AMERICAN INDUSTRY/GOVERNMENT EMISSIONS RESEARCH
Cooperative Research S Development Agreement
Specifications For Advanced
Emissions Test Instrumentation
February, 1994
California Environmental Protection Agency
0® Air Resources Board
ATMOSPHERIC RESEARCH S
AND EXPOSURE ASSESSMENT g
LABORATORY
2 NATIONAL VEHICLE
O AND FUEL EMISSIONS
LABORATORY
SMAR»gO TECHNOLOGY FQ« A STROfJG£F< AhCflCA
Environmental
Research
Consortium
A CHRYSLER
W CORPORATION
NAVISTAR
MARK Of EXCELLENCE
-------
AMERICAN INDUSTRY/GOVERNMENT EMISSIONS RESEARCH
Cooperative Raaaareh & Development Agraament
Specifications For Advanced
Emissions Test Instrumentation
Revision 5.0
February, 1994
AIGER PD -94-1
Comments on this report may be directed to:
John T.White
U.S. Environmental Protection Agency
2565 Plymouth Road
Ann Arbor, Ml 48105
Telephone: (313) 668-4353
Fax: (313) 668-4440
Environment
RESEARCH
CONSORTIUM
-------
Technical Challenge
New Federal and California vehicle emissions regulations present the vehicle
industry and government regulators with a number of technical challenges. A
major challenge lies in the area of emissions measurement. As the vehicle
emission rates decrease, there is a corresponding decrease in the accuracy of
the current emission measurement technology. The greatest challenge will be
to accurately measure hydrocarbon (HC) exhaust emission rates from ultra low
emission vehicles (ULEV). Part of the problem is the background HC
concentration in the dilution air. As the diluted exhaust concentrations
approach the background concentration, and occasionally are even found to be
lower than the background concentration, it becomes very difficult to achieve
accurate HC measurements. One approach to solving this problem is to use
mini-diluter technology. A mini-diluter sampling system would continuously
take a low volume sample of the undiluted exhaust at a rate directly
proportional to the exhaust flow rate. This sample stream would be diluted
with dry clean air or nitrogen. Using a clean air or nitrogen supply would
greatly reduce the background concentration. With a stable clean diluent
supply, the reed to make background measurements would be eliminated. By
using a dry diluent, the dilution ratio required to stay below the dew point
is reduced, thereby increasing the concentration of the sample. An additional
advantage of this approach is that batciT samples car be collected at any poir?t
in the exhaust system, such as at a precatalyst location. Specification 1.0
(Mini-Oiluter Technology) details the requremerts for a mini-diluter system.
This system requires an accurate, continuous measurement of the exhaust flow
rate. New technology is required to accomplish this task. Specification 2.0
(Vehicle Exhaust Volume Measurement) provides the requirements for the vehicle
exhaust volume measurement. The requirements for the diluent air are given in
Specification 3.0 (Zero Air Generator for Mini-Diluter).
New California regulations require the measurement of non-methane hydrocarbon
(NMNC) exhaust emissions, rather than total hydrocarbon (HC) exhaust
emissions. For gasoline vehicles, NMHC is currently determined by the
difference between the HC measurement and an independent methane measurement.
The methane is measured on a batch basis using gas chromatography (GC). Thus,
it is not possible to continuously monitor the NMHC concentration. HC in the
exhaust of natural gas fueled vehicles typically is 95% or more methane.
Thus, NMHC cannot be accurately determined by difference. Instead, NMHC must
be determined by summing all HCs other than methane determined by GC. To
avoid these complexities, a direct NMHC instrument is required. Requirements
are given in Specification 4.0 (Direct Methane and Non-methane Hydrocarbon
Analyzer).
The new California exhaust emission regulations also require the measurement
of NMOG (non-methane organic gases), where NMOG is total HC minus methane plus
oxygenated hydrocarbons. Oxygenates include the C1-C7 aldehydes and ketones as
well as alcohols. Currently, the aldehydes and ketones are collected on a
batch basis in a solid sorbent cartridge, followed by elution and liquid
chromatographic (HPLC) analysis. Alcohols are collected on a batch basis in a
water filled impinger and determined by GC. An instrument which can measure
all these species is described in Specification 5.0 (Fast Oxygenated
Hydrocarbon Speciation Analyzer).
(1)
-------
All C1-CI2 hydrocarbons are currently measured on a batch basis by GC analysis
on two columns. These analyses are performed to determine air toxics (1,3-
butadiene and benzene) and to permit the determination of the ozone formation
potential of the exhaust organic compounds. California regulations specify
that reactivity be determined by summing the product of the reactivity factor
(Carter factor) for each compound and its emission rate. The current GC
methods are too time consuming. Therefore, Specification 6.0 (Fast
Hydrocarbon Speciation Analyzer) describes the requirements for a faster
hydrocarbon speciation analyzer for batch samples. Expansion of the analysis
of individual HCs to higher molecular weight species for diesel exhaust is
also desired.
Continuous analysis of individual HCs during emission testing is also
desirable for engineering purposes. While it is desirable to be able to
continuously monitor all individual HC species, it is unlikely that technology
will be available to accomplish this in the next few years. A large fraction
of the exhaust HC reactivity is accounted for by 15 compounds (hydrocarbons
and oxygenates). Therefore, Specification 7,0 (Fast "Top 15" Speciation
Analyzer) describes these requirements. The top 15 compounds will vary with
changing fuel composition. Since reformulated gasolines and alternative fuels
are growing in importance, it is desirable that this instrument measure as
many as 30 different compounds.
Measuring individual hydrocarbons for the determination of reactivity is a
major challenge. The instruments described in specification 6.0 and 7.0 would
greatly ease that task. However, the need for such instruments would be
greatly reduced if a direct reactivity analyzer could be developed.
Specification 8.0 (Fast Non-Methane Organic Gas Reactivity Analyzer), calls
for such an instrument.
Most of the above devices will require some type of computer to control their
operation and collect appropriate data. In addition the ergonomic and
electronic interfaces to the conventional test site need to be common.
Recognizing this challenge, AIGER established a "Systems Integration" group
which is charged with standardizing instrumentation interfaces and computer
equipment. To this end Specification 9.0 (Interfacing Requirements for New
Vehicle Emission Test Instrumentation) addresses the interface standardizing
issue.
Other technical problems of interest to AIGER for which specifications have
not been written include:
Improved reference materials and standards
Improved robot drivers for reduced test vehicle emissions variability
Cartridges to replace alcohol sampling impingers
Speciated fuel analysis improvements
System integration of the new technologies
Improved evaporative emissions test procedures
(11)
-------
Table of Contents
Titl e Page
Technical Challenge
I. Preface 2
II. Introduction to Technical Specifications 3
III. Technical Specification 5
1.0 - Mini-Diluter Technology 5
2.0 - Vehicle Exhaust Volume Measurement 7
3.0 - Zero Air Generator for Mini-diluter 9
4.0 - Direct Methane and Non Methane Hydrocarbon Analyzer 10
5.0 - Fast Oxygenated Hydrocarbon Speciation Analyzer 12
6.0 - Fast Hydrocarbon Speciation Analyzer 15
7.0 - Fast "Top 15" Speciation Analyzer 19
8.0 - Fast Non-Methane Organic Gas Reactivity Analyzer 22
9.0 - Interfacing Guidelines for New Vehicle Emission 25
Test Instrumentation
Page 1 of 26
-------
I. Preface
The Environmental Research Consortium (ERC) was formed in March, 1991 to
facilitate cooperative research and development in the environmental sciences.
The four-member consortium, consisting of Chrysler Corporation, Ford Motor
Company, General Motors Corporation and Navistar International Transportation
Corporation, presently conducts cooperative programs pertaining to the
following: Low Level Emissions Measurement; Atmospheric Modeling; Real World
Emissions Measurement; and Atmospheric Reactivity of Vehicle and Manufacturing
Hydrocarbon Emissions (Assessment of Measurement Methodologies).
On October 15, 1992 the ERC signed a Cooperative Research and Development
Agreement (CRADA) with the CARB Haagen-Smit Laboratory, the EPA National
Vehicle and Fuel Emissions Laboratory,and the EPA Atmospheric Research and
Exposure Assessment Laboratory. The organization has been named the American
Industry/Government Emissions Research (AIGER) program.
The following document, "Specifications for Advanced Vehicle Emissions Test
Instrumentation," was originally prepared by the ERC Committee designated to
conduct the Low Level Emission Measurement Program. This revision was
prepared by the AIGER CRADA, and reserves the right to amend this document at
any time.
Page 2 of 26
-------
II. Introduction to Technical Specifications
Abstract
In the near future, vehicle manufacturers will need much more sophisticated
analytical tools in order to meet new regulations of vehicle emissions. These
regulations are specified by the U.S. Environmental Protection Agency (EPA) in
the Federal Register, and by the California Air Resources Board (CARB) in the
Title 13 document. The regulations present new measurement challenges which
center around two principal factors:
(1) Requirements to measure the extremely low
concentration levels of emissions; and
(2) Requirements to fully identify and quantify
(speciate) hydrocarbon and oxygenated
hydrocarbon emissions.
Current Vehicle Emission Testing
Typically, vehicle emissions (exhaust or evaporative) are collected in sample
bags as the vehicle is being tested. These bags are filled over a predefined
period of time and represent a weighted average of the vehicle's emissions.
Most governmental regulations require this "batch" technique in measuring
vehicle emissions.
For exhaust emissions, the vehicle is placed on a chassis dynamometer and
driven to pre-defined schedules. The entire exhaust stream is continuously
diluted with ambient air using a constant volume sampler. Dilution ratios are
typically 15:1. Currently the Federal Test Procedures (FTP) driving schedule
is divided into three "phases". Phase 1 is 505 seconds long, phase 2 is 869
seconds, and phase 3 is a repeat of phase 1. For each phase, one diluted
sample bag and one ambient bag (dilution air) is filled (six total). Upon
completion of each phase of the test, both sets of bags are analyzed. The
ambient bag concentrations are then subtracted from the (respective) sample
bag in order to get actual vehicle exhaust concentrations. Modification to
the driving schedule which will add a fourth phase (phase 4), are under
consideration.
Page 3 of 26
-------
For evaporative emissions the vehicle is placed into an "air tight" enclosure
and the vehicle's evaporative emissions are measured directly from the
enclosure and/or collected in sample bags. As in the above exhaust emissions
test, the ambient concentrations are again subtracted from the sample bag in
order to get actual evaporative emissions.
Using current instrumentation, the analysis of each bag's exhaust emissions is
completed (typically) within seconds. Because of the high volume of tests run
per day, fast analysis, automation, equipment reliability, ease of
maintenance, minimal calibration time, and ultimate accuracy are of the utmost
importance.
Technical Challenge
In many cases, the instrumentation systems available to meet the new
regulations fall far short of technical requirements. The attached
specifications identify a series of tools which the AIGER members believe
be developed to meet the new regulations and requirements.
must
List of Abbreviations Used
CARB California Air Resources Board HC
CFV Critical Flow Venturi CO
CNG Compressed Natural Gas C02
EPA Environmental Protection Agency NOx
ERC Environmental Research Consortium LEV
FID Flame Ionization Detector TLEV
FTP Federal Test Procedures ULEV
GC Gas Chromatograph AIGER
HPLC High Performance Liquid LPG
Chromatograph NDIR
NMHC Non-Methane Hydrocarbon SLPM
NMOG Non-Methane Organic Gas C
SAO Smooth Approach Orifice ETBE
LAN Local Area Network MTBE
LD Light Duty TAME
HD Heavy Duty
LBI Left Blank Intentionally
Hydrocarbons
Carbon Monoxide
Carbon Dioxide
Nitrous Oxide
Low Emissions Vehicle
Transitional LEV
Ultra LEV
Amer. Indust./Govm't Emiss. Res.
Liquid Propane Gas
Non Dispersive Infrared
Standard Liters Per Minute
Hydrocarbons with "n" carbon atoms
Ethyl T-Butyl Ether
Methyl T-Butyl Ether
T-Amyl Methyl Ether
Page 4 of 26
-------
III.
Technical
Specifications
The following specifications represent AIGER's opinions and best estimates for
future instrumentation needs and requirements. Because of factors such as
potential changes in emission measurement requirements or alternative
technologies which might not have been considered in this document, the AIGER
maintains the right to update/modify these specifications at any time.
1.0 - Mini-Diluter Technology
1.1 - Description:
The mini-diluter will take a small (continuous) sample from the vehicle's raw
exhaust pipe, dilute this sample with either dry nitrogen or "zero" grade air
(see AIGER specification #3.0), and then transport the diluted sample into
bags for "batch" analysis or to modal emission analyzers for continuous
reading. Both samples are drawn through the device under vacuum (customer
provided pump at the diluted exhaust output port). Input zero air (or N2)
will be pressurized (typically 10-30 psi). Vehicle exhaust gas will be
essentially at atmospheric pressure. The mini-diluter will appropriately heat
the sample (up to mix point) to prevent any water condensation. Dilution
ratios shall be programmable. The total (variable volume) diluted exhaust
output will be controlled to be proportional with the vehicles exhaust flow
rate (see AIGER specification #2.0).
1.2- Response Time:
0.1 second to 90% of test point desired. Transport time to mix point less
than 1 second.
1.3 - Dilution Ratios
Adjustable. Typically fixed at 6:1, 10:1 or 15:1. Custom ratios and
instantaneously adjustable ratios should also be provided.
1.4 - Diluted Exhaust Flow Rate:
Proportional (and varying) to exhaust flow, typically 1-30 slpm for bag
analysis. Fixed flow for the continuous (modal) mode, set point to be in the
25-35 slpm range.
1.5 - Architecture:
The device must be installed "on-line", inside the dynamometer test site. The
device must have a small footprint and (preferably) be wall mounted. All
major components must have easy access for servicing.
Page 5 of 26
-------
1.6 - Instrument Operation/Unique Interfacing Requirements:
Raw analog outputs from each mass flow controller. The system must also
provide the appropriate amount of quality control and diagnostic data (per
test) to insure data integrity.
1.7 - Control and Interfacing:
See Specification 9.0 (Interfacing Requirements for New Vehicle Emission Test
Instrumentation).
1.8 - Cost:
$5k - $20k per test site desired. Additional Mini-diluter inside the same
test site should be significantly less.
1.9 - Calibration/Maintenance:
The instrument must be easily calibrated and hold its calibration for 30 days.
Scheduled maintenance on a monthly basis. Preventative maintenance no sooner
than weekly.
1.10 - Accuracy:
Must agree to accepted technology (CO, tail pipe/bag analysis) on a carbon
balance basis to within 1%. Within this 1% tolerance must not demonstrate any
set point bias, i.e., average = 0%. Proportionality control to vehicle
exhaust volume must be within 5%. Other constituents (THC, CO, NOx) to within
3%.
1.11 - Construction materials:
All wetted parts exposed to exhaust gas must be high quality type 316
stainless steel per ASTM A-269 (or equivalent), glass, viton or Teflon.
Tubing shall be cleaned to "thermocouple" grade, per ASTM A-632. All other
wetted parts are to have the highest cleanliness possible (prefer "oxygen"
service). Manufacturers may ask for a deviation if the materials used can be
shown to be resistant to the corrosive nature of the vehicle exhaust.
1.12 - Power/Utilities:
Power: 120 volt/60 hz
1.13 - Durability:
The instrument must be ruggedized to withstand continuous operation in a
production testing (plant) environment. It should not be sensitive to typical
chassis dynamometer vibration or electrical noise.
Page 6 of 26
-------
2.0 - Vehicle Exhaust Volume
Measurement
2.1 - Description
This device will measure the vehicle's total exhaust flow rate. The device
must be non-intrusive to vehicle intake, exhaust, or control systems, require
no modifications to the vehicle, and require no special setup time prior to
the test. One application for this device will be as a control input to the
mini-diluter (see AIGER specification # 1.0). Possible architectures are:
Direct (device located in raw exhaust, tail pipe flow stream!
Smooth Approach Orifice (SAO) in tail pipe
Mass flow meter
Vortex meter in tail pipe
Laser based device
Indirect (vehicle exhaust is diluted with ambient air)
Critical Flow Venturi (CFV) measures diluted exhaust volume, minus
ambient air SAO
CFV volume, minus ambient air mass flow meter or hot wire anemometer
Note: Instrument manufacturers may suggest other non-invasive solutions, if
available.
This device will have to work with alternate fueled vehicles also, such as
methanol/ethanol/diesel and natural gas. Modifications may be required when
used with different fuels, but are undesirable.
Also, if mass flow controllers are used, the manufacturer may need redundant
(averaging) sensors to achieve the desired accuracy.
2.2 - Response Time:
0.1 second to 90%, desired.
2.3 - Back Pressure/Operating Conditions:
Device shall not affect the back pressure at the vehicle tail pipe.
Manufacturer can incorporate an active back pressure control device to
maintain tail pipe pressure to within +0.25" H20 at idle conditions, ±1" H20
over the entire test.
Page 7 of 26
-------
2.3 - Back Pressure/Operating Conditions: (Continued)
Because this device may need to be placed into the vehicle's raw exhaust
system, the instrument will need to routinely withstand (without degradation)
the following operating conditions:
(1) Temperatures: -20 deg F to 800 deg F
(2) Vehicle exhaust flow rates: typically zero to 200 SCFM for LD vehicles
typically zero to 1000 SCFM for HD trucks
(3) Particulates
2.4 - Architecture:
The device must be installed at the dynamometer test site. The device must have
a small footprint and (preferably) be integrated into the CFV. It may be
necessary to utilize multiple sensors (ex, mass flowmeters) in order to achieve
the desired accuracies. All major components must have easy access for
servicing.
2.5 - Instrument Operation/Unique Interfacing Requirements:
Raw analog outputs from each flow meter along with total exhaust volume. The
system must also provide the appropriate amount of quality control and diagnostic
data (per test) to insure data integrity.
2.6 - Control and Interfacing:
See Specification 9.0 (Interfacing Requirements for New Vehicle Emission Test
Instrumentation).
2.7 - Cost:
$ 15k - $35k per instrument desired
2.8 - Calibration/Maintenance:
The instrument must be able to be easily calibrated and hold its calibration for
30 days. Scheduled maintenance on a monthly basis. Preventative maintenance
no sooner than weekly.
2.9 - Accuracy:
Must agree to accepted technology (C02 Tracer/Bag analysis) on a carbon balance
basis to within 1.0% of reading.
Page 8 of 26
-------
2.30
- Construction materials:
All wetted parts exposed to exhaust gas must be high quality type 316 stainless
steel per ASTM A-269 (or equivalent), glass, viton or Teflon. Tubing shall be
cleaned to "thermocouple" grade, per ASTM A-632. All other wetted parts are to
have the highest cleanliness possible (prefer "oxygen" service). Manufacturers
may ask for a deviation if the materials used can be shown to be resistant to the
corrosive nature of the vehicle exhaust.
2.11 - Power/Utilities:
Power: 120 volt/60 Hz
2.12 - Durability:
The instrument must be ruggedized to withstand continuous operation in a
production testing (plant) environment. It should not be sensitive to typical
chassis dynamometer vibration or electrical noise.
3.0 - Zero Air Generator for
Mini-diluter Applications
3.1 - Description
Device will produce "zero grade" air at large flow rates (50 SCFM). Primary
purpose of the device is to provide emission test sites with clean, dry air to
be used with mini-diluters.
3.2 - Architecture:
The device will typically be located remotely from the test site. It should have
sufficient pressure/flow capacity to function from this remote site. All major
components must have easy access for servicing.
3.3 - Cost:
$40 to $80k per system desired
3.4 - Calibration/Maintenance:
Monthly. If regeneration is required, the system shall be automated to perform
this function "on-line" (i.e., don't have to shut down the system). The system
shall also not use any large amounts of chemicals to perform the air cleaning
process.
Page 9 of 26
-------
3.5 - Performance:
The system will provide at least 50 cfm of zero grade air at 80 psi. The air
will be free of oil droplets and particulate material. Other specifications are:
Carbon Monoxide:
Hydrocarbons:
H20:
Carbon Dioxide:
Oxygen:
Oxides of Nitrogen:
Operating pressure:
System Inlet
20 ppm
20 ppm
20,000 ppm
1000 ppm
18 to 21%
5 ppm
100 psi
System Outlet
<0.1 ppm
< 0.02 ppm carbon
< 1 ppm (-100 degF dew point)
<5.0 ppm
18 to 21%
<0.1 ppm
80 psi minimum § max flow
No other contaminants allowed,
or other speciation method).
(To be immeasurable by mass spectrometer method
3.6 - Power/Utilities:
Power: 220/480 volt 3-phase/60 Hz
3.7 - Input Air:
Pressurized input air will be provided
3.8 - Durability:
The instrument must be made to withstand continuous operation in a production
testing (plant) environment. It should not be sensitive to vibration or
electrical noise.
4.0 - Direct Methane and Non-Methane
Hydrocarbon
Analyzer (NMHC)
4.1 - Description
Instrument will measure the vehicles total methane, and NMHC directly. In
particular the instrument needs to be tuned for natural gas and ULEV emissions.
Batch mode required.
4.2 - Response Time:
Batch analysis cycle time of less than 5 minutes required, 2 minutes desired.
Modal analysis with a 1-second response time desired.
Page 10 of 26
-------
4.3 - Architecture:
The device must be installed "on-line", inside the dynamometer test site. The
device must have a small size (approximately 19" wide x 12" high x 24" deep -
desired) and be 19" rack mountable, All major components must have easy access
for servicing.
4.5 - Instrument Operation/Unique Interfacing Requirements:
Raw analog output of chromatograms plus trend output. The system must also
provide the appropriate amount of quality control and diagnostic data (per test)
to insure data integrity.
4.6 - Control and Interfacing:
See Specification 9.0 (Interfacing Requirements for New Vehicle Emission Test
Instrumentation).
4.7 - Cost:
$20k to $30k per instrument desired
4.8 - Calibration/Maintenance:
The instrument must be able to be easily calibrated and hold its calibration for
30 days. Scheduled maintenance on a monthly basis. Preventative maintenance
no sooner than weekly.
4.9 - Accuracy:
NMHC must agree to accepted technology (FID minus GC-CH4 for gasoline vehicles,
and GC for natural gas vehicles) to within 2% (at a level of 6 ppm C). Methane
must agree to accepted technology (GC-CH^) to within 2% (at a level of 6 ppm C).
Repeatability + 1%. Must have a detection limit of at least 20 ppb.
4.10 - Construction materials:
All wetted parts exposed to exhaust gas must be high quality type 316 stainless
steel per ASTM A-269 (or equivalent), glass, viton or Teflon. Tubing shall be
cleaned to "thermocouple" grade, per ASTM A-632. All other wetted parts are to
have the highest cleanliness possible (prefer "oxygen" service). Manufacturers
may ask for a deviation if the materials used can be shown to be resistant to the
corrosive nature of the vehicle exhaust.
4.11 - Power/Utilities:
Power: 120 volt/60 Hz
Page 11 of 26
-------
4.12
- Durability:
The instrument must be ruggedized to withstand continuous operation in a
production testing (plant) environment. It should not be sensitive to typical
chassis dynamometer vibration or electrical noise.
5.0 - Fast Oxygenated
Hydrocarbon Speciation
Analyzer
5.1 - Description:
This device measures (speciates) all the major oxygenated hydrocarbon components
as specified by the Environmental Protection Agency (EPA) in the U.S. Federal
register, and the California Air Resources Board (CARB) Title 13. It must be
designed for fast analysis time and be compatible with existing test site
architectures.
5.2 - Operation Modes:
Two modes are envisioned. First is batch analysis, which is required to measure
the various species during each phase of the test. Secondly, modal (real time)
analysis is desired for the measurement of species during vehicle development
testing. Model analysis of key oxygenate species is also covered in the "Top 15"
specification (#7.0).
5.3 - Response Time:
Batch analysis cycle time of less than 5 minutes required. Modal analysis with
a response time of 1 second desired.
5.4 - Architecture:
The device must be installed "on-line", inside the dynamometer test site. The
instrument must not be sensitive to the normal mechanical vibration associated
with chassis dynamometer testing. It must have a small footprint. All major
components must have easy access for servicing. Rack mounting (19") with slides
is desired.
Page 12 of 26
-------
5.5 - Measurements Required:
Must be flexible enough to speciate (quantitatively and qualitatively) a variety
of oxygenated hydrocarbons from CI through C7. Must have the ability to add (or
delete) species as needed. Unknown oxygenated compounds shall be identified as
such and shall be individually recorded. Initial species are listed below:
ALDEHYDE SPECIES
KETONE SPECIES
ETHERS
1. FORMALDEHYDE
2. ACETALDEHYDE
3. ACROLEIN
4. PROPIONALDEHYDE
5. CROTONALDEHYDE
6. METHACROLEIN
7. n-BUTYRALDEHYDE
8. BENZALDEHYDE
9. VALERALDEHYDE
10. TOLUALDEHYDE
11. HEXANAL
1. ACETONE
2. METHYL ETHYL KETONE
ALCOHOL SPECIES
1. MTBE
2. ETBE
3. TAME
1. METHANOL
2. ETHANOL
5.6 - Instrument Operation/Unique Interfacing Requirements:
Raw analog output of chromatograms (if applicable). The system must also provide
the appropriate amount of quality control and diagnostic data (per test) to
insure data integrity.
5.7 - Control and Interfacing:
See Specification 9.0 (Interfacing Requirements for New Vehicle Emission Test
Instrumentation).
5.8 - Cost:
$25k - $50k per instrument desired
5.9 - Calibration/Maintenance:
The instrument must be able to be automatically calibrated using a standard of
all oxygenated hydrocarbons. Multiple concentration levels are required unless
linearity can be shown. The instrument must be able to hold its calibration for
24 hours. Scheduled maintenance on a monthly basis. Preventative maintenance no
sooner than weekly.
5.10 - Sample Collection:
Because of the difficulties involved with properly collecting oxygenated
hydrocarbons in the presence of water vapor, the instrument manufacturer must
supply some type of sample collection system to address sample handling concerns.
In batch analysis mode, multiple collection systems will be required in order to
average the vehicle emission (and background emission) samples over the various
phases of the test. Per test, we need four vehicle sample and four background
Page 13 of 26
-------
5.10 - Sample Collection: (Continued)
collection systems. Each sample/background collection system must be able to be
a synchronously filled/analyzed. For all analyzers, completely automated sample
handling is required (i.e., no impingers). Modal analysis (optional) will be via
a continuous (heated) probe. The instrument should be designed to operate in
either a raw or diluted exhaust mode. In the raw exhaust mode the manufacturer
needs to design for water vapor handling (typical dew point 120-130 deg F) and
the corrosive nature of the vehicle exhaust.
5.11 - Accuracy:
Must agree with accepted technology ("-HPLC and liquid injection GC) on each peak
per the table below. Ninety-five percent of the determinations of the two
methods must agree within the limits tabulated below. Composite of all peak
concentrations in Mg/gaseous L, and in reactivity adjusted g 03/g NMOG, must
agree to within 5%.
Minimum detection limits at or better than 0.03 /ig/gaseous L. Specifications are
for diluted exhaust
5.12 - Construction materials:
All wetted parts exposed to exhaust gas must be high quality type 316 stainless
steel per ASTM A-269 (or equivalent), glass, Viton or Teflon. Tubing shall be
cleaned to "thermocouple" grade, per ASTM A-632. All other wetted parts are to
have the highest cleanliness possible (prefer "oxygen" service). Manufacturers
may ask for a deviation if the materials used can be shown to be resistant to the
corrosive nature of the vehicle exhaust.
5.13 - Power/Utilities:
Power: 120 volt/60 hz
Can provide liquid N2 but prefer electronic cooling
5.14 - Durability:
The instrument must be "ruggedized" to withstand continuous operation in a
production testing (plant) environment. It should not be sensitive to typical
chassis dynamometer vibration or electrical noise.
Readings (ttq/qaseous L)
> 0.6
0.04 - 0.6
< 0.04
Agreement
± 5%
± 10%
+ 25%
Page 14 of 26
-------
6.0 - Fast Hydrocarbon
Speciation Analyzer
6.1 - Description:
This device measures (speciates) all the major hydrocarbon components as
specified by the Environmental Protection Agency (EPA) in the U.S. Federal
Register, and the California Air Resources Board (CARB) Title 13. It must be
designed for fast analysis time and be compatible with existing test site
architectures.
6.2 - Operation Modes:
Batch analysis (with sample bags) is required to measure the various species for
each phase of the test.
6.3 - Response Time:
Batch analysis cycle time of less than 5 minutes required. A further goal of 1
minute analysis time is desired.
6.4 - Architecture:
The device must be installed "on-line", inside the dynamometer test site. The
instrument must not be sensitive to the normal mechanical vibration associated
with chassis dynamometer testing. It must have a small footprint. All major
components must have easy access for servicing. Rack mounting (19") with slides
is desired.
6.5 - Measurements Required:
Must be flexible enough to speciate (quantitatively and qualitatively) a variety
of hydrocarbons from CI through C12. -Must have the ability to add (or delete)
species as needed. Unidentified peaks shall be identified as such, and be
individually recorded. Initial species are listed below:
Page 15 of 26
-------
HYDROCARBON AND OTHER SPECIES
1.
Methane
40.
2M-Pentane
79.
3E-c-2-Pentene
2.
Ethene
41.
4M-t-2-Pentene
80.
2,4,4-TM-l-Pentene
3.
Ethyne
42.
3M-Pentane
81.
2,3-DM-2-Pentene
4.
Ethane
43.
2M-1-Pentene
82.
c-2-Heptene
5.
Propene
44.
1-Hexene
83.
M-Cyclohexane
6.
Propane
45.
Hexane
84.
2,2-DM-Hexane
7.
Propadiene
46.
t-3-Hexene
85.
2,4,4-TM-2-Pentene
8.
Propyne
47.
c-3-Hexene
86.
2,5-DM-Hexane
9.
2M-Propane
48.
t-2-Hexene
87.
2,4-DM-Hexane
10.
LBI
49.
3M-t-2-Pentene
88.
3,3-DM-Hexane
11.
2M-Propene
50.
2M-2-Pentene
89.
2,3,4-TM-Pentane
12.
1-Butene
51.
3M-Cyclopentene
90.
2,3,3-TM-Pentane
13.
1,3-Butadiene
52.
c-2-Hexene
91.
Toluene
14.
Butane
53
ETBE
92.
2,3-DM-Hexane
15.
t-2-Butene
54.
3M-c-2-Pentene
93.
2M-Heptane
16.
2,2-DM-Propane
55.
2,2-DM-Pentane
94.
4M-Heptane
17.
1-Butyne
56.
M-Cyclopentane
95.
3M-Heptane
18.
c-2-Butene
57.
2,4-DM-Pentane
96.
lc,2t,3-TM-CPentane
19.
3M-1-Butene
58.
2,2,3-TM-Butane
97.
c-l,3-DM-CycHexane
20.
LBI
59.
3,4-DM-l-Pentene
98.
t-l,4-DM-CycHexane
21.
2M-Butane
60.
lM-Cyclopentene
99.
2,2,5-TM-Hexane
22.
2-Butyne
61.
Benzene
100.
1-Octene
23.
1-Pentene
62.
3M-1-Hexene
101.
t-4-Octene
24.
2M-1-Butene
63.
3,3-DM-Pentane
102.
Octane
25.
Pentane
64.
Cyclohexane
103.
t-2-Octene
26.
2M-1,3-Butadiene
65.
2M-Hexane
104.
t-1,3-DM-CycHexane
27.
t-2-Pentene
66.
2,3-DM-Pentane
105.
c-2-Octene
28.
3,3-DM-l-Butene
67.
Cyclohexene
106.
2,3,5-TM-Hexane
29.
c-2-Pertene
68.
3M-Hexane
107.
2,4-DM-Heptane
30.
2M-2-Butene
69.
c-l,3-DM-CycPentane
108.
c-l,2-DM-CycHexane
31.
Cyclopentadiene
70.
3E-Pentane
109.
E-Cyclohexane
32.
2,2-DM-Butane
71.
t-l,2-DM-CycPentane
110.
3,5-DM-Heptane
33.
Cyclopentene
72.
1-Heptene
111.
E-Benzene
34.
4M-1-Pentene
73.
2,2,4-TM-Pentane
112.
2,3-DM-Heptane
35.
3M-1-Pentene
74.
t-3-Heptene
113.
m&p-Xylene
36.
Cyclopentane
75.
Heptane
114.
2M-0ctane
37.
2,3-DM-Butane
76.
2M-2-Hexene
115.
3M-0ctare
38.
MTBE
77.
3M-t-3-Hexene
116.
Styrene
39.
4M-c-2-Pentene
78.
t-2-Heptene
117.
o-Xylene
Page 16 of 26
-------
2.0 - Fast Hydrocarbon Speciation Analyzer
HYDROCARBON AND OTHER SPECIES (Continued)
118. 1-Nonene
119. Nonane
120. i-Propyl benzene
121. 2,2-DM-Octane
122. LBI
123. 2,4-DM-0ctane
124. n-Propyl benzene
125. 1M-3E-Benzene
126. 1M-4E-Benzene
127. 1,3,5-TM-Benzene
128. 1E-2M-Benzene
129. 1,2,4-TM-Benzene
130. Decane
131. i-Butyl Benzene
132. s-ButylBenzene
133. lM-3-i-PropBenzene
134. 1,2,3-TM-Benzene
135. lM-4-i-PropBenzene
136. Indan
137. lM-2-i-PropBertzene
138. 1,3-DE-Benzene
139. 1,4-DE-Benzene
140. lM-3-n-PropBenzene
141. lM-4-n-PropBenzene
142. 1,2-DE-Benzene
143. lM-2-n-PropBenzene
144. 1,4-DM-2-E-Benzene
145. l,3-DM-4-E-Benzene
146. 1,2-DM-4-E-Benzene
147. l,3-DM-2-E-Benzene
148. Undecane
149. 1,2-DM-3-E-Benzene
150. 1,2,4,5-TetMBenzene
151. 2M-ButylBenzene
152. 1,2,3,5-TetMBenzene
153. tert-1B-2M-Benzene
154. 1,2,3,4-TetMBenzene
155. n-PentBenzene
156. tert-lB-3,5-0M-Benz
157. Napthalene
158. Dodecane
6.6 - Additional Measurements:
Diesel exhaust species (>C12} are not addressed in the above list. These (as yet
unidentified) compounds may be added in the future. If the high molecular weight
diesel exhaust species are included, then the entire sample handling system must
be temperature controlled to 375°F (190°C) ±10'F.
6.7 - Instrument Operation/Unique Interfacing Requirements:
Raw analog output of chromatograms (if applicable). The system must also provide
the appropriate amount of quality control and diagnostic data (per test) to
insure data integrity.
6.8 - Control and Interfacing:
See Specification 9.0 (Interfacing Requirements for New Vehicle Emission Test
Instrumentation).
6.9 - Cost:
$40k - 100k per instrument desired
6.10 - Calibration/Maintenance:
The instrument must be able to be automatically calibrated using a NIST traceable
gas mixture of approximately 25 hydrocarbons. Reference times for all components
will be linearly adjusted to the times acquired during this 25 component
injection. Quantification will be based on propane. One concentration level
required unless linearity cannot be achieved. The instrument must be able to
hold its calibration for 24 hours. Scheduled maintenance on a monthly basis.
Preventative maintenance no sooner than weekly.
Page 17 of 26
-------
6.11 - Sample Collection:
Batch collection required with multiple bag capability (supplied by the vehicle
manufacturer). Initially envision an eight bag device with four sample and four
background bags. Each sample/background bag must be able to be asynchronously
filled/analyzed. A completely automated sample handling system will be required.
6.12 - Accuracy:
The proposed method must agree with the current accepted technology to within the
limits listed below. Composite of all peak concentrations in ppm C, and in
reactivity adjusted g 03/g NMOG, must agree to within 5%.
Detection limit at or better than 20 ppbC. Specifications are for diluted
exhaust.
6.13 - Construction materials:
All wetted parts exposed to exhaust gas must be high quality type 316 stainless
steel per ASTM A-269 {or equivalent), glass, viton or Teflon. Tubing shall be
cleaned to "thermocouple" grade, per ASTM A-632. All other wetted parts are to
have the highest cleanliness possible (prefer "oxygen" service). Manufacturers
may ask for a deviation if the materials used can be shown to be resistant to the
corrosive nature of the vehicle exhaust.
6.14 - Power/Utilities:
Power: 120 volt/60 hz
Can provide liquid N2 but prefer electronic cooling
6.15 - Durability:
The instrument must be "ruggedized" to withstand continuous operation in a
production testing (plant) environment. It should not be sensitive to typical
chassis dynamometer vibration or electrical noise.
Readings in ppm C
Agreement
5%
10%
25%
> 5
2.0 - 5.0
< 1.0
Page 18 of 26
-------
7.0 - Real Time "Top 15"
Speciation Analyzer
7.1 - Description:
A real-time "top 15" analyzer would measure selected individual chemical species
found in vehicle exhaust. The desired data' acquisition rate is 0.5-10 Hz, for
the 15 compounds. This device will riot be used for regulatory compliance
measurements, but instead for research and development testing. The "top 15"
compounds have been selected based on their reactivity and abundance in auto
emissions. Their measurement would allow the user to determine the total ozone
forming potential of vehicle exhaust with a reasonable degree of certainty.
7.2 - Operation Modes:
Modal (real time) analysis is required for the measurement of species during
vehicle testing.
7.3 - Performance (figure of merit):
The minimum quantifiable amount for individual hydrocarbons should be about 20
part per billion or 0.03 fig/gaseous L in the exhaust sample. Accuracy
requirements are addressed below. The minimum analysis cycle time for the
analysis of 15 compounds is 2 seconds, with shorter cycle times desirable. The
instrument and data system must be capable of collecting and handling data files
of seven hours time duration, which could require files of more than 1,000,000
data points. Instrument calibration should be automated and should be required
no more than once every 24 hours. Scheduled maintenance should require no more
than 4 hours per month and preventative maintenance no more than 2 hours per
week.
7.4 - Architecture:
The instrument must be able to operate in real world (hostile) environments.
Temperature ranges of 50 - 95 degF must be accommodated by the system hardware,
including the data system, unless the data system can be operated from a remote
location. All major components must have easy access for servicing. Rack
mounting (19") with slides is desired.
7.5 - Instrument Operation/Unique Interfacing Requirements:
Raw analog output of chromatograms (if applicable). The system must also provide
the appropriate amount of quality control and diagnostic data (per test) to
insure data integrity.
7.6 - Control and Interfacing:
See Specification 9.0 (Interfacing Requirements for New Vehicle Emission Test
Instrumentation).
Page 19 of 26
-------
7.7 - Measurements Required:
Must be flexible enough to speciate (quantitatively and qualitatively) any
selected 15 compounds of hydrocarbons from CI through C12, and oxygenated
hydrocarbons from CI through C7. Must have the ability to change the "top 15"
list programmatically with minimal downtime. Must have the ability to add or
delete species from the master list as needed. The master species list from
which the top 15 will be selected, is shown below:
THIS LIST OF COMPOUNDS IS CONSIDERED PROPRIETARY
INFORMATION. IT CAN BE SUPPLIED UNDER CONFIDENTIAL TERMS.
The above listing relates to California Phase II fuel. However, for natural gas,
methanol and ethanol fuels the following compounds would also be present.
CNG
• Propane
Methanol Blends
• Methanol
• 1M-4E-Benzene
Ethanol Blends
• Ethanol
• Methanol
• 1M-4E-Benzene
• 1E-2M-Benzene
• Acetaldehyde
The primary targeted compounds are the aromatics (especially benzene, toluene,
and xylenes), olefins (especially ethene), and formaldehyde. While specific
isomer data is highly desirable, quantitation data for compounds that are
isobaric may be acceptable. For instance, distinguishing between the C9 alkyl
aromatics may not be possible.
Page 20 of 26
-------
7.8 - Sample Handlina:
The instrument must either be capable of direct sampling of dilute exhaust or
of accepting a sample of raw exhaust from a heated sample probe. Raw exhaust
will have a dew point of 120-130"F, so internal sample lines must be heated to
prevent condensation, or the sample diluted with pure dry gases in an internal
gas sampling manifold.
7.9 - Accuracy:
Must agree to accepted technology (Auto/Oil-HPLC, liquid injection GC, and
gaseous injection GC) on each peak per the table below. Ninety-five percent
of the determinations of the two methods must agree within the limits
tabulated below. Composite of all peak concentrations in ppm C, and in
reactivity adjusted g 03/g NMOG, must agree to within 10%.
Readings (ppm C) Agreement
>1.0 ±5%
0.06-1.0 ±10%
<0.06 ± 25%
Minimum detection limit - 20 ppbC
7.10 - Construction materials:
All wetted parts exposed to exhaust gas must be high quality type 316
stainless steel per ASTM A-269 (or equivalent), glass, Viton or Teflon.
Tubing shall be cleaned to "thermocouple" grade, per ASTM A-532. All other
wetted parts are to have the highest cleanliness possible (prefer "oxygen"
service). Manufacturers may ask for a deviation if the materials used can be
shown to be resistant to the corrosive nature of the vehicle exhaust.
7.11 - Cost:
S25K-50K per instrument desired.
8.0 - Fast Non-Methane Organic Gas
Hydrocarbon (NMOG) Reactivity
Analyzer
8.1 - Description:
This device will measure the total reactivity (ozone forming potential} of a
vehicle emissions sample. To facilitate analysis, the instrument way break
these "total" numbers down into logical sub-groups such as CARB reactivity
categories (like 0-1, 1-2 as defined in the CARB Title 13 document; Carter MIR
factors), or by hydrocarbon category (e.g., olefins, alcohols, aromatics,
etc.). It must be designed for fast analysis time and be compatible with
existing test site architectures.
Page 21 of 26
-------
8.1 - Description: (Continued)
It is desirable to have the instrument simultaneously measure the NMOG
concentration. However, it is recognized that this may not be possible in a
single instrument.
8.2 - Operation Modes:
Two modes are envisioned. First is batch analysis, which is required to
measure the various reactivities during each phase of the test. Secondly
modal (real time) analysis is desired for the measurement of reactivities
during development testing.
8.3 - Response Time:
Batch analysis cycle time of less than 5 minutes required, 2 minutes desired.
Modal analysis (optional) cycle time of 1 second.
8.4 - Architecture:
The device must be installed "on-line", inside the dynamometer test site. The
instrument must not be sensitive to the normal mechanical vibration associated
with chassis dynamometer testing. It must have a small footprint. All major
components must have easy access for servicing. Rack mounting (19") with
slides is desired.
8.5 - Measurements Required:
Must be flexible enough to measure the total NMOG reactivity. The types of
hydrocarbons present are listed under AIGER specifications #5.0 and #6.0.
8.6 - Instrument Operation/Unique Interfacing Requirements:
Raw analog output of chromatograms (if applicable). The system must also
provide the appropriate amount of quality control and diagnostic data (per
test) to insure data integrity.
8.7 - Control and Interfacing:
See Specification 9.0 (Interfacing Requirements for New Vehicle Emission Test
Instrumentation).
8.8 - Cost:
$40K - $100K per instrument desired
8.9 - Calibration/Maintenance:
The instrument must be automatically calibrated using a (to be determined)
mixture of oxygenated, and non-oxygenated hydrocarbons. The instrument must
be able to hold its calibration for 24 hours. Scheduled maintenance on a
monthly basis. Preventative maintenance no sooner than weekly.
Page 22 of 26
-------
8.10 -
Sample Collection:
Because of the difficulties involved with properly collecting oxygenated
hydrocarbons in the presence of water vapor, the instrument manufacturer must
supply some type of sample collection system to address sample handling
concerns. In batch analysis mode, multiple collection systems are required in
order to average the vehicle emission (and background emission) samples over
the various phases of the test. Four vehicle samples, and four background
collection systems are required. Each sample/background collection system
must be asynchronously filled/analyzed. Modal analysis (optional) will be via
a continuous (heated) probe. Prefer the instrument to operate in either a raw
or diluted exhaust mode. In the raw exhaust mode the manufacturer needs to
design for water vapor handling (typical dew point 120-130 deg F) and the
corrosive nature of the vehicle exhaust sampling. For diesel exhaust, raw or
dilute, the entire sampling system must be heated to 375°F (190°C) ±10°F.
8.11 - Accuracy:
Must agree to accepted technology as follows:
(1) 5% agreement when compared to the total reactivity as calculated by the
CARB "ozone/gram" equation, using fully speciated hydrocarbon data (by
GC analysis-such as that used in the Auto/Oil Program) and oxygenated
hydrocarbon data (by HPLC/Liquid Injection GC analysis such as that used
in the Auto/Oil program.)
(2) (OPTIONAL Concentration Measurement) 5% agreement when compared to the
Non-Methane Organic Gas (NMOG) concentration as calculated with the CARB
Title 13 NMOG equation as shown below:
NMOG = Total HC's - CH4 + Oxygenated Hydrocarbons
Notes: Total HC's as measured by the test site Flame Ionization
Detector (FID)
CH4 as measured by the test site GC methane analyzer
Oxygenated hydrocarbons as measured by "...as used in the
Auto/Oil program." HPLC/Liquid Injection GC techniques
8.12 - Construction materials:
All wetted parts exposed to exhaust gas must be high quality type 316
stainless steel per ASTM A-269 (or equivalent), glass, Viton or Teflon.
Tubing shall be cleaned to "thermocouple" grade, per ASTM A-632. All other
wetted parts are to have the highest cleanliness possible (prefer "oxygen"
service). Manufacturers may ask for a deviation if the materials used can be
shown to be resistant to the corrosive nature of the vehicle exhaust.
8.13 - Power/Utilities:
Power: 120 volt/60 hz
Can provide liquid N2 but prefer electronic cooling
Page 23 of 26
-------
8.15 - Durability:
The instrument must be ruggedized to withstand continuous operation in a
production testing (plant) environment. It should not be sensitive to typical
chassis dynamometer vibration or electrical noise.
9.0 - Interfacing Guidelines
for New Vehicle Emission
Test Instrumentation
The following guidelines describe general requirements for interfacing new
instrumentation to a site computer, and, possibly, to other devices on a
chassis-dynamometer emission test site.
The following aspects of new instrumentation should be reviewed with the AIGER
System Integration Subcommittee prior to implementation:
• Computer and interfacing hardware
• Interfacing technologies and protocols
• Instrument command sets
• Data sampling requirements (e.g. sample rate)
• Data storage and transmission formatting
• Any internal algorithms that manipulate data (e.g. linearization)
The instrument interface must adhere to one of the two approaches described
below. Approach #1 represents the preferred approach for the short term.
This approach provides for the integration of new instrumentation into
present-day test sites. An instrument implemented according to Approach #1
must allow for future conversion to Approach #2. Approach #2 represents the
long-term vision for integration of instrumentation into the test cell of the
future.
Approach #1: If possible, a new instrument should incorporate interfaces
that are compatible with interfacing technologies already
implemented in typical U.S emission test systems.
Approach #2: If current emission interfaces fail to meet the requirements
of a new instrument, then an alternative interface, subject
to guidelines outlined below, should be implemented.
Note: The interfaces described below are described with respect to the
instrument itself. For example, "Analog Output" refers to an analog
output originating at the instrument, generating a signal that will be
received by the site computer or other device.
Page 24 of 26
-------
Approach #1
New vehicle emission instrumentation should utilize a combination of the
following interfaces:
1. Analog output channels
• Voltage range 0-5 VDC.
• Analog output is appropriate only when required sample rates are
no greater than 20 Hz.
• If the required total number of parallel analog output channels is
excessive (e.g. greater than 10), then an alternative interface
should be considered.
2. Discrete digital output channels
• Voltage level 0-24 VDC.
• True-high logic.
• Logic should be level-dependent, not edge-triggered.
• OFF condition < 5 V.
• ON condition > 12 V.
• ON current at least 250 mA.
3. Pulse-train output channels
• Voltage level 0-24 VDC.
• OFF condition < 5 V.
• ON condition > 12 V.
4. Analog input channels
• Voltage range 0-5 VDC.
• Input impedance at least 1 Mfi.
• If the required total number of parallel analog input channels is
excessive {e.g. greater than 10), then an alternative interface
should be considered.
5. Discrete digital inputs
• Voltage level 0-24 VDC.
• True-high logic.
• Logic should be level-dependent, not edge-triggered.
• Low level threshold voltage 5 V.
• High level threshold voltage 12 V.
• High level input current 5 mA max at 24 V.
Approach #2
Approach #2, as outlined below, will be taken if Approach #1 is inadequate for
any of the following reasons:
• The instrument interfacing cannot be implemented using only a
combination of the above technologies.
• Data sampling at a rate higher than 20 Hz is required.
• An excessive number of analog output or input channels is required.
• Excessive complexity is required to implement Approach #1.
Page 25 of 26
-------
Approach #2 (Continued)
The instrument will utilize the following interfacing technologies:
• If the instrument utilizes an embedded computer, the computer should be
programmable logic controller, DOS PC, or UNIX compatible. Computer
platform independence should be maintained wherever possible.
• Ethernet, TCP/IP interface. Off-the-shelf communication software should
be used, wherever possible.
• The instrument interface command set will be developed in cooperation
with the AIGER System Integration Subcommittee.
• The instrument interface command set will conform to the standard SCPI
command set {Standard Commands for Programmable Instruments).
• Embedded instrument computer software should be written in ANSI C for
portability to future computer platforms.
Refer to the attached documents:
Test Site Communication Model
Partitioned Approach to Support Future Alternative Hardware Interfaces
Page 26 of 26
-------
AIGER site communication preliminary proposal
Facility Host Application software
^ Barometer
Facility host computer
Data atorog* and onolyslt
SCPI Command Interlace
1
Facility Lan
sfte 1
Ethernet TCP/IP
s
site n
site computer
control! >»sf sit*
and collect* dala
Test Site Application Software
SCPI Command interface
Instrument
command
sen
pockfl
TCP/IP
packet
I
SCPt
TCP/IP
packet
site Ian
SCPI command Interface
Instrumentation application
software
i
Ethernet TCP/IP
Inatrumwit computer*
~" DOS PC compattbl* "
ar UNIX workstation
1
SCPI command Interface
Instrumentation application
software
I
Instrument
Instrument
site computer
controls test site
and collects data
Test Site Application Software
SCPI Command Interface
Instrument
command
SCPI
packet
TCP/IP
packet
£
SCPI
command
TCP/IP
packet
site lan
SCPI command Interface
Instrumentation application
software
I
Ethernet TCP/IP
Instrument computer:
~ DOS PC compatible ~
or UNIX workstation
1
SCPI oommand Interfocc
tnetrumentatton application
software
I
-------
AI6ER System Integration Subcommittee
Partitioned Approach to Support Future Alternative Hardware Interfaces
A partitioned approach, as shown in the diagram below, is envisioned for interfacing emissions
instrumentation to the test sits o1 the future. The architecture provides -for a "SCPI (Standard
Commands for Programmable Instruments) Command Layer" to isolate the hardware interface from the
instrument application software. Communication is achieved by SCPI commands passed between the
application software layers of the computer and instrument via the hardware interface.
A result of this partitioned approach is that the instrument functionality is tightly coupled to the SCPI
commands, but independent of the hardware interface. While the interface of choice at this time is
Ethernet/IEEE 802.3 TCP/IP, the instrument architecture should be structured to facilitate future
migration to alternative hardware interfaces, such as IEEE-488 (GPIB), VXI-Bus, etc. The SCPI
command layer should be implemented such that an alternative hardware interface will not require any
change to SCPI commands or application software.
TEST SITE
COMPUTER
TEST SITE
INSTRUMENTATION
SITE CMPtfTCR
tfPLRATin
STTVUC
LftYEl
SCPt
COHHM
amcKMti
D V KHttMK
unov-Aco
9FUMTCMG
rare*
UkTCJt
- KVICC
DRCVCR
------- |