Chapter 3: Engine and Vehicle

Testing
BAE 517 - Lecture 3
Dynamometers
Four essential features
Means of controlling torque
Means of measuring torque
Means for measuring speed
Means for dissipating power
Fig. 3.1: Prony Brake Dynamometer
Eddy-Current Dynamometers
Eddy-Current Dyno Theory
Eddy-current dynamometers are comprised of a notched disc (rotor) and
magnetic poles (stators) around the periphery at a specified gap.
The coil which excites the magnetic pole is wound in a circumferential direction.
When a current runs through exciting coil, a magnetic flux loop is formed
around the exciting coil through stators and rotor.
The rotation of rotor produces density difference causing eddy-currents to flow
to stator.
The electromagnetic force is opposite the direction of rotation creating a brake.

Fuel Consumption Measurement
Volume-Based Flow Measurement
Mass-Based Flow Measurement
Important Note: CI engines have a
return line from the injectors to the tank
to handle leakage must account for the
return flow.
Return fuel is hot, and may cause problems
with supply fuel temperature control.
Return fuel mass flow measurement is easy
add a second container to the mass balance for
return fuel.
Fig. 3.2: Volumetric Flow Measurement
Rotameter variable
area flow meters with
float.
Rotameters must be
calibrated for fuel
viscosity.
Corrections for
temperature are
possible.
Mass Flow Measurement
Mass balance with beaker and feed
pump a bit cumbersome.
Diesel supply of sufficient quantity
for test run is suspended on load
cells. Load cells signals are
sampled and digitized periodically to
track fuel ues.
Air Consumption Measurement
Air-consumption limits ability of engine to
produce power important
measurement!
Orifice-style flow meters are used to
assess air flow rates.
Pressure drops across a calibrated orifice
is used to specify air-flow rate.
Caution -- pressure drop at orifice
reduces air flow to engine!
Combustion Data Acquisition
HDC head dead center (same as Top
Dead Center)
Crank rotation should be measured at a
resolution of 0.25
o
or better.
Piezoelectric pressure transducers are
installed in the cylinder require water
cooling, and high impedance.
Pressure reading must be logged at 57.6
kHz (0.25
o
increments) for an engine
operating at 2400 rpm.

P-V Diagrams
From the recorded crank position readings, cylinder
volume is calculated as,
( )
|
|
.
|

\
|
|
.
|

\
|
+ + =
2
sin 1 1 cos 1 u u
L
R
R
L
RA
V
RA
V
p
c
p
g
Where V
g
is the gas volume (cm
3
), V
c
is the clearnce
volume (cm
3
), R is the crank throw radius (cm), L is
the connecting rod length (cm), A
p
is the area of the
piston (cm
2
), and u is the crankshaft angle measured
from HDC.
Fig 3.3: Typical Data Acquisition System
Rate of Energy Release from Fuel
Instantaneous energy release from fuel can be
approximated using the following relationship,
u
u

u
u d
dQ
d
dV
p
d
dp
V
d
dQ
w

+
=
1
Where dQ/du is the rate of energy release (J/
o
), u is
the crankshaft angle measured from HDC, is the
ratio of specific heats (1.4 for air), and dQ
w
/du is the
rate of heat transfer to the cylinder walls.
This relationship has been found useful for reducing
NO
x
emission from diesel engines by timing the
injection rates.
Power Correction for Atmospheric Conditions
Power output varies with local atmospheric conditions.
SAE Standard J1349 provides an method for correcting
engine power to standard conditions. This approach
begins with the ideal gas law. Because , mass density, is
mass per unit volume,
RT
BP
V
M
= =
Where is the air mass density (kg/m
3
), M is mass
(kg), BP

is the barometric pressure (kPa), V is
volume (m
3
), R is the universal gas constant, and T
is absolute temperature (K).
Power Correction for Atmospheric Conditions
Rearranging the previous equation, the ratio of
densities becomes,
s o
o s
o
s
T BP
T BP
=

Where
s
is the air mass density at standard
conditions (kg/m
3
),
o
is the air mass density at
observed conditions (kg/m
3
), BP
s
is the barometric
pressure at standard conditions (kPa), BP
o
is the
barometric pressure at observed conditions (kPa), T
s

is absolute temperature at standard conditions (K),
and T
o
is absolute temperature at observed
conditions (K).
Power Correction Continued
Increased ambient air temperature reduces air
density. The engine also transfers heat to the air as
it enters thereby increasing the density, and
therefore the density change is not directly
proportional to T
-1
. The power correction factor for
SI engines is,
n
s
o
o
s
a
T
T
BP
BP
f
|
|
.
|

\
|
=
Where f
a
is the power correction factor, and n is an
exponent that takes on a value of 0.5 for naturally
aspirated SI engines.
Power Correction Continued
Theoretically, the correction factor is applied to
indicated power, and therefore,
( )
fo bo a fs bs
P P f P P + = +
However, because P
fs
is equal to P
fo
, the previous
equation can be rewritten as,
( ) 1 + =
a f bo a bs
f P P f P
Power Correction Continued
Because P
f
is often much smaller than P
b
, and because
f
a
is often close to 1, the last term of the previous
equation is dropped, and the correction is applied as,
bo a bs
P f P =
The choice of standard conditions is typically BP
s
=99 kPa and
T
s
= 298 K.
Power Correction Continued
The power correction for CI engines is somewhat
more complicated for example,
bo f
fm
bs
P f f P
a
=
Where f
a
is defined as,
n
o
m
o
a
T
BP
f
|
.
|

\
|
|
|
.
|

\
|
=
298
99
Power Correction Continued
From the previous slide,
f
f
is defined as,
|
|
.
|

\
|

|
|
.
|

\
|
|
.
|

\
|

+ =
f
f
SG
SG
f
v
142 . 0
945 . 0
850 . 0
7 . 0 1
Where SG is the specific gravity of the fuel, and v
f
is
the kinematic viscosity (mm
2
/s) of the fuel.
Special Note: For unit injectors, f
f
reduces to,

|
|
.
|

\
|
|
.
|

\
|

+ =
SG
SG
f
f
850 . 0
7 . 0 1
Table 3.1: Values for m and n.
Power Correction Continued
The fm exponent is as follows,

>
s s
s
=
65 2 . 1
65 2 . 37
036 . 0
2 . 37 2 . 0
r
q
f or
r
q
f or
r
q
r
q
f or
f
m
Where q is proportional to ISFC,

e e
N D
FX
q
670 , 16
=
Power Correction Continued
From the previous slide, F is fuel consumption (kg/h),
X is the stroke factor (1 for 2-cycle, 2 for 4-cycle).
The value of r is,






where p
b
is the turbocharger boost pressure.

+
=
turbo for
BP
p
natural for
r
o
boost
1
0 . 1
Homework Set No. 2
Do problems 3.2, 3.4, 3.6, 3.10,
3.12, 3.14 and 3.15 at the end of
Chapter 3 for next Tuesday.