ASTM D6812-2004a(2010) 1875 Standard Practice for Ground-Based Octane Rating Procedures for Turbocharged Supercharged Spark Ignition Aircraft Engines《涡轮增压 增压火花点火式航空发动机的地面辛烷值测定的标准实施.pdf

《ASTM D6812-2004a(2010) 1875 Standard Practice for Ground-Based Octane Rating Procedures for Turbocharged Supercharged Spark Ignition Aircraft Engines《涡轮增压 增压火花点火式航空发动机的地面辛烷值测定的标准实施.pdf》由会员分享，可在线阅读，更多相关《ASTM D6812-2004a(2010) 1875 Standard Practice for Ground-Based Octane Rating Procedures for Turbocharged Supercharged Spark Ignition Aircraft Engines《涡轮增压 增压火花点火式航空发动机的地面辛烷值测定的标准实施.pdf（14页珍藏版）》请在麦多课文档分享上搜索。

1、Designation: D6812 04a (Reapproved 2010)An American National StandardStandard Practice forGround-Based Octane Rating Procedures for Turbocharged/Supercharged Spark Ignition Aircraft Engines1This standard is issued under the fixed designation D6812; the number immediately following the designation in

2、dicates the year oforiginal adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. Asuperscript epsilon () indicates an editorial change since the last revision or reapproval.1. Scope1.1 This practice covers ground-based octane

3、 rating proce-dures for turbocharged/supercharged spark ignition aircraftengines. This practice has been developed to allow the widestrange of applicability possible but may not be appropriate forall engine types. This practice is specifically directed toground-based testing and actual in-flight oct

4、ane ratings mayproduce significantly different results.1.2 This standard does not purport to address all of thesafety concerns, if any, associated with its use. It is theresponsibility of the user of this standard to establish appro-priate safety and health practices and determine the applica-bility

5、 of regulatory limitations prior to use.2. Referenced Documents2.1 ASTM Standards:2D2700 Test Method for Motor Octane Number of Spark-Ignition Engine Fuel3. Terminology3.1 Definitions:3.1.1 amine number of reference fuels above 100, ANdetermined in terms of the weight percent of3-methylphenylamine i

6、n reference grade isooctane (2,2,4-trimethylpentane). For example, 5 % of 3-methylphenylaminein reference grade isooctane has an amine number if 105 (AN105). No attempt has been made to correlate performancenumber of leaded reference fuels to the amine number ofunleaded reference fuels, and none is

7、implied.3.1.2 engine octane requirementone full number greaterthan the maximum number that results in knock (graphic knocklevel descriptions can be seen in Annex A1). For example, atest engine knocks on primary reference fuels with 98 and 99motor octane numbers. The test engine does not knock on apr

8、imary reference fuel with a 100 motor octane number. Themaximum motor octane number that results in knock is 99 sothe motor octane requirement is 100. If a test engine knocks ona reference fuel with a 3-amine number and does not knock ona fuel with a 4-amine number, then the engine requirement is a4

9、-amine number.3.1.3 full richcondition where the mixture control is at thefull-rich stop position with the fuel flow within the manufac-turers recommended settings.3.1.4 house fuel, nfor engine operation, a fuel that doesnot contain metallic additives used for engine warm-up and allnon-octane rating

10、 engine operation.3.1.5 knock, nin an aircraft spark ignition engine, abnor-mal combustion caused by autoignition of the air/fuel mixture.3.1.6 knock condition, nfor octane rating, where theknock intensity in any cylinder is light knock or greater, asdescribed in Annex A1.3.1.7 knock number, nfor oc

11、tane rating, a numericalquantification of knock intensity.3.1.8 motor octane number of primary reference fuels from0to100the volume % of isooctane (equals 100.0) in a blendwith n-heptane (equals 0.0).3.1.9 no-knock condition, nfor octane rating, where theknock intensity in all cylinders is less than

12、 light knock. Referto Annex A1 for description of knock intensity.3.1.10 peak EGT, nfor octane rating, as the mixture ismanually leaned from a state rich of stoichiometric, the exhaustgas temperature will increase with the removal of excess fuel.As the mixture is continually leaned, a peak temperatu

13、re willbe attained, after which continued leaning will result in lowerexhaust gas temperatures.3.1.11 primary reference fuels, nfor octane rating,blended fuels of reference grade isooctane and n-heptane.3.1.12 reference fuels above 100, nfor octane rating,blended fuels of reference grade isooctane a

14、nd3-methylphenylamine.3.1.12.1 DiscussionThis practice describes reference fu-els above 100 MON in terms of isooctane/3-methylphenylamine. Alternate reference fuels may be used ifappropriate, for example, MON in Test Method D2700, Section1This practice is under the jurisdiction of ASTM Committee D02

15、 on PetroleumProducts and Lubricants and is the direct responsibility of Subcommittee D02.J0.02on Aviation Gasoline.Current edition approved July 1, 2010. Published October 2010. Originallyapproved in 2002. Last previous edition approved in 2004 as D681204a. DOI:10.1520/D6812-04AR10.2For referenced

16、ASTM standards, visit the ASTM website, www.astm.org, orcontact ASTM Customer Service at serviceastm.org. For Annual Book of ASTMStandards volume information, refer to the standards Document Summary page onthe ASTM website.1Copyright ASTM International, 100 Barr Harbor Drive, PO Box C700, West Consh

17、ohocken, PA 19428-2959, United States.8, mixtures of tetraethyl lead and reference grade isooctane.Care should be exercised to ensure the reference fuel does notadversely contaminate the engine and influence the results.3.1.13 stable engine conditions, nfor octane rating, cyl-inder head temperatures

18、 change less than 5C (9F) during a1-min period. Any changes or minor adjustments to throttle,mixture, or engine conditions mandate restarting the clock fordetermining stable conditions.3.1.14 takeoff power, nfor octane rating, normal or maxi-mum rated power with the engine speed at maximum rated.3.1

19、.15 turbocharged/supercharged aircraft engine,naircraft piston engine that breathes with forced means fromeither turbochargers or superchargers.3.2 Acronyms:3-MPA = 3-methylphenylamineAN = amine numberCHT = cylinder head temperatureEGT = exhaust gas temperatureinHg = inches of mercuryMAP = manifold

20、absolute pressureMAT = manifold absolute temperaturemmHg = millimetres of mercuryMON = motor octane numberPRF = primary reference fuelpsig = pounds per square inch gageRF = reference fuel above 100rpm = revolutions per minuteTDC = top dead centerTIT = turbine inlet temperature4. Summary of Practice4

21、.1 A recently overhauled, remanufactured, or new,turbocharged/supercharged aircraft engine is octane rated todetermine the minimum ground-based octane requirement.Minimum octane requirement is defined as one number abovethe highest MON orAN where knock was detected. The engineis tested at three or m

22、ore of the worst power points subject toknock behavior while operating under harsh and repeatableenvironmental conditions. These points usually involve highmanifold pressures. At the very least, takeoff power, a maxi-mum continuous or climb power, and a cruise configurationshall be tested. Takeoff p

23、ower and climb power are tested underfull-rich mixture conditions, and cruise power is tested underfull-rich and lean mixture configurations in 5 % incrementreductions from full-rich fuel flow to peak exhaust gas tem-perature. Engine operating temperatures and oil temperaturesare kept at maximum all

24、owable limits.4.2 Octane ratings are determined under stable engineconditions using known PRFs and RFs.4.3 Knock sensor installation and knock quantification aredescribed in Annex A1.5. Significance and Use5.1 This practice is used as a basis for determining theminimum ground-based octane requiremen

25、t of turbocharged/supercharged aircraft engines by use of PRFs and RFs.5.2 Results from standardized octane ratings will play animportant role in defining the octane requirement of a givenaircraft engine, which can be applied in an effort to determinea fleet requirement.6. Apparatus6.1 Instrumentati

26、on:6.1.1 The engine shall be equipped with the followinginstrumentation, which shall be accurate to within 62 % of fullscale unless noted otherwise.6.1.1.1 Absolute Manifold Pressure TransducerThe loca-tion of the MAP sensor shall conform to engine manufacturersspecified location. Manifold pressures

27、 shall be measured withan accuracy of less than 2.5 mmHg and recorded to ensureproper engine behavior and repeatability.6.1.1.2 Cooling Air Pressure Transducer, located so as todetermine the pressure within the cowling.6.1.1.3 Cooling Air Temperature Sensor, located eitherwithin the cowling or at th

28、e entrance to the cowling. If athermocouple is utilized, it should extend at least a third of theway across the measured area.6.1.1.4 Crankshaft Angle Encoder, if required for knockdetection. The encoder shall have a sample resolution of atleast 0.4 of crankshaft rotation. The encoder TDC pulse shal

29、lbe aligned with the TDC of cylinder number one prior tooctane rating.6.1.1.5 Cylinder Head Temperature Sensors, installed ineach cylinder. The sensing locations and types of thermo-couples shall conform to the engine manufacturers recommen-dations. The CHT measurements shall be accurate to within1

30、% of full scale.6.1.1.6 Exhaust Gas Temperature Sensors, on all cylinders.Installation shall conform to the manufacturers recommendedlocation and proper material selection. EGT probes are usuallyinstalled within 5 cm (2 in.) of the exhaust stack flange. TheEGT probes shall be accurate to within 1 %

31、of full scale.6.1.1.7 Turbine Inlet Temperature Sensors, for each turbine.Installation shall conform to the manufacturers recommendedlocation and proper material selection. The TIT probes shall beaccurate to within 1 % of full scale.6.1.1.8 Manifold Absolute Temperature SensorInstallation shall conf

32、orm to the manufacturers recommendedlocation and proper material selection. The MAT probe shall beaccurate to within 1 % of full scale.6.1.1.9 Engine Speed SensorThe dynamometer or propel-ler stand shall measure the engine shaft speed to determinepower development. The engine speed sensor shall be a

33、ccurateto within 65 rpm.6.1.1.10 Fuel Flow MeterIf the device is calibrated for aparticular fuel, then the device shall be recalibrated for eachdifferent and subsequent fuel. Data should be reported in massflow units. If applicable, vapor return flow rate shall also bemeasured to obtain the actual e

34、ngine fuel consumption rate.6.1.1.11 Fuel Pressure TransducersLocations of fuelpressure transducers shall conform with that recommended bythe engine manufacturer. One transducer is required for themetered fuel pressure, if necessary, and another is required forthe pump outlet pressure. The fuel inle

35、t pressure shall not fallD6812 04a (2010)2below the minimum specified by the engine manufacturerduring the rating process.6.1.1.12 Induction Air Pressure Transducer, located so as tomeasure the pressure of the induction stream prior to thethrottle plate.6.1.1.13 Induction Air Temperature Sensor, loc

36、ated so as tomeasure the temperature of the induction stream prior to thethrottle plate.6.1.1.14 Knock SensorsThe referee method for knockdetection is described in Annex A1. This method requires flushmounting piezoelectric transducers. All cylinders shall bemonitored. These transducers are connected

37、 to charge ampli-fiers and shall be capable of measuring combustion pressuresunder a high temperature environment.6.1.1.15 Oil Pressure TransducerLocation of pressuremeasurement shall conform to the engine manufacturersspecified location.6.1.1.16 Oil Temperature SensorLocation of temperaturemeasurem

38、ent shall conform to the manufacturers specifiedlocation.6.1.1.17 Torque MeterThe dynamometer or propellerstand shall measure the torque to determine power develop-ment. The torque measurement shall be accurate to within 1 %of full scale.6.1.2 The engine should be equipped with the followinginstrume

39、ntation, which shall be accurate to within 62 % of fullscale unless noted otherwise.6.1.2.1 Induction Air Flow MeterData should be pre-sented in mass flow units.6.1.2.2 Induction Air Humidity Sensor, located in either theinduction air plenum or induction air duct. Data should bepresented in absolute

40、, rather than relative, quantities.6.1.2.3 Outside Air Temperature Sensor, capable of measur-ing the ambient dry bulb temperature.6.2 Data Acquisition:6.2.1 The instrumentation listed in 6.1 shall be scanned andthe data recorded at least once every 10 s by an automatic dataacquisition system. The da

41、ta shall be stored in a universalformat (for example, comma separated values (CSV) for IBMcompatible machines) that can be retrieved at a later date.6.2.2 If in-cylinder pressures are recorded to determineknock intensity, the pressure data shall be sampled at a rate ofat least 1800 samples per press

42、ure cycle per cylinder for 100consecutive engine cycles.6.3 Power AbsorptionThe testing is to be performed in aground-based test cell using either a dynamometer or propellertest stand that shall be capable of maintaining a constant speedto within 65 rpm.6.3.1 The power absorber shall be capable of p

43、rovidingloads for given engine speeds covering the entire range of theengines operating envelope.6.4 Fuel System:6.4.1 The fuel supply shall have a disposable or cleanablefilter. The filter shall allow the proper minimum fuel flow.6.4.2 The fuel selection valve shall be capable of selectingat least

44、two different fuel sources without the possibility ofcross contamination of either source.6.4.3 The fuel supply system shall comply with federal,state, and local regulations related with fire, hazards, and healthissues.7. Reagents and Materials7.1 The MON of PRFs is confirmed by using Test MethodD27

45、00. All PRFs used for the engine octane ratings consist ofblends of reference grade isooctane and n-heptane. The PRFswill be prepared in increments of one MON. All RFs used forengine octane rating consist of blends of reference gradeisooctane and 3-MPA. The reference fuels will be prepared inincreme

46、nts of one weight % 3-MPA. (WarningPRF and RFare flammable and the vapors are harmful. Vapors may causeflash fire.)7.1.1 Isooctane (2,2,4-trimethylpentane) shall be no lessthan 99.75 % by volume pure, contain no more than 0.10 % byvolume n-heptane, and contain no more than 0.5 mg/L (0.002g/U.S. gal)

47、 of lead. (WarningIsooctane is flammable and itsvapor is harmful. Vapors may cause flash fire.)7.1.2 n-Heptane shall be no less than 99.75 % by volumepure, contain no more than 0.10 % by volume isooctane, andcontain no more than 0.5 mg/L (0.002 g/U.S. gal) of lead.(Warningn-heptane is flammable and

48、its vapor is harmful.Vapors may cause flash fire.)7.1.3 MPA shall be no less than 99 % by volume pure,contain no more than 0.10 % by volume isooctane, and containno more than 0.5 mg/L (0.002 g/U.S. gal) of lead. (Warning3-MPA is flammable and its vapor is harmful. 3-MPA is toxicby inhalation, in con

49、tact with skin, and if swallowed. Danger ofcumulative effects. Vapors may cause flash fire.)7.1.4 A sample shall be taken of each PRF and subjected toTest Method D2700 for motor octane verification.7.1.5 A sample shall be taken of each RF and the aminecontent verified. Ensure reference fuel is a homogenous mix-ture under test conditions.7.2 Fuels used for operations other than octane rating (forexample, warm-up) shall not contain metallic additives andshould be capable of satisfying the test engines octanerequirement under the conditions fo