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Design of a test bench for determining the general characteristics of an

internal combustion engine using a hydraulic power take-off system

Conference Paper · October 2017

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 XXIII International Symposium, Research-Education-Technology, Stralsund, 12th - 13th October 2017

Design of a test bench for determining the general characteristics of an internal

combustion engine using a hydraulic power take-off system

Oskar Wysocki, Jacek Czyżewicz and Jacek Kropiwnicki

Gdańsk University of Technology, Faculty of Mechanical Engineering

Gabriela Narutowicza 11/12, Gdańsk, 80-233, Poland
[email protected]

Keywords: engine characteristic, engine test bench, heavy-duty truck, hydraulic power take-off

1 Introduction
The general characteristics of the engine include information about the regions of the engine's operating area that are
most efficient, where specific fuel consumption reaches the smallest values. Economic operation based on those
characteristics can contribute to a significant reduction of fuel consumption and consequently less pollutant emissions and
lower costs. While the driver of a utility vehicle has a main impact on the fuel consumption during regular operation [1-5],
the power take-off unit (PTO), such as the garbage truck's propulsion system, is determined by the characteristics of the
driven machine. It has been shown in the paper [6] that an appropriate configuration of the drive system based on the
general characteristics of the engine reduces the fuel consumption of the utility vehicle by up to 35%. Unfortunately, the
information provided by the engine manufacturers contains only external characteristics and cannot be used to determine
the PTO performance, where the maximum received torque is several times lower then nominal. This introduces the need
to determine the general characteristics by measuring fuel consumption in many operating points and approximation of
these values using proper mathematical function [7,8].

2 Determination of the general characteristics of the engine

Static characteristic of the engine is given as a vector function by equation [7-11]:
YS  f (M , n);(M , n)  L (1)
Where L is a range of all operational point possible to obtain using PTO.
A method of characteristic determination described in [7] is the approximation of the ‘Spline’ function of the hourly
fuel consumption B the torque M domain and the rotational speed n. The function consists of polynomials of N degree
linked in nodes j = 1. K. Polynomials have the same degree (N), have the same values and derivatives up to N-1. Function
parameters are calculated by the least squares method [12] by searching for a minimum of functions:

pmax
Min   [ Z p ( x, y)  z p ( x, y)]2 (2)
p 1
Where Zp(x,y) – value measured in the point {x,y}, zp(x,y) – value approximated in the point {x,y}, pmax - number of
point in approximated range.
Although the distribution of measuring points can be arbitrary from the point of view of approximation, uniform
distribution is suggested [9]. In currently produced trucks it is possible to accurately control the engine speed both by the
driver (cruise control) and by the power take-off control unit. Moreover, a hydraulic system driven by PTO can generate
particular value of resistance torque (in its operating range). These two facts lead to possibility of obtaining an arbitrary
dense and uniform grid of measuring points in operating range. It should be pointed that to obtain characteristic of the
engine in static state, it is required to operate the engine in particular point long enough to stabilize the operating
conditions.
According to the Polish Standard [13] static states can be considered as torque and rotational speed changes within the
permissible limits (Table 1). The range of permissible variations of engine performance such as particulate matter
emissions, temperature and air pressure, exhaust gas, etc. are also specified.

Table 1. Acceptable deviations of the measured engine parameters acc. [13]

Permissible
Parameter
deviation
Torque ±2%
Engine speed ±2%
Power ±3%
Fuel consumption ±3%

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 XXIII International Symposium, Research-Education-Technology, Stralsund, 12th - 13th October 2017

In addition, according to the Polish Standard [14], permissible fuel consumption deviations ΔGe and engine power
deviation ΔP should satisfy the following relation:

(3)

An analysis of the possibility of determining the static characteristics using the operational data of a vehicle engine in
terms of criteria mentioned above was discussed in work [15]. Unfortunately, the standard does not define the time, in
which the specified deviations must be kept to conclude the engine is operating in the static state. Assuming the transient
time (time which engine needs to adjust from one operating point to another) tp = 1 min, measuring time in static state ts =
15 s and density of operating points: M  (0,25,…550), n  (600,650…1300), the total test time should not exceed 7
hours.

3 Load application using PTO

A common practice to test engine operating parameters in applied load, is to use engine test benches. In case of testing
a complete vehicle usually the only available options are chassis dynamometers. Load application is realized there by
resistance of the rollers, while the vehicle is fixed to the restraining device. However, for utility vehicles’ manufacturers it
can be problematic and costly. In this paper an alternative solution was described, which is based on load application
using PTO as an controllable engine load generator. Pomp attached to the PTO drives the hydraulic system, in which the
load is completely adjustable. Engine’s power determined by its torque and rotational speed is transmitted to the hydraulic
system, whose power is defined by a multiplication of oil flow Q and pressure p:
η·M·ω = Q·p [kW] (4)
where η – pump efficiency.
In general, the range of received power is determined by pump’s displacement and parameters of proportional relief
valve. However, some others constrains are discussed later in the paper.
The main requirements of the design of test bench are listed below:
 Testing the engine in demanded states and with demanded operating parameters is achieved by controlling the
engine speed and parameters of proportional relief valve
 Received power is equal to the maximum power of the hydraulic system of refuse collection vehicle (RCV)
 Test bench consists of dismountable components, ready to use both in static and mobile (in the future) tests
 Test bench can be used to test any chassis with PTO and GVM ≤ 26 t
Operating parameters of hydraulic system of RCV are determined by the vehicle’s functions, which are: collection,
compaction and transport of waste. The working elements usually consist of hydraulic cylinders. To achieve proper
velocity of cylinders the required oil flow Q equals 120 l/min [16]. For safety reasons, the maximum pressure in the
system is set to 180 bar. However, the components of the system allow to operate with the pressure of 230 bar, so the
maximum received power can reach 46 kW and for such value the test bench is designed.
The n range is limited from below by the minimum idle speed (600 rev/min) and from above by noise emission (1300
rev/min), which is undesirable in urban areas. At this stage it is important to remember, that engine speed usually is
different to pump speed due to PTO ratio (iPTO= 0,86÷1,3). For low n values, high P value entails high torque values.
Therefore, overall torque limitation both PTO and pump drive shaft should be taken into account. Whereas different pump
can be chosen, PTO is delivered and assigned to the chassis and its maximum torque usually is not higher than 600 N·m.
Another constrain is maximum pump displacement. For instance, for 150 cm3/rev and np=600 rev/min oil flow Q reaches
90 dm3/min, which with the 230 bar of pressure corresponds to the power P=34,5 kW and torque only of 549 N·m. So
both a large pump and high torque PTO is required to receive high power in the lower range of n.
A constrain, which is design-independent is a minimum engine speed for demanded torque. It is probable, that despite
proper test bench design high torque in low n will be unachievable. The magnitude of this constrain is associated with
particular tested engine.
Constrains mentioned above are shown on the Fig.1., where the estimated achievable range of engine characteristic is
hatched.

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 XXIII International Symposium, Research-Education-Technology, Stralsund, 12th - 13th October 2017

Figure 1: Achievable range of engine characteristic (hatched). (1) – maximum power P=46 kW, (2) – Mmax on
pump, (3) – Mmax on PTO

4 Hydraulic system
To drive the hydraulic system of the test bench Load Sensing (LS) pump Leduc TXV150 [17] was chosen, with
maximum displacement q=150 cc/rev. It allows to receive high value of torque from PTO even for low n and to maintain
constant flow Q=120 dm3/min for higher n (even when iPTO=1,3). It should be pointed out, that pump must be able to
rotate either direction due to the fact, that chassis may be equipped with PTO, which rotates clockwise or
counterclockwise.
Using proportional relief valve as load generator means that the whole power delivered by the engine is converted into
the heat of hydraulic oil. Oil tank with capacity of 400 dm3 and dimensions 1000x1000x500 mm is able to dissipate
approximately 1,2 kW. Thus, it is necessary to equip the test bench with air oil coolers, with cooling capacity 1,12 kW/o C.
In presented design two air oil coolers – Parker LDC033 [18] were used.
In the Fig.2 simplified hydraulic diagram is presented. Load sensing pump (1) supplies the system maintaining
constant pressure drop on proportional directional valve (2), so that for np>800 rev/min pump displacement is controlled
by (2) setting and the flow does not exceed 120 dm3/min. In case of a pause in engine examination the valve (2) closes
and the pump sets itself to minimum displacement minimizing power take-off. Proportional relief valve (3) is responsible
for applying the load to the pump, causing the oil to heat. Directional valve (4) opens a circuit of air oil cooler when oil
temperature in the tank reaches 70oC. Pressure relief valve (6) is set to 230 bar.

Figure 2: Simplified diagram of the hydraulic system of the test bench (description in the text)

Parameters needed to determine general characteristic such as n, M and hourly fuel consumption B can be obtain
directly from the chassis. Utility vehicles produced after year 2002 transmit these information via CAN bus according to
FMS standard [19]. It is possible to connect data recorder using interface in driver’s cabin and it does not require any

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 XXIII International Symposium, Research-Education-Technology, Stralsund, 12th - 13th October 2017

interference with vehicle electronic system. While the n and B values are determined directly by engine control unit
(ECU), the torque is calculated using other parameters. This calculated value is described as percent of maximum engine
torque and corresponds to mean effective pressure in the cylinder. In practice, it means that the M reaches even 250 N·m
while idling. Thus, verification of this value is necessary. To measure M accurately, torque dynamometer was mounted
between PTO and the pump.

5 Test bench control unit

The main function of the control unit (CU) is to set the engine into desired operating point and data acquisition. The
diagram of CU is shown in Fig.3. Engine speed is set by sending to chassis proper message via CA, which contains
information about n (ns signal). Engine load is realized by adjusting proportional relief valve (3) by signal Y1, but to set
exact torque value, feedback from torque dynamometer is used (Mm). Engine operating parameters Ms, n and B are read
from CAN and decoded by Programmable Logic Controller (PLC) and stored in the memory of data logger. Signal Y1,
which operates proportional directional valve (2) determines start, pause or end of the test. Oil cooler circuit is opened by
signal Y3. When oil temperature t reaches 70oC, signal Y4 is sent and turns on the oil coolers.

Figure 3: Test bench control unit diagram

6 Mobile test bench

The design of the test bench is shown in the Fig.4. It is mounted to the chassis frame (8) by screws using standard
holes in the frame. The construction consist of steel frame (dimensions: 3250x1400x1370 mm) (7), with the intended
space for oil tank (4), oil coolers (9) and additional components planned in future investigations. Hydraulic valves (5) and
test bench control unit (6) are located in the interface at the side of the frame. Hydraulic pump and dynamometer are a
separate unit (3) connected to the engine (1) via homokinetic shaft. The pump is connected to the tank and other hydraulic
components by hoses, which can have various lengths. Such separation makes mounting operation much easier. Presented
in this paper test bench construction allows us to mount it on any GVM ≤ 26 t chassis. In the Fig.5. and Fig.6. the test
bench mounted on the chassis frame is shown.

Figure 4: Test bench 3D model

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 XXIII International Symposium, Research-Education-Technology, Stralsund, 12th - 13th October 2017

Figure 5: Dynamometer and pump unit, connected to the engine by the shaft

Figure 6: Test bench mounted on the chassis frame (MAN 26.320)

7 Conclusions
Test bench presented in this paper allows to determine the general engine characteristic in the power range of 46 kW
for any chassis of utility vehicle at the body production phase, using PTO as load applying device. It creates possibility to
obtain optimal configuration of drive system of the RCV, which indicates lower fuel consumption and emission of toxic
exhaust gases, particularly important in vehicle operating areas - urban areas. Proposed hydraulic system receives the
power effectively and allows the control unit to generate demanded resistance torque at particular engine speed, while the
data logger registers all the information and operating parameters. It means, that the test bench can be used in the future
investigations on operating parameters of the engine in transient states and to simulating the engine load by operating
conditions of real RCV. As a consequence, an assessment of energy consumption for each RCV would be possible.

8 Acknowledgement
Authors would like to thank the firm Ekocel for assistance in preparing this work.

9 References
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silnika. Materiały konferencji I Forum Młodych, ATR Bydgoszcz (1998), s. 7 – 13.
[3] Frey H.C., et al.: Comparing real-world fuel consumption for diesel- and hydrogen-fueled transit buses and
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[4] Gao Z., et al.: Drive cycle simulation of high efficiency combustions on fuel economy and exhaust properties in
light-duty vehicles. Applied Energy 157 (2015), s. 762 – 776.
[5] Kropiwnicki J., Kneba Z., Ziółkowski M.: Test for Assessing the Energy Efficiency of Vehicles with Internal
Combustion Engines. International Journal of Automotive Technology, Vol. 14, nr 3 (2013), s.479 – 487

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 XXIII International Symposium, Research-Education-Technology, Stralsund, 12th - 13th October 2017

[6] Czyżewicz J., Kropiwnicki J., Wysocki O.: Model układu napędowego pompy hydraulicznej mechanizmu
prasującego śmieciarki. Combustion Engines 3/2015 (162)
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Sympozjum Ekodiesel‘98, Warszawa 1998, ss. 154-160
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[12] Fortuna Z., Macukow B., Wąsowski J.: Metody numeryczne. Wydawnictwa Naukowo-Techniczne, Warszawa 1982
[13] PN-ISO 15550-2009 Silniki spalinowe tłokowe - Określanie i metoda pomiaru mocy silnika - Wymagania ogólne
[14] PN-ISO 3046-3
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śmieciarki. Praca doktorska Politechnika Gdańska, Gdańsk 2011
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[17] http://www.hydroleduc.com (accessed 1.09.17)
[18] www.parker.com (accessed 1.09.17)
[19] www.fms-standard.com (accessed 1.09.17)

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