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PRODUCT INFORMATION
P R O D U C T I N F O R M AT I O N T O R Q U E C U RV E S
CONTENTS
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
How a Torque Curve is Created . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
What the Torque Curve Means . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Changing the Torque Curve Shape . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
Transient Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Additional Information and Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
P R O D U C T I N F O R M AT I O N T O R Q U E C U RV E S
TORQUE CURVES
Transient Performance
Summary
P R O D U C T I N F O R M AT I O N T O R Q U E C U RV E S
Rack Settings
For each constant rack position (such as might
be used by the rack stop) a certain torque speed
is obtained. The shape of this curve is
determined by several engine characteristics
including: injection pump efficiency, combustion
efficiency, breathing (or volumetric) efficiency,
friction. The shape of the curve is characteristic
of the given engine and can be changed.
For every rack setting there is a torque speed
curve. As with high idle settings, this means that
each engine actually has a whole family of
torque speed curves. This group of curves is
subject to various engine efficiencies and
operating conditions just like a single curve.
The operating map is created by superimposing
the two families of lines. The result is a grid of
the entire operating torque speed range of the
engines.
There are limits which dictate where an engine
can operate successfully. These include: speed,
smoke, temperature, etc.
TORQUE CURVE MAP
TORQUE
TORQUE
HIGH IDLE
SETTING
ENGINE RPM
Turbocharged Engines
ENGINE RPM
P R O D U C T I N F O R M AT I O N T O R Q U E C U RV E S
TORQUE
ENGINE RPM
TORQUE
RISE
BALANCE
POINT
OVERRUN
LOW
IDLE
HIGH
IDLE
ENGINE RPM
PEAK TORQUE
POINT
TORQUE
Torque rise
The speed at which the peak torque
occurs
Torque rise is generally expressed in percent
increase over rated torque at the balance point.
This torque rise is related to the diesels ability
to hang on under overload and is, therefore,
an important feature.
P R O D U C T I N F O R M AT I O N T O R Q U E C U RV E S
Load
P R O D U C T I N F O R M AT I O N T O R Q U E C U RV E S
Turbocharger
The turbocharger is also responsible for
some lag time in engine response. However,
two factors must be considered. First there is
generally excess air in the cylinder, more
combustion begins at once even before
the turbo speeds up. Full power will be
reached only after the turbocharger speed has
moved substantially toward its rated speed.
Second, the turbocharged engine generally
has less inertia or mass within its own
rotating parts than does a similarly rated,
naturally aspirated engine.
If these factors are considered, turbocharger
lag is not a problem on an engine which has
been properly matched by the turbo.
P R O D U C T I N F O R M AT I O N T O R Q U E C U RV E S
TRANSIENT PERFORMANCE
Transient performance is of interest in engine
application because, in rapidly changing
conditions, the engine does not exactly follow
the steady-state torque curve.
In theory, if the engine governor is wide open
and the engine is running at high idle as load is
added, it will slow down slightly with increased
torque until it reaches the balance point. Then
the engine will follow the lug part of the curve,
slowing down more as additional load is added
until the torque peak is reached. Here, of course,
any further load will stall the engine.
If the load is applied rapidly, something different
can occur. The engine output torque may
actually be less than the torque curve indicates.
At the same time, the high rotating energy of the
engine flywheel drive system is transferred to
the load in such as way that the load feels an
entirely different torque (at least momentarily).
This illustrates the advantage of the engine and
drive inertia in picking up loads when the engine
is operating at high idle. In this instance,
flywheel mass is good, but the operator must
also remember that, when the engine lugs down,
it must also speed back up before it can pick up
another load cycle. The engine must also carry
that same flywheel mass back up with it. If
response is critical, the excessive flywheel mass
may be a source of trouble.
P R O D U C T I N F O R M AT I O N T O R Q U E C U RV E S
TORQUE
REQUIREMENT
SPEED RPM
LOAD MAP
G
F E
D
C
TORQUE
B
A
ENGINE RPM
UNSTABLE
STABLE
TORQUE
VERY STABLE
ENGINE RPM
P R O D U C T I N F O R M AT I O N T O R Q U E C U RV E S
SUMMARY
Torque curves are useful tools by which the
engine can evaluate diesel engine performance.
They are influenced by design variables
which can be manipulated to obtain specific
characteristics in the engine. They can be
changed by governor setting and by special
torque spring devices in order to obtain special
characteristics.
11
LEKX6306
1996 Caterpillar Inc.