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5.2
For the test cycle E3 the power figures are percentage values of the maximum
rated power at the rated speed as this cycle is based on a theoretical propeller
characteristic curve for vessels driven by heavy duty engines without limitation
of length.
For the test cycle E4, the torque figures are percentage values of the torque at
rated power. This cycle is based on the theoretical propeller characteristic curve
representing typical pleasure craft spark ignited engine operation.
For the test cycle E5 the power figures are percentage values of the maximum
rated power at the rated speed as this cycle is based on a theoretical propeller
characteristic curve for vessels of less than 24m in length driven by diesel
engines.
Note other propeller characteristic curve exists.
Each test shall be performed in the given sequence of the test modes for a particular
test cycle or in the sequence of test modes in cycle B if two or more cycles have been
combined.
The minimum test mode length is 10 min which is the standard, except for test cycles G
(see 8.7.2). If necessary the mode length may be extended to collect sufficient
particulate sample mass or to achieve stabilization with large engines.
The mode length shall be recorded and reported.
The gaseous exhaust emission concentration values shall be measured and recorded
for the last 3 min of the mode, except for the test cycles G (see 8.7.2).
This test should be used only as a basis for calculation of emission for the other cycles.
8.2.1 Test modes and weighting factor
8.2.2 Performing the test
The test shall be performed in ascending order of mode numbers of cycle B.
8.2.3 Criteria for the application of this test
This test should be used only as a basis for calculation of emissions for the other test
cycles.
Test cycle type C Off road vehicles and industrial equipment
C1- Off road vehicles, diesel-powered off road industrial equipment
C2- Off road vehicles, spark ignition-powered off road industrial equipment >20Kw
Applications
Industrial drilling, compressor, etc.
Construction equipment including Wheel loader, bulldozers, crawler tractorloaders, truck type loaders.
Agricultural equipment, rotary tillers.
Forestry equipment.
Self-propelled agricultural equipment.
Road maintenance equipment.
Snow-plough equipment.
Airport supporting equipment.
For spark ignited engines the gaseous emissions shall only be measured in one of the
specific cycles G1, G2 or G3 it is not permitted to calculate the emission results from
the test cycle type B.
8.7.3 Criteria for the application of these tests.
8.7.3.1 Choosing an appropiate test cycle.
If the primary end use of an engine model is known then the test cycle may be chosen
based on the examples given in 8.7.3.2. If the primary end use of an engine model is
uncertain then the appropiate test cycle should be chosen based upon the engine
specification. Both compression ignition and spark ignition engines may be tested in
any of the three cycles, whichever is most appropiate.
Note 8. Diesel engines of any rate power intended for applications listed in other test
cycles may be tested according to that cycle.
8.7.3.2 Applications
Cycle G1:
Front or rear engines riding lawn mowers;
Golf carts;
Lawn sweepers;
Pedestrian-controlled rotary or cylinder lawn mowers;
Snow-removal equipment;
Waste disposers;
Cycle G2:
Portable generators, pumps, welders and air compressors;
May also include lawn and garden equipment, which operate at engine rated speed;
Cycle G3:
Blowers;
Chain saws;
Hedge trimmers;
Portable saw mills;
Rotary tillers;
Sprayers;
String trimmers;
Vacuum equipment.
Engine Speed
Rated Speed
10
11
Intermediate Speed
Idle
Speed
Load %
100
75
50
10
100
75
50
Weighting factor
0.15
0.15
0.15
0.01
0.1
0.1
0.1
0.15
Engine Speed
Rated Speed
Intermediate Speed
Load %
100
75
50
25
10
Weighting factor
0.05
0.25
0.3
0.3
0.1
100
91
80
63
Idle
Speed
Load %
100
75
50
25
Weighting factor
0.2
0.5
0.15
0.15
Engine Speed
Rated Speed
Load %
100
75
50
Weighting factor
Mode number No.
(Cycle D2 )
0.3
0.5
0.2
Engine Speed
Idle
Speed
Intermediate Speed
Idle
Speed
Rated Speed
Load %
100
75
50
25
10
Weighting factor
Mode number No.
(Cycle G1 )
0.05
0.25
0.3
0.3
0.1
1
Engine Speed
Intermediate Speed
Rated Speed
6
Idle
Speed
Intermediate Speed
Load %
100
75
50
25
10
Weighting factor
Mode number No.
(Cycle G2 )
0.09
0.2
0.29
0.3
0.07
0.05
Engine Speed
Rated Speed
Intermediate Speed
Idle
Speed
Load %
100
75
50
25
10
Weighting factor
Mode number
No. (Cycle G3 )
0.09
0.2
0.29
0.3
0.07
0.05
Engine Speed
2
Rated Speed
Intermediate Speed
Idle
Speed
Load %
100
Weighting factor
0.9
0.1
ISO 8178-1:2006- RECIPROCATING INTERNAL COMBUSTION ENGINES EXHAUST EMISSION MEASUREMENT - PART 1: TEST-BED MEASUREMENT OF
GASEOUS AND PARTICULATE EXHAUST EMISSIONS.
ISO 8178-1:2006 specifies the measurement and evaluation methods for gaseous and
particulate exhaust emissions from reciprocating internal combustion (RIC) engines
under steady-state conditions on a test bed, necessary for determining one weighted
value for each exhaust gas pollutant. Various combinations of engine load and speed
reflect different engine applications (see ISO 8178-4).
ISO 8178-1:2006 is applicable to RIC engines for mobile, transportable and stationary
use, excluding engines for motor vehicles primarily designed for road use. ISO 81781:2006 may be applied to engines used, for example, for earth-moving machines,
generating sets and for other applications.
In limited instances, the engine can be tested on the test bed in accordance with ISO
8178-2, the field test document. This can only occur with the agreement of the parties
involved. It should be recognised that data obtained under these circumstances may
not agree completely with previous or future data obtained under the auspices of ISO
8178-1:2006. Therefore, it is recommended that this option be exercised only with
engines built in very limited quantities such as very large marine or generating set
engines.
For engines used in machinery covered by additional requirements (e.g. occupational
health and safety regulations, regulations for power plants), additional test conditions
and special evaluation methods may apply.
Where it is not possible to use a test bed or where information is required on the actual
emissions produced by an in-service engine, the site test procedures and calculation
methods specified in ISO 8178-2 are appropriate.
5. Test conditions
5.1 General requirements
All volumes and volumetric flow rates shall be related to 273 K (0c) and 101.3 Kpa.
5.2Engine test conditions
5.2.1 Test condition parameter
The absolute temperature Ta of the engine intake air expressed in Kelvin and the dry
atmospheric pressure P, expressed in Kpa, shall be measured and the parameters fa
shall be determined according to the following provisions:
Ps (Kpa) Ta (K)
Formula (1) and (2) are identical with the exhaust emission legislation from ECE
, EEC and EPA.
For naturally aspirated and pressure charged spark ignition engines the
parameter a, shall be determined according to the following
Test validity
For test to be recognized as valid, the parameter fa should be such that
0.98fa1.02.
If for evident technical reasons, it is not possible to comply with this
requirement, fa shall be between 0.93 and 1.07 in this case the particulate
emission, PT, shall be corrected according to 14.1.2; fa correction of the
gaseous emission shall not be applied.
for the engine operating conditions giving by the manufacturer for the engine operating
conditions giving maximum declared power for respective engine applications.
5.6 Cooling system
An engine cooling system with sufficient capacity to maintain the engine at normal
operating temperatures prescribed by the manufacturer shall be used. This provision
shall apply to units which have to be detached in order to measure the power, such as
with a blower where the blower (cooling) fan has to be disassembled to get access to
the crankshaft.
5.7 Lubricating oil
Lubricating oil that meets the engine manufacturer's specifications for a particular
engine and intended usage shall be used. Manufacturers must use engine lubricants
representative of commercially available engine lubricants.
6 Test fuels
7. Measurement equipment and data to be measured. (See clause 15 and 16)
7.1 Dynamometer specification
The accuracy of the measuring equipment must be such that the maximum tolerances
of the given in 7.3 are not exceeded.
7.2 Exhaust gas flow
7.3 Accuracy
The calibration of all measuring instruments shall be traceable to national and
international standards and comply with the requirements given in tables 2 and 3.
maximumvalues)
81781
81782
1 Enginespeed
+/2%
+/2%
+/2%
3
2 Torque
+/2%
+/5%
+/2%
3
not
3 Power
+/2%
+/5%
+/3%
applicable
Fuel
Diesel4%
4 consumptions
+/2%
residual6%
+/3%
6
Specificfuel
not
not
5 consumption
applicable notapplicable +/3%
applicable
6 Airconsumption +/2%
+/5%
+/3%
6
7 Exhaustgasflow +/4%
+/5%
+/5%
6
Table 3. Permissible deviation of instruments for other essential parameters
No
item
Permissibledeviation
absolute
1)
calibrationinterval
months
1
2
3
4
5
6
Coolanttemperature
Lubricatingoiltemp
exhaustgaspressure
inletmanifolddepression
exhaustgastemperature
airinlettemperature
11
atmosphericpressure
intakeairhumidity
(relative)
fueltemperature
dilutiontunnel
temperature
dilutionairhumidity
(relative)
12
dilutedexhaustgasflow
8
9
10
+/2K
+/2K
+/5%max
+/5%max
+/15K
+/2K
+/0,5%of
reading
+/2K
+/2K
+/5%max
+/5%max
+/15K
+/2K
+/0,5%of
reading
3
3
3
3
3
3
+/3%
+/2K
notapplicable
notapplicable
1
3
+/1,5K
notapplicable
+/3%
+/2%of
reading
notapplicable
1
24(partialflow)
(fullflow)2)
notapplicable
The instrumentation and sample probes shall be installed as required. When using a
full flow dilution system for exhaust gas dilution (see iso 8178-11996 fig. 19) the tail
pipe shall be connected to the system.
11.3 Starting the dilution system and engine.
The dilution system and the engine shall be started and warmed up until all
temperatures and pressures have stabilized at full load and rated speed (for
stabilization criteria see iso 304-3: 1989, 4.2).
11.4 Adjustment of the dilution ratio.
The total dilution ratio shall not be less than four. For CO2 or NOx concentration
controlled systems, the CO2 or NOx content of the dilution air must be measured at the
beginning and at the end of each test. The pre- and post-test background CO2 or NOx
concentration measurements of the dilution air must be within 100 ppm or 5 ppm of
each other, respectively.
When using a dilute exhaust gas analysis system, the relevant background
concentrations shall be determined by sampling dilution air into a sampling bag over
the complete test sequence.
Continuous (non-bag) background concentration may be taken at the minimum of three
points, at the beginning, at the end, and a point near the middle of the cycle and
averaged. At the manufacturer's request background measurements may be omitted.
11.5 Determination of the test points.
The settings of inlet restriction and exhaust backpressure shall be adjusted to the
manufacturer's upper limits, in accordance with sections 5.4and 5.5.
The maximum torque values at the specified test speeds shall be determined by
experimentation in order to calculate the torque values for the specified test modes. For
engines which are not designed to operate over a speed range on a full load torque
curve, the maximum torque at the test speeds shall be declared by the manufacturer.
The engine setting for each test mode shall be calculated using the formula:
Where
S-is the dynamometer setting [kW].
PM-is the maximum observed or declared power at the test speed under the test
conditions (specified by the manufacturer) [kW].
Paux- is the declared total power absorbed by any auxiliary fitted for the test and not
required by annex B [kW].
L-is the percent torque specified for the test mode.
11.6 Checking the analisers
The emission analysers shall be set at zero and spanned.
11.7 Test Cycle
The test cycles are defined in iso 8178-4. This take into account the variation in engine
size and application.
11.7.1 Test sequence 8178-2
The engine shall be operated in each mode in the appropriate test cycle if iso 8178-4 or
agreed measuring points described in 10.1. If measuring points different from those
given in iso 8178-4 are used and a minimum of 10min is necessary for each point.
Longer time may be required for the reasons of stabilization and sufficient collection of
particulates.
During each mode of the test cycle after the initial change period the specified speed
shall be held to within +/-1% of rated speed or +/- 3min whichever is greater except for
low idle which shall be within the tolerances declared by the manufacturer.
The specified torque shall be held so that the average over the period during which the
measurements are being taken is within +/-2% of the maximum torque at the test
speed. If it is not possible to maintain speed and torque within the above limits, the
limits shall be agreed between parties involved, prior to test. If in practice tolerances
cannot be held during a mode of a cycle the application of a mean value is not
excluded.
The fuel temperature shall be in accordance with iso 8178-5.
11.7.2 Analyser response
The output of the analysers shall be recorded on a strip chart recorder or measured
with an equivalent data acquisition system for the test cycle with the exhaust gas
flowing through the analysers at least during the last 3min of each mode. If bag
sampling is applied for the diluted CO and CO2 measurement (see iso 8178-1 7.4.4), a
sample shall be bagged during the last 3min of each mode, and the bag sample
analysed and recorded.
11.7.3 Particulate sampling
Can be done either with the single filter method or the multiple filter method see 8178-1
7.5.
Since the results of the methods may differ slightly, the method used must be declared
with the results.
For the single filter method the modal weighting factor specified in the test cycle
procedure shall be taken into account during sample by adjusting sample flow rate
and/or sample time accordingly.
Sampling must be conducted as late as possible within each mode. The sampling time
per mode shall be at least 20s for the single filter method and at least 60s for the
multiple filter method. For additional information on the test mode duration see iso
8178-4. For systems without by-pass capability, the sampling time per mode must be at
least 60s for single and multiple filter methods.
11.7.4 Engine conditions
The engine speed and load, intake air temperature, exhaust back pressure, fuel flow
and air or exhaust gas flow shall be recorded within the final 80% at each mode once
the engine has been stabilized. The values can be averaged over the considered time.
If the measurements of the exhaust gas flow or the measurements of combustion air
and fuel consumption is not possible, they can be calculated using the total carbon and
oxygen balance method (see iso 8178-1 7.2.3). Any additional data required for
calculation shall be recorded (see clause 12).
11.8 Re-checking the analisers (8178-2).
The zero and span settings of the emission analysers shall be checked and
adjustment, as required, at least the end of the test. The test shall be considered
satisfactory if the adjustment necessary after the test does not exceed the accuracy of
the analysers specified in 7.3.1.
11.9 Test report
Test report should contain the data given in iso 8178-6.
12. Data evaluation for gaseous and particulate emissions
12.1 Gaseous emissions
For the evaluation of gaseous emissions, the average chart reading of the last 60s of
each mode shall be determined and the average concentrations of HC, CO, CO2, O2,
NMHC (NMC method), NH3 and CH3OH (FID method) during each mode shall be
determined from the average chart readings and the corresponding calibration data,
the average chart readings and the corresponding calibration data.
The average chart readings and the corresponding calibration data The average CO
and CO2 concentration in the sampling bag, if used, shall be determined from the bag
readings and the corresponding calibration data.
Annex B (normative)
Equipment and auxiliaries to be installed for the test to determine engine power (see
also 5.3 and 11.5).
(a) The complete inlet system shall be fitted as provided for the intended application:
Where there is a risk of an appreciable effect on the engine power;
This part of ISO 8178 specifies as a standard data format for reporting the
measurement results of exhaust emissions from RIC engines for mobile, transportable
and stationary use, excluding engines for motor vehicles primarily designed for road
use. This part of ISO 8178 may be applied to engines used e.g. earth-moving
machines, generating sets and for other applications. This part of ISO 8178 applies to
measurement in the laboratory and at site.
For engines used in machinery covered by additional requirements, (e.g. occupational
health and safety regulations, dust regulations for power plants) additional test
conditions and special evaluation methods may apply.
5. Emissions test report
5.1 Introduction.
The recommended test report consist of eleven data sheets (see annex A) that contain
all the information pertinent to a test run in a very compact way. The test report is a
single document that can be filled easily for later review of the test results by
authorities, customers and engines manufacturers. It incorporates the final test results
and the information needed to trace the final results to the values originally measured
as well as the information on the test engine, the test cell equipment and the test fuels.
The report format is applicable to all test cycles and fuels.
ANNEX A (NORMATIVE) TABLE FOR EMISSIONS TEST REPORT.
Table A1 iso 8178 Emissions test report-General information.
Engine
Manufacturer
Application(a)
Cycle
Nox
HC
CO
SO2
PT
smokecycle
PEAK(Sp)(d)
LUG(SL)(d)
STEADYSTATES(Ss)
(d)
Unit
g/Kwh(b)
g/Kwh(b)
g/Kwh(b)
g/Kwh(b)
g/Kwh(b)
m1(c)
m1(c)
TESTIDENTIFICATION
TESTINGCOMPANY:
Emissionstestresults
DATE/TIME:
TESTSITE/BENCH:
TESTNUMBER:
Type(model)
Family
RatedPower
RatedSpeed
SerialNumber
Customer
finalinstallation
m1(c)
DATEOFREPORT:
PLACEOFTEST:
(a)Ifapplicableorifknow.
(b)Unitsotherthang/Kwhtobeindicated.
(c)Unitsotherthanm1tobeindicated.
(d)Tobeindicatedinaccordancewiththerequirementsoftheapplicablesmokecycle.
Enginetype(model)
Familyidentification
Serialnumber
Ratedspeed
min1
Ratedpower
Kw
Intermediatespeed
min1
maximumtorqueatintermediatespeed
Nm
Lowidlespeed
min1
highidlespeed
min1
Staticinjection/ignitiontiming
BTCD(beforetopdeadcentre)
Injection/ignitiontimingcontrol
NoYes
Bore
mm
Stroke
mm
Displacementpercylinder
cm3
Cylindernumberandconfiguration
auxiliaries(seeiso81781annexB)
maximuminletdepression
Kpa
maximumexhaustbackpressure
Kpa
intercoolersetpoint(a)
K
coolingmediumtemperaturespecification
K
fueltemperaturespecification
K
Lubricationoil.
(a)Ifapplicable.
cm3
NoYes
NoYes
NoYes
NoYes
NoYes
NoYes
NoYes
Chargeaircoolingsystem
Maximumdeclaredpowerpercylinderatmaximumdeclared
speed
Kw
Injectiontimingrange
BTCD(Beforetopdead
centre)
Fueldeliveryrange
mg/injection
Table A5 iso 8178. Emissions test report-Ambient and engine test data.
Engine______________Testsite___________
Ratedspeed___________min1Testnumber___________
Intermediatespeed___________min1Testcycle___________
Comments____________________________________________________
xWfe
Mode
(a)
Timeatbeginningofeachmode
Ambientdata
BarometricpressureKpa
Intakeairhumidityg/Kg
Atmosphericfactor
Enginedata
Speedmin1
Auxiliarypower(b)Kw
DynosettingKw
PowerKw
Specificfuelconsumptiong/Kwh
Fuelflow(d)
Airflow(d)
Exhaustflow(d)
ExhausttemperatureK
FueltemperatureK
CoolanttemperatureK
TemperatureintercooledairK
LubricatingtemperatureK
InletdepressionKpa
ExhaustbackpressureKpa
(a)Ifapplicable.
(b)Ifapplicable;calculatedvaluetobeusedaccordingtoiso81781:1996,5,3.
Otherkindofpowerthanmechanical(electrical,thermal,total)tobeindicated;uncorrected.
(d)Unitstobeindicated.