Knock sensor

Final project

Internal Combustion Engines

Ayil Andres Luis Guillermo

Bojrquez Sabido Fili
Albores Lpez Daniel
What is the knock?
Knocking, also knock, detonation spark knock, in spark ignition internal
combustion engines occurs when combustion of the air-fuel mixture in the
cylinder doesnt start correctly in response to ignition by the spark plug, but one
or more pockets of air-fuel mixture explotes outside of the envelope of the
normal combustion front.
 Any methods that have been used to detect and measure knock are listed below
based on the fundamental measurement technique:
Engine Block vibration measured by accelerometers (typically refered to as the
knock sensor).
Combustion chamber pressure measured by pressure transducers.
Ion current measured by ion sensors.
Optical measurement using either an optical engine or optical fibers
 Effects of knock phenomena

Cited in Kaelblein et al.(1990), the effects of knock in ignition-spark internal combustion

engines can be classified depending on their occurrence and intensity in three different
types:

Benefit effect: related to the increase in value of IMEP (Indicated Mean Effective
Pressure) which is due to increased efficiency of energy conversion. This increase is
caused by the acceleration of the spread of flame front which, in turn, implies a rapid
exchange of heat, particularly outside of the waste gas near the TDC (Top Dead Center);
Harmful effect: reduction of engine power output due to the uncontrolled exchange of
heat, high heat transfer and friction and simultaneously to increased levels of gaseous
emissions.
Destructive effects: damage to the physical integrity of engines such as mergers and / or
breakage of piston rings, head gasket failure, etc.
 According to the theory
According to Rodrguez, in his thesis work (1997) In the
spectra obtained in both motors peaks were observed at
frequencies between 2 and 5 kHz that according to the
traditional diagnostic frequencies had in relation with
established sources

The shock wave Excites the characteristic frequency in

the engine, which is typically in the 5 kHz-7 kHz range.

Cylinder bore Diameter and combustion chamber

temperature are the main variables that affect this
fundamental Frequency. Variations in the fundamental
frequency for a given engine configuration can be as
much as +/- 400 Hz.
 Elements

Accelerometer MPU60-50. The MPU-60X0 is an integrated circuit with 6-axis Motion

Tracking device that combines a 3-axis gyroscope, 3-axis accelerometer

The MPU-60X0 features three 16-bit analog-to-digital converters (ADCs) for digitizing
the gyroscope outputs and three 16-bit ADCs for digitizing the accelerometer outputs.
For precision tracking of both fast and slow motions

Arduino/Genuino Uno is a microcontroller board based on the ATmega328P.

For this project we were used a motorcycle Honda CG125, one cylinder SI engine to
acquire de data values of the accelerometer and then process them, in the Figure
3 is shown the motorcycle. The CG125 is powered by a 124 cc (7.6 cu in) four-stroke,
overhead valve, single-cylinder engine that has changed little over the years.
Methodology
The first step was take the values of the acceleration gave by the accelerometer
in a defined time, this was made by connecting the Arduino Uno and the
acceletrometer MPU60-50.
 After this step, those data values were saved in a text document (.txt) using a
software called HyperTerminal, then the LabView software process this text
document to obtain the graphs of the frequency in each axis.
The DFT computes the input sequence of the time domain to the frequency
domain. First we obtain the data from the archive CAPTURE.txt and this data was
copied to a new array called Principal Array
 Next, every element was separated of the Principal Array and passed to the
Second Array for that the DFT would process the data, and finally the Discrete
Fourier Transform process the data and the frequency output was sent to a
Waveform.

The block FFT in reality uses a DFT. The result is similar to the FFT.
 The DFT have a complicated calculus and the next table shown how was obtained
the frequency (Nyquist frequency) of the engine vibration.
Results X axis

Motor starting
Frequency: 0.45 KHz

Motor working
Frequency: 1.22 KHz

Motor in aceleration
Frequency: 1.07 KHz
Results Y axis
Motor starting
Frequency: 1.47 KHz

Motor working
Frequency: 1.50 KHz

Motor in aceleration
Frequency: 1.91 KHz
Results Z axis

Motor starting
Frequency: 0.54 KHz

Motor working
Frequency: 1.08 KHz

Motor in aceleration
Frequency: 0.55 KHz
Discussion
Conclusion
References
Chen, L., Lin, J., Sun, F., & Wu, C. (1998). Efficiency of an Atkinson engine at
maximum power density. Energy Conversion and Management, 39(3), 337-341.
Ebrahimi, R. (2011). Effects of mean piston speed, equivalence ratio and cylinder
wall temperature on performance of an Atkinson engine. Mathematical and
Computer Modelling, 53(5), 1289-1297.
https://www.motorpasion.com/tecnologia/motor-de-ciclo-atkinson
http://blog.caranddriver.com/what-is-the-atkinson-combustion-cycle-and-what-
are-its-benefits/