-
Engine Testing and Instrumentation 1
Diesel Engines
-
Engine Testing and Instrumentation 2
The Diesel Engine
• Invented by Dr. Rudolph Diesel (1893).• Inject fuel to highly compressed air, where it ignites.
-
Engine Testing and Instrumentation 3
Diesel Emissions
• CO2, H2O• CO• unburnt hydrocarbons• nitrogen oxides (NOx)• particulates (carbon and polyaromatics)• sulphur oxides• noise
-
Engine Testing and Instrumentation 4
Diesel vs. Gasoline
Emission Type Diesel
Hydrocarbons Advantage
Carbon Monoxide Advantage
Carbon Dioxide Advantage
Nitrogen Oxides Disadvantage
Particulate Matter Disadvantage??
-
Engine Testing and Instrumentation 5
Diesel vs. Gasoline: EfficiencyDiesel vs. Gasoline: Efficiency
-
Engine Testing and Instrumentation 6
Diesel Exhaust Aftertreatment
• Lean NOx catalyst (LNC)– rather inefficient, with almost no NOx reduction activity.
• Continuously Regenerating Trap (CRT)– Incorporating a wall flow filter
• Selective Catalytic Reduction (SCR)– NOx + NH3 (inject reductant to exhaust gas, i.e. urea)
• Lean NOx trap (LNT)– NOx adsorbed under normal conditions and later reduced by a short fuel
rich pulse.
-
Engine Testing and Instrumentation 7
NOx Reduction: SCR
• Urea Selective Catalytic Reduction (SCR)Urea hydrolysed to ammoniaNOx + NH3 = N2 (inject reductant to exhaust gas, i.e. urea)Requires i) new infra-structure
ii) anti-tamper measures
• Hydrocarbon Selective Catalytic Reduction (SCR)Somewhat reduces the efficiency of Diesel
-
Engine Testing and Instrumentation 8
Selective Catalytic Reduction
• Reduce NOX with NH3 or CO(NH2)2 over a catalyst
• Selective Reactions– 4NH3 + 6NO → 5N2 + 6H2O– 4NH3 + 4NO + O2 → 4N2 + 6H2O– 8NH3 + 6NO2 → 7N2 + 12H2O– 4NH3 + 2NO2 + O2 → 3N2 + 6H2O– 2NH3 + NO + NO2 → 2N2 + 3H2O
-
Engine Testing and Instrumentation 9
SCR: Problems
• Need separate reductant
• NH3 slip
• Unselective Reactions– 2NH3 + 2O2 → N2O + 3H2O : N2O is a pollutant– 4NH3 + 3O2 → 2N2 + 6H2O : Wastes NH3– 4NH3 + 5O2 → 4NO + 6H2O : Produces NO
• Explosive NH4NO3 produced at low temp (
-
Engine Testing and Instrumentation 10
Urea SCR System for Mobile ApplicationsUrea SCR System for Mobile Applications
-
Engine Testing and Instrumentation 11
NOx Reduction: Lean NOX Traps (LNT)
• Store NOX under normal running conditions (Lean)– NO + ½O2 → NO2 over Pt catalyst– BaCO3 + 2NO2 + ½O2 → Ba(NO3)2 + CO2
• Periodic regeneration under rich conditions– CO/HC/H2 + Ba(NO3)2 → BaCO3 + NOX– NO + CO → ½N2 +CO2 over Rh catalyst
• Problems– SOX trapped more strongly than NOX– Regeneration results in fuel penalty– Engine design is technically difficult
-
Engine Testing and Instrumentation 12
NOx Reduction: LNT
NOx Storage - Lean
NOx Release - Rich
NOx Reduction - Rich
-
Engine Testing and Instrumentation 13
Introduction to Particulates
20 40 60 80 100 120
1E11
1E12
1E13
1E14
Speed (km hr-1)
Num
ber E
mitt
ed (k
m-1)
Gasoline
Diesel
020406080100120140160 Mass E
mitted (m
g km-1)
-
Engine Testing and Instrumentation 14
Diesel Particulate: Health EffectsDiesel Particulate: Health Effects
-
Engine Testing and Instrumentation 15
Wall-Flow Filters
Current Technology
-
Engine Testing and Instrumentation 16
Temperature at which NO2 and O2 Combust Soot
0
5E-12
1E-11
1.5E-11
2E-11
2.5E-11
0 100 200 300 400 500 600 700Temperature (°C)
CO
2In
tens
ity
O2NO2
-
Engine Testing and Instrumentation 17
Continuously Regenerating Trap Schematic
NO + O2 = NO2 PM + NO2 = NO + CO/CO2
-
Engine Testing and Instrumentation 18
-
Engine Testing and Instrumentation 19
JM’s MacRobert Award Winner 2000
Exhaust OutExhaust Out
Exhaust InExhaust In
PtPt--Based Oxidation CatalystBased Oxidation CatalystHoneycomb FilterHoneycomb Filter
Continuously Regenerating Diesel Particulate Filter
-
Engine Testing and Instrumentation 20
Effect of CRT
HC(g/kWh)
CO(g/kWh)
NOx(g/kWh)
PM(g/kWh)
Engine out 0.162 0.989 7.018 0.163
Engine + CRT 0.003 0.002 6.874 0.008
Euro IV targets 0.460 1.500 3.500 0.020
*
* meets Euro I standards
-
Engine Testing and Instrumentation 21
Other Filter Technologies
• Catalysed DPF or Catalysed Soot Filter (CSF)– Oxidation catalyst supported on a filter– NO2 converted to NO during soot oxidation can be reoxidised to NO2
• Catalysed CRT– Consists of a standard CRT system (oxicat + filter), with oxidation catalyst
added to the filter component
• Diesel Particulate-NOx Reduction (DPNR) [Toyota]– LNT supported on a filter
• PSA filter system [Peugeot]– Uses a fuel additive (ceria) to lower the soot oxidation temperature
-
Engine Testing and Instrumentation 22
India Mumbai Transit (BEST) Hino Engine Bus with CRT
-
Engine Testing and Instrumentation 23
India Mumbai Transit (BEST) Hino Engine Bus with CRT
-
Engine Testing and Instrumentation 24
CRT™ on Ralphs Grocery Truck – DDC Ser. 60
-
Engine Testing and Instrumentation 25
CRT™ on Ralphs Grocery Truck - Ser. 60
-
Engine Testing and Instrumentation 26
Off-road Construction - CAT 824 Dozer with CRT
-
Engine Testing and Instrumentation 27
SCRTTM Concept
CRTTM System 2 x SCR Catalysts +1 x Pt Clean-up Catalyst
Urea Injector
FLOW
NOx(g/kWh)
PM(g/kWh)
Engine out 6.9 0.16
Engine + SCRT 0.95 0.008
Euro V targets 2.00 0.02
* 12 litre turbocharged (310 kW)
-
Engine Testing and Instrumentation 28
50 Gallon Urea Tank with IntegratedSteps
CRT
Oval SCR
Exhaust Pipe
SCRT System Configuration
-
Engine Testing and Instrumentation 29
Truck with SCRT System Installed
-
Engine Testing and Instrumentation 30
After-treatment for Light-duty Diesels/GDI
LNT
• HC conversion
• CO conversion
• NO2generation
• NOxReduction
CRT
• PM conversion
-
Engine Testing and Instrumentation 31
Meeting 2005 HDD Standards
NOx (g/kWh)
PM (g/kWh)
2 64 108
0.05
0.08
0.02
Starting point
EUIVEUV
1
2
CRT
Cooled EGR
-
Engine Testing and Instrumentation 32
Meeting 2008 HDD Standards
NOx (g/kWh)
PM (g/kWh)
2 64 108
0.05
0.08
0.02
Starting point
EUIVEUV
1
SCRTTM
-
Engine Testing and Instrumentation 33
Status of Emissions Control for vehicles
• Advanced emission control systems for ICE’s can help substantially. They are needed now and for the next 50 years
• State-of–the art emissions technology can reduce emissions to very low levels in all vehicle classes
• Increasing numbers of vehicles and congestion undo the good effects in urban areas
• The only good level for pollutants is zero ie. don’t produce them in the first place.
-
Engine Testing and Instrumentation 34
WESTERN EUROPE Historical & Forecast Diesel Passenger Car Sales & Market Penetration to 2006
0
1,000,000
2,000,000
3,000,000
4,000,000
5,000,000
6,000,000
7,000,000
8,000,000
9,000,000
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
Die
sel S
ales
Vol
ume
0%
10%
20%
30%
40%
50%
60%
Die
sel P
enet
ratio
n
SOURCE data from Schmidt's Diesel CarProspects to 2006
Diesel Car Sales
Forecast Diesel Car Sales
Diesel Penetration Introduction of Common Rail Technology
Recession in Europe
WorldRecession
2nd OilCrisis
$24 $20$57 $37 $15$22 Crude Oil Price (1995$/barrel)$44
Diesel Passenger Car Sales
• Diesel road-car penetration is increasing rapidly
-
Engine Testing and Instrumentation 35
Demands for higher performance
2006 Prediction
Segment StyleRating(kW)
Torque(Nm)
NVH1-10 Engine Map
Eco 45 150 4Main 55 200 5Eco 55 200 5Main 70 220 6
Premium 100 300 6Eco 70 220 6Main 75 255 7
Premium 100 290 6Sports 100 290 5
MPV - Eco 75 225 6MPV - Main 100 290 7
Eco 90 340 7Main 105 370 7
Premium 125 390 8Sports 125 390 7
MPV - Main 105 370 8MPV - Premium 125 390 8
Main 125 390 9Premium 150 450 10Sports 150 450 10
Premium 150 450 10Sports 200 600 10
Luxury Premium 200 / 280 600 / 650 10Sports cars/coupes Sports 280 650 9
Main 100 290 7Premium 125 / 200 390 / 600 8
Main 100 290 9Premium 125 / 150 390 / 450 10
Mini-buses Main 125 390 7Utility Main 125 390 6
40 55 70 85 100 115 130 145 160 175 190 205 220 235 250 265 280Rating (kW)
Near-Executive
Executive
Sports Utilities 4x4
People Carriers
Basic
Small
Lower-medium
Upper-medium
0.9 L3
1.2 L4
1.6 L4
2.0 L5
2.0 L5
2.4 V6
3.2 V8
2.4 V6
3.2 V8
4.8 V10/V12
1.6 L4
1.2 L4
1.6 L41.2 L4
1.6 L4
1.6 L4
1.6 L4
1.6 L42.0 L5
2.0 L5
-
Engine Testing and Instrumentation 36
Premium Diesel Engines
Mercedes 4.0l DieselV8184kW (46kW/l)560Nm (140N.m/l)S Class, G Wagon, MLProduction 19993000 units/year
Audi 3.3l DieselV8165kW (49.6kW/l)480Nm (144N.m/l)A8Production 20001000 units/year
BMW 3.9l DieselV8175kW (44.9kW/l)560Nm (144N.m/l)7 SeriesProduction 19993000 units/year
-
Engine Testing and Instrumentation 37
Premium Diesel Engines
• VW 5.0l• V10• 230kW (46.7kW/l) @ 4000 rpm• 750Nm (152N.m/l) @ 2000 rpm• Production 2003• 18.5:1 compression ratio• Reinforced Aluminium Block• Balancer Shafts
-
Engine Testing and Instrumentation 38
Diesel Market Conclusions
• The diesel passenger car market is a dynamic market that is being driven by new technologies
• Consumers are looking for cars that are good to drive• Opportunities to increase market share with latest generation products
– Broaden diesel coverage to all segments• eg a diesel GT? (BMW now have first diesel coupe)
– Update engine ranges using latest technology• Increase specific and absolute power levels to remain competitive
– Ensure diesel vehicles have best possible NVH and driving characteristics• Diesel passenger cars expected to be 50% of car sales by 2005
-
Engine Testing and Instrumentation 39
• Why is motorsport attractive?– Speed– Noise– Danger/risk– Competition– Team spirit– Technology
• Today’s challenge…….– Equating excitement with energy-efficient image
• A possible solution…….– Diesel racing?
Can Motorsport be Energy-Efficient?
– Human skill/bravery– Celebrities– Social grouping or
common interest– Association
-
Engine Testing and Instrumentation 40
Diesel Motorsport History
• Historical track record– Cummins entry at Indy 500 in 1931 –
other Indy entries in the 1950s– Diesel entries at Le Mans in 1949, 1950
& 1951– Diesels raced by Volvo, VW, BMW in
recent rally and endurance events– ACO set new regulations for diesel
LMP900 class in 2004
-
Engine Testing and Instrumentation 41
Some Recent Race Successes
• VW
– 1996 – first entered 2 Golfs in endurance events
– 1997 – 1st victory for a diesel at Vallelunga 6 h race, winning by 8 laps with 2.3 litre 5 cyl Golf
– 1998 – first and second places at Vallelunga
– 1999 – 1st at Vallelunga - 2nd in Manx International Rally
– 2003 – 1st & 2nd in class with VW Tarek in Rallye Telefonica Dakar
• BMW
– 1998 – first diesel victory at Nurburgring 24h with 320d
-
Engine Testing and Instrumentation 42
Diesel Motorsport in the UK
• The work of the UK MIA and Energy Efficient Motor Sport (EEMS)• EEMS initiative started Jan 2002
– Areas explored• Short term and longer term
– Short term concentrated on Diesel– Longer term on alternative fuels and powertrains
– UK DTI Competitiveness Panel• Diesel options being considered
-
Engine Testing and Instrumentation 43
Classes for Diesel Racing
• Le Mans • GT• Rally• Touring Car• One-make Series
-
Engine Testing and Instrumentation 44
Le Mans
• Immense history– Started in 1923
• Traditionally the showground for premium brands– Ferrari, Jaguar, Bentley, Audi, Porsche
• Large audience– 200,000 spectators– Television coverage in 160 countries
• Tangible benefit of competing ...
"The Audi brand continues to grow in North America, thanks in part of unique product offerings and our motorsport activities. Audi, as well as our competitors BMW and Mercedes, have fine-tuned their brand images in North America with motorsport participation. Proof of the brand performing on the track lends itself to performance in the showroom as well. We have seen the excitement from Audi owners and especially our dealer body that witness the rewards of racing everyday with increased showroom traffic."
-
Engine Testing and Instrumentation 45
2004 ACO Diesel Regulations
• 2004 ACO regulations now published• Diesels only allowed in LMP 1 (former LMP 900 class)• 4 to 5.5 litre capacity• No change in fuel tank size• “The engine must not produce visible exhaust emissions under race conditions”• Conformity by airflow restriction (currently the ACO’s preferred method):
• Restrictor (single 55.9 or twin 39.9 for all capacities – 50% larger than equivalent gasoline class)
• Boost pressure limit (varies with capacity from 3.87bar for 4 litre down to 2.94 bar for 5.5 litre)
-
Engine Testing and Instrumentation 46
Performance Issues
• Diesel engine must be able to compete on top speed with the “equivalent” gasoline engineand hence produce the same power
• Will be highly boosted– Greater inter-cooling area
required• Powertrain will be heavier (so
carry less ballast)– Less optimum weight
distribution• Transmission capacity
• More fuel efficient – Less fuelling stops
• Torque characteristics– Better driveability
Merits De-Merits?
-
Engine Testing and Instrumentation 47
LMP900 Diesel Concept
• Ricardo concept 600bhp diesel engine vs a current 600bhp LMP900 gasoline engine
– 2x32.4mm restrictors on gasoline engine– 2x39.9mm restrictors on diesel engine
0
200
400
600
800
1000
1200
1400
0 1000 2000 3000 4000 5000 6000 7000 8000 9000
Engine Speed /(rev/min)
Torq
ue /(
Nm
)
100
200
300
400
500
600
700
800
Pow
er /(
hp)
Gasoline TorqueDiesel TorqueGasoline PowerDiesel Power
-
Engine Testing and Instrumentation 48
Alternative LMP900 V10 Diesel
• Conversion of existing race V10 gasoline engine• Project started with Engine Developments Ltd• Design helped by no emission or cold-starting constraints or long-term durability
requirements • Smoke-free engine essential and can be achieved by Ricardo combustion system
design• Novel approach means running to high speed to restrict Pmax and save weight• …..but may be some compromises on:
– Fuel economy
-
Engine Testing and Instrumentation 49
V10 Conversion Judd V10
• All aluminium V10– Based on Judd V10 – 5 litres displacement – Diesel rating: 110hp/litre = 550hp
• Common rail fuel injection equipment– Twin high pressure pumps
• Compression ratio 15:1– Engine pre-heating to avoid start issues
• Maximum cylinder pressure capability up to 130bar• Max Boost pressures of 2.5bar absolute
– High efficiency single stage boosting system
-
Engine Testing and Instrumentation 50
GT• Closest to current production engines
– Marketing potential for premium diesel car
– First diesel coupe offered by BMW– Must produce > 400hp
• Minimum of 4 litres – probably a V8
• May need special dispensation likely to put engine in a suitable vehicle
-
Engine Testing and Instrumentation 51
Other Diesel Categories
• Rallying– High profile at top level WRC (and Super 1600)
• Touring cars– National or European level
• One make series– National or international– Can be closely regulated by manufacturer– F4000 diesel???
-
Engine Testing and Instrumentation 52
Benefits for OEM Why Diesel ?
• Raises profile of diesel products in strong European market• Supplements any existing racing image generally – wide choice of formulae to
target• New topic – hence keen interest – novelty attraction• High profile promotion of image worldwide – eg increasing diesel interests in
USA• Promotes company’s environmental conscience
-
Engine Testing and Instrumentation 53
Engine Testing
for Research and Development
- Heavy Duty Application -
-
Engine Testing and Instrumentation 54
Engine Testing
Requirements defined by legislation
14,40
0,02
0,1
0,15
0,36
1,1
5 7 9
Euro 0
Euro 1
Euro 2
Euro 3Euro Euro 4/II 4/I
2,0 3,50
US2007
Year EURO PM NOx1990 0 1,1* 14,41992 1 0,36 91995 2 0,15 72000 3 0,10 52005 4/I 0,02 3,52008 4/II 0,02 2
2007 US 0,01 0,5
Year EURO PM NOx1990 0 1,1* 14,41992 1 0,36 91995 2 0,15 72000 3 0,10 52005 4/I 0,02 3,52008 4/II 0,02 2
2007 US 0,01 0,5
Part
icle
[ g
/kW
h ]
NOx [ g/kWh ]
Development of legislation for Heavy Duty Engines in EuropeDevelopment of legislation for Heavy Duty Engines in Europe
-
Engine Testing and Instrumentation 55
European Stationary Cycle (ESC)
-
Engine Testing and Instrumentation 56
European Load Responce Cycle (ELR)
-
Engine Testing and Instrumentation 57
European Transient Cycle (ETC)
Engine Speed
Engine Torque
-
Engine Testing and Instrumentation 58
Engine TestingHeavy Duty Application
• Application packages for automatic
execution and evaluation of
emission tests ( EURO III, IV: ESC,
ELR, ETC, ISO 8178, EPA HDTC)
• Full Integration of Exhaust Gas Analyzer
and particulate measuring devices
-
Engine Testing and Instrumentation 59
Over view engine test stand
-
Engine Testing and Instrumentation 60
Engine TestingTypes of Dynamometers
Tandem
Hydraulic
Eddy Current
AsynchronousDYNAS
-
Engine Testing and Instrumentation 61
• Compact design
• High speed gradients
• Low wear and tear
• Robust, low-maintenance
• Torque measurement with flange
Dynamometer Series Dynas
-
Engine Testing and Instrumentation 62
Subsystem Dynamometer
-
Engine Testing and Instrumentation 63
Power Ranges for Diesel Commercial Vehicle Applications
Torque (Nm) Leistung (kW)
Speed (rpm) 2500 3000 3500 4000 4500200015001000500
250
500
750
1000
5000
4800
2400
1200
3600
600
1800
3000
4200
670
670 kW
4400 Nm
570 3200 Nm
570 kW
2100 Nm400400 kW
-
Engine Testing and Instrumentation 64
Torque Measuring Flange
• Dynamically correct measurement
• Bearingless flange with IR signal transmission
• Frequency output60kHz ± 20kHz
• High overloadcapability (5x)
• Accuracy class0.1%, optional 0.05%
• Temperature range 0...70°C,optional –25°...80°C
• Deviation < 0,1% / 10K,optional < 0,05% / 10K
-
Engine Testing and Instrumentation 65
Calibration of Torque Flange
• True torque calibration
• Measurement not influencedby mounting
• Electrical calibration check
-
Engine Testing and Instrumentation 66
Inverter Configurationfor Engine Test Stands
Mains Mainsinverter
Machinesinverter
Load
Dynamo-meter
M3~
PowerFilter
Current
Absorbing Driving
Mechanical Power
Absorbing Driving
Electrical Power
Absorbing Driving
Engine
-
Engine Testing and Instrumentation 67
Frequency Inverter
4-Quadrant Inverter Unit
Incomingsupply Power filter
Mainsinverter
Machinesinverter
Machinesconnector
• Energy-recoveringIGBT inverter
• Fast vector control
• Standard power filter for best compatibility (EMC)
• Numerous surveillance and protection devices (for machine, cooling van etc.)
-
Engine Testing and Instrumentation 68
Engine Testing Dynamometer and Engine Controller x-act
• Open standard interface to Automation Systems (CAN, Ethernet, RS 232)
• Variable Engine Control:- 0 ... 10V for mechanical throttle actuators- Electrical simulation of a pedal sensor- CAN Engine Interface including error detection
• Extensions (e.g. RLS) possible• Realtime Interface to Simulation Tools(MATLAB / SIMULINK)
• Drivers for AC, DC, Eddy current and Hydraulic Dynamometers. Tandem applications supported
• Optimized and approved control algorithmus• Remote Service
-
Engine Testing and Instrumentation
x-actDE – Engine Control Modes
Standard-Modes:• Idle: Idle• α / n: Engine: Throttle / Dyno: Speed• α / Md: Engine: Throttle / Dyno: Torque• α / Md(n): Engine: Throttle
Dyno: Md = a0 + a1*n + a2*n2 + I*dn/dt• Md / n: Engine: Torque / Dyno: Speed• n / Md: Engine: Speed / Dyno: Torque• n / Md(n): Engine: Speed / Dyno: Md(n)• X / n: Engine: user value X / Dyno: Speed• X / Md(n): Engine: user value X / Dyno: Md(n)• Start: starter control, starter simulation (AC)• Stop: engine stop sequence
RLS-Modes:• P / RLS Postion / Road load simulation• V / RLS Velocity / Road load simulation
-
Engine Testing and Instrumentation 70
Engine Testing Dynamometer and Engine Controller x-act
-
Engine Testing and Instrumentation 71
Engine Testing
Automation system x-mot
• PC-system with Windows-2000 operating system• multi-processor capable VME real time system• data base MS-ACCESS• evaluation with MS-EXCEL, ...
• up to 2000 channels (demand-/ actual values)• measuring rate 1 - 200 Hz/channel• powerful standard-I/O (analog/digital)• standard-driver for AK, SCPI, ASAM-protocols• standard-driver for special measuring systems
• CAN Bus -I/O module (max. 100Hz) formeasuring module for voltage, current, temperature (PT100, thermocoupler), pressure
• digital in/out, counter• parameters set by software• module diagnostic• CAN Bus interface (CAN open)
CAN-Bus
X-ACT
X-MOT600-system
CAN-I/O
-
Engine Testing and Instrumentation 72
x-mot- system structure
CANBus
CANBus
RS232
-
Engine Testing and Instrumentation 73
Software structur x-mot
Dec..CAN-I/O module
ASAM-ODS
ASAM-GDI*
CAN-Bus
High levelInterface
AK
RK512
ProfibusL2-DP *
ODBDDE
X-ONE-software platform
Test run- measurement- controlling- recording- displaying/reporting- monitoring- calculating
Test standconfiguration- configuration of.. periphery.. Channels
Systemconfiguration- projects- access rights
Testpreperation- edit/print.. demand values.. limits.. Visualization
Testresults- select- print- display- export- calculate
test dataExportVEGAcalibration
Enginecontrol unit
Ext. Datameasurement
Dec..Measuring modules D
Specialmeasuring system
EvaluationEXCEL
Test standcontrol PLC
EvaluationUNIPLOT
ACCESS-data baseWINDOWS2000
ASAM-ACI(ATF)
Serialsystem spec.Protocols
-
Engine Testing and Instrumentation 74
ASAM / x-mot Integration
-
Engine Testing and Instrumentation 75
Test Data Management
-
Engine Testing and Instrumentation 76
Operator interface
• visualization of all process data
• configurable process visualization
• control via mouse and hotkeys
• message system for events
• controllable by test shedule
• monitoring limits gaded into the display objects
X-MOT
Load point
Actuel values
Test managerMenue and hotkey
-
Engine Testing and Instrumentation 77
Test shedule (steps, loops, conditions)
Program stepsfür each load pointdemand values,step time,subroutines,loops
Conditions for each step
-
Engine Testing and Instrumentation 78
Evaluation
• Easy access to selected test data• Structured test data archiving• Open for ASAM-ODS evaluation tools
-
Engine Testing and Instrumentation 79
Calibration System
• Special calibration tool at the test stand– Guided dialog to check and ajust all analoge inputs and devices
– Display of actual values before/after ajustment for each checking point
– Monitoring of maximum allowable measuring inaccuracy
– Logging all important data ( measuring value, unit, measuing point, worker name, date/time, frequency of checks, calibration reference, calibration regulation)
– Calibration logbook (who, when, what, was changed)
– Generating of a calibration identifier as a reference for the test report
– Generating of a calibration report/channel in Excel
– Structured archiving of the calibration results and logbook
– Expandable for a calibration management of an test field.
-
Engine Testing and Instrumentation 80
Calibration Tool (Dialog)
Diaplay of thecalibration dialog
Kalibrier-Tool
Struktur-Bereich1
For Help press F1 (Status)
Logbuch-Bereich
Status Datum/Uhrzeit Meldung Meßwert Benutzer Parameter
Dialog/Eingabe/Anzeige Bereich
Datei Bearbeiten Ansicht Extras Hilfe
Symbol-Leiste (Button)
Info 05.01.00 13:00 Login MaierInfo 05.01.00 13:17 Meßwert kalibriert T_Öl Maier
Prst005
T-ÖlT_KW_inT_KW_outp-Öl
CAN-I/O
Smoke
p-Abg
Struktur-Bereich2
Prst005
T-ÖlT_KW_inT_KW_outp-Öl
CAN-I/O
Konfiguration Prüfstand
Konfigurieren, abgleichender Prüfstandshardware mit der
Kalibrierkonfiguration
X-mot test standconfiguration
Calibration logbook
Window with all measuringchannels
Ajustment of the test stand configuration with the calibration structur
-
Engine Testing and Instrumentation 81
Universal Measuring Modules Type D
Universal Measuring ModulesUniversal Measuring ModulesType D (8 channels)Type D (8 channels)for the measurement of
.. pressures DP, .. temperatures DT,
.. voltages or currents DCV
Universal Measuring Amplifier Universal Measuring Amplifier Type LAM002 (8 channels)Type LAM002 (8 channels)
for the measurement of .. Temperatures*,
.. voltages or .. currents (e.g. pressure)
(* thermocoupler need LKK, max 7 channels)
• Signal processing near to the sensor > higher accurancy• Setup via software > more flexibility• Digital input filter > better quality of the input signals• Calibation data stored in the module > fast exchangeability
-
Engine Testing and Instrumentation 82
CAN I/O Modules
4 digital inputs
4 digital outputs
2 analog outputs 10V or 20mA
2 frequency counter 100kHz or pulse counter
Supply terminal block 24VDCCAN-coupler
- CANopen to 1MB/s
End terminal block
• Easy mounting in the cabinet
• Flexible and scalable
-
Engine Testing and Instrumentation 83
SCHENCK RICARDO HORIBA (SRH)Global Development with a Local Face
• More than 100 Software-Engineers available worldwide• Platform and all Automation System products developed and supported by SRH• Special applications built for local markets
=> best fit to market and client needs• Local support through local application engineers• Application know-how from Ricardo and HORIBA
– > Engine application knowledge– > Emission measuring knowledge– >Engineering/Project management/– Service knowledge
– >> already prepared for future requirements
-
Engine Testing and Instrumentation 84
HDD facility with CVS system
Dilution air filter rack
Exhaust inlet
Insulated primarydilution tunnel(insulation is option)
-
Engine Testing and Instrumentation 85
Multiple CFV´s
HDD CVS systems are now more likely to use multi-CFVDesign to give a wide variation in CVS flow rateand dilution.
A typical installation for suchA multiple CFV is shown here.
Such an arrangement would give 8 possible CVS flow rates.
Sample probes for bag samplesand other compounds areshown before the CFV section.
-
Engine Testing and Instrumentation 86
HDD CVS Components
CVS CalibrationFlow meter (LFE)
Heat exchanger
-
Engine Testing and Instrumentation 87
Secondary Tunnel and PM Filters
The smaller seconderydilution tunnel can be seen leading to theparticulate filters