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Research Papers: Internal Combustion Engines

Detection of Combustion Resonance Using an Ion Current Sensor in Diesel Engines

[+] Author and Article Information
Tamer Badawy

 Wayne State University, Detroit, MI 48202eng.tam@wayne.edu

Amit Shrestha

 Wayne State University, Detroit, MI 48202sthamit@wayne.edu

Naeim Henein

 Wayne State University, Detroit, MI 48202Henein@eng.wayne.edu

J. Eng. Gas Turbines Power 134(5), 052802 (Mar 05, 2012) (9 pages) doi:10.1115/1.4004840 History: Received June 22, 2011; Accepted July 27, 2011; Published March 05, 2012; Online March 05, 2012

This paper discusses the use of an ion current sensor to detect combustion resonance in a heavy duty direct injection diesel engine. A modified glow plug is used to measure the ion current in addition to its main function in warming up the combustion chamber. A comparison is made between the combustion resonance determined from the signals of an ion current sensor, a cylinder pressure transducer, and an engine vibration sensor. Experiments are conducted on a four cylinder, turbocharged 4.5 liter diesel engine to determine the potential of using the ion current sensor to detect combustion resonance under different injection pressures and exhaust gas recirculation rates. It is concluded that the ion current signal can be used to determine the timing, amplitude, frequency, and duration of the resonance. The sensor output has the potential to be used as a feedback signal to the ECU (electronic control unit) to minimize engine vibration and noise.

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Copyright © 2012 by American Society of Mechanical Engineers
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Figures

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Figure 1

Location of the ion current sensor and pressure transducer inside the combustion chamber

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Figure 2

Typical cylinder pressure trace, ion current, and vibration signals (JD, Cyl 1, ULSD, 0% EGR, 1800 rpm, LPPC 4 deg aTDC, inj. press 800 bars, and IMEP 6 bars)

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Figure 3

FFTs analysis for the unfiltered signals for cylinder pressure, ion current, and engine vibration

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Figure 4

Filtered cylinder pressure, ion current, and vibration signals using a bandpass filter 3 to 9 kHz

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Figure 5

(a) FFTs analysis for the filtered and unfiltered signals for cylinder pressure, ion current, and engine vibration and (b) power spectra of the filtered signals

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Figure 6

STFTs analysis for the bandpass filtered signals (JD, Cyl 1, ULSD, 0% EGR, 1800 rpm, LPPC 5 deg bTDC, inj. press: 800 bars, and IMEP: 6 bars)

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Figure 7

Effect of injection pressure on the combustion process (JD, ULSD, 0% EGR, 1800 rpm, LPPC 4 deg aTDC, and IMEP 6 bars)

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Figure 8

Effect of injection pressure on the combustion resonance, peak pressure, and peak of rate of pressure rise

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Figure 9

Effect exhaust gas recirculation on the combustion process (JD, ULSD, 1800 rpm, LPPC 4 deg aTDC, inj. press 1200 bars, and IMEP 6 bars)

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Figure 10

Effect of exhaust gas recirculation on the combustion resonance, peak pressure, and peak of rate of pressure rise

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Figure 11

Combustion resonances first mode determined from the ion current and engine vibration signals plotted versus resonance determined from the pressure signal

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Figure 12

Combustion resonances second mode determined from the ion current and engine vibration signals plotted versus resonance determined from the pressure signal

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