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1、BRITISH STANDARD AUTOMOBILE SERIES BS AU 141a:1971 Specification for The performance of diesel engines for road vehicles UDC 629.113.52:621.436.018 Licensed Copy: London South Bank University, London South Bank University, Sat Dec 09 01:52:23 GMT+00:00 2006, Uncontrolled Copy, (c) BSI BS AU 141a:197
2、1 This British Standard, having been approved by the Automobile Industry Standards Committee, was published under the authority of the Executive Board of the Institution on 19 May 1971 BSI 02-2000 The following BSI reference relates to the work on this standard: Committee reference AUE/2 ISBN 0 580
3、06872 2 Amendments issued since publication Amd. No.DateComments Licensed Copy: London South Bank University, London South Bank University, Sat Dec 09 01:52:23 GMT+00:00 2006, Uncontrolled Copy, (c) BSI BS AU 141a:1971 BSI 02-2000i Contents Page Forewordii 1Scope1 2Definitions1 3Rating2 4Quality con
4、trol of production engines2 5Standard test conditions3 6Units of measurement and limits of accuracy5 7Exhaust smoke control5 8Type test7 9Correction9 10Type test certificate10 Appendix A Net calorific value of fuel13 Appendix B Information on an existing opacimeter13 Appendix C Specimen type test ce
5、rtificate16 Appendix D Reference fuel22 Figure 1 Limiting exhaust gas opacity for engines in new condition7 Figure 2 Correction for power and torque (four-stroke naturally aspirated engines)11 Figure 3 Correction for Hartridge smoke (four-stroke naturally aspirated engines)12 Table 1 Limit values of
6、 exhaust gas opacity applicable in the engine tests at steady speed6 Table 2 Limit values of Table 1 in terms of Hartridge smoke units14 Licensed Copy: London South Bank University, London South Bank University, Sat Dec 09 01:52:23 GMT+00:00 2006, Uncontrolled Copy, (c) BSI BS AU 141a:1971 ii BSI 02
7、-2000 Foreword This British Standard was first published in 1967 under the authority of the Automobile Industry Standards Committee of the British Standards Institution for the purpose of defining certain features of engine specification and performance to avoid misunderstandings which have occurred
8、 in the past and to provide a basis for the comparison of the performance of different engines using the test methods given in the standard. The performance of an engine will vary with: 1) atmospheric conditions, 2) the test bed procedure, 3) the adjustment and settings of the engine. Item 3) should
9、 be in accordance with the makers recommendations for the intended duty and service life. The type of fuel and lubricant, and the design of the intake and the exhaust systems are amongst the factors which need to be specified before engine test results can be reproduced. Limits on the engine exhaust
10、 smoke emission are given which are considered to be a reasonable compromise between social and economic acceptability and it is emphasized that these limits largely control the engine performance. In revising the standard, account has been taken of the requirements for engine testing given in corre
11、sponding Draft Recommendations1) which have been prepared by the International Organization for Standardization (ISO), and the limits on engine exhaust smoke emission given in a draft Regulation now under preparation by Working Party 29 of the Economic Commission for Europe (ECE). The opportunity ha
12、s been taken also to effect certain amendments, mainly for the purpose of clarification, as a result of experience in the use of the standard. NOTEDifferent output conditions are provided for use as appropriate, since this standard is intended for engines with a wide range of duties. It is insuffici
13、ent and misleading to quote an output value to this standard without specifying the test conditions. This standard makes reference to the following British Standards: BS 1042, Code for flow measurement. BS 1704, General purpose thermometers. BS 1780, Bourdon tube pressure and vacuum gauges. BS 2869,
14、 Petroleum fuels for oil engines and burners. BS 3403, Indicating tachometers for general industrial use. BS AU., Diesel engine exhaust gas opacimeter (in course of preparation). A British Standard does not purport to include all the necessary provisions of a contract. Users of British Standards are
15、 responsible for their correct application. Compliance with a British Standard does not of itself confer immunity from legal obligations. Summary of pages This document comprises a front cover, an inside front cover, pages i and ii, pages 1 to 22 and a back cover. This standard has been updated (see
16、 copyright date) and may have had amendments incorporated. This will be indicated in the amendment table on the inside front cover. 1) ISO/R., “Engine tests net power” (in course of preparation). ISO/R., “Engine tests gross power” (in course of preparation). Licensed Copy: London South Bank Universi
17、ty, London South Bank University, Sat Dec 09 01:52:23 GMT+00:00 2006, Uncontrolled Copy, (c) BSI BS AU 141a:1971 BSI 02-20001 1 Scope This British Standard applies to compression ignition (diesel) engines, utilizing liquid fuel only, for propelling vehicles designed primarily for use on the public h
18、ighway. It specifies the standard test conditions for the test bed procedure, the equipment to be included on the engine for standard tests at the approved engine power outputs and the smoke control of the exhaust gases under “steady state” conditions. It includes a type test, incorporating a 100 h
19、test, and output tolerances and exhaust gas opacity limits on production engines. NOTEThe titles of the British Standards referred to in this standard are listed in the Foreword. 2 Definitions For the purposes of this British Standard the following definitions apply: 2.1 compression ignition (diesel
20、) engine a prime mover in which the fuel is injected into the cylinder or combustion space of the engine and is there ignited, during normal running, solely by the heat of compression of the cylinder charge, the power output being transmitted through a crankshaft or crankshafts 2.2 torque the turnin
21、g moment at the output shaft NOTEIf the speed of the output shaft differs from that of the crankshaft this is disclosed by the engine maker, but a fluid flywheel is regarded as part of the transmission and not of the engine. 2.3 brake power output the power output measured at the crankshaft or its e
22、quivalent 2.4 net calorific value of fuel the heat resulting from the complete combustion of unit quantity of fuel with air, without condensation of the water vapour (see Appendix A) 2.5 specific fuel consumption the rate per unit of output at which fuel is used by the engine at any specified operat
23、ing condition 2.6 exhaust back-pressure the mean static pressure head existing in the exhaust pipe of an engine test bed installation, measured at a point in the pipe adjacent to the outlet flange of the engine manifold or the turbo-charger by pressure tappings in accordance with BS 1042 2.7 inlet d
24、epression the mean static depression existing in the air inlet system, measured at a point in the pipe adjacent to the inlet flange of the engine manifold or the turbo-charger by pressure tappings in accordance with BS 1042 2.8 air inlet temperature the temperature of the air being drawn into the en
25、gine, as measured within 150 mm of the air inlet of the air cleaner or intake system by a thermometer shielded from radiant heat. A sufficient number of locations are used to give a representative average inlet temperature 2.9 observed reading a reading or measurement recorded during the progress of
26、 a test Licensed Copy: London South Bank University, London South Bank University, Sat Dec 09 01:52:23 GMT+00:00 2006, Uncontrolled Copy, (c) BSI BS AU 141a:1971 2 BSI 02-2000 2.10 corrected reading an observed reading modified by the appropriate correction factors 2.11 fuel temperatures the tempera
27、ture of the fuel at a) the inlet to the fuel injection pump or equivalent, and b) the point where the fuel consumption is measured. these temperatures may differ substantially 2.12 certifying authority the independent body or association which gives type approval to the engine under consideration an
28、d certifies that it conforms to the requirements of this standard 3 Rating 3.1 The power output, as declared by the manufacturer, shall be presented in the form of performance curves showing the maximum brake power at various speeds obtained under the standard test conditions specified in Clause 5.
29、The power output will be selected by the manufacturer to give, with suitable maintenance, a satisfactory service life and overhaul period. 3.2 The exhaust gas opacity for all power outputs shall be within the limits specified in Clauses 7 and 8. 3.3 Some variation of the brake power output will be c
30、aused by the number and nature of the auxiliaries attached to the engine and the nature of the equipment. 3.4 The brake power output under the standard test conditions specified in Clause 5, corrected if necessary as given in Clause 9, shall be determined, as required, by the following methods. 1) G
31、ross brake power output. For the engine speed specified by the manufacturer the gross brake power output shall be measured on a test bed (the engine being equipped only with those directly driven auxiliaries essential to its operation, as listed in 5.2) and established by a type test as specified in
32、 Clause 8. 2) Installed brake power output. For the engine speed specified by the manufacturer the installed brake power output is that delivered by the engine when fitted with all the equipment, as listed in 5.2, which is required for a particular vehicle installation. Subsequent to the satisfactor
33、y completion of a type test in the gross power output condition as specified in Clause 8, the installed brake power output can be measured on a test bed and established by a performance test as specified in 8.3, the engine being prepared in accordance with the requirements of 8.2. The installed brak
34、e power output may be alternatively derived by deducting from the gross output, as defined in 1), the separately determined powers absorbed by the auxiliaries required for the particular installation. In this case, a list of the auxiliaries and their separately determined powers shall be given, as i
35、n Appendix C. 3.5 The standard test conditions specified in Clause 5 indicate the operating condition of the engine equipment and accessories which, in general, are in the “off-load” condition. 3.6 Where the specified conditions in regard to the air inlet depression and the exhaust back pressure do
36、not apply, the installed power output within the specified exhaust gas opacity limits given in Clauses 7 and 8 shall be determined by the engine manufacturer, and certified by the certifying authority. 4 Quality control of production engines 4.1 Any engine taken from production and prepared as for t
37、he type test (see 8.2) shall meet the initial performance test requirements specified in 8.3. 4.2 Adequate quality control procedures shall be applied by the engine manufacturer to ensure that any engine taken from production after the manufacturers normal test and then run-in according to the manuf
38、acturers recommendations shall only exceptionally exceed the exhaust gas opacity limits specified in Clause 7. Licensed Copy: London South Bank University, London South Bank University, Sat Dec 09 01:52:23 GMT+00:00 2006, Uncontrolled Copy, (c) BSI BS AU 141a:1971 BSI 02-20003 5 Standard test condit
39、ions 5.1 The standard conditions for test are: 1) mean barometric pressure: 101.5 kN/m2(760 mmHg) 2) humidity:for the purposes of correction, changes of humidity are neglected because it is considered that they have no significant effect on the correcting factor 3) air temperature at inlet:20 C (equ
40、ivalent, at mean barometric pressure, to a dry air density of 1.206 kg/m3) 4) air inlet depression:to be set at the maximum rated full load and speed; to be within 5 mmH2O of the upper limit specified by the engine manufacturer with the air filter, if fitted, in the clean condition. Air inlet system
41、s shall remain fixed over the whole engine speed range; consequently, lower inlet depressions will occur at speeds below the maximum 5) test bed exhaust back pressure: to be set at the maximum rated full load and speed; to be within 5 mmHg of the upper limit specified by the engine manufacturer. Exh
42、aust systems shall remain fixed over the whole engine speed range; consequently, lower exhaust back pressures will occur at speeds below the maximum 6) fuel:BS 2869, Class A1 or A2, net calorific value 42 800 kJ/kg (18 400 Btu/lb) (see Appendix A). In cases of dispute, initial and final performance
43、tests only shall be made using C.E.C. Reference Fuel ERF-DI (see Appendix D). NOTEThe use of smoke suppressants is not permitted for testing 7) fuel supply system:head not greater than 2 m above the entry to the engine system which includes, where fitted, the feed pump 8) fuel injection equipment:se
44、t before test to engine manufacturers setting; the maximum fuel delivery stop setting to remain unaltered during the test 9) governor:set during preliminary running to engine manufacturers setting, or as specified in 8.4.2 10) lubrication system:engine manufacturers system, with additional cooling i
45、f required to compensate for absence of air flow caused by motion of vehicle Licensed Copy: London South Bank University, London South Bank University, Sat Dec 09 01:52:23 GMT+00:00 2006, Uncontrolled Copy, (c) BSI BS AU 141a:1971 4 BSI 02-2000 5.2 The following equipment shall be fitted during the
46、test (see 5.2.1 to 5.2.4): 5.2.1 The radiator, the fan, the fan cowl, the water pump and the thermostat should be located on the test bed in the positions they will occupy on the vehicle. The cooling liquid circulation should be operated by the engine water pump only. The radiator shutter, if used,
47、should be in the open position. Cooling may be produced either by the engine radiator or by an external circuit, provided the pressure loss of this circuit remains substantially the same as that of the engine cooling system. Where a fixed fan, electrically or mechanically operated, cannot be fitted
48、on the test bed, the power absorbed by the fan should be determined at the same engine speeds as those used for the measurement of the engine output. This power should be deducted from the corrected output to obtain the installed brake power. 5.2.2 Where a disconnectable fan is used, the installed b
49、rake power should be determined firstly with the fan disconnected, then with the fan connected. The power with the fan connected shall be used in determining the installed brake power. 5.2.3 The temperature of the air at the inlet manifold should be that given by the engine manufacturer, if specified. 5.2.4 The production intercooler and coolant flow control device may be replaced by an alternative type, provided the same pressure loss and the same temperature at the inlet manifold are maintained as with the production unit, as specified by the manufactur