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Monitoring of the pressure inside the cylinder for an internal-combustion

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 WSEAS TRANSACTIONS on CIRCUITS and SYSTEMS Sorin Ratiu, Gabriel Nicolae Popa, Vasile Alexa

Monitoring of the Pressure Inside the Cylinder

for an Internal-Combustion Engine
SORIN RAłIU1 GABRIEL NICOLAE POPA2 VASILE ALEXA1
1
Department of Engineering and Management
2
Department of Electrical Engineering and Industrial Information Technology
Polytechnic University of Timişoara
RevoluŃiei Street, no.5, Hunedoara
ROMANIA
sorin.ratiu@fih.upt.ro www.fih.upt.ro/np/depingman/dep_ingman.html

Abstract: - This work presents the achievement of a monitoring, recording, processing and interpretation
concept, at laboratory scale, of the pressure inside the combustion chamber for a spark-ignition engine, based
on electronic equipment, which measures the values of 17 parameters that describe the operation of an
internal-combustion engine. The measured pressure depends on the crankshaft’s position. Is used a pressure
transducer with strain-gauge socket, and measurement of the crankshaft’s position with a speed transducer
with variable reluctance. From experimental data, on one hand, can be analyzed the pressure modification in
the combustion chamber depending on the crankshaft’s position, and on the other hand, the maximum pressure
modification in the cylinder depending on the speed.

Key-Words: - Internal-combustion engine, Sensors, Cylinder, Pressure, Speed

1 Introduction engine, translated by its capacity to supply the

The daily presence of the road vehicles, be them prescribed power and torque, in conditions of a fuel
motor vehicles, public transport vehicles, utility consumption as reduced as possible and, implicitly,
vehicles, road trains or special motor vehicles, is a of a waste noxes level within the limits of the norms
very usual and indispensable one. As we all know, in force, is strongly connected to its functional
their propelling is done nowadays with the help of parameters’ values. Knowing of these values is,
the internal combustion motor in an overwhelming therefore, indispensable for the correct management
percentage. of the processes that take place inside the engine [1].
Along time, utilization of the internal-combustion Traditionally, control of internal combustion
engine was accompanied by the permanent engines has been based on the sensing of variables
improvement of its performances, reliability and such as engine speed, intake manifold pressure,
efficiency by increasing the power, decreasing the exhaust oxygen concentration, coolant temperature
fuel consumption, decreasing the waste noxes, etc. and using these variables to adjust variables
diminishing the utilization of shortage materials and, such as spark timing, exhaust gas recirculation rate,
lately, the utilization at larger scale of EGR, and fuel flow to a baseline engine condition
unconventional fuels. Achievement of these that is measured on a test engine.
desiderates is based on laborious theoretical and This approach has several drawbacks. Firstly, an
experimental researches which involve an immense engine will diverge from the baseline test engine due
work volume, alongside suitable financial resources. to production variation and component wear.
The experimental research represents today “the Secondly, cylinder-to-cylinder variation may be
truth criterion” for numerous results obtained on a significant. And thirdly, it appears that future engine
theoretical basis, and also an important source of combustion systems may render the traditional
useful information on which extraordinary technical control approach inadequate.
achievements are based. It can be said that An alternative approach is to implement a control
experiments are almost irreplaceable if they are system with the capability to adjust for changes in
correctly processed and economically efficient. In the individual engine cylinder operating
order to run highly difficult laboratory research the characteristics. Such a control system is possible
first experiments that have to be understood are the using cylinder pressure sensors and applying
ones that concern fundamental phenomena. feedback control to ignition timing, dilution gas rate
The optimal operation of an internal-combustion and fuel rate.

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The computerized electronic management system. Can this complexity be solved with the
disposed by the current engines involves the conventional indicating systems.
utilization of a very large number of sensors and In this case, the modern indicating systems are the
transducers that measure and transmit, in real time, basis for methods that exceed the conventional
the values of these parameters to the electronic cylinder pressure combustion analysis by far and
control unit (Engine Control Unit - ECU). Based on provide new insights into the combustion processes.
the real values obtained by measurement and The main problems related to the development of
comparing with the optimal values stored in the a solution in this respect were connected until now
internal memory for each operation regime, ECU by the extremely solicitor environment inside the
controls a series of actuators through which is combustion chamber. The very high temperatures
ensured the perfect operation, in all regimes, of the and pressures produced at ignition and expansion
engine [2, 3, 4, 5, 6]. stresses at maximum all the elements that get in
The new legislative norms in US and Europe will direct contact with the flame front [7].
impose the engines in the future more and more A solution for measuring the pressure inside the
drastic pollution limits. Just from this very reason, combustion chamber, variable during the motor
alongside the NOx and particle filters, will become cycle, consists in integration in the cylinder-head
absolutely necessary the implementation of some gasket, on the bore’s superior edge, of a pressure
sensors that should offer information, about the sensor.
mode in which takes place the combustion in the Another solution, applicable on diesel motors, has
combustion chamber. In this context, the need to been developed by Siemens VDO and Federal
optimize the combustion of the air-fuel mix from the Mogul and consists in integrating the pressure sensor
internal-combustion engines is an important into the glow spark plug body (fig.1).
objective. Numerous combustion-related parameters The interior construction of the “glow spark plug –
must be known, measured and, in the last, pressure sensor” module is made so as to allow a
controlled, by framing within proper values corresponding sensitivity of the sensor, and at the
intervals. One of the very important parameters, and, same time to comply with the geometric requests of
however, inaccessible up to a given moment, is the the heating element. There are two mainly different
pressure inside the combustion chamber. Its products, namely:
monitoring during the compressing and
The variant “glow spark plug – combustion
combustion/expansion times helps the engine’s monitoring sensor” (GPCS – Glow Plug
management system to control better the combustion Combustion Sensor) which does not
processes, and thus to improve the engine’s global measure directly the pressure in the heating
performances. room but the combustion head strain, caused
In the past, different measurement methods were by the pressure variation in the cylinder.
used to examine the mixture formation and
The variant “glow spark plug – pressure
combustion in combustion engine. One of sensor” (GPPS – Glow Plug Pressure
technologies developed for these examinations, the Sensor) which offers measurements of a
pressure-based indicating measurement, has become higher accuracy than the previous one, by
the standard and is an integral part of the engine the sensor’s direct exposure on the tip of the
development process today. glow spark plug [7].
Robust and precise high pressure and high Regarding the spark-ignition engine (operating by
temperature sensors provide reliable and precise Otto cycle), there are producing companies of
results to analyze the combustion, indicated mean experimental equipment that put available to the
effective pressure, peak pressure, combustion noise researchers pressure sensors integrated in spark
and knocking as well as other phenomena. Today, plug’s component, through which can be recorded
all these values play a critical role when using an and measured the pressure inside the combustion
existing engine in specific power trains and vehicles, chamber [8,9,10] (fig.2).
as the steadily increasing performance and the The relatively high price of such a sensor
simultaneously stricter exhaust gas and quality (approximately 4500 Euro), to which is added the
standards forces the optimal utilization of the electronic acquisition equipment (approximately
combustion in all operating points. Variable value 6200 Euro) led to the development of an alternative
drive systems, variable intake port geometry flexible in this respect, the authors achieving a study based
injection systems and advanced combustion on an own idea.
concepts provide a large amount of flexibility, but
simultaneously results in more complex combustion

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The incomplete combustion gives birth to noxious

substances: carbon monoxide, acreoline, benzpirene,
soot, etc.
2. For a most efficient transformation of heat into
machine work, combustion must be as short as
possible and must take place when the piston is
around the TDC.
If the combustion takes place later, during
rebound, the degree of transformation into machine
work decreases, the load temperature in the cylinder
increases, and the temperature of the main organs
rises, which can lead to the destruction of the motor
through seizing (the assembly piston – segments –
cylinder), through thermal load (piston – combustion
head – combustion room – segments), or even
Fig.1. Glow spark plug – pressure sensor module through combustion (valve darner).
3. The combustion must take place at moderate
speed.
If the combustion is violent, then the forces apply
on the motor mechanism shockingly, which will
lead to the increase in the mechanical loads, in
extreme cases the destruction of the motor being
possible.
At the same time, the motor will have a very
annoying hectic noisy drive, especially for the motor
vehicle on which it is installed.
An average rate of pressure increase can be
calculated between the point of maximum pressure
and the one of compression end (fig.3).
∆p p − pc
= max (1)
Fig.2. Pressure sensor integrated in the spark plug ∆α α pmax − α pc
The present study’s objective consists in The immediate speed of pressure increase is:
conceiving of a new monitoring methodology of the
pressure inside the cylinder of a spark-ignition
engine, testing the utilized pressure transducer and
studying the influence of the chosen solution upon
the pressure variation in the cylinder.

2. Fundamental demands of
combustion in the engine cylinders
Combustion is the fundamental functional process
of the internal combustion engine, the circumstances
in which the ignition and combustion take place
determining the motor power, profitability, level
drive, without vibrations, noxe and operation safety
regime.
The demands on combustion are numerous, but
they can be structured in three more important ones:
1. The combustion to be as complete as possible,
because the incomplete combustion reduces the
energetic availabilities obtained from the reaction Fig.3. Pressure variation in the cylinder around TDC
heat and with it the machine work developed.

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dp
p& α = . (2)
dα
According to the manner in which the combustion
develops inside the motor we identify:
- regular combustion;
- irregular combustion (detonation combustion
and, respectively secondary ignition combustion);
Regular combustion is characterized by
propagation of the ignition front step by step into the
mixture mass, with speed flame between 30÷40 m/s,
with increasing of pressure and temperature step by
step, when the performance of the engine and the
wear of mechanical organs are the same.
Irregular combustion in the spark ignition engine
is characterized by unusually high speeds of the Fig.4. The spark-ignition engine
ignition front, by sudden increases in temperature
and pressure, the power and profitability of the The bore is of 73 mm, and the piston’s stroke of
motor being penalized, the motor ageing degree 77 mm. The engine has a cylindrical capacity of
increasing rapidly [1]. 1289 cm3.
The compression ratio is 8.5:1. The engine
develops a maximum power of 54 CP (DIN) at the
3 Experimental stand speed of 5250 rot/min, and the maximum torque is
Acquisition and procession of data necessary for reached at 3000 rot/min and is 95 Nm.
the study were achieved on an experimental stand
from the Laboratory of Internal-Combustion
Engines, within the Faculty of Engineering from 3.2 Electronic equipment used for
Hunedoara, „Polytechnic” University Timisoara. measurements
The experimental stand was conceived to serve for The electronic equipment used for measuring,
measuring of an as largest possible number of recording and processing of experimental data was
functional parameters of a spark-ignition engine and conceived by CBM Electronics and achieves the
is composed by two distinct components: following functions:

The engine itself, mounted on a chases that 1. Memorizes the measuring conditions formed by
allows its operation completely safety (fig.4); sets of values imposed for the following parameter:

The electronic equipment used for measuring, - speed;
recording and computerized processing of - resistant moment;
experimental data (fig.5). - test duration;
2. Measures and displays simultaneously the
momentary values of 17 parameters that describe
3.1 The spark-ignition engine qualitatively the engine’s operation.
The engine mounted on the stand is with spark- These parameters refer in greatest part directly to
ignition, Dacia brand, model 810.99, 4-cycled, the engine, but are also parameters that feature the
having 4 vertical cylinders in line, with camshaft in environment conditions as well as the measuring
the engine block. stand itself. The parameters measured and displayed
are: temperature of the water from the engine’s
cooling circuit [°C], oil temperature [°C], waste gas
temperature [°C], environment temperature [°C],
pressure in the combustion chamber [bar], oil
pressure [bar], fuel pressure [bar], intake vacuum
pressure [bar], waste gas static pressure [bar], waste
gas dynamic pressure [bar], atmosphere pressure
[mmHg], resistant moment [Nm], speed [rot/min],
temperature of the braking water [°C], consumed
fuel quantity [g], relative humidity of atmosphere
air [%], advance angle [0RAC].

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Having in view the above, the optimal solution

represents the access inside the combustion chamber
through the hole for mounting the spark-plug. In this
respect, was designed a reduction joint, through
which to be able to be mounted both the spark-plug
and the transducer, using only the hole for mounting
the spark-plug, without being necessary the
additional punch of the cylinder head’s walls.
Using a reduction joint as the one from fig. 7,
mounted at cylinder no.1, assumes an increase of the
combustion chamber’s volume and, as consequence
a reduction of the compressing ratio ε:
Va (3)
ε =
VC

Fig.5. The electronic equipment used for measuring, Va = V S + VC (4)

recording and processing of experimental data Va – cylinder volume;
VC – combustion chamber’s volume, which will
3. It creates a database for each measurement increase by mounting the reduction;
session in which memorizes the values of the VS – unitary displacement,
measured parameter, date and time when was made
π ⋅D 2
each measurement set. VS = ⋅S (5)
4
4. It creates and lists three types of reports,
D – bore,
containing the measured values, their average values
S – piston stroke.
(calculated for the measuring time intervals) and the
Relations (3)-(5) refer to the situation when the
values corresponding to the maximum load
reduction joint is not mounted.
conditions for a selected engine.
Component parts:

17 transducers for the measured parameters;

a multiplexor module provided with connection
cords at the 17 transducers;

a PLC;

a display device, that offers the possibility to
visualize 4 simultaneous parameters;

a computing unit together with a color printer;

installation kit of the software package that
contains the application.

a digital color oscilloscope METRIX MTX 3354
produced by Chauvin – Arnoux, France.
The equipment’s base element represents the high-
pressure transducer which undertakes the variable
pressure from inside the combustion chamber.

3.3 Reduction joint for pressure’s assay from

the combustion chamber
The cylinder head configuration of the engine
installed on the stand, as well as the existence of the Fig. 6. Illustrating the unitary displacement and the
cooling channels from its walls, makes practically combustion chamber’s volume
impossible the access inside the combustion
chamber by punching the cylinder head’s walls,
concerning the installation of the high-pressure
transducer.

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a. b.

Fig.8. Mounting of the speed transducer

c.
Fig.7. Reduction joint for pressure’s assay from the
Combustion Chamber: a – installed on the engine,
b – model conceived in AutoDesk Inventor,
c – detail regarding the interior which communicates
with the combustion chamber
(AutoDesk Inventor modeling)

In case when the reduction joint is mounted, the

compression ratio for cylinder 1 modifies as follows:
V 'a (6)
ε' =
V 'C
V 'a = VS + V 'C (7) Fig.9. Theoretical pressure variation curve in the
cylinder
V 'C = VC + Vr (8)
Vr is the reduction joint’s interior volume. joint’s mounting, affects the pressure variation in
Because VC = 42.97 cm3, and Vr = 12.52 cm3, the the cylinder.
combustion chamber’s volume was increased by The high-pressure transducer works in parallel
29% by mounting the reduction joint, so as the with the speed transducer, the latest providing also
compressing ratio became:ε’ = 6.8. the momentary position of the top dead-center.
Even if the mounting of the reduction joint brings Mounting of the high-pressure transducer was
on the above drawback, the engine operates at illustrated in fig.7.a, c, and the one of the speed
acceptable parameters, the pressure assay being transducer, in fig.8.
possible. The two transducers, of high pressure and speed,
The study’s purpose is not to optimize the through some electronic devices, were connected to
ignition in the cylinder, but to develop and test a the digital color oscilloscope METRIX MTX 3354
methodology. then recorded on PC.
For making a comparison between the
oscilloscope’s indication and the theoretical
4 Experimental methodology variation of pressure inside the cylinder (without
Further, is aimed the assessment of the signal modifying the combustion chamber’s volume), in
generated by the high-pressure transducer mounted fig.9 was represented the theoretical pressure curve
through the reduction joint from fig.7.b and the depending on the crankshaft’s rotation angle [1], by
mode in which the increase of the combustion indicating the effective interval in which the
chamber’s geometric volume, due to the reduction

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It is important to measure the crankshaft’s angular

position with reference to the top dead-center for a
cylinder for correct correlation with pressure’s
measure in the cylinder chamber.
A magnetic sensor to measure crankshaft’s
position consists of a magnet with a coil of wire
wound around it. The passage of the hole
corresponds to the top dead-center position of a
cylinder on its power stroke. The sensor is of
magnetic reluctance type [3, 4].
The flywheel disk provides a low-reluctance path,
except when the hole aligns with the sensor axis.
The reluctance of this magnetic path is increased
because the air permeability is very much lower than
the flywheel’s permeability.
This high reluctance through the hole causes the
magnetic flux decrease and produces a change in
sensors’ output voltage. The hole passes under the
sensor once for every crankshaft rotation.
Fig.10. The measurement of engine crankshaft’s The magnetic flux abruptly decreases, then increases
angular position as the hole passes the sensor. This generates a
voltage pulse that can be used to measure the
pressure transducer has sent a signal towards the rotation speed of the crankshaft.
oscilloscope. The maximum rotation speed measure with
In automotive applications, sensors are in many magnetic sensor is 10000 rpm. The type of rotation
cases the critical components for determining the sensor is XS1M18NA370D Telemecanique.
correct measures. To measure the pressure inside the cylinder
The engine crankshaft’s position is important to chamber can be used a pressure sensor using a gauge
automotive measuring systems. load cell [11].
Measurements of the angular position or A bonded strain-gauge load cell is a device
crankshaft’s speed are common in automotive producing an electrical output depending on weight
electronics. or applied force. The main part is the bonded-foil
It is important that these measurements to be strain-gauge which is an extremely sensitive device,
made without any mechanical contact with the whose electrical resistance changes in direct
rotating shaft. proportion to the applied force.
The non-contact measurements can be made in a If the sensitive element has a surface S and the
variety of ways, but often is used the magnetic or force applied on the element is F, then the pressure
optical phenomena. may be calculated with:
The magnetic sensors are generally preferred in F
P= (9)
engine applications since they are unaffected by dirt, S
oil and temperature. A load cell comprises an elastic-element that may
The principle in measuring the rotating crankshaft take many forms such as solid column, diaphragm,
can be illustrated in fig. 10 [3, 4, 11,12,13]. ring, etc.
In front of the crankshaft there is a large circular The design of the element is dependent on the
steel disk (ferromagnetic) called the flywheel. load range and loading type.
The crankshaft’s angular position α is the angle The gauges are bonded on the element to measure
between the reference line and the hole made in the the generated strains and are usually connected into
flywheel (fig.10). A hole (φ 5mm) can be practiced four-arm Wheastone bridge configuration.
in the flywheel in the top dead-center position for a The bridge configuration includes compensation
cylinder. resistors for zero balance and changes of zero and
A full engine cycle from intake through exhaust sensitivity resistors for difference temperature.
requires two complete resolutions of the crankshaft The resistance R for the sensitive element with
(7200). length l, cross-section s and resistivity ρ is:

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l
R=ρ⋅ (10)
s
When a strain ∆l/l occurs, it causes a fractional
change of resistance [11]:
∆R  1 ∆ρ 
=  k + ⋅ ⋅l (11)
R  ρ ∆l 
where k=1.6÷2 for most metals.
The signal from the strain-gauge socket is of mV
order.
For measuring with the strain-gauge socket, an
adaptation and amplification device (interface) with Fig.12. Measuring the pressure (up, 100mV/div) and
transmission on three wires is used. speed (down, 10V/div) for n=729 rpm, 100ms/div
By using of this device, the output signal is
approximately 200 times higher than the output
signal from the bridge with the strain-gauge sockets
[14].
In fig.11, E+, E- are the supply terminals of the
bridge with strain-gauge sockets, and S+, S- are the
terminals with the output signals (voltage of mV
order) from the other ends of the bridge with strain-
gauge sockets.
The signals’ transmission towards the measuring
part (oscilloscope) is achieved by current (4-20
mA), which passes through a gauged resistance (250 Fig.13. Measuring the pressure (up, 100mV/div) and
Ω). speed (down, 10V/div) for n=1008.4 rpm, 50ms/div
The voltage drop on the resistance can be
measured with the oscilloscope. The conductors
between the bridge with strain-gauge sockets and
interface, respectively interface and oscilloscope, are
screened.
The interface’s precision class is of 0.1%,
linearity errors 0.01%, supply voltage 10V.
The maximum pressure measured with bonded-foil
strain-gauge sensor is 1000 bar.

Fig.14. Measuring the pressure (up, 100mV/div) and

speed (down, 10V/div) for n=1260.5 rpm,
100ms/div

Fig.11. Adaptation and amplifier device for bonded-

foil strain voltage

Fig.15. Measuring the pressure (up, 100mV/div) and

speed (down, 10V/div) for n=1647.05 rpm,
100ms/div

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Fig.16. Measuring the pressure (up, 100mV/div) and

speed (down, 10V/div) for n=2234.6 rpm,
100ms/div Fig. 18. Modification of the maximum pressure in
the cylinder depending on the crankshaft’s speed

Over 4000 rpm (fig.17) there is no more

correlation between the measured speed and
pressure (due to the large response time of the
pressure transducer).
In fig.18 were measured the maximum pressures
in the cylinder depending on speed.
The pressure is expressed in relative measures
(for a nominal engine speed, the pressure can be
estimated at approximately 50 bar).
Once with the crankshaft’s speed increase, the
Fig.17. Measuring the pressure (up, 100mV /div) maximum pressure in the cylinder registers a
and speed (down, 10V/div) for n=4699 rpm, decrease. At idling, the maximum pressure in the
20ms/div cylinder has the greatest value.

The speed is measured, as regulated pulses of

same dimensions, up to speeds of approximately
2000 rpm. 5 Conclusion
Over this speed value, the pulses modify their shape Increasing of the combustion chamber’s volume
and dimension against the case of small speeds by mounting the reduction joint and movement of
(fig.12-17). the point when the electric spark is released,
At pressure’s measurement are found differences influences negatively the combustion’s evolution at
between the theoretical variation curve (fig.9) and the respective cylinder, and the maximum
the variation curves of the measured pressure combustion pressure is diminishing against the
(fig.12-17). theoretical one.
This difference is due to the pressure transducer’s The pressure transducer introduces a significant
operation principle (with strain-gauge bridge) being error, due to the operation principle and the
specialized for measuring of high pressures and a maximum measurement domain (1000 bar), at
high response time. monitoring the pressure evolution between the
At small speeds (<2000 rpm) is found a piston’s dead-centers, this perceiving a maximum of
synchronization between the pressure’s rapid pressure at the interior dead-centre in the
increase and perception by the speed transducer of compressing stroke.
the hole in the flange. The pressure’s maximum is moving towards right
Up to approximately 4000 rpm (fig.12-16), the by speed’s increase, situation according to the
pressure in the cylinder modifies periodically at 2 reality, because, by speed’s increase, the combustion
rotations of the crankshaft (a motor cycle for a 4- is moving more and more into expansion.
cycled internal-combustion engine).

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