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Productivity analysis focusing on internal
combustion engine vibration when using local fuels
and additives
Análisis de productividad enfocada en las vibraciones
de un motor de combustión interna al usar
combustibles y aditivos locales
Guillermo Gorky Reyes Campaña
*
Juan Andres Sánchez Delgado
*
Steven Sebastián Rojas Bravo
*
ABSTRACT
The purpose of this article is to analyze the vibrations
and behavior of an internal combustion engine of
three vehicles: A1, J1, K1 which are exposed to both
the geography, relief and road conditions of the
Metropolitan District of Quito. To implement the
quantitative methodology in the research it is
important to perform a complete analysis of the
vehicle based on its technical data sheet: A1, J1, K1,
in order to identify both fuel consumption and the
use of additives to reduce the friction that cause
vibrations in the engine, especially the condition of
the road. In addition, it is important to check how
the level of vibrations can be reduced, the percentage
of fuel when using additives and to verify the data
provided by the vibration study of each vehicle. The
results show that the tests carried out at 3500 RPM
in vehicle A1 show a value of 27%, in vehicle J1 a value
of 17% and vehicle K1 a value of 15%, these values
are related to the use of additives. The results of the
research are linked to field tests, individual tests,
comparison of results and discussion of the feasibility
* D. in Higher Education, Universidad Internacional del Ecuador, Quito,
Ecuador. gureyesca@uide.edu.ec, Universidad Internacional del Ecuador,
https://orcid.org/0000-0002-7133-9509
Universidad Internacional del Ecuador, Quito, Ecuador.
jasanchezd@uide.edu.ec, Universidad Internacional del Ecuador,
https://orcid.org/0009-0001-2057-2001
Universidad Internacional del Ecuador, Quito, Ecuador.
ssrojasbravo@uide.edu.ec, Universidad Internacional del Ecuador,
https://orcid.org/0000-0003-0998-8433
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of each of the tests performed on each vehicle to find
similarities or marked differences.
Keywords: Accelerometer, additive, combustion,
friction, engine, vibrations.
RESUMEN
Este artículo tiene como fin analizar las vibraciones y
el comportamiento de un motor a combustión
interna de tres vehículos que son: A1, J1, K1 que
están expuestos tanto a la geografía, relieve y
condiciones de la calzada del Distrito Metropolitano
de Quito. Para implementar la metodología
cuantitativa en la investigación es importante realizar
un análisis completo del vehículo en base a su ficha
técnica: A1, J1, K1, para de esa forma poder
identificar tanto el consumo de combustible como el
uso de aditivos para poder reducir la fricción que
provocan las vibraciones en el motor, sobre todo del
estado de la calzada. Además, es importante
comprobar cómo se puede reducir el nivel de
vibraciones, el porcentaje de combustible al usar
aditivos y constatar los datos que arroje el estudio
de vibraciones de cada vehículo. Los resultados
demuestran, que las pruebas realizadas a 3500 RPM
en el vehículo A1 presenta un valor de 27%, en el
vehículo J1 presenta un valor de 17% y el vehículo K1
que presenta un valor de 15%, dichos valores van en
relación al uso de aditivos. Los resultados de la
investigación están ligados a las pruebas de campo,
pruebas individuales, comparación de resultados y la
discusión de la viabilidad de cada una de las pruebas
realizadas a cada vehículo para encontrar similitudes
o diferencias marcadas.
Palabras clave: Acelerómetro, aditivo, combustión,
fricción, motor, vibraciones.
INTRODUCTION
This research article describes the study on the behavior of an internal combustion engine A1,
J1 and K1, when exposed to vibrations according to the fuels and additives that are offered at
the national level. Most of the vehicles found in the Ecuadorian market are imported from other
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countries, therefore, it has been observed that they are not adapted to the geographical
conditions, an example is the highland area where there are cities that are over 2000 meters
above sea level, which is a determining factor not only for the performance of the vehicle but
also for the incomplete combustion of gasoline.
For this reason it is important that, when performing vibration tests on internal combustion
vehicles, it is important to identify how the quantity in ml of additive together with the type of
gasoline can reduce or increase the vibration level.
Within the steps to follow for the investigation of the article, the fuels and cars with new
technologies that are offered at national level are analyzed, the types of additives offered and by
means of a measuring equipment to analyze the vibrations that these engines demonstrate with
these technologies including the fuels and additives to determine the level of vibration that these
engines can generate at these atmospheric conditions. In the research "Study by means of the
vibration technique of the effects of the pressure variation in the fuel rail on the combustion of
a CRDi engine Model Hyundai Santa Fe 2.0" (Albarracín & Huiñisaca, Estudio mediante la Técnica
de vibraciones de los Efectos de la Variación de Presión en el Riel de Combustible sobre la
Combustión de un Motor CRDi Modelo Hyundai Santa Fe]é 2.0, 2015)The heat power
associated with the fuel that will have a variation when using an additive as a component within
the mixture as a second level, in conjunction with the process that occurs inside the cylinder in
order to quantify the pressure levels in the rail area is analyzed. Thus, it is necessary to analyze
the vibration behavior of a gasoline engine with different technologies, taking into account the
altitude of the city where the study will be carried out.
The vibrations of an Otto cycle vehicle, in the research entitled "Analysis of the vibrations of an
OTTO cycle engine with a gasoline and ethanol-based fuel mixture" (Gutiérrez, Iñiguez, Cadena,
& Santiana, 2017) in which they specify that the behavior of vibrations depends on the quality of
combustion and fuel properties since such vibrations are the consequence of alternating, rotating
and linear movements originating in the combustion process. The research shows that the
defects observed in internal combustion engines are linked to the quality and effects found in
the combustion process, since the latter gives rise to a different vibration pattern.
In the research "Analysis of the degradation and additives of the lubricant of a spark ignition
engine in M1 vehicles within the period of maintainability" (Panchi, 2020) (Panchi, 2020)It is
identified that the additives are important for the operation of the internal combustion engine,
that is why the evaluation of the degradation condition of the additive must have periods of
maintainability in order to guarantee its correct use, since the gasoline of the country is of a
lower quality than that of the countries of origin of the automobiles. Within the proposed
research, it was found that there is a 25% to 32% reduction in the formation of acids related to
oxidation, which notably reduces the capacity of the additive to reduce the vibrations that occur
in the engine area.
In the research "Analysis of vibrations in internal combustion engines by means of ultrasound"
(Cardenas, Cevallos, & Moyano, 2017), the method is established to identify internal shredding
of internal engine components, in order to determine pressurized leaks that minimize the
potential of complete fuel burning, on the other hand the ultrasonic warning allows to recognize
the increase of low frequency vibrations and the progressive increase of temperature.
Thus, when comparing vibrations in internal combustion engines, both rotational balancing
parameters and the construction of the engine used in the vehicle are interpreted. Therefore,
the application of vibration instruments within the analysis of engine performance can improve
the level of vibrations produced by preventive maintenance of the components.
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In the research "Analysis and diagnostics of vibrations in light internal combustion vehicles"
(Vega, 2015)The recurring problems that occur in an internal combustion engine when there
are excessive vibrations at the time of starting the vehicle are identified, so it is important to
know the reason for the vibrations since in many cases it is due to not having an adequate
additive that allows that at the time of combustion there is no damage to the internal
components of the vehicle.
The research describes the sources of vibration generation within internal combustion vehicles,
where the misalignment and imbalance of moving components can produce a progressive wear
of the engine, at the same time it also presents that external factors such as the state of the road
can generate a failure in the calibration so it is necessary to take early corrective actions.
In the research "Analysis of the performance of the ignition provoked engine, due to the
presence of additives" (Rocha & Zambrano, 2015)identifies the operation of the engine based
on the technology of the vehicle and the national fuels used, in addition to understanding the
performance that the engine will have based on the additives used to mitigate excessive
vibrations. When the additive is of liquid and solid type, it is mixed with the extra or super
gasoline, in order to perform the different tests from the INEN Standard: 935:2012, which helps
to determine the proportion of the vehicle considering the distance traveled.
The research analyzes the behavior of the engine, based on the proportion of fuel and the
additive to be used based on the mileage traveled, in addition to considering external parameters
such as the irregularity of the road, so the dynamic tests help to obtain real values about the
level of vibrations.
All the research previously analyzed affirms that the vibrations of an engine can be reduced
notably with the mixture of different types of components such as recycled oils, ethanol and
additives which in low percentages are able to improve the internal combustion of the engine
which has repercussions in having a reduced amount of vibration (Energies, 2018).
Within the information of the article, the following objectives have been established: To analyze
the vibration behavior of a gasoline engine in the Metropolitan District of Quito. Through an
analysis, define the percentages of vibrations produced in a vehicle with an Otto cycle engine.
(Criollo & Matute, 2015). Compare results between ideal and real conditions. Intervene an
additive to counteract vibrations. Check the reduction of vibrations. Establish the percentage of
fuel needed for the use of the additive. the results in three different vehicles for a viable
conclusion.
The vibration analysis was carried out under static conditions with a variation of rpm as well as
with an atmospheric pressure of 2800 msm with the use of extra, super and extra fuel with the
additive.
MATERIALS AND METHODS
Within the method to be used in the practical case of vibration analysis in vehicles A1 / J1/ K1,
is the motor method, or also known as (ASTM, CFR-M or F2), which is necessary to obtain data
that help to compare the three different vibration spectra that have been obtained from normal
operation and when the vehicles are in working conditions, in conjunction with a quantitative
approach that allows to recognize values that part of the use of the additive. In this way, an
unbalance environment of the vehicle is created, to identify how vibration levels increase or
decrease, as well as to determine how changing the normal operating conditions of the vehicle
are perceived by the driver. Thus, the data obtained is performed in the engine area, for which
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the accelerometer should be located in a central position in the engine, so that the machine can
provide better data.
Measuring equipment
The vibration analyzer is given by means of a magnet, which is mounted on reference points
intended for the case study is located in the engine, for which is identified as much natural
vibration at 5 Hz and produced between 20 Hz and 25 Hz.
Table 1. Vibration analyzer
Brand
ADQ
Communication desk dimensions
43*34*18 mm
Dynamic inputs
16
Trigger entries
2
Sampling frequency
100 to 24000 samples/second
Accuracy
+/- 0,1 %
Feeding
110 to 220 VAC
Source: (Central American, 2016)
The accelerometer within the tests is a sensitive sensor that reports the vibrations of the
vehicle's engine, addressed to a device, where the vibrations are identified in real time (Cueva,
2019). The vibration data is taken from the SD card, in conjunction with an alarm configured to
indicate the time of the test in the mentioned vehicles.
Table 2 . Accelerometer
Brand
WILCOXON / RESEARCH
Voltage source
18 - 30 VDC
Sensitivity
100 m V/g
Dimensions
43 * 34 * 18 mm
Weight
90 grams
Frequency response
0.7 - 12000 Hz
Acceleration range
80 g peak
Source: (Central American, 2016)
Regulations
ISO 10816-1
Evaluates the vibrations of machines with non-rotating parts. ISO 10816-6, Reciprocating
machines with rated potential greater than 100 kw.
Describes the general guidance on the evaluation and measurement of mechanical vibration of
industrial machinery, there will be a classification that is standardized from 4 classes.
(Standardization, 2015).
Class I: The machine is separated from the driver or the units to be coupled, machines belonging
to this class operate up to approximately 15 kw which is approximately 20 hp.
Class II: Electric machines/motors from 20 hp to 100 hp, without special foundations or rigidly
mounted motors on machines up to 400 hp mounted on special foundations.
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RESULTS
A1 Vehicle Tests
Table 1. Technical specification vehicle A1
PARAMETERS
DESCRIPTION
Displacement
999cc
Engine
1.0L - Turbo
Gasoline
Extra / Super
Cylinders
3 cylinders in line
Table 42. A1 vehicle tests
EXTRA
EXTRA-
ADDITIVE
SUPER
SUPER-
ADDITIVE
RALENTÍ
11,1
10,3
9,8
7,6
1500 RPM
14,8
13,2
11,3
11,1
2500 RPM
55,2
46,5
42,7
33,3
3500 RPM
115,4
103,5
101,8
91,9
Individual test A1
In this study the tests oscillate 27% taking into account that it is a 3-cylinder supercharged engine
resulting in a reduction of vibrations, in addition this engine at low rpm has a low compression
and at high rpm when loading the turbo reaches a point of stability.
Figure 1. A1 vehicle tests
Within the vibration analysis of the minimum idling value of A1, a value of 11.1 (m. sˆ2) is
observed in extra gasoline and a value of 9.8 (m. sˆ2) in super gasoline, which presents a data of
1.3% in favor of super gasoline.
11,1
10,3
9,8
7,6
14,8
13,2
11,3
11,1
55,2
46,5
42,7
33,3
115,4
103,5
101,8
91,9
0
20
40
60
80
100
120
140
EXTRA EXTRA ADITIVO SUPER SUPER ADITIVO
VALUE IN M/Sˆ2
RELENTIN 1500 RPM 2500 RPM 3500 RPM
RALEN
TI
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In the vibration analysis of maximum value of 3500RPM of the A1, a value of 115.4 (m. sˆ2) is
identified in extra gasoline and in super gasoline a value of 101.8 (m. sˆ2), which presents a data
of 13.6% in favor of super gasoline.
For the vibration analysis of the minimum idling value of A1, of extra gasoline with additive
presents a value of 10.3(m. sˆ2) and with super gasoline with additive a value of 7.6 (m. sˆ2),
which presents that there is a minimum idling vibration value of 2.7% in favor of super gasoline
with additive.
In the vibration analysis of maximum value of 3500RPM of A1, it was recognized in extra gasoline
with additive with a value of 103.5 (m. sˆ2) and in super gasoline with additive with a value of
91.9 (m. sˆ2), which presents a data of 11.6% in favor of super gasoline with additive.
J1 Vehicle Testing
Table 3 Technical specification vehicle J1
PARAMETERS
DESCRIPTION
Cylinder capacity
1,998 cc
Engine
SKYACTIV-G 2.0L/16-valve/Dual S-VT/Direct
injection
Gasoline
Extra / Super
Cylinders
4 cylinders
Table 6. Test data vehicle J1
EXTRA
EXTRA
ADDITIVE
SUPER
SUPER
ADDITIVE
RALENTÍ
15,5
14,3
12,4
11,4
1500 RPM
37
23,7
30,3
19,4
2500 RPM
88,3
77,8
68,8
60,6
3500 RPM
165,6
122,7
130,3
100,7
The J1 vehicle tests oscillate in a 17% having a positive response to the change of both additive
and non-additive fuel since it has a direct injection technology which compresses the air-fuel
mixture to a higher level thus extracting much more energy per fuel particle favoring the proper
functioning of this engine by reducing vibrations.
Figure 2. Vehicle 1 tests
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Within the vibration analysis of the minimum idling value of J1, extra gasoline is analyzed a value
of 15.5 (m. sˆ2) and in super gasoline a value of 12.4 (m. sˆ2), which presents a data of 3.1% in
favor of super gasoline.
In the 3500RPM maximum value vibration analysis of J1, a value of 165.6 (m. sˆ2) is indicated in
extra gasoline and 130.3 (m. sˆ2) in super gasoline, which presents a data of 35.3% in favor of
super gasoline.
For the vibration analysis of the minimum idling value J1, of extra gasoline with additive presents
a value of 14.3(m. sˆ2) and with super gasoline with additive a value of 11.4 (m. sˆ2), which
presents that there is a minimum idling vibration value of 2.9% in favor of super gasoline with
additive.
In the 3500RPM maximum value vibration analysis of J1, it is seen in extra gasoline with additive
with a value of 122.7 (m. sˆ2) and in super gasoline with additive with a value of 100.7 (m. sˆ2),
which presents a data of 22% in favor of super gasoline with additive.
K1 Vehicle Testing
Table 7. Technical specification of vehicle K1
PARAMETERS
DESCRIPTION
Cylinder capacity
995 cc
Engine
1.2 SMART-TEC
Gasoline
Extra / Super
Cylinders
4 cylinders
Source: (Gutiérrez, Iñiguez, Cadena, & Santiana, 2017)
15,5
14,3
12,4
11,4
37
23,7
30,3
19,4
88,3
77,8
68,8
60,6
165,6
122,7
130,3
100,7
0
20
40
60
80
100
120
140
160
180
EXTRA EXTRA ADITIVO SUPER SUPER ADITIVO
VALUE IN M/Sˆ2
RELENTIN 1500 RPM 2500 RPM 3500 RPM
RALEN
TI
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Table 8. Test data vehicle K1
EXTRA
EXTRA
ADDITIVE
SUPER
SUPER
ADDITIVE
RALENTÍ
20,9
17,6
11,6
11,1
1500 RPM
76,2
58,6
63,9
40,1
2500 RPM
117,4
102,9
70,2
63,7
3500 RPM
158,9
122,4
121,5
71,2
Source: Prepared by the authors
The K1 vehicle, when tested, showed a 15% oscillation with traditional technology, as a result
of using additive and higher octane fuels, a lower vibration reduction than expected was
observed, being at the forefront and giving us moderately acceptable results.
Figure 3. K1 vehicle tests
Within the vibration analysis of the minimum idling value of K1, a value of 20.9 (m. sˆ2) is
observed in extra gasoline and a value of 11.6 (m. sˆ2) in super gasoline, which presents a data
of 9.3% in favor of super gasoline.
In the 3500RPM maximum value vibration analysis of K1, a value of 158.9 (m. sˆ2) was identified
in extra gasoline and a value of 121.5 (m. sˆ2) in super gasoline, which presents a data of 37.4%
in favor of super gasoline.
For the vibration analysis of the minimum idling value of K1, of extra gasoline with additive
presents a value of 17.6(m. sˆ2) and with super gasoline with additive a value of 11.1 (m. sˆ2),
which presents that there is a minimum idling vibration value of 6.5% in favor of super gasoline
with additive.
In the vibration analysis of 3500RPM maximum value of K1, it is analyzed in extra gasoline with
additive with a value of 122.4 (m. sˆ2) and in super gasoline with additive with a value of 71.2 (m.
sˆ2), which presents a data of 51.2% in favor of super gasoline with additive, value of 11.4 (m.
20,9
17,6
11,6
11,1
76,2
58,6
63,9
40,1
117,4
102,9
70,2
63,7
158,9
122,4
121,5
71,2
0
20
40
60
80
100
120
140
160
180
EXTRA EXTRA ADITIVO SUPER SUPER ADITIVO
VALUE IN M/Sˆ2
TESTS PERFORMED
RELENTIN 1500 RPM 2500 RPM 3500 RPM
RALEN
TI
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sˆ2), which presents that there is a minimum value of vibrations in idling of 2.9% in favor of super
gasoline with additive.
In the 3500RPM maximum value vibration analysis of K1, it was recognized in extra gasoline with
additive with a value of 122.7 (m. sˆ2) and in super gasoline with additive with a value of 100.7
(m. sˆ2), which presents a data of 22% in favor of super gasoline with additive.
Comparison of results
Table 9. Tests at 3500 RPM
VEHICLE
EXTRA
EXTRA-
ADDITIVE
SUPER
SUPER-
ADDITIVE
A1
115,4
103,5
101,8
91,9
J1
165,6
122,7
130,3
100,7
K1
158,9
122,4
121,5
71,2
Figure 4. Tests at 3500 RPM
Analysis tests at 3500 RPM
In the vibration analysis of 3500RPM value, vibrations were identified in extra gasoline with a
value of A1= 111.5 (m. sˆ2) and in super gasoline with a value of A1= 101.8 (m. sˆ2), which
presents a data of 9.7% in favor of super gasoline, with a lower level of vibrations.
In the vibration analysis of 3500RPM value, vibrations were determined in extra gasoline with a
value of J1= 165.6 (m. sˆ2) and in super gasoline with a value of J1= 130.3 (m. sˆ2), which presents
a data of 35.3% in favor of super gasoline, with a lower level of vibrations.
In the vibration analysis of 3500RPM value, vibrations were recorded in extra gasoline with a
value of K1= 158.9 (m. sˆ2) and in super gasoline with a value of K1= 121.5 (m. sˆ2), which
presents a data of 37, 4% in favor of super gasoline, with a lower level of vibrations.
Based on the data obtained at 3500 RPM, the vehicle with the lowest vibration index is A1 with
9.7%.
115,4
165,6
122,7
130,3
100,7
158,9
122,4
121,5
71,2
0
20
40
60
80
100
120
140
160
180
EXTRA EXTRA ADITIVO SUPER SUPER ADITIVO
DATA
FUELS
A1 J1 K1
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Based on the data obtained at 3500 RPM, the vehicle with the highest vibration index is K1 with
37.4%.
In the vibration analysis of 3500RPM value, vibrations are identified in extra gasoline with additive
with a value of A1= 103.5 (m. sˆ2) and in super gasoline with additive with a value of A1= 91.9
(m. sˆ2), which presents a data of 12.4% in favor of super gasoline with additive, with a lower
level of vibrations.
In the vibration analysis of 3500RPM value, vibrations are determined in extra gasoline with
additive, with a value of J1= 122.7 (m. sˆ2) and in super gasoline with additive, with a value of
J1= 100.7 (m. sˆ2), which presents a data of 22% in favor of super gasoline with additive, with a
lower level of vibrations.
In the vibration analysis of 3500RPM value, vibrations are recognized in extra gasoline with
additive, with a value of K1= 122.4 (m. sˆ2) and in super gasoline with additive, with a value of
K1= 71.2 (m. sˆ2), which presents a data of 50.3% in favor of super gasoline with additive, with
a lower level of vibrations.
Based on the data obtained at 3500 RPM with additive it is distinguished that the vehicle with
the lowest vibration index is A1 with 12.4%.
Based on the data obtained at 3500 RPM with additive, the vehicle with the highest vibration
index is K1 with 50.3%.
CONCLUSIONS
Within the analysis of the problem it has been possible to recognize which are the main
parameters that create considerable vibrations in the study vehicles, for which it was necessary
to have appropriate materials that allow to have an adequate reading to be able to identify how
the additive is a component that allows to reduce vibrations and improve the process of the
vehicle start-up.
In conclusion, it is identified that the vehicle with the lowest vibration index is the A1, since it
presents a considerable reduction of 27%, being a transcendental factor the type of engine,
cylinders and above all the total burning of fuels at the time of the combustion process, resulting
in less wear in the internal and external parts of the engine.
In summary, vehicle K1 is the one that presents high vibrations in consideration of vehicle A1
and J1, which shows that, despite the use of additives in the mixture of extra and super gasoline,
it will pass almost imperceptibly in the engine start-up in the context of vibrations.
In the vibration analysis of maximum value of 3500RPM of A1, it is identified in extra gasoline
with additive with a value of 103.5 (m. sˆ2) and in super gasoline with additive with a value of
91.9 (m. sˆ2), which presents a data of 11.6% in favor of super gasoline with additive.
In the 3500RPM maximum value vibration analysis of J1, it is identified in extra gasoline with
additive with a value of 122.7 (m. sˆ2) and in super gasoline with additive with a value of 100.7
(m. sˆ2), which presents a data of 22% in favor of super gasoline with additive.
In the 3500RPM maximum value vibration analysis of K1, it is identified in extra gasoline with
additive with a value of 122.4 (m. sˆ2) and in super gasoline with additive with a value of 71.2 (m.
sˆ2), which presents a data of 51.2% in favor of super gasoline with additive.
REFERENCES
Albarracín, Á., & Huiñisaca, J. (2015). Study using the Vibration Technique of the Effects of Pressure
Variation in the Fuel Rail on the Combustion of a CRDi Engine Model Hyundai Santa Fe]é 2.0.
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91
Retrieved from Repositorio Universidad Politécnica Salesiana Sede Cuenca:
https://dspace.ups.edu.ec/bitstream/123456789/7714/1/UPS-CT004579.pdf
Cardenas, P., Cevallos, A., & Moyano, J. (2017). Vibration analysis in internal combustion engines by
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https://repositorio.uide.edu.ec/bitstream/37000/2187/1/T-UIDE-1596.pdf
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Criollo, O., & Matute, H. (2015). Combustion Failure Diagnosis for Diesel Reciprocating Internal
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Salesiana: https://dspace.ups.edu.ec/handle/123456789/6288
Cueva, G. (2019). Study of the Emissions of a Diesel Engine in Relation to the Variation of the
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