Page |1
August 7, 2009
Jordan Stringfield
Anthony Jaya
Mateo Cardenas-Farmer
Nik Urlaub
Brian Wise
- stri7840@vandals.uidaho.edu;
- jaya7037@vandals.uidaho.edu
- card1168@vandals.uidaho.edu
- nurlaub@vandals.uidaho.edu
- bwise@vandals.uidaho.edu
Dr. Herb Hess
Electrical Engineering Department
University of Idaho
Moscow, Idaho 83843
Dear Dr. Hess:
Enclosed is a copy of “SubMerge AUV Test Platform”. This report is a summary of our findings from the research
we recently completed on diesel electric hybrid systems along with the necessary test equipment. The results of this
study will assist you along with Alion and U.S. Navy in their search for a solution to repower the AUV. The
research and report were completed as scheduled and the results delivered to our client Friday, August 7, 2009.
Copies of this report will be submitted to Dr. Steve Beyerlein, Dr. Jay McCormick, Dr. Brian Johnson, as well Dr.
Herb Hess.
This report includes information on the process used and the decisions made to select the exact direction of the AUV
Project. The first step of the process was brainstorming and researching the different possible hybrid systems that
could be used in the AUV. Through this research, we discovered the scope of the project was too large and needed
to be reduced. At this point the idea of creating a test platform was created. Many issues discussed in this report
will arise when trying to operate an engine or other form of power producing device in a small confined space like
the submarine. The test platform will create an environment similar to the actual AUV that will allow for accurate
data to be collected. This report also briefly outlines future work that will be completed by the team in the second
semester of the project.
If you have any questions or comments regarding this study or report please contact any member of the engineering
team as listed above.
Sincerely,
Mateo Cardenas-Farmer, Anthony Jaya, Jordan Stringfield, Nik Urlaub, Brian Wise
Enclosure: Design Report
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SubMerge AUV Test Platform
Submitted to:
Dr. Herb Hess
Alion
Team Members:
Nik Urlaub, Anthony Jaya, Mateo Cardenas-Farmer, Jordan
Stringfield, Brian Wise
Date:
August 7, 2009
Page |3
Table of Contents
Executive Summary ........................................................................................................................ 4
Background ..................................................................................................................................... 5
Problem Definition.......................................................................................................................... 6
Project Plan ..................................................................................................................................... 7
Concepts Considered ...................................................................................................................... 8
Concepts Selection ........................................................................................................................ 13
System Architecture ...................................................................................................................... 15
Future Work .................................................................................................................................. 17
Appendices .................................................................................................................................... 19
TDI Torque and Power curve vs. RPM .................................................................................... 19
TDI Technical Data................................................................................................................... 19
Battery Calculations (MathCAD Screenshots) ......................................................................... 21
Concept Test Bench Plans ........................................................................................................ 23
Test bench Sketches .................................................................................................................. 25
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Executive Summary
The United States Navy has developed an AUV (Automated Underwater Vehicle) for
military applications including reconnaissance and sea floor mapping. The current AUV is
powered by a string of lithium-ion batteries, which are charged at a naval base when the
submarine is docked. The lithium-ion batteries are capable of providing 20kW for 12 hours and
take approximately 3 hours to charge. The initial goal of this team was to assess the current
power scheme and develop an alternative solution to powering the submarine. However, the
scope of the project becomes overwhelmingly large with the availability of any alternative power
sources so the senior design team refocused to designing and building a test platform capable of
housing and testing different power sources.
Figure 1: A concept drawing of an AUV mapping the sea floor
The focus of this design project is to build a test platform that simulates many aspects of
the environment the sub will be put in including the ability to house a power source capable of
producing the requirements of the missions, test power output, and monitor all crucial aspects of
the bench and environment. Some of the concerns include air intake, exhaust, air flow within the
cavity, engine temperatures, control and monitoring systems, and fuel supply. If the project
proves to be successful, then the AUV will be capable of longer runs because it can recharge
Page |5
mid-mission. Business merits of the test bench will include the ability to test different power
configurations, compare results, and verify the concepts to fulfill the power requirements.
Background
When the design project was presented to the senior design team, they were asked to
identify and develop new methods of powering an AUV that would improve the system
characteristics to better meet the challenges of specific missions. The abstract problem definition
identified many potential areas of research including fuel cells, micro turbines, non-rechargeable
batteries, and nuclear technology. Multiple groups of undergrad and graduate students are
working on these solutions, identifying ideas with potential and those that need discarded. They
are studying the theoretical potential of each propulsion method. There are however, unique
problems that will arise with each solution. Examples include hydrogen buildup from Li-ion
batteries, the ambient temperature in the sub potentially being a limiting factor on engine
performance, and the ability of forced convection to remove the substantial heat created by a
micro turbine, or the potential necessity of liquid to air heat exchangers. Many of the questions
that arise can be analyzed directly with a test bench.
With any solution, the deliverable for proving the validity of the idea will be fabricating
proof of concept hardware. This test bench will strive to provide the means to test and prove any
solution proposed for the sub propulsion. All of the engines’ charging batteries will have specific
power curves to hit. Those will need to be measurable and monitored. Any design will need to
provide discrete amounts of power for specific times. This too will need to be measurable. A
limiting factor for all designs will be special requirements, so proof will be required that they fit
inside the size constraints. Heat generation will always be a factor, so a means of measuring heat
in multiple places is needed. Open data ports will be required to measure data from issues not
originally identified in the designs.
Having a test bench will benefit our design team, the entire AUV project, the University
of Idaho, and Bayview test facilities. It will make the process of testing new ideas much easier
and more expedient. Having a test bench will streamline the process from conceptual design to
testing. It will help identify problems that may have been overlooked. It will provide the ability
to compare results from competing ideas as well as standardize deliverables for designs. The
University will be able to look more in depth at similar projects since each project would only
Page |6
have to tailor the bench to fit their needs rather than build their own. Bayview will benefit as the
University will have more comprehensive facilities to house more projects that can focus more
importantly on optimizing the propulsion system rather than the ability to prove it.
Problem Definition
The goal of the project is to create a platform that can accurately record data and simulate
the actual environment the AUV will encounter. This will require designing and building a
compartment similar to that of the actual sub. The Platform will need to be built from existing
hardware available on campus, by purchasing existing hardware, and fabricating parts in the
universities machine shop. In addition to the physical compartment, the test bench will require
equipment to monitor vital engine information, alternator output, battery simulation, and the
compartment airflows and temperatures.
The test platform will consist of a cylinder four feet in diameter and four feet in length.
This will include a cylindrical frame that is skinned with sheet metal. An outer frame to support
the cylinder will be necessary. The compartment will require easy access for the
engine/alternator combo and to aid in their installation and maintenance. It will also include
forced air intake for the compartment and engine intake. Engine exhaust and compartment
exhaust will both need handling. Finally the compartment will allow for the exit of all wiring
needed in the data acquisition process while still maintaining sealing for a closed system.
The platform will need to simulate the load on the alternator and engine from charging
the batteries. It will also need to provide the cooling of the engine. Using the current radiator is
the most likely solution; however a liquid to liquid heat exchanger is also a possibility. The
platform must provide cooling of the ambient chamber air, most likely through forced airflow. It
will monitor the temperatures and mass flow rates of the intake and exhaust as these are
important for the safety of the diesel engine. The temperature pre and post intercooler must be
watched as well as compartment temperatures. The platform must also provide for the
management of exhaust and a supply of fresh air for the compartment and engine. Lastly it must
provide space for a fuel tank to run the engine.
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Project Plan
Throughout the semester the team has completed many projects. Delegation of work is
something important to their success. There have been two main project phases thus far; project
learning and conceptual design. Project learning is the massive study of all pertinent technology.
In conceptual design the functions of the project are identified, broken down and preliminary
designs are begun.
The bulk of the initial work was done in the project learning phase. In this stage the team
worked hard at gathering as much information relevant to the project as possible. The goal was
to become fluent in any concepts or technology relevant to the project. This knowledge helped
narrow the project and develop a problem definition. In this stage Nik Urlaub familiarized
himself with batteries, charging and depleting them, simulating them, holding constant voltage or
constant current. He also familiarized himself with a recent senior design project that used a
similar setup to charge batteries in an electronic vehicle. Mateo Cardenas-Farmer at this point
researched alternators, learning how they work, what is important while running them, and what
can be done to increase their efficiency. He also started the project of putting the UQM alternator
on the diesel engine in the university’s small engine bay to run tests on it and prove the
feasibility of the concept. At this point altering the engine to increase efficiency was also a large
consideration. Brian Wise researched Diesel engines, attempting to determine if it would be
possible for the team to tweak the TDI to increase efficiency. Included in his research were
turbo units as this is an area with high potential to increase efficiency. If the optimum alternator
and engine efficiencies were not close in revolutions per minute, then gears, chains, or belts
would be necessary. Brian also did the research on these. Anthony Jaya researched piezoelectric
chargers as they were identified as a potential area to recover electricity. He also researched
engine management controllers because starting, stopping, and controlling engine rpm’s are
likely to be crucial parts of the project. Another area of research was the feasibility of running
the engine while the AUV was submerged. Jordan Stringfield researched problems and
requirements for running engines underwater and the advantages of doing so. He researched
alternate fuel that might increase efficiency. Jordan also researched fuel cells. These were
identified as a possible source of power that could better enable the AUV to perform its
missions.
Page |8
After the project learning came the
conceptual design phase. In this phase the team
took the acquired knowledge to revise the problem
definition and begin designing and testing their
project. In this stage the electrical engineers and
the mechanical engineers split up. The ME’s took
on the projects of fabricating an adapter to attach
the alternator to the TDI and designing the test
bench. The EE’s then took on the projects of
learning Labview and getting the controller for the
UQM alternator working. The controller is liquid
cooled, but the pump is missing. The EE’s
identified the pump needs and suggested a pump to
purchase.
Figure 2: Jordan Machines the Spacer
Concepts Considered
At this stage of project development, the concepts leading up to the final test-platform
design have not necessarily originated from many design changes, but rather have been narrowed
from an on-going refinement of the projects scope. The reason for this is that the team wanted to
make certain of Alion’s actual needs, which involved an extended period of concept generation
and functional identification of the original problem. The original deliverable was a proven
propulsion system capable of performing to target profiles.
As the team first understood it, the purpose of the project was to improve the
performance of the existing AUV stationed in Bayview, ID on Lake Pend Oreille. The
submarine would also need to be designed for sea water, and the team was encouraged to
constrain any engines considered to compression ignition. The current set of batteries powering
the motor would be reduced by half to make space for the engine. From this point, SubMerge
started researching different types of diesel engines and batteries, and other types of powergenerating technology. The team first researched past senior design projects; any of which
involved submarines, rechargeable batteries, and diesel engines to seek out any related
Page |9
information which could help improve the current AUV’s performance. From there, the team
looked into many topics, which included, but are not limited to:

Engine efficiency

Alternator efficiency

Gear ratios

Most efficient diesel engines

Running diesel engines with other fuel mixtures

Salt-water batteries

Putting the diesel engine into the submarine

Piezoelectric power connected to outside of AUV, or connected to diesel engine inside

Turbochargers

Head designs

Engine controllers/governors

Nuclear power

Energy density of fuels

Fuel cells

Chains/belts

Engine and material corrosion from salt water

Cooling systems

Seals
Another idea that surfaced included running the engine and charging the batteries
simultaneously while submerged, which involve pressurized tanks for intake air and exhaust.
Testing an alternator would be important to show Bayview that the test platform could
successfully simulate charging the batteries, while still maintaining the other constraints. An
engine-operated submarine requires some sort of intake and exhaust snorkel, but protrusions are
discouraged in the project. Any snorkels would have to be designed and placed within the outer
surface of the sub. The team then did research on existing extractable pipes.
Space is an important constraint in the test platform compartment. It has to house the
engine and alternator, a small fuel tank, a cooling system, and a Data Acquisition Device (DAD)
P a g e | 10
for the numerous sensors, and wiring paths from the alternator and sensors to the batteries and
controller.
Another issue the team was faced with is the control of current and voltage from the
alternator. One idea was to run the alternator at full power then use a DC to DC converter to step
down the voltage. The batteries are required to produce 288 Volts to run the electric motor, but
the UQM generator produces a steady 360 Volts. The team transitioned from researching
purchasing an alternator to using one already owned by the college.
After the initial research, the team moved from the goal of running the engine underwater
to running the engine only when the AUV surfaced to charge the batteries. Instead of shopping
for a new engine and alternator to install into the test platform, the team decided it would be
more beneficial to design a test bench that could accommodate many engine and alternator
setups. This would result in an increased focus on the test platform design, and would benefit
Alion and future senior design projects with its versatility. The university already has a TDI
engine and UQM alternator that can be used as proof of concept.
The main electrical engineering aspect of the project is the management and control of
the numerous sensors in the test-platform. For this, Labview has been chosen as the data
acquisition program that will monitor the sensors. The current module has 32 input channels,
which should be enough for the needs of the team. Currently, testing still has to take place on
the UQM and TDI to ensure satisfactory ability to accurately measure temperatures, engine
speed, and fuel levels. Preliminary testing has already occurred, although only on the TDI with
thermocouples along the intake and the exhaust. When the UQM is attached, and the Labview
program is written correctly temperature sensors will be placed in the hottest parts of the engine
and airflow sensors will be placed on the air intake and exhaust manifolds. In addition, the
voltage and current will be measured from the alternator, and a Graphical User Interface (GUI)
will monitor the data in real time.
As part of the concept generation the team produced a Functional Model Diagram
detailing the functions required of the AUV. Since the original goal was to improve the hybrid
propulsion system, the model then evolved to include only the test bench as shown in Fig’s. 3
and 4.
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Figure 3: Functional Model of Sub Propulsion
Figure 4: Functional Model of the Test Bench
P a g e | 12
At this time the team decided that resistor banks provided from the Power Lab would be
necessary to simulate the charging of batteries with the test platform.
In addition to narrowing down the deliverable, SubMerge also obtained CADD drawings
of a test platform. SolidWorks files of possible mock ups had already been provided to the team
by Jessie Kappmeyer, an affiliate of the Mechanical Engineering dept. An example mockup is
shown in Fig. 3; however the team went ahead with producing new drawings in CATIA, as
shown in Fig. 4. This is the current test platform.
Figure 5: SolidWorks AUV Compartment Mock-up
Figure 6: CATIA Rendering of Test Platform
P a g e | 13
Thermal anemometers were considered as a device that could simultaneously measure
temperature and airspeed. These devices could be placed on the intake or exhaust, reducing the
number of thermocouples needed.
Engine cooling is an area that the team has done research in. Different heat exchanger
ideas have been mentioned, from using piping along the outside of the submarine and engine to
filling the engine compartment with water. Cutthroat, a ¼-scale submarine at Bayview, uses a
liquid to liquid heat exchanger similar to one of the possibilities the team identified. It uses two
sealed liquid systems. One connects directly to the lake or sea water, and is pumped through to
the heat exchanger where it takes the heat from the second line that is pumped through the
submarine cavity cooling the electronics.
The test bench does not need to have a large fuel tank inside the compartment to run the
engine. A small tank in the compartment could prove useful to observe the effects on the engine
when the fuel is heated. A positioning recommendation will most likely be made to Alion as the
project progresses. Many of the SolidWorks files include fuel tank position ideas. The team
discussed potentially fabricating a specialty fuel tank to fit the sub’s profile.
The team generated many ideas about how to efficiently mount the engine inside the
submarine cavity. At first, the team thought about simply welding engine mounts to the frame,
but all engines mount differently and that would have defeated the purpose of a versatile test
platform. Subsequent ideas followed different frame ideas, some with wheels for rolling the
engine inside the compartment, and some without.
The final test bench, shown in Fig. 6, shows the 4 ft. diameter by 4-ft long cavity bolted
to a rolling platform. Inside the cavity is a rolling tube frame, which rolls along a track that is
welded to the frame. The tube frame will be designed to accommodate many engine mounts.
Concepts Selection
There are many options available for each of the categories involved that needed to be
selected. The method of approach basically came down to the feasibility of the solution. Having
only two semesters, one of which being summer, is a huge time constraint to the team.
Additionally, the funds available being less than $12,000, any solution picked had to be cost
friendly and built within a good time frame.
P a g e | 14
Table 1 shows a basic morphological chart and requirements of the proposed project.
Some of the selected solutions were in fact the only solutions available to the team.
The true concept selection was in the platform design itself. The mechanical engineers on
the team spent time brainstorming ideas of important functions and potential solutions. These
brainstorming sessions include many constructive sketches, and finally a computer aided design
3D model (these are included in the appendix) was created based on the selected concepts. The
electrical engineers researched to determine the best solution for data sampling, monitoring,
control, as well as battery simulation. From the various concepts found based on research, one
was selected due to its robustness, being able to handle three out of four requirements selected by
the EE’s. For battery simulation, several concepts were considered, but because none of the
available tools would be able to simulate the batteries perfectly, it was decided that the simplest
method was actually the best.
P a g e | 15
GENERAL
Supply
Engine
SPECIFIC
Power
Fuel
Air
Air Mass Flow
Rate
Airflow
Monitor
Temperature
Exhaust
Intake
Post Turbo
Post
Intercooler
Fuel
Coolant
Test Bench
FUNCTIONS
Cool
Control Unit
Simulate Sub
Environment
Alternator
Mounting
Batteries
Intake
Coolant
Cooling
Controlling
Labview
Spacer
Mounting
Plate
Load
Simulation
Carry Power
Forced
Intake
Accessibility
Compartment
Monitor
Engine
Alternator
Fuel tank
Electronics
Surface Temp
Compartment
Temp
Fuel Level
Exhaust
Table 1: Morphological Chart
System Architecture
In the test bed, there are six major subsystems. They are as follows: the structure, engine,
alternator/inverter, battery simulation, the control system, and data handling system.
P a g e | 16
The compartment designed is a 4 foot long cylinder with a 4 foot diameter. It has C
channel rings for support wrapped with sheet metal. There are pipes for intake and exhaust.
These will be sized correctly for the calculated and predicted air flow. The platform will measure
the mass flow rate and temperature of the intake. Assuming a sealed container, knowing the flow
rate of the intake gives the exhausts as well. The exhaust temperature will also be measured.
The first engine to be installed in the bench is a 1.9 liter TDI diesel engine. Important
data from the engine will be fuel temperature, engine coolant temperature, and air temperature
pre/post intercooler.
The first alternator to be installed is a UQM SR218H alternator. The alternator uses a
UQM CD40-400L inverter/controller. There are questions about the alternator controller’s ability
to function. This device came with the humvee and was used in a number of previous senior
design projects. The humvee compartment that was housing it had been completely submerged in
water. When the alternator and engine are attached, the functionality of the setup will be
assessed.
Microcontroller selection is not settled but the rabbit microcontroller looks to sufficiently
meet the team’s needs. It appears both the engine and alternator use HyperTerminal to
communicate, which the electrical engineers have the ability to write code allowing
communication. It is also possible to have the engine run by commands in HyperTerminal to
avoid needing a microcontroller at all.
The data handling system is based on the configuration from Team SeaDAQ’s senior
design project. It uses a PXI chassis with a SCXI 1300 card. Labview is used to interface with
this DAQ. Due to the SCXI 1300 card being primarily a voltage reading card, there is extra
hardware placed in front of the thermocouples. Currently, there is an AD620BN amplifier
between the thermocouple and the DAQ. The reason for this is the voltage of the K type
thermocouples is too low to be reliably read by the DAQ itself. The two other pieces of the
DAQ setup are the voltage and current reading for the alternator. The voltage reading is done
with an ABB voltage sensor. The current needs a LEM current sensor. The existing LEM has
been appropriated. Therefore one will need to be purchased.
At the end of the system, load is needed on the engine to simulate the batteries. A single
Li-Ion battery can be simulated by 3 to 5 resistors and 2 to 3 capacitors, depending on the model.
Unfortunately, these models are only useful in computer simulations because their value can vary
P a g e | 17
based on state of charge. Due to this, the team leans toward simulating the amount of power
supplied to the batteries. The team will run the system at 100kW, 110kW, 120kW, 130kW, and
140kW. Doing this requires a number of resistor banks from the power lab to create accurate
conditions. Their resistance should be adequate. The only limitation will be power limits on the
resistor banks, which is yet to be determined. In this case the team will spend time researching
high power resistors. Another solution proposed was to use a number of nichrome wires to
create the appropriate resistance.
Future Work
Next semester will be filled with challenges for the senior design team. In this semester
the test best will be fabricated. Also the engine, alternator and simulated battery load will be
tested proving the feasibility of running the engine in the compartment and charging the Li-Ion
batteries. Labview will be used to monitor temperatures, flow rates, engine speed, and fuel level.
Before testing can commence, there are many tasks to be done. There are four main projects
currently in progress: designing the test bench, attaching the alternator to the engine to begin
testing, learning to use Labview, and fixing the controller for the alternator.
To fix the controller a water pump is needed. The pump will be purchased the first week
of the second semester, between Aug. 24 and 29. Once the pump is purchased the seals need to
be analyzed and perhaps rebuilt. Once both these things are done the alternator control unit
should be operational.
Labview will be a very important part of the platform. With it working properly, there
will be digital readouts for every area identified to collect data. Next steps for successful data
acquisition will be getting in touch with Joe Plumber, a mechanical engineer knowledgeable with
the program. A meeting will be set with him near the end of the first week and beginning of the
second. To prove correct data readings, the team will perform an experiment using three known
temperature values, the boiling point of water, the freezing point of water, and room temperature.
Once these three values are read correctly, the temperature sensors will be considered calibrated.
When this is done the electrical engineers will move on to different types of data acquisition. By
the end of the first 4 weeks of classes they will have successfully measured values for all of the
data planned to collect.
P a g e | 18
To finish the designs of the test bench the team will spend time in lectures during the first
weeks of school learning about the detailed design phase. These lectures will help them identify
next steps and final steps for detailed design. It is possible that the test bench after detailed
design will be hexagonal. The team remains open to any changes necessary for the success of the
project. Once through the detailed design phase, the team will move into fabrication and
purchasing of necessary components as soon as possible. Although testing will exist throughout
the project, comprehensive testing will commence upon completion of the bench. It is important
to start this phase as soon as possible so the team can mitigate any problems that arise as the
components are compiled.
The spacer unit that enables the alternator’s ability to bolt to the engine has been partially
fabricated in the machine shop. During the first two weeks of school the team will finish this unit
and attach the alternator to the engine. The remaining work is to drill one hole for the bolt pattern
in the mounting plate, and drill the center hole for the spline to go through in the spacer unit.
The senior design team will have many changes in the coming semester including
learning to adapt their senior design work around a class load. The second semester is nearly
twice as long, but each day will have less time available for work. The team has discussed this
and is currently working on comparing schedules to find times for team meetings as well as for
client meetings. As the lecture reserves two hours but rarely uses them, using the second hour for
the client meeting is in consideration. A common problem for senior design teams adapting to
the fall schedule is taking multiple weeks to become productive. To mitigate this problem Jordan
has created a plan for the first week of school enabling them to take advantage of the slow nature
of this week and start the semester off working hard. This plan was created in his logbook, will
be scanned and converted to a digital format, and will be available for viewing at
“submerge.wikidot.com” before the semester starts. With this plan, their semester plan, and their
resolve to produce a high quality end product, fall semester promises impressive achievements
for the team and the University of Idaho.
P a g e | 19
Appendices
TDI Torque and Power curve vs. RPM
TDI Technical Data
Manufacturer’s declaration in accordance with Article 4, Paragraph 2 in
conjunction with Appendix II, Section B of Directive 89/392/EEC in the version
93/44/EEC
Note
The engine described is intended for installation in a machine in the sense of the EC
Machines Guidelines. It is not permitted to take this engine into operation until it has
been demonstrated that the machine into which this engine is to be installed
complies with the stipulations of the EC Machines Guidelines (89/392/EEC, last
amended by 93/44/EEC).
Introduction
The Volkswagen industrial engine with the engine code AFD is a 1.9-litre watercooled
4-cylinder in-line diesel engine with direct injection, exhaust gas turbocharger
and intercooler. With the numerous different areas of application for this engine, the
notes on the following pages should be studied carefully prior to the development of
P a g e | 20
new machines. This is to ensure problem-free operation and a long service life for
the entire machine, under all operating conditions.
Design: Direct valve control via toothed-belt-driven overhead camshaft (ohc).
Maintenance-free valve drive via hydraulic tappets. Distributor-injection
pump electronically governed by control unit and driven by toothed belt.
Displacement cm3 1896
Bore / stroke mm 79.5 / 95.5
Compression ratio 19.5 : 1
Firing sequence 1-3-4-2
Output (with IMO control unit part No. 028 906 021 CS )
Coding 01:
Nmax at 3300 rpm kW 60 (89/491/EEC)
Tmax at 1800 rpm Nm 205
upper idle rpm 3800 (not adjustable)
lower idle rpm 875...950 (not adjustable)
Coding 02:
Nmax at 3100 rpm kW 58 (89/491/EEC)
Tmax at 1800 rpm Nm 205
upper idle rpm 3500 (not adjustable)
lower idle rpm 875...950 (not adjustable)
Volkswagen 5
industrial engine
Technical Data
AFD 02.97
K-VSI Industrial Sales 04.11.98
1961
Charge pressure (overpressure) before intercooler bar 0.92 after intercooler bar 0.9
Installation angle 20
Distributor injection pump Manufacturer Bosch EDC
Control unit Manufacturer Bosch MSA 15
Fuel Diesel required cetane number CN > 49 as per EN 590
Fuel consumption g / kWh see page 8
Alternator 12 V A 70
Starter motor 12V kW 1.8
Battery 12V A (Ah) 380 (63) minimum capacity
Glow plugs V 12
Lubrication Force feed lubrication with gear pump, oil filter in main stream
Oil pressure at 2000 rpm and 80°C (176°F) bar min. 2.0 (overpressure)
Oil consumption ltr./hr 0.05 - 0.1
Engine oil quality Branded oils as per oil specifications given in instruction manual
Oil cooler Oil / water heat exchanger
Cooling system Sealed cooling system (pressurized system with separate expansion tank and
pressure control valve) Volkswagen 6 industrial engine
Technical Data AFD 02.97 K-VSI Industrial Sales 04.11.98 1961
Pressure control valve opens at bar 1.2 - 1.5 (overpressure)
Coolant as anti-freeze and corrosion inhibitor, 60% water and 40% G12 A8D coolant additive
(sufficient protection to cold start temperature limit)
Cold start temperature limit °C (°F) -25 (-13)
Moments of inertia Crankshaft, complete kgm2 0.033 Flywheel kgm2 0.0935 Clutch kgm2 0.0056
Pressure plate kgm2 0.0473
Additional power take off Nm 50 radial or axial via from pulley crankshaft. Permissible
operating angle all directions (%) 35 (70)
Weight dry engine kg ca. 135
Capacities
Coolant circuit ltr. app. 5-6 (depending on cooling system) For initial filling, gradually add the
coolant mixture, constantly bleeding the cooling system, until the max mark is reached. Run the
engine warm until the thermostat is fully open. Stop the engine and allow it to cool down before
checking and correcting the coolant level.
Oil circuit with filter change ltr. 4.5 Difference in quantity between min and max marks on oil dip
stick ltr. app. 1.0 Volkswagen 7 industrial engine
Technical Data
AFD 02.97
K-VSI Industrial Sales 04.11.98
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1961
Temperatures
Coolant
perm. temperatures °C (°F) 105 (221) permanent operation °C (°F) 118 (244) absolute limit
Thermostat
starts opening °C (°F) 87 (189)
fully open °C (°F) 102 (216)
Temperature contact switch °C (°F) 110 3 (230 5)
Engine oil
max. perm. temperature °C (°F) 130 (266) in oil sump
Battery Calculations (MathCAD Screenshots)
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Concept Test Bench Plans
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Test bench Sketches
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