This document is meant purely as documentation tool and the institutions do not assume any liability for its contents
"B DIRECTIVE 98/69/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL
of 13 October 1998
relating to measures to be taken against air pollution by emissions from motor vehicles and amending
Council Directive 70/220/EEC
(OJ L 350, 28.12.1998, p. 1)
Corrected by:
"C1 Corrigendum, OJ L 104, 21.4.1999, p. 31 (98/69)
"C2 Corrigendum, OJ L 104, 21.4.1999, p. 32 (98/69)1998L0069 — EN — 28.12.1998 — 000.001 — 1
DIRECTIVE 98/69/EC OF THE EUROPEAN PARLIAMENT AND OF
THE COUNCIL
of 13 October 1998
relating to measures to be taken against air pollution by emissions from
motor vehicles and amending Council Directive 70/220/EEC
THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE
EUROPEAN UNION,
Having regard to the Treaty establishing the European Community, and in
particular Article 100a thereof,
Having regard to the proposals from the Commission (1),
Having regard to the Opinion of the Economic and Social Committee (2),
Acting in accordance with the procedure laid down in Article 189 b of the
Treaty (3), in the light of the joint text approved on 29 June 1998 by the
Conciliation Committee,
(1) Whereas measures should be adopted within the framework of the
internal market;
(2) Whereas the first programme of action of the European Community on
protection of the environment (4), approved by the Council on 22
November 1973, called for account to be taken of the latest scientificadvances in combating atmospheric pollution caused by gases emitted
from motor vehicles and for Directives adopted previously to be
amended accordingly; whereas the fifth programme of action, which inits general approach was approved by the Council in its Resolution of 1February 1993 (
5), provided for additional efforts to be made for a
considerable reduction in the present level of emissions of pollutants
from motor vehicles; whereas this fifth programme also set targets interms of emission reductions for various pollutants on the under-standing that emissions from both mobile and stationary sources would
have to be reduced;
(3) Whereas Council Directive 70/220/EEC (
6) lays down the limit values
for carbon monoxide and unburnt hydrocarbon emissions from the
engines of such vehicles; whereas these limit values were first reduced
by Council Directive 74/290/EEC (7) and supplemented, in accordance
with Commission Directive 77/102/EEC (8), by limit values for
permissible emissions of nitrogen oxides; whereas the limit values
for these three types of pollution were successively reduced by
Commission Directive 78/665/EEC (9) and Council Directives
83/351/EEC (10) and 88/76/EEC (11); whereas limit values for par-
ticulate pollutant emissions from diesel engines were introduced by
Council Directive 88/436/EEC (12); whereas more stringent European
standards for the emissions of gaseous pollutants from motor vehiclesbelow 1 400 cm
3were introduced by Council Directive
89/458/EEC (13); whereas these standards have been extended to all
passenger cars independently of their engine capacity on the basis of
an improved European test procedure comprising an extra-urbandriving cycle; whereas requirements relating to evaporative emissions!B
(1) OJ C 77, 11.3.1997, p. 8 and
OJ C 106, 4.4.1997, p. 6.
(2) OJ C 206, 7.7.1997, p. 113.
(3) Opinions of the European Parliament of 10 April 1997 and of 18 February 1998,
(OJ C 132, 28.4.1997, p. 170 and OJ C 80, 16.3.1998, p. 128), Common Positions
of the Council of 7 October 1997 and of 23 March 1998 (OJ C 351, 19.11.1997, p.
13 and OJ C 161, 27.5.1998, p. 45), and Decisions of the European Parliament,
second reading, of 30 April 1998 (OJ C 152, 18.5.1998, p. 41) and, third reading of
15 September 1998 (not yet published in the Official Journal). Decision of theCouncil of 17 September 1998.
(
4) OJ C 112, 20.12.1973, p. 1.
(5) OJ C 138, 17.5.1993, p. 1.
(6) OJ L 76, 6.4.1970, p. 1. Directive as last amended by Directive 96/69 of the
European Parliament and of the Council (OJ L 282, 1.11.1996, p. 64).
(7) OJ L 159, 15.6.1974, p. 61.
(8) OJ L 32, 3.2.1977, p. 32.
(9) OJ L 223, 14.8.1978, p. 48.
(10) OJ L 197, 20.7.1983, p. 1.
(11) OJ L 36, 9.2.1988, p. 1.
(12) OJ L 214, 6.8.1988, p. 1.
(13) OJ L 226, 3.8.1989, p. 1.1998L0069 — EN — 28.12.1998 — 000.001 — 2
and to the durability of emission-related vehicle components as well as
more stringent particulate pollutant standards for motor vehiclesequipped with diesel engines were introduced by Council Directive91/441/EEC (
1); whereas Directive 94/12/EC of the European
Parliament and of the Council (2) introduced more stringent limit
values for all pollutants and a new method for checking on theconformity of production; whereas passenger cars designed to carrymore than six occupants and having a maximum mass of more than
2 500 kg, light commercial vehicles, and off-road vehicles, covered by
Directive 70/220/EEC, which previously benefited from less stringentstandards, have since been subject, pursuant to Council Directive
93/59/EEC (
3) and Directive 96/69/EC of the European Parliament and
of the Council (4), to standards as stringent as the respective standards
for passenger cars, taking into account the specific conditions of thesevehicles;
(4) Whereas an additional effort should be undertaken in order to
commercialise more environmentally friendly vehicles; whereas, in thesectors of public and collective passenger transport and urban freightdistribution, an increased share of more environmentally friendly
vehicles should be aimed at;
(5) Whereas Article 4 of Directive 94/12/EC requires that the Commission
propose standards which will be enforced after the year 2000,according to a new multi-faceted approach, based on a comprehensive
assessment of costs and efficiency of all measures aimed at reducing
road transport pollution; whereas the proposal should, besides thetightening of car emission standards, include complementary measuressuch as an improvement in fuel quality and a strengthening of the
motor-vehicle inspection and maintenance programme; whereas the
proposal should be based on the establishment of air quality criteriaand associated emission reduction objectives and an evaluation of thecost-effectiveness of each package of measures, taking into account the
potential contribution of other measures such as traffic management,
enhancement of urban public transport, new propulsion technologies orthe use of alternative fuels; whereas, given the urgency of community
action on the limitation of pollutant emissions by motor vehicles, the
present proposals are also based on present or anticipated bestavailable anti-pollution technologies which are liable to speed up thereplacement of polluting motor vehicles;
(6) Whereas an adequate framework should be created as soon as possible
to accelerate the introduction on to the market of vehicles withinnovative propulsion technologies and vehicles which use alternativefuels with a low environmental impact; whereas the introduction of
vehicles with alternative fuels can produce a significant improvement
in the quality of city air;
(7) Whereas, in order to help resolve the problem of atmospheric
pollution, it is necessary to step in with a global strategy,
encompassing the technological, management and tax aspects, for
the development of sustainable mobility, taking into account thespecific characteristics of the various European urban areas;
(8) Whereas the Commission has implemented a European programme on
air quality, road traffic emissions, fuels and engines technologies (the
Auto/Oil Programme) with a view to fulfilling the requirements ofArticle 4 of Directive 94/12/EC; whereas the Commission hasimplemented the APHEA Project which estimates the external costs
of air pollution by motor vehicles at 0,4 % of EU GNP , and further
assessments conclude that the external costs amount to 3 % of EUGNP , whereas the Commission has implemented the ‘Car ofTomorrow’ Action Plan which strives to contribute to the promotion
of the ‘Car of Tomorrow’ which will be clean, safe, energy efficient
and ‘intelligent’; whereas this action plan enforces Community actionpromoting R & D leading to clean cars and whereas neither the R & D
efforts undertaken in the framework of the ‘Car of Tomorrow’ Action
Plan nor EU competitiveness in automobile R & D should bejeopardised; whereas the European motor vehicle and oil industrieshave carried out the European Programme on Emissions, fuels and!B
(1) OJ L 242, 30.8.1991, p. 1.
(2) OJ L 100, 19.4.1994, p. 42.
(3) OJ L 186, 28.7.1993, p. 21.
(4) OJ L 282, 1.11.1996, p. 64.1998L0069 — EN — 28.12.1998 — 000.001 — 3
Engine Technologies (EPEFE) to determine the contribution which can
be made both by future vehicles and the fuels which propel them;whereas the Auto/Oil and EPEFE programmes strive to ensure thatproposals for Directives on polluting emissions seek the best solutions
for both the citizen and for the economy; whereas the need for
Community action for the forthcoming Steps 2000 and 2005 hasbecome urgent; whereas it has become apparent that a furtherimprovement of car emission technology is necessary with a view to
achieving air quality in the year 2010 as described in the Commission
communication on the Auto/Oil Programme;
(9) Whereas it is important to give weight to factors such as fluctuations as
a result of competitive developments, the real distribution of costs
between the industries taking part with a view to the annual reduction
of emissions, costs avoided elsewhere by investment in a given areaand reductions in the burden on the economy;
(10) Whereas the improvement of requirements for new passenger cars and
light commercial vehicles in Directive 70/220/EEC constitutes part of
a consistent global Community strategy which will also include arevision of standards for light commercial vehicles and heavy dutyvehicles from the year 2000, an improvement of motor fuels and more
accurate assessment of in-service vehicle emission performance;
whereas alongside these measures, additional cost-effective localmeasures will nevertheless be needed to achieve the air-quality criteria
in the most polluting areas;
(11) Whereas Directive 70/220/EEC is one of the separate Directives under
the type-approval procedure laid down by Council Directive70/156/EEC of 6 February 1970 on the approximation of the laws ofthe Member States relating to the type-approval of motor vehicles and
their trailers (
1); whereas the objective of reducing the level of
pollutant emissions from motor vehicles cannot be sufficientlyachieved by individual Member States and can therefore be better
achieved by the approximation of the laws of the Member States
relating to measures to be taken against air pollution by motorvehicles;
(12) Whereas reductions of the Type I test limits applicable from the year
2000 (corresponding to a drop of 40 % in nitrogen oxides, 40 % in total
hydrocarbons, 30 % in carbon monoxide for petrol-driven passengercars, 20 % in nitrogen oxides, 20 % in the combined value forhydrocarbons plus nitrogen oxides, 40 % in carbon monoxide, 35 % in
particulates for indirect injection diesel passenger cars and 40 % in
nitrogen oxides, 40 % in the combined value for hydrocarbons plusnitrogen oxides, 40 % in carbon monoxide and 50 % in particulates fordirect-injection diesel passenger cars and a reduction of 20 % in
nitrogen oxides, 65 % in hydrocarbons, 40 % in carbon monoxide and
35 % in particulates for diesel light commercial vehicles) have beenidentified as key measures to achieve sufficient medium-term airquality; whereas these reductions have been applied to hydrocarbons
and nitrogen oxides on the assumption that nitrogen oxides represent
respectively 45 % and 80 % of the weight of the combined valuemeasured for petrol/diesel passenger cars complying with Directive
94/12/EC and Directive 96/69/EC respectively; whereas separate limit
values are now normally fixed for petrol-driven vehicles in order tomonitor the emissions of both pollutants; whereas a combined limitvalue is maintained for diesel vehicles for which the Stage 2000
standards are the most demanding, with a view to facilitating
engineering of future engines; whereas these reductions will take intoaccount the effect on real emissions of a modification also adopted forthe test cycle with a view to better representing emissions after a cold
start (‘deletion of 40 s’);
(13) Whereas Commission Directive 96/44/EC (
2) brought the test con-
ditions of Directive 70/220/EEC into line with those of CouncilDirective 80/1268/EEC of 16 December 1980 relating to the carbon
dioxide emissions and the fuel consumption of motor vehicles (
3), in
particular as far as the relationship between the reference mass of the!B
(1) OJ L 42, 23.2.1970, p.1. Directive as last amended by Directive 96/27/EC of the
European Parliament and of the Council (OJ L 169, 8.7.1996, p. 1).
(2) OJ L 210, 20.8.1996, p. 25.
(3) OJ L 375, 31.12.1980, p. 36. Directive as last amended by Commission Directive
93/116/EC (OJ L 329, 30.12.1993, p. 39).1998L0069 — EN — 28.12.1998 — 000.001 — 4
vehicle and the equivalent inertia which is to be used is concerned;
whereas it is now appropriate to align the reference mass definitions ofvehicles of Category N
1Classes I, II and III with those of Directive
96/44/EC;
(14) Whereas new provisions for on-board diagnostics (OBD) should be
introduced with a view to permitting an immediate detection of failureof anti-pollution vehicle equipment and thus allowing a significantupgrading of the maintenance of initial emissions performance on
in-service vehicles through periodic or kerbside control;
"C1Whereas, however, OBD are at a less developed stage for diesel
vehicles and can be fitted on new types of such vehicles from 2003 on;
3whereas installing an on-board measurement system (OBM) or
other systems to detect any faults by measuring individual pollutants
emitted shall be permissible provided that the OBD system integrity ismaintained; whereas in order for the Member States to ensure thatvehicle owners meet their obligation to repair faults once they have
been indicated, the distance travelled since the fault is indicated shall
be recorded; whereas on-board diagnostics systems must offerunrestricted and standardised access; whereas motor vehicle manu-
facturers must provide the information required for the diagnosis,
servicing or repair of the vehicle; whereas such access and suchinformation are required to ensure that vehicles may be inspected,serviced and repaired without hindrance throughout the European
Union, and that competition in the market for vehicle parts and repairs
is not distorted to the disadvantage of part manufacturers, independentvehicle-part wholesalers, independent repair garages and consumers;whereas manufacturers of spare or retrofit parts will be obliged to
make the parts they manufacture compatible with the on-board
diagnostic system concerned with a view to fault-free operationassuring the user against malfunctions;
(15) Whereas the Type IV test which makes it possible to determine the
evaporative emissions from vehicles with positive-ignition engines can
be improved better to represent real evaporative emissions as well asthe status of measuring techniques;
(16) Whereas to adapt the behaviour of the exhaust-emission control
systems of vehicles with positive-ignition engines to the actual
requirements of practice, a new test should be introduced to measureemissions at low temperatures;
(17) Whereas the characteristics of the reference fuels used for emission
testing should reflect the evolution of the market fuel specifications to
be available following legislation on the quality of petrol and dieselfuels;
(18) Whereas a new method for checking conformity of production on
in-service vehicles has been identified as a cost-effective accom-
panying measure, and is included in the emissions Directive with the
objective of implementation in the year 2001;
(19) Whereas the circulation of obsolete vehicles, which causes many times
more pollution than vehicles now being marketed, is an important
source of road transport pollution; whereas measures to promote the
faster replacement of existing vehicles with vehicles having a lowerenvironmental impact should be investigated;
(20) Whereas Member States should be allowed, by means of tax
incentives, to expedite the placing on the market of vehicles which
satisfy the requirements adopted at Community level, such incentiveshaving to comply with the provisions of the Treaty and satisfy certainconditions intended to avoid distortions of the internal market;
whereas this Directive does not affect the Member States’ right to
include emissions of pollutants and other substances in the basis forcalculating road traffic taxes on motor vehicles;
(21) Whereas with a view to the harmonious development of the internal
market and the protection of consumer interests, a binding long-term
approach is required; whereas it is therefore necessary to establish atwo-stage approach with mandatory limit values to be applied from theyears 2000 and 2005 which can be used for the purpose of granting tax
incentives to encourage the early introduction of vehicles containing
the most advanced anti-pollution equipment;!B1998L0069 — EN — 28.12.1998 — 000.001 — 5
(22) Whereas the Commission will closely monitor technological devel-
opments in emission control and, where appropriate, will propose theadaptation of this Directive; whereas the Commission is carrying outresearch projects to deal with outstanding questions, the findings of
which will be incorporated in a proposal for future legislation after the
year 2005;
(23) Whereas Member States may take measures to encourage the
retrofitting of older vehicles with emission control devices and
components;
(24) Whereas Member States may take measures to encourage faster
progress towards replacing existing vehicles with low-emissionvehicles;
(25) Whereas Article 5 of Directive 70/220/EEC lays down that the
amendments which are necessary to adapt the requirements of theAnnexes to technical progress shall be adopted in accordance with theprocedure laid down in Article 13 of Directive 70/156/EEC; whereas
in the meantime several other Annexes have been added to the
Directive and it is essential that all Annexes to Directive 70/220/EECcan be adapted to technical progress in accordance with the saidprocedure;
(26) Whereas is modus vivendi between the European Parliament, the
Council and the Commission concerning the implementing measuresfor acts adopted in accordance with the procedure laid down in Article189b of the Treaty was concluded on 20 December 1994 (
1); whereas
thismodus vivendi applies inter alia to measures taken in accordance
with Article 13 of Directive 70/156/EEC;
(27) Whereas Directive 70/220/EEC should be amended accordingly,
HA VE ADOPTED THIS DIRECTIVE:
Article 1
Directive 70/220/EEC is hereby amended as follows:
1. In Article 5, ‘Annexes I to VII’ shall be replaced by ‘Annexes I to XI’;2. The Annexes are hereby amended in accordance with the Annex to this
Directive.
Article 2
1. Subject to the provisions of Article 7, with effect as from nine months
after this Directive enters into force no Member State may, on grounds
relating to air pollution by emissions from motor vehicles:
— refuse to grant EC type-approval pursuant to Article 4(1) of Directive
70/156/EEC, or
— refuse to grant national type-approval, or— prohibit the registration, sale or entry into service of vehicles, pursuant to
Article 7 of Directive 70/156/EEC,
if the vehicles comply with the requirements of Directive 70/220/EEC, as
amended by this Directive.
2. Subject to the provisions of Article 7, with effect from 1 January 2000 for
vehicles in category M as defined in Annex II, Section A, to Directive
70/156/EEC — except vehicles the maximum mass of which exceeds 2 500
kg —, for vehicles in Category N
1Class I and, with effect from 1 January
2001, for vehicles in Category N 1Classes II and III as defined in the table in
Section 5.3.1.4 of Annex I to Directive 70/220/EEC, and for vehicles in
category M the maximum mass of which exceeds 2 500 kg, Member Statesmay no longer grant:
— EC type-approval pursuant to Article 4(1) of Directive 70/156/EEC, or— national type-approval, except where the provisions of Article 8(2) of
Directive 70/156/EEC are invoked,!B
(1) OJ C 102, 4.4.1996, p. 1.1998L0069 — EN — 28.12.1998 — 000.001 — 6
for a new vehicle type on grounds relating to air pollution by emissions if it
fails to comply with the provisions of Directive 70/220/EEC, as amended bythis Directive. For the Type I test the limit values set out in row A of the tablein section 5.3.1.4 of Annex I to Directive 70/220/EEC are to be used.
3. With effect from 1 January 2001 for vehicles in category M — except
vehicles the maximum mass of which exceeds 2 500 kg —, for vehicles inCategory N
1Class I and, with effect from 1 January 2002, for vehicles in
Category N 1Classes II and III as defined in the table in Section 5.3.1.4 of
Annex I to Directive 70/220/EEC, and for vehicles in category M themaximum mass of which exceeds 2 500 kg, Member States shall:
— consider certificates of conformity which accompany new vehicles
pursuant to Directive 70/156/EEC as no longer valid for the purpose ofArticle 7(1) of that Directive, and
— refuse the registration, sale or entry into service of new vehicles which
are not accompanied by a valid certificate of conformity pursuant toDirective 70/156/EEC, except where the provisions of Article 8(2) of
Directive 70/156/EEC are invoked,
on grounds relating to air pollution by emissions, if the vehicles fail to comply
with the provisions of Directive 70/220/EEC, as amended by this Directive.
For the Type I test the limit values set out in row A of the table in section
5.3.1.4 of Annex I to Directive 70/220/EEC are to be used.
4. Subject to the provisions of Article 7, with effect from 1 January 2005 for
vehicles in Category M as defined in Annex II, Section A, to Directive70/156/EEC — except vehicles the maximum mass of which exceeds 2 500kg —, for vehicles in Category N
1Class I and, with effect from 1 January
2006, for vehicles in Category N 1, Classes II and III as defined in the table in
Section 5.3.1.4 of Annex I to Directive 70/220/EEC, and for vehicles incategory M whose maximum mass exceeds 2 500 kg, Member States may no
longer grant:
— EC type-approval pursuant to Article 4(1) of Directive 70/156/EEC, or
— national type-approval except where the provisions of Article 8(2) of
Directive 70/156/EEC are invoked,
for a new type of vehicle on grounds relating to air pollution by emissions if it
fails to comply with the provisions of Directive 70/220/EEC, as amended by
this Directive.
For the Type I test the limit values set out in row B of the table in Section
5.3.1.4 of Annex I to Directive 70/220/EEC are to be used.
5. With effect from 1 January 2006 for vehicles in category M — except
vehicles the maximum mass of which exceeds 2 500 kg —, for vehicles in
Category N
1Class I, and, with effect from 1 January 2007, for vehicles in
Category N 1Classes II and III, as defined in the table in Section 5.3.1.4 of
Annex I to Directive 70/220/EEC, and for vehicles in category M whose
maximum mass exceeds 2 500 kg, Member States shall:
— consider certificates of conformity which accompany new vehicles
pursuant to Directive 70/156/EEC as no longer valid for the purpose of
Article 7(1) of that Directive, and
— refuse the registration, sale or entry into service of new vehicles which
are not accompanied by a valid certificate of conformity pursuant to
Directive 70/156/EEC, except where the provisions of Article 8(2) of
Directive are invoked,
on grounds relating to air pollution by emissions, if the vehicles fail to comply
with the provisions of Directive 70/220/EEC, as amended by this Directive.
For the Type I test the limit values set out in row B of the table in Section
5.3.1.4 of Annex I to Directive 70/220/EEC are to be used.
6. Until 1 January 2003, vehicles in Category M 1, fitted with compression
ignition engines the maximum mass of which exceeds 2 000 kg and which are
— designed to carry more than six occupants including the driver, or
— off-road vehicles as defined in Annex II to Directive 70/156/EEC
shall be considered, for the purposes of paragraphs 2 and 3, as vehicles in
Category N 1.!B1998L0069 — EN — 28.12.1998 — 000.001 — 7
7. Member States shall:
— consider as no longer valid the certificates of conformity for vehicles
approved in accordance with footnote 1, as amended by footnotes 2 and 3,to the table in Section 5.3.1.4 of Annex I to Directive 70/220/EEC as
inserted by Directive 96/69/EC, and
— refuse the registration, sale or entry into service of new vehicles:
(a) with effect from 1 January 2001, for vehicles in Category M
1and in
Category N 1, Class I, except vehicles designed to carry more than six
occupants including the driver and vehicles the maximum mass of
which exceeds 2 500 kg, and
b) with effect from 1 January 2002, for vehicles in Category N 1, Classes
II and III, vehicles designed to carry more than six occupants
including the driver and vehicles the maximum mass of which
exceeds 2 500 kg.
8. Until the dates referred to in paragraphs 2 and 3 type-approval may be
granted and conformity-of-production verifications carried out in accordance
with Directive 70/220/EEC as amended by Directive 96/69/EC.
Article 3
1. Not later than 31 December 1999, the Commission shall submit a
proposal to the European Parliament and to the Council confirming or
complementing this Directive. The measures contained in the proposal shalltake effect from 1 January 2005. The proposal shall contain:
— Category N
1, Classes II and III limit values for cold start in low
temperature ambient air (266 K) (− 7° C),
— Community provisions for improved roadworthiness testing,— the threshold limit values for OBD for 2005/6 for M
1and N 1vehicles,
— examination of Type V testing, including the possibility of abolishing it.
2. After 31 December 1999 the Commission shall submit further proposals
for legislation to come into force after 2005 which consider:
— modification to the durability requirements, including extending the
durability test,
— fuel quality standards including in particular in the light of vehicle
technology,
— the contribution of possible measures, including those relating to fuels
and vehicles, to the attainment of longer term Community objectives on
air quality, taking into account technological developments and the
results of new air pollution related research including effects ofparticulate matter on human health,
— the potential and feasibility of local measures to reduce vehicle
emissions; in this context the contribution of transport and other policy
measures such as traffic management, urban public transport, enhancedinspection and maintenance and vehicle scrappage schemes should beevaluated,
— the particular situation of captive fleets and the potential for emission
reductions related to the use by such fleets of fuels with very stringentenvironmental specifications,
— the potential emission reductions to be gained from fixing the
environmental specifications of fuels to be used in agricultural tractors
as covered by Directive 74/150/EEC and in internal combustion enginesto be installed in non-road mobile machinery as covered by Directive
97/68/EC,
— requirements for the operation of an on-board measurement system
(OBM).
3. All proposals shall take into account the following background
considerations:
— evaluation of the impact of the provisions of this Directive in terms of
their contribution to air quality, examination of technical feasibility and!B1998L0069 — EN — 28.12.1998 — 000.001 — 8
cost-effectiveness including an evaluation of the benefits and availability
of enhanced technology,
— compatibility with the attainment of other Community objectives, such as
regarding the attainment of air quality objectives and other relatedobjectives such as acidification and eutrophication and the reduction ofgreenhouse gas emissions,
— noxious pollutant emissions in the Community from transport and
non-transport sources and an estimate of the contribution that existing
and pending and potential emission reduction measures from all sourcescould make towards improving air quality,
— emissions from direct-injection petrol engines including particulate
emissions,
— developments in exhaust purification at full load,— development of alternative fuels and new propulsion technologies,— progress towards the industrial availability of key after-treatment systems
such as DeNOx catalysts and traps and the technical feasibility ofachieving the implementation date for diesel engines,
— improvements in the test procedures for small particulates,— refinery technologies and the supply situation and qualities of crude oil
available to the Community,
— the contribution that selective and differentiated fiscal measures could
make to reducing vehicle emissions without any negative impact on the
functioning of the internal market, taking into account the effects of
revenue losses on neighbouring countries.
Article 4
1. By 1 January 2000, the Commission shall submit a report to the European
Parliament and the Council on the drawing up of a standard electronic formatfor repair information taking account of relevant international standards.
By 30 June 2002 the Commission shall submit a report to the European
Parliament and the Council on the development of on-board diagnostics
(OBD) giving its opinion on the need for an extension of the OBD procedure
and on requirements for the operation of an on-board measurement system(OBM). On the basis of the report, the Commission will submit a proposal for
measures to enter into force no later than 1 January 2005 to include the
technical specifications and corresponding annexes in order to provide for thetype approval of OBM systems ensuring at least equivalent levels ofmonitoring to the OBD system and which shall be compatible with these
systems.
The Commission shall submit a report to the European Parliament and the
Council on the extension of OBD to cover other electronic vehicle control
systems relating to active and passive safety, inter alia in a manner which is
compatible with emission control systems.
2. By 1 January 2001 the Commission shall take appropriate measures to
ensure that replacement or retro-fitted components can be brought to the
market. Such measures shall include suitable approval procedures for
replacement parts to be defined as soon as possible for those emissioncontrol components that are critical to the correct functioning of OBDsystems.
3. By 30 June 2000 the Commission shall take appropriate measures to
ensue that the development of replacement or retro-fit components which are
critical to the correct functioning of the OBD system is not restricted by theunavailability of pertinent information, unless that information is covered byintellectual property rights or constitutes specific know-how of the manu-
facturers or the OEM (Original Equipment Manufacturers) suppliers: in this
case the necessary technical information shall not be improperly withheld.
4. In addition the Commission shall submit, by 30 June 2000, appropriate
proposals to ensure that spare and retrofit parts are compatible inter alia with
the specifications of the appropriate on-board diagnostic system, so that
repair, replacement and fault-free operation are possible. The type-approval
procedure laid down in the Annex to this Directive shall serve as a basis forthis.!B1998L0069 — EN — 28.12.1998 — 000.001 — 9
Article 5
Member States may make provision for tax incentives only in respect of motor
vehicles in series production which comply with Directive 70/220/EEC, as
amended by this Directive. Such incentives shall comply with the provisions
of the Treaty and satisfy the following conditions:
— they shall apply to all new series-production vehicles offered for sale on
the market of a Member State which comply in advance with themandatory limit values set out in row A of the table in section 5.3.1.4 ofAnnex I to Directive 70/220/EEC, as amended by this Directive, and
thereafter as from 1 January 2000 for vehicles in Category M
1and
Category N 1, Class I, and, with effect from 1 January 2001, for vehicles
in Category N 1, Classes II and III, which comply with the limit values set
out in row B of the same table,
— they shall be terminated with effect from the application of the emission
limit values laid down in Article 2(3) for new motor vehicles, or with
effect from the dates laid down in Article 2(4),
— for each type of motor vehicle, they shall not exceed the additional cost
of the technical solutions introduced to ensure compliance with the valuesset in Article 2(3) or Article 2(5) and of their installation on the vehicle.
The Commission shall be informed in sufficient time of plans to institute or
change the incentives referred to in the first subparagraph, so that it cansubmit its observations.
Member States may inter alia introduce tax or financial incentives for the
re-equipment of in-use vehicles to meet the values laid down in this Directive
or previous amendments to Directive 70/220/EEC, and for laying up vehicleswhich do not comply.
Article 6
Rules for a type-approval for vehicles with alternative propulsion systems and
vehicles using alternative fuels shall be further defined as appropriate.
Article 7
This Directive shall be brought into effect at the same time as, and in
accordance with the same timetable for, the introduction of measuresspecified in Directive 98/70/EC (
1).
Article 8
1. Member States shall adopt and publish the laws, regulations and
administrative provisions necessary to comply with this Directive with effect
as from nine months after this Directive enters into force. They shall forthwithinform the Commission thereof.
When Member States adopt these measures, they shall contain a reference to
this Directive or shall be accompanied by such reference on the occasion oftheir official publication. The methods of making such a reference shall be
laid down by Member States.
2. Member States shall communicate to the Commission the texts of the
main provisions of national law which they adopt in the field covered by this
Directive.
Article 9
This Directive shall enter into force on the day of its publication in the
Official Journal of the European Communities .
Article 10
This Directive is addressed to the Member States.!B
(1) See page 58 of this Official Journal) .1998L0069 — EN — 28.12.1998 — 000.001 — 10
ANNEX
AMENDMENTS TO THE ANNEXES TO DIRECTIVE 70/220/EEC
1. The list of Annexes inserted between the Articles and Annex I shall read as
follows:
‘LIST OF ANNEXES
ANNEX I: SCOPE, DEFINITIONS, APPLICA TION FOR EC TYPE-APPROV AL, GRANTING OF EC
TYPE-APPROV AL, REQUIREMENTS AND TESTS, EXTENSION OF EC TYPE-APPROV AL,CONFORMITY OF PRODUCTION AND IN-SER VICE VEHICLES, ON-BOARD DIAGNOS-
TIC (OBD) SYSTEMS
Appendix 1: Verification of production conformity
(1st statistical method)
Appendix 2: Verification of production conformity
(2nd statistical method)
Appendix 3: In-service conformity check
Appendix 4: Statistical procedure for in-service conformity testing
ANNEX II: INFORMA TION DOCUMENT
Appendix: Information on text conditions
ANNEX III: TYPE I TEST (verifying the average tailpipe emissions after a cold start)
Appendix 1: Operating cycle used for the type I test
Appendix 2: Chassis dynamometer
Appendix 3: Measurement method on the road-simulation on a chassis dynamometer
Appendix 4: Verification of inertias other than mechanical
Appendix 5: Description of tailpipe emission-sampling systems
Appendix 6: Method of calibrating the equipment
Appendix 7: Total system verification
Appendix 8: Calculation of the emission of pollutants
ANNEX IV: TYPE II TEST (carbon monoxide emission test at idling speed)ANNEX V: TYPE III TEST (verifying emissions of crankcase gases)
ANNEX VI: TYPE IV TEST (determination of evaporative emissions from vehicles with positive-ignition
engines)
Appendix 1: Calibration frequency and methods
Appendix 2: Diurnal ambient temperature profile for the diurnal emission test
ANNEX VII: TYPE VI TEST: Verifying the average low ambient temperature carbon monoxide and
hydrocarbon tailpipe emissions after a cold start
ANNEX VIII: TYPE V TEST (ageing test for verifying the durability of anti-pollution devices)
ANNEX IX: SPECIFICA TIONS OF REFERENCE FUELS
ANNEX X: MODEL EC TYPE-APPROVAL CERTIFICATE
Appendix: Addendum to EC information document
ANNEX XI: ON-BOARD-DIAGNOSTICS (OBD) FOR MOTOR VEHICLES
Appendix 1: Functional aspects of OBD systems
Appendix 2: Essential characteristics of the vehicle family’!
B1998L0069 — EN — 28.12.1998 — 000.001 — 11
ANNEX I
2. The heading reads as follows:
‘SCOPE, DEFINITIONS, APPLICATION FOR EC TYPE-APPROV AL,
GRANTING OF EC TYPE-APPROV AL, REQUIREMENTS AND TESTS,EXTENSION OF EC TYPE-APPROV AL, CONFORMITY OF PRODUC-TION AND IN-SERVICE VEHICLES, ON-BOARD DIAGNOSTIC (OBD)SYSTEMS ’.
3. Section 1:
The first sentence reads as follows:
‘This Directive applies to
— tailpipe emissions at normal and low ambient temperature, evaporative
emissions, emissions of crankcase gases, the durability of anti-pollution devices and on-board diagnostic (OBD) systems of motor
vehicles equipped with positive-ignition engines,
and
— tailpipe emissions, the durability of anti-pollution devices and on-
board diagnostic (OBD) systems of vehicles of category M
1and N 1(1),
equipped with compression-ignition engines,
covered by Article 1 of Directive 70/220/EEC in the version of Directive 83/
351/EEC, with the exception of those vehicles of categories N 1for which
type-approval has been granted pursuant to Directive 88/77/EEC (2).’
4. New sections 2.13, 2.14, 2.15 and 2.16 are added to read as follows:
‘2.13. ‘OBD’ an on-board diagnostic system for emission control
which has the capability of identifying the likely area of
malfunction by means of fault codes stored in computermemory.
2.14. ‘In-service test’ means the test and evaluation of conformity
conducted in accordance with section 7.1.7 of this Annex.
2.15. ‘Properly maintained and used’ means, for the purpose of a test
vehicle, that such a vehicle satisfies the criteria for acceptance
of a selected vehicle laid down in section 2 of Appendix 3 to
this Annex.
2.16. ‘Defeat device’ means any element of design which senses
temperature, vehicle speed, engine RPM, transmission gear,
manifold vacuum or any other parameter for the purpose of
activating, modulating, delaying or deactivating the operation ofany part of the emission control system, that reduces theeffectiveness of the emission control system under conditionswhich may reasonably be expected to be encountered in normalvehicle operation and use. Such an element of design may not
be considered a defeat device if:
I. the need for the device is justified in terms of protecting
the engine against damage or accident and for safeoperation of the vehicle, or
II. the device does not function beyond the requirements of
engine starting, or
III. conditions are substantially included in the Type I or Type
VI test procedures.’
5. Sections 3 to 3.2.1 read as follows:
‘3. APPLICATION FOR EC TYPE-APPROV AL
3.1. The application for EC type-approval pursuant to Article 3 (4)
of Directive 70/156/EEC of a vehicle type with regard to itstailpipe emissions, evaporative emissions, durability of anti-
pollution devices as well as to its on-board diagnostic (OBD)
system must be submitted by the vehicle manufacturer.!
B
(1) As defined in Part A of Annex II to Directive 70/156/EEC.
(2) OJ L 36, 9.2.1998, p. 33.1998L0069 — EN — 28.12.1998 — 000.001 — 12
Should the application concern an on-board diagnostic (OBD)
system the procedure described in Annex XI, section 3 must befollowed.
3.1.1. Should the application concern an on-board diagnostic (OBD)
system, it must be accompanied by the additional informationrequired in section 3.2.12.2.8 of Annex II together with:
3.1.1.1. a declaration by the manufacturer of:3.1.1.1.1. in the case of vehicles equipped with positive-ignition engines,
the percentage of misfires out of a total number of firing eventsthat would result in emissions exceeding the limits given in
section 3.3.2 of Annex XI if that percentage of misfire had been
present from the start of a type I test as described in section5.3.1 of Annex III;
3.1.1.1.2. in the case of vehicles equipped with positive-ignition engines,
the percentage of misfires out of a total number of firing eventsthat could lead to an exhaust catalyst, or catalysts, overheatingprior to causing irreversible damage;
3.1.1.2. detailed written information fully describing the functional
operation characteristics of the OBD system, including a listing
of all relevant parts of the vehicle’ s emission control system, i.
e. sensors, actuators and components, that are monitored by theOBD system;
3.1.1.3. a description of the malfunction indicator (MI) used by the
OBD system to signal the presence of a fault to a driver of thevehicle;
3.1.1.4. the manufacturer must describe provisions taken to prevent
tampering with and modification of the emission controlcomputer;
3.1.1.5. when appropriate, copies of other type-approvals with the
relevant data to enable extensions of approvals;
3.1.1.6. if applicable, the particulars of the vehicle family as referred to
in Annex XI, Appendix 2.
3.1.2. For the tests described in section 3 of Annex XI, a vehicle
representative of the vehicle type or vehicle family fitted withthe OBD system to be approved must be submitted to thetechnical service responsible for the type-approval test. If thetechnical service determines that the submitted vehicle does notfully represent the vehicle type or vehicle family described inAnnex XI, Appendix 2, an alternative and if necessary an
additional vehicle must be submitted for test in accordance with
section 3 of Annex XI.
3.2. A model of the information document relating to tailpipe
emissions, evaporative emissions, durability and the on-boarddiagnostic (OBD) system is given in Annex II.
3.2.1. Where appropriate, copies of other type-approvals with the
relevant data to enable extension of approvals and establishmentof deterioration factors must be submitted.’
6. Sections 4 to 4.2 read as follows:
‘4. GRANTING OF EC TYPE-APPROV AL
4.1. If the relevant requirements are satisfied, EC type-approval is
granted pursuant to Article 4 (3) of Directive 70/156/EEC.
4.2. A model of the EC type-approval certificate relating to tailpipe
emissions, evaporative emissions, durability and the on-boarddiagnostic (OBD) system is given in Annex X.’
7. Section 5:
The note is replaced by the following text:
‘Note:
As an alternative to the requirements of this section, vehicle manufacturers
whose world-wide annual production is less than 10 000 units may obtainEC type-approval on the basis of the corresponding technical requirements
in:
— the California Code of Regulations, Title 13, Sections 1960.1 (f) (2) or
(g) (1) and (g) (2), 1960.1 (p) applicable to 1996 and later model yearvehicles, 1968.1, 1976 and 1975, applicable to 1995 and later modelyear light-duty vehicles, published by Barclay’ s Publishing.!
B1998L0069 — EN — 28.12.1998 — 000.001 — 13
The type-approval authority must inform the Commission of the
circumstances of each approval granted under this provision.’
8. Section 5.1.1:
The second paragraphis replaced by the following:
‘The technical measures taken by the manufacturer must be such as to
unsure that the tailpipe and evaporative emissions are effectively limited,
pursuant to this Directive, throughout the normal life of the vehicle and
under normal conditions of use. This will include the security of those hosesand their joints and connections, used within the emission control systems,which must be so constructed as to conform with the original design intent.For tailpipe emissions, these provisions are deemed to be met if theprovisions of sections 5.3.1.4 (type-approval) and section 7 (conformity of
production and in-service vehicles) respectively are complied with.
For evaporative emissions, these provisions are deemed to be met if theprovisions of section 5.3.4 (type-approval) and section 7 (conformity ofproduction) are complied with.’
The former third and fourth paragraphs are deleted and replaced by a new
paragraph reading as follows:
‘The use of a defeat device is prohibited.’.
9. A new section 5.1.3 is added to read as follows:
‘5.1.3. Provision must be made to prevent excess evaporative emissions
and fuel spillage caused by a missing fuel filler cap. This may
be achieved by using one of the following:
— an automatically opening and closing, non-removable fuel
filler cap,
— design features which avoid excess evaporative emissions
in the case of a missing fuel filler cap,
— any other provision which has the same effect. Examples
may include, but are not limited to, a tethered filler cap, achained filler cap ore one utilizing the same locking keyfor the filler cap as for the vehicle’s ignition. In this case
the key must be removable from the filler cap only in the
locked condition.’
10. Figure I.5.2 is replaced by the following new figure:
‘Figure I.5.2
Different routes for type-approval and extensions
Type-approval testPositive-ignition engined vehicles of
categories M and NCompression-ignition engined vehicles
of categories M 1and N 1
Type I Y es
(maximum mass 43,5 t)Ye s
(maximum mass 43,5 t)
Type II Y es —
Type III Y es —
Type IV Y es
(maximum mass 43,5 t)—
Type V Y es
(maximum mass 43,5 t)Ye s
(maximum mass 43,5 t)
Type VI Y es
(vehicles in Category M 1and Cate-
gory N 1, Class 1 (1)—
Extension Section 6 — Section 6
—M 2and N 2with reference mass
not more than 2 840 kg (2)!B1998L0069 — EN — 28.12.1998 — 000.001 — 14
Type-approval testPositive-ignition engined vehicles of
categories M and NCompression-ignition engined vehicles
of categories M 1and N 1
On-board diagnostics Y es
in accordance with section 8.1Ye s
in accordance with section 8.2 and 8.3
(1) The Commission will as soon as possible, but not later than 31 December 1999, propose value limits for Classes II and III, in
accordance with the procedure laid down in Article 13 of Directive 70/156/EEC. These value limits shall be applied no later than
2003.
(2) The Commission will study further the question of extending the type-approval test to vehicles in Categories M 2and N 2with a
reference mass not exceeding 2 840 kg and put forward proposals no later than 2004 in accordance with the procedure laid down
in Article 13 of Directive 70/156/EEC, for measures to be applied in 2005.’
11. Section 5.1:
New section 5.1.4 is added, as follows:‘5.1.4. Provisions for electronic system security
5.1.4.1. Any vehicle with an emission control computer must include
features to deter modification, except as authorised by the
manufacturer. The manufacturer shall authorise modifications ifthese modifications are necessary for the diagnosis, servicing,inspection, retrofitting or repair of the vehicle. Any repro-grammable computer codes or operating parameters must beresistant to tampering and the computer and any related
maintenance instructions must conform to the provisions in
ISO DIS 15031-7. Any removable calibration memory chipsmust be potted, encased in a sealed container or protected byelectronic algorithms and must not be changeable without theuse of specialized tools and procedures.
5.1.4.2. Computer-coded engine operating parameters must not be
changeable without the use of specialized tools and procedures
(e. g. soldered or potted computer components or sealed (orsoldered) computer enclosures).
5.1.4.3. In the case of mechanical fuel-injection pumps fitted to
compression-ignition engines, manufacturers must take ade-quate steps to protect the maximum fuel delivery setting fromtampering while a vehicle is in service.
5.1.4.4. Manufacturers may apply to the approval authority for an
exemption to one of these requirements for those vehicles whichare unlikely to require protection. The criteria that the approvalauthority will evaluate in considering an exemption willinclude, but are not limited to, the current availability ofperformance chips, the high-performance capability of the
vehicle and the projected sales volume of the vehicle.
5.1.4.5. Manufacturers using programmable computer code systems (e.
g. Electrical Erasable Programmable Read-Only Memory,EEPROM) must deter unauthorized reprogramming. Manufac-turers must include enhanced tamperprotection strategiesincluding data encryption using methods to secure the
encryption algorithm and write protect features requiring
electronic access to an off-site computer maintained by themanufacturer. Comparable methods may be considered by theauthority if they give the same level of protection.’
12. Sections 5.2.1 and 5.2.3 are replaced by the following:
‘5.2.1. Positive-ignition engined vehicles must be subject to the
following tests:
— Type I (verifying the average tailpipe emissions after a
cold start),
— Type II (carbon monoxide emission at idling speed),— Type III (emission of crankcase gases),— Type IV (evaporation emissions),
— Type V (durability of anti-pollution control devices),
— Type VI (verifying the average low ambient temperature
carbon monoxide and hydrocarbon tailpipe emissions aftera cold start,!
B1998L0069 — EN — 28.12.1998 — 000.001 — 15
— OBD-test.’
‘5.2.3. Compression-ignition engined vehicles must be subject to the
following tests:
— Type I (verifying the average tailpipe emissions after a
cold start)
— Type V (durability of anti-pollution control devices)— and, where applicable, OBD test.’
13. Section 5.3.1.4:
— After the first paragraph a new table is inserted to read as follows:
‘Reference mass
(RW)
(kg)Limit values
Mass of carbon
monoxide
(CO)Mass of hydrocar-
bons
(HC)Mass of oxides of
nitrogen
(NO x)Combined mass of
hydrocarbons and
oxides of nitrogen
(HC + NO x)Mass of
particu-
lates (1)
(PM)
L1
(g/km)L2
(g/km)L3
(g/km)L2+L 3
(g/km)L4
(g/km)
Category Class Petrol Diesel Petrol Diesel Petrol Diesel Petrol Diesel Diesel
A (2000) M (2) — all
2,3 0,64 0,20—
0,15 0,50—
0,56 0,05
N1(3)I R W 41305
2,3 0,64 0,20—
0,15 0,50—
0,56 0,05
II 1305 5RW41760
4,17 0,80 0,25—
0,18 0,65—
0,72 0,07
III 1760 5RW
5,22 0,95 0,29—
0,21 0,78—
0,86 0,10
B (2005) M (2) — all
1,0 0,50 0,10—
0,08 0,25—
0,30 0,025
N1(3)I R W 41305
1,0 0,50 0,10—
0,08 0,25—
0,30 0,025
II 1305 5RW41760
1,81 0,63 0,13—
0,10 0,33—
0,39 0,04
III 1760 5RW
2,27 0,74 0,16—
0,11 0,39—
0,46 0,06
(1) For compression ignition engines.
(2) Except vehicles the maximum mass of which exceeds 2 500 kg.
(3) And those Category M vehicles which are specified in note 2.’
14. A new section 5.3.5 is added as follows:
‘5.3.5. (1) Type VI test (verifying the average low ambient temperature
carbon monoxide and hydrocarbon tailpipe emissions after acold start).
5.3.5.1. This test must be carried out on all M
1and N 1Class I (2)
vehicles equipped with a positive-ignition engine, except
vehicles designed to carry more than six occupants and vehicleswhose maximum mass exceeds 2 500 kg.
5.3.5.1.1. The vehicle is placed on a chassis dynamometer equipped with
a means of load an inertia simulation.
5.3.5.1.2. The test consists of the four elementary urban driving cycles of
part one of the Type I test. The Part One test is described inAnnex III, Appendix 1 and illustrated in figures III.1.1 and!
B
(1) This section is applicable to new types from 1 January 2002.
(2) The Commission will, as soon as possible, but not later than 31 December 1999,
propose limit values for Classes II and III, in accordance with the procedure laid
down in Article 13 of Directive 70/156/EEC. These limit values shall be applied no
later than 2003.1998L0069 — EN — 28.12.1998 — 000.001 — 16
III.1.2 of the Appendix. The low ambient temperature test
lasting a total of 780 seconds must be carried out withoutinterruption and start at engine cranking.
5.3.5.1.3. The low ambient temperature test must be carried out at an
ambient test temperature of 266 °K (−7 °C). Before the test iscarried out the test vehicles must be conditioned in a uniformmanner to ensure that the test results may be reproducible. Theconditioning and other test procedures are carried out as
described in Annex VII.
5.3.5.1.4. During the test the exhaust gases are diluted and a proportional
sample collected. The exhaust gases of the vehicle tested are
diluted, sampled and analysed, following the procedure
described in Annex VII, and the total volume of the dilutedexhaust is measured. The diluted exhaust gases are analysed forcarbon monoxide and hydrocarbons.
5.3.5.2. Subject to the requirements in 5.3.5.2.2 and 5.3.5.3 the test must
be performed three times. The resulting mass of carbonmonoxide and hydrocarbon emission must be less than thelimits shown in the table below:
Test temperatureCarbon monoxide
L1(g/km)Hydrocarbons
L2(g/km)
266 °K (− 7 °C) 15
1,8
5.3.5.2.1. Notwithstanding the requirements of 5.3.5.2, for each pollutant,
not more than one of the three results obtained may exceed thelimit prescribed by not more than 10 %, provided thearithmetical mean value of the three results is below theprescribed limit. Where the prescribed limits are exceeded formore than one pollutant it is immaterial whether this occurs in
the same test or in different tests.
5.3.5.2.2. The number of tests prescribed in 5.3.5.2 may, at the request of
the manufacturer, be increased to 10 provided that the
arithmetical mean of the first three results falls between
100 % to 110 % of the limit. In this case, the requirement aftertesting is only that the arithmetical mean of all 10 results mustbe less than the limit value.
5.3.5.3. The number of tests prescribed in 5.3.5.2 may be reduced
according to 5.3.5.3.1 and 5.3.5.3.2.
5.3.5.3.1. Only one test is performed if the result obtained for each
pollutant of the first test is less than or equal to 0,70 L.
5.3.5.3.2. If the requirement of 5.3.5.3.1 is not satisfied, only two tests are
performed if for each pollutant the result of the first test is less
than or equal to 0,85 L and the sum of the first two results isless than or equal to 1,70 L and the result of the second test isless than or equal to L.
(V
140,85 L and V 1+V 241,70 L and V 24L).’
"C215. The former section 5.3.5 is renumbered as 5.3.6. The table in section 5.3.6.2
is replaced by the following table and section 5.3.6.3 is amended as follows:
3
‘Engine CategoryDeterioration factors
CO HC NO x HC + NO x(1) Particulates
Positive-ignition engines
1,2 1,2 1,2 — —
Compression-ignition engines
1,1 — 1,0 1,0 1,2
(1) For compression-ignition engined vehicles.’
5.3.6.3. Deterioration factors are determined using either the procedure
in 5.3.6.1 or using the values in the table in 5.3.6.2. The
deterioration factors are used to establish compliance with therequirements of 5.3.1.4.!
B1998L0069 — EN — 28.12.1998 — 000.001 — 17
16. Insert new section 5.3.7:
‘5.3.7. Emissions data required for roadworthiness testing
5.3.7.1. This requirement applies to all vehicles powered by a positive-
ignition engine for which EC type-approval is sought in
accordance with this Directive.
5.3.7.2. When tested in accordance with Annex IV (type II test) at
normal idling speed:
— the carbon monoxide content by volume of the exhaust
gases emitted must be recorded,
— the engine speed during the test must be recorded,
including any tolerances.
5.3.7.3. When tested at ‘high idle’ speed (i. e. 42 000 min−1):
— the carbon monoxide content by volume of the exhaust
gases emitted must be recorded,
— the Lambda value (1) must be recorded.
— the engine speed during the test must be recorded,
including any tolerances.
5.3.7.4. The engine oil temperature at the time of the test must be
measured and recorded.
5.3.7.5. The table in section 1.9 of the Appendix to Annex X must be
completed.
5.3.7.6. The manufacturer must confirm the accuracy of the Lambda
value recorded at the time of type-approval in section 5.3.7.3 as
being representative of typical production vehicles within 24
months of the date of the granting of type-approval by thetechnical service. An assessment must be made on the basis ofsurveys and studies of production vehicles.’
17. Section 6.1 is amended as follows:
‘6.1. Tailpipe emission related extension (type I, type II and type VI
tests).’
18. Sections 6.1.2.1, 6.1.2.2 and 6.1.2.3 are amended as follows:
‘6.1.2.1. Fore each of the transmission rations used in the type I and type
VI tests,… (rest unchanged).
6.1.2.2. If, for each gear ratio, E 48 %, the extension is granted
without repeating the type I and type VI tests.
6.1.2.3. If, for at least one gear ratio, E 48 %, and if, for each gear
ratio, E 413 %, the type I and type VI tests must be
repeated,… (rest unchanged).’!
B
(1) The Lambda value must be calculated using the simplified Brettschneider equation
as follows:
λ¼CO 2½/C138 þCO
2/C20/C21
þ02½/C138 þHcv
4/C23;5
3;5þCO½/C138
CO2½/C138/C0Ocv
20
BB@1
CCA/C2CO
2½/C138 þCO½/C138 ðÞ
1þHcv
4/C0Ocv
2/C18/C19
/C2CO2½/C138 þCO½/C138 þK1/C2HC½/C138 ðÞ
Where:
[ ] = Concentration in % vol.
K1 = Conversion factor for NDIR measurement to FID measure-
ment (provided by manufacturer of measurement equipment)
Hcv = Atomic ratio of hydrogen to carbon [1,7261]
Ocv = Atomic ratio of oxygen to carbon [0,0175].1998L0069 — EN — 28.12.1998 — 000.001 — 18
19. A new section 6.4 is added to read as follows:
‘6.4. On-board diagnostics
6.4.1. Approval granted to a vehicle type with respect to the OBD
system may be extended to different vehicle types belonging tothe same vehicle-OBD family as described in Annex XI,Appendix 2. The engine emission control system must beidentical to that of the vehicle already approved and comply
with the description of the OBD engine family given in Annex
XI, Appendix 2, regardless of the following vehicle character-istics:
— engine accessories,— tyres,— equivalent inertia,— cooling system,— overall gear ratio,
— transmission type,
— type of bodywork.’
20. Section 7.1 is amended as follows:
‘7.1. Measures to ensure the conformity of production must be taken
in accordance with the provisions of Article 10 of Directive 70/
156/EEC, as last amended by Directive 96/27/EEC (whole
vehicle type-approval). That Article entrusts the manufacturerwith the responsibility for taking measures to ensure theconformity of production to the type approved. Conformity ofproduction is checked on the basis of the description in thetype-approval certificate set out in Annex X to this Directive.
As a general rule, conformity of production with regard to
limitation of tailpipe and evaporative emissions from thevehicle is checked on the basis of the description in the type-approval certificate set out in Annex X and, where necessary, ofall or some of the tests of types I, II, III and IV described in
section 5.2.
Conformity of in-service vehicles
With reference to type-approvals granted for emissions, these
measures must also be appropriate for confirming thefunctionality of the emission control devices during the normaluseful life of the vehicles under normal conditions of use(conformity of in-service vehicles properly maintained andused). For the purpose of this Directive these measures must be
checked for a period of up to 5 years of age or 80 000 km,
whichever is the sooner, and from 1 January 2005, for a periodof up to five years of age or 100 000 km, whichever is thesooner.
7.1.1. Audit of in-service conformity by the type-approval authority is
conducted on the basis of any relevant information that themanufacturer has, under procedures similar to those defined inArticle 10 (1) and (2), and in Annex 10 (1) and (2) of Directive
70/156/EEC.
An audit of in-service conformity will be conducted by the
type-approval authority on the basis of information supplied by
the manufacturer. Such information must include:
— relevant surveillance test data obtained in accordance with
applicable requirements and test procedures, together withfull information for each tested vehicle such as vehiclestatus, use history, service conditions and other relevantfactors;
— relevant information on service and repair measures,— other relevant tests and observations recorded by the
manufacturer, including especially records of indicationsfrom the OBD system. (
1)!B
(1) Sections 7.1.1 and 7.1.2 will be re-examined and completed without delay in
accordance with the procedure laid down in Article 13 of Directive 70/156/EEC
while taking into account the particular problems associated with vehicles in
Category N 1and with the vehicles in Category M referred to in footnote 2 to the
table in section 5.3.1.4. Proposals must be submitted in good time for their
adoption before the dates laid down in Article 2(3).1998L0069 — EN — 28.12.1998 — 000.001 — 19
7.1.2. The information gathered by the manufacturer must be
sufficiently comprehensive to ensure that in-service perfor-mance can be assessed for normal conditions of use as definedin 7.1, and in a way representative of the manufacturer’ sgeographic market penetration.’ (
1)
Sections 7.1. to 7.1.3 are renumbered as 7.1.3 to 7.1.5.
21. A new title and section 7.1.6 are added to read as follows:
‘On-board Diagnostics (OBD)
7.1.6. If a verification of the performance of the OBD system is to be
carried out, it must be conducted in accordance with the
following:
7.1.6.1. When the approval authority determines that the quality of
production seems unsatisfactory a vehicle is randomly takenfrom the series and subjected to the tests described in Annex XI,Appendix 1.
7.1.6.2. The production is deemed to conform if this vehicle meets the
requirements of the tests described in Annex XI, Appendix 1.
7.1.6.3. If the vehicle taken from the series does not satisfy the
requirements of section 7.1.6.1 a further random sample of fourvehicles must be taken from the series and subjected to the testsdescribed in Annex XI, Appendix 1. The tests may be carriedout on vehicles which have been run in for no more than
15 000 km.
7.1.6.4. The production is deemed to conform if at least 3 vehicles meet
the requirements of the tests described in Annex XI, Appendix
1.’
22. A new section 7.1.7. is added as follows:
‘7.1.7. On the basis of the audit referred to in 7.1.1, the type-approval
authority must either:
— decide that conformity in use is satisfactory and not take
any further action, or
— decide that the information is insufficient or the con-
formity of vehicles in use is unsatisfactory, and proceed to
have vehicles tested in accordance with Appendix 3 to this
Annex.
7.1.7.1. Where type I tests are considered necessary to check the
conformity of emission control devices with the requirementsfor their performance while in service, such tests must becarried out using a test procedure meeting the statistical criteriadefined in Appendix 4 to this Annex.
7.1.7.2. The type-approval authority, in cooperation with the manufac-
turer, must select a sample of vehicles with sufficient mileagewhose use under normal conditions can be reasonably assured.
The manufacturer must be consulted on the choice of the
vehicles in the sample and be allowed to attend theconfirmatory checks of the vehicles.
7.1.7.3. The manufacturer is authorized, under the supervision of the
type-approval authority, to carry out checks, even of adestructive nature, on those vehicles with emission levels inexcess of the limit values with a view to establishing possiblecauses of deterioration which cannot be attributed to themanufacturer himself (e. g. use of leaded petrol before the test
date). Where the results of the checks confirm such causes,
those test results are excluded from the conformity check.
7.1.7.4. Where the type-approval authority is not satisfied with the
results of the tests in accordance with the criteria defined inAppendix 4, the remedial measures referred to in Article 11 (2)and in Annex X to Directive 70/156/EEC are extended tovehicles in service belonging to the same vehicle type which arelikely to be affected with the same defects in accordance withsection 6 of Appendix 3.!
B
(1) Sections 7.1.1 and 7.1.2 will be re-examined and completed without delay in
accordance with the procedure laid down in Article 13 of Directive 70/156/EEC
while taking into account the particular problems associated with vehicles in
Category N 1and with the vehicles in Category M referred to in footnote 2 to the
table in section 5.3.1.4. Proposals must be submitted in good time for their
adoption before the dates laid down in Article 2(3).1998L0069 — EN — 28.12.1998 — 000.001 — 20
The plan of remedial measures presented by the manufacturer
must be approved by the type-approval authority. Themanufacturer is responsible for the execution of the remedialplan as approved.
The type-approval authority must notify its decision to all
Member States within 30 days. The Member States may require
the same plan of remedial measures be applied to all vehicles ofthe same type registered in their territory.
7.1.7.5. If a Member State has established that a vehicle type does not
conform to the applicable requirements of Appendix 3 to thisAnnex, it must notify without delay the Member State whichgranted the original type-approval in accordance with therequirements of Article 11 (3) of Directive 70/156/EEC.
Then, subject to the provision of Article 11(6) of Directive 70/
156/EEC, the competent authority of the Member State which
granted the original type-approval shall inform the manufac-
turer that a vehicle type fails to satisfy the requirements of theseprovisions and that certain measures are expected of themanufacturer. The manufacturer shall submit to the authority,within two months after this notification, a plan of measures toovercome the defects, the substance of which should correspond
to the requirements of sections 6.1 to 6.8 of Appendix 3. The
competent authority which granted the original type-approvalshall, within two months, consult the manufacturer in order tosecure agreement on a plan of measures and on carrying out theplan. If the competent authority which granted the original type-approval establishes that no agreement can be reached, the
procedure pursuant to Article 11(3) and (4) of Directive 70/156/
EEC shall be initiated.’
23. Section 8 is deleted.
24. A new section 8 is added to read as follows:
‘8. ON-BOARD DIAGNOSTIC (OBD) SYSTEM FOR MOTOR
VEHICLES
8.1. Vehicles of Category M
1and N 1equipped with positive-ignition
engines must be fitted with an onboard diagnostic (OBD)system for emission control in accordance with Annex XI.
8.2. Vehicles of category M
1equipped with compression-ignition
engines, except
— vehicles designed to carry more than six occupants
including the driver,
— vehicles whose maximum mass exceeds 2 500 kg,
from 1 January 2003 for new types and from 1 January 2004 for
all types, must be fitted with an on-board diagnostic (OBD)
system for emission control in accordance with Annex XI.
Where new types of compression-ingnition engined vehicles
entering into service prior to this date are fitted with an OBDsystem, the provisions of sections 6.5.3 to 6.5.3.5 of Annex XI,Appendix 1, are applicable.
8.3. New types of Category M
1exempted by section 8.2, and new
types of vehicles in Category N 1class I equipped with
compression-ignition engines, must, from 1 January 2005, befitted with an on-board diagnostic (OBD) system for emission
control in accordance with Annex XI. New types of vehicles in
Category N
1Classes II and III equipped with compression-
ignition engines must, from 1 January 2006, be fitted with on-board diagnostic (OBD) systems for emission control inaccordance with Annex XI.
Where compression-ignition engined vehicles entering into
service prior to the dates given in this section are fitted with
OBD systems, the provisions of sections 6.5.3 to 6.5.3.5 ofAnnex XI, Appendix 1, are applicable.
8.4. Vehicles of other Categories
Vehicles of other Categories or vehicles of Category M
1and N 1
not covered by 8.1, 8.2 or 8.3, may be fitted with an on-board
diagnostic system. In this case, sections sections 6.5.3 to 6.5.3.5of Annex XI, Appendix 1, are applicable.’!
B1998L0069 — EN — 28.12.1998 — 000.001 — 21
25. New Appendices 3 and 4 are added as follows:
‘Appendix 3
IN-SERVICE CONFORMITY CHECK
1. INTRODUCTION
This Appendix sets out the criteria referred to in section 7.1.7 of
this Annex regarding the selection of vehicles for testing andthe procedures for the in-service conformity control.
2. SELECTION CRITERIA
The criteria for acceptance of a selected vehicle are defined in
sections 2.1 to 2.8 of this Appendix. Information is collected byvehicle examination and an interview with the owner/driver.
2.1. The vehicle must belong to a vehicle type that is type-approved
under this Directive and covered by a certificate of conformityin accordance with Directive 70/156/EEC. It must be registered
and used in the European Community.
2.2. The vehicle must have been in service for at least 15 000 km or
6 months, whichever is the later, and for no more than80 000 km or 5 years, whichever is the sooner.
2.3. There must be a maintenance record to show that the vehicle
has been properly maintained, e. g. has been serviced inaccordance with the manufacturer’ s recommendations.
2.4. The vehicle must exhibit no indications of abuse (e. g. racing,
overloading, misfuelling, or other misuse), or other factors (e. g.
tampering) that could affect emission performance. In the case
of vehicles fitted with an OBD system, the fault code andmileage information stored in the computer are taken intoaccount. A vehicle must not be selected for testing if theinformation stored in the computer shows that the vehicle hasoperated after a fault code was stored and a relatively promptrepair was not carried out.
2.5. There must have been no unauthorized major repair to the
engine or major repair of the vehicle.
2.6. The lead content and sulphur content of a fuel sample from the
vehicle tank must meet applicable standards and there must beno evidence of misfuelling. Checks may be done in the tailpipe,etc.
2.7. There must be no indication of any problem that might
jeopardize the safety of laboratory personnel.
2.8. All anti-pollution system components on the vehicle must be in
conformity with the applicable type-approval.
3. DIAGNOSIS AND MAINTENANCE
Diagnosis and any normal maintenance necessary must be
performed on vehicles accepted for testing, prior to measuring
exhaust emissions, in accordance with the procedure laid down
in section 3.1 to 3.7.
3.1. The following checks must be carried out: checks on air filter,
all drive belts, all fluid levels, radiator cap, all vacuum hosesand electrical wiring related to the antipollution system forintegrity; checks on ignition, fuel metering and anti-pollutiondevice components for maladjustments and/or tampering. All
discrepancies must be recorded.
3.2. The OBD system shall be checked for proper functioning. Any
malfunction indications in the OBD memory must be recordedand the requisite repairs must be carried out. If the OBDmalfunction indicator registers a malfunction during a pre-conditioning cycle, the fault may be identified and repaired.The test may be re-run and the results of that repaired vehicle
used.
3.3. The ignition system must be checked and defective components
replaced, for example spark plugs, cables, etc.
3.4. The compression must be checked. If the result is unsatisfactory
the vehicle is rejected.!
B1998L0069 — EN — 28.12.1998 — 000.001 — 22
3.5. The engine parameters must be checked to the manufacturer’ s
specifications and adjusted if necessary.
3.6. If the vehicle is within 800 km of a scheduled maintenance
service, that service must be performed according to themanufacturer’s instructions. Regardless of odometer reading,the oil and air filter may be changed at the request of themanufacturer.
3.7. Upon acceptance of the vehicle, the fuel must be replaced with
appropriate emission test reference fuel, unless the manufac-
turer accepts the use of market fuel.
4. IN-SERVICE TESTING
4.1. When a check on vehicles is deemed necessary, emission tests
in accordance with Annex III to this Directive are performed onpre-conditioned vehicles selected in accordance with therequirements of sections 2 and 3 of this Appendix.
4.2. Vehicles equipped with an OBD system may be checked for
proper in-service functionality of the malfunction indication,
etc., in relation to levels of emissions (e. g. the malfunction
indication limits defined in Annex XI to this Directive) for thetype-approved specifications.
4.3. The OBD system may be checked, for example, for levels of
emissions above the applicable limit values with no malfunctionindication, systematic erroneous activation of the malfunctionindication and identified faulty or deteriorated components inthe OBD system.
4.4. If a component or system operates in a manner not covered by
the particulars in the type-approval certificate and/or informa-
tion package for such vehicle types and such deviation has not
been authorized under Article 5 (3) or (4) of Directive 70/156/EEC, with no malfunction indication by the OBD, thecomponent or system must not be replaced prior to emissiontesting, unless it is determined that the component or system hasbeen tampered with or abused in such a manner that the OBD
does not detect the resulting malfunction.
5. EVALUATION OF RESULTS
5.1. The test results are submitted to the evaluation procedure in
accordance with Appendix 4 to this Annex.
5.2. Test results must not be multiplied by deterioration factors.
6. PLAN OF REMEDIAL MEASURES
6.1. When the type-approval authority is certain that a vehicle type
is not in conformity with the requirements of these provisions, itmust request the manufacturer to submit a plan of remedialmeasures to remedy the non-compliance.
6.2. The plan of remedial measures must be filed with the type-
approval authority not later than 60 working days from the dateof the notification referred to in section 6.1. The type-approvalauthority must within 30 working days declare its approval ordisapproval of the plan of remedial measures. However, where
the manufacturer can demonstrate, to the satisfaction of the
competent type-approval authority, that further time is requiredto investigate the non-compliance in order to submit a plan ofremedial measures, an extension is granted.
6.3. The remedial measures must apply to all vehicles likely to be
affected by the same defect. The need to amend the type-approval documents must be assessed.
6.4. The manufacturer must provide a copy of all communications
related to the plan of remedial measures, and must alsomaintain a record of the recall campaign, and supply regular
status reports to the type-approval authority.
6.5. The plan of remedial measures must include the requirements
specified in 6.5.1 to 6.5.11. The manufacturer must assign a
unique identifying name or number to the plan of remedialmeasures.
6.5.1. A description of each vehicle type included in the plan of
remedial measures.!
B1998L0069 — EN — 28.12.1998 — 000.001 — 23
6.5.2. A description of the specific modifications, alterations, repairs,
corrections, adjustments, or other changes to be made to bringthe vehicles into conformity including a brief summary of thedata and technical studies which support the manufacturer’ sdecision as to the particular measures to be taken to correct thenon-conformity.
6.5.3. A description of the method by which the manufacturer informs
the vehicle owners.
6.5.4. A description of the proper maintenance or use, if any, which
the manufacturer stipulates as a condition of eligibility forrepair under the plan of remedial measures, and an explanation
of the manufacturer’ s reasons for imposing any such condition.
No maintenance or use conditions may be imposed unless it isdemonstrably related to the non-conformity and the remedialmeasures.
6.5.5. A description of the procedure to be followed by vehicle owners
to obtain correction of the non-conformity. This must include adate after which the remedial measures may be taken, theestimated time for the workshop to perform the repairs andwhere they can be done. The repair must be done expediently,
within a reasonable time after delivery of the vehicle.
6.5.6. A copy of the information transmitted to the vehicle owner.
6.5.7. A brief description of the system which the manufacturer uses
to assure an adequate supply of component or systems forfulfilling the remedial action. It must be indicated when there
will be an adequate supply of components or systems to initiate
the campaign.
6.5.8. A copy of all instructions to be sent to those persons who are to
perform the repair.
6.5.9. A description of the impact of the proposed remedial measures
on the emissions, fuel consumption, driveability, and safety of
each vehicle type, covered by the plan of remedial measureswith data, technical studies, etc. which support these conclu-sions.
6.5.10. Any other information, reports or data the type-approval
authority may reasonably determine is necessary to evaluatethe plan of remedial measures.
6.5.11. Where the plan of remedial measures includes a recall, a
description of the method for recording the repair must besubmitted to the type-approval authority. If a label is used, anexample of it must be submitted.
6.6. The manufacturer may be required to conduct reasonably
designed and necessary tests on components and vehiclesincorporating a proposed change, repair, or modification to
demonstrate the effectiveness of the change, repair, or
modification.
6.7. The manufacturer is responsible for keeping a record of every
vehicle recalled and repaired and the workshop which
performed the repair. The type-approval authority must haveaccess to the record on request for a period of 5 years from theimplementation of the plan of remedial measures.
6.8. The repair and/or modification or addition of new equipment
shall be recorded in a certificate supplied by the manufacturerto the vehicle owner.
Appendix 4 (
1)
STATISTICAL PROCEDURE FOR IN-SERVICE CON-
FORMITY TESTING
1. This Appendix describes the procedure to be used to verify the
in-service conformity requirements for the type I test.!B
(1) The provisions laid down in Appendix 4 must be re-examined and completed
without delay in accordance with the procedure laid down in Article 13 of
Directive 70/156/EEC.1998L0069 — EN — 28.12.1998 — 000.001 — 24
2. Two different procedures are to be followed:
1. One dealing with vehicles identified in the sample, due to
an emission-related defect, causing outliers in the results
(section 3).
2. The other dealing with the total sample (section 4).
3. PROCEDURE TO BE FOLLOWED WITH OUTL YING
EMITTERS IN THE SAMPLE.
3.1. A vehicle is said to be an outlying emitter, when for any
regulated component the limit value as shown in section 5.3.1.4of Annex I is exceeded significantly.
3.2. With a minimum sample size of 3, and a maximum sample size
as determined by the procedure of paragraph 4, the sample isscanned for the occurrence of outlying emitters.
3.3. When an outlying emitter is found, the cause of the excess
emission must be determined.
3.4. When more than one vehicle is found to be an outlying emitter,
due to the same cause, the sample is regarded as having failed.
3.5. When only one outlying emitter has been found, or when more
than one outlying emitter is found, but due to different causes,the sample is increased by one vehicle, unless the maximumsample size has already been reached.
3.5.1. When in the increased sample more than one vehicle is found to
be an outlying emitter, due to the same cause, the sample isregarded as having failed.
3.5.2. When in the maximum sample size not more than one outlying
emitter is found, where the excess emission is due to the samecause, the sample is regarded as having passed with regard tothe requirements of section 3 of this Appendix.
3.6. Whenever a sample is increased due to the requirements of 3.5,
the statistical procedure of paragraph 4 is applied to theincreased sample.
4. PROCEDURE TO BE FOLLOWED WITHOUT SEPARATE
EVALUATION OF OUTL YING EMITTERS IN THE SAM-PLE.
4.1. With a minimum sample size of three the sampling procedure is
set so that the probability of a batch passing a test with 40 % ofthe production defective is 0,95 (producer’ s risk = 5 %) whilethe probability of a batch being accepted with 75 % of the
production defective is 0,15 (consumer’ s risk = 15 %).
4.2. For each of the pollutants given in "
C1section 5.3.1.4 of
Annex I, 3the following procedure is used (see Figure I/7).
Where
L = the limit value for the pollutant,X
i = the value of the measurement for the i-th vehicle of
the sample,
n = the current sample number.
4.3. The test statistic quantifying the number of non-conforming
vehicles, i. e. x i4L, is computed for the sample.
4.4. Then:
— if the test statistic does not exceed the pass decision
number for the sample size given in the following table, a
pass decision is reached for the pollutant,
— if the test statistic equals or exceeds the fail decision
number for the sample size given in the following table, a
fail decision is reached for the pollutant,
— otherwise, an additional vehicle is tested and the procedure
is applied to the sample with one extra unit.
In the following table the pass and fail decision numbers are
computed in accordance with the International Standard ISO8422:1991.!
B1998L0069 — EN — 28.12.1998 — 000.001 — 25
5. A sample is regarded as having passed the test when it has
passed both the requirements of sections 3 and 4 of thisAppendix.
Table for Acceptance — Rejection Sampling Plan by
Attributes
Cumulative sample
sizePass decision
numberFail decision num-
ber
30 —
41 —515626
726
837948
10 4 8
11 5 912 5 9
13 6 10
14 6 1115 7 11
16 8 12
17 8 1218 9 13
19 9 13
20 11 12’!
B1998L0069 — EN — 28.12.1998 — 000.001 — 26
Figure I.7
!B1998L0069 — EN — 28.12.1998 — 000.001 — 27
ANNEX II
26. Section 3.2.1.6 is amended to read:
‘
’!B1998L0069 — EN — 28.12.1998 — 000.001 — 28
27. The following new sections and footnotes are added to section 3:
‘
’!B1998L0069 — EN — 28.12.1998 — 000.001 — 29
ANNEX III
28. Section 2.3.1:
— Paragraphs 2 and 3 are deleted.— Paragraph 2 (former paragraph 4) reads as follows:
‘Vehicles which do not attain the acceleration…’ (rest unchanged).
29. Section 6.1.3:
The first sentencereads as follows:
‘A current of air of variable speed is blown over the vehicle.’
30. Section 6.2.2:‘The first cycle starts on the initiation of the engine start-up
procedure.’
Section 7.1:‘Sampling begins (BS) before or at the initiation of the engine
start-up procedure and ends on conclusion of the final idling period in theextra-urban cycle (part two, end of sampling (ES)) or, in the case of testtype VI of the final idling period of the last elementary cycle (part one).’
Appendix 1
31. Section 1.1:
— Figure III.1.1 is replaced by the following new figure:
‘
Figure III.1.1
Operating cycle for the Type I test
’
— In the English version in column 5 of Table III.1.2 (entitled: ‘Speed
(km/h)’); operation 23 reads as follows:
‘35-10’
32. Sections 4 to 4.3 including Table III.1.4 and Figure III.1.4 are deleted.
Appendix 3!B1998L0069 — EN — 28.12.1998 — 000.001 — 30
33. Section 5.1.1.2.7:
In the English version, the formula reads as follows:
‘
P¼MV ∆V
500T
’
ANNEX VI
34. Sections 1 to 6 read as follows:
‘1. INTRODUCTION
This Annex describes the procedure for the Type IV test in
accordance with section 5.3.4 of Annex I.
This procedure describes a method for a determination of the
loss of hydrocarbons by evaporation from the fuel systems of
vehicles with positive-ignition engines.
2. DESCRIPTION OF TEST
The evaporative emission test (Figure VI.1) is designed to
determine hydrocarbon evaporative emissions as a consequenceof diurnal temperatures fluctuation, hot soaks during parking,
and urban driving. The test consists of these phases:
— test preparation including an urban (Part One) and extra-
urban (Part Two) driving cycle,
— hot soak loss determination,
— diurnal loss determination.
Mass emissions of hydrocarbons from the hot soak and the
diurnal loss phases are added up to provide an overall result forthe test.
3. VEHICLE AND FUEL
3.1. Vehicle
3.1.1. The vehicle must be in good mechanical condition and have
been run in and driven at least 3 000 km before the test. The
evaporative emission control system must be connected and
have been functioning correctly over this period and the carboncanister(s) must have been subject to normal use, neitherundergoing abnormal purging nor abnormal loading.
3.2. Fuel
3.2.1. The appropriate reference fuel must be used, as defined in
Annex IX to this Directive.
4. TEST EQUIPMENT FOR EVAPORA TIVE TEST
4.1. Chassis dynamometer
The chassis dynamometer must meet the requirements of Annex
III.
4.2. Evaporative emission measurement enclosure
The evaporative emission measurement enclosure must be a
gas-tight rectangular measuring chamber able to contain thevehicle under test. The vehicle must be accessible from all sides
and the enclosure when sealed must be gas tight in accordance
with Appendix 1. The inner surface of the enclosure must beimpermeable and non-reactive to hydrocarbons. The tempera-!
B1998L0069 — EN — 28.12.1998 — 000.001 — 31
ture conditioning system must be capable of controlling the
internal enclosure air temperature to follow the prescribedtemperature versus time profile throughout the test, and anaverage tolerance of ± 1 K over the duration of the test.
The control system must be tuned to provide a smooth
temperature pattern that has a minimum of overshoot, hunting,
and instability about the desired long-term ambient temperatureprofile. Interior surface temperatures must not be less than278 °K (5 °C) nor more than 320 °K (55 °C) at any time duringthe diurnal emission test.
Wall design must be such as to promote good dissipation of
heat. Interior surface temperatures must not be below 293 °K
(20 °C), nor above 325 °K (52 °C) for the duration of the hotsoak test.
To accommodate the volume changes due to enclosure
temperature changes, either a variable-volume or fixed-volume
enclosure may be used.
4.2.1. V ariable-volume enclosure
The variable-volume enclosure expands and contracts in
response to the temperature change of the air mass in theenclosure. Two potential means of accommodating the internal
volume changes are movable panel(s), or a bellows design, in
which an impermeable bag or bags inside the enclosureexpand(s) and contracts(s) in response to internal pressurechanges by exchanging air from outside the enclosure. Anydesign for volume accommodation must maintain the integrityof the enclosure as specified in Appendix 1 over the specifiedtemperature range.
Any method of volume accommodation must limit the
differential between the enclosure internal pressure and thebarometric pressure to a maximum value of ± 5 hPa.
The enclosure must be capable of latching to a fixed volume. A
variable volume enclosure must be capable of accommodating a
± 7 % change from its ‘nominal volume’ (see Appendix 1section 2.1.1), taking into account temperature and barometricpressure variation during testing.
4.2.2. Fixed-volume enclosure
The fixed-volume enclosure must be constructed with rigid
panels that maintain a fixed enclosure volume, and meet therequirements below.
4.2.2.1. The enclosure must be equipped with an outlet flow stream that
withdrawns air at a low, constant rate from the enclosurethroughout the test. An inlet flow stream may provide make-up
air to balance the outgoing flow with incoming ambient air.
Inlet air must be filtered with activated carbon to provide arelatively constant hydrocarbon level. Any method of volumeaccommodation must maintain the differential between theenclosure internal pressure and the barometric pressure between0 and −5 hPa.
4.2.2.2. The equipment must be capable of measuring the mass of
hydrocarbon in the inlet and outlet flow streams with aresolution of 0,01 gram. A bag sampling system may be used to
collect a proportional sample of the air withdrawn from and
admitted to the enclosure. Alternatively, the inlet and outletflow streams may be continuously analysed using an on-lineFID analyser and integrated with the flow measurements toprovide a continuous record of the mass hydrocarbon removal.
4.3. Analytical systems
4.3.1. Hydrocarbon analyser
4.3.1.1. The atmosphere within the chamber is monitored using a
hydrocarbon detector of the flame ionization detector (FID)
type. Sample gas must be drawn from the mid-point of one side
wall or roof of the chamber and any bypass flow must bereturned to the enclosure, preferably to a point immediatelydownstream of the mixing fan.
4.3.1.2. The hydrocarbon analyser must have a response time to 90 % of
final reading of less than 1,5 seconds. Its stability must be better!
B1998L0069 — EN — 28.12.1998 — 000.001 — 32
than 2 % of full scale at zero and at 80 % ± 20 % of full scale
over a 15-minute period for all operational ranges.
4.3.1.3. The repeatability of the analyser expressed as one standard
deviation must be better than 1 % of full scale deflection at zeroand at 80 % ± 20 % of full scale on all ranges used.
4.3.1.4. The operational ranges of the analyser must be chosen to give
best resolution over the measurement, calibration and leak
checking procedures.
4.3.2. Hydrocarbon analyser data recording system
4.3.2.1. The hydrocarbon analyser must be fitted with a device to record
electrical signal output either by strip chart recorder or otherdata processing system at a frequency of at least once perminute. The recording system must have operating character-istics at least equivalent to the signal being recorded and mustprovide a permanent record of results. The record must show a
positive indication of the beginning and end of the hot soak or
diurnal emission test (including beginning and end of samplingperiods along with the time elapsed between start andcompletion of each test).!
B1998L0069 — EN — 28.12.1998 — 000.001 — 33
Figure VI.1
Evaporative emission determination
Note:
1. Evaporative emission control families — details clarified.2. Tailpipe emissions may be measured during type I test drive,
but these are not used for legislative purposes. Exhaust
emission legislative test remains separate.
4.4. Fuel tank heating (only applicable for gasoline canister load
option)
4.4.1. The fuel in the vehicle tank(s) must be heated by a controllable
source of heat; for example a heating pad of 2 000 W capacity
is suitable. The heating system must apply heat evenly to thetank walls beneath the level of the fuel so as not to cause local!
B1998L0069 — EN — 28.12.1998 — 000.001 — 34
overheating of the fuel. Heat must not be applied to the vapour
in the tank above the fuel.
4.4.2. The tank heating device must make it possible to heat the fuel in
the tank evenly by 14 °K from 289 °K (16 °C) within 60minutes, with the temperature sensor position as in 5.1.1. The
heating system must be capable of controlling the fuel
temperature to ± 1,5 °K of the required temperature duringthe tank heating process.
4.5. Temperature recording
4.5.1. The temperature in the chamber is recorded at two points by
temperature sensors which are connected so as to show a meanvalue. The measuring points are extended approximately 0,1 minto the enclosure from the vertical centre line of each side wallat a height of 0,9 ± 0,2 m.
4.5.2. The temperatures of the fuel tank(s) are recorded by means of
the sensor positioned in the fuel tank as in 5.1.1 in the case ofuse of the gasoline canister load option (5.1.5).
4.5.3. Temperatures must, throughout the evaporative emission
measurements, be recorded or entered into a data processing
system at a frequency of at least once per minute.
4.5.4. The accuracy of the temperature recording system must be
within ± 1,0 °K and the temperature must be capable of beingresolved to ± 04, °K.
4.5.5. The recording or data processing system must be capable of
resolving time to ± 15 seconds.
4.6. Pressure recording
4.6.1. The difference ∆
pbetween barometric pressure within the test
area and the enclosure internal pressure must, throughout theevaporative emission measurements, be recorded or entered intoa data processing system at a frequency of at least once perminute.
4.6.2. The accuracy of the pressure recording system must be within
± 2 hPa and the pressure must be capable of being resolved to± 0,2 hPa.
4.6.3. The recording or data processing system must be capable of
resolving time to ± 15 seconds.
4.7. Fans
4.7.1. By the use of one or more fans or blowers with the SHED
door(s) open it must be possible to reduce the hydrocarbon
concentration in the chamber to the ambient hydrocarbon level.
4.7.2. The chamber must have one or more fans or blowers of likely
capacity 0,1 to 0,5 m
3s−1with which to thoroughly mix the
atmosphere in the enclosure. It must be possible to attain aneven temperature and hydrocarbon concentration in thechamber during measurements. The vehicle in the enclosure
must not be subjected to a direct stream of air from the fans or
blowers.
4.8. Gases
4.8.1. The following pure gases must be available for calibration and
operation:
— purified synthetic air (purity: 51 ppm C
1equivalent
41 ppm CO, 4400 ppm CO 2,40,1 ppm NO); oxygen
content between 18 % and 21 % by volume,
— hydrocarbon analyser fuel gas (40 % ± 2 % hydrogen, and
balance helium with less than 1 ppm C 1equivalent
hydrocarbon, less than 400 ppm CO 2),
— propane (C 3H8), 99,5 % minimum purity,
— butane (C 4H10), 98 % minimum purity,
— nitrogen (N 2), 98 % minimum purity.!B1998L0069 — EN — 28.12.1998 — 000.001 — 35
4.8.2. Calibration and span gases must be available containing
mixtures of propane (C 3H8) and purified synthetic air. The
true concentrations of a calibration gas must be within ± 2 % ofstated figures. The accuracy of the diluted gases obtained whenusing a gas divider must be to within ± 2 % of the true value.The concentrations specified in Appendix 1 may also be
obtained by the use of a gas divider using synthetic air as the
diluent gas.
4.9. Additional equipment
4.9.1. The absolute humidity in the tests area must be measurable to
within ± 5 %.
5. TEST PROCEDURE
5.1. Test preparation
5.1.1. The vehicle is mechanically prepared before the test as follows:
— the exhaust system of the vehicle must not exhibit any
leaks,
— the vehicle may be steam cleaned before the test,
— in the case of use of the gasoline canister load option
(5.1.5) the fuel tank of the vehicle must be equipped with atemperature sensor to enable the temperature to bemeasured at the mid-point of the fuel in the fuel tankwhen filled to 40 % of its capacity,
— additional fittings, adapters of devices may be fitted to the
fuel system in order to allow a complete draining of thefuel tank. For this purpose it is not necessary to modify theshell of the tank,
— the manufacturer may propose a test method in order to
take into account the loss of hydrocarbons by evaporationcoming only from the fuel system of the vehicle.
5.1.2. The vehicle is taken into the test area where the ambient
temperature is between 293 °K and 303 °K (20 and 30 °C).
5.1.3. The ageing of the canister(s) has to be verified. This may be
done by demonstrating that it has accumulated a minimum of
3 000 km. If this demonstration is not given, the following
procedure is used. In the case of a multiple canister system eachcanister must undergo the procedure separately.
5.1.3.1. The canister is removed from the vehicle. Special care must be
taken during this step to avoid damage to components and the
integrity of the fuel system.
5.1.3.2. The weight of the canister must be checked.
5.1.3.3. The canister is connected to a fuel tank, possibly an external
one, filled with reference fuel, to 40 % volume of the fueltank(s).
5.1.3.4. The fuel temperature in the fuel tank must be between 283 °K
(10 °C) and 287 °K (14 °C).
5.1.3.5. The (external) fuel tank is heated from 288 °K to 318 °K (15 °
to 45 °C) (1 °C increase every 9 minutes).
5.1.3.6. If the canister reaches breakthrough before the temperature
reaches 318 °K (45 °C), the heat source must be turned off.Then the canister is weighed. If the canister did not reachbreakthrough during the heating to 318 °K (45° °C), theprocedure from 5.1.3.3 must be repeated until breakthrough
occurs.
5.1.3.7. Breakthrough may be checked as is described in 5.1.5 and 5.1.6
of this Annex, or with the use of another sampling andanalytical arrangement capable of detecting the emission of
hydrocarbons from the canister at breakthrough.
5.1.3.8. The canister must be purged with 25 ± 5 litres per minute with
the emission laboratory air until 300 bed volume exchanges arereached.
5.1.3.9. The weight of the canister must be checked.!
B1998L0069 — EN — 28.12.1998 — 000.001 — 36
5.1.3.10. The steps of the procedure in 5.1.3.4 to 5.1.3.9 must be repeated
nine times. The test may be terminated prior to that, after notless than three ageing cycles, if the weight of the canister afterthe last cycles has stabilized.
5.1.3.11. The evaporative emission canister is reconnected and the
vehicle restored to its normal operating condition.
5.1.4. One of the methods specified in 5.1.5 and 5.1.6 must be used to
precondition the evaporative canister. For vehicles with multiple
canisters, each canister must be preconditioned separately.
5.1.4.1. Canister emissions are measured to determine breakthrough.
Breakthrough is here defined as the point at which the
cumulative quantity of hydrocarbons emitted is equal to 2grams.
5.1.4.2. Breakthrough may be verified using the evaporative emission
enclosure as described in 5.1.5 and 5.1.6 respectively. Alter-
natively, breakthrough may be determined using an auxiliary
evaporative canister connected downstream of the vehicle’scanister. The auxiliary canister must be well purged with dry airprior to loading.
5.1.4.3. The measuring chamber must be purged for several minutes
immediately before the test until a stable background isobtained. The chamber air mixing fan(s) must be switched onat this time.
The hydrocarbon analyser must be zeroed and spanned
immediately before the test.
5.1.5. Canister loading with repeated heat builds to breakthrough
5.1.5.1. The fuel tank(s) of the vehicle(s) is (are) emptied using the fuel
tank drain(s). This must be done so as not to abnormally purgeor abnormally load the evaporative control devices fitted to thevehicle. Removal of the fuel cap is normally sufficient toachieve this.
5.1.5.2. The fuel tank(s) is (are) refilled with test fuel at a temperature
of between 283 °K to 287 °K (10 to 14 °C) to 40 % ± 2 % of thetank’ s normal volumetric capacity. The fuel cap(s) of the vehicle
must be fitted at this point.
5.1.5.3. Within one hour of being refuelled the vehicle must be placed,
with the engine shut off, in the evaporative emission enclosure.The fuel tank temperature sensor is connected to thetemperature recording system. A heat source must be properlypositioned with respect to the fuel tank(s) and connected to thetemperature controller. The heat source is specified in 4.4. Inthe case of vehicles fitted with more than one fuel tank, all the
tanks must be heated in the same way as described below. The
temperatures of the tanks must be identical to within ± 1,5 °K.
5.1.5.4. The fuel may be artificially heated to the starting diurnal
temperature of 293 °K (20 °C) ± 1 °K.
5.1.5.5. When the fuel temperature reaches at last 292 °K (19 °C), the
following steps must be taken immediately: the purge blowermust be turned off; enclosure doors closed and sealed; andmeasurement initiated of the hydrocarbon level in the enclosure.
5.1.5.6. When the fuel temperature of the fuel tank reaches 293 °K
(20 °C) a linear heat build of 15 °K (15 °C) begins. The fuel
must be heated in such a way that the temperature of the fuel
during the heating conforms to the function below to within± 1,5 °K. The elapsed time of the heat build and temperaturerise is recorded.
T
r=T 0+ 0,2333 × t
where:
Tr = required temperature (K);
To = initial temperature (K);
t = time from start of the tank heat build in minutes.
5.1.5.7. As soon as breakthrough occurs or when the fuel temperature
reaches 308 °K (35 °C), whichever occurs first, the heat source
is turned off, the enclosure doors unsealed and opened, and thevehicle fuel tank cap(s) removed. If breakthrough has notoccurred by the time the fuel temperature 308 °K (35 °C), the!
B1998L0069 — EN — 28.12.1998 — 000.001 — 37
heat source is removed from the vehicle, the vehicle removed
from the evaporative emission enclosure and the entireprocedure outlined in 5.1.7 repeated until breakthrough occurs.
5.1.6. Butane loading to breakthrough
5.1.6.1. If the enclosure is used for the determination of the break-
through (see 5.1.4.2) the vehicle must be placed, with the engineshut off, in the evaporative emission enclosure.
5.1.6.2. The evaporative emission canister must be prepared for the
canister loading operation. The canister must not be removed
from the vehicle, unless access to it in its normal location is so
restricted that loading can only reasonably be accomplished byremoving the canister from the vehicle. Special care must betaken during this step to avoid damage to the components andthe integrity of the fuel system.
5.1.6.3. The canister is loaded with a mixture composed of 50 % butane
and 50 % nitrogen by volume at a rate of 40 grams butane per
hour.
5.1.6.4. As soon as the canister reaches breakthrough, the vapour source
must be shut off.
5.1.6.5. The evaporative emission canister must then be reconnected and
the vehicle restored to its normal operating condition.
5.1.7. Fuel drain and refill
5.1.7.1. The fuel tank(s) of the vehicle(s) is (are) emptied using the fuel
tank drain(s). This must be done so as not to abnormally purgeor abnormally load the evaporative control devices fitted to the
vehicle. Removal of the fuel cap is normally sufficient to
achieve this.
5.1.7.2. The fuel tank(s) is (are) refilled with test fuel at a temperature
of between 291 °K ± 8 °K (18 ± 8 °C) to 40 ± 2 % of the tank’ snormal volumetric capacity. The fuel cap(s) of the vehicle mustbe fitted at this point.
5.2. Preconditioning drive
5.2.1. Within one hour from the completing of canister loading in
accordance with 5.1.5 or 5.1.6 the vehicle is placed on thechassis dynamometer and driven through one Part One and twoPart Two driving cycles of Type I test as specified in Annex III.Exhaust emissions are not sampled during this operation.
5.3. Soak
5.3.1. Within five minutes of completing the preconditioning opera-
tion specified in 5.2.1 the engine bonnet must be completelyclosed and the vehicle driven off the chassis dynamometer andparked in the soak area. The vehicle is parked for a minimum of
12 hours and a maximum of 36 hours. The engine oil and
coolant temperatures must have reached the temperature of thearea or within ± 3 °K of it at the end of the period.
5.4. Dynamometer test
5.4.1. After conclusion of the soak period the vehicle is driven through
a complete Type I test drive as described in Annex III (cold start
urban and extra urban test). Then the engine is shut off. Exhaustemissions may be sampled during this operation but the resultsmust not be used for the purpose of exhaust emission type-approval.
5.4.2. Within two minutes of completing the Type I test drive
specified in 5.4.1 the vehicle is driven a further conditioning
drive consisting of one urban test cycle (hot start) of a Type Itest. Then the engine is shut off again. Exhaust emissions neednot be sampled during this operation.
5.5. Hot soak evaporative emissions test
5.5.1. Before the completion of the conditioning drive the measuring
chamber must be purged for several minutes until a stablehydrocarbon background is obtained. The enclosure mixingfan(s) must also be turned on at this time.!
B1998L0069 — EN — 28.12.1998 — 000.001 — 38
5.5.2. The hydrocarbon analyser must be zeroed and spanned
immediately prior to the test.
5.5.3. At the end of the conditioning drive the engine bonnet must be
completely closed and all connections between the vehicle and
the test stand disconnected. The vehicle is then driven to the
measuring chamber with a minimum use of the acceleratorpedal. The engine must be turned off before any part of thevehicle enters the measuring chamber. The time at which theengine is switched off is recorded on the evaporative emissionmeasurement data recording system and temperature recording
begins. The vehicle’s windows and luggage compartments must
be opened at this stage, if not already opened.
5.5.4. The vehicle must be pushed or otherwise moved into the
measuring chamber with the engine switched off.
5.5.5. The enclosure doors are closed and sealed gas-tight within two
minutes of the engine being switched off and within sevenminutes of the end of the conditioning drive.
5.5.6. The start of a 60 ± 0,5 minute hot soak period begins when the
chamber is sealed. The hydrocarbon concentration, temperatureand barometric pressure are measured to give the initialreadings C
HC,iPiand T ifor the hot soak test. These figures
are used in the evaporative emission calculation, section 6. Theambient SHED temperature T must not be less than 296 °K andno more than 304 °K during the 60-minute hot soak period.
5.5.7. The hydrocarbon analyser must be zeroed and spanned
immediately before the end of the 60 ± 0,5 minute test period.
5.5.8. At the end of the 60 ± 0,5 minute test period the hydrocarbon
concentration in the chamber must be measured. Thetemperature and the barometric pressure are also measured.These are the final readings C
HC,f,Pfand T ffor the hot soak test
used for the calculation in section 6.
5.6. Soak
5.6.1. The test vehicle must be pushed or otherwise moved to the soak
area without use of the engine and soaked for not less than 6
hours and not more than 36 hours between the end of the hot
soak test and the start of the diurnal emission test. For at least 6hours of this period the vehicle must be soaked at 293 °K ± 2 °K(20 °C ± 2 °C).
5.7. Diurnal test
5.7.1. The test vehicle must be exposed to one cycle of ambient
temperature according to the profile specified in Appendix 2
with a maximum deviation of ± 2 °K at any time. The average
temperature deviation from the profile, calculated using theabsolute value of each measured deviation, must not exceed1 °K. Ambient temperature must be measured at least everyminute. Temperature cycling begins when time t
start=0 ,a s
specified in 5.7.6.
5.7.2. The measuring chamber must be purged for several minutes
immediately before the test until a stable background isobtainable. The chamber mixing fan(s) must also be switchedon at this time.
5.7.3. The test vehicle, with the engine shut off and the test vehicle
windows and luggage compartment(s) opened must be movedinto the measuring chamber. The mixing fan(s) must beadjusted in such a way as to maintain a minimum air circulationof 8 km/h under the fuel tank of the test vehicle.
5.7.4. The hydrocarbon analyser must be zeroed and spanned
immediately before the test.
5.7.5. The enclosure doors must be closed and gas-tight sealed.
5.7.6. Within 10 minutes of closing and sealing the doors, the
hydrocarbon concentration, temperature and barometric pres-sure are measured to give the initial readings C
HC,i,Pfand T ffor
the diurnal test. This is the point where time t Start=0 .
5.7.7. The hydrocarbon analyser must be zeroed and spanned
immediately before the end of the test.!B1998L0069 — EN — 28.12.1998 — 000.001 — 39
5.7.8. The end of the emission sampling period occurs 24 hours ± 6
minutes after the beginning of the initial sampling, as specifiedin 5.7.6. The time elapsed is recorded. The hydrocarbonconcentration, temperature and barometric pressure are mea-sured to give the final readings C
HC,i,Pfand T ffor the diurnal
test used for the calculation in section 6. This completes the
evaporative emission test procedure.
6. CALCULATION
6.1. The evaporative emission tests described in section 5 allow the
hydrocarbon emissions from the diurnal and hot soak phases tobe calculated. Evaporative losses from each of theses phases is
calculated using the initial and final hydrocarbon concentra-
tions, temperatures and pressures in the enclosure, together withthe net enclosure volume.
The formula below is used:
M
HC¼k/C1V/C110/C04/C1CHC ;f/C1Pf
Tf/C0CHC ;i/C1Pi
Ti/C18/C19
þMHC ;out/C0MHC ;i
where:
MHC = hydrocarbon mass in grams
MHC,out = mass of hydrocarbon exiting the enclosure, in the
case of fixed-volume enclosures for diurnal emis-sion testing (grams).
M
HC,i = mass of hydrocarbon entering the enclosure, in the
case of fixed-volume enclosures for diurnal emis-sion testing (grams).
C
HC = measured hydrocarbon concentration in the en-
closure (ppm (volume) C 1equivalent),
V = net enclosure volume in cubic metres corrected for
the volume of the vehicle, with the windows andthe luggage compartment open. If the volume ofthe vehicle is not determined a volume of 1,42 m
3
is subtracted.
T = ambient chamber temperature, in °K,
P = barometric pressure in kPA,
H/C = hydrogen to carbon ration,k = 1,2.(12+ H/C);
where:
i is the initial reading,
f is the final reading,
H/C is taken to be 2,33 for diurnal test losses,H/C is taken to be 2,20 for hot soak losses.
6.2. Overall results of test
The overall hydrocarbon mass emission for the vehicle is taken
to be:
M
total=M DI+M HS
where:
Mtotal = overall mass emissions of the vehicle (grams),
MDI = hydrocarbon mass emission for diurnal test
(grams),
MHS = hydrocarbon mass emission for the hot soak
(grams).’!B1998L0069 — EN — 28.12.1998 — 000.001 — 40
Appendix 1
35. Sections 1 and 2 read as follows:
‘1. CALIBRATION FREQUENCY AND METHODS
1.1. All equipment must be calibrated before its initial use and then
calibrated as often as necessary and in any case in the monthbefore type-approval testing. The calibration methods to besuedare described in this Appendix.
1.2. Normally the series of temperatures which are mentioned firstly
must be used. The series of temperatures within square bracketsmay alternatively be used.
2. CALIBRATION OF THE ENCLOSURE
2.1. Initial determination of enclosure internal volume
2.1.1. Before its initial use, the internal volume of the chamber must
be determined as follows. The internal dimensions of thechamber are carefully measured, allowing for any irregularitiessuch as bracing struts. The internal volume of the chamber isdetermined from these measurements.
For variable-volume enclosures, the enclosure must be latched
to a fixed volume when the enclosure is held at an ambienttemperature of 303 °K (30 °C) [(302 °K (29 °C)]. This nominalvolume must be repeatable within ± 0,5 % of the reported value.
2.1.2. The net internal volume is determined by subtracting 1,42 m
3
from the internal volume of the chamber. Alternatively the
volume of the test vehicle with the luggage compartment andwindows open may be used instead of the 1,42 m
3.
2.1.3. The chamber must be checked as in 2.3. If the propane mass
does not agree with the injected mass to within ± 2 % thencorrective action is required.
2.2. Determination of chamber background emissions
This operation determines that the chamber does not contain
any materials that emit significant amounts of hydrocarbons.The check must be carried out at the enclosure’ s introduction toservice, after any operations in the enclosure which may affectbackground emissions and at a frequency of at least once peryear.
2.2.1. Variable-volume enclosures may be operated in either latched
or unlatched volume configuration, as described in 2.1.1
Ambient temperatures must be maintained at 308 °K ± 2 °K
(35° ± 2 °C) [309 °K ± 2 °K (36° ± 2 °C)], throughout the 4-hour period mentioned below.
2.2.2. Fixed volume enclosures must be operated with inlet and outlet
flow streams closed. Ambient temperatures must be maintainedat 308 °K ± 2 °K (35° ± 2 °C) [309 °K ± 2 °K (36° ± 2 °C)]throughout the four-hour period mentioned below.
2.2.3. The enclosure may be sealed and the mixing fan operated for a
period of up to 12 hours before the four-hour backgroundsampling period begins.
2.2.4. The analyser (if required) must be calibrated, then zeroed and
spanned.
2.2.5. The enclosure must be purged until a stable hydrocarbon
reading is obtained, and the mixing fan turned on if not alreadyon.
2.2.6. The chamber is then sealed and the background hydrocarbon
concentration, temperature and barometric pressure are mea-
sured. These are the initial readings C
HC,i,Piand T iused in the
enclosure background calculation.
2.2.7. The enclosure is allowed to stand undisturbed with the mixing
fan on for a period of four hours.
2.2.8. At the end of this time the same analyser is used to measure the
hydrocarbon concentration in the chamber. The temperature andthe barometric pressure are also measured. These are the finalreadings C
HC,f,Pfand T f.!B1998L0069 — EN — 28.12.1998 — 000.001 — 41
2.2.9. The change in mass of hydrocarbons in the enclosure must be
calculated over the time of the test in accordance with 2.4 andmust not exceed 0,05 g.
2.3. Calibration and hydrocarbon retention test of the chamber
The calibration and hydrocarbon retention test in the chamber
provides a check on the calculated volume in 2.1 and alsomeasures any leak rate. The enclosure leak rate must bedetermined at the enclosure’ s introduction to service, after anyoperations in the enclosure which may affect the integrity of the
enclosure, and at least monthly thereafter. If six consecutive
monthly retention checks are successfully completed withoutcorrective action, the enclosure leak rate may be determinedquarterly thereafter as long as no corrective action is required.
2.3.1. The enclosure must be purged until a stable hydrocarbon
concentration is reached. The mixing fan is turned on, if not
already switched on. The hydrocarbon analyser is zeroed,
calibrated if required, and spanned.
2.3.2. On variable-volume enclosures the enclosure must be latched to
the nominal volume position. On fixed-volume enclosures theoutlet and inlet flow streams must be closed.
2.3.3. The ambient temperature control system is then turned on (if
not already on) and adjusted for an initial temperature of 308 °K
(35 °C) [309 °K (36 °C)].
2.3.4. When the enclosure stabilizes at 308 °K ± 2 °K (35° ± 2 °C)
[309 °K ± 2 °K (36° ± 2 °C)], the enclosure is sealed and thebackground concentration, temperature and barometric pressuremeasured. These are the initial readings C
HC,i,Piand T iused in
the enclosure calibration.
2.3.5. A quantity of approximately 4 grams of propane is injected into
the enclosure. The mass of propane must be measured to anaccuracy and precision of ± 02, % of the measured value.
2.3.6. The contents of the chamber must be allowed to mix for five
minutes and then the hydrocarbon concentration, temperatureand barometric pressure are measured. These are the finalreadings C
HC,f,Pfand T ffor the calibration of the enclosure as
well as the initial readings C HC,i,Piand T ifor the retention
check.
2.3.7. On the basis of the readings taken in 2.3.4 and 2.3.6 and the
formula in 2.4, the mass of propane in the enclosure iscalculated. This must be within ± 2 % of the mass of propanemeasured in 2.3.5..
2.3.8. For variable-volume enclosures the enclosure must be unlatched
from the nominal volume configuration. For fixed-volumeenclosures, the outlet and inlet flow streams must be opened.
2.3.9. The process is then begun of cycling the ambient temperature
from 308 °K (35 °C) to 293 °K (20 °C) and back to 308 °K(35 °C) [308,6 °K (35,6 °C) to 295,2 °K (22,2 °C) and back to308,6 °K (35,6 °C)] over a 24-hour period according to the
profile [alternative profile] specified in Appendix 2 within 15
minutes of sealing the enclosure. (Tolerances as specified insection 5.7.1 of Annex VI).
2.3.10. At the completion of the 24-hour cycling period, the final
hydrocarbon concentration, temperature and barometric pres-sure are measured and recorded. These are the final readings
C
HC,f,Tfand P ffor the hydrocarbon retention check.
2.3.11. Using the formula in 2.4, the hydrocarbon mass is then
calculated from the readings taken in 2.3.10 and 2.3.6. Themass may not differ by more than 3 % from the hydrocarbonmass given by 2.3.7.
2.4. Calculations
The calculation of net hydrocarbon mass change within the
enclosure is used to determine the chamber’ s hydrocarbonbackground and leak rate. Initial and final readings ofhydrocarbon concentration, temperature and barometric pres-!
B1998L0069 — EN — 28.12.1998 — 000.001 — 42
sure are used in the following formula to calculate the mass
change.
MHC¼k/C1V/C110/C04/C1CHC ;f/C1Pf
Tf/C0CHC ;i/C1Pi
Ti/C18/C19
þMHC ;out/C0MHC ;i
where:
MHC = hydrocarbon mass in grams
MHC,out = mass of hydrocarbon exiting the enclosure, in the
case of fixed-volume enclosures for diurnal emis-sion testing (grams)
M
HC,i = mass of hydrocarbon entering the enclosure, in the
case of fixed volume enclosures for diurnalemission testing (grams)
C
HC = hydrocarbon concentration in the enclosure (ppm
carbon (NB: ppm carbon = ppm propane × 3))
V = enclosure volume in cubic metres as measured in
section 2.1.1.
T = ambient temperature in the enclosure in K,P = barometric pressure in kPa,k = 17,6;
where:
i is the initial reading.f is the final reading’
Appendix 2
36. The following new Appendix 2 is added:
‘Appendix 2
Diurnal ambient temperature profile for the calibration of the
enclosure and the diurnal emission test
Time
(hours)Temperature
(°C i)
calibration test
16 0 20
17 1 20,218 2 20,5
19 3 21,2
20 4 23,121 5 25,122 6 27,2
23 7 29,8
24 8 31,8
0 9 33,3
1 10 34,4
21 1 3 53 12 34,7
4 13 33,8!
B1998L0069 — EN — 28.12.1998 — 000.001 — 43
Time
(hours)Temperature
(°C i)
calibration test
51 4 3 2
61 5 3 0
7 16 28,4
8 17 26,99 18 25,2
10 19 24
11 20 2312 21 22
13 22 20,8
14 23 20,215 24 20’
Alternative diurnal ambient temperature profile for the calibration of
the enclosure in accordance with Appendix 1, sections 1.2 and 2.3.9
Time
(hours)Temperature
(°C i)
0 35,6
1 35,3
2 34,5
3 33,24 31,4
5 29,7
6 28,27 27,28 26,1
9 25,1
10 24,311 23,7
12 23,3
13 22,914 22,6
15 22,2
16 22,517 24,2
18 26,8
19 29,620 31,9
21 33,9!
B1998L0069 — EN — 28.12.1998 — 000.001 — 44
Time
(hours)Temperature
(°C i)
22 35,1
23 35,424 35,6
ANNEX VII
37. A new Annex VII is introduced as follows:
‘ANNEX VII
TYPE VI TEST
(Verifying the average low ambient temperature carbon monoxide and
hydrocarbon tailpipe emissions after a cold start)
1. INTRODUCTION
This Annex applies only to vehicles with positive-ignition
engines. It describes the equipment required and the procedurefor the Type VI test defined in section 5.3.5 of Annex I in orderto verify the emissions of carbon monoxide and hydrocarbons atlow ambient temperatures. Topics addressed in this Annexinclude:
1. Equipment requirements;2. Test conditions;3. Test procedures and data requirements.
2. TEST EQUIPMENT
2.1. Summary
2.1.1. This chapter deals with the equipment needed for low ambient
temperature exhaust emission tests on positive-ignition vehi-cles. Equipment required and specifications are equivalent tothe requirements for the Type I test as specified in Annex III,with appendices, if specific requirements for the Type VI test
are not prescribed. Sections 2.2 to 2.6 describe deviations
applicable to Type VI low ambient temperature testing.
2.2. Chassis dynamometer
2.2.1. The requirements of section 4.1 of Annex III apply. The
dynamometer must be adjusted to simulate the operation of a
vehicle on the road at 266 °K (−7 ° C). Such adjustment may bebased on a determination of the road load force profile at 266 °K(−7 ° C). Alternatively the driving resistance determinedaccording to Appendix 3 of Annex III may be adjusted for a10 % decrease of the coast-down time. The technical service
may approve the use of other methods of determining the
driving resistance.
2.2.2. For calibration of the dynamometer the provisions of Appendix
2 of Annex III apply.
2.3. Sampling system
2.3.1. The provisions of section 4.2 of Annex III and Appendix 5 of
Annex III apply. Section 2.3.2 in Appendix 5 is modified toread: ‘The piping configuration, flow capacity of the CVS, andthe temperature and specific humidity of the dilution air (which!
B1998L0069 — EN — 28.12.1998 — 000.001 — 45
may be different from the vehicle combustion air source) must
be controlled so as to virtually eliminate water condensation inthe system (a flow of 0,142 to 0,165 m
2/s is sufficient for most
vehicles).’
2.4. Analytical equipment
2.4.1. The provisions of section 4.3 of Annex III apply, but only for
carbon monoxide, carbon dioxide, and hydrocarbon testing.
2.4.2. For calibrations of the analytical equipment the provisions of
Appendix 6 of Annex III apply.
2.5. Gases
2.5.1. The provisions of section 4.5 of Annex III apply, where they are
relevant.
2.6. Additional equipment
2.6.1. For equipment used for the measurement of volume, tempera-
ture, pressure and humidity the provisions in sections 4.4 and
4.6 of Annex III apply.
3. TEST SEQUENCE AND FUEL
3.1. General requirements
3.1.1. The test sequence in Figure VII.1 shows the steps encountered
as the test vehicle undergoes the procedures for the Type VI
test. Ambient temperature levels encountered by the test vehiclemust average: 266 °K (−7 °C) ± 3 °K and must:
not be less than 260 °K (−13 °C), no more than 272 °K (−1 °C).The temperature may:not fall below 263 °K (−10 °C), or exceed 269 °K (−4 °C)
for more than three consecutive minutes.
3.1.2. The test cell temperature monitored during testing must be
measured at the output of the cooling fan (section 5.2.1 of this
Annex). The ambient temperature reported must be an
arithmetic average of the test cell temperatures measured atconstant intervals no more than one minute apart.
3.2. Test procedure
The part one urban driving cycle according to Figure III.1.1 in
Annex III - Appendix 1, consists of four elementary urbancycles which together makes a complete part one cycle.
3.2.1. Start of engine, start of the sampling and the operation of the
first cycle must be in accordance with Table III.1.2 and FigureIII.1.2.
3.3. Preparation for the test
3.3.1. For the test vehicle the provisions of section 3.1 of Annex III
apply. For setting the equivalent inertia mass on the dynamo-meter the provisions of section 5.1 of Annex III apply.!
B1998L0069 — EN — 28.12.1998 — 000.001 — 46
Figure VII.1
Procedure for low ambient temperature test
3.4. Test fuel
3.4.1. The test fuel used must have the specification that follows from
the provisions in section 3 of Annex IX. A manufacturer may
chose to use the test fuel specified in section 1 of Annex IX.
4. VEHICLE PRECONDITIONING
4.1. Summary
4.1.1. To ensure reproducible emission tests, the test vehicles must be
conditioned in a uniform manner. The conditioning consists of apreparatory drive on a chassis dynamometer followed by a soak
period before the emission test according to 4.3.
4.2. Preconditioning
4.2.1. The fuel tank(s) must be filled with the specified test fuel. If the
existing fuel in the fuel tank(s) does not meet the specificationscontained in 3.4.1, the existing fuel must be drained prior to the
fuel fill. The test fuel must be at a temperature less than or
equal to 289 °K (+ 16 °C). For the above operations theevaporative emission control system must neither be abnor-mally purged nor abnormally loaded.!
B1998L0069 — EN — 28.12.1998 — 000.001 — 47
4.2.2. The vehicle is moved to the test cell and placed on the chassis
dynamometer.
4.2.3. The preconditioning consists of the driving cycle according to
Annex III — Appendix 1 Figure III.1.1, parts one and two. Atthe request of the manufacturer, vehicles with a positive-ignition engine may be preconditioned with one Part I and twoPart II driving cycles.
4.2.4. During the preconditioning the test cell temperature must
remain relatively constant and not be higher than 303 °K(30 °C).
4.2.5. The drive-wheel tyre pressure must be set in accordance with
the provisions of section 5.3.2 of Annex III.
4.2.6. Within ten minutes of completion of the preconditioning, the
engine must be switched off.
4.2.7. If requested by the manufacturer and approved by the technical
service, additional preconditioning may in exceptional cases be
allowed. The technical service may also choose to conductadditional preconditioning. The additional preconditioningconsists of one or more driving schedules of the part one cycleas described in Annex III — Appendix 1. The extent of suchadditional preconditioning must be recorded in the test report.
4.3. Soak methods
4.3.1. One of the following two methods, to be selected by the
manufacturer, must be utilized to stabilize the vehicle before theemission test.
4.3.2. Standard method . The vehicle is stored for not less than 12
hours nor for more than 36 hours prior to the low ambienttemperature tailpipe emission test. The ambient temperature(dry bulb) during this period must be maintained at an averagetermperature of:
266 °K (−7 °C) ± 3 °K during each hour of this period and must
not be less than 260 °K (−13 °C) nor more than 272 (−1 °C). Inaddition, the temperature may not fall below 263 °K (−10 °C)nor more than 269 °K (−4 °C) for more than three consecutiveminutes.
4.3.3. Forced method (
1). The vehicle must be stored for not more than
36 hours prior to the low ambient temperature tailpipe emissiontest.
4.3.3.1. The vehicle must not be stored at ambient temperatures which
exceed 303 °K (30 °C) during this period.
4.3.3.2. Vehicle cooling may be accomplished by force-cooling the
vehicle to the test temperature. If cooling is augmented by fans,the fans must be placed in a vertical position so that themaximum cooling of the drive train and engine is achieved andnot primarily the sump. Fans must not be placed under thevehicle.
4.3.3.3. The ambient temperature need only be stringently controlled
after the vehicle has been cooled to:
266 °K (−7 °C) ± 2 °K,
as determined by a representative bulk oil temperature. A
representative bulk oil temperature is the temperature of the oilmeasured near the middle of the oil, not at the surface or at thebottom of the oil sump. If tow or more diverse locations in theoil are monitored, they must all meet the temperaturerequirements.
4.3.3.4. The vehicle must be stored for at least one hour after is has been
cooled to 266 °K (−7 °C) ± 2 °K, prior to the low ambienttemperature tailpipe emission test. The ambient temperature(dry bulb) during this period must average 266 °K (−7 °C)
± 3 °K, and must:
not be less than 260 °K (−13 °C) nor more than 272 °K (−1 °C),In addition, the temperature may:not fall below 263 °K (−10 °C) or exceed 269 °K (−4 °C),!
B
(1) The provisions concerning ‘forced cool down methods’ must be re-examined
without delay in accordance with the procedure laid down in Article 13 of
Directive 70/156/EEC.1998L0069 — EN — 28.12.1998 — 000.001 — 48
for more than three consecutive minutes.
4.3.4. If the vehicle is stabilized at 266 °K (−7 °C), in a separate area
and is moved through a warm area to the test cell, the vehiclemust be restabilized in the test cell for at least six times theperiod the vehicle is exposed to warmer temperatures. Theambient temperature (dry bulb) during this period
must average 266 °K (−7 °C) ± 3 °K and must not be less than
260 °K (−13 °C) nor more than 272 °K (−1 °C).
In addition, the temperature may:not fall below 263 °K (−10 °C) or exceed 269 °K (−4 °C), for
more than three consecutive minutes.
5. DYNAMOMETER PROCEDURE
5.1. Summary
5.1.1. The emission sampling is performed over a test procedure
consisting of the part one cycle (Annex III — Appendix 1
Figure III.1.1). Engine start-up, immediate sampling, operation
over the part one cycle and engine shut-down make a completelow ambient temperature test, with a total test time of 780seconds. The tailpipe emissions are diluted with ambient air anda continuously proportional sample is collected for analysis.The exhaust gases collected in the bag are analysed forhydrocarbons, carbon monoxide, and carbon dioxide. A parallel
sample of the dilution air is similarly analysed for carbon
monoxide, hydrocarbons and carbon dioxide.
5.2. Dynamometer operation
5.2.1. Cooling fan
5.2.1.1. A cooling fan is positioned so that cooling air is appropriately
directed to the radiator (water cooling) or to the air intake (air-cooling) and to the vehicle.
5.2.1.2. For front-engined vehicles, the fan must be positioned in front
of the vehicle, within 300 mm of it. In the case of rear-engined
vehicles or if the above arrangement is impractical, the cooling
fan must be positioned so that sufficient air is supplied to coolthe vehicle.
5.2.1.3. The fan speed must be such that, within the operating range of
10 km/h to at least 50 km/h, the linear velocity of the air at theblower outlet is within ± 5 km/h of the corresponding rollerspeed. The final selection of the blower must have the following
characteristics:
— area: at least 0,2 m
2,
— height of the lower edge above ground: approximately
20 cm.
As an alternative the blower speed must be at least 6 m/s
(21,6 km/h). At the request of the manufacturer, for specialvehicles (e. g. vans, off-road) the height of the cooling fan maybe modified.
5.2.1.4. The vehicle speed as measured from the dynamometer roll(s)
must be used (section 4.1.4.4 of Annex III).
5.2.3. Preliminary testing cycles may be carried out if necessary, to
determine how best to actuate the accelerator and brake controlsso as to achieve a cycle approximating to the theoretical cyclewithin the prescribed limits, or to permit sampling systemadjustment. Such driving must be carried out before ‘START’according to Figure VII.1.
5.2.4. Humidity in the air must be kept low enough to prevent
condensation on the dynamometer roll(s).
5.2.5. The dynamometer must be thoroughly warmed as recom-
mended by the dynamometer manufacturer, and using proce-dures or control methods that assure stability of the residualfrictional horsepower.
5.2.6. The time between dynamometer warming and the start of the
emission test must be no longer than 10 minutes if thedynamometer bearings are not independently heated. If thedynamometer bearings are independently heated, the emission!
B1998L0069 — EN — 28.12.1998 — 000.001 — 49
test must begin no longer than 20 minutes after dynamometer
warming.
5.2.7. If the dynamometer horsepower must be adjusted manually, it
must be set within one hour prior to the tailpipe emission testphase. The test vehicle may not be used to make the adjustment.The dynamometer, using automatic control of preselectable
power settings, may be set at any time prior to the beginning of
the emission test.
5.2.8. Before the emission test driving schedule may begin, the test
cell temperature must be 266 °K (−7 °C) ± 2 °K, as measured inthe air stream of the cooling fan with a maximum distance of1 m-1,5 m from the vehicle.
5.2.9. During operation of the vehicle the heating and defrosting
devices must be shut off.
5.2.10. The total driving distance or roller revolutions measured are
recorded.
5.2.11. A four-wheel drive vehicle must be tested in a two-wheel drive
mode of operation. The determination of the total road force fordynamometer setting is performed while operating the vehiclein its primary designed driving mode.
5.3. Performing the test
5.3.1. The provisions of sections 6.2 to 6.6, excluding 6.2.2, of Annex
III apply in respect of starting the engine, carrying out the test
and taking the emission samples. The sampling begins before orat the initiation of the engine start-up procedure and ends onconclusion of the final idling period of the last elementary cycleof the part one (urban driving cycle), after 780 seconds.
The first driving cycle starts with a period of 11 seconds idling
as soon as the engine has started.
5.3.2. For the analysis of the sampled emissions the provisions of
section 7.2 of Annex III apply. In performing the exhaustsample analysis the technical service must exercise care toprevent condensation of water vapour in the exhaust gas
sampling bags.
5.3.3. For the calculations of the mass emissions the provisions of
section 8 of Annex III apply.
6. OTHER REQUIREMENTS
6.1. Irrational emission control strategy
6.1.1. Any irrational emission control strategy which results in a
reduction in effectiveness of the emission control system undernormal operating conditions at low temperature driving, so faras not covered by the standardized emission tests, may be
considered a defeat device.’
Annexes VII, VIII and IX become Annexes VIII, IX and X.
ANNEX VIII38. The first subparagraph of section 6 reads as follows:
‘At the start of the test (0 km), and every 10 000 km (± 400 km) or more
frequently, at regular intervals until having covered 80 000 km, tailpipe
emissions are measured in accordance with the type I test as defined in
section 5.3.1 of Annex I. The limit values to be complied with are those laiddown in section 5.3.1.4 of Annex I.’!
B1998L0069 — EN — 28.12.1998 — 000.001 — 50
ANNEX IX
39. Annex IX is replaced by the following text:
‘ANNEX IX
SPECIFICATIONS OF REFERENCE FUELS
1. TECHNICAL DATA OF THE REFERENCE FUEL TO BE USED FOR TESTING VEHICLES EQUIPPED
WITH POSITIVE-IGNITION ENGINES
Type: Unleaded petrol
Parameter UnitLimits (1)
Test Method Publication
Minimum Maximum
Research octane number, RON 95,0 — EN 25164 1993
Motor octane number, MON 85,0 — EN 25163 1993
Density at 15 °CN kg/m3 748 762 ISO 3675 1995
Reid vapour pressure kPa 56,0 60,0 EN 12 1993Distillation:
— initial boiling point °C 24 40 EN-ISO 3405 1988
— evaporated at 100 °C % v/v 49,0 57,0 EN-ISO 3405 1988— evapored at 150 °C % v/v 81,0 87,0 EN-ISO 3405 1988
— final boiling point °C 190 215 EN-ISO 3405 1998
Residue % — 2 EN-ISO 3405 1998Hydrocarbon analysis:— olefins % v/v — 10 ASTM D 1319 1995
— aromatics (
2) % v/v 28,0 40,0 ASTM D 1319 1995
— benzene % v/v — 1,0 pr. EN 12177 [1998] (3)
— saturates % v/v — balance ASTM D 1319 1995
Carbon/hydrogen ratio report report
Oxidation stability (4) min. 480 — EN-ISO 7536 1996
Oxygen content (5) % m/m — 2,3 EN 1601 [1997] (3)
Existent gum mg/ml — 0,04 EN-ISO 6246 [1997] (3)
Sulphur content (6) mg/kg — 100pr. EN-ISO/DIS
14596[1998] (3)
Copper corrosion at 50 °C — 1 EN-ISO 2160 1995
Lead content g/l — 0,005 EN 237 1996
Phosphorus content g/l — 0,0013 ASTM D 3231 1994
(1) The values quoted in the specification are ‘true values’. In establishment of their limit values the terms of ISO 4259 ‘Petroleum
products — Determination and application of precision data in relation to methods of test’ have been applied and in fixing a
minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value,
the minimum difference is 4R (R = reproducibility).
Notwithstanding this measure, which is necessary for statistical reasons, the manufacturer of fuels should nevertheless aim at a
zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum
limits. Should it be necessary to clarify the question as to whether a fuel meets the requirements of the specifications, the terms
of ISO 4259 should be applied.
(2) The reference fuel used to approve a vehicle against the limit values set out in row B of the table in section 5.3.1.4 of Annex I to
this Directive shall have a maximum aromatics content of 35 % v/v. The Commission will as soon as possible, but no later than
31 December 1999, bring forward a modification to this Annex reflecting the market average for fuel aromatics content in
respect of the fuel defined in Annex III of Directive 98/70/EC.
(3) The month of publication will be completed in due course.
(4) The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise refinery gasoline streams, but
detergent/dispersive additives and solvent oils must not be added.
(5) The actual oxygen content of the fuel for the Type I and IV tests shall be reported. In addition the maximum oxygen content of
the reference fuel used to approve a vehicle against the limit values set out in row B of the table in section 5.1.3.4 of the Annex Ito this Directive shall be 2,3 %. The Commission will as soon as possible, but no later than 31 December 1999, bring forward a
modification to this Annex reflecting the market average for fuel oxygen content of the fuel defined in Annex III of Directive 98/
70/EC.
(
6) The actual sulphur content of the fuel used for the Type I test shall be reported. In addition the reference fuel used to approve a
vehicle against the limit values set out in row B of the table in section 5.1.3.4 of Annex I to this Directive shall have a maximum
sulphur content of 50 ppm. The Commission will as soon as possible, but no later than 31 December 1999, bring forward a
modification to this Annex reflecting the market average for fuel sulphur content in respect of the fuel defined in Annex III of
Directive 98/70/EC.
2. TECHNICAL DATA OF THE REFERENCE FUEL TO BE USED FOR TESTING VEHICLES EQUIPPED
WITH A DIESEL ENGINE
Type: Diesel fuel!B1998L0069 — EN — 28.12.1998 — 000.001 — 51
Parameter UnitLimits (1)
Test Method Publication
Min Max
Parameter UnitLimits (1)
Test Method Publication
Min Max
Cetane number (2) 52,0 54,0 EN-ISO 5165 1998 (3)
Density at 15 °C kg/m3 833 837 EN-ISO 3675 1995
Distillation— 50 % point °C 245 — EN-ISO 3405 1988— 95 % point °C 345 350 EN-ISO 3405 1988— final boiling point °C — 370 EN-ISO 3405 1988Flash point °C 55 — EN 22719 1993CFPP °C — −5 EN 116 1981Viscosity at 40 °C mm
2/s 2,5 3,5 EN-ISO 3104 1996
Polycyclic aromatic hydrocarbons % m/m 3 6,0 IP 391 1995
Sulphur content (4) mg/kg — 300 pr. EN-ISO/DIS
145961998 (3)
Copper corrosion — 1 EN-ISO 2160 1995
Conradson carbon residue (10 % DR) % m/m — 0,2 EN-ISO 10370 1995Ash content % m/m — 0,01 EN-ISO 6245 1995Water content % m/m — 0,05 EN-ISO 12937 [1998] (
3)
Neutralisation (stron acid) number mg KOH/g — 0,02 ASTM D 974-95 1998 (3)
Oxidation stability (5) mg/ml — 0,025 EN-ISO 12205 1996
New and better method for polycyclic
aromatics under development % m/m — — EN 12916 [1997] (3)
(1) The values quoted in the specification are ‘true values’. In establishment of their limit values the terms of ISO 4259 ‘Petroleum
products — Determination and application of precision data in relation to methods of test’ have been applied and in fixing a
minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value,
the minimum difference is 4R (R = reproducibility).
Notwithstanding this measure, which is necessary for statistical reasons, the manufacturer of fuels should nevertheless aim at a
zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum
limits. Should it be necessary to clarify the question as to whether a fuel meets the requirements of the specifications, the terms
of ISO 4259 should be applied.
(2) The range for cetane number is not in accordance with the requirement of a minimum range of 4R. However, in the case of a
dispute between fuel supplier and fuel user, the terms in ISO 4259 may be used to resolve such disputes provided replicate
measurements, of sufficient number to archive the necessary precision, are made in preference to single determinations.
(3) The month of publication will be completed in due course.
(4) The actual sulphur content of the fuel used for the Type I test shall be reported. In addition the reference fuel used to approve a
vehicle against the limit values set out in row B of the table in section 5.1.3.4 of Annex I to this Directive shall have a maximum
sulphur content of 50 ppm. The Commission will as soon as possible, but no later than 31 December 1999, bring forward a
modification to this Annex reflecting the market average for fuel sulphur content in respect of the fuel defined in Annex III of
Directive 98/70/EC.
(5) Even though oxidation stability is controlled, it is likely that shelf life will be limited. Advice should be sought from the supplier
as to storage conditions and life.
"C23. TECHNICAL DATA 3 OF THE REFERENCE FUEL TO BE USED FOR TESTING VEHICLES
EQUIPPED WITH POSITIVE-IGNITION ENGINES AT LOW AMBIENT TEMPERATURE TYPE VI
TEST (1)
Type: Unleaded premium petrol
Parameter UnitLimits (2)
Test Method Publication
Min Max
Research octane number, RON 95,0 — EN 25164 1993
Motor octane number, MON 85,0 — EN 25163 1993Density at 15 °C kg/m
3 748 775 ISO 3675 1995
Reid vapour presssure kPa 56,0 95,0 EN 12 1993Distillation
— initial boiling point °C 24 40 EN-ISO 3405 1988
— evaporated at 100 °C % v/v 49,0 57,0 EN-ISO 3405 1988— evaporated at 150 °C % v/v 81,0 87,0 EN-ISO 3405 1988— final boiling point °C 190 215 EN-ISO 3405 1988!
B1998L0069 — EN — 28.12.1998 — 000.001 — 52
Parameter UnitLimits (2)
Test Method Publication
Min Max
Residue % — 2 EN-ISO 3405
Hydrocarbon analysis:
— olefins % v/v — 10 ASTM D 1319 1995
— aromatics (4) % v/v 28,0 40,0 ASTM D 1319 1995
— benzene % v/v — 1,0 pr. EN 12177 [1998] (3)
— saturates — balance ASTM D 1319 1995Carbon/hydrogen ratio report reportOxidation stability (
5) mn. 480 — EN-ISO 7536 1996
Oxygen content (6) % m/m — 2,3 EN 1601 [1997] (3)
Existent gum mg/ml — 0,04 EN-ISO 6246 [1997] (3)
Sulphur content (7) mg/kg — 100pr. EN-ISO/DIS
14596[1998] (3)
Copper corrosion at 50 °C — 1 EN-ISO 2160 1995
Lead content g/l — 0,005 EN 237 1996Phosphorous content g/l — 0,0013 ASTM D 3231 1994
(1) Petrol having the specification in the above table must be used in low ambient temperature Type VI testing, if the manufacturer
does not specifically choose the fuel in section 1 of this Annex in accordance with section 3.4 of Annex VII.
(2) The values quoted in the specification are ‘true values’. In establishment of their limit values the terms of ISO 4259 ‘Petroleum
products — Determination and application of precision data in relation to methods of test’ have been applied and in fixing a
minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value,
the minimum difference is 4R (R = reproducibility).
Notwithstanding this measure, which is necessary for statistical reasons, the manufacturer of fuels should nevertheless aim at a
zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum
limits. Should it be necessary to clarify the question as to whether a fuel meets the requirements of the specifications, the terms
of ISO 4259 should be applied.
(4) The reference fuel used to approve a vehicle against the limit values set out in row B of the table in section 5.3.1.4 of Annex I to
this Directive shall have a maximum aromatics content of 35 % v/v. The Commission will as soon as possible, but no later than
31 December 1999, bring forward a modification to this Annex reflecting the market average for fuel aromatics content in
respect of the fuel defined in Annex III of Directive 98/70/EC.
(3) The month of publication will be completed in due course.
(5) The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise refinery gasoline streams, but
detergent/dispersive additives and solvent oils must not be added.
(6) The actual oxygen content of the "C2fuel used for the Type VI test 3 shall be reported. In addition the maximum oxygen
content of the reference fuel used to approve a vehicle against the limit values set out in row B of the table in section 5.1.3.4 of
Annex I to this Directive shall be 2,3 %. The Commission will as soon as possible, but no later than 31 December 1999, bring
forward a modification to this Annex reflecting the market average for fuel oxygen content in respect of the fuel defined in
Annex III of Directive 98/70/EC.
(7) The actual sulphur content of the "C2fuel used for the Type VI test 3 shall be reported. In addition the reference fuel used to
approve a vehicle against the limit values set out in row B of the table in section 5.1.3.4 of Annex I to this Directive shall have a
maximum sulphur content of 50 ppm. The Commission will as soon as possible, but no later than 31 December 1999, bring
forward a modification to this Annex reflecting the market average for fuel sulphur content in respect of the fuel defined inAnnex III of Directive 98/70/EC.
’!B1998L0069 — EN — 28.12.1998 — 000.001 — 53
ANNEX X
40. Section 1.8 of the Appendix is replaced by the following:
‘!B1998L0069 — EN — 28.12.1998 — 000.001 — 54
’.
41. A new section 1.9 of the Appendix is added as follows:
‘1.9. Emissions data required for roadworthiness testing
TestCO value
(% vol)Lambda (1)Engine speed
(min−1)Engine oil temperature
(°C)
Low idle test N/A
High idle test
(1) Lambda formula: see Annex I, section 5.3.7.3, footnote 1.
’.
ANNEX XI
42. A new Annex XI is added to read as follows:
‘ANNEX XI
ON-BOARD DIAGNOSTICS (OBD) FOR MOTOR VEHICLES
1. INTRODUTION
This Annex applies to the functional aspects of on-board
diagnostic (OBD) system for the emission control of motorvehicles.
2. DEFINITIONS
For the purposes of this Annex:!
B1998L0069 — EN — 28.12.1998 — 000.001 — 55
2.1. ‘OBD’ means an on-board diagnostic system for emission
control which must have the capability of identifying the likelyarea of malfunction by means of fault codes stored in computermemory.
2.2. ‘Vehicle type’ means a category of power-driven vehicles which
do not differ in such essential engine and OBD systemcharacteristics as defined in Appendix 2.
2.3. ‘Vehicle family’ means a manufacturer’ s grouping of vehicles
which, through their design, are expected to have similarexhaust emission and OBD system characteristics. Each engine
of this family must have complied with the requirements of this
Directive.
2.4. ‘Emission control system’ means the electronic engine manage-
ment controller and any emission-related component in theexhaust or evaporative system which supplies an input to orreceives an output from this controller.
2.5. ‘Malfunction indicator (MI)’ means a visible or audible
indicator that clearly informs the driver of the vehicle in theevent of a malfunction of any emission-related componentconnected to the OBD system, or the OBD system itself.
2.6. ‘Malfunction’ means the failure of an emission-related
component or system that would result in emissions exceedingthe limits in section 3.3.2.
2.7. ‘Secondary air’ refers to air introduced into the exhaust system
by means of a pump or aspirator valve or other means that is
intended to aid in the oxidation of HC and CO contained in the
exhaust gas stream.
2.8. ‘Engine misfire’ means lack of combustion in the cylinder of a
positive-ignition engine due to absence of spark, poor fuelmetering, poor compression or any other cause. In terms ofOBD monitoring it is that percentage of misfires out of a totalnumber of firing events (as declared by the manufacturer) thatwould result in emissions exceeding the limits given in section3.3.2 or. that percentage that could lead to an exhaust catalyst,
or catalysts, overheating causing irreversible damage.
2.9. ‘Type I test’ means the driving cycle (Parts One and Two) used
for emission approvals, as detailed in Annex III, Appendix 1.
2.10. ‘A driving cycle’ consists of engine start-up, driving mode
where a malfunction would be detected if present, and engine
shut-off.
2.11. ‘A warm-up cycle’ means sufficient vehicle operation such that
the coolant temperature has risen by a least 22 °K from enginestarting and reaches a minimum temperature of 343 °K (70 °C).
2.12. ‘Fuel trim’ refers to feedback adjustments to the base fuel
schedule. Short-term fuel trim refers to dynamic or instanta-neous adjustments. Long-term fuel trim refers to much moregradual adjustments to the fuel calibration schedule than short-term trim adjustments. These long-term adjustments compen-sate for vehicle differences and gradual changes that occur over
time.
2.13. ‘Calculated load value’ refers to an indication of the current
airflow divided by peak airflow, where peak airflow is corrected
for altitude, if available. This definition provides a dimension-less number that is not engine specific and provides the servicetechnician with an indication of the proportion of enginecapacity that is being used (with wide open throttle as 100 %);
CLV ¼
Currentairflow
Peakairflow ðatsealevel Þ/C2Atmosphericpressure ðatsealevel Þ
Barometricpressure
2.14. ‘Permanent emission default mode’ refers to a case where the
engine management controller permanently switches to asetting that does not require an input from a failed component
or system where such a failed component or system would
result in an increase in emissions from the vehicle to a levelabove the limits given in section 3.3.2.
2.15. ‘Power take-off unit’ means an engine-driven output provision
for the purposes of powering auxiliary, vehicle mounted,equipment.
2.16. ‘Access’ means the availability of all emission-related OBD
data including all fault codes required for the inspection,!
B1998L0069 — EN — 28.12.1998 — 000.001 — 56
diagnosis, servicing or repair of emissions-related parts of the
vehicle, via the serial interface for the standard diagnosticconnection (pursuant to Appendix 1, section 6.5.3.5 of thisAnnex).
2.17. ‘Unrestricted’ means
— access not dependent on an access code obtainable only
from the manufacturer, or a similar device, or
— access allowing evaluation of the data produced without
the need for any unique decoding information, unless thatinformation itself is standardised.
2.18. ‘Standardised’ means that all data stream information, includ-
ing all fault codes used, shall be produced only in accordance
with industry standards which, by virtue of the fact that theirformat and their permitted options are clearly defined, providefor a maximum level of harmonisation in the motor vehicleindustry, and whose use is expressly permitted in this Directive.
2.19 ‘Repair information’ means all information required for
diagnosis, servicing, inspection, periodic monitoring or repairof the vehicle and which the manufacturers provide for theirauthorised dealers/repair shops. Where necessary, such infor-
mation shall include service handbooks, technical manuals,
diagnosis information (e.g. minimum and maximum theoreticalvalues for measurements), wiring diagrams, the softwarecalibration identification number applicable to a vehicle type,instructions for individual and special cases, informationprovided concerning tools and equipment, data record informa-
tion and two-directional monitoring and test data. The
manufacturer shall not be obliged to make available thatinformation which is covered by intellectual property rights orconstitutes specific know-how of manufacturers and/or OEMsuppliers; in this case the necessary technical information shallnot be improperly withheld.
3. REQUIREMENTS AND TESTS
3.1. All vehicles must be equipped with an OBD system so
designed, constructed and installed in a vehicle as to enable itto identify types of deterioration or malfunction over the entirelife of the vehicle. In achieving this objective the approvalauthority must accept that vehicles which have travelleddistances in excess of the Type V durability distance, referredto in 3.3.1, may show some deterioration in OBD system
performance such that the emission limits given in 3.3.2 may be
exceeded before the OBD system signals a failure to the driverof the vehicle.
3.1.1 A ccess to the OBD system required for the inspection,
diagnosis, servicing or repair of the vehicle must be unrestrictedand standardised. All emission-related fault codes must be
consistent with ISO DIS 15031-6 (SAE J 2012, dated July
1996).
3.1.2. No later than three months after the manufacturer has provided
any authorised dealer or repair shop within the Community withrepair information, the manufacturer shall make that informa-tion (including all subsequent amendments and supplements)
available upon reasonable and non-discriminatory payment and
shall notify the approval authority accordingly.
In the event of failure to comply with these provisions the
approval authority shall take appropriate measures to ensure
that repair information is available, in accordance with theprocedures laid down for type-approval and in-service surveys.
3.2. The OBD system must be so designed, constructed and installed
in a vehicle as to enable it to comply with the requirements ofthis Annex during conditions of normal use.
3.2.1. Temporary disablement of the OBD system
3.2.1.1. A manufacturer may disable the OBD system if its ability to
monitor is affected by low fuel levels. Disablement must not
occur when the fuel tank level is above 20 % of the nominal
capacity of the fuel tank.
3.2.1.2. A manufacturer may disable the OBD system at ambient engine
starting temperatures below 266 °K (−7 °C) or at elevations!
B
!C2
!B1998L0069 — EN — 28.12.1998 — 000.001 — 57
over 2 500 metres above sea level provided the manufacturer
submits data and/or an engineering evaluation which adequatelydemonstrate that monitoring would be unreliable when suchconditions exist. A manufacturer may also request disablementof the OBD system at other ambient engine startingtemperatures if he demonstrates to the authority with data
and/or an engineering evaluation that misdiagnosis would occur
under such conditions.
3.2.1.3. For vehicles designed to accommodate the installation of power
take-off units, disablement of affected monitoring systems ispermitted provided disablement occurs only when the power
take-off unit is active.
3.2.2. Engine misfire — vehicles equipped with positive-ignition
engines
3.2.2.1. Manufacturers may adopt higher misfire percentage malfunc-
tion criteria than those declared to the authority, under specificengine speed and load conditions where it can be demonstratedto the authority that the detection of lower levels of misfirewould be unreliable.
3.2.2.2. Manufacturers who can demonstrate to the authority that the
detection of higher levels of misfire percentages is still notfeasible may disable the misfire monitoring system when suchconditions exist.
3.3. Description of tests
3.3.1. The test are carried out on the vehicle used for the Type V
durability test, given in Annex VIII, and using the testprocedure in Appendix I to this Annex. Tests are carried outat the conclusion of the Type V durability testing. When noType V durability testing is carried out, or at the request of themanufacturer, a suitably aged and representative vehicle may be
used for these OBD demonstration tests.
3.3.2. The OBD system must indicate the failure of an emission-
related component or system when that failure results in anincrease in emissions above the limits given below:
Reference massMass of carbon monox-
ideMass of hydrocarbonsMass of oxides of ni-
trogenMass of
particu-
lates (1)
(RW)
(kg)(CO)
L1
(g/km)(HC)
L2
(g/km)(NO x)
L3
(g/km)(PM)
L4
(g/km)
Category Class Petrol Diesel Petrol Diesel Petrol Diesel Diesel
M(2) — all
3,2 3,2 0,4 0,4 0,6 1,2 0,18
N1(3)(4)I R W 41305
3,2 3,2 0,4 0,4 0,6 1,2 0,18
II 1305 5RW41760
5,8 4,0 0,5 0,5 0,7 1,6 0,23
III 1760 5RW
7,3 4,8 0,6 0,6 0,8 1,9 0,28
(1) For compression ignition engines.
(2) Except vehicles the maximum mass of which exceeds 2 500 kg.
(3) And those Category M vehicles which are specified in note 2.
(4) The Commission proposal referred to in Article 3(1) of this Directive shall contain the threshold limit values for OBD for 2005/6 for M 1and
N1vehicles.
3.3.3. Monitoring requirements for vehicles equipped with positive-
ignition engines
In satisfying the requirements of 3.3.2 the OBD system must, at
a minimum, monitor for:!B1998L0069 — EN — 28.12.1998 — 000.001 — 58
3.3.3.1. reduction in the efficiency of the catalytic converter with
respect to the emissions of HC only;
3.3.3.2. the presence of engine misfire in the engine operating region
bounded by the following lines:
(a) a maximum speed of 4 500min−1or 1 000 min−1greater
than the highest speed occurring during a Type I test cycle,whichever is the lower;
(b) the positive torque line (i. e. engine load with the
transmission in neutral);
(c) a line joining the following engine operating points: the
positive torque line at 3 000 min
−1and a point on the
maximum speed line defined in (a) above with the engine’ smanifold vacuum at 13,33 kPa lower than that at thepositive torque line.
3.3.3.3. oxygen sensor deterioration3.3.3.4. other emission control system components or systems, or
emission-related powertrain components or systems which areconnected to a computer, the failure of which may result in
tailpipe emissions exceeding the limits given in 3.3.2;
3.3.3.5. any other emission-related powertrain component connected to
a computer must be monitored for circuit continuity;
3.3.3.6. the electronic evaporative emission purge control must, at a
minimum, be monitored for circuit continuity.
3.3.4. Monitoring requirements for vehicles equipped with compres-
sion-ignition engines
In satisfying the requirements of 3.3.2 the OBD system must
monitor:
3.3.4.1. Where fitted, reduction in the efficiency of the catalytic
converter;
3.3.4.2. Where fitted, the functionality and integrity of the particulate
trap;
3.3.4.3. The fuel-injection system electronic fuel quantity and timing
actuator(s) is/are monitored for circuit continuity and totalfunctional failure;
3.3.4.4. Other emission control system components or systems, or
emission-related powertrain components or systems, which are
connected to a computer, the failure of which may result intailpipe emissions exceeding the limits given in 3.3.2. Examplesof such systems or components are those for monitoring andcontrol of air mass-flow, air volumetric flow (and temperature),boost pressure and inlet manifold pressure (and relevant sensorsto enable these functions to be carried out).
3.3.4.5. Any other emission-related powertrain component connected to
a computer must be monitored for circuit continuity.
3.3.5. Manufacturers may demonstrate to the approval authority that
certain components or systems need not be monitored if, in theevent of their total failure or removal, emissions do not exceedthe emission limits given in 3.3.2.
3.4. A sequence of diagnostic checks must be initiated at each
engine start and completed at least once provided that thecorrect test conditions are met. The test conditions must be
selected in such a way that they all occur under normal driving
as represented by the Type I test.
3.5. Activation of malfunction indicator (MI)
3.5.1. The OBD system must incorporate a malfunction indicator
readily perceivable to the vehicle operator. The MI must not beused for any other purpose except to indicate emergency start-up or limp-home routines to the driver. The MI must be visiblein all reasonable lighting conditions. When activated, it must
display a symbol in conformity with ISO 2575 (
1). A vehicle
must not be equipped with more than one general purpose MIfor emission-related problems. Separate specific purpose tell-!
B
(1) International Standard ISO 2575-1982 (E), entitled ‘Road vehicles — Symbols for
controls indicators and tell-tales’, Symbol Number 4.36.1998L0069 — EN — 28.12.1998 — 000.001 — 59
tales (e. g. brake system, fasten seat belt, oil pressure, etc.) are
permitted. The use of red for an MI is prohibited.
3.5.2. For strategies requiring more than two preconditioning cycles
for MI activation, the manufacturer must provide data and/or anengineering evaluation which adequately demonstrates that the
monitoring system is equally effective and timely in detecting
component deterioration. Strategies requiring on average morethan 10 driving cycles for MI activation are not accepted. TheMI must also activate whenever the engine control enters apermanent emission default mode of operation if the emissionlimits given in 3.3.2 are exceeded. The MI must operate in a
distinct warning mode, e. g. a flashing light, under any period
during which engine misfire occurs at a level likely to causecatalyst damage, as specified by the manufacturer. The MI mustalso activate when the vehicle’ s ignition is in the ‘key-on’position before engine starting or cranking and de-activate afterengine starting if no malfunction has previously been detected.
3.6. Fault code storage
The OBD system must record code(s) indicating the status of
the emission-control system. Separate status codes must be usedto identify correctly functioning emission control systems andthose emission control systems which need further vehicle
operation to be fully evaluated. Fault codes that cause MI
activation due to deterioration or malfunction or permanentemission default modes of operation must be stored and thatfault code must identify the type of malfunction.
3.6.1. The distance travelled by the vehicle since the MI was activated
must be available at any instant through the serial port on the
standard link connector (
1).
3.6.2. In the case of vehicles equipped with positive-ignition engines,
misfiring cylinders need not be uniquely identified if a distinctsingle or multiple cylinder misfire fault code is stored.
3.7. Extinguishing the MI
3.7.1. For misfire malfunctions at levels likely to cause catalyst
damage (as specified by the manufacturer), the MI may beswitched to the normal mode of activation if the misfire is notpresent any more, or if the engine is operated after changes tospeed and load conditions where the level of misfire will not
cause catalyst damage.
3.7.2. For all other malfunctions, the MI may be de-activated after
three subsequent sequential driving cycles during which themonitoring system responsible for activating the MI ceases todetect the malfunction and if no other malfunction has been
identified that would independently activate the MI.
3.8. Erasing a fault code
3.8.1. The OBD system may erase a fault code and the distance
travelled and freeze-frame information if the same fault is notre-registered in at least 40 engine warm-up cycles.
Appendix 1
FUNCTIONAL ASPECTS OF ON-BOARD DIAGNOSTIC (OBD)
SYSTEMS
1. INTRODUCTION
This Appendix describes the procedure of the test according to
section 5 of this Annex. The procedure describes a method forchecking the function of the on-board diagnostic (OBD) systeminstalled on the vehicle by failure simulation of relevant systemsin the engine management or emission control system. It also
sets procedures for determining the durability of OBD systems.!
B
(1) This requirement is only applicable to vehicles with an electronic speed input to the
engine management provided the ISO standards are completed within a lead time
compatible with the application of the technology. It applies to all vehicles entering
into service from 1 January 2005.1998L0069 — EN — 28.12.1998 — 000.001 — 60
The manufacturer must make available the defective compo-
nents and/or electrical devices which would be used to simulatefailures. When measured over the Type I test cycle, suchdefective components or devices must not cause the vehicleemissions to exceed the limits of section 3.3.2 by more than20 %.
When the vehicle is tested with the defective component or
device fitted, the OBD system is approved if the MI is activated.
2. DESCRIPTION OF TEST
2.1. The testing of OBD systems consists of the following phases:
— simulation of malfunction of a component of the engine
management or emission control system,
— preconditioning of the vehicle with a simulated malfunc-
tion over preconditioning specified "
C1in section 6.2
3,
— driving the vehicle with a simulated malfunction over the
Type I test cycle and measuring the emissions of thevehicle,
— determining whether the OBD system reacts to the
simulated malfunction and indicates malfunction in anappropriate manner to the vehicle driver.
2.2. Alternatively, at the request of the manufacturer, malfunction of
one or more components may be electronically simulatedaccording to the requirements of section 6.
2.3. Manufacturers may request that monitoring take place outside
the Type I test cycle if it can be demonstrated to the authority
that monitoring during conditions encountered during the Type I
test cycle would impose restrictive monitoring conditions whenthe vehicle is used in service.
3. TEST VEHICLE AND FUEL
3.1. Vehicle
The test vehicle must meet the requirements of section 3.1 of
Annex III.
3.2. Fuel
The appropriate reference fuel as described in Annex IX must
be used for testing.
4. TEST TEMPERATURE AND PRESSURE
4.1. The test temperature and pressure must meet the requirements
of the Type I test as described in Annex III.
5. TEST EQUIPMENT
5.1. Chassis dynamometer
The chassis dynamometer must meet the requirements of Annex
III.
6. OBD TEST PROCEDURE
6.1. The operating cycle on the chassis dynamometer must meet the
requirements of Annex III.
6.2. Vehicle preconditioning
6.2.1. According to the engine type and after introduction of one of
the failure modes given in 6.3, the vehicle must be precondi-
tioned by driving at least two consecutive Type I tests (PartsOne and Two). For compression-ignition engined vehicles anadditional preconditioning of two Part Two cycles is permitted.
6.2.2. At the request of the manufacturer, alternative preconditioning
methods may be used.!
B1998L0069 — EN — 28.12.1998 — 000.001 — 61
6.3. Failure modes to be tested
6.3.1. Positive-ignition engined vehicles:
6.3.1.1. Replacement of the catalyst with a deteriorated or defective
catalyst or electronic simulation of such a failure.
6.3.1.2. Engine misfire conditions according to the conditions for
misfire monitoring given in section 3.3.3.2 of this Annex.
6.3.1.3. Replacement of the oxygen sensor with a deteriorated or
defective oxygen sensor or electronic simulation of such afailure.
6.3.1.4. Electrical disconnection of any other emission-related compo-
nent connected to a powertrain management computer.
6.3.1.5. Electrical disconnection of the electronic evaporative purge
control device (if equipped). For this specific failure mode, the
Type I test must not be performed.
6.3.2. Compression-ignition engined vehicles:
6.3.2.1. Where fitted, replacement of the catalyst with a deteriorated or
defective catalyst or electronic simulation of such a failure.
6.3.2.2. Where fitted, total removal of the particulate trap or, where
sensors are an integral part of the trap, a defective trap
assembly.
6.3.2.3. Electrical disconnection of any fuelling system electronic fuel
quantity and timing actuator.
6.3.2.4. Electrical disconnection of any other emission-related compo-
nent connected to a powertrain management computer.
6.3.2.5. In meeting the requirements of 6.3.2.3 and 6.3.2.4, and with the
agreement of the approval authority, the manufacturer must take
appropriate steps to demonstrate that the OBD system will
indicate a fault when disconnection occurs.
6.4. OBD system test
6.4.1. V ehicles fitted with positive-ignition engines:
6.4.1.1. After vehicle preconditioning according to 6.2, the test vehicle
is driven over a Type I test (Parts One and Two). The MI must
activate before the end of this test under any of the conditionsgiven in 6.4.1.2 to 6.4.1.5. The technical service may substitutethose conditions by others in accordance with 6.4.1.6. However,the total number of failures simulated must not exceed 4 for thepurpose of type-approval.
6.4.1.2. Replacement of a catalyst with a deteriorated or defective
catalyst or electronic simulation of a deteriorated or defective
catalyst that results in emissions exceeding the HC limit given
in section 3.3.2 of this Annex.
6.4.1.3. An induced misfire condition according to the conditions for
misfire monitoring given in section 3.3.3.2 of this Annex thatresults in emissions exceeding any of the limits given in 3.3.2.
6.4.1.4. Replacement of an oxygen sensor with a deteriorated or
defective oxygen sensor or electronic simulation of a deterio-
rated or defective oxygen sensor that results in emissions
exceeding any of the limits given in section 3.3.2 of this Annex.
6.4.1.5. Electrical disconnection of the electronic evaporative purge
control device (if equipped).
6.4.1.6. Electrical disconnection of any other emission-related power-
train component connected to a computer that results inemissions exceeding any of the limits given in section 3.3.2of this Annex.
6.4.2. V ehicles fitted with compression-ignition engines:
6.4.2.1. After vehicle preconditioning according to 6.2, the test vehicle
is driven over a Type I test (Parts One and Two). The MI mustactivate before the end of this test under any of the conditionsgiven in 6.4.2.2 to 6.4.2.5. The technical service may substitute
those conditions by others in accordance with 6.4.2.5. However,
the total number of failures simulated must not exceed four forthe purposes of type approval.!
B1998L0069 — EN — 28.12.1998 — 000.001 — 62
6.4.2.2. Where fitted, replacement of a catalyst with a deteriorated or
defective catalyst or electronic simulation of a deteriorated ordefective catalyst that results in emissions exceeding limitsgiven in section 3.3.2 of this Annex.
6.4.2.3. Where fitted, total removal of the particulate trap or replace-
ment of the particulate trap with a defective particulate trapmeeting the conditions of 6.3.2.2 that results in emissionsexceeding the limits given in section 3.3.2 of this Annex.
6.4.2.4. With reference to 6.3.2.5, disconnection of any fuelling system
electronic fuel quantity and timing actuator that results in
emissions exceeding any of the limits given in section 3.3.2 ofthis Annex.
6.4.2.5. With reference to 6.3.2.5, disconnection of any other emission-
related powertrain component connected to a computer that
results in emissions exceeding any of the limits given in section3.3.2 of this Annex.
6.5. Diagnostic signals
6.5.1.1. Upon determination of the first malfunction of any component
or system, ‘freeze-frame’ engine conditions present at the timemust be stored in computer memory. Should a subsequent fuelsystem or misfire malfunction occur, any previously storedfreeze-frame conditions must be replaced by the fuel system ormisfire conditions (whichever occurs first). Stored engine
conditions must include, but are not limited to calculated load
value, engine speed, fuel trim value(s) (if available), fuelpressure (if available), vehicle speed (if available), coolanttemperature, intake manifold pressure (if available), closed- oropen-loop operation (if available) and the fault code whichcaused the data to be stored. The manufacturer must choose the
most appropriate set of conditions facilitating effective repairs
for freeze-frame storage. Only one frame of data is required.Manufacturers may choose to store additional frames providedthat at least the required frame can be read by a generic scantool meeting the specifications of 6.5.3.2 and 6.5.3.3. If thefault code causing the conditions to be stored is erased in
accordance with section 3.7 of this Annex, the stored engine
conditions may also be erased.
6.5.1.2. If available, the following signals in addition to the required
freeze-frame information must be made available on demandthrough the serial port on the standardized data link connector,
if the information is available to the on-board computer or can
be determined using information available to the on-boardcomputer: diagnostic trouble codes, engine coolant tempera-ture, fuel control system status (closed-loop, open-loop, other),fuel trim, ignition timing advance, intake air temperature,manifold air pressure, air flow rate, engine speed, throttleposition sensor output value, secondary air status (upstream,
downstream or atmosphere), calculated load value, vehicle
speed and fuel pressure.
The signals must be provided in standard units based on the
specifications given in 6.5.3. Actual signals must be clearlyidentified separately from default value or limp-home signals.In addition, the capability to perform bi-directional diagnosticcontrol based on the specifications given in 6.5.3 must be made
available on demand through the serial port on the standardized
data link connector according to the specifications given in6.5.3.
6.5.1.3. For all emission control systems for which specific on-board
evaluation tests are conducted (catalyst, oxygen sensor, etc.),
except misfire detection, fuel system monitoring and compre-
hensive component monitoring, the results of the most recenttest performed by the vehicle and the limits to which the systemis compared must be made available through the serial data porton the standardized data link connector according to thespecifications given in 6.5.3. For the monitored components andsystems excepted above, a pass/fail indication for the most
recent test results must be available through the data link
connector.
6.5.1.4. The OBD requirements to which the vehicle is certified (i. e.
this Annex or the alternative requirements specified in section 5
of Annex I) and the major emission control systems monitored
by the OBD system consistent with 6.5.3.3 must be availablethrough the serial data port on the standardized data linkconnector according to the specifications given in 6.5.3.!
B1998L0069 — EN — 28.12.1998 — 000.001 — 63
6.5.2. The emission control diagnostic system is not required to
evaluate components during malfunction if such evaluationwould result in a risk to safety or component failure.
6.5.3. The emission control diagnostic system must provide for
standardised and unrestricted access and conform with the
following ISO and/or SAE standards. Some of the ISO
standards have been derived from Society of AutomotiveEngineers Standards and Recommended Practices. Where thisis the case, the appropriate SAE reference appears inparentheses.
6.5.3.1. One of the following standards with the restrictions as described
must be used as the on-board to off-board communications link:
ISO 9141-2 ‘Road Vehicles — Diagnostic Systems — CARB
Requirements for the Interchange of Digital Information’;
ISO 11519-4 ‘Road Vehicles — Low Speed Serial Data
Communication — Part 4: Class B Data CommunicationInterface (SAE J1850)’. Emission-related messages must usethe cyclic redundancy check and the three-byte header and notuse inter-byte separation or checksums.
ISO DIS 14230 — Part 4 ‘Road Vehicles — Diagnostic
Systems — Keyword Protocol 2000’.
6.5.3.2. Test equipment and diagnostic tools needed to communicate
with OBD systems must meet or exceed the functionalspecification given in ISO DIS 15031-4.
6.5.3.3. Basic diagnostic data, (as specified in 6.5.1) and bi-directional
control information must be provided using the format and units
described in ISO DIS 15031-5 and must be available using a
diagnostic tool meeting the requirements of ISO DIS 15031-4.
6.5.3.4. When a fault is registered, the manufacturer must identify the
fault using the most appropriate fault code consistent with thosegiven in section 6.3 of ISO DIS 15031-6 (SAE J2012 — datedJuly 1996), relating to ‘… Powertrain system diagnostic trouble
codes’. The fault codes must be fully accessible by standardized
diagnostic equipment complying with the provisions of 6.5.3.2.
The note in section 6.3 of ISO DIS 15031-6 (SAE J2012 —
dated July 1996) immediately preceding the list of fault codes in
the same section does not apply.
6.5.3.5. The connection interface between the vehicle and the diagnostic
tester must meet all the requirements of ISO DIS 15031-3. Theinstallation position must be subject to agreement of theapproval authority such that it is readily accessible by service
personnel but protected from tampering by non-qualified
personnel.
6.5.3.6. The manufacturer must also make accessible, where appropriate
upon payment, to repairers who are not undertakings within thedistribution system, the technical information required for therepair or maintenance of motor vehicles unless that information
is covered by an intellectual property right or constitutes
essential, secret know-how which is identified in an appropriateform; in such case, the necessary technical information mustnot be withheld improperly.
Appendix 2
ESSENTIAL CHARACTERISTICS OF THE VEHICLE FAMIL Y
1. PARAMETERS DEFINING THE OBD FAMIL Y
The OBD family may be defined by basic design parameters
which must be common to vehicles within the family. In somecases there may be interaction of parameters. These effects mustalso be taken into consideration to ensure that only vehicleswith similar exhaust emission characteristics are includedwithin an OBD family.
2. To this end, those vehicle types whose parameters described
below are identical are considered to belong to the same engine-emission control/OBD system combination.!
B1998L0069 — EN — 28.12.1998 — 000.001 — 64
Engine:
— combustion process (i. e. positive-ignition, compression-
ignition, two-stroke, four-stroke),
— method of engine fuelling (i. e. carburettor or fuel
injection).
Emission control system:— type of catalytic converter (i. e. oxidation, three-way,
heated catalyst, other),
— type of particulate trap,
— secondary air injection (i. e. with or without),— exhaust gas recirculation (i. e. with or without)
OBD parts and functioning:
— the methods of OBD functional monitoring, malfunction
detection and malfunction indication to the vehicle driver.’!
B1998L0069 — EN — 28.12.1998 — 000.001 — 65