eti 14 DieselEngines - University of...

Engine Testing and Instrumentation 1

Diesel Engines


The Diesel Engine

• Invented by Dr. Rudolph Diesel (1893).• Inject fuel to highly compressed air, where it ignites.


Diesel Emissions

• CO2, H2O• CO• unburnt hydrocarbons• nitrogen oxides (NOx)• particulates (carbon and polyaromatics)• sulphur oxides• noise


Diesel vs. Gasoline

Emission Type Diesel

Hydrocarbons Advantage

Carbon Monoxide Advantage

Carbon Dioxide Advantage

Nitrogen Oxides Disadvantage

Particulate Matter Disadvantage??


Diesel vs. Gasoline: EfficiencyDiesel vs. Gasoline: Efficiency


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.


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


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


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 (


Urea SCR System for Mobile ApplicationsUrea SCR System for Mobile Applications


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


NOx Reduction: LNT

NOx Storage - Lean

NOx Release - Rich

NOx Reduction - Rich


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)


Diesel Particulate: Health EffectsDiesel Particulate: Health Effects


Wall-Flow Filters

Current Technology


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


Continuously Regenerating Trap Schematic

NO + O2 = NO2 PM + NO2 = NO + CO/CO2


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


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


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


India Mumbai Transit (BEST) Hino Engine Bus with CRT


CRT™ on Ralphs Grocery Truck – DDC Ser. 60


CRT™ on Ralphs Grocery Truck - Ser. 60


Off-road Construction - CAT 824 Dozer with CRT


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)


50 Gallon Urea Tank with IntegratedSteps

CRT

Oval SCR

Exhaust Pipe

SCRT System Configuration


Truck with SCRT System Installed


After-treatment for Light-duty Diesels/GDI

LNT

• HC conversion

• CO conversion

• NO2generation

• NOxReduction

CRT

• PM conversion


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


Meeting 2008 HDD Standards

NOx (g/kWh)

PM (g/kWh)

2 64 108

0.05

0.08

0.02

Starting point

EUIVEUV

1

SCRTTM


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.


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


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


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


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


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


• 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


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


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


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


Classes for Diesel Racing

• Le Mans • GT• Rally• Touring Car• One-make Series


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."


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)


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?


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


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


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


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


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???


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

for Research and Development

- Heavy Duty Application -


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


European Stationary Cycle (ESC)


European Load Responce Cycle (ELR)


European Transient Cycle (ETC)

Engine Speed

Engine Torque


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


Over view engine test stand


Engine TestingTypes of Dynamometers

Tandem

Hydraulic

Eddy Current

AsynchronousDYNAS


• Compact design

• High speed gradients

• Low wear and tear

• Robust, low-maintenance

• Torque measurement with flange

Dynamometer Series Dynas


Subsystem Dynamometer


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


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


Calibration of Torque Flange

• True torque calibration

• Measurement not influencedby mounting

• Electrical calibration check


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


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 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 Dynamometer and Engine Controller x-act


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


x-mot- system structure

CANBus

CANBus

RS232


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


ASAM / x-mot Integration


Test Data Management


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


Test shedule (steps, loops, conditions)

Program stepsfür each load pointdemand values,step time,subroutines,loops

Conditions for each step


Evaluation

• Easy access to selected test data• Structured test data archiving• Open for ASAM-ODS evaluation tools


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.


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


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


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


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


HDD facility with CVS system

Dilution air filter rack

Exhaust inlet

Insulated primarydilution tunnel(insulation is option)


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.


HDD CVS Components

CVS CalibrationFlow meter (LFE)

Heat exchanger


Secondary Tunnel and PM Filters

The smaller seconderydilution tunnel can be seen leading to theparticulate filters

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