Selecting the Correct Chassis Dynamometer System

Performance evaluation of PV powered solar tunnel dryer integrated with a mobile alert system for shrimp drying

A system of computer programs and hardware was developed by the Instrumentation Branch of the Morgantown Energy Technology Center (METC) to provide data acquisition and control features for research projects at the site. The Automatic Data Acquisition and Control System (ADACS) has the capability of servicing up to eight individual projects simultaneously, providing data acquisition, data feedback, and process control where needed. Several novel software features - including a data table driven program, extensive feedback in real time, free format English commands, and high reliability - were incorporated to provide these functions.

<div class="section abstract"><div class="htmlview paragraph">The present work highlights a case-study that aims to determine the performance (power input/output) and battery temperature on in-house developed e-rickshaw battery pack. With the rise of e-rickshaws in Indian market, the demand for the batteries have also increased and being the largest state-run energy company of India, R&D Centre of Indian Oil Corporation Limited (IOCL) has developed a chemically modified nanomaterial-based lead acid battery.</div><div class="htmlview paragraph">The lab scale experiments, which are not presented in the study due to confidentiality and intellectual property obligations, indicated that the nanomaterial doped lead acid battery pack performs better than the control (reference) and leading commercial batteries in terms of lifecycle, capacity etc. Subsequently, this paper highlights the performance with IOC R&D Centre manufactured 12V/100AH chemically modified (nanomaterial) lead acid battery pack for e-rickshaw on duty cycle developed indigenously based on the city driving experiences.</div><div class="htmlview paragraph">The candidate battery pack of e-rickshaw were duly subjected for evaluation in comparison with control batteries (conventional lead acid configuration) along with leading commercial batteries. The performance tests for the e-rickshaw were conducted on chassis dynamometer which followed in-house charge-discharge cycles and measurement of power input & output with a sophisticated measurement device i.e., power analyzer.</div><div class="htmlview paragraph">The nanomaterial impeded electroplates were made to enhance capacity and durability of lead acid battery and thereon the performance evaluation of e-rickshaws powered by nanomaterial-based control & commercial batteries were conducted in terms of Watt-hour (WH), Ampere-hour (AH), distance travelled per discharge cycle, durability & life cycle measurement by charging and discharging of batteries.</div><div class="htmlview paragraph">Further, discharge (energy dissipation) of batteries were done by in-house developed driving cycle on chassis dynamometer. The cumulative distance covered under the driving cycle by nanomaterial powered e-rickshaw has shown significant improvement than the control and commercial batteries. Furthermore, it is concluded that in terms of durability, nanomaterial-based battery pack is better compared to control and commercial batteries for the SoC and battery temperature which are key performance parameters.</div></div>

<div class="section abstract"><div class="htmlview paragraph">The introduction of the Worldwide Harmonised Light Vehicles Test Procedure (WLTP) and Real Driving Emissions (RDE) test requirements have put increased strain on vehicle and engine performance as well as the development of advanced engine technologies and emissions mitigation strategies. This requirement for increased development is a direct result of the need for new vehicles to comply with present and emerging emissions standards across an extended range of boundary conditions that include ambient temperature, altitude and driving style.</div><div class="htmlview paragraph">To reduce the significant number of on-road test permutations that would ordinarily be required to validate a given vehicle across the defined RDE boundary conditions, a Road to Rig (R2R) development approach known as RDE Plus (RDE+) is being evolved at HORIBA MIRA. This will enable real world driving scenarios to be developed and deployed much further upstream during the development lifecycle of the vehicle and engine using aspects of virtual calibration; the aim being to significantly reduce vehicle and engine development costs and associated timescales.</div><div class="htmlview paragraph">On-road RDE data is presented in this paper from vehicles of different powertrain technologies gathered from several European test locations under conditions representing the boundaries defined by the RDE protocol. Upon gathering a combination of vehicle CANBus, custom instrumentation and emissions (Portable Emissions Measurement System (PEMS)) data, recorded RDE routes were replicated on a chassis dynamometer with a view of developing a standardised practical approach to replicate RDE tests in the laboratory environment.</div><div class="htmlview paragraph">Lab tests were performed at HORIBA MIRA in the Advanced Emissions Test Centre (AETC) with the aim of defining a chassis dynamometer test methodology suitable for different powertrain technologies that results in accurate representations of on-road conditions with respect to vehicle load, ambient temperature, altitude and emissions.</div><div class="htmlview paragraph">Following the road to chassis dynamometer correlation, the vehicle engines will be installed on an engine dynamometer with the objective of developing a suite of “worst case” RDE cycles using an Engine-in-the-Loop (EiL) format complemented with a Design of Experiments (DoE) type mapping approach. These “worst case” cycles, most likely operating near to or at the RDE boundary condition limits, can then be adopted for engine and vehicle development purposes as well as providing evidence of complete RDE compliance. The methodology to develop this EiL strategy in combination with a detailed overview of RDE+ project as a whole is presented in this paper.</div></div>

Digital phased array antennas (DPAAs) have been widely used in modern radar systems. The flexible production and testing of large-scale DPAAs are becoming a hot research topic. The dedicated calibration elements are passive because they do not have transmitter and receiver modules. These elements cannot be used to test DPAAs. In this paper, we design a multichannel automatic test and data acquisition system for DPAAs. Our motivation is to use the system to verify the correctness and stability of an entire DPAA. The system can achieve snapshot data acquisition of 1152 optical fibers, and it can also process echo data in real time by digital beam forming (DBF) and record the processing results. At present, the system has been put into production for testing of large-scale DPAAs, and it can test the DPAA flexibly and steadily.

<div class="htmlview paragraph">Fuel economy is one of the most important performance features for modern engine oils. For some time now, fuel efficient engine oils (called Energy Conserving II or EC-II) have been available in the marketplace. However, the performance of EC-II oils is only 2.7% Equivalent Fuel Economy Improvement (EFEI) as measured by the ASTM Sequence VI Engine Test. To meet future industry needs, more fuel efficient engine oils are desirable.</div> <div class="htmlview paragraph">In order to achieve this, a study of highly fuel efficient engine oils was initiated. An initial target of 3.9% EFEI was selected and several candidate oils were evaluated, some of which exceeded this target. The oils were evaluated using a chassis dynamometer using the U. S. EPA mode. The test results may be summarized: <ul class="list disc"> <li class="list-item"> <div class="htmlview paragraph">5W-30 Prototype Oil containing MoDTC showed between 1.6 and 2.6% better fuel economy than conventional 5W-30 and 10W-30 EC-II oils.</div></li> <li class="list-item"> <div class="htmlview paragraph">There was an optimum viscosity for maximum fuel economy using the EPA testing mode. For MoDTC containing oils the optimum High Temperature High Shear (HTHS) viscosity was found to be 2.6mPa·s.</div></li></ul></div> <div class="htmlview paragraph">In addition, a correlation was found between the Sequence VI and the chassis dynamometer test. However, the fuel economy improvement in the Sequence VI EFEI was about twice that of the chassis dynamometer. This difference is attributed to the higher oil temperature condition of the Sequence VI which results in more boundary lubrication. Friction coefficients of the 5W-30 Prototype Oil were measured with a Falex tester and the rubbing surfaces in the Falex test were analyzed using X-ray Photoelectron Spectroscopy (XPS). On the rubbing surfaces, MoS2 was formed resulting in a reduction of the friction coefficient.</div>

<div class="section abstract"><div class="htmlview paragraph">Two modern light-duty passenger vehicles were selected for chassis dynamometer testing to evaluate differences in performance end efficiency resulting from CNG and gasoline combustion in a vehicle-based context. The vehicles were chosen to be as similar as possible apart from fuel type, sharing similar test weights and identical driveline configurations.</div><div class="htmlview paragraph">Both vehicles were tested over several chassis dynamometer driving cycles, where it was found that the CNG vehicle exhibited 3-9% lower fuel economy than the gasoline-fueled subject. Performance tests were also conducted, where the CNG vehicle's lower tractive effort capability and longer acceleration times were consistent with the lower rated torque and power of its engine as compared to the gasoline model.</div><div class="htmlview paragraph">The vehicles were also tested using quasi-steady-state chassis dynamometer techniques, wherein a series of engine operating points were studied. When the indicated thermal efficiency at each point was calculated, it was found that the CNG vehicle typically exhibited lower thermal efficiency.</div><div class="htmlview paragraph">Several operating points were chosen for further characterization of engine efficiency and combustion behavior, including an analysis of losses. Though the CNG engine had better theoretical efficiency potential, the losses suffered by this engine were repeatedly more significant than those suffered by the gasoline engine. As a result, the CNG engine was typically less efficient. There were a number of factors contributing to this phenomenon, including compression ratio, fuel properties, ignition and combustion timing and phasing, as well as EGR rates.</div></div>

<div class="htmlview paragraph">Appropriate chassis dynamometer simulation of road power for truck tractor-trailers and buses were required for emissions evaluations. To establish such simulations, the power required to operate vehicles over a roadway (speed-power relationship) was determined for two truck tractor-trailers and one city bus. Results of these determinations, along with data reported in the literature, were used to determine the power to be absorbed by a chassis dynamometer to simulate On-road driving of trucks and buses. The chassis dynamometer is being used in the subsequent phases of this study involving emissions evaluations of heavy duty vehicles.</div> <div class="htmlview paragraph">THE PURPOSE OF THIS PAPER is to describe the findings associated with road power determination and simulation for heavy-duty trucks and buses. Included is a general discussion of road power, along with the results of evaluations on the road and on the chassis dynamometer. The results have been used to define the appropriate amount of power to be absorbed by a chassis dynamometer to simulate on-road driving of trucks and buses. Appropriate road power simulation is important for meaningful emissions evaluations on a chassis dynamometer. Subsequent studies, associated with this program, involve emissions evaluations on a chassis dynamometer.</div>

Failure analysis of a 3.5 inch, 50 ampere hour nickel—hydrogen cell

In this report we describe the new two-phase flow facility that has been constructed at Brown University. Included is the design philosophy that led us to select a blow-down, Freon tunnel as the means of studying the flow of a pure substance undergoing liquid-vapor phase changes. Each component is discussed from the initial design considerations, through sizing calculations, to actual system specifications. Special emphasis is placed on the instrumentation and automatic data acquisition and processing system. Finally a sampling of results obtained so far is presented. Section 1 gives the reasons for the construction of the facility and lists some of the uses and objectives of its operation. The reader can gain a good overview of the facility from Section 2 without a great deal of detail. In Section 3 we present the rationale for the particular design choices that were made and give details about the selection and sizing of all major components except the instrumentation. The latter subject is treated in Section 4 where we discuss the temperature and pressure probes, mass flow rate measurement, and other instrumentation. Section 5 is devoted to the test section proper where all the two-phase flow measurements and observations take place. The electronic data acquisition and facility control system is the subject of Section 6. Results on two-phase friction factors and flow pattern observations in a horizontal pipe are given in Section 7 along with the ranges of flow that have been covered so far. In capsule summary, the two-phase flow test facility is operational and has demonstrated a wide range of flow conditions from purely liquid to purely vapor through a variety of two-phase situations. Only horizontal flows have been studied so far, but the test section has been designed to operate in inclined positions up to fully vertical. The instrumentation performs very well as does the fully automatic control system. We believe the test facility is capable of yielding highly reliable and accurate data on two-phase flows which will be of great value in practice and in validating the various theories that have been put forth to describe this phenomenon.

<div class="htmlview paragraph"> </div> <div class="htmlview paragraph"> </div> <div class="htmlview paragraph">A computer simulation of a high performance two-stroke engine has been validated by a transient test method. The simulation included unsteady gas dynamics, together with detailed mechanical models for the reed valve, etc. The combustion model used Vibe coefficients derived directly from measured cylinder pressures. Cylinder scavenging characteristics which were measured on The Queen's University of Belfast (QUB) single-cycle rig were also incorporated in the simulation.</div> <div class="htmlview paragraph"> </div> <div class="htmlview paragraph">Validation of the model involved use of an inertial dynamometer and data acquisition system which has been developed at QUB. This dynamometer incorporates a flywheel which is directly coupled to the engine. During a test, the engine is accelerated, and the torque and power are calculated from the flywheel speed characteristics. Further, at pre-determined engine speed intervals, the cylinder and exhaust pressures may be recorded. This testing system provided a convenient and rapid experimental method to acquire data.</div> <div class="htmlview paragraph"> </div> <div class="htmlview paragraph">Measurement of power, pressures and temperatures during transient testing are discussed. Also presented are methods which reduce the errors arising from the slow response of thermocouples. The measured results are compared with the computer predictions for power and exhaust pressure. Excellent correlation was achieved.</div> <div class="htmlview paragraph"> </div>

<div class="section abstract"><div class="htmlview paragraph">Small commercial vehicles (SCV) with Diesel engines require efficient exhaust aftertreatment systems to reduce the emissions while keeping the fuel consumption and total operating cost as low as possible. To meet current emission legislations in all cases, a DOC and DPF and some NOx treatment device (e,g. lean NOx trap or SCR) are required.</div><div class="htmlview paragraph">Creating a cost-effective SCV also requires keeping the cost for the exhaust aftertreatment system as low as possible because the contribution to total vehicle cost is high. By using more sophisticated and more robust operating strategies and control algorithms, the hardware cost can be reduced. To keep the calibration effort at a low level, it is necessary to apply only algorithms which have a time-efficient calibration procedure.</div><div class="htmlview paragraph">This paper will focus on the active regeneration of the DPF. For safe and efficient DPF regeneration, a very reliable and stable DOC out temperature control is required. DOC characteristics and design are often limited by cost and available space but also strongly influence the control requirements and thus the performance. This leads to more sophisticated and more robust control algorithms.</div><div class="htmlview paragraph">In this paper an advanced control algorithm for DOC outlet temperature control for a SCV is presented. The control algorithm applies model-based control and gain-scheduling techniques. An overview over the control algorithm is given and its performance is evaluated on engine test bench, chassis dynamometer and on the public road and compared to the traditional concept which was used before. The results and experiences are presented and analyzed.</div></div>

In October 1964, Lockheed Missiles & Space Company (LMSC) started to experiment with an on‐line reference retrieval system which uses a coordinate search strategy. Installation of the retrieval system was greatly facilitated by the existence of the LMSC on‐line Automatic Data Acquisition (ADA) system which provided the vehicle for this application.Experience with the current hardware‐limited design has led to a more flexible “conversational” approach which is currently being implemented. The current system and the second‐generation design using a “dialogue” are briefly described.

Solar One has been instrumented with sensors for weather data system temperatures and pressures, house electrical loads, and photovoltaic system data. An automatic data acquisition and handling system has been designed and installed to gather and then transmit data to a central computer. Programs to summarize these data and tabulate them in convenient forms have been prepared. Initial data have been obtained and analyzed to check the sensor system and to give preliminary performance characteristics of the solar system. (WDM)

<div class="htmlview paragraph">This paper reports on a spark plug electrode geometry which promotes spark discharge on the periphery of the electrodes. A notched center electrode promotes reduced heat loss from the flame kernel and results in a stronger kernel, with subsequent faster growth.</div> <div class="htmlview paragraph">Some typical operating parameters affected by the approach were examined. Test data are presented which demonstrate the potential for improving ignition of lean air/fuel mixtures, cold weather performance, and fuel consumption, while maintaining durability characteristics comparable to conventional spark plugs.</div> <div class="htmlview paragraph">The ignitability and durability tests were carried out on a stock V8 spark ignited gasoline engine in an engine dynamometer test cell. Varying the mass air/fuel ratio under idling conditions indicated that the test plug can idle significantly leaner than the baseline (conventional electrode) plugs while maintaining similar misfire characteristics. Durability testing consisted of 60 hours operation at rated power. The initial indication is that this approach is comparable to the baseline spark plugs in terms of sustaining required firing voltage and gap growth.</div> <div class="htmlview paragraph">Cold performance and fuel consumption tests were carried out on a stock light duty van with a V8 spark ignited gasoline engine, running on a chassis dynamometer. The test plugs exhibited superior antifouling performance under simulated cold weather starting and stopping conditions. Fuel consumption tests indicated the potential for improved economy under idling conditions.</div>