1、Designation: D909 07 (Reapproved 2012)1Method 6012.6Federal TestMethod Standard No. 791bDesignation: 119/96Standard Test Method forSupercharge Rating of Spark-Ignition Aviation Gasoline1This standard is issued under the fixed designation D909; the number immediately following the designation indicat
2、es 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.This standard has been approved for use by agencies of th
3、e Department of Defense.1NOTEEditorial changes were made to subsections 8.3 and 8.5 in August 2013.1. 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, fo
4、ur-stroke cycle, indirect injected, liquid cooled,CFR engine run 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
5、.3 The rating scale covers the range from 85 octanenumber to Isooctane + 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 f
6、uel concentrations continue to bein historical units.1.5 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 o
7、f regulatory limitations prior to use. Specific precau-tionary statements are given in Annex A1.2. Referenced Documents2.1 ASTM Standards:2D1193 Specification for Reagent WaterD2268 Test Method for Analysis of High-Purity n-Heptaneand Isooctane by Capillary Gas ChromatographyD3237 Test Method for Le
8、ad in Gasoline byAtomicAbsorp-tion SpectroscopyD3341 Test Method for Lead in GasolineIodine Mono-chloride MethodD4057 Practice for Manual Sampling of Petroleum andPetroleum ProductsD4175 Terminology Relating to Petroleum, PetroleumProducts, and LubricantsD5059 Test Methods for Lead in Gasoline by X-
9、Ray Spec-troscopyE344 Terminology Relating to Thermometry and Hydrom-etryE456 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 Ope
10、ration it is the softest knock that the operator can definitely 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 wi
11、th mixtureratio; the steadiest knock typically occurring in the vicinity of0.09 fuel-air ratio.3.1.11 power curve, nfor supercharge method knockrating, the characteristic power output, expressed as indicatedmean effective pressure, over a range of fuel-air ratios fromapproximately 0.08 to approximat
12、ely 0.12, when a superchargetest engine is operated on 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 stand
13、ard knock intensitycharacteristic of a primary reference 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 repr
14、esentation of the knock-limited power curves for the specified 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
15、standardized conditions.3.1.14 mean effective pressure, 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, n for spark-ignition engines, the measure of eng
16、ine power developed in theengine cylinder or combustion chamber.3.1.16 brake mean effective pressure, n for 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, n for spark-ignition
17、engines, the measure of the difference between IMEPand BMEP 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 operatorusi
18、ng the same equipment within short intervals of time. E4563.1.18.1 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 testre
19、sults are obtained with the same method on identical testitems in different laboratories with different operators usingdifferent equipment. E4563.2 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
20、 BMEPbreak mean effective pressure3.2.6 BTDCbefore top dead center3.2.7 C.R.compression ratio3.2.8 FMEPfriction mean effective pressure3.2.9 IATintake air temperature3.2.10 IMEPindicated mean effective pressure7See The Internal-Combustion Engine by Taylor and Taylor, InternationalTextbook Company, S
21、cranton, PA.D909 07 (2012)123.2.11 NEGNational Exchange Group3.2.12 O.N.octane number3.2.13 PNperformance number3.2.14 PRFprimary reference fuel3.2.15 RTDresistance thermometer device (TerminologyE344) platinum type3.2.16 TDCtop dead center3.2.17 TELtetraethyllead3.2.18 UVultra violet4. Summary of T
22、est Method4.1 The supercharge method rating of a fuel is determinedby comparing the knock-limited power of the sample to thosefor bracketing blends of reference fuels under standard oper-ating conditions. Testing is performed at fixed compressionratio by varying the intake manifold pressure and fuel
23、 flowrate, and measuring IMEP at a minimum of six points to definethe 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
24、by interpola-tion of the IMEP at the fuel-air ratio which produces 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 S
25、upercharge method ratings are used by petroleumrefiners and marketers 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 speci
26、fication measure-ment related to matching of fuels and engines.6. 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 short
27、erthan 550 nm for a short period of time can significantly affectoctane 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 ob
28、tained for samplefuels.7. Apparatus7.1 Engine Equipment9,10This test method uses a singlecylinder, CFR engine that consists of standard components asfollows: crankcase, a cylinder/clamping sleeve, a thermalsiphon recirculating jacket coolant system, an intake air systemwith controlled temperature an
29、d pressure equipment, electricalcontrols, 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 sing
30、le cylinder test engine 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 informat
31、ion can be found in the 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
32、 ABDC on one revolution 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,w
33、hile different in shape, 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.
34、3.3.1 Breakerless ignition 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
35、-rium under standard operating 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 T
36、emperature, 74 6 3C (165 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)
37、Engine Running and HotOil 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 Fu
38、el Injector Opening Pressure, 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)abso
39、lute at the upstream flange tap of the air flow meter.10.3.12 Air Temperatures, 52 6 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 S
40、tandard Knock Intensity, light knock as determinedby ear. In determining the light knock point, it is advisable toadjust first to a fairly heavy knock by varying either themanifold pressure or the fuel flow, return to knock-freeoperation, and finally adjust to the light-knock conditions.Light knock
41、intensity is a level definitely above the commonlyTABLE 1 General Rating Unit Characteristics and InformationCylinder 7.0 : 1 C.R. - FixedStandard Bore, in. 3.25Stroke, in. 4.5Displacement, cu in. 37.33Valve gear enclosedRocker arm bushing needleIntake valve plain with rotatorExhaust valve sodium co
42、oled with rotatorValve felts both valvesPiston aluminumCompression rings:Type keystoneNumber required 3Oil control rings:Type keystoneNumber required 2Crankcase CFR48Rotating balance weights CFR48, non-leadedversionCamshaft, deg overlap 30Ignition capacitor dischargeSpark plugType AviationGasket sol
43、id CopperHumidity control compressed airFuel system manifold injectionPump timing inlet port closes at 50 5deg ATDC,intake strokeInjection pump:Plunger diameter, mm 8Lift at port closure, in. 0.100 to 0.116Injector Pintle typeInjector lineBore, in. 1/8Length, in. 20 2TABLE 2 Specifications for ASTM
44、Knock Test Reference FuelsASTM Isooctane ASTM n-Heptane Test MethodIsooctane, % not less than 99.75 not greater than 0.10 ASTM D2268n-Heptane, % not greater than 0.10 not less than 99.75 ASTM D2268Lead Content,g/galnot greater than 0.002 not greater than 0.002 IP 224/02D909 07 (2012)15defined least
45、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 unsatisfactory. Examine theengine for def
46、ects, 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 to minimize pulsations, thepressure sha
47、ll 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 the exhaust surge tankor main exhaust stac
48、k 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.10.3.18 Exhaust and Crankcase Breather SystemResonanceThe exhaust and crankcase breather
49、 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 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 wi
