JIS JAPANESE INDUSTRIAL STANDARD Translated and Published by Japanese Standards Association JIS D 1012:» Automobiles—Rate of fuel consumption test methods TCS 43,060.40 Descriptors : road vehicles, private cars, fuel consumption, performance testing Reference number : JIS D 1012 ; 1997 (E)D 1012: 1997 ‘This translation has been made based on the original Japanese Industrial Standard revised by the Minister of International Trade and Industry through deliberations at Japanese Industrial Standards Committee in accordance with the Industrial Standardization Law: Date of Establishment: 1954-05-22 Date of Revision: 1997-03-20 Date of Public Notice in Official Gazette: 1997-03-21 Investigated by: Japanese Industrial Standards Committee Divisional Couneil on Aircraft and Automobiles JIS D 1012:1997, First English edition published in 1997-11 Translated and published by: Japanese Standards Association 4-1-24, Akasaka, Minato-ku, Tokyo, 107 JAPAN In the event of any doubts arising as to the contents, the original JIS is to be the final authority. © JSA1997 Al rights reserved, Unless otherwise specified, no part of this publication may be reproduced or utilized in any form or by any means, electronic oF mechanical, including photocopying and microfilm, ‘without permission in writing from the publisher. Printed in Japan1 2 21 2.2 2.2.1 2.2.2 22s 2.24 23 2.8.1 2.3.2 24 241 24.2 2.4.3 25 2.6 3a 32 3.21 3.2.2 3.2.8 B24 3.2.5 3.2.6 3.2.7 3.2.8 Contents Scope . Method for testing on actual road ....... General .. Test conditions ‘Test automobile Dest track ecco ‘Meteorological conditions Accuracy and calibration of measuring instruments ‘Method for connection of test automobile with fuel flowmeter or the like ... Fuel flowmeter Speed meter cnn Test method .. General Method for running test automobile . ‘Method for measuring fuel consumption Calculation of rate of fuel consumption ... ‘Test results Method for testing on chassis dynamometer .. General Test conditions seo ‘Test automobile ... Fuel ‘Test track ... Accuracy and calibration of measuring instruments ... ‘Test room Installation of test automobile .... Setting of equivalent inertial mass .. Setting of load .. wo D 1012: 1997 weneee ew NAAR eearanaaaJAPANESE INDUSTRIAL STANDARD JIS D 1012: 1997 Automobiles—Rate of fuel consumption test methods 1 Scope This Japanese Industrial Standard specifies the test methods for rate of fuel consumption of automobiles on actual road and a chassis dynamometer. How- ever, this is not applicable for two-wheeled vehicles. Remarks 1 The normative references to this Standard are as follows: JIS D 1010 General rules of running test method of automobiles JIS K 2202 Motor gasoline JIS K 2204. Gas oil JIS K 2240 Liquefied petroleum gases JIS K 2249 Crude petroleum and petroleum products ~ Determina tion of density and petroleum measurement tables based on a reference temperature (15°C) JIS K 2254 Petroleum products ~ Determination of distillation char- acteristics JIS K 2255 Petroleum products ~ Gasoline ~ Determination of lead content JIS K 2258 Testing method for vapor pressure of crude oil and pe- troleum products (reid method) JIS K 2265 Crude oil and petroleum products ~ Determination of flash point JIS K 2280 Petroleum products - Fuels - Determination of octane number, cetane number and calculation of cotane index JIS K 2288 Crude petroleum and petroleum products ~ Determina. tion of kinematic viscosity and calculation of viscosity index from kinematic viscosity JIS K 2541 Crude oil and petroteum products ~ Determination of sulfur content 2 ‘The units and numerical values in { } in this Standard are based on traditional unit system and are appended for informative reference, 2 Method for testing on actual road 21 General This test method specifies the test method for rate of fuel consump- tion at constant speed on actual road of automobiles employing gasoline or gas oil as the fuel. The measurement of rate of fuel consumption is carried out in such a way that the fuel consumption of a vehicle running at a certain speed during a certain measuring period is measured and the running distance per unit volume of fuel is obtained. 2.2 Test conditions 2.2.1 Test automobile Conditions of the test automobile shall be as stated in JIS D 1010,D 1012: 1997 3.3. Method for connecting test automobile with fuel consumption rate measuring equipment ... . 16 16 17 17 17 17 19 8.3.1 Connecting method when carbon balance method is used ...... 3.3.2 When flow-rate measuring method is used ....... 3.4 Test method ... 3.4.1 General .. 3.4.2 Driving method of test automobile .. 3.4.3 Measuring method 3.5 Caleulation of rate of fuel consumption 3.6 Test results Points in mounting of fuel flowmeter 36 Informative reference 2. Connecting method of test automobile and CVS device when carbon balance method is used was 37 Informative reference 8 Simple calculation method of numerical ratios of hydrogen atoms and carbon atoms and of oxygen atoms and carbon atoms in gasoline and gas oils ... 38 (2)2 D 1012: 1997 2.2.2 Test track A test track which satisfies the following requirements is desir- able. (1) The situation shall be straight, flat, horizontal and paved. (2) The gradient of measurement track shall be within 0.5 %. (3) The total length of the test track shall ensure an approach running section by which stable test speed is achieved, a section where rate of fuel consumption is measured (hereafter referred to as “measuring section”), a distance necessary for stop, ete. (4) The measuring section stated in (3) shall be such a straight track that the length requires a fuel consumption of 10 mL or more at the measurement of rate of fuel consumption or the length is 300 m or more. 2.2.3 Meteorological conditions ‘The standard conditions mean atmospheric tem- perature of 20 °C, atmospheric pressure of 101.3 kPa {760 mmHg) and no wind. The following meteorological conditions are desirable as those at the test on ac- tual road: Atmospheric temperature: 5°C to 35°C Atmospheric pressure: 91 kPa to 104 kPa (683 mmHg to 780 mmHg} ir density: Within a range of #0.75 % from that under standard conditions Oxo +273, 0.4273 where, py: _air density at test (kg/m®) pao: dry air density under standard conditions [= 1.189] (kg/m) P,: atmospheric pressure at test (kPa) Po: atmospheric pressure under standard conditions [= 101.3] (kPa) atmospheric temperature at test (°C) atmospheric temperature under standard conditions 20] (°C) Relative humidity: not more than 95 % Wind velocity: ‘The average of the component parallel to the running direc- tion shall be 3 m/s or less, and the average of vertical compo- nent shall be 2 m/s or less. 2.2.4 Accuracy and calibration of measuring instruments The principal mea- suring instruments normally used are as stated below, they shall have been checked, maintained and calibrated based on the instruction manual prepared by the relevant manufacturers and shall have the accuracies stated below. Provided that, they are inspected at use to verify good or bad in function, error and so on. Distance meter: within £1 % (measured distance) Second watch: within 40.158 D 1012: 1997 Speed meter: within 40.5 km/h Fuel flowmeter: within +1 % (measured flow rate) ‘Thermometer: within +1°C Barometer: within +300 Pa (42.25 mmHg} Anemometer: within +1 m/s 2.3 Method for connection of test automobile with fuel flowmeter or the like 2.3.1 Fuel flowmeter (1) The said connection shall be made in such a way that the connection will not affect the measurement of fuel consumption. Especially attention is drawn to such matters that the structure and function of the fuel return circuit, if pro- vided, will not be spoiled and that the change of fuel temperature due to instal- lation of the fuel flowmeter is minimized. (2) The joints shall be firmly fixed so that they will not break or separate due to vibration or the like and that no air will be mixed, 2.3.2 Speed meter At the time of mounting the speed meter, the following points shall be taken into consideration: (1) The speed meter shall be so mounted that its accuracy is ensured. (2) The speed meter shall be so mounted that the running performance of the test automobile is not affected. 24 Test method 2.4.1 General The test automobile shall be run by the method stated in 2.4.2, and the fuel consumption shall be measured by the method stated in 2.4.3, 2.4.2 Method for running test automobile The running pattern of test auto- mobile shall be constant speed running, and the running method shall be as stated below. (1) The test running speed and the position of transmission gear shall be those ap- propriate for the purpose of the test. (2) On the test track, marking points shall be provided for necessary distances to form the measuring section. If the running distance is measured by other method, such a case is an exception. (3) In the test running, approach run shall be carried out until the test speed is attained, then the speed shall be maintained until the measurements are com- pleted. (4) It is desirable that the test run is carried out several times on each of go and return running.4 D 1012: 1997 2.4.8 Method for measuring fuel consumption After the automobile reached and stabilized at the test speed, the fuel consumption shall be measured with the fuel flowmeter, and the required time for passing the markings and the travelling distance shall be measured at the same time. 2.5 Calculation of rate of fuel consumption The rate of fuel consumption shall be calculated from the measured values in 2.4.8 by means of the following formula: pe (cm/L) If necessary the rate of fuel consumption in the units stated below is obtained. ra-2v um = 10000 WL [Lit km)] where, Fe: rate of fuel consumption (km/L) Fa: rate of fuel consumption (L/h) Fat : actual distance of measuring section (km) rate of fuel consumption (L/(t+km)] : fuel consumption (L) : actual speed (km/h) Wi: gross vehicle mass at test (kg) On However, in the case of a mixed fuel (a fuel in which lubricating oil is mixed), the following formula shall apply: L M+1 gM In this case the rate of fuel consumption in the units stated below is obtained if necessary. F (km/L) Vv (Lh) Fyfe Mth LM 000Q" M+ Wl M [LAt+km)} where, F;’: rate of fuel consumption in the case of mixed fuel (km/L) : rate of fuel consumption in the case of mixed fuel (uth) Fa’: rate of fuel consumption in the case of mixed fuel (Lt + km)] L: actual distance of measuring section (km) Q’: mixed fuel consumption (L) V: actual speed (km/h)5 D 1012: 1997 M volumetric ratio of fuel to lubricating oil (fuel volume/lubricating oil volume) W.: gross vehicle mass at test (kg) 2.6 Test results The measurement records and the results of tests shall be en- tered in the forms stated in Attached Table 1 and Attached Table 2, respectively. 3 Method for testing on chassis dynamometer 8.1 General Test methods for the rate of fuel consumption of automobiles on the chassis dynamometer which employ gasoline, gas oil and liquefied petroleum gas (here- after referred to as “LP gas”) as the fuel shall be as stated below. The measurement of rate of fuel consumption shall be carried out in such a man- ner that the load corresponding to the running resistance measured on the test track and corrected to the standard conditions is set on the chassis dynamometer, the rate of fuel consumption in the prescribed measuring time of the vehicle running at the prescribed modes or speeds, is measured in accordance with carbon balance method or fuel flow rate measuring method, and the travelling distance per unit volume of fuel is obtained. 8.2 Test conditions 3.2.1 Test automobile The state of the test automobile shall be as stated below in addition to compliance with JIS D 1010. (1) The mags of test automobile shall be the mass of test automobile at the mea- surement of running resistance on the test track appropriate to the purpose of measurement (hereafter referred to as “test automobile mass”). However, in the measurement of running resistance on the test track for the rate of fuel consumption measurement at the running based on the 10-15 mode method specified in 8.4.2 (1) (hereafter referred to as “10+15 mode running”), the mass of the automobile under the unladen conditions specified in JIS D 1010 plus the mass of two passengers (the mass per passenger is 55 kg) or of an article of 110 kg is employed as standard. The mass of test automobile at setting the load of chassis dynamometer and that at the rate of fuel consumption measurement are allowed not identical with the mass of test automobile at the running resistance measurement on the test track if they are the same, but attention shall be paid to avoid bad influence due to deformation of tire or the like. (2) The engine hood shall be in closed state. (3) The pneumatic pressure of tire shall have the value stated in the data sheet. ‘The pneumatic pressure shall be measured while the test automobile is standstill on a horizontal plane before running (under cool condition). If the diameter of the roller of chassis dynamometer is less than 500 mm, the pneumatic pressure of tire may be adjusted within the limit of 1.5 times the pressure stated in the data sheet or the like so that the condition becomes similar to that when the test automobile is running on a flat paved road.6 D 1012: 1997 3.2.2 Fuel The fuel used for the test automobile shall be such that the gasoline is in compliance with JIS K 2202 and has the properties stated in Attached Table 3, the gas oil is in compliance with JIS K 2204 and has the properties stated in At- tached Table 4, and the LP gas is in compliance with JIS K 2240 and composed of 20 mol% to 30 mol% of propane plus propylene and 70 mol% to 80 mol% of butane plus butylene. 3.2.3 Test track The test track or the like on which running resistance of test automobile is measured shall satisfy the following requirements: (1) It shall be a dry, straight paved road, without discontinuous wind shelter or the like. (2) Facilities by which the conditions of atmospheric pressure, air temperature and wind can be observed and measured, shall be provided, For atmospheric pressure and temperature, the average value of those at ini- tiation and completion of running resistance measurement shall be obtained. The wind velocity components parallel to and perpendicular to the test track shall be observed and recorded on demand. (3) The condition of wind shall be such that the wind velocity component parallel to the running direction on the test track shall be not more than 5 m/s in aver- age and the perpendicular wind velocity component not more than 2 mvs in ay- erage. 8.2.4 Accuracy and calibration of measuring instruments The testing equip- ment such as chassis dynamometer, exhaust gas measuring instrument and so on shall have been checked, maintained and calibrated based on the instruction manual prepared by the relevant manufacturers, and shall have the accuracies stated be- low. Provided that, they are inspected at use to verify good or bad in function, error and so on. ‘Thermometer: within +1°C Barometer: within +800 Pa (£2.25 mmHg} Negative pressure gauge (gauge pressure type): within 40.5 % (of full scale) Anemometer: within +1 m/s Speed meter: within +0.5 km/h Coasting time: measuring device: within +0.1s Wheel torque meter: within +2 % (of full scale) Reproducibility of indication of analyzer when calibration gas is passed: within 41 % (of full scale) Constant volume sampling (hereafter CVS) device: within +2 % (of measured flow) Fuel flowmet within 41 % (of measured fuel flow) ‘Travelling distance meter: within +1 % (of measured travel distance)1 D 1012: 1997 8.2.5 Test room The test room shall be as stated below. (1) The temperature of test room shall be (25 +5) °C. The temperature shall be measured at a point close to the blower device, at the initiation and the completion of rate of fuel consumption measurement. (2) For carbon balance method, densities of CO, HC and CO; shall be stable. 3.2.6 Installation of test automobile The test automobile shall be installed as stated below. (1) The test automobile shall be installed on the chassis dynamometer so that the tremble or the like during driving is minimized. (2) Water, gravel and others which may cause slip and dangerous articles shall be eliminated from the tires of driving vehicles. 3.2.7 Setting of equivalent inertial mass ‘The equivalent inertial mass to be set on the chassis dynamometer shall be the mass corresponding to the mass of test automobile or of the appropriate value shown in Attached Table 5. However, other equivalent inertial mass may be set to meet the purpose of the test. 8.2.8 Setting of load The load of the chassis dynamometer shalll be set by means of the test automobile complying with the provision stated in 3.2.1, using any one of the following methods: Hereafter the speed at which the running resistance (by coasting method or wheel- torque method) or the suction manifold internal pressure is measured on the test track, is called “specified speed” and the speed at which the load set on the chassis dynamometer is verified, is called “verification speed”. ‘The test automobile and the chassis dynamometer shall have been sufficiently warmed up. (1) When coasting method is used (1.1) The method for measuring the running resistance of the test automobile on the test track shall be as stated below. (a) The specified speeds shall be the speeds of integer multiples of 10 km/h in the range from the lowest speed at rate of fuel consumption measurement or 20 km/h whichever is the higher to the highest speed at rate of fuel con- sumption measurement. However, the integer multiples of 10 km/h in the range wider than the above may be designated as the specified speeds. If the number of specified speeds becomes two or less in the case of ob- taining the rate of fuel consumption at constant speed running, at least three specified speeds shall be designated by adding a speed 10 km/h higher or lower than the range or speeds 10 kmv/h higher and lower. Example; The specified speeds at the measurement of rate of fuel con- sumption in the 10-15 mode running stated in 8.4.2 (1) become 20 km/h, 30 km/h, 40 km/h, 50 km/h, 60 km/h and 70 km/h,8 D 1012: 1997 (b) ‘The measurement of running resistance shall be carried out in such a way that the test automobile is let to coast at a speed exceeding the specified speed by +5 km/h with its transmission gear being in neutral and the time spent from the specified speed +5 km/h to the specified speed 5 km/h (here- after referred to “coasting time”) is measured in the digit not more than 0.18. During the measurement of the coasting time, brake and steering operations shall not be carried out and the clutch is being engaged. (c) The measurement of coasting time at each specified speed shall be carried out three times on going way and three times on coming way, and the av- erage value of the times so measured (hereafter referred to “average coast- ing time”) shall be obtained. In each of coasting time on going way and coasting time on coming way, the ratio of the maximum value and the minimum value shall not exceed 11. If the said ratio is exceeding 1.1, re-measurement shall be carried out at the speed in question. (1.2) The calculation of the target running resistance shall be as follows: (a) The running resistance at each specified speed shall be calculated by means of the following formula: We "0.366 where, Fm: running resistance at each specified speed (N) W: mass of test automobile (at measurement of run- ning resistance) (kg) inertial mass corresponding to rotating parts of test, automobile (kg) (Generally 3.5 ‘% of the vehicle mass stated in the data sheet is taken, It may be obtained actually or by calculation) WwW. t: average coasting time at each specified speed (s) (b) Based on the running resistance at each specified speed obtained in (a), the running resistance is subjected to regression analysis (hereafter referred to as regression) as a quadratic function (zero-order, first-order and sec- ond-order! of speed by means of least square method, and expressed as stated below. However, when the mode running specified in 9.4.2 (1) is carried out, the regression may be made on the zero-order function and second- order function without using the first-order function as shown by the for- mula in (} appropriate to the purpose of the test. Foa+bV+cV? [F=a+eV'] where, F: running resistance (N) a: constant term (N) b+ coefficient of first-order term of speed [N/km/h)]cr=e are adopted. e: 9 D 1012: 1997 coefficient of second-order term of speed [N/(km/h)?] V: speed (km/h) (c) The running resistance obtained in (b) is corrected to that. under standard conditions by means of the procedures stated below, and taken as the tar- get running resistance. At first, based on the running resistance at each specified speed obtained in (a), the running resistance for correction is regressed as the zero-order function and the second-order function of speed ‘as stated below by means of least square method and the coefficients are obtained, However, when regression is made in (b) on the zero-order and second-order functions, the procedure of this item is omitted, and ar=a; F,=a,+eV* running resistance for correction (N) + value corresponding to rolling resistance (N) : value corresponding to coefficient of air resistance (ONAkm/h)) : speed (km/h) : square of each specified speed [(km/h)’] : running resistance at each specified speed (N) : number of specified speeds (a) The target running resistance is obtained as stated below by using the co- efficients (a; and c;) obtained in (¢) and the running resistance F obtained in (b), ete. Fo =F + (ayo ~ar)+(Cro~¢r)V* y =(a+a%0—ar)+bV +(0+er0~er)V? 4,0 =(a, ~e,u*) [1+ 0.008 64(4, ~20)] abe neery where, Fo: target running resistance (N) w: average value of wind velocity component paral- Tel to test track (km/h) aye: constant term for correction to standard conditions ws) ceo: coefficient of air resistance for correction to stan- dard conditions [N/(km/h)']10 D101 (1.3) (1.4) 12: 1997 average air temperature at test track (°C) Paye: average atmospheric pressure at test track (kPa) ‘The method for setting the load of chassis dynamometer shall be as follows: ‘The test automobile is installed on the chassis dynamometer, the sum of the friction resistance of driving system of test automobile and the friction resistance of the chassis dynamometer (hereafter referred to as “overall fric- tion loss”) is obtained, and the chassis dynamometer is so adjusted that the braking force of chassis dynamometer shows the value corresponding to the difference between the target running resistance and the overall friction loss, ‘The load set on the chassis dynamometer shall be verified as stated below. Such a fact that the set load (hereafter referred to as “set running resis- tance”) has a value corresponding to the target running resistance shall be verified by the method stated below. (1.4.1) The verification speeds shall be as given below according to the kind of chassis (1.4.2) The test automobile is let to dynamometer (a) In the case of multi-point setting system, the speeds shall be integer mul- tiples of 10km/h from the lowest speed at rate of fuel consumption mea- surement or 10 km/h whichever is the higher to the highest speed at rate of fuel consumption measurement. Example: The verification speeds when the rate of fuel consumption is measured in 10+15 mode running stated in 3.4.2 (1) become 10 km/h, 20 km/h, 30 km/h, 40 km/h, 50 km/h, 60 km/h and 70 km/h, (b)_ In the case of coefficient setting system, the speeds shall be integer mul- tiples of 20 km/h from the lowest speed at rate of fuel consumption mea- surement or 20 km/h whichever is the higher to the highest speed at rate of fuel consumption measurement. Example: The verification speeds when the rate of fuel consumption is measured in 10+15 mode running stated in 3.4.2 (1) become 20 km/h, 40 km/h and 60 km/h. (©) In the case of one-point setting system, the verification speed shall be the highest speed in the speeds equal to integer multiple of 20 km/h up to the highest speed in rate of fuel consumption measurement, or the highest speed in the specified speeds, Example: The verification speed when the rate of fuel consumption is measured in 10+15 mode running stated in 3.4.2 (1) becomes 60 km/h. wast from @ speed exceeds the verification speed +5 km/h with its transmission gear being in neutral and the coasting time spent from the verification speed +5 km/h to the verification speed ~5 km/h is measured in the digit not more than 0.1 s. During the coasting, brake operation shall not be carried out and the cluteh is being engaged. ‘The measurement of coasting time shall be carried out twice at each veri- fication speed and the average value is obtained.u D 1012: 1997 (1.4.3) ‘The running resistance set on the chassis dynamometer is caleulated from the average value of coasting time obtained in (1.4.2) by means of the fol- lowing formula: Ww + Wa, 0.36%. where, F, F set running resistance (N) Wiw: equivalent inertial mass (kg) Wa: inertial mass corresponding to rotating parts in driving system of test automobile (kg) (Generally 1.8 % of the vehicle mass stated in the data sheet is taken. It may be obtained actually or by calculation) te: average of coasting time (s) (14.4) The difference between the set running resistance at each verification speed and the target running resistance at the concerned speed shall be within +5 % of the target running resistance concerned. (2) When wheel torque method is used (2.1) The method for measuring the running resistance of the test automobile on the test track shall be as stated below. (a) The wheel torque meters shall be attached to the right and left wheels of the test automobile. (b) The wheel torque meter used for measurement of running resistance on test track and the wheel torque meter used for setting the load on the chassis dynamometer shall be the same one in both of the right and left. (©) The wheel torque meter mounted to the test automobile shall be subjected to zero adjustment and span adjustment immediately before the running resistance measurement on the test track, and immediately before carry- ing out the load setting on the chassis dynamometer. (d) The specified speeds shall be the speeds of integer multiples of 10 km/h in the range from the lowest speed at rate of fuel consumption measurement or 20 km/h whichever is the higher to the highest speed at rate of fuel con- sumption measurement. However, the integer multiples of 10 km/h in the range wider than the above may be designated as the specified speeds. If the number of specified speeds becomes two or less in the case of ob- taining the rate of fuel consumption at constant speed running, at least three specified speeds shall be designated by adding a speed 10 km/h higher or lower than the range or speeds 10 kmv/h higher and lower. ‘The specified speeds at the measurement of rate of fuel con- sumption in the 10-15 mode running stated in 3.4.2 (1) become 20 km/h, 30 km/h, 40 km/h, 50 km/h, 60 km/h and 70 km/h, Exampl (e) Under such condition that the test automobile is normally running at each specified speed, the speed of test automobile and the sum of left and right wheel torques are simultaneously measured for 5s or more in a sampling period not exceeding 0.25 s.12 D 1012: 1997 (The average value of speeds of test automobile during the measurement (hereafter referred to as “measured vehicle speed”) and the average value of the sum of left and right wheel torques (hereafter referred to as “run- ning torque”) are obtained. (g)_ The speed of the test automobile shall be such that the difference between the speed at initiation of measurement and that at completion of measure- ment is not more than 0.5 km/h, and the difference between the maximum value and the minimum value during the measurement is not more than 5 % of the specified speed. Further, the difference between the measured vehicle speed and the speci- fied speed shall be within +2 km/h. (h) The sum of left wheel torque and right wheel torque shall be such that the difference between the maximum value and the minimum value does not exceed 5 % of the maximum value. (i) The measurements of the measured vehicle speed and the running torque at each specified speed shall be carried out once in going way and once in coming way. (2.2) The calculation of target running resistance shall be as follows: (a) Based on the running torque at each specified speed obtained in (2.1), the running torque is subjected to basic regression as the secondary function (zero-order, first-order and second-order) of speed by means of least square method, and expressed as stated below. However, when the mode running specified in 8.4.2 (1) is carried out, the regression may be made on the zero- order function and second order function without using the first-order function as shown by the formula in [ ] appropriate to the purpose of the test. TadveV+jv? [F=d+sv"] where, 7: running torque (Nm) d: constant term (N+m) e: coefficient of first order term of speed [N+ m/(km/h)} f: coefficient of second order term of speed [N+ m/(krn/h)*) V: speed (km/h) (b) The running torque obtained in (a) is corrected to that under standard con- ditions by means of procedures stated below, and taken as the torque cor- responding to the target running resistance (hereafter referred to as “target torque”). At first based on the running torque at each specified speed ob- tained in (2.1), the running torque for correction is regressed as the zero- order function and the second-order function of speed as stated below by means of least square method and the coefficients are obtained. However, when the regression is made on the zero-order and second-order functions in (a), the procedure of this item is omitted, and dr =d, fr =f are adopted,13 D 1012: 1997 T.=d,+ f.V* _ EKVET, -EKEKT, nEK?—(EKi) fp = MEAD ERED, nT! -(ETY Ki=V? where, T;: running torque for correction (N+m) dy: value corresponding to rolling resistance (N+m) fri value corresponding to coefficient of air resistance UN + m/(km/h)?) V: speed (km/h) Ki: square of each specified speed {(km/h)'] 1: running torque at each specified speed (N+ m) n+ number of specified speeds (c) The target torque is obtained as stated below by using the coefficients (di, fr) obtained in (b) and the running torque T obtained in (a), etc. To =T'+(deo—de)+(Fro—fe)V* = (d+ dy —d,)+ eV +(f + fro fe)V? (d,, ~ f,w*)[1+0.008 64 (6, ~ 20)] (8. +273) Fro =0.346f, Pe where, To: target torque (N+ m) w: average value of wind velocity component paral- lel to test track (km/h) dio: constant term for correction to standard conditions (N-m) fro: coefficient of air resistance for correction to stan- dard conditions [N + m/(km/h)?| 4: average air temperature at test track (°C) Pav (2.3) The method for setting the load of chassis dynamometer shall be as follows: average atmospheric pressure at test track (kPa) (a) The test automobile is installed on the chassis dynamometer, and the chassis dynamometer is so adjusted that the sum of the left and right wheel torques corresponds to the target torque. ‘The condition of braking force at 0 km/h in the chassis dynamometer of multi-point setting system shall be identical to that at 10 km/h.14 D 1012: 1997 (2.4) The load set on the chassis dynamometer shall be verified as stated below. Such a fact that the set load shows a value corresponding to the target torque shall be verified by the method stated below. (2.4.1) The verification speeds shall be as given below according to the kind of chassis dynamometer. (a) In the case of multi-point setting system, the speeds shall be integer mul- tiples of 10 km/h, from the lowest speed at rate of fuel consumption mea- surement or 10 km/h whichever is the higher to the highest speed at rate of fuel consumption measurement. Example: ‘The verification speeds when the rate of fuel consumption is measured in 10+15 mode running stated in 3.4.2 (1) become 10 km/h, 20 km/h, 80 km/h, 40 km/h, 50 km/h, 60 km/h and 70 km/h, (b) In the case of coefficient setting system, the speeds shall be integer mul- tiples of 20 km/h from the lowest speed at rate of fuel consumption mea- surement or 20 km/h whichever is the higher to the highest speed at rate of fuel combustion measurement. Example: The verification speeds when the rate of fuel consumption is measured in 10-15 mode running stated in 3.4.2 (1) become 20 km/h, 40 km/h and 60 km/h, (c) In the case of one-point setting system, the verification speed shall be the highest speed in the speeds equal to integer multiple of 20 km/h up to the highest speed in rate of fuel consumption measurement, or the highest speed in the specified speeds. Example; The verification speed when the rate of fuel consumption is measured in 10+15 mode running stated in 3.4.2 (1) becomes 60 km/h, (2.4.2) Under such condition that the test automobile is normally running at each verification speed, the speed of test automobile and the sum of left and right wheel torques are simultaneously measured for 5s or more in a sampling period not exceeding 0.25 s. (2.4.8) The average value of test automobile speeds during the measurement (hereafter referred to as “actual verification speed”) and the average value of the sum of left. and right wheel torques during the measurement (hereafter referred to as “set torque”) are obtained. (2.4.4) The speed of test automobile shall be such that the difference between the speed at initiation of measurement and that at completion of measurement is not more than 0.5 km/h, the difference between the maximum value and the minimum value during the measurement is not more than 5 % of the verification speed and the difference between the actual verification speed and the verification speed is within +1 km/h, (2.4.5) The sum of left wheel torque and right wheel torque shall be such that the difference between the maximum value and the minimum value during the measurement does not exceed 5 % of the maximum value.15 D 1012: 1997 (2.4.6) The difference between the set torque at each verification speed and the target torque at the concerned speed shalll be within +5 % of the target torque con- cerned. ternal pressure is used (3.1) The measuring method of suction manifold internal pressure of test automo- bile shall be as stated below. However, this is not suitable for automobiles employing gas oils as the fuel. For automobiles employing gasoline or LP gas as the fuel, the measurement can be done easily as compared with the coasting method and the wheel torque method, but it is difficult to get high test accuracy by this method. (a) The mounting of the negative pressure gauge shall be so carried out that there is no collapse nor sharp bend in the tubing between the negative pressure gauge and the suction manifold, and that the influence of vibra- tion and/or shock is avoided. (b) If any device which may cause instability of manifold internal pressure is provided in the suction system, the pressure shall be measured with the said device removed. Further, condition of the pressure with the said device being installed shall be measured for informative reference. (©) The specified speeds shall be integer multiples of 10 km/h from the lowest speed at rate of fuel consumption measurement -10 kmy/h or 10 km/h which- ever is the higher to the highest speed at rate of fuel consumption mea- surement +10 km/h. Example: The specified speeds at the measurement of the rate of fuel consumption in the 10+15 mode running stated in 3.4.2 (1) be- come 10 km/h, 20 km/h, 30 km/h, 40 km/h, 50 km/h, 60 km/h, 70 km/h and 80 km/h. (d) The measurement of suction manifold internal pressure at each specified speed shall be carried out three times on going way and three times on coming way and the average value shall be obtained. Provided that the difference between the specified speed and the speed of test. automobile shall be within #2 km/h at each speed. Further, the position of transmission gear used at each speed shall be the position at which the vehicle speed and the condition of prime mover are stabilized. (3.2) The method for setting the load of chassis dynamometer shall be as follows: (a) The load of chassis dynamometer shall be such a way that the suction air pressure is obtained by the formula in (b) below from the suction manifold inner pressure in constant speed running at an even number multiple of 10 km/h measured in (3.1) (see Example 1) and the load corresponding to the running resistance at the vehicle speed concerned is set by using the suction air pressure concerned (obtained as stated above). In this proce- dure, the allowable error at the setting of load is +665 Pa (+5 mmHg}, and the negative pressure gauge and the barometer of the same specification ‘as those used in (8.1) shall be used.16 D 1012: 1997 If necessary the load of chassis dynamometer may be set by using also odd number multiples of 10 km/h (see Example 2) in addition to the abovementioned speeds. Examples 1 When the rate of fuel consumption in 10-15 mode running stated in 8.4.2 (1) is measured, the load shall be set at 20 km/h, 40 km/h, 60 km/h and 80 km/h. 2 When the rate of fuel consumption in 10+15 mode running stated in 3.4.2 (1) is measured, 10 knv/h, 30 km/h, 50 km/h and 70 km/h may be added to the load setting speeds (b) The suction air pressure stated in (a) shall be obtained from the following formula: APs = Pax — Pox where, APnz: suction pressure at setting of load on chassis dy- namometer (kPa) {mmHg} Pax: atmospheric pressure of test room (kPa) (mmHg) Pm: absolute pressure (kPa) (mmHg) which is obtained from the following formula 2m = Pay AP where, Par: atmospheric pressure when mea- surement stated in (3.1) is carried out (kPa) (mmHg) APq:: average suction manifold inter- nal pressure when measurement stated in (8.1) is carried out (kPa) {mmHg} 3.3. Method for connecting test automobile with fuel consumption rate measuring equipment 3.3.1 Connecting method when carbon balance method is used When the rate of fuel consumption is measured by carbon balance method, the exhaust gas sampling part of the CVS device is attached to the opening of exhaust pipe of test automobile as pointed out below and the total amount of exhaust gas is sampled by this CVS. For this purpose, the exhaust pipe of test automobile is connected with the sampling pipe of CVS by a rubber hose, exclusive jig, ete. (1) The connection shall be so carried out that the sampling and analysis of ex- haust gas are not adversely affected. (2) The joint shall be firmly fixed so that it will not break or separate due to vibra- tion or the like and the exhaust gas will not leak. (8) For an automobile equipped with protective device of scattering of carbon mon- oxide or the like controlled by exhaust back pressure, adequate countermeasure to relax the change of pulsating state may be employed so that the use of CVS device with not adversely affect the said protective device. In this case, the difference between the static pressure at the opening of exhaust pipe and the static pressure at the joint when exhaust gas sampling part of CVS device is attached to the said opening, both measured on the test automobile running at a constant speed of (70 +2) km/h shall be within +100 Pa (+10 mmH,0}.1 D 1012: 1997 8.3.2 When flow-rate measuring method is used When the rate of fuel con- sumption is measured by flow-rate measuring method, the fuel flowmeter is attached to the fuel device of test automobile as pointed out below. (1) The connection shall be so carried out that it will not adversely affect the mea- surement of fuel consumption. Especially for automobiles equipped with fuel return cireuit, care shall be taken not to damage the structure, function, ete. (2) The joint shall be firmly fixed so that it will not break or separate due to vibra~ tion or the like, and air will not be mixed, 3.4 Test method 3.4.1 General The test is carried out in such a way that the test automobile on the chassis dynamometer is driven by the method stated in 3.4.2, and the measure- ments are carried out by the method stated in 3.4.3. During the test running, the wind corresponding to the vehicle speed shall be blown to the front of test automobile. 3.4.2. Driving method of test automobile ‘The test automobile shall be driven by various methods suitable for the purpose of the test. The driving methods for 10.15 mode running and constant speed running are shown below. (1) Case of 10-15 mode running (1.1) The test automobile is warmed up on the chassis dynamometer at a constant speed of (60 +2) km/h for about 15 min, then the temperatures of cooling liq- uid and lubricating oil are measured. The automobile is further driven for about 5 min, immediately driven once in the 15 mode expressed in Attached Table 7 or 8, is subjected to the idling drive for 24 s, driven three times in the 10 mode running expressed in Attached Table 6, and driven once in the 15 mode expressed in Attached Table 7 or 8. ‘The rate of fuel consumption and the like shall be measured during the driving for 245 idling, three 10 mode runnings and one 15 mode running excluding the first 15 mode in accordance with 3.4.3. If the acceleration in various driving modes expressed in Attached Tables 6 to 8 can not be achieved by a test automobile, the automobile shall be driven by fully opening the acceleration pedal for the related driving mode. (1.2) The allowable error in the driving speed and time of test automobile shall be such that the error in speed is within +2 km/h and the error in time is +1 under all the driving conditions expressed in Attached Tables 6 to 8. However, automobiles which can not attain the acceleration expressed in Attached Tables 6 to 8 with their acceleration pedal fully opened are exempted from the above requirements. (1.8) The speed changing operation in each driving condition expressed in Attached ‘Tables 6 to 8 shall be carried out smoothly and quickly and as stated below. (1.3.1) For automobiles equipped with manual transmission (transmission which has no torque converter in power transmission system and in which change of speed step is done manually)18 D 1012: 1997 (1.3.1.1) The idling drive means such conditions that the position of transmission gear (position of gearshift lever) is neutral and the acceleration pedal is not operated. (1.3.1.2) When the mode shifts from idling drive mode to acceleration drive mode, the position of transmission gear shall be brought to Low before 5s (for the automobile for which the positions of transmission gear to be employed are changed, according to the speed shown in Attached Tables 6 to 8, the position corresponding to the speed). (1.3.1.3) In the deceleration drive, the clutch shall be disengaged at half-way of 10 km/h in the drive from 20 km/h to Okm/h, at half-way of 20 km/h in the drive from 40 knv/h to 0 km/h stated in Attached Table 6, and at half- way of 30km/h in the drive from 70 km/h to 0 km/h stated in Attached ‘Tables 7 and 8. (1.3.1.4) Automobiles equipped with 5-step or 6-step transmission in which Low gear is not normally used may start in the 2nd gear. In this case, the 5-step transmission vehicle shall follow the examples of 4-step transmission ve- hicle stated in Attached Tables 6 and 7, while the positions of transmis- sion gear concerned are read being changed in the said tables, i.e. 2nd is read as Low, 3rd as 2nd, 4th as 3rd and 5th as Top; and the 6-step trans- mission vehicle shall follow the examples of 5-step transmission vehicle stated in Attached Tables 6 and 7, while 2nd is read as Low, 3rd as 2nd, 4th as 3rd, 5th as 4th and 6th as Top in Attached Tables 6 to 8 (1.3.1.5) The positions of transmission gear of an automobile equipped with 6-step transmission shall be the same positions as that of automobile equipped with 5-step transmission stated in Attached Table 6 in 10 mode, and shall be as stated below in 15 mode. (a) The standard position of the transmission gear shall follow the example of 5-step transmission stated in Attached Table 7, while the 5th gear of the transmission is read as Top. Therefore 6th gear is not used. (b) When the rate of fuel consumption of an automobile equipped with 6-step transmission based on average actual service in the market is obtained, the positions of transmission gear stated in Attached Table 8 shall be used. (1.3.1.6) If the ratating speed of the prime mover of an automobile exceeds the ro- tating speed at maximum output of the automobile concerned during drive of test automobiles, a transmission gear step which is one step higher than the step used in this case may be used. In this case, the speed at which the speed changing operation is carried out shall be the speed correspond- ing to the rotating speed at maximum output of the automobile concerned. (1.3.2) For automobile equipped with automatic transmission (transmission in which change over of transmission steps is automatically done) ‘The transmission position is set to driving position and no shifting of the position is carried out. (1.3.3) For automobiles equipped with other transmission ‘The transmission gear operation determined by taking the running char- acteristics of the automobile concerned into account shall be followed.19 D 1012: 1997 (2) Case of constant speed running (2.1) The speed of test running and the position of transmission gear shall be suit- able for the purpose of test. (2.2) In the test running, approach running is carried out until the test speed is attained, and the speed is maintained until completion of the measurements. (2.3) It is desirable to carry out the test running several times at each speed. (2.4) The duration of measurement of rate of fuel consumption and so on shall be as stated below. (a) When fuel flow-rate measurement method is used, the duration shall be such that the fuel consumption is 10 mL or more. (b) When carbon balance method is used, the duration shall be such that about 50 L or more gas is sampled in the bag of CVS. 3.4.3 Measuring method (1) Procedures when carbon balance method is used (1.1) All the amount of exhaust gas discharged from the exhaust tube of test auto- mobile is introduced into CVS device, and the amount necessary for exhaust gas analysis (about 50 L to 100 L) is sampled in the bag. The gas for analysis of HC shall be sampled further from diesel automobiles employing gas oils as the fuel at a position where the exhaust gas is sufficiently mixed with dilu- tion air and which is located at up-stream side of heat exchanger if the CVS device is equipped with a heat exchanger, (1.2) The sampled exhaust gas is analyzed by the appropriate analyzer for the ex- haust gas components stated in Table 1, and the amount of exhausted compo- nent is calculated from the calculative equation stated in (1.3), Table 1 Exhaust gas component Analyzer C0, CO; Non-dispersive infrared analyzer (NDIR) HE (gasoline, LP gas) | Flame ionization detector (FI HC (gas oils) Heated flame ionization detector (HFID) (1.8) Calculative equation for amount of exhaust gas component Amount of exhausted CO (g/km) COnass = Vinx density of CO x COene% 10- Amount of exhausted HC (g/km) HCoass = Vax x density of HC x HCene x 10° Amount of exhausted CO: (g/km) COsmass = Vii X density of COs x COseone x 10-2 where, COmas: amount of exhausted CO (g/km)D 1012: 1997 (1.3.1) CO density: mass in gram per 1 liter (L) of CO under standard conditions (1.17 g/L) (1.3.2) COcmnei remainder of CO concentration (ppm) in diluted exhaust gas sub- tracted by CO concentration (ppm) in diluting air (ppm) 1 CO cere =0.-00,(1-3.] where, CO,: CO concentration in diluted exhaust gas (ppm) COx: CO concentration in diluting air (ppm) If adsorbent is used for the purpose of elimina- tion of steam, CO:, ete., CO, and CO; are corrected by means of the following equation: CO, = (1-0.019 25C0;.—0.000823H)CO.n, where, COs: CO: concentration in diluted ex- haust gas (%) HT: relative humidity of diluting air (%) CO.m: CO concentration in diluted ex- haust gas when adsorbent is used (ppm) CO, =(1~0.0003231)COsm where, COjm: CO concentration in diluting air when adsorbent is used (ppm) Dr: dilution rate (it is preferable not to become less than 8 due to condensation of water in CVS) Calculative equation stated in (1.3.6) shall be used. HC mass: amount of exhausted HC (g/km) (1.3.3) HC density: HC density in exhaust gas expressed by mass in gram per 1 liter (L) of HC under standard conditions (g/L) OOBRucox+ 12.01, 273 HC density= aa ay where, Rucer: numerical ratio of hydrogen atoms and carbon atoms in HC included in exhaust gas which shall be identical to that used in 3.5 (1). If there is no numerical value obtained by component analysis of exhaust gas or the like, the appropriate value given below may be used. Gasoline, LP gas: 1.85 Gas oils: 1.9021 D 1012: 1997 (1.8.4) HCcone? remainder of HC concentration in diluted exhaust gas (ppm) sub- tracted by HC concentration in diluting air (ppm) which is expressed in the equivalent carbon concentration (ppm() and the value corresponds to three times propane concentration. 1 HCoone = HC.— HC,| 1- e.-ne,(1-2) where, HC,.: HC concentration in diluted exhaust gas (ppmC) In the case of antomobile employing gasoline or LP gas as the fuel, this is calculated from the diluted exhaust gas in a bag by means of the FID analyzer. In the case of diesel automobile employing gas oils as the fuel, the diluted exhaust gas through exclusive sampling line is analyzed by HFID ana- lyzer and this is obtained from the following equa- tion: | Cacat HO,= 5 where, ['*Cycdt: integrated value of analyzed record by HFID during test (te— 0) (ppmC) HC.: HC concentration in diluting air (ppmC) COsnass: amount of exhausted COs (g/km) (1.3.5) C02 density: mass in gram per 1 liter (L) of COs under standard condi- tions (1.83 g/L) (1.8.6) COs: remainder of CO: concentration in diluted exhaust gas (%) subtracted by CO: concentration in diluting air (%) a nok COseone = COve~ COs (1 3) where, CO2 : CO, concentration in diluted exhaust gas (%) CO2a: CO» concentration in diluting air (%) De: dilution rate (it is preferable not to become less than 8 due to condensation of water in CVS) 100 44 Rayer , 100—Rovex 2 4 — Row CO,.+ (HO.+ 6O,)x 10" where, Rocex: oxygen concentration in diluting air (%) (normally 20.9 %) (1.3.7) Vis: amount of diluted exhaust gas per 1 km running under standard con- ditions which has the value calculated by the procedure (a) or (b) stated below (L/km).22 D 1012: 1997 (a) When positive displacement type pump (PDP) CVS device is used P, 1 Voie = KsxVe Nx Zech feta = Ki X Eve TL , - 298.» ago 101.3 285 9} where, Ki: quotient of absolute temperature of atmosphere by atmospheric pressure under standard conditions (WkPa) (K/mmEig} Ve: total amount (L/revolution) of diluted exhaust gas discharged per one revolution of positive displace- ment type pump, which differs according to the pressure difference between front and back of this pump N:: integrated number of revolutions of positive dis- placement pump while diluted exhaust gas is be- ing sampled in the bag P,: absolute pressure of diluted exhaust gas at inlet of positive displacement pump, i.e. remainder of atmospheric pressure subtracted by pressure drop of mixed gas entering into positive displacement pump (kPa) (mmHg) T,: average absolute temperature of diluted exhaust gas at inlet of positive displacement pump (K) L: running distance (km) [This is actual running distance (km) as a rule. If the running distance (km) is specified, the speci- fied distance shall be taken. For example, in the 10°15 mode running the running distance is 4.165 (km).] (b) When critical flow venturi tube (CFV) CVS device is used a Vine = Ve X— L where, Vs: amount of diluted exhaust gas per one test under standard conditions (L/test) which is obtained from the following equation: _ x fe Plt =k,I' ne at where, Ke: calibration factor of venturi which is ob- tained from the following equation:Ke= Qa. xh 28 D 1012: 1997 Po where, Qesi: gas flow rate under standard con- ditions (which is converted from actually measured flow rate using Laminar flowmeter or the like) to be obtained from the following equation: te Pylt): Te(t): {x, 288 _ 9.3855 760 where, K,: quotient of absolute tem- perature of atmosphere by atmospheric pressure under standard eondi- tions (K/kPa) (K/mmHg) @c: actually measured gas flow rate (Lis) + actually measured abso- lute temperature of at- mosphere (K) Pe: actually measured atmo- spheric pressure (kPa) (mmHg) T): absolute temperature at inlet of venturi (K) ‘Po: absolute pressure at inlet of ven- turi (kPa) (mmHg) time spent per one test (s) [This is actually spent time (3) as a rule. If the time to be spent (s) is specified, the time shall be taken (s). For example, in the 10-15 mode running, the time to be spent is 660 (s).] absolute pressure of diluted exhaust gas at inlet of venturi (kPa) [mmHg] absolute temperature of diluted exhaust gas at inlet of venturi (K) time (s)24 D 1012: 1997 L: running distance (km) [This is actual running distance (km) as a rule. If the running distance (km) is speci- fied, the specified distance shall be taken. For example, in the 10+15 mode running the running distance is 4.165 (km).] (2) When flow-rate measuring method is used (a) The amount of fuel consumption is measured by calculating the flow rate of the fuel fed from the fuel tank and consumed in the prime mover of the test automobile using a fuel flow rate meter. At the same time the time spent and the running distance by means of running distance meter are measured. (b) The fuel consumption is measured to the nearest 0.1 mL, 3.5 Calculation of rate of fuel consumption ‘The rate of fuel consumption shall be calculated from either of the following methods: (1) When carbon balance method is used The rate of fuel consumption shall be calculated from the equation stated below by using the amounts of exhaust gas components obtained in 3.4.2 (1). Dx Row X10" 0,489 X COmaaxt Rowntc X HC pay + 0-273 % COsmans - 12.01 Bice ® 1.008% Royer 16.00+ 12.01 12.01 Row * 1,008 + 12.01 Fi Rowe Rewsne = where, Fe: rate of fuel consumption (km/L) D: density of fuel (15 °C) (g/mL) As stated in JIS K 2249 or JIS K 2240. Rows: mass rate of carbon in fuel Reweuc: mass rate of carbon in HC in exhaust gas COmass amount of exhausted CO (g/km) HCrase? amount of exhausted HC (g/km) COsmass: amount of exhausted COs (g/km) Rucr: numerical ratio of hydrogen atoms and carbon atoms in fuel Roct: numerical ratio of oxygen atoms and carbon at- oms in fuel Rucex: numerical ratio of hydrogen atoms and carbon atoms in HC included in exhaust gas, which shall be identical to those used in 8.4.3 (1.3.3) and (1.8.6). If there is no numerical values obtained by com- ponent analysis of exhaust gas or the like, the ap- propriate value given below may be used. Gasoline and LP gas: 1.85 Gas oils: 1.9025 D 1012: 1997 (2) When flow-rate measuring method is used The rate of fuel consumption shall be obtained from the equation stated below by using the amounts of ex- haust gas components obtained in 8.4.2 (2). rate of fuel consumption (km/L) : running distance (km) [This is actual running distance (km) as a rule. If the running distance (km) is specified, the speci- fied distance shall be taken. For example, in the 10°15 mode running the running distance is 4.165 (km).] Q: fuel consumption (L) 3.6 Test results The measurement records and the results of test shall be entered as stated in Attached Tables 9 to 12.26 D 1012: 1997 Attached Table 1 Measurement records in rate of fuel consumption test “Tes automobile Date of ost Year__Month. ‘Loaded mass -number Oring persons Kf persons. Place of test, —__ Gross mass of Gutomobileattet Wi KR Condition of surface Used fuel Weather Volume ratio of fuel tollubricating oil _Atmonpheric temperature + gases [Atmospheric pressure Pa ict nade Pasi Fa Ret huity __* Coreection factor Direction and cfolometer C= ality of wind mis Used transmission ‘Wind velocity (horizontal gear position ‘component vertical component) __/_m/s Measurer = Driver ‘Number | Specified | Running | Cooling fuid | Fuel “Spent [Marker on road] Actual [Actual [Rate of fuel ofterts | test | direction | temperature | consump- | time ‘istance | speed | consumption) speed tion w |v. |. Beorke Gore First | Last (mst £o, o | ow eens [konto] Qemit Remake Caleulating equation * Rate of fuel consumption Fe= @ MeL gM Notes (}) When mixed fuel is used, density of gasoline only is entered © Inthe @ or @ and F. or Fin this Table the respective parameters omitted. not used should be2T D 1012: 1997 Attached Table 2 Results of rate of fuel consumption test ‘Test automobile Date oftest = __Year__Month__bay Loaded mass number sfeidingpersons —______g___persons. Pace of test. . (Gross mass of easificaton automobile attest Wik. Condition of surface (orwee) Used ue Weather imospheric rat & snare ‘Atmospheric temperature 7 aie owner poe tne Volume ratio of fst to lublicating oil Relative humidity * Used tanamiasion Wind velacity horizontal ‘gear position. component ‘vertical component). £ al Measurer Driver Specied Actual | Fuelcon- | Running ] Spent] — Wate of fel consumplion’) | Remarks testepeed | speed | sumption | distance | time | Fort MuorFa Reo Fat ¥ | oe i emi) | cam | Si cm | [ams [amy [ities RAARAY RRRALAS, Notes () When mixed fuel is © Inthe Q or Q, Foor omitted, used, density of gasoline only is entered. Ré, ete. in this Table the respective parameters not used should be Rate of fuel consumption ef Lh, Lita) i Calculating equ Rate of fuel consumption “Actual speed kav kem/L. Lib Liteekm) km/L. L/h L/ (tek)28 D 1012: 1997 Attached Table 3 Nature list of gasoline (see 3.2.2.) Tem ‘Specification | Remarks Distillation nature | Initial boiling point ‘2 toaT | JIS K 2254 3. 10% 40 to 65 50% 85 to 115, 90 % 140 to 175, End point 210 max, Sulfer content % 0.08 max. | JIS K 2541 Lead content (converted to tetraethyl lead) mi/L| 0,001 max. | JIS K 2265 ‘Vapour pressure kPa | a4toas | sIS K 2258 Attached Table 4 Nature list of gas oils (see 3.2.2.) Tem Specification | Remarks Cetane index @5min._ | JIS K 2280 Distillation nature and 90 % recovered 360 max | JTS K 2254 temperature cy Flash point =} ce SIS K 2265, Dynamic viscosity (O°) mums IS K 2268, Attached Table § Equivalent inertial mass (see 3.2.7.) Mass of test automobile | Standard value of equivalent inertial mass ke ke to 562 00 563 to 687 [ae _ 688 to 812 750 813 to 997 ee 938 co 1195 | —_—-1000 1126 to 1395 1250 1876 to 1625 1500 ‘ 1626 to 1875 1750 1876 to 2125 2.000 2126 to 2575 2.250 zavé weer | __ 2500 2.626 to 2875 2750 2876 w 3250 8.000 Herealter every 600 kg | Hereafter every 500 ke29 D 1012: 1997 Attached Table 6 10-mode running pattern Tum] Rox] Run | Gumul ‘Standard positon of tranemiasion Aecelerae ning | ning | ning | tive time} Y___ditor mose| Hate | time aap (8+ OD) stp Step | doslera- tae |e |e | transmission | transmission | transmission [tion eve! 1] tating | 20 i om | 7 | (o>29) [018 5-20)| (015) 5a9)| 07 | ase Lom Low2nt | Low-208 Bad ind, | Ba 2nd a] +20) (20-+40) | (0-+15) (15-80) | (0-15) (15-30) | 0.79. Low2ad | Law2ad | co-o4o | 3d To ie ae LM Ea Tr | 6 saad | Tops | = Bn id and ea Top ih ad ath Remarks: The numerical values in parentheses in the column of standard position of transmission gear show the speeds corresponding to respective posi- tions of transmission gear. The acceleration and deceleration show informative reference values. Speed ‘ah Duration (8) Informative reference Fig. 1 10 mode30 D 1012: 1997 Attached Table 7 15-mode running pattern Tx | Ree] Bae ame a pane ae S| = |e 7 ome | me, [ee lee, Be ce | etannes.| BRRERES. || Etta | Side, | Sethe 1 Tdhng | 65 ry — 2] nso] ae] as [onan oma oman erm [ Os 0-9 [OIA] OTT levied | kawaed | owes (ao) | wow) | Tap oa ‘eh 3 2 5 | Top 3rd ‘Top T + | =o ot a To ow s[ “08 Top sap a : «| ea [ew | [sas - 7 oO 0 Le te 3nd | 2 | ww a [oo | it? | Top wh |S ® = mI ae] |) ee i [oe wd To ah B | 070 2 and Tap me | Oe apm os oo Top Top We | ap | ree tp | 030 3000=«|~SOO i] ce Tam Weaes | 08s 15 | tating wo | a i = zt Te = ‘The numerical values in parentheses in the column of standard position of transmission gear show the speeds corresponding to respective posi- tions of transmission gear. ‘The acceleration and deceleration show informative reference values, eA SION NNTB eB vO HeOVWOIGA EON AY zeke Duration () Informative reference Fig. 2. 15 mode31 D 1012: 1997 Attached Table 8 15-mode running pattern (manual 6-step transmission vehicle) Ran Run] Run] Camole-| Posen fwancmiean | Standard ponton of] Accor ning ning ning | tive time | garforfoclonmumpton | irnsmisson ee | tion or mode state | time [ Benton town ting decelera- an : . Step tannin | atptranamiion| tom ms? 1 Ting | @ = = = 2 oso |B a3 | mas) ass38) | @-15)«15+35) | OTT | Low-2na Low-20d | | (85-50) (5-50) | sid wa | 3 | 2 98 ath a | + oh a6 = ih 02s oh 7030 ao 30-0 10 221 | | 0.8 | aime [0a = Remarks: The numerical values in parentheses in the column of standard position of transmission gear show the speeds corresponding to respective posi- tions of transmission gear. ‘The acceleration and deceleration show informative reference values. m/hy 6G BOMB Heo so Hie Nese eT Duration (s) Informative reference Fig. 3 15 mode32 D 1012: 1997 Attached Table 9 Record of load setting (coasting method) OTest automobile of prime mover Maximum out ‘Name of vehicle» Gausifeation) ‘Transmission Reduction gear ratio Body number ‘Tire size Pneumatic Front Rear Running distance Jem pressureof tire wheel kPa age] _wheel___kPa [gage|_ ‘Mass of automobile ke ‘Masa of tet automobile ke ‘ORecord of running resistance at test tracke Date of measurement Year Month __Day Place of measurement Measurer ‘Mass at measurement ‘Atmospheric ‘Atmospheric of running resistance kg Weather pressure, KPa temperature °C. Inertial mass equivalent ‘Wind velocity (horizontal component/ {a rotating paris kg. vertical component). 1 mis ‘Specified ~ Coasting time ‘Average | Running | Target running speed ‘coasting time | resistance | rosistance ‘n/a, 5 5 N N Going Coming Going ‘Coming Going Coming Remarks NAR Going Coming Regression equation Fy an a ‘Record of load setting on chassis dynamometer Date of ‘measirement Year _Month Day _Place of measurement Chassis dynamometer (multi-point setting, eoefTiciont setting, one-point setting) Equivalent inertial vamatic pressure of mass (set value) kg driving wheel Gre kPa igage! Inertial mass corresponding to rotating parts of drive system Speed | Coasting time |, Average ‘Set running | Target running | Error in | Dial scale | Remarks coasting time | resistance | resistance setting km/h. 5 * N N % Remarks33 D 1012: 1997 Attached Table 10 Record of load setting (wheel torque method) OTest automobile ‘Type of prime mover: ‘Maximum output ‘Name of vehicle type (Classification) ‘Transm: Body number ‘Tice size — Pneumatic Front Rear Running distance Jum pressureof tire wheel ___KkPaiage| wheel __ KPa [gage Mass of automobile kg Masa of test automobile kg QRecord of running resistance at test track Date of measurement Year Month Day. Plave of measurement Measurer ‘Mass at measurement Atmospheric ‘Atmospheric of running resistance kg Weather pressure KPa temperature °C ‘Wheel torque meter ‘Wind velocity (horizontal component/ umber ight eft ‘vertical component) L mis Reduction gear Specified | Direction | Measured Running torque ‘Target toraue Remarks speed | of running | vehicle speed "ens ‘km/h Nm Nm Going Coming Going Coming Going Coming | Going Coming Regression equation Record of load setting on chassis dynamometer Date of measurement Year Month Day Place of measurement. Chassis dynamometer (multi-point setting, coefficient setting, one-point Equivalent inertial Paeumatie pressure of smass (set value) kg driving wheel tire kPa |gage! ‘Wheel torque meter umber ight. left Speed | Verified actual speed | Setiorque | Tarwet wrque | Error inviting | Dial scale | Remarks rush en/h Nm Nm % Remarks34 D 1012: 1997 Attached Table 11 Record of load setting (suction manifold inner pressure method) Date ot Place af ‘easement Weather measurement Measurer Test automobile Name of vehicle- type (clasifieaion) ‘Type ofprime mover “Engine swept volume L Body number Transmission edition gear ratio Running distance lem Tie size - Pneumatic. Front Rear Mass of automabile ug. presaure oftire wheel __kPa gage! wheel __kPa pagel Mass of test automobile Ig Used fuel ‘ORecoed of measurement Wind velocity horizontal component! Atmospherie pressure (Pu) kPa Yertial component) L mis “Atmospheri temperature ¢ Speck [Actual [Direc | Suction manifld ‘Absolute [Position | Record of chassis dynamometer fe seed Juonar | ime pee) romans |f rane ry, 5 running naa (Bmp kPa | mission sim | accually mex- | Digital | Remarks ® @®]@ |S" | suredintake | scale Normal | Device presoure (AP) value eh | hah Mate | removed) KPa erage ron} im) _ ‘Average |) 7 Rrerage oF 7 ‘erase cD. on) ‘aeeraee as) oO Laan <2 Ww RRA AR RAR ARRAS pinarkerawewtern = r E er ‘Notes () When the device stated in @) is removed, the name of ‘mosphere the device concerned is entered in the space below. reuse i oom Ps © Pa=Pu-APm— &Por=Par—Pe Date of oad seting (© In ) in the column of suction manifld inner pressure, - AP is entered (© Inthe colump of actualy measured intake pressure, the states of @) and @) are entered.35 D 1012: 1997 Attached Table 12 Results of rate of fuel consumption test at 10-15 mode Date of Place of measurement measurement Measurer OTest automobile Name of vehicle -type (lassfieation) ‘Type of prime mover Maximum output. Body number Use Cyde Cylinder Engine swept volume: L ‘Running distance km ‘Transmission __Reduetion gear ratio ‘Mass of automobile - kg. Used fuel Density wemperature °C), Equivalent inertial Ratio of hydrogen Ratio of oxygen ‘mas (set value) ig twearhon 1a carbon OPest equipment Chassis dynamometer (sult-point setting, coefficient setting, one-point seting) lower (proportional to speed type, Fuel consumption measuring equipment Exhaust gas analyzer ) CVS deviee (PDP, CFV) (Sampled amount ‘mmin) Fuel flow rato measuring instrument * Oest results Initiation time of Cooling water Lubricating oi running clock minute temperture *C_ temperature “c Dey-bulb tempera: the in est room to °C. Dilution factor W») Wet-bulb tempera- ture in teat room to °C. Amount of diluted exhaust gas (Vn) Lokam Relative humidity Static pressure difference at in test room % opening of exhaust tube Pa (70 ra/h) ‘Atmospheric pres arent rm ka, Concentration ot | Coneeniration | A—(x(-1IDp) | Discharged amount Exhaaat diluted exhaust gas | ofdlating ar fx component a 2 co bom om Pm km He pom Pome Pome win | CO,” ® % * ek Fuel consumption (flow-rate measuring method) L Rat of ue consumption Rate of fuel consumption (carban balance method) km/L. (flow-rate measuring method) m/e ORemarke36 D 1012: 1997 Informative reference 1 Points in mounting of fuel flowmeter This Informative reference supplements the matters correlating with the provi sions of this text and does not form a part of the provisions. Introduction This Informative reference describes the matters to be taken care of at mounting of fuel flowmeter to the vehicle. 1 Points and precaution at mounting of fuel flowmeter ‘The points and pre- caution at mounting of fuel flowmeter to the vehicle are described below. (1) The return fuel of automobiles equipped with gasoline carburetor or diesel en- gine shall be returned to the feed pipe located downstream the flowmeter and upstream the fuel pump. (2) The fuel return of automobiles equipped with gasoline fuel injection equipment shall be such that the fuel is enclosed downstream the injector, a pressure regulator is mounted upstream the flowmeter and the return fuel is returned to the fuel tank. (3) Ifa flowmeter with large passage resistance is used, in some cases sufficient fuel flow rate cannot be obtained due to lowering of fuel pressure, At the mea- surement of flow rate, the fuel pressure immediately after the flowmeter is mea- sured, and it is necessary to consider installation of auxiliary fuel pump or the like if abnormal pressure appears. (4) If the measurement of mass flow rate is necessary, the mass flow rate is ob- tained by calculation utilizing the fuel temperature measured at the inlet of the flowmeter because majority of flowmeters is volume flowmeter, (5) The fuel pressure of automobiles equipped with gasoline fuel injection equip- ment is around 300 kPa, therefore tightening of fuel hose or piping shalll be made firmly. Flowmeters with sufficient pressure withstanding property shall be used,37 D 1012: 1997 Informative reference 2 Connecting method of test automobile and CVS device when carbon balance method is used This Informative reference supplements the matters correlating with the provi- sions of this text and does not form a part of the provisions. Introduction This Informative reference describes the points to be taken care of at the connection of the opening of exhaust tube of test automobile and the exhaust gas sampling part of the CVS device when the rate of fuel consumption is measured in accordance with carbon balance method. 1 Precaution at connection It is preferable to take the consideration stated below into account at the connection with the CVS device. @ (2) (3) (4) 6) (6) A rubber hose with sufficient heat resistance shall be used. A rubber hose which will not produce HC, CO, CO;, etc. due to heat shall be used. ‘The clip shall be tightened firmly so that the exhaust gas will not leak. When an exclusive jig is used, a jig whose inside diameter fits with the out diameter of exhaust tube shall be manufactured and used. Under such service conditions that the exhaust gas becomes high temperature as continuous running at high load, the joint shall be cooled by air or the like. Care shall be taken so that the component will not come out due to vibration or the like during the test.38 D 1012: 1997 Informative reference 3 Simple calculation method of numerical ratios of hydrogen atoms and carbon atoms and of oxygen atoms and carbon atoms in gasoline and gas oils ‘This Informative reference supplements the matters correlating with the provi- sions of this text and does not form a part of the provisions. Introduction This supplement describes the method for simple calculation of nu- merical ratios of hydrogen atoms and carbon atoms and of oxygen atoms and carbon atoms from the characteristic values stated in the property table of used fuel when the measurement and calculation of rate of fuel consumption are carried out by car- bon balance method. 1 Simple calculation method of numerical ratios of hydrogen atoms and carbon atoms and of oxygen atoms and carbon atoms When the volume ratio of aromatics in the fuel property table is expressed by the volume ratio of aromatics excluding MTBE (Methyl Tertiary Butyl Bther) in the fuel, the volume ratio of aro- matics Am in the fuel mixed with MTBE is calculated by means of equation (1) and the numerical ratios of hydrogen atoms and carbon atoms and of oxygen atoms and carbon atoms are calculated from equations (2) to (6). If the volume ratio of aromat- ics in the fuel property table is that including MTBE in the fuel, the numerical ra- tios of hydrogen atoms and carbon atoms and of oxygen atoms and carbon atoms are calculated from equations (2) to (6) with the value in table being Aw. An =(1-Bu)x Ar A) where, Aq: volume ratio of aromatics in fuel mixed with MTBE, Ba: volume ratio of MTBE in fuel mixed with MTBE Ap: volume ratio of aromatics excluding MTBE in fuel Ry 1201 * 100 — Ry Rov) * oe ey Ruce = sevseeeess (2) 12.01 Rox Reg=——- 100 16.00x(1 (3) where, Rucr: numerical ratio of hydrogen atoms and carbon atoms in fuel Roce: numerical ratio of oxygen atoms and carbon at- oms in fuel Ry: mass ratio of hydrogen in fuel (%)39. D 1012: 1997 9.193 + 0.015 860* -10.3824,, D +0.006 1744.4" 47.974 Ay 0.014 756" +1.953 «- (4) where, D: density of fuel (15°C) (g/mL) + 8m) i $00) ceceinesreeneseerees 6 - 5) where, Ov: 10% distillation temperature of fuel (°C) O50: 50 % distillation temperature of fuel (°C) 40: 90% distillation temperature of fuel (°C) mass ratio of oxygen in fuel (%) Rox = 18.15% By « . (6)Errata for JIS (English edition) are printed in Standardization Journal, published monthly by the Japanese Standards Association, and also provided to subscribers of JIS (English edition) in Monthly Information Errata will be provided upon request, please contact Standardization Promotion Department, Japanese Standards Association 4-1-24, Akasaka, Minato-ku, Tokyo, 107 JAPAN ‘TEL. 03-3583-8002 FAX, 03-3583-0462