Diesel Engine

Instruction Manual
CM12

ISSUE 12

May 2013
 Table of Contents
Copyright and Trademarks ...................................................................................... 1

General Overview ....................................................................................................... 2

Equipment Diagrams................................................................................................... 3

Important Safety Information....................................................................................... 4

Introduction.............................................................................................................. 4

Moving or Rotating Components ............................................................................. 4

Hot Surfaces............................................................................................................ 5

Chemical Safety ...................................................................................................... 5

Noise ....................................................................................................................... 5

Exhaust Fumes........................................................................................................ 5

Description .................................................................................................................. 6

Overview.................................................................................................................. 6

Control Panel........................................................................................................... 6

USB Interface and Software .................................................................................... 7

VW Diagnostic Software (MI-Diag).......................................................................... 7

CM12-12 Engine Indicator Set ................................................................................ 7

Dynamometer .......................................................................................................... 7

Dynamometer Shaft Coupling ................................................................................. 8

Battery Charging...................................................................................................... 8

Emergency Stop Buttons......................................................................................... 8

Installation ................................................................................................................... 9

Advisory................................................................................................................... 9

Installing the PC Software ....................................................................................... 9

Installing the Equipment ........................................................................................ 10

Electrical Wiring Diagram ...................................................................................... 13

Operation .................................................................................................................. 14

Operating the PC Software.................................................................................... 14

Operating the Equipment....................................................................................... 14

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 Table of Contents

Equipment Specifications.......................................................................................... 23

Overall Dimensions ............................................................................................... 23

CM12 Diesel Engine Specifications....................................................................... 23

CM12-12 Engine Indicator Set .............................................................................. 24

Environmental Conditions...................................................................................... 24

Routine Maintenance ................................................................................................ 25

Responsibility ........................................................................................................ 25

Engine ................................................................................................................... 25

Dynamometer ........................................................................................................ 25

Flexible Coupling ................................................................................................... 25

Torque Settings ..................................................................................................... 28

Engine Diagnostics................................................................................................ 28

Sensor Calibration ................................................................................................. 28

Fuel System Priming Procedure............................................................................ 30

Laboratory Teaching Exercises................................................................................. 31

Index to Exercises ................................................................................................. 31

Nomenclature ........................................................................................................ 31

Exercise A - Obtaining an Engine Performance Curve ............................................. 33

Exercise B - Investigating Volumetric Efficiency ....................................................... 35

Exercise C - Obtaining a Pressure-Volume Diagram................................................ 37

Exercise D - Fuel Consumption ................................................................................ 39

Contact Details for Further Information ..................................................................... 41

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Disclaimer
This document and all the information contained within it is proprietary to Armfield
Limited. This document must not be used for any purpose other than that for which it
is supplied and its contents must not be reproduced, modified, adapted, published,
translated or disclosed to any third party, in whole or in part, without the prior written
permission of Armfield Limited.

Should you have any queries or comments, please contact the Armfield Customer
Support helpdesk (Monday to Thursday: 0830 – 1730 and Friday: 0830 - 1300 UK
time). Contact details are as follows:

United Kingdom International

(0) 1425 478781 +44 (0) 1425 478781

(calls charged at local rate) (international rates apply)

Email: support@armfield.co.uk

Fax: +44 (0) 1425 470916

Copyright and Trademarks

Copyright © 2013 Armfield Limited. All rights reserved.

Any technical documentation made available by Armfield Limited is the copyright

work of Armfield Limited and wholly owned by Armfield Limited.

Brands and product names mentioned in this manual may be trademarks or

registered trademarks of their respective companies and are hereby acknowledged.

1
General Overview
The Armfield CM12 Diesel Engine Apparatus is a self contained engine test rig which
has been designed to allow the study of the basic operating characteristics of a
modern four-cylinder compression ignition engine.

The unit consists of the an engine which is coupled to an eddy current dynamometer
which acts as a brake. This assembly is mounted on a painted steel framework. The
fuel tank, battery and electrics are all mounted underneath the engine.

An optional engine indicator set is available which allows cylinder pressure to be

measured and plotted against volume.

The CM12 is supplied with electronic sensors to monitor key parameters and a USB
interface card which allows direct connection to a PC. All control functions can be
performed from both a local control panel and remotely from the computer. Data
logging and control software is supplied, allowing students to control the engine and
view and record real time sensor outputs.

CM12 Diesel Engine Apparatus

2
Equipment Diagrams

Figure 1: CM12 Diesel Engine Apparatus

3
Important Safety Information
Introduction
All practical work areas and laboratories should be covered by local safety
regulations which must be followed at all times.

It is the responsibility of the owner to ensure that all users are made aware of
relevant local regulations, and that the apparatus is operated in accordance with
those regulations. If requested then Armfield can supply a typical set of standard
laboratory safety rules, but these are guidelines only and should be modified as
required. Supervision of users should be provided whenever appropriate.

Your CM12 Diesel Engine has been designed to be safe in use when installed,
operated and maintained in accordance with the instructions in this manual. As with
any piece of sophisticated equipment, dangers exist if the equipment is misused,
mishandled or badly maintained.

Moving or Rotating Components

This apparatus has moving or rotating components.

 The CM12 incorporates fixed and removable guards which prevent access to
rotating parts when the engine is running. Under no circumstances should the
engine be operated without these guards securely bolted in place:

Alternator Pulley Guard

Dynamometer Guard

Coupling/Flywheel Guard

Exhaust Guard

 When operating the apparatus ensure that long hair is tied back out of the
way, and that clothing and jewelry cannot come into contact with any moving
parts. Dangling items such as necklaces or neckties must be removed or
secured so that they cannot become entangled in the equipment.

 Do not touch any moving components while the apparatus is in use, or insert
any item into any moving or rotating section of the equipment, unless
specifically instructed to do so in the Operational or Experimental sections of
this manual.

 Ensure that the apparatus is switched off and that all moving parts have come
to rest before handling the equipment, except as described in the Operational
Procedures section of this manual.

4
 Important Safety Information

Hot Surfaces
This apparatus is capable of producing temperatures that could cause burns /
serious burns.

 Allow time for the equipment to cool before handling any of the components.

 Do not touch any surfaces with a ‘Hot Surfaces’ warning label.

 Do not allow the apparatus to come into contact with flammable materials or
liquids.

 Do not cover or store the equipment until it has cooled.

 Any safety guards are there for operator protection- they must not be
removed except as described in this manual, and nothing should be inserted
through the guards.

 Always operate the apparatus according to the Operational Procedures

described in this manual.

 The apparatus should not be left unattended while switched on.

Chemical Safety
Details of the chemicals intended for use with this equipment are given in the
Operation section. Chemicals purchased by the user are normally supplied with a
COSHH data sheet which provides information on safe handling, health and safety
and other issues. It is important that these guidelines are adhered to.

 It is the user’s responsibility to handle chemicals safely.

 Prepare chemicals and operate the equipment in well ventilated areas.

 Only use chemicals specified in the equipment manuals and in the

concentrations recommended.

 Follow local regulations regarding chemical storage and disposal.

 Care should be exercised when handling Diesel fuels. Diesel should only be
carried to the CM12 in suitable containers.

Noise
This equipment generates high level of noise when running.

 Ear defenders should be worn at all times.

 Ensure that all local noise regulations are followed when positioning the
apparatus for use.

 If possible the engine should be located inside a soundproofed booth, with the
control computer located in an adjacent room.

Exhaust Fumes
Provision must be made for the removal of exhaust fumes by extractor.

5
Description
Where necessary, refer to the drawings in the Equipment Diagrams section.

Overview
All numerical references relate to Figure 1.

The engine (1) is mounted on a sturdy painted steel framework via a front mount (3)
and a rear mount (4), plus a stabiliser bar (5). The engine is connected to the brake
(2) via a flexible coupling. This arrangement allows for any small misalignments
between the two shafts and for the vibration of the engine.

The eddy current dynamometer brake (2) is mounted directly onto the framework via
two self aligning ball bearing units (6). Engine torque is measured directly, using a
strain-gauge type load cell which is connected to the brake by a load arm.

The engine is water cooled, the primary engine coolant being circulated by an
internal pump to a heat exchanger (8). Secondary cooling is provided from tap water.
The secondary water flow rate is measured by a turbine type flow meter while the
inlet and outlet temperatures are measured by thermocouples.

The air supply to the engine is monitored by an inlet orifice assembly. This allows for
measurement of air flow rate (using the pressure drop across the orifice plate) and air
temperature.

The fuel system including tank (7) and filter is mounted underneath the brake. The
fuel filler is located on top of the tank at the rear of the unit. Two hoses transmit the
fuel to and from the engine.

The exhaust silencers (9) and (10) are similar to those which would be fitted to the
engine in the vehicle. The battery (11) is also located underneath the engine.

Two electrical enclosures are mounted on the framework. The first enclosure (12)
contains the incoming mains supply, circuit breakers (13), switch mode power supply
for the instrumentation, battery charging circuit and DC drive unit for the
dynamometer. An emergency stop button (14) switches off the power to the engine if
necessary. The second enclosure (15) contains the signal conditioning PCB and
USB interface (16).

Control Panel
A further small console on the framework houses a Programmable Logic Controller
or PLC (17) from which the engine can be controlled and two potentiometers (18) &
(19) which control the throttle and brake respectively. Three LEDs indicate the status
of power and emergency stop switches and engine oil pressure.

The Operation Section provides full details of the control panel functions and
displays.

6
 Description

USB Interface and Software

The CM12 incorporates a USB interface as part of the on board electronics. The
interface is connected to the computer via a USB port on the electrical enclosure.
Two LEDs on the enclosure illuminate when the unit is powered and active.

The CM12 is supplied with software on cd-rom, for use with a windows computer with
a spare USB port.

The cdrom comes with installation instructions for loading the software. A 5m USB
lead is provided with the CM12 to connect to the computer.

VW Diagnostic Software (MI-Diag)

Also supplied with the system is a copy of the VW engine diagnostic software. This
communicates directly to the engine Electronic Control Unit and provides access to
any engine fault codes. It also allows internal engine control parameters to be
investigated as the engine is running. This facility is used to examine the injector
opening times from which the fuel consumption can be determined accurately.

Again this software is provided on cdrom. An interface lead between the computer
and the CM12 is provided.

Note: the MI-Diag software only communicates to the ECU when the engine ignition
is turned on.

CM12-12 Engine Indicator Set

The CM12 can be supplied with an indicator set, comprising a pressure sensor inside
one of the cylinders, complete with a charge amplifier and an engine crank position
detector.

This allows students to produce an indicator or P-V diagram, which plots cylinder
pressure against volume.

Dynamometer
The dynamometer comprises an eddy current brake to load the engine, a load cell to
measure the braking force and a magnetic pickup to measure the engine speed.

The eddy current brake is connected directly to the engine shaft using a flexible
coupling to allow for vibration and a slight degree of misalignment. The brake shaft is
mounted on fixed bearings attached to the engine mounting frame. When the engine
is rotating and electric current is passed through the dynamometer coils, a
mechanical resistance (or braking effect) is applied to the engine. The exterior of the
eddy current brake is prevented from rotating using an arm attached to the engine
frame by a load cell.

The engine torque is measured by multiplying the load cell force by the distance from
the axis of rotation. From the torque and rotational speed, the mechanical power
produced by the engine can be calculated.

The amount of braking produced by the dynamometer is dependent on the engine

speed and on the current in the dynamometer windings. The current is varied by
adjusting the voltage on the dynamometer. The high dc currents required are
provided by an electronic controller in the electrical console.

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Armfield Instruction Manual

Note: Grease will be expelled from the Dynamometer as it gets hot. The first few
times it is used quite a lot of grease can be expelled. This is normal.

Dynamometer Shaft Coupling

The Dynamometer is connected to the engine shaft by a flexible ‘Arcusaflex’
coupling. In this coupling a rubberised ‘cog’ locates within a toothed housing. Under
severe loading the rubber insert slips within the housing to limit the loads being
transferred. This coupling will tolerate a relatively high degree of mismatch or
vibration without damaging the flexible element. It may slip in use under vibration and
load (including the vibration caused when starting the engine) causing an unusual
sound, but this is normal and will stop when the engine is running correctly. The
Arcusaflex coupling is recommended for use in applications where unusual running
conditions are likely to be met, such as for fuel research.

The coupling is surrounded by a guard to prevent injury whilst the engine is rotating.
Instructions for changing the coupling and the flexible elements are given in the
Routine Maintenance section.

Battery Charging
The CM12 engine does not incorporate an alternator to charge the battery. This is to
allow accurate and repeatable power measurements to be taken from the engine. An
alternator would add to the engine load and the power measured by the
dynamometer would not include that power used to drive the alternator, thus not
giving the true engine power. Of even greater concern is that the alternator would
actually change the load on the engine by varying amounts dependent on the state of
the battery. This change of alternator load throughout a run would distort the results
obtained.

As there is no alternator, a battery charger has been built into the unit. The battery
charger provides charge to the battery whenever the CM12 is in Standby mode. It
also provides some charge when the ignition is on, but in this case there is still a net
drain on the battery.

It is recommended that whenever the CM12 is not being used it is left powered up in
Standby mode to maintain the battery. Alternatively it could be switched on (in
Standby) for a few hours every week. When the battery is charged, the charger
automatically switches into a trickle mode to prevent battery overheating. However,
as an extra safety measure the battery voltage is also monitored by the CM12 plc,
and the charger is switched off if this voltage exceeds 14.4V.

Emergency Stop Buttons

Two emergency stop buttons are provided with the equipment, one on the electrical
console and one on the other side of the engine frame. Additional emergency stops
can be wired in series with the existing buttons if required.

8
Installation
Advisory
Before operating the equipment, it must be unpacked, assembled and installed as
described in the steps that follow. Safe use of the equipment depends on following
the correct installation procedure.

The CM12 should be installed in a dry area, with good ventilation, mains electricity,
mains water, drainage and exhaust extraction facilities.

Note: the engine develops generates considerable noise when being run at high
power.

Installing the PC Software

Before operating CM12 it will be necessary to install the software from the CD-ROM
supplied with CM12 onto an appropriate PC (PC not supplied).

For instructions on how to install and run the software insert the CD-ROM into the
optical drive on the PC (PC not supplied) then choose ‘Help’ from the menu.

After installing and running the software on the PC, instructions on how to operate
the software can be obtained by choosing the ‘Help’ tab in the top right hand corner
of the screen as shown below:

Note that when operating the software for the first time it will be necessary to enable
the USB virtual COM port by choosing the Red telephone icon (Start COM session).

Full instructions about enabling the port are included in the Help menus.

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Armfield Instruction Manual

Installing the Equipment

1. Position the unit in a suitable location. The castors should be removed and
the framework bolted to the ground once the unit is positioned correctly. The
castors should be retained for future transport.

2. Connect the CM12 to a suitable electrical supply. The supply MUST BE

EARTHED. Test the RCD before continuing.

10
 Installation

3. Connect the cooling water supply. The unit requires water at 6 litres per
minute at a temperature below 15°C.

4. Install the CM12-304 software from the CD-ROM provided. Connect the unit
to the computer, using the USB cable provided. Load the driver for the
interface if necessary. Load the software and select the appropriate exercise.

5. Connect the exhaust outlet to the extraction facility.

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Armfield Instruction Manual

6. Load the VW diagnostic software (MI-Diag) onto a computer and connect to

the side of the electrical enclosure using the lead provided. The software may
need the coms port set up as described in section 2.

Installation for the optional CM12-12 Engine Indicator Set (if not already
fitted)
Operation must be carried out by an experienced technician

7. Replace the original glow plug with the instrumented one.

8. Connect the sensor lead to the charge amplifier.

12
 Installation

Fuel Tank
The CM12 is shipped with a new fuel tank which has never had fuel in it. The fuel
tank connections are as follows.

On first use (or if the tank has been disconnected for a period of time) it may be
necessary to prime the fuel lines. See Fuel System Priming Procedure in the Routine
Maintenance section.

Electrical Wiring Diagram

Click on the relevant link to invoke the Wiring Diagram:

Wiring Diagram CDM30763J

Printed Versions of this Instruction Manual

Please note, all wiring diagrams are appended at the rear of this manual. If viewing
this Instruction Manual via Help Text in Armfield Software refer to the printed version
of the manual for these diagrams.

13
Operation
Where necessary, refer to the drawings in the Equipment Diagrams section.

Operating the PC Software

Details about operating the software can be obtained by choosing the ‘Help’ tab in
the top right hand corner of the screen as shown below:

Operating the Equipment

Where necessary, refer to the drawings in the Equipment Diagrams section.

The apparatus must be installed in accordance with the installation instructions in the
section provided.

The instructions on operation given in this section assume that the engine is
controlled by the Software in Remote Mode. This is the most usual mode of
operation. Users should be familiar with the software as described in this section.

Alternatively the unit can be run from the control panel. In this instance, the user
should be fully familiar with the control panel operation as described in this section.
However, to take results from the engine it will still be necessary to use the software
in order to see the sensor values (rpm, temperatures etc.)

Control Panel
The CM12 has a number of different modes of operation for various functions. These
modes of operation are controlled by the Programmable Logic Controller (PLC)
incorporated into the local control panel on the engine system.

The front panel layout of the PLC is shown below:

This controller can be used for local control of the engine (in Test Mode) and displays
the current mode of operation of the CM12 system.

14
 Operation

Standby Mode
When the CM12 is powered up (using the master electrical isolator on the electrical
enclosure), the controller will default to Standby mode. The display will be as follows:

In Standby Mode the PLC measures the battery voltage and switches off the battery
charger should this rise above 14.4 Volts. This prevents damage to the battery by
overcharging. When the voltage drops below 13.0V the charger is switched on again,
ensuring the battery is kept in optimum condition.

Also shown in Standby Mode is the total amount of time the engine has been
switched on for. This can be considered to be an approximation of the total RUN time
for the engine, and can be used for planning servicing etc.

Note: When not being used, the CM12 should ideally be left in Standby Mode which
keeps the battery charged.

To return the system to Standby from any other mode, press the ESC button on the
Control Panel.

Remote Mode
Remote Mode is the most commonly used Mode for running the engine. All functions
are controllable by the Armfield software on the pc as described in this section. The
software must be up and running with the USB connected before it is possible to
enter Remote Mode.

To enter Remote mode, click the ‘Remote’ control switch button on the computer
software. Unless this Remote switch has been selected, the Ignition On, Start, and
Dynamometer On functions cannot be controlled from the software, only from the
control panel.

In Remote Mode the display on the Control Panel is as shown below:

It is still possible to control the ignition off/on, the dynamometer off/on and starter
from the control panel as well as the software. The throttle and dynamometer levels
are only controllable from the computer.

The ‘Ignit’ message is displayed whenever the ignition of the engine is switched on.
The ignition is switched on by pressing the ‘Ignition’ switch box on the software, or by
pressing the ‘OK’ button on the control panel.

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Armfield Instruction Manual

Whenever the engine ignition is on, the display also shows the accelerator (throttle)
setting, i.e. ‘Accel’, with a number between 0 and 100 showing the percentage
setting. This setting is controlled from the up/down control box in the software.

Once the engine circuits have been switched on the engine can be started. Ensure
the dynamometer is not switched on and press the ‘Start’ switch box in the software,
or press the ‘+’ and ‘–’ buttons on the control panel simultaneously. If the
dynamometer is switched on the starter will not function and a warning message
"BRAKE ON!!" will be displayed.

When the engine circuits are on, the dynamometer (brake) can be switched on. This
is done by pressing the ‘Brake’ switch box on the software, or by the ‘►’ button on
the control panel. The indication ‘Brake’ is then displayed, together with a number
between 0 and 100 showing the percentage setting. This setting is derived from the
up/down control box in the software, or if in Test mode, from the brake potentiometer.

Note: The brake will not switch on if the setting is above 10%. This is to protect the
system from shock loading of the brake.

The computer software generates ‘Watchdog’ pulses to show it is running correctly.

The plc in the control panel monitors these pulses. Should they stop for longer than
a few seconds it is apparent that either the computer has stopped running or the USB
communication has failed (possibly become unplugged). In this case the plc stops
the engine and reverts to Standby Mode as a safety feature.

The presence of these Watchdog pulses is indicated by ‘WDog’ being displayed on

the Panel.

Normal Mode
The CM12 enters Normal Mode when the engine Ignition has been switched on, but
the Remote Mode has not been selected. Normal Mode is normally entered by
pressing the ‘OK’ button on the control panel from Standby Mode.

In normal mode, ignition off, dynamometer on/off and starter are controlled from the
control panel only, while the throttle and dynamometer levels are controlled from the
computer. The controls for the ignition, the dynamometer and the starter are identical
to those in Remote Mode described above.

The ‘WDog’ indication is displayed whenever the Watchdog pulses are present, even
if remote control is inactive or disabled. This is at all times when the software is
running correctly. When the watchdog pulses are present and remote control is
requested from the computer, the system enters Remote mode.

Test Mode
Test Mode enables full control of the engine to be performed from the control panel,
including control of the throttle and the brake. This is primarily used for test purposes.

To enter test mode, select Normal Mode and press the ‘ESC’ button on the control
panel for 5 seconds. In this mode the software outputs are disabled, the ignition,
dynamometer on/off and starter are controlled from control panel only, and the
throttle and dynamometer levels are controlled from the local potentiometers. It is not
possible to switch to Remote control mode at all.

16
 Operation

The ignition is switched on by pressing the pressing the ‘OK’ button on the control
panel. The ‘Ignit’ message is displayed whenever the ignition of the engine is
switched on.

Whenever the engine ignition is on, the display also shows the accelerator (throttle)
setting, i.e. ‘Accel’, with a number between 0 and 100 showing the percentage
setting. This setting is controlled from the throttle potentiometer.

Once the engine circuits have been switched on the engine can be started. Ensure
the dynamometer is not switched on and press the ‘+’ and ‘–’ buttons on the control
panel simultaneously. If the dynamometer is switched on the starter will not function
and a warning message "BRAKE ON!!" will be displayed.

When the engine circuits are on, the dynamometer (brake) can be switched on. This
is done by pressing the ‘►’ button on the control panel. The indication ‘Brake’ is then
displayed, together with a number between 0 and 100 showing the percentage
setting. This setting is derived from the brake potentiometer. Note: The brake will not
switch on if the setting is above 10%. This is to protect the system from shock
loading of the brake.

Operation in Test Mode

Extreme caution must be observed when operating the unit in test mode as the
operator will be standing next to the engine system, which is capable of producing
high power rotations, high temperatures and high noise conditions.

In Test Mode the throttle and brake are under direct control from the potentiometers.
Typically the engine would be started under zero throttle conditions, then the brake
control set to zero and the brake switched on.

Increasing the throttle setting should increase the engine speed quickly. Then
increasing the brake setting should load and slow down the engine. Be careful not to
stall the engine by adjusting the brake control too quickly. By making small
adjustments in the brake and throttle settings and allowing the engine to settle down
between settings it should be possible to drive the engine over the full range of speed
and throttle settings.

It is not possible to drive the engine at a fixed defined speed in this mode as both
controls are open loop. At any one setting there is likely to be a slow change of
speed caused by factors such as the brake warming up. In order to run the engine at
a constant defined speed it is necessary to use the software in Remote Mode.

Lamps
The oil pressure LED should illuminate briefly when the engine is started but must go
out after a few seconds. If the LED remains illuminated, stop the engine immediately
and check the oil level.

Summary of Key Commands

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Armfield Instruction Manual

Refuelling the Engine

The engine is refuelled directly into the fuel tank using the black filler cap. Use only
diesel fuel.

Any spills should be cleaned up immediately to avoid damage to the paintwork or

plastics.

Charging the Battery

When the unit is switched on it defaults to Standby Mode. This mode provides
automatic charging of the battery using the built in charger. The charger will be
disconnected automatically when the ignition is switched on.

Preparation to run
Before running the engine, the following checks must be made:

 Guards In Place

 Sufficient Fuel

 Cooling Water On

 Exhaust Extractor On

 Personnel and Tools Clear

Starting the Engine

The unit should be connected to the PC via the USB cable supplied. The control
panel should be in Standby mode to allow computer control.

Run the CM12 software, and view the mimic diagram screen.

Click the ‘Remote’ button on the software Mimic Diagram to engage computer
control.

(The Control Panel should now display ‘Remote’ mode and show ‘Wdog’, indicating
that the watchdog pulses from the software are being detected by the plc.)

Activate the ‘Ignition’ button on the software and check that the ‘Ignition On’ indicator
illuminates. (The Control Panel should now display ‘Ignit’ mode and show ‘Accel 0’
indicating that the accelerator (or throttle) is set to 0%.)

Before starting the engine, press the ‘zero’ button on the torque reading in order to
compensate for any drift in the load cell reading. Failure to do this will result in
inaccurate torque measurements and hence inaccurate calculations for engine
power.

When the ignition on, check that the throttle control is set to manual, (and 0%), and
that the brake is set to off (and 0%). The engine can then be started using the
‘Starter’ button. This button does not latch, so the starter motor will remain engaged
for as long as the mouse button is depressed. The button should be released as
soon as the engine is running properly.

The oil pressure LED should illuminate briefly when the engine is started but must go
out after a few seconds. If the LED remains illuminated, stop the engine immediately
and check the oil level.

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 Operation

Controlling the Throttle

The throttle is controlled using the up/down control box on the mimic diagram screen.
The number in the box is a percent of fully open.

Controlling the Brake

The dynamometer is switched on and off using the ‘Brake’ button on the mimic
diagram. The brake will not switch on if the setting is above 10%. This is to protect
the system from shock loading of the brake.

The brake can be controlled manually or automatically. The usual mode of operation
is to set it manually until reasonably stable operation is achieved and then switch to
automatic. This is described in detail in the following section.

To control the brake current supplied to the dynamometer (and hence the braking
effort) manually adjust the value in the up/down control box. Note, unlike other
Armfield software it is not possible to type a value directly into the manual output
setting of the control window (see below). This again is to protect the system from
shock loads.

Alternatively, the brake can be controlled automatically by the software: Click on the
‘Control’ button to display the settings for the controller. The window shows the
controller settings.

When automatic mode is selected, the software automatically sets the brake output
in order to achieve the requested rpm (or set point). The desired engine rpm can be
typed into the set point box. It is recommended that the Proportional, Integral and
Derivative (PID) parameters are left at their default values in normal operation.

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Armfield Instruction Manual

Operating Strategy
With the engine running, adjust the throttle control to give a speed, of around
2800rpm. (The actual speed is not essential; choose a speed where the engine runs
steadily).

Ensure the brake setting is zero and switch on the brake by clicking on the button on
the Mimic Diagram. The ‘Brake On’ indicator should illuminate. Open the brake
‘Control’ window and check manual mode is selected. Now increase the manual
output value until the engine just begins to slow, usually around 20%.

View the rpm reading on the diagram screen (move the PID window if necessary).
When the engine speed is stable, enter the current speed into the Set Point box, set
the Mode to Automatic and click Apply. The controller will now keep the engine at the
set point speed.

The throttle can now be increased in steps of 5%, giving the engine time to settle at
each setting, until the required throttle opening for the test is reached, (100% for a full
throttle run). Once set, the throttle setting is not changed again during the run, the
engine speed control is achieved by the automatic control loop acting on the brake.

As soon as the engine settles at the new speed, the set point can be changed again,
increasing the rpm to 3600 in steps of 300 rpm or less. Once 3600 rpm has been
achieved the engine is ready to start taking results and produce a power curve.
(When performing an engine run it is better to start the run at full speed, then reduce
the speed in steps, taking a reading at each step.)

If fuel consumption figures are required, once the engine is stable, obtain the injector
opening time from the Motec software and type this into the box on the Armfield
software).

To a reading, wait until the rpm is fully stable and press the GO button on the
software. (The recent history window on the software is useful for establishing that
the rpm has stabilised, for accurate results wait typically at least two minutes).

Then reduce the rpm set point by (say) 200rpm, again let the speed stabilise. If
necessary, type in the new injector opening time from the Motec software. Then
press GO again.

Repeat until the rpm has reached 2000. The settling time will increase as the engine
is put under greater load, and below 2000 rpm it may not be possible to achieve
stable conditions.

The engine should not be left to run at speeds over 2500rpm with no load. If these
speeds are required for test purposes, it is suggested that the engine speed be
reduced as soon as possible after the necessary readings have been taken.

The engine speed can now be adjusted by entering new set point values into the box
and clicking Apply. The set point should only be adjusted in steps of 300 rpm to
prevent excessive over/undershoot and possible engine stall.

When performing an engine run it is better to start the run at full speed, then reduce
the speed in steps, taking a reading at each step. Thus to do a full power run, first
adjust the throttle to 100% in steps of 5% or less as described above. Then increase
the rpm to 2500 in steps of 300 rpm or less.

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 Operation

To take readings, wait until the rpm is fully stable and press the GO button on the
software. (The recent history window on the software is useful for establishing that
the rpm has stabilised). Then reduce the rpm set point by (say) 200rpm, again let the
speed stabilise and press GO again. Repeat until the rpm has reached 2000. The
settling time will increase as the engine is put under greater load, and below 2000
rpm it may not be possible to achieve stable conditions.

The engine should not be left to run at speeds over 2500rpm with no load. If these
speeds are required for test purposes, it is suggested that the engine speed be
reduced as soon as possible after the necessary readings have been taken.

Operation of Engine Indicator Set

This requires the CM12-12 Engine Indicator option to be fitted.

The CM12-12 is supplied with an alternative glow plug which incorporates a pressure
transducer. This must be exchanged with the standard glow plug in cylinder no. 1 by
a competent technician. The glow plug with integral transducer is more delicate and
far more expensive than a standard glow plug and so must be handled with
appropriate care. The small lead with the BNC connector connects into the charge
amplifier, which is located on the side of the main electrical enclosure. The
measuring glow plug should be removed from the engine when not required as the
transducer has a finite lifespan.

With the engine running at a moderate speed with a moderate load, a P-V diagram
can be taken by clicking the ‘GO’ button in the software (Exercise B). The readings
are triggered by a timing pulse on the flywheel, allowing the software to calculate the
position of the piston and hence calculate the volume.

Shutting down and leaving the system

After use the equipment should be left connected to the mains supply in standby
mode. This will recharge the battery, and then maintain the battery charge by
switching to a ‘trickle charge’ condition.

The VW Electronic Control Unit (ECU) draws a small amount of current from the
battery even if the system is not powered up. If the CM12 is left disconnected from
the mains supply for a long period of time this can flatten and eventually damage the
battery. If the equipment is not being used for a long period of time, and it is not
possible to leave it connected to the mains supply, it is recommended that the battery
positive terminal is completely disconnected.

Operation using different fuels

Automotive grade biodiesel and rape seed oil can be used in the CM12 without
problem.

Soya, other vegetable oils, biodiesel and rape seed oil from uncontrolled sources can
also be used for test runs subject to the restrictions below.

Similarly Aviation Fuel can be used for single runs, but long term use is known to
damage the engine.

Mixtures of the above fuels can also be used for test runs, see below.

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Armfield Instruction Manual

Restrictions when using Alternative Fuels for Test Runs

When trying an alternative or unknown fuel, the engine should first be warmed up on
a conventional approved automotive diesel fuel.

The alternative fuels can then be tried (we recommend using a different fuel tank),
and the engine run for one or two test runs only (maximum two hours use). The
engine should then immediately be run again for at least ten minutes on approved
automotive fuel to clear all traces of the alternative fuel in the fuel lines.

On no account should the engine be left with anything other than approved
automotive diesel fuel in the fuel lines or injectors for any period of time. To do so
could cause severe damage to the engine and invalidate the warranty.

When assessing alternative fuels the engine may well misfire and not run correctly. In
this condition the engine should be monitored carefully as prolonged excessive
vibration can damage the rubber engine mountings and the flexible coupling. In
severe cases consequential physical damage can occur. When the engine is
obviously running incorrectly and vibrating excessively the load should be reduced
and/or the trial aborted.

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Equipment Specifications
Overall Dimensions
Height - 1250mm

Length - 2200mm

Width - 850mm

CM12 Diesel Engine Specifications

Engine
Manufacturer Identification Volkswagen

Capacity 1896 cm³

Cylinders 4

Bore 79.5 mm

Stroke 95.5 mm

Compression Ratio 19.5 : 1

Nominal Output 44 kW @ 3600 rpm

Max Torque 130 Nm @ 2200 rpm

Fuel Diesel DIN EN590

Control System Bosch EDC

Brake
Manufacturer Klam

Model No. K40

Max Power 60 kW

Max Torque 145 Nm

Bearings
Manufacturer SKF

Model Nos. 1209/SN509 and 1210/SN510

Grease High Speed Grease

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Armfield Instruction Manual

Coupling
Manufacturer Reich

Model Arcusaflex AC2,3 HT.2012

Electrics
Voltage 220-240 Volts

Frequency 50-60 Hz

Fuse Rating 10 Amps

CM12-12 Engine Indicator Set

Sensor Manufacturer Kistler

Model 6055BB sp

Sensitivity 20 pC/bar

Amplifier Manufacturer Kistler

Model 5039A322

Range 5000 pC = 10V DC

Environmental Conditions
This equipment has been designed for operation in the following environmental
conditions. Operation outside of these conditions may result reduced performance,
damage to the equipment or hazard to the operator.

a. Indoor use;

b. Altitude up to 2000m;

c. Temperature 5°C to 40°C;

d. Maximum relative humidity 80% for temperatures up to 31°C, decreasing

linearly to 50% relative humidity at 40°C;

e. Mains supply voltage fluctuations up to ±10% of the nominal voltage;

f. Transient over-voltages typically present on the MAINS supply;

Note: The normal level of transient over-voltages is impulse withstand (over-

voltage) category II of IEC 60364-4-443;

g. Pollution degree 2. Normally only nonconductive pollution occurs. Temporary

conductivity caused by condensation is to be expected. Typical of an office or
laboratory environment.

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Routine Maintenance
Responsibility
To preserve the life and efficient operation of the equipment it is important that the
equipment is properly maintained. Regular maintenance of the equipment is the
responsibility of the end user and must be performed by qualified personnel who
understand the operation of the equipment.

Engine
The engine itself must be serviced annually by qualified personnel, following the
guidelines laid down in the Volkswagen service manual.

The oil level in the engine must be checked on a regular basis, using the dipstick.
The level should be between the two marks. Top up if necessary.

The primary coolant level is visible through the transparent expansion tank. Adjust
the level so that it remains between the two marks.

Dynamometer
The grease in the bearings and brake should be checked annually.

Flexible Coupling
The flexible coupling should be checked occasionally for wear on the teeth of the
flexible rubber insert. This wear will also be apparent by increased slipping and noise
from the coupling when starting the engine.

To examine or replace the coupling and insert, remove the access panel on the
coupling guard.

To replace the flexible insert it will be necessary to undo the taperlock bushes from
the dynamometer shaft. It will also be necessary to loosen the bearings mounting the
dynamometer and move the dynamometer in order to obtain access.

It should only be necessary to remove the taperlock bushes on the engine shaft if
replacing the entire coupling.

On replacing the insert (or if poor alignment between the engine and dynamometer is
suspected) the alignment should be checked against the following diagram. If
necessary correct the alignment by adjusting the shims under the dynamometer
bearing blocks.

NOTE: ON REASSEMBLING THE COUPLING IT IS VITAL THAT THE

TIGHTENING TORQUES ON THE DIAGRAM ARE USED. IF THE TAPERLOCKS
ARE TIGHTENED TOO MUCH OR NOT ENOUGH THE COUPLING CAN BE
IRREPARABLY DAMAGED.

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Armfield Instruction Manual

26
 Routine Maintenance

Coupling Alignment

Coupling Assembly

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Armfield Instruction Manual

Torque Settings
The engine mounting bolts and brake bearing mounting bolts should be checked
regularly for tightness.

Engine Mounts 50 Nm (M10 Bolts)

80 Nm (M12 Bolts)

Dynamometer (Brake) bearing mounts 30 Nm (M8 Bolts)

80 Nm (M12 Bolts)

Engine Diagnostics
It is possible to use the diagnostic software MI-Diag to read any fault codes detected
by the engine Electronic Control Unit, ECU.

Turn on the engine ignition and select ‘Fault Codes’

The display shows all Fault Codes detected since the last time the codes were
cleared. To determine the current status of the engine, select ‘clear codes’ and then
try and start the engine. Any current faults will be displayed.

Sensor Calibration
The sensors are calibrated by Armfield before delivery and no further adjustment
should be necessary.

A calibration function is also provided in the software. This is described in the

Software Help text.

Should calibration of the electronics be required this can be achieved by adjusting

the potentiometers on the pcb inside the sensorbox console.

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 Routine Maintenance

Location of Potentiometers

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Armfield Instruction Manual

Fuel System Priming Procedure

In normal use, the fuel system on the CM12 will be self priming, and will not require
any user intervention. However, on first use or if the system becomes de-primed (for
example, if the fuel tank becomes completely empty while the engine is running), it
may be necessary to re prime the system.

The fuel system incorporates a filter, which is located at the top of the framework, on
the same side as the control panel and electrical consoles. A view of the top of the
filter is shown below:

The hoses at the top of the picture are the fuel send (to the engine), and the hoses at
the bottom are the excess fuel return (from the engine). Note the arrows engraved on
the top of the filter and the plastic fitting which show the direction of flow. The hoses
can be traced from the filter up to the engine and back to the tank if required.

To prime the system, first remove the spring clip from the return line and lift the fitting
out of the filter. Fuel can then be poured directly into the filter until it is completely full.
Replace the fitting and spring clip, ensuring that the fitting is well seated in the
housing. It may help to lubricate the seal with a small amount of fuel.

The engine will usually start after this. but if the problem persists, it may help to undo
the jubilee clip from the fuel return into the filter (bottom right hand connection in the
above picture), take the hose off, and inject fuel into the hose (and hence the fuel
pump) using a small syringe. The hose can be left disconnected while attempting to
start the engine, discharging into a suitable vessel, but be sure to reconnect the hose
to the filter securely once the engine is running.

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Laboratory Teaching Exercises
Index to Exercises
Exercise A - Obtaining an Engine Performance Curve

Exercise B - Investigating Volumetric Efficiency

Exercise C - Obtaining a Pressure-Volume Diagram

Exercise D - Fuel Consumption

Nomenclature
Name Symbol Unit

Cooling Water (inlet to heat exchanger) T1 °C

Cooling Water (outlet from heat exchanger) T2 °C

Inlet Manifold Temperature T3 °C

Exhaust Manifold Temperature T4 °C

Air Inlet Temperature T5 °C

Coolant Temperature T6 °C

Fuel Mass Flow Rate kg/s

Fuel Energy Content LHV MJ/kg

Cooling Water Flowrate Fw litres/min

Air Inlet Pressure dP kPa

Torque T Nm

Engine Speed n rpm

ns Rev/s

Brake Power Pb kW

Specific Fuel Consumption SFC kg/kW hr

Air Density a kg/m³

Volumetric Efficiency v %

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Armfield Instruction Manual

Mechanical Efficiency m %

Thermal Efficiency t %

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Exercise A - Obtaining an Engine Performance Curve
Objective
To produce a set of performance curves for the engine under varying loads.

Theory
An internal combustion engine will produce varying torque and power values
depending on the speed and load conditions. By measuring the torque and power at
a number of engine speeds, it is possible to produce characteristic curves for the
engine:

The torque produced by the engine is measured using the dynamometer, which
measures the force created by the arm of the dynamometer. As this force is
generated at a fixed position from the axis of rotation, the force measured by the load
cell (in Newtons) is directly proportional to the torque in Newton-Metres.

The engine power can be calculated from the torque and the engine speed.

Brake Power

Where T is the engine torque in Nm and n is the engine speed in rpm.

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Armfield Instruction Manual

Procedure
Run the CM12 program, selecting the engine characteristics experiment. Zero the
torque measurement and then start up the engine as described in the Operational
Procedures section. Ensure that the engine is running under computer controlled
(automatic) load with the throttle at fully open.

Adjust the set-point of the controller to 3600 rpm, making adjustments of no more
than 300rpm steps at any one time, allowing the engine speed to stabilise at each
new speed before continuing.

When the engine has fully stabilised at 3600 rpm, take a sample (click the green ‘GO’
button). Warning: Do not let the engine run for any length of time at this speed with
no load.

Now enter a new set-point in the software, (3300 rpm), let the engine speed stabilise
at the new setting and take another sample. Repeat this for a number of points from
3600rpm down to 1200rpm in steps of 300 rpm.

The experiment could be repeated for various throttle settings to obtain a family of
curves.

Results
View the graph screen in the software. The default plot shows both Torque and
Power against engine speed.

Conclusion
Compare your graph to the manufacturer's data for the engine. Discuss the reasons
for any discrepancies.

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Exercise B - Investigating Volumetric Efficiency
Objective
To determine the volumetric efficiency of the engine under varying loads.

Theory
The volumetric efficiency of the engine is defined as the ratio (or percentage) of the
volume of air (and fuel) that actually enters the cylinder during induction to the actual
capacity of the cylinder under static conditions.

Disregarding the volume of the fuel, this can be written as:

Where qair is the volume flow rate of air through the system, Vs is the swept volume
and n is the engine speed in rpm.

The volume flow rate is calculated from the mass flow rate of the air, qm.

The mass flow rate can be derived using the following standard formula for air flow
through an orifice.

Where qm is the air mass flow rate

Cd is the discharge co-efficient of the orifice (=0.59)

A is the orifice area

 is the air density (corrected for temperature)

is the pressure differential across the orifice.

Procedure
Load the CM12 program and select the ‘Engine Characteristics’ experiment. Zero the
torque setting and the inlet air pressure measurement before starting the engine.

Start up the engine as described in the Operational Procedures section. Set to

computer controlled (automatic) load with the throttle at 50% open. Adjust the set-
point of the controller to 2800 rpm (adjust the set-point in steps of, say, 300rpm,
allowing the engine speed to stabilise at each new speed before continuing).

When the engine speed is steady, take a sample (click the green ‘GO’ button).

The software uses the above formulae to calculate the volumetric efficiency. This can
be read from the results table.

Take further readings at different throttle settings for the same speed and see if the
efficiency changes.

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Armfield Instruction Manual

Also investigate whether the efficiency changes as the speed is changed for the
same throttle setting (it is possible to do this with the data previously obtained in
experiment A).

Results
Discuss the volumetric efficiency readings calculated by the software.

Conclusion
Do the volumetric efficiency readings calculated by the software change with engine
load or speed? Discuss the reasons for this.

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Exercise C - Obtaining a Pressure-Volume Diagram
Objective
To measure the pressure inside the cylinder during a complete cycle, and to relate
this to the position of the piston, producing a Pressure-Volume diagram. Note: This
experiment requires the use of the CM12-12 Engine Indicator Set in order to
measure the pressure in the cylinder.

Theory
A typical plot of cylinder pressure against volume is shown below:

Figure C1: Typical P-V diagram from engine

This type of diagram is important as it allows the engineer to infer information about
the timing, valve operation and combustion process.

The area underneath the curve in the combustion part of the cycle (shaded in figure
C1) is equivalent to the indicated cyclic work:

The indicated power is then given by:

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Armfield Instruction Manual

The mechanical efficiency of the engine is defined as the indicated power divided by
the brake power:

Note: The volume of the cylinder is calculated from:

 The total cylinder swept area and the dead space

 The position of the cylinder in the piston.

The position of the cylinder in the piston is calculated from:

 The time of the sample after the timing pulse is received

 The position of the timing pulse wrt TDC (preset value) (see note)

 The engine speed

Method
Load the CM12 program and choose the ‘Cylinder Pressure’ experiment. Zero the
torque reading.

Start up the engine as described in the Operational Procedures section and ensure
that it is running under computer controlled (automatic) load. It is suggested that the
engine is run at 50% throttle and 2500 rpm.

When the engine speed is stable, click ‘GO’ to begin collecting data. The software
will collect cylinder pressure data from the engine at intervals of approximately 750s
for about 1.5 seconds. The data is stored in the results table.

Note: The timing pulse signal is not necessarily at top dead centre. The offset can
be adjusted in the software under the 'options' menu, select 'TDC Sensor Offset'.

Results
Click on the ‘Graph’ button to see a plot of the results. Observe the portions of the
curve compared to the example plot in figure C1.

Conclusion
View the data table. The software averages the plots which have been recorded
and integrates the area to give the indicated cyclic work and hence the mechanical
efficiency. Comment on the values obtained.

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Exercise D - Fuel Consumption
Objective
To measure the fuel consumption of the engine.

Theory
The specific fuel consumption of the engine is often plotted against Brake Mean
Effective Pressure.

The specific fuel consumption is calculated from the data acquired from the VW
diagnostic software for mass of fuel injected per cycle.

Where is the mass of fuel injected by a single injector during one

cycle.

The Brake Mean Effective Pressure is defined as the Torque divided by the swept
volume:

The thermal efficiency is defined as:

Where LHV is the energy content of the fuel (42,000 kJ/kg) and is the fuel mass
flow, calculated from the data acquired from the VW diagnostic software for mass of
fuel injected per cycle.

Method
To perform fuel consumption investigations it is necessary to run both the VW
diagnostic software and the Armfield software at the same time. It may be more
convenient to run these on two different computers.

From the CM12 program choose the ‘Fuel Consumption’ experiment. Zero the torque
reading.

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Armfield Instruction Manual

Start up the engine as described in the Operational Procedures section and ensure
that it is running under computer controlled (automatic) load. Adjust to a throttle
setting of 15% and a set point of 2500 rpm.

On the VW diagnostic software, choose measuring blocks, and select block 1 to view
the fuel injection data.

When the engine is fully stable, read the injector opening value from the VW software
and type it into the ‘fuel quantity injected’ box in the CM12 software. (This value is in
mg per revolution). Click ‘GO’ to record the sample. The software calculates the fuel
mass flow from the injected quantity per revolution.

Increase the throttle in steps of 5%, allowing the speed to stabilise before entering
the fuel injected quantity on the mimic diagram screen and taking a sample at each
point.

Results
Click on the ‘Graph’ button to see a plot of the results.

Conclusion
Comment on the values obtained.

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Contact Details for Further Information

Main Office: Armfield Limited

Bridge House
West Street
Ringwood
Hampshire
England BH24 1DY

Tel: +44 (0)1425 478781

Fax: +44 (0)1425 470916
Email: sales@armfield.co.uk
support@armfield.co.uk
Web: http://www.armfield.co.uk

US Office: Armfield Inc.

9 Trenton - Lakewood Road

Clarksburg, NJ 08510

Tel/Fax: (609) 208 2800

Email: info@armfieldinc.com

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