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Dynamometer
From Wikipedia, the free encyclopedia

For the dynamometer used in railroading, see dynamometer car.

A dynamometer or "dyno" for short, is a device for measuring force or power. For example, the power
produced by an engine, motor or other rotating prime mover can be calculated by simultaneously measuring
torque and rotational speed (rpm).

A dynamometer can also be used to determine the torque and power required to operate a driven machine
such as a pump. In that case, a motoring or driving dynamometer is used. A dynamometer that is designed
to be driven is called an absorption or passive dynamometer. A dynamometer that can either drive or
absorb is called a universal or active dynamometer.

In addition to being used to determine the torque or power characteristics of a machine under test (MUT),
dynamometers are employed in a number of other roles. In standard emissions testing cycles such as those
defined by the US Environmental Protection Agency (US EPA), dynamometers are used to provide
simulated road loading of either the engine (using an engine dynamometer) or full powertrain (using a
chassis dynamometer). In fact, beyond simple power and torque measurements, dynamometers can be used
as part of a testbed for a variety of engine development activities such as the calibration of engine
management controllers, detailed investigations into combustion behavior and tribology.

In the medical realm, hand dynamometers are used for routine screening of grip strength and initial and
ongoing evaluation of patients with hand trauma and dysfunction. They are also used to measure grip
strength in patients where compromise of the cervical nerve roots or peripheral nerves is suspected. In the
rehabilitation, kinesiology and ergonomics realms, dynamometers are used for measuring grip, arm and leg
strength of athletes, patients and workers to evaluate performance, task demands and physical status.

Contents
„ 1 Principles of operation
„ 2 Detailed dynamometer description
„ 3 Types of dynamometers
„ 3.1 Types of absorption/driver units
„ 3.2 Eddy Current type absorber

„ 4 Powder Dynamometer
„ 5 Hysteresis Dynamometers
„ 5.1 Electric motor/generator dynamometer
„ 5.2 Fan Brake
„ 5.3 Hydraulic brake
„ 5.4 Water brake type absorber

„ 6 How dynamometers are used for engine testing

„ 6.1 General testing methods with types of dynamometer systems
„ 6.2 Engine dynamometer
„ 6.3 Chassis dynamometer
„ 6.4 Common misconceptions about dynos

„ 7 History
„ 8 See also

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„ 9 References
„ 9.1 Citations
„ 9.2 General references

„ 10 External links

Principles of operation
An absorbing dynamometer acts as a load that is driven by the prime mover that is under test. The
dynamometer must be able to operate at any speed, and load the prime mover to any level of torque that the
test requires. A dynamometer is usually equipped with some means of measuring the operating torque and
speed.

The dynamometer must absorb the power developed by the prime mover. The power absorbed by the
dynamometer must generally be dissipated to the ambient air or transferred to cooling water. Regenerative
dynamometers transfer the power to electrical power lines.

Dynamometers can be equipped with a variety of control systems. If the dynamometer has a torque
regulator, it operates at a set torque while the prime mover operates at whatever speed it can attain while
developing the torque that has been set. If the dynamometer has a speed regulator, it develops whatever
torque is necessary to force the prime mover to operate at the set speed.

A motoring dynamometer acts as a motor that drives the equipment under test. It must be able to drive the
equipment at any speed and develop any level of torque that the test requires.

In most dynamometers power (P) is not measured directly; it must be calculated from torque (τ) and angular
velocity (ω) values or force (F) and linear velocity (v):

or

where
P is the power in watts
τ is the torque in newton metres
ω is the angular velocity in radians per second
F is the force in newtons
v is the linear velocity in metres per second

Division by a conversion constant may be required depending on the units of measure used.

For imperial units,

where
Php is the power in horsepower
τlb·ft is the torque in pound-feet
ωrpm is the rotational velocity in revolutions per minute

For metric units,

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where
PkW is the power in kilowatts
τN·m is the torque in newton metres
ωrpm is the rotational velocity in revolutions per minute

Detailed dynamometer description

A dynamometer consists of an absorption (or
absorber/driver) unit, and usually includes a means for
measuring torque and rotational speed. An absorption
unit consists of some type of rotor in a housing. The
rotor is coupled to the engine or other equipment under
test and is free to rotate at whatever speed is required
for the test. Some means is provided to develop a
braking torque between dynamometer's rotor and
housing. The means for developing torque can be
frictional, hydraulic, electromagnetic etc. according to
the type of absorption/driver unit.
Electrical dynamometer setup showing engine,
One means for measuring torque is to mount the
torque measurement arrangement and tachometer
dynamometer housing so that it is free to turn except
that it is restrained by a torque arm. The housing can be
made free to rotate by using trunnions connected to each end of the housing to support the dyno in pedestal
mounted trunnion bearings. The torque arm is connected to the dyno housing and a weighing scales is
positioned so that it measures the force exerted by the dyno housing in attempting to rotate. The torque is
the force indicated by the scales multiplied by the length of the torque arm measured from the center of the
dynamometer. A load cell transducer can be substituted for the scales in order to provide an electrical signal
that is proportional to torque.

Another means for measuring torque is to connect the engine to the dynamometer through a torque sensing
coupling or torque transducer. A torque transducer provides an electrical signal that is proportional to
torque.

With electrical absorption units, it is possible to determine torque by measuring the current drawn (or
generated) by the absorber/driver. This is generally a less accurate method and not much practiced in
modern time, but it may be adequate for some purposes.

A wide variety of tachometers are available for measuring speed. Some types can provide an electrical
signal that is proportional to speed.

When torque and speed signals are available, test data can be transmitted to a data acquisition system rather
than being recorded manually. Speed and torque signals can also be recorded by a chart recorder or plotter.

Types of dynamometers
In addition to classification as Absorption, Motoring or Universal as described above, dynamometers can be
classified in other ways.

A dyno that is coupled directly to an engine is known as an engine dyno.

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A dyno that can measure torque and power delivered by the power train of a vehicle directly from the drive
wheel or wheels (without removing the engine from the frame of the vehicle), is known as a chassis dyno.

Dynamometers can also be classified by the type of absorption unit or absorber/driver that they use. Some
units that are capable of absorption only can be combined with a motor to construct an absorber/driver or
universal dynamometer. The following types of absorption/driver units have been used:

Types of absorption/driver units

„ Eddy current or electromagnetic brake (absorption only)

„ Magnetic Powder brake (absorption only)
„ Hysteresis Brake (absorption only)
„ Electric motor/generator (absorb or drive)
„ Fan brake (absorption only)
„ Hydraulic brake (absorption only)
„ Mechanical friction brake or Prony brake (absorption only)
„ Water brake (absorption only)

Eddy Current type absorber

EC dynamometers are currently the most common absorbers used in modern chassis dynos. The EC
absorbers provide the quick load change rate for rapid load settling. Most are air cooled, but some are
designed to require external water cooling systems.

Eddy current dynamometers require an electrically conductive core, shaft or disc, moving across a magnetic
field to produce resistance to movement. Iron is a common material, but copper, aluminum and other
conductive materials are usable.

In current (2009) applications, most EC brakes use cast iron discs, similar to vehicle disc brake rotors, and
use variable electromagnets to change the magnetic field strength to control the amount of braking.

The electromagnet voltage is usually controlled by a computer, using changes in the magnetic field to
match the power output being applied.

Sophisticated EC systems allow steady state and controlled acceleration rate operation.

Powder Dynamometer
A powder dynamometer is similar to an eddy current dynamometer, but a fine magnetic powder is placed in
the air gap between the rotor and the coil. The resulting flux lines create "chains" of metal particulate which
are constantly built and broken apart during rotation creating great torque. Powder dynamometers are
typically limited to lower RPM due to heat dissipation issues.

Hysteresis Dynamometers
Hysteresis dynamometers, use a steel rotor that is moved through flux lines generated between magnetic
pole pieces. This design, as in the usual "disc type" eddy current absorbers, allows for full torque to be
produced at zero speed, as well as at full speed. Heat dissipation is assisted by forced air. Hysteresis and
"disc type" EC dynamometers are one of the most efficient technologies in small (200 hp (150 kW) and
less) dynamometers. A hysteresis brake is an eddy current absorber which, unlike most "disc type" eddy

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current absorbers, puts the electromagnet coils inside a vented and ribbed cylinder and rotates the cylinder,
instead of rotating a disc between electromagnets. The potential benefit for the hysteresis absorber is that
the diameter can be decreased and operating rpm of the absorber may be increased.

Electric motor/generator dynamometer

Electric motor/generator dynamometers are a specialized type of adjustable-speed drives. The

absorption/driver unit can be either an alternating current (AC) motor or a direct current (DC) motor. Either
an AC motor or a DC motor can operate as a generator which is driven by the unit under test or a motor
which drives the unit under test. When equipped with appropriate control units, electric motor/generator
dynamometers can be configured as universal dynamometers. The control unit for an AC motor is a
variable-frequency drive and the control unit for a DC motor is a DC drive. In both cases, regenerative
control units can transfer power from the unit under test to the electric utility. Where permitted, the operator
of the dynamometer can receive payment (or credit) from the utility for the returned power.

In engine testing, universal dynamometers can not only absorb the power of the engine but also, drive the
engine for measuring friction, pumping losses and other factors.

Electric motor/generator dynamometers are generally more costly and complex than other types of
dynamometers.

Fan Brake

A fan is used to blow air to provide engine load. Changing gearing or fan or simply measuring the max rpm
attained.

Hydraulic brake

The hydraulic brake system consists of a hydraulic pump (usually a gear type pump), a fluid reservoir and
piping between the two parts. Inserted in the piping is an adjustable valve and between the pump and the
valve is a gauge or other means of measuring hydraulic pressure. Usually, the fluid used was hydraulic oil,
but recent synthetic multi-grade oils may be a better choice. In simplest terms, the engine is brought up to
the desired rpm and the valve is incrementally closed and as the pumps outlet is restricted, the load
increases and the throttle is simply opened until at the desired throttle opening. Unlike most other systems,
power is calculated by factoring flow volume (calculated from pump design specs), hydraulic pressure and
rpm. Brake HP, whether figured with pressure, volume and rpm or with a different load cell type brake
dyno, should produce essentially identical power figures. Hydraulic dynos are renowned for having the
absolutely quickest load change ability, just slightly surpassing the eddy current absorbers. The downside is
that they require large quantities of hot oil under high pressure and the requirement for an oil reservoir.

Water brake type absorber

The water brake absorber is sometimes mistakenly called a "hydraulic dynamometer". Water brake
absorbers are relatively common, having been manufactured for many years and noted for their high power
capability, small package, light weight, and relatively low manufacturing cost as compared to other, quicker
reacting "power absorber" types. Their drawbacks are that they can take a relatively long period of time to
"stabilize" their load amount and the fact that they require a constant supply of water to the "water brake
housing" for cooling. In many parts of the country, environmental regulations now prohibit "flow through"
water and large water tanks must be installed to prevent contaminated water from entering the environment.

The schematic shows the most common type of water brake, the variable level type. Water is added until
the engine is held at a steady rpm against the load. Water is then kept at that level and replaced by constant

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draining and refilling, which is needed to carry away the heat created by absorbing the horsepower. The
housing attempts to rotate in response to the torque produced but is restrained by the scale or torque
metering cell which measures the torque.

This schematic shows a water brake which is actually a fluid

coupling with the housing restrained from rotating. It is very similar
to a water pump with no outlet.

How dynamometers are used for engine testing

Dynamometers are useful in the development and refinement of modern day engine technology. The
concept is to use a dyno to measure and compare power transfer at different points on a vehicle, thus
allowing the engine or drivetrain to be modified to get more efficient power transfer. For example, if an
engine dyno shows that a particular engine achieves 400 N·m (300 lbf·ft) of torque, and a chassis dynamo
shows only 350 N·m (260 lbf·ft), one would know to look to the drivetrain for the major improvements.
Dynamometers are typically very expensive pieces of equipment, reserved for certain fields that rely on
them for a particular purpose.

General testing methods with types of dynamometer systems

A Brake dynamometer applies variable load on the engine and measures the engine's ability to move or
hold the rpm as related to the "braking force" applied. It is usually connected to a computer which
records the applied braking torque and calculates the power output of the engine based on information
from a "load cell" or "strain gauge" and rpm (speed sensor).

An Inertia dynamometer provides a fixed inertial mass load and calculates the power required to accelerate
that fixed, known mass and uses a computer to record rpm and acc. rate to calculate torque.

The engine is generally tested from somewhat above idle to its maximum rpm and the output is measured
and plotted on a graph.

There are essentially only 2 types of dynamometer test procedures:

1. Steady State (only on brake dynamometers), where the engine is held at a specified rpm (or series of

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usually sequential rpms) for 3–5 seconds

by the variable brake loading as provided
by the PAU (power absorber unit).
2. Sweep Test (inertia or brake
dynamometers), where the engine is tested
under a load (inertia or brake loading), but
allowed to "sweep" up in rpm in a
continuous fashion, from a specified lower
"starting" rpm to a specified "end" rpm.

Types of Sweep Tests:

1. Inertia Sweep: An inertia dyno system that

provides a fixed inertial mass flywheel and
computes the power required to accelerate
the flywheel (load) from the starting to the
ending rpm. The actual rotational mass of the
engine or engine and vehicle in the case of a
chassis dyno is not known and the variability of
even tire mass will skew power results. The
inertia value of the flywheel is "fixed", so low
power engines are under load for a much
longer time and internal engine temperatures
are usually too high by the end of the test,
skewing optimal "dyno" tuning settings away
from the outside world's optimal tuning
settings. Conversely, high powered engines,
commonly complete a common "4th gear
sweep" test in less than 10 seconds, which is
not a reliable load condition as compared to
operation in the outside world. By not
providing enough time under load, internal
combustion chamber temps are unrealistically
low and power readings, especially past the
power peak, are skewed low.
2. Loaded Sweep Tests (brake dyno type)consist
of 2 types:
1. Simple fixed Load Sweep Test: A fixed
load, of somewhat less than the engine's
output, is applied during the test. The
engine is allowed to accelerate from its
starting rpm to its ending rpm, varying in
its acceleration rate, depending on power
output at any particular rpm point Power
is calculated using torque * rpm / 5252 + the power required to accelerate the dyno and
engine's / vehicle's rotating mass.
2. Controlled Acceleration Sweep Test: Similar in basic usage as the above Simple fixed Load
Sweep Test, but with the addition of active load control that targets a specific rate of
acceleration. Commonly, 20fps/ps is used.

The advantage of controlled acc. rate is that the acc. rate used is relatively common from low power to high
power engines and unnatural overextension and contraction of "test duration duration" is avoided, providing
more accurate and repeatable test and tuning results.

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There is still the remaining issue of potential power reading error due to the variable engine / dyno /
vehicle's total rotating mass. Most modern computer controlled brake dyno systems are capable of deriving
that "inertial mass" value to eliminate the error.

Interestingly, A "sweep test" will always be suspect, as many "sweep" users ignore the inertial mass factor
and prefer to use a blanket "factor" on every test, on every engine or vehicle. Inertia dyne systems aren't
capable of deriving "inertial mass" and are forced to use the same inertial mass.

Using Steady State testing eliminates the inertial mass error, as there is no acceleration during a test.

Engine dynamometer

An engine dynamometer measures power and torque

directly from the engine's crankshaft (or flywheel),
when the engine is removed from the vehicle. These
dynos do not account for power losses in the drivetrain,
such as the gearbox, transmission or differential etc.

HORIBA engine dynamometer TITAN

Chassis dynamometer

A chassis dynamometer measures power

delivered to the surface of the "drive
roller" by the drive wheels. The vehicle
is often parked on the roller or rollers,
which the car then turns and the output
is measured.

Modern roller type chassis dyne systems

use the Salvisberg roller,[1] which
improved traction and repeatability over
smooth or knurled drive rollers.

On a motorcycle, typical power loss at

higher power levels, mostly through tire
flex, is about 10% and gearbox chain Saab 96 on chassis dynamometer
and other power transferring parts are
another 2% to 5%.

Other types of chassis dynamometers are available that eliminate the potential wheel slippage on old style
drive rollers and attach directly to the vehicle's hubs for direct torque measurement from the axle. Hub
mounted dynos include units made by Dynapack and Rototest.

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Chassis dynos can be fixed or portable.

Modern chassis dynamometers can do much more than display RPM, horsepower, and torque. With modern
electronics and quick reacting,low inertia dyne systems, it is now possible to tune to best power and the
smoothest runs, in realtime.

In retail settings it is also common to "tune the air fuel ratio" , using a wideband oxygen sensor which is
graphed along with RPM.

Some, like Dynojet and others, can also add vehicle diagnostic information to the dyno graph as well. This
is done by gathering data directly from the vehicle using on-board diagnostics communication.[2]

Because of frictional and mechanical losses in the various drivetrain components, the measured rear wheel
brake horsepower is generally 15-20 percent less than the brake horsepower measured at the crankshaft or
flywheel on an engine dynamometer.[3] Other sources, after researching several different "engine" dyno
software packages, found that the engine dyno user can integrally add "frictional loss" channel factors of
+10% to +15% to the flywheel power, raising the claim that 20% to 25% or even more power is actually
lost between the crankshaft at high power outputs.

Common misconceptions about dynos

Drag racing: Horsepower and torque figures are a strong predictor but do not guarantee a specific 0-60 mph
or 1/4 mile elapsed time (ET). An engine accelerating in a vehicle experiences different conditions than on
a dyno. G forces and different temperatures as well as different modes of vibration in a vehicle can cause
significant differences in power output.

When attempting to crosscheck dynamometer power figures to drag strip performance, it is relatively
consistent to compare improved brake hp figures to terminal MPH.

Engine damage: Can dyno testing damage engines? A brake dyno, in steady state mode only provides a
load that is equal the amount of power that the engine is making at any specifically selected rpm point. If
the engine makes 200 brake HP at 5000 rpm, the dynamometer's brake or power absorber will provide
exactly 200 hp (150 kW) of load against it, keeping the RPM at 5000 rpm. That's a realistic load, it's as if
the engine was in a vehicle pulling a large trailer up a hill. Should be no problem on the dyno - if there's no
problem on the road. However, the apprehension over dyno testing and engine damage does have solid
roots in fact. Old style dynamometers commonly used an inexpensive water brake type of power absorber.
Load was increased or decreased by filling and draining water in the housing to change the amount of
internal water volume to change the load, all the while draining and refilling the water to keep the water
from boiling - It would sometimes take quite some time for the operator or computer to get inflow and
outflow rates stabilized and that is the problem. It's not the "amount" of load, it's the amount of "time" spent
trying to stabilize the load at the desired rpm.

Water brakes are still commonly used in applications where their small size and light weight are important
and engine torque curves are relatively straight, as in large automotive and boats.

History
Gaspard de Prony invented the de Prony brake in 1821. The de Prony brake (or Prony brake) is considered
to be one of the earliest dynamometers.

Froude Hofmann of Worcester, UK, manufactures engine and vehicle dynamometers. They credit William

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Froude with the invention of the hydraulic dynamometer in 1877 and say that the first commercial
dynamometers were produced in 1881 by their predecessor company, Heenan & Froude.

In 1928, the German company "Carl Schenck Eisengießerei & Waagenfabrik" built the first vehicle
dynamometers for brake tests with the basic design of the today's vehicle test stands.

The eddy current dynamometer was invented by Martin and Anthony Winther in about 1931. At that time,
DC Motor/generator dynamometers had been in use for many years. A company founded by the Winthers,
Dynamatic Corporation, manufactured dynamometers in Kenosha, Wisconsin until 2002. Dynamatic was
part of Eaton Corporation from 1946 to 1995. In 2002, Dyne Systems of Jackson, Wisconsin acquired the
Dynamatic dynamometer product line. Starting in 1938, Heenan and Froude manufactured eddy current
dynamometers for many years under license from Dynamatic and Eaton.[4]

See also
„ Dynamometer car for railroad usage
„ Engine test stand dynamometer for engines, e.g. combustion engines
„ Hand strength dynamometer

References
Citations

1. ^ http://patft.uspto.gov/netacgi/nph-Parser?Sect1=PTO2&Sect2=HITOFF&p=1&u=%2Fnetahtml%
2FPTO%2Fsearch-
bool.html&r=10&f=G&l=50&co1=AND&d=PTXT&s1=salvisberg&OS=salvisberg&RS=salvisberg
2. ^ Elisa Faustrum. "DynoJet Data-Link Module". Modular Fords.
http://www.modularfords.com/articles/DynoJet_DataLink_Module/1.html. Retrieved on June 14,
2007.
3. ^ John Dinkel, "Chassis Dynamometer", Road and Track Illustrated Automotive Dictionary, (Bentley
Publishers, 2000) p. 46.
4. ^ Winther, Martin P. (1976). Eddy Currents. Cleveland, Ohio: Eaton Corporation.

General references

„ Winther, J. B. (1975). Dynamometer Handbook of Basic Theory and Applications. Cleveland, Ohio:
Eaton Corporation.

„ Martyr, A; Plint M (2007). Engine Testing - Theory and Practice (Third Edition ed.). Oxford, UK:
Butterworth-Heinemann. ISBN 978-0-7506-8439-2.

External links
„ Automobile Road Dyno Measuring horsepower and torque while driving.
„ Froude Hofmann - Re: history of hydraulic the dynamometer
„ Concept2 for a manufacturer of dynameters designed for measuring leg press, arm pull, and chest
press of athletes.
„ Dynos Explained Sport Rider Magazine: How chassis dynamometers work with Marc Salvisberg of
Factory Pro Dynamometer
„ Power Dynamometers Resource for main power dynamometers types explained

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