14-th IFAC Symposium on Control in Transportation Systems

14-th
May IFAC Symposium
18-20, on Turkey
2016. Istanbul, Control in Transportation Systems
14-th
14-th IFAC Symposium
IFAC Symposium on Turkey
on Control in
in Transportation
Transportation Systems
Systems
May 18-20,
14-th IFAC Symposium on Control
2016. Istanbul, Control in Available
Transportation
onlineSystems
at www.sciencedirect.com
May 18-20,
May 18-20, 2016.
2016. Istanbul,
Istanbul, Turkey
Turkey
May 18-20, 2016. Istanbul, Turkey

ScienceDirect
IFAC-PapersOnLine 49-3 (2016) 221–226
Modeling
Modeling andand simulation
simulation of of the
the thermodynamic
thermodynamic cycle cycle of
of the
the Diesel
Diesel Engine
Engine using
using
Modeling
Modeling andand simulation
simulation of of the thermodynamic
theNeural
thermodynamicNetworks cycle
cycle of
of the
the Diesel
Diesel Engine
Engine using
using
Neural Networks
Neural Networks
Neural Networks
Ali Rida*, Hassan Moussa Nahim**, Rafic Younes***, Hassan Shraim****, Mustapha Ouladsine*****
Ali Rida*, Hassan Moussa Nahim**, Rafic Younes***,  Hassan Shraim****, Mustapha Ouladsine*****
Ali
Ali Rida*,
Ali Rida*,
Rida*, Hassan Hassan
Hassan Moussa
Moussa
Moussa Nahim**,
Nahim**,
Nahim**, Rafic
Rafic
Rafic Younes***,
Younes***,
Younes***,  Hassan
Hassan
Hassan Shraim****,
Shraim****,
Shraim****, Mustapha Mustapha Ouladsine*****
Mustapha Ouladsine*****
Ouladsine*****
*Lebanease University, FOE, Beyrouth 
Hadath (ali.rida.1993@hotmail.com)
*Lebanease University, FOE, Beyrouth Hadath (ali.rida.1993@hotmail.com)
**Aix Marseille
*Lebanease
*Lebanease University,
University, University,
FOE,
FOE, LSIS, Marseille
Beyrouth Hadath (hhnaim@hotmail.com)
(ali.rida.1993@hotmail.com)
*Lebanease University,
**Aix Marseille FOE, Beyrouth
University, Beyrouth Hadath
Hadath (ali.rida.1993@hotmail.com)
LSIS, Marseille (ali.rida.1993@hotmail.com)
(hhnaim@hotmail.com)
*** Lebanease
**Aix
**Aix University,
Marseille
Marseille University,
University,FOE,LSIS, Beyrouth
LSIS, Hadath
Marseille
Marseille (raficyounes@gmail.com)
(hhnaim@hotmail.com)
(hhnaim@hotmail.com)
*** Lebanease
**Aix University,
Marseille University,FOE,LSIS, Beyrouth Hadath
Marseille (raficyounes@gmail.com)
(hhnaim@hotmail.com)
****Lebanease
*** Lebanease
*** University,
Lebanease University,
University, FOE, FOE, Beyrouth
FOE, Beyrouth Hadath
Beyrouth Hadath (Hassan.shraim@gmail.com)
Hadath (raficyounes@gmail.com)
(raficyounes@gmail.com)
****Lebanease
*** Lebanease University,
University, FOE,
FOE, Beyrouth
Beyrouth Hadath
Hadath (Hassan.shraim@gmail.com)
(raficyounes@gmail.com)
***** Aix Marseille
****Lebanease
****Lebanease University,
University,
University, FOE,LSIS,
FOE, Beyrouth
Beyrouth Marseille
Hadath
Hadath (mustapha.ouladsine@lsis.org)
(Hassan.shraim@gmail.com)
(Hassan.shraim@gmail.com)
***** Aix Marseille
****Lebanease University,
University, FOE,LSIS, Beyrouth Marseille
Hadath (mustapha.ouladsine@lsis.org)
(Hassan.shraim@gmail.com)
Abstract: In ***** *****
this paper, Aix
Aix Marseille University,
a unique University,
Aix Marseille single zoneLSIS, LSIS, Marseille
combustion
Marseille (mustapha.ouladsine@lsis.org)
model is proposed to predict Diesel engine’s
(mustapha.ouladsine@lsis.org)
Abstract: In ***** this paper, Marseille
a unique University,
single zoneLSIS, Marseille
combustion (mustapha.ouladsine@lsis.org)
model is proposed to predict Diesel engine’s
performance,
Abstract: In
Abstract:
Abstract:
performance, In this
In this
this paper,
pressure,
paper,
paper, and
pressure, a
and unique
aa unique
unique single
temperature
single
single zone
temperature zone
based combustion
on
basedcombustion
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the model
conservation
model
model is
on the conservation is proposed
of massto
of massto
is proposed
proposed
and
toandpredict
predict
predict Diesel
energy.
Diesel
Diesel
energy. In engine’s
In engine’s
order to
engine’s
order to
simulate
performance,
performance, all phases
pressure,
pressure,of combustion,
and
and the
temperature proposed
based model
on the takes in
conservationconsideration
of mass theand dynamics
energy. of Inthe intake
order to
performance,
simulate all phases pressure, and temperature
of combustion, temperature
the proposed based on
on the
based model conservation
the takes
conservation of
of mass
in consideration massthe and
and energy.
energy. ofIn
dynamics order
Inthe
order
intake to
to
and
simulate
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all gas
phases through
of the
combustion, valves, the the ignition
proposed delay,
model the
takes instantaneous
in consideration change
the in gas
dynamics properties,
of the intakethe
simulate
and exhaust all phases
phases
gas through of
of combustion,
combustion,
the valves, the
thethe proposed
ignitionmodel
proposed delay,takes
model takes in
in consideration
consideration
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the dynamics
change dynamics of
of the
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properties
and exhaust
and exhaust of gas
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the valves,
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the losses by
ignition the walls.
delay,
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the instantaneous
the instantaneous this model
change in gas
in hasproperties,
gas been realized
properties, the
the
properties
and exhaust of gas
the burned
through fuel, and the the
the valves, heatignition
losses by the walls.
delay, the Validation ofchange
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been realized
by experimental
properties
properties of
of the
the data.
burned
burned Important
fuel,
fuel, and
and issue
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the has been
heat
heat losses
losses recognized
by
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walls.
walls. the physicalof
Validation
Validation of model
this
this takes
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model too been
has
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properties
by experimental of the data.burned fuel, andissue
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has been losses by the walls.
recognized that Validation
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calculation.
by experimental For thisdata. purpose,
Important a Feed-Forward
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predict the apressure
Feed-Forward Neural Network
and temperature (FFNN) in
in the cylinder model
nominal is developed
and faulty and validated
operations.
Finally,
experimentally
experimentallythe influence to
to of some
predict the possible and
pressure faults
and that may be
temperature in produced
the cylinder on the
in diesel engine
nominal and cycleoperations.
faulty during the
operations.
experimentally
Finally, the influence to predict
predict
of somethe
the pressure
pressure
possible and faults temperature
temperature
that may be in the
the cylinder
in produced
cylinder in
in nominal
on the nominal
diesel engine and
and faulty
faulty
cycleoperations.
during the
operation
Finally,
Finally, the has been
influence analyzed.
of some possible faults that may be produced on the diesel engine cycle during the
operationthe
Finally, the hasinfluence
influence
been analyzed.of
of some
some possible
possible faults
faults that
that may may bebe produced
produced on on the
the diesel
diesel engine
engine cycle
cycle during
during thethe
operation
© 2016,
operation
Keywords:
operation IFAC has
has
Diesel
has been
been
been analyzed.
(International
analyzed.
Engine,
analyzed. Federation
Thermodynamic of Automatic Control)
cycle, Artificial Hosting
Neural by Elsevier
Network Ltd.
Modeling, All rights
Faultyreserved.
operation
Keywords: Diesel Engine, Thermodynamic cycle, Artificial Neural Network Modeling, Faulty operation
mode.
Keywords: Diesel Diesel Engine, Thermodynamic cycle, Artificial Neural Network Modeling, Faulty operation
Keywords: Diesel Engine,
Keywords:
mode. Engine, Thermodynamic
Thermodynamic cycle, cycle, Artificial
Artificial Neural
Neural Network
Network Modeling,
Modeling, Faulty Faulty operation
operation
mode.
mode.
mode. Thus, the FFNN are trained using the experimental data.
1. INTRODUCTION Thus, the FFNN are trained using the experimental data.
1. INTRODUCTION Network
Thus, the
Thus, the architecture
FFNN are
FFNN and learning
are trained
trained using the
using therateexperimental
parameters data.
experimental are
data.
1. INTRODUCTION
1. INTRODUCTION Thus,
Network the FFNN
architectureare trained using
and learning therateexperimental
parameters data. are
Diesel engine is a very 1. complicated mechanical system. It is Network
INTRODUCTION optimized
Network using Back-propagation
architecture
architecture and
and learning
learningalgorithm
rate
rate and Levenberg-
parameters
parameters are
are
Diesel engine is a very complicated mechanical system. It is optimized Network architecture
using Back-propagationand learning rate parameters
algorithm and Levenberg- are
characterized
Diesel
Diesel engine
engine by
is
is thevery
a
a very ruggedness
complicated
complicated in construction,
mechanical
mechanical simplicity
system.
system. It
It in
is
is Marquardt
optimized
optimized algorithm
using
using to optimize algorithm
Back-propagation
Back-propagation the performance
algorithm and
and function
Levenberg-
Levenberg-
Diesel engine by
characterized is athevery complicated
ruggedness mechanical simplicity
in construction, system. It in optimized using
is Marquardt Back-propagation
algorithm to optimize the algorithm and Levenberg-
performance function
operation
characterized
characterizedandbyease of maintenance.
the ruggedness
ruggedness It has become
in construction,
construction, simplicity quite (Hagan
Marquardt
in Marquardt et al., 2014). The
algorithm
algorithm to main contribution
to optimize
optimize the performance
the of this paper
performance function
functioncan
operation andby
characterized byeasethe
the ruggedness
of maintenance. in
in construction,
It has become simplicity
simplicity in
in
quite Marquardt
(Hagan
be resumed
algorithm
et al.,
by
2014). The
the
to
development
optimize
of
the
main contribution
neural
performance
of this paper
network
function
model
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that
popular in
operation and
operation transportation
and ease ease of and
of maintenance. agriculture
maintenance. It sector,
It has
has become because
become quite of
quite (Hagan (Hagan et et al.,
al., 2014).
2014). The The mainmain contribution
contribution of of this
this paper
paper can can
popular in and
operation ease
transportation of maintenance.
and agriculture It has
sector,become
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by2014).
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this paper,
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be resumed
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by the
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development of
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In our
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2015a),
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2015a),
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the 2015b).
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model canof
of failurethat
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et al.,the
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2015b).
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(Xin, the cylinder.
2013) and
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application
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the presence of failure (Nahim et
et al.,
al., 2015b).
2015b). The
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equations in 2013) and by the
the cylinder. application
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used to(Nahimsimulate et the
al., influence
2015b). The of thedeveloped
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ideal gas
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cylinder.
cylinder. estimated
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condition of model
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influence
influence of the
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from the of the global system, and it can bethe used influence
in real timeof the fault
simulation on
intake
pressure,
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temperature
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and mass
mass and
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be used
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in real
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parameters, can betheestimated computation from the is the globalany
to detect system,
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engine.
conducted on a crank
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manifold angle basis.and
parameters, andA zero-dimensional
the computation
computation model is to to detect any any failure in in the engine.
engine.
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intake
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the computation
A zero-dimensional model is
is to detect
detect any failure
failure in the the engine.
combined
conducted with
conducted on a single
on aaa crank
crank angle
angle zone model
basis.
basis. is used in this work,
A zero-dimensional
A zero-dimensional model
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a single angle zone basis.
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is used in this work, model in 2. COMBUSTION MODEL
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faulty conditions. 2. Zero-dimensional
Zero-dimensional state parameters. parameters.
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3. State equations of Ideal gases du u dT u d dT u d

 .  . Cv .  . (7)
d T d  d d  d
.  m.r.T
PV (1)

4. The quasi-steady-state process for the gas flowing into and Substituting these relationships into equation (2), the energy
out of the cylinder. conservation equation becomes:
5. Ignoring the kinetic energy of the intake and exhaust gas.  dQ fuel dQwall dV dm 
   P.  hin . in 
6. The fuel is injected in the combustion chamber at a dT 1  d d d d 
constant temperature and it is immediately burned following  . (8)
d m.Cv  dmex dm u d  
Wiebe law (Stone, 2012). 
 exh .  u.  m. . 
7. The heat transfer occurs through the five boundary limits  d d  d 
(cylinder head, piston, cylinder wall, exhaust valve and
admission valve) that are at a constant and uniform The mass conservation equation can be expressed as:
temperature. dm dmin dmex dm fuelB
   (9)
d d d d
2.2 Model equations Where m fuelB is the fuel mass injected into the cylinder.

The equation of the conservation of energy applied in the 2.3 Sub-models

cylinder can be expressed as (Stone, 2012)(Xin, 2013): 2.3.1 Heat transfer through cylinder walls

 
dU dW dQi dm j The heat transfer terms in the conservation of energy can be
   hj (2)
d d i
d j
d derived as follows (Woschni, 1967):

Where  is the crank angle (degrees), U is the internal 1

 
dQwall dQwall ,i
energy of the gas in the cylinder, W is the mechanical work   .  g . Awall ,i .(T  Twall ,i ) (10)
d i
d  6. NE i
acting on the piston, Qi is the heat exchanged through the
Where  g is the instantaneous spatial-average heat transfer
system boundary and fuel combustion, and h j .m j is the
coefficient from the cylinder gas to the inner cylinder wall,
energy brought into and out of the cylinder by the intake and
exhaust gas flow. Each term of the equation (2) is further N E is the engine speed (rpm), Awall is the heat transfer
expressed as: area, Twall is the spatial-average temperature of the cylinder
wall surface.
dU d (m.u)
  u.
dm
 m.
du
(3)  g is critical for heat transfer calculation. In 1967 Woschni
d d d d
has developed a formula that describe heat transfer
dW dV
  P. (4) coefficient.
d d
2.3.2 Mass transfer model

dQi dQ fuel dQwall
  (5)
i
d d d
The intake mass flow rate entering the cylinder is given by
the Baré Saint-Venant model (Basbous et al., 2012):
Where V is the cylinder instantaneous volume, m is the mass  1 
 2
of the gas in the cylinder, Q fuel is the heat energy released dmin C f ,in . Ain .Pin 2.  P    P   
 .    
from fuel combustion, and Qwall is the heat transfer through d 6. N E . Rin .Tin   1  Pin   Pin  
 
the walls of the cylinder head, the piston and the liner.
The energy of the intake and exhaust gas exchange mass flow (11)
is given by: Where N E is the engine speed (rpm), C f ,in is the intake


dm j dm dm
h
j. hin . in  hex . ex (6) valve flow coefficient, Pin and Tin are the pressure and
d d d
j
temperature in the intake port just before the intake valve, 
Where min is the intake gas mass flowing into the cylinder, is the ratio of specific heat capacities of the intake gas flow.
mex is the exhaust gas flowing out of the cylinder, hin and The exhaust gas mass flow rate out of the cylinder is given
below, when:
hex are the specific enthalpies of the gases at the intake and 
Pex  2   1
exhaust valves.   (12)
Since the specific internal energy for ideal gases can be P   1 
expressed as: u  u (T ,  ) where α is the excess air- fuel
ratio. The following relationship is obtained: The valve flow is subsonic and can be described as:

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 1  2.3.5 Gas properties model

 2
dmex C f ,ex . Aex .P
2.  Pex    Pex   
. .     
6. N E . Rex .T   1  p 
The gas properties is a function of temperature and
d  p  
  composition (Basbous et al., 2012) (“JANAF
THERMOCHEMICAL TABLES,” 1989).
(13)
 Where hi is the molar enthalpy for each constituent, aij is
P  2   1 found in JANAF thermodynamic Tables.
When ex    (14)
P   1 
1 u
i (T ) hi (T )  Rmol .T (19)
dmex C f ,ex . Aex .P  2   1 2.
 .  (15) n
d 6. N E . Rex .T    1   1 hi (T )  Rmol  (a .T
j 0
ij
j
) (20)
Where C f ,ex is the exhaust valve flow coefficient, Aex is the
Where ui is the internal energy of each constituent. The
instantaneous exhaust valve flow area, and Pex is the
global internal energy is calculated using the fraction method:
pressure in the exhaust port just behind the exhaust valve. m

2.3.3 Kinematic model

u(T )   x .u (T )
i 0
i i (21)

The Volume delimited by the piston, the cylinder wall and 2.4 Experimental validation
the cylinder head can be calculated as a function of the crank
angle position  (Heywood, 1988): Figures 1 and 2 show the comparison between simulated data
  and experimental data obtained from the test bench. The test
 .BE 2  SE SE  r 
2
L
 1    cos( )  . 1    sin 2 ( )  
r bench used in this work is a marine diesel engine
V . (16)
4    1 2  L  L r  manufactured by the company SIMB under the reference
   6M26SRP1 (Nahim et al., 2015a). The results show a very
  good coincidence but the simulation time takes 40 seconds
  per cycle.
dV  .BE .S E 
2
L sin(2 ) 
 sin( )   (17) 1200
d 8  2.r 2

experimental T
l simulated T
 1    .sin ( ) 
2 1000
Temperature (k)

 r  800

600
Where  is the engine geometric compression ratio, BE is 400
the cylinder bore diameter, S E is the engine stroke, L is the 200
0 100 200 300 400 500 600 700
connecting rod length, and r is the crank radius. Crank angle (degree)
Fig. 1. Experimental validation of cylinder Temperature at
2.3.4 Burn rate and combustion process model 1500 rpm.
6
The most complex process to be considered when performing 15 x 10
experimental Pressure
the energy balance is combustion. Different proposals can be simulated pressure
found in the literature for the modeling of this phenomena
Pressure (Pa)

10
(Cosine law, Watson's law, and Wiebe law) (Basbous et al.,
2012). In this study, the global combustion model can be
5
simplified by the consideration of two Wiebe laws. The first
one describes the pre-mixed combustion and the second one
describes the diffusion combustion. Each Wiebe law allows 0
0 100 200 300 400 500 600 700
the calculation of the burned fuel ratio as (Nahim et al., Crank angle (degree)

2015a) (Payri et al., 2011) : Fig. 2. Experimental validation of cylinder pressure at 1500
rpm.
 1
  SOC 
Ccom .  Figure 3 show the variation of mass of air in the cylinder at
X fuelb  1 e  com  (18) each phase of the engine in one cycle. The mass of air
Where  is a non-dimensional shape factor. A smaller  increase in the admission phase and then decrease in the
produces a faster burning rate, com is the combustion combustion phase, the decreasing quantity is equal to 14.7
times quantity of fuel injected, the excess of air is rejected
duration, SOC is the crank angle at the start of combustion, out of the cylinder in exhaust phase. Figure 4 and figure 5
Ccom is a constant equal to 6.908. shows respectively the variation of mass of burned air and
fuel in the cylinder during the cycle. A comparison between

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x 10
-3
increasing of intake pressure for the same intake temperature
1 mass of air increases the maximum pressure. This is due to the higher air
quantity admitted.
mass of air (kg)

0.8

0.6 6
15 x 10
0.4 Pressure
0.2

Pressure (Pa)
10
0
0 100 200 300 400 500 600 700
Crank angle (degree)
5
Fig. 3. Variation of mass of air in the cylinder at 1500 rpm.
-4
6 x 10
0
mass of burned gas (kg)

mass of burned gas 0 0.5 1 1.5 2 2.5 3 3.5

3 -4
Volume (m ) x 10
4
Fig. 8. P-V diagram at 1500 rpm.

3. NEURAL NETWORK MODEL

0
0 100 200 300 400 500 600 700
Crank angle (degree) Neural networks are non linear computer algorithms and can
Fig. 4. Variation of mass of burned gas in the cylinder at model the behavior of complicated non linear processes.
1500 rpm. They produce results very fast because of their property of
-5
x 10 working in parallel to solve a specific problem. The true
2.5 mass of fuel
power and advantage of ANN lies in their way to analyze
mass of fuel (kg)

2 data and to recognize patterns within that data (Rawlins,

1.5 2005). The basic processing element of a neural network is a
neuron. Neural network is created by a means of
1
interconnection of neurons and usually organized into layers.
0.5
On the other hand, they have the ability to learn the
0
340 360 380 400 420 440 460
relationship between the input and the output (T. Hari Prasad,
Crank angle (degree) 2010).
Fig. 5. Variation of mass of fuel in the cylinder at 1500 rpm. In the present work, a multilayer feed-forward neural network
6
15 x 10 with one hidden layer (Figure 9) is used and trained with the
Firing Pressure
Motoring Pressure
backpropagation algorithm in a supervised manner.
Levenberg-Marquardt algorithm is used to optimize the
Pressure (Pa)

10
performance function or the mean square error function.
5
3.1 Multilayer feed-forward networks

0
0 100 200 300 400 500 600 700
Multilayer networks are the simplest and most commonly
Crank angle (degree) used neural network architecture (Hagan et al., 2014). In our
Fig. 6. Comparison between cylinder firing pressure and study the cylinder pressure is estimated by two layer feed-
motoring pressure at 1500 rpm. forward network with sigmoid non linear transfer function as
Maximum pressure (Pa)
x 10
7
illustrated in Figure 10, the hidden layer is composed of ten
2
305
1.8
neurons and one neuron in the output layer.
300
Intake Temperature (k)

1.6
295 1.4

290 1.2

285 1

280 0.8

275
1.8 2 2.2 2.4 2.6 2.8 3
Intake pressure (Pa) x 10
5

Fig. 7. Maximum gas pressure function of intake pressure Fig. 9. Architecture of neural network that estimate the
and temperature for a fixed exhaust pressure of 2.5 bar at cylinder pressure.
1500 rpm.
Multilayer feed-forward networks have three distinct
firing and motoring pressure is done in Figure 6. The results characteristics:
show the difference of pressure in the combustion phase.
Regarding maximum cylinder pressure, we observe in Figure 1. They have hidden units that include nonlinear
7 that reducing the intake temperature for the same intake activation functions that are smooth (or
pressure increases the maximum cylinder pressure and the differentiable everywhere).

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2. They contain one or more layers of hidden units that 1500

T neural network
are not part of the input or output of the network. T experimental

Temperature (k)
3. They have a high degree of connectivity between the 1000
units.

The combination of these characteristics, together with the 500

ability to learn from experience through training, add a

significant computing power to multilayer feed-forward 0
0 100 200 300 400 500 600 700
networks. It has been shown that a two-layer feed-forward Crank angle (degree)
network with sigmoid nonlinearity can approximate any Fig. 12. Comparison of ANN result temperature with
function with arbitrary accuracy (Hagan et al., 2014). experimental result.

3.2 Back propagation algorithm

The training algorithm used in this work is back propagation
algorithm, which is used to train the network in a supervised
manner until it can approximate a function with high
accuracy. The performance index of this algorithm is the
mean square error. It can be described as:
1. Initialize of weights and biases arbitrary.
2. Propagate the input forward through the network.
3. Propagate the sensitivities backward through the
network.
4. Update the weights and biases.
3.3 Results and discussion
The aim of using the FFNN models in this work is to estimate
the cylinder pressure and temperature for a diesel engine and
to make the simulation time of one cycle equivalent to that of
the real diesel engine. The model has two subsystems. The
first estimates the cylinder temperature and the second
estimates the cylinder pressure (Figure 10). Figure 11 and 12,
shows a comparison between the cylinder pressure and
temperature estimated by ANN with the experimental data
show a good coincidence and the duration of one cycle is 0.5
second comparing to 40 second with the physical model.
4. SIMULATION OF CYCLE WITH FAULT
The main aim of this study is to simulate the thermodynamic
cycle using neural network in normal and faulty condition.
The first step was the simulation of internal pressure and
temperature using neural network in normal conditions. The
second step is to simulate the cylinder pressure and
temperature using neural network in faulty conditions, that's
why we re-trained the network to estimate the cylinder
pressure and temperature in these conditions.
4.1 Cooling fault
The cooling system is responsible of maintaining the
temperature in the cylinder at an optimum operating
temperature. If any fault occurs in this system, the
temperature of cooling water entering the cylinder and the
temperature of the metallic component of the engine increase
(cylinder liner, intake and exhaust valves…), then the
temperature of the gases flowing through the cylinder
increases, and as a consequence the flow of air entering the
cylinder decreases, then the pressure in the cylinder decreases
and the efficiency of the engine decreases as shown in figure
13 and 14.
2500
T without fault
2000 T with fault
Temperature (k)

1500

1000

500

0
0 100 200 300 400 500 600 700
Crank angle (degree)
Fig. 13. Comparison of the cylinder temperature with and
Fig. 10. ANN model structure for pressure and temperature.
6 without fault in cooling system at 1500 rpm.
x 10 6
15 P neural network x 10
P experimental 15 P without fault
P with fault
Pressure (Pa)

Pressure (Pa)

10
10

5
5

0
0 100 200 300 400 500 600 700 0
Crank angle (degree) 0 100 200 300 400 500 600 700
Crank angle (degree)
Fig. 11. Comparison of ANN result Pressure with
Fig. 14. Comparison of the cylinder Pressure with and
experimental result.
without fault in cooling system at 1500 rpm.

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control, in: Basañez, L. (Ed.), . pp. 1523–1523.
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decreases, so the maximum pressure and temperature in the Ghobadian, B., Rahimi, H., Nikbakht, A.M., Najafi, G.,
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delivered by the engine decrease. exhaust emission analysis using waste cooking
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Hagan, M., Demuth, H., Beale, M., Jesus, O.D., 2014. Neural
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Network Design (2nd Edition). Martin Hagan.
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0 100 200 300 400 500 600 700 JANAF THERMOCHEMICAL TABLES, 1989. . Anal.
Crank angle (degree) Chem. 61, 1327A–1327A.
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injection timing at 1500 rpm. Michael, F., 2013. Transient NOx Estimation Using Artificial
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x 10 Neural Networks, in: Taketoshi, K. (Ed.), . pp. 101–
1.6 P AI=1 degree 106. doi:10.3182/20130904-4-JP-2042.00006
P AI= 3 degree
1.4 Nahim, H.M., Younes, R., Nohra, C., Ouladsine, M., 2015a.
Pressure (Pa)

P AI= 5 degree
1.2 Complete modeling for systems of a marine diesel
1 engine. J. Mar. Sci. Appl. 14, 93–104.
0.8
doi:10.1007/s11804-015-1285-y
Nahim, H.M., Younes, R., Shraim, H., Ouladsine, M., 2015b.
0.6
320 340 360 380 400 420
Oriented review to potential simulator for faults
Crank angle (degree) modeling in diesel engine. J. Mar. Sci. Technol. 1–
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networks for real-time nonlinear control of a
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Robust Nonlinear Control 18, 1209–1229.
5. CONCLUSION
Payri, F., Olmeda, P., Martín, J., García, A., 2011. A
complete 0D thermodynamic predictive model for
In the proposed thermodynamic model, the instantaneous gas
direct injection diesel engines. Appl. Energy 88,
states in the combustion chamber are obtained using the mass
4632–4641. doi:10.1016/j.apenergy.2011.06.005
and energy conservation equations. A detailed description of
Rawlins, M.S., 2005. Diesel engine performance modelling
the elements used for the calculation of each term in the
using neural networks (Thesis).
energy balance has been provided. The main aim of this
Stone, R., 2012. Introduction to Internal Combustion
paper is to show the possibility of using artificial neural
Engines. Palgrave Macmillan.
network for the prediction of a diesel engine performance of
T. Hari Prasad, D.K.H.C.R., 2010. Performance and Exhaust
pressure and temperature in the cylinder in normal and faulty
Emissions Analysis of a Diesel Engine Using
operation mode. A reduction of calculation time 80 times
Methyl Esters of Fish Oil with Artificial Neural
(from 40 seconds to 0.5 seconds) between the physical model
Network Aid. Int. J. Eng. Technol. 2, 23–27.
and the NN model has been realized. This presented work is a
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