1、Designation: D 909 07Designation: 119/96An American National StandardMethod 6012.6Federal TestMethod Standard No. 791bStandard Test Method forSupercharge Rating of Spark-Ignition Aviation Gasoline1This standard is issued under the fixed designation D 909; the number immediately following the designa
2、tion indicates 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 (e) indicates an editorial change since the last revision or reapproval.This standard has been approved for use by a
3、gencies of the Department of Defense.1. Scope1.1 This laboratory test method covers the quantitativedetermination of supercharge ratings of spark-ignition aviationgasoline. The sample fuel is tested using a standardized singlecylinder, four-stroke cycle, indirect injected, liquid cooled,CFR engine r
4、un in accordance with a defined set of operatingconditions.1.2 The supercharge rating is calculated by linear interpo-lation of the knock limited power of the sample compared tothe knock limited power of bracketing reference fuel blends.1.3 The rating scale covers the range from 85 octanenumber to I
5、sooctane + 6.0 mL TEL/U.S. gal.1.4 The values of operating conditions are stated in SI unitsand are considered standard. The values in parentheses are thehistorical inch-pound units. The standardized CFR enginemeasurements and reference fuel concentrations continue to bein historical units.1.5 This
6、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 of regulatory limitations prior to use. Specific precau-tionary
7、 statements are given in Annex A1.2. Referenced Documents2.1 ASTM Standards:2D 1193 Specification for Reagent WaterD 2268 Test Method for Analysis of High-Purity n-Heptaneand Isooctane by Capillary Gas ChromatographyD 3237 Test Method for Lead in Gasoline by AtomicAbsorption SpectroscopyD 3341 Test
8、Method for Lead in GasolineIodineMonochloride MethodD 4057 Practice for Manual Sampling of Petroleum andPetroleum ProductsD 4175 Terminology Relating to Petroleum, PetroleumProducts, and LubricantsD 5059 Test Methods for Lead in Gasoline by X-RaySpectroscopyE 344 Terminology Relating to Thermometry
9、and Hydrom-etryE 456 Terminology Relating to Quality and Statistics2.2 CFR Engine Manuals:3CFR F-4 Form 846 Supercharge Method Aviation GasolineRating Unit Installation ManualCFR F-4 Form 893 Supercharge Method Aviation GasolineRating Unit Operation it is the softest knock that the operator can defi
10、nitely andrepeatedly recognize by ear although it may not be audible onevery combustion cycle (intermittent knock). The variations inknock intensity can occasionally include loud knocks and verylight knocks. These variations can also change with mixtureratio; the steadiest knock typically occurring
11、in the vicinity of0.09 fuel-air ratio.3.1.11 power curve, nfor supercharge method knock rat-ing, the characteristic power output, expressed as indicatedmean effective pressure, over a range of fuel-air ratios fromapproximately 0.08 to approximately 0.12, when a superchargetest engine is operated on
12、isooctane plus 6 ml of tetraethylleadper U.S. gallon under standard conditions at a constant intakemanifold pressure of 40 in. of Hg (134.3 kPa) absolute.3.1.12 knock-limited power curve, nfor superchargemethod knock rating, the non-linear standard knock intensitycharacteristic of a primary referenc
13、e fuel blend or a samplefuel, expressed as indicated mean effective pressures, over therange of fuel-air ratios from approximately 0.08 to approxi-mately 0.12.3.1.13 reference fuel framework, nfor superchargemethod knock rating, the graphic representation of the knock-limited power curves for the sp
14、ecified primary reference fuelblends of isooctane + n-heptane and isooctane + TEL (mL/U.S.gal) that defines the expected indicated mean effective pressureversus fuel-air ratio characteristics for supercharge test enginesoperating properly under standardized conditions.3.1.14 mean effective pressure,
15、 nfor internal-combustionengines, the steady state pressure which, if applied to the pistonduring the expansion stroke is a function of the measuredpower.73.1.15 indicated mean effective pressure, nfor spark-ignition engines, the measure of engine power developed in theengine cylinder or combustion
16、chamber.3.1.16 brake mean effective pressure, nfor spark-ignitionengines, the measure of engine power at the output shaft astypically measured by an absorption dynamometer or brake.3.1.17 friction mean effective pressure, nfor spark-ignition engines, the measure of the difference between IMEPand BME
17、P or power absorbed in mechanical friction and anyauxiliaries.3.1.18 repeatability conditions, nconditions where inde-pendent test results are obtained with the same method onidentical test items in the same laboratory by the same operatorusing the same equipment within short intervals of time.E 456
18、3.1.18.1 DiscussionIn the context of this method, a shorttime interval is understood to be the time for two back-to-backratings because of the length of time required for each rating.3.1.19 reproducibility conditions, nconditions where testresults are obtained with the same method on identical testi
19、tems in different laboratories with different operators usingdifferent equipment. E 4563.2 Abbreviations:3.2.1 ARVaccepted reference value3.2.2 ABDCafter bottom dead center3.2.3 ATDCafter top dead center3.2.4 BBDCbefore bottom dead center3.2.5 BMEPbreak mean effective pressure3.2.6 BTDCbefore top de
20、ad center3.2.7 C.R.compression ratio3.2.8 FMEPfriction mean effective pressure3.2.9 IATintake air temperature3.2.10 IMEPindicated mean effective pressure3.2.11 NEGNational Exchange Group3.2.12 O.N.octane number3.2.13 PNperformance number3.2.14 PRFprimary reference fuel3.2.15 RTDresistance thermomete
21、r device (TerminologyE 344) platinum type3.2.16 TDCtop dead center3.2.17 TELtetraethyllead3.2.18 UVultra violet4. Summary of Test Method4.1 The supercharge method rating of a fuel is determinedby comparing the knock-limited power of the sample to those7See The Internal-Combustion Engine by Taylor an
22、d Taylor, InternationalTextbook Company, Scranton, PA.D909072for bracketing blends of reference fuels under standard oper-ating conditions. Testing is performed at fixed compressionratio by varying the intake manifold pressure and fuel flowrate, and measuring IMEP at a minimum of six points to defin
23、ethe mixture response curves, IMEP versus fuel-air ratio, for thesample and reference fuels. The knock-limited power for thesample is bracketed between those for two adjacent referencefuels, and the rating for the sample is calculated by interpola-tion of the IMEP at the fuel-air ratio which produce
24、s maximumpower (IMEP) for the lower bracketing reference fuel.5. Significance and Use5.1 Supercharge method ratings can provide an indication ofthe rich-mixture antiknock performance of aviation gasoline inaviation piston engines.5.2 Supercharge method ratings are used by petroleumrefiners and marke
25、ters and in commerce as a primary specifi-cation measurement to insure proper matching of fuel anti-knock quality and engine requirement.5.3 Supercharge method ratings may be used by aviationengine and aircraft manufacturers as a specification measure-ment related to matching of fuels and engines.6.
26、 Interferences6.1 PrecautionAvoid exposure of sample fuels to sunlightor fluorescent lamp UV emissions to minimize induced chemi-cal reactions that can affect octane number ratings.86.1.1 Exposure of these fuels to UV wavelengths shorterthan 550 nm for a short period of time can significantly affect
27、octane number ratings.6.2 Electrical power subject to transient voltage or fre-quency surges or distortion can alter CFR engine operatingconditions or knock measuring instrumentation performanceand thus affect the supercharge rating obtained for samplefuels.7. Apparatus7.1 Engine Equipment9,10This t
28、est method uses a singlecylinder, CFR engine that consists of standard components asfollows: crankcase, a cylinder/clamping sleeve, a thermal8Supporting data have been filed at ASTM International Headquarters and maybe obtained by requesting Research Report RR: D021502.9The sole source of supply of
29、the engine equipment and instrumentation knownto the committee at this time is Waukesha Engine, Dresser Inc., 1101 West St. PaulAve., Waukesha, WI 53188.FIG. 1 Supercharge UnitD909073siphon recirculating jacket coolant system, an intake air systemwith controlled temperature and pressure equipment, e
30、lectricalcontrols, and a suitable exhaust pipe. The engine flywheel isconnected to a special electric dynamometer utilized to bothstart the engine and as a means to absorb power at constantspeed when combustion is occurring (engine firing). See Fig. 1and Table 1.7.1.1 The single cylinder test engine
31、 for the determinationof Supercharge rating is manufactured as a complete unit byWaukesha Engine, Dresser, Inc. The Waukesha Engine desig-nation for the apparatus required for this test method is ModelCFR F-4 Supercharge Method Octane Rating Unit. All therequired unit information can be found in the
32、 SuperchargeMethod Aviation Gasoline Rating Unit Installation Manual,CFR F-4 Form 846 and the Supercharge Method AviationGasoline Rating Unit Operation intake valve opening and exhaust valve closing.10.2.4.1 Intake valve opening shall occur at 15.0 6 2.5BTDC with closing at 50 ABDC on one revolution
33、 of thecrankshaft and flywheel.10.2.4.2 Exhaust valve opening shall occur 50 BBDC onthe second revolution of the crankshaft and flywheel, withclosing at 15.0 6 2.5 ATDC on the next revolution of thecrankshaft and flywheel.10.2.5 Valve LiftIntake and exhaust cam lobe contours,while different in shape
34、, shall have a contour rise of 8.00 to8.25 mm (0.315 to 0.325 in) from the base circle to the top ofthe lobe.10.3 Assembly Settings and Operating Conditions:10.3.1 Spark Advance, constant, 45.10.3.2 Spark-Plug Gap, 0.51 6 0.13 mm (0.020 6 0.003in.).10.3.3 Ignition Settings:10.3.3.1 Breakerless ignit
35、ion system basic setting for trans-ducer to rotor (vane) gap is 0.08 to 0.13 mm (0.003 to 0.005in.).10.3.4 Valve Clearances, 0.20 6 0.03 mm (0.008 6 0.001in.) for the intake, 0.25 6 0.03 mm (0.010 6 0.001 in.) for theexhaust, measured with the engine hot and running at equilib-rium under standard op
36、erating conditions on a reference fuel of100 octane number at the fuel-air ratio for maximum powerand an absolute manifold pressure of 101.6 kPa (30 in. Hg).10.3.5 Oil Pressure, 0.41 6 0.03 MPa (60 6 5 psi) gage inthe oil gallery leading to the crankshaft bearings.10.3.6 Oil Temperature,746 3C (165
37、6 5F) at theentrance to the oil gallery.10.3.6.1 Engine Crankcase Lubricating Oil Level:(1) Engine Stopped and ColdOil added to the crankcaseso that the level is near the top of the sight glass will typicallyprovide the controlling engine running and hot operating level.(2) Engine Running and HotOil
38、 level shall be approxi-mately mid-position in the crankcase oil sight glass.10.3.7 Coolant Temperature, 191 6 3C (375 6 5F) in thetop of the coolant return line from the condenser to thecylinder.10.3.8 Fuel Pump Pressure, 0.10 6 0.01 MPa (15 6 2 psi)in the gallery.10.3.9 Fuel Injector Opening Press
39、ure, 8.2 6 0.69 MPa(1200 6 100 psi) for Bosch nozzle; 9.9 6 0.34 MPa(1450 6 50 psi) for Ex-Cell-O nozzle.10.3.10 Fuel Injector TimingThe pump plunger mustclose the fuel-inlet port at 50 6 5 ATDC on the intake stroke.10.3.11 Air Pressure, 0.37 6 0.003 MPa (54.4 6 0.5 psi)absolute at the upstream flan
40、ge tap of the air flow meter.10.3.12 Air Temperatures,526 3C (125 6 5F) in thedownstream leg of the air-flow meter and 107 6 3C(225 6 5F) in the intake manifold surge tank.10.3.13 Intake Air Humidity, 0.00997 kg of water/kg (max)(70 grains of water/lb) of dry air.10.3.14 Standard Knock Intensity, li
41、ght knock as deter-mined by ear. In determining the light knock point, it isadvisable to adjust first to a fairly heavy knock by varyingeither the manifold pressure or the fuel flow, return to knock-free operation, and finally adjust to the light-knock conditions.Light knock intensity is a level def
42、initely above the commonlydefined least audible “trace knock;” it is the least knock that theoperator can definitely and repeatedly recognize by ear.10.3.15 Satisfactory Engine ConditionThe engine shouldcease firing instantly when the ignition is turned off. If it doesnot, operating conditions are u
43、nsatisfactory. Examine theengine for defects, particularly for combustion chamber andspark plug deposits, and remedy such conditions before ratingfuels.10.3.16 Crankcase Internal PressureAs measured by agage or manometer connected to an opening to the inside of thecrankcase through a snubber orifice
44、 to minimize pulsations, thepressure shall be less than zero (a vacuum) and is typicallyfrom 25 to 150 mm (1 to 6 in.) of water less than atmosphericpressure. Vacuum shall not exceed 255 mm (10 in.) of water.10.3.17 Exhaust Back PressureAs measured by a gage ormanometer connected to an opening in th
45、e exhaust surge tankor main exhaust stack through a snubber orifice to minimizepulsations, the static pressure should be as low as possible, butshall not create a vacuum nor exceed 255 mm (10 in.) of waterdifferential in excess of atmospheric pressure.D90907510.3.18 Exhaust and Crankcase Breather Sy
46、stemResonanceThe exhaust and crankcase breather piping sys-tems shall have sufficient internal volume and length dimen-sions such that gas resonance does not result.10.3.19 Valve Stem LubricationPositive pressure lubrica-tion to the rocker arms is provided. Felt washers are used onthe valve stems. A
47、 valve and rocker arm cover ensures an oilmist around the valves.10.3.20 Cylinder Jacket Coolant Level:10.3.20.1 Engine Stopped and ColdTreated water/coolantadded to the cooling condenser-cylinder jacket to a level justobservable in the bottom of the condenser sight glass willtypically provide the c
48、ontrolling engine running and hotoperating level.10.3.20.2 Engine Running and HotCoolant level in thecondenser sight glass shall be within 61cm(60.4 in.) of theLEVEL HOT mark on the coolant condenser.10.3.21 Basic Rocker Arm Carrier Adjustment:10.3.21.1 Basic Rocker Arm Carrier Support SettingEachro
49、cker arm carrier support shall be threaded into the cylinder sothat the distance between the machined surface of the valvetray and the underside of the fork is 19 mm (34 in.).10.3.21.2 Basic Rocker Arm Carrier SettingWith thecylinder positioned so that the distance between the undersideof the cylinder and the top of the clamping sleeve is approxi-mately 16 mm (58 in.), the rocker arm carrier shall be sethorizontal before tightening the bolts that fasten the longcarrier support to the clamping sleeve.10.3.21.3 Basic Rocker Arm S
