ISO TR 9310-1987 Road vehicles Smoke measurement of compression-ignition (diesel) engines Survey of short in-service tests《道路车辆 压力点火(柴油)发动机烟雾测量 运转中的简短试验的评定》.pdf

《ISO TR 9310-1987 Road vehicles Smoke measurement of compression-ignition (diesel) engines Survey of short in-service tests《道路车辆 压力点火(柴油)发动机烟雾测量 运转中的简短试验的评定》.pdf》由会员分享，可在线阅读，更多相关《ISO TR 9310-1987 Road vehicles Smoke measurement of compression-ignition (diesel) engines Survey of short in-service tests《道路车辆 压力点火(柴油)发动机烟雾测量 运转中的简短试验的评定》.pdf（18页珍藏版）》请在麦多课文档分享上搜索。

1、TECHNICAL REPORT 9310 Published 1987-12-15 INTERNATIONAL ORGANIZATION FOR STANDARDIZATION. MEXflYHAPOflHAR OPrAHn3ALblR fl0 CTAHflAPTM3ALklb2. ORGANISATION INTERNATIONALE DE NORMALISATION Road vehicles - moke measurement of compression- ignition (diesel) engines - Survey of short in-service tests Wh

2、icules routiers - Mesure des - type 2, when the subject is still under technical development requiring wider exposure; - type 3, when a technical committee has collected data of a different kind from that which is normally published as an International Standard (“state of the art”, for example). Tec

3、hnical reports are accepted for publication directly by IS0 Council. Technical reports types 1 and 2 are subject to review within three years of publication, to decide if they can be transformed into International Standards. Technical reports type 3 do not necessarily have to be reviewed until the d

4、ata they provide is considered no longer valid or useful. ISO/TR 9310 was prepared by Technical Committee ISO/TC 22, Road vehicles. This type 3 Technical Report only describes and assesses the different short in-service test methods which exist in different countries according to laws, rules or pref

5、erences. This report cannot and does not give any recommendation as to which of the methods should be used internationally. Gi 6 z . . UDC 629.114.4/.6 : 621.436.066 : 643.271 (046.8) Ref. No. ISO/TR 9310 : 1967 (E) s s? Descriptors: road vehicles, diesel engines, tests, determination, exhaust emiss

6、ions, smoke. F 5 0 International Organization for Standardization, 1987 l .v, Printed in Switzerland Price based on 14 pages Copyright International Organization for Standardization Provided by IHS under license with ISONot for ResaleNo reproduction or networking permitted without license from IHS-,

7、-,-ISO/TR 9310 : 1987 (E) 1 SCOPE The purpose of this Technical Report is to describe and assess the different simplified short tests for the determination of the exhaust smoke emission of diesel engines of vehicles in service . 2 FIELD OF APPLICATION The test methods described shall serve for check

8、ing and quan- titatively evaluating the exhaust smoke emissions of passenger cars and commercial vehicles as defined in IS0 3833, and equipped with diesel engines when they are in service. 3 REFERENCES IS0 1585 - Road vehicles - Engine test code - Net power IS0 3173 - Road vehicles - Apparatus for m

9、easurements of the opacity of exhaust gas from diesel engines operating under steady state conditions IS0 3534 - Statistics - Vocabulary and symbols IS0 3833 - Road vehicles - Types - Terms and definitions IS0 7644 - Road vehicles - Measurement of opacity of exhaust gas from diesel-engined vehicles

10、- Lug-down test IS0 7645 - Road vehicles - Measurement of opacity of exhaust gas from diesel-engined vehicles - Steady single- speed test 4 DEFINITIONS 4.1 Smoke Visible constituents of exhaust emissions. 4.2 Comparability The possibility of drawing conclusions on the smoke emission as it would be d

11、etermined according to IS0 1585 in spite of the differing methods of quantitative evaluation of these emissions. 4.3 Repeatability As defined in IS0 3534. 4.4 Reproducibility As defined in IS0 3534. 4.5 Speed gradient This term, unit sa2, gives the rate of change of engine speed per unit time (revol

12、utions per second per second). A test method approaches the steady speed conditions more closely the lower the speed gradient is. 4.6 Roadside test Test which can be carried out withe the vehicle stationary, using simple and transportable equipment. Two levels of equipment transportability are envis

13、aged: 4.6.1 Equipment readily handled by one or two persons and suitable for carrying in a passenger car. Copyright International Organization for Standardization Provided by IHS under license with ISONot for ResaleNo reproduction or networking permitted without license from IHS-,-,-ISO/TR 9310 : 19

14、87 (E) 4.6.2 Equipment which is transportable but is heavier and bulkier than as defined under subclause 4.6.1 and may require trailer or light truck for transport. 4.7 Road test Test involving track. driving the vehicle on a public road or on test 4.8 Inspection station test Test carried out where

15、the equipment may be more complex and permanently installed. 5 PARAMETERS In order to be able to evaluate the individual test methods, it is necessry to take into account those parameters which effect the applicability of the method including the pre- cision of measurement. 5.1 Technical parameters

16、and aspects 5.1.1 The comparability is influenced by the engine speed range, the speed gradient and the load conditions of the engine during the test. 5.1.2 The repeatability of test results depends upon the con- sistency of test parameters in particular: - Atmospheric conditions - Engine temperatur

17、e - Duration - Speed and speed gradient - Load - Experience of test personnel. 5.1.3 The reproducibility depends: - on the scatter in the manufacturing of the test devices; - on the experience of the test personnel. 5.1.4 The risk of damage to the vehicle, especially of the brake of the vehicle, mus

18、t be included as an important aspect into the comparison considerations of the diffe- rent short in-service tests. The risk of damage affects the test costs (material and personnel) (5.2.1) and the legal situation (5.2.2). 5.2 Non-technical aspects The technical aspects are not the only items to be

19、considered when choosing a test method but economic and legal situations also have to be taken into account. 3 Copyright International Organization for Standardization Provided by IHS under license with ISONot for ResaleNo reproduction or networking permitted without license from IHS-,-,-ISO/TR 9310

20、: 1987 (E) These economic and legal situations change from one country to another and cannot be studied in detail,but some are listed below: 5.2.1 Economic situation - Costs of investments for measuring apparatus and test equipment. - Personnel costs (the number of personnel and level of skill). - A

21、mount of time for the whole test. 5.2.2 Legal situation The two different problems have to be considered: - Conformity of the short in-service test with regard to the national existing legal requirements. - Definition of the liability of the test personnel in cases of damages of the vehicle. 6 LOADI

22、NG OF THE DIESEL ENGINE In order to be able to compare measured smoke values with those as determined according to IS0 1585, it is necessary when effec- ting short in-service tests to have full load condition during the measurement of smoke. The table below shows the test methods according to Annex

23、A and their loading means indicated by a cross (only the posi- tive loading of the engine has been regarded): “ mcluding any ccupled gears Unluding uhaala ” Ineludlnq tlywboel 4 Copyright International Organization for Standardization Provided by IHS under license with ISONot for ResaleNo reproducti

24、on or networking permitted without license from IHS-,-,-ISO/TR 9310 : 1997 (E) 7 MEASURING METHODS 7.1 Exhaust sampling 7.1.1 Full flow The whole exhaust volume is conducted through the measuring instrument. Full flow offers the greatest confidence that the measuring is representative of the whole e

25、xhaust gas flow. 7.1.2 Partial flow A certain test volume, mostly conditioned by the type of the apparatus, is taken from the exhaust gas and conducted to the measuring instrument. For this samp- ling method, special conditions must be met in order to ensure that the sample measured is representativ

26、e of the whole exhaust gas volume. 7.1.3 Free flow Measuring is carried out across the exhaust plume. The application in practice is achieved relatively simply. However, due to dilution of the exhaust gas plume with air, it is very difficult to define the effective length of measurement “L“ (as defi

27、ned in IS0 31731, which effects the measuring results. All three types of sampling can in theory be combined with the test methods mentioned under clause 8 but in Annex C only those measuring apparatus called for in particular published descrip- tions are mentioned. 7-l Measuring instruments 7.2.1 O

28、pacimeter The device is meant to be according to IS0 3173. Opaci- meters measure continuously and record all components of exhaust gas which lead to an impairment of visibility (4.1). Opacimeters are available with all types of samp- ling mentioned above. IS0 3173 deals with steady state measurement

29、s, but some of the short in-service tests require transient measure- ments and in these cases the additional specifications of opacimeter response are required (electrical and physical). 7.2.2 Filter type measuring apparatus This measuring method is based upon the evaluation of the blackening of a f

30、ilter paper by the exhaust gases. To this purpose, a certain volume of exhaust gases is sucked through the filter by means of a suitable de- vice. The evaluation of the blackening is made by photometric means. 5 Copyright International Organization for Standardization Provided by IHS under license w

31、ith ISONot for ResaleNo reproduction or networking permitted without license from IHS-,-,-ISO/TR 9310 : 1987 (E) The apparatus is suitable for measuring of black smoke (soot) and, for the time being, measuring cannot be carried out continuously. As sampling, only partial flow (7.1.2) is feasible. On

32、ly in the absence of lubcrication oil and high concent,ration of hydrocarbon does a fair correlation exist in steady speed or quasi steady speed conditions between filter paper and opacity measurement. 8 TEST METHODS AND EVALUATION The different test methods are tabled in the Annexes. Only methods b

33、ased on published proposals (see Annex K) have been taken into account. Annex A - Annex B - Annex C - Annex D - Annex E - Annex F - Annex G - Annex H - Annex J - Description of the test methods Working conditions of the engine during the measurement Loading of the engine, sampling and measuring appa

34、ratus Basis for evaluation and the investments Risks of damaging the vehicle during the test Evaluation relative to the possibility of comparison with IS0 1585 Evaluation relative to repeatability Evaluation relative to advantages and disad- vantages Application of the test methods for short in- ser

35、vice tests in the different countries. Due to the fact that the results depend on: - method of loading of the engine - methods for sampling of exhaust gas - measuring instruments - smoke composition, these results may be only compared with great caution. 9 LEGAL ASSESSMENT Legal aspects have not bee

36、n introduced in the table, because they differ from country to country. In particular, in some countries problems exist for government test station officials driving operators vehicles on the road or on the test tracks. Problems may also arise where a vehicle failure occurts subsequent to the test,

37、since it may be claimed as a failure resulting from the test. 6 Copyright International Organization for Standardization Provided by IHS under license with ISONot for ResaleNo reproduction or networking permitted without license from IHS-,-,-ISO/TR 9310 : 1987 (E) 10 RESUME The survey presented in t

38、he Annexes show the following: For the definition of the best test method, it is necessary that internationally a scale of evaluation should be attributed to the different parameters of clause 5. However, such a scale is not available at present, because of differences between countries as: - Rights

39、 of the testing personnel (police) with regards to regulation: - Availability of network of test stations; - Economic considerations: - Legal requirements on smoke emissions alread in application (in particular on new vehicles). 7 Copyright International Organization for Standardization Provided by

40、IHS under license with ISONot for ResaleNo reproduction or networking permitted without license from IHS-,-,-co ANNEX A TEST METHODS - Descriptio_n A.1 Free acceleration test The vehicle is stationary. The gear lever is in its neutral position. The engine is either at idle or at raised idle. The acc

41、elerator pedal is depressed fully and quickly, A.l.l fran idle but not violently, so as to obtain maximum delivery fran the injection pump. This (see Annex K.l.l) position is maintained until maximum engine speed is reached and the govenor is in action. This test is applicable to clause 4.6 “Roadsid

42、e test“ and clause 4.8 “In- A.1.2 frcxn raised idle spection station test“. (see Annex K.1.2) A.2 Inertia controlled The vehicle is stationary. The driving wheels are on free rolls, the inertia of acceleration test which is increased by flywheel masses. The gear is engaged in a position which gives

43、the maximum engine speed for a vehicle speed of 50 to 70 km/h for trucks (see Annex K.2) and 50 to 80 km/h for passenger cars and light duty vehicles. The engine is at idle. The accelerator pedal is depressed fully and quickly, but not violently, so as to obtain maximum delivery from the inJection p

44、ump. This position is maintained until maximum engine speed is reached and the governor is In action. clause 4.8 “Insuection station test“ onlv. This test 1s applicable to A.3 Lug-dawn test The vehicle is stationary, the driving wheels are on free rolls. The gear is en- (see Annex K.3) gaged in a po

45、sition which gives the maximum engine speed for a vehicle speed of 50 to 70 km/h for trucks and 50 to 80 km/h for passenger cars and light duty ve- hicles. The accelerator pedal is fully depressed so that the engine reaches its maximum speed and the governor is in action. Then by actuating the servi

46、ce brake, the engine is decelerated as uniformly as possible for 10 s until reaching about 40 % of the maximum speed, the acceleration pedal remaining fully drepressed for the duration of the test. This test is applicable to “Roadside test“ (subclause 4.6.2) and clause 4.8 “Inspection station test“.

47、 A.4 . Single steady speed test The vehicle is driven on the road (possible in the case of Annex K.4.1) or is stationary with the driving wheels on free rolls. The gear is engaged in the highest position can- A.4.1 on the road patible with obtaining the chosen engine speed within any vehicle speed l

48、imits set by (see Annex K.4.1) the road conditions of free roll eguipnent. The accelerator pedal is fully depressed and, by actuation of the service brake, the engine is brought to and maintained at a A.4.2 on free rolls chosen speed as constant as possible. Duration of the test: about 8 to 12 s in

49、the (see Annex K.4.2) case of Annex K.4.1 or max. 8 s in the case of Annex K.4.2. This test is applicable to “Roadside test“ (subclause 4.6.21 and clause 4.8 “Inspection station test“. Test according to Annex K.4.1 also to clause 4.7 “Road test“. A.5 Road test on slope The vehicle is driven on the road up a gradient of more than 3 % at full load. The gear is engaged in the highest possible position for minimum acceleration. This test (see Annex K.5) is