1988L0077 — EN — 01.05.2004 — 004.001

This document is meant purely as a documentation tool and the institutions do not assume any liability for its contents

Amended by:

Amended by:

Corrected by:

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COUNCIL DIRECTIVE

of 3 December 1987

on the approximation of the laws of the Member States relating to the measures to be taken against the emission of gaseous and particulate pollutants from compression ignition engines for use in vehicles, and the emission of gaseous pollutants from positive ignition engines fuelled with natural gas or liquefied petroleum gas for use in vehicles

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(88/77/EEC)

THE COUNCIL OF THE EUROPEAN COMMUNITIES, Having regard to the Treaty establishing the European Economic Community, and in particular Article 100A thereof, Having regard to the proposal from the Commission ( 1 ), In cooperation with the European Parliament ( 2 ), Having regard to the opinion of the Economic and Social Committee ( 3 ), Whereas it is important to adopt measures with the aim of progressively establishing the internal market over a period expiring on 31 December 1992; whereas the internal market shall comprise an area without internal frontiers in which the free movement of goods, persons, services and capital is ensured; Whereas the first programme of action of the European Communities on the protection of the environment, approved by the Council on 22 November 1973, called for account to be taken of the latest scientific advances in combating atmospheric pollution caused by gases emitted from motor vehicles and for Directives adopted previously to be amended accordingly; whereas the third programme of action provides for additional efforts to be made to reduce considerably the present level of emissions of pollutants from motor vehicles; Whereas the technical requirements which motor vehicles must satisfy pursuant to national laws relate, inter alia, to the emission of gaseous pollutants from diesel engines for use in vehicles; Whereas those requirements differ from one Member State to another; whereas these differences could restrict the free circulation of the products in question; whereas (SIC! Whereas) it is therefore necessary that all the Member States adopt the same requirements either in addition to or in place of their existing rules, in order, in particular, to permit the implementation, for each vehicle type, of the EEC type-approval, which was the subject of Council Directive 70/156/EEC of 6 February 1970 on the approximation of the laws of the Member States relating to the type-approval of motor vehicles and their trailers ( 4 ), as last amended by Directive 87/403/EEC ( 5 ); Whereas it is desirable to follow the technical requirements adopted by the United Nations Economic Commission for Europe in its Regulation No 49 (uniform provisions concerning the approval of diesel engines with regard to the emission of gaseous pollutants), which is annexed to the Agreement of 20 March 1958 concerning the adoption of uniform conditions of approval and reciprocal recognition of approval for motor vehicle equipment and parts; Whereas the Commission has undertaken to submit proposals to the Council, not later than the end of 1988, regarding a further reduction of the limit values for the three pollutants which are the subject of this Directive and the fixing of limit values for particulate emissions, HAS ADOPTED THIS DIRECTIVE:

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Article 1

For the purposes of this Directive:

— ‘vehicle’means any vehicle as defined in Annex II section A to Directive 70/156/EEC propelled by a compression ignition or gas engine, with the exception of vehicles of category M1 with a technically permissible maximum laden mass less than or equal to 3,5 t,

— ‘compression ignition or gas engine’means the motive propulsion source of a vehicle for which type approval, as a separate technical unit as defined in Article 2 of Directive 70/156/EEC, can be granted.

— ‘EEV’means enhanced environmentally friendly vehicle which is a vehicle propelled by an engine which complies with the permissive emission limit values given in row C of the Tables given in section 6.2.1 of Annex I.

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Article 2

1. From 1 July 1988, no Member State may, on grounds relating to the gaseous pollutants emitted from an engine:

— refuse to grant EEC type-approval, or to issue the document provided for in the last indent of Article 10 (1) of Directive 70/156/EEC, or to grant national type-approval for a type of vehicle propelled by a diesel engine, or

— prohibit the registration, sale, entry into service or use of such new vehicles, or

— refuse to grant EEC type-approval, or to grant national type-approval for a type of diesel engine, or

— prohibit the sale or use of new diesel engines,

1. if the requirements of the Annexes to this Directive are satisfied.

2. From 1 July 1988, Member States may, on grounds relating to gaseous pollutants emitted from an engine:

— refuse to grant national type-approval for a type of vehicle propelled by a diesel engine, or

— refuse to grant national type-approval for a diesel-engine type,

2. if the requirements of the Annexes to this Directive are not satisfied.

3. Until 30 September 1990, paragraph 2 shall not apply to types of vehicles propelled by a diesel engine, and to diesel-engine types if the diesel engine is described in the Annex to a type approval certificate granted before that date in accordance with Directive 72/306/EEC.

4. From 1 October 1990 Member States may, on grounds relating to gaseous pollutants emitted from an engine:

— prohibit the registration, sale, entry into service and use of new vehicles, propelled by a diesel engine, — or

— prohibit the sale and use of new diesel engines

4. if the requirements of the Annexes to this Directive are not satisfied.

Article 3

1. The Member State which has granted type-approval of a type of diesel engine shall take the necessary measures to ensure that it is informed of any modification of a part or characteristic referred to in section 2.3 of Annex I. The competent authorities of that Member State shall decide whether fresh tests should be carried out on the modified engine and a fresh report drawn up. Where the tests reveal failure to comply with this Directive, the modification shall not be approved.

2. The Member State which has granted type-approval of a vehicle type in respect of its diesel engine shall take the necessary measures to ensure that it is informed of any modification of such vehicle type as regards the engine installed. The competent authorities of that Member State shall decide whether after such a modification, measures in application of Directive 70/156/EEC, especially of Article 4 or of Article 6 thereof, must be taken.

Article 4

The modifications necessary for adapting the requirements of the Annexes so as to take account of technical progress shall be adopted in accordance with the procedure laid down in Article 13 of Directive 70/156/EEC.

Article 5

1. Member States shall bring into force the laws, regulations, and administrative provisions necessary to comply with the Directive by 1 July 1988. They shall forthwith inform the Commission thereof.

2. As soon as this Directive has been notified, Member States shall also ensure that the Commission is informed, in sufficient time for it to submit its comments of any draft major laws, regulations or administrative provisions which they intend to adopt in the field covered by this Directive.

Article 6

Not later than the end of 1988, the Council will consider, on the basis of a proposal from the Commission, a further reduction of the limit values for the three pollutants concerned by this Directive and the fixing of limit values for particulate emissions.

Article 7

This Directive is addressed to the Member States.

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ANNEX I

SCOPE, DEFINITIONS AND ABBREVIATIONS, APPLICATION FOR EC-TYPE-APPROVAL, SPECIFICATIONS AND TESTS AND CONFORMITY OF PRODUCTION

1. SCOPE

This Directive applies to the gaseous and particulate pollutants from all motor vehicles equipped with compression-ignition engines and to the gaseous pollutants from all motor vehicles equipped with positive ignition engines fuelled with natural gas or LPG, and to compression-ignition and positive ignition engines as specified in Article 1 with the exception of those vehicles of category N1, N2 and M2 for which type-approval has been granted under Council Directive 70/220/EEC ( 6 ), as last amended by Commission Directive 98/77/EC ( 7 ).

2. DEFINITIONS AND ABBREVIATIONS

For the purposes of this Directive:

2.1. ‘test cycle’means a sequence of test points each with a defined speed and torque to be followed by the engine under steady state (ESC test) or transient operating conditions (ETC, ELR test);

2.2. ‘approval of an engine (engine family)’means the approval of an engine type (engine family) with regard to the level of the emission of gaseous and particulate pollutants;

2.3. ‘diesel engine’means an engine which works on the compression-ignition principle; ‘gas engine’means an engine which is fuelled with natural gas (NG) or liquid petroleum gas (LPG);

2.4. ‘engine type’means a category of engines which do not differ in such essential respects as engine characteristics as defined in Annex II to this Directive;

2.5. ‘engine family’means a manufacturers grouping of engines which, through their design as defined in Annex II, Appendix 2 to this Directive, have similar exhaust emission characteristics; all members of the family must comply with the applicable emission limit values;

2.6. ‘parent engine’means an engine selected from an engine family in such a way that its emissions characteristics will be representative for that engine family;

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‘gaseous pollutants’means carbon monoxide, hydrocarbons (assuming a ratio of CH1,85 for diesel, CH2,525 for LPG and CH2,93 for NG (NMHC), and an assumed molecule CH3O0,5 for ethanol-fuelled diesel engines), methane (assuming a ratio of CH4 for NG) and oxides of nitrogen, the last named being expressed in nitrogen dioxide (NO2) equivalent;

‘particulate pollutants’means any material collected on a specified filter medium after diluting the exhaust with clean filtered air so that the temperature does not exceed 325 K (52 °C);

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‘smoke’means particles suspended in the exhaust stream of a diesel engine which absorb, reflect, or refract light;

2.9. ‘net power’means the power in EC kW obtained on the test bench at the end of the crankshaft, or its equivalent, measured in accordance with the EC method of measuring power as set out in Commission Directive 80/1269/EEC ( 8 ), as last amended by Directive 97/21/EC ( 9 );

2.10. ‘declared maximum power (Pmax)’means the maximum power in EC kW (net power) as declared by the manufacturer in his application for type-approval;

2.11. ‘per cent load’means the fraction of the maximum available torque at an engine speed;

2.12. ‘ESC test’means a test cycle consisting of 13 steady state modes to be applied in accordance with section 6.2 of this Annex;

2.13. ‘ELR test’means a test cycle consisting of a sequence of load steps at constant engine speeds to be applied in accordance with section 6.2 of this Annex;

2.14. ‘ETC test’means a test cycle consisting of 1 800 second-by-second transient modes to be applied in accordance with section 6.2 of this Annex;

2.15. ‘engine operating speed range’means the engine speed range, most frequently used during engine field operation, which lies between the low and high speeds, as set out in Annex III to this Directive;

2.16. ‘low speed (nloo)’means the lowest engine speed where 50 % of the declared maximum power occurs;

2.17. ‘high speed (nhi)’means the highest engine speed where 70 % of the declared maximum power occurs;

2.18. ‘engine speeds A, B and C’means the test speeds within the engine operating speed range to be used for the ESC test and the ELR test, as set out in Annex III, Appendix 1 to this Directive;

2.19. ‘control area’means the area between the engine speeds A and C and between 25 to 100 per cent load;

2.20. ‘reference speed (nref)’means the 100 per cent speed value to be used for denormalising the relative speed values of the ETC test, as set out in Annex III, Appendix 2 to this Directive;

2.21. ‘opacimeter’means an instrument designed to measure the opacity of smoke particles by means of the light extinction principle;

2.22. ‘NG gas range’means one of the H or L range as defined in European Standard EN 437, dated November 1993;

2.23. ‘self adaptability’means any engine device allowing the air/fuel ratio to be kept constant;

2.24. ‘recalibration’means a fine tuning of an NG engine in order to provide the same performance (power, fuel consumption) in a different range of natural gas;

2.25. ‘Wobbe Index (lower Wl; or upper Wu)’means the ratio of the corresponding calorific value of a gas per unit volume and the square root of its relative density under the same reference conditions: W = HGas × 2ρair / ρgas

2.26. ‘λ-shift factor (Sλ)’means an expression that describes the required flexibility of the engine management system regarding a change of the excess-air ratio λ if the engine is fuelled with a gas composition different from pure methane (see Annex VII for the calculation of Sλ).

2.27. ‘EEV’means Enhanced Environmentally Friendly Vehicle which is a type of vehicle propelled by an engine complying with the permissive emission limit values given in row C of the Tables in section 6.2.1 of this Annex;

2.28. ▼M4 ‘defeat device’ means a device which measures, senses or responds to operating variables (e.g. vehicle speed, engine speed, gear used, temperature, intake pressure or any other parameter) for the purpose of activating, modulating, delaying or deactivating the operation of any component or function of the emission control system such that the effectiveness of the emission control system is reduced under conditions encountered during normal vehicle use unless the use of such a device is substantially included in the applied emission certification test procedures. ▼M3 Such a device will not be regarded as a defeat device if: — the need for the device is justified temporarily to protect the engine against intermittent operating conditions that could lead to damage or failure and no other measures are applicable for the same purpose which do not reduce the effectiveness of the emission control system; — the device operates only when needed during engine starting and/or warming-up and no other measures are applicable for the same purpose which do not reduce the effectiveness of the emission control system. Figure 1 Specific definitions of the test cycles

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‘auxiliary control device’means a system, function or control strategy installed to an engine or on a vehicle, that is used to protect the engine and/or its ancillary equipment against operating conditions that could result in damage or failure, or is used to facilitate engine starting. An auxiliary control device may also be a strategy or measure that has been satisfactorily demonstrated not to be a defeat device;

2.30. ‘irrational emission control strategy’means any strategy or measure that, when the vehicle is operated under normal conditions of use, reduces the effectiveness of the emission control system to a level below that expected on the applicable emission test procedures.

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►M4 2.31. ◄ Symbols and abbreviations

►M4 2.31.1. ◄ Symbols for test parameters



Symbol Unit Term AP m2 Cross sectional area of the isokinetic sampling probe AT m2 Cross sectional area of the exhaust pipe CEE — Ethane efficiency CEM — Methane efficiency C1 — Carbon 1 equivalent hydrocarbon conc ppm/vol. % Subscript denoting concentration D0 m3/s Intercept of PDP calibration function DF — Dilution factor D — Bessel function constant E — Bessel function constant EZ g/kWh Interpolated NOx emission of the control point fa — Laboratory atmospheric factor fc s−1 Bessel filter cut-off frequency FFH — Fuel specific factor for the calculation of wet concentration for dry concentration FS — Stoichiometric factor GAIRW kg/h Intake air mass flow rate on wet basis GAIRD kg/h Intake air mass flow rate on dry basis GDILW kg/h Dilution air mass flow rate on wet basis GEDFW kg/h Equivalent diluted exhaust gas mass flow rate on wet basis GEXHW kg/h Exhaust gas mass flow rate on wet basis GFUEL kg/h Fuel mass flow rate GTOTW kg/h Diluted exhaust gas mass flow rate on wet basis H MJ/m3 Calorific value HREF g/kg Reference value of absolute humidity (10,71g/kg) Ha g/kg Absolute humidity of the intake air Hd g/kg Absolute humidity of the dilution air HTCRAT mol/mol Hydrogen-to-Carbon ratio i — Subscript denoting an individual mode K — Bessel constant k m−1 Light absorption coefficient KH,D — Humidity correction factor for NOx for diesel engines KH,G — Humidity correction factor for NOx for gas engines KV CFV calibration function KW,a — Dry to wet correction factor for the intake air KW,d — Dry to wet correction factor for the dilution air KW,e — Dry to wet correction factor for the diluted exhaust gas KW,r — Dry to wet correction factor for the raw exhaust gas L % Percent torque related to the maximum torque for the test engine La m Effective optical path length m Slope of PDP calibration function mass g/h or g Subscript denoting emissions mass flow (rate) MDIL kg Mass of the dilution air sample passed through the particulate sampling filters Md mg Particulate sample mass of the dilution air collected Mf mg Particulate sample mass collected Mf,p mg Particulate sample mass collected on primary filter Mf,b mg Particulate sample mass collected on back-up filter MSAM Mass of the diluted exhaust sample passed through the particulate sampling filters MSEC kg Mass of secondary dilution air MTOTW kg Total CVS mass over the cycle on wet basis MTOTW,i kg Instantaneous CVS mass on wet basis N % Opacity NP — Total revolutions of PDP over the cycle NP,i — Revolutions of PDP during a time interval n min−1 Engine speed np s−1 PDP speed nhi min−1 High engine speed nlo min−1 Low engine speed nref min−1 Reference engine speed for ETC test pa kPa Saturation vapour pressure of the engine intake air pA kPa Absolute pressure pB kPa Total atmospheric pressure pd kPa Saturation vapour pressure of the dilution air ps kPa Dry atmospheric pressure p1 kPa Pressure depression at pump inlet P(a) kW Power absorbed by auxiliaries to be fitted for test P(b) kW Power absorbed by auxiliaries to be removed for test P(n) kW Net power non-corrected P(m) kW Power measured on test bed Ω — Bessel constant Qs m3/s CVS volume flow rate q — Dilution ratio r — Ratio of cross sectional areas of isokinetic probe and exhaust pipe Ra % Relative humidity of the intake air Rd % Relative humidity of the dilution air Rf — FID response factor ρ kg/m3 density S kW Dynamometer setting S i m−1 Instantaneous smoke value Sλ — λ-shift factor T K Absolute temperature Ta K Absolute temperature of the intake air t s Measuring time te s Electrical response time tf s Filter response time for Bessel function tp s Physical response time Δt s Time interval between successive smoke data (= 1/sampling rate) Δti s Time interval for instantaneous CFV flow τ % Smoke transmittance V0 m3/rev PDP volume flow rate at actual conditions W — Wobbe index Wact kWh Actual cycle work of ETC Wref kWh Reference cycle work of ETC WF — Weighting factor WFE — Effective weighting factor X0 m3/rev Calibration function of PDP volume flow rate Yi m−1 1 s Bessel averaged smoke value

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2.31.2. Symbols for chemical components



CH4 Methane C2H6 Ethane C2H5OH Ethanol C3H8 Propane CO Carbon monoxide DOP Di-octylphtalate CO2 Carbon dioxide HC Hydrocarbons NMHC Non-methane hydrocarbons NOx Oxides of nitrogen NO Nitric oxide NO2 Nitrogen dioxide PT Particulates.

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►M4 2.31.3. ◄ Abbreviations



CFV Critical flow venturi CLD Chemiluminescent detector ELR European load response test ESC European steady state cycle ETC European transient cycle FID Flame ionisation detector GC Gas chromatograph HCLD Heated chemiluminescent detector HFID Heated flame ionisation detector LPG Liquefied petroleum gas NDIR Non-dispersive infrared analyser NG Natural gas NMC Non-methane cutter

3. APPLICATION FOR EC TYPE-APPROVAL

3.1. Application for EC Type-Approval for a Type of Engine or Engine Family as a Separate Technical Unit

3.1.1. The application for approval of an engine type or engine family with regard to the level of the emission of gaseous and particulate pollutants for diesel engines and with regard to the level of the emission of gaseous pollutants for gas engines shall be submitted by the engine manufacturer or by a duly accredited representative.

3.1.2. It shall be accompanied by the undermentioned documents in triplicate and the following particulars: 3.1.2.1. A description of the engine type or engine family, if applicable, comprising the particulars referred to in Annex II to this Directive which conform to the requirements of Articles 3 and 4 of Directive 70/156/EEC.

3.1.3. An engine conforming to the ‘engine type’ or ‘parent engine’ characteristics described in Annex II shall be submitted to the technical service responsible for conducting the approval tests defined in section 6.

3.2. Application for EC Type-Approval for a Vehicle Type in Respect of its Engine

3.2.1. The application for approval of a vehicle with regard to emission of gaseous and particulate pollutants by its diesel engine or engine family and with regard to the level of the emission of gaseous pollutants by its gas engine or engine family shall be submitted by the vehicle manufacturer or a duly accredited representative.

3.2.2. It shall be accompanied by the undermentioned documents in triplicate and the following particulars: 3.2.2.1. A description of the vehicle type, of the engine-related vehicle parts and of the engine type or engine family, if applicable, comprising the particulars referred to in Annex II, along with the documentation required in application of Article 3 of Directive 70/156/EEC,

3.3. Application for EC Type-Approval for a Vehicle Type with an Approved Engine

3.3.1. The application for approval of a vehicle with regard to emission of gaseous and particulate pollutants by its approved diesel engine or engine family and with regard to the level of the emission of gaseous pollutants by its approved gas engine or engine family shall be submitted by the vehicle manufacturer or a duly accredited representative.

3.3.2. It shall be accompanied by the undermentioned documents in triplicate and the following particulars: 3.3.2.1. a description of the vehicle type and of engine-related vehicle parts comprising the particulars referred to in Annex II, as applicable, and a copy of the EC Type-Approval Certificate (Annex VI) for the engine or engine family, if applicable, as a separate technical unit which is installed in the vehicle type, along with the documentation required in application of Article 3 of Directive 70/156/EEC.

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4. EC TYPE-APPROVAL

4.1. Granting of a universal fuel EC type-approval

A universal fuel EC type-approval is granted subject to the following requirements.

4.1.1. In the case of diesel fuel the parent engine meets the requirements of this Directive on the reference fuel specified in Annex IV.

4.1.2. In the case of natural gas the parent engine should demonstrate its capability to adapt to any fuel composition that may occur across the market. In the case of natural gas there are generally two types of fuel, high calorific fuel (H-gas) and low calorific fuel (L-gas), but with a significant spread within both ranges; they differ significantly in their energy content expressed by the Wobbe Index and in their λ-shift factor (Sλ). The formulae for the calculation of the Wobbe index and Sλ are given in sections 2.25 and 2.26. Natural gases with a λ-shift factor between 0,89 and 1,08 (0,89 ≤ Sλ ≤ 1,08) are considered to belong to H-range, while natural gases with a λ-shift factor between 1,08 and 1,19 (1,08 ≤ Sλ ≤ 1,19) are considered to belong to L-range. The composition of the reference fuels reflects the extreme variations of Sλ. The parent engine shall meet the requirements of this Directive on the reference fuels GR (fuel 1) and G25 (fuel 2), as specified in Annex IV, without any readjustment to the fuelling between the two tests. However, one adaptation run over one ETC cycle without measurement is permitted after the change of the fuel. Before testing, the parent engine shall be run-in using the procedure given in paragraph 3 of Appendix 2 to Annex III. 4.1.2.1. On the manufacturer's request the engine may be tested on a third fuel (fuel 3) if the λ-shift factor (Sλ) lies between 0,89 (i.e. the lower range of GR) and 1,19 (i.e. the upper range of G25), for example when fuel 3 is a market fuel. The results of this test may be used as a basis for the evaluation of the conformity of the production.

4.1.3. In the case of an engine fuelled with natural gas which is self-adaptive for the range of H-gases on the one hand and the range of L-gases on the other hand, and which switches between the H-range and the L-range by means of a switch, the parent engine shall be tested on the relevant reference fuel as specified in Annex IV for each range, at each position of the switch. The fuels are GR (fuel 1) and G23 (fuel 3) for the H-range of gases and G25 (fuel 2) and G23 (fuel 3) for the L-range of gases. The parent engine shall meet the requirements of this Directive at both positions of the switch without any readjustment to the fuelling between the two tests at each position of the switch. However, one adaptation run over one ETC cycle without measurement is permitted after the change of the fuel. Before testing the parent engine shall be run-in using the procedure given in paragraph 3 of Appendix 2 to Annex III. 4.1.3.1. At the manufacturer's request the engine may be tested on a third fuel instead of G23 (fuel 3) if the λ-shift factor (Sλ) lies between 0,89 (i.e. the lower range of GR) and 1,19 (i.e. the upper range of G25), for example when fuel 3 is a market fuel. The results of this test may be used as a basis for the evaluation of the conformity of the production.

4.1.4. In the case of natural gas engines, the ratio of the emission results ‘r’ shall be determined for each pollutant as follows:

4.1.5. In the case of LPG the parent engine should demonstrate its capability to adapt to any fuel composition that may occur across the market. In the case of LPG there are variations in C3/C4 composition. These variations are reflected in the reference fuels. The parent engine should meet the emission requirements on the reference fuels A and B as specified in Annex IV without any readjustment to the fuelling between the two tests. However, one adaptation run over one ETC cycle without measurement is permitted after the change of the fuel. Before testing, the parent engine shall be run-in using the procedure defined in paragraph 3 of Appendix 2 to Annex III. 4.1.5.1. The ratio of emission results ‘r’ shall be determined for each pollutant as follows:

4.2. Granting of a fuel range restricted EC type-approval

Fuel range restricted EC type-approval is granted subject to the following requirements.

4.2.1. Exhaust emissions approval of an engine running on natural gas and laid out for operation on either the range of H-gases or on the range of L-gases The parent engine shall be tested on the relevant reference fuel, as specified in Annex IV, for the relevant range. The fuels are GR (fuel 1) and G23 (fuel 3) for the H-range of gases and G25 (fuel 2) and G23 (fuel 3) for the L-range of gases. The parent engine shall meet the requirements of this Directive without any readjustment to the fuelling between the two tests. However, one adaptation run over one ETC cycle without measurement is permitted after the change of the fuel. Before testing the parent engine shall be run-in using the procedure defined in paragraph 3 of Appendix 2 to Annex III. 4.2.1.1. At the manufacturer's request the engine may be tested on a third fuel instead of G23 (fuel 3) if the λ-shift factor (Sλ) lies between 0,89 (i.e. the lower range of GR) and 1,19 (i.e. the upper range of G25), for example when fuel 3 is a market fuel. The results of this test may be used as a basis for the evaluation of the conformity of the production. 4.2.1.2. The ratio of emission results ‘r’ shall be determined for each pollutant as follows: 4.2.1.3. On delivery to the customer the engine shall bear a label (see paragraph 5.1.5) stating for which range of gases the engine is approved.

4.2.2. Exhaust emissions approval of an engine running on natural gas or LPG and laid out for operation on one specific fuel composition 4.2.2.1. The parent engine shall meet the emission requirements on the reference fuels GR and G25 in the case of natural gas, or the reference fuels A and B in the case of LPG, as specified in Annex IV. Between the tests fine-tuning of the fuelling system is allowed. This fine-tuning will consist of a recalibration of the fuelling database, without any alteration to either the basic control strategy or the basic structure of the database. If necessary the exchange of parts that are directly related to the amount of fuel flow (such as injector nozzles) is allowed. 4.2.2.2. At the manufacturer's request the engine may be tested on the reference fuels GR and G23, or on the reference fuels G25 and G23, in which case the type-approval is only valid for the H-range or the L-range of gases respectively. 4.2.2.3. On delivery to the customer the engine shall bear a label (see paragraph 5.1.5) stating for which fuel composition the engine has been calibrated.

4.3. Exhaust emissions approval of a member of a family

4.3.1. With the exception of the case mentioned in paragraph 4.3.2, the approval of a parent engine shall be extended to all family members without further testing, for any fuel composition within the range for which the parent engine has been approved (in the case of engines described in paragraph 4.2.2) or the same range of fuels (in the case of engines described in either paragraphs 4.1 or 4.2) for which the parent engine has been approved.

4.3.2. Secondary test engine In case of an application for type-approval of an engine, or a vehicle in respect of its engine, that engine belonging to an engine family, if the technical service determines that, with regard to the selected parent engine the submitted application does not fully represent the engine family defined in Annex I, Apppendix 1, an alternative and if necessary an additional reference test engine may be selected by the technical service and tested.

4.4. Type-approval certificate

A certificate conforming to the model specified in Annex VI shall be issued for approval referred to under sections 3.1, 3.2 and 3.3.

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5. ENGINE MARKINGS

5.1. The engine approved as a technical unit must bear: 5.1.1. the trademark or trade name of the manufacturer of the engine; 5.1.2. the manufacturer's commercial description; 5.1.3. the EC type-approval number preceded by the distinctive letter(s) or number(s) of the country granting EC type-approval ( 10 ); 5.1.4. in case of an NG engine one of the following markings to be placed after the EC type approval number: — H in case of the engine being approved and calibrated for the H-range of gases; — L in case of the engine being approved and calibrated for the L-range of gases; — HL in case of the engine being approved and calibrated for both the H-range and L-range of gases; — Ht in case of the engine being approved and calibrated for a specific gas composition in the H-range of gases and transformable to another specific gas in the H-range of gases by fine tuning of the engine fuelling; — Lt in case of the engine being approved and calibrated for a specific gas composition in the L-range of gases and transformable to another specific gas in the L-range of gases after fine tuning of the engine fuelling; — HLt in the case of the engine being approved and calibrated for a specific gas composition in either the H-range or the L-range of gases and transformable to another specific gas in either the H-range or the L-range of gases by fine tuning of the engine fuelling. 5.1.5. Labels In the case of NG and LPG fuelled engines with a fuel range restricted type approval, the following labels are applicable: 5.1.5.1. Content The following information must be given: In the case of paragraph 4.2.1.3, the label shall state ‘ONLY FOR USE WITH NATURAL GAS RANGE H’. If applicable, ‘H’ is replaced by ‘L’. In the case of paragraph 4.2.2.3, the label shall state ‘ONLY FOR USE WITH NATURAL GAS SPECIFICATION …’ or ‘ONLY FOR USE WITH LIQUEFIED PETROLEUM GAS SPECIFICATION …’, as applicable. All the information in the appropriate table(s) in Annex IV shall be given with the individual constituents and limits specified by the engine manufacturer. The letters and figures must be at least 4 mm in height. Note: If lack of space prevents such labelling, a simplified code may be used. In this event, explanatory notes containing all the above information must be easily accessible to any person filling the fuel tank or performing maintenance or repair on the engine and its accessories, as well as to the authorities concerned. The site and content of these explanatory notes will be determined by agreement between the manufacturer and the approval authority. 5.1.5.2. Properties Labels must be durable for the useful life of the engine. Labels must be clearly legible and their letters and figures must be indelible. Additionally, labels must be attached in such a manner that their fixing is durable for the useful life of the engine, and the labels cannot be removed without destroying or defacing them. 5.1.5.3. Placing Labels must be secured to an engine part necessary for normal engine operation and not normally requiring replacement during engine life. Additionally, these labels must be located so as to be readily visible to the average person after the engine has been completed with all the auxiliaries necessary for engine operation.

5.2. In case of an application for EC type-approval for a vehicle type in respect of its engine, the marking specified in section 5.1.5 shall also be placed close to fuel filling aperture.

5.3. In case of an application for EC type-approval for a vehicle type with an approved engine, the marking specified in section 5.1.5 shall also be placed close to the fuel filling aperture.

6. SPECIFICATIONS AND TESTS

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6.1. General

6.1.1. Emission control equipment

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6.1.1.1. The components liable to affect the emission of gaseous and particulate pollutants from diesel engines and the emission of gaseous pollutants from gas engines shall be so designed, constructed, assembled and installed as to enable the engine, in normal use, to comply with the provisions of this Directive.

6.1.2. Functions of emission control equipment

6.1.2.1. The use of a defeat device and/or an irrational emission control strategy is forbidden.

6.1.2.2. An auxiliary control device may be installed to an engine, or on a vehicle, provided that the device: — operates only outside the conditions specified in paragraph 6.1.2.4, or — is activated only temporarily under the conditions specified in paragraph 6.1.2.4 for such purposes as engine damage protection, air-handling device protection ( 11 ), smoke management ( 12 ), cold start or warming-up, or — is activated only by on-board signals for purposes such as operational safety and limp-home strategies.

6.1.2.3. An engine control device, function, system or measure that operates during the conditions specified in section 6.1.2.4 and which results in the use of a different or modified engine control strategy to that normally employed during the applicable emission test cycles will be permitted if, in complying with the requirements of sections 6.1.3 and/or 6.1.4, it is fully demonstrated that the measure does not reduce the effectiveness of the emission control system. In all other cases, such devices shall be considered to be a defeat device.

6.1.2.4. For the purposes of point 6.1.2.2, the defined conditions of use under steady state and transient conditions ( 13 ) are: — an altitude not exceeding 1 000 metres (or equivalent atmospheric pressure of 90 kPa), — an ambient temperature within the range 283 to 303 K (10 to 30 °C), — engine coolant temperature within the range 343 to 368 K (70 to 95 °C).

6.1.3. Special requirements for electronic emission control systems

6.1.3.1. Documentation requirements

The manufacturer shall provide a documentation package that gives access to the basic design of the system and the means by which it controls its output variables, whether that control is direct or indirect.

The documentation shall be made available in two parts:

(a) the formal documentation package, which shall be supplied to the technical service at the time of submission of the type-approval application, shall include a full description of the system. This documentation may be brief, provided that it exhibits evidence that all outputs permitted by a matrix obtained from the range of control of the individual unit inputs have been indentified. This information shall be attached to the documentation required in Annex I, section 3;

(b) additional material that shows the parameters that are modified by any auxiliary control device and the boundary conditions under which the device operates. The additional material shall include a description of the fuel system control logic, timing strategies and switch points during all modes of operation. The additional material shall also contain a justification for the use of any auxiliary control device and include additional material and test data to demonstrate the effect on exhaust emissions of any auxiliary control device installed to the engine or on the vehicle. This additional material shall remain strictly confidential and be retained by the manufacturer, but be made open for inspection at the time of type-approval or at any time during the validity of the type-approval.

6.1.4. To verify whether any strategy or measure should be considered a defeat device or an irrational emission control strategy according to the definitions given in sections 2.28 and 2.30, the type-approval authority and/or the technical service may additionally request a NOx screening test using the ETC which may be carried out in combination with either the type-approval test or the procedures for checking the conformity of production 6.1.4.1. As an alternative to the requirements of Appendix 4 to Annex III to Directive 88/77/EEC, the emissions of NOx during the ETC screening test may be sampled using the raw exhaust gas and the technical prescriptions of ISO DIS 16183, dated 15 October 2000, shall be followed. 6.1.4.2. In verifying whether any strategy or measure should be considered a defeat device or an irrational emission control strategy according to the definitions given in sections 2.28 and 2.30, an additional margin of 10 %, related to the appropriate NOx limit value, shall be accepted.

6.1.5. Transitional provisions for extension of type-approval 6.1.5.1. This section shall only be applicable to new compression-ignition engines and new vehicles propelled by a compression-ignition engine that have been type-approved to the requirements of row A of the tables in section 6.2.1 of Annex I to Directive 88/77/EEC. 6.1.5.2. As an alternative to sections 6.1.3 and 6.1.4, the manufacturer may present to the technical service the results of a NOx screening test using the ETC on the engine conforming to the characteristics of the parent engine described in Annex II, and taking into account the provisions of sections 6.1.4.1 and 6.1.4.2. The manufacturer shall also provide a written statement that the engine does not employ any defeat device or irrational emission control strategy as defined in section 2 of this Annex. 6.1.5.3. The manufacturer shall also provide a written statement that the results of the NOx screening test and the declaration for the parent engine, as referred to in section 6.1.4, are also applicable to all engine types within the engine family described in Annex II.

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6.2. Specifications Concerning the Emission of Gaseous and Particulate Pollutants and Smoke

For type approval to row A of the tables in section 6.2.1, the emissions shall be determined on the ESC and ELR tests with conventional diesel engines including those fitted with electronic fuel injection equipment, exhaust gas recirculation (EGR), and/or oxidation catalysts. Diesel engines fitted with advanced exhaust aftertreatment systems including the NOx catalysts and/or particulate traps, shall additionally be tested on the ETC test.

For type approval testing to either row B1 or B2 or row C of the tables in section 6.2.1 the emissions shall be determined on the ESC, ELR and ETC tests.

For gas engines, the gaseous emissions shall be determined on the ETC test.

The ESC and ELR test procedures are described in Annex III, Appendix 1, the ETC test procedure in Annex III, Appendices 2 and 3.

The emissions of gaseous pollutants and particulate pollutants, if applicable, and smoke, if applicable, by the engine submitted for testing shall be measured by the methods described in Annex III, Appendix 4. Annex V describes the recommended analytical systems for the gaseous pollutants, the recommended particulate sampling systems, and the recommended smoke measurement system.

Other systems or analysers may be approved by the Technical Service if it is found that they yield equivalent results on the respective test cycle. The determination of system equivalency shall be based upon a 7 sample pair (or larger) correlation study between the system under consideration and one of the reference systems of this Directive. For particulate emissions only the full flow dilution system is recognised as the reference system. ‘Results’ refer to the specific cycle emissions value. The correlation testing shall be performed at the same laboratory, test cell, and on the same engine, and is preferred to be run concurrently. The equivalency criterion is defined as a ± 5 % agreement of the sample pair averages. For introduction of a new system into the Directive the determination of equivalency shall be based upon the calculation of repeatability and reproducibility, as described in ISO 5725.

6.2.1. Limit Values

The specific mass of the carbon monoxide, of the total hydrocarbons, of the oxides of nitrogen and of the particulates, as determined on the ESC test, and of the smoke opacity, as determined on the ELR test, shall not exceed the amounts shown in Table 1.



Table 1 Limit values — ESC and ELR tests Row Mass of carbon monoxide (CO) g/kWh Mass of hydrocarbons (HC) g/kWh Mass of nitrogen oxides (NOx) g/kWh Mass of particulates (PT) g/kWh Smoke m−1 A (2000) 2,1 0,66 5,0 0,10 0,13 (1) 0,8 B1 (2005) 1,5 0,46 3,5 0,02 0,5 B2 (2008) 1,5 0,46 2,0 0,02 0,5 C (EEV) 1,5 0,25 2,0 0,02 0,15 (1) For engines having a swept volume of less than 0,75 dm3 per cylinder and a rated power speed of more than 3 000 min−1.

For diesel engines that are additionally tested on the ETC test, and specifically for gas engines, the specific masses of the carbon monoxide, of the non-methane hydrocarbons, of the methane (where applicable), of the oxides of nitrogen and of the particulates (where applicable) shall not exceed the amounts shown in Table 2.



Table 2 Limit values — ETC tests (1) Row Mass of carbon monoxide (CO) g/kWh Mass of non-methane hydrocarbons (NMHC) g/kWh Mass of methane (CH4) (2) g/kWh Mass of nitrogen oxides (NOx) g/kWh Mass of particulates (PT) (PT) (3) g/kWh A (2000) 5,45 0,78 1,6 5,0 0,16 0,21 (4) B1 (2005) 4,0 0,55 1,1 3,5 0,03 B2 (2008) 4,0 0,55 1,1 2,0 0,03 C (EEV) 3,0 0,40 0,65 2,0 0,02 (1) The conditions for verifying the acceptability of the ETC tests (see Annex III, Appendix 2, section 3.9) when measuring the emissions of gas fuelled engines against the limit values applicable in row A shall be re-examined and, where necessary, modified in accordance with the procedure laid down in Article 13 of Directive 70/156/EEC. (2) For NG engines only. (3) Not applicable for gas fulled engines at stage A and stages B1 and B2. (4) For engines having a swept volume of less than 0,75 dm3 per cylinder and a rated power speed of more than 3 000 min−1.

6.2.2. Hydrocarbon measurement for diesel and gas fuelled engines

6.2.2.1. A manufacturer may choose to measure the mass of total hydrocarbons (THC) on the ETC test instead of measuring the mass of non-methane hydrocarbons. In this case, the limit for the mass of total hydrocarbons is the same as shown in table 2 for the mass of non-methane hydrocarbons.

6.2.3. Specific requirements for diesel engines

6.2.3.1. The specific mass of the oxides of nitrogen measured at the random check points within the control area of the ESC test must not exceed by more than 10 per cent the values interpolated from the adjacent test modes (reference Annex III, Appendix 1 sections 4.6.2 and 4.6.3).

6.2.3.2. The smoke value on the random test speed of the ELR must not exceed the highest smoke value of the two adjacent test speeds by more than 20 per cent, or by more than 5 per cent of the limit value, whichever is greater.

7. INSTALLATION ON THE VEHICLE

7.1. The engine installation on the vehicle shall comply with the following characteristics in respect to the type-approval of the engine: 7.1.1. intake depression shall not exceed that specified for the type-approved engine in Annex VI; 7.1.2. exhaust back pressure shall not exceed that specified for the type-approved engine in Annex VI; 7.1.3. power absorbed by the auxiliaries needed for operating the engine shall not exceed that specified for the type-approved engine in Annex VI. 7.1.4. power absorbed by the auxiliaries needed for operating the engine shall not exceed that specified for the type-approved engine in Annex VI.

8. ENGINE FAMILY

8.1. Parameters defining the engine family

The engine family, as determined by the engine manufacturer, may be defined by basic characteristics which must be common to engines within the family. In some cases there may be interaction of parameters. These effects must also be taken into consideration to ensure that only engines with similar exhaust emission characteristics are included within an engine family.

In order that engines may be considered to belong to the same engine family, the following list of basic parameters must be common:

8.1.1. Combustion cycle: — 2 cycle — 4 cycle

8.1.2. Cooling medium: — air — water — oil

8.1.3. For gas engines and engines with aftertreatment — Number of cylinders (other diesel engines with fewer cylinders than the parent engine may be considered to belong to the same engine family provided the fuelling system meters fuel for each individual cylinder).

8.1.4. Individual cylinder displacement: — engines to be within a total spread of 15 %

8.1.5. Method of air aspiration: — naturally aspirated — pressure charged — pressure charged with charge air cooler

8.1.6. Combustion chamber type/design: — pre-chamber — swirl chamber — open chamber

8.1.7. Valve and porting — configuration, size and number: — cylinder head — cylinder wall — crankcase

8.1.8. Fuel injection system (diesel engines): — pump-line-injector — in-line pump — distributor pump — single element — unit injector

8.1.9. Fuelling system (gas engines): — mixing unit — gas induction/injection (single point, multi-point) — liquid injection (single point, multi-point).

8.1.10. Ignition system (gas engines)

8.1.11. Miscellaneous features: — exhaust gas recirculation — water injection/emulsion — secondary air injection — charge cooling system

8.1.12. Exhaust aftertreatment: — 3-way-catalyst — oxidation catalyst — reduction catalyst — thermal reactor — particulate trap

8.2. Choice of the Parent Engine

8.2.1. Diesel Engines

The parent engine of the family shall be selected using the primary criteria of the highest fuel delivery per stroke at the declared maximum torque speed. In the event that two or more engines share this primary criteria, the parent engine shall be selected using the secondary criteria of highest fuel delivery per stroke at rated speed. Under certain circumstances, the approval authority may conclude that the worst case emission rate of the family can best be characterised by testing a second engine. Thus, the approval authority may select an additional engine for test based upon features which indicate that it may have the highest emission level of the engines within that family.

If engines within the family incorporate other variable features which could be considered to affect exhaust emissions, these features shall also be identified and taken into account in the selection of the parent engine.

8.2.2. Gas Engines

The parent engine of the family shall be selected using the primary criteria of the largest displacement. In the event that two or more engines share this primary criteria, the parent engine shall be selected using the secondary criteria in the following order:

— the highest fuel delivery per stroke at the speed of declared rated power;

— the most advanced spark timing;

— the lowest EGR rate;

— no air pump or lowest actual air flow pump.

Under certain circumstances, the approval authority may conclude that the worst case emission rate of the family can best be characterised by testing a second engine. Thus, the approval authority may select an additional engine for test based upon features which indicate that it may have the highest emission level of the engines within that family.

9. PRODUCTION CONFORMITY

9.1. Measures to ensure production conformity must be taken in accordance with the provisions of Article 10 of Directive 70/156/EEC. Production conformity is checked on the basis of the description in the type-approval certificates set out in Annex VI to this Directive. Sections 2.4.2 and 2.4.3 of Annex X to Directive 70/156/EEC are applicable where the competent authorities are not satisfied with the auditing procedure of the manufacturer. 9.1.1. If emissions of pollutants are to be measured and an engine type-approval has had one or several extensions, the tests will be carried out on the engine(s) described in the information package relating to the relevant extension. 9.1.1.1. Conformity of the engine subjected to a pollutant test: After submission of the engine to the authorities, the manufacturer shall not carry out any adjustment to the engines selected. 9.1.1.1.1. Three engines are randomly taken in the series. Engines that are subject to testing only on the ESC and ELR tests or only on the ETC test for type approval to row A of the tables in section 6.2.1 are subject to those applicable tests for the checking of production conformity. With the agreement of the authority, all other engines type approved to row A, B1 or B2, or C of the tables in section 6.2.1 are subjected to testing either on the ESC and ELR cycles or on the ETC cycle for the checking of the production conformity. The limit values are given in section 6.2.1 of this Annex. 9.1.1.1.2. The tests are carried out according to Appendix 1 to this Annex, where the competent authority is satisfied with the production standard deviation given by the manufacturer, in accordance with Annex X to Directive 70/156/EEC, which applies to motor vehicles and their trailers. The tests are carried out according to Appendix 2 to this Annex, where the competent authority is not satisfied with the production standard deviation given by the manufacturer, in accordance with Annex X to Directive 70/156/EEC, which applies to motor vehicles and their trailers. At the manufacturer's request, the tests may be carried out in accordance with Appendix 3 to this Annex. 9.1.1.1.3. On the basis of a test of the engine by sampling, the production of a series is regarded as conforming where a pass decision is reached for all the pollutants and non conforming where a fail decision is reached for one pollutant, in accordance with the test criteria applied in the appropriate Appendix. When a pass decision has been reached for one pollutant, this decision may not be changed by any additional tests made in order to reach a decision for the other pollutants. If no pass decision is reached for all the pollutants and if no fail decision is reached for one pollutant, a test is carried out on another engine (see Figure 2). If no decision is reached, the manufacturer may at any time decide to stop testing. In that case a fail decision is recorded. 9.1.1.2. The tests will be carried out on newly manufactured engines. Gas fuelled engines shall be run-in using the procedure defined in paragraph 3 of Appendix 2 to Annex III. 9.1.1.2.1. However, at the request of the manufacturer, the tests may be carried out on diesel or gas engines which have been run-in more than the period referred to in section 9.1.1.2, up to a maximum of 100 hours. In this case, the running-in procedure will be conducted by the manufacturer who shall undertake not to make any adjustments to those engines. 9.1.1.2.2. When the manufacturer asks to conduct a running-in procedure in accordance with section 9.1.1.2.1, it may be carried out on: — all the engines that are tested, — or, — the first engine tested, with the determination of an evolution coefficient as follows: — — the pollutant emissions will be measured at zero and at ‘x’ hours on the first engine tested, — the evolution coefficient of the emissions between zero and ‘x’ hours will be calculated for each pollutant: Emissions ‘x’ hoursEmissions zero hours — It may be less than one. The subsequent test engines will not be subjected to the running-in procedure, but their zero hour emissions will be modified by the evolution coefficient. In this case, the values to be taken will be: — the values at ‘x’ hours for the first engine, — the values at zero hour multiplied by the evolution coefficient for the other engines. 9.1.1.2.3. For diesel and LPG fuelled engines, all these tests may be conducted with commercial fuel. However, at the manufacturer's request, the reference fuels described in Annex IV may be used. This implies tests, as described in section 4 of this Annex, with at least two of the reference fuels for each gas engine. ▼M4 9.1.1.2.4. For NG fuelled engines, all these tests may be conducted with commercial fuel in the following way: — for H marked engines with a commercial fuel within the H-range (0,89 ≤ Sλ ≤ 1,00), — for L marked engines with a commercial fuel within the L-range (1,00 ≤ Sλ ≤ 1,19), — for HL marked engines with a commercial fuel within the extreme range of the λ-shift factor (0,89 ≤ Sλ ≤ 1,19). However, at the manufacturer's request, the reference fuels described in Annex IV may be used. This implies tests, as described in section 4 of this Annex. 9.1.1.2.5. In the case of dispute caused by the non-compliance of gas fuelled engines when using a commercial fuel, the tests shall be performed with a reference fuel on which the parent engine has been tested, or whith the possible additional fuel 3 as referred to in paragraphs 4.1.3.1 and 4.2.1.1 on which the parent engine may have been tested. Then, the result has to be converted by a calculation applying the relevant factor(s) ‘r’, ‘ra’ or ‘rb’ as described in paragraphs 4.1.4, 4.1.5.1 and 4.2.1.2. If r, ra or rb are less than 1 no correction shall take place. The measured results and the calculated results must demonstrate that the engine meets the limit values with all relevant fuels (fuels 1, 2 and, if applicable, fuel 3 in the case of natural gas engines and fuels A and B in the case of LPG engines). ▼M3 9.1.1.2.6. Tests for conformity of production of a gas fuelled engine laid out for operation on one specific fuel composition shall be performed on the fuel for which the engine has been calibrated. Figure 2 Schematic of production conformity testing

Appendix 1

PROCEDURE FOR PRODUCTION CONFORMITY TESTING WHEN STANDARD DEVIATION IS SATISFACTORY

1. This Appendix describes the procedure to be used to verify production conformity for the emissions of pollutants when the manufacturer's production standard deviation is satisfactory.

2. With a minimum sample size of three engines the sampling procedure is set so that the probability of a lot passing a test with 40 % of the engines defective is 0,95 (producer's risk = 5 %) while the probability of a lot being accepted with 65 % of the engines defective is 0,10 (consumer's risk = 10 %).

3. The following procedure is used for each of the pollutants given in Section 6.2.1 of Annex I (see Figure 2): Let: L = the natural logarithm of the limit value for the pollutant; χi = the natural logarithm of the measurement for the i-th engine of the sample; s = an estimate of the production standard deviation (after taking the natural logarithm of the measurements); n = the current sample number.

4. For each sample the sum of the standardised deviations to the limit is calculated using the following formula: 1S ∑i=1nL − χi

5. Then: — if the test statistic result is greater than the pass decision number for the sample size given in table 3, a pass decision is reached for the pollutant; — if the test statistic result is less than the fail decision number for the sample size given in table 3, a fail decision is reached for the pollutant; — otherwise, an additional engine is tested according to Section 9.1.1.1 of Annex I and the calculation procedure is applied to the sample increased by one more unit.



Table 3 Pass and Fail Decision Numbers of Appendix 1 Sampling Plan Cumulative number of engines tested (sample size) Pass decision number An Fail decision number Bn 3 3,327 − 4,724 4 3,261 − 4,790 5 3,195 − 4,856 6 3,129 − 4,922 7 3,063 − 4,988 8 2,997 − 5,054 9 2,931 − 5,120 10 2,865 − 5,185 11 2,799 − 5,251 12 2,733 − 5,317 13 2,667 − 5,383 14 2,601 − 5,449 15 2,535 − 5,515 16 2,469 − 5,581 17 2,403 − 5,647 18 2,337 − 5,713 19 2,271 − 5,779 20 2,205 − 5,845 21 2,139 − 5,911 22 2,073 − 5,977 23 2,007 − 6,043 24 1,941 − 6,109 25 1,875 − 6,175 26 1,809 − 6,241 27 1,743 − 6,307 28 1,677 − 6,373 29 1,611 − 6,439 30 1,545 − 6,505 31 1,479 − 6,571 32 − 2,112 − 2,112

Appendix 2

PROCEDURE FOR PRODUCTION CONFORMITY TESTING WHEN STANDARD DEVIATION IS UNSATISFACTORY OR UNAVAILABLE

1. This Appendix describes the procedure to be used to verify production conformity for the emissions of pollutants when the manufacturer's production standard deviation is either unsatisfactory or unavailable.

2. With a minimum sample size of three engines the sampling procedure is set so that the probability of a lot passing a test with 40 % of the engines defective is 0,95 (producer's risk = 5 %) while the probability of a lot being accepted with 65 % of the engines defective is 0,10 (consumer's risk = 10 %).

3. The values of the pollutants given in section 6.2.1 of Annex I are considered to be log normally distributed and should be transformed by taking their natural logarithms. Let m0 and m denote the minimum and maximum sample size respectively (m0 = 3 and m = 32) and let n denote the current sample number.

4. If the natural logarithms of the values measured in the series are χ1, χ2,… χi and L is the natural logarithm of the limit value for the pollutant, then, define and, dn— = 1n∑i=1ndiVn2 = 1n ∑i=1ndi−dn—2

5. Table 4 shows values of the pass (An) and fail (Bn) decision numbers against current sample number. The test statistic result is the ratio and shall be used to determine whether the series has passed or failed as follows: dn—/Vn and shall be used to determine whether the series has passed or failed as follows: For m0 ≤ n ≤ m: — pass the series if dn—Vn ≤ An — fail the series if dn—Vn ≥ Bn — take another measurement if An ≤ dn—Vn ≥ Bn

6. Remarks The following recursive formulae are useful for calculating successive values of the test statistic:



Table 4 Table 4 Pass and Fail Decision Numbers of Appendix 2 Sampling Plan Cumulative number of engines tested (sample size) Pass decision number An Fail decision number Bn 3 − 0,80381 16,64743 4 − 0,76339 7,68627 5 − 0,72982 4,67136 6 − 0,69962 3,25573 7 − 0,67129 2,45431 8 − 0,64406 1,94369 9 − 0,61750 1,59105 10 − 0,59135 1,33295 11 − 0,56542 1,13566 12 − 0,53960 0,97970 13 − 0,51379 0,85307 14 − 0,48791 0,74801 15 − 0,46191 0,65928 16 − 0,43573 0,58321 17 − 0,40933 0,51718 18 − 0,38266 0,45922 19 − 0,35570 0,40788 20 − 0,32840 0,36203 21 − 0,30072 0,32078 22 − 0,27263 0,28343 23 − 0,24410 0,24943 24 − 0,21509 0,21831 25 − 0,18557 0,18970 26 − 0,15550 0,16328 27 − 0,12483 0,13880 28 − 0,09354 0,11603 29 − 0,06159 0,09480 30 − 0,02892 0,07493 31 − 0,00449 0,05629 32 − 0,03876 0,03876

Appendix 3

PROCEDURE FOR PRODUCTION CONFORMITY TESTING AT MANUFACTURER'S REQUEST

1. This Appendix describes the procedure to be used to verify, at the manufacturer's request, production conformity for the emissions of pollutants.

2. With a minimum sample size of three engines the sampling procedure is set so that the probability of a lot passing a test with 30 % of the engines defective is 0,90 (producer's risk = 10 %) while the probability of a lot being accepted with 65 % of the engines defective is 0,10 (consumer's risk = 10 %).

3. The following procedure is used for each of the pollutants given in Section 6.2.1 of Annex I (see Figure 2): Let: L = the limit value for the pollutant, xi = the value of the measurement for the i-th engine of the sample, n = the current sample number.

4. Calculate for the sample the test statistic quantifying the number of non-conforming engines, i.e. xi ≥ L:

5. Then: — if the test statistic is less than or equal to the pass decision number for the sample size given in Table 5, a pass decision is reached for the pollutant; — if the test statistic is greater than or equal to the fail decision number for the sample size given in Table 5, a fail decision is reached for the pollutant; — otherwise, an additional engine is tested according to Section 9.1.1.1 of Annex I and the calculation procedure is applied to the sample increased by one more unit.

In Table 5 the pass and fail decision numbers are calculated by means of the International Standard ISO 8422/1991.

ANNEX II

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Appendix 1

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Appendix 2

ESSENTIAL CHARACTERISTICS OF THE ENGINE FAMILY

Appendix 3

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Appendix 4

CHARACTERISTICS OF THE ENGINE-RELATED VEHICLE PARTS

ANNEX III

TEST PROCEDURE

1. INTRODUCTION

1.1. This Annex describes the methods of determining emissions of gaseous components, particulates and smoke from the engines to be tested. Three test cycles are described that shall be applied according to the provisions of Annex I, section 6.2: — the ESC which consists of a steady state 13-mode cycle, — the ELR which consists of transient load steps at different speeds, which are integral parts of one test procedure, and are run concurrently, — the ETC which consists of a second-by-second sequence of transient modes.

1.2. The test shall be carried out with the engine mounted on a test bench and connected to a dynamometer.

1.3. Measurement principle The emissions to be measured from the exhaust of the engine include the gaseous components (carbon monoxide, total hydrocarbons for diesel engines on the ESC test only; non-methane hydrocarbons for diesel and gas engines on the ETC test only; methane for gas engines on the ETC test only and oxides of nitrogen), the particulates (diesel engines only) and smoke (diesel engines on the ELR test only). Additionally, carbon dioxide is often used as a tracer gas for determining the dilution ratio of partial and full flow dilution systems. Good engineering practice recommends the general measurement of carbon dioxide as an excellent tool for the detection of measurement problems during the test run. 1.3.1. ESC Test During a prescribed sequence of warmed-up engine operating conditions the amounts of the above exhaust emissions shall be examined continuously by taking a sample from the raw exhaust gas. The test cycle consists of a number of speed and power modes which cover the typical operating range of diesel engines. During each mode the concentration of each gaseous pollutant, exhaust flow and power output shall be determined, and the measured values weighted. The particulate sample shall be diluted with conditioned ambient air. One sample over the complete test procedure shall be taken, and collected on suitable filters. The grams of each pollutant emitted per kilowatt hour shall be calculated as described in Appendix 1 to this Annex. Additionally, NOx shall be measured at three test points within the control area selected by the Technical Service ( 14 ) and the measured values compared to the values calculated from those modes of the test cycle enveloping the selected test points. The NOx control check ensures the effectiveness of the emission control of the engine within the typical engine operating range. 1.3.2. ELR Test During a prescribed load response test, the smoke of a warmed-up engine shall be determined by means of an opacimeter. The test consists of loading the engine at constant speed from 10 % to 100 % load at three different engine speeds. Additionally, a fourth load step selected by the Technical Service ( 15 ) shall be run, and the value compared to the values of the previous load steps. The smoke peak shall be determined using an averaging algorithm, as described in Appendix 1 to this Annex. 1.3.3. ETC Test During a prescribed transient cycle of warmed-up engine operating conditions, which is based closely on road-type-specific driving patterns of heavy-duty engines installed in trucks and buses, the above pollutants shall be examined after diluting the total exhaust gas with conditioned ambient air. Using the engine torque and speed feedback signals of the engine dynamometer, the power shall be integrated with respect to time of the cycle resulting in the work produced by the engine over the cycle. The concentration of NOx and HC shall be determined over the cycle by integration of the analyser signal. The concentration of CO, CO2, and NMHC may be determined by integration of the analyser signal or by bag sampling. For particulates, a proportional sample shall be collected on suitable filters. The diluted exhaust gas flow rate shall be determined over the cycle to calculate the mass emission values of the pollutants. The mass emission values shall be related to the engine work to get the grams of each pollutant emitted per kilowatt hour, as described in Appendix 2 to this Annex.

2. TEST CONDITIONS

2.1. Engine Test Conditions

2.1.1. The absolute temperature (Ta) of the engine air at the inlet to the engine expressed in Kelvin, and the dry atmospheric pressure (ps), expressed in kPa shall be measured and the parameter F shall be determined according to the following provisions: (a) for diesel engines: Naturally aspirated and mechanically supercharged engines: F = 99ps * Ta2980,7 Turbocharged engines with or without cooling of the intake air: F = 99ps0,7 * Ta2981,5 (b) for gas engines: F = 99ps1,2 * Ta2980,6

2.1.2. Test Validity For a test to be recognised as valid, the parameter F shall be such that: 0,96 ≤ F ≤ 1,06

2.2. Engines with Charge Air Cooling

The charge air temperature shall be recorded and shall be, at the speed of the declared maximum power and full load, within ± 5 K of the maximum charge air temperature specified in Annex II, Appendix 1, section 1.16.3. The temperature of the cooling medium shall be at least 293 K (20 °C).

If a test shop system or external blower is used, the charge air temperature shall be within ± 5 K of the maximum charge air temperature specified in Annex II, Appendix 1, section 1.16.3 at the speed of the declared maximum power and full load. The setting of the charge air cooler for meeting the above conditions shall be used for the whole test cycle.

2.3. Engine Air Intake System

An engine air intake system shall be used presenting an air intake restriction within ± 100 Pa of the upper limit of the engine operating at the speed at the declared maximum power and full load.

2.4. Engine Exhaust System

An exhaust system shall be used presenting an exhaust back pressure within ± 1 000 Pa of the upper limit of the engine operating at the speed of declared maximum power and full load and a volume within ± 40 % of that specified by the manufacturer. A test shop system may be used, provided it represents actual engine operating conditions. The exhaust system shall conform to the requirements for exhaust gas sampling, as set out in Annex III, Appendix 4, section 3.4 and in Annex V, section 2.2.1, EP and section 2.3.1, EP.

If the engine is equipped with an exhaust aftertreatment device, the exhaust pipe must have the same diameter as found in-use for at least 4 pipe diameters upstream to the inlet of the beginning of the expansion section containing the aftertreatment device. The distance from the exhaust manifold flange or turbocharger outlet to the exhaust aftertreatment device shall be the same as in the vehicle configuration or within the distance specifications of the manufacturer. The exhaust backpressure or restriction shall follow the same criteria as above, and may be set with a valve. The aftertreatment container may be removed during dummy tests and during engine mapping, and replaced with an equivalent container having an inactive catalyst support.

2.5. Cooling System

An engine cooling system with sufficient capacity to maintain the engine at normal operating temperatures prescribed by the manufacturer shall be used.

2.6. Lubricating Oil

Specifications of the lubricating oil used for the test shall be recorded and presented with the results of the test, as specified in Annex II, Appendix 1, section 7.1.

2.7. Fuel

The fuel shall be the reference fuel specified in Annex IV.

The fuel temperature and measuring point shall be specified by the manufacturer within the limits given in Annex II, Appendix 1, section 1.16.5. The fuel temperature shall not be lower than 306 K (33 °C). If not specified, it shall be 311 K ± 5 K (38 °C ± 5 °C) at the inlet to the fuel supply.

For NG and LPG fuelled engines, the fuel temperature and measuring point shall be within the limits given in Annex II, Appendix 1, section 1.16.5 or in Annex II, Appendix 3, section 1.16.5 in cases where the engine is not a parent engine.

2.8. Testing of Exhaust Aftertreatment Systems

If the engine is equipped with an exhaust aftertreatment system, the emissions measured on the test cycle(s) shall be representative of the emissions in the field. If this cannot be achieved with one single test cycle (e.g. for particulate filters with periodic regeneration), several test cycles shall be conducted and the test results averaged and/or weighted. The exact procedure shall be agreed by the engine manufacturer and the Technical Service based upon good engineering judgement.

Appendix 1

ESC AND ELR TEST CYCLES

1. ENGINE AND DYNAMOMETER SETTINGS

1.1 Determination of Engine Speeds A, B and C

The engine speeds A, B and C shall be declared by the manufacturer in accordance with the following provisions:

The high speed nhi shall be determined by calculating 70 % of the declared maximum net power P(n), as determined in Annex II, Appendix 1, section 8.2. The highest engine speed where this power value occurs on the power curve is defined as nhi. The low speed nlo shall be determined by calculating 50 % of the declared maximum net power P(n), as determined in Annex II, Appendix 1, section 8.2. The lowest engine speed where this power value occurs on the power curve is defined as nlo.

The engine speeds A, B and C shall be calculated as follows: Speed A = nlo + 25 % nhi − nlo

The engine speeds A, B and C may be verified by either of the following methods:

a) Additional test points shall be measured during engine power approval according to Directive 80/1269/EEC for an accurate determination of nhi and nlo. The maximum power, nhi and nlo shall be determined from the power curve, and engine speeds A, B and C shall be calculated according to the above provisions.

b) The engine shall be mapped along the full load curve, from maximum no load speed to idle speed, using at least 5 measurement points per 1000 rpm intervals and measurement points within ± 50 rpm of the speed at declared maximum power. The maximum power, nhi and nlo shall be determined from this mapping curve, and engine speeds A, B and C shall be calculated according to the above provisions.

If the measured engine speeds A, B and C are within ± 3 % of the engine speeds as declared by the manufacturer, the declared engine speeds shall be used for the emissions test. If the tolerance is exceeded for any of the engine speeds, the measured engine speeds shall be used for the emissions test.

1.2. Determination of Dynamometer Settings

The torque curve at full load shall be determined by experimentation to calculate the torque values for the specified test modes under net conditions, as specified in Annex II, Appendix 1, section 8.2. The power absorbed by engine-driven equipment, if applicable, shall be taken into account. The dynamometer setting for each test mode shall be calculated using the formula:s = Pn * L100 if tested under net conditionss = Pn * L100 + Pa − Pb if not tested under net conditions

where:

s = dynamometer setting, kW

P(n) = net engine power as indicated in Annex II, Appendix 1, Section 8.2, kW

L = per cent load as indicated in Section 2.7.1, %

P(a) = power absorbed by auxiliaries to be fitted as indicated in Annex II, Appendix 1, Section 6.1

P(b) = power absorbed by auxiliaries to be removed as indicated in Annex II, Appendix 1, section 6.2

2. ESC TEST RUN

At the manufacturers request, a dummy test may be run for conditioning of the engine and exhaust system before the measurement cycle.

2.1. Preparation of the Sampling Filters

At least one hour before the test, each filter (pair) shall be placed in a closed, but unsealed petri dish and placed in a weighing chamber for stabilisation. At the end of the stabilisation period, each filter (pair) shall be weighed and the tare weight shall be recorded. The filter (pair) shall then be stored in a closed petri dish or sealed filter holder until needed for testing. If the filter (pair) is not used within eight hours of its removal from the weighing chamber, it must be conditioned and reweighed before use.

2.2. Installation of the Measuring Equipment

The instrumentation and sample probes shall be installed as required. When using a full flow dilution system for exhaust gas dilution, the tailpipe shall be connected to the system.

2.3. Starting the Dilution System and the Engine

The dilution system and the engine shall be started and warmed up until all temperatures and pressures have stabilised at maximum power according to the recommendation of the manufacturer and good engineering practice.

2.4. Starting the Particulate Sampling System

The particulate sampling system shall be started and running on by-pass. The particulate background level of the dilution air may be determined by passing dilution air through the particulate filters. If filtered dilution air is used, one measurement may be done prior to or after the test. If the dilution air is not filtered, measurements at the beginning and at the end of the cycle, may be done, and the values averaged.

2.5. Adjustment of the Dilution Ratio

The dilution air shall be set such that the temperature of the diluted exhaust gas measured immediately prior to the primary filter shall not exceed 325 K (52 °C) at any mode. The dilution ratio (q) shall not be less than 4.

For systems that use CO2 or NOx concentration measurement for dilution ratio control, the CO2 or NOx content of the dilution air must be measured at the beginning and at the end of each test. The pre- and post test background CO2 or NOx concentration measurements of the dilution air must be within 100 ppm or 5 ppm of each other, respectively.

2.6. Checking the Analysers

The emission analysers shall be set at zero and spanned.

2.7. Test Cycle

2.7.1.



Mode Number Engine Speed Percent Load Weighting Factor Mode Length 1 idle — 0,15 4 minutes 2 A 100 0,08 2 minutes 3 B 50 0,10 2 minutes 4 B 75 0,10 2 minutes 5 A 50 0,05 2 minutes 6 A 75 0,05 2 minutes 7 A 25 0,05 2 minutes 8 B 100 0,09 2 minutes 9 B 25 0,10 2 minutes 10 C 100 0,08 2 minutes 11 C 25 0,05 2 minutes 12 C 75 0,05 2 minutes 13 C 50 0,05 2 minutes

2.7.2. Test Sequence The test sequence shall be started. The test shall be performed in the order of the mode numbers as set out in section 2.7.1. The engine must be operated for the prescribed time in each mode, completing engine speed and load changes in the first 20 seconds. The specified speed shall be held to within ± 50 rpm and the specified torque shall be held to within ± 2 % of the maximum torque at the test speed. At the manufacturers request, the test sequence may be repeated a sufficient number of times for sampling more particulate mass on the filter. The manufacturer shall supply a detailed description of the data evaluation and calculation procedures. The gaseous emissions shall only be determined on the first cycle.

2.7.3. Analyser Response The output of the analysers shall be recorded on a strip chart recorder or measured with an equivalent data acquisition system with the exhaust gas flowing through the analysers throughout the test cycle.

2.7.4. Particulate Sampling One pair of filters (primary and back-up filters, see Annex III, Appendix 4) shall be used for the complete test procedure. The modal weighting factors specified in the test cycle procedure shall be taken into account by taking a sample proportional to the exhaust mass flow during each individual mode of the cycle. This can be achieved by adjusting sample flow rate, sampling time, and/or dilution ratio, accordingly, so that the criterion for the effective weighting factors in section 5.6 is met. The sampling time per mode must be at least 4 seconds per 0,01 weighting factor. Sampling must be conducted as late as possible within each mode. Particulate sampling shall be completed no earlier than 5 seconds before the end of each mode.

2.7.5. Engine Conditions The engine speed and load, intake air temperature and depression, exhaust temperature and backpressure, fuel flow and air or exhaust flow, charge air temperature, fuel temperature and humidity shall be recorded during each mode, with the speed and load requirements (see section 2.7.2) being met during the time of particulate sampling, but in any case during the last minute of each mode. Any additional data required for calculation shall be recorded (see sections 4 and 5).

2.7.6. NO x Check within the Control Area The NOx check within the control area shall be performed immediately upon completion of mode 13. The engine shall be conditioned at mode 13 for a period of three minutes before the start of the measurements. Three measurements shall be made at different locations within the control area, selected by the Technical Service ( 16 ). The time for each measurement shall be 2 minutes. The measurement procedure is identical to the NOx measurement on the 13-mode cycle, and shall be carried out in accordance with sections 2.7.3, 2.7.5, and 4.1 of this Appendix, and Annex III, Appendix 4, section 3. The calculation shall be carried out in accordance with section 4.

2.7.7. Rechecking the Analysers After the emission test a zero gas and the same span gas shall be used for rechecking. The test will be considered acceptable if the difference between the pre-test and post-test results is less than 2 % of the span gas value.

3. ELR TEST RUN

3.1. Installation of the Measuring Equipment

The opacimeter and sample probes, if applicable, shall be installed after the exhaust silencer or any aftertreatment device, if fitted, according to the general installation procedures specified by the instrument manufacturer. Additionally, the requirements of section 10 of ISO IDS 11614 shall be observed, where appropriate.

Prior to any zero and full scale checks, the opacimeter shall be warmed up and stabilised according to the instrument manufacturer's recommendations. If the opacimeter is equipped with a purge air system to prevent sooting of the meter optics, this system shall also be activated and adjusted according to the manufacturer's recommendations.

3.2. Checking of the Opacimeter

The zero and full scale checks shall be made in the opacity readout mode, since the opacity scale offers two truly definable calibration points, namely 0 % opacity and 100 % opacity. The light absorption coefficient is then correctly calculated based upon the measured opacity and the LA, as submitted by the opacimeter manufacturer, when the instrument is returned to the k readout mode for testing.

With no blockage of the opacimeter light beam, the readout shall be adjusted to 0,0 % ± 1,0 % opacity. With the light being prevented from reaching the receiver, the readout shall be adjusted to 100,0 % ± 1,0 % opacity.

3.3. Test Cycle

3.3.1. Conditioning of the Engine

Warming up of the engine and the system shall be at maximum power in order to stabilise the engine parameters according to the recommendation of the manufacturer. The preconditioning phase should also protect the actual measurement against the influence of deposits in the exhaust system from a former test.

When the engine is stabilised, the cycle shall be started within 20 ± 2 s after the preconditioning phase. At the manufacturers request, a dummy test may be run for additional conditioning before the measurement cycle.

3.3.2. Test Sequence

The test consists of a sequence of three load steps at each of the three engine speeds A (cycle 1), B (cycle 2) and C (cycle 3) determined in accordance with Annex III, section 1.1, followed by cycle 4 at a speed within the control area and a load between 10 % and 100 %, selected by the Technical Service ( 17 ). The following sequence shall be followed in dynamometer operation on the test engine, as shown in Figure 3.

Figure 3

Sequence of ELR Test

(a) The engine shall be operated at engine speed A and 10 per cent load for 20 ± 2 s. The specified speed shall be held to within ± 20 rpm and the specified torque shall be held to within ± 2 % of the maximum torque at the test speed.

(b) At the end of the previous segment, the speed control lever shall be moved rapidly to, and held in, the wide open position for 10 ± 1 s. The necessary dynamometer load shall be applied to keep the engine speed within ± 150 rpm during the first 3 s, and within ± 20 rpm during the rest of the segment.

(c) The sequence described in (a) and (b) shall be repeated two times.

(d) Upon completion of the third load step, the engine shall be adjusted to engine speed B and 10 per cent load within 20 ± 2 s.

(e) The sequence (a) to (c) shall be run with the engine operating at engine speed B.

(f) Upon completion of the third load step, the engine shall be adjusted to engine speed C and 10 per cent load within 20 ± 2 s.

(g) The sequence (a) to (c) shall be run with the engine operating at engine speed C.

(h) Upon completion of the third load step, the engine shall be adjusted to the selected engine speed and any load above 10 per cent within 20 ± 2 s.

(i) The sequence (a) to (c) shall be run with the engine operating at the selected engine speed.

3.4. Cycle Validation

The relative standard deviations of the mean smoke values at each test speed (SVA, SVB, SVC, as calculated in accordance with section 6.3.3 of this Appendix from the three successive load steps at each test speed) shall be lower than 15 % of the mean value, or 10 % of the limit value shown in Table 1 of Annex I, whichever is greater. If the difference is greater, the sequence shall be repeated until 3 successive load steps meet the validation criteria.

3.5. Rechecking of the Opacimeter

The post-test opacimeter zero drift value shall not exceed ± 5,0 % of the limit value shown in Table 1 of Annex I.

4. CALCULATION OF THE GASEOUS EMISSIONS

4.1. Data Evaluation

For the evaluation of the gaseous emissions, the chart reading of the last 30 seconds of each mode shall be averaged, and the average concentrations (conc) of HC, CO and NOx during each mode shall be determined from the average chart readings and the corresponding calibration data. A different type of recording can be used if it ensures an equivalent data acquisition.

For the NOx check within the control area, the above requirements apply for NOx, only.

The exhaust gas flow GEXHW or the diluted exhaust gas flow GTOTW, if used optionally, shall be determined in accordance with Annex III, Appendix 4, section 2.3.

4.2. Dry/wet correction

The measured concentration shall be converted to a wet basis according to the following formulae, if not already measured on a wet basis. conc wet = Kw * conc dry

For the raw exhaust gas:

and,

For the diluted exhaust gas:

or



For the dilution air For the intake air (if different from the dilution air) KW,d = 1 − KW1 KW,a = 1 − KW2 KW1 = 1,608 * Hd1 000 + 1,608 * Hd KW2 = 1,608 * Ha1 000 + 1,608 * Ha Hd = 6,220 * Rd * pdpB − pd * Rd * 10−2 Ha = 6,220 * Ra * papB − pa * Ra * 10−2

where:

Ha, Hd = g water per kg dry air

Rd, Ra = relative humidity of the dilution/intake air, %

pd, pa = saturation vapour pressure of the dilution/intake air, kPa

pB = total barometric pressure, kPa

4.3. NOx Correction for Humidity and Temperature

As the NOx emission depends on ambient air conditions, the NOx concentration shall be corrected for ambient air temperature and humidity with the factors given in the following formulae:

with:

A = 0,309 GFUEL/GAIRD − 0,0266

B = − 0,209 GFUEL/GAIRD + 0,00954

Ta = temperature of the air, K

Ha =

humidity of the intake air, g water per kg dry air

in which.

Ra = relative humidity of the intake air, %

pa = saturation vapour pressure of the intake air, kPa

pB = total barometric pressure, kPa

4.4. Calculation of the Emission Mass Flow Rates

The emission mass flow rates (g/h) for each mode shall be calculated as follows, assuming the exhaust gas density to be 1,293 kg/m3 at 273 K (0 °C) and 101,3 kPa:

(1) (2) (2) (3) (3)

where NOx conc, COconc, HCconc ( 18 ) are the average concentrations (ppm) in the raw exhaust gas, as determined in section 4.1.

If, optionally, the gaseous emissions are determined with a full flow dilution system, the following formulae shall be applied:

(1) (2) (2) (3) (3)

where NOx conc, COconc, HCconc ( 19 ) are the average background corrected concentrations (ppm) of each mode in the diluted exhaust gas, as determined in Annex III, Appendix 2, section 4.3.1.1.

4.5. Calculation of the Specific Emissions

The emissions (g/kWh) shall be calculated for all individual components in the following way: NOx— = ∑ NOx, mass * WFi∑ Pni * WFi

The weighting factors (WF) used in the above calculation are according to section 2.7.1.

4.6. Calculation of the Area Control Values

For the three control points selected according to section 2.7.6, the NOx emission shall be measured and calculated according to section 4.6.1 and also determined by interpolation from the modes of the test cycle closest to the respective control point according to section 4.6.2. The measured values are then compared to the interpolated values according to section 4.6.3.

4.6.1. Calculation of the Specific Emission

The NOx emission for each of the control points (Z) shall be calculated as follows:

4.6.2. Determination of the Emission Value from the Test Cycle

The NOx emission for each of the control points shall be interpolated from the four closest modes of the test cycle that envelop the selected control point Z as shown in Figure 4. For these modes (R, S, T, U), the following definitions apply:

Speed(R) = Speed(T) = nRT

Speed(S) = Speed(U) = nSU

Per cent load(R) = Per cent load(S)

Per cent load(T) = Per cent load(U).

The NOx emission of the selected control point Z shall be calculated as follows:

and:

ETU =

ERS =

MTU =

MRS =

where,

ER, ES, ET, EU = specific NOx emission of the enveloping modes calculated in accordance with Section 4.6.1.

MR, MS, MT, MU = engine torque of the enveloping modes

Figure 4

Interpolation of NOx Control Point

4.6.3. Comparison of NOx Emission Values

The measured specific NOx emission of the control point Z (NOx,Z) is compared to the interpolated value (EZ) as follows:

5. CALCULATION OF THE PARTICULATE EMISSION

5.1. Data Evaluation

For the evaluation of the particulates, the total sample masses (MSAM,i) through the filters shall be recorded for each mode.

The filters shall be returned to the weighing chamber and conditioned for at least one hour, but not more than 80 hours, and then weighed. The gross weight of the filters shall be recorded and the tare weight (see section 1 of this Appendix) subtracted. The particulate mass Mf is the sum of the particulate masses collected on the primary and back-up filters.

If background correction is to be applied, the dilution air mass (MDIL) through the filters and the particulate mass (Md) shall be recorded. If more than one measurement was made, the quotient Md/MDIL must be calculated for each single measurement and the values averaged.

5.2. Partial Flow Dilution System

The final reported test results of the particulate emission shall be determined through the following steps. Since various types of dilution rate control may be used, different calculation methods for GEDFW apply. All calculations shall be based upon the average values of the individual modes during the sampling period.

5.2.1. Isokinetic Systems

where r corresponds to the ratio of the cross sectional areas of the isokinetic probe and the exhaust pipe: R = ApAT

5.2.2. Systems with Measurement of CO2 or NOx Concentration

where:

concE = wet concentration of the tracer gas in the raw exhaust

concD = wet concentration of the tracer gas in the diluted exhaust

concA = wet concentration of the tracer gas in the dilution air

Concentrations measured on a dry basis shall be converted to a wet basis according to Section 4.2 of this Appendix.

5.2.3. Systems with CO2 Measurement and Carbon Balance Method ( 20 )

where:

CO2D = CO2 concentration of the diluted exhaust

CO2A =

CO2 concentration of the dilution air

(concentrations in vol % on wet basis)

This equation is based upon the carbon balance assumption (carbon atoms supplied to the engine are emitted as CO2) and determined through the following steps:

and

5.2.4. Systems with Flow Measurement

5.3. Full Flow Dilution System

The reported test results of the particulate emission shall be determined through the following steps. All calculations shall be based upon the average values of the individual modes during the sampling period. GEDFW,i = GTOTW,i

5.4. Calculation of the Particulate Mass Flow Rate

The particulate mass flow rate shall be calculated as follows: PTmass = MfMSAM * GEDFW—1 000

where

MSAM =

i =

1, … n

determined over the test cycle by summation of the average values of the individual modes during the sampling period.

The particulate mass flow rate may be background corrected as follows: PTmass = MfMSAM − MdMDIL * ∑i = 1i = n1 − 1DFi * WFi * GEDFW—1 000

If more than one measurement is made, Md/MDIL shall be replaced with Md/MDIL—.

DFi = 13,4/(concCO2 + (concCO + concHC)*10−4)) for the individual modes or,

DFi = 13,4/concCO2 for the individual modes.

5.5. Calculation of the Specific Emission

The particulate emission shall be calculated in the following way: PT— = PTmass∑ Pni * WFi

5.6. Effective Weighting Factor

The effective weighting factor WFE,i for each mode shall be calculated in the following way:

The value of the effective weighting factors shall be within ± 0,003 (± 0,005 for the idle mode) of the weighting factors listed in Section 2.7.1.

6. CALCULATION OF THE SMOKE VALUES

6.1. Bessel Algorithm

The Bessel algorithm shall be used to compute the 1 s average values from the instantaneous smoke readings, converted in accordance with section 6.3.1. The algorithm emulates a low pass second order filter, and its use requires iterative calculations to determine the coefficients. These coefficients are a function of the response time of the opacimeter system and the sampling rate. Therefore, section 6.1.1 must be repeated whenever the system response time and/or sampling rate changes.

6.1.1. Calculation of Filter Response Time and Bessel Constants

The required Bessel response time (tF) is a function of the physical and electrical response times of the opacimeter system, as specified in Annex III, Appendix 4, section 5.2.4, and shall be calculated by the following equation:

where:

tp = physical response time, s

te = electrical response time, s

The calculations for estimating the filter cut-off frequency (fc) are based on a step input 0 to 1 in ≤ 0,01 s (see Annex VII). The response time is defined as the time between when the Bessel output reaches 10 % (t10) and when it reaches 90 % (t90) of this step function. This must be obtained by iterating on fc until t90-t10≈tF. The first iteration for fc is given by the following formula:

The Bessel constants E and K shall be calculated by the following equations: E = 11 + Ω * 23 * D + D * Ω2

where:

D = 0,618034

Δt = 1/sampling rate

Ω = 1/[tan(π * Δt * fc)]

6.1.2. Calculation of the Bessel Algorithm

Using the values of E and K, the 1 s Bessel averaged response to a step input Si shall be calculated as follows:

where:

Si-2 = Si-1 = 0

Si = 1

Yi-2 = Yi-1 = 0

The times t10 and t90 shall be interpolated. The difference in time between t90 and t10 defines the response time tF for that value of fc. If this response time is not close enough to the required response time, iteration shall be continued until the actual response time is within 1 % of the required response as follows:

6.2. Data Evaluation

The smoke measurement values shall be sampled with a minimum rate of 20 Hz.

6.3. Determination of Smoke

6.3.1. Data Conversion

Since the basic measurement unit of all opacimeters is transmittance, the smoke values shall be converted from transmittance (τ) to the light absorption coefficient (k) as follows: k = − 1LA * In 1 − N100and N = 100 − τ

where:

k = light absorption coefficient, m-1

LA = effective optical path length, as submitted by instrument manufacturer, m

N = opacity, %

τ = transmittance, %

The conversion shall be applied, before any further data processing is made.

6.3.2. Calculation of Bessel Averaged Smoke

The proper cut-off frequency fc is the one that produces the required filter response time tF. Once this frequency has been determined through the iterative process of section 6.1.1, the proper Bessel algorithm constants E and K shall be calculated. The Bessel algorithm shall then be applied to the instantaneous smoke trace (k-value), as described in section 6.1.2:

The Bessel algorithm is recursive in nature. Thus, it needs some initial input values of Si-1 and Si-2 and initial output values Yi-1 and Yi-2 to get the algorithm started. These may be assumed to be 0.

For each load step of the three speeds A, B and C, the maximum 1s value Ymax shall be selected from the individual Yi values of each smoke trace.

6.3.3. Final Result

The mean smoke values (SV) from each cycle (test speed) shall be calculated as follows:

For test speed A :

For test speed B :

For test speed C :

where:

Ymax1, Ymax2, Ymax3 = highest 1 s Bessel averaged smoke value at each of the three load steps

The final value shall be calculated as follows: SV = 0,43 * SVA + 0,56 * SVB + 0,01 * SVC

Appendix 2

ETC TEST CYCLE

1. ENGINE MAPPING PROCEDURE

1.1. Determination of the Mapping Speed Range

For generating the ETC on the test cell, the engine needs to be mapped prior to the test cycle for determining the speed vs. torque curve. The minimum and maximum mapping speeds are defined as follows:

Minimum mapping speed = idle speed

Maximum mapping speed = nhi * 1,02 or speed where full load torque drops off to zero, whichever is lower

1.2. Performing the Engine Power Map

The engine shall be warmed up at maximum power in order to stabilise the engine parameters according to the recommendation of the manufacturer and good engineering practice. When the engine is stabilised, the engine map shall be performed as follows:

(a) the engine shall be unloaded and operated at idle speed;

(b) the engine shall be operated at full load setting of the injection pump at minimum mapping speed;

(c) the engine speed shall be increased at an average rate of 8 ± 1 min−1 /s from minimum to maximum mapping speed. Engine speed and torque points shall be recorded at a sample rate of a least one point per second.

1.3. Mapping Curve Generation

All data points recorded under section 1.2 shall be connected using linear interpolation between points. The resulting torque curve is the mapping curve and shall be used to convert the normalised torque values of the engine cycle into actual torque values for the test cycle, as described in section 2.

1.4. Alternate Mapping

If a manufacturer believes that the above mapping techniques are unsafe or unrepresentative for any given engine, alternate mapping techniques may be used. These alternate techniques must satisfy the intent of the specified mapping procedures to determine the maximum available torque at all engine speeds achieved during the test cycles. Deviations from the mapping techniques specified in this section for reasons of safety or representativeness shall be approved by the Technical Service along with the justification for their use. In no case, however, shall descending continual sweeps of engine speed be used for governed or turbocharged engines.

1.5. Replicate Tests

An engine need not be mapped before each and every test cycle. An engine shall be remapped prior to a test cycle if:

— an unreasonable amount of time has transpired since the last map, as determined by engineering judgement, — or,

— physical changes or recalibrations have been made to the engine which may potentially affect engine performance.

2. GENERATION OF THE REFERENCE TEST CYCLE

The transient test cycle is described in Appendix 3 to this Annex. The normalised values for torque and speed shall be changed to the actual values, as follows, resulting in the reference cycle.

2.1. Actual Speed

The speed shall be unnormalised using the following equation: Actual speed = % speed reference speed — idle speed100 + idle speed

The reference speed (nref) corresponds to the 100 % speed values specified in the engine dynamometer schedule of Appendix 3. It is defined as follows (see Figure 1 of Annex I):

where nhi and nlo are either specified according to Annex I, section 2 or determined according to Annex III, Appendix 1, section 1.1.

2.2. Actual torque

The torque is normalised to the maximum torque at the respective speed. The torque values of the reference cycle shall be unnormalised, using the mapping curve determined according to section 1.3, as follows: Actual torque = % torque * max. torque100

for the respective actual speed as determined in Section 2.1.

The negative torque values of the motoring points (‘m’) shall take on, for purposes of reference cycle generation, unnormalised values determined in either of the following ways:

— negative 40 % of the positive torque available at the associated speed point,

— mapping of the negative torque required to motor the engine from minimum to maximum mapping speed,

— determination of the negative torque required to motor the engine at idle and ref