1、 WORLDWIDE ENGINEERING STANDARDS Test Procedure GMW14379 Tuning Element Condensate Expulsion Test Copyright 2011 General Motors Company All Rights Reserved November 2011 Originating Department: GME Specification Center Page 1 of 9 1 Scope Note: Nothing in this standard supercedes applicable laws and
2、 regulations. Note: In the event of conflict between the English and domestic language, the English language shall take precedence. 1.1 Purpose. The purpose of this Test Procedure is to determine the condensate expulsion performance of exhaust tuning element systems. 1.2 Foreword. Residual condensat
3、e in a tuning element may have a significant effect on its performance. Disturbing clunk or slosh noise may be a direct consequence of accumulated condensate. Accelerated corrosion of the lower tuning element wall or of tuning element internals may be the long term result. 1.3 Applicability. This te
4、st procedure is applicable to all exhaust systems. It may also be applied to other exhaust system components (e.g. exhaust gas heat recovery units). In such a case required modifications of the test set up, test conditions and test criteria shall be defined in the components specification. 2 Referen
5、ces Note: Only the latest approved standards are applicable unless otherwise specified. 2.1 External Standards/Specifications. 70/220/EEC 2.2 GM Standards/Specifications. None 2.3 Additional References. Drawing IP64090250 3 Resources 3.1 Facilities. Calibrated vehicle exhaust emissions roller test s
6、tand or equivalent test bench which is capable to run the specified driving cycle. 3.2 Equipment. 3.2.1 Instrumentation and recording equipment for the documentation of all test parameters. 3.2.2 Humidity sensor per Appendix B, Figure B1. Equivalent sensors may be used after written approval of the
7、GM DRE or GM validation engineer. 3.2.3 Scale with an accuracy of 1 g or smaller. 3.3 Test Vehicle/Test Piece. 3.3.1 Test Vehicle. The test vehicle shall be equipped with a representative underbody and engine. It is recommended that the engine calibration level is 65 % or higher. DRE and validation
8、engineer shall approve any deviation. 3.3.2 Test Piece. A new exhaust system is required. Tuning elements shall be equipped with sensors according to paragraph 4.1.1. The risk for condensate accumulation in an exhaust tuning element depends on various factors like exhaust gas temperature, tuning ele
9、ment design, drain hole, etc. GM DRE and GM validation engineer shall mutually decide which tuning elements in an exhaust system shall be investigated during the test. If the exhaust assembly size exceeds the capabilities of the test facilities (e.g. the scale) the test sample might be equipped with
10、 additional connectors (e.g. flanges) at appropriate locations in the exhaust assembly. It must be ensured that this test sample modification does not affect the test result. Copyright General Motors Company Provided by IHS under license with General Motors CompanyNot for ResaleNo reproduction or ne
11、tworking permitted without license from IHS-,-,-GM WORLDWIDE ENGINEERING STANDARDS GMW14379 Copyright 2011 General Motors Company All Rights Reserved November 2011 Page 2 of 9 3.3.3 Test Fuel. If a tuning element design is being used with more than one type of fuel the different fuels shall be compa
12、red regarding condensate generation. The fuel which is expected to generate the largest amount of condensate shall be selected for this test. 3.4 Test Time. Calendar time: 1 day Test hours: 8 h Coordination hours: 2 h 3.5 Test Required Information. 3.5.1 Driving Schedule. 3.5.1.1 Driving Cycle for C
13、onditioning of Test Samples. Extra urban operating cycle, Type I Test Part 2, according to 70/220/EEC Annex III, Appendix 1. 3.5.1.2 Driving Cycle for Condensate Expulsion Testing. The driving cycle shall be based on 70/220/EEC urban operating cycle, Type I Test, Part 1, per Annex III, Appendix 1. T
14、his driving cycle has proven good correlation for European customer behavior. Regions other than Europe might require an alternative driving cycle as basis for this test. Any deviation from the driving cycle defined above shall be specified within the exhaust Subsystem Technical Specification (SSTS)
15、, paragraph “Condensate Discharge Provision”. 3.5.2 Fuel. Fuel specifications for the affected vehicle applications. 3.6 Personnel/Skills. Not applicable. 4 Procedure 4.1 Preparation. 4.1.1 Determination of Sensor Locations. The position and orientation of the tuning elements in the vehicle shall be
16、 known in order to determine the measurement locations in these tuning element chambers that are expected to remain humid the longest. A humidity sensor shall be installed at the lowest position at the bottom of each identified chamber. In order to gain additional information on the condensate behav
17、ior the tuning element chamber wall temperature shall also be measured. The respective temperature sensor shall be installed close to the humidity sensor. Additional temperature sensors shall measure the exhaust gas temperature in each tuning element chamber and at the tuning element inlet and outle
18、t. Appropriate sensor positions shall be selected for each of these sensors. All sensor locations shall be recorded and agreed by the GM DRE or GM validation engineer. 4.1.2 Test Part Mass. The exhaust tuning element system shall be weighed before and after conditioning per paragraph 4.1.3 to verify
19、 that it is free of residual condensate, water absorbing oils, etc. prior to testing per paragraph 4.3. The measuring equipment (e.g. sensors, electrical connections) shall be attached properly to the test sample in order not to affect the measurement result. 4.1.3 Conditioning of Test Samples. Test
20、 vehicle and test pieces shall complete three consecutive driving cycles as defined in paragraph 3.5.1.1. After conditioning, test pieces shall be dried with hot air, Tgas +100 C, for 30 minutes to ensure they are free of residual condensate, water absorbing oils, etc. prior to testing according to
21、paragraph 4.3. 4.1.4 Test Setup. The test vehicle shall be set up on an exhaust emissions roller test stand or equivalent. The installation position and orientation of the exhaust system shall be representative. The exhaust system shall be equipped with sensors according to paragraph 4.1.1. 4.2 Cond
22、itions. 4.2.1 Environmental Conditions. Test cell ambient temperature shall be (+25 5) C, consistent with 70/220/EEC. 4.2.2 Test Conditions. Deviations from the requirements of this standard shall have been agreed upon. Such requirements shall be specified on component drawings, test certificates, r
23、eports, etc. 4.3 Instructions. Consecutive driving cycles according to paragraph 3.5.1.2 shall be run. It is expected that during the first phase of the test condensate is accumulating in the tuning element(s). While the test is being continued the exhaust system is heating up and condensate will be
24、 evaporated or discharged through the tailpipe. The test shall be continued until 25 minutes have elapsed. Copyright General Motors Company Provided by IHS under license with General Motors CompanyNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-GM WORLDWIDE ENGINEE
25、RING STANDARDS GMW14379 Copyright 2011 General Motors Company All Rights Reserved November 2011 Page 3 of 9 4.3.1 The humidity, material surface temperature, exhaust gas temperature in each chamber, speed of the test vehicle, and tuning element inlet and outlet exhaust gas temperature shall be recor
26、ded. 4.3.2 Test cell ambient temperature, humidity and atmospheric pressure shall also be recorded. 4.3.3 The tuning element assembly shall be weighed directly after completion of the test. It shall be ensured that the measuring equipment attached to the test sample is the same as during the initial
27、 measurement according to paragraph 4.1.2. The measuring equipment (e.g. sensors, electrical connections) shall be attached properly to the test sample to ensure a correct measurement. The tuning element system shall be removed from the test vehicle carefully in order to keep the condensate inside o
28、f the test sample. The purpose of this measurement is to identify condensate that may have accumulated in e-glass fillings of the investigated tuning element. 4.3.4 Alternative methods to identify condensate in the tuning element require the approval of the GM DRE and GM validation engineer. 5 Data
29、5.1 Calculations. Not applicable. 5.2 Interpretation of Results. The test sample must not contain any condensate at the end of the test. The test is being considered as passed if all humidity sensors indicate DRY and if no remaining condensate can be identified by weighing the test sample. 5.3 Test
30、Documentation. 5.3.1 Summary of Test Results and Rating. Overall rating of test results (OK, NOK) shall be shown on the first page. The test specification as well as any deviation from this procedure shall be described. 5.3.2 Test Sample Description. The test sample description shall include part na
31、me and number, development status, date of manufacture, drawing number, drawing revision and drawing date. A drawing indicating sensor locations as well as a photograph of the test sample with sensors shall be added. 5.3.3 Test Description. A description of test facility and test set up as well as c
32、alibration of test equipment shall be provided. 5.3.4 Individual Results. The drying times for the individual humidity measurement points shall be indicated in the driving cycle chart from the start of the test cycle to the end. The material surface temperature and exhaust gas temperatures shall als
33、o be shown in the chart. The test sample mass before the test, after conditioning and, after the test shall be documented and compared to each other. 6 Safety This standard may involve hazardous materials, operations, and equipment. This standard does not propose to address all the safety problems a
34、ssociated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use. 7 Notes 7.1 Glossary. Not applicable. 7.2 Acronyms, Abbreviations, and Symbols. DRE Design Releas
35、e Engineer EEC European Economic Community SSTS Subsystem Technical Specification VTS Vehicle Technical Specification 8 Coding System This standard shall be referenced in other documents, drawings, etc., as follows: Test to GMW14379. Copyright General Motors Company Provided by IHS under license wit
36、h General Motors CompanyNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-GM WORLDWIDE ENGINEERING STANDARDS GMW14379 Copyright 2011 General Motors Company All Rights Reserved November 2011 Page 4 of 9 9 Release and Revisions This standard was originated in September
37、 2005. It was first approved by the Global Exhaust Center in November 2005. It was first published in February 2006. Issue Publication Date Description (Organization) 1 Feb 2006 Initial publication. 2 NOV 2011 Wording throughout document optimized for better readability. Paragraph 3.3.3: Considerati
38、on of alternative fuels added. Paragraph 3.5.1.2: Alternative driving cycles to be applied per SSTS specification. Paragraph 4.3.3: Weighing after test added. Paragraph 5.3: Additional test documentation requirements added. Copyright General Motors Company Provided by IHS under license with General
39、Motors CompanyNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-GM WORLDWIDE ENGINEERING STANDARDS GMW14379 Copyright 2011 General Motors Company All Rights Reserved November 2011 Page 5 of 9 Appendix A Table A1: 70/220/EEC Type I Test Part 1 Urban Operating Cycle No
40、. of operation Operation Phase Acceleration in m/s2 Speed in km/h Duration of each Cumulative time in s Gear to be used in the case of a manual gearbox Operation(s) Phase(s) 1 Idling 1 11 11 11 6 s PM + 5 s K1 Note 1 2 Acceleration 2 1.04 0 to 15 4 4 15 1 3 Steady speed 3 15 9 8 23 1 4 Deceleration
41、-0.69 15 to 10 2 25 1 5 Deceleration, clutch disengaged 4 -0.92 10 to 0 3 5 21 28 K1 Note 1 6 Idling 5 21 21 49 16 s PM + 5 s K1 Note 1 7 Acceleration 0.83 0 to 15 5 54 1 8 Gear change 6 2 12 56 9 Acceleration 0.94 15 to 32 5 61 2 10 Steady speed 7 32 24 24 85 2 11 Deceleration -0.75 32 to 10 8 93 2
42、 12 Deceleration clutch disengaged 8 3 11 96 K2 (*) 13 Idling 9 -0.92 10 to 0 21 21 117 16 s PM + 5 s K1 Note 1 14 Acceleration 0.83 0 to 15 5 122 1 15 Gear change 2 124 16 Acceleration 10 0.62 15 to 35 9 26 133 2 17 Gear change 2 135 18 Acceleration 0.52 35 to 50 8 143 3 19 Steady speed 11 50 12 12
43、 155 3 20 Deceleration 12 -0.52 50 to 35 8 8 163 3 21 Steady speed 13 35 13 13 176 3 22 Gear change 2 178 23 Deceleration 14 -0.86 32 to 10 7 12 185 2 24 Deceleration, clutch disengaged -0.92 10 to 0 3 188 K2 Note 1 25 Idling 15 7 7 195 7 s PM Note 1 Note 1: PM = gearbox in neutral, clutch engaged.
44、K1 K2 = first or second gear engaged, clutch disengaged. Copyright General Motors Company Provided by IHS under license with General Motors CompanyNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-GM WORLDWIDE ENGINEERING STANDARDS GMW14379 Copyright 2011 General Mot
45、ors Company All Rights Reserved November 2011 Page 6 of 9 Table A2: 70/220/EEC Type I Test Part 2 Extra Urban Operating Cycle No. of operation Operation Phase Acceleration in m/s2 Speed in km/h Duration of each Cumulative time in s Gear to be used in the case of a manual gearbox Operation(s) Phase(s
46、) 1 Idling 1 20 20 20 K1 Note 1 2 Acceleration 0.83 0 to 15 5 25 1 3 Gear change 2 27 4 Acceleration 0.62 15 to 35 9 36 2 5 Gear change 2 0.52 35 to 50 2 41 38 6 Acceleration 8 46 3 7 Gear change 0.43 50 to 70 2 48 8 Acceleration 70 13 61 4 9 Steady speed 3 -0.69 70 to 50 50 50 111 5 10 Deceleration
47、 4 50 8 8 119 4 s. 5 + 4 s. 4 11 Steady speed 5 0.43 50 to 70 69 69 188 4 12 Acceleration 6 70 13 13 201 4 13 Steady speed 7 0.24 70 to 100 50 50 251 5 14 Acceleration 8 100 35 35 286 5 15 Steady speed 9 0.28 100 to 120 30 30 316 5 Note 2 16 Acceleration 10 120 20 20 336 5 Note 2 17 Steady speed 11
48、-0.69 120 to 80 10 20 346 5 Note 2 18 Deceleration -1.04 80 to 50 16 362 5 Note 2 19 Deceleration 8 370 5 Note 2 20 Deceleration, clutch disengaged 12 -1.39 50 to 0 10 34 380 K5 Note 1 21 Idle 13 20 20 400 PM Note 1 Note 1: PM = gearbox in neutral, clutch engaged. First or fifth gear engaged, clutch
49、 disengaged. Note 2: Additional gears can be used according to manufacturer recommendations if the vehicle is equipped with a transmission with more than five gears. Copyright General Motors Company Provided by IHS under license with General Motors CompanyNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-GM WORLDWIDE ENGINEERING STANDARDS GMW143
