Applied Thermal Engineering 55 (2013) 26e32

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Applied Thermal Engineering

journal homepage: www.elsevier.com/locate/apthermeng

Misfire detection of a turbocharged diesel engine by using artificial

neural networks
Bolan Liu a, *, Changlu Zhao a, Fujun Zhang a, Tao Cui a, Jianyun Su b
a
School of Mechanical and Vehicular Engineering, Beijing Institute of Technology, 5 S Zhongguancun St., Beijing, China
b
Guangzhou Automobile Co., Ltd., Automotive Engineering Institute, Guangzhou, China

h i g h l i g h t s

We build a neural network model for diesel engine misfire detection.

We make fault topology of diesel engine misfire to compose the training vectors.

Detection veracity depends on adding more related information of training vectors.

Experimental research shows that the detection algorithm can identify engine misfire successfully.

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

Article history: This study presents a novel misfire detection model of a turbocharged diesel engine by using artificial
Received 24 October 2012 neural network model. An explicit back propagation neural network has been developed to identify
Accepted 24 February 2013 diesel combustion misfire according to the general engine operating parameters. The parameters are
Available online 15 March 2013
selected by using engine fault mode tree analysis. The proposed neural network model has been
implemented in MATLAB/Neural Network Toolbox environment. Experimental study then has been
Keywords:
performed on a V6 turbocharged diesel engine to get the parameters for both network training and
Diesel engine
validation purpose. Initial results show that misfire can be captured in most cases, however some mis-
Misfire detection
Neural network
detection could happen though the mean square error of the model is satisfied. Furthermore, the in-cycle
Modeling engine speed variation, a deductive parameter of transient engine speed, is added into the training data,
Experimental study which promotes the final results to full correct detection with no exception. The current study provides a
new way to detect the happenings of misfire of turbocharged diesel engine.
Ó 2013 Elsevier Ltd. All rights reserved.

1. Introduction damage threat to the expensive after treatment components due to

Turbocharged diesel engines are widely used in heavy-duty
commercial vehicles because of good fuel economy and high
durability. Supervision of engine operating status is a critical ac-
tivity in order to guarantee optimum fuel efficiency, power per-
formance and minimum emissions. Among all the possible failures,
misfire of combustion is very typical and serious, which can directly
lead to bad engine performance. OBD II (On-Board Diagnostics) of
diesel engines used on highway vehicles had been mandatory for
model year 2010 and beyond in the United States, which under the
name of EOBD (European On-Board Diagnostics) also became a
European standard in 2000. One of the crucial functions of the OBD
II system is misfire detection, which helps to control original engine
direct exhaust emissions. Moreover, detection of misfire eliminates
* Corresponding author. Tel.: þ86 1068913955.
E-mail address: bolanliu74@gmail.com (B. Liu).
abnormal combustion.
On modern diesel engine, electronic control units are used with
many sensors to acquire plenty of engine running information.
However, it is still not easy to identify misfire happenings by simple
logic or algorithm. Either the mechanical or electronic components
error could result in misfire, such as solenoid drive failure, injection
nozzle block, lower compression ratio (due to the worn piston ring),
and poor air fuel mixing inside cylinder etc.
Many studies have been performed to detect misfire of diesel
engines by using variety of methods. Bogus and Merkisz [1] used
non-linear methods that are based on the deterministic chaos
theory to identify misfire. Their research results demonstrated that
the dominant Lyapunov exponents in the case when all the cylin-
ders are in operation to be differing considerably from those ob-
tained when one cylinder does not work. Some misfire
identification strategies are based on the analysis of instantaneous
fluctuation in crankshaft angular velocity, such as time-frequency
analysis [2], multivariate statistical analysis [3,4] etc. However,

1359-4311/$ e see front matter Ó 2013 Elsevier Ltd. All rights reserved.
http://dx.doi.org/10.1016/j.applthermaleng.2013.02.032
 B. Liu et al. / Applied Thermal Engineering 55 (2013) 26e32
these methodologies cannot be applied to the whole engine speed
range. Several studies were conducted successfully on misfire
detection by performing the engine vibration signal analysis [5e7].
Nevertheless, additional acceleration sensors were needed to re-
cord the vibration signal and the installation (or signal direction)
should also be considered. Cylinder pressure based misfire identi-
fication methods can be found in some papers and achieved ideal
results [8,9], but cylinder pressure sensor is expensive and seldom
used in the product type diesel engines. Besides these popular
methods, some other non-typical detection methods like exhaust
temperature or noise supervision, intake charge oxygen concen-
tration (for engines with Exhaust Gas Recirculation) are also re-
ported in some studies.
As mentioned above, the happenings of diesel misfire are
affected by many factors, it may be impossible to setup a simple
physical model that can clearly depict such phenomenon. Due to
this reason, artificial neural network model is exploited in this
paper, which is considered to be more suitable for some areas
where the conventional modeling methods cannot fit. This tech-
nique can be utilized to estimate the desired output parameters
when enough test data is provided and it has been widely used in
diverse industry fields. As a matter of fact, the use of neural
network for modeling and control of internal combustion engines is
increasing in recent years for pursuing better exhaust emission and
fuel economy. Some studies present neural network models to
predict the torque and brake specific fuel consumption of gasoline
engine [10,11]. To train the network, spark advance, engine speed,
and throttle positions are used as the input layer and the results
show perfect agreement with experimental data. On engine emis-
sion control, it is widely accepted the fact that it’s difficult to predict
the engine emission characteristics by the exact mathematical
model. So many parameters like fuel property, combustion,
mileage, environment etc. may affect the engine emission. Quite a
lot of studies can be found to model engine emission performance
by using neural network [12e15]. Their research results show that
all exhaust emissions of hydrocarbon (HC), carbon oxide (CO),
particulate matter (PM) and nitrogen oxide (NOx) can be modeled
and good agreement has been achieved with the test data. Another
concern of emission prediction in engine control is that close-loop
combustion control in future engines will be overriding concern for
both efficiency and emissions.
In order to reduce the dependence on fossil fuel, more and more
alternative fuels have been used in the internal combustion en-
gines, such as ethanol, bio-diesel, cooked vegetable oil etc. How-
ever, it’s hard to simulate engine performance when new types of
fuel are used due to the more complex chemical kinetics inside
cylinder. For instance, modern official standards list more than 20
parameters that must be determined to certify biodiesel quality,
and these analyzes are time-consuming and less helpful to model
engine performance. Several studies, which use neural network
model, were implemented successfully to model the performance
of engine fueling with the alternative fuels [16e18]. Neural network
are also used in engine control, Hafner et al. [19] design a fast neural
networks for diesel engine controller development. They use neural
network models which are integrated into an upper-level emission
optimization tool that calculates a cost function for exhaust versus
consumption and torque, and then determines optimal engine
settings.
As many studies are illustrated here in both engine estimation
and control domain, this study will try to detect engine misfire by
utilizing this model as the happenings of misfire may be caused by
many reasons. To perform misfire detection, a six-section study is
presented by using back propagation neural network model on a
turbocharged six-cylinder diesel engine. Section 2 tells the tech-
nical data of the test engine and equipments used on the test bench.
27
In Section 3, the basic working principle of the model and structure
exploited in this paper are described. Section 4 conducts a diesel
engine misfire fault analysis, which further decides the composi-
tion of the training data vectors. In Section 5, a network is trained
by using the data vectors acquired in Section 4 in Matlab/Neural
Network Toolbox environment. Though the objective system error
is satisfied, some mis-detection still occur occasionally, which leads
to the reform of input training data. Finally the correct misfire
detection is achieved.
2. Experimental setup
In this study, a V 6-cylinder Deutz TCD2015 turbocharged diesel
engine is used on a dynamometer test bench. The aim of the
experiment is to get some engine running parameters at normal
conditions and misfire. These parameters include engine speed,
power, fuel efficiency, intake, exhaust, cooling temperature etc. The
parameters will be used to compose many groups of data vectors,
which can be used as the data inputs to train the neural network.
The details of the engine’s specifications are shown in Table 1.
All relevant parameters to our study are recorded when the
engine runs under steady state conditions. Some of the data are
obtained by utilizing the sensing information of the engine itself,
while others like exhaust temperature, fuel flow rate, air mass flow
rate etc. are acquired by adding some additional sensors. The speed
and the load of the engine are regulated by using a CAMA CW440
eddy current dynamometer. Fuel mass flow rate is metered by an
Ono Sokki FP-2140 volumetric fuel flow meter, with which the
accuracy within 0.2 percent of the reading can be achieved. Air
mass flow is collected by using Toceil20N100 hot film metering
device, the precision is 1 percent of the recorded value. The steady
state engine speed is calculated by using a camshaft speed sensor
with sampling period of 120 crank angle (CA).
The data acquisition system used is a Dewetron 5000 all-in-one
bench-top instrument, which features fast sampling, up to 1 MS/s
per channel and high accuracy, 24 bit resolution. It is compatible
with both analog and digital signal. Some internal parameters of
the electronic control unit communicates with the data acquisition
system via CAN bus. As the electronic unit pump (UPS) high-
pressure fuel injection system is mounted, it is very simple to
simulate the misfire on certain cylinder by shutting off its fuel
supply. Fig. 1 shows the schematic representation of the experi-
mental setup and also the data measuring system on it.
3. Neural networks description
An artificial neural network, usually called neural network, is a
mathematical model which is inspired by the structure and func-
tional aspects of the human nervous system. They have been shown
to exhibit many abilities, such as learning, generalization and
abstraction [20]. Neural network operates like a ‘‘black box”, and
Table 1
Test engine specifications.
Type TCD2015 V6
Bore 132 mm
Stroke 145 mm
Displacement 11.9 l
Compression ratio 16.5:1
Rated power 360 kW (2100 r/min)
Maximum torque 2080 Nm (1300 r/min)
Specific fuel consumption 202 g/kW h
Fuel injection system BOSCH UPS with EDC 7 ECU
Cooling system Water cooled
Air intake system Turbo-charged with inter-cooler
28 B. Liu et al. / Applied Thermal Engineering 55 (2013) 26e32

three kinds of layers: input, hidden and output. As proven by Robert

Hecht-Nielson in 1989 [23], a three-layer back propagation neural
network can be used to a mapping of any n-dimensional vectors to
m-dimensional vectors in a closed interval. All the nodes in
different layers are called neurons separately.
A three-layer network is used in this study and shown in Fig. 3.
The input layer receives information from the outside and feed
forward through a hidden layer to the outputs. On the contrary, the
error value, the discrepancy between the actual output and the
objective, is propagated backwards through the network, and some
updates are made to the weights in each layer. The weight changes
are calculated to reduce the error again. The whole process will be
repeated until the ideal results are achieved.
Each neuron in the hidden layer is described by a nonlinear
tansig function while the logsig function is used in the output layer.
The tansig and logsif function are given as follows:

.

tansigðxÞ ¼ 1  e2x 1 þ e2x (1)


logsigðxÞ ¼ 1= 1 þ ex (2)

The neural network mathematical model that represents the

structure shown in Fig. 3 can be defined as:

T ¼ logsigðV$ðtansigðW$P þ B1 ÞÞ þ B2 Þ (3)
Fig. 1. Schematic diagram of the experimental setup.
where T is a column vector that contains the m outputs, P is a
column vector that contains the n inputs, W is a matrix of size n$s
does not require detailed information about the system [11]. Diesel that contains the weights of the neural net model from the inputs to
engines are multi inputs and outputs system with high nonline- the hidden layer, in which s represents the number of neurons in
arity, which are more suitable to use this model. Another advantage the hidden layer, V is a matrix of size s$m that contains the weights
of using this model is their ability to handle many interactive pa- of the neural net model from the hidden layer to the outputs, B1 is a
rameters as engine runs. Comparing with the serial-operated column vector of size s that contains the biases from the inputs to
expert system, neural network perform parallel processing to the the hidden layer and B2 is a column vector of size m which contains
data and judgment, which enlarges its eligibility to different engine the biases from the hidden layer to the outputs. By using the tansig
operating status. With all the benefits mentioned above, neural as the transfer function in the hidden layer, all the elements in the
network are widely used in industry field for different purposes on input vectors need to be limited within the 0 to 1 interval by means
both estimation and control [21]. of data normalization. The number of hidden neurons s affects the
The basic elements of the neural network are artificial neurons performance of the neural network over the training. More neurons
and a neuron model is illustrated in Fig. 2. The inputs vector xi is make the fitting of data more accurate over the training region [24],
transmitted through a connection that multiplies its strength by while more calculation time is needed. However, what’s more this
the scalar weight w. Then this weighted inputs sum up with a given
bias bk produces an intermediate variable vk. By using certain
transfer functions, the output vector yk is generated according to
different applying purpose. In this study, a back propagation algo-
rithm based neural network will be exploited to detect the
happening of misfire of a diesel engine. It is the most widely used
training algorithm for multi layer perceptron by using the gradient
descent technique, in which the network weights are moved along
the negative of the gradient of the performance function [22].
Generally, the back propagation neural network is composed of

Fig. 2. Basic structure of an artificial neuron. Fig. 3. The architecture of proposed neural network model.
 B. Liu et al. / Applied Thermal Engineering 55 (2013) 26e32 29

Fig. 4. Misfire fault topology of the diesel engine.

study concerned is the future on-board compatibility. For this

consideration, fewer nodes are preferred when system error meets
the objective.
4. Misfire fault mode analysis
As the basic neural network model has been developed, the next
step is to get some inputs to train the network. On the test diesel
engine, so many data can be obtained by data acquisition system.
Our focus is on the selection of the relevant parameters to build
training vectors. For this purpose, a misfire fault topology of the
diesel engine is utilized as supporting method, which can be found
in Fig. 4.
When misfire happens, there will be no combustion inside
certain cylinder. As a result, exhaust temperature will decrease up
front the turbocharger, which will weaken turbocharging effect
accordingly. Furthermore, intake pressure will reduce and temper-
ature after inter-cooler will decrease also. The power is lower than
normal at this working condition, which will lead to speed or torque
change according to different speed governing rules and test
method. By using all-speed governor under constant load, speed
regulation will affect fuel consumption automatically. Coolant
temperature may also be affected by means of different wall tem-
perature of combustion chamber. According to this topology anal-
ysis, 6 measurable parameters which marked by triangles are
selected as the components of one data vector. The word ‘measur-
able’ also has the implication of future on-board diagnostics appli-
cation. From this point of view, load somehow is represented by fuel
consumption according to the general agreement that engine output
torque has direct relationship with fuel injected into cylinder.
As engine frequent running area is much concerned by most
people, the experimental points selected are 1200 r/min, 1600 r/
min and 1800 r/min. Load starts from 10% to 100% and the incre-
ment is 10%. Some data samples can be found in Table 2.
By conducting the experiment, data vectors are collected which
will be used for both network training and trained network
Fig. 5. Evolution of the network training process.
verification. Among these vectors, randomly 80 percent of them are
employed as the neural network training inputs while the rest are
used as the verification samples. Prior to train the neural network,
all the training vectors are normalized by using a simple linear
scaling method.
5. Results discussion
A misfire detection model for a turbocharged diesel engine is
developed by using Matlab neural network toolbox. The data vec-
tors acquired from the experiment are used to train the proposed
network and the target is the error under 0.001. The training pro-
cess compares the difference between the expected output and the
actual value and then adjusts the weights and bias accordingly. The
LevenbergeMarquardt algorithm is used as the training function,
which achieves faster convergence than the standard gradient
descent. The MSE (Mean Square Error) function is used as follows:
m
2
1 X X
p
mse ¼ tkj  ykj (4)
mp j¼1
k¼1
where m is the dimension of the output vector, p is the number of
training vector, tkj is the expected output and ykj is the actual
output. The training process can be found in Fig. 5.
A (6:14:3) neural network has been trained and sequentially
number in the bracket is node number of the different layers. A 3-
variable vector is used as the output to illustrate the different diesel
engine running mode shown in Table 3, which is very similar to a
logic code. We then try to verify detecting ability of the trained
network by randomly choosing some unknown samples, which

Table 2
Samples of the training vectors.

Mode Load N m Engine speed r/min Intake temp.  C Intake pressure Pa Exhaust temp.  C Coolant temp.  C Fuel consumption ml/30 s
Normal 219 1200 26.3 114,330 136.1 46.2 54.3
605 1600 29.5 136,590 242.4 49.7 165.4
907 1800 37.3 184,880 342.6 56.9 323.6
e e e e e e e
Misfire 161 1207 26.3 104,470 218.5 79.8 61.1
328 1607 38.4 123,880 323.7 61.2 151.2
505 1802 47.0 156,670 356.0 68.3 244.0
e e e e e e e
30 B. Liu et al. / Applied Thermal Engineering 55 (2013) 26e32

Table 3
Output verification of the trained neural network.

Samples Mode Expected output Result

1 Normal 00 0 00 0
2 Normal 00 0 00 0
3 Misfire 00 1 10 0
4 Misfire 00 1 00 0
5 Misfire 00 1 00 1
e e e e

Fig. 8. Reformed neural network structure.

Fig. 6. Verification of the trained neural network.

have never been used to train the network. The training target is
that mean square error is lower than 0.001.
Though the target error of the trained neural network has been
satisfied to the limitation, some mis-detection of misfire happens,
in other words, the unexpected output appears. We perform the
experiments for several times to check the coherence of detection
results. It can be observed that the correct results are obtained all
the time in normal mode tests, whereas some results of misfire
detection are wrong. This phenomenon is illustrated in Fig. 6.
Misfire happens at ten working points of different speed or load,
mis-detection can be found at four points marked as 1 to 4. On
points 2 and 4, both normal and misfire detection are conducted at
the same points. The result shows that normal condition can always
be detected whereas misfire detection fails. Then we modify the
structure of the network, the testing results are the same, still some
mis-detection there.
Furthermore, we attempt to modify the composition of the
input vectors, which are considered to be the important factor of an
applicable network. We notice the facts that misfire enlarge the in-
cycle speed variation, which can be found in Fig. 7. The normal in-
cycle speed variation in a cycle at 1,800 r/min of the tested diesel
Fig. 9. Final detection result of engine misfire.
engine is 30 to 25 r/min, while the speed variation during misfire
can be 30 to 45 r/min. Since the in-cycle speed variation is
different during the normal mode and misfire mode, it is necessary
to add such information to the training samples so that the
consistent detection results can be achieved. To capture the in-cycle
transient speed variation, a 6 CA crankshaft speed signal is used
with a fast data acquisition (a 7200 indexed points are recorded in a
cycle). The maximum speed variation is chosen as additional pa-
rameters in the new training vectors.
By doing so, the new training process completes with a new (7:
17: 3) network. In this paper, the hidden layer nodes number se-
lection follows the Kolmogorov’s theorem that the number of
nodes in the hidden layer is at least 2n þ 1, where n is the number of
nodes in the input layer [25]. Furthermore, we tried an 18 nodes
hidden layer, the calculation time (training epoch) nearly doubles.
The structure of the final trained network is shown in Fig. 8.
Where the related coefficient for this structure is given as
follows:

Fig. 7. In-cycle speed variation of the diesel engine.

 B. Liu et al. / Applied Thermal Engineering 55 (2013) 26e32 31

2 3:5213 4:8750 0:5544 0:8299 1:9097 2:4279 0:1545 3

6 4:5884 1:6112 1:2458 1:4748 0:5429 1:4711 3:0866 7
6 2:0008 1:7572 2:0390 7
6 6:9278 3:9285 1:7816 3:9933 7
6 0:5465 4:8140 1:5123 1:5865 2:5452 7
6 0:8774 2:6951 7
6 4:1703 1:9027 4:8406 0:3128 7
6 1:1931 5:8853 0:9844 7
6 7
6 1:8864 4:6181 2:3704 2:1078 1:4218 5:0378 7:0262 7
6 7
6 0:3866 4:7409 4:1527 2:5837 0:7484 2:4170 1:0434 7
6 7
6 2:9838 5:6914 7:7995 2:9614 3:9323 1:3075 3:7094 7
6 7
W1 ¼ 6 4:5727 9:4191 4:3317 2:5104 2:8026 1:6005 3:9572 7
6 7
6 2:4107 7:9315 3:4993 1:5810 0:5416 2:9238 2:7702 7
6 7
6 2:1758 0:5748 4:0373 3:8032 2:8599 1:1183 3:0965 7
6 7
6 3:5180 3:7048 0:2910 2:4462 1:8892 1:8306 2:7855 7
6 7
6 4:1685 4:2161 3:2202 1:1822 4:3374 0:0968 0:4860 7
6 7
6 2:0372 4:8442 0:4199 1:9694 5:0028 2:1059 0:9123 7
6 7
6 4:4784 4:4651 2:1559 1:2861 0:0546 1:5613 5:3606 7
4 5
1:4775 1:5085 4:7292 1:8415 4:2392 0:1689 5:5366
3:7372 5:3950 3:3710 1:1015 3:2947 0:3986 1:2866

2 3 2 3
8:6045 0:1587 1:3272 0:4244 T
6 10:9784 7 6 0:7814 1:4990 1:5270 7
6 7 6 7
6 11:7350 7 6 1:5681 3:7671 0:4700 7
6 7 6 7
6 10:4534 7 6 0:3497 1:4734 0:4585 7
6 7 6 7
6 3:2319 7 6 3:3484 0:0722 1:4337 7
6 7 6 7
6 8:3685 7 6 2:4191 4:4793 3:5199 7
6 7 6 7
6 3:8744 7 6 0:8357 1:7996 0:7335 7
6 7 6 7 2 3
6 4:7688 7 6 7:1156 3:9248 5:9101 7 1:9693
6 7 6 7
b1 ¼ 6 7 W2 ¼ 6 7:0449 2:5392 7 4 5
6 3:2036 7 6 7:4189 7 b2 ¼ 1:0507
6 12:2126 7 6 0:4144 4:3115 4:8973 7 2:7384
6 7 6 7
6 12:7361 7 6 3:3416 0:8466 1:9428 7
6 7 6 7
6 2:0626 7 6 1:7141 2:0109 0:0430 7
6 7 6 7
6 3:7579 7 6 0:3280 0:3258 0:6232 7
6 7 6 7
6 1:2844 7 6 1:9623 0:8450 0:6934 7
6 7 6 7
6 4:5535 7 6 1:1814 4:5274 3:8487 7
6 7 6 7
4 2:0907 5 4 0:3445 0:0597 0:0891 5
2:0855 0:7272 0:4183 0:4669

Similar to the testing process shown in Fig. 6, the verification of
the new trained network is conducted again. The detection of
misfire and normal are all correct, no mis-detection happens and
the full detection results are shown in Fig. 9. The whole process
shows that neural network can be successfully used in turbo-
charged diesel engine misfire detection. It also indicated that the
compositions of the training vectors rather than the neural network
structure are more helpful to achieve the correct output.
6. Conclusion
This study presents a misfire detection model for a turbocharged
diesel engine by utilizing artificial neural network model. A three-
layer back propagation neural network model is built in Matlab/
Neural Network Toolbox environment. Combined with a misfire
failure topology analysis and future on-board diagnostics consid-
eration, engine speed, intake temperature, boost pressure, exhaust
temperature, water temperature, and fuel consumption are
selected as the inputs to train the network. Outputs are three-
element column vectors to illustrate the engine running mode.
The LevenbergeMarquardt algorithm is exploited for the training
process and the system target mean square error is 0.001. The data
vectors used for neural network training and verification are based
on engine experiment performed on a test bench. Randomly, 80
percent of the experimental data sets are used to train the network,
while the rest data sets are chosen randomly as the verification
inputs. The process demonstrates that the developed neural
network model achieves its objectives. However, some mis-
detection may happen within the system error when information
in training vectors seems to be inadequate. As an important char-
acteristic of the engine misfire, in-cycle speed variation is investi-
gated and included in the new training vectors, which helps the
network to achieve the fully correct detection finally.
Acknowledgements
This study is a part of the Diesel Engine Development Program
sponsored by the Ministry of Industry and Information Technology
of the People’s Republic of China, and we are grateful for their
financial support. Also, the authors would like to express their
gratitude for the technical support received from Deutz AG Beijing
office.
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