43.060.01 - Internal combustion engines for road vehicles in general
ICS 43.060.01 Details
Internal combustion engines for road vehicles in general
Verbrennungsmotoren fur Kraftfahrzeuge im allgemeinen
Moteurs a combustion interne pour véhicules routiers en général
Motorji z notranjim zgorevanjem za cestna vozila na splošno
General Information
Frequently Asked Questions
ICS 43.060.01 is a classification code in the International Classification for Standards (ICS) system. It covers "Internal combustion engines for road vehicles in general". The ICS is a hierarchical classification system used to organize international, regional, and national standards, facilitating the search and identification of standards across different fields.
There are 33 standards classified under ICS 43.060.01 (Internal combustion engines for road vehicles in general). These standards are published by international and regional standardization bodies including ISO, IEC, CEN, CENELEC, and ETSI.
The International Classification for Standards (ICS) is a hierarchical classification system maintained by ISO to organize standards and related documents. It uses a three-level structure with field (2 digits), group (3 digits), and sub-group (2 digits) codes. The ICS helps users find standards by subject area and enables statistical analysis of standards development activities.
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SIGNIFICANCE AND USE
5.1 This test method evaluates the ability of an automotive engine to mitigate preignition in the combustion chambers in turbocharged, direct injection, gasoline engines under low-speed and high-load operating conditions.
5.2 Varying quality reference oils, with known preignition tendencies, were used in developing the operating conditions of the test procedure.
5.3 The test method has applicability in gasoline-engine-oil specifications and is expected to be used in specifications and classifications of engine lubricating oils, such as the following:
5.3.1 Specification D4485.
5.3.2 ILSAC GF-6.
5.3.3 SAE Classification J183.
SCOPE
1.1 This laboratory engine test evaluates the ability of an automotive engine to mitigate preignition in the combustion chambers in gasoline, turbocharged, direct-injection (GTDI) engines under low-speed and high-load operating conditions. This test method is commonly known as the Ford low-speed, preignition (LSPI) test.
1.1.1 In vehicles, equipped with relatively small GTDI spark-ignition engines, preignition has occasionally occurred when the vehicles are operated under low-speed and high-load conditions. Uncontrolled, preignition may cause destructive engine damage.
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.
1.2.1 Exceptions—Where there is no direct SI equivalent such as screw threads, national pipe threads/diameters, tubing size, wire gauge, or specified single source equipment.
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
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SIGNIFICANCE AND USE
4.1 The test method is designed to predict the elevated temperature deposit forming tendencies of an engine oil subject to the added oxidizing stress of a turbocharger. This test method can be used to screen oil samples or as a quality assurance tool.
SCOPE
1.1 This test method covers the procedure to determine the amount of deposits formed by automotive engine oils utilizing the thermo-oxidation engine oil simulation test (TEOST2).3 The range and applicability of the TEOST Turbo2 test method as derived from an interlaboratory study is approximately 5 mg to 90 mg. However, experience indicates that deposit levels of up to 150 mg or greater can be obtained.
1.2 This test method uses a patented instrument, method and patented, numbered, and registered depositor rods traceable to the manufacturer4 and made specifically for the practice and precision of the test method.
1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.
1.3.1 Milligrams (mg), grams (g), milliliters (mL), and liters (L) are the units provided because they are an industry accepted standard.
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
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This document specifies a method for testing engines designed for automotive vehicles. It applies to the evaluation of their performance with a view, in particular to presenting curves of power and specific fuel consumption at full load as a function of engine speed. It applies only to net power assessment. This document concerns internal combustion engines used for propulsion of passenger cars, trucks and other motor vehicles, excluding motorcycles, mopeds and agricultural tractors normally travelling on roads, and included in one of the following categories: - reciprocating internal combustion engines (spark-ignition or compression-ignition) but excluding free piston engines; - rotary piston engines. These engines can be naturally aspirated or pressure-charged, either using a mechanical supercharger or turbocharger.
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This document specifies a method for testing internal combustion engines for propulsion of road vehicles as defined in ISO 3833. It applies to the evaluation of their performance with a view, in particular, to presenting curves of power and specific fuel consumption at full load as a function of engine speed. This document is applicable to gross power assessment. This document concerns internal combustion engines used for propulsion of passenger cars, trucks and other motor vehicles, excluding motorcycles, mopeds and agricultural tractors normally travelling on roads, and included in one of the following categories: - reciprocating internal combustion engines (spark-ignition or compression-ignition) but excluding free piston engines; - rotary piston engines. These engines can be naturally aspirated or pressure charged, either using a mechanical supercharger or turbocharger. This document is primarily intended for the communication between the engine manufacturer and the manufacturer of the vehicle. If used for advertising purposes, the ratings will clearly state that they are gross power in accordance with 9.2.
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SIGNIFICANCE AND USE
5.1 Test Method—The data obtained from the use of this test method provide a comparative index of the fuel-saving capabilities of automotive engine oils under repeatable laboratory conditions. A BL has been established for this test to provide a standard against which all other oils can be compared. The BL oil is an SAE 20W-30 grade fully formulated lubricant. The test procedure was not designed to give a precise estimate of the difference between two test oils without adequate replication. The test method was developed to compare the test oil to the BL oil. Companion test methods used to evaluate engine oil performance for specification requirements are discussed in the latest revision of Specification D4485.
5.2 Use—The Sequence VID test method is useful for engine oil fuel economy specification acceptance. It is used in specifications and classifications of engine lubricating oils, such as the following:
5.2.1 Specification D4485.
5.2.2 API 1509.
5.2.3 SAE Classification J304.
5.2.4 SAE Classification J1423.
SCOPE
1.1 This test method covers an engine test procedure for the measurement of the effects of automotive engine oils on the fuel economy of passenger cars and light-duty trucks with gross vehicle weight 3856 kg or less. The tests are conducted using a specified spark-ignition engine with a displacement of 3.6 L (General Motors)4 on a dynamometer test stand. It applies to multi viscosity grade oils used in these applications.
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.
1.2.1 Exceptions—Where there is no direct equivalent such as the units for screw threads, National Pipe threads/diameters, tubing size, and single source supply equipment specifications. Additionally, Brake Fuel Consumption (BSFC) is measured in kilograms per kilowatthour.
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.
1.4 This test method is arranged as follows:
Subject
Section
Introduction
Scope
1
Referenced Documents
2
Terminology
3
Summary of Test Method
4
Significance and Use
5
Apparatus
6
General
6.1
Test Engine Configuration
6.2
Laboratory Ambient Conditions
6.3
Engine Speed and Torque Control
6.4
Dynamometer
6.4.1
Dynamometer Torque
6.4.2
Engine Cooling System
6.5
External Oil System
6.6
Fuel System
6.7
Fuel Flow Measurement
6.7.2
Fuel Temperature and Pressure Control to the Fuel
Flowmeter
6.7.3
Fuel Temperature and Pressure Control to Engine Fuel Rail
6.7.4
Fuel Supply Pumps
6.7.5
Fuel Filtering
6.7.6
Engine Intake Air Supply
6.8
Intake Air Humidity
6.8.1
Intake Air Filtration
6.8.2
Intake Air Pressure Relief
6.8.3
Temperature Measurement
6.9
Thermocouple Location
6.9.5
AFR Determination
6.10
Exhaust and Exhaust Back Pressure Systems
6.11
Exhaust Manifolds
6.11.1
Laboratory Exhaust System
6.11.2
Exhaust Back Pressure
6.11.3
Pressure Measurement and Pressure Sensor Locations
6.12
Engine Oil
6.12.2
Fuel to Fuel Flowmeter
6.12.3
Fuel to Engine Fuel Rail
6.12.4
Exhaust Back Pressure
6.12.5
Intake Air
6.12.6
Intake Manifold Vacuum/Absolute Pressure
6.12.7
Coolant Flow Differential Pressure
6.12.8
Crankcase Pressure
6.12.9
Engine Hardware and Related Apparatus
6.13
Test Engine Configuration
6.13.1
ECU (Power Control Module)
6.13.2
Thermostat Block-Off Adapter Plate
6.13.3
Wiring Harness
6.13.4
Oil Pan
6.13.5
Engine W...
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This International Standard is applicable to heavy-duty road vehicle engines subject to regulations as regards their exhaust emissions at the time of their certification. Mopeds, motorcycles, passenger cars and non-road vehicles are not within its scope. This International Standard defines the criteria making it possible to group those engines of the same manufacturer having, by design, similar regulated exhaust emission characteristics (gaseous and particulate pollutants, as well as smoke) within a family or families. It defines the parameters necessitating the carrying out of different groupings, leaving open to the manufacturer the latitude to carry out groupings of lower size. This International Standard defines the procedure for selecting from within each engine family the parent engine, the specific characteristics of which will probably make it more difficult to produce a low level of exhaust emissions.
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2009-09-09 SJ: Under Alert 2 - can be deleted if no text by end December 2009.
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2009-11-25 SJ: the reference has been corrected (from prA3 to prA1). This is the first amendment to EN 1175-3:1998.
2009-09-09 SJ: Under Alert 2 - can be deleted if no text by end December 2009.
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1.1 This standard specifies the electrical and related mechanical safety requirements for the design and construction of the electrical installation in internal combustion engine powered trucks (hereinafter referred to as "trucks") with starter battery nominal voltages up to and including 24 V.
NOTE 1 Part 3 of this standard details specific electrical requirements for electrical power transmission systems of internal combustion engine powered trucks.
NOTE 2 Reference is made to this standard in other standards which cover the non-electrical requirements of the various industrial truck types.
NOTE 3 The special requirements for operation in potentially explosive atmospheres are not covered in this European Standard.
1.2 The requirements of this standard are applicable, when trucks are operated under the following climatic conditions:
- Maximum ambient temperature, continuous duty: +40 °C;
- Lowest ambient temperature: -20 °C;
- Service altitude: up to 2000 m;
- Relative humidity: in the range 30 % to 95 % (non condensing).
1.3 This standard covers specific hazards which could occur during the intended use of trucks. For hazards occurring during construction, transportation, commissioning, decommissioning and disposal, reference should be made to EN ISO 12100-2:2003.
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1.1 This standard specifies the safety requirements for the design and construction of electrical power transmission systems of trucks with internal combustion engines driving one or more generators with outputs up to and including 600 V supplying power to function motors. The Annex A is normative and contains "Generators - Output and test rules". NOTE 1 : Reference is made to this standard in other standards which cover the non-electrical requirements of the various industrial truck types. NOTE 2 : This standard does not address the subject of electromagnetic compatibility (EMC). NOTE 3 : The special requirements for operation in potentially explosive atmospheres are not covered in this standard. 1.2 The requirements of this standard are applicable, when trucks are operated under the following climatic conditions: - Maximum ambient temperature, continuous duty: +40?C; - Lowest ambient temperature: -20 ?C; - Service altitude: up to 2000 m; - Relative humidity: in the range 30 % to 95 % (non condensing). 1.3 This standard covers specific hazards which could occur during the intended use of trucks. For hazards occurring during construction, transportation, commissioning, de-commissioning and disposal, reference should be made to EN 292.
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1.1 This standard specifies the electrical and related mechanical safety requirements for the design and construction of the electrical installation in internal combustion engine powered trucks (hereinafter referred to as "trucks") with starter battery nominal voltages up to and including 24 V. NOTE 1: Part 3 of this standard details specific electrical requirements for electrical power transmission systems of internal combustion engine powered trucks. NOTE 2: Reference is made to this standard in other standards which cover the non-electrical requirements of the various industrial truck types. NOTE 3. This standard does not address the subject of electromagnetic compatibility (EMC). NOTE 4. The special requirements for operation in potentially explosive atmospheres are not covered in this standard. 1.2 The requirements of this standard are applicable, when trucks are operated under the following climatic conditions: - Maximum ambient temperature, continuous duty: +40øC; - Lowest ambient temperature: -20 øC; - Service altitude: up to 2000 m; - Relative humidity: in the range 30 % to 95 % (non condensing). 1.3 This standard covers specific hazards which could occur during the intended use of trucks. For hazards occurring during construction, transportation, commissioning, de-commissioning and disposal, reference should be made to EN 292.
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Applies to rotary piston engines and reciprocating internal combustion engines except of free piston engines for passenger cars and other motor vehicles, excluding motorcycles, mopeds and agricultural tractors, normally travelling on roads. Specifies a method of testing to evaluate their performance with a view, in particular, to presenting curves of power and specific fuel consumption at full load as a function of engine speed.
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