Internal Combustion Engine Test - Budapest University of ... · Internal Combustion Engine Test...

Internal Combustion Engine Test

BME, Energetikai Gépek és Rendszerek Tanszék

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Internal Combustion EngineTest

•Emission Test and Certification•Quality and Performance Investigation



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Excess air factor

C8H18 + 12,5 O2 = 8 CO2 + 9 H2O

C8H18 + 12,5 (O2 +79/21N2) = 8 CO2 + 9 H2O + 12,5 79/21N2

114 kg C8H18 + 400 kg O2 + 1316,67 kg N2 = 352kgCO2+ 162kgH2O + 1316,67kgN2

1 kg C8H18+ 15,0615,06 kg air = 3,09 kg CO2 + 1,42 kg H2O + 11,55 kg N2

λ = mreal/mtheoretical= mreal/B*µµµµµµµµlolo

StoiciometricStoiciometric airair--fuelfuel ratioratio



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Requirements of the IC Engines:

• High Performance• High Efficiency• Low Emissions

Emissions

PerformanceEfficiency

COCxHy

NOxCO2



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EU Emission Standards for PassengerCars (Category M1*), g/km

www.dieselnet.com



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Spark Ignition Engines, MPI (Ford)



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OTTO CYCLE

12

35

p

V

4

6

2 - 3

1 - 2

4 - 53 - 4

5 - 66 - 1



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Control of the Otto cycle (- full load, --- partial load)



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Emissios in the function of the Excess air factor

Passenger Cars

Gas Engines

Perfomance Efficiency



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Catalytic Converters3-way (NSCR) Catalysts (λ=1) NOx N2+O2

CO CO2

CxHy H2O+CO2

2-way (oxidation) CatalystsCO CO2

CxHy H2O+CO2

λ



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Emission Standards for Spark Ignitiontype Engines



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Compression Ignition Engines



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DIESEL CYCLE

1 - 2

12

3

5

p

V

4

6

2 - 3

3 - 4

4 - 5

5 - 66 - 1



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Control of the Diesel cycle (- full load, --- partial load)



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Emissios in the function of the Excess air factor

Perfomance Efficiency



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PM

[g/k

Wh]

NOx [g/kWh]

PresentEngines

Catalytic Convert.P

artic

ulat

eF

ilter

EURO 3 (2000)

EURO 4EURO 5

USA

EGR

WithoutEGR

Constraction

Control

Emission Standards of CI Engines

Prof. Bengt Johansson, ECM-2005



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Engine Test Stand

2156 HM 6U

Puffer tartá ly

U∆pmérıperem

500 g

k



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Water brake

k

absorption



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Eddy Current Dynamometerabsorption



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Different Operation of Dynamometers

Const. Torque Const. Speed

Square Law mode(like Air Resistence)



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Asynchronous Drives

AVL: DynoEXACT APAAbsorption and motoring or universal



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Christian Schyr, AVL List GmbH, Graz AustriaAbsorption and motoring or universal

Chassis Dynamometers



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Ambient Conditions:

– Dry atmospheric pressure at least 96,6 kPa– Ambient temperature 23±7 °C

Correction: F =

– Cooling liquid by the manufacturer or 80±5 °C– Cooling air by the manufacturer or 0-20 °C,– Fuel temperature by the manufacturer or 38±5°C– Oil temperature by the manufacturer, constant– Intercooler temperature by the nominal temperature given by the

manufacturer ± 5 K

7,0

298

99

∗

a

s

T

p



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Diesel Engine Emissions at differentSpeed and Load

(Speed/load in %)



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Otto Engine Emissions at differentSpeed and Load

(Speed/load in %)



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Test Cycles

• Stationary Cycles• European Stationary Cycle (ESC)• ISO 8178 A-D2

• Unsteady Cycles• European Load Response (ELR)• European Transient Cycle (ETC)• ECE R 83



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The ESC Cycle• The engine is tested on an engine dynamometer over a sequence of

steady-state modes.• The engine must be operated for the prescribed time in each mode,

completing engine speed and load changes in the first 20 seconds. The specified speed shall be held to within ±50 rpm and thespecified torque shall be held to within ±2% of the maximum torqueat the test speed.

• Emissions are measured during each mode and averaged over thecycle using a set of weighting factors. Particulate matter emissionsare sampled on one filter over the 13 modes. The final emissionresults are expressed in g/kWh.

• During emission certification testing, the certification personnel mayrequest additional random testing modes within the cycle controlarea. Maximum emission at these extra modes are determined byinterpolation between results from the neighboring regular test modes.



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European Stationary Cycle (ESC)



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The engine Speeds are defined as follows:

• The high speed nhi is determined by calculating 70% of thedeclared maximum net power. The highest engine speedwhere this power value occurs (i.e. above the rated speed) on the power curve is defined as nhi.

• The low speed nlo is determined by calculating 50% of thedeclared maximum net power. The lowest engine speedwhere this power value occurs (i.e. below the rated speed) on the power curve is defined as nlo.

A speed = nlo + 0,25 (nhi - nlo)B speed = nlo + 0,5 (nhi - nlo)C speed = nlo + 0,75 (nhi - nlo)



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Pmax 50 %Pmax

Pmax70 %

A speed = nlo + 0,25 (nhi - nlo)B speed = nlo + 0,5 (nhi - nlo)C speed = nlo + 0,75 (nhi - nlo)



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ELR engine test• The ELR engine test has been introduced by the Euro III emission

regulation, effective year 2000, for the purpose of smoke opacitymeasurement from heavy-duty diesel engines [Directive 1999/96/ECof December 13, 1999].

• The test consists of a sequence of three load steps at each of thethree engine speeds A (cycle 1), B (cycle 2) and C (cycle 3), followed by cycle 4 at a speed between speed A and speed C and a load between 10% and 100%, selected by the certificationpersonnel. Speeds A, B, and C are defined in the ESC cycle.



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ELR Test



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The ETC test• The ETC test cycle (also known as FIGE transient cycle) has been

introduced, together with the ESC (European Stationary Cycle), foremission certification of heavy-duty diesel engines in Europe starting in theyear 2000 (Directive 1999/96/EC of December 13, 1999). The ESC and ETC cycles replace the earlier R-49 test.

• The ETC cycle has been developed by the FIGE Institute, Aachen, Germany, based on real road cycle measurements of heavy duty vehicles(FIGE Report 104 05 316, January 1994). The final ETC cycle is a shortened and slightly modified version of the original FIGE proposal.

• Different driving conditions are represented by three parts of the ETC cycle, including urban, rural and motorway driving. The duration of the entire cycleis 1800s. The duration of each part is 600s.

• Part one represents city driving with a maximum speed of 50 km/h, frequentstarts, stops, and idling.

• Part two is rural driving starting with a steep acceleration segment. The average speed is about 72 km/h

• Part three is motorway driving with average speed of about 88 km/h.



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ETC test cycle

Speed %

Városi utakVidéki utak

Autópályák

Torque %

Idı [s]



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ECE R 83 (Emission standards foron-road vehicles )



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ECE R-49 (cycle was replaced bythe ESC schedule )



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ISO 8178 A-D2 Tests



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Thank You !



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Literatures:

• http://www.dieselnet.com• http://www.avl.com/wo/webobsession.servl

et.go/encoded/• http://en.wikipedia.org/wiki/Dynamometer

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