2012

University of Sussex

Sunny Pawar

86612

[TESTING AND MODELING FOR

AUTOMOTIVE POWER SYSTEMS]

Testing and Modeling for Automotive Power Systems

2012

Contents

Introduction .................................................................................................................................... 2 Parameters calculated ................................................................................................................ 3 Measurements for Diesel Test cell......................................................................................... 4 Sources of Heat in the test cell ............................................................................................. 16 Ventilation airflow evaluation.............................................................................................. 17 Ventilation Layout ..................................................................................................................... 18 Products ......................................................................................................................................... 19 Test Cell Design........................................................................................................................... 30 Price quotation............................................................................................................................ 32 References..................................................................................................................................... 33

Testing and Modeling for Automotive Power Systems

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Introduction

A test cell is a collective arrangement of instrumentation, machinery and services working at the same time. As the need for maximum outcome of the fossil fuel usage has become increasingly crucial, extensive research is carried out in the development of internal combustion engines. Better technologies are installed in the engines after being extensively tested in test cells certifying the safety and reliability before introduced into production. Data is studied and compared to the previous or competing technologies. Manufacturers are forced to develop their engines in order to produce fewer emissions as the Euro legislations become more stringent progressively. Along with gasoline and diesel, companies have started opting for alternative fuels and hybrids in order to match the standards. This has led the engineers to research deeper in the engine technologies. This has also led the Test cell product manufacturers to create a solution for the new tests needed for various fuels and new parameters. The overall area of the test cell is divided between 3 parts Test Bed Area Control room area Storage area

Testing and Modeling for Automotive Power Systems

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Parameters calculated

In order to upgrade on the benchmark tables various parameters are calculated during the tests, Some of them are mentioned below. Brake Mean Effective Pressure. Exhaust Smoke and Other Emissions. Specific Fuel Consumption. Specific Power Output. Power and Mechanical Efficiency. Mean Effective Pressure and Torque. Specific Output. Volumetric Efficiency. Fuel-air Ratio. Specific Fuel Consumption.

Testing and Modeling for Automotive Power Systems

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Measurements for Diesel Test cell

Test cell 1 (Diesel Test cell)
The engine considered for the test cell is a 1.3 liter diesel engine used in 2012 Chevrolet Aveo sedan. The Specifications of the engine are as follows: [10] Capacity (CC) Net Power (KW) Maximum torque (Nm) Thermal efficiency (th) Air Fuel Ratio 1248 70 @ 4000 rpm 210 @ 1750 rpm 40% 20:1 Table 1 : Chevrolet Aveo Specifications [10] As the maximum torque generated by the engine is 210 Nm , is it essential for the chosen dynamometer to produce 30% more toque. This factor is used as a precaution. Therefore , Dynamometer toque = 210Nm * 1.3 =273 Nm Fuel Input: Thermal Efficiency (th) Fuel Input (H1) = 175 KW

Testing and Modeling for Automotive Power Systems Fuel Mass Flow rate: This can be calculated using the following formula. Power (P) = Mass of Fuel (mf) * Thermal Efficiency (th) * Calorific Value (cf) mf = 0.0043 Kg/sec Air Mass Flow Rate: As the considered AFR is 20:1 Ma can be calculated by Ma = mf * 20 Ma = 0.086 Kg/sec Specific Fuel Consumption: s.f.c = 0.21 Kg/Kw hr Steady Flow Energy Equation: H1 = P + (H2 H3) + Q1 + Q2 Where; H1 P H2 H3 = Energy from Fuel = Power Output = Heat in exhaust gas = Heat in Inlet Air

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Testing and Modeling for Automotive Power Systems Q1 Q2 = Heat Passed to Cooling water = Heat losses by Convection & Radiation / Unaccounted Losses

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Fuel Energy (H1) = mf * Cf H1 = 175 Kw Heat Lost in Exhaust (H2)

Assuming the exhaust temperature 1066 kelvins H2 = (mf + ma) * Cp * Te H2 = 86 Kw

Heat in Inlet Air (H3) Assuming the surrounding temperature 292 kelvin H3 = ma * Cp * Ta H3 = 25.11 Kw Heat to Cooling Water (Q1) 20% of the total heat is lost to the cooling water. Q1 = 35 kW

Energy Balance Sheet

Testing and Modeling for Automotive Power Systems In kW Fuel 175 % 100 Power Engine Cooling water Exhaust Gas Convection & Radiation Out kW 70 35 60.89 10

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% 40 20 34.7 5.71

Total

100

Total

100

Table 2 : energy balace Chevrolet aveo 1.3L diesel engine Specific Fuel Consumption s.f.c = 175 (kJ/s)/40600(kJ/kg) * 3600(s/h)/70(kW)= 0.22kg/kW Induction air flow = 70*0.22*20= 308kg/h Air Density= 1.2kg/m3 Air Flow = 256m3/h Fuel Flow = 70 * 0.22/ 0.9 = 17.1L/h Exhaust Flow = 308+17.1 = 325.1kg/h

Testing and Modeling for Automotive Power Systems

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The second engine considered for the test cell is a 6.3 liter Duramax Turbo diesel engine used in General Motors Silverado 2500 HD (2012). [3] Capacity (CC) Net Power (KW) Maximum torque (Nm) Thermal efficiency (th) Air Fuel Ratio 6.3 L 295 @ 4000 rpm 765 @ 1750 rpm 40% 20:1 Table 3 : Specifications of 6.3L Duramax engine. [3] Calculation of Torque: As per the precautionary standards it is ideal for the

dynamometer to achieve 30 % more torque than the maximum torque produced by the engine. Therefore, Tmax Dyno = 1.3 * 765 = 994.5 Nm Calculation of Fuel Input:

Thermal Efficiency (th) H1 = 739 KW Calculation of Fuel Mass Flow Rate:

Power (P) = Mass of Fuel (mf) * Thermal Efficiency (th) * Calorific Value (cf) mf = mf = 0.0182 kg/s

Testing and Modeling for Automotive Power Systems Air Flow Rate: As the assumed Air to Fuel Ratio is 20:1 ,

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Ma = 0.0182 * 20 = 0.364 kg/s Heat Balance Analysis: H1 = P + (H2 H3) + Q1 + Q2 H2 = (mf + ma) * Cp * Te H2 = 320.2 KW H3 = ma * Cp * Ta H3 = 106.2 KW Q1 = Heat Lost by Cooling Water is considered 20 % of Total Heat Q1 = 20% * H1 Q1 = 147.8 KW In kW Fuel 739.4 % 100 Power Heat to cooling water Heat to exhaust Convection & Radiation / Unaccounted Losses Total 100 Total 100 Table 4 : Heat Balance Table Out kW 295 147.8 214 81 % 39 20 28 11

Testing and Modeling for Automotive Power Systems Specific Fuel Consumption s.f.c = 739 (kJ/s)/40600(kJ/kg) * 3600(s/h)/295(kW)= 0.22kg/kW Induction air flow = 295*0.22*20= 1310kg/h Air Density= 1.2kg/m3 Air Flow = 1092m3/h Fuel Flow = 295 * 0.22/ 0.9 = 72.1L/h Exhaust Flow = 1310+72.1 = 1382.1kg/h

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Test Cell 2 (Gasoline)

The first engine considered for the test cell is a 1.6 liter Variable Timing Valve Train (VTVT) gasoline engine used in Hyundai Verna Fluidic (2012). [2] Capacity (CC) Net Power (KW) Maximum torque (Nm) Thermal efficiency (th) Air Fuel Ratio 1.6 L 90 @ 6300 rpm 260 @ 1900 rpm 30% 14.7:1 Table 5: Specifications of 6.3L Duramax engine. [2]

Calculation of Torque for Dynamometer:

As per the precautionary standards it is ideal for the dynamometer to achieve 30 % more torque than the maximum torque produced by the engine. Therefore,

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Testing and Modeling for Automotive Power Systems Tmax Dyno = 1.3 * 260 = 338 Nm Calculation of Fuel Input:

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Thermal Efficiency (th) H1 = 259.8 KW Calculation of Fuel Mass Flow Rate:

Power (P) = Mass of Fuel (mf) * Thermal Efficiency (th) * Calorific Value (cf) mf = mf = 0.0072 kg/s Air Flow Rate: It is assumed that the air to fuel ratio is stoichiometric in

order to calculate the optimum results. Ma = 0.0072 * 14.7 = 0.105 kg/s Heat Balance Analysis:

H1 = P + (H2 H3) + Q1 + Q2 H2 = (mf + ma) * Cp * Te H2 = 112.2 KW H3 = ma * Cp * Ta H3 = 30.66 KW Q1 = Heat Lost by Cooling Water is considered 20 % of Total Heat

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Testing and Modeling for Automotive Power Systems Q1 = 20% * H1 Q1 = 60.32 KW In kW Fuel 259.8 % 100 Power Heat to cooling water Heat to exhaust Convection & Radiation / Unaccounted Losses Total 100 Total Out kW 90.5 60.32 81.54 27.8

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% 34.83 23.2 31.3 10.7

100

Table 6 :Energy balance for 6.3L duramax engine Specific Fuel Consumption s.f.c = 259.8 (kJ/s)/41870(kJ/kg) * 3600(s/h)/90.5(kW)= 0.246kg/kW Induction air flow = 90.5*0.246*14.7= 328kg/h Air Density= 1.2kg/m3 Air Flow = 394m3/h Fuel Flow = 90.5 * 0.246/ 0.9 = 22.0L/h Exhaust Flow = 921+68.8 = 416.0kg/h

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Testing and Modeling for Automotive Power Systems

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The second engine considered for the test cell is a 3 liter V6 Supercharged petrol engine used in Jaguar XJ (2012). [1] Capacity (CC) Net Power (KW) Maximum torque (Nm) Thermal efficiency (th) Air Fuel Ratio 3.0 L 335 @ 5600 rpm 450 @ 2100 rpm 30% 14.7:1 Table 7: Specifications of 3.0L V6 Jaguar XJ engine [1] Calculation of Torque:

As per the precautionary standards it is ideal for the dynamometer to achieve 30 % more torque than the maximum torque produced by the engine. Therefore, Tmax Dyno = 1.3 * 450 = 585 Nm Calculation of Fuel Input:

Thermal Efficiency (th) H1 = 729 KW

Calculation of Fuel Mass Flow Rate: = Mass of Fuel (mf) * Thermal Efficiency (th) * Calorific Value (cf)

Power (P) mf =

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Testing and Modeling for Automotive Power Systems mf = 0.019 kg/s Air Flow Rate:

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It is assumed that the air to fuel ratio is stoichiometric in order to calculate the optimum results.

Ma = 0.019 * 14.7 = 0.279 kg/s Heat Balance Analysis:

H1 = P + (H2 H3) + Q1 + Q2 H2 = (mf + ma) * Cp * Te H2 = 298.3 KW H3 = ma * Cp * Ta H3 = 81.4 KW Q1 = Heat Lost by Cooling Water is considered 20 % of Total Heat Q1 = 20% * H1 Q1 = 165 KW

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Testing and Modeling for Automotive Power Systems In kW Fuel 729 % 100 Power Heat to cooling water Heat to exhaust Convection & Radiation / Unaccounted Losses Total 100 Total Out kW 248 165 216.9 99.5

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% 34 22.6 29.7 13.6

100

Table 8 Energy Balance for Jaguar Xj Specific Fuel Consumption s.f.c = 729 (kJ/s)/41870(kJ/kg) * 3600(s/h)/248(kW)= 0.25kg/kW Induction air flow = 248*0.25*14.7= 921kg/h Air Density= 1.2kg/m3 Air Flow = 767m3/h Fuel Flow = 248 * 0.25/ 0.9 = 68.8L/h Exhaust Flow = 921+68.8 = 989.8kg/h

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Testing and Modeling for Automotive Power Systems

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Ventilation
The primary need of an efficient ventilation and air conditioning system is to maintain the acceptable environment for testing. The constant energy flows within the test cell increase various difficulties for testing atmosphere. [9] Need for Ventilation system The working environment for a human is essential to comfortable. Ample amount of fresh air needs to be provided constantly for important and compulsory health regulations. Engines are tested under atmospheric pressure and temperatures to provide standard benchmarks. The temperature is supposed to be constant throughout various experiments unless needed.[9]

Sources of Heat in the test cell

Engine- Water cooled engines and their exhaust system excludes a maximum of 15% of the heat energy in the fuel to the test cell area. This is divided similarly between the convection and radiation. As seen in the energy balance calculations, 30% of the diesel engine power output contributes to this dissipation while the gasoline engines contribute 40%. Dynamometer- If the dynamometer water cooled such as hydraulic and eddy current, functions on medium temperature and are unlikely to lose heat above 5% of the total power input to the brake.[9]

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Testing and Modeling for Automotive Power Systems

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Ventilation airflow evaluation

An example using the mentioned 1.6 liter Hyundai Verna engine can be seen belowEngine 10% of the power output Exhaust manifold and tailpipe Dynamometer, 5% of power output Lights and services Forced draught fan Reduced loss due to cell wall conduction Total 25 kW 10 kW 15 kW 20 kW 5 kW 5 kW 70 kW Table 9 : Ventilation Airflow Evaluation

Energy Balance in the test Cell can be seen below In Fuel Ventilating fan power kW 260 5 Out Exhaust gas Engine cooling water Ventilation air Heat loss, walls and ceiling Electricity for cell services Total 30 295 Table 10 : Test cell energy balance Dynamometer cooling water kW 70 60 70 15 80 295

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Testing and Modeling for Automotive Power Systems

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The values for the input and output parameters match and the energy balance for the test cell is achieved. Although it is precautionary to obtain a ventilation system that has the total capacity at least 20% more than the given values. Therefore, 1.20 * 295 = 354 kW.

Ventilation Layout
In and out ducts can be arranged into different positions. The chose layout is an inlet duct placed above the test bed allowing direct and efficient cooling and an outlet duct placed on the lower area making the test cell temperature to be flexible for various conditions needed.[9]

Air ventilation Control system is placed to allow the speed of fan to increase and decrease as per the needs. When the operator is inside the test cell along with the engine switched off, the fan will run at low speeds maintaining the ambience. When the engine is switched on , the fan speed will increase to dissipate the heat as soon as possible.

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Testing and Modeling for Automotive Power Systems

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Products
Dynamometer-The most crucial factor in designing a test cell is the type of dynamometer to

be used. Following is the comparison table for widely used dynamometers in the market today for automotive engines ranging from 50 kW to 500 kW. [9] Type of Dynamometer Hydraulic Bolt on hydraulic Advantages Suitable for high speeds Low cost and Disadvantages Poor low speed performance accuracy compared and to

minimal Inefficient measuring

installation required D.C electrical

fixed base machines Highly efficient in rapid load Very expensive. Rotational changes. Computer control inertia is high. comply accurately. Cooling water not required. A.C electrical Similar to D.C along with the Highly expensive. Problems advantage inertia. Eddy current Rapid load changes are No motoring facility. could not of the lower of clogging are possible.

efficiently done. Computer Overload control is simple. Not sustained.

complicated and robust. Low inertia. Cost is low.

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Testing and Modeling for Automotive Power Systems

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As a result after comparing the factors such as cost , less complicated , automated controls, and rapid load changes for dynamic and steady state tests , Eddy Current dynamometers are chosen for Test Cell 1 and Test Cell 2.

Taylor Dynamometer DE 400 [4] Specification: Water cooled eddy current dynamometer. Maximum power capacity: 536 hp (400KW). Maximum torque capacity: 1,476 ft.lbs (2,000 Nm). Maximum speed capacity: 8,000 RPM. Water use: 74 GPM (208L/S). Kerb weight: 1,620 Kg. It also can be used for both petrol and diesel engines. Cost 38000 GBP [4]

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Testing and Modeling for Automotive Power Systems

Driveshaft

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Maximum recommended continuous torque 1898Nm with no angular misalignment and 2deg 1deg slope.

Minimum elastic limit= 4400 lbs (5966 Kg),

represents the maximum torque load the universal joint will transmit instantaneously without brinelling bearings ro yield in any part. Maximum allowable speed 6500 RPM. Dynamically balanced. Kerb weight = 36lbs (16kg).

It can also be used for both petrol and diesel engines. This driveshaft has been selected on the following criterias: After establishing the torque characteristics and speed range Taylor 1310 driveshaft

is capable to run on load throughout the speed ranges. The driveshaft stress limit is adequate to withstand the maximum engine load

exerted on it. The compatibility of the driveshaft is high as the dynamometer is also produced by

the same manufacturer. Therefore the alignment of the driveshaft to the dynamometer is highly accurate.

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Testing and Modeling for Automotive Power Systems Driveshaft Guard

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A driveshaft guard needs to be installed to completely cover driveshaft and the couplings in order to provide safety inside the test cell. Taylor Air flow meter

The Taylor air flow meter is designed to work with the dynpro data actuations and control system. This meter measures the amount of intake air consumed by the engine. Using the pitot principle to measure the total and static pressure components of air flow, the pressure sensing ports sense the impact pressure of the approaching air stream allowing the transmitter to determine the volumetric flow of air. With the ports positioned at designed angles the meter assures accurate measurement of the sensed airflow rate and eliminates the need for an air flow straightener upstream.

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Testing and Modeling for Automotive Power Systems

Electronic throttle control

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Electronic throttle control [7] The interface directly connects engine harness without interfering with the engine controller. The electronic engine throttle interface module is designed for use on both petrol and diesel engines. The interface utilizes a reference voltage and ground from the engine for operation. The control signal from the Dynprosystem adjusts the throttle controller output proportionally. Current and frequency throttle options are also available.[7]

Test Command center : Test cell command center is designed to provide a single point of connection and control for all of your basic test cell support functions. This is a stand-alone system that consolidates your test cell control requirements, such as water systems and HVAC systems. For complete test cell automation, the command center can be connected to the control system.

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Testing and Modeling for Automotive Power Systems

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Test command center It can control eight digital devices and two simple analog devices. Water recirculation system:It is an important parameter to maintain the heat in the eddy current dynamometer by stabilizing the coolants temperature to the desired level. Heat is let in the surrounding air in the form of vapor. This prevents the overheating of the dynamometer and provides a long life of usage.

Water recirculation system

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Testing and Modeling for Automotive Power Systems

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It includes, water recirculating system command and control center, pumps and motors, evaporative cooling tower, chiller, heat exchanger or radiator.

Exhaust gas analyzer

Cambustion HFR 500 [8] Accurate measurement of exhaust emissions brings valuable insights into engine

operation, and assists calibration engineers in reducing the engine out emissions. This can assist in emissions compliance while reducing after-treatment costs. [8] The fast FID (sometimes known as an fFID) is carefully designed and calibrated to

be linear to well above misfire HC levels (e.g. 42,000 ppm C3for a complete stoichiometric misfire in a gasoline engine) so that accurate concentrations during these important events can be recorded. [8]

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Testing and Modeling for Automotive Power Systems

Fuel Measurement Unit:

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Fuel measurement unit The fuel measurement unit is a gravimetric type system and requires the Dynpro

data acquisition and control system for operation. These system accurately measures the weight of the fuel in a beaker and calculate the rate od=f fuel consumption by continuously analyzing the weight of the beaker is self-filling and will automatically maintain the minimum and maximum amounts of fuel in the beaker. All units include a chiller to cool the return fuel and maintain a beaker temperature

of 100 deg F.

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Testing and Modeling for Automotive Power Systems Engine Starter

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As the Eddy current dynamometers are not self-started, it requires an engine starter unit to be attached.

Charge air cooler:

Fig 15: Charge air cooler[1]. Charge air cooler is also known as intercooler is an air to air heat exchange device

used on a turbo diesel engine to improve the volumetric efficiency of the engine. It removes the heat from the air in the isobaric process. Lowering the intake charge temperature also

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Testing and Modeling for Automotive Power Systems

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protects the pre-detonation (knock) of the fuel prior to the respective crank angle. It is used to vary the inlet air temperature in case of the diesel engine where the air is compressed by the compressor run by a turbine, which is run by the exhaust gas pressure. This system increases the inlet temperature which can create detonation in case of diesel engines. Hot air intake also reduces the performance of the engine, so we need to cool the inlet air before it enters the engine.

Instrumentation control:

Instrumentation control The engine dynamometer instrumentation system is a display only system intended

for basic engine dynamometer testing requirements. This system provides for the measurement of torque in either tension or compression and speed from a standard magnetic pick-up. The system is designed to set on a table or near the PC.This system is exclusively designed for the diesel engine and only controls the fuel input, so there will not be any spark control.

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Testing and Modeling for Automotive Power Systems

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Engine control Module Test Cell 2 (Gasoline) The engine control module of the petrol engine is more advanced and it has more

control parameters than the diesel engine. The engine control module main controls are spark timing, fuel injection, Knock control, exhaust temperature control, petrol engines always work in a closed loop control, only then it can maintain the value close to 1. It has a trigger input from a magnetic pulse sensor and from this input it finds the

correct time for the fuel injection in the intake port and the spark timing for ignition.

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Testing and Modeling for Automotive Power Systems

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Test Cell Design

Control Room and controls The control room is the area where the operator controls and keep an eye on the

engine. This area is needed to be operator friendly. Consoles indicating the engine and dynamometer parameters can be seen on the console. All the necessary changes in the operating conditions of the engine is made on the

console outside the test cell. A large window is placed above the console system in order to have a total view of the test cell. The window has 2 layers of thick glass which are placed at least 10 cm apart for safety reasons. The door is alarmed which can be only turned on when the engine is turned off, or

the engine automatically switched off if the door is opened while the test is running. An emergency stop button is also placed in the control room. [9]

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Testing and Modeling for Automotive Power Systems Test cell Both the test cells are arranged in similar pattern side by side.

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Engines enter the cell by the large door and a separate door is in place for the

operator for regular checks. Wall mounted instrumentation, smoke meters and fuel consumption meters are

placed on the side wall remote from access to the double door. boom. The rigging pipes are flexible leading the exhaust gases to the desired areas.[9] Signal conditioning units such as transducers are placed in a box in an adjustable

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Testing and Modeling for Automotive Power Systems

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Price quotation

Taylor DE400 Dynamometer Cambustion HFR500 Exhaust gas analyzer Charge air cooler Instrumentation control TC3 Test command center Fuel measurement unit Water cooling system Taylor Electronic throttle actuator Taylor Air flow meter Taylor Drive shaft 1310 Engine control module for diesel Engine control module for petrol Dynpro Data acquisition system Taylor Engine Starter System Shaft Guard Pressure sensors Engine Stand Total Amount Test Cell 1 (Gasoline) Total Amount Test Cell 2 (Diesel)

38,000 23,000 8,000 16,000 7,000 8,000 55,000 10,720 20,000 1,000 13000 14,000 23,000 3,000 2,150 540 17,480 246890 245890

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Testing and Modeling for Automotive Power Systems

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References

1] Autocar V6 engine. http://www.autocar.co.uk/car-news/new-cars/new-30-v6-engine-revised-jaguar-xj

2] Hyundai fluidic specifications http://www.carwale.com/research/hyundai-cars/verna/fluidic16crdi-specifications2151.html

3]Chevrolet Silverado 3500hd Specifications http://www.chevrolet.com/2012-silverado-3500hd-pickup-truck/featuresspecs/powertrain.html

4]Taylor DE400 Eddy Current Dynamometer specifications http://www.taylordyno.com/catalog/engine-dyno/eddy-current-dynamometers/de400-eddycurrent-dyno

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Testing and Modeling for Automotive Power Systems 5] Talyor Driveshaft 1310 specifications

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http://www.taylordyno.com/catalog/dyno-accessories/engine-dyno-accessories/1310driveshaft

6] Taylor air flow meter specifications http://www.taylordyno.com/catalog/dyno-accessories/data-acquisition-and-controlaccessories/mass-airflow-meter

7] Taylor electronic throttle control http://www.taylordyno.com/catalog/dyno-accessories/engine-dyno-accessories/electronicthrottle-control 8] Cambustion HFR500 Gas analyser http://www.cambustion.com/products/hfr500

9] Michael Plint, Anthony Martyr, Second Edition, Engine Testing Theory and Practice 10]Chevrolet Aveo Specifications http://www.aveoforum.com/forum/f113/2012-chevrolet-sonic-specifications-11280/

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