Energy 133 (2017) 843e850

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Energy
journal homepage: www.elsevier.com/locate/energy

Accelerometer measurement for MFB evaluation in multi-cylinder

diesel engine
Giancarlo Chiatti a, Ornella Chiavola a, *, Erasmo Recco a, Agnese Magno b,
Ezio Mancaruso b, Bianca M. Vaglieco b
a
Engineering Department, ‘Roma Tre’ University, Via della Vasca Navale, 79, 00146 Rome, Italy
b
Istituto Motori e CNR, Via G. Marconi, 4, 80125 Naples, Italy

a r t i c l e i n f o a b s t r a c t

Article history: Indirect methods have great potential for engine diagnosis. Several methodologies have been proposed
Received 29 December 2016 in the past in which indirect measurements are used for combustion sensing.
Received in revised form This paper presents the results of the application of a methodology developed by the authors in which
26 March 2017
an accelerometer mounted on the engine block is used to characterize the combustion development in a
Accepted 27 April 2017
Available online 28 April 2017
multi-cylinder common rail diesel engine. The high correlation between accelerometer and in-cylinder
pressure data allowed to use the vibration signals to evaluate the angular positions where: the com-
bustion starts, 50% of fuel is burned over an engine cycle (MFB50) and the combustion process ends
Keywords:
Diesel engine
(MFB95) in two of the engine cylinders. The great accuracy of the predictions (the square value of the
Combustion correlation coefficient was always higher than 0,97) demonstrated that a single accelerometer can be
Vibration used in control algorithms for the optimal positioning of the combustion process in more than one
cylinder.
© 2017 Elsevier Ltd. All rights reserved.

1. Introduction accelerometers have been used to provide information about the

The real time monitoring and control of combustion effective-
ness has been recognized as a valid tool to reduce pollutant emis-
sions and fuel consumption from diesel engines. The control can be
performed by means of closed loop algorithms able to provide in-
formation about the quality of combustion events through the
evaluation of measured burn parameters (e.g. start of combustion,
location of the 50% of mass fraction burn point). Most of the
developed strategies to this purpose is based on the in-cylinder
pressure signal with the aim to maintain the combustion phasing
at an optimized value, despite changes due to engine ageing, fuel
properties variation [1,2]. The drawback of direct measurements of
in-cylinder pressure for on-board installation is related to long-
term reliability caused by the harsh environment and cost.
Literature demonstrates that indirect methods have great po-
tential for engine diagnosis. Several methodologies have been
proposed in the past in which indirect measurements are used for
combustion sensing. Signals from speed sensors, microphones and
* Corresponding author.
E-mail address: ornella.chiavola@uniroma3.it (O. Chiavola).
combustion progress (start of combustion, centre of combustion,
end of combustion). The employment of these sensors offers the
advantages of being placed externally to the engine, thus allowing
no modification of the engine structure and avoiding any possible
interaction with the engine operation.
The monitoring of crankshaft acceleration has drawn much
attention in the past; crankshaft angular speed variations have
been used to get information about the combustion pressure that
produced them. [3] presents a procedure to evaluate the position
where the 50% of mass is burned inside the cylinder starting from
an analysis of the instantaneous engine speed fluctuations. [4] uses
the engine angular crankshaft speed and the crankshaft speed
derivative to determine the in-cylinder pressure peak and its
angular location. [5] is devoted to develop a method to diagnose
combustion-related faults.
The employment of microphones has received scant attention in
the past, mainly due to difficulties in the processing of the acoustic
emission signal from the engine, where the combustion related
components are corrupted by the high concentration of over-
lapping sources: injection, valves, piston slap, combustion, turbo-
charger, oil pump, intake and exhaust systems. More recently, some
methodologies have been proposed and have demonstrated that

http://dx.doi.org/10.1016/j.energy.2017.04.148
0360-5442/© 2017 Elsevier Ltd. All rights reserved.
844 G. Chiatti et al. / Energy 133 (2017) 843e850
acoustic signals may be used for combustion sensing. [6] presents
an acoustic approach for the diagnosis of abnormalities in the
pressure signal, caused by faults. In Ref. [7], an experimental
methodology is presented to extract from the microphone trace the
components caused by the combustion events. Some indices are
used to correlate the noise emission to the combustion
development.
The pressure increase caused by the combustion process in the
chamber gives rise to the engine structure vibrations. The vibra-
tions contain information about the combustion phenomenon but
also comprise non-combustion related components; therefore it is
necessary to process the signal in order to extract the combustion
related components and reduce the signal-to-noise ratio. Block
vibration based diagnostic methods have drawn a lot of attention in
the past.
In Ref. [8], the continuous wavelet transform (CWT) is used to
analyze the correlation between the vibration from a 1.6-L diesel
engine and the maximum heat release rate. [9] is devoted to
investigate the relationship between in-cylinder pressure and
accelerometer signal by means of the application of frequency
response function via a single-input single-output and a multiple-
input single-output model. [10] and [11] use the block vibration
to determine the in-cylinder pressure peak and its angular location
both in single cylinder and multi cylinder engines.
Literature highlights that most of research activity has been
devoted to the application of accelerometer based techniques for
the analysis of the combustion process in single cylinder diesel
engines; alternatively, in the case of multi-cylinder engines,
methodologies have been proposed focused on individual com-
bustion process.
Prior research activity was devoted to investigate the effect of
combustion process on the engine vibration. Different positions of a
mono-axial accelerometer were tested and the most sensitive
location for the transducer as regards the combustion process was
selected during experimentation on a mono and a two-cylinder
diesel engines [12,13]. A methodology was developed in which
the engine block vibration signal is windowed with the aim of
selecting the contribution due to one of the cylinders and is pro-
cessed in order to remove all components due to sources other than
the combustion event. The obtained signal is then used to charac-
terize MFB development in one of the cylinders [14].
The main novelty of this paper consists in the application of the
above described accelerometer-based methodology to a three-
cylinder diesel engine with the aim of obtaining information
about the combustion progress in more than one cylinder via the
signal from a single accelerometer. The transducer was mounted on
the engine block close to one cylinder in order to favor the com-
bustion process sensing related to one cylinder, whose pressure
development was investigated by extracting information from the
acquired vibration signal. Then, the accelerometer data were used
to extend the combustion characterization procedure to the next
cylinder, too.
The results obtained in the complete engine operative field
proved that the developed vibration-based methodology is effec-
tive for remote sensing of combustion process in multi-cylinder
diesel engines.
2. Experimental apparatus and procedures
2.1. Engine setup
The investigation was carried out on a three-cylinder, six valves,
1028 cm3, CI engine (Fig. 1) manufactured by KOHLER Engines. It is
compact in size and of high performance: maximum torque and
maximum power are available at low rotational speeds. The main
engine specifications are listed in Table 1.
The engine is equipped with an electronically controlled com-
mon rail (CR) injection system characterized by an unit pump
operated by a three-lobe cam that allows to reach a maximum in-
jection pressure of 1400 bar. The injection strategy consisted of two
injections per cycle, pilot and main. The torque output was
measured using a dynamometer load cell with a resolution of 1 Nm
(STIPAF L3B160M). Engine was fueled with commercial diesel and
fuel consumption was measured by a gravimetric balance (AVL730)
at a frequency of 10 Hz and with an accuracy of 0.12%. Inlet air mass
flow rate was measured by a hot-wire sensor. In order to monitor
the combustion evolution, in-cylinder pressure signals were
detected by quartz transducers (AVL GH14P) characterized by
sensitivity of 15.6 pC/bar and natural frequency of 130 kHz. They
were flush-mounted in the head of all the cylinders by means of
glow plug adaptors. The engine vibration measurements were
carried out by means of a mono-axial piezoelectric accelerometer
Endevco 7240C. The accelerometer was firmly mounted on the
block surface by means of a threaded pin oriented in line with the
cylinder axis. The transducer was placed on one side of the block,
close to the cylinder #1 (looking at Fig. 1, the cylinders have been
numbered starting from left side, i.e. number 1, 2 and 3). Such a
position was selected basing on previous experimental activity
devoted to investigate different positions and orientations of the
transducer able to guarantee high sensitivity as regards the com-
bustion events [12,13]. The sensor sensitivity was 3 pC/g while the
resonance frequency was 90 kHz. The vibration signal was condi-
tioned by means of the B&K Nexus device (amplifier and low pass
filter at 22.4 kHz).
For each tested engine operating condition, the cylinder pres-
sure signal of 150 cycles was recorded by a high-speed data
acquisition system (AVL Indimodul) synchronized with the crank-
shaft position through the signals transmitted by an optical shaft
encoder (AVL365C) at 0.5 crank angle degree increments.
Accelerometer and crankshaft position signals were acquired by
NI boards type 6110 and 6533 by means of a software developed by
the authors in LabVIEW environment [13].
All the acquired signals were averaged based on 25 cycles, in
order to attenuate the cyclic irregularities of the engine.
Before starting the experiments, the engine was warmed up
until the coolant temperature reached 80  C. For all test cases, the
inlet air temperature and humidity were about 23  C and 45%,
respectively. The engine was tested in several steady-state oper-
ating points. In particular, measurements were taken at several
engine speeds from 1600 to 3600 rpm with a step of 400 rpm, and
at three different loads corresponding to 50, 70 and 100% of the
maximum torque output (Fig. 2).
3. Results and discussion
The first part of this section presents the results obtained by
applying the developed methodology to the characterization of the
combustion process in the cylinder located close to the acceler-
ometer placement (cylinder #1). Then, results are presented related
to the identification of combustion phasing in the cylinder placed
close to cylinder #1 (cylinder #2).
Fig. 3 shows the pressure development in cylinder #1 over-
lapped to the accelerometer trace. It is possible to observe that the
acceleration signal is characterized by low frequency oscillations on
which high frequency components are superimposed. The ampli-
tudes of these last components suddenly increase when the com-
bustion event takes place. The vibration trace is characterized by
the same behavior also in the crank angle domains where com-
bustion process takes place in cylinder #2 and cylinder #3. It has to
be pointed out that the pressure development during combustion
 G. Chiatti et al. / Energy 133 (2017) 843e850 845

a b
Fig. 1. a: Engine setup, the arrow indicates the accelerometer location; b: top view of the engine (without the tappet cover), the circle indicates the accelerometer.

Table 1 together with the accelerometer trace acquired during motored

Engine specifications. and fired tests. The comparison between accelerometer trends
highlights the sensitivity of the sensor as regards the combustion
Engine Compression Ignition
process: the traces initiate to differentiate only when the com-
Number of Cylinders 3, in-line
bustion process starts; when the combustion is completed, the
Bore [mm] 75.0
Stroke [mm] 77.6 traces return to be characterized by the same trend.
Displacement [cm3] 1028 Aimed at processing the accelerometer signal in order to select
Compression Ratio 17.5:1 the components mainly caused by the combustion process, an
Max. Power [kW] 15 @ 3600 rpm analysis of the acquired data in the frequency domain was per-
Max. Torque [Nm] 51 @ 2000 rpm
formed. Coherence function between in-cylinder pressure (input
Injection System Direct, CR with electronic control
Max injection pressure [bar] 1400 signal) and vibration trend (output signal) was computed via the
Aspiration Naturally Aspirated power spectral densities and the cross power density of the signals.
Coherence function is bounded between zero and one: if input and
output signals are uncorrelated, coherence function is zero; one
indicates a linear relationship between the spectral components of
the input/output signals.
Fig. 5 shows the coherence function trend related to the engine
condition 3200 rpm, full load.
The plot highlights that a frequency band exists (550e800 Hz),
in which coherence function exhibits the highest values. The
coherence function was computed for the signals acquired during
tests in the engine complete operative field and the analysis of the
obtained trends highlighted that, no matter which the engine
operating condition is, it is always possible to select a frequency
band in which coherence is characterized by very high values, thus
highlighting a good correlation between the frequency components
of in-cylinder pressure and block vibration signals. Table 2 reports
the upper and lower frequency bounds in which high values of
coherence were obtained; each line is related to a specific value of
engine speed, since the processing of the acquired data demon-
Fig. 2. Tests conditions. strated that load condition has a weak effect on the frequency band,
in agreement with results obtained during previous experimental
activity [12].
process in cylinder #3 is responsible for a reduced contribution on Basing on the results of the coherence function analysis, the
the vibration as regards combustion processes in cylinder #1 and acquired accelerometer signals have been band-pass filtered and
#2. The reduction in amplitude has shown to be depend on the the vibration components related to the combustion process have
engine operating condition and on the accelerometer position, that been selected in the signals. The obtained traces have been
was selected in order to favor the sensing of in-cylinder #1 pressure normalized by dividing the data for the maximum value and have
development. The combustion contribution of cylinder #3 to the been overlapped to the crank angle evolution of the in-cylinder
overall signal is highly contaminated by components of other pressure. Fig. 6 shows the normalized filtered accelerometer trace
sources thus to do not allow the use of accelerometer signal to and the in-cylinder pressure curve obtained for the condition of
extract information about the combustion progress. 3200 rpm, 100% load. The circle drawn in the plot highlights a zero
The effect of the pressure development during the combustion crossing of the accelerometer curve, whose angular position can be
process on the accelerometer trend is highlighted in Fig. 4. In order used to detect the beginning of the combustion process. The zero
to show the combustion related components, the difference be- crossing corresponds to the start of the negative vibration oscilla-
tween pressure during fired and motored condition is plotted, tion that precedes the oscillation characterized by the maximum
846 G. Chiatti et al. / Energy 133 (2017) 843e850
Fig. 3. In-cylinder pressure trend
Fig. 4. Difference between fired and motored in-cylinder pressure trace
accelerometer trace in fired conditions (3200 rpm, 100% load) , accelerometer
signal in motored test .
amplitude. Such a result may be ascribed to the filtration process
that allowed to keep into the signal only the components caused by
Fig. 5. Coherence function at 3200 rpm, 100% load.
, accelerometer trace at 3200 rpm, 100% load.
Table 2
Frequency bounds.
Engine speed [rpm] Frequency [Hz]
1600 550e800
2000 600e900
2400 650e950
2800 850e1150
3200 900e1200
3600 110e1400
the combustion process.
With the aim of using the accelerometer transducer in a com-
bustion control methodology, the attention was devoted to eval-
uate the existence of a correlation between the processed
accelerometer signal and the parameters that usually are used in
combustion control algorithms. Among these, the angular position
, where 50% of fuel is burned over an engine cycle (MFB50) is used
for control purposes in order to evaluate the combustion effec-
tiveness (in terms of fuel consumption, pollutant emission, noise
radiation) through its optimal positioning. MFB50 was evaluated by
computing the cumulated heat release curve, starting from the
acquired in-cylinder pressure trace. Fig. 7 shows the cumulated
heat release (CHR) curve and the filtered accelerometer trace, both
normalized by dividing the data by the corresponding maximum
values.
In the figure, circles have been used to highlight the points on
the accelerometer trace that correspond to the start of the com-
bustion process (SOC), MFB50 and MFB95, that was used to indicate
the crank angle value at which the combustion process was
completed. SOC corresponds to a zero crossing of the filtered
accelerometer trace. MFB50 and MFB95 correspond to minimum
points in the accelerometer oscillation (MFB50 corresponds to an
absolute minimum in the vibration, MFB95 corresponds to the
following third minimum). Such a result may be justified by
considering that the accelerometer sensor is very sensitive to the
combustion process, as highlighted by the comparison between
accelerometer signal during fired and motored condition (Fig. 4).
The filtration process allowed to maintain into the signal only the
combustion related components, thus the obtained oscillation is
linked to rise rate of pressure caused by the initial ignition of air-
 G. Chiatti et al. / Energy 133 (2017) 843e850
Fig. 6. In-cylinder pressure trace
Fig. 7. Cumulated heat release curve
fuel mixture; when the combustion process is completed, the
excitation ends and the law characterizing the variation of oscilla-
tion amplitude changes.
Once the accelerometer was used to extract information about
the combustion development in one cylinder (cylinder #1), the
possibility of using the same accelerometer signal to provide a
characterization of the combustion event in the adjacent cylinder
(cylinder #2) was investigated.
Fig. 8 shows the in-cylinder pressure signals and the acceler-
ometer trace.
The effect of combustion on the vibration trend is noticeable,
even if the amplitude of the high frequency components during the
combustion event of cylinder #2 is smaller than that related to
cylinder #1. The ROHR for cylinder #2 was computed starting from
the pressure measurement and MFB50 and MFB95 were evaluated
in the complete engine operative field. Fig. 9 presents the traces
obtained for the condition of 3200 rpm, full load. In the plot, the
filtered accelerometer signal is also shown. The filtration was per-
formed by using the same frequency band that was employed to
847
, normalized filtered accelerometer trace (3200 rpm, 100% load).
and filtered accelerometer trace (3200 rpm, 100% load).
select the combustion contribution of cylinder #1 (Table 2).
The filtration process allowed to keep into the accelerometer
trace the frequency components caused by the combustion events
in the cylinders (the maxima amplitude of oscillations are in the
crank angle intervals in which combustions take place). It is
possible to observe that the amplitude of the signals is affected by
the accelerometer position (the amplitudes related to cylinder #1
are higher than those related to cylinder #2; combustion contri-
bution of cylinder #3 cannot be detected).
The filtered vibration trace was used to evaluate SOC, MFB50
and MFB95 in the engine operative field. The same parameters
were computed basing on the cumulated heat release curve that
was evaluated starting from the pressure in cylinders #1 and #2.
Following Figures from 10 to 12 show the effect on the combustion
indicators of the engine speed variation when the load condition is
constant: plot of Fig. 10 presents the values related to full load
condition; Fig. 11 displays the data obtained at 70% of load and
Fig. 12 shows the indicators related to 50% of load. In all plots, data
on x axis show the data computed starting via ROHR, while crank
848 G. Chiatti et al. / Energy 133 (2017) 843e850

Fig. 8. Pressure trend in cylinder #1 , cylinder #2 , accelerometer trace at 3200 rpm, 100% load.

angle values in y axis were computed via filtered accelerometer

curve. Each plot reports the data related to cylinder #1 (blue
rhombs) and to cylinder #2 (red squares). In all plots the interpo-
lation lines are drawn. In order to determine how certain one can be
in making prediction from the accelerometer measurement, the
correlation coefficient was computed. It gives a measure of the
strength of the linear association between data computed via the
non-intrusive measure and via the in-cylinder pressure signal. The
square of correlation coefficient (R2) was computed (it represents
the percent of the data that is the closest to the line of best fit) and it
is shown in the plots next to the interpolation lines.
The obtained R2 coefficients were grouped and are presented in
Table 3. In each line, the values are related to a fixed value of engine
speed. The table highlights that the obtained coefficients are every
close to the unity in all tested conditions, giving a measure of the
very high reliability of the relationship between the data.
Fig. 9. Rate of heat release curve for cylinder #1 , cylinder #2 , filtered
Aimed at obtaining a measure of the deviation of predictions
accelerometer trace (3200 rpm, 100% load). from their values computed by in-cylinder pressure measurements,

Fig. 10. SOC, MFB50, MFB95: cylinder #1 , cylinder #2 , 100% load, 1600, 2000, 24000, 2800, 3200 and 3600 rpm.
 G. Chiatti et al. / Energy 133 (2017) 843e850 849

the mean absolute error values (MAE) of the obtained data were
computed. For each rating-computed pair, the absolute error was
evaluated. By first summing these absolute errors of the pairs and
then computing the average, MAE was estimated. Tables 4 and 5
report the MAE values obtained for cylinder #1 and #2,
respectively.

4. Conclusions

This paper presents the experimental results of the application

Fig. 11. SOC, MFB50, MFB95: cylinder #1 , cylinder #2 , 70% load, 1600, 2000, 24000,
2800, 3200 and 3600 rpm.
of a methodology developed by the authors in which the signal
from an accelerometer is used to obtain information about the
combustion development in the cylinders of a CR diesel engine.
Although the accelerometer signal is affected by the contribu-
tion of many sources, the filtration in a specified frequency band
allows to insulate the contribution due to the combustion events in
two of the three cylinders of the engine. It was not possible to apply
the methodology also to the third cylinder since the signal-to-noise

Fig. 12. SOC, MFB50, MFB95: cylinder #1 , cylinder #2 , 50% load, 1600, 2000, 24000, 2800, 3200 and 3600 rpm.

Table 3 ratio did not allow to obtain information about the combustion
Square of correlation coefficient - R2. progress.
Engine speed [rpm] Cyl#1 Cyl#2

1600 0,9995 0,9982 Table 5

2000 0,9989 0,9988 Mean absolute error e cylinder#2.
2400 0,9994 0,9966 - the error for SOI predictions of cylinder #1 was always less than 0,74 crank angle
2800 0,9992 0,983 degree; for cylinder #2 it was always less than 1,38 crank angle degree;
3200 0,9989 0,9713 - the error for MFB50 predictions of cylinder #1 was always less than 1,1 crank
3600 0,9982 0,9965
angle degree; for cylinder #2 it was always less than 1,32 crank angle degree;
- the error for MFB95 predictions of cylinder #1 was always less than 1,1 crank
angle degree; for cylinder #2 it was always less than 1,29 crank angle degree.

Table 4 Engine speed [rpm] SOI MFB50 MFB95

Mean absolute error e cylinder#1. 1600 0,72 0,35 0,91
2000 1 1,19 0,67
Engine speed [rpm] SOI MFB50 MFB95
2400 1,37 1,2 1,29
1600 0,39 0,63 0,48 2800 1,38 1,32 1,16
2000 0,47 1 1,01 3200 0,84 1,1 1,02
2400 0,67 0,45 1,11 3600 1,22 0,45 0,76
2800 0,24 0,65 0,79
The tables highlight:
3200 0,53 0,81 0,78
The obtained values provide evidence of the accuracy of the methodology in the
3600 0,74 1,1 0,75
predictions of combustion indicators for both cylinders.
850 G. Chiatti et al. / Energy 133 (2017) 843e850
The acquired signals have demonstrated that the angular posi-
tions where the combustion starts, 50% of fuel is burned over an
engine cycle (MFB50) and the combustion process ends (MFB95)
may be evaluated in both cylinders from the processed acceler-
ometer trace with high accuracy. These parameters are widely used
in control algorithms with the purposes of evaluating the com-
bustion effectiveness, in terms of fuel consumption, pollutant
emission, noise radiation, through its optimal positioning.
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Abbreviations
CF: coherence function
CHR: cumulated heat release
CR: common rail
MAE: mean absolute error values
MFB50: crank angle degree for 50% of mass fraction burned
MFB95: crank angle degree for 95% of mass fraction burned
R: correlation coefficient
ROHR: rate of heat release
SOC: start of combustion