 2500 RPM
Eq. (30) [21]: Pressure on rail 350–1400 bar
Cooling water temperature 80–100 °C

13
 500   Page 6 of 10 Journal of the Brazilian Society of Mechanical Sciences and Engineering (2018) 40:500

0-D Model
Geometric Thermodynamic
Characteristics Intake Pressure Analysis
Operation State Equation
Intake Temperature
Condition of Gas Mixture Solve
Fuel Wall Temperature Model of
Consumption Wiebe Parameters Combustion

Exhaust
Dinamometer Pressure VS Crankshaft Angle
Tachometer 150
Fuel Sensor Sim.
Inlet

Pressure (bar)
Exp.
100
Fuel Pressure
Rail Sensor Processing
50

Fuel 0
Outlet 6-Cylinder 300 400 500
Common Rail Diesel Engine
Fresh Crankshaft Angle (°)
Air

Fig. 2  Schematic procedure for thermodynamic model validation

Fig. 3  Pressure curves experimentally validated

13
Journal of the Brazilian Society of Mechanical Sciences and Engineering (2018) 40:500 Page 7 of 10  500

Fig. 4  Comparison between nominal and simulated data

Fig. 5  Variation of the pressure curve inside the cylinder—2500 RPM

13
 500   Page 8 of 10 Journal of the Brazilian Society of Mechanical Sciences and Engineering (2018) 40:500

Variation of Performance Parameters

5
1 2 3 4
0

-5

-10
Variation (%)

1. Intake Manifold Failure

2. Common Rail Failure
-15
3. Compression Failure
4. Fuel Mass Failure
-20

-25

-30 Power
Torque
-35
Faults

Fig. 6  Variation of performance parameters—2500 RPM

Global faults were simulated as 10% of pressure drop
in the intake manifold and 15% of common rail pressure
drop, separately. It can be observed in Fig. 5 that the first
fault affects the pressure curve more significantly, due to
the lower pressure at the beginning of the compression, and
when reaching the end of this process it does not reach the
ideal pressure conditions to start the combustion, despite
having the same amount of fuel injected. In addition, the
second simulated global failure has a smaller effect on the
pressure curve, but an increase in the maximum pressure
is observed, maybe due to the fact that the ignition delay
and premixed combustion duration, Eqs. (13) and (14), are
smaller than normal, resulting in an increase in maximum
pressure.
When simulating local faults, 15% compression ratio
reduction and 40% injected fuel mass reduction were con-
sidered in all cylinders, separately. In Fig. 5, it can be seen
that the compression ratio reduction has a greater effect on
the pressure curve, due to not reaching the ideal pressure
at the end of the compression process. With respect to the
second simulated local fault, it is observed that the maxi-
mum pressure presents slight variation, while the width of
the pressure curve is smaller. This is because the smaller
amount of fuel present in the cylinder leads to a shorter time
of total duration of combustion (Eq. 15), and consequently,
lower heat releases.
The changes in the pressure curves due to failures lead
to variations of the Pmax and Pmi producing changes in the
power and torque of the motor, as shown in Fig. 6. Note
that depending on the source and severity of the failure, the
effects on the performance parameters can be similar and
may make the diagnosis difficult.
4.3 Diagnostic model results
Different fault severities were simulated, generating the
vector Z of Eq. (24), and then, the diagnostic model was
used to estimate the fault vector, f̂   . Figure 7 presents a
schematic of the procedure from the faults simulation to
the faults identification. Tables 2 and 3 present the results
obtained in diagnosis of failures that occurred in cylinder
1 and in six cylinders simultaneously, respectively.
{{ } { } { } }
Z = Pmi,j , Pmax,j , Pj (𝜃) , Pw , Tq (31)
In the results presented in Tables 2 and 3, it can be
observed that the methodology developed has a high
degree of accuracy having errors smaller than 5% when the
failures occur in a single cylinder and less than 10% when
the failures occur in several cylinders simultaneously.
Regarding the error increase in the diagnosis, it is
emphasized that this is due to the Levenberg–Marquardt
method that estimates the vector of faults, f̂  , in the least
squares sense, to be closest to the actual vector of faults, f.
It should be noted that the vector Z in Eq. (31), which
in the present work was simulated by the thermodynamic
model, can be obtained experimentally in diesel engines
installed in the naval and offshore industries, provided that
they have the proper instrumentation as they are mainly
pressure sensors installed on cylinder heads, cooling sys-
tem temperature sensors, tachometer to measure engine
speed and torque and power measurement system (e.g.,
strain gages installed on the propeller shaft). It should be
noted that some of these data can be obtained directly from
the monitoring system installed onboard the units.

13
Journal of the Brazilian Society of Mechanical Sciences and Engineering (2018) 40:500 Page 9 of 10  500

Diesel Engine Levenberg -

Fault Simulation Marquardt
0-D Model Method
Pressure VS Crankshaft Angle
150
Operation Normal
Fault
Condition Fault

Pressure (bar)
100
Variation of Parameters
Operating Identified
Parameters 50

ΔP i, Δ Pr, Δ T w, Δ r { f } + error
Δm i, Δm f, Δ θinj 0
300 400 500
Crankshaft Angle (°)
Variation ofPerformance Parameters
P(θ), P mi, Pmax

Fig. 7  Schematic of the fault identification procedure

Table 2  Results of the Case Simulated fault severity (%) Diagnostic fault severity (%)
diagnostic methodology applied
in cylinder 1 ΔPi ΔPr Δr Δmf ΔP̂ i ΔP̂ r Δ̂r Δm
̂f

1 15 0 0 0 14.53 0.34 0.04 0.15

2 15 20 0 0 14.85 20.87 0.06 0.19
3 15 20 15 0 14.78 20.88 15.95 − 0.12
4 15 20 15 25 14.71 20.88 15.73 24.94

Table 3  Results of the Cylinder Simulated fault severity (%) Diagnostic fault severity (%)
diagnostic methodology applied
to the six cylinders ΔPi ΔPr Δr Δmf ΔP̂ i ΔP̂ r Δ̂r Δm
̂f

1 15 20 10 15 14.32 20.96 10.76 15.16

2 15 18 16.29 17.96
3 12 20 13.27 19.97
4 11 16 10.42 16.52
5 14 12 14.73 12.18
6 13 14 13.75 14.16

5 Conclusions and recommendations
The methodology used for the development of the thermo-
dynamic model satisfactorily represented the experimental
data, allowing to make of performance predictions of the
engine in conditions not tested experimentally.
It is noteworthy that global failures influence all cyl-
inders simultaneously, i.e., their occurrence influences
engine performance more significantly.
On the other hand, local failures influence performance
to a lesser extent when they occur in isolation. However,
if more than one local fault occurs simultaneously, in one
or more cylinders, performance is significantly influenced,
a situation that can worsen when global failures occur
simultaneously.
The developed methodology proved to be robust enough
to detect, identify and quantify multiple failures in several
cylinders simultaneously.
It is also recommended to include other operational
parameters in the fault vector in order to have a better
diagnosis of the diesel engine.
The inclusion of a model for pollutant emissions esti-
mation would be an important extension of the present
work, since the influence of the injection advance delay
on both the performance and the emissions of the diesel
engine could be evaluated.

13
 500   Page 10 of 10 Journal of the Brazilian Society of Mechanical Sciences and Engineering (2018) 40:500
An important extension of this research is the devel-
opment of a dynamic model to incorporate the torsional
vibration signal into the fault vector, f, in order to identify
a greater number of failures, mainly in several cylinders
simultaneously.
Acknowledgements  This work was possible due to the sponsorship
of the Human Resources Program (PRH-35), through its scholarship
program. The experimental data were performed and provided by Eng.
Alexandre Schalch Mendes, M.Sc.
References
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