1970L0220 — EN — 23.06.1983 — 005.001 — 1
This document is meant purely as a documentation tool and the institutions do not assume any liability for its contents
►B COUNCILDIRECTIVE
of20March1970
►M4 on the approximation of the laws of the Member States relating to measures to be taken
againstair pollutionbygasesfromenginesofmotorvehicles ◄
(70/220/EEC)
(OJ L 76, 6.4.1970, p. 1)
Amended by:
Official Journal
No page date
►M1Council Directive 74/290/EEC of 28 May 1974 L 159 61 15.6.1974
►M2Commission Directive 77/102/EEC of 30 November 1976 L 32 32 3.2.1977
►M3Commission Directive 78/665/EEC of 14 July 1978 L 223 48 14.8.1978
►M4Council Directive 83/351/EEC of 16 June 1983 L 197 1 20.7.1983
Amended by:
►A1Act of Accession of Denmark, Ireland and the United Kingdom of Great
Britain and Northern IrelandL 73 14 27.3.1972
▼B
COUNCILDIRECTIVE
of20March1970
►M4 on the approximation of the laws of the Member States
relating to measures to be taken against air pollution by gases
fromenginesofmotorvehicles ◄
(70/220/EEC)
THE COUNCIL OF THE EUROPEAN COMMUNITIES,
Having regard to the Treaty establishing the European Economic
Community, and in particular Article 100 thereof;
Having regard to the proposal from the Commission;
Having regard to the Opinion of the European Parliament(1);
Having regard to the Opinion of the Economic and Social
Committee(2);
Whereasa regulation of 14 October 1968 amending the
Straßenverkehrs-Zulassungs-Ordnung waspublis hed in Germany in
theBundesgesetzblatt Part I of 18 October 1968; whereasthat regula-
tion contains provisions on measures to be taken against air pollution
by positive-ignition engines of motor vehicles; whereas those provi-sions will enter into force on 1 October 1970;
Whereasa regulation of 31 March 1969 on the ‘Compos ition of
exhaust gases emitted from petrol engines of motor vehicles’ was
published in France in the Journal officiel of 17 May 1969; whereas
that regulation isapplicable:
— from 1 September 1971, to type-approved vehicleswith a new type
of engine, that isto s ay, a type of engine which hasnever beforebeen installed in a type-approved vehicle;
— from 1 September 1972, to vehicles put into service for the first
time;
Whereas those provisions are liable to hinder the establishment and
proper functioning of the common market; whereasit isthereforenecessary that all Member States adopt the same requirements, either
in addition to or in place of their existing rules, in order, in particular,
to allow the EEC type — approval procedure which wasthe s ubject ofthe Council Directive(
3) of 6 February 1970 on the approximation of
the lawsof the Member Statesrelating to the type approval of motorvehiclesand their trailersto be applied in res pect of each type of
vehicle;
Whereas, however, the present Directive will be applied before the date
laid down for the application of the Directive of 6 February 1970;whereasat that time therefore the proceduresof thislas t Directive
will not yet be applicable; whereastherefore an ad hoc procedure
must be laid down in the form of a communication certifying that avehicle type has been tested and that it satisfies the requirements ofthisDirective;
Whereas, on the basis of that communication, each Member State
requested to grant national type approval of a type of vehicle must beable to ascertain whether that type has been submitted to the tests laiddown in this Directive; whereas, to this end, each Member State shouldinform the other Member Statesof itsfindingsby s ending them a copyof the communication completed for each type of motor vehicle which
hasbeen tes ted;
Whereas a longer period of adaptation should be laid down for industry
in respect of the requirements relating to the testing of the averageemission of gaseous pollutants in a congested urban area after a cold1970L0220 — EN — 23.06.1983 — 005.001 — 2
(1) OJ No C 160, 18.12.1969, p. 7.
(2) OJ No C 48, 16.4.1969, p. 16.
(3) OJ No L 42, 23.2.1970, p. 1.
▼B
start than in respect of the other technical requirements of this Direc-
tive;
Whereas it is desirable to use the technical requirements adopted by the
UN Economic Commission for Europe in its Regulation No 15(1)
(Uniform provisions concerning the approval of vehicles equipped
with a positive-ignition engine with regard to the emission of gaseouspollutantsby the engine), annexed to the Agreement of 20 March 1958concerning the adoption of uniform conditionsof approval and reci-procal recognition of approval for motor vehicle equipment and parts;
Whereas, furthermore, the technical requirements must be rapidly
adapted to take account of technical progress; whereas, to this end,
provision should be made for application of the procedure laid downin Article 13 of the Council Directive of 6 February 1970 on the typeapproval of motor vehiclesand their trailers ;
HAS ADOPTED THIS DIRECTIVE:
Article 1
For the purposes of this Directive, ‘vehicle’ means any vehicle with a
positive-ignition engine or with a compression-ignition engine,intended for use on the road, with or without bodywork, having at least
four wheels, a permissible maximum mass of at least 400 kg and a
maximum design speed equal to or exceeding 50 km/h, with the excep-tion of agricultural tractorsand machinery and public worksvehicles .
Article 2
No Member State may refuse to grant EEC type approval or national
type approval of a vehicle on groundsrelating to air pollution by gas esfrom positive-ignition engines of motor vehicles:
— from 1 October 1970, where that vehicle satisfies both the require-
mentscontained in Annex I, with the exception of thos e in items3.2.1.1 and 3.2.2.1, and the requirementscontained in AnnexesII,IV, V and VI;
— from 1 October 1971, where that vehicle satisfies, in addition, the
requirementscontained in items3.2.1.1 and 3.2.2.1 of Annex I andin Annex III.
Article 2a
No Member State may refuse or prohibit the sale or registration, entry
into service or use of a vehicle on grounds relating to air pollution by
gases from positive-ignition engines of motor vehicles if that vehicle
satisfies the requirements set out in Annexes I, II, III, IV, V and VI.
Article 3
1. On application being made by a manufacturer or hisauthoris ed
representative, the competent authorities of the Member Stateconcerned shall complete the sections of the communication providedfor in Annex VII. A copy of that communication shall be sent to the
other Member Statesand to the applicant. Other Member Stateswhich
are requested to grant national type approval for the same type ofvehicle shall accept that document as proof that the tests provided forhave been carried out.
2. The provisions of paragraph 1 shall be revoked as soon as the
Council Directive of 6 February 1970 on the type approval of motorvehiclesand their trailersentersinto force.1970L0220 — EN — 23.06.1983 — 005.001 — 3
(1) ECE (Geneva) Document W/TRANS/WP 29/293/Rev. 1, 11.4.1969.▼M4
▼B
▼A1
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Article 4
The Member State which hasgranted type approval s hall take the
necessary measures to ensure that it is informed of any modification
of a part or characteristic referred to in item 1.1 of Annex I. The
competent authoritiesof that Member State s hall determine whetherfresh tests should be carried out on the modified prototype and whethera fresh report should be drawn up. Where such tests reveal failure tocomply with the requirementsof thisDirective, the modification s hallnot be approved.
Article 5
The amendments necessary for adjusting the requirements of Annexes I
to VII so as to take account of technical progress shall be adopted in
accordance with the procedure laid down in Article 13 of the Council
Directive of 6 February 1970 on the type approval of motor vehiclesand their trailers.
Article 6
1. Member States shall adopt provisions containing the requirements
needed in order to comply with thisDirective before 30 June 1970 andshall forthwith inform the Commission thereof.
2. Member States shall ensure that they communicate to the
Commission the text of the main provisions of national law which
they adopt in the field covered by thisDirective.
Article 7
This Directive is addressed to the Member States.1970L0220 — EN — 23.06.1983 — 005.001 — 4
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ANNEX I
SCOPE, DEFINITIONS, APPLICATION FOR EEC TYPE-APPROVAL,
EEC TYPE-APPROVAL, SPECIFICATIONS ANDTESTS, EXTENSION
OFEECTYPE-APPROVAL,CONFORMITYOFPRODUCTION,TRAN-
SITIONALPROVISIONS
1. SCOPE
This Directive applies to the emission of gaseous pollutants from all
motor vehiclesequipped with pos itive-ignition enginesand from
vehiclesof categoriesM1and N1(1) equipped with compression-
ignition engines, covered by Article 1.
2. DEFINITIONS
For the purposes of this Directive:
2.1. ‘Vehicle type’, with regard to the emission of gaseous pollutants
from the engine, meansa category of power-driven vehicleswhich
do not differ in such essential respects as:
2.1.1. the equivalent inertia determined in relation to the reference mass as
prescribed in 5.1 of Annex III; and
2.1.2. the engine and vehicle characteristics as defined in 1 to 6 and 8 of
Annex II and Annex VII.
2.2. ‘Reference mass’ means the mass of the vehicle in running order
less the uniform mass of the driver of 75 kg and increased by a
uniform mass of 100 kg.
2.2.1. ‘Mass of the vehicle in running order’ means the mass defined
under 2.6 of Annex I to Directive 70/156/EEC.
2.3. ‘Maximum mass’ means the mass defined under 2.7 of Annex I to
Directive 70/156/EEC.
2.4. ‘Gaseous pollutants’ means carbon monoxide, hydrocarbons
(assuming a ratio of CH1,85), and oxidesof nitrogen, the latter being
expressed in nitrogen dioxide (NO2) equivalent.
2.5. ‘Engine crankcase’ means the spaces in or external to an engine
which are connected to the oil sump by internal or external ducts
through which gases and vapours can escape.
2.6. ‘Cold start device’ means a device which enriches the air/fuel
mixture of the engines temporarily, thus assisting the engine to start.
2.7. ‘Starting aid’ means a device which assists the engine to start
without enrichment of the air/fuel mixture of the engine, e.g. glow
plugs, modifications to the injection timing.
3. APPLICATION FOR EEC TYPE-APPROVAL
3.1. The application for approval of a vehicle type with regard to the
emission of gaseous pollutants from its engine is submitted by the
vehicle manufacturer or by hisauthorized repres entative.
3.2. It isaccompanied by the following documentsin triplicate and by
the following particulars:
3.2.1. a description of the engine type comprising all the particulars
referred to in Annex II;
3.2.2. drawings of the combustion chamber and of the piston, including
the piston rings;
3.2.3. maximum lift of valvesand anglesof opening and clos ing in rela-
tion to dead centres.1970L0220 — EN — 23.06.1983 — 005.001 — 5
(1) Asdefined in 0.4 of Annex I to Directive 70/156/EEC (OJ No L 42, 23. 2. 1970, p. 1).
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3.3. A vehicle representative of the vehicle type to be approved is
submitted for the tests described in 5 of this Annex to the technical
service responsible for the type-approval tests.
4. EEC TYPE-APPROVAL
4.1. A form conforming to the model set out in Annex VII must be
attached to the EEC type-approval certificate.
5. REQUIREMENTS AND TESTS
5.1.General
The components liable to affect the emission of gaseous pollutants
must be so designed, constructed and assembled as to enable the
vehicle, in normal use, to comply with the requirements of this
Directive, despite the vibration to which they may be subjected.
5.2.Descriptionoftests
5.2.1. The vehicle must, according to its category, be subjected to tests of
different types, as specified below. The tests are:
— type I, II and III if powered by a positive-ignition engine, and
— type I if powered by a compression-ignition engine.
5.2.1.1. Type I test (verifying the average emission of gaseous pollutants
after a cold start)
5.2.1.1.1. This test must be carried out on all vehicles referred to in 1, of a
maximum mass not exceeding 3,5 tonnes.
5.2.1.1.2. The vehicle isplaced on a dynamometer bench equipped with a
means of load and inertia simulation. A test lasting a total of 13
minutesand compris ing four cyclesisperformed without interrup-
tion. Each cycle comprises 15 phases (idling, acceleration, steady
speed, deceleration, etc.). During the test the exhaust gases are
diluted and a proportional sample collected in one or more bags.
The exhaust gases of the vehicle tested are diluted, sampled and
analyzed following the procedure described below; the total volume
of the diluted exhaust is measured.
5.2.1.1.3. The test is carried out by the procedure described in Annex III. The
methods used to collect and analyze the gases must be those
prescribed. Other analysis methods may be approved if it is found
that they yield equivalent results.
5.2.1.1.4. Subject to the requirementsof 5.2.1.1.4.2 and 5.2.1.1.5, the tes t is
repeated three times. For a vehicle of a given reference mass, the
mass of the carbon monoxide and the combined mass of the hydro-
carbons and of the nitrogen oxides obtained in the test must be less
than the amountss hown in the table below:
Reference mass
RW
(kg)Carbon monoxide
L1(g/test)Combined emission of
hydrocarbonsand
oxidesof nitrogen
L2(g/test)
RW≤1 020 58 19,0
1 020 < RW ≤1 250 67 20,5
1 250 < RW ≤1 470 76 22,0
1 470 < RW ≤1 700 84 23,5
1 700 < RW ≤1 930 93 25,0
1 930 < RW ≤2 150 101 26,5
2 150 < RW 110 28,01970L0220 — EN — 23.06.1983 — 005.001 — 6
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5.2.1.1.4.1. Nevertheless, for each of the pollutants referred to in 5.2.1.1.4, one
of the three results obtained may exceed by not more than 10 % the
limit prescribed in that section for the vehicle concerned, provided
the arithmetical mean of the three results is below the prescribed
limit. Where the prescribed limits are exceeded for more than one
pollutant (i.e. carbon monoxide and the combined mass of hydrocar-
bonsand nitrogen oxides ) it isimmaterial whether thisoccursin the
same test or in different tests(1).
5.2.1.1.4.2. The number of tests prescribed in 5.2.1.1.4 may, on the request of
the manufacturer, be increased to 10 tests provided that the
arithemtic mean ( xi) of the three results performed for carbon
monoxide and/or for the combined emissions of hydrocarbons and
of oxidesof nitrogen fallsbetween 100 and 110 % of the limit. In
this case, the decision, after testing, depends exclusively on the
average results obtained from all 10 tests ( x < L).
5.2.1.1.5. The number of tests prescribed in 5.2.1.1.4 is reduced in the condi-
tionshereinafter defined, where V1is the result of the first test and
V2the result of the second test for each of the pollutants referred to
in 5.2.1.1.4.
5.2.1.1.5.1. Only one test is performed if V1readingsof carbon monoxide as
well asthe combined hydrocarbon and oxidesof nitrogen reading
are less than or equal to 0,70 L.
5.2.1.1.5.2. Only two tests are performed if the results of both the carbon
monoxide and the combined value of hydrocarbonsand oxidesof
nitrogen are V1≤0,85 L, and if, at the same time, one of these
valuesisV1> 0,70 L. In addition, the V2readingsof both the
carbon monoxide emissions and the combined emissions of hydro-
carbon and oxides of nitrogen must satisfy the requirement that
V1+V2≤1,70 L, and V2≤L.1970L0220 — EN — 23.06.1983 — 005.001 — 7
(1) If one of the three results obtained of each of the pollutants exceeds by more than 10 %
the limit prescribed in 5.2.1.1.4 for the vehicle concerned, the test may be continued as
specified in 5.2.1.1.4.2.
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Figure 1
Flowsheetforthetype-approvaloftheEuropeantestprocedure (see 5.2)
1970L0220 — EN — 23.06.1983 — 005.001 — 8
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5.2.1.2. Type II test (carbon monoxide emission test at idling speed)
5.2.1.2.1. With the exception of vehicles powered by a compression-ignition
engine, this test must be carried out on all vehicles referred to in 1.
5.2.1.2.2. The carbon monoxide content by volume of the exhaust gases
emitted with the engine idling must not exceed 3,5 %. When a
check ismade in accordance with the requirementsof Annex IV
under operating conditionsnot in conformity with the s tandards
recommended by the manufacturer (configuration of the adjustment
components), the maximum content measured by volume must not
exceed 4,5 %.
5.2.1.2.3. Conformity with the latter requirement ischecked by meansof a
test carried out using the procedure described in Annex IV.
5.2.1.3. Type III test (verifying emissions of crankcase gases)
5.2.1.3.1. This test must be carried out on all vehicles referred to in 1 except
those having compression-ignition engines.
5.2.1.3.2. The engine's crankcase ventilation system must not permit the emis-
sion of any of the crankcase gases into the atmosphere.
5.2.1.3.3. Conformity with the latter requirement ischecked by meansof a
test carried out using the procedure described in Annex V.
6. EXTENSION OF EEC TYPE-APPROVAL
6.1.Vehicle typesofdifferentreference masses
6.1.1. Approval of a vehicle type may under the following conditionsbe
extended to vehicle typeswhich differ from the type approved
only in respect of their reference mass.
6.1.1.1. Approval may be extended to vehicle typesof a reference mas s
requiring merely the use of the next higher or next lower equivalent
inertia.
6.1.1.2. If the reference mass of the vehicle type for which extension of the
approval is requested requires the use of a flywheel of equivalent
inertia higher than that used for the vehicle type already approved,
extension of the approval is granted.
6.1.1.3. If the reference mass of the vehicle type for which extension of the
approval is requested requires the use of a flywheel of equivalent
inertia lower than that used for the vehicle type already approved,
extension of the approval is granted if the masses of the pollutants
obtained from the vehicle already approved are within the limits
prescribed for the vehicle for which extension of the approval is
requested.
6.2.Vehicle typeswithdifferentoverallgearratios
6.2.1. Approval granted to a vehicle type may under the following condi-
tionsbe extended to vehicle typesdiffering from the type-approval
only in respect of their overall transmission ratios:
6.2.1.1. For each of the transmission ratios used in the type I test, it is
necessary to determine the proportion E ¼V2/C0V1
V1where V1and
V2are respectively the speed at 1 000 r/min of the engine of the
vehicle type approved and the speed of the vehicle type for which
extension of the approval is requested.
6.2.2. If for each gear ratio E ≤8 %, the extension is granted without
repeating the type I tests;
6.2.3. If for at least one gear ratio E > 8 % and if for each gear ratio
E≤13 %, the type I tests are repeated, but may be performed in
a laboratory chosen by the manufacturer subject to the approval of
the authority granting type-approval. The report of the tests must be
sent to the technical service responsible for the type-approval tests.
6.3.Vehicle typesofdifferentreference massesanddifferentoverall
transmissionrating
Approval granted to a vehicle type may be extended to vehicle
typesdiffering from the approved type only in res pect of their refer-
ence mass and their overall transmission ratios, provided that all the
conditionspres cribed in 6.1 and 6.2 are fulfilled.1970L0220 — EN — 23.06.1983 — 005.001 — 9
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6.4.Note
When a vehicle type hasbeen approved in accordance with 6.1 to
6.3, such approval may not be extended to other vehicle types.
7. CONFORMITY OF PRODUCTION
7.1. Asa general rule, conformity of production models , with regard to
limitation of the emission of gaseous pollutants from the engine, is
checked on the basis of the description in the Annex to the type-
approval certificate set out in Annex VII and, where necessary, of
all or some of the tests of types I, II and III described in 5.2.
7.1.1. Conformity of the vehicle in a type I test is checked as follows:
7.1.1.1. A vehicle is taken from the series and subjected to the test
described in 5.2.1.1. However, the limits shown in 5.2.1.1.4 are
replaced by the following:
Reference mass
RW
(kg)Carbon monoxide
L1(g/test)Combined standard for
hydrocarbonsand
oxidesof nitrogen
L2(g/test)
RW≤1 020 70 23,8
1 020 < RW ≤1 250 80 25,6
1 250 < RW ≤1 470 91 27,5
1 470 < RW ≤1 700 101 29,4
1 700 < RW ≤1 930 112 31,3
1 930 < RW ≤2 150 121 33,1
2 150 < RW 132 35,0
7.1.1.2. If the vehicle taken from the series does not satisfy the requirements
of 7.1.1.1, the manufacturer may ask for measurements to be
performed on a sample of vehicles taken from the series and
including the vehicle originally taken. The manufacturer determinesthe size n of the sample. Vehicles other than the vehicle originally
taken are subjected to a single type I test.
The result to be taken into consideration for the vehicle taken
originally isthe arithmetical mean of the three type I tes tscarried
out on the vehicle. The arithmetic mean
xðÞof the results obtained-
with the sample and the standard deviation S(1) must be determined
for both the carbon monoxide emission and for the combined emis-
sions of hydrocarbons and oxides of nitrogen. The production of the
s eriesisthen deemed to conform if the following condition ismet:
xþk/C1S/C20L
where
L is the limit value laid down in 7.1.1.1 for the emissions of
carbon monoxide and the combined emissions of hydrocarbons
and oxidesof nitrogen;
k is a statistical factor depending on n and given in the following
table:
n 234567
k 0,973 0,613 0,489 0,421 0,376 0,342
n8 9 1 0 1 1 1 2 1 3
k 0,317 0,296 0,279 0,265 0,253 0,2421970L0220 — EN — 23.06.1983 — 005.001 — 10
(1)S2¼Xx/C0xðÞ2
n/C01;where x isany one of the individual res ultsobtained with the
sample n.
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n 1 41 51 61 71 81 9
k 0,233 0,224 0,216 0,210 0,203 0,195
If n≥20, k ¼0;860ﬃﬃﬃnp
7.1.2. In a type II or type III test carried out on a vehicle taken from the
series, the conditions laid down in 5.2.1.2.2 and 5.2.1.3.2 must be
complied with.
7.1.3. Notwithstanding the requirements of 3.1.1 of Annex III, the tech-
nical service responsible for verifying the conformity of production
may, with the consent of the manufacturer, carry out tests of types I,
II and III on vehicleswhich have been driven les sthan 3 000 km.
8. TRANSITIONAL PROVISIONS
8.1. For the type-approval and checking of production conformity of
vehiclesother than thos e of category M1aswell asof vehiclesof
category M1designed to carry more than six occupants including
the driver, the limits for the combined emissions of hydrocarbons
and oxides of nitrogen are those resulting from the multiplication
of the valuesL2given in the tablesin 5.2.1.1.4 and 7.1.1.1 by a
factor of 1,25.
8.2. For the checking of production conformity of vehicleswhich were
type-approved before 1 October 1984 asfar astheir emis s ionsof
pollutantsare concerned, in accordance with the provis ionsof
Directive 70/220/EEC, asamended by Directive 78/665/EEC, the
provisions of the abovementioned Directive remain applicable until
the Member Statesmake us e of Article 2 (3) of thisDirective.1970L0220 — EN — 23.06.1983 — 005.001 — 11
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ANNEX II
1970L0220 — EN — 23.06.1983 — 005.001 — 12
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1970L0220 — EN — 23.06.1983 — 005.001 — 13
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1970L0220 — EN — 23.06.1983 — 005.001 — 14
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1970L0220 — EN — 23.06.1983 — 005.001 — 15
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ANNEX III
TYPEITEST
(Verifying the average emission of pollutants in a congested urban area
afteracoldstart)
1. INTRODUCTION
This Annex describes the procedure for the type I test defined in 5.2.1.1
of Annex I.
2. OPERATING CYCLE ON THE CHASSIS DYNAMOMETER2.1.Descriptionofthecycle
The operating cycle on the chassis dynamometer is that indicated in the
following table and depicted in the graph in Appendix 1. The break-
down by operations is also given in the table in the said Appendix.
2.2.Generalconditionsunderwhichthecycle iscarriedout
Preliminary testing cycles must be carried out if necessary to determine
how best to actuate the accelerator and brake controls so as to achieve a
cycle approximating to the theoretical cycle within the prescribed
limits.
2.3.Useofthegearbox
2.3.1. If the maximum speed which can be attained in first gear is below
15 km/h, the second, third and fourth gears are used. The second, third
and fourth gears may also be used when the driving instructions recom-
mend starting in second gear on level ground, or when first gear is
therein defined as a gear reserved for cross-country driving, crawling
or towing.
2.3.2. Vehicles equipped with semi-automatic-shift gearboxes are tested by
using the gears normally employed for driving, and the gear shift is
used in accordance with the manufacturer's instructions.
2.3.3. Vehicles equipped with automatic-shift gearboxes are tested with the
highest gear (‘Drive’) engaged. The accelerator must be used in such a
way as to obtain the steadiest acceleration possible, enabling the various
gearsto be engaged in the normal order. Furthermore, the gear-change
pointss hown in Appendix 1 to thisAnnex do not apply; acceleration
must continue throughout the period represented by the straight line
connecting the end of each period of idling with the beginning of the
next following period of steady speed. The tolerances given in 2.4
apply.
2.3.4. Vehiclesequipped with an overdrive which the driver can actuate are
tested with the overdrive out of action.
2.4.Tolerances
2.4.1. A tolerance of ± 1 km/h isallowed between the indicated s peed and the
theoretical speed during acceleration, during steady speed, and during
deceleration when the vehicle'sbrakesare us ed. If the vehicle decele-
rates more rapidly without the use of the brakes, only the requirements
of 6.5.3 apply. Speed tolerances greater than those prescribed are
accepted during phase changes provided that the tolerances are never
exceeded for more than 0,5 son any one occas ion.
2.4.2. The time tolerancesare ± 0,5 s . The above tolerancesapply equally at
the beginning and at the end of each gear-changing period(
1).1970L0220 — EN — 23.06.1983 — 005.001 — 16
(1) It should be noted that the time of two seconds allowed includes the time for changing
gear and, if necessary, a certain amount of latitude to catch up with the cycle.
Operatingcycle onthechassisdynamometer
No of
operationOperation PhaseAccelera-
tion
(m/s2)Speed
(km/h)Duration of eachCumulative
time
(s)Gear to be used in the case of
a manual gearbox Operation
(s)Phase
(s)
1 Idling 1 11 11 11 6 sPM + 5 sK1(*)
2 Acceleration 2 1,04 0 — 15 4 4 15 13 Steady speed 3 15 8 8 23 14 Deceleration/C148/C147/C147/C147/C149/C147/C147/C147/C1504− 0,69 15 — 10 2 2 25 1
5 Deceleration, clutch disengaged − 0,92 10 — 0 3 3 28 K
1(*)
6 Idling 5 21 21 49 16 sPM + 5 sK1(*)
7 Acceleration/C148/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C15060,83 0 — 15 5/C148/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C1501254 1
8 Gear change 2 569 Acceleration 0,94 15 — 32 5 61 2
10 Steady speed 7 32 24 24 85 211 Deceleration/C148/C147/C147/C147/C149/C147/C147/C147/C1508− 0,75 32 — 10 8/C148/C147/C147/C147/C149/C147/C147/C147/C1501193 2
12 Deceleration, clutch disengaged − 0,92 10 — 0 3 96 K
2(*)
13 Idling 9 21 21 117 16 sPM + 5 sK1(*)
14 Acceleration/C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C150100,83 0 — 15 5/C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C15026122 1
15 Gear change 2 12416 Acceleration 0,62 15 — 35 9 133 2
17 Gear change 2 135
18 Acceleration 0,52 35 — 50 8 143 319 Steady speed 11 50 12 12 155 320 Deceleration 12 − 0,52 50 — 35 8 8 163 321 Steady speed 13 35 13 13 176 322 Gear change/C148/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C150142/C148/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C15012178
23 Deceleration − 0,86 32 — 10 7 185 224 Deceleration, clutch disengaged − 0,92 10 — 0 3 188 K
2(*)
25 Idling 15 7 7 195 7 sPM (*)
(*) PM = gearbox in neutral, clutch engaged.
K1,K2= first or second gear engaged, clutch disengaged.▼M41970L0220 — EN — 23.06.1983 — 005.001 — 17
▼M4
2.4.3. The speed and time tolerances are combined as indicated in Appendix 1
to thisAnnex.
3. VEHICLE AND FUEL
3.1.Testvehicle
3.1.1. The vehicle must be presented in good mechanical condition. It must
have been run-in and driven at least 3 000 km before the test.
3.1.2. The exhaust device must not exhibit any leak likely to reduce the quan-
tity of gascollected, which quantity mus t be that emerging from the
engine.
3.1.3. The tightness of the intake system may be checked to ensure that
carburation isnot affected by an accidental intake of air.
3.1.4. The settings of the engine and of the vehicle's controls must be those
prescribed by the manufacturer. This requirement also applies, in parti-
cular, to the settings for idling (rotation speed and carbon monoxide
content of the exhaust gases), for the cold start device and for the
exhaust gas pollutant emission control system.
3.1.5. The vehicle to be tested, or an equivalent vehicle, must be fitted, if
necessary, with a device to permit the measurement of the characteristic
parameters necessary for chassis dynamometer setting, in conformity
with 4.1.1.
3.1.6. The technical service may verify that the vehicle's performance
conforms to that stated by the manufacturer, that it can be used for
normal driving and, more particularly, that it iscapable of s tarting
when cold and when hot.
3.1.7. A vehicle equipped with a catalytic converter must be tested with the
catalyst fitted, if the vehicle manufacturer states that the vehicle so
equipped and supplied with fuel having a lead content of up to 0,4
gramsper litre iscapable of complying with the requirementsof this
Directive for the catalyst life as defined by the vehicle manufacturer.
3.2.Fuel
The appropriate reference fuel as defined in Annex VI must be used for
testing.
4. TEST EQUIPMENT
4.1.Chassisdynamometer
4.1.1. The dynamometer must be capable of simulating road load within one
of the following classifications:
— dynamometer with fixed load curve, i.e. a dynamometer whose
physical characteristics provide a fixed load curve shape,
— dynamometer with adjustable load curve, i.e. a dynamometer with at
least two road load parameters that can be adjusted to shape the
load curve.
4.1.2. The setting of the dynamometer must not be affected by the lapse of
time. It must not produce any vibrations perceptible to the vehicle and
likely to impair the vehicle'snormal operations .
4.1.3. It must be equipped with means to simulate inertia and load. These
simulators are connected to the front roller in the case of a two-roller
dynamometer.
4.1.4. Accuracy
4.1.4.1. It must be possible to measure and read the indicated load to an accu-
racy of ± 5 %.
4.1.4.2. In the case of a dynamometer with a fixed load curve the accuracy of
the load setting at 50 km/h must be ± 5 %. In the case of a dynam-
ometer with adjustable load curve, the accuracy of matching
dynamometer load to road load must be 5 % at 30, 40, and 50 km/h
and 10 % at 20 km/h. Below this, dynamometer absorption must be
positive.1970L0220 — EN — 23.06.1983 — 005.001 — 18
▼M4
4.1.4.3. The total inertia of the rotating parts(including the s imulated inertia
where applicable) must be known and must be within ± 20 kg of the
inertia class for the test.
4.1.4.4. The speed of the vehicle must be measured by the speed of rotation of
the roller (the front roller in the case of a two roller dynamometer). It
must be measured with an accuracy of ± 1 km/h at speeds above 10 km/
h.
4.1.5. Load and inertia setting
4.1.5.1. Dynamometer with fixed load curve: the load simulator must be
adjusted to absorb the power exerted on the driving wheels at a steady
speed of 50 km/h. The means by which this load is determined and set
are described in Appendix 3.
4.1.5.2. Dynamometer with adjustable load curve: the load simulator must be
adjusted in order to absorb the power exerted on the driving wheels at
steady speeds of 20, 30, 40 and 50 km/h. The means by which these
loads are determined and set are described in Appendix 3.
4.1.5.3. Inertia
Dynamometers with electrical inertia simulation must be demonstrated
to be equivalent to mechanical inertia systems. The means by which
equivalence is established is described in Appendix 4.
4.2.Exhaustgas-samplingsystem
4.2.1. The exhaust gas-sampling system is designed to enable the measure-
ments of the true mass emission of pollutants by the vehicle exhaust.
The system to be used is the constant volume sampler (CVS) system.
This requires that the vehicle exhaust be continuously diluted with
ambient air under controlled conditions. In the constant volume sampler
concept of measuring mass emissions, two conditions must be satisfied,
the total volume of the mixture of exhaust and dilution air must be
measured and a continuously proportional sample of the volume must
be collected for analysis. Mass emissions are determined from the
sample concentrations corrected for the pollutant content of the ambient
air, and totalized flow over the test period.
4.2.2. The flow through the system must be sufficient to eliminate water
condensation at all conditions which may occur during a test, as defined
in Appendix 5.
4.2.3. Figure 1 givesa s chematic diagram of the general concept. Appendix 5
gives examples of three types of constant volume sampler system which
satisfy the requirements set out in this Annex.
4.2.4. The gasand air mixture mus t be homogeneousat point S2 of the
sampling probe.
4.2.5. The probe must extract a true sample of the diluted exhaust gases.4.2.6. The system must be free of gas leaks. The design and materials must be
such that the system does not influence the pollutant concentration in
the diluted exhaust gas. Should any component (heat exchanger,
blower, etc.) change the concentration of any pollutant gasin the
diluted gas, the sampling for that pollutant must be carried out before
that component if the problem cannot be corrected.
4.2.7. If the vehicle being tested is equipped with an exhaust pipe comprising
several branches, the connecting tubes must be connected as near as
possible to the vehicle.
4.2.8. Static pressure variations at the tailpipe(s) of the vehicle must remain
within ± 1,25 kPa of the static pressure variations measured during the
dynamometer driving cycle with no connection to the tailpipe(s).
Sampling systems capable of maintaining the static pressure to within
± 0,25 kPa are used if a written request from a manufacturer to the
competent authority issuing the approval substantiates the need for the
narrower tolerance. The back-pressure must be measured in the exhaust
pipe, as near as possible to its end or in an extension having the same
diameter.1970L0220 — EN — 23.06.1983 — 005.001 — 19
▼M4
Figure 1
Diagramofexhaust-gassamplingsystem
1970L0220 — EN — 23.06.1983 — 005.001 — 20
▼M4
4.2.9. The various valves used to direct the exhaust gases must be of a quick-
adjustment, quick-acting type.
4.2.10. The gas samples are collected in sample bags of adequate capacity.
These bags must be made of such materials as will not change the
pollutant gasby more than ± 2 % after 20 minutesof s torage.
4.3.Analyticalequipment
4.3.1. Requirements
4.3.1.1. Pollutant gases must be analyzed with the following instruments:
Carbon monoxide (CO) and carbon dioxide (CO2) analysis:
The carbon monoxide and carbon dioxide analyzersmus t be of the non-
dispersive infra-red (NDIR) absorption type.
Hydrocarbons (HC) analysis — spark-ignition engines:
The hydrocarbonsanalyzer mus t be of the flame ionization (FID) type
calibrated with propane gas expressed equivalent to carbon atoms (C1).
Hydrocarbons (HC) analysis — compression-ignition engines:
The hydrocarbonsanalyzer mus t be of the flame ionization type with
detector, valves, pipework, etc. heated to 190 ± 10 ºC (HFID). It must
be calibrated with propane gas expressed equivalent to carbon atoms
(C1).
Nitrogen oxide (NOx) analysis:
The nitrogen oxide analyzer must be either of the chemiluminescent
(CLA) or of the non-dispensive ultra-violet resonance absorption
(NDUVR) type, both with an NOx— NO converter.
4.3.1.2. Accuracy
The analyzers must have a measuring range compatible with the accu-
racy required to measure the concentrations of the exhaust gas sample
pollutants.
Measurement error must not exceed ± 3 %, disregarding the true value
of the calibration gases.
For concentrations of less than 100 ppm the measurement error must
not exceed ± 3 ppm. The ambient air sample must be measured on the
same analyzer and range as the corresponding diluted exhaust sample.
4.3.1.3. Ice-trap
No gas drying device must be used before the analyzers unless shown
to have no effect on the pollutant content of the gass tream.
4.3.2. Particular requirements for compression-ignition engines
A heated sample line for a continuous HC-analysis with the flame ioni-
zation detector (HFID), including recorder (R) must be used. The
average concentration of the measured hydrocarbons must be deter-
mined by integration. Throughout the test, the temperature of the
heated sample line must be controlled at 190 ± 10 ºC. The heated
sampling line must be fitted with a heated filter (FH) 99 % efficient
with particle ≥0,3 µm to extract any solid particles from the contin-
uous flow of gas required for analysis. The sampling system response
time (from the probe to the analyzer inlet) must be no more than four
seconds.
The HFID must be used with a constant flow (heat exchanger) system
to ensure a representative sample, unless compensation for varying CFV
or CFO flowsismade.
4.3.3. Calibration
Each analyzer must be calibrated as often as necessary and in any case
in the month before type-approval testing and at least once every six
monthsfor verifying conformity of production. The calibration method
to be used is described in Appendix 6 for the analyzers referred to in
4.3.1.
4.4.Volumemeasurement
4.4.1. The method of measuring total dilute exhaust volume incorporated in
the constant volume sampler must be such that measurement is accurate
to ± 2 %.1970L0220 — EN — 23.06.1983 — 005.001 — 21
▼M4
4.4.2. Constant volume sampler calibration
The constant volume sampler system volume measurement device must
be calibrated by a method sufficient to ensure the prescribed accuracy
and at a frequency sufficient to maintain such accuracy.
An example of a calibration procedure which will give the required
accuracy isgiven in Appendix 6. The method utilizesa flow metering
device which isdynamic and s uitable for the high flow-rate encoun-
tered in constant volume sampler testing. The device must be of
certified accuracy in conformity with an approved national or interna-
tional standard.
4.5.Gases
4.5.1. Pure gases
The following pure gases must be available, if necessary, for calibration
and operation:
— purified nitrogen (purity ≤1 ppm C, ≤1 ppm CO, ≤400 ppm
CO2,≤0,1 ppm NO),
— purified synthetic air (purity ≤1 ppm C, ≤1 ppm CO, ≤400 ppm
CO2,≤0,1 ppm NO); oxygen content between 18 and 21 % vol,
— purified oxygen (purity ≤99,5 % vol O2),
— purified hydrogen (and mixture containing hydrogen) (purity
≤1 ppm C, ≤400 ppm CO2).
4.5.2. Calibration and span gases
Gases having the following chemical compositions must be available:
mixturesof:
—C3H8and purified synthetic air (4.5.1),
— CO and purified nitrogen,
—C O2and purified nitrogen,
— NO and purified nitrogen.
(The amount of NO2contained in thiscalibration gasmus t not exceed
5 % of the NO content.)
The true concentration of a calibration gasmus t be within ± 2 % of the
stated figure.
The concentrations specified in Appendix 6 may also be obtained by
meansof a gasdivider, diluting with purified N2or with purified
synthetic air. The accuracy of the mixing device must be such that the
concentrationsof the diluted calibration gas esmay be determined to
within ± 2 %.
4.6.Additionalequipment
4.6.1. Temperatures
The temperaturesindicated in Appendix 8 are meas ured with an accu-
racy of ± 1,5 ºC.
4.6.2. Pressure
The atmospheric pressure must be measurable to within ± 0,1 kPa.
4.6.3. Absolute humidity
The absolute humidity (H) must be measurable to within ± 5 %.
4.7. The exhaust gas-sampling system must be verified by the method
described in 3 of Appendix 7. The maximum permissible deviation
between the quantity of gasintroduced and the quantity of gas
measured is 5 %.
5. PREPARING THE TEST
5.1.Adjustmentofinertiasimulatorstothevehicle'stranslatoryinertias
An inertia simulator is used enabling a total inertia of the rotating
masses to be obtained proportional to the reference mass within the
following limits:1970L0220 — EN — 23.06.1983 — 005.001 — 22
▼M4
Reference mass of vehicle
RW
(kg)Equivalent inertias
I
(kg)
RW≤750 680
750 < RW ≤850 800
850 < RW ≤1 020 910
1 020 < RW ≤1 250 1 130
1 250 < RW ≤1 470 1 360
1 470 < RW ≤1 700 1 590
1 700 < RW ≤1 930 1 810
1 930 < RW ≤2 150 2 040
2 150 < RW ≤2 380 2 270
2 380 < RW ≤2 610 2 270
2 610 < RW 2 270
5.2.Settingofdynamometer
The load is adjusted according to methods described in 4.1.4.The method used and the values obtained (equivalent inertia — charac-
teristic adjustment parameter) must be recorded in the test report.
5.3.Conditioningofvehicle
5.3.1. Before the test, the vehicle must be kept in a room in which the
temperature remainsrelatively cons tant between 20 and 30 ºC. This
conditioning must be carried out for at least six hours and continue
until the engine oil temperature and coolant, if any, are within ± 2 ºC
of the temperature of the room.
If the manufacturer so requests, the test must be carried out not later
than 30 hoursafter the vehicle hasbeen run at itsnormal temperature.
5.3.2. The tyre pressures must be the same as that specified by the manufac-
turer and used for the preliminary road test for brake adjustment. The
tyre pressures may be increased by up to 50 % from the manufacturer's
recommended setting in the case of a two-roller dynamometer. The
actual pressure used must be recorded in the test report.
6. PROCEDURE FOR BENCH TESTS6.1.Specialconditionsforcarrying outthecycle
6.1.1. During the test, the test cell temperature must be between 20 and 30 ºC.
The absolute humidity (H) of either the air in the test cell or the intake
air of the engine must be such that:
5,5≤H≤12,2 g H
2O/kg dry air
6.1.2. The vehicle must be approximately horizontal during the test so as to
avoid any abnormal distribution of the fuel.
6.1.3. The test must be carried out with the bonnet raised unless this is tech-
nically impossible. An auxiliary ventilating device acting on the
radiator (water-cooling) or on the air intake (air-cooling) may be used
if necessary to keep the engine temperature normal.
6.1.4. During the test the speed is recorded against time so that the correct-
ness of the cycles performed can be assessed.
6.2.Starting-uptheengine
6.2.1. The engine must be started up by means of the devices provided for
this purpose according to the manufacturer's instructions, as incorpo-
rated in the drivers' handbook of production vehicles.
6.2.2. The engine must be kept idling for a period of 40 seconds. The first
cycle must begin at the end of the aforesaid period of 40 seconds at
idle.1970L0220 — EN — 23.06.1983 — 005.001 — 23
▼M4
6.3.Idling
6.3.1. Manual-shift or semi-automaticgearbox
6.3.1.1. During periodsof idling the clutch mus t be engaged and the gearsin
neutral.
6.3.1.2. To enable the accelerationsto be performed according to the normal
cycle the vehicle must be placed in first gear, with the clutch disen-
gaged, five seconds before the acceleration following the idling period
considered.
6.3.1.3. The first idling period at the beginning of the cycle consists of six
seconds of idling in neutral with the clutch engaged and five seconds
in first gear with the clutch disengaged.
6.3.1.4. For the idling periodsduring each cycle the corres ponding timesare 16
seconds in neutral and five seconds in first gear with the clutch disen-
gaged.
6.3.1.5. The idling period between two successive cycles comprises 13 seconds
in neutral with the clutch engaged.
6.3.2. Automatic-shift gearbox
After initial engagement the selector must not be operated at any time
during the test except as in the case specified in 6.4.3.
6.4.Accelerations
6.4.1. Accelerations must be so performed that the rate of acceleration is as
constant as possible throughout the phase.
6.4.2. If an acceleration cannot be carried out in the prescribed time, the extra
time required is, if possible, deducted from the time allowed for chan-
ging gear, but otherwise from the subsequent steady-speed period.
6.4.3. Automatic-shift gearboxes
If an acceleration cannot be carried out in the prescribed time, the gear
selector is operated in accordance with requirements for manual-shift
gearboxes.
6.5.Deceleration
6.5.1. All decelerationsare effected by removing the foot completely from the
accelerator, the clutch remaining engaged. The clutch isdis engaged,
without use of the gear lever, at a speed of 10 km/h.
6.5.2. If the period of deceleration islonger than that pres cribed for the corre-
sponding phase, the vehicle's brakes are used to enable the timing of the
cycle to be complied with.
6.5.3. If the period of deceleration is shorter than that prescribed for the corre-
sponding phase, the timing of the theoretical cycle is restored by
constant speed or idling period merging into the following operation.
6.5.4. At the end of the deceleration period (halt of the vehicle on the rollers)
the gearsare placed in neutral and the clutch engaged.
6.6.Steadyspeeds
6.6.1. ‘Pumping’ or the closing of the throttle must be avoided when passing
from acceleration to the following steady speed.
6.6.2. Periods of constant speed are achieved by keeping the accelerator posi-
tion fixed.
7. PROCEDURE FOR SAMPLING AND ANALYSIS
7.1.Sampling
Sampling beginsat the beginning of the tes t cycle asdefined in 6.2.2
and endsat the end of the idling period after the fourth cycle.
7.2.Analysis
7.2.1. The exhaust gases contained in the bag must be analyzed as soon as
possible and in any event not later than 20 minutes after the end of
the test cycle.1970L0220 — EN — 23.06.1983 — 005.001 — 24
▼M4
7.2.2. Prior to each sample analysis the analyzer range to be used for each
pollutant must be set to zero with the appropriate zero gas.
7.2.3. The analyzers are then set to the calibration curves by means of span
gases of nominal concentrations of 70 to 100 % of the range.
7.2.4. The analyzers' zeros are then rechecked. If the reading differs by more
than 2 % of range from that set in 7.2.2, the procedure is repeated.
7.2.5. The samples are then analyzed.
7.2.6. After the analysis, zero and span points are rechecked using the same
gases. If these rechecks are within 2 % of those in 7.2.3, the analysis
iscons idered acceptable.
7.2.7. At all points in this section the flow-rates and pressures of the various
gases must be the same as those used during calibration of the analy-
zers.
7.2.8. The figure adopted for the content of the gases in each of the pollutants
measured is that read off after stabilization on the measuring device.
Hydrocarbon mass emissions of compression-ignition engines are calcu-
lated from the integrated HFID reading, corrected for varying flow if
necessary as shown in Appendix 5.
8. DETERMINATION OF THE QUANTITY OF GASEOUS POLLU-
TANTS EMITTED
8.1.Thevolumeconsidered
The volume to be considered must be corrected to conform to the
conditionsof 101,33 kPa and 273,2 K.
8.2.Totalmassofgaseouspollutantsemitted
The mass M of each pollutant emitted by the vehicle during the test is
determined by obtaining the product of the voluminal concentration and
the volume of the gasin ques tion, with due regard for the following
densities at the abovementioned reference condition:
— in the case of carbon monoxide (CO) d = 1,25 grams per litre,
— in the case of hydrocarbons (CH1,85) d = 0,619 gramsper litre,
— in the case of nitrogen oxides (NO2) d = 2,05 gramsper litre.
Appendix 8 givescalculationsrelative to the variousmethods , followed
by examples, to determine the quantity of gaseous pollutants emitted.1970L0220 — EN — 23.06.1983 — 005.001 — 25
▼M4
APPENDIX 1
BREAKDOWNOF THEOPERATINGCYCLEUSEDFOR THE TYPEI
TEST
1.Breakdownbyphases
Time %
Idling: . . . .................................... 6 0s 30,8/C148/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C15035,4
Idling, vehicle moving, clutch engaged on one
combination: .................................. 9s4 , 6
Gear-shift: .................................... 8s4 , 1
Accelerations: . . . .............................. 3 6s 18,5
Steady-speed periods: . . . ........................ 5 7s 29,2
Decelerations: . . . .............................. 2 5s 12,8
195 s100
2.Breakdownbyuseofgears
Idling: . . . .................................... 6 0s 30,8/C148/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C15035,4
Idling, vehicle moving, clutch engaged on one
combination: .................................. 9s4 , 6
Gear-shift: .................................... 8s4 , 1
First gear: .................................... 2 4s 12,3
Second gear .................................. 5 3s 27,2
Third gear: ................................... 4 1s2 1
195 s100
Average speed during test: 19 km/h.
Effective running time: 195 s.Theoretical distance covered per cycle: 1,013 km.Equivalent distance for the test (4 cycles): 4,052 km1970L0220 — EN — 23.06.1983 — 005.001 — 26
▼M4
1970L0220 — EN — 23.06.1983 — 005.001 — 27
▼M4
APPENDIX 2
CHASSISDYNAMOMETER
1. DEFINITION OF A CHASSIS DYNAMOMETER WITH FIXED
LOAD CURVE
1.1.Introduction
In the event that the total resistance to progress on the road cannot be
reproduced on the chassis dynamometer between speeds of 10 and
50 km/h, it is recommended to use a chassis dynamometer having the
characteristics defined below.
1.2.Definition
1.2.1. The chassis dynamometer may have one or two rollers.
The front roller drives, directly or indirectly, the inertia masses and the
power absorption device.
1.2.2. Having set the load at 50 km/h by one of the methods described in 3, K
can be determined from P = KV3.
The power absorbed (Pa) by the brake and the chassis internal frictional
effects from the reference setting to a vehicle speed of 50 km/h, are as
follows:
If V > 12 km/h:
Pa=K V3±5%K V3±5%P V50
(without being negative).
If V≤12 km/h:
Pawill be between 0 and Pa=K V123+5%K V123+5%P V50where K is
a characteristic of the chassis dynamometer and PV50isthe power
absorbed at 50 km/h.
2. METHOD OF CALIBRATING THE DYNAMOMETER
2.1.Introduction
This Appendix describes the method to be used to determine the power
absorbed by a dynamometric brake.
The power absorbed comprises the power absorbed by frictional effects
and the power absorbed by the power-absorption device. The dynam-
ometer is brought into operation beyond the range of test speeds. The
device used for starting up the dynamometer is then disconnected: the
rotational speed of the driven roller decreases.
The kinetic energy of rollers is dissipated by the power-absorption unit
and by the frictional effects. This method disregards variations in the
roller'sinternal frictional effectscaus ed by rollerswith or without the
vehicle. The frictional effects of the rear roller shall be disregarded
when thisisfree.
2.2.Calibrating the power indicator to 50 km/h as a function of the
powerabsorbed
The following procedure isus ed.
2.2.1. Measure the rotational speed of the roller if this has not already been
done. A fifth wheel, a revolution counter or some other method may
be used.
2.2.2. Place the vehicle on the dynamometer or devise some other method of
starting up the dynamometer.
2.2.3. Use the fly-wheel or any other system of inertia simulation for the
particular inertia class to be used.1970L0220 — EN — 23.06.1983 — 005.001 — 28
▼M4
2.2.4. Bring the dynamometer to a speed of 50 km/h.
2.2.5. Note the power indicated (Pi).2.2.6. Bring the dynamometer to a speed of 60 km/h.2.2.7. Disconnect the device used to start up the dynamometer.2.2.8. Note the time taken by the dynamometer to pass from a speed of 55 km/
h to a speed of 45 km/h.
2.2.9. Set the power-absorption device at a different level.2.2.10. The requirements of 2.2.4 to 2.2.9 must be repeated sufficiently often to
cover the range of road powersus ed.
2.2.11. Calculate the power absorbed, using the formula:
P
a¼M1V2
1/C0V2
2/C0/C1
2000 t
where
Pa= power absorbed in kW,
MJ= equivalent inertia in kg (exluding the inertial effectsof the free
rear roller),
V1= initial speed in m/s (55 km/h = 15,28 m/s),
V2= final speed in m/s (45 km/h = 12,50 m/s),
t = time taken by the roller to pass from 55 to 45 km/h.
2.2.12. Diagram showing power indicated at 50 km/h in terms of power
absorbed at 50 km/h.1970L0220 — EN — 23.06.1983 — 005.001 — 29
▼M4
2.2.13. The operations described in 2.2.3 to 2.2.12 must be repeated for all
inertia classes to be used.
2.3.Calibration of the power indicator as a function of the absorbed
powerforotherspeeds
The procedures described in 2.2 must be repeated as often as necessary
for the chosen speeds.
2.4.Verification of the power-absorption curve of the dynamometer
fromareference settingataspeedof50km/h
2.4.1. Place the vehicle on the dynamometer or devise some other method of
starting up the dynamometer.
2.4.2. Adjust the dynamometer to the absorbed power (Pa) at 50 km/h.
2.4.3. Note the power absorbed at 40 — 30 — 20 km/h.
2.4.4. Draw the curve Pa(V) and verify that it corresponds to the requirements
of 1.2.2.
2.4.5. Repeat the procedure set out in 2.4.1 to 2.4.4 for other values of power
Paat 50 km/h and for other valuesof inertias .
2.5. The same procedure must be used for force or torque calibration.
3. SETTING OF THE DYNAMOMETER
3.1.Vacuummethod
3.1.1. Introduction
This method is not a preferred method and must be used only with
fixed load curve shape dynamometers for determination of load setting
at 50 km/h and cannot be used for vehicles with compression-ignition
engines.
3.1.2. Test instrumentation
The vacuum (or absolute pressure) in the intake manifold vehicle is
measured to an accuracy of ± 0,25 kPa. It must be possible to record
this reading continuously or at intervals of no more than one second.
The speed must be recorded continuously with a precision of ± 0,4 km/
h.
3.1.3. Road test
3.1.3.1. Ensure that the requirements of 4 of Appendix 3 are met.1970L0220 — EN — 23.06.1983 — 005.001 — 30
▼M4
3.1.3.2. Drive the vehicle at a steady speed of 50 km/h recording speed and
vacuum (or absolute pressure) in accordance with the requirements of
3.1.2.
3.1.3.3. Repeat procedure set out in 3.1.3.2 three times in each direction. All six
runs must be completed within four hours.
3.1.4. Data reduction and acceptance criteria
3.1.4.1. Review results obtained in accordance with 3.1.3.2 and 3.1.3.3 (speed
must not be lower than 49,5 km/h or greater than 50,5 km/h for more
than one second). For each run, read vacuum level at one-second inter-
vals, calculate mean vacuum ( v) and standard deviation (s). This
calculation must consist of no less than 10 readings of vacuum.
3.1.4.2. The standard deviation must not exceed 10 % of mean ( v) for each run.
3.1.4.3. Calculate the mean value ( v) for the s ix runs(three runsin each direc-
tion).
3.1.5. Dynamometer setting
3.1.5.1. Preparation
Perform the operationss pecified in 5.1.2.2.1 to 5.1.2.2.4 of Appendix 3.
3.1.5.2. Setting
After warm-up, drive the vehicle at a steady speed of 50 km/h and
adjust dynamometer load to reproduce the vacuum reading ( v) obtained
in accordance with 3.1.4.3. Deviation from thisreading mus t be no
greater than 0,25 kPa. The same instruments are used for this exercise
as were used during the road test.
3.2.Othersettingmethods
The dynamometer setting may be carried out at a constant speed of
50 km/h in accordance with the requirementsof Appendix 3.
3.3.Alternativemethod
With the manufacturer'sagreement the following method may be us ed:
3.3.1. The brake is adjusted so as to absorb the power exerted at the driving
wheels at a constant speed of 50 km/h in accordance with the following
table:
Reference mass of vehicle: RW
(kg)Power absorbed by the dynam-
ometer: Pa(kW)
RW≤750 1,3
750 < RW ≤850 1,4
850 < RW ≤1 020 1,5
1 020 < RW ≤1 250 1,7
1 250 < RW ≤1 470 1,8
1 470 < RW ≤1 700 2,0
1 700 < RW ≤1 930 2,1
1 930 < RW ≤2 150 2,3
2 150 < RW ≤2 380 2,4
2 380 < RW ≤2 610 2,6
2 610 < RW 2,7
3.3.2. In the case of vehicles, other than passenger cars, with a reference mass
of more than 1 700 kg, or vehicleswhos e wheelsare all driven, the
power valuesgiven in the table s et out in 3.3.1 are multiplied by the
factor 1,3.1970L0220 — EN — 23.06.1983 — 005.001 — 31
▼M4
APPENDIX 3
RESISTANCE TO PROGRESS OF A VEHICLE — MEASUREMENT
METHODON THE ROAD— SIMULATION ON A CHASSIS D YNAM-
OMETER
1. OBJECT OF THE METHODS
The object of the methods defined below is to measure the resistance
to progress of a vehicle at stabilized speeds on the road and to simu-
late this resistance on a dynamometer, in accordance with 4.1.4.1 of
Annex III.
2. DEFINITION OF THE ROAD
The road must be level and sufficiently long to enable the measure-
ments specified below to be made. The slope must be constant to
within ± 0,1 % and must not exceed 1,5 %.
3. ATMOSPHERIC CONDITIONS
3.1.Wind
Testing must be limited to wind speeds averaging less than 3 m/s
with peak speeds less than 5 m/s. In addition, the vector component
of the wind speed across the test road must be less than 2 m/s. Wind
velocity must be measured 0,7 m above the road surface.
3.2.Humidity
The road must be dry.
3.3.Pressure—Temperature
Air density at the time of the test must not deviate by more than
± 7,5 % from the reference conditions, p = 100 kPa and T = 293,2 K.
4. VEHICLE PREPARATION4.1.Runningin
The vehicle must be in normal running order and adjustment after
having been run-in for at least 3 000 km. The tyres must be run in
at the same time as the vehicle or have a tread depth within 90 and
50 % of the initial tread depth.
4.2.Verifications
The following checksmus t be made in accordance with the manu-
facturer's specifications for the use considered:
— wheels, wheel trims, tyres (make, type, pressure),
— front axle geometry,— brake adjustment (elimination of parasitic drag),— lubrication of front and rear axles,
— adjustment of the suspension and vehicle level, etc.
4.3.Preparationforthetest
4.3.1. The vehicle is loaded to its reference mass. The level of the vehicle
must be that obtained when the centre of gravity of the load is situ-
ated midway between the ‘R’ pointsof the front outer s eatsand on a
straight line passing through those points.
4.3.2. In the case of road tests, the windows of the vehicle must be closed.
Any covers of air climatization systems, headlamps, etc., must be in
the non-operating position.
4.3.3. The vehicle must be clean.4.3.4. Immediately prior to the test the vehicle is brought to normal
running temperature in an appropriate manner.1970L0220 — EN — 23.06.1983 — 005.001 — 32
▼M4
5. METHODS
5.1.Methodofenergyvariationduringcoast-down
5.1.1. On the road
5.1.1.1. Test equipment and error
— Time must be measured to an error lower than 0,1 s.
— Speed must be measured to an error lower than 2 %.
5.1.1.2. Test procedure5.1.1.2.1. Accelerate the vehicle to a speed 10 km/h greater than the chosen
test speed V.
5.1.1.2.2. Place the gearbox in ‘neutral’ position
5.1.1.2.3. Measure the time taken for the vehicle to decelerate from
V
2=V+ ∆V km/h to V1=V− ∆V km/h: t1·∆V≤5 km/h
5.1.1.2.4. Perform the same test in the opposite direction: t2.
5.1.1.2.5. Take the average T1of the two timest1and t2.
5.1.1.2.6. Repeat these tests several times such that the statistical accuracy (p)
of the average
T¼1
n/C1Xn
i¼1Ti isno more than 2 % (p ≤2% )
The statistical accuracy (p) is defined by:
p¼tsﬃﬃﬃnp/C1100
T
where:
t = coefficient given by the table below,
s= s tandard deviation,n = number of tests. s ¼ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ
X
n
i¼1Ti/C0T ðÞ2
n/C01vuut
n456789 1 0 1 1 1 2 1 3 1 4 1 5
t 3,2 2,8 2,6 2,5 2,4 2,3 2,3 2,2 2,2 2,2 2,2 2,2
tﬃﬃﬃnp1,6 1,25 1,06 0,94 0,85 0,77 0,73 0,66 0,64 0,61 0,59 0,57
5.1.1.2.7. Calculate the power by the formula:
P¼M/C1V/C1∆V
500 T
where:
P is expressed in kW,V = speed of the test in m/s,
∆V = speed deviation from speed V, in m/s,
M = reference mass in kg,T = time in seconds.
5.1.2. On the dynamometer
5.1.2.1. Measurement equipment and accuracy
The equipment must be identical to that used on the road.
5.1.2.2. Test procedure
5.1.2.2.1. Install the vehicle on the test dynamometer.
5.1.2.2.2. Adjust the tyre pressure (cold) of the driving wheels as required by
the dynamometer.1970L0220 — EN — 23.06.1983 — 005.001 — 33
▼M4
5.1.2.2.3. Adjust the equivalent inertia of the dynamometer.
5.1.2.2.4. Bring the vehicle and dynamometer to operating temperature in a
suitable manner.
5.1.2.2.5. Carry out the operationss pecified in 5.1.1.2 with the exception of
5.1.1.2.4 and 5.1.1.2.5 and with replacing M by I in the formula set
out in 5.1.1.2.7.
5.1.2.2.6. Adjust the brake to meet the requirements of 4.1.4.1. of Annex III.
5.2.Torquemeasurementmethodatconstantspeed
5.2.1. On the road
5.2.1.1. Measurement equipment and error
Torque measurement must be carried out with an appropriate
measuring device accurate to within 2 %.
Speed measurement must be accurate to within 2 %.
5.2.1.2. Test procedure5.2.1.2.1. Bring the vehicle to the chosen stabilized speed V.
5.2.1.2.2. Record the torque C(t) and speed over a period of a least 10 s by
means of class 1 000 instrumentation meeting ISO standard No 970.
5.2.1.2.3. Differences in torque C(t) and speed relative to time must not
exceed 5 % for each second of the measurement period.
5.2.1.2.4. The torque C
t1isthe average torque derived from the following
formula:
Ct1¼1
∆tZtþ∆t
tCtðÞdt
5.2.1.2.5. Carry out the test in the opposite direction, i.e. Ct2.
5.2.1.2.6. Determine the average of these two torques Ct1and Ct2i.e. Ct.
5.2.2. On the dynamometer
5.2.2.1. Measurement equipment and error
The equipment must be identical to that used on the road.
5.2.2.2. Test procedure5.2.2.2.1. Perform the operationss pecified in 5.1.2.2.1 to 5.1.2.2.4.5.2.2.2.2. Perform the operationss pecified in 5.2.1.2.1 to 5.2.1.2.4.5.2.2.2.3. Adjust the brake setting to meet the requirements of 4.1.4.1 of
Annex III.
5.3.Integratedtorqueovervariabledrivingpattern
5.3.1. This method is a non-obligatory complement to the constant speed
method described in 5.2.
5.3.2. In thisdynamic procedure the mean torque value
M isdetermined.
Thisisaccomplis hed by integrating the actual torque valueswith
respect to time during operation of the test vehicle with a defined
driving cycle. The integrated torque isthen divided by the time
difference.
The result is:
M¼1
t2/C0t1Zt2
t1MtðÞ/C1dt with M t ðÞ>0 ðÞ
M is calculated from six sets of results.
It isrecommended that the s ampling rate of M be not less than two
samples per second.1970L0220 — EN — 23.06.1983 — 005.001 — 34
▼M4
5.3.3. Dynamometer setting
The dynamometer load is set by the method described in 5.2. If M
dynamometer doesnot then match M road, the brake setting is
adjusted until the values are equal within ± 5 %.
Note:
Thismethod can be us ed only for dynamometerswith electrical
inertia simulation or fine adjustment.
5.3.4. Acceptance criteria
Standard deviation of six measurements must be no more than 2 %
of the mean value.
5.4.Methodofdeceleration measurementbygyroscopicplatform
5.4.1. On the road
5.4.1.1. Measurement equipment and error
— Speed must be measured with an error lower than 2 %.
— Deceleration must be measured with an error lower than 1 %.— The slope of the road must be measured with an error lower than
1% .
— Time must be measured with an error lower than 0,1 s.
The level of the vehicle ismeas ured on a reference horizontal
ground; as an alternative, it is possible to correct for the slope of
the road ( α
1).
5.4.1.2. Test procedure5.4.1.2.1. Accelerate the vehicle to a speed 5 km/h greater than the chosen test
speed: V.
5.4.1.2.2. Record the deceleration between V + 0,5 km/h and V − 0,5 km/h.5.4.1.2.3. Calculate the average deceleration attributed to the speed V by the
formula:
γ1¼1
tZt
oγ1tðÞdt/C0g/C1sinα1
where:
γ1 = average deceleration value at the speed V in one direc-
tion of the road,
t = time between V + 0,5 km/h and V − 0,5 km/h,
γ1(t) = deceleration recorded with the time,
g = 9,81 m s−2.
5.4.1.2.4. Perform the same test in the other direction: γ2:
5.4.1.2.5. Calculate the average of Γi¼γ1þγ2
2for test i.
5.4.1.2.6. Perform a sufficient number of tests as specified in 5.1.1.2.6 repla-
cing T by Γwhere:
Γ¼1
nXn
i¼1Γi
5.4.1.2.7. Calculate the average force absorbed F = M · Γ
where:M = vehicle reference mass in kg,
Γ= average deceleration calculated beforehand.
5.4.2. Dynamometer method
5.4.2.1. Measurement equipment and error
The measurement instrumentation of the dynamometer itself must be
used as defined in 2 of Appendix 2 to this Annex.1970L0220 — EN — 23.06.1983 — 005.001 — 35
▼M4
5.4.2.2. Test procedure
5.4.2.2.1. Adjustment of the force on the rim under steady speed
On chassis dynamometer, the total resistance is of the type:(F
total)=( Findicated)+( Fdriving axle rolling), with
(Ftotal)=( Froad),
(Findicated)=( Froad)−( Fdriving axle rolling),
where:(F
indicated) isthe force indicated on the force indicating device of the
chassis dynamometer,
(Froad) isknown,
(Fdriving axle rolling) can be:
— measured on chassis dynamometer able to work as a motor.
The test vehicle, gearbox in neutral position, is driven by the
chassis dynamometer at the test speed; the rolling resistance of
the driving axle isthen meas ured on the force indicating device
of the chassis dynamometer;
— determined on chassis dynamometer unable to work as a motor.
For the two-roller chassis dynamometer, the RRvalue isthe one
which isdetermined before on the road.
For the single-roller chassis dynamometer, the RRvalue isthe
one which isdetermined on the road multiplied by a coefficient
(R) which isequal to the ratio between the driving axle mas sand
the vehicle total mass.
Note
RRisobtained from the curve: F = f (V).1970L0220 — EN — 23.06.1983 — 005.001 — 36
▼M4
APPENDIX 4
VERIFICATIONOFINERTIASOTHERTHANMECHANICAL
1. OBJECT
The method described in this Appendix makes it possible to check that
the simulated total inertia of the dynamometer is carried out satisfactorily
in the running phases of the operating cycle.
2. PRINCIPLE2.1.Drawingupworkingequations
Since the dynamometer is subjected to variations in the rotating speed of
the roller(s), the force at the surface of the roller(s) can be expressed by
the formula:
F¼I/C1γ¼I
M/C1γþFI
where:
F = force at the surface of the roller(s),
I = total inertia of the dynamometer (equivalent inertia of the
vehicle: cf. table in 5.1),
IM= inertia of the mechanical masses of the dynamometer,
γ= tangential acceleration at roller surface,
FI= inertia force.
Note:
An explanation of thisformula with reference to dynamometerswith
mechanically simulated inertias is appended.
Thus, the total inertia is expressed as follows:
I¼IMþFI
γ
where:
IMcan be calculated or measured by traditional methods,
FIcan be measured on the dynamometer,
γcan be calculated from the peripheral speed of the rollers.
The total inertia (I) isdetermined during an acceleration or deceleration
test with values higher than or equal to those obtained on an operating
cycle.
2.2.Specificationforthecalculationoftotalinertia
The test and calculation methods must make it possible to determine the
total inertia I with a relative error ( ∆I/I) of less than 2 %.
3. SPECIFICATION
3.1. The mass of the simulated total inertia I must remain the same as the
theoretical value of the equivalent inertia (see 5.1 of Annex III) within
the following limits:
3.1.1. ± 5 % of the theoretical value for each instantaneous value;
3.1.2. ±2 % of the theoretical value for the average value calculated for each
sequence of the cycle.
3.2. The limit given in 3.1.1 is brought to ±50 % for one second when starting
and, for vehicles with manual transmission, for two seconds during gear
changes.
4. VERIFICATION PROCEDURE
4.1. Verification iscarried out during each tes t throughout the cycle defined
in 2.1 of Annex III.1970L0220 — EN — 23.06.1983 — 005.001 — 37
▼M4
4.2. However, if the requirementsof 3 are met, with ins tantaneousaccelera-
tions which are at least three times greater or smaller than the values
obtained in the sequences of the theoretical cycle, the verification
described above is not necessary.
5. TECHNICAL NOTE
Explanation of drawing-up working equations.
5.1. Equilibrium of the forceson the road:
CR¼k1Jr1dΘ1
dtþk2Jr2dΘ2
dtþk3Mγr1þk3Fsr1
5.2. Equilibrium of the forceson dynamometer with mechanically s imulated
inertias:
Cm¼k1Jr1dΘ1
dtþk3JRmdWm
dt
Rmr1þk3Fsr1
¼k1Jr1dΘ1
dtþk3Iγr1þk3Fsr1
5.3. Equilibrium of the forcesof dynamometer with non-mechanically s imu-
lated inertias:
Ce¼k1Jr1dΘ1
dtþk3JRedWe
dt
Rer1þCl
Rer10
B@1
CAþk3Fsr1
¼k1Jr1dΘ1
dtþk3IMγþFI ðÞ r1þk3Fsr1
In these formulae:
CR = engine torque on the road,
Cm = engine torque on the dynamometer with mechanically simu-
lated inertias,
Ce = engine torque on the dynamometer with electrically simulated
inertias,
Jr1= moment of inertia of the vehicle transmission brought back to
the driving wheels,
Jr2= moment of inertia of the non-driving wheels,
JRm = moment of inertia of the dynamometer with mechanically
simulated inertias,
JRe = moment of mechanical inertia of the dynamometer with elec-
trically simulated inertias,
M = mass of the vehicle on the road,
I = equivalent inertia of the dynamometer with mechanically
simulated inertias,
IM= mechanical inertia of the dynamometer with electrically simu-
lated inertias,
Fs= resultant force at stabilized speed,
Cl= resultant torque from electrically simulated inertias,
FI= resultant force from electrically simulated inertias,
dΘ1
dt= angular acceleration of the driving wheels,
dΘ2
dt= angular acceleration of the non-driving wheels,
dWm
dt= angular acceleration of the mechanical dynamometer,1970L0220 — EN — 23.06.1983 — 005.001 — 38
▼M4
dWe
dt= angular acceleration of the electrical dynamometer,
γ = linear acceleration,
r1= radiusunder load of the driving wheels ,
r2= radiusunder load of the non-driving wheels ,
Rm = radiusof the rollersof the mechanical dynamometer,
Re = radiusof the rollersof the electrical dynamometer,k
1= coefficient dependent on the gear reduction ratio and the
various inertias of transmission and ‘efficiency’,
k2= ratio transmission Xr1
r2X ‘efficiency’,
k3= ratio transmission X ‘efficiency’.
Supposing the two types of dynamometer (5.2 and 5.3) are made equal
and simplified, one obtains:
k3IM/C1γþFI ðÞ r1¼k3I/C1γ/C1r1
hence,
I¼IMþFI
γ1970L0220 — EN — 23.06.1983 — 005.001 — 39
▼M4
APPENDIX 5
DEFINITIONOFGAS-SAMPLINGSYSTEMS
1. INTRODUCTION
1.1. There are several types of sampling devices capable of meeting the
requirementss et out in 4.2 of Annex III.
The devicesdes cribed in 3.1, 3.2 and 3.3 will be deemed acceptable
if they satisfy the main criteria relating to the variable dilution prin-
ciple.
1.2. In its communications, the laboratory must mention the system of
sampling used when performing the test.
2. CRITERIA RELATING TO THE VARIABLE-DILUTION
SYSTEM FOR MEASURING EXHAUST-GAS EMISSIONS
2.1.Scope
This section specifies the operating characteristics of an exhaust-gas
sampling system intended to be used for measuring the true mass
emissions of a vehicle exhaust in accordance with the provisions of
thisDirective. The principle of variable-dilution s ampling for
measuring mass emissions requires three conditions to be satisfied:
2.1.1. the vehicle exhaust gases must be continuously diluted with ambient
air under specified conditions;
2.1.2. the total volume of the mixture of exhaust gases and dilution air
must be measured accurately;
2.1.3. a continuously proportional sample of the diluted exhaust gases and
the dilution air must be collected for analysis.
Mass emissions are determined from the proportional sample
concentrations and the total volume measured during the test. The
sample concentrations are corrected to take account of the pollutant
content of the ambient air.
2.2.Technicalsummary
Figure 1 gives a schematic diagram of the sampling system.
2.2.1. The vehicle exhaust gases must be diluted with a sufficient amount
of ambient air to prevent any water condensation in the sampling
and measuring system.
2.2.2. The exhaust-gas sampling system must make it possible to measure
the average volume concentrationsof the CO2, CO, HC and NOxcontained in the exhaust gases emitted during the vehicle testingcycle.
2.2.3. The mixture of air and exhaust gases must be homogeneous at the
point where the sampling probe is located (see 2.3.1.2).
2.2.4. The probe must extract a representative sample of the diluted
exhaust gases.
2.2.5. The system must make it possible to measure the total volume of the
diluted exhaust gases from the vehicle being tested.
2.2.6. The sampling system must be gas-tight. The design of the variable-
dilution sampling system and the materials that go to make it up
must be such that they do not affect the pollutant concentration in
the diluted exhaust gases. Should any component in the system
(heat exchanger, cyclone separator, blower, etc.) change the concen-
tration of any of the pollutants in the diluted exhaust gases and the
fault cannot be corrected, then sampling for that pollutant must be
carried out before that component.
2.2.7. If the vehicle tested is equipped with an exhaust system comprising
more than one tailpipe, the connecting tubesmus t be connected
together by a manifold installed as near as possible to the vehicle.
2.2.8. The gas samples must be collected in sampling bags of adequate
capacity so as not to hinder the gas flow during the sampling period.
These bags must be made of such materials as will not affect the
concentrations of pollutant gases (see 2.3.4.4).1970L0220 — EN — 23.06.1983 — 005.001 — 40
▼M4
2.2.9. The variable-dilution system must be so designed as to enable the
exhaust gases to be sampled without appreciably changing the
back-pressure at the exhaust pipe outlet (see 2.3.1.1).
2.3.Specificrequirements
2.3.1. Exhaust-gas collection and dilution device
2.3.1.1. The connection tube between the vehicle exhaust tailpipe(s) and the
mixing chamber must be as short as possible; it must in no case:
— cause the static pressure at the exhaust tailpipe(s) on the vehicle
being tested to differ by more than ± 0,75 kPa at 50 km/h or
more than ± 1,25 kPa for the whole duration of the test from
the static pressures recorded when nothing is connected to the
vehicle tailpipes. The pressure must be measured in the exhaust
tailpipe or in an extension having the same diameter, as near as
possible to the end of the pipe,
— change the nature of the exhaust gas.
2.3.1.2. There must be a mixing chamber in which the vehicle exhaust gases
and the dilution air are mixed so as to produce a homogeneous
mixture at the chamber outlet.
The homogeneity of the mixture in any cross-section at the location
of the sampling probe must not vary by more than ± 2 % from the
average of the valuesobtained at at leas t five pointslocated at equal
intervalson the diameter of the gass tream. In order to minimize the
effectson the conditionsat the exhaus t tailpipe and to limit the drop
in pressure inside the dilution-air conditioning device, if any, the
pressure inside the mixing chamber must not differ by more than
± 0,25 kPa from atmospheric pressure.
2.3.2. Suction device/volume measuring device
This device may have a range of fixed speeds as to ensure sufficient
flow to prevent any water condensation. This result is generally
obtained by keeping the concentration of CO2in the dilute exhaust-
gass ampling bag lower than 3 % by volume.
2.3.3. Volume measurement
2.3.3.1. The volume measuring device must retain its calibration accuracy to
within ± 2 % under all operating conditions. If the device cannot
compensate for variations in the temperature of the mixture of
exhaust gases and dilution air at the measuring point, a heat
exchanger must be used to maintain the temperature to within ± 6 ºC
of the specified operating temperature.
If necessary, a cyclone separator can be used to protect the volume
measuring device.1970L0220 — EN — 23.06.1983 — 005.001 — 41
▼M4
Figure 1
Diagramofavariable-dilutionsystemformeasuringexhaust-gasemissions
1970L0220 — EN — 23.06.1983 — 005.001 — 42
▼M4
2.3.3.2. A temperature sensor must be installed immediately before the
volume measuring device. This temperature sensor must have an
accuracy and a precision of ± 1 ºC and a response time of 0,1 s at
62 % of a given temperature variation (value measured in silicone
oil).
2.3.3.3. The pressure measurements must have a precision and an accuracy
of ± 0,4 kPa during the test.
2.3.3.4. The measurement of the pressure difference from atmospheric pres-
sure is taken before and, if necessary, after the volume measuringdevice.
2.3.4. Gas sampling
2.3.4.1. Dilute exhaust gases2.3.4.1.1. The sample of dilute exhaust gases is taken before the suction device
but after the conditioning devices(if any).
2.3.4.1.2. The flow-rate must not deviate by more than ± 2 % from the
average.
2.3.4.1.3. The sampling rate must not fall below 5 litres per minute and must
not exceed 0,2 % of the flow-rate of the dilute exhaust gases.
2.3.4.1.4. An equivalent limit applies to constant-mass sampling systems.
2.3.4.2. Dilution air
2.3.4.2.1. A sample of the dilution air is taken at a constant flow-rate near the
ambient air inlet (after the filter if one isfitted).
2.3.4.2.2. The air must not be contaminated by exhaust gases from the mixing
area.
2.3.4.2.3. The sampling rate for the dilution air must be comparable to that
used in the case of the dilute exhaust gases.
2.3.4.3. Sampling operations2.3.4.3.1. The materials used for the sampling operations must be such that
they do not change the pollutant concentration.
2.3.4.3.2. Filters may be used in order to extract the solid particles from the
sample.
2.3.4.3.3. Pumps are required in order to convey the sample to the sampling
bag(s).
2.3.4.3.4. Flow control valvesand flow-metersare needed in order to obtain
the flow-ratesrequired for s ampling.
2.3.4.3.5. Quick-fastening gas-tight connections may be used between the
three-way valves and the sampling bags, the connections sealing
themselves automatically on the bag side. Other systems may be
used for conveying the samples to the analyzer (three-way stop
valves, for example).
2.3.4.3.6. The various valves used for directing the sampling gases must be of
the quick-adjusting and quick-acting type.
2.3.4.4. Storage of the sample
The gas samples are collected in sampling bags of adequate capacity
so as not to reduce the sampling rate. The bags must be made of
such a material as will not change the concentration of synthetic
pollutant gases by more than ± 2 % after 20 minutes.
2.4.Additionalsamplingapparatusfortestingdiesel-enginedvehicles
2.4.1. A sampling point after and close to the mixing chamber2.4.2. Heated piping and sampling probe2.4.3. Heated filter and/or pump (the latter may be located in the vicinity
of the sample source)
2.4.4. A quick-acting connection for analyzing the sample of ambient air
collected in the bag
2.4.5. All heated componentsmus t be kept at a temperature of 190 ± 10 ºC
by the heated system.1970L0220 — EN — 23.06.1983 — 005.001 — 43
▼M4
2.4.6. If it is not possible to compensate for variations in the flow-rate,
there must be a heat exchanger and a temperature control device
having the characteristics specified in 2.3.3.1 so as to ensure that
the flow-rate in the system is constant and the sampling rate is
accordingly proportional.
3. DESCRIPTION OF THE DEVICES
3.1.Variable dilution device with positive displacement pump (PDP-
CVS)(Figure 1)
3.1.1. The positive displacement pump — constant volume sampler (PDP-
CVS) satisfies the requirements of this Annex by metering at a
constant temperature and pressure through the pump. The total
volume ismeas ured by counting the revolutionsmade by the cali-
brated positive displacement pump. The proportional sample is
achieved by sampling with pump, flow-meter and flow control valveat a constant flow-rate.
3.1.2. Figure 1 is a schematic drawing of such a sampling system. Since
variousconfigurationscan produce accurate res ultsexact conformity
with the drawing is not essential. Additional components such as
instruments, valves, solenoids and switches may be used to provide
additional information and coordinate the functionsof the compo-
nent system.
3.1.3. The collecting equipment consists of:
3.1.3.1. A filter (D) for the dilution air, which can be preheated if necessary.
This filter must consist of activated charcoal sandwiched between
two layers of paper, and shall be used to reduce and stabilize the
hydrocarbon concentrations of ambient emissions in the dilution air.
3.1.3.2. A mixing chamber (M) in which exhaust gas and air are mixed
homogeneously.
3.1.3.3. A heat exchanger (H) of a capacity sufficient to ensure that
throughout the test the temperature of the air/exhaust-gas mixture
measured at a point immediately upstream of the positive displace-
ment pump iswithin ± 6 ºC of the des igned operating temperature.
Thisdevice mus t not affect the pollutant concentrationsof diluted
gases taken off after for analysis.
3.1.3.4. A temperature control system (TC), used to preheat the heat
exchanger before the test and to control its temperature during the
test, so that deviations from the designed operating temperature are
limited to ± 6 ºC.
3.1.3.5. The positive displacement pump (PDP), used to transport a constant-
volume flow of the air/exhaust-gas mixture; the flow capacity of the
pump must be large enough to eliminate water condensation in the
system under all operating conditions which may occur during a
test; this can be generally ensured by using a positive displacement
pump with a flow capacity:
3.1.3.5.1. — twice ashigh asthe maximum flow of exhaus t gasproduced by
accelerationsof the driving cycle, or
3.1.3.5.2. — sufficient to ensure that the CO
2concentration in the dilute-
exhaust sample bag is less than 3 % by volume.
3.1.3.6. A temperature sensor (T1) (accuracy and precision ± 1 ºC), fitted at a
point immediately upstream of the positive displacement pump; it
must be designed to monitor continuously the temperature of diluted
exhaust-gas mixture during the test.
3.1.3.7. A pressure gauge (G1) (accuracy and precision ± 0,4 kPa) fitted
immediately upstream of the volume meter and used to register the
pressure gradient between the gas mixture and the ambient air.
3.1.3.8. Another pressure gauge (G2) (accuracy and precision ± 0,4 kPa)
fitted so that the differential pressure between pump inlet and pump
outlet can be registered.
3.1.3.9. Two sampling outlets (S1and S2) for taking constant samples of the
dilution air and of the diluted exhaust-gas/air mixture.
3.1.3.10. A filter (F), to extract solid particles from the flows of gas collected
for analysis.
3.1.3.11. Pumps(P), to collect a cons tant flow of the dilution air aswell asof
the diluted exhaust-gas/air mixture during the test.1970L0220 — EN — 23.06.1983 — 005.001 — 44
▼M4
3.1.3.12. Flow controllers (N), to ensure a constant uniform flow of the gas
samples taken during the course of the test from sampling probes
S1and S2; and flow of the gas samples must be such that, at the
end of each test, the quantity of the samples is sufficient for analysis
(=10 litresper minute).
3.1.3.13. Flow meters (FL), for adjusting and monitoring the constant flow of
gas samples during the test.
3.1.3.14. Quick-acting valves (V), to divert a constant flow of gas samples
into the sampling bags or to the outside vent.
3.1.3.15. Gas-tight, quick-lock coupling elements (Q) between the quick-
acting valves and the sampling bags; the coupling must close auto-
matically on the sampling-bag side; as an alternative, other ways of
transporting the samples to the analyzer may be used (three-way
stopcocks, for instance).
3.1.3.16. Bags (B), for collecting samples of the diluted exhaust gas and of
the dilution air during the test; they must be of sufficient capacity
not to impede the sample flow; the bag material must be such as to
affect neither the measurements themselves nor the chemical compo-
sition of the gas samples (for instance: laminated polyethylene/
polyamide films, or fluorinated polyhydrocarbons).
3.1.3.17. A digital counter (C), to register the number of revolutions
performed by the positive displacement pump during the test.
3.1.4. Additional equipment required when testing diesel-engined vehicles
To comply with the requirementsof 4.3.1.1 and 4.3.2 of Annex III,
the additional componentswithin the dotted linesin Figure 1 mus t
be used when testing diesel-engined vehicles:
Fh isa heated filter,
S3is a sample point close to the mixing chamber,
Vhisa heated multiway valve,
Q isa quick connector to allow the ambient air s ample BA to
be analyzed on the HFID,
HFID isa heated flame ionization analyzer,1970L0220 — EN — 23.06.1983 — 005.001 — 45
▼M4
Figure 1
Constantvolumesamplerwithpositivedisplacementpump(PDP-CVS)
1970L0220 — EN — 23.06.1983 — 005.001 — 46
▼M4
R and I are a meansof integrating and recording the ins tantaneous
hydrocarbon concentrations,
Lh isa heated s ample line.
All heated componentsmus t be maintained at 190 ± 10 ºC.
3.2.Critical-flowventuridilutiondevice(CFV-CVS) (Figure 2)
3.2.1. Using a critical-flow venturi in connection with the CVS sampling
procedure isbas ed on the principlesof flow mechanicsfor critical
flow. The variable mixture flow rate of dilution and exhaust gas is
maintained at sonic velocity which is directly proportional to the
square root of the gas temperature. Flow is continually monitored,
computed and integrated over the test.
If an additional critical-flow sampling venturi is used, the propor-
tionality of the gas samples taken is ensured. As both pressure and
temperature are equal at the two venturi inletsthe volume of the
gasflow diverted for s ampling isproportional to the total volume
of diluted exhaust-gas mixture produced, and thus the requirements
of thisAnnex are met.
3.2.2. Figure 2 is a schematic drawing of such a sampling system. Since
various configurations can produce accurate results, exact confor-
mity with the drawing is not essential. Additional components such
as instruments, valve, solenoids, and switches may be used to
provide additional information and coordinate the functionsof the
component system.
3.2.3. The collecting equipment consists of:
3.2.3.1. A filter (D) for the dilution air, which can be preheated if necessary:
the filter must consist of activated charcoal sandwiched between
layers of paper, and must be used to reduce and stabilize the hydro-
carbon background emission of the dilution air.
3.2.3.2. A mixing chamber (M), in which exhaust gas and air are mixed
homogeneously.
3.2.3.3. A cyclone separater (CS), to extract particles.3.2.3.4. Two sampling probes (S
1and S2), for taking samples of the dilution
air aswell asof the diluted exhaus t gas .
3.2.3.5. A sampling critical flow venturi (SV), to take proportional samples
of the diluted exhaust gas at sampling probe S2.
3.2.3.6. A filter (F), to extract solid particles from the gas flows diverted for
analysis.
3.2.3.7. Pumps(P), to collect part of the flow of air and diluted exhaus t gas
in bagsduring the tes t.
3.2.3.8. A flow controller (N), to ensure a constant flow of the gas samples
taken in the course of the test from sampling probe S1; the flow of
the gas samples must be such that, at the end of the test, the quantity
of the samples is sufficient for analysis ( =10 litresper minute).
3.2.3.9. A snubber (PS), in the sampling line.3.2.3.10. Flow meters(FL), for adjus ting and monitoring the flow of gas
samples during tests.
3.2.3.11. Quick-acting solenoid valves (V), to divert a constant flow of gas
samples into the sampling bags or the vent.
3.2.3.12. Gas-tight, quick-lock coupling elements (Q), between the quick-
acting valves and the sampling bags; the couplings must close auto-
matically on the sampling-bag side; as an alternative, other ways of
transporting the samples to the analyzer may be used (three-way
stopcocks, for instance).
3.2.3.13. Bags (B), for collecting samples of the diluted exhaust gas and the
dilution air during the tests; they must be of sufficient capacity not
to impede the sample flow; the bag material must be such as to
affect neither the measurements themselves nor the chemical compo-
sition of the gas samples (for instance: laminated polyethylene/
polyamide films, or fluorinated polyhydrocarbons).
3.2.3.14. A pressure gauge (G), which is precise and accurate to within
± 0,4 kPa.1970L0220 — EN — 23.06.1983 — 005.001 — 47
▼M4
3.2.3.15. A temperature sensor (T), which is precise and accurate to within
± 1 ºC and have a response time of 0,1 seconds to 62 % of a
temperature change (as measured in silicon oil).
3.2.3.16. A measuring critical flow venturi tube (MV), to measure the flow
volume of the diluted exhaust gas.
3.2.3.17. A blower (BL), of sufficient capacity to handle the total volume of
diluted exhaust gas.
3.2.3.18. The capacity of the CFV-CVS system must be such that under all
operating conditions which may possibly occur during a test there
will be no condensation of water. This is generally ensured by using
a blower whose capacity is:
3.2.3.18.1. twice ashigh asthe maximum flow of exhaus t gasproduced by
accelerationsof the driving cycle;
3.2.3.18.2. sufficient to ensure that the CO2concentration in the dilute exhaust
sample bag is less than 3 % by volume.
3.2.4. Additional equipment required when testing diesel-engined vehicles
To comply with the requirementsof 4.3.1.1 and 4.3.2 of Annex III,
the additional componentss hown within the dotted linesof Figure 2
must be used when testing diesel-engined vehicles:
Fh isa heated filter,
S3is a sample point close to the mixing chamber,
Vh isa heated multiway valve,Q isa quick connector to allow the ambient air s ample BA to
be analyzed on the HFID,
HFID isa heated flame ionization analyzer,R and I are a meansof integrating and recording the ins tantaneous
hydrocarbon concentrations,
Lh isa heated s ample line.
All heated componentsmus t be maintained at 190 ± 10 ºC.If compensation for varying flow is not possible, then a heat
exchanger (H) and temperature control system (TC) as described in
2.2.3 will be required to ensure constant flow through the venturi
(MV) and thusproportional flow through S
3.1970L0220 — EN — 23.06.1983 — 005.001 — 48
▼M4
Figure 2
Constantvolumesamplerwithcritical-flow venturi(CFV-CVS)
1970L0220 — EN — 23.06.1983 — 005.001 — 49
▼M4
3.3.Variable dilution device with constant flow control by orifice
(CFO-CVS) (Figure 3)
3.3.1. The collection equipment consists of:
3.3.1.1. A sampling tube connecting the vehicle's exhaust pipe to the device
itself.
3.3.1.2. A sampling device consisting of a pump device for drawing in a
diluted mixture of exhaust gas and air.
3.3.1.3. A mixing chamber (M) in which exhaust gas and air are mixed
homogeneously.
3.3.1.4. A heat exchanger (H) of a capacity sufficient to ensure that
throughout the test the temperature of the air/exhaust-gas mixture
measured at a point immediately before the positive displacement
of the flow-rate measuring device is within ± 6 ºC of the designed
operating temperature. Thisdevice mus t not alter the pollutant
concentration of diluted gases taken off for analysis.
Should this condition not be satisfied for certain pollutants, sampling
will be effected before the cyclone for one or several considered
pollutants.
If necessary, a device for temperature control (TC) is used to preheat
the heat exchanger before testing and to keep up its temperature
during the test at ± 6 ºC.
3.3.1.5. Two probes(S1and S2) for sampling by means of pumps (P) flow-
meters (FL) and, if necessary, filters (F) allowing for the collection
of solid particles from gases used for the analysis.
3.3.1.6. One pump for dilution air and another one for diluted mixture.3.3.1.7. A volume-meter with an orifice.
3.3.1.8. A temperature censor (T
1) (accuracy and precision ± 1 ºC), fitted at a
point immediately before the volume measurement device; it must
be designed to monitor continuously the temperature of the diluted
exhaust-gas mixture during the test.
3.3.1.9. A pressure gauge (G1) (accuracy and precision ± 0,4 kPa) fitted
immediately before the volume meter and used to register the pres-
sure gradient between the gas mixture and the ambient air.
3.3.1.10. Another pressure gauge (G2) (accuracy and precision ± 0,4 kPa)
fitted so that the differential pressure between pump inlet and pump
outlet can be registered.
3.3.1.11. Flow controllers (N) to ensure a constant uniform flow of gas
samples taken during the course of the test from sampling outlets
S1and S2. The flow of the gas samples must be such that, at the
end of each test, the quantity of the samples is sufficient for analysis
(=10 litresper minute).
3.3.1.12. Flow-meters (FL) for adjusting and monitoring the constant flow of
gas samples during the test.
3.3.1.13. Three-way valves (V) to divert a constant flow of gas samples into
the sampling bags or to the outside vent.
3.3.1.14. Gas-tight, quick-lock coupling elements (Q) between the three-way
valves and the sampling bags; the coupling must close automatically
on the sampling-bag side. Other ways of transporting the samples to
the analyzer may be used (three-way stopcocks, for instance).
3.3.1.15. Bags (B) for collecting samples of diluted exhaust gas and of dilu-
tion air during the test. They must be of sufficient capacity not to
impede the sample flow. The bag material must be such as to affect
neither the measurements themselves nor the chemical composition
of the gas samples (for instance: laminated polyethylene/polyamide
films, or fluorinated polyhydrocarbons).1970L0220 — EN — 23.06.1983 — 005.001 — 50
▼M4
Figure 3
Diagram of a variable dilution device with constant flow control by orifice (CFO-
CVS)
1970L0220 — EN — 23.06.1983 — 005.001 — 51
▼M4
APPENDIX 6
METHODOFCALIBRATINGTHEEQUIPMENT
1. ESTABLISHMENT OF THE CALIBRATION CURVE
1.1. Each normally used operating range is calibrated in accordance with the
requirementsof 4.3.3 of Annex III by the following procedure:
1.2. The analyzer calibration curve is established by at least five calibration
points spaced as uniformly as possible. The nominal concentration of
the calibration gas of the highest concentration must be not less than
80 % of the full scale.
1.3. The calibration curve is calculated by the least squares method. If the
resulting polynominal degree is greater than 3, the number of calibra-
tion points must be at least equal to this polynomial degree plus 2.
1.4. The calibration curve must not differ by more than 2 % from the
nominal value of each calibration gas.
1.5.Traceofthecalibrationcurve
From the trace of the calibration curve and the calibration pointsit is
possible to verify that the calibration has been carried out correctly.
The different characteristic parameters of the analyzer must be indi-
cated, particularly:
— the scale,
— the sensitivity,
— the zero point,
— the date of carrying out the calibration.
1.6. If it can be shown to the satisfaction of the technical service that alter-
native technology (e.g. computer, electronically controlled range switch,
etc.) can give equivalent accuracy, then these alternatives may be used.
2. VERIFICATION OF THE CALIBRATION
2.1. Each normally used operating range must be checked prior to each
analysis in accordance with the following:
2.2. The calibration is checked by using a zero gas and a span gas whose
nominal value is near to the supposed value to be analyzed.
2.3. If, for the two pointscons idered, the value found doesnot differ by
more than ± 5 % of the full scale from the theoretical value, the adjust-
ment parametersmay be modified. Should thisnot be the cas e, a new
calibration curve must be established in accordance with 1.
2.4. After testing, zero gas and the same span gas are used for re-checking.
The analysis is considered acceptable if the difference between the two
measuring results is less than 2 %.
3. EFFICIENCY TEST OF THE NOxCONVERTER
The efficiency of the converter used for the conversion of NO2into NO
is tested as follows:
Using the test set up as shown in Figure 1 and the procedure described
below, the efficiency of converterscan be tes ted by meansof an
ozonator.
3.1. Calibrate the CLA in the most common operating range following the
manufacturer's specifications using zero and span gas (the NO content
of which must amount to about 80 % of the operating range and the
NO2concentration of the gasmixture to les sthan 5 % of the NO
concentration). The NOxanalyzer must be in the NO mode so that the
span gas does not pass through the converter. Record the indicated
concentration.
3.2. Via a T-fitting, oxygen or synthetic air is added continuously to the gas
flow until the concentration indicated isabout 10 % les sthan the indi-
cated calibration concentration given in 3.1. Record the indicated
concentration (C). The ozonator iskept deactivated throughout this
process.1970L0220 — EN — 23.06.1983 — 005.001 — 52
▼M4
3.3. The ozonator isnow activated to generate enough ozone to bring the
NO concentration down to 20 % (minimum 10 %) of the calibration
concentration given in 3.1. Record the indicated concentration (d).
3.4. The NOxanalyzer isthen s witched to the NOxmode which meansthat
the gas mixture (consisting of NO, NO2,O2and N2) now passes through
the converter. Record the indicated concentration (a).
3.5. The ozonator is now deactivated. The mixture of gases described in 3.2
passes through the converter into the detector. Record the indicated
concentration (b).
Figure 1
3.6. With the ozonator deactivated, the flow of oxygen or synthetic air is
also shut off. The NOxreading of the analyzer must then be no more
than 5 % above the figure given in 3.1.
3.7. The efficiency of the NOxconverter iscalculated asfollows :
Efficiency % ðÞ ¼ 1þa/C0b
c/C0d/C18/C19
/C2100
3.8. The efficiency of the converter must not be less than 95 %.
3.9. The efficiency of the converter must be tested at least once a week.
4. CALIBRATION OF THE CVS SYSTEM
4.1. The CVS system must be calibrated by using an accurate flow-meter
and a restricting device. The flow through the system must be measured
at various pressure readings and the control parameters of the system
measured and related to the flows.
4.1.1. Varioustypesof flow-meter may be us ed, e.g. calibrated venturi,
laminar flow-meter, calibrated turbine-meter, provided that they are1970L0220 — EN — 23.06.1983 — 005.001 — 53
▼M4
dynamic measurement systems and can meet the requirements of 4.2.2
and 4.2.3 of Annex III.
4.1.2. The following sections give details of methods of calibrating PDP and
CFV units, using a laminar flow-meter, which gives the required accu-
racy, together with a statistical check on the calibration validity.
4.2.Calibrationofthepositivedisplacementpump(PDP)
4.2.1. The following calibration procedure outlinesthe equipment, the tes t
configuration and the various parameters which are measured to estab-
lish the flow-rate of the CVS pump. All the parameters related to the
pump are simultaneously measured with the parameters related to the
flow-meter which isconnected in s erieswith the pump. The calculated
flow-rate (given in m3/min at pump inlet, absolute pressure and
temperature) can then be plotted versus a correlation function which is
the value of a specific combination of pump parameters. The linear
equation which relatesthe pump flow and the correlation function is
then determined. In the event that a CVS hasa multiple s peed drive, a
calibration for each range used must be performed.
4.2.2. This calibration procedure in based on the measurement of the absolute
valuesof the pump and flow-meter parametersthat relate the flow-rate
at each point. Three conditions must be maintained to ensure the accu-
racy and integrity of the calibration curve.
4.2.2.1. The pump pressures must be measured at tappings on the pump rather
than at the external piping on the pump inlet and outlet. Pressure taps
that are mounted at the top centre and bottom centre of the pump drive
headplate are exposed to the actual pump cavity pressures, and there-
fore reflect the absolute pressure diffentials.
4.2.2.2. Temperature stability must be maintained during the calibration. The
laminar flow-meter is sensitive to inlet temperature oscillations which
cause the data points to be scattered. Gradual changes of ± 1 ºC in
temperature are acceptable aslong asthey occur over a period of
several minutes.
4.2.2.3. All connectionsbetween the flow-meter and the CVS pump mus t be
free of any leakage.
4.2.3. During an exhaust emission test, the measurement of these same pump
parametersenablesthe us er to calculate the flow-rate from the calibra-
tion equation.
4.2.3.1. Figure 2 of this Appendix shows one possible test set-up. Variations are
permissible, provided that they are approved by the authority granting
the approval as being of comparable accuracy. If theset-up shown in
Figure 2 of Appendix 5 is used, the following data must be found
within the limitsof precis ion given:
barometric pressure (corrected) (PB) ± 0,03 kPa
ambient temperature (T) ± 0,2 ºC
air temperature at LFE (ETI) ± 0,15 ºC
pressure depression upstream of LFE
(EPI)± 0,01 kPa
pressure drop across the LFE matrix
(EDP)± 0,0015 kPa
air temperature at CVS pump inlet (PTI) ± 0,2 ºC
air temperature at CVS pump outlet
(PTO)± 0,2 ºC
pressure depression at CVS pump inlet
(PPI)± 0,22 kPa
pressure head at CVS pump outlet (PPO) ± 0,22 kPa
pump revolutionsduring tes t period (n) ± 1 revelapsed time for period (minimum 250 s)
(t)± 0,1 s
4.2.3.2. After the system has been connected as shown in Figure 2, set the vari-
able restrictor in the wide-open position and run the CVS pump for 20
minutesbefore s tarting the calibration.1970L0220 — EN — 23.06.1983 — 005.001 — 54
▼M4
4.2.3.3. Reset the restrictor valve to a more restricted condition in an increment
of pump inlet depression (about 1 kPa) that will yield a minimum of six
data points for the total calibration. Allow the system to stabilize for
three minutesand repeat the data acquis ition.
Figure 2
PDP-CVScalibrationconfiguration
4.2.4. Data analysis
4.2.4.1. The air flow-rate (Qs) at each test point is calculated in standard m3/min
from the flow-meter data using the manufacturer's prescribed method.
4.2.4.2. The air flow-rate isthen converted to pump flow (Vo)i nm3/rev at abso-
lute pump inlet temperature and pressure.
Vo¼Qs
n/C1Tp
273;2/C1101;33
Pp
where:
Vo= pump flow-rate at Tpand Ppgiven in m3/rev,
Qs= air flow at 101,33 KPa and 273,2 K given in m3/min,
Tp= pump inlet temperature (K),
Pp= absolute pump inlet pressure,
n = pump speed in revolutions per minute.1970L0220 — EN — 23.06.1983 — 005.001 — 55
▼M4
Figure 3
CFV-CVScalibrationconfiguration
To compensate for the interaction of pump speed pressure variations at
the pump and the pump slip rate, the correlation function (Xo) between
the pump speed (n), the pressure differential from pump inlet to pump
outlet and the absolute pump outlet pressure is then calculated as
follows:
Xo¼1
nﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ
∆Pp
Pes
where:
xo= correlation function,
∆Pp= pressure differential from pump inlet to pump outlet (kPa),
Pe= absolute outlet pressure (PPO + PB) (kPa).
A linear least-square fit is performed to generate the calibration equa-
tionswhich have the formulae:
Vo=Do−M( Xo)
n=A−B( ∆Pp)
Do, M, A and B are the slope-intercept constants describing the lines.
4.2.4.3. A CVS system that has multiple speeds must be calibrated on each
speed used. The calibration curves generated for the ranges must be
approximately parallel and the intercept values(Do) must increase as
the pump flow range decreases.
If the calibration hasbeen performed carefully, the calculated values
from the equation will be within ± 0,5 % of the measured value of Vo.1970L0220 — EN — 23.06.1983 — 005.001 — 56
▼M4
Valuesof M will vary from one pump to another. Calibration is
performed at pump start-up and after major maintenance.
4.3.Calibrationofthecritical-flow venturi(CFV)
4.3.1. Calibration of the CFV isbas ed upon the flow equation for a critical
venturi:
Qs¼Kv/C1Pﬃﬃﬃ
Tp
where:
Qs= flow,
Kv= calibration coefficient,
P = absolute pressure (KPa),
T = absolute temperature (K).
Gas flow is a function of inlet pressure and temperature.The calibration procedure described below establishes the value of the
calibration coefficient at measured values of pressure, temperature and
air flow.
4.3.2. The manufacturer'srecommended procedure mus t be followed for cali-
brating electronic portionsof the CFV.
4.3.3. Measurements for flow calibration of the critical flow venturi are
required and the following data must be found within the limits of
precision given:
barometric pressure (corrected) (P
B) ± 0,03 kPa,
LFE air temperature, flow-meter (ETI) ± 0,15 ºC,
pressure depression upstream of LFE
(EPI)± 0,01 kPa,
pressure drop across (EDP) LFE matrix ± 0,0015 kPa,
air flow (Qs) ± 0,5 %,
CFV inlet depression (PPI) ± 0,02 kPa,temperature at venturi inlet (T
v) ± 0,2 ºC.
4.3.4. The equipment must be set up as shown in Figure 3 and checked for
leaks. Any leaks between the flow-measuring device and the critical-
flow venturi seriously affect the accuracy of the calibration.
4.3.5. The variable-flow restrictor must be set to the open position, the blower
started and the system stabilized. Data from all instruments must be
recorded.
4.3.6. The flow restrictor must be varied and at least eight readings across the
critical flow range of the venturi must be made.
4.3.7. The data recorded during the calibration must be used in the following
calculations. The air flow-rate (Qs) at each test point is calculated from
the flow-meter data using the manufacturer's prescribed method.
Calculate valuesof the calibration coefficient for each tes t point:
Kv¼Qs/C1ﬃﬃﬃﬃﬃTvp
Pv
where:
Qs= flow-rate in m3/min at 273,2 K and 101,33 kPa,
Tv= temperature at the venturi inlet (K),
Pv= absolute pressure at the venturi inlet (kPa).
Plot Kvas a function of venturi inlet pressure. For sonic flow Kvwill
have a relatively constant value. As pressure decreases (vacuumincreases) the venturi become unchoked and K
vdecreases. The resultant
Kvchanges are not permissible.
For a minimum of eight pointsin the critical region calculate an
average Kvand the standard deviation.1970L0220 — EN — 23.06.1983 — 005.001 — 57
▼M4
If the standard deviation exceeds 0,3 % of the average Kvtake correc-
tive action.1970L0220 — EN — 23.06.1983 — 005.001 — 58
▼M4
APPENDIX 7
TOTALSYSTEMVERIFICATION
1. To comply with the requirementsof 4.7 of Annex III, the total accuracy of
the CVS sampling system and analytical system must be determined by
introducing a known mass of a pollutant gas into the system whilst it is
being operated asif during a normal tes t and then analyzing and calculating
the pollutant mass according to the formulae in Appendix 8 to this Annex
except that the density of propane is taken as 1,967 grams per litre at stan-dard conditions. The following two techniques are known to give sufficient
accuracy.
2. METERING A CONSTANT FLOW OF PURE GAS (CO OR C
3H8)
USING A CRITICAL FLOW ORIFICE DEVICE
2.1. A known quantity of pure gas(CO or C3H8) is fed into the CVS system
through the calibrated critical orifice. If the inlet pressure is high enough,
the flow-rate (q), which isadjus ted by meansof the critical flow orifice, is
independent of orifice outlet pressure (critical flow). If deviations
exceeding 5 % occur, the cause of the malfunction must be located and
determined. The CVS system is operated as in an exhaust emission test
for about 5 to 10 minutes. The gas collected in the sampling bag is
analyzed by the usual equipment and the results compared to the concentra-
tion of the gass ampleswhich wasknown beforehand.
3. METERING A LIMITED QUANTITY OF PURE GAS (CO OR C3H8)B Y
MEANS OF A GRAVIMETRIC TECHNIQUE
3.1. The following gravimetric procedure may be used to verify the CVS
system. The weight of a small cylinder filled with either carbon monoxide
or propane isdetermined with a precis ion of ± 0,01 g. For about 5 to 10
minutes, the CVS system is operated as in a normal exhaust emission test,
while CO or propane is injected into the system. The quantity of pure gas
involved isdetermined by meansof differential weighing. The gasaccumu-
lated in the bag isthen analyzed by meansof the equipment normally us ed
for exhaust-gas analysis. The results are then compared to the concentration
figurescomputed previous ly.1970L0220 — EN — 23.06.1983 — 005.001 — 59
▼M4
APPENDIX 8
CALCULATIONOFTHEMASSEMISSIONSOFPOLLUTANTS
The mass emissions of pollutants are calculated by means of the
following equation:
(1) Mi¼Vmix/C2Qi/C2kH/C2Ci/C210/C06
where:
Mi= mass emission of the pollutant i in grams per test,
Vmix= volume of the diluted exhaust gas expressed in litres per test
and corrected to standard conditions (273,2 K and
101,33 kPa),
Qi= density of the pollutant i in grams per litre at normal
temperature and pressure (273,2 K and 101,33 kPa),
kH= humidity correction factor used for the calculation of the
mass emissions of oxides of nitrogen. There is no humidity
correction for HC and CO,
Ci= concentration of the pollutant i in the diluted exhaust gas
expressed in ppm and corrected by the amount of the pollu-
tant i contained in the dilution air.
1. VOLUME DETERMINATION
1.1. Calculation of the volume when a variable dilution device with constant
flow control by orifice or venturi is used. Record continuously the para-
meterss howing the volumetric flow, and calculate the total volume for
the duration of the test.
1.2. Calculation of volume when a positive displacement pump is used. The
volume of diluted exhaust gas in systems comprising a positive displa-
cement pump iscalculated with the following formula:
V=Vo×N
where:
V = volume of the diluted exhaust gas expressed in litres per test
(prior to correction),
Vo= volume of gas delivered by the positive displacement pump on
testing conditions in litres per revolution,
N = number of revolutionsper tes t.
1.3. Correction of the diluted exhaust-gas volume to standard conditions
The diluted exhaust-gas volume is corrected by means of the following
formula:
(2) Vmix¼V/C2K1/C2PB/C0P1
Tp
in which:
K1= (3)273;2K
101;33 kPa¼2;6961 K /C2kPa/C01/C0/C1
where:
PB= barometric pressure in the test room in kPa,
P1= vacuum at the inlet to the positive displacement pump in kPa
relative to the ambient barometric pressure,
Tp= average temperature of the diluted exhaust gas entering the
positive displacement pump during the test (K).1970L0220 — EN — 23.06.1983 — 005.001 — 60
▼M4
2. CALCULATION OF THE CORRECTED CONCENTRATION OF
POLLUTANTS IN THE SAMPLING BAG
(4) Ci¼Ce/C0Cd1/C01
DF/C18/C19
where:
Ci= concentration of the pollutant i in the diluted exhaust gas,
expressed in ppm and corrected by the amount of i contained
in the dilution air,
Ce= measured concentration of pollutant i in the diluted exhaust gas,
expressed in ppm,
Cd= measured concentration of pollutant i in the air used for dilu-
tion, expressed in ppm,
DF = dilution factor.
The dilution factor iscalculated asfollows :
(5) DF¼13;4
cCO2þcHCþcCO ðÞ 10/C04
In thisequation:
cCO2= concentration of CO2in the diluted exhaust gas contained in
the sampling bag, expressed in % volume,
cHC= concentration of HC in the diluted exhaust gas contained in
the sampling bag, expressed in ppm carbon equivalent,
cCO= concentration of CO in the diluted exhaust gas contained in
the sampling bag, expressed in ppm.
3. DETERMINATION OF THE NO HUMIDITY CORRECTION
FACTOR
In order to correct the influence of humidity on the res ultsof oxidesof
nitrogen, the following calculationsare applied:
(6) kH¼1
1/C00;0329 H /C010;71 ðÞ
in which:
(6) H¼6;211/C2Ra/C2Pd
PB/C0Pd/C2Ra/C210/C02
where:
H = absolute humidity expressed in grams of water per kilogram of
dry air,
Ra= relative humidity of the ambient air expressed as a percentage,
Pd= saturation vapour pressure at ambient temperature expressed in
kPa,
PB= atmospheric pressure in the room, expressed in kPa.
4. EXAMPLE
4.1.Data
4.1.1. Ambient conditions:
ambient temperature: 23 ºC = 296,2 K,
barometric pressure: PB= 101,33 kPa,
relative humidity: Ra=6 0% ,
saturation vapour pressure: Pd= 3,20 kPa of H2O at 23 ºC.
4.1.2. Volume measured and reduced to standard conditions (paragraph 1)
V = 51,961 m31970L0220 — EN — 23.06.1983 — 005.001 — 61
▼M4
4.1.3. Analyzer readings:
Diluted exhaust sample Dilution-air sample
HC (1) 92 ppm 3,0 ppm
CO 470 ppm 0 ppm
NOx70 ppm 0 ppm
CO21,6 % vol 0,03 % vol
(1) In ppm carbon equivalent.
4.2.Calculation
4.2.1. Humidity correction factor (kH) (see formulae (6))
H¼6;211/C2Ra/C2Pd
PB/C0Pd/C2Ra/C210/C02
H¼6;211/C260/C23;2
101;33/C03;2/C20;60 ðÞ
H¼11;9959
kH¼1
1/C00;0329/C2H/C010;71 ðÞ
kH¼1
1/C00;0329/C211;9959/C010;71 ðÞ
kH¼1;0442
4.2.2. Dilution factor (DF) (see formula (5))
DF¼13;4
cCO2þcHCþcCO ðÞ /C2 10/C04
DF¼13;4
1;6þ92þ4;70 ðÞ /C2 10/C04
DF¼8;091
4.2.3. Calculation of the corrected concentration of pollutantsin the s ampling
bag:
HC, mass emissions (see formulae (4) and (1))
Ci¼Ce/C0Cd1/C01
DF/C18/C19
Ci¼92/C031/C01
8;091/C18/C19
Ci¼89;371
MHC¼CHC/C2Vmix/C2QHC
QHC¼0;619
MHC¼89;371/C251961 /C20;619/C210/C061970L0220 — EN — 23.06.1983 — 005.001 — 62
▼M4
MHC¼2;88g
test
CO, mass emissions (see formula (1))
MCO¼CCO/C2Vmix/C2QCO
QCO¼1;25
MCO¼470/C251961 /C21;25/C210/C06
MCO¼30;5g
test
NOx, mass emissions (see formula (1))
MNOx¼CNOx/C2Vmix/C2QNOx/C2kH
QNOx¼2;05
MNOx¼70/C251961 /C22;05/C21;0442/C210/C06
MNOx¼7;79g
test
4.3.HCmeasurementswithdieselengines
To calculate HC-mass emissions for diesel engines the average HC
concentration iscalculated asfollows :
(7) ce¼Zt2
t1cHC/C1dt
t2/C0t1
where:Zt2
t1cHC/C1dt¼= integral of the recording of the heated FID over the
test (t2−t1),
ce= concentration of HC measured in the diluted exhaust
in ppm of C1,
ceis substituted directly for CHCin all relevant equations.
4.4.Exampleofacalculation
4.4.1. Data
Ambient conditions
ambient temperature 23 ºC = 296,2 K
barometric pressure PB= 101,33 kPa
relative humidity Ra=6 0%
saturation vapour pressure of H2Oa t2 3º C Pd= 3,20 kPa
Positive displacement pump (PDP)
pump volume (from calibration data) Vo= 2,439 litresper revolution
vacuum Pi= 2,80 kPa
gastemperature Tp= 51 ºC = 324,2 K
number of pump revolutionsn = 26 0001970L0220 — EN — 23.06.1983 — 005.001 — 63
▼M4
Analyzer readings
Diluted exhaust sample Dilution-air sample
HC 92 ppm 3,0 ppm
CO 470 ppm 0 ppm
NOx70 ppm 0 ppm
CO21,6 % vol 0,03 % vol
4.4.2. Calculation
4.4.2.1. Gasvolume (s ee formula (2))
Vmix¼K1/C2Vo/C2nPB/C0Pi
Tp
Vmix¼2;6961/C22;439/C226000 /C298;53
324;2
Vmix¼51960 ;89
Note
For CFV and similar CVS systems the volume may be read directly
from the instrumentation.
4.4.2.2. Humidity correction factor (kH) (see formula (6))
H¼6;211/C2Ra/C2Pd
PB/C0Pd/C2Ra
100/C18/C19
H¼6;211/C260/C23;2
101;33/C03;2/C20;60 ðÞ
H¼11;99589
kH¼1
1/C00;0329/C2H/C010;71 ðÞ
kH¼1
1/C00;0329/C211;9959/C010;71 ðÞ
kH¼1;0442
4.4.2.3. Dilution factor (DF) (see formula (5))
DF¼13;4
cCO2þcHCþcCO ðÞ 10/C04
DF¼13;4
1;6þ92;0þ470 ðÞ 10/C04
DF¼8;091
4.4.2.4. Calculation of the corrected concentration of pollutantsin the s ampling
bag
HC, mass emissions (see formulae (4) and (1))
Ci¼Ce/C0Cd1/C01
DF/C18/C19
Ci¼92;0/C031/C01
8;091/C18/C191970L0220 — EN — 23.06.1983 — 005.001 — 64
▼M4
Ci¼89;372
MHC¼CHC/C2Vmix/C2QHC
QHC¼0;619
MHC¼89;372/C251961 /C20;619/C210/C06
MHC¼2;87 g =test HC1970L0220 — EN — 23.06.1983 — 005.001 — 65
▼M4
ANNEX IV
TYPEIITEST
(Carbonmonoxideemissiontestatidlingspeed)
1. INTRODUCTION
This Annex describes the procedure for the type II test defined in
5.2.1.2 of Annex I.
2. CONDITIONS OF MEASUREMENT
2.1. The fuel must be the reference fuel, specifications for which are given
in Annex VI.
2.2. The type II test must be carried out immediately after the fourth oper-
ating cycle of the type I test, with the engine at idling speed, the cold-
start device not being used. Immediately before each measurement of
the carbon-monoxide content, a type I test operating cycle as
described in Annex 2.1 of Annex III must be carried out.
2.3. In the case of vehicles with manually-operated or semi-automatic-
shift gearboxes the test must be carried out with the gear lever in the
‘neutral’ position and with the clutch engaged.
2.4. In the case of vehicles with automatic-shift gear-boxes the test is
carried out with the gear selector in either the ‘neutral’ or the
‘parking’ position.
2.5.Componentsforadjustingtheidlingspeed
2.5.1. Definition
For the purposes of this Directive, ‘components for adjusting the
idling speed’ means controls for changing the idling conditions of
the engine which may be easily operated by a mechanic using only
the toolsdes cribed in 2.5.1.1. In particular, devicesfor calibrating
fuel and air flows are not considered as adjustment components if
their setting requires the removal of the set-stops, an operation which
cannot normally be performed except by a professional mechanic.
2.5.1.1. Tools which may be used to control components for adjusting the
idling speed: screwdrivers (ordinary or cross-headed), spanners (ring,
open-end or adjustable), pliers, Allen keys.
2.5.2. Determination of measurement points
2.5.2.1. A measurement at the setting used for the type I test is performed
first.
2.5.2.2. For each adjustment component with a continuous variation, a suffi-
cient number of characteristic positions are determined.
2.5.2.3. The measurement of the carbon-monoxide content of exhaust gases
must be carried out for all the possible positions of the adjustment
components, but for components with a continuous variation only the
positions defined in 2.5.2.2 are adopted.
2.5.2.4. The type II test is considered satisfactory if at least one of the two
following conditionsismet:
2.5.2.4.1. none of the valuesmeas ured in accordance with 2.5.2.3 exceedsthe
limit values;
2.5.2.4.2. the maximum content obtained by continuously varying one of the
adjustment components while the other components are kept stable
doesnot exceed the limit value, thiscondition being met for the
variouscombinationsof adjus tment componentsother than the one
which wasvaried continuous ly.
2.5.2.5. The possible positions of the adjustment components are limited:2.5.2.5.1. on the one hand, by the larger of the following two values: the lowest
idling speed which the engine can reach; the speed recommended by
the manufacturer, minus100 revolutionsper minute;
2.5.2.5.2. on the other hand, by the smallest of the following three values: the
highest speed the engine can attain by activation of the idling speed1970L0220 — EN — 23.06.1983 — 005.001 — 66
▼M4
components; the speed recommended by the manufacturer, plus 250
revolutions per minute; the cut-in speed of automatic clutches.
2.5.2.6. In addition, settings incompatible with correct running of the engine
must not be adopted as measurement settings, In particular, when the
engine isequipped with s everal carburettorsall the carburettorsmus t
have the same setting.
3. SAMPLING OF GASES
3.1. The sampling probe is placed in the pipe connecting the exhaust with
the sampling bag and as close as possible to the exhaust.
3.2. The concentration in CO (CCO) and CO2(CCO2) isdetermined from the
measuring instrument readings or recordings, by use of appropriate
calibration curves.
3.3. The corrected concentration for carbon monoxide regarding four-
stroke engines is:
CCOcorr¼CCO15
CCOþCCO2(% vol)
3.4. The concentration in CCO(see 3.2) measured according to the
formulae contained in 3.3 need not be corrected if the total of the
concentrationsmeas ured (CCO+CCO2) is at least 15 for four-stroke
engines.1970L0220 — EN — 23.06.1983 — 005.001 — 67
▼M4
ANNEX V
TYPEIIITEST
(Verifyingemissionsofcrankcasegases)
1. INTRODUCTION
This Annex describes the procedure for the type III test defined in 5.2.1.3
of Annex I.
2. GENERAL PROVISIONS
2.1. Test III is carried out on the vehicle with gasoline-fuelled engine
subjected to the type I and the type II test.
2.2. The engines tested must include leak-proof engines other than those so
designed that even a slight leak may cause unacceptable operating faults
(such as flat-twin engines).
3. TEST CONDITIONS
3.1. Idling must be regulated in conformity with the manufacturer's recom-
mendations.
3.2. The measurements are performed in the following three sets of conditions
of engine operation:
Condition No Vehicle speed (km/h)
1 Idling
25 0 ± 2
35 0 ± 2
Condition No Power absorbed by brake
1 Nil2 That corresponding to the settings for type I tests
3 That for conditionsNo 2, multiplied by a factor of 1,7
4. TEST METHOD
4.1. For the operation conditionsaslis ted in 3.2 reliable function of the crank-
case ventilation system must be checked.
5. METHOD OF VERIFICATION OF THE CRANKCASE VENTILA-
TION SYSTEM
5.1. The engine'saperturesmus t be left asfound.
5.2. The pressure in the crankcase is measured at an appropriate location. It is
measured at the dipstick hole with an inclined-tube manometer.
5.3. The vehicle is deemed satisfactory if, in every condition of measurement
defined in 3.2, the pressure measured in the crankcase does not exceed
the atmospheric pressure prevailing at the time of measurement.
5.4. For the test by the method described above, the pressure in the intake
manifold ismeas ured to within ± 1 kPa.
5.5. The vehicle speed as indicated at the dynamometer is measured to within
± 2 km/h.
5.6. The pressure measured in the crankcase is measured to within ± 0,01 kPa.
5.7. If in one of the conditions of measurement defined in 3.2 the pressure
measured in the crankcase exceeds the atmospheric pressure, an addi-
tional test as defined in 6 is performed if so requested by the
manufacturer.
6. ADDITIONAL TEST METHOD
6.1. The engine'saperturesmus t be left asfound.1970L0220 — EN — 23.06.1983 — 005.001 — 68
▼M4
6.2. A flexible bag impervious to crankcase gases and having a capacity of
approximately five litres is connected to the dipstick hole. The bag must
be empty before each measurement.
6.3. The bag must be closed before each measurement. It must be opened to
the crankcase for five minutes for each condition of measurement
prescribed in 3.2.
6.4. The vehicle is deemed satisfactory if in every condition of measurement
defined in 3.2 no visible inflation of the bag occurs.
6.5.Remark
6.5.1. If the structural layout of the engine is such that the test cannot be
performed by the methods described in 6 above, the measurements must
be effected by that method modified asfollows :
6.5.2. before the test, all apertures other than that required for the recovery of
the gases are closed;
6.5.3. the bag isplaced on a s uitable take-off which doesnot introduce any
additional loss of pressure and is installed on the recycling circuit of the
device directly at the engine-connection aperture.1970L0220 — EN — 23.06.1983 — 005.001 — 69
▼M4
TYPEIIITEST
1970L0220 — EN — 23.06.1983 — 005.001 — 70
▼M4
ANNEX VI
SPECIFICATIONSOFREFERENCEFUELS
1. TECHNICAL DATA OF THE REFERENCE FUEL TO BE USED TESTING VEHICLES
EQUIPPED WITH A GASOLINE-FUELLED ENGINE
CECreference fuelRF-01-A-80
Type: Premium gasoline, leaded
Limitsand units ASTM method
Research octane number Min. 98,0 2 699
Density at 15 ºC Min. 0,741 kg/litre 1 298
Max. 0,755
Reid vapour pressure Min. 0,56 bar 323
Max. 0,64
Distillation 86
Initial boiling point Min. 24 ºC
Max. 40
10 % vol point Min. 42
Max. 58
50 % vol point Min. 90
Max. 110
90 % vol point Min. 150
Max. 170
Final boiling point Min. 185
Max. 205
Residue Max. 2 % vol
Hydrocarbon analysis 1 319
OlefinsMax. 20 % vol
AromaticsMax. 45
SaturatesBalance
Oxidation stability Min. 480 minutes 525
Existent gum Max. 4 mg/100 ml 381
Sulphur content Max. 0,04 % mass 1 266, 2 622
or 2 785
Lead content Min. 0,10 g/litre 3 341
Max. 0,40 g/litre
Nature of ocavonger Motor mix
Nature of lead alkyl Not specified
(1) Equivalent ISO methods will be adopted when issued for all properties listed above.
(2) The figures quoted show the total evaporated quantities (% recovered + % loss).
(3) The blonding of this fuel must involve use of only conventional European refinery components.
(4) The fuel may contain oxidation inhibitors and metal de-activators normally used to stabilize
refinery gasoline streams, but detergent/dispersant additives and solvent oils must not be added.
(5) The values quoted in the specification are ‘true values’. In establishment of their limit values
the terms of ASTM D 3244 ‘Defining a basis for petroleum product quality disputes’ have
been applied and in fixing a maximum value, a minimum difference of 2 R above zero has
been taken into account; in fixing a maximum and minimum value, the minimum difference
is4 R (R = reproducibility).
Notwithstanding this measure, which is necessary for statistical reasons, the manufacturer of a
fuel should nevertheless aim at a zero value where the stipulated maximum value is 2 R 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
specification, the terms of ASTM D 3244 should be applied.1970L0220 — EN — 23.06.1983 — 005.001 — 71
▼M4
2. TECHNICAL DATA OF THE REFERENCE FUEL TO BE USED TESTING VEHICLES
EQUIPPED WITH A DIESEL ENGINE
CECreference fuelRF-03-A-80
Type: Diesel fuel
Limitsand units ASTM method
Density at 15 ºC Min. 0,835 1 298
Max. 0,845
Cetane Index Min. 51 976
Max. 57
Distillation (2)8 6
50 % vol point Min. 245 ºC
90 % vol point Min. 320
Max. 340
Final boiling point Max. 370
Viscosity, 40 ºC Min. 2,5 cSt (mm2/s) 445
Max. 3,5
Sulphur content Min. 0,20 % mass 1 266, 2 622
or 2 785 Max. 0,50
Flash point Min. 55 ºC 93
Cold filter plugging point Max. − 5 ºC CEN draft pr
EN116 or
IP309
Conradson carbon residue on 10 % dist.
residueMax. 0,30 % mass 189
Ash content Max. 0,01 % mass 482
Water content Max. 0,05 % mass 95 or 1 744Copper corrosion, 100 ºC Max. 1 130
Neutralization (strong acid) number Max. 0,20 mg KOH/g 974
(
1) Equivalent ISO methods will be adopted when issued for all properties listed above.
(2) The figures quoted show the total evaporated quantities (% recovered + % loss).
(3) This fuel may be based on straight run and cracked distillates; desulphurization is allowed. It
must not contain any metallic additives.
(4) The values quoted in the specification are ‘true values’. In establishment of their limit values
the terms of ASTM D 3244 ‘Defining a basis for petroleum product quality disputes’ have
been applied and in fixing a maximum value, a minimum difference of 2 R above zero has
been taken into account; in fixing a maximum and minimum value, the minimum difference
is4 R (R = reproducibility).
Notwithstanding this measure, which is necessary for statistical reasons, the manufacturer of a
fuel should nevertheless aim at a zero value where the stipulated maximum value is 2 R 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
specification, the terms of ASTM D 3244 should be applied.
(5) If it isrequired to calculate the thermal efficiency of an engine or vehicle, the calorific value of
the fuel can be calculated from:
Specific energy (calorific value) (net) MJ/kg = (46,423 − 8,792d2+ 3,170d) [1 − (x + y + s)] +
9,420s− 2,449x where:
d isthe dens ity at 15 ºC,
x isthe proportion by mas sof water (% divided by 100),
y is the proportion by mass of ash (% divided by 100),
s is the proportion by mass of sulphur (% divided by 100).1970L0220 — EN — 23.06.1983 — 005.001 — 72
▼M4
ANNEX VII
MODEL
1970L0220 — EN — 23.06.1983 — 005.001 — 73
▼M4
1970L0220 — EN — 23.06.1983 — 005.001 — 74