iso 8178part1a6 resumen

8/10/2019 Iso 8178part1a6 Resumen

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PROTOCOLO DE LA PRUEBA

DOCUMENTACION

ISO 8178 RECIPROCATING INTERNAL COMBUSTION ENGINES - EXHAUST

EMISSION MEASUREMENT - PART 4: TEST CYCLES FOR DIFFERENT ENGINE

APPLICATIONS

Specifies the test cycles for the measurement and the evaluation of gaseous and

particulate exhaust emissions from reciprocating internal combustion engines coupled

to a dynamometer. With some restrictions the test can also be used for measurements

at site. Applies to engines for mobile, transportable and stationary use, excluding

engines for motor vehicles primarily designed for road traffic.

3. Definitions: Test Cycle: A sequence of engine test modes each with defined speed, torque and

weighting factor Wf (except cycle B universal without weighting factors), where the

weighting factors only apply if the test results are expressed in g/Kwh.

Preconditioning of the engine: warming up of the engine at the rated power used in

the test cycle to stabilize the engine parameters according to the recommendations

of the manufacturer.

Note 1: A preconditioning phase should also protect the actual measurement

against the influence of deposits in the exhaust system from a former test.

There is also a period of stabilization in the test modes which has been included tominimize point to point influences.

Mode: An engine operating point characterized by a speed and a torque (or an

output).

Mode length: The time between leaving the speed and/or torque of the previous

mode or the preconditioning phase and the beginning of the following mode it

includes the time during which speed and/or torque is changed and the stabilization

at the beginning of each mode.

Rated Speed: speed at which, according to the statement of the engine

manufacturer, the rated power is delivered.

Intermediate Speed: Speed at which that declared by manufacturer, taking intoaccount the requirements given in clause 6.

Brake power: The observed power measured at the crankshaft or its equivalent, the

engine being equipped only with the standard auxiliaries necessary for this

operation on the test bed(see 5.3 and table B of ISO 8178-1:1996).

5. Torque


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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.

Para el ciclo de prueba E3 la potencia figura como valor en porcentaje de lamxima potencia tasada de la velocidad nominal (rated Speed) calculadacuando este ciclo est basado en una curva de caracterstica de hliceterica para buques conducidos por motores de trabajo pesado sinlimitaciones de longitud.

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 dieselengines.

Note other propeller characteristic curve exists.

6. The intermediate speed shall be declared maximum torque speed if it occurs

between 60% and 75% of rated speed.

If the declared maximum torque speed is less than 60 % of rated speed,

then the intermediate speed shall be 60 % of the rated speed.

If the declared maximum torque speed is greater than 75 % of the ratedspeed then the intermediate speed shall be 75 % of rated speed.

For engines to be tested on cycle G1, the intermediate speed shall be 85 %of the maximum rated speed.

8. Modes and weighting factors for test cycles

8.1Generals.

8.1.1 Apart from the test modes of cycles E3, E4 and E5 which are calculated from

propeller curves, the test modes of the other cycles can be combined into a universal

cycle (B) without weighting factors. From emissions data for each of the modes of cycle

B, emission values for each of the other cycles may be calculated using the appropriate

weighting factor.

To evaluate the particulate emission from the universal cycle (B) it is necessary to

measure the particulate mass emission of each test mode at stabilized engine

operation. The time needed for stabilization of the engine depends on engine size and

ambient conditions.

8.1.2 Requirements


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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).

Weighting factors (for test cycles based on the propeller curve)

PN= Engine rated power in kW; nN= engine rated speed

8.2 Test cycle type B UNIVERSAL

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.


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Construction equipment including Wheel loader, bulldozers, crawler tractor-loaders, truck type loaders.

Agricultural equipment, rotary tillers.

Forestry equipment.

Self-propelled agricultural equipment.

Road maintenance equipment.

Snow-plough equipment. Airport supporting equipment.

Test cycle type D Constant speed

D1- Power plants

D2- Generating sets with intermittent load

Applications

D1- Power plants, irrigation pumps.

D2- Gas compressors, generating sets with intermittent load including

generating sets on board ships and trains (not for propulsion), refrigerating units,welding sets.

o Turf-care, chippers, snow removal equipment, sweepers.

Test cycle type E Marine applications

E3- Marine vessels

Test cycle type F Rail engines

8.7 Test cycle type G Utility, lawn and garden typically < 20Kw

G1-Non hand-held intermediate speed applications.

G2-Non hand-held rated speed applications.

G3-Hand-held speed applications.8.7.1 Test modes and weighting factors.

8.7.2 Performing the test.

The test cycles G1, G2 or G3 shall be performed in ascending order of mode number of

the cycle in question.

The provisions of 8.1.2 shall be taken into account.

For spark ignited engines when only gaseous emissions are measured, each mode time

shall be 3 min. The gaseous exhaust emission concentration values shall be measured

and recorded for the last 2 min of the respective test mode.

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


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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.

TEST MODES AND WEIGHTING FACTORSMode number

(Cycle B) 1 2 3 4 5 6 7 8 9 10 11

Mode number No.

(Cycle C1 )1 2 3 4 5 6 7 8

Engine Speed Rated Speed Intermediate SpeedIdle

Speed

Load % 100 75 50 10 100 75 50 0

Weighting factor 0.15 0.15 0.15 0.01 0.1 0.1 0.1 0.15

Mode number No.

(Cycle C2 )1 2 3 4 5


Speed

Load % 100 75 50 25 10

Weighting factor 0.05 0.25 0.3 0.3 0.1

Mode number No.

(Cycle E3 )1 2 3 4

Engine Speed 100 91 80 63


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Load % 100 75 50 25

Weighting factor 0.2 0.5 0.15 0.15

Mode number No.

(Cycle D1 )1 2 3


Speed

Load % 100 75 50

Weighting factor 0.3 0.5 0.2

Mode number No.

(Cycle D2 )1 2 3 4 5


Speed

Load % 100 75 50 25 10

Weighting factor 0.05 0.25 0.3 0.3 0.1

Mode number No.(Cycle G1 )

1 2 3 4 5 6


SpeedLoad % 100 75 50 25 10 0

Weighting factor 0.09 0.2 0.29 0.3 0.07 0.05

Mode number No.

(Cycle G2 )1 2 3 4 5 6


Speed

Load % 100 75 50 25 10 0

Weighting factor 0.09 0.2 0.29 0.3 0.07 0.05

Mode number

No. (Cycle G3 )1 2


Speed

Load % 100 0

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 8178-

1:2006 may be applied to engines used, for example, for earth-moving machines,

generating sets and for other applications.


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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)

Aspiration natural and mechanically pressure charged compression ignition

engines:

Turbocharged compression ignition engines with or without cooling of the

intake air:

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

And shall be between 0.93 and 1.07.


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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, fashall be between 0.93 and 1.07 in this case the particulate

emission, PT, shall be corrected according to 14.1.2; facorrection of the

gaseous emission shall not be applied.

5.2.2 Test condition

5.2.3 Engines with charge air cooling

The temperature of the cooling medium and the temperature of the charge air shall be

recorded.

The cooling system shall be set with the engine operating at the reference speed and

load.

5.3 Power

The bask of specific emissions measurements is uncorrected brake power. Certain

auxiliaries necessary only for the operation of the machine and which may be mounted

on the engine should be removed for the test.

The following incomplete list is given as an example:

Air compressor for brakes.

Power steering compressor

Air conditioning compressor.

Pump for hydraulic actuators.

For further details see 3.8 and annex B ISO 8178-1. Where auxiliaries have notremoved, the power absorbed by them at the test speeds shall be determined in order

to calculate the dynamometer setting in accordance with 11.5

5.3 Power ISO 8178-2

In case where a direct measurement of torque is not possible, the power output

shall be calculated based on other available data. The method of calculation and

estimation shall be agreed between parties involved.

The appropriate engine power output as measured with provisions existing at

site shall be recorded for each operating condition.

5.4 Engine air inlet system

The engine air inlet system shall be equipped with an air inlet system presenting an airinlet restriction within +/- 10% of the upper limit specified by the manufacturer for a

clean air filter for the engine operating conditions giving maximum air flow for

respective engine applications.

5.5 Engine exhaust system

The engine exhaust system shall be equipped with an exhaust system presenting an

exhaust back pressure within +/- 10% of the upper limit specified by the manufacturer


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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 aswith 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.

Table 2. Permissible deviation of instruments for engine related parameters

No item Permissibledeviation

calibration

interval

Basedonanengine's

maximumvalues)

Basedonanengine's

maximumvalues) months

81781 81782

1 Enginespeed +/ 2% +/ 2% +/ 2% 3

2 Torque +/ 2% +/ 5% +/ 2% 3

3 Power +/ 2% +/ 5% +/ 3%

not

applicable

4

Fuel

consumptions +/ 2%

Diesel4%

residual6% +/ 3% 6

5

Specificfuel

consumption

not

applicable notapplicable +/ 3%

not

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 calibrationinterval

absolute 1) months


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1 Coolanttemperature +/ 2K +/ 2K 3

2 Lubricatingoiltemp +/ 2K +/ 2K 3

3 exhaustgaspressure +/ 5%max +/ 5%max 3

4 inletmanifolddepression +/ 5%max +/ 5%max 3

5 exhaustgastemperature +/ 15K +/ 15K 3

6 airinlettemperature +/ 2K +/ 2K 3

7 atmosphericpressure

+/ 0,5%of

reading

+/ 0,5%of

reading 3

8

intakeairhumidity

(relative) +/ 3% notapplicable 1

9 fueltemperature +/ 2K notapplicable 3

10

dilutiontunnel

temperature +/ 1,5K notapplicable 3

11

dilutionairhumidity

(relative) +/ 3% notapplicable 1

12 dilutedexhaustgasflow

+/ 2%of

reading notapplicable

24(partialflow)

(fullflow)2)

1) According to iso 3046-3.

2) Full flow systems. The cvs positive displacements pump or critical flow venture shall

be calibrated following initial installation, major maintenance or as necessary when

indicated by the cvs system verification described in ISO 8178-1:1996 11.4.

7.3.2 Estimated repeatability and accuracy of the test results. ISO 8178-2.

At site measurements are typically less precise and accurate than measurements

on the test bed us to environmental and operational impacts. Repeatability and

accuracy also depend on the measuring units. e.g. volume concentration (ppm),

mass concentration (g/m3) or brake specific emission(g/Kwh). From the

accuracy as specified in ISO 8178-1: 7.4.1.1 and 9.2 and in table of this part of

8178, the overall accuracy and repeatability of the measurement results arecalculated and are given in table 3.

Table 3-Accuracy and repeatability of measuring values.

Component Units Accuracy Repeatability

Gaseous emissions

ppm +/- 5% of reading +/- 1% of reading

g/m3 +/- 7% +/- 5,1%

g/Kwh +/- 9% +/- 7,4%

Particulate emissions

g/m3 +/- 6,5% +/- 6,5%

g/Kwh +/- 8,5% +/- 8,5%

7.4 Determination of the gaseous components ISO 8178-1.

The analytical measuring equipment and the methods are described in ISO 8178-1:1996 7.4: For at site measurements the non-methane hydrocarbon analysis

according to ISO 8178-1:1996, 7.4.3.5 is not applicable in most cases as this method

needs laboratory equipment (e.g. gas chromatographic equipment).

For the measurement of non-methane hydrocarbons the hydrocarbon cutter method,

ISO 8178-1:1996 7.4.3.5 should preferably be applied.

7.4.1 General analyser specifications


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7.4.1.1 Measurements error

The total measurement error including the cross sensitivity to other gases shall not

exceed +/- 5% of reading or +/- 3.5% of full scale, whichever is smaller. For

concentrations of less than 100ppm the measurements error shall not exceed +/-

4ppm.

7.4.1.2 Repeatability.

Defined as 2.5 times the standard deviation of 10 repetitive responses to a givencalibration or span gas, must be no greater than +/- i% of full scale concentration for

each range used above 155ppm (or ppmC) or +/-2% of each ranged used below

155ppm (or ppmC).

7.4.2 Gas drying.

7.4.3 Analysers.

Describe the measurements principles to be used. A detailed description of the

measurement system is given in clause 15.

7.5 Particulate determination.

8 Calibrate of the analytical instruments.

8.1 Introduction.

8.2 Calibration gases.8.3 Operating procedure for analysers and sampling system.

8.4 Leakage test.

8.5 Calibration procedure.

8.6 Verification of the calibration.

8.7 Efficiency test of the NOx converter.

8.8 Adjustment of the FID

8.9 Interference effects with CO, CO2, NOx and O2 analyzers.

8.10 Calibration intervals.

9. Calibration of the particulate measuring system.

9.1 General.

9.2 Flow measurement.9.3 Checking the dilution ratio.

9.4 Checking the partial flow conditions.

9.5 Calibration intervals.

10. Running conditions (test cycles).

This item is dealt with in iso 8178-4.

10.1 Test cycles.

10.2 Preparation of the engine.

Prior to setting the engine, including an auxiliary equipment and the exhaust system,

shall be conditioned according to the engine manufacturers and /or users

recommendations in order to achieve repeatable measurements results. This operationis important for engines with long exhaust stacks and engines with silencers in place,

as well as infrequently and lightly loaded engines.

11. Test run

11.1 Preparation of the sampling filters

11.2 Installation of the measuring equipment


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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 (forstabilization 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. Forengines 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 notrequired 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


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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 tolerancescannot 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 sampleanalysed 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 rateand/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


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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 emissionsFor 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).


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(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;


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In the case of naturally aspirated spark ignition engines;

When the manufacturer requests that this should be done.

In other cases, an equivalent system may be used and a check should be made to

ascertain that the intake pressure does not differ by more than 100 Pa from the upper

limit specified by the manufacturer for a clean air filter.

b) The complete exhaust system shall be fitted as provided for the intended application:

Where there is a risk of an appreciable effect on the engine power;

In the case of naturally aspirated spark ignition engines;

When the manufacturer requests that this should be done.

In other cases, an equivalent system may be installed provided the pressure measured

does not differ by more than 1 000 Pa from the upper limit specified by the

manufacturer.

(c) If an exhaust brake is incorporated in the engine, the throttle valve shall be fixed in

the fully open position.

(d) The fuel feed pressure may be adjusted, if necessary, to reproduce the pressure

existing in the particular engine application (particularly when a .fuel return. system is

used).

(e) The air intake valve is the control valve for the pneumatic governor of the injection

pump. The governor or the fuel injection equipment may contain other devices which

may affect the amount of injected fuel.

(f) The cooling-liquid circulation shall be operated by the engine water pump only.

Cooling of the liquid may be produced by an external circuit, such that the pressure

loss of this circuit and the pressure at the pump inlet remain substantially the same as

those of the engine cooling system.

(g) The thermostat may be fixed in the fully open position.

(h) When the cooling fan or blower is fitted for the test, the power absorbed shall be

added to the results, except for cooling fans of air cooled engines directly fitted on the

crankshaft. The fan or blower power shall be determined at the speeds used for the

test either by calculation from standard characteristics or by practical tests.(i) Minimum power of the generator: the electrical power of the generator shall be

limited to that necessary for operation of accessories which are indispensable for

engine operation. If the connection of a battery is necessary, a fully charged battery in

good condition shall be used.

(j) Charge air-cooled engines shall be tested with charge air cooling, whether liquid- or

air-cooled, but if the manufacturer prefers, a test bench system may replace the air

cooler. In either case, the measurement of power at each speed shall be made with the

maximum pressure drop and the minimum temperature drop of the engine air across

the charge air cooler on the test bench system as specified by the manufacturer.

(k) These may include, for example, exhaust-gas recirculation (EGR)-system, catalytic

converter, thermal reactor, secondary air-supply system and fuel evaporationprotecting system.

(l) The power for electrical or other starting systems shall be provided from the test

bed.

ISO 8178-6:2000 RECIPROCATING INTERNAL COMBUSTION ENGINES --

EXHAUST EMISSION MEASUREMENT -- PART 6: REPORT OF MEASURING

RESULTS AND TEST


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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

Type(model)

Family

RatedPower

RatedSpeed

SerialNumber

Application(a)Customer

finalinstallation

Emissionstestresults

Cycle Unit

Nox g/Kwh(b)

HC g/Kwh(b)

CO g/Kwh(b)

SO2 g/Kwh(b)

PT g/Kwh(b)

smokecycle

PEAK(Sp)(d) m1 (c)

LUG(SL) (d) m1 (c)

STEADYSTATES(Ss)

(d)m1 (c)

TESTIDENTIFICATION

DATE/TIME:

TESTSITE/BENCH:

TESTNUMBER:

TESTINGCOMPANY:


20/22

DATEOFREPORT:

PLACEOFTEST:

(a)Ifapplicableorifknow.

(b)Unitsotherthang/Kwhtobeindicated.

(c)Unitsotherthanm1tobeindicated.

(d)Tobeindicatedinaccordancewiththerequirementsoftheapplicablesmokecycle.

Table A2 iso 8178 Emissions test report-Test engine information.

Manufacturer

Enginetype(model)

Familyidentification

Serialnumber

Ratedspeed min1

Ratedpower Kw

Intermediatespeed min1

maximumtorqueatintermediatespeed Nm

Lowidlespeed min1

highidlespeed min1

Staticinjection/ignitiontiming BTCD(beforetopdeadcentre)

Injection/ignitiontimingcontrol No Yes

Bore mm

Stroke mm

Displacementpercylinder cm3

Cylindernumberandconfiguration

auxiliaries(seeiso81781annexB)

maximuminletdepression Kpa

maximumexhaustbackpressure Kpa

intercoolersetpoint(a) K

coolingmediumtemperaturespecification K

fueltemperaturespecification K

Lubricationoil.

(a)Ifapplicable.


21/22

Table A3 iso 8178 Emissions test report-Engine family information.

Note. If applicable, see iso 8178-7: 1996, clause 5.

Manufacturer

Familyidentification

combustioncycle

coolingmedium

Individualcylinderdisplacement cm3

Cylindernumberandconfiguration

methodofairaspiration

fueltype

Combustionchambertype

Valveandportingconfiguration

Sizeandnumber

Cylinderhead

Cylinderwall

Crankcase

Fuelsystemtype

Miscellaneousfeatures

Exhaustgasrecirculation No YesWaterinjection/emulsion No Yes

Airinjection No Yes

Chargecoolingsystem No Yes

Exhaustaftertreatment No Yes

Dualfuel No Yes

Ignitiontype No Yes

Table A4 iso 8178 Emissions test report-Engine group information.

Note. If applicable, see iso 8178-8.

Manufacturer

GroupinformationBorediameter mm

Stroke mm

Methodofpressurecharging

Chargeaircoolingsystem

Maximumdeclaredpowerpercylinderatmaximumdeclared

speed Kw

Injectiontimingrange BTCD(Beforetopdead


22/22

centre)

Fueldeliveryrange mg/injection

Table A5 iso 8178. Emissions test report-Ambient and engine test data.

Engine______________ Testsite___________

Ratedspeed___________min1 Testnumber___________

Intermediatespeed___________min1 Testcycle___________

Comments____________________________________________________

Mode

xWfe

(a)

Timeatbeginningofeachmode

Ambientdata

Barometricpressure Kpa

Intakeairhumidity g/Kg

Atmosphericfactor

Enginedata

Speed min1

Auxiliarypower(b) Kw

Dynosetting Kw

Power Kw

Specificfuelconsumption g/Kwh

Fuelflow (d)

Airflow (d)

Exhaustflow (d)Exhausttemperature K

Fueltemperature K

Coolanttemperature K

Temperatureintercooledair K

Lubricatingtemperature K

Inletdepression Kpa

Exhaustbackpressure Kpa

(a) Ifapplicable.

(b)Ifapplicable;calculatedvaluetobeusedaccordingtoiso81781:1996,5,3.

Otherkindofpowerthanmechanical(electrical,thermal,total)tobeindicated;uncorrected.

(d)Unitstobeindicated.

iso 8178part1a6 resumen

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