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1. Start/Stop Module:

  • This module allows manual or automatic control of the dyno test start and stop. In manual mode, the user can manually start or stop the test. In automatic mode, the user can set a specific start speed and end speed, and the system will automatically start and stop the dyno test. This function reduces manual intervention by the operator, ensuring consistency and accuracy throughout the test process.

2. Analyze Last Run Module:

  • Clicking this button brings the user to the ANALYZE interface, where detailed analysis of the last completed dyno data can be conducted. It displays key parameters such as power curves, torque output, and other important results, helping users dive deep into vehicle performance analysis. This feature enables quick review and assessment of the last test results, making it easy to adjust and optimize test strategies.

3. Comment Module:

  • This function allows the user to add notes for the current test, recording specific details such as vehicle configuration, test conditions, and any special remarks. These comments are saved in the project file, making it convenient for future reference or sharing detailed test information, ensuring a complete record of each test.

4. Engine Speed Source Selection Module:

  • This module allows users to select the source of the engine speed used in the test, ensuring the system has accurate and stable speed input in different testing scenarios. The available options include:

  1. Calculated: The engine speed is calculated using a fixed ratio to the dyno roller speed. This is the primary option for most tests and provides stable, reliable speed data.

  2. Eng. Speed In: The engine speed is sourced from the controller's "Engine Speed" input. Users can use this option for the entire test run, or switch to it if the speed signal is glitchy to get the speed ratio, then switch back to Calculated mode. This ensures accuracy when the signal is unstable.

  3. VP_engineSpeed: The engine speed is physically acquired through the optional Engine Speed Clamp hardware. This channel can also obtain data through OBD or CAN bus. Make sure the channel is set to Vehicle Parameter Override and specified as engineSpeed. The Engine Speed Clamp hardware ensures accurate speed data, especially for high-performance vehicles or vehicles without traditional signal outputs.

  4. OBD: Engine speed is acquired via OBD. While the data is accurate, the sampling rate may be low. It is recommended to use OBD only to get the speed ratio and then switch back to Calculated mode.

  5. CAN Bus: Engine speed is acquired via the CAN bus. The CAN bus typically provides reliable and consistent engine speed data and can be used throughout the entire test run.

5. Coast Down Loss Calculation Module:

  • The Loss Module is a critical function during the dyno test, used to calculate Coast Down losses. When the vehicle stops accelerating and enters the free-rolling stage, the friction and inertia between the rollers and the vehicle system cause power losses. This correction function allows the system to accurately calculate the vehicle’s true engine power, not just the wheel power.

  • Free Rotation Loss: The power loss generated when the vehicle is freely rolling on the dyno rollers, typically measured during the coasting stage after the test.

  • After the acceleration phase of the dyno test ends, the vehicle enters the Coast Down stage, where the engine no longer supplies power to the rollers. The rollers and drivetrain gradually decelerate due to inertia, similar to a vehicle coasting naturally on the road when the throttle is released. The system uses precise sensors and algorithms to record the power lost as the vehicle decelerates from high speed to low speed.

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Sources of Power Loss:

  • Friction Losses: Caused by the contact between the vehicle tires and the dyno rollers. Though minimal, it still consumes some energy.

  • Drivetrain Losses: The energy absorbed by components such as the transmission and differential as they continue to rotate during the coasting phase.

  • Air and Rolling Resistance: Although these factors may be minor in a controlled environment, both air resistance and rolling resistance between the tires and rollers contribute to energy loss.

  • Inertia Losses of Internal Components: Rotating parts like the flywheel and other internal components also absorb some energy during deceleration.

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Data Correction:The system uses the recorded losses to build a "loss curve," representing the power lost at different speeds. This curve is then used to correct the "wheel power" measured during the acceleration phase. By subtracting the free-rolling losses, the system can more accurately estimate the "net power" produced by the engine.

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How It Affects Engine Power Calculation: By accurately calculating and correcting for free-rolling losses, the system can add these losses back to the wheel power to estimate the true engine power more closely. For example, if 10kW of free-rolling loss is measured during the coasting phase, this amount is considered part of the engine power, not just the wheel power. This correction ensures that the engine power data is more precise and avoids underestimating the actual engine output.​

6. Absorber Lock and Absorber Mode Modules:

  • Absorber Lock is an independent function used to lock the absorber (brake) in place. This feature ensures that the absorber remains fixed during vehicle loading and unloading from the dyno or during the preparation phase, preventing accidental movement and ensuring safety.

  • The Absorber Mode module allows the user to select different absorber control modes to match various test needs:

    • The absorber is disabled, and the vehicle runs freely without brake intervention. This mode is suitable for scenarios where absorber control is not needed.

1. Absorber OFF –​

  • The absorber is disabled, and the vehicle runs freely without brake intervention. This mode is suitable for scenarios where absorber control is not needed.

2. Torque Control –

  • The absorber is disabled, and the vehicle runs freely without brake intervention. This mode is suitable for scenarios where absorber control is not needed.

3. Torque c. joined –

  • All absorber channels are linked, and the set torque is applied across all channels simultaneously. This mode is suited for scenarios requiring unified torque control across the vehicle.

4. Speed Control –

  • Using PID control, the absorber adjusts the torque automatically to maintain a constant engine speed or vehicle speed. Once a target speed or engine RPM is set, the system ensures the vehicle maintains that speed regardless of throttle input, ideal for long-duration stability tests.

5. Accel. Control –

  • Using PID control, the absorber maintains a constant acceleration or deceleration rate. The user can set the acceleration or deceleration rate, and the system adjusts the braking force to ensure the vehicle follows the preset rate, ideal for acceleration performance or braking tests.

7. Test Type Selection Module:

  • Users can select different test types based on their specific needs, tailoring the dyno test to various scenarios. Available test types include:

    • Road Simulation: Simulates vehicle behavior under real road conditions to evaluate performance in real driving scenarios. PID control ensures accurate vehicle output and response under varying road conditions, with a fully closed-loop system that replicates real-world acceleration and deceleration.

    • Ramp Test: A full-throttle acceleration test to evaluate power and torque output during acceleration. PID control ensures each torque and power output point is captured accurately, allowing for consistent and repeatable full-throttle acceleration test data.

    • Sequence:
      The Sequence function defines a series of test steps in a sequential, automated process.
      This feature includes throttle control and can interface with CANBUS to remotely control throttle inputs, allowing the system to precisely adjust engine speed or vehicle speed. This enables automated engine testing even from a remote location, making it possible to fine-tune engine data under controlled conditions.

    • Inertia Calibration: A mode used to calibrate the inertia effects in the dyno system, ensuring high-precision test results. PID control ensures the calibration is carried out with minimal error, allowing precise adjustments to inertia loads.

    • Custom Acc. Rate: Allows users to define custom acceleration rates for specific testing needs, simulating vehicle behavior under varying acceleration demands. PID control maintains the desired acceleration, whether gradual or rapid, ensuring accurate test results.

    • Sim Connector: A mode used to synchronize real-time vehicle data with a simulation system, ensuring that the vehicle and simulator data are perfectly aligned.

    • Log Player: Allows users to replay previous test records for analysis and review, making it easier to compare and refine testing methods.

8. Function Buttons Module:

  • This module provides customizable function buttons, such as:

    • Brake Lock: Allows the operator to lock the dyno rollers via buttons or shortcuts, ensuring safety when loading and unloading the vehicle.

    • Exhaust Fan and Intake Fan controls: These fans can be manually or automatically controlled based on vehicle speed, ensuring proper cooling during the test, reducing the need for manual intervention, and improving test efficiency.

9. Real-Time Data Display Module:

  • This module displays real-time data during the test, including:

    • Engine Torque (Nm), Engine Speed (RPM), Vehicle Speed (km/h), Exhaust Temperature (℃), and other critical parameters.

    • The data is displayed through clear charts and numerical values, allowing the operator to monitor the vehicle's performance dynamically during the test, ensuring accurate data acquisition.

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