Assignment # 2 Peak Cylinder Pressure

Assignment # 2
Name Muhammad Yahya Chand

CMS ID 456727

SECTION ME-15(B)

Submitted to: LE Mam Sehrish Nawaz

Date: 7thJanuary,2026.
Assignment # 2 Peak Cylinder Pressure

Title:
“Measurement of Cylinder Pressure and
its Variation with Engine Load”
1. Objectives
The objective of this laboratory experiment is to measure in‑cylinder pressure and study its
variation with engine load and operating conditions using high‑response electronic pressure
instrumentation. The experiment also aims to understand the principles of piezoelectric and
piezoresistive sensing, charge amplification, calibration, drift behavior, and relative versus
absolute pressure measurement.

2. Background and Theory

Cylinder pressure measurement is one of the most important diagnostic and performance
evaluation tools in internal combustion engines. The pressure rise during compression and
combustion determines engine efficiency, power output, combustion stability, knocking tendency,
and mechanical loading on engine components. Because in‑cylinder pressure varies extremely
rapidly and reaches very high values, a fast‑response and high‑strength transducer is required.
Therefore, piezoelectric pressure sensors are commonly used inside the combustion chamber,
while piezoresistive sensors are used for manifold and absolute pressure measurements.

2.1 Instruments Used

Instrument Measured Quantity / Role Reason for Use
Piezoelectric Pressure In‑cylinder relative pressure Very fast response, suitable
Sensor (combustion and for rapid high‑pressure
compression) transients
Piezoresistive Pressure Absolute / manifold or Measures quasi‑steady
Sensor reference pressure pressures with good accuracy
Kistler Charge Amplifier Converts sensor charge to Provides high‑impedance
voltage signal interface and signal
conditioning
Data Acquisition (DAQ) Sampling and recording of Provides differential analog
System pressure signal versus crank inputs and digital storage
angle / time

2.2 Working Principle of Sensors and System

Piezoelectric Pressure Sensor:

When a force or pressure acts on the crystal element, an electrical charge is generated. The
generated charge is proportional to the applied force, hence pressure ∝ force. The sensor does not
store charge permanently, so when the force changes, charge flows and the corresponding signal
Assignment # 2 Peak Cylinder Pressure

is produced. Therefore, piezoelectric sensors are ideal for measuring dynamic and rapidly varying
pressure inside the cylinder (relative pressure).

Piezoresistive Pressure Sensor:

This sensor works on change in resistance of strain elements when subjected to pressure.
Metallic or semiconductor strain elements deform under pressure, changing resistance, which is
converted to voltage using a Wheatstone bridge. This type of sensor measures absolute and
quasi‑steady pressure such as intake manifold or reference pressure.

Kistler Charge Amplifier:

The piezoelectric sensor generates charge (in pC). The amplifier has very high input impedance,
preventing charge leakage, and converts a small charge signal into a measurable high‑level
voltage signal. It also allows sensitivity setting and calibration (pC/bar → V).

Data Acquisition (DAQ) System:

The DAQ reads the amplified voltage from the charge amplifier using differential analog
channels (+ve, –ve, signal‑reference). The system samples the pressure signal versus time/crank
angle and stores it for analysis.

3. Calibration, Drift, and Measurement Range

Calibration:
Before recording measurements, the sensor‑amplifier system is calibrated so that charge
sensitivity is converted into accurate pressure units. For example, a sensitivity value such as
82.88 pC/bar is entered into the charge amplifier or DAQ software. This ensures that the recorded
voltage corresponds correctly to pressure.

Drift:
Drift is defined as slow deviation of the measured signal from its baseline value under constant
conditions. In this experiment, drift is evaluated at no‑load operating condition. Since
piezoelectric sensors measure relative pressure and have finite charge retention, very slow change
in baseline may occur. Drift remains small and is accounted for during analysis.

Maximum and Minimum Measurable Values:

The minimum pressure range is limited by the sensor sensitivity and noise, while the maximum
range is defined by the allowable charge limit and mechanical strength of the sensor. The
minimum value entered manually in the DAQ settings ensures reliable measurement range.
Assignment # 2 Peak Cylinder Pressure

4. Experimental Procedure
1. The piezoelectric pressure sensor is mounted inside the engine cylinder.
2. The piezoresistive sensor is connected for absolute / reference pressure measurement.
3. The sensors are connected to the Kistler charge amplifier and DAQ system.
4. Calibration sensitivity is entered into the amplifier / DAQ software.
5. Engine is operated at different load conditions.
6. Cylinder pressure versus crank angle waveforms are recorded.
7. Drift is recorded at no‑load condition.
8. Peak pressure, intake and exhaust stroke pressures are analyzed.

5. Results and Technical Discussion

5.1 Why Does Peak Cylinder Pressure Change?
Peak cylinder pressure is not constant because it depends on how much air–fuel
mixture is burned, how fast it burns, and under what engine conditions it operates.

• Air fuel ratio

First, the amount of air–fuel charge inside the cylinder affects pressure. When more
mixture enters the cylinder (higher load / wider throttle), more fuel burns and more heat
energy is released, which produces a higher peak pressure. At low load, less mixture is
present and therefore the pressure peak is lower.

• Combustion speed and quality (RPM)

Second, combustion speed and quality influence pressure. If combustion occurs quickly
and efficiently, pressure rises sharply and the peak becomes higher. If combustion is slow
or incomplete, the pressure rise becomes smaller.

• Ignition / injection timing

Third, ignition / injection timing changes when peak pressure occurs. If combustion
starts earlier (advanced timing), pressure rises sooner and may increase. If timing is
retarded, combustion occurs later in the expansion stroke and the peak pressure becomes
lower.

• RPM

Engine speed also affects peak pressure. At higher RPM, combustion time is shorter, so
the pressure peak may shift or reduce because the mixture does not burn completely. At
lower RPM, more time is available for combustion, so pressure may be higher.
Assignment # 2 Peak Cylinder Pressure

Mechanical factors also play a role. Worn piston rings and leaking valves reduce
compression pressure, which lowers peak pressure. On the other hand, carbon deposits
reduce clearance volume, which increases compression and can increase peak pressure.

• Final Summary:

In summary, peak cylinder pressure changes because the amount of mixture burned, rate
of combustion, timing of combustion, engine speed, and mechanical condition of the
engine are constantly varying during different operating conditions.

5.2 Why Is Intake Stroke Pressure Lower Than Exhaust Stroke Pressure?

• Intake stroke:

During the intake stroke, the piston moves downward and creates suction to draw air (or
air–fuel mixture) into the cylinder. Due to flow restrictions in the intake valve, port, and
filter, the pressure inside the cylinder drops slightly below atmospheric pressure. This
produces a small vacuum, which is why intake stroke pressure is lower.

• Exhaust stroke:

During the exhaust stroke, the piston pushes hot burnt gases out of the cylinder. These
gases are still at a higher temperature and therefore have higher pressure. In addition, the
exhaust system creates back-pressure due to the muffler and pipe restrictions. Because
of this, exhaust stroke pressure remains slightly above atmospheric pressure.

Therefore:

• Intake stroke → lower than atmospheric (vacuum due to suction and flow
restriction)
• Exhaust stroke → slightly above atmospheric (hot gases + back-pressure)

This is why exhaust pressure is higher than intake pressure in engine pressure diagrams.

6. Conclusion
The experiment successfully demonstrated in‑cylinder pressure measurement using a
piezoelectric sensor coupled with a Kistler charge amplifier and DAQ system. The results
highlighted the dynamic nature of combustion pressure and its dependence on load, charge
conditions, and engine speed. Intake stroke pressure was observed to be lower than exhaust
pressure due to suction and flow restriction effects, whereas peak pressure varied with
combustion quality and engine operating parameters. The combination of piezoelectric and
piezoresistive sensors provided reliable relative and absolute pressure measurements suitable for
engine diagnostics and performance analysis.
Assignment # 2 Peak Cylinder Pressure