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Regulation No 85 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of internal combustion engines or electric drive trains intended for the propulsion of motor vehicles of categories M and N with regard to the measurement of net power and the maximum 30 minutes power of electric drive trains

1.   SCOPE

2.   DEFINITIONS

2.5.   ‘Hybrid vehicles (HV)’

3.   APPLICATION FOR APPROVAL

4.   APPROVAL

5.   SPECIFICATIONS AND TESTS

5.1.   General

The components liable to affect the power of the drive train shall be so designed, constructed and assembled as to enable the drive train in normal use, despite the vibration to which it may be subjected, to comply with the provisions of this Regulation.

5.2.   Description of tests for internal combustion engines

5.3.   Description of tests for measuring the net power and the maximum 30 minutes power of electric drive trains

The electric drive train shall be equipped as specified in Annex 6 to this Regulation. The electric drive train shall be supplied from a DC voltage source with a maximum voltage drop of 5 per cent depending on time and current (periods of less than 10 seconds excluded). The supply voltage of the test shall be given by the vehicle manufacturer.

Note: If the battery limits the maximum 30 minutes power, the maximum 30 minutes power of an electric vehicle can be less than the maximum 30 minutes power of the drive train of the vehicle according to this test.

5.3.1.   Determination of the net power

5.3.2.   Determination of the maximum 30 minutes power

5.4.   Interpretation of the results

The net power and the maximum 30 minutes power for electric drive trains indicated by the manufacturer for the type of drive train shall be accepted if it does not differ by more than ± 2 % for maximum power and more than ± 4 % at the other measurement points on the curve with a tolerance of ± 2 % for engine or motor speed, or within the engine or motor speed range (X1 min-1 + 2 %) to (X2 min-1 - 2 %) (X1 < X2) from the values measured by the technical service on the drive train submitted for testing.

6.   CONFORMITY OF PRODUCTION

The conformity of production procedures shall comply with those set out in Appendix 2 of the Agreement (E/ECE/324 — E/ECE/TRANS/505/Rev.2), with the following requirements:

7.   PENALTIES FOR NON-CONFORMITY OF PRODUCTION

8.   MODIFICATION AND EXTENSION OF APPROVAL OF THE DRIVE TRAIN TYPE

9.   PRODUCTION DEFINITELY DISCONTINUED

If the holder of an approval completely ceases to manufacture a drive train approved in accordance with this Regulation, he shall so inform the authority which granted the approval. Upon receiving the relevant communication that authority shall inform thereof the other Parties to the 1958 Agreement applying this Regulation by means of a communication form conforming to the model in Annex 3 to this Regulation.

10.   NAMES AND ADDRESSES OF TECHNICAL SERVICES RESPONSIBLE FOR CONDUCTING APPROVAL TESTS, AND OF ADMINISTRATIVE DEPARTMENTS

The Parties to the Agreement which apply this Regulation shall communicate to the United Nations Secretariat the names and addresses of the technical services responsible for conducting approval tests, and/or the administrative departments which grant approval, and to which forms certifying approval or extension or refusal of approval, issued in other countries, are to be sent.

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(1)  1 for the Federal Republic of Germany, 2 for France, 3 for Italy, 4 for the Netherlands, 5 for Sweden; 6 for Belgium, 7 for Hungary, 8 for Czechoslovakia, 9 for Spain, 10 for Yugoslavia, 11 for the United Kingdom, 12 for Austria, 13 for Luxembourg, 14 for Switzerland, 15 for the German Democratic Republic, 16 for Norway, 17 for Finland, 18 for Denmark, 19 for Romania, 20 for Poland and 21 for Portugal. Subsequent numbers shall be assigned to other countries in the chronological order in which they ratify or accede to the Agreement concerning the Adoption of Uniform Conditions of Approval and Reciprocal Recognition of Approval for Motor Vehicle Equipment and Parts, and the numbers thus assigned shall be communicated by the Secretary-General of the United Nations to the Contracting Parties to the Agreement.

(2)  European Coordinating Council

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ANNEX 1

ESSENTIAL CHARACTERISTICS OF THE INTERNAL COMBUSTION ENGINE AND INFORMATION CONCERNING THE CONDUCT OF TESTS (1)

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(1)  In the case of non-conventional engines and systems, particulars equivalent to those referred to here shall be supplied by the manufacturer.

(2)  Specify the tolerance.

(3)  Strike out what does not apply.

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ANNEX 2

ESSENTIAL CHARACTERISTICS OF THE ELECTRIC DRIVE TRAIN AND INFORMATION CONCERNING THE CONDUCT OF TESTS

1.   General

2.   Motor

3.   Power controller

4.   Cooling system:

Motor: liquid/air (1)

Controller: liquid/air (1)

5.   Insulating category:

6.   International protection (IP)-code:

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(1)  Strike out what does not apply.

(2)  Specify the tolerance.

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ANNEX 3

COMMUNICATION
Text of image

(Maximum format: A4 (210 x 297 mm))

E... (1)

Issued by: Name of administration:

Concerning (2): APPROVAL GRANTED

APPROVAL EXTENDED

APPROVAL REFUSED

APPROVAL WITHDRAWN

PRODUCTION DEFINITELY DISCONTINUED

of a drive train pursuant to Regulation No 85.

Approval No Extension No

1. Trade name or mark of drive train or set of drive trains:

2. Internal combustion engine

2.1. Make:

2.2. Type:

2.3. Manufacturer's name and address:

3. Electric drive train(s):

3.1. Make:

3.2. Type:

3.3. Manufacturer's name and address:

5. Drive train or set of drive trains submitted for approval on:

6. Technical service responsible for conducting approval tests:

7. Date of report issued by that service:

8. Number of report issued by that service:

9. Location of the approval mark:

10. Reason(s) for extension of approval (if applicable) (2)

11. Internal combustion engine

11.1. Declared figures

11.1.1. Maximum net power: kW, at min-1

11.1.2. Maximum net torque: N.m, at min-1

11.2. Essential characteristics of the engine type:

Operating principle: four stroke/two stroke (2)

Number and layout of cylinders:

Cylinder capacity: cm3

Fuel feed: carburettor/indirect injection/direct injection (2)

Pressure-charger device: Yes/No (2)

Exhaust gas cleaning device: Yes/No (2)

11.3. Engine fuel requirements: leaded petrol/unleaded petrol/diesel fuel/NG/LPG (2):

(1) Distinguishing number of the country which has granted/extended/refused/withdrawn approval (see approval provisions in the Regulation).

(2) Strike out what does not apply.

Text of image

12. Electric drive train(s):

12.1. Declared figures

12.1.1. Maximum net power: kW, at min-1

12.1.2. Maximum net torque: Nm, at min-1

12.1.3. Maximum net torque at zero speed: Nm

12.1.4. Maximum 30 minutes power: kW

12.2. Essential characteristics of the electric drive train

12.2.1. Test DC voltage: V

12.2.2. Working principle:

12.2.3. Cooling system:

Motor: liquid/air (2)

Variator: liquid/air (2)

13. Approval granted/extended/refused/withdrawn (2)

14. Place:

15. Date:

16. Signature:

17. The documents filed with the request for approval or extension may be obtained on request.

(2) Strike out what does not apply.

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ANNEX 4

ARRANGEMENTS OF APPROVAL MARKS

Model A

(see paragraph 4.4 of this Regulation)

The above approval mark affixed to a drive train shows that the drive train type concerned has been approved in the Netherlands (E 4) with regard to the measurement of the net power, pursuant to Regulation No. 85 and under the approval number 002492. The approval number indicates that the approval was granted in accordance with the requirements of Regulation No 85 in its original form.

Model B

(see paragraph 4.5 of this Regulation)

The above approval mark affixed to a vehicle shows that the vehicle type concerned has been approved in the Netherlands (E 4) pursuant to Regulations No 85 and No 31 (1). The first two digits of the approval numbers indicate that, at the dates when the respective approvals were granted, Regulation No 85 had not been modified and Regulation No 31 already included the 01 series of amendments.

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(1)  The second number is given merely as an example.

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ANNEX 5

METHOD FOR MEASURING INTERNAL COMBUSTION ENGINE NET POWER

2.   TEST CONDITIONS

2.3.   Auxiliaries

2.3.1.   Auxiliaries to be fitted

During the test, the auxiliaries necessary for the engine operation in the intended application (as listed in Table 1) shall be installed on the test bench as far as possible in the same position as in the intended application.

2.3.2.   Auxiliaries to be removed

Certain vehicle accessories necessary only for operation of the vehicle and which may be mounted on the engine shall be removed for the test. The following non-exhaustive list is given as a sample:

Where accessories cannot be removed, the power they absorb in the unloaded condition may be determined and added to the measured engine power.

Table 1

Auxiliaries to be fitted for the test to determine net power of engine

(‘Standard-production equipment’ means equipment provided by the manufacturer for a particular application)

2.3.3.   Compression-ignition engine starting auxiliaries

For the auxiliaries used in starting compression-ignition engines, the two following cases shall be considered:

In either case, the system for producing and storing the energy necessary for starting is fitted and operates in the unloaded condition.

2.4.   Setting conditions

The setting conditions for the test to determine the net power are indicated in Table 2.

Table 2

Setting conditions

3.   DATA TO BE RECORDED

4.   ACCURACY OF MEASUREMENTS

5.   POWER CORRECTION FACTORS

5.1.   Definition

The power correction factor is the coefficient α to determine the engine power under the reference atmospheric conditions specified in paragraph 5.2.

where Po = α · P

Po is the corrected power (i.e. power under reference atmospheric conditions)

α is the correction factor (αa or αd)

P is the measured power (test power)

5.2.   Reference atmospheric conditions

5.3.   Test atmospheric conditions

The atmospheric conditions during the test shall be the following:

5.4.   Determination of correction factor αa and αd(1)

5.4.2.   Diesel engines — Factor αd

The power correction factor (αd) for diesel engines at constant fuel rate is obtained by applying the formula:

where αd = (fa) fm

fa is the atmospheric factor

fm is the characteristic parameter for each type of engine and adjustment

5.4.2.1.   Atmospheric factor fa

This factor indicates the effects of environmental conditions (pressure, temperature and humidity) on the air drawn in by the engine. The atmospheric factor formula differs according to the type of engine.

5.4.2.2.   Engine factor fm

fm is a function of qc (fuel flow corrected) as follows:

fm = 0,036 qc - 1,14                     

where: qc = q/r

where:

q is the fuel flow in milligram per cycle per litre of total swept volume (mg/(l. cycle))

r is the pressure ratio of compressor outlet and compressor inlet (r = 1 for naturally aspirated engines)

This formula is valid for a value interval of qc included between 40 mg/(l. cycle) and 65 mg/(l. cycle).

For qc values lower than 40 mg/(l. cycle), a constant value of fm equal to 0,3 (fm = 0,3) will be taken.

For qc values higher than 65 mg/(l. cycle), a constant value of fm equal to 1,2 (fm = 1,2) will be taken (see figure):

5.4.2.3.   Conditions to be complied with in the laboratory

For a test to be valid, the correction factor αd must be such that 0,9 ≤ αd ≤ 1,1.

If these limits are exceeded, the corrected value obtained shall be given and the test conditions (temperature and pressure) precisely stated in the test report.

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(1a)  The complete intake system shall be fitted as provided for the intended application:

In other cases, an equivalent system may be used and a check should be made to ascertain that the intake pressure does not differ by more than 100 Pa from the limit specified by the manufacturer for a clean air filter.

(1b)  The complete exhaust system shall be fitted as provided for the intended application:

In other cases, an equivalent system may be installed provided the pressure measured at the exit of the engine exhaust system does not differ by more than 1 000 Pa from that specified by the manufacturer.

The exit from the engine exhaust system is defined as a point 150 mm downstream from the termination of the part of the exhaust system mounted on the engine.

(2)  If an exhaust brake is incorporated in the engine, the throttle valve must be fixed in a fully open position.

(3)  The fuel feed pressure may be adjusted, if necessary, to reproduce the pressures existing in the particular engine application (particularly when a ‘fuel return’ system is used).

(4)  The air intake valve is the control valve for the pneumatic governor of the injection pump. The governor of the fuel injection equipment may contain other devices which may affect the amount of injected fuel.

(5)  The radiator, the fan, the fan cowl, the water pump and the thermostat shall be located on the test bench in the same relative positions as on the vehicle. The cooling liquid circulation shall be operated by the engine water pump only.

Cooling of the liquid may be produced either by the engine radiator or by an external circuit, provided that the pressure loss of this circuit and the pressure at the pump inlet remain substantially the same as those of the engine-cooling system. The radiator shutter, if incorporated, shall be in the open position.

Where the fan, radiator and cowl system cannot conveniently be fitted to the engine, the power absorbed by the fan when separately mounted in its correct position in relation to the radiator and cowl (if used), must be determined at the speeds corresponding to the engine speeds used for measurement of the engine power either by calculation from standard characteristics or by practical tests. This power, corrected to the standard atmospheric conditions defined in paragraph 6.2, should be deducted from the corrected power.

(6)  Where a disconnectable or progressive fan or blower is incorporated, the test shall be made with the disconnectable fan (or blower) disconnected or with the progressive fan or blower running at maximum slip.

(7)  The thermostat may be fixed in the fully open position.

(8)  Minimum power of the generator: the power of the generator shall be limited to that necessary for the operation of accessories which are indispensable for the operation of the engine. If the connection of a battery is necessary, a fully charged battery in good order must be used.

(9)  Charge air cooled engines shall be tested with charge air cooling, whether liquid or air cooled, but if the engine manufacturer prefers, a test bench system may replace the air cooled cooler. In either case, the measurement of power at each speed shall be made with the same pressure drop and temperature drop of the engine air across the charge air cooler on the test bench system as those specified by the manufacturer for the system on the complete vehicle.

(10)  They may include, for example, EGR (exhaust gas recirculation) system, catalytic convertor, thermal reactor, secondary air supply system and fuel evaporation protecting system.

(1)  The tests may be carried out in air-conditioned test rooms where the atmospheric conditions may be controlled.

(2)  In the case of engines fitted with automatic air temperature control, if the device is such that at full load at 25 °C no heated air is added, the test shall be carried out with the device fully closed. If the device is still operating at 25 °C then the test is made with the device-operating normally and the exponent of the temperature term in the correction factor shall be taken as zero (no temperature correction).

ANNEX 5

Appendix

RESULTS OF TESTS FOR MEASURING NET ENGINE POWER

This form shall be completed by the laboratory performing the test.

1.   Test conditions

1.1.   Pressures measured at maximum power

1.2.   Temperatures measured at maximum power

1.3.   Characteristics of the dynamometer

2.   Fuel

2.1.   For positive-ignition engines operating on liquid fuel

2.2.   For positive-ignition engines operating on gaseous fuel

2.3.   For compression-ignition engines operating on gaseous fuels

2.4.   For compression-ignition engines operating on liquid fuel

3.   Lubricant

4.   Detailed results of measurements (*1)

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(*1)  The characteristic curves of the net power and the net torque shall be drawn as a function of the engine speed.

(1)  Delete as appropriate.

(2)  Calculated with the net power for compression-ignition and positive-ignition engines, in the latter case multiplied by the power correction factor.

(3)  Delete where inapplicable.

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ANNEX 6

METHOD FOR MEASURING NET POWER AND THE MAXIMUM 30 MINUTES POWER OF ELECTRIC DRIVE TRAINS

2.   TEST CONDITIONS

2.3.   Auxiliaries

2.3.1.   Auxiliaries to be fitted

During the test, the auxiliaries necessary for the drive train operation in the intended application (as listed in Table 1 of this Annex) shall be installed in the same position as in the vehicle.

2.3.2.   Auxiliaries to be removed

The auxiliaries necessary for the proper operation of the vehicle, and which may be mounted on the motor shall be removed when performing the test. The following non-exhaustive list is given as an example:

Table 1

Auxiliaries to be fitted for the test to determine net power and the maximum 30 minutes power of electric drive trains

(‘Standard-production equipment’ means equipment provided by the manufacturer for a particular application).

2.4.   Setting conditions

The setting conditions shall conform to the manufacturer's specifications for the production motor and be used without further alteration for the particular application.

2.5.   Data to be recorded

3.   ACCURACY OF MEASUREMENTS

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(1)  The radiator, the fan, the fan cowl, the water pump and the thermostat shall be located on the test bench in the same relative position as on the vehicle. The cooling-liquid circulation shall be activated by the drive train water pump only.

Cooling of the liquid may be produced either by the drive train radiator, or by an external circuit, provided that the pressure loss of this circuit and the pressure at the pump inlet remain substantially the same as those of the drive train cooling system. The radiator shutter, if any, shall be in the open position.

Where the fan, radiator and fan cowl cannot conveniently be fitted for the bench test, the power absorbed by the fan when separately mounted in its correct position in relation to the radiator and cowl (if used) shall be determined at the speed corresponding to the motor speeds used for measurement of the motor power either by calculation from standard characteristics or by practical tests. This power, corrected to the standard atmospheric conditions, should be deducted from the correct power.

(2)  Where a disconnectable or progressive fan or blower is incorporated, the test should be carried out with the disconnectable fan (or blower) disconnected or at maximum slip condition.

(3)  The thermostat may be fixed in the fully open position.

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ANNEX 7

CHECKS ON CONFORMITY OF PRODUCTION

1.   GENERAL

These requirements are consistent with tests to be held to check conformity of production, according to paragraph 6.3.6.

2.   TEST PROCEDURES

The methods of testing and measuring instruments shall be those described in Annexes 5 or 6 to this Regulation.

3.   COLLECTION OF SAMPLES

One drive train has to be chosen. If after the test of paragraph 5.1, the drive train is not considered as conforming to the requirements of this Regulation, two more drive trains have to be tested.

4.   MEASUREMENT CRITERIA

4.1.   Net power of internal combustion engine

During the tests to verify conformity of production, the power shall be measured at two engine speeds S1 and S2, corresponding respectively to the measurement points of maximum power and maximum torque accepted for type approval. At these two engine speeds, which are subject to a tolerance of ± 5 %, the net power measured at least one point within the ranges S1 ± 5 % and S2 ± 5 % shall not differ by more than ± 5 % from the approval figure.

4.2.   Net power and maximum 30 minutes power of electric drive trains

During the tests to verify conformity of production the power shall be measured at motor speed S1 corresponding to the measurement point of maximum power accepted for type approval. At this speed, the net power shall not differ by more than ± 5 % from the approval figure.

5.   EVALUATION OF RESULTS

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ANNEX 8

1.   TECHNICAL DATA OF THE LPG REFERENCE FUELS

2.   TECHNICAL DATA OF NG REFERENCE FUELS

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(*1)  Value to be determined at standard conditions (293,2 K (20 °C) and 101,3 kPa).

(*2)  This method may not accurately determine the presence of corrosive materials if the sample contains corrosion inhibitors or other chemicals which diminish the corrosivity of the sample to the copper strip. Therefore, the addition of such compounds for the sole purpose of biasing the test method is prohibited.

(*3)  Based on the gross calorific value and calculated for 0 °C.

The constituting gases of the mixtures shall have at least the following purities:

The Wobbe index is the ratio of the calorific value of a gas per unit volume and the square root of its relative density under the same reference conditions:

with Hgas= calorific value of the fuel in MJ/m3 at 0 °C

air= density of air at 0 °C

gas= density of fuel at 0 °C

The Wobbe index is said to be gross or net according to whether the calorific value uses is the gross or net calorific value.

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