See discussions, stats, and author profiles for this publication at: https://www.researchgate.

net/publication/318443599

Dynamic measuring of performance parameters for vehicles engines

Article  in  Measurement · July 2017

DOI: 10.1016/j.measurement.2017.07.021

CITATIONS READS

4 1,703

3 authors:

M. Pexa Miroslav Müller

Czech University of Life Sciences Prague Czech University of Life Sciences Prague
58 PUBLICATIONS   153 CITATIONS    218 PUBLICATIONS   1,374 CITATIONS   

SEE PROFILE SEE PROFILE

Sergej Hloch

248 PUBLICATIONS   2,605 CITATIONS   

SEE PROFILE

Some of the authors of this publication are also working on these related projects:

TRIBOLOGICAL BEHAVIOR OF COMPOSITES MATERIALS View project

ICMEM2018 | International Conference on Manufacturing Engineering and Materials View project

All content following this page was uploaded by Sergej Hloch on 07 November 2017.

The user has requested enhancement of the downloaded file.

 Measurement 111 (2017) 11–17

Contents lists available at ScienceDirect

Measurement
journal homepage: www.elsevier.com/locate/measurement

Dynamic measuring of performance parameters for vehicles engines

Martin Pexa a, Miroslav Müller b, Sergej Hloch c,⇑
a
Department for Quality and Dependability of Machines, Faculty of Engineering, Czech University of Life Sciences, Kamýcká 129, 165 21 Prague, Czech Republic
b
Department of Material Science and Manufacturing Technology, Faculty of Engineering, Czech University of Life Sciences, Kamýcká 129, 165 21 Prague, Czech Republic
c
Faculty of Manufacturing Technologies TUKE with a seat in Prešov, Slovakia

a r t i c l e i n f o a b s t r a c t

Article history: Paper deals with dynamic measurement of performance parameters for selected vehicles engines using
Received 17 January 2017 incremental sensor attached to the rest bed roller. Data collection was performed with an eight-
Received in revised form 11 July 2017 channel collector. The moment of the inertia is the result of the measurement, which can also be used
Accepted 13 July 2017
in the measurement of performance parameters. The external speed characteristics of the engine primar-
Available online 14 July 2017
ily resulting from the dynamic measurement is the absolute result of the measurement. It can be con-
cluded on the technical conditions of the motor vehicle based on the evaluation of external speed
Keywords:
characteristics of the engine. It is possible to maintain consistently good technical state of the motor
Moment of inertia of engine
Performance parameters
engine with an appropriate maintenance and contribute to the ecology and the economy of the vehicle
Roll test bed operation.
Ó 2017 Elsevier Ltd. All rights reserved.

1. Introduction – Calculation - Moment of inertia can be determined and calcu-

A wide development of the dynamic measurement of operating
parameters of vehicles and internal combustion engines in recent
years has offered new possibilities in the diagnosis. The measure-
ment of performance parameters (torque, power) of the combus-
tion engine is one of many possible applications of the dynamic
acceleration measurement [1]. Measurements can be made only
on the engine itself or on the roll test bed or on the test road [2].
In all cases it is necessary to include the correct value in the calcu-
lation of the engine moment of the inertia, or the whole vehicle.
The effect of the moment of the inertia is essential when measur-
ing the engine itself.
There are several ways to obtain the moment of inertia of the
engine:
– Obtaining information from the manufacturer - This is not usu-
ally a problem with modern engines, factory diagnostic devices
offer the possibility of measuring the performance parameters
through the acceleration method. Information about the
moment of inertia of the engine should be available in the diag-
nostic tools. The problem is if there is no factory diagnostics,
detailed information about the vehicle, or in the case of obsolete
vehicles.
inertia with any of described ways [5]. For instance, because there
⇑ Corresponding author.
is no dynamometer or a new vehicle or the manufacturer’s infor-
E-mail addresses: pexa@tf.czu.cz (M. Pexa), muller@tf.czu.cz (M. Müller), hloch.
sergej@gmail.com (S. Hloch).
mation and it is not possible to mount the makeweight of known
lated from the dimensions and other pieces of information of
various components. This option is very time consuming and
requires precise knowledge of the mechanical design and
dimensions of all components [3].
– With makeweight - Using makeweight of known moment of
inertia two measurements can be performed. One measurement
with the makeweight and second without it. Then the moment
of inertia of the engine can be calculated by comparing the
results of both measurements [4].
– New engine - If there is a new engine for which the manufac-
turer guarantees performance parameters, acceleration mea-
surements can be performed. Then it is possible to determine
the value of the moment of inertia of the engine by return in
order to match the performance parameters with the tabular
data.
– Dynamometer – Similarly, as a new engine dynamometer can
be used [4]. The moment of inertia is assigned to the resulting
values of the acceleration measurements in order to correspond
to the values measured on the dynamometer.
– Average – An exactness of this method assumes the measure-
ment of large number of vehicles with the same engine and a
gradual refining of the moment of inertia.
But sometimes it is impossible to get to the actual moment of

http://dx.doi.org/10.1016/j.measurement.2017.07.021
0263-2241/Ó 2017 Elsevier Ltd. All rights reserved.
12 M. Pexa et al. / Measurement 111 (2017) 11–17
Nomenclature
aabm acceleration of rollers of test bed during acceleration of
motors, all inertial masses are reduced to the roller cir-
cumference, but without moment of inertia of motor
(m/s2)
aasm acceleration of rollers of test bed during acceleration of
motors, all inertial masses are reduced to the roller cir-
cumference (m/s2)
aav(1,2) acceleration of roller of test bed during acceleration of
electric motors on the left (1) and right (2) side of the
test bed (m/s2)
adbm acceleration of rollers of test bed during deceleration of
motors, all inertial masses are reduced to the roller cir-
cumference, but without moment of inertia of motor
(m/s2)
adsm acceleration of rollers of test bed during deceleration of
motors, all inertial masses are reduced to the roller cir-
cumference (m/s2)
adsme acceleration of the roller during deceleration testing of
electric motors (motors connected), all the inertial
masses are reduced to the roller circumference (m/s2),
adv(1,2) acceleration of roller of test bed during deceleration of
electric motors on the left (1) and right (2) side of the
test bed (m/s2)
moment of inertia. In such cases, there are suitable several other
ways, such as measuring of a vehicle acceleration on the road or
on the roll test bed with loose rollers or on the roll test bed itself.
The research of many authors describes the dynamic measure-
ment of performance parameters of the combustion engines [6–10]
of road vehicles with the possibility of determining the moment of
inertia. It turns out that the dynamic method of measurement
reaches a sufficient exactness and it is suitable for service measure-
ments above all. The dynamic method of performance parameters
measurement does not aim for substituting a current method of
the measurement with using dynamometers [11–15], which is pre-
scribed in directives (ČSN ISO 9249, ČSN ISO 789-1, ČSN ISO 789-5,
ČS ISO 789-9) but it offers a service alternative to these homologa-
tion measurements [16,17].
The aim of the research is to use the dynamic method of perfor-
mance parameters measurement and subsequently compare
gained data with the classic method. The research result is the ver-
ified measuring method of vehicle and various machines operating
parameters which enables to perform timely and effective mainte-
nance interventions. The dynamic method of operating parameters
measurement has a positive benefit for a development of service
centres above all.
2. Methodology
A structural adjustment of the roll test bed, originally designed
only to check the brakes, consisted in the removal of gearbox and
connecting electric motors to frequency converters (this is not
strictly necessary).
A detail of the test bed adjustments is shown in the Fig. 1, fre-
quency converters are shown in the Fig. 2. An angular velocity and
an angular acceleration of the vehicle engine are calculated from
the time recorded data of an incremental rotating speed sensor.
The sensor (Fig. 3) gives 1024 pulses per revolution (with time
accuracy within 20 ns) at this described specific application. The
sensor is attached to the rollers of the test bed. Required values
av(n) acceleration of rollers of test bed during the acceleration
of combustion engine (full supply of fuel) (m/s2)
dv(n) acceleration of rollers of test bed while the steps on the
clutch (m/s2)
Fe the overall strength of the electric motors (N)
I moment of inertia of the engines (kg m2)
ic overall gear ratio (–)
M(n) engine torque as a function of engine speed (Nm)
mbm mass inertia of the rotating masses reduced to the cir-
cumference of rollers excluding an inertia of motor (kg)
msm mass inertia of the rotating masses reduced to the cir-
cumference of rollers including an inertia of motor (kg)
mv inertial mass of rollers of test bed reduced on the cir-
cumference (equal for left and right side of test bed) (kg)
mv(1,2) inertial mass in the left roller (1) or right (2) side of test
bed reduced on the circumference (kg)
n measured and calculated combustion engine speed
(rpm)
nm engine rpm (rpm)
nv roll rpm (rpm)
P(n) engine power as a function of engine speed (kW)
rv circumference of rollers of test bed (m)
of vehicle’s engine are defined by a reduction of measured values
in the overall speed ratio between vehicle’s engine and rollers of
the test bed.
Possibilities of the utilization of the roll test bed are extensive
and include the dynamic measurement of performance parameters
of engines of vehicles, the measurement of transmission ratios,
measuring the dynamic braking forces. Data collection was per-
formed with an eight-channel collector, which ensures online data
preprocessing and passes data to the operating computer type PC
which is connected through the USB port.
The procedure of finding performance parameters of the vehicle
engine is implemented in four steps, which are logically connected
and, if necessary, it is possible to print a protocol.
(1) The first step is to measure a gear ratio between the engine
and the rollers of the test bed for each vehicle. Revolutions of
the roller test bed measured by an incremental sensor and
revolutions of the engine measured by another external sen-
sor are compared. To measure the revolutions of the vehicle
engine, the diagnostic plug OBD is the most suitable to use.
For instance, if a motor vehicle has 820 rpm, and rollers of
test bed have 265 rpm, then the overall gear ratio is 3.094.
(Eq. (1))
nm
ic ¼ ð1Þ
nv
The second step is to measure all inertial masses, i.e. the mass of
the engine, the transmission and wheels of the vehicle and rolls
and other rotating masses of the test bed, reduced to the circum-
ference of rollers. Frequency converters controlled by electric
motors are used to measure and it is possible for them to change
the performance of approximately 15–30 kW (according to over-
load set on the converter). Given procedure, in view of the perfor-
mance characteristics of electric motors roll test bed, is different
for engines of vehicles with low inertia mass (lower stroke volume,
approximately up to 1.4 l) and for vehicles with engines of higher
 M. Pexa et al. / Measurement 111 (2017) 11–17 13

Fig. 1. Roll test bed.

Fig. 3. Incremental sensor of roller’s revolution.

F e ¼ mv  ðaav1  adv1 þ aav2  adv2 Þ ð3Þ

During the accelerating of rollers of electric motors it is not only
necessary to overcome the inertia, but also mechanical losses, a
loss of air resistance, etc. To eliminate these losses the accelerating
is used, which is measured during the deceleration of the roller test
(electromotors). The deceleration is applied in other steps with the
same purpose as in this step.

(a) The measurement of the inertial mass of smaller engines is

simpler. The vehicle’s engine is running at idling speed rev-
olution, chosen gear speed is geared up (recommended is the
second). Rollers of the test bed are driven by vehicle’s wheels
and these wheels are spinning with revolutions according to
the idle revolution of the engine. After that the electric
motors of the roller test bed are connected; the frequency
converters are set higher speed revolutions than speed rev-
olutions that correspond to idle revolutions of the vehicle.
All rotating masses are accelerated by virtue of known
power of electric motors. The mass inertia of the rotating
mass of msm, reduced the size of the roller, is calculated by
Fig. 2. Frequency converter.
Eq. (6)

inertia mass (higher stroke volume more than 1.4 l and diesel engi- F e ¼ msm  ðaasm  adsm Þ ð4Þ
nes). A prerequisite for this and other parts of the measurement is
msm  ðaasm  adsm Þ ¼ mv1  ðaav1  adv1 Þ þ mv2  ðaav2  adv2 Þ ð5Þ
that electric motors are pushing with a constant force (or the pre-
dictable course of power) and the inertial mass of the roller test
mv1  ðaav1  adv1 Þ þ mv2  ðaav2  adv2 Þ
reduced to its own circumference is known. The constant power msm ¼ ð6Þ
is provided by attached frequency convertors. The electric power ðaasm  adsm Þ
is calculated by starting parameters of electric motors according (b) It is not enough electric power to accelerate the testing of all
to Eq. (2). rotating masses of the idling speed revolutions for vehicles’
F e ¼ mv1  ðaav1  adv1 Þ þ mv2  ðaav2  adv2 Þ ð2Þ engines with larger inertial mass. At first the vehicle on
the rollers is started by using its own engine to a speed of
14 M. Pexa et al. / Measurement 111 (2017) 11–17

about 50 km / h and then electric motors are connected. A 100 70

gas pedal is fully released and all the rotating masses start
to decelerate. The performance of the electric motors which 90 63
drive rollers of the test bed slows down this deceleration.
Then again it is accelerated to a speed of 50 km/h and then 80 56
decelerated. In this case, however, the motors are turned
off (eliminating losses). The mass inertia of the rotating mass
70 49
of msm, reduced the size of the roller, is in this case calcu-
lated by the Eq. (7), which is like that of the Eq. (8).
60 42

Torque (Nm)
mv1  ðaav1  adv1 Þ þ mv2  ðaav2  adv2 Þ

Power (kW)
msm ¼ ð7Þ
ðadsme  adsm Þ
50 35
In the third step it is essential to set the optional selected gear.
Then the gear is accelerating with a full supply of fuel to the pre- 40 28
selected speed (over engine speed, the maximum permitted speed
limiter). When reaching the pre-set speed, the fuel pedal is 30 torque 2° 21
released while the steps on the clutch. Performance parameters
are calculated after stopping the rollers of the test bed depending torque 3°
20 14
on the achievement of the acceleration and the deceleration. The power 2°
resulting performance figures are the sum of these values at speci-
10 power 3° 7
fic speeds (Eqs. (8) and (9)).
rv 0 0
MðnÞ ¼ ðmsm  av ðnÞ  mbm  dv ðnÞÞ  ð8Þ
ic 1000 2000 3000 4000 5000 6000
RPM
MðnÞ  n  p
PðnÞ ¼ ð9Þ
30000 Fig. 4. Performance parameters of motor 1.0 dm3 of car Peugeot 107, measured by
shifted 2nd and 3rd speed.
In the fourth step it is necessary to determine the inertial mass
of all rotating parts except for the engine and the relevant parts of
the gearbox. The procedure is the same as in the second step, but (55 kW), (3) 1.4 MPi Seat Cordoba (44 kW). The observed moment
no gear is shifted. The calculation is performed according to Eq. of inertia of each motor (Eq. (13)) is Škoda 0.17 kg m2, Peugeot
(12). 0.1 kg m2 and Seat 0.14 kg m2. The measured values of perfor-
F e ¼ mbm  ðaabm  adbm Þ ð10Þ mance parameters of Škoda and Seat vehicles match tabular data.
Peugeot motor vehicles did not reach the tabular values (power
mbm  ðaabm  adbm Þ ¼ mv1  ðaav1  adv1 Þ þ mv2  ðaav2  adv2 Þ ð11Þ drop by about 10%).

ðmsm  mbm Þ  r2v

mv1  ðaav1  adv1 Þ þ mv2  ðaav2  adv2 Þ I¼ ð13Þ
mbm ¼ ð12Þ ic
2
ðaabm  adbm Þ

3. Results and discussion 3.2. Diesel vehicles

The measurement procedure can be applied to any passenger
road vehicle. Restrictions are only related to the fact that the vehi-
cle cannot be measured with a four-wheel drive with automatic
transmission and the vehicle whose speed would have exceeded
140 km/h at the selected gear. There is no limitation of the roller
test bed due to the dynamic principle of the measurement (the
energy is dissipated by its own inertia of the running engine).
3.1. Vehicles with spark-ignition engine
The measurement of petrol vehicles is usually easier and results
better reflect the reality. Turbocharged engines, which are primar-
ily diesel, are the exceptions. The measurement of turbocharged
engines is described for measurements of diesel engines.
It is necessary to keep in mind that the control unit to run the
engine reaches higher speeds than diesel engines during measure-
ments. It is therefore necessary to subtract the measured inertia at
higher engine speeds, which already does this intervention.
The engine controls unit, introduced in the lower gear, allows
only a limited torque in rare cases. Measurements have to be made
to a higher gear in this case. An example of such measurements is
shown in Fig. 4.
Fig. 5 shows a behaviour of output parameters of engine (1)
1.6 MPi Škoda Octavia II (75 kW), (2) 1.4 MPi Peugot 206
Measurements of diesel vehicles are usually complicated and
results do not comply with measure on a dynamometer. Firstly,
there is the influence of forced induction. Turbocharger’s boost
pressure at low engine speeds is inefficient and on the other hand
high engine speeds can exceed the desired value. Therefore, it is
possible to reach higher performance compare to short-term nom-
inal performance.
The maximum torque is not reached during measurement,
because this maximum is at low engine speeds. The maximum
value can be almost achieved when a higher gear is shifted. It is
shown at Fig. 6.
Fig. 7 shows a behaviour of the performance parameters of
engine (1) 2.0 HDi Citroen Xantia (88 kW after chiptunning), (2)
2.0 TDi Škoda Octavia II (103 kW), (3) 1.9 TDi PD Volkswagen Golf
V (77 kW). The observed moments of inertia of the engines (Eq.
(13)) are Citroen 0.30 kg m2, Škoda 0.32 kg m2 and Volkswagen
0.25 kg m2.
An incongruity of the performance parameters of the engine
Citroen is quite apparent according to these behaviours. Achieved
power should be 88 kW. However, it reached only 57 kW. The vehi-
cle has a defect in the intake or turbocharger. The failure of the
intake was confirmed by the diagnostics - faulty air weight. The
motor vehicle Škoda and Volkswagen had a typical behaviour of
the performance parameters for this method of measurement.
 M. Pexa et al. / Measurement 111 (2017) 11–17 15

160 80

140 70

120 60

Torque (Nm)
100 50

Power (kW)
80 40

60 30

40 20

torgque - 1 torque - 2 torque - 3

20 10
power - 1 power - 2 power - 3

0 0
1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500
RPM

Fig. 5. Engine performance parameters: (1) 1.6 MPi Škoda Octavia II, (2) 1.4 MPi Peugeot 206, (3) 1.4 MPi Seat Cordoba.

350

300

250
Torque (Nm)

200

150

100

Škoda - tabular data Regression curve (1°)

50 Regression curve (2°) Regression curve (3°)
Regression curve (4°) Regression curve (5°)
Regression curve (6°)
0
1000 1500 2000 2500 3000 3500 4000 4500
RPM (1/min)

Fig. 6. Influence of choice of shifted gear on turbocharger pressure during the dynamic measurement of performance parameters.

Whole methodology to evaluate the accuracy of the measure-
ment is theoretically possible in several ways, the only one is prac-
tically feasible without major problems:
Check on a roller dynamometer – This would theoretically con-
sist in measuring the performance parameters of the vehicle on a
roller dynamometer and comparing with results obtained by the
methodology described above. Unfortunately, this option is not
possible, because the precision of cylindrical dynamometers is typ-
ically 10%, and extremes can be up to 20%.
Check the engine station – This method would be based on
measuring of performance parameters of the engine mounted on
a braking motor system and comparing with results obtained by
the methodology described above. The accuracy of the method is
sufficient, but unfortunately the engine cannot be easily removed
and placed on a braking motor system, because some (modern)
motors do require a removal of the other units, possibly requiring
additional signal such as ABS, ASR and from similar systems.
4. Accuracy of measurement
Tabular check – This method of the accuracy detection is based
on the measurement of larger number of vehicles which are guar-
anteed by the producer that engine performance parameters reach
certain values. It is a vehicle with mileage kilometers - maximally
30–40,000 km. Thus, the observed initial accuracy is around 5.5%.
However, it is necessary to measure the number of larger vehicles.
Table 1 shows measured values of selected new vehicles.
The moment of inertia is one of the necessary input data for the
diagnostic non-assembling acceleration measurement. The correct
and accurate detection is usually the main problem of these
16 M. Pexa et al. / Measurement 111 (2017) 11–17

300 120

250 100

200 80
Torque (Nm)

Power (kW)
150 60

100 40

50 torque 1 torque 2 torque 3 20

power 1 power 2 power 3

0 0
1000 1500 2000 2500 3000 3500 4000 4500 5000
RPM

Fig. 7. Performance parameters of engine: (1) 2.0 HDi Citroen Xantia, (2) 2.0 TDi Škoda Octavia II, (3) 1.9 TDi PD Volkswagen Golf V.

Table 1
Accuracy of measurement method.

Vehicle Škoda Octavia II – 1.6 MPI 31000 km Škoda Fabia I – 1.4 16 V 27000 km
Tabular data Measured values Accuracy (%) Measured values Tabular data Accuracy (%)
Torque (Nm) 148 147 0.7% 126 120 -4.8%
At (rpm) 3800 4007 3800 3754
Power (kW) 75 75 0.0% 55 58 5.5%
At (rpm) 5600 5666 5000 5083
Vehicle Peugeot 107 6000 km Hyundai i20 7000 km
Tabular data Measured values Accuracy (%) Measured values Tabular data Accuracy (%)
Torque (Nm) 93 89 4.3% 118.6 115 3.0%
At (rpm) 3600 3676 4000 4130
Power (kW) 50 52.5 5.0% 57.2 57 0.3%
At (rpm) 6000 6067 6000 6230

Table 2
Comparison of measured and tabular data of spark-ignition engines performance parameters.

Vehicle Škoda Octavia II Peugeot 206 1,4 MPi Seat Cordoba

1,6 MPi 1,4 MPi
Tabular data Measured values Tabular data Measured values Tabular data Measured values
Torque (Nm) 148 147 120 115 120 124
At (rpm) 3800 4007 3400 3225 3000 3143
Power (kW) 75 75 55 49 44 45
At (rpm) 5600 5666 5500 6221 5000 4566

measurements. There are several options for finding the moment
of inertia, however, there are not always easily feasible.
The moment of inertia of all parts (rotating with the engine in
neutral) can be obtained by the procedure described above. This
is not a moment of inertia of the engine by itself, but for the pur-
poses of measuring the acceleration performance parameters is
not misleading. These are precisely those masses which are accel-
erating during the acceleration measurement.
The proposed method is suitable for cases where it is available
the roll test bed, even with low power. The method provides a
specific value of the moment of inertia of the rotating masses of
the vehicle engine and immediately after it provides its basic per-
formance characteristics.
The measurement of non-turbocharged gasoline engines is
reliable and the results correspond to the reality. Therefore, the
accuracy is evaluated primarily according to the limitations of
these vehicles with mileage 40,000 km. Overall, it is achieved
5.5% of measurement error. Fig. 5 shows performance parameters
of engines 1.6 MPi Škoda Octavia II (75 kW) 1.4 MPi Peugeot 206
(55 kW) 1.4 MPI Seat Cordoba (44 kW), compared with the tabular
data which are shown in Table 2. The Peugeot car does not achieve
the nominal values due to increased resistance to the intake or
exhaust (see Table 3).
Performance parameters of diesel engines have been counter-
acted by the Citroen Xantia 2.0 HDi (88 kW), 2.0 TDi Skoda Octavia
II (103 kW) and 1.9 TDI PD, Volkswagen Golf V (77 kW). The motor
vehicle and Volkswagen’s Škoda has a typical behaviour for tur-
bocharged engines. The nominal torque is not reached at low speed
and on the other hand the nominal power is exceeded at high
speeds. At Citroen car the defect (later diagnosed as faulty air
 M. Pexa et al. / Measurement 111 (2017) 11–17
Table 3
Comparison of measured and tabular data of diesel engines performance parameters.
Vehicle Škoda Octavia II
2,0 TDi
Tabular data Measured values
Torque (Nm) 320 269
At (rpm) 1800 3910
Power (kW) 103 110
At (rpm) 4000 3952
weight) has occurred and therefore the behaviour of performance
parameters is atypical and did not achieve nominal data.
If the measurement of performance parameters of the engine
reveals an atypical behaviour, it is recommending to do a detailed
diagnostic [18,19]. The detailed diagnostics provides an advice on
maintenance interventions for the service centre. Permanently
good technical condition of the internal combustion engine con-
tributes significantly to the economy and especially the environ-
mental operation of motor vehicles [20].
5. Conclusion
The research results proved that suggested dynamic method of
performance parameters measurement is suitable for non-
turbocharged petrol engines as well as for diesel engines above
all. It was proved that results correspond to parameters stated by
the vehicle producer with the sufficient exactness for the service
measuring (the error of measuring less than 10%).
By this method it is possible to:
Determine effectively performance parameters of internal com-
bustion engines (the power and the torque of the engine),
– determine effectively the moment of inertia of the engine which
is required for measuring of the performance parameters by the
dynamic method without using the roll test bed and the mea-
suring exactness depends on it,
– apply effectively the maintenance interventions which influ-
ence an operability increasing,
– measure petrol as well as diesel non-turbocharged internal
combustion engines,
– measure turbocharged engines with regard to the fact that the
course of measured parameters of the internal combustion
engine is influenced by the size of inertial masses of the roll test
bed itself.
The necessity of the availability of the roll test bed as well as the
low power and measuring of turbocharged engines too are the lim-
iting factors of the method. At measuring the turbocharged engines
the course of measured parameters does not correspond to param-
eters stated by the producer, however, this does not prevent the
service centre from effective evaluating of the engine technical
state and applying corresponding maintenance activities.
Acknowledgement
Paper was created with the grant support - CZU
2013:31190/1312/3122 - Impact of biofuels and engine operation
on its smoke.
View publication stats
17
Volkswagen Golf V Citroen Xantia
1,9 TDi 2,0 HDi
Tabular data Measured values Tabular data Measured values
270 254 280 138
1900 2877 1800 2878
77 83 88 57
4000 3866 4100 4578
References
[1] B. Kadleček, L. Pejša, M. Pexa, Virtual vehicle – driving cycle aplication for
measuring emission and fuel consumption on HDVS. Eksploatacja i
Niezawodnosc Maintenance Reliab., 16, 2002, 40–42.
[2] J. Hromádko, V. Hönig, P. Miler. Applications of NRTC cycle to determine a
different fuel combustion and harmful emissions cause by changes of enginés
technical conditions, Eksploatacja i Niezawodnosc - Maintenance Reliab., 40.
2008, 63–65.
[3] D. Zhang, X. Hu, L. Yuan, Error analysis on measuring the moment of inertia of
complex shaped components with trilinear pendulím, Nongye Jixie Xuebao/
Trans. Chin. Soc. Agricult. Mach. 39 (3) (2008) 37–40.
[4] United States Patent. URL: http://www.Freepatentsonline.com. (25.09.2009.).
[5] M. Zhu, Z. Deng, Z. Fang, Measuring methods for mass parameters of an engine,
Nongye Jixie Xuebao/Trans. Chin. Soc. Agricult. Mach. 36 (2005) 34–38.
[6] Z. Chlopek, Ecological aspects of usány bioethanol fuel to power combustion
engines. Eksploatacja i Niezawodnosc - Maintenance Reliab., 35, 2007, 65-68.
[7] J. Hromádko, B. Kadleček, Problems of power parameters measurement of
constantspeed engines with small roller volume by acceleration method.
Eksploatacja i Niezawodnosc - Maintenance Reliab., 33, 2007, 19–22.
[8] M. Pexa, J. Pošta, Z. Aleš, B. Peterka, B. Moment of inertia measurement of
vehicle engine. Eksploatacja i Niezawodnosc Maintenance Reliab., 47, 2010,
44–47.
[9] M. Pexa, J. Pošta, B. Peterka, Determination of moment of inertia, Fine Mech.
Opt. 56 (2011) 49–51.
[10] M. Pexa, V. Červenka Dynamic performance parameters measuring on free
rollers problems. Reliab. Saf. Diagno. Transp. Struct. Means./Pardubice, 2008,
255–258.
[11] Y.C. Yao, J.H. Tsai, I.T. Wang, Emissions of gaseous pollutant from motorcycle
powered by ethanol-gasoline blend, Appl Energy 102 (2013) 93–100.
[12] G. Karavalakis, T.D. Durbin, M. Shrivastava, Z. Zheng, M. Villela, H. Jung,
Impacts of ethanol fuel level on emissions of regulated and unregulated
pollutants from a fleet of gasoline light-duty vehicles, Fuel 93 (2012) 549–558.
[13] M. Kousoulidou, G. Fontaras, L. Ntziachristos, Z. Samaras, Biodiesel blend
effects on common-rail diesel combustion and emissions, Fuel 89 (2010)
3442–3449.
[14] B. Saerens, J. Vandersteen, T. Persoons, J. Swevers, M. Diehl, E. Van den Bulck,
Minimization of the fuel consumption of a gasoline engine using dynamic
optimization, Appl. Energy 86 (2009) 1582–1588.
[15] K.A. Subramanian, V.C. Mathad, V.K. Vijay, PMV Subbarao Comparative
evaluation of emission and fuel economy of an automotive spark ignition
vehicle fuelled with methane enriched biogas and CNG using chassis
dynamometer, Appl. Energy 105 (2013) 17–29.
[16] N.V. Heeb, A. Forss, C. Bach, Fast and quantitative measurement of benzene,
toluene and C2-benzenes in automotive exhaust during transient engine
operation with and without catalytic exhaust gas treatment, Atmos. Environ.
33 (1999) 205–215.
[17] P. Lijewski, J. Merkisz, P. Fuc, J. Pielecha, Exhaust emission tests from
agricultural machinery under real operating conditions. SAE Technical
Papers/Detroit, 9, 2010.
[18] J. Hu, F. Yan, J. Tian, P. Wang, K. Cao, Developing PC-based automobile
diagnostic system based on OBD system, APPEEC/Chengdu, Asia-pacific Power
and Energy Engineering Conference, 2010, pp. 1–5.
[19] S. Mueller, W. Troeger, Diagnostic and control systems for automotive power
electronics. SAE Technical Papers/Detroit, 11, 2001.
[20] H. Brožová, M. Růžička, Quantitaive analysis of environmental impact of
transport projects, Sci. Agricult. Bohemica (SAB) 40 (2009) 216–225.