-------
DISCHARGE
DILUTION AIR FILTER
1 SAMPLING TRAIN
OPTIONAL FOR
PARTICULATE
BACKGROUND READING
ZERO AIR
INTEGRATOR
COUNTERS
TO BACKGROUND SAMPLE BAG
D
AMBIENT AIR INLET
I
f
READ BACKGROUND
MIXJNGr
ORIFICE
PRIMARY DILUTION TUNNEL
HEATED PROBE
PARTICULATE PROBE
OR TRANSFER TUBE
ENGINE EVHAUST INLET
TO EXHAUST SAMPLE BAG
HEATED SAMPLE LINE
ABSOLUTE
PRESSURE
TRANSDUCER
CRITICAL FLOW
VENTURI
TO 5IN&LE-DILUTION
PARTICULAOTE MEASUREMENT
SYSTEM OP. TO
DILUTION! TUNNEL
CVS
I COMPRESSOR
| UNIT
I
I
loiSCHARGE
I
FIGURE N83-4
GASEOUS AND PARTICULATE EMISSIONS SAMPLING SYSTEM (CFV-CVS)
(FOR DIESEL ENGINES ONLY)
(SEE RGURE MS3-7 FOR SYMBOL LE&END)
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-9-
provide both gaseous and particulate emissions sampling
capabilities from a single system.
(4) Since various configurations can produce equivalent
results, exact conformance with these drawings is not re-
quired. Additional components such as instruments, valves,
solenoids, pumps, and switches may be used to provide addi-
tional information and coordinate the functions of the compo-
nent systems.
(5) Other sampling systems may be used if shown to yield
equivalent results and if approved in advance by the Admin-
istrator.
(b) Component description. The components necessary for
diesel exhaust sampling shall meet the following requirements:
(1) The PDP-CVS, shall conform to all of the require-
ments listed for the exhaust gas PDP-CVS (§86.1309 (b)), with
the additional requirement that the CVS be sized to satisfy
specific temperature limits for particulate and/or hydrocarbon
measurements. This may be achieved by either of the following
methods:
(A) Single-dilution method. A CVS of sufficient flow
capacity to maintain a temperature of 125°F (51.7°C) or less
-------
SfNGLE DILUTED EXHAUST FROM
PRIMARY DILUTION TUNNEL
PR/MARY DILUi'iJNJ TUNNEL WALL.
THERMOCOUPLE
f
D/SCHAR&E
FLOWMETER
&/\5 METER
E K83-5
SINGLE. DILUTION PARTICULME. MEAS^PvE-MEMT SYSTE/A
(FOR DIESEL EWCrfNELS OMLv)
(SEE F/G-t/FsE N82-~7 FOK SYMBOL LE&END)
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MANOMETER
SECONDARY DILUTION
AIR INLET
-THERMOCOUPLE THERMOCOUPLE.
SECONDARY DILUTION TUNNEL
DISCHARGE
MANOMETER
FILTER-7 PUMP
PARTICULATE TRANSFER TUB:;:
GAS AAETER
SWGLE HI! urED-
EXHAUST FRG,Y\
PRIMARY DiLUTIOM TUNNEL WALL
Y' [HLUTIQN TUNNEL
FIGURE. M
DOUBLE DILimON ARTICULATE
.(FOR DIESEL ENG'NES ONLY)
FIGUF-E NBS-"? FOR .^Y/VNROL LEG
EIMT 5YSTE/VX
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-10-
at the sampling zone may be used with the primary-dilution
tunnel. Direct sampling of the particulate material may then
take place (Figure N83-5).
(fi) Double-dilution method. A smaller size CVS may be
used with a smaller primary-dilution tunnel (i.e., smaller
than the dilution tunnel or CVS described in §86.1310-83
(b)(l)(A)), and a secondary-dilution tunnel system (Figure
N83-6). The flow capacity of the CVS must be sufficient to
maintain the diluted exhaust stream in the primary-dilution
tunnel at a temperature of 375°F (191°C) or less at the
sampling zone. The secondary—dilution tunnel system must be
designed to provide sufficient secondary dilution air to
maintain the double diluted exhaust stream at a temperature of
125°F (51.7°C) or less immediately before the particulate
filter.
(2) The CFV-CVS shall conform to all of the requirements
listed for the exhaust gas CFV-CVS (§86.1309 (c)), along with
the following three requirements:
(a) The CVS must be sized to satisfy specific tempera-
ture limits for particulate and/or hydrocarbon measurements.
This may be achieved by either of the following methods:
(i) Single-dilution method. A CVS of sufficient flow
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-11-
capacity to maintain a temperature of 125°F (51.7°C) or less
at the sampling zone may be used with the primary-dilution
tunnel. Direct sampling of the particulate material may then
take place (Figure N83-5).
(ii) Double-dilution method. A smaller size CVS may be
used with a smaller primary-dilution tunnel (i.e., smaller
than the dilution tunnel or CVS described in §86.1310-83
(b) (2)(a) (i)), and a secondary-dilution tunnel system (Figure
N83-6). The flow capacity of the CVS must be sufficient to
maintain the diluted exhaust stream in the primary-dilution
tunnel at a temperature of 375°F (191°C) or less at the
sampling zone. The secondary dilution tunnel system must be
designed to provide sufficient secondary dilution air to
maintain the double diluted exhaust stream at a temperature of
125°F (51.7°C) or less immediately before the particulate
filter.
(b) a heat exchanger is required (see Figure N83-4).
(c) the gas mixture temperature, measured at a point
immediately ahead of the critical flow venturi, shall be
within +_ 20°F (11°C) of the designed operating temperature
at the start of the test. The gas mixture temperature varia-
tion from its value at the start of the test shall be limited
to + 20°F (11°C) during the entire test. The temperature
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-12-
measuring system shall have an accuracy and precision of +
2°F d.ro.
(3) The transfer of heat from the engine exhaust gas
shall be minimized between the point where it leaves the
chassis exhaust system and the point where it enters the
primary-dilution tunnel airstream. To accomplish this, a
length (not more than 12 feet (3.66 m)) of insulated smooth
stainless steel tubing from the muffler to the primary-dilu-
tion tunnel is required. This tubing shall have a maximum
inside diameter of 5.0 inches (12.7 cm). Short sections (not
to exceed 20 percent of tube length) of flexible tubing at
connection points are allowed.
(4) The engine exhaust shall be directed downstream at
the point where it is introduced into the primary-dilution
tunnel.
(5) The primary-dilution air shall be at a temperature
of 77 _+ 9°F (25 +_ 5°C).
(6) The primary-dilution tunnel shall be:
(i) sized to permit development of turbulent flow
(Reynold's No. >4000) and complete mixing of the exhaust and
dilution air between the mixing orifice; and
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-13-
(ii) at least 18.0 inches (45.7 cm) in diameter;
(iii) constructed of electrically conductive material
which does not react with the exhaust components.
(iv) grounded.
(7) The temperature of the diluted exhaust stream inside
of the primary-dilution tunnel shall be sufficient to prevent
water condensation.
(8) The particulate collection system must be configured
in either of two basic ways, and depends upon the dilution
method used. The single-dilution method utilizes a system
that removes a single-diluted proportional sample from the
primary tunnel, and then passes this sample through the
collection filter (Figure N83-5).
The double-dilution method utilizes a collection system
that transfers a single-diluted proportional sample from the
primary tunnel to a secondary-dilution tunnel where the sample
is further diluted, and then passes the complete double-dilu-
ted sample through the collection filter (Figure N83-6).
In this system proportional sampling is achieved by; (1)
introducing the secondary dilution air at a constant mass flow
rate, and (2) removing the double-diluted sample at a constant
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-14-
mass flow rate. The requirements for these two systems
follow:
(a) Single-dilution method.
(i) The particulate sample probe shall be:
(A) installed facing upstream at a point where the
dilution air and exhaust air are well mixed (i.e., on the
primary tunnel certerline, approximatley 10 tunnel diameters
downstream of the point where the exhaust enters the primary
dilution tunnel).
(B) sufficiently distant (radially) from other sampling
probes so as to be free from the influence of any wakes or
eddies produced by the other probes.
(C) 1.27 cm (0.5 in.) minimum inside diameter.
(D) the distance from the sampling tip to the filter
holder shall be at least 5 probe diameters (for filters
located inside of the primary dilution tunnel), but not more
than 40 inches (102 cm) for fiters located outside of the
primary-dilution tunnel.
(E) free from sharp bends.
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-15-'
(ii) The flow rate through the particulate filter shall
2
be at least the equivalent of 0.180 SCFM/in (0.792 (L/min)/
2
cm ) of filter stain area, but not more than the equivalent
of 0.600 SCFM/in2 (2.638 (L/min)/cm2) of filter stain area.
(iii) The particulate sample pump(s) shall be located
sufficiently distant from the dilution tunnel so that the
inlet gas temperature is maintained at a constant temperature
(+ 5
(iv) The gas meters shall be located sufficiently
distant from the tunnel so that the inlet gas temperature
remains constant (+_ 5°F (2.8°O).
(b) Double-dilution method.
(i) The particulate sample transfer tube shall be:
(A) configured and installed so that:
(1) the inlet faces upstream in the primary-dilution
tunnel at a point where the primary-dilution air and exhaust
are well mixed (i.e., on the primary tunnel centerline,
approximately 10 tunnel diameters downstream of the point
where the exhaust enters the primary-dilution tunnel).
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-16-
(2) The exit faces downstream in the secondary-dilution
tunne 1 .
the single-diluted sample exits on the center-line of
the secondary tunnel.
(4_) constructed of electrically conductive material
which does not react with the exhaust components.
(B) sufficiently distant (radially) from other sampling
probes (in the primary-dilution tunnel) so as to be free from
the influence of any wakes or eddies produced by the other
probes.
(C) 0.5 inches (1.27 cm) minimum inside diameter.
(D) no longer than 35 inches (91.4 cm) from inlet plane
to exit plane.
(E) free from sharp bends.
(ii) The secondary dilution air shall be at a temperature
of 77 +_ 9°F (25 _+ 5°C).
(iii) The secondary-dilution tunnel shall be:
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-17-
(A) 3.0 inches (7.62 cm) minimum inside diameter.
(B) of sufficient length so as to provide a residence
time of two seconds for the double-diluted sample.
(C) constructed of electrically conductive material
which does not react with the exhaust components.
(iv) Additional dilution air must be provided so as to
maintain a maximum temperature of 125°F (51.7°C) immediately
before the sample filter. This dilution air must be intro-
duced at a constant mass flow rate in order to maintain
proportional sampling. Determination of the mass of air
entering the secondary dilution tunnel is required. Introduc-
tion and measurement can be achieved by either of the follow-
ing methods:
(A) A PDF-type pump flowing filtered dilution air at a
constant temperature (77 +_ 9°F (25 +_ 5°C)) and pressure
(atmospheric is acceptable) along with a gas meter for mass
determination. (See 86.1320-83 for calibration specifics.)
The gas meter shall be located so that the inlet gas tempera-
ture remains constant (77 +_ 9°F (25 +_ 5°C)).
(B) A choked critical flow orifice flowing filtered
dilution air. For mass determination a gas meter is accept-
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-18-
able. (See §86.1320-83 for calibration specifics.) The gas
meter shall be located so that the inlet gas temperature
remains constant (77 +_ 9*F (25 _+ 5°C).
(v) The filter holder shall be located within 3.0 inches
(7.5 cm) of the exit of the secondary-dilution tunnel.
(vi) The flow rate through the particulate filter shall
7
be at least the equivalent of 0.180 SCFM/in (0.792 (L/min)/
2
cm )) of filter stain area, but not more than the equivalent
of 0.600 SCFM/in2 (2.638 (L/min/cm2)) of filter face area.
(vi) The particulate sample pump shall be located suffi-
ciently distant from the dilution tunnel so that the inlet gas
temperature is maintained constant (+_ 5"F (2.8°C)).
(viii) The gas meter (if double-dilution this means the
downstream meter) shall be located sufficiently distant
from the tunnel (either primary or secondary) so that the
inlet gas temperature remains constant (+_ 5°F (+_ 2.8°C)).
(9) The total hydrocarbon probe shall be:
(i) installed in the primary dilution tunnel facing
upstream at a point where the dilution air and exhaust are
well mixed (i.e., approximately 10 tunnel diameters downstream
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-19-
of the point where the exhaust enters the dilution tunnel).
(ii) sufficiently distant (radially) from other probes
so as to be free from the influence of any wakes or eddies
produced by the other probes.
(iii) heated and insulated over the entire length to
maintain a 375° +_ 20"F (191° +_ 11°C) wall temperature.
(iv) 0.25 in. (0.457 cm) minimum inside diameter.
(10) It is intended that the total hydrocarbon probe be
free from cold spots (i.e., free from spots where the probe
wall temperature is less than 355°F (180°C).
(11) The dilute exhaust gas flowing in the total hydro-
carbon sample system shall be:
(i) at 375C +_ 10°F (191° +_ 6°C) immediately before the
heated filter. This will be determined by a temperature
sensor located immediately downstream of the filter. The
sensor shall have an accuracy and precision of +_ 2°F (l.l'C).
(ii) at 375° +_ 10°F (191° +_ 6°C) immediately before
the HFID. This will be determined by a temperature sensor
located at the exit of the heated sample line. The sensor
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-20-
shall have an accuracy and precision of +_ 2°F (1.1'C).
(12) It is intended that the dilute exhaust gas flowing
in the total hydrocarbon sample system be between 365°F and
385°F (185°C and 197°C).
(c) Filters, particulate sampling.
(1) General. Filters must have diesel particulate
collection efficiency of 98.0 percent or greater. The
collection efficiency shall be determined by collecting
particulate material on two different back-up filters while a
the diesel engine is operated over a cold and a hot start
Engine Dynamometer Test Run according to the procedure de-
scribed in §86.1335 and §86.1337 with one exception: bag and
HFID samples are not required. Requirements for a valid
filter efficiency test are as follows:
(i) The efficiency test shall be performed on two
randomly selected filters each followed by a back-up filter.
One pair of filters is used to determine the efficiency during
the cold start phase, and the other pair of filters is used to
determine the efficienty during the hot start phase of an
Engine Dynamometer Test Run.
(ii) The efficiency test shall be performed on each
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-21-
different lot of filters used for diesel particulate measure-
ment.
(iii) The components necessary for the filter efficiency
test shall meet the requirements listed in §86.1310(b)(l)
through (b)(7) with one exception: a back-up filter holder,
located 7.5 to 10 cm (3 to 4 inches) downstream from the
sample filter holder, is required.
(iv) The net weight of particulate material collected
on either the cold start back-up filter or hot start back-up
filter should not exceed 2.0 percent of the total net weight
of particulate material collected on the repetitive cold start
or hot start test filter plus the cold back-up filter. That
is:
(Mass Particulate)-. , c>1 ._-„ , na.
Back-up filter x 100% < 2.0%
(Mass Particulate)- _., + (Mass Particulate),, , ....
Test filter Back-up filter
(v) The net weight of particulate material collected on
each back-up filter and each test filter shall be determined
by the procedure outlined in §86.1339.
(2) If the efficiency of the filter is less than 98
percent, then a back-up filter in series with the first filter
must be used during testing. The net weight of both filters
will be combined when computing the emissions test results.
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The back-up filter holder shall be located 3 to 4 inches (7.5
to 10 cm) downstream frm the first filter holder. All other
components remain unchanged.
(3) The particulate filter must have a minimum 70 mm
diameter (60 mm stain diameter). Larger diameter filters are
also acceptable. (Larger diameter filters may be desirable in
order to reduce the pressure drop across the filter when
testing vehicles which produce large amounts of particulate.)
(4) The recommended loading on the 70 mm filter is 5.3
to 18.4 milligrams. Equivalent loadings (i.e., mass/area) are
recommended for larger filter. For equivalency calculations
assume the 70 mm loading has a 60 mm stain diameter.
(5) Fluorocarbon coated glass fiber filters are required
for particulate collection.J
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-23-
§86.1311-83 Exhaust gas analytical system.
(a) Schematic drawings. Figure Qj83-7J is a schematic
drawing of the exhaust gas analytical system. The schematic
of the hydrocarbon analysis train for diesel engines is shown
| as part of Figure JN83-3 or N83-4J. Since various configura-
tions can produce accurate results, exact conformance with
either drawing is not required. Additional components such as
instruments, valves, solenoids, pumps, and switches may be
used to provide additional information and coordinate the
functions of the component systems.
(b) Major component description. The analytical system,
Figure JN83-7J, consists of a flame ionization detector (FID)
for the determination of hydrocarbons, nondispersive infrared
analyzers (NDIR) for the determination of carbon monoxide and
carbon dioxide and a chemiluminescence analyzer (CL) for the
determination of oxides of nitrogen. A heated flame ioniza-
tion detector (HFID) is used for the continuous determination
of hydrocarbons from diesel engines, Figure [N83-3 or N83-4.
The exhaust gas analytical system shall conform to the
following requirements:
(1) The CL requires that the nitrogen dioxide present in
the sample be converted to nitric oxide before analysis.
-------
c
FOR DIESEL HC ANALYSIS
SEE RG. N83- 3 C7R4
OPEN TO ATMOSPHERE
e
c
CONDITIONING
COLUMNS
FLOW CONTROL VALVE
SELECTION VALVE
PAHTICULATE FILTER
PUMP
TO OUTSIDE VENT
FLOWMETER
PRESSURE GAUGE
TO
SAMPLE
BAG(S)
RGURE N83-7 EXHAUST GAS ANALYTICAL SYSTEM
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-24-
Other types of analyzers may be used if shown to yield equiva-
lent results and if approved in advance by the Administrator.
(2) The carbon monoxide (NDIR) analyzer may require a
sample conditioning column containing CaSO,, or indicating
silica gel to remove water vapor and containing ascarite to
remove carbon dioxide from the CO analysis stream.
(i) If CO instruments which are essentially free of C0_
and water vapor interference are used, the use of the condi-
tioning column may be deleted, see §86.1322 and §86.1344.
(ii) A CO instrument will be considered to be essenti-
ally free of CO. and water vapor interference if its re-
sponse to a mixture of 3 percent C0« in N« which has been
bubbled through water at room temperature produces an equiva-
lent CO response, as measured on the most sensitive CO range,
which is less than 1 percent of full scale CO concentration on
ranges above 300 ppm full scale or less than 3 ppm on ranges
below 300 ppm full scale, see §86.1322.
(3) For diesel engines a continuous hydrocarbon sample
shall be measured using a heated analyzer train as shown in
I Figure JN83-3 or N83-4J. The train shall include a heated
continous sampling line, a heated particulate filter, and a
heated hydrocarbon instrument (HFID) complete with heated
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-25-
pump, filter and flow control system.
(i) The response time of this instrument shall be less
than 1.5 seconds for 90 percent of full-scale response.
(ii) Sample transport time from sampling point to inlet
of instrument shall be less than 4 seconds.
(iii) The sample line and filter shall be heated to
maintain a sample gas temperature of 375 _+ 10°F (191 +_ 6°C)
before the filter and before the HFID.
(c) Other analyzers and equipment. Other types of
analyzers and equipment may be used if shown to yield equiva-
lent results and if approved in advance by the Administrator.
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-27-
|§86.1312-81 Weighing chamber (or room) and microgram
balance specifications.
(a) Ambient conditions.
(1) Temperature. The temperature of the chamber in
which the particulate filters are conditioned and weighed
shall be maintained to within _+ 10°F (6°C) of a set point
between 68"F (20°C) and 86°F (30°C) during all filter condi-
tioning and filter weighing.
(2) Humidity. The relative humidity of the chamber in
which the particulate filters are conditioned and weighed
shall be maintained to within _+ 10 percent of a set point
between 30 and 70 percent during all filter conditioning and
filter weighing.
(3) The environment shall be free from any ambient
contaminates (such as dust) that would settle on the particu-
late filters during their stabilization. It is required that
two reference filters remain in the weighing room at all
times, and that these filters be weighed at the beginning and
end of each conditioning period. If the weight of either or
both of these two reference filters changes by more than ^1.0
percent of the nominal filter loading (5.3-18 milligrams)
during the conditioning period, then all filters in the
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-28-
process of being stabilized should be discarded, and any tests
repeated.
(b) Microgram balance specifications.
The microgram balance used to determine the weights of
all filters shall have a precision (standard deviation) and a
readability (micrometer) of one microgram.J
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I§86.1320-83 Gas meter calibration, particulate measurement.
Sampling for particulate emissions requires the use of
gas meters to determine flow through the particulate filters.
These meters shall receive initial and periodic calibrations
as follows:
(a) Install a standard air flow measurement instrument
(such as laminar flow element) upstream of the gas meter.
This standard instrument shall measure air flow at standard
conditions. Standard conditions are defined as 68°F (20°C)
and 29.92 inches of mercury (101.3 kPa). A critical flow
orifice, a bellmouth nozzle, or a laminar flow element is
recommended as the standard instrument.
(b) Flow air through the calibration system at the
sample flow rate used for particulate testing and at the
backpressure which occurs during the sample test.
(c) When the temperature and pressure in the system have
stabilized, measure the gas meter indicated volume over a time
period of at least 5 minutes and until a flow volume of at
least _+_ 1 percent accuracy can be determined by the standard
instrument. Record the stabilized air temperature and pres-
sure upstream of the gas meter and as required for the stan-
dard instrument.
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-30-
(d) Calculate air flow at standard conditions as measur-
ed by both the standard instrument and the gas meter.
(e) Repeat the procedures of paragraphs (b) through (d)
above using flow rates which are 10 percent above the nominal
sampling flow rate and 10 percent below the nominal sampling
flow rate.
(f) If the air flow at standard conditions measured by
the gas meter differs by more than +_ 1 percent from the
standard measurement at any of the three measured flow rates,
than a correction shall be made by either of the following two
methods:
(1) Mechanically adjust the gas meter so that it agrees
within 1 percent of the standard measurement at the three
specified flow rates, or
(2) Develop a continuous best fit calibration curve for
the gas meter (as a function of the standard instrument flow
measurement) from the three calibration points that represents
the data to within 1 percent at all points to determine
corrected flow.
(g) Other systems.
A bell prover may be used to calibrate the gas meter if
the procedure outlined in ANSI B109.1-1973 is used. Prior
approval by the Administrator is not required to use the bell
prover. I
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§86.1321-83 Hydrocarbon analyzer calibration.
The FID hydrocarbon analyzer shall receive the following
initial and periodic calibration. The HFID shall be operated
at a temperature of 375 +_ 10°F (19\°_^ 6°F).
(a) Initial and periodic optimization of detector
response. Prior to its introduction into service and at least
annually thereafter the FID hydrocarbon analyzer shall be
adjusted for optimum hydrocarbon response. Alternate methods
yielding equivalent results may be used, if approved in
advance by the Administrator.
(1) Follow the manufacturer's instructions or good
engineering practice for instrument start-up and basic opera-
ting adjustment using the appropriate fuel (see §86.1314) and
zero-grade air.
(2) Optimize on the most common operating range. \For
diesel engines, optimize the HFID on the required operating
range. (See §86.1338-83 for determining the required opera-
ting range.)! Introduce into the analyzer, a propane in air
mixture with a propane concentration equal to approximately
90% of this operating range.
(3) Select an operating fuel flow rate that will give
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-32-
near maximum response and least variation in response with
minor fuel flow variations.
(4) To determine the optimum air flow, use the fuel flow
setting determined above and vary air flow.
(5) After the optimum flow rates have been determined,
they are recorded for future reference.
(b) Initial and periodic calibration. Prior to its
introduction into service and monthly thereafter the FID
hydrocarbon analyzer shall be calibrated on all normally used
uor required)] instrument ranges. Use the same flow rate as
when analyzing samples.
(1) Adjust analyzer to optimize performance.
(2) Zero the hydrocarbon anlyzer with zero-grade air.
(3) Calibrate on each used Uor required in the case of
diesel engines)] operating range with propane in air calibra-
tion gases having nominal concentrations of 15, 30, 45, 60, 75
and 90 percent of that range. For each range calibrated, if
the deviation from a least-squares best-fit straight line is
2% or less of the value at each data point, concentration
values may be calculated by use of a single calibration factor
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-33-
for that range. If the deviation exceeds 2% at any point, the
best-fit non-linear equation which represents the data to
within 2% of each test point shall be used to determine
concentration.
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-34-
§86.1327-83 Engine dynamometer test procedures;
overview.
(a) The engine dynamometer test procedure is designed to
determine the brake-specific emission of hydrocarbons,
carbon monoxide, oxides of nitrogen,land particulate (diesels
only)!. The test procedure consists of a "cold" start test
after a minimum 12-hour and a maximum 36-hour soak as de-
scribed in §86.1332. A "hot" start test follows the "cold"
start test after a hot soak of 20 minutes. The idle test of
subpart P may be run after the "hot start" test. The exhaust
emissions are diluted with ambient air and a continuous
proportional sample is collected for analysis during both the
I cold and hot start tests. [For gasoline-fueled engines] the
composite samples collected in bags are analyzed for hydro-
carbons carbon monoxide, carbon dioxide, and oxides of nitro-
gen. JFor diesel engines, the composite samples in bags are
analyzed for carbon monoxide, carbon dioxide, and oxides of
nitrogen. Diesel hydrocarbons are continuously analyzed.
Diesel particulates are collected on fluorocarbon coated
glass fiber filters. For both types of engines parallel
samples of the dilution air is similarly analyzed for hydro-
carbon, carbon monoxide, carbon dioxide, and oxides of nitro-
gen. Dilution air is prefiltered.l
(b) Engine torque and rpm shall be recorded continuously
during both the cold and hot start tests. Data points shall
-------
1332-83 Pre-test procedures.
(a) Mount test engine on the engine dynamometer.
(b) Determine maximum engine speed.
(1) Gasoline-fueled.
(i) For ungoverned engines the maximum engine speed
shall be the manufacturer's recommended maximum safe operating
speed.
(ii) For governed engines the maximum engine speed shall
be the speed at which there is at least a 50 percent drop-off
in torque.
(2) Diesel fueled. The maximum engine speed shall be
the manufacturer's rated speed.
(c) Determine minimum engine speed.
(1) Gasoline-fueled. The minimum engine speed is
calculated from the following equation:
minimum speed = (curb idle - 200 rpm)
or 400 rpm, whichever is greater
(2) Diesel fueled. The minimum engine speed is calcu-
lated from the following equation:
minimum speed = 0.6(manufacturer's rated speed)
(d) Determine maximum torque curve.
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-35-
be recorded at least once every second.
(c) Using the torque and rpm feedback signals the brake
horsepower is integrated with respect to time for the cold and
hot cycles. This produces a brake horsepower-hour value that
enables the brake-specific emissions to be determined (see
§86.1344, Calculations; exhaust emissions).
(d)(l) When an engine is tested for exhaust emissions or
is operated for service accumulation on an engine dynamometer,
the complete engine shall be tested, with all emission control
devices installed and functioning.
(2) Evaporative emission controls need not be connected
if data are provided to show that normal operating conditions
are maintained in the engine induction system.
(3) On air cooled engines, the fan shall be installed.
(4) Additional accessories (e.g., oil cooler, alterna-
tors, air compressors, etc.) may be installed with advance
approval by the Administrator.
(5) The engine must be equipped with a production type
starter.
-------
-36A-
(1) Gasoline-fueled.
(i) Start the engine and operate at zero load in
accordance with the manufacturer's start-up and warm-up
procedures for 1 minute +_ 30 seconds.
(ii) Operate the engine at a torque equivalent to 10 + 3
percent of the most recent determination of maximum torque for
4 minutes +_ 30 seconds at 2000 rpm.
(iii) Operate the engine at a torque equivalent to 55 +_ 5
percent of the most recent determination of maximum torque for
35 minutes +_ 1 minute at 2000 rpm.
(iv) Operate the engine at idle.
(v) Operate the throttle fully.
(vi) While still maintaining wide-open throttle and
full-load obtain minimum engine speed. Maintain minimum
engine speed for 15 seconds.
(vii) Record the average torque during the last 5
seconds.
(viii) In 100 rpm increments determine the maximum torque
curve from minimum speed to maximum speed. Hold each test
point for 15 seconds and record the average torque over the
last 5 seconds.
(2) Diesel fueled.
-------
-36B-
(i) Start the engine and operate at idle for 2 to 3
minutes.
(ii) Operate the engine at approximately 50 percent
power at the peak torque speed for 5 to 7 minutes.
(iii) Operate the engine at rated speed and maximum
horsepower for 25 to 30 minutes.
(iv) Option. It is permitted to precondition the engine
at rated speed and maximum horsepower until the oil and water
temperatures are stabilized. The temperatures are stabilized
if they are maintained within 2 percent of point for 2 min-
utes. The engine must be operated a minimum of 10 minutes for
this option. This optional procedure may be substituted for
step (iii).
Kv) Operate engine at rated speed, rated torque.
Adjust inlet depression as required (see §86.1308) and observe
exhaust back pressure.I
Unload the engine and measure the curb idle speed.
I j^vi-i-)] Operate the engine at wide-open throttle and
minimum engine speed. Maintain minimum engine speed for 30
seconds.
I \(viii)J Record the average torque over the last 5 seconds.
I \(ix)l In 200 rpm increments determine the maximum torque
-------
-Sec-
curve from minimum speed to the maximum speed (rated speed).
Hold each test point for 30 seconds and record the average
torque over the last 5 seconds.
I (x) i Unload the engine, maintain wide-open throttle, and
measure the high idle speed.
(e) Mapping curve generation.
(1) Gasoline-fueled.
(i) Fit all data points 'recorded under (d)(l) of this
section with a cubic spline curve generation technique. The
resulting curve is the mapping curve and will be used to
convert the normalized torque values in the engine cycles (see
Appendix I f and g) to actual torque values.
(2) Diesel fueled.
(i) Calculate the torque at curb idle using the equa-
tion below. Assume a BMEP of 90 PSI.
= (BMEP)(D)(5252)
(12)(33000)x
Where:
BMEP = brake mean effective pressure, psi;
T = engine torque, lb.-ft.;
D = total piston displacement, cubic inches;
-------
-36D-
x = number of revolutions required for each power
stroke delivered per cylinder — 2 for a four-
stroke cycle engine and 1 for a two-stroke cycle
engine.
(ii) Fit all the torque values recorded under (d)(2) of
this section with a cubic spline curve generation technique.
(iii) Draw a straight line from the maximum torque at
curb idle (as calculated in (e)(2)(ii) of this section) to the
maximum torque at minimum speed (as calculated from the cubic
spline curve generated in (e)(2)(ii) of this section).
(iv) Draw a straight line between the maximum torque at
rated speed (curve value) and zero torque at high idle rpm.
(v) The complete mapping curve is shown in Figure
N83-[l4J.
The resulting mapping curve is used to convert the
normalized torque values in the engine cycles (see Appendix I)
to actual torque values.
(f) Engine preparation.
(i) Before the cold soak, practice cycle runs may be
performed, but emissions may not be measured. A maximum of 8
hours of practice is allowed.
(ii) After any practice runs, turn the engine off and
-------
-36E-
allow to cold soak at 60C to 80°F for a minimum of 12 hours
and a maximum of 36 hours.
-------
-37-
§86.1336-83 Engine starting and restarting.
(a) Gasoline-fueled engines.
(1) The engine shall be started with a production engine
starting-motor according to the manufacturer's recommended
starting procedures in the owner's manual. The 24 _+_ 1 second
free idle period shall begin when the engine starts.
(2) Choke operation:
(i) Engines equipped with automatic chokes shall be
operated according to the manufacturer's operating instruc-
tions in the owner's manual, including choke setting and
"kick-down" from cold fast idle.
(ii) Engines equipped with manual chokes shall be
operated according to the manufacturer's operating instruc-
tions in the owner's manual.
(3) The operator may use the choke, throttle, etc. where
necessary to keep the engine running.
(4) If the manufacturer's operating instructions in the
owner's manual do not specify a warm engine starting procedure,
the engine (automatic- and manual-choke engines) shall be
-------
-38-
started by depressing the throttle about half way and cranking
the engine until it starts.
(b) Diesel engines. The engine shall be started with a
production engine starting-motor according to the manufac-
turer's recommended starting procedures in the owner's manual.
The 24 _+ 1 second free idle period shall begin when the engine
starts.
(c)(l) If the engine does not start after 15 seconds of
cranking, cranking shall cease and the reason for failure to
start shall be determined. The gas flow measuring device (or
revolution counter) on the constant volume sampler, the
I hydrocarbon integrator [and particulate sample pumpCsj when
testing diesel vehicles, see §86.1337, Engine dynamometer test
run) shall be turned off and the sample selector valves placed
in the "standby" position during this diagnostic period. In
addition, either the CVS should be turned off or the exhaust
tube disconnected from the tailpipe during the diagnostic
period. If failure to start is an operational error, the
engine shall be rescheduled for testing from a cold start.
(2) If a failure to start occurs during the cold portion
of the test and is caused by an engine malfunction, corrective
action of less than 30 minutes duration may be taken (accor-
ding to §86.083-25), and the test continued. The sampling
-------
-39-
system shall be reactivated at the same time cranking begins.
When the engine starts, the timing sequence shall begin. If
failure to start is caused by engine malfunction and the
engine cannot be started, the test shall be voided and correc-
tive action may be taken according to §86.083-25. The reasons
for the malfunction (if determined) and the corrective action
taken shall be reported to the Administrator.
(3) If a failure to start occurs during the hot start
portion of the test and is caused by engine malfunction, the
engine must be started within one minute of key on. The
sampling system shall be reactivated at the same time cranking
begins. When the engine starts, the transient engine cycle
timing sequence shall begin. If the engine cannot be started
within one minute of key on, the test shall be voided, correc-
tive action taken, (according to §86.083-25), and the engine
rescheduled for testing. The reason for the malfunction (if
determined) and the corrective action taken shall be reported
to the Administrator.
(d) If the engine "false starts", the operator shall
repeat the recommended starting procedure (such as resetting
the choke, etc. ).
(e) Engine stalling.
-------
-40-
(1) If the engine stalls during the initial idle period
of either the cold or hot start test, the engine shall be
restarted immediately using the appropriate cold or hot
starting procedure and the test continued. If the engine
cannot be started before the first non-idle record of the
cycle, the test shall be voided.
(2) If the engine stalls anywhere in the cycle, except
in the initial idle period, the test shall be voided.
-------
-41-
§86.1337-83 Engine dynamometer test run.
(a) The following steps shall be taken for each test:
(1) Prepare the engine and dynamometer for the cold
start test.
(2) With the sample selector valves in the "standby"
position, connect evacuated sample collection bags to the
dilute exhaust and dilution air sample collection systems.
(3) Start the CVS (if not already on), the sample pumps
[(except the diesel particulate sample pumps(s), if applic-
able^!, the temperature recorder, the engine cooling fan(s) and
the heated hydrocarbon analysis recorder (diesel only). (The
heat exchanger of the constant volume sampler, if used, diesel
hydrocarbon analyzer continuous sample line and filter (if
applicable) shall be preheated to their respective operating
temperatures before the test begins.)
(4) Adjust the sample flow rates to the desired flow
rate and set the gas flow measuring devices to zero.
) For gaseous samples the minimum flow rate is 0.17
SCFM (4.81 L/min)."]
-------
-42-
Rii) For particulate samples the filter flow rate must be
2 2
at least 0.180 SCFM/in (0.792 L/min/cm ), but not greater
2 2
than 0.600 SCFM/in (2.638 L/min/cm ). Use the effective
filter stain area in determining the flow rate.j
NOTE: The CFV-CVS sample flowrate for gaseous emissions
is fixed by the venturi design.
(5) Attach the CVS flexible exhaust tube to engine
tailpipe(s).
1(6) Carefully install a clean particulate sample filter
into the filter holder for diesel tests. The filter must be
handled only with forceps or tongs. Rough or abrasive filter
handling will result in erroneous weight determination.!
(7) Follow the manufacturer's choke and throttle in-
structions for cold starting. Simultaneously start the engine
and begin exhaust and dilution air sampling. For diesel
engines, turn on the hydrocarbon analyzer system integrator,
mark the recorder chart, land turn on the particulate sample
pump(s) .1
(8) As soon as it is determined that the engine is
started, start a "free idle" timer.
-------
-43-
(9) Allow the engine to idle freely with no-load for 24
_+ 1 seconds.
(10) Begin the transient engine cycles such that the
first non-idle record of the cycle occurs at 25 +_ I seconds.
The free idle time is included in the 25 + 1 seconds.
. During diesel testing, adjust the sample pump(s) so
that the flow rate through the particulate sample probe or
transfer tube is maintained at a constant value within _+ 5
percent of the set flow rate. Record the average temperature
and pressure at the gas meter(s) inlet. If the set flow rate
cannot be maintained because of high particulate loading on
the filter, the test shall be terminated. The test shall be
rerun using lower flow rate and/or a larger diameter filter, j
(11) On the last record of the cycle cease sampling,
immediately turn the engine off, and start a hot soak timer.
[For diesel engines simultaneously turn off gas flow measuring
device(s) and the diesel hydrocarbon integrator, mark the
hydrocarbon recorder chart, and turn off the particulate
sample pump(s).\
(12) Immediately after the engine is turned off, turn off
the engine cooling fan(s) if used, and the CVS blower. As
soon as possible transfer the "cold start cycle" exhaust and
-------
-44-
dilution air samples to the analytical system and process the
samples according to §86.1340 obtaining a stabilized reading
of the exhaust sample on all analyzers within 20 minutes of
the end of the sample collection phase of the test. fFor
diesel engines carefully remove the particulate sample filter
from its holder and place it in a petri dish, and cover.!
(13) Allow the engine to soak for 20 _+ 1 minutes.
(14) Prepare the engine and dynamometer for the hot start
test.
(15) With the sample selector valves in the "standby"
position, connect evacuated sample collection bags to the
dilute exhaust and dilution air sample collection systems.
(16) Start the CVS (if not already on), the sample pumps
[(except the diesel particulate sample pump(s) if applicable]!,
the temperature recorder, the engine cooling fan and the
heated hydrocarbon analysis recorder (diesel only). (The heat
exchanger of the constant volume sampler, if used, diesel
hydrocarbon analyzer continuous sample line and filter (if
applicable) shall be preheated to their respective operating
temperatures before the test begins.)
(17) Adjust the sample flow rates to the desired flow
-------
-45-
rate and set the gas flow measuring devices to zero.
L(i) For gaseous samples the minimum flow rate is 0.17
SCFM (4.81 L/min).J
|(ii) For particulate samples the filter flow rate must be
2 2
at least 0.180 SCFM/in (0.792 L/min/cm ), but not greater
than 0.600 SCFM/in2 (2.638 L/min/cm2)/ Use the effective
filter stain area in determining the flow rate.J
NOTE: The CFV-CVS sample flowrate for gaseous emissions
is fixed by the venturi design.
{(18) Carefully install a clean particulate filter into
the filter holder for diesel tests. The filter must be
handled only with forceps or tongs. Rough or abrasive filter
handling will result in erroneous weight determination .|
(19) Follow the manufacturer's choke and throttle in-
struction for hot starting. Simultaneously start the engine
and begin exhaust and dilution air sampling. [For diesel
engines, turn on the hydrocarbon analyzer system integrator,
mark the recorder chart, and turn on the particulate sample
pump (s) .1
(20) As soon as it is determined that the engine is
-------
-46-
started, start a "free idle" timer.
(21) Allow the engine to idle freely with no-load for 24
+_ I seconds.
(22) Begin the transient engine cycle such that the first
non-idle record of the cycle occurs at 25 +_ 1 seconds. The
free idle is included in the 25 _+ 1 seconds.
(23) On the last record of the cycle cease sampling. fFor
diesel engines, simultaneously turn off gas flow measuring
device(s) and the diesel hydrocarbon integrator, mark the
hydrocarbon recorder chart, and turn off the particulate
sample pump(s).\
(24) As soon as possible transfer the "hot start cycle"
exhaust and dilution air samples to the analytical system and
process the samples according to §86.1340 obtaining a stabil-
ized reading of the exhaust sample on all analyzers within 20
minutes of the end of the sample collection phase of the test.
T(25) For diesel engines, carefully remove the particulate
sample filter from its holder and place in a clean petri dish
and cover as soon as possible. Within one hour after the end
of the hot start phase of the test, transfer the two particu-
late filters to the weighing chamber for post-test condition-
ing .J
-------
-47-
(26) Disconnect the exhaust tube from the engine
tailpipe(s).
(27) The CVS may be turned off, if desired.
-------
-48-
§86.1338-83 Hydrocarbon measurement accuracy; diesel
engines.
(a) The HFID analyzer must be operated between 15
percent and 100 percent of full-scale chart deflection during
the measurement of the hydrocarbon emissions for each mode.
The exceptions to the lower limit of this operating rule are:
(1) The analyzer's response may be less than 15 percent
of full scale if the full-scale value is 155 ppmC or less.
(2) The HFID analyzer's response may be less than 15
percent of full scale if the emissions from the engine are
erratic and the average chart-deflection value is greater than
15 percent of full scale.
(3) The HFID analyzer's response may be less than 15
percent of full scale if the contribution of all modes read
below the 15 percent level is less than 10 percent by mass of
the final test results.J
-------
-49-
V§86.1339-83 Diesel part iculat e filter handling and
weighing.
(a) At least 8 hours, but not more than 56 hours before
the test, place each filter in an open, but protected, petri
dish and place in the weighing chamber which meets the humid-
ity and temperature specifications of §86.1312.
(b) At the end of the 8 to 56 hour stabilization period,
weigh the filter on a balance having a precision of one
microgram. Record this weight. This reading is the tare
weight.
(c) The filter shall then be stored in a covered petri
dish which shall remain in the weighing chamber until needed
for testing.
(d) If the filter is not used within one hour of its
removal from the weighing chamber, it shall be re-weighed.
(e) After the test, and after the sample filter is
returned to the weighing room, condition it for at least 8
hours but not more than 56 hours. Then weigh a second time.
This latter reading is the gross weight of the filter. Record
this weight.
(f) The net weight (M ) is the gross weight -minus the
-------
-50-
tare weight.
NOTE. - Should the sample on the filter contact the petri
dish or any other surface, the test is void and must be
"1
re-run.
-------
-51-
§86.1340-83 Exhaust sample analysis; gaseous emissions.
The following sequence of operations shall be performed
in conjunction with each series of measurements:
(a) Zero the analyzers and obtain a stable zero reading.
Recheck after tests.
(b) Introduce span gases and set instrument gains. In
order to avoid corrections, span and calibrate at the same
flow rates used to analyze the test sample. Span gases shall
have concentrations equal to 75 to 100 percent of full scale.
If gain has shifted significantly on the analyzers, check the
calibrations. Show actual concentrations on chart.
(c) Check zeros; repeat the procedure in paragraphs (a)
and (b) of this section if required.
(d) Check flow rates and pressures.
(e) Measure HC, CO, CO and NOx concentrations of
samples.
(f) For diesel engines, continuously record (integrate
electronically if desired) dilute hydrocarbon emission levels
during test. Background samples are collected in sample bags
-------
-52-
and analyzed as above.
[NOTE: For quality control check, compare an analysis of a
background bag to a continuous analysis of background sampled
through total hydrocarbon probe. For best results, the
difference should be less than 1 percent of the average (time
integrated) dilute hydrocarbon emission level during the test.I
(g) Check zero and span point. If difference is greater
than 2% of full scale, repeat the procedure in paragraphs (a)
through (f).
-------
-53-
§86.1342-83 Records required.
The following information, as applicable, shall be
recorded for each test:
(a) Engine description and specification. A copy of the
information specified in this paragraph must accompany each
engine sent to the Administrator for compliance testing. The
manufacturer need not record the information specified in this
paragraph for each test if the information, with the exception
of subparagraph (3) is included in the manufacturer's Part I.
(1) Engine-system combination.
(2) Engine identification numbers.
(3) Number of hours of operation accumulated on engine.
(4) Manufacturer's rated maximum horsepower and torque.
(5) Manufacturer's rated maximum horsepower and torque
speeds.
(6) Engine displacement.
(7) Governed speed.
(8) Maximum safe engine speed (ungoverned engines).
(9) Manufacturer's start-up procedure.
-------
-54-
(10) Curb-idle rpra.
(iDflnlet depression.
(i) Manufacturer's recommended inlet depression limit.
(ii) Typical in-use inlet depression level.
(12) Exhaust system.
(i) Diesel engines.
(A) Header pipe inside diameter.
(B) Tailpipe inside diameter.
(C) Minimum distance in-use between the exhaust manifold
flange and the exit of the chassis exhaust system.
(D) Manufacturer's recommended maximum exhaust back
pressure limit for the engine.
(E) Typical back pressure as determined by the maximum
back pressure application of the engine.
(F) Minimum back pressure required to meet applicable
-------
-54A-
noise regulations.
(ii) Gasoline-fueled engines. Typical in-use back
pressure in vehicle exhaust system._J
(b) Test data; general. This information may be record-
ed at any time between 4 hours prior to the test and 4 hours
after the test.
(1) Engine-system combination.
(2) Engine identification number.
(3) Instrument operator(s).
(4) Engine operator(s).
(5) Number of hours of operation accumulated on the
I engine prior to beginning the test sequence (Figure N83-J13j).
(6) Fuel identification, including H/C ratio.
(7) Date of most recent analytical assembly calibration.
(8) All pertinent instrument information such as tuning,
gain, serial numbers, detector number, calibration curve
-------
-55-
numbers, etc. As long as this information is traceable, it
may be summarized by system number or analyzer identification
numbers.
(c) Test data; pre-test.
(1) Date and time of day.
(2) Test number.
(3) Engine intake air temperature.
(4) Barometric pressure.
(5) Engine intake humidity.
(6) Maximum torque curve as determined in §86.1332.
(7) Measured maximum horsepower and torque speeds.
(8) Measured maximum horsepower and torque.
(9) Maximum engine speed.
(10) Minimum engine speed.
(11) High idle engine speed (diesel engines only).
(12) Calculated torque at curb-idle (diesel engines
only).
(13) Fuel consumption at maximum power and torque (diesel
engines only).
-------
-56-
(14) Curb-idle fuel flow rate.
H15) Inlet depression.!
1(16) Exhaust back pressure.l
(d) Test data.
(1) Total number of hours of operation accumulated on
the engine prior to starting emission test.
(2) Cold soak time interval.
(3) Recorder charts: Identify zero, span, exhaust gas,
and dilution air sample traces.
(4) Test cell barometric pressure.
NOTE: A central laboratory barometer may be used:
Provided, That individual test cell barometric pressure are
shown to be within +0.1 percent of the barometric pressure at
the central barometer location.
(5) Engine intake air temperature and humidity.
(6) Pressure of the mixture of exhaust and dilution air
entering the CVS metering device, the pressure increase
across the device, and the temperature at the inlet. The
temperature maybe recorded continuously or digitally to
determine temperature variations.
(7) The number of revolutions of the positive displace-
-------
-57-
ment pump accumulated during each test phase while exhaust
samples are being collected. The number of standard cubic
feet metered by a critical flow venturi during each test phase
would be the equivalent record for a CFV-CVS.
(8) The humidity of the dilution air.
NOTE: If conditioning columns are not used (see §86.1322
and §86.1344) this measurement can be deleted. If the condi-
tioning columns are used and the dilution air is taken from
the test cell, the ambient humidity can be used for this
measurement.
1(9) The temperature of the gas flowing in the heated
sample line before the heated filter, and also before the
HFID, and the temperature of the control system of the heated
hydrocarbon detector (for diesel engines only)./
(10) Integrated brake horsepower-hours for each test
phase.
(11) Record engine torque and engine rpm continuously.
The maximum time interval between recorded data points is one
second.
(12) Total number of hours of operation accumulated on
the engine after completing the test sequence described in
J Figure N83-J13].
I [(13) Additional required records for diesel .engines.
-------
-58-
(i) Pressure and temperature of the dilute exhaust
mixture and secondary-dilution air in the case of a double-
dilution system at the inlet to the respective gas meter(s)
used for particulate sampling.
(ii) The temperature of the dilute exhaust mixture
immediately before the particulate filter.
(iii) Gas meter readings at the start of each sample
period and at the end of each sample period.
(iv) The stabilized pre-test weight and post-test weight
of each particulate sample filter.
(v) The temperature and humidity of the ambient air in
which the particulate filters were stabilized.!
-------
-59-
§86.1344-83 Calculations; exhaust emissions.
(a) The final reported transient emission test results
shall be computed by use of the following formula:
l/7(gc) + 6/7(gH)
wm 1/7(BHP-HRC) +
Where:
A = Weighted mass emission level (HC, CO, C00, or
wm 2.
NOx, lor particulate (diesels only)!) in grams per
brake horsepower hour.
g = Mass emission level in grams, measured during
the cold start test.
I = Mass emissions level in grams, measured during
H
the hot start test.
BHP-HR = Total brake horsepower-hour (brake horsepower)
L*
integrated with respect to time) for the cold
start test.
BHP-HR = Total brake horsepower-hour (brake horsepower)
H
integrated with respect to time) for the hot
start test.
(b) The mass of each pollutant for the cold start test
and the hot start test is determined from the following
equations:
-------
-60-
(1) Hydrocarbon mass:
HC = V . X Density-,. X (HC /1,000,000)
mass mix 'HC cone ' '
(2) Oxides of nitrogen mass:
NOx = V . X Density..^ X K_, X (NOx 71,000,000)
mass mix 'NO H cone ' '
(3) Carbon monoxide mass:
CO = V . X Density_. X (CO /I,000,000)
mass mix •'CO cone
(4) Carbon dioxide mass:
CO. = V . X Density,,. X (C00 /100)
2mass mix C0? 2conc
1 (5) Diesel particulate mass:
M
M = V . x
p mix
Pf
Sf
(c) Meaning of symbols:
(1) HC = Hydrocarbon emissions, in grams per test
mass J > e> t-
phase.
3
Density = Density of hydrocarbons is 16.33 g/ft (0.5767
3
kg/m ), assuming an average carbon to hydrogen ratio
of 1:1.85, at 68°F (20°C) and 760 mmHg (101.3 kPa)
pressure.
HC = Hydrocarbon concentration of the dilute exhaust
cone
sample corrected for background, in ppm carbon equiva-
lent, i.e., equivalent propane X 3.
-------
-61-
HC = HC - HC,[1 - (1/DF)]
cone e d
HC = Hydrocarbon concentration of the dilute exhaust
sample or, for diesel, average hydrocarbon concentration
of the dilute exhaust sample as calculated from the
integrated HC traces, in ppm carbon equivalent.
HC, = Hydrocarbon concentration of the dilution air
as measured, in ppm carbon equivalent.
(2) NOx = Oxides of nitrogen emissions, in grams per
mass
test phase.
Density „ = Density of oxides of nitrogen is 54.16
3 3
g/ft (1.913 kg/m ), assuming they are in the form of
nitrogen dioxide, at 68CF (20°C) and 760 mm Hg (101.3
kPa) pressure.
NOx = Oxides of nitrogen concentration of the dilute
cone
exhaust sample corrected for background, in ppm.
NOx = NOx - NOx. [1 - (1/DF)]
cone e d
where:
NOx = Oxides of nitrogen concentration of the dilute
exhaust sample as measured, in ppm.
NOx, = Oxides of nitrogen concentration of the dilute
d
air as measured, in ppm.
-------
-62-
(3) CO = Carbon monoxide emissions, in grams per test
mass
phase.
Density-,- = Density of carbon monoxide is 32.97
cu
g/ft3 (1.164 kg/m3), at 68°F (20°C) and 760 mm
Hg (101.3 kPa) pressure.
CO = Carbon monoxide concentration of the dilute ex-
cone
haust sample corrected for background, water vapor, and CO
extraction, in ppm.
CO = CO - CO, [1 - (1/DF)]
cone e d
where:
CO = Carbon monoxide concentration of the dilute exhaust
e
sample volume corrected for water vapor and carbon dioxide
extraction, in ppm. The calculation assumes the carbon
to hydrogen ratio of the fuel is 1:1.85.
CO = [1 - 0.01925CO. - 0.000323R]CO
e 2e em
Where:
CO = Carbon monoxide concentration of the dilute ex-
em
haust sample as measured, in ppm.
C00 = Carbon dioxide concentration of the dilute exhaust
/e
sample, in percent.
-------
-63-
R = Relative humidity of the dilution air, in percent
(see §86.1342).
CO, = Carbon monoxide concentration of the dilution air
d
corrected for water vapor extraction, in ppm.
CO, = (1 - 0.000323R)CO_,
d dm
Where:
CO. = Carbon monoxide concentration of the dilution air
dm
sample as measured, in ppm.
NOTE: If a CO instrument which meets the criteria speci-
fied in §86.1311 is used and the conditioning column has been
deleted, CO can be substituted directly for CO and CO, can
em e dm
be substituted directly for CO .
d
(4) C00 = Carbon dioxide emissions, in grams per test
^IT13 S S
phase.
Density __ = Density of carbon dioxide is 51.85
\J\J £.
g/ft3 (1.843 kg/m3) at 68°F (20°C) and 760 mmHg (101.3
kPa) pressure.
C0_ = Carbon dioxide concentration of the dilute ex-
2conc
haust sample corrected for background, in percent.
C°2conc = C°2e ' C°2d[1 '
-------
-64-
Where:
CO., = Carbon dioxide concentration of the dilution air
zd
as measured, in percent.
1(5) M = Mass of particulate determined in grams per
test phase.
M = Mass of particulate per test on the
exhaust filter (or filters if a back-up is necessary.
See § 86.1310(c)), grams.
V = Total volume of sample removed from the
Sf
primary dilution tunnel, cubic feet at standard
conditions.
(i) For a single-dilution system:
V x (P_ + P. ) x 528°R
a B i
v = —2 5
s T. x 760 mmHg
s
where:
V = actual volume of dilute sample removed from the
3
s
primary-dilution tunnel, cubic feet.
PB = barometric pressure, mmHg.
P. = pressure elevation above ambient measured at the
s
inlet to the dilute exhaust sample gas meter,
mmHg. For most gas meters with unrestricted dis-
charge P.[ is negligible and can be assumed = 0.
S
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-65-
T. = average temperature of the dilute exhaust
s
sample at the inlet to the gas meter, °R.
NOTE: V^ may require correction according to §86.1320-
83(f).
Sf
(ii) For a double-dilution system:
V = V - V
sf vf Pf
where:
V x (P_ + P. ) x 528°R
a B i
v v
V =
v Ti x 76°
v
V = actual volume of double diluted sample which passed
v
through the particulate filter, cubic feet.
P = barometric pressure, mmHg.
P. = pressure elevation above ambient measured at the
v
inlet to the sample gas meter located at the exit
side of the secondary dilution tunnel, mmHg. For
most gas meters with unrestricted discharge P. is
negligible and can be assumed = 0.
i
v
T. = average temperature of the dilute exhaust sample at
v
the inlet to the exit side gas meter, °R.
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-66-
V x (P_ + P. ) x 528°R
a B i
p Ti x 76°
1
V = actual volume of secondary dilution air, cubic
a
P
feet.
P = barometric pressure, mmHg.
o
P. = pressure elevation above ambient measured at the
LP
inlet to the sample gas meter located at the inlet
side of the secondary dilution tunnel, mmHg. For
most gas meters with unrestricted discharge P. is
P
negligible and can be assumed = 0.
T. = average temperature of the dilute exhaust sample at
P
the inlet to the inlet side gas meter, °R.
NOTE: Both Vv and V_. may require correction according
to §86.1320-83(f). These corrections must be applied
before Vg is determined.
NOTE. The background particulate level inside the dilu-
tion air filter box at EPA is very low. This particulate
level will be assumed = 0, and background particulate samples
will not be taken with each exhaust sample. If is recommended
that background particulate checks be made periodically to
verify the low level. Any manufacturer may make the same
assumption without prior EPA approval.\
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f(6)l DF = 13.4[C00 + (HC + CO ) x 10~4]
L J 2e e e
K^ = Humidity correction factor.
KJJ = l/[l-0.0047(H-75)]
for SI units = I/[1-0.0329(H-10.71)]
Where:
H = Absolute humidity in grains (grams) of water per
pound (kilogram) of dry air.
H = [(43.478)R x ?.]/[?„ - (P. x R /100)]
a d B da
for SI units: H = [(6.2111)R x P.]/[Pn - (P. x R /100)
ado da
R = Relative humidity of the ambient air, in percent.
a.
P = Saturated vapor pressure, in mmHg (kPa) at the
ambient dry bulb temperature.
P = Barometric pressure, in mm Hg (kPa).
0
Vmix = Total dilute exhaust volume in cubic feet per
test phase corrected to standard conditions (528°R
(293K) and 760 mm Hg (101.3 kPa)).
For PDP-CVS, V . is:
mix
N(P - P,)(528°R)
V . = v x
mlx ° (760 mmHgXT
P
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-68-
for SI units,
N(P - P K293K)
V . = V x - - - - -
mix
(101.3 kPa)(T
P
Where :
V = Volume of gas pumped by the positive displacement
pump, in cubic feet (cubic meters) per revolution.
This volume is dependent on the pressure differen-
tial across the positive displacement pump.
N = Number of revolutions of the positive displacement
pump during the test phase while samples are being
collected .
P = Barometric pressure, in mm Hg (kPa)
B
P, = Pressure depressions below atmospheric measured
at the inlet to the positive displacement pump,
in mm Hg (kPa) (during an idle mode).
T = Average temperature of dilute exhaust entering
positive displacement pump during test, °R (K).
(d) Sample calculation of mass values of exhaust emis-
sions :
(1) Assume the following test results:
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-69-
V .
mix
R
R
a
PB
Pd
HC
e
NOx
CO
em
CO
2e
HCd
NOx.
CO
dm
CO
2d
f
BHP-Hr
Cold Start Cycle
Test Results
6924 ft3
30.2%
30.2%
735 mmHg
22.676 mmHg
132.1 ppmC equiv.
7.86 ppm
171.22 ppm
0.178%
3.60 ppmC equiv.
0.0 ppm
0.89 ppm
0.0%
60 ft3
0.006251 gm
0.259
Hot Start Cycle
Test Results
6873 ft3
30.2%
30.2%
735 mmHg
22.676 mmHg
86.13 ppmC equiv.
10.98 ppm
114.28 ppm
0.381%
8.70 ppmC equiv.
0.10 ppm
0.89 ppm
0.038%
59.8 ft3]
0.005812 gmj
0.347
Then:
Cold Start Test
H = [(43.478X30.2)(22.676)]/[735 - (22.676)(30.2)/100]
= 41 grains of water per pound of dry air.
- 0.0047(41 - 75)] = 0.862
CO = [1 - 0.01925(0.178) - 0.000323(30.2)]171.22
e
= 169.0 ppm
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C0_, = [1 - 0.000323(30.2)10.89 - 0.881 ppm
d
DF = 13.4/[0.178 + (132.1 + 169.0)(10~4)] = 64.265
HC = 132.1 - 3.6[l-(l/64.265)] = 128.6 ppm
cone
HC = (6924(16.33X128.6/1,000,000) = 14.53 grams
Ulcl S S
NOx = 7.86 - 0.0[1 - (1/64.265)] = 7.86 ppm
cone
NOx = 6924(54.16)(0.862)(7.86/1,000,000) = 2.54 grams
mass
CO = 169.0 - 0.881[1 - (1/64.265)] =168.0 ppm
CO = 6924(32.97)(168.0/1,000,000) = 38.35 grams
mass
C00 = 0.178 - 0[1 - 1/64.265)] = 0.178%
2 cone
C00 = 6924(51.85)(.178/100) = 639 grams
2mass &
M = 6924(0.00625D/60 = 0.721 grams"!
Hot Start Test
Assume similar calculations result in the following:
HC =8.72 grams
mass
NOx = 3.49 grams
mass
CO = 25.70 grams
mass
CO. = 1226 grams
2mass e
0.668 grams
0
-------
CO
-71-
(2) Weighted mass emission results:
= 1/7(14.53) + 6/7(8.72)
m 1/7(0.259) + 6/7(0.347)
=28.6 grams/BHP-HR
_ 1/7(2.54) + 6/7(3.49)
m 1/7(0.259) + 6/7(0.347)
=10.0 grams/BHP-HR
1/7(38.35) + 6/7(25.70)
wm 1/7(0.259) + 6/7(0.347)
=82.2 grams/BHP-HR
_ 1/7(639) + 6/7(1226)
CU2wm ~ 1/7(0.259) + 6/7(0.347)
=3415 grams/BHP-HR
t 1/7(0.721) + 6/7(0.668)
pwm 1/7(0.259) + 6/7(0.347)
= 2.02 grams/BHP-HRJ
(e) The final reported brake-specific fuel consumption
(BSFC) shall be computed by use of the following formula:
) + 6/7(M__)
BSFC *
1/7(BHP-HR )
Where:
BSFC = brake-specific fuel consumption in pounds of
fuel per brake horsepower-hour (Ibs/BHP-HR).
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-72-
M = mass of fuel, in pounds, used by the engine
during the cold start test.
M^ = mass of fuel, in pounds, used by the engine
during the hot start test.
BHP-HR = total brake horsepower-hours (brake horsepower
integrated with respect to time) for the cold
start test.
BHP-HR^ = total brake horsepower-hours (brake horsepower
integrated with respect to time) for the hot
start test.
(f) The mass of fuel for the cold start and hot start
test is determined from the following equation:
M = (G /RKl/453.6)
s
(g) Meaning of symbols:
M = Mass of fuel, in pounds, used by the engine during
the cold or hot start test.
G = Grams of carbon measured during the cold or hot
S
start test.
G = [12.011/(12.Oil + ce(1.008))]HC
8 + 0.429CO + 0.273 COmaSS
mass /mass
-------
-73-
where:
HC = Hydrocarbon emissions, in grams for cold or
IHclS S
hot start test.
CO = Carbon monoxide emissions, in grams for
mass
cold or hot start test.
C00 = Carbon dioxide emissions, in grams for cold
2mass
or hot start test.
a = The measured hydrogen to carbon ratio of
the fuel.
R = The grams of carbon in the fuel per gram
of fuel
R = 12.011/[12.011 + a(1.008)]
(h) Sample calculation of brake-specific fuel consump-
tion:
(1) Assume the following test results:
Cold Start Cycle Hot Start Cycle
Test Results Test Results
BHP-HR 6.945 7.078
a 1.85 1.85
HC 37.08 grams 28.82 grams
mass 6 &
CO 357.69 grams 350.33 grams
mass & 6
CO 5419.62 grams 5361.32 grams
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-74-
Then:
G for cold start test =
8 [12.011/(12.011 + (1.85)(1.008))](37.08) + 0.429(357.69)
+ 0.273(5419.62) = 1665.10 grams
8 [12.0117(12.011 + (1.85)(1.008))](28.82) + 0.429(350.33)
G for hot start test
+ 0.273(5361.32) = 1638.88 grams
R = 12.011/[12.011 + 1.85(1.008)] = 0.866
M = (1665.10/0.866X1/453.6) = 4.24 Ibs
c
= (1638.88/0.866X1/453.6) = 4.17 Ibs
(2) Brake-specific fuel consumption results:
= 1/7(4.24) + 6/7(4.17) = c
1/7(6.945) + 6/7(7.078)
fuel/BRp_HR
-------