Principles of operation of torque power (absorbing) dynamometers

An absorbing dynamometer acts as a load that is driven by the prime mover that i
s under test (e.g. Pelton wheel). The dynamometer must be able to operate at any
speed and load to any level of torque that the test requires.
Absorbing dynamometers are not to be confused with "inertia" dynamometers, which
calculate power solely by measuring power required to accelerate a known mass d
rive roller and provide no variable load to the prime mover.
An Absorption dynamometer is usually equipped with some means of measuring the o
perating torque and speed.
The dynamometer's Power Absorption Unit absorbs the power developed by the prime
mover. The power absorbed by the dynamometer is converted into heat and the hea
t is generally dissipated into the ambient air or transferred to cooling water w
hich is dissipated into the air. Regenerative dynamometers, in which the prime m
over drives a DC motor as a generator to create load, make excess DC power and p
otentially, using a DC/AC inverter, can feed AC power back into the commercial e
lectrical power grid - where the power produced is eventually converted back int
o heat (as in an oven or light bulb, etc.).
Absorption dynamometers can be equipped with two types of control systems to pro
vide different main test types.
Constant Force
The dynamometer has a "braking" torque regulator, the PAU (Power Absorption Unit
) is configured to provide a set braking force torque load while the prime mover
is configured to operate at whatever throttle opening, fuel delivery rate or an
y other variable it is desired to test. The prime mover is then allowed to accel
erate the engine through the desired speed or rpm range. Constant Force test rou
tines require the PAU to be set slightly torque deficient as referenced to prime
mover output to allow some rate of acceleration. Power is calculated based on t
orque x rpm / 5252 + calculated power required for the acceleration rate that oc
curred.
Constant Speed
If the dynamometer has a speed regulator (human or computer), the PAU provides a
variable mount of braking force (torque) that is necessary to cause the prime m
over to operate at the desired single test speed or rpm. The PAU braking load ap
plied to the prime mover to can be manually controlled or determined by a comput
er. Most systems employ eddy current, oil hydraulic or DC motor produced loads b
ecause of their linear and quick load change ability.
Power is calculated based on torque x rpm / 5252.
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 common usage, AC or DC motors are used to drive the
equipment or "load" device.
In most dynamometers power (P) is not measured directly; it must be calculated f
rom torque (τ) and angular veloci y (ω) values or force (F) and linear veloci y
(v):
or

here
P is he po
er in
a s
τ is he orque in ne
on me res
ω is he angular veloci y in radians per second
F is he force in ne
ons
v is he linear veloci y in me res per second
Division by a conversion cons an may be required depending on he uni s of meas
ure used.
For imperial uni s,

here
Php is he po
er in horsepo
er
τlb•f is he orque in pound-fee
ωrpm is he ro a ional veloci y in revolu ions per minu e
For me ric uni s,

here
PkW is he po
er in kilo
a s
τN•m is he orque in ne
on me res
ωrpm is he ro a ional veloci y in revolu ions per minu e
De ailed dynamome er descrip ion

Elec rical dynamome er se up sho
ing engine, orque measuremen arrangemen and

achome er
A dynamome er consis s of an absorp ion (or absorber/driver) uni , and usually i
ncludes a means for measuring orque and ro a ional speed. An absorp ion uni co
nsis s of some ype of ro or in a housing. The ro or is coupled o he engine or
o her equipmen under es and is free o ro a e a
ha ever speed is required
for he es . Some means is provided o develop a braking orque be
een dynamom
e er's ro or and housing. The means for developing orque can be fric ional, hyd
raulic, elec romagne ic e c. according o he ype of absorp ion/driver uni .
One means for measuring orque is o moun he dynamome er housing so ha i is
free o urn excep ha i is res rained by a orque arm. The housing can be m
ade free o ro a e by using runnions connec ed o each end of he housing o su
ppor he dyno in pedes al moun ed runnion bearings. The orque arm is connec e
d o he dyno housing and a
eighing scale is posi ioned so ha i measures he
force exer ed by he dyno housing in a emp ing o ro a e. The orque is he fo
rce indica ed by he scales mul iplied by he leng h of he orque arm measured
from he cen er of he dynamome er. A load cell ransducer can be subs i u ed fo
r he scales in order o provide an elec rical signal ha is propor ional o o
rque.
Ano her means for measuring orque is o connec he engine o he dynamome er
hrough a orque sensing coupling or orque ransducer. A orque ransducer provi
des an elec rical signal ha is propor ional o orque.
Wi h elec rical absorp ion uni s, i is possible o de ermine orque by measurin
g he curren dra
n (or genera ed) by he absorber/driver. This is generally a l
ess accura e me hod and no much prac iced in modern imes, bu i may be adequa
e for some purposes.
When orque and speed signals are available, es da a can be ransmi ed o a d
a a acquisi ion sys em ra her han being recorded manually. Speed and orque sig
nals can also be recorded by a char recorder or plo er.
Types of dynamome ers
In addi ion o classifica ion as Absorp ion, Mo oring or Universal as described
above, dynamome ers can be classified in o her
ays.
A dyno ha is coupled direc ly o an engine is kno
n as an engine dyno.
A dyno ha can measure orque and po
er delivered by he po
er rain of a vehic
le direc ly from he drive
heel or
heels (
i hou removing he engine from he
frame of he vehicle), is kno
n as a chassis dyno.
Dynamome ers can also be classified by he ype of absorp ion uni or absorber/d
river ha hey use. Some uni s ha are capable of absorp ion only can be combi
ned
i h a mo or o cons ruc an absorber/driver or universal dynamome er. The f
ollo
ing ypes of absorp ion/driver uni s have been used:
Types of absorp ion/driver uni s
• Eddy curren or elec romagne ic brake (absorp ion only)
• Magne ic Po
der brake (absorp ion only)
• Hys eresis Brake (absorp ion only)
• Elec ric mo or/genera or (absorb or drive)
• Fan brake (absorp ion only)
• Hydraulic brake (absorp ion only)
• Mechanical fric ion brake or Prony brake (absorp ion only)
• Wa er brake (absorp ion only)
Eddy curren ype absorber
EC dynamome ers are curren ly he mos common absorbers used in modern chassis d
ynos. The EC absorbers provide he quick load change ra e for rapid load se lin
g. Mos are air cooled, bu some are designed o require ex ernal
a er cooling
sys ems.
Eddy curren dynamome ers require an elec rically conduc ive core, shaf or disc
, moving across a magne ic field o produce resis ance o movemen . Iron is a co
mmon ma erial, bu copper, aluminum and o her conduc ive ma erials are usable.
In curren (2009) applica ions, mos EC brakes use cas iron discs, similar o v
ehicle disc brake ro ors, and use variable elec romagne s o change he magne ic
field s reng h o con rol he amoun of braking.
The elec romagne vol age is usually con rolled by a compu er, using changes in
he magne ic field o ma ch he po
er ou pu being applied.
Sophis ica ed EC sys ems allo
s eady s a e and con rolled accelera ion ra e ope
ra ion.
Po
der dynamome er
A po
der dynamome er is similar o an eddy curren dynamome er, bu a fine magne
ic po
der is placed in he air gap be
een he ro or and he coil. The resul in
g flux lines crea e "chains" of me al par icula e
hich are cons an ly buil and
broken apar during ro a ion crea ing grea orque. Po
der dynamome ers are yp
ically limi ed o lo
er RPM due o hea dissipa ion issues.
Hys eresis dynamome ers
Hys eresis dynamome ers, use a s eel ro or ha is moved hrough flux lines gene
ra ed be
een magne ic pole pieces. This design, as in he usual "disc ype" edd
y curren absorbers, allo
s for full orque o be produced a zero speed, as
el
l as a full speed. Hea dissipa ion is assis ed by forced air. Hys eresis and "
disc ype" EC dynamome ers are one of he mos efficien echnologies in small (
200 hp (150 kW) and less) dynamome ers. A hys eresis brake is an eddy curren ab
sorber
hich, unlike mos "disc ype" eddy curren absorbers, pu s he elec roma
gne coils inside a ven ed and ribbed cylinder and ro a es he cylinder, ins ead
of ro a ing a disc be
een elec romagne s. The po en ial benefi for he hys er
esis absorber is ha he diame er can be decreased and opera ing rpm of he abs
orber may be increased.
Elec ric mo or/genera or dynamome er
Elec ric mo or/genera or dynamome ers are a specialized ype of adjus able-speed
drives. The absorp ion/driver uni can be ei her an al erna ing curren (AC) mo
or or a direc curren (DC) mo or. Ei her an AC mo or or a DC mo or can opera e
as a genera or
hich is driven by he uni under es or a mo or
hich drives
he uni under es . When equipped
i h appropria e con rol uni s, elec ric mo or
/genera or dynamome ers can be configured as universal dynamome ers. The con rol
uni for an AC mo or is a variable-frequency drive and he con rol uni for a D
C mo or is a DC drive. In bo h cases, regenera ive con rol uni s can ransfer po

er from he uni under es o he elec ric u ili y. Where permi ed, he opera
or of he dynamome er can receive paymen (or credi ) from he u ili y for he
re urned po
er.
In engine es ing, universal dynamome ers can no only absorb he po
er of he e
ngine bu also, drive he engine for measuring fric ion, pumping losses and o he
r fac ors.
Elec ric mo or/genera or dynamome ers are generally more cos ly and complex han
o her ypes of dynamome ers.
Fan brake
A fan is used o blo
air o provide engine load. Changing gearing or fan or sim
ply measuring he max rpm a ained.
Hydraulic brake
The hydraulic brake sys em consis s of a hydraulic pump (usually a gear ype pum
p), a fluid reservoir and piping be
een he
o par s. Inser ed in he piping i
s an adjus able valve and be
een he pump and he valve is a gauge or o her mea
ns of measuring hydraulic pressure. Usually, he fluid used
as hydraulic oil, b
u recen syn he ic mul i-grade oils may be a be er choice. In simples erms,
he engine is brough up o he desired rpm and he valve is incremen ally close
d and as he pumps ou le is res ric ed, he load increases and he hro le is
simply opened un il a he desired hro le opening. Unlike mos o her sys ems,
po
er is calcula ed by fac oring flo
volume (calcula ed from pump design specs)
, hydraulic pressure and rpm. Brake HP,
he her figured
i h pressure, volume an
d rpm or
i h a differen load cell ype brake dyno, should produce essen ially
iden ical po
er figures. Hydraulic dynos are reno
ned for having he absolu ely
quickes load change abili y, jus sligh ly surpassing he eddy curren absorber
s. The do
nside is ha hey require large quan i ies of ho oil under high pres
sure and he requiremen for an oil reservoir.
Wa er brake ype absorber
The
a er brake absorber is some imes mis akenly called a "hydraulic dynamome er
". Wa er brake absorbers are rela ively common, having been manufac ured for man
y years and no ed for heir high po
er capabili y, small package, ligh
eigh ,
and rela ively lo
manufac uring cos as compared o o her, quicker reac ing "po

er absorber" ypes.
Their dra
backs are ha hey can ake a rela ively long period of ime o "s ab
ilize" heir load amoun and he fac ha hey require a cons an supply of
a
er o he "
a er brake housing" for cooling. In many par s of he coun ry[
here?
], environmen al regula ions no
prohibi "flo
hrough"
a er and large
a er
anks mus be ins alled o preven con amina ed
a er from en ering he environme
n .
The schema ic sho
s he mos common ype of
a er brake, he variable level ype
. Wa er is added un il he engine is held a a s eady rpm agains he load. Wa e
r is hen kep a ha level and replaced by cons an draining and refilling,
h
ich is needed o carry a
ay he hea crea ed by absorbing he horsepo
er. The ho
using a emp s o ro a e in response o he orque produced bu is res rained by
he scale or orque me ering cell
hich measures he orque.
This schema ic sho
s a
a er brake
hich is ac ually a fluid coupling
i h he h
ousing res rained from ro a ing. I is very similar o a
a er pump
i h no ou l
e .
Ho
dynamome ers are used for engine es ing
Dynamome ers are useful in he developmen and refinemen of modern day engine
echnology. The concep is o use a dyno o measure and compare po
er ransfer a
differen poin s on a vehicle, hus allo
ing he engine or drive rain o be mod
ified o ge more efficien po
er ransfer. For example, if an engine dyno sho
s
ha a par icular engine achieves 400 N•m (300 lbf•f ) of orque, and a chassis
dynamo sho
s only 350 N•m (260 lbf•f ), one
ould kno
o look o he drive rai
n for he major improvemen s. Dynamome ers are ypically very expensive pieces o
f equipmen , reserved for cer ain fields ha rely on hem for a par icular purp
ose.
Types of dynamome er sys ems

Dyno graph 1

Dyno graph 2
A Brake dynamome er applies variable load on he Prime Mover (PM) and measures
he PM's abili y o move or hold he rpm as rela ed o he "braking force" applie
d. I is usually connec ed o a compu er
hich records he applied braking orqu
e and calcula es he po
er ou pu of he engine based on informa ion from a "loa
d cell" or "s rain gauge" and rpm (speed sensor).
An Iner ia dynamome er provides a fixed iner ial mass load and calcula es he po

er required o accelera e ha fixed, kno
n mass and uses a compu er o record
rpm and acc. ra e o calcula e orque. The engine is generally es ed from some

ha above idle o i s maximum rpm and he ou pu is measured and plo ed on a gr
aph.
A Mo oring dynamome er provides he fea ures of a Brake dyne sys em, bu in addi
ion, can "po
er" (usually
i h an AC or DC mo or) he Prime Mover (PM) and allo

es ing of very small po
er small ou pu s. Example, duplica ing speeds and loa
ds ha are experienced
hen opera ing a vehicle raveling do
nhill or on/off h
ro le opera ions.
There are essen ially 3 ypes of dynamome er es procedures
1. S eady S a e (only on brake dynamome ers),
here he engine is held a a
specified rpm (or series of usually sequen ial rpms) for a desired amoun of i
me by he variable brake loading as provided by he PAU (po
er absorber uni ).
2. S
eep Tes (on iner ia or brake dynamome ers),
here he engine is es e
d under a load (iner ia or brake loading), bu allo
ed o "s
eep" up in rpm in a
con inuous fashion, from a specified lo
er "s ar ing" rpm o a specified "end"
rpm.
3. Transien Tes (usually on AC or DC dynamome ers),
here he engine po
e
r and speed are varied hroughou he es cycle. Differen es cycles are used
in differen jurisdic ions. Chassis es cycles include he US ligh -du y UDDS,
HWFET, US06, SC03, ECE, EUDC, and CD34. Engine es cycles include ETC, HDDTC,
HDGTC, WHTC, WHSC, and ED12.
Types of S
eep Tes s:
1. Iner ia S
eep: An iner ia dyno sys em ha provides a fixed iner ial mas
s fly heel and compu es he po
er required o accelera e he fly
heel (load) fro


m he s ar ing o he ending rpm. The ac ual ro a ional mass of he engine or en
gine and vehicle in he case of a chassis dyno is no kno
n and he variabili y
of even ire mass
ill ske
po
er resul s. The iner ia value of he fly
heel is
"fixed", so lo
po
er engines are under load for a much longer ime and in ernal
engine empera ures are usually oo high by he end of he es , ske
ing op ima
l "dyno" uning se ings a
ay from he ou side
orld's op imal uning se ings.
Conversely, high po
ered engines, commonly comple e a common "4 h gear s
eep" e
s in less han 10 seconds,
hich is no a reliable load condi ion as compared
o opera ion in he ou side
orld. By no providing enough ime under load, in er
nal combus ion chamber emps are unrealis ically lo
and po
er readings, especia
lly pas he po
er peak, are ske
ed lo
.
1. Loaded S
eep Tes s (brake dyno ype) consis of 2 ypes:
1. Simple fixed Load S
eep Tes : A fixed load, of some
ha less han he en
gine's ou pu , is applied during he es . The engine is allo
ed o accelera e f
rom i s s ar ing rpm o i s ending rpm, varying in i s o
n accelera ion ra e, de
pending on po
er ou pu a any par icular rpm poin Po
er is calcula ed using o
rque * rpm / 5252 + he po
er required o accelera e he dyno and engine's / veh
icle's ro a ing mass.
2. Con rolled Accelera ion S
eep Tes : Similar in basic usage as he above
Simple fixed Load S
eep Tes , bu
i h he addi ion of ac ive load con rol ha
arge s a specific ra e of accelera ion. Commonly, 20fps/ps is used.
Con rolled Accelera ion Ra e es is ha he acc. ra e used is con rolled from
lo
po
er o high po
er engines and over ex ension and con rac ion of " es dura
ion" is avoided, providing more repea able es s and uning resul s.
In every S
eep Tes , here is s ill he remaining issue of po en ial po
er readi
ng error due o he variable engine / dyno / vehicle o al ro a ing mass. Many m
odern compu er con rolled brake dyno sys ems are capable of deriving ha "iner
ial mass" value o elimina e he error.
In eres ingly, A "s
eep es "
ill al
ays be suspec , as many "s
eep" users igno
re he ro a ing mass fac or and prefer o use a blanke "fac or" on every es ,
on every engine or vehicle. Simple iner ia dyne sys ems aren' capable of derivi
ng "iner ial mass" and are forced o use he same assumed iner ial mass on every
vehicle.
Using S eady S a e es ing elimina es a S
eep Tes ro a ing iner ial mass error
, as here is no accelera ion during a S eady S a e es .
Transien Tes Charac eris ics: Aggressive hro le movemen s, engine speed chan
ges, and engine mo oring are charac eris ics of mos ransien engine es s. The
usual purpose of hese es s are for vehicle emissions developmen and homologa
ion. In some cases, he lo
er-cos eddy-curren dynamome er is used o es one
of he ransien es cycles for early developmen and calibra ion. An eddy cur
ren dyne sys em offers fas load response,
hich allo
s rapid racking of speed
and load, bu does no allo
mo oring. Since mos required ransien es s con
ain a significan amoun of mo oring opera ion, a ransien es cycle
i h an e
ddy-curren dyno
ill genera e differen emissions es resul s. Final adjus men
s are required o be done on a mo oring-capable dyno.
Engine dynamome er

HORIBA engine dynamome er TITAN

An engine dynamome er measures po
er and orque direc ly from he engine's crank
shaf (or fly
heel),
hen he engine is removed from he vehicle. These dynos do
no accoun for po
er
Chassis dynamome er

Saab 96 on chassis dynamome er

A chassis dynamome er measures po
er delivered o he surface of he "drive roll
er" by he drive
heels. The vehicle is of en parked on he roller or rollers,

hich he car hen urns and he ou pu is measured.
Modern roller ype chassis dyne sys ems use he Salvisberg roller,[2]
hich impr
oved rac ion and repea abili y over smoo h or knurled drive rollers.
On a mo orcycle, ypical po
er loss a higher po
er levels, mos ly hrough ire
flex, is abou 10%[ci a ion needed] and gearbox chain and o her po
er ransferri
ng par s are ano her 2% o 5%[ci a ion needed].
O her ypes of chassis dynamome ers are available ha elimina e he po en ial

heel slippage on old s yle drive rollers and a ach direc ly o he vehicle's hu
bs for direc orque measuremen from he axle. Hub moun ed dynos include uni s
made by Dynapack and Ro o es .
Chassis dynos can be fixed or por able.
Modern chassis dynamome ers can do much more han display RPM, horsepo
er, and
orque. Wi h modern elec ronics and quick reac ing, lo
iner ia dyne sys ems, i
is no
possible o une o bes po
er and he smoo hes runs, in real ime.
In re ail se ings i is also common o " une he air fuel ra io" , using a
ide
band oxygen sensor
hich is graphed along
i h RPM.
Some, dyne sys ems can also add vehicle diagnos ic informa ion o he dyno graph
as
ell. This is done by ga hering da a direc ly from he vehicle using on-boar
d diagnos ics communica ion.[3]
Emissions developmen and homologa ion dynamome er es sys ems of en in egra e
emissions sampling, measuremen , engine speed and load con rol, da a acquisi ion
, and safe y moni oring in o a comple e es cell sys em. These es sys ems usu
ally include complex emissions sampling equipmen (such as cons an volume sampl
ers or ra
exhaus gas sample prepara ion sys ems), and exhaus emissions analyz
ers. These analyzers are much more sensi ive and much fas er han a ypical por
able exhaus gas analyzer. Response imes of
ell under one second are common an
d required by many ransien es cycles.
In egra ion of he dynamome er con rol sys em along
i h au oma ic calibra ion
ools for engine sys em calibra ion is of en found in developmen es cell sys e
ms. In hese es cell sys ems, he dynamome er load and engine speed are varied
o many engine opera ing poin s, and selec ed engine managemen parame ers are
varied and he resul s recorded au oma ically. La er analysis of his da a may
hen be used o genera e engine calibra ion da a used by he engine managemen so
f
are.
Because of fric ional and mechanical losses in he various drive rain componen s
, he measured rear
heel brake horsepo
er is generally 15-20 percen less han
he brake horsepo
er measured a he crankshaf or fly
heel on an engine dynamom
e er.[4] O her sources, af er researching several differen "engine" dyno sof
a
re packages, found ha he engine dyno user can in egrally add "fric ional loss
" channel fac ors of +10% o +15% o he fly
heel po
er, raising he claim ha
20% o 25% or even more po
er is ac ually los be
een he crankshaf a high po

er ou pu s.
Horsepo
er figures are a s rong predic or bu do no guaran ee a specific 0-60 m
ph, 1/4 mile elapsed ime (ET) or 1/4 mile speed. An engine accelera ing in a ve
hicle experiences differen condi ions han on a dyno. G forces and differen e
mpera ures as
ell as differen modes of vibra ion in a vehicle can cause signif
ican differences in po
er ou pu .
Inexpensive "iner ia dynamome ers" commonly provide insufficien loading, and co
mple e heir " es " in less ime han he real
orld 1/4 mile akes, causing inh
eren po
er value errors, due o unrealis ic in ernal engine empera ures.
More sophis ica ed dyne sys ems are capable of "loaded es ing",
hich can po en
ially recrea e he same empera ures as on he drag s rip.
In engineering uni s, he po
er figures used should be "True" or "Effec ive" hor
sepo
er scale.
Engine damage: Can dyno es ing damage engines?
A brake dyno, in s eady s a e mode only provides a load ha is equal he amoun
of po
er ha he engine is making a any specifically selec ed rpm poin . If
he engine makes 200 brake HP a 5000 rpm, he dynamome er's brake or po
er absor
ber
ill provide exac ly 200 hp (150 kW) of load agains i , keeping he RPM a
5000 rpm.
Tha 's a realis ic load, i 's as if he engine
as in a vehicle pulling a large
railer up a hill. Should be no problem on he dyno - if here's no problem on
he road.
The apprehension over dyno es ing and engine damage does have solid roo s in fa
c . Old s yle dynamome ers commonly used an inexpensive
a er brake ype of po
e
r absorber. Load
as increased or decreased by filling and draining
a er in he
housing o change he amoun of in ernal
a er volume o change he load, all
he
hile draining and refilling he
a er o keep he
a er from boiling - I
o
uld some imes ake qui e some ime for he opera or or compu er o ge inflo
an
d ou flo
ra es s abilized and ha is he problem. I 's no he "amoun " of loa
d, i 's he amoun of " ime" spen rying o s abilize he load a he desired r
pm.
Wa er brakes are s ill commonly used in applica ions
here heir small size and
ligh
eigh are impor an and engine orque curves are rela ively s raigh , as
in large au omo ive and boa s.
Engine es ing may damage engines primarily due o insufficien ins rumen a ion,
insufficien safe y moni oring sys ems, and insufficien cooling. An engine on
a dyno does no receive air cooling due o engine speeds. Au omo ive engines are
no ypically designed for
ide-open hro le opera ion for ex ended periods of
ime; in ernal componen s may overhea and fail.
His ory
Gaspard de Prony inven ed he de Prony brake in 1821. The de Prony brake (or Pro
ny brake) is considered o be one of he earlies dynamome ers.
Froude Hofmann of Worces er, UK, manufac ures engine and vehicle dynamome ers. T
hey credi William Froude
i h he inven ion of he hydraulic dynamome er in 187
7 and say ha he firs commercial dynamome ers
ere produced in 1881 by heir
predecessor company, Heenan & Froude.
In 1928, he German company "Carl Schenck Eisengießerei & Waagenfabrik" buil h
e firs vehicle dynamome ers for brake es s
i h he basic design of he oday'
s vehicle es s ands.
The eddy curren dynamome er
as inven ed by Mar in and An hony Win her in abou
1931. A ha ime, DC Mo or/genera or dynamome ers had been in use for many ye
ars. A company founded by he Win hers, Dynama ic Corpora ion, manufac ured dyna
mome ers in Kenosha, Wisconsin un il 2002. Dynama ic
as par of Ea on Corpora i
on from 1946 o 1995. In 2002, [2] Dyne Sys ems of Jackson, Wisconsin acquired
he Dynama ic dynamome er produc line. S ar ing in 1938, Heenan & Froude manufac
ured eddy curren dynamome ers for many years under license from Dynama ic and
Ea on.[5]