International Journal of Scientific & Engineering Research, Volume 6, Issue 7, July-2015 343

ISSN 2229-5518

PID based Dynamometer used in engine test

Pradnya Kulkarni, Chandrakant Kadu

Abstract - In today’s modern world, IC engines are tested for its performances such as speed & torque developed. To test the
performance of these engines dynamometer controllers & associated instrumentation is used. This paper describes how PID controller
for dynamometer provides a mean for testing engine in desired & controlled conditions such as speed, torque with respect to throttle
position in order to test engine. PID acts as dynamometer controller. For implementing this controller different test scenario can be
simulated in lab for performing engine test with help of eddy current dynamometer. This paper presents the implementation aspects of
PID in DDC using Labview and engine performance analysis in GUI( Graphical user interface).The simulation results revealed that the
engine process is best tuned using Z-N technique through Labview. Finally, results extracted from simulation are displayed in GUI of
test engine.

Index Terms - PID controller in DDC, Eddy current Dynamometer, Engine Behavior, controller tuning, simulation study in labview.

——————————  ——————————

1 INTRODUCTION
This paper basically is about designing a LABVIEW based PID
controller in DDC which acts as controller for dynamometer to
control speed, torque & throttle position of IC engine. Majori-
ty of the controller used in industry are of the PI, PID type.
The choice of PID controller is due to their simplicity of opera-

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tion, ease of design, inexpensive maintenance, low cost, and
effectiveness for most linear systems [3] .The popularity of PID
controllers can be attributed partly to their robust performance
in wide range of operating conditions & partly to their func-
tional simplicity.To test engine performance in the laboratory,
the engine is coupled to a dynamometer, which may be either
an engine ( eddy current dynamometer) dynamometer or a
chassis dynamometer [2].In this paper Eddy current dyna-
mometers are used to measure speed & torque.One of the
most essential role of the control engineer is tuning of control-
ler [9].This paper also presents a simulation study on PID con-
troller tuning for engine process using well-known Z-N meth- Fig 1: System Overview
od through labview. Using Z-N method, it is aim to tune the
PID controller parameters to achieve best control performance
with the proper choice of tuning constants & finally imple-
2 SYSTEM OVERVIEW
ment PID in DDC while response of PID seen in GUI. Z-N Testing of engine performance is often important in the devel-
method is the conventional tuning method in which the con- opment of engine and fuel technologies. Many parameters
troller parameters are calculated from an identified process affect an engine’s performance: the basic engine design, com-
model obtained from a step response, Therefore the perfor- pression ratio, valve timing, ignition timing, fuel, speed,
mance of the calculated controller parameters depends on the torque &power. Proper tuning of an engine’s carburetor re-
correctness of the identified process model developed from quires careful measurements of torque, speed, temperature,
engine behavior [1]. and fuel consumption as a function of throttle position. Ag-
ilent USB data acquisition (DAQ) modules provide an inex-
pensive, flexible solution for engine testing [2]. In this study,
---------------------------------------------
measurement of speed, torque as function of throttle position
• Pradnya Kulkarni is currently pursuing masters degree program is required. In above system overview fig 1[2] testing of engine
in process instrumentation in Pravara rural college of engineering, performance in the laboratory shows that the engine under
loni, Ahmednagar, Maharastra ,India. test is coupled to a dynamometer, which is eddy current dy-
E-mail: [email protected]
namometer [2]. The dynamometer, which provides a load to
• C handraKant Kadu is working as an Associate Professor and the engine, can be easily controlled to allow testing under a
Head of Instrumentation & control department in Pravara rural wide range of speeds and torque.If load increases engine
Engineering college, Loni,Ahmadnagar,Maharastra ,India,
E-mail: [email protected]
speed decreases & torque increases because load cell is kept
inside dynamometer. In fig 1, three sensors are used such as
throttle position sensor, magnetic pick up tachometer as speed
sensor, load cell for torque measurement, While PID based
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International Journal of Scientific & Engineering Research, Volume 6, Issue 7, July-2015 344
ISSN 2229-5518
dynamometer is implemented in PC for simulation purpose in 2.2 Digital Dynamometer Controller (DDC)
which speed & torque are controlling parameter of engine un- DDC is Real Time Control System for testing Engines on En-
der test. gine Dynamometer. DDC is also called digital dynamometer
controller, In order to test the engine it is generally necessary
2.1 Eddy Current Dynamometer
to use a dynamometer controller. This is usually an electronic
Eddy current dynamometers are electromagnetic load devic- unit which has the capability of controlling the load on the
esfor engine testing this dynamometer is used for speed & torque
dynamometer (i.e. it controls the current to the resistance coils
measurement.The engine being tested spins a disk in the dy-
in an eddy current dynamometer) and can measure or sense
namometer. Electrical current passes through coils surround-
the load and speed [4]. Dynamometer controllers generally
ing the disk, and induce a magnetic resistance to the motion of
operate in two modes: Speed Controlled operation or Load
the disk. Varying the current varies the load on the engine.
Controlled operation. These two modes are controlled by PID
Several components are typically packaged together in a dy-
& implement PID in DDC.
namometer: the shaft with bearings, the resistance surface, the
resistance mechanism in a “free” rotating housing, a strain 2.3 Speed Controlled Mode In DDC (N% Mode)
gage, and a speed sensor (see figure 2 for a schematic of an
In Speed Controlled mode a set speed is given to the PID con-
Eddy Current Dynamometer)[4]. Speed is measured with a
troller, if the measured speed of the shaft is less than that of
pickup that monitors the spinning dynamometer. Typically, a
the set speed, the load is decreased. If the measured speed of
toothed steel wheel is placed on the shaft and an inductive
the shaft is greater than that of the set speed, then the load is
pickup is placed close enough to the wheel such that it gener-
increased. Assuming the engine has sufficient torque to attain
ates pulses as the teeth pass by. This time-based pulse signal is
the set speed; this will maintain a constant speed of engine
analyzed in order to measure the period between pulses and
which is under test [4]. Schematic of speed controlled test of IC
converted to frequency. Shaft speed is directly proportional to
engine is as shown in fig 3.0[4].where throttle valve is 100%
the measured frequency. If the engine output is taken directly
open to test speed parameter of engine , by varying load &
from the crankshaft, then the dynamometer shaft speed equals

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keeping speed constant of ic engine. This is first control objec-
the engine speed [2].
tive of this paper at N% mode. Where speed (N) is controlled
by dynamometer controller acts as PID1while % (throttle posi-
tion) is controlled by throttle actuator acts as PID2.

Fig 3: Schematic of speed controlled test at WOT or N% mode

2.4 Load Controlled Mode in DDC (T% mode)
In Load Controlled mode a set load is given to the controller
(either as a voltage or a setting on the front panel of the con-
Fig 2 : Eddy Current Dynamometer troller). If the measured load on the dynamometer is greater
than that of the set load, the load is decreased. If the measured
While Torque is measured by attaching a load cell (force load on the dynamometer is less than that of the set load, then
transducer) to the dynamometer housing. The load cell strains the load is increased. Assuming the engine has sufficient
slightly with applied load, and the strain is measured using torque to attain the set load; this will maintain a constant load
strain gages connected to a preamplifier that outputs a voltage while the speed varies [4].
proportional to the load[2].The force signal (F) from the strain
gage may be converted into a torque (T) by multiplying by the
distance from the center of the shaft to the pivot point of the 3 ENGINE BEHAVIOUR
strain gage (R): An Engine is a device which transforms chemical energy of
fuel in to thermal energy & uses thermal energy to produce
Torque measurement by dynamometer is given by equation mechanical work.engine normally converts thermal energy in
(1)[2] : to mechanical work. There are three basic methods for meas-
T=RxF (1) uring engine output: testing on an engine dyno, running a
vehicle on a chassis dyno, or making passes at a race

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 International Journal of Scientific & Engineering Research, Volume 6, Issue 7, July-2015 345
ISSN 2229-5518
track.This paper show testing of engine using dynamometer. weight on load cell.
An engine dyno calculates power output directly by measur-
ing the force (torque) required to hold a spinning engine at a
set speed (rpm) means through engine behavior as shown in .
below table I here two quqntities are under controlled such as
torque & speed so two PID are required one(PID 1) for dyna-
mometer where speed & torque has to be controlled & other
PID 2 for throttle which is in built in throttle actuator, So that
two controlling modes are design in DDC such as N% mode &
T% mode as shown in table II .

.
Table I: Engine Behavior. Throttle Postion Fig 4: Closed loop Speed (N%) & Torque(T%) Control dia-
gram.
100 90 80 70 60 50 40 30 20 10
% % % % % % % % % % 5 GENERAL STEPS FOR PID DESIGN
500 7 6.6 6.5 6 5.6 5.5 4.1 2.9 1.9 1.0

1000 8 8 5.9 5 4.1 3.3 2.6 1.9 1.3 0.8

• Obtain open loop response, add K p to reduce rise
time, K i to eliminate steady state error, K d to increase
1500 9 7.4 6.1 5.3 4.7 4 3.3 2.5 1.7 1.1
stability of system, improve transient response& im-
2000 10.5 8.7 7.9 7.1 6.4 5.6 4.8 4.1 3.4 2.1
prove overshoot.
2500 11.7 10.4 9.4 8.6 7.8 7.1 6.4 5.6 4.7 3.9
• Model estimation.
3000 12.1 12 11.1 10.3 9.5 8.6 7.8 6.9 6 4.5
• Controller tuning.
3500 13.1 13.7 12.7 11.8 10.9 10 9.2 8.2 7.3 6.3
• Set point change test (closed loop).

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4000 14 15.1 14.2 13.3 12.4 11.4 10.5 9.5 8.4 7.2
• Verify.
4500 15.1 16.5 15.6 14.7 13.7 12.8 11.8 10.8 9.8 8.3
A designing of PID controller main aim is to minimize er-
5000 16.1 17.9 16.9 16 15.1 14.1 13.1 12.7 11 10
ror between process variable & setpoint while generating
5500 17 19.3 18.3 17.3 16.3 15.4 14.3 13.1 12 10.5
corrective action to control system. A conventional PID
6000 18.4 20.1 19.3 18.5 17.5 16.4 15.4 14.2 13 11.6
controller consists of a Proportional element, an Integral
Speed element and a Derivative element. All of them take the er-
Torque ror as input. Kp, Ki, Kd are the gains of P, I and D ele-
ments respectively shown in eqution (2). [3, 9]. Where e is
Table II: Controlling Mode in DDC. error signal, K c is controller gain, τ i is integration time,
and τd is derivative time. A PID controller determines a
Sr. Controlling Engine Parame- EnginePa-
No Mode in DDC ter ControlledBy rameter Con- controller output value u(t) , engine under test [7].
. Dynometer trolled By
(PID1) Throttle General control equation of PID:
(PID2) 1 t
u (t)=KC {e + ∫0 e dt + Td }
de
(2)
1 N% Mode Speed Throttle Ti dt
So PID values can be calculated using equation (3) as be-
2 T% Mode Torque Throttle low.
Kc
P = Kc, I = , D = Kc × Td (3)
Ti
4 CLOSED LOOP DIAGRAM FOR N% & T% MODE:
The engine is the most important part of the process plant as
5.1 Open Loop Test
this is where the process variables are measured and con-
Generally, most PID tuning methods are based on the as
trolled. Figure 4 shows the closed loop speed/torque control
sumption that the plant can be approximated using first order
diagram of the engine with dynamometer. In closed loop dia-
plus dead time model (FOPDT) which is mathematically de-
gram set speed or torque are given to PID , final control ele-
scribed by equation (4)[1].The process parameters such as the
ment is load cell when PID 1 is running while throttle valve
gain k, the dead time, θ and time constant, T appeared in
acts as second final control element when PID2 running, en-
gine acts as process whose two variables such as speed & tor- equation (4) can be determined by performing an open loop or
ques are under measurement. Dynamometer acts as measur- some dynamic test on the actual plant. The simplest test that
ing device in which speed & torque sensors are located, from can be performed is the step test [1]. By using identification
these sensor engine feedback speed & torque are measured. tool and open loop response of the plant, we can get transfer
Finally tune PID to achieve set variable & process variable of function for the plant shown in next section [10]
engine becomes equal.PID output range is required from 0 to
10v, speed range of engine under test is from 500 to 6000rpm 𝐾𝑒 −𝜃𝜃
while torque range of 5 to 20 N-M at weight of 5 to 20 kg G p (s) = (4)
𝑇𝑇+ 1
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International Journal of Scientific & Engineering Research, Volume 6, Issue 7, July-2015 346
ISSN 2229-5518
gain is called as the ultimate gain Ku and the oscillation
5.2 Engine Model Estimation period is denoted as the ultimate period Pu. A Simulink
I have developed process parameters for the engine process as model using labview for closed loop process with P-control is
K = 325.11, θ=3.6835, τ= 1.0962 for N% mode in addition to simulated to determine the above parameters. The ultimate
that K =1.0741,θ=0.002, τ = 0.275 for T% mode . these values gain Ku and the ultimate period Pu are also calculated
are found using engine FOPDT model of engine.(using input analytically using Routh array. Then, the controller tuning
–output values of engine).The Engine FOPDT model is devel- parameters (P,I,D) are calculated from Ku and Pu using the
oped by engine behavior in which speed(RPM) vs torque(NM) Ziegler-Nichols tuning Table III [6].
with respect to throttle position (%) means acts as engine data
is shown in fig 4.0 , engine FOPDT mathematical equation for Table III: Z-N closed loop tuning using oscillation method
N% mode for engine is given by
Control P Ti Td
325.11 P K u /2 - -
G p (s) = 𝑒 −3.683𝑠 (5) PI K u /2.2 P u /1.2 -
1.0962𝑠+1 PID K u /1.7 P u /2 P u /8
Euation (5) shows transfer function of engine under test for
N% mode.this transfer function developed by engine data 5.4 PID Values for Engine Model
where input of engine is load varies from 5 to 20 N-M while
Using Z-N closed loop tunning method as described above I
output of engine is speed varies from 500 to 6000rpm at con-
have developed PID values for N% & T% mode are shown in
stant throttle position 100%.
Engine FOPDT mathematical equation for T% mode for en- table IV.
gine developed using engine behavior where input of engine
is load & output of engine is torque varies from 5 to 20 N-M at Table IV: Z-N closed loop tunning using oscillation method
for N% & T% mode.

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constant throttle position at 50% which is given by equation
(6): Tuning
PID Value for N% MODE

method
1.0741 𝑒 −0.002𝜃 P I D
G P (s) = (6)
0.2755𝑆+1
Z-N 0.002 0.00506 0

5.3 Controller Tuning Tuning PID Value for T % MODE

Tuning of control loop is the adjustment of its control parame- method P I D
ter to the optimum values. They ensure that the resultant pro- Z-N 2.22 12.79 0
cess control system would be stable and would achieve the
desired objectives. Tuning methods of controller describe the
controller parameters in the form of formulae or algorithms. In
literature, a wide variety of PID controller tuning methods are 6 EXPERIMENTAL WORK
proposed. These are broadly classified into three categories The experimental work was conducted by first perform the
such as closed loop method, open loop method & soft compu- open-loop test to the engine plant in order to determine the
ting method out of these metods Ziegler Nichols closed loop above mentioned process parameters. Based on these parame-
tuning method is used in this work ters, the process model is identified and the controller is tuned
Transfer function of the most basic form of PID controller is by [1]. In expermimental work first PID controller was developed
equation (7) [6]. for N% & T% mode in DDC using flowchart as shown in fig 5.
G c (s) = P + I/s + D s = K c (1 + 1/ T i S + T d S) (7)
Where P = K c , I = K c / T i and D = K c T d are tuning parameters
of the PID controller.
In general, a wide variety of PID controller tuning methods
are used such as open loop method, closed loop metod, soft
computing method [6]. This paper presents a simulation
study on PID controller tuning for engine with dynamometer
process using well-known Z-N closed loop method. In Closed
loop tuning methods the plant is operating in closed loop and
controller tuning is performed during automatic state .
Ziegler-Nichols (ZN) tuning rule was the first tuning rule to
provide a practical approach for PID controller tuning. Based
on the rule, a PID controller is tuned by firstly setting it to the
Proportional-only mode but varying the gain to make the
process system in continuous oscillation .The corresponding
The results were plotted and are discussed in the next section.
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International Journal of Scientific & Engineering Research, Volume 6, Issue 7, July-2015 347
ISSN 2229-5518
tools are kept in while loop through labview in block diagram
window of N% &T% Mode in fig 7 & fig 9,while front panel
window of N% & T% Mode in fig 6 & fig 8 contain three nu-
meric control such as K P, K i vertical pointer slide & one PID
indicator with waveform chart. In labview control acts as in-
put of plant while indicator acts as output of plant which are
display in front panel.

Fig 5: Flowchart of PID design for N% & T% mode in DDC.

7 SIMULATION RESULTS

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Simulation is a process that involves using software to recreate
and analyze the behavior of dynamic systems means here to
Fig 6: Front panel of Labview based PID tunning using Z-N
analyze engine behavior. A dynamic system model is a differ-
method for N% mode
ential equation that describes the behavior of engine model.
Labview software package was used for simulation work .In
general LabVIEW (short for Laboratory Virtual Instrumenta-
tion Engineering Workbench) is a platform and development
environment for a visual programming language from Na-
tional Instruments. The graphical language is named "G".
Originally released for the Apple Macintosh in 1986, LabVIEW
is commonly used for data acquisition, instrument control,
and industrial automation .LabVIEW programs/subroutines
are called virtual instruments (VIs). Each VI has three compo-
nents: a block diagram, a front panel, and a connector pane[5].
LabVIEW has several modules and Toolkits for Control and
Simulation purposes, e.g., “LabVIEW Control Design and
Simulation Module”, “LabVIEW PID and Fuzzy Logic
Toolkit” these toolkits are used in this simulation work[5,8].
This paper mainly contain two PID VI in DDC. The PID VI
implement in labview has inputs for setpoint, process variable,
Fig 7: Block diagram of Labview based PID tunning using Z-N
PID gains, dt, output range, and reinitialize . In that PID gains
Method For N% mode.
input is a cluster of three value such as proportional gain, in-
tegral time, and derivative time calculated from engine trans-
fer function form two controlling mode.,output rangein PID vi
to specify the range of the controller output. The default range
of the controller output is –100 to 100, which corresponds to
values specified in terms of percentage of full scale & dt to
specify the control-loop cycle time. The default value is –1, so
by default the PID VI uses the operating system clock [7,10].
As per engine process parameter developed from FOPDT
model , Output response of labview based PID tunning using
Z-N for N% & T%mode are shown below, where control de-
sign & simulation loop contain PID , mathscript node is used
to show transfer function of engine for two modes ,waveform
chart to display setpoint & process variable of engine all these
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International Journal of Scientific & Engineering Research, Volume 6, Issue 7, July-2015 348
ISSN 2229-5518

Fig 11: Front panel window of GUI for T% mode.

.
Fig 8: Front panel of labview based PID tuning using Z-N method
for T% mode.

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Fig 12: Block diagram window of GUI for N% &T% mode.

8 CONCLUSION
The PID controller tuning for engine with dynamometer was
successfully simulated and tested. The results had shown that
the Z-N tuning metod was the best tuning method for engine
testing & labview was best software tool to implement GUI
also through simulation results i have concluded that,A GUI
Fig 9: Block diagram window of Labview based PID tuning
was developed to facilitate control-mode selection, the setting of
using Z-N for T% mode.
controller parameters, and the display of control system variables
Graphical user interface (GUI) for N% & T% mode using lab-
through labview.finally in DDC simulation results are displayed
view shown below graph in that two PID are located in DDC
for simulation purpose. shown in table V.
Table V: Simulation result for engine under test using set-
point change test For N% & T% mode in DDC.
Mode in setpoint Actual PID out Throttle Load
DDC speed engine Position value
speed in %
(PV)
N% 2000 2180 8.036 100 10.5
Mode
2500 2490 7.591 100 11.7
3000 2850 6.39 100 12.1

Mode in setpoint Actualengine PID Throttle

DDC Torque torque.(PV) out Position in
%
T% 12 12.8 0 50
Fig 10: Front panel window of GUI for N% mode
Mode
15 14.8 0.0276 50
16 15.9 0.0402 50

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