1970L0220 — EN — 08.07.1993 — 011.001 — 1
This document is meant purely as a documentation tool and the institutions do not assume any liability for its contents
►B ►M6 COUNCILDIRECTIVE
of20March1970
ontheapproximationofthelawsoftheMemberStatesonmeasurestobetakenagainstairpollu-
tionbyemissionsfrommotorvehicles
(70/220/EEC) ◄
(OJ L 76, 6.4.1970, p. 1)
Amended by:
Official Journal
No page date
►M1Council Directive 74/290/EEC of 28 May 1974 L 159 61 15.6.1974
►M2Commission Directive 77/102/EEC of 30 November 1976 L 32 32 3.2.1977
►M3Commission Directive 78/665/EEC of 14 July 1978 L 223 48 14.8.1978
►M4Council Directive 83/351/EEC of 16 June 1983 L 197 1 20.7.1983
►M5Council Directive 88/76/EEC of 3 December 1987 L 36 1 9.2.1988
►M6Council Directive 88/436/EEC of 16 June 1988 L 214 1 6.8.1988
►M7Council Directive 89/458/EEC of 18 July 1989 L 226 1 3.8.1989
►M8Commission Directive 89/491/EEC of 17 July 1989 L 238 43 15.8.1989
►M9Council Directive 91/441/EEC of 26 June 1991 L 242 1 30.8.1991
►M10Council Directive 93/59/EEC of 28 June 1993 L 186 21 28.7.1993
Amended by:
►A1Act of Accession of Denmark, Ireland and the United Kingdom of Great
Britain and Northern IrelandL 73 14 27.3.1972
Corrected by:
►C1Corrigendum, OJ L 303, 8.11.1988, p. 36 (88/436/EEC)
►C2Corrigendum, OJ L 270, 19.9.1989, p. 16 (89/458/EEC)
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COUNCILDIRECTIVE
of20March1970
on the approximation of the laws of the Member States on
measurestobetakenagainstairpollutionbyemissionsfrommotor
vehicles
(70/220/EEC)
THE COUNCIL OF THE EUROPEAN COMMUNITIES,
Having regard to the Treaty establishing the European Economic
Community, and in particular Article 100 thereof;
Having regard to the proposal from the Commission;Having regard to the Opinion of the European Parliament(
1);
Having regard to the Opinion of the Economic and Social
Committee(2);
Whereas a regulation of 14 October 1968 amending the
Straßenverkehrs-Zulassungs-Ordnung was published in Germany in
theBundesgesetzblatt Part I of 18 October 1968; whereas that regula-
tion contains provisions on measures to be taken against air pollutionby positive-ignition engines of motor vehicles; whereas those provi-sions will enter into force on 1 October 1970;
Whereas a regulation of 31 March 1969 on the ‘Composition of
exhaust gases emitted from petrol engines of motor vehicles’ waspublished in France in the Journal officiel of 17 May 1969; whereas
that regulation is applicable:
— from 1 September 1971, to type-approved vehicles with a new type
of engine, that is to say, a type of engine which has never beforebeen installed in a type-approved vehicle;
— from 1 September 1972, to vehicles put into service for the first
time;
Whereas those provisions are liable to hinder the establishment and
proper functioning of the common market; whereas it is therefore
necessary that all Member States adopt the same requirements, eitherin addition to or in place of their existing rules, in order, in particular,to allow the EEC type — approval procedure which was the subject ofthe Council Directive(
3) 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 to be applied in respect of each type of
vehicle;
Whereas, however, the present Directive will be applied before the date
laid down for the application of the Directive of 6 February 1970;whereas at that time therefore the procedures of this last Directivewill not yet be applicable; whereas therefore an ad hocprocedure
must be laid down in the form of a communication certifying that avehicle type has been tested and that it satisfies the requirements of
this Directive;
Whereas, on the basis of that communication, each Member State
requested to grant national type approval of a type of vehicle must be
able to ascertain whether that type has been submitted to the tests laiddown in this Directive; whereas, to this end, each Member State shouldinform the other Member States of its findings by sending them a copyof the communication completed for each type of motor vehicle whichhas been tested;1970L0220 — EN — 08.07.1993 — 011.001 — 2
(1) OJ No C 160, 18.12.1969, p. 7.
(2) OJ No C 48, 16.4.1969, p. 16.
(3) OJ No L 42, 23.2.1970, p. 1.▼M6
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Whereas a longer period of adaptation should be laid down for industry
in respect of the requirements relating to the testing of the averageemission of gaseous pollutants in a congested urban area after a cold
start than in respect of the other technical requirements of this Direc-
tive;
Whereas it is desirable to use the technical requirements adopted by the
UN Economic Commission for Europe in its Regulation No 15(
1)
(Uniform provisions concerning the approval of vehicles equippedwitha positive-ignition engine withregard to th e emission of gaseous
pollutants by the engine), annexed to the Agreement of 20 March 1958
concerning the adoption of uniform conditions of approval and reci-procal recognition of approval for motor vehicle equipment and parts;
Whereas, furthermore, the technical requirements must be rapidly
adapted to take account of technical progress; whereas, to this end,provision should be made for application of the procedure laid down
in Article 13 of the Council Directive of 6 February 1970 on the type
approval of motor vehicles and their trailers;
HAS ADOPTED THIS DIRECTIVE:
Article 1
For the purposes of this Directive, ‘vehicle’ means any vehicle with a
positive-ignition engine or witha compression-ignition engine,
intended for use on the road, with or without bodywork, having at least
four wheels, a permissible maximum mass of at least 400 kg and amaximum design speed equal to or exceeding 50 km/h, with the excep-tion of agricultural tractors and machinery and public works vehicles.
Article 2
No Member State may refuse to grant EEC type approval or national
type approval of a vehicle on grounds relating to air pollution by gases
from positive-ignition engines of motor vehicles:
— from 1 October 1970, where that vehicle satisfies both the require-
ments contained in Annex I, with the exception of those in items
3.2.1.1 and 3.2.2.1, and the requirements contained in Annexes II,
IV, V and VI;
— from 1 October 1971, where that vehicle satisfies, in addition, the
requirements contained in items 3.2.1.1 and 3.2.2.1 of Annex I andin Annex III.
Article 2a
No Member State may refuse or prohibit the sale or registration, entry
into service or use of a vehicle on grounds relating to air pollution by
gases from positive-ignition engines of motor vehicles if that vehicle
satisfies the requirements set out in Annexes I, II, III, IV, V and VI.
Article 3
1. On application being made by a manufacturer or his authorised
representative, the competent authorities of the Member Stateconcerned shall complete the sections of the communication provided
for in Annex VII. A copy of that communication shall be sent to the
other Member States and to the applicant. Other Member States whichare requested to grant national type approval for the same type ofvehicle shall accept that document as proof that the tests provided forhave been carried out.1970L0220 — EN — 08.07.1993 — 011.001 — 3
(1) ECE (Geneva) Document W/TRANS/WP 29/293/Rev. 1, 11.4.1969.▼M4
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2. The provisions of paragraph 1 shall be revoked as soon as the
Council Directive of 6 February 1970 on the type approval of motorvehicles and their trailers enters into force.
Article 4
The Member State which has granted type approval shall take the
necessary measures to ensure that it is informed of any modification
of a part or characteristic referred to in item 1.1 of Annex I. Thecompetent authorities of that Member State shall determine whetherfresh tests should be carried out on the modified prototype and whethera fresh report should be drawn up. Where such tests reveal failure tocomply with the requirements of this Directive, the modification shall
not be approved.
Article 5
The amendments necessary for adjusting the requirements of Annexes I
to VII so as to take account of technical progress shall be adopted in
accordance with the procedure laid down in Article 13 of the CouncilDirective of 6 February 1970 on the type approval of motor vehiclesand their trailers.
Article 6
1. Member States shall adopt provisions containing the requirements
needed in order to comply withth is Directive before 30 June 1970 andshall forthwith inform the Commission thereof.
2. Member States shall ensure that they communicate to the
Commission the text of the main provisions of national law which
they adopt in the field covered by this Directive.
Article 7
This Directive is addressed to the Member States.1970L0220 — EN — 08.07.1993 — 011.001 — 4
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ANNEX I
SCOPE, DEFINITIONS, APPLICATION FOR EEC TYPE-APPROVAL,
EEC TYPE-APPROVAL, REQUIREMENTS AND TESTS, EXTENSION
OFEECTYPE-APPROVAL,CONFORMITYOFPRODUCTION,TRAN-
SITIONALPROVISIONS
1. SCOPE
This Directive applies to the tailpipe emissions, evaporative emis-
sions, emissions of crankcase gases and the durability of anti-
pollution devices for all motor vehicles equipped with positive-
ignition engines and to the tailpipe emissions and durability of
anti-pollution devices from vehicles of categories M1and N1(1),
equipped withcompression-ignition engines covered by Article 1
of Directive 70/220/EEC in the version of Directive 83/351/
EEC(2), with the exception of those vehicles of category N1for
which type-approval has been granted pursuant to Directive 88/
77/EEC(3).
At the request of the manufacturers, type-approval pursuant to
this Directive may be extended from M1or N1vehicles equipped
with compression ignition engines which have already been type-
approved, to M2and N2vehicles having a reference mass not
exceeding 2 840 kg and meeting the conditions of section 6 of
this Annex (extension of EEC type-approval).
2. DEFINITIONS
For the purposes of this Directive:
2.1. ‘Vehicle type’ with regard to the tailpipe emissions from the
engine, means a category of power-driven vehicles which do not
differ in suchessential respects as:
2.1.1. the equivalent inertia determined in relation to the reference mass
as prescribed in section 5.1 of Annex III; and
2.1.2. the engine and vehicle characteristics as defined in Annex II.
2.2. ‘Reference mass’ means the mass of the vehicle in running order
less the uniform mass of the driver of 75 kg and increased by a
uniform mass of 100 kg.
2.2.1. ‘Mass of the vehicle in running order’ means the mass defined in
section 2.6 of Annex I to Directive 70/156/EEC.
2.3. ‘Maximum mass’ means the mass defined in section 2.7 of
Annex I to Directive 70/156/EEC.
2.4. ‘Gaseous pollutants’ means the exhaust gas emissions of carbon
monoxide, hydrocarbons (assuming a ratio of C1H1,85), and oxides
of nitrogen, expressed in nitrogen dioxide (NO2) equivalent.
2.5. ‘Particulate pollutants’ means components of the exhaust gas
which are removed from the diluted exhaust gas at a maximum
temperature of 325 K (52 ºC) by means of the filters described
in Annex III.
2.6. ‘Tailpipe emissions’ means:
— for positive-ignition engines, the emission of gaseous pollu-
tants,
— for compression-ignition engines, the emission of gaseous and
particulate pollutants.
2.7. ‘Evaporative emissions’ means the hydrocarbon vapours lost from
the fuel system of a motor vehicle other than those from tailpipe
emissions.
2.7.1. ‘Tank breathing losses’ are hydrocarbon emissions caused by
temperature changes in the fuel tank (assuming a ratio of C1H2,33).1970L0220 — EN — 08.07.1993 — 011.001 — 5
(1) As defined in point 0.4 of Annex I to Directive 70/156/EEC (OJ No L 42, 23. 2. 1970,
p. 1).
(2) OJ No L 197, 20. 7. 1983, p. 1.
(3) OJ No L 36, 9. 2. 1988, p. 33.
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2.7.2. ‘Hot soak losses’ are hydrocarbon emissions arising from the fuel
system of a stationary vehicle after a period of driving (assuming
a ratio of C1H2,20).
2.8. ‘Engine crankcase’ means the spaces in, or external to, an engine
which are connected to the oil sump by internal or external ducts
through which gases and vapours can escape.
2.9. ‘Cold start device’ means a device which temporarily enriches the
air/fuel mixture of the engine thus assisting the engine to start.
2.10. ‘Starting aid’ means a device which assists the engine to start
without enrichment of the air/fuel mixture of the engine, e.g.
glow plugs, modifications to the injection timing.
2.11. ‘Engine capacity’ means:
2.11.1. for reciprocating piston engines, the nominal engine swept
volume,
2.11.2. for rotary piston (Wankel) engines, double the nominal engine
swept volume.
2.12. ‘Anti-pollution device’ means those components of a vehicle that
control and/or limit tailpipe and evaporative emissions.
3. APPLICATION FOR EEC TYPE-APPROVAL
3.1. The application for approval of a vehicle type with regard to tail-
pipe emissions, evaporative emissions and durability of
antipollution devices is submitted by the vehicle manufacturer or
by his authorized representative.
3.2. It is accompanied by the information required by Annex II,
together with:
3.2.1. a description of the evaporative control system installed on the
vehicle;
3.2.2. in the case of vehicles equipped with positive ignition engines, a
statement of whether either 5.1.2.1 (restricted orifice) or 5.1.2.2
(marking) applies, and in the latter case, a description of the
marking;
3.2.3. when appropriate, copies of other type approvals with the rele-
vant data to enable extensions of approvals and establishment of
deterioration factors.
3.3. For the tests described in Section 5 of this Annex a vehicle repre-
sentative of the vehicle type to be approved must be submitted to
the technical service responsible for the type-approval tests.
4. EEC TYPE-APPROVAL
4.1. A certificate conforming to the model given in Annex IX must be
issued as the EEC type-approval certificate.
5. REQUIREMENTS AND TESTS
Note:
As an alternative to the requirements of this section, vehicle
manufacturers whose world-wide annual production is less than
10000 units may obtain type-approval on the basis of the corre-
sponding technical requirements in:
— the code of Federal Regulations, Title 40, Part 86, subparts A
and B, applicable to 1987 model year light-duty vehicles,
revised as of 1 July 1989 and published by the US Govern-
ment Printing Office, or
— the ‘Master Document’, in its final version dated 25
September 1987, prepared by the International meeting in
Stockholm on Air Pollution by Motor Vehicles, entitled
‘Control of Air Pollution from Motor Vehicles — General
Provisions for Emission Regulations for Light Motor Vehi-
cles.’
The type-approval authority must notify the Commission of the
circumstances of eachapproval granted under th is provision.1970L0220 — EN — 08.07.1993 — 011.001 — 6
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5.1. General
5.1.1. The components liable to effect tailpipe and evaporative emis-
sions must be so designed, constructed and assembled as to
enable the vehicle, in normal use, to comply with the require-
ments of this Directive, despite the vibration to which they may
be subjected.
The technical measures taken by the manufacturer must be such
as to ensure that the tailpipe and evaporative emissions are effec-
tively limited, pursuant to this Directive, throughout the normal
life of the vehicle and under normal conditions of use. For tail-
pipe emissions, these provisions are deemed to be met if the
provisions of sections 5.3.1.4 and 7.1.1.1 are respectively
complied with.
If an oxygen sensor is used in the catalytic converter system,
steps must be taken to ensure that the stoichiometric air-fuel ratio
(lambda) is maintained when a certain speed is reached or when
accelerating.
However, temporary variations in this ratio are permissible if they
also occur during the test defined in sections 5.3.1 and 7.1.1
respectively, or if these variations are necessary for safe driving
and for the correct operation of the engine and of components
which affect pollutant emissions or if these variations are neces-
sary for cold starting.
5.1.2. A vehicle equipped with a positive-ignition engine must be
designed to be capable of running on unleaded petrol as specified
by Directive 85/210/EEC(1).
5.1.2.1. Subject to 5.1.2.2, the inlet orifice of the fuel tank must be so
designed that it prevents the tank from being filled from a petrol
pump delivery nozzle which has an external diameter of 23,6 mm
or greater.
5.1.2.2. Section 5.1.2.1 does not apply to a vehicle in respect of which
both of the following conditions are satisfied, that is to say:
5.1.2.2.1. that the vehicle is so designed and constructed that no device
designed to control the emission of gaseous pollutants is
adversely affected by leaded petrol, and
5.1.2.2.2. that the vehicle is conspicuously, legibly and indelibly marked
withth e symbol for unleaded petrol specified in ISO 2575-1982
in a position immediately visible to a person filling the fuel tank.
Additional markings are permitted.
5.2. Applicationoftests
Figure 1.5.2 illustrates the routes for type-approval of a vehicle.
5.2.1. Positive ignition engined vehicles must be subject to the
following tests:
— Type I: (simulating the average tailpipe emissions after a
cold start)
— Type II: (carbon monoxide emission at idling speed)
— Type III: (emission of crankcase gases)— Type IV: (evaporation emissions)
— Type V: (durability of anti-pollution devices).
5.2.2. Compression ignition engined vehicles must be subject to the
following tests:
— Type I: (simulating the average tailpipe emissions after a
cold start)
— Type V: (durability of anti-pollution devices).1970L0220 — EN — 08.07.1993 — 011.001 — 7
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5.3. Descriptionoftests
5.3.1. Type I test (simulating the average tailpipe emissions after a cold
start).
5.3.1.1. Figure I.5.3 illustrates the routes for type I test. This test must be
carried out on all vehicles referred to in section 1, of a maximum
mass not exceeding 3,5 tonnes.
5.3.1.2. The vehicle is placed on a chassis dynamometer equipped with a
means of load and inertia simulation.
►M105.3.1.2.1. A test lasting a total of ◄vehicles referred to in 8.1, a test
lasting a total of 19 minutes and 40 seconds, made up of twoparts, One and Two, is performed without interruption. An
unsampled period of not more than 20 seconds may, with the
agreement of the manufacturer, be introduced between the end
of Part One and the beginning of Part Two in order to facilitate
adjustment of the test equipment.
5.3.1.2.2. Part One of the test is made up of four elementary urban cycles.
Eachelementary urban cycle comprises fifteen ph ases (idling,
acceleration, steady speed, deceleration, etc.).
5.3.1.2.3. Part Two of the test is made up of one extra urban cycle. The
extra urban cycle comprises 13 phases (idling, acceleration,
steady speed, deceleration, etc.).
Figure 1.5.2
Differentroutesfortype-approvalandextensions
Type-approval testPositive-ignition engined vehicles
of categories M and NCompression ignition engined
vehicles of categories M1and N1
Type I Yes
(mass≤3,5 t)Yes
(mass≤3,5 t)
Type II Yes
(mass > 3,5 t)—
Type III Yes —
Type IV Yes
(mass≤3,5 t)—
Type V Yes
(mass≤3,5 t)Yes
(mass≤3,5 t)
Extension
conditionsSection 6 — Section 6
—M2and N2
withreference mass not
more than 2 840 kg
5.3.1.2.5. During the test the exhaust gases are diluted and a proportional
sample collected in one or more bags. The exhaust gases of the
vehicle tested are diluted, sampled and analyzed, following the
procedure described below, and the total volume of the diluted
exhaust is measured. Not only the carbon monoxide,hydrocarbon
and nitrogen oxide emissions, but also the particulate pollutant
emissions from vehicles equipped with compression-ignition
engines are recorded.
5.3.1.3. The test is carried out using the procedure described in Annex III.
The methods used to collect and analyse the gases and to remove
and weighth e particulates must be as prescribed.
5.3.1.4. Subject to the requirements of 5.3.1.4.2 and 5.3.1.5 the test must
be repeated three times. ►M10The results are multiplied by ◄
the appropriate deterioration factors obtained from 5.3.5. The
resulting masses of gaseous emissions and, in the case of vehicles
equipped withcompression-ignition engines, th e mass of particu-1970L0220 — EN — 08.07.1993 — 011.001 — 8
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lates obtained in each test must be less than the limits shown in
the table below:
Category of vehicleReference massLimit values
Mass of
carbon
monoxideCombined
mass of
hydrocarbons
and oxides of
nitrogenMass of
particulate-
s(1)
RW (kg) L1(g/km) L2(g/km) L3(g/km)
M(2) all 2,72 0,97 0,14
N1(3)Category I RW ≤1250 2,72 0,97 0,14
Category II 1 250 < RW
≤1 7005,17 1,4 0,19
Category III 1 700 < RW 6,9 1,7 0,25
(1) For compression ignition engines.
(2) Except:
— vehicles designed to carry more than six occupants including the driver,
— vehicles whose maximum mass exceeds 2 500 kg.
(3) And those category M vehicles which are specified in note 2.
5.3.1.4.1. Notwithstanding the requirements of 5.3.1.4, for each pollutant or
combination of pollutants, one of the three resulting masses
obtained may exceed, by not more than 10 %, the limit
prescribed, provided the arithmetical mean of the three results is
below the prescribed limit. Where the prescribed limits are
exceeded for more than one pollutant it is immaterial whether
this occurs in the same test or in different tests(1).
5.3.1.4.2. The number of tests prescribed in 5.3.1.4 may, at the request of
the manufacturer, be increased to 10 provided that the arithme-
tical mean ( xi) of the first three results obtained for each
pollutant or combined total of two pollutants subject to limitation
falls between 100 and 110 % of the limit. In this case, the
requirement is only that the arithmetical mean of all ten results
obtained for eachpollutant or combined total of two pollutants
subject to limitation must be less than the limit value ( x<L).
5.3.1.5. The number of tests prescribed in 5.3.1.4 is reduced in the condi-
tions hereinafter defined, where V1is the result of the first test
and V2the result of the second test for each pollutant or for the
combined emission of two pollutants subject to limitation.
5.3.1.5.1. Only one test is performed if the result obtained for each pollu-
tant or for the combined emission of two pollutants subject to
limitation, is less than or equal to 0,70 L (ie. V1≤0,70 L).
5.3.1.5.2. If the requirement of 5.3.1.5.1 is not satisfied, only two tests are
performed if, for eachpollutant or for th e combined emission of
two pollutants subject to limitation, the following requirements
are met:
V1≤0,85 L and V1+V2≤1,70 L and V2≤L.
5.3.2. Type II test (carbon monoxide emission test at idling speed)
5.3.2.1. This test is carried out on vehicles powered by a positive-ignition
engine to which the test specified in 5.3.1 does not apply.
5.3.2.2. When tested in accordance with Annex IV, the carbon monoxide
content by volume of the exhaust gases emitted with the engine
idling must not exceed 3,5 % at the setting specified by the1970L0220 — EN — 08.07.1993 — 011.001 — 9
(1) When one of the three results corresponding to each pollutant or combination exceeds
the limit value prescribed in 5.3.1.4 by more than 10 %, the test may, for the vehicle
concerned, be continued as specified in 5.3.1.4.2.▼M10
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manufacturer and must not exceed 4,5 % within the range of
adjustments specified in that Annex.
5.3.3. Type III test (verifying emissions of crankcase gases)
5.3.3.1. This test must be carried out on all vehicles referred to in section
1 except those having compression-ignition engines.1970L0220 — EN — 08.07.1993 — 011.001 — 10
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Figure I.5.3
FlowchartfortypeItype-approval
(see section 5.3.1)
1970L0220 — EN — 08.07.1993 — 011.001 — 11
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5.3.3.2. When tested in accordance with Annex V, the engine's crankcase
ventilation system must not permit the emission of any of the
crankcase gases into the atmosphere.
5.3.4. Type IV test (determination of evaporative emissions)
5.3.4.1. This test must be carried out on all vehicles referred to in Section
1 except those vehicles having a compression-ignition engine.
5.3.4.2. When tested in accordance with Annex VI, evaporative emissions
shall be less than 2 g/test.
5.3.5. Type V test (durability of anti-pollution devices)
►M105.3.5.1. This test must be carried out on all vehicles referred to in
Section 1 to which the test specified in 5.3.1 applies' (remainder
unchanged). ◄The test represents an ageing test of 80000 kilo-
metres driven in accordance withth e programme described in
Annex VII on a test track, on the road or on a chassis dynam-
ometer.
5.3.5.2. Notwithstanding the requirement of 5.3.5.1 a manufacturer may
choose to have the deterioration factors from the following table
used as an alternative to testing to 5.3.5.1.1.
Engine categoryDeterioration factors
CO HC + NOx Particulates (1)
Positive-ignition engine 1,2 1,2 —
Compression-ignition engine 1,1 1,0 1,2
(1) For compression ignition engined vehicles.
At the request of the manufacturer, the technical service maycarry out the type I test before the type V test has been completed
using the deterioration factors in the table above. On completion
of the type V test, the technical service may then amend the type-
approval results recorded in Annex IX by replacing the deteriora-
tion factors in the above table with those measured in the type V
test.
5.3.5.3. Deterioration factors are determined using either procedure in
5.3.5.1 or using the values in the table in 5.3.5.2. The factors are
used to establishcompliance withth e requirements of 5.3.1.4 and
7.1.1.1.
6. EXTENSION OF EEC TYPE-APPROVAL6.1. Tailpipeemissionrelated extensions
(type I and type II tests).
6.1.1. Vehicle types of different reference masses
6.1.1.1. Approval granted to a vehicle type may be extended only to
vehicle types of a reference mass requiring the use of the next
higher equivalent inertia or any lower equivalent inertia.
6.1.1.2. In the case of vehicles of category N
1and vehicles of category M
referred to in note 2 of Section 5.3.1.4, if the reference mass of
the vehicle type for which extension of the approval is requested
requires the use of a flywheel of equivalent inertia lower than that
used for the vehicle type already approved, extension of the
approval is granted if the masses of the pollutants obtained from
the vehicle already approved are within the limits prescribed for
the vehicle for which extension of the approval is requested1970L0220 — EN — 08.07.1993 — 011.001 — 12
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6.1.2. Vehicle types with different overall gear ratios
Approval granted to a vehicle type may under the following
conditions be extended to vehicle types which differ from the
type approved only in respect of their transmission ratios:
6.1.2.1. For each of the transmission ratios used in the type I test, it is
necessary to determine the proportion,
E¼V2/C0V1
V1
where, at an engine speed of 1 000 rpm, V1is the speed of the
vehicle-type approved and V2is the speed of the vehicle type
for which extension of the approval is requested.
6.1.2.2. If, for eachgear ratio, E ≤8 %, the extension is granted without
repeating the type I tests.
6.1.2.3. If, for at least one gear ratio, E > 8 % and if for eachgear ratio
E≤13 % the type I test must be repeated, but may be
performed in a laboratory chosen by the manufacturer subject to
the approval of the authority granting type-approval. The report
of the tests must be sent to the technical service responsible for
the type-approval tests.
6.1.3. Vehicle types of different reference masses and different overall
transmission ratios
Approval granted to a vehicle type may be extended to vehicle
types differing from the approved type only in respect of their
reference mass and their overall transmission ratios, provided
that all the conditions prescribed in 6.1.1 and 6.1.2 are fulfilled.
6.1.4. Note:
When a vehicle type has been approved in accordance with 6.1.1
to 6.1.3, such approval may not be extended to other vehicle
types.
6.2. Evaporativeemissions(typeIVtest)
6.2.1. Approval granted to a vehicle type equipped with a control
system for evaporative emissions may be extended under the
following conditions:
6.2.1.1. The basic principle of fuel/air metering (e.g. single point injec-
tion, carburettor) must be the same.
6.2.1.2. The shape of the fuel tank and the material of the fuel tank and
liquid fuel hoses must be identical. The worst-case family with
regard to the cross-section and approximate hose length must be
tested. Whether non-identical vapour/liquid separators are accep-
table is decided by the technical service responsible for the type-
approval tests. The fuel tank volume must be within a range
of ± 10 %. The setting of the tank relief valve must be identical.
6.2.1.3. The method of storage of the fuel vapour must be identical, i.e.
trap form and volume, storage medium, air cleaner (if used for
evaporative emission control), etc.
6.2.1.4. The carburettor bowl fuel volume must be within a 10 millilitre
range.
6.2.1.5. The method of purging of the stored vapour must be identical
(e.g. air flow, start point or purge volume over driving cycle).
6.2.1.6. The method of sealing and venting of the fuel metering system
must be identical.
6.2.2. Further notes:
(i) different engine sizes are allowed;
(ii) different engine powers are allowed;
(iii) automatic and manual gearboxes, two and four wheel trans-
missions are allowed;
(iv) different body styles are allowed;
(v) different wheel and tyre sizes are allowed.1970L0220 — EN — 08.07.1993 — 011.001 — 13
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6.3. Durabilityofanti-pollutiondevices
(type V test)
6.3.1. Approval granted to a vehicle type may be extended to different
vehicle types, provided that the engine/pollution control system
combination is identical to that of the vehicle already approved.
To this end, those vehicle types whose parameters described
below are identical or remain within the limit values prescribed
are considered to belong to the same engine/pollution control
system combination.
6.3.1.1. Engine:
— number of cylinders,
— engine capacity (± 15 %),
— configuration of the cylinder block,— number of valves,
— fuel system,
— type of cooling system,— combustion process.
6.3.1.2. Pollution control system:
— Catalytic converters:
— number of catalytic converters and elements,
— size and shape of catalytic convertors (volume ± 10 %),
— type of catalytic activity (oxidizing, three-way, …),
— precious metal load (identical or higher),— precious metal ratio (± 15 %),
— substrate (structure and material),
— cell density,— type of casing for the catalytic converter(s),
— location of catalytic converters (position and dimension in
the exhaust system, that does not produce a temperature
variation of more than 50 K at the inlet of the catalytic
converter).
— Air injection:
— withor with out
— type (pulsair, air pumps, …).
— EGR:
— withor with out.
6.3.1.3. Inertia category: the inertia category immediately above and any
equivalent inertia category below.
6.3.1.4. The durability test may be achieved by using a vehicle, the body
style, gear box (automatic or manual) and size of the wheels or
tyres of which are different from those of the vehicle type for
which the type approval is sought.
7. CONFORMITY OF PRODUCTION
7.1. As a general rule, conformity of production withregard to limita-
tion of tailpipe and evaporative emissions from the vehicle, is
checked on the basis of the description in the type-approval certi-
ficate set out in Annex IX and, where necessary, of all or some of
the tests of types I, II, III, and IV described in 5.2.
7.1.1. Conformity of the vehicle for a type I test shall be checked as
follows:
7.1.1.1. A vehicle is taken from the series and subjected to the test
described in 5.3.1. The deterioration factors are applied in the
same way. However, the limits shown in 5.3.1.4 are replaced by
the following:1970L0220 — EN — 08.07.1993 — 011.001 — 14
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Category of
vehicleReference massLimit values
Mass of carbon
monoxideCombined mass
of hydrocarbons
and oxydes of
nitrogenMass of
particulates(1)
RW (kg) L1(g/km) L2(g/km) L3(g/km)
M(2) all 3,16 1,13 0,18
N1(3)RW≤1 250 3,16 1,13 0,18
1 250 < RW
≤1 7006,0 1,6 0,22
1 700 < RW 8,0 2,0 0,29
(1) For compression ignition engines.
(2) See note 2 of Section 5.3.1.4.
(3) See note 3 of Section 5.3.1.4.
7.1.1.2. If the vehicle taken from the series does not satisfy the require-
ments of 7.1.1.1, the manufacturer may ask for measurements to
be performed on a sample of vehicles taken from the series and
including the vehicle originally taken. The manufacturer deter-
mines the size, n, of the sample. Vehicles other than the vehicle
originally taken are subjected to a single type I test. The result to
be taken into consideration for the vehicle tested originally is the
arithmetical mean of the results obtained from the three type I
tests carried out on that vehicle. The arithmetical mean ( x) of
the results obtained from the random sample and the standard
deviation S(1) are then plotted for the carbon monoxide emis-
sions, the combined hydrocarbon and nitrogen oxide emissions
and the particulate emissions. Production models are then deemed
to conform if the following condition is met:
xþk:S/C20L
where:
L is the limit value laid down in 7.1.1.1,
k is the statistical factor depending upon n and given in the
following table:
n 234567891 0
k 0,973 0,613 0,489 0,421 0,376 0,342 0,317 0,296 0,279
n 1 11 21 31 41 51 61 71 81 9
k 0,265 0,253 0,242 0,233 0,224 0,216 0,210 0,203 0,198
if n≥20, k ¼0;860ﬃﬃﬃnp
7.1.2. In a type II or type III test carried out on a vehicle taken from the
series, the conditions laid down in 5.3.2.2 and 5.3.3.2 must be
complied with.
7.1.3. Notwithstanding the requirements of section 3.1.1 of Annex III,
the technical service responsible for verifying the conformity of
production may, with the consent of the manufacturer, carry out1970L0220 — EN — 08.07.1993 — 011.001 — 15
(1) Standard deviation is S2¼Xx/C0xðÞ2
n/C01where x is one of the n individual results
obtained.▼M9
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tests of types I, II, III and IV on vehicles which have been driven
less than 3 000 kilometres.
7.1.4. When tested in accordance with Annex VI, the average evapora-
tive emissions for all production vehicles of the type approved
must be less than the limit value in 5.3.4.2.
7.1.5. For routine end-of-production-line testing, the holder of the
approval may demonstrate compliance by sampling vehicles
which meet the requirements in section 7 of Annex VI.
8. TRANSITIONAL PROVISIONS
8.2. The following provisions remain applicable until 31 December
1994 for vehicles newly put into service and type-approved
before 1 July 1993:
— the transitional provisions laid down in section 8.3 (with the
exception of 8.3.1.3) of Annex I to Directive 70/220/EEC, as
amended by Directive 88/436/EEC,
►M10— the provisions laid down for category M1(1) vehicles
fitted withpositive-ignition engines of a capacity of more
than 2 litres, in Annex I to Directive 70/220/EEC as amended
by Directive 88/76/EEC, ◄
— the provisions laid down for vehicles with an engine capacity
of less than 1,4 litres in Directive 70/220/EEC, as amended by
Directive 89/458/EEC.
At the manufacturer's request, the tests carried out in accordance
withth ese requirements may be type-approved instead of under-
going the test referred to in sections 5.3.1, 5.3.5 and 7.1.1 of
Annex I to Directive 70/220/EEC, as amended by Directive 91/
441/EEC.
8.3. ►M10For vehicles of category M1(1) up to 1 July 1994 for
type-approval and up to 31 December 1994 for the initial entry
into service, and
for vehicles of category N1(2) up to 1 October 1994 for type-
approval and up to 1 October 1995 for the initial entry into
service,
the limit values for the combined mass of hydrocarbons and
nitrogen oxides and for the mass of particulates of vehicles fitted
withcompression ignition engines of th e direct-injection type are
those obtained by multiplying the values L2and L3in the tables
in 5.3.1.4 (type-approval) and 7.1.1.1 (conformity check) by a
factor of 1,4. ◄1970L0220 — EN — 08.07.1993 — 011.001 — 16
(1) See note (2) of Section 5.3.1.4.
(2) See note (3) of Section 5.3.1.4.▼M10
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ANNEX II
INFORMATIONDOCUMENTNo…
inaccordancewithAnnexIofCouncilDirective70/156/EECrelatingtoEECtype-approvaland
referring tomeasurestobetakenagainstairpollutionbyemissionsfrommotorvehicles
(Directive 70/220/EEC as last amended by Directive 91/441/EEC)
1970L0220 — EN — 08.07.1993 — 011.001 — 17
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1970L0220 — EN — 08.07.1993 — 011.001 — 23
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ANNEX III
TYPEITEST
(Verifyingtheaverage emissionoftailpipeemissionsafteracoldstart)
1. INTRODUCTION
This Annex describes the procedure for the Type I test defined in
5.3.1 of Annex I.
2. OPERATING CYCLE ON THE CHASSIS DYNAMOMETER
2.1. Descriptionofthecycle
The operating cycle on the chassis dynanometer is described in
Appendix 1 to this Annex.
2.2. General conditionsunderwhichthecycle iscarriedout
Preliminary testing cycles must be carried out if necessary to
determine how best to actuate the accelerator and brake controls
so as to achieve a cycle approximating to the theoretical cycle
within the prescribed limits.
2.3. Useofgearbox
2.3.1. If the maximum speed which can be attained in first gear is
below 15 km/h, the second, third and fourth gears are used for
the elementary urban cycles (Part One) and the second, third,
fourth and fifth gears for the extra-urban cycle (Part Two). The
second, third and fourth gears may also be used for the urban
cycle (Part One) and the second, third, four and fifth gears for
the extra-urban cycle (Part Two) when the driving instructions
recommend starting in second gear on level ground, or when first
gear is therein defined as a gear reserved for cross-country
driving, crawling or towing.
For vehicles of category M(1) witha maximum engine power of
no more than 30 kw and a maximum speed not exceeding 130 km/
h, the maximum speed of the extra-urban cycle (Part Two) is
limited to 90 km/huntil 1 July 1994.
For vehicles of category N1(2) witha power-to-weigh t ratio of no
more than 30 kw/t(3) and a maximum speed not exceeding
130 km/h, the maximum speed of the extra-urban cycle (Part
Two) is limited to 90 km/huntil 1 January 1996 for veh icles of
category I and until 1 January 1997 for vehicles of categories II
and III.
After these dates, vehicles which do not attain the acceleration
and maximum speed values required in the operating cycle must
be operated with the accelerator control fully depressed until theyonce again reachth e required operating curve. Deviations from
the operating cycle must be recorded in the test report.
2.3.2. Vehicles equipped with semi-automatic-gearboxes are tested by
using the gears normally employed for driving, and the gear is
used in accordance withth e manufacturer's instructions.
2.3.3. Veh icles equipped withautomatic gearboxes are tested withth e
highest gear (drive) engaged. The accelerator must be used in
sucha way as to obtain th e steadiest acceleration possible,
enabling the various gears to be engaged in the normal order.
Furthermore, the gear-change points shown in Appendix 1 to
this Annex do not apply; acceleration must continue throughout
the period represented by the straight line connecting the end of
each period of idling with the beginning of the next following
period of steady speed. The tolerances given in 2.4 apply.1970L0220 — EN — 08.07.1993 — 011.001 — 24
(1) See note 2 of Section 5.3.1.4 of Annex I.
(2) See note 3 of Section 5.3.1.4 of Annex I.
(3) Technically permissible laden mass as stated by the manufacturer.▼M10
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2.3.4. Vehicles equipped with an overdrive which the driver can acti-
vate are tested with the overdrive out of action for the urban
cycle (Part One) and with the overdrive in action for the extra-
urban cycle (Part Two).
2.4. Tolerances
2.4.1. A tolerance of ± 2 km/his allowed between th e indicated speed
and the theoretical speed during acceleration, during steady
speed, and during deceleration when the vehicle's brakes are
used. If the vehicle decelerates more rapidly without the use of
the brakes, only the requirements of 6.5.3 apply. Speed tolerances
greater than those prescribed are accepted during phase changes
provided that the tolerances are never exceeded for more than
0,5 on any one occasion.
2.4.2. The time tolerances are ± 1,0 s. The above tolerances apply
equally at the beginning and at the end of each gear changing
period(1) for the urban cycle (Part One) and for the operations
Nos 3, 5 and 7 of the extra-urban cycle (Part Two).
2.4.3. The speed and time tolerances are combined as indicated in
Appendix 1.
3. VEHICLE AND FUEL
3.1. Testvehicle
3.1.1. The vehicle must be presented in good mechanical condition. It
must have been run-in and driven at least 3 000 kilometres before
the test.
3.1.2. The exhaust device must not exhibit any leak likely to reduce the
quantity of gas collected, which quantity must be that emerging
from the engine.
3.1.3. The tightness of the intake system may be checked to ensure that
carburation is not affected by an accidental intake of air.
3.1.4. The settings of the engine and of the vehicle's controls must be
those prescribed by the manufacturer. This requirement also
applies, in particular, to the settings for idling (rotation speed
and carbon monoxide content of the exhaust gases), for the cold
start device and for the exhaust gas pollutant emission control
system.
3.1.5. The vehicle to be tested, or an equivalent vehicle, must be fitted,
if necessary, with a device to permit the measurement of the
characteristic parameters necessary for chassis dynamometer
setting, in conformity with4.1.1.
3.1.6. The technical service may verify that the vehicle's performance
conforms to that stated by the manufacturer, that it can be used
for normal driving and, more particularly, that it is capable of
starting when cold and when hot.
3.2. Fuel
The appropriate reference fuel as defined in Annex VIII must be
used for testing.
4. TEST EQUIPMENT
4.1. Chassisdynamometer
4.1.1. The dynamometer must be capable of simulating road load within
one of the following classifications:
— dynamometer withfixed load curve, i.e. a dynamometer
whose physical characteristics provide a fixed load curve
shape,
— dynamometer withajustable load curve, i.e. a dynamometer
withat least two road load parameters th at can be adjusted
to shape the load curve.1970L0220 — EN — 08.07.1993 — 011.001 — 25
(1) It should be noted that the time of two seconds allowed includes the time for changing
gear and, if necessary, a certain amount of latitude to catchup withth e cycle.
▼M9
4.1.2. The setting of the dynamometer must not be affected by the lapse
of time. It must not produce any vibrations perceptible to the
vehicle and likely to impair the vehicle's normal operations.
4.1.3. It must be equipped withmeans to simulate inertia and load.
These simulators are connected to the front roller in the case of
a two-roller dynamometer.
4.1.4. Accuracy
4.1.4.1. It must be possible to measure and read the indicated load to an
accuracy of ± 5 %.
4.1.4.2. In the case of a dynamometer with a fixed load curve the accu-
racy of the load setting at 80 km/h must be ± 5 %. In the case of
a dynamometer withan adjustable load curve, th e accuracy of
matching dynamometer load to road load must be 5 % at 100,
80, 60 and 40, and 10 % at 20 km/h. Below this, dynamometer
absorption must be positive.
4.1.4.3. The total inertia of the rotating parts (including the simulated
inertia where applicable) must be known and must be within ± 20
kilograms of the inertia class for the test.
4.1.4.4. The speed of the vehicle must be measured by the speed of rota-
tion of the roller (the front roller in the case of a two roller
dynamometer). It must be measured withan accuracy of ± 1 km/
hat speeds above 10 km/h .
4.1.5. Load and inertia setting
4.1.5.1. Dynamometer withfixed load curve: th e load simulator must be
adjusted to absorb the power exerted on the driving wheels at a
steady speed of 80 km/hand th e absorbed power at 50 km/hsh all
be noted. The means by which this load is determined and set are
described in Appendix 3.
4.1.5.2. Dynamometer withadjustable load curve: th e load simulator must
be adjusted in order to absorb the power exerted on the driving
wheels at steady speeds of 100, 80, 60, 40 and 20 km/h. The
means by which these loads are determined and set are described
in Appendix 3.
4.1.5.3. Inertia
Dynamometers withelectrical inertia simulation must be demon-
strated to be equivalent to mechanical inertia systems. The means
by which equivalence is established is described in Appendix 4.
4.2. Exhaust-gassamplingsystem
4.2.1. The exhaust gas sampling system must be able to measure the
actual quantities of pollutants emitted in the exhaust gases to be
measured. The system to be used is the constant volume sampler
(CVS) system. This requires that the vehicle exhaust be continu-
ously diluted withambient air under controlled conditions. In th e
constant volume sampler concept of measuring two conditions
must be satisfied: the total volume of the mixture of exhaust
gases and dilution air must be measured and a continuously
proportional sample of the volume must be collected for analysis.
The quantities of pollutants emitted are determined from the
sample concentrations, corrected for the pollutant content of the
ambient air and the totalized flow over the test period.
The particulate pollutant emission level is determined by using
suitable filters to collect the particulates from a proportional part
flow throughout the test and determining the quantity thereof
gravimetrically in accordance with4.3.2.
4.2.2. The flow through the system must be sufficient to eliminate water
condensation at all conditions which may occur during a test, as
defined in Appendix 5.
4.2.3. Figure III.4.2.3 gives a schematic diagram of the general concept.
Appendix 5 gives examples of three types of constant volume
sampler system which satisfy the requirements set out in this
Annex.
4.2.4. The gas and air mixture must be homogeneous at point S2of the
sampling probe.1970L0220 — EN — 08.07.1993 — 011.001 — 26
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4.2.5. The probe must extract a true sample of the diluted exhaust
gases.
4.2.6. The system must be free of gas leaks. The design and materials
must be such that the system does not influence the pollutant
concentration in the diluted exhaust gas. Should any component
(heat exchanger, blower, etc.) change the concentration of any
pollutant gas in the diluted gas, the sampling for that pollutant
must be carried out before that component if the problem cannot
be corrected.1970L0220 — EN — 08.07.1993 — 011.001 — 27
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Figure III.4.2.3
Diagramofexhaustgassamplingsystem
1970L0220 — EN — 08.07.1993 — 011.001 — 28
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4.2.7. If the vehicle being tested is equipped with an exhaust pipe
comprising several branches, the connecting tubes must be
connected as near as possible to the vehicle.
4.2.8. Static pressure variations at the tailpipe(s) of the vehicle must
remain within ± 1,25 kPa of the static pressure variations
measured during the dynamometer driving cycle with no connec-
tion to the tailpipe(s). Sampling systems capable of maintaining
the static pressure to within ± 0,25 kPa are used if a written
request from a manufacturer to the competent authority issuing
the approval substantiates the need for the narrower tolerance.
The back-pressure must be measured in the exhaust pipe, as near
as possible to its end or in an extension having the same
diameter.
4.2.9. The various valves used to direct the exhaust gases must be of a
quick-adjustment, quick-acting type.
4.2.10. The gas samples are collected in sample bags of adequate capa-
city. These bags must be made of such materials as will not
change the pollutant gas by more than ± 2 % after 20 minutes
of storage.
4.3. Analyticalequipment
4.3.1. Requirements
4.3.1.1. Pollutant gases must be analyzed withth e following instruments:
Carbon monoxide (CO) and carbon dioxide (CO2) analysis:
The carbon monoxide and carbon dioxide analysers must be of
the non-dispersive infra-red (NDIR) absorption type.
Hydrocarbons (HC) analysis — spark-ignition engines:The hydrocarbons analyser must be of the flame ionization (FID)
type calibrated withpropane gas expressed equivalent to carbon
atoms (C
1).
Hydrocarbons (HC) analysis — compression-ignition engines:
The hydrocarbons analyser must be of the flame ionization type
withdetector, valves, pipework, etc, h eated to 463 K
(190 ºC) ± 10 K (HFID). It must be calibrated withpropane gas
expressed equivalent to carbon atoms (C1).
Nitrogen oxide (NOx) analysis:
The nitrogen oxide analyser must be either of the chemilumines-
cent (CLA) or of the non-dispensive ultraviolet resonance
absorption (NDUVR) type, bothwithan NOx— NO converter.
Particulates:
Gravimetric determination of the particulates collected. These
particulates are in eachcase collected by two series-mounted
filters in the sample gas flow. The quantity of particulates
collected by eachpair of filters must be as follows:
—Vep: flow through filters
—Vmix: flow through tunnel
— M: particulates mass (g/km)—M
limit: limit mass of particulates (limit mass in force, g/km)
— m: mass of particulates collected by filters (g)
— d: actual distance corresponding to the operating cycle (km)
M¼Vmix/C1m
Vep/C1dor m¼M:d/C1Vep
Vmix
The particulates sample rate (Vep/Vmix) will be adjusted so that
for M = Mlimit,1≤m≤5 mg (when 47 mm diameter filters
are used).
The filter surface consist of a material that is hydrophobic and
inert towards the components of the exhaust gas (fluorocarbon-
coated glass-fibre filters or equivalent).1970L0220 — EN — 08.07.1993 — 011.001 — 29
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4.3.1.2. Accuracy
The analysers must have a measuring range compatible with the
accuracy required to measure the concentrations of the exhaust
gas sample pollutants.
Measurement error must not exceed ± 3 %, disregarding the true
value for the calibration gases.
For concentrations of less than 100 ppm the measurement error
must not exceed ± 3 ppm. The ambient air sample must be
measured on the same analyser and range as the corresponding
diluted exhaust sample.
Measurement of the particulates collected shall be to a guaranteed
accuracy of 1 µg.
The microgram balance used to determine the weight of all filters
must have a precision (standard deviation) and readability of 1 µg.
4.3.1.3. Ice-trap
No gas drying device must be used before the analysers unless
shown to have no effect on the pollutant content of the gas
stream.
4.3.2. Particular requirements for compression-ignition engines
A heated sample line for a continuous HC-analysis with the flame
ionization detector (HFID), including recorder (R) must be used.
The average concentration of the measured hydrocarbons must be
determined by integration. Throughout the test, the temperature of
theheatedsamplelinemustbecontrolledat463K(190ºC)±10K.
The heated sampling line must be fitted with a heated filter (Fh)
99 % efficient withparticle ≥0,3 µm to extract any solid parti-
cles from the continuous flow of gas required for analysis. The
sampling system response time (from the probe to the analyser
inlet) must be no more than four seconds.
The HFID must be used with a constant flow (heat exchanger)
system to ensure a representative sample, unless compensation
for varying CFV or CFO flows is made.
The particulate sampling unit consists of a dilution tunnel, a
sampling probe, a filter unit, a partial-flow pump, and a flow
rate regulator and measuring unit. The particulate-sampling part
flow is drawn through two series-mounted filters. The sampling
probe for the test gas flow for particulates must be so arranged
within the dilution tract that a representative sample gas flow
can be taken from the homogeneous air/exhaust mixture and an
air/exhaust gas mixture temperature of 325 K (52 ºC) is not
exceeded at the sampling point. The temperature of the gas flow
in the flow meter may not fluctuate more than ± 3 K, nor may the
mass flow-rate fluctuate by more than ± 5 %. Should the volume
of flow change unacceptably as a result of excessive filter
loading, the test must be stopped. When it is repeated, the rate
of flow must be decreased and/or a larger filter used. The filters
must be removed from the chamber no earlier than an hour before
the test begins.
The necessary particle filters must be conditioned (as regards
temperature and humidity) in an open dish which has been
protected against dust ingress for at least eight and for not more
than 56 hours before the test in an air-conditioned chamber. After
this conditioning the uncontaminated filters are weighed and
stored until they are used.
If the filters are not used within one hour of their removal from
the weighing chamber they must be reweighed.
The one-hour limit may be replaced by an eight-hour limit if one
or bothof th e following conditions are met:
— a stabilized filter is placed and kept in a sealed filter holder
assembly withth e ends plugged, or
— a stabilized filter is placed in a sealed filter holder assembly
which is then immediatly placed in a sample line through
which there is no flow.
4.3.3. Calibration
Eachanalyser must be calibrated as often as necessary and in any
case in the month before type-approval testing and at least once1970L0220 — EN — 08.07.1993 — 011.001 — 30
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every six months for verifying conformity of production. The
calibration method to be used is described in Appendix 6 for the
analysers referred to in 4.3.1.
4.4. Volumemeasurement
4.4.1. The method of measuring total dilute exhaust volume incorpo-
rated in the constant volume sampler must be such that
measurement is accurate to ± 2 %.
4.4.2. Constant volume sampler calibration
The constant volume sampler system volume measurement device
must be calibrated by a method sufficient to ensure the prescribed
accuracy and at a frequency sufficient to maintain suchaccuracy.
An example of a calibration procedure which gives the required
accuracy is given in Appendix 6. The method utilizes a flow
metering device which is dynamic and suitable for the high
flow-rate encountered in constant volume sampler testing. The
device must be of certified accuracy in conformity withan
approved national or international standard.
4.5. Gases
4.5.1. Pure gases
The following pure gases must be available, if necessary, for cali-
bration and operation:
— purified nitrogen
(purity≤1 ppm C, ≤1 ppm CO, ≤400 ppm CO2,
≤0,1 ppm NO),
— purified synthetic air
(purity,≤1 ppm C, ≤1 ppm CO, ≤400 ppm CO2,
≤0,1 ppm NO); oxygen content between 18 and 21 % vol,
— purified oxygen (purity ≤99,5 % vol O2),
— purified hydrogen (and mixture containing hydrogen)
(purity≤1 ppm C, ≤400 ppm CO2).
4.5.2. Calibration gases
Gases having the following chemical compositions must be avail-
able: mixtures of:
—C3H8and purified synthetic air (4.5.1),
— CO and purified nitrogen,
—C O2and purified nitrogen,
— NO and purified nitrogen.
(The amount of NO2contained in this calibration gas must not
exceed 5 % of the NO content).
The true concentration of a calibration gas must be within ± 2 %
of the stated figure.
The concentrations specified in Appendix 6 may also be obtained
by means of a gas divider, diluting withpurified N2or withpuri-
fied synthetic air. The accuracy of the mixing device must be
such that the concentrations of the diluted calibration gases may
be determined to within ± 2 %.
4.6. Additionalequipment
4.6.1. Temperatures
The temperatures indicated in Appendix 8 are measured with an
accuracy of ± 1,5 K.
4.6.2. Pressure
The atmospheric pressure must be measurable to within ± 0,1 kPa.
4.6.3. Absolute humidity
The absolute humidity (H) must be measurable to within ± 5 %.
4.7. The exhaust gas-sampling system must be verified by the method
described in section 3 of Appendix 7. The maximum permissible
deviation between the quantity of gas introduced and the quantity
of gas measured is 5 %.1970L0220 — EN — 08.07.1993 — 011.001 — 31
▼M9
5. PREPARING THE TEST
5.1. Adjustment of inertia simulators to the vehicle's translatory
inertia
An inertia simulator is used enabling a total inertia of the rotating
masses to be obtained proportional to the reference mass within
the following limits:
Reference mass of vehicle
RW
(kg)Equivalent inertia
I
(kg)
<R W≤750 680
750 < RW ≤850 800
850 < RW ≤1 020 910
1 020 < RW ≤1 250 1 130
1 250 < RW ≤1 470 1 360
1 470 < RW ≤1 700 1 590
1 700 < RW ≤1 930 1 810
1 930 < RW ≤2 150 2 040
2 150 < RW ≤2 380 2 270
2 380 < RW ≤2 610 2 270
2 610 < RW 2 270
5.2. Settingofdynamometer
The load is adjusted according to methods described in 4.1.4.The method used and the values obtained (equivalent inertia —
characteristic adjustment parameter) must be recorded in the test
report.
5.3. Preconditioningofthevehicle
5.3.1. For compression-ignition engine vehicles for the purpose of
measuring particulates at most 36 hours and at least six hours
before testing, the Part Two cycle described in Appendix 1 must
be used. Three consecutive cycles must be driven. The dynam-
ometer setting is as indicated in 5.1 and 5.2.
After this preconditioning specific for compression ignition
engines and before testing, compression-ignition and positive
ignition engine vehicles must be kept in a room in which the
temperature remains relatively constant between 293 and 303 K
(20 and 30 ºC). This conditioning must be carried out for at least
six hours and continue until the engine oil temperature and
coolant, if any, are within ± 2 K of the temperature of the room.
If the manufacturer so requests, the test must be carried out not
later than 30 hours after the vehicle has been run at its normal
temperature.
5.3.2. The tyre pressures must be the same as that specified by the
manufacturer and used for the preliminary road test for brake
adjustment. The tyre pressures may be increased by up to 50 %
from the manufacturer's recommended setting in the case of a
two-roller dynamometer. The actual pressure used must be
recorded in the test report.
6. PROCEDURE FOR BENCH TESTS6.1. Specialconditionsforcarrying outthecycle
6.1.1. During the test, the test cell temperature must be between 293
and 303 K (20 and 30 ºC). The absolute humidity (H) of either
the air in the test cell or the intake air of the engine must be
suchth at:
5,5≤H≤12,2 g H
2O/kg dry air
6.1.2. The vehicle must be approximately horizontal during the test so
as to avoid any abnormal distribution of the fuel.
6.1.3. The test must be carried out with the bonnet raised unless this is
technically impossible. An auxiliary ventilating device acting on1970L0220 — EN — 08.07.1993 — 011.001 — 32
▼M9
the radiator (water-cooling) or on the air intake (air-cooling) may
be used if necessary to keep the engine temperature normal.
6.1.4. During the test the speed is recorded against time so that the
correctness of the cycles performed can be assessed.
6.2. Starting-uptheengine
6.2.1. The engine must be started up by means of the devices provided
for this purpose according to the manufacturer's instructions, as
incorporated in the driver's handbook of production vehicles.
6.2.2. The engine must be kept idling for a period of 40 seconds. The
first cycle must begin at the end of the aforesaid period of 40
seconds at idle.
6.3. Idling
6.3.1. Manual-shift or semi-automaticgearbox
6.3.1.1. During periods of idling the clutch must be engaged and the gears
in neutral.
6.3.1.2. To enable the accelerations to be performed according to the
normal cycle the vehicle must be placed in first gear, with the
clutchdisengaged, five seconds before th e acceleration following
the idling period considered of the elementary urban cycle (Part
One).
6.3.1.3. The first idling period at the beginning of the urban cycle (Part
One) consists of six seconds of idling in neutral withth e clutch
engaged and five seconds in first gear withth e clutchdisengaged.
The two idling periods referred to above must be consecutiveThe idling period at the beginning of the extra-urban cycle (Part
Two) consists of twenty seconds of idling in first gear withth e
clutchdisengaged.
6.3.1.4. For the idling periods during each urban cycle (Part One) the
corresponding times are 16 seconds in neutral and five seconds
in first gear withth e clutchdisengaged.
6.3.1.5. The idling period between two successive elementary urban
cycles (Part One) comprises 13 seconds in neutral withth e clutch
engaged.
6.3.1.6. At the end of the deceleration period (halt of the vehicle on the
rollers) of the extra-urban cycle (Part Two), the idling period
consists of twenty seconds in neutral withth e clutchengaged.
6.3.2. Automatic-shift gearbox
After initial engagement the selector must not be operated at any
time during the test except as in the case specified in 6.4.3 or if
the selector can actuate the overdrive, if any.
6.4. Accelerations
6.4.1. Accelerations must be so performed that the rate of acceleration
is as constant as possible throughout the phase.
6.4.2. If an acceleration cannot be carried out in the prescribed time, the
extra time required is, if possible, deducted from the time allowed
for changing gear, but otherwise from the subsequent steady-
speed period.
6.4.3. Automatic-shift gearboxes
If an acceleration cannot be carried out in the prescribed time, the
gear selector is operated in accordance withrequirements for
manual-shift gearboxes.
6.5. Deceleration
6.5.1. All decelerations of the elementary urban cycle (Part One) are
effected by removing the foot completely from the accelerator,
the clutch remaining engaged. The clutch is disengaged, without
use of the gear lever, at a speed of 10 km/h.
All the decelerations of the extra-urban cycle (Part Two) are
effected by removing the foot completely from the accelerator,
the clutch remaining engaged. The clutch is disengaged, without1970L0220 — EN — 08.07.1993 — 011.001 — 33
▼M9
use of the gear lever, at a speed of 50 km/h for the last decelera-
tion.
6.5.2. If the period of deceleration is longer than that prescribed for the
corresponding phase, the vehicle's brakes are used to enable the
timing of the cycle to be complied with.
6.5.3. If the period of deceleration is shorter than that prescribed for the
corresponding phase, the timing of the theoretical cycle is
restored by constant speed or idling period merging into the
following operation.
6.5.4. At the end of the deceleration period (halt of the vehicle on the
rollers) of the elementary urban cycle (Part One) the gears are
placed in neutral and the clutch engaged.
6.6. Steadyspeeds
6.6.1. Pumping or the closing of the throttle must be avoided when
passing from acceleration to the following steady speed.
6.6.2. Periods of constant speed are achieved by keeping the accelerator
position fixed.
7. GAS AND PARTICULATE SAMPLING AND ANALYSIS
7.1. Sampling
Sampling begins at the start of the first elementary urban cycle as
defined in 6.2.2 and ends on conclusion of the final idling period
in the extra-urban cycle (Part Two).
7.2. Analysis
7.2.1. The exhaust gases contained in the bag must be analysed as soon
as possible and in any event not later than 20 minutes after the
end of the test cycle. The spent particulate filters must be taken
to the chamber no later than one hour after conclusion of the test
on the exhaust gases and must there be conditioned for between
two and 36 hours and then be weighed.
7.2.2. Prior to eachsample analysis th e analyser range to be used for
eachpollutant must be set to zero withth e appropriate zero gas.
7.2.3. The analysers are then set to the calibration curves by means of
span gases of nominal concentrations of 70 to 100 % of the
range.
7.2.4. The analysers' zeros are then rechecked. If the reading differs by
more than 2 % of range from that set in 7.2.2, the procedure is
repeated.
7.2.5. The samples are then analyzed.7.2.6. After the analysis, zero and span points are rechecked using the
same gases. If these rechecks are within 2 % of those in 7.2.3,
the analysis is considered acceptable.
7.2.7. At all points in this section the flow-rates and pressures of the
various gases must be the same as those used during calibration
of the analysers.
7.2.8. The figure adopted for the concentration of each polluant
measured in the gases is that read off after stabilization on the
measuring device. Hydrocarbon mass emissions of compression-
ignition engines are calculated from the integrated HFID reading,
corrected for varying flow if necessary as shown in Appendix 5.
8. DETERMINATION OF THE QUANTITY OF GASEOUS AND
PARTICULATE POLLUTANTS EMITTED
8.1. Thevolumeconsidered
The volume to be considered must be corrected to conform to the
conditions of 101,33 kPa and 273,2 K.1970L0220 — EN — 08.07.1993 — 011.001 — 34
▼M10
▼M9
▼M9
8.2. Totalmassofgaseousandparticulatepollutantsemitted
The mass m of each gaseous pollutant emitted by the vehicle
during the test is determined by obtaining the product of the volu-
metric concentration and the volume of the gas in question, with
due regard to the following densities under the abovementioned
reference conditions:
— in the case of carbon monoxide (CO): d = 1,25 g/l,
— in the case of hydrocarbons (CH1,85): d = 0,619 g/l,
— in the case of nitrogen oxides (NO2): d = 2,05 g/l.
The mass m of particulate pollutant emissions from the vehicle
during the test is defined by weighing the mass of particulates
collected by the two filters, m1by the first filter, m2by the
second filter:
— if 0,95 (m1+m2)≤m1,m=m1,
— if 0,95 (m1+m2)>m1,m=m1+m2,
—i fm2>m1, the test is cancelled.
Appendix 8 gives the calculations, followed by examples, used in
determining the mass emissions of gaseous and particulate pollu-
tants.1970L0220 — EN — 08.07.1993 — 011.001 — 35
▼M9
Appendix 1
BREAKDOWNOF THEOPERATINGCYCLEUSEDFOR THE TYPEI
TEST
1. OPERATING CYCLE
1.1. The operating cycle, made up of a Part One (urban cycle) and
Part Two (extra-urban cycle), is illustrated at Figure III.1.1.
2. ELEMENTARY URBAN CYCLE (PART ONE)
See Figure III.1.2 and Table III.1.2.
2.1. Breakdownbyphases
Time
(s)%
Idling 60/C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C15030,8
35,4
Idling, vehicle moving, clutch
engaged on one combination 9 4,6
Gear-changing 8 4,1Accelerations 36 18,5
Steady-speed periods 57 29,2
Decelerations 25 12,8
195 100
2.2. Breakdownbyuseofgears
Time
(s)%
Idling 60/C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C15030,8
35,4
Idling, vehicle moving, clutch
engaged on one combination 9 4,6
Gear-changing 8 4,1
First gear 24 12,3
Second gear 53 27,2
Third gear 41 21
195 100
2.3. General information
Average speed during test: 19 km/h.
Effective running time: 195 seconds.
Theoretical distance covered per cycle: 1,013 km.
Equivalent distance for the four cycles: 4,052 km.1970L0220 — EN — 08.07.1993 — 011.001 — 36
▼M9
Figure III.1.1
Operatingcycle forthetypeItest
1970L0220 — EN — 08.07.1993 — 011.001 — 37
Table III.1.2
Operatingcycle onthechassisdynamometer (Part One)
No of
operationOperation PhaseAccelera-
tion
(m/s2)Speed
(km/h)Duration of eachCumula-
tive time
(s)Gear to be used in the case of a
manual gearbox Operation
(s)Phase
(s)
1 Idling 1 11 11 11 6 s PM + 5 s K1(*)
2 Acceleration 2 1,04 0-15 4 4 15 13 Steady speed 3 15 9 8 23 14 Deceleration/C148/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C1504−0,69 15-10 2/C148/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C150525 1
5 Deceleration,
clutchdisengaged −0,92 10-0 3 28 K
1(*)
6 Idling 5 21 21 49 16 s PM + 5 s K1(*)
7 Acceleration/C148/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C15060,83 0-15 5/C148/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C1501254 1
8 Gear change 2 569 Acceleration 0,94 15-32 5 61 2
10 Steady speed 7 32 24 24 85 211 Deceleration/C148/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C1508−0,75 32-10 8/C148/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C1501193 2
12 Deceleration,
clutchdisengaged −0,92 10-0 3 96 K
2(*)
13 Idling 9 21 21 117 16 s PM + 5 s K1(*)
14 Acceleration/C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C150100-15 0-15 5/C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C15026122 1
15 Gear change 2 12416 Acceleration 0,62 15-35 9 133 217 Gear change 2 13518 Acceleration 0,52 35-50 8 143 319 Steady speed 11 50 12 12 155 320 Deceleration 12 −0,52 50-35 8 8 163 321 Steady speed 13 35 13 13 176 322 Gear change/C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C150142/C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C15012178
23 Deceleration −0,86 32-10 7 185 224 Deceleration,
clutchdisengaged −0,92 10-0 3 188 K
2(*)
25 Idling 15 7 7 195 7 s PM(*)
(*) PM = gearbox in neutral, clutchengaged.
K1,K2= first or second gear engaged, clutchdisengaged.▼M91970L0220 — EN — 08.07.1993 — 011.001 — 38
▼M9
Figure III.1.2
Elementaryurbancycle forthetypeItest
1970L0220 — EN — 08.07.1993 — 011.001 — 39
▼M9
3. EXTRA - URBAN CYCLE (Part Two)
See Figure III.1.3 and Table III.1.3
3.1. Breakdownbyphases
Time
(s)%
Idling 20 5,0
Idling, vehicle moving, clutch engaged
on one combination 20 5,0
Gear-changing 6 1,5
Accelerations 103 25,8
Steady-speed periods 209 52,2
Decelerations 42 10,5
400 100
3.2. Breakdownbyuseofgears
Time
(s)%
Idling 20 5,0
Idling, vehicle moving, clutch engaged
on one combination 20 5,0
Gear-changing 6 1,5First gear 5 1,3
Second gear 9 2,2
Third gear 8 2,0
Fourthgear 99 24,8
Fifthgear 233 58,2
400 100
3.3. General information
Average speed during test: 62,6 km/h.
Effective running time: 400 seconds.
Theoretical distance covered per cycle: 6,955 km.
Maximal speed: 120 km/h.
Maximal acceleration: 0,833 m/s
2.
Maximal deceleration: − 1,389 m/s2.1970L0220 — EN — 08.07.1993 — 011.001 — 40
Table III.1.3
Extra-urbancycle (Part Two) for the type I test
No of
operationOperation PhaseAccelera-
tion
(m/s2)Speed
(km/h)Duration of eachCumulative
time
(s)Gear to be used in the case of
a manual gearbox Operation
(s)Phase
(s)
1 Idling 1 20 20 20 K1(*)
2 Acceleration/C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C15020,83 0-15 5/C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C1504125 1
3 Gear change 2 27 —4 Acceleration 0,62 15-35 9 36 25 Gear change 2 38 —6 Acceleration 0,52 35-30 8 46 37 Gear change 2 48 —8 Acceleration 0,43 50-70 13 61 49 Steady speed 3 70 50 50 111 5
10 Deceleration 4 −0,69 70-50 8 8 119 4 s.5 + 4 s.411 Steady speed 5 50 69 69 188 412 Acceleration 6 0,43 50-70 13 13 201 4
13 Steady speed 7 70 50 50 251 5
14 Acceleration 8 0,24 70-100 35 35 286 515 Steady speed 9 100 30 30 316 5(**)16 Acceleration 10 0,28 100-120 20 20 336 5(**)17 Steady speed 11 120 10 20 346 5(**)18 Deceleration/C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C15012−0,69 120-80 16/C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C15034362 5(**)
19 Deceleration −1,04 80-50 8 370 5(**)20 Deceleration,
clutchdisengaged −1,39 50-0 10 380 K
5(*)
21 Idle 13 20 20 400 PM(*)
(*) PM = gearbox in neutral, clutchengaged.
First or fifthgear engaged, clutchdisengaged.
(**) Additional gears can be used according to manufacturer recommendations if the vehicle is equipped with a transmission with more than five gears.▼M91970L0220 — EN — 08.07.1993 — 011.001 — 41
▼M9
Figure III.1.3
Extra-urbancycle (Part Two)forthetypeItest
1970L0220 — EN — 08.07.1993 — 011.001 — 42
▼M9
4. EXTRA - URBAN CYCLE (LOW-POWERED VEHICLES)
See Figure III.1.4 and Table III.1.4
4.1. Breakdownbyphases
Time
(s)%
Idling 20 5,0
Idling, vehicle moving, clutch engaged
on one combination 20 5,0
Gear-changing 6 1,5
Accelerations 72 18,0
Steady-speed periods 252 63,0
Decelerations 30 7,5
400 100
4.2. Breakdownbyuseofgears
Time
(s)%
Idling 20 5,0
Idling, vehicle moving, clutch engaged
on one combination 20 5,0
Gear-changing 6 1,5First gear 5 1,3
Second gear 9 2,2
Third gear 8 2,0
Fourthgear 99 24,8
Fifthgear 233 58,2
400 100
4.3. General information
Average speed during test: 59,3 km/h.
Effective running time: 400 seconds.
Theoretical distance covered per cycle: 6,594 km.
Maximal speed: 90 km/h.
Maximal acceleration: 0,833 m/s
2.
Maximal deceleration: − 1,389 m/s2.1970L0220 — EN — 08.07.1993 — 011.001 — 43
Table III.1.4
Extra-urbancycle (low-powered vehicles) for the type I test
No of
operationOperation PhaseAccelera-
tion
(m/s2)Speed
(km/h)Duration of eachCumulative
time
(s)Gear to be used in the case of
a manual gearbox Operation
(s)Phase
(s)
1 Idling 1 20 20 20 K1(*)
2 Acceleration/C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C15020,83 0-15 5/C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C1504125 1
3 Gear change 2 27 —4 Acceleration 0,62 15-35 9 36 25 Gear change 2 38 —6 Acceleration 0,52 35-50 8 46 37 Gear change 2 48 —8 Acceleration 0,43 50-70 13 61 49 Steady speed 3 70 50 50 111 5
10 Deceleration 4 −0,69 70-50 8 8 119 4 s.5 + 4 s.411 Steady speed 5 50 69 69 188 412 Acceleration 6 0,43 50-70 13 13 201 4
13 Steady speed 7 70 50 50 251 5
14 Acceleration 8 0,24 70-90 24 24 275 515 Steady speed 9 90 83 83 358 516 Deceleration/C148/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C15010−0,69 90-80 4/C148/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C15022362 5
17 Deceleration −1,04 80-50 8 370 518 Deceleration −1,39 50-00 10 380 K
5(*)
19 Idle 11 20 20 400 PM(*)
(*) PM = gearbox in neutral, clutchengaged.
K1,K5: first or fifthgear engaged, clutchdisengaged.▼M91970L0220 — EN — 08.07.1993 — 011.001 — 44
▼M9
Figure III.1.4
Extra-urbancycle (Part Two)forthetypeItest
(underpoweredvehicles)
1970L0220 — EN — 08.07.1993 — 011.001 — 45
▼M9
Appendix 2
CHASSISDYNAMOMETER
1. DEFINITION OF A CHASSIS DYNAMOMETER WITH FIXED
LOAD CURVE
1.1. Introduction
In the event that the total resistance to progress on the road is not
reproduced on the chassis dynamometer between speeds of 10
and 100 km/h, it is recommended to use a chassis dynamometer
having the characteristics defined below.
1.2. Definition
1.2.1. The chassis dynamometer may have one or two rollers.
The front roller drives, directly or indirectly, the inertia masses
and the power absorption device.
1.2.2. Once the load at 80 km/h has been set by one of the methods
described in section, K can be determined from P = KV3.
The power absorbed (Pa) by the brake and the chassis internal
frictional effects from the reference setting to a vehicle speed of
80 km/h, are as follows:
If V > 12 km/h:
Pa = KV3±5%K V3±5%P V80
(without being negative).
If V≤12 km/h:
Pawill be between O and Pa=K V3
12±5%K V3
12±5%P V80where K is a characteristic of the chassis dynamometer and PV80is the power absorbed at 80 km/h.
2. METHOD OF CALIBRATING THE DYNAMOMETER2.1. Introduction
This Appendix describes the method to be used to determine the
power absorbed by a dynamometric brake.
The power absorbed comprises the power absorbed by frictional
effects and the power absorbed by the power-absorption device.
The dynamometer is brought into operation beyond the range of
test speeds. The device used for starting up the dynamometer is
then disconnected: the rotational speed of the driven roller
decreases.
The kinetic energy of rollers is dissipated by the power-absorp-
tion unit and by the frictional effects. This method disregards
variations in the roller's internal frictional effects caused by
rollers with or without the vehicle. The frictional effects of the
rear roller shall be disregarded when this is free.
2.2. Calibrating the power indicator to 80 km/h as a function of
thepowerabsorbed
The following procedure is used (see also Figure III.2.2.2).
2.2.1. Measure the rotational speed of the roller if this has not already
been done. A fifth wheel, a revolution counter or some other
method may be used.
2.2.2. Place the vehicle on the dynamometer or devise some other
method of starting up the dynamometer.
2.2.3. Use the fly-wheel or any other system of inertia simulation for
the particular inertia class to be used.1970L0220 — EN — 08.07.1993 — 011.001 — 46
▼M9
Figure III.2.2.2
Diagramillustratingthepowerofthechassisdynamometer
2.2.4. Bring the dynamometer to a speed of 80 km/h.2.2.5. Note the power indicated (P
1).
2.2.6. Bring the dynamometer to a speed of 90 km/h.
2.2.7. Disconnect the device used to start up the dynamometer.2.2.8. Note the time taken by the dynamometer to pass from a speed of
85 km/hto a speed of 75 km/h .
2.2.9. Set the power-absorption device at a different level.2.2.10. The requirements of 2.2.4 to 2.2.9 must be repeated sufficiently
often to cover the range of road powers used.
2.2.11. Calculate the power absorbed, using the formula:
P
a¼MiV2
1/C0V2
2
2000 t
where:
Pa= power absorbed in kw,
Mi= equivalent inertia in kilograms (excluding the inertial
effects of the free rear roller),
V1= initial speed in m/s (85 km/h= 23,61 m/s),
V2= final speed in m/s (75 km/h= 20,83 m/s),
t = time taken by the roller to pass from 85 to 75 km/h.
2.2.12. Figure III.2.2.2.12 shows the power indicated at 80 km/h in terms
of the power absorbed at 80 km/h.1970L0220 — EN — 08.07.1993 — 011.001 — 47
▼M9
Figure III.2.2.2.12
Power indicated at 80 km/h in terms of power absorbed at
80km/h
2.2.13. The operation described in 2.2.3 to 2.2.12 must be repeated for
all inertia classes to be used.
2.3. Calibration of the power indicator as a function of the
absorbedpowerforotherspeeds
The procedures described in 2.2 must be repeated as often as
necessary for the chosen speeds.
2.4. Verification of the power-absorption curve of the dynam-
ometerfromareference settingataspeedof80km/h
2.4.1. Place the vehicle on the dynamometer or devise some other
method of starting up the dynamometer.
2.4.2. Adjust the dynamometer to the absorbed power (Pa) at 80 km/h.
2.4.3. Note the power absorbed at 100, 80, 60, 40 and 20 km/h.
2.4.4. Draw the curve Pa(V) and verify that it corresponds to the
requirements of 1.2.2.
2.4.5. Repeat the procedure set out in 2.4.1 to 2.4.4 for other values of
power Paat 80 km/hand for oth er values of inertia.
2.5. The same procedure must be used for force or torque calibration.
3. SETTING OF THE DYNAMOMETER
3.1. Vacuummethod
3.1.1. Introduction
This method is not a preferred method and must be used only
withfixed load curve sh ape dynamometers for determination of
load setting at 80 km/hand cannot be used for veh icles with
compression-ignition engines.
3.1.2. Test instrumentation
The vacuum (or absolute pressure) in the intake manifold vehicle
is measured to an accuracy of ± 0,25 kPa. It must be possible to
record this reading continuously or at intervals of no more than
one second. The speed must be recorded continuously with a
precision of ± 0,4 km/h.
3.1.3. Road test
3.1.3.1. Ensure that the requirements of section 4 of Appendix 3 are met.1970L0220 — EN — 08.07.1993 — 011.001 — 48
▼M9
3.1.3.2. Drive the vehicle at a steady speed of 80 km/h recording speed
and vacuum (or absolute pressure) in accordance withth e require-
ments of 3.1.2.
3.1.3.3. Repeat procedure set out in 3.1.3.2 three times in each direction.
All six runs must be completed within four hours.
3.1.4. Data reduction and acceptance criteria
3.1.4.1. Review results obtained in accordance with3.1.3.2 and 3.1.3.3
(speed must not be lower than 79,5 km/h or greater than
80,5 km/hfor more th an one second). For eachrun, read vacuum
level at one-second intervals, calculate mean vacuum ( v) and
standard deviation(s). This calculation must consist of no less
than 10 readings of vacuum.
3.1.4.2. The standard deviation must not exceed 10 % of mean ( v) for
eachrun.
3.1.4.3. Calculate the mean value ( v) for the six runs (three runs in each
direction).
3.1.5. Dynamometer setting
3.1.5.1. Preparation
Perform the operations specified in 5.1.2.2.1 to 5.1.2.2.4 of
Appendix 3.
3.1.5.2. Setting
After warm-up, drive the vehicle at a steady speed of 80 km/h
and adjust dynamometer load to reproduce the vacuum reading
(v) obtained in accordance with3.1.4.3. Deviation from th is
reading must be no greater than 0,25 kPa. The same instruments
are used for this exercise as were used during the road test.
3.2. Othersettingmethods
The dynamometer setting may be carried out at a constant speed
of 80 km/hin accordance withth e requirements of Appendix 3.
3.3. Alternativemethod
With the manufacturer's agreement the following method may be
used:
3.3.1. The brake is adjusted so as to absorb the power exerted at the
driving wheels at a constant speed of 80 km/h in accordance
withth e following table:
Reference mass of vehicle
RW
(kg)Power absorbed by the dynamometer
Pa(kw)
RW≤750 4,7
750 < RW ≤850 5,1
850 < RW ≤1 020 5,6
1 020 < RW ≤1 250 6,3
1 250 < RW ≤1 470 7,0
1 470 < RW ≤1 700 7,5
1 700 < RW ≤1 930 8,1
1 930 < RW ≤2 150 8,6
2 150 < RW ≤2 380 9,0
2 380 < RW ≤2 610 9,4
2 610 < RW 9,8
3.3.2. In the case of vehicles, other than passenger cars, with a refer-
ence mass of more than 1700 kg, or vehicles with permanent
all-wheel drive, the power values given in the table set out in
3.3.1 are multiplied by the factor 1,3.1970L0220 — EN — 08.07.1993 — 011.001 — 49
▼M9
Appendix 3
RESISTANCE TO PROGRESS OF A VEHICLE — MEASUREMENT
METHOD ON THE ROAD — SIMULATION ON A CHASSIS DYNAM-
OMETER
1. OBJECT OF THE METHODS
The object of the methods defined below is to measure the resis-
tance to progress of a vehicle at stabilized speeds on the road and
to simulate this resistance on a dynamometer, in accordance with
section 4.1.5 of Annex III.
2. DEFINITION OF THE ROAD
The road must be level and sufficiently long to enable the
measurements specified below to be made. The slope must be
constant to within ± 0,1 % and must not exceed 1,5 %.
3. ATMOSPHERIC CONDITIONS3.1. Wind
Testing must be limited to wind speeds averaging less than 3 m/s
with peak speeds less than 5 m/s. In addition, the vector compo-
nent of the wind speed across the test road must be less than 2 m/
s. Wind velocity must be measured 0,7 m above the road surface.
3.2. Humidity
The road must be dry.
3.3. Pressure—Temperature
Air density at the time of the test must not deviate by more
than ± 7,5 % from the reference conditions, p = 100 kPa and
T = 293,2 K.
4. VEHICLE PREPARATION4.1. Runningin
The vehicle must be in normal running order and adjustment after
having been run-in for at least 3 000 km. The tyres must be run
in at the same time as the vehicle or have a tread depth within 90
and 50 % of the initial tread depth.
4.2. Verifications
The following checks must be made in accordance with the
manufacturer's specifications for the use considered:
— wheels, wheel trims, tyres (make, type, pressure),
— front axle geometry,— brake adjustment (elimination of parasitic drag),— lubrication of front and rear axles,
— adjustment of the suspension and vehicle level, etc.
4.3. Preparationforthetest
4.3.1. The vehicle is loaded to its reference mass. The level of the
vehicle must be that obtained when the centre of gravity of the
load is situated midway between the ‘R’ points of the front outer
seats and on a straight line passing through those points.
4.3.2. In the case of road tests, the windows of the vehicle must be
closed. Any covers of air climatization systems, headlamps, etc,
must be in the non-operating position.
4.3.3. The vehicle must be clean.
4.3.4. Immediately prior to the test the vehicle is brought to normal
running temperature in an appropriate manner.1970L0220 — EN — 08.07.1993 — 011.001 — 50
▼M9
5. METHODS
5.1. Methodofenergyvariationduringcoast-down
5.1.1. On the road
5.1.1.1. Test equipment and error:
— time must be measured to an error lower than 0,1 second,
— speed must be measured to an error lower than 2 %.
5.1.1.2. Test procedure
5.1.1.2.1. Accelerate the vehicle to a speed 10 km/h greater than the chosen
test speed V.
5.1.1.2.2. Place the gearbox in ‘neutral’ position.
5.1.1.2.3. Measure the time (t1) taken for the vehicle to decelerate from
V2= V + V km/hto V1= V − V km/hwithV ≤5 km/h
5.1.1.2.4. Perform the same test in the opposite direction: t2
5.1.1.2.5. Take the average T of the two times t1and t2.
5.1.1.2.6. Repeat these tests several times such that the statistical accuracy
(p) of the average
T¼1
nXn
i¼1Tiis not more than 2 % (p ≤2% )
The statistical accuracy (p) is defined by:
p¼tsﬃﬃﬃnp/C1100
T
where:
t = coefficient given by the table below,
s = standard deviation, s ¼ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ
Xn
i¼1Ti/C0T/C0/C12
n/C01vuut
n = number of tests,
n456789 1 0 1 1 1 2 1 3 1 4 1 5
t 3,2 2,8 2,6 2,5 2,4 2,3 2,3 2,2 2,2 2,2 2,2 2,2
tﬃﬃﬃnp1,6 1,25 1,06 0,94 0,85 0,77 0,73 0,66 0,64 0,61 0,59 0,57
5.1.1.2.7. Calculate the power by the formula:
P¼MV ∆V
T
where:
P = is expressed in kw,
V = speed of the test in m/s,∆V = speed deviation from speed V, in m/s,
M = reference mass in kg,T = time in seconds.
5.1.2. On the dynamometer
5.1.2.1. Measurement equipment and accuracy
The equipment must be identical to that used on the road.
5.1.2.2. Test procedure
5.1.2.2.1. Install the vehicle on the test dynamometer.
5.1.2.2.2. Adjust the tyre pressure (cold) of the driving wheels as required
by the dynamometer.1970L0220 — EN — 08.07.1993 — 011.001 — 51
▼M9
5.1.2.2.3. Adjust the equivalent inertia of the dynamometer.
5.1.2.2.4. Bring the vehicle and dynamometer to operating temperature in a
suitable manner.
5.1.2.2.5. Carry out the operations specified in 5.1.1.2 with the exception of
5.1.1.2.4 and 5.1.1.2.5 and withreplacing M by I in th e formula
set out in 5.1.1.2.7.
5.1.2.2.6. Adjust the brake to meet the requirements of 4.1.4.1 of Annex III.
5.2. Torquemeasurementmethodatconstantspeed
5.2.1. On the road
5.2.1.1. Measurement equipment and error
Torque measurement must be carried out withan appropriate
measuring device accurate to within 2 %.
Speed measurement must be accurate to within 2 %.
5.2.1.2. Test procedure
5.2.1.2.1. Bring the vehicle to the chosen stabilized speed V.
5.2.1.2.2. Record the torque, C(t)and speed over a period of a least 10
seconds by means of class 1 000 instrumentation meeting ISO
Standard No 970.
5.2.1.2.3. Differences in torque C(t)and speed relative to time must not
exceed 5 % for eachsecond of th e measurement period.
5.2.1.2.4. The torque C is the average torque derived from the following
formula:
Ct1¼1
∆tZtþ∆t
tCtðÞdt
5.2.1.2.5. Carry out the test in the opposite direction, i.e. Ct2
5.2.1.2.6. Determine the average of these two torques Ct1and Ct2i.e. Ct.
5.2.2. On the dynamometer
5.2.2.1. Measurement equipment and error
The equipment must be identical to that used on the road.
5.2.2.2. Test procedure5.2.2.2.1. Perform the operations specified in 5.1.2.2.1 to 5.1.2.2.4.5.2.2.2.2. Perform the operations specified in 5.2.1.2.1 to 5.2.1.2.4.5.2.2.2.3. Adjust the brake setting to meet the requirements of 4.1.4.1 of
Annex III.
5.3. Integratedtorqueovervariabledrivingpattern
5.3.1. This method is a non-obligatory complement to the constant
speed method described in 5.2.
5.3.2. In this dynamic procedure the mean torque value
M is deter-
mined. This is accomplished by integrating the actual torque
values with respect to time during operation of the test vehicle
with a defined driving cycle. The integrated torque is then
divided by the time difference.
The result is:
M¼1
t2/C0t1Zt2
t1MtðÞèb dt withM t ðÞ>0 ðÞ
M is calculated from six sets of results.
It is recommended that the sampling rate of M be not less than
two samples per second.
5.3.3. Dynamometer setting
The dynamometer load is set by the method described in 5.2. If
Mdynamometer does not then match Mroad;the brake setting is
adjusted until the values are equal to within ± 5 %.1970L0220 — EN — 08.07.1993 — 011.001 — 52
▼M9
Note:
This method can be used only for dynamometers with electrical
inertia simulation or fine adjustment.
5.3.4. Acceptance criteria
Standard deviation of six measurements must be no more than
2 % of the mean value.
5.4. Methodofdeceleration measurementbygyroscopicplatform
5.4.1. On the road
5.4.1.1. Measurement equipment and error
— speed must be measured withan error lower th an 2 %,
— deceleration must be measured withan error lower th an 1 %,
— the slope of the road must be measured with an error lower
than 1 %,
— time must be measured withan error lower th an 0,1 second.
The level of the vehicle is measured on a reference horizontal
ground; as an alternative, it is possible to correct for the slope
of the road ( α1).
5.4.1.2. Test procedure5.4.1.2.1. Accelerate the vehicle to a speed 5 km/h greater than the chosen
test speed: V.
5.4.1.2.2. Record the deceleration between V + 0,5 km/h and V − 0,5 km/h.5.4.1.2.3. Calculate the average deceleration attributed to the speed V by
the formula:
γ1¼1
tZt
oγ1tðÞdt/C0g/C1sinα1 ðÞ
where:
γ1= average deceleration value at the speed V in one
direction of the road,
t = time between V + 0,5 km/hand V − 0,5 km/h ,
γ1(t) = deceleration recorded withth e time,
g = 9,81 m.s−2.
5.4.1.2.4. Perform the same test in the other direction: γ2:
5.4.1.2.5. Calculate the average of
Γi¼γ1þγ2
2for test I.
5.4.1.2.6. Perform a sufficient number of tests as specified in 5.1.1.2.6
replacing T by Γwhere:
Γ¼1
nXn
i¼1Γi
5.4.1.2.7. Calculate the average force absorbed F = M. Γ
where:
M = vehicle reference mass in kilograms,
Γ= average deceleration calculated beforehand.
5.4.2. Dynamometer method
5.4.2.1. Measurement equipment and error
The measurement instrumentation of the dynamometer itself must
be used as defined in section 2 of Appendix 2 to this Annex.
5.4.2.2. Test procedure5.4.2.2.1. Adjustment of the force on the rim under steady speed. On
chassis dynamometer, the total resistance is of the type:
(F
total)=( Findicated)+( Fdriving axle rolling), with1970L0220 — EN — 08.07.1993 — 011.001 — 53
▼M9
(Ftotal)=( Froad),
(Findicated)=( Froad)−( Fdriving axle rolling),
where:(F
indicated) is the force indicated on the force indicating device of
the chassis dynamometer,
(Froad) is known,
(Fdriving axle rolling) Can be:
— measured on chassis dynamometer able to work as a motor.
The test vehicle, gearbox in neutral position, is driven by the
chassis dynamometer at the test speed; the rolling resistance of
the driving axle is then measured on the force indicating device
of the chassis dynamometer.
— determined on chassis dynamometer unable to work as a
motor.
For the two-roller-chassis dynamometer, the Rrvalue is the one
which is determined before on the road.
For the single-roller chassis dynamometer, the Rrvalue is the one
which is determined on the road multiplied by a coefficient (R)
which is equal to the ratio between the driving axle mass andthe vehicle total mass.
Note:
R
ris obtained from the curve: F = f(V).1970L0220 — EN — 08.07.1993 — 011.001 — 54
▼M9
Appendix 4
VERIFICATIONOFINERTIASOTHERTHANMECHANICAL
1. OBJECT
The method described in this Appendix makes it possible to
check that the simulated total inertia of the dynamometer is
carried out satisfactorily in the running phases of the operating
cycle.
2. PRINCIPLE
2.1. Drawingupworkingequations
Since the dynamometer is subjected to variations in the rotating
speed of the roller(s), the force at the surface of the roller(s) can
be expressed by the formula:
F=I· γ=IM·γ+F1
where:
F = force at the surface of the roller(s),I = total inertia of the dynamometer (equivalent inertia of the
vehicle: see table in Annex III section 5.1),
I
M= inertia of the mechanical masses of the dynamometer,
γ= tangential acceleration at roller surface,
F1= inertia force.
Note:An explanation of this formula with reference to dynamometers
withmech anically simulated inertias is appended.
Thus, the total inertia is expressed as follows:
I¼I
MþFi
γ
where:
IMcan be calculated or measured by traditional methods.
Fican be measured on the dynamometer, but can also be calcu-
lated from the peripheral speed of the rollers. γmay be
calculated from the peripheral speed of the rollers.
The total inertia (I) is determined during an acceleration or decel-
eration test with values higher than or equal to those obtained on
an operating cycle.
2.2. Specificationforthecalculationoftotalinertia
The test and calculation methods must make it possible to deter-
mine the total inertia I with a relative error ( ∆I/I) of less than 2 %.
3. SPECIFICATION
3.1. The mass of the simulated total inertia I must remain the same as
the theoretical value of the equivalent inertia (see 5.1 of Annex
III) within the following limits:
3.1.1. ± 5 % of the theoretical value for each instantaneous value;3.1.2. ± 2 % of the theoretical value for the average value calculated for
eachsequence of th e cycle.
3.2. The limit given in 3.1.1 is brought to ± 50 % for one second
when starting and, for vehicles with manual transmission, for
two seconds during gear changes.
4. VERIFICATION PROCEDURE
4.1. Verification is carried out during each test throughout the cycle
defined in 2.1 of Annex III.1970L0220 — EN — 08.07.1993 — 011.001 — 55
▼M9
4.2. However, if the requirements of section 3 are met, with instanta-
neous accelerations which are at least three times greater or
smaller than the values obtained in the sequences of the theore-
tical cycle, the verification described above is not necessary.
5. TECHNICAL NOTE
Explanation of drawing-up working equations.
5.1. Equilibrium of the forces on the road:
CR¼k1Jr1dΘ1
dtþk2Jr2dΘ2
dtþk3Mγr1þk3Fsr1
5.2. Equilibrium of the forces on dynamometer with mechanically
simulated inertias:
Cm¼k1Jr1dΘ1
dtþk3JR mdWm
dt
Rmr1þk3Fsr1
¼k1Jr1dΘ1
dtþk3Iγr1þk3Fsr1
5.3. Equilibrium of the forces of dynamometer with non-mechanically
simulated inertias:
Ce¼k1Jr1dΘ1
dtþk3JR edWe
dt
Rer1þC1
Rer10
B@1
CAþk3Fsr1
¼k1Jr1dΘ1
dtþk3IMγþF1 ðÞ r1þk3Fsr1
in these formulae:
CR = engine torque on the road,
Cm= engine torque on the dynamometer with mechanically
simulated inertias,
Ce= engine torque on the dynamometer with electrically
simulated inertias,
Jr1= moment of inertia of the vehicle transmission brought
back to the driving wheels,
Jr2= moment of inertia of the non-driving wheels,
JRm= moment of inertia of the dynamometer with mechani-
cally simulated inertias,
JRe= moment of mechanical inertia of the dynamometer
withelectrically simulated inertias,
M = mass of the vehicle on the road,
I = equivalent inertia of the dynamometer with mechani-
cally simulated inertias,
IM= mechanical inertia of the dynamometer with electri-
cally simulated inertias,
Fs= resultant force at stabilized speed,
C1= resultant torque from electrically simulated inertias,
F1= resultant force from electrically simulated inertias,
dΘ1
dt= angular acceleration of the driving wheels,
dΘ2
dt= angular acceleration of the non-driving wheels,
dWm
dt= angular acceleration of the mechanical dynamometer,1970L0220 — EN — 08.07.1993 — 011.001 — 56
▼M9
dWe
dt= angular acceleration of the electrical dynamometer,
γ= linear acceleration,
r1= radius under load of the driving wheels,
r2= radius under load of the non-driving wheels,
Rm= radius of the rollers of the mechanical dynamometer,
Re= radius of the rollers of the electrical dynamometer,
k1= coefficient dependent on the gear reduction ratio and
the various inertias of transmission and ‘efficiency’,
k2= ratio transmission × r1/r2× ‘efficiency’,
k3= ratio transmission × ‘efficiency’.
Supposing the two types of dynamometer (5.2 and 5.3) are made
equal and simplified, one obtains:
k3(IM·γ+Fi)r1=k3I·γ·r1
hence,
I¼IMþF1
γ1970L0220 — EN — 08.07.1993 — 011.001 — 57
▼M9
Appendix 5
DESCRIPTIONOFTAILPIPEEMISSION-SAMPLINGSYSTEMS
1. INTRODUCTION
1.1. There are several types of sampling devices capable of meeting
the requirements set out in section 4.2 of Annex III.
The devices described in 3.1, 3.2 and 3.3 will be deemed accep-
table if they satisfy the main criteria relating to the variable
dilution principle.
1.2. In its communications, the laboratory must mention the system of
sampling used when performing the test.
2. CRITERIA RELATING TO THE VARIABLE-DILUTION
SYSTEM FOR MEASURING EXHAUST-GAS EMISSIONS
2.1. Scope
This section specifies the operating characteristics of an exhaust-
gas sampling system intended to be used for measuring the true
mass emissions of a vehicle exhaust in accordance with the provi-
sions of this Directive. The principle of variable-dilution
sampling for measuring mass emissions requires three conditions
to be satisfied:
2.1.1. the vehicle exhaust gases must be continuously diluted with
ambient air under specified conditions;
2.1.2. the total volume of the mixture of exhaust gases and dilution air
must be measured accurately;
2.1.3. a continuously proportional sample of the diluted exhaust gases
and the dilution air must be collected for analysis.
The quantity of gaseous pollutants emitted is determined from the
proportional sample concentrations and the total volume
measured during the test. The sample concentrations are corrected
to take account of the pollutant content of the ambient air. In
addition, where vehicles are equipped with compression-ignition
engines, their particulate emissions are plotted.
2.2. Technicalsummary
Figure III.5.2.2 gives a schematic diagram of the sampling
system.
2.2.1. The vehicle exhaust gases must be diluted with a sufficient
amount of ambient air to prevent any water condensation in the
sampling and measuring system.
2.2.2. The exhaust-gas sampling system must be so designed as to make
it possible to measure the average volume concentrations of the
CO2, CO, HC and NOx, and, in addition, in the case of vehicles
equipped withcompression-ignition engines, of th e particulate
emissions, contained in the exhaust gases emitted during the
vehicle testing cycle.
2.2.3. The mixture of air and exhaust gases must be homogeneous at the
point where the sampling probe is located (see 2.3.1.2).
2.2.4. The probe must extract a representative sample of the diluted
gases.
2.2.5. The system must make it possible to measure the total volume of
the diluted exhaust gases from the vehicle being tested.1970L0220 — EN — 08.07.1993 — 011.001 — 58
▼M9
Figure III.5.2.2
Diagramofvariable-dilutionsystemformeasuringexhaust-gasemissions
1970L0220 — EN — 08.07.1993 — 011.001 — 59
▼M9
2.2.6. The sampling system must be gas-tight. The design of the vari-
able-dilution sampling system and the materials that go to make
it up must be such that they do not affect the pollutant concentra-
tion in the diluted exhaust gases. Should any component in the
system (heat exchanger, cyclone separator, blower, etc.) change
the concentration of any of the pollutants in the diluted exhaust
gases and the fault cannot be corrected, then sampling for that
pollutant must be carried out before that component.
2.2.7. If the vehicle tested is equipped with an exhaust system
comprising more than one tailpipe, the connecting tubes must be
connected together by a manifold installed as near as possible to
the vehicle.
2.2.8. The gas samples must be collected in sampling bags of adequate
capacity so as not to hinder the gas flow during the sampling
period. These bags must be made of such materials as will not
affect the concentration of pollutant gases (see 2.3.4.4).
2.2.9. The variable-dilution system must be so designed as to enable the
exhaust gases to be sampled without appreciably changing the
back-pressure at the exhaust pipe outlet (see 2.3.1.1).
2.3. Specificrequirements
2.3.1. Exhaust-gas collection and dilution device
2.3.1.1. The connection tube between the vehicle exhaust tailpipe(s) and
the mixing chamber must be as short as possible; it must in no
case:
— cause the static pressure at the exhaust tailpipe(s) on the
vehicle being tested to differ by more than ± 0,75 kPa at
50 km/h or more than ± 1,25 kPa for the whole duration of
the test from the static pressures recorded when nothing is
connected to the vehicle tailpipes. The pressure must be
measured in the exhaust tailpipe or in an extension having
the same diameter, as near as possible to the end of the pipe,
— change the nature of the exhaust gas.
2.3.1.2. There must be a mixing chamber in which the vehicle exhaust
gases and the dilution air are mixed so as to produce a homoge-
neous mixture at the chamber outlet.
The homogeneity of the mixture in any cross-section at the loca-
tion of the sampling probe must not vary by more than ± 2 %
from the average of the values obtained at least five points)
located at equal intervals on the diameter of the gas stream. In
order to minimize the effects on the conditions at the exhaust tail-
pipe and to limit the drop in pressure inside the dilution air-
conditioning device, if any, the pressure inside the mixing
chamber must not differ by more than 0,25 kPa from atmospheric
pressure.
2.3.2. Suction device/volume measuring device
This device may have a range of fixed speeds so as to ensure
sufficient flow to prevent any water condensation. This result is
generally obtained by keeping the concentration of CO2in the
dilute exhaust-gas sampling bag lower than 3 % by volume.
2.3.3. Volume measurement
2.3.3.1. The volume measuring device must retain its calibration accuracy
to within ± 2 % under all operating conditions. If the device
cannot compensate for variations in the temperature of the
mixture of exhaust gases and dilution air at the measuring point,
a heat exchanger must be used to maintain the temperature to
within ± 6 K of the specified operating temperature.
If necessary, a cyclone separator can be used to protect the
volume measuring device.
2.3.3.2. A temperature sensor must be installed immediately before the
volume measuring device. This temperature sensor must have an
accuracy and a precision of ± 1 K and a response time of 0,1
second at 62 % of a given temperature variation (value measured
in silicone oil).1970L0220 — EN — 08.07.1993 — 011.001 — 60
▼M9
2.3.3.3. The pressure measurements must have a precision and an accu-
racy of ± 0,4 kPa during the test.
2.3.3.4. The measurement of the pressure difference from atmospheric
pressure is taken before and, if necessary, after the volume
measuring device.
2.3.4. Gas sampling
2.3.4.1. Dilute exhaust gases
2.3.4.1.1. The sample of dilute exhaust gases is taken before the suction
device but after the conditioning devices (if any).
2.3.4.1.2. The flow-rate must not deviate by more than ± 2 % from the
average.
2.3.4.1.3. The sampling rate must not fall below 5 litres per minute and
must not exceed 0,2 % of the flow-rate of the dilute exhaust
gases.
2.3.4.1.4. An equivalent limit applies to constant-mass sampling systems.2.3.4.2. Dilution air
2.3.4.2.1. A sample of the dilution air is taken at a constant flow-rate near
the ambient air inlet (after the filter if one is fitted).
2.3.4.2.2. The air must not be contaminated by exhaust gases from the
mixing area.
2.3.4.2.3. The sampling rate for the dilution air must be comparable to that
used in the case of the dilute exhaust gases.
2.3.4.3. Sampling operations
2.3.4.3.1. The materials used for the sampling operations must be such that
they do not change the pollutant concentration.
2.3.4.3.2. Filters may be used in order to extract the solid particles from the
sample.
2.3.4.3.3. Pumps are required in order to convey the sample to the sampling
bag(s).
2.3.4.3.4. Flow control valves and flow-meters are needed in order to obtain
the flow-rates required for sampling.
2.3.4.3.5. Quick-fastening gas-tight connections may be used between the
three-way valves and the sampling bags, the connections sealing
themselves automatically on the bag side. Other systems may be
used for conveying the samples to the analyzer (three-way stop
valves, for example).
2.3.4.3.6. The various valves used for directing the sampling gases must be
of the quick-adjusting and quick-acting type.
2.3.4.4. Storage of the sample
The gas samples are collected in sampling bags of adequate capa-
city so as not to reduce the sampling rate. The bags must be made
of such a material as will not change the concentration of
synthetic pollutant gases by more than ± 2 % after 20 minutes.
2.4. Additional sampling unit for the testing of vehicles equipped
withacompression-ignitionengine
2.4.1. By way of a departure from the taking of gas samples from vehi-
cles equipped with spark-ignition engines, the hydrocarbon and
particulate sampling points are located in a dilution tunnel.
2.4.2. In order to reduce heat losses in the exhaust gases between the
exhaust tail pipe and the dilution tunnel inlet, the pipe may not
be more than 3,6 m long, or 6,1 m long if heat insulated. Its
internal diameter may not exceed 105 mm.1970L0220 — EN — 08.07.1993 — 011.001 — 61
▼M9
Figure III.5.2.4.4.
Particulate samplingprobeconfiguration
1970L0220 — EN — 08.07.1993 — 011.001 — 62
▼M9
2.4.3. Predominantly turbulent flow conditions (Reynolds
number≥4 000) must apply in the dilution tunnel, which
consists of a straight tube of electrically-conductive material, in
order to guarantee that the diluted exhaust gas is homogeneous
at the sampling points and that the samples consist of representa-
tive gases and particulates. The dilution tunnel must be at least
200 mm in diameter and the system must be earthed.
2.4.4. The particulate sampling system consists of a sampling probe in
the dilution tunnel and two series-mounted filters. Quick-acting
valves are located bothup and downstream of th e two filters in
the direction of flow.
The configuration of the sample probe must be as indicated in
Figure III.5.2.4.4.
2.4.5. The particulate sampling probe must be arranged as follows:
It must be installed in the vicinity of the tunnel centreline,
roughly 10 tunnel diameters downstream of the gas inlet, and
have an internal diameter of at least 12 mm.
The distance from the sampling tip to the filter mount must be at
least five probe diameters, but must not exceed 1 020 mm.
2.4.6. The sample gas flow measuring unit consists of pumps, gas flow
regulators and flow measuring units.
2.4.7. The hydrocarbon sampling system consists of a heated sampling
probe, line, filter and pump. The sampling probe must be
installed in such a way, at the same distance from the exhaust
gas inlet as the particulate sampling probe, that neither interferes
with samples taken by the other. It must have a minimum internal
diameter of 4 mm.
2.4.8. All heated parts must be maintained at a temperature of 463 K
(190 ºC) ± 10 K by the heating system.
2.4.9. If it is not possible to compensate for variations in the flow rate
there must be a heat exchanger and a temperature control device
as specified in 2.3.3.1 so as to ensure that the flow rate in the
system is constant and the sampling rate is accordingly propor-
tional.
3. DESCRIPTION OF THE DEVICES3.1. Variable dilution device with positive displacement pump
(PDP-CVS) (Figure III.5.3.1.)
3.1.1. The positive displacement pump — constant volume sampler
(PDP-CVS) satisfies the requirements of this Annex by metering
at a constant temperature and pressure through the pump. The
total volume is measured by counting the revolutions made by
the calibrated positive displacement pump. The proportional
sample is achieved by sampling with pump, flow-meter and flow
control valve at a constant flow-rate.
3.1.2. Figure III.5.3.1 is a schematic drawing of such a sampling
system. Since various configurations can produce accurate results
exact conformity withth e drawing is not essential. Additional
components suchas instruments, valves, solenoids and switch es
may be used to provide additional information and coordinate
the functions of the component system.
3.1.3. The collecting equipment consists of:
3.1.3.1. a filter (D) for the dilution air, which can be preheated if neces-
sary. This filter must consist of activated charcoal sandwiched
between two layers of paper, and shall be used to reduce and
stabilize the hydrocarbon concentrations of ambient emissions in
the dilution air;
3.1.3.2. a mixing chamber (M) in which exhaust gas and air are mixed
homogeneously;1970L0220 — EN — 08.07.1993 — 011.001 — 63
▼M9
Figure III.5.3.1
Constantvolumesamplerwithpositivedisplacementpump(PDP-CVS)
1970L0220 — EN — 08.07.1993 — 011.001 — 64
▼M9
3.1.3.3. a heat exchanger (H) of a capacity sufficient to ensure that
throughout the test the temperature of the air/exhaust-gas mixture
measured at a point immediately upstream of the positive displa-
cement pump is within ± 6 K of the designed operating
temperature. This device must not affect the pollutant concentra-
tions of diluted gases taken off after for analysis;
3.1.3.4. a temperature control system (TC), used to preheat the heat
exchanger before the test and to control its temperature during
the test, so that deviations from the designed operating tempera-
ture are limited to ± 6 K;
3.1.3.5. the positive displacement pump (PDP), used to transport a
constant-volume flow of the air/exhaust-gas mixture; the flow
capacity of the pump must be large enough to eliminate water
condensation in the system under all operating conditions which
may occur during a test; this can be generally ensured by using
a positive displacement pump witha flow capacity:
3.1.3.5.1. — twice as high as the maximum flow of exhaust gas produced
by accelerations of the driving cycle, or
3.1.3.5.2. — sufficient to ensure that the CO2concentration in the dilute-
exhaust sample bag is less than 3 % by volume;
3.1.3.6. a temperature sensor (T1) (accuracy and precision ± 1 K), fitted at
a point immediately upstream of the positive displacement pump;
it must be designed to monitor continuously the temperature of
diluted exhaust-gas mixture during the test;
3.1.3.7. a pressure gauge (G1) (accuracy and precision ± 0,4 kPa) fitted
immediately upstream of the volume meter and used to register
the pressure gradient between the gas mixture and the ambient
air;
3.1.3.8. another pressure gauge (G2) (accuracy and precision ± 0,4 kPa)
fitted so that the different pressure between pump inlet and
pump outlet can be registered;
3.1.3.9. two sampling outlets (S1and S2) for taking constant samples of
the dilution air and of the diluted exhaust-gas/air mixture;
3.1.3.10. a filter (F), to extract solid particles from the flows of gas
collected for analysis;
3.1.3.11. pumps (P), to collect a constant flow of the dilution air as well as
the diluted exhaust-gas/air mixture during the test;
3.1.3.12. flow controllers (N), to ensure a constant uniform flow of the gas
samples taken during the course of the test from sampling probes
S1and S2; and flow of the gas samples must be such that, at the
end of each test, the quantity of the samples is sufficient for
analysis ( =10 litres per minute);
3.1.3.13. flow-meters (FL), for adjusting and monitoring the constant flow
of gas samples during the test;
3.1.3.14. quick-acting valves (V), to divert a constant flow of gas samples
into the sampling bags or to the outside vent;
3.1.3.15. gas-tight, quick-lock coupling elements (Q) between the quick-
acting valves and the sampling bags; the coupling must close
automatically on the sampling-bag side; as an alternative, other
ways of transporting the samples to the analyzer may be used
(three-way stopcocks, for instance);
3.1.3.16. bags (B), for collecting samples of the diluted exhaust gas and of
the dilution air during the test; they must be of sufficient capacity
not to impede the sample flow; the bag material must be such as
to affect neither the measurements themselves nor the chemical
composition of the gas samples (for instance: laminated polyethy-
lene/polyamide films, or fluorinated polyhydrocarbons);
3.1.3.17. a digital counter (C), to register the number of revolutions
performed by the positive displacement pump during the test;1970L0220 — EN — 08.07.1993 — 011.001 — 65
▼M9
3.1.4. Additional equipment required when testing diesel-engined vehi-
cles
To comply withth e requirements of 4.3.1.1 and 4.3.2 of Annex
III, the additional components within the dotted lines in Figure
III.5.3.1 must be used when testing diesel-engined vehicles:
Fhis a h eated filter,
S3is a sample point close to the mixing chamber,
Vhis a heated multiway valve,
Q is a quick connector to allow the ambient air sample BA
to be analysed on the HFID,
HFID is a heated flame ionization analyzer,R and I are means of integrating and recording the instantaneous
hydrocarbon concentrations,
Lhis a h eated sample line.
All heated components must be maintained at 463 K
(190 ºC) ± 10 K.
Particulate sampling systemS
4sampling probe in the dilution tunnel,
Fpfilter unit consisting of two series-mounted filters; switching
arrangement for further parallel-mounted pairs of filters,
sampling line,pumps, flow regulators, flow measuring units.
3.2. Critical-flow venturi dilution device (CFV-CVS) (Figure
III.5.3.2.)
3.2.1. Using a critical-flow venturi in connection withth e CVS
sampling procedure is based on the principles of flow mechanics
for critical flow. The variable mixture flow rate of dilution and
exhaust gas is maintained as sonic velocity which is directly
proportional to the square root of the gas temperature. Flow is
continually monitored, computed and integrated over the test.
If an additional critical-flow sampling venturi is used, the propor-
tionality of the gas samples taken is ensured. As both pressure
and temperature are equal at the two venturi inlets the volume
of the gas flow diverted for sampling is proportional to the total
volume of diluted exhaust-gas mixture produced, and thus the
requirements of this Annex are met.
3.2.2. Figure III.5.3.2 is a schematic drawing of such a sampling
system. Since various configurations can produce accurate results,
exact conformity withth e drawing is not essential. Additional
components suchas instruments, valve, solenoids, and switch es
may be used to provide additional information and coordinate
the functions of the component system.
3.2.3. The collecting equipment consists of:
3.2.3.1. a filter (D) for the dilution air, which can be preheated if neces-
sary: the filter must consist of activated charcoal sandwiched
between layers of paper, and must be used to reduce and stabilize
the hydrocarbon background emission of the dilution air;
3.2.3.2. a mixing chamber (M), in which exhaust gas and air are mixed
homogeneously;
3.2.3.3. a cyclone separator (CS), to extract particles;3.2.3.4. two sampling probes (S
1and S2) for taking samples of the dilu-
tion air and of the diluted exhaust gas/air mixture;
3.2.3.5. a sampling critical flow venturi (SV), to take proportional
samples of the diluted exhaust gas at sampling probe S2;
3.2.3.6. a filter (F), to extract solid particles from the gas flows diverted
for analysis;
3.2.3.7. pumps (P), to collect part of the flow of air and diluted exhaust
gas in bags during the test;
3.2.3.8. a flow controller (N), to ensure a constant flow of the gas
samples taken in the course of the test from sampling probe S1;
the flow of the gas samples must be such that, at the end of the1970L0220 — EN — 08.07.1993 — 011.001 — 66
▼M9
test, the quantity of the samples is sufficient for analysis (10 litres
per minute);
3.2.3.9. a snubber (PS), in the sampling line;1970L0220 — EN — 08.07.1993 — 011.001 — 67
▼M9
Figure III.5.3.2
Constantvolumesamplerwithcritical-flow venturi(CFV-CVSSystem)
1970L0220 — EN — 08.07.1993 — 011.001 — 68
▼M9
3.2.3.10. flow meters (FL), for adjusting and monitoring the flow of gas
samples during tests;
3.2.3.11. quick-acting solenoid valves (V), to divert a constant flow of gas
samples into the sampling bags or the vent;
3.2.3.12. gas-tight, quick-lock coupling elements (Q), between the quick-
acting valves and the sampling bags; the couplings must close
automatically on the sampling bag side; as an alternative, other
ways of transporting the samples to the analyzer may be used
(three-way stopcocks, for instance);
3.2.3.13. bags (B), for collecting samples of the diluted exhaust gas and the
dilution air during the tests; they must be of sufficient capacity
not to impede the sample flow; the bag material must be such as
to affect neither the measurements themselves nor the chemical
composition of the gas samples (for instance: laminated polyethy-
lene/polyamide films, or fluorinated polyhydrocarbons);
3.2.3.14. a pressure gauge (G), which is precise and accurate to
within ± 0,4 kPa;
3.2.3.15. a temperature sensor (T), which is precise and accurate to
within ± 1 K and have a response time of 0,1 seconds to 62 %
of a temperature change (as measured in silicon oil);
3.2.3.16. a measuring critical flow venturi tube (MV), to measure the flow
volume of the diluted exhaust gas;
3.2.3.17. a blower (BL), of sufficient capacity to handle the total volume
of diluted exhaust gas;
3.2.3.18. the capacity of the CFV-CVS system must be such that under all
operating conditions which may possibly occur during a test there
will be no condensation of water. This is generally ensured by
using a blower whose capacity is:
3.2.3.18.1. twice as high as the maximum flow of exhaust gas produced by
accelerations of the driving cycle, or
3.2.3.18.2. sufficient to ensure that the CO2concentration in the dilute
exhaust sample bag is less than 3 % by volume.
3.2.4. Additional equipment required when testing diesel-engined vehi-
cles
To comply withth e requirements of 4.3.1.1 and 4.3.2 of Annex
III, the additional components shown within the dotted lines of
Figure III.5.3.2 must be used when testing diesel-engined vehi-
cles:
Fhis a h eated filter,
S3is a sample point close to the mixing chamber,
Vhis a heated multiway valve,
Q is a quick connector to allow the ambient air sample BA
to be analyzed on the HFID,
HFID is a heated flame ionization analyzer,
R and I are a means of integrating and recording the instanta-
neous hydrocarbon concentrations,
Lhis a h eated sample line.
All heated components must be maintained at 463 K
(190 ºC) ± 10 K.
If compensation for varying flow is not possible, then a heat
exchanger (H) and temperature control system (TC) as described
in 2.2.3 will be required to ensure constant flow through the
venturi (MV) and thus proportional flow through S3.
Particulate sampling systemS
4sampling probe in dilution tunnel,
Fpfilter unit consisting of two series-mounted filters; switching
unit for further parallel-mounted pairs of filters,
sampling line,pumps, flow regulators, flow measuring units.1970L0220 — EN — 08.07.1993 — 011.001 — 69
▼M9
3.3. Variable dilution device with constant flow control by orifice
(CFO-CVS) (Figure III.5.3.3.) (only for spark-ignition-engined
vehicles)
3.3.1. The collection equipment consists of:
3.3.1.1. a sampling tube connecting the vehicle's exhaust pipe to the
device itself;
3.3.1.2. a sampling device consisting of a pump device for drawing in a
diluted mixture of exhaust gas and air;
3.3.1.3. a mixing chamber (M) in which exhaust gas and air are mixed
homogeneously;
3.3.1.4. a heat exchanger (H) of a capacity sufficient to ensure that
throughout the test the temperature of the air/exhaust-gas mixture
measured at a point immediately before the positive displacement
of the flow-rate measuring device is within ± 6 K of the designed
operating temperature. This device must not alter the pollutant
concentration of diluted gases taken off for analysis.
Should this condition not be satisfied for certain pollutants,
sampling must be effected before the cyclone for one or several
considered pollutants.
If necessary, a device for temperature control (TC) is used to
preheat the heat exchanger before testing and to keep up its
temperature during the test ± 6 K;
3.3.1.5. two probes (S1and S2) for sampling by means of pumps (P) flow-
meters (FL) and, if necessary, filters (F) allowing for the collec-
tion of solid particles from gases used for the analysis;
3.3.1.6. one pump for dilution air and another one for diluted mixture;
3.3.1.7. a volume-meter withan orifice;
3.3.1.8. a temperature censor (T) (accuracy and precision ± 1 K), fitted at
a point immediately before the volume measurement device; it
must be designed to monitor continuously the temperature of the
diluted exhaust-gas mixture during the test;
3.3.1.9. a pressure gauge (G) (accuracy and precision ± 0,4 kPa) fitted
immediately before the volume meter and used to register the
pressure gradient between the gas mixture and the ambient air;
3.3.1.10. another pressure gauge (G) (accuracy and precision ± 0,4 kPa)
fitted so that the differential pressure between pump inlet and
pump outlet can be registered;
3.3.1.11. flow controllers (N) to ensure a constant uniform flow of gas
samples taken during the course of the test from sampling outlets
S1and S2. The flow of the gas samples must be such that, at the
end of each test, the quantity of the samples is sufficient for
analysis ( =10 litres per minute);
3.3.1.12. flow-meters (FL) for adjusting and monitoring the constant flow
of gas samples during the test;
3.3.1.13. three-way valves (V) to divert a constant flow of gas samples into
the sampling bags or to the outside vent;
3.3.1.14. gas-tight, quick-lock coupling elements (Q) between the three-
way valves and the sampling bags; the coupling must close auto-
matically on the sampling-bag side. Other ways of transporting
the samples to the analyzer may be used (three-way stopcocks,
for instance);1970L0220 — EN — 08.07.1993 — 011.001 — 70
▼M9
Figure III.5.3.3
Diagram of a variable dilutiondevice with constant flow control byorifice (CFO-
CVS)
1970L0220 — EN — 08.07.1993 — 011.001 — 71
▼M9
3.3.1.15. bags (B) for collecting samples of diluted exhaust gas and of
dilution air during the test. They must be of sufficient capacity
not to impede the sample flow. The bag material must be such
as to affect neither the measurements themselves nor the
chemical composition of the gas samples (for instance: laminated
polyethylene/polyamide films, or fluorinated polyhydrocarbons).1970L0220 — EN — 08.07.1993 — 011.001 — 72
▼M9
Appendix 6
METHODOFCALIBRATINGTHEEQUIPMENT
1. ESTABLISHMENT OF THE CALIBRATION CURVE
1.1. Eachnormally used operating range is calibrated in accordance
with the requirements of 4.3.3 of Annex III by the following
procedure:
1.2. The analyzer calibration curve is established by at least five cali-
bration points spaced as uniformly as possible. The nominal
concentration of the calibration gas of the highest concentration
must be not less than 80 % of the full scale.
1.3. The calibration curve is calculated by the least squares method. If
the resulting polynomial degree is greater than three, the number
of calibration points must be at least equal to this polynomial
degree plus two.
1.4. The calibration curve must not differ by more than 2 % from the
nominal value of eachcalibration gas.
1.5. Traceofthecalibrationcurve
From the trace of the calibration curve and the calibration points
it is possible to verify that the calibration has been carried out
correctly. The different characteristic parameters of the analyzer
must be indicated, particularly:
— the scale,
— the sensitivity,
— the zero point,— the date of carrying out the calibration.
1.6. If it can be shown to the satisfaction of the technical service that
alternative technology (e.g. computer, electronically controlled
range switch, etc.) can give equivalent accuracy, then these alter-
natives may be used.
1.7. Verificationofthecalibration
1.7.1. Eachnormally used operating range must be ch ecked prior to
eachanalysis in accordance withth e following:
1.7.2. The calibration is checked by using a zero gas and a span gas
whose nominal value is within 80 to 95 % of the supposed value
to be analyzed.
1.7.3. If, for the two points considered, the value found does not differ
by more than ± 5 % of the full scale from the theoretical value,
the adjustment parameters may be modified. Should this not be
the case, a new calibration curve must be established in accor-
dance withsection 1.
1.7.4. After testing, zero gas and the same span gas are used for re-
checking. The analysis is considered acceptable if the difference
between the two measuring results is less than 2 %.
2. CHECK FOR FID, HYDROCARBON RESPONSE2.1. Detectorresponseoptimization
The FID must be adjusted, as specified by the instrument manu-
facturer. Propane in air should be used, to optimize the response,
on the most common operating range.
2.2. CalibrationoftheHCanalyzer
The analyzer should be calibrated using propane in air and puri-
fied synthetic air. See section 4.5.2 of Annex III (calibration and
span gases).
Establisha calibration curve as described in sections 1.1 to 1.5 of
this Appendix.1970L0220 — EN — 08.07.1993 — 011.001 — 73
▼M9
2.3. Responsefactorsofdifferenthydrocarbonsandrecommended
limits
The response factor (Rf) for a particular hydrocarbon species is
the ratio of the FID C1reading to the gas cylinder concentration,
expressed as ppm C1.
The concentration of the test gas must be at a level to give a
response of approximately 80 % of full scale deflection, for the
operating range. The concentration must be known, to an accu-
racy of ± 2 % in reference to a gravimetric standard expressed
in volume. In addition the gas cylinder must be pre-conditioned
for 24 hours at a temperature between 293 and 303 K (20 and
30 ºC).
Response factors are determined when introducing an analyzer
into service and thereafter at major service intervals. The test
gases to be used and the recommended response factor are:
— methane and purified air 1,00 < Rf < 1,15,
— propylene and purified air 0,90 < Rf < 1,00,— toluene and purified air 0,90 < Rf < 1,00.
Relative to a response factor (Rf) of 1,00 for propane and purified
air.
2.4. Oxygeninterference checkandrecommendedlimits
The response factor should be determined as described in 2.3.
The test gas to be used and recommended response factor range
are:
— Propane and nitrogen 0,95 ≤Rf≤1,05
3. EFFICIENCY TEST OF THE NO
xCONVERTER
The efficiency of the converter used for the conversion of NO2into NO is tested as follows:Using the test set up as shown in Figure III.6.3 and the procedure
described below, the efficiency of converters can be tested by
means of an ozonator.
3.1. Calibrate the CLA in the most common operating range following
the manufacturer's specifications using zero and span gas (the NO
content of which must amount to about 80 % of the operating
range and the NO
2concentration of the gas mixture to less than
5 % of the NO concentration). The NOxanalyzer must be in the
NO mode so that the span gas does not pass through the
converter. Record the indicated concentration.
3.2. Via a T-fitting, oxygen or synthetic air is added continuously to
the gas flow until the concentration indicated is about 10 % less
than the indicated calibration concentration given in 3.1. Record
the indicated concentration (C). The ozonator is kept deactivated
throughout this process.
3.3. The ozonator is now activated to generate enough ozone to bring
the NO concentration down to 20 % (minimum 10 %) of the cali-
bration concentration given in 3.1. Record the indicated
concentration (d).
3.4. The NOxanalyzer is then switched to the NOxmode which means
that the gas mixture (consisting of NO, NO2,O2and N2) now
passes through the converter. Record the indicated concentration
(a).
3.5. The ozonator is now deactivated. The mixture of gases described
in 3.2 passes through the converter into the detector. Record the
indicated concentration (b).
3.6. With the ozonator deactivated, the flow of oxygen or synthetic air
is also shut off. The NOxreading of the analyzer must then be no
more than 5 % above the figure given in 3.1.1970L0220 — EN — 08.07.1993 — 011.001 — 74
▼M9
3.7. The efficiency of the NOxconverter is calculated as follows:
Efficiency % ðÞ ¼1þa/C0b
c/C0d/C18/C19
/C1100
Figure III.6.3
DiagramofNOxconverterefficiency device
3.8. The efficiency of the converter must not be less than 95 %.3.9. The efficiency of the converter must be tested at least once a
week.
4. CALIBRATION OF THE CVS SYSTEM
4.1. The CVS system must be calibrated by using an accurate flow-
meter and a restricting device. The flow through the system
must be measured at various pressure readings and the control
parameters of the system measured and related to the flows.
4.1.1. Various types of flow-meter may be used, e.g. calibrated venturi,
laminar flow-meter, calibrated turbine-meter, provided that they
are dynamic measurement systems and can meet the requirements
of sections 4.2.2 and 4.2.3 of Annex III.
4.1.2. The following sections give details of methods of calibrating PDP
and CFV units, using a laminar flow-meter, which gives the
required accuracy, together with a statistical check on the calibra-
tion validity.
4.2. Calibrationofthepositivedisplacementpump(PDP)
4.2.1. The following calibration procedure outlines the equipment, the
test configuration and the various parameters which are measured
to establish the flow-rate of the CVS pump. All the parameters1970L0220 — EN — 08.07.1993 — 011.001 — 75
▼M9
related to the pumpare simultaneously measured with the para-
meters related to the flow-meter which is connected in series
with the pump. The calculated flow-rate (given in m3/min at
pump inlet, absolute pressure and temperature) can then be
plotted versus a correlation function which is the value of a
specific combination of pump parameters. The linear equation
which relates the pump flow and the correlation function is then
determined. In the event that a CVS has a multiple speed drive, a
calibration for eachrange used must be performed.
4.2.2. This calibration procedure is based on the measurement of the
absolute values of the pump and flow-meter parameters that
relate the flow-rate at each point. Three conditions must be main-
tained to ensure the accuracy and integrity of the calibration
curve.
4.2.2.1. The pump pressures must be measured at tappings on the pump
rather than at the external piping on the pump inlet and outlet.
Pressure taps that are mounted at the top centre and bottom centre
of the pump drive headplate are exposed to the actual pump
cavity pressures, and therefore reflect the absolute pressure differ-
entials.
4.2.2.2. Temperature stability must be maintained during the calibration.
The laminar flow-meter is sensitive to inlet temperature oscilla-
tions which cause the data points to be scattered. Gradual
changes of ± 1 K in temperature are acceptable as long as they
occur over a period of several minutes.
4.2.2.3. All connections between the flow-meter and the CVS pump must
be free of any leakage.
4.2.3. During an exhaust emission test, the measurement of these same
pump parameters enables the user to calculate the flow-rate from
the calibration equation.
4.2.3.1. Figure III.6.4.2.3.1 of this Appendix shows one possible test set-
up. Variations are permissible, provided that they are approved by
the authority granting the approval as being of comparable accu-
racy. If the set-up shown in Figure III.5.3.2 of Appendix 5 is
used, the following data must be found within the limits of preci-
sion given:
barometric pressure (corrected) (PB) ± 0,03 kPa
ambient temperature (T) ± 0,2 K
air temperature at LFE (ETI) ± 0,15 K
pressure depression upstream of LFE
(EPI)± 0,01 kPa
pressure drop across the LFE matrix
(EDP)± 0,0015 kPa
air temperature at CVS pump inlet
(PTI)± 0,2 K
air temperature at CVS pump outlet
(PTO)± 0,2 K
pressure depression at CVS pump
inlet (PPI)± 0,22 kPa
pressure head at CVS pump outlet
(PPO)± 0,22 kPa
pump revolutions during test period
(n)± 1 rev
elapsed time for period (minimum
250 s) (t)± 0,1 s.
4.2.3.2. After the system has been connected as shown in Figure
III.6.4.2.3.1, set the variable restrictor in the wide-open position
and run the CVS pump for 20 minutes before starting the calibra-
tion.
4.2.3.3. Reset the restrictor valve to a more restricted condition in an
increment of pump inlet depression (about 1 kPa) that will yield
a minimum of six data points for the total calibration. Allow the
system to stabilize for three minutes and repeat the data acquisi-
tion.1970L0220 — EN — 08.07.1993 — 011.001 — 76
▼M9
Figure III.6.4.2.3.1
PDP-CVScalibrationconfiguration
4.2.4. Data analysis
4.2.4.1. The air flow-rate (Qs) at eachtest point is calculated in standard
m3/min from the flow-meter data using the manufacturer's
prescribed method.
4.2.4.2. The air flow-rate is then converted to pump flow (Vo)i nm3/rev at
absolute pump inlet temperature and pressure.
Vo¼Qs
n/C1Tp
273;2/C1101;33
Pp
where:
Vo= pump flow-rate at Tpand Ppgiven in m3/rev,
Qs= air flow at 101,33 kPa and 273,2 K given in m3/min,
T = pump inlet temperature (K),
Pp= absolute pump inlet pressure,
n = pump speed in revolutions per minute.
To compensate for the interaction of pump speed pressure varia-
tions at the pump and the pump slip rate, the correlation function
(Xo) between the pump speed (n), the pressure differential from
pump inlet to pump outlet and the absolute pump outlet pressure
is then calculated as follows:
Xo¼1
nﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ
∆Pp
Pes1970L0220 — EN — 08.07.1993 — 011.001 — 77
▼M9
where:
Xo= correlation function,
∆Pp= pressure differential from pump inlet to pump outlet
(kPa),
Pe= absolute outlet pressure (PPO + PB(kPa).
A linear least-square fit is performed to generate the calibration
equations which have the formulae:
Vo=Do−M( Xo)
n=A−B( ∆Pp)
Do, M, A and B are the slope-intercept constants describing the
lines.
4.2.4.3. A CVS system that has multiple speeds must be calibrated on
each speed used. The calibration curves generated for the ranges
must be approximately parallel and the intercept values (Do) must
increase as the pump flow range decreases.
If the calibration has been performed carefully, the calculated
values from the equation will be within ± 0,5 % of the measured
value of Vo. Values of M will vary from one pump to another.
Calibration is performed at pump start-up and after major mainte-
nance.
4.3. Calibrationofthecritical-flow venturi(CFV)
4.3.1. Calibration of the CFV is based upon the flow equation for a
critical venturi:
Qs¼Kv/C1Pﬃﬃﬃ
Tp
where:
Qs= flow,
Kv= calibration coefficient,
P = absolute pressure (kPa),T = absolute temperature (K).
Gas flow is a function of inlet pressure and temperature.
The calibration procedure described below establishes the value
of the calibration coefficient at measured values of pressure,
temperature and air flow.
4.3.2. The manufacturer's recommended procedure must be followed for
calibrating electronic portions of the CFV.
4.3.3. Measurements for flow calibration of the critical flow venturi are
required and the following data must be found within the limits
of precision given:
barometric pressure (corrected) (P
B) ± 0,03 kPa,
LFE air temperature, flow-meter
(ETI)± 0,15 K,
pressure depression upstream of LFE
(EPI)± 0,01 kPa,
pressure drop across (EDP) LFE
matrix± 0,0015 kPa,
air flow (Qs) ± 0,5 %,
CFV inlet depression (PPI) ± 0,02 kPa,temperature at venturi inlet (T
v) ± 0,2 K.
4.3.4. The equipment must be set up as shown in Figure III.6.4.3.4 and
checked for leaks. Any leaks between the flow-measuring device
and the critical-flow venturi seriously affect the accuracy of the
calibration.1970L0220 — EN — 08.07.1993 — 011.001 — 78
▼M9
Figure III.6.4.3.4
CFV-CVScalibrationconfiguration
4.3.5. The variable-flow restrictor must be set to the open position, the
blower started and the system stabilized. Data from all instru-
ments must be recorded.
4.3.6. The flow restrictor must be varied and at least eight readings
across the critical flow range of the venturi must be made.
4.3.7. The data recorded during the calibration must be used in the
following calculations. The air flow-rate (Qs) at eachtest point
is calculated from the flow-meter data using the manufacturer's
prescribed method.
Calculate values of the calibration coefficient for each test point:
Kv¼Qs/C1ﬃﬃﬃﬃﬃTvp
Pv
where:
Qs= flow-rate in m/min at 273,2 K and 101,33 kPa,
Tv= temperature at the venturi inlet (K),
Pv= absolute pressure at the venturi inlet (kPa).
Plot Kvas a function of venturi inlet pressure. For sonic flow Kvwill have a relatively constant value. As pressure decreases
(vacuum increases) the venturi become unchoked and Kvdecreases. The resultant Kvchanges are not permissible.
For a minimum of eight points and the critical region calculate an
average Kvand the standard deviation.
If the standard deviation exceeds 0,3 % of the average Kvtake
corrective action.1970L0220 — EN — 08.07.1993 — 011.001 — 79
▼M9
Appendix 7
TOTALSYSTEMVERIFICATION
1. To comply with the requirements of section 4.7 of Annex III, the
total accuracy of the CVS sampling system and analytical system
must be determined by introducing a known mass of a pollutant
gas into the system whilst it is being operated as if during a
normal test and then analyzing and calculating the pollutant
mass according to the formulae in Appendix 8 to this Annexexcept that the density of propane is taken as 1,967 grams per
litre at standard conditions. The following two techniques are
known to give sufficient accuracy.
2. Metering a constant flow of pure gas (CO or C
3H8) using a
critical-flow orifice device
2.1. A known quantity of pure gas (CO or C3H8) is fed into the CVS
system through the calibrated critical orifice. If the inlet pressure
is high enough, the flow-rate (q), which is adjusted by means of
the critical-flow orifice, is independent of orifice outlet pressure
(critical flow). If deviations exceeding 5 % occur, the cause of
the malfunction must be located and determined. The CVS
system is operated as in an exhaust emission test for about 5 to
10 minutes. The gas collected in the sampling bag is analyzed
by the usual equipment and the results compared to the concen-
tration of the gas samples which was known beforehand.
3. Metering a limited quantity of pure gas (CO or C3H8) by means
of a gravimetric technique
3.1. The following gravimetric procedure may be used to verify the
CVS system. The weight of a small cylinder filled with either
carbon monoxide or propane is determined witha precision
of ± 0,01 gram. For about 5 to 10 minutes, the CVS system is
operated as in a normal exhaust emission test, while CO or
propane is injected into the system. The quantity of pure gas
involved is determined by means of differential weighting. The
gas accumulated in the bag is then analyzed by means of the
equipment normally used for exhaust-gas analysis. The results
are then compared to the concentration figures computed
previously.1970L0220 — EN — 08.07.1993 — 011.001 — 80
▼M9
Appendix 8
CALCULATIONOFTHEEMISSIONOFPOLLUTANTS
1. GENERAL
1.1. Emissions of gaseous pollutants are calculated by means of the
following equation:
(1) Mi¼Vmix/C1Qi/C1kH/C1Ci/C110/C06
d
where:
Mi= mass emission of the pollutant i in grams per kilo-
metre,
Vmix= volume of the diluted exhaust gas expressed in litres
per test and corrected to standard conditions (273,2 K
and 101,33 kPa),
Qi= density of the pollutant i in grams per litre at normal
temperature and pressure (273,2 K and 101,33 kPa),
kH= humidity correction factor used for the calculation of
the mass emissions of oxides of nitrogen (there is no
humidity correction for HC and CO),
Ci= concentration of the pollutant i in the diluted exhaust
gas expressed in ppm and corrected by the amount of
the pollutant i contained in the dilution air,
d = actual distance corresponding to the operating cycle in
km.
1.2. Volumedetermination
1.2.1. Calculation of the volume when a variable dilution device with
constant flow control by orifice or venturi is used. Record
continuously the parameters showing the volumetric flow, and
calculate the total volume for the duration of the test.
1.2.2. Calculation of volume when a positive displacement pump is
used. The volume of diluted exhaust gas in systems comprising
a positive displacement pump is calculated withth e following
formula:
V=Vo·N
where:
V = volume of the diluted exhaust gas expressed in litres per
test (prior to correction),
Vo= volume of gas delivered by the positive displacement
pump on testing conditions in litres per revolution,
N = number of revolutions per test.
1.2.3. Correction of the diluted exhaust-gas volume to standard condi-
tions. The diluted exhaust-gas volume is corrected by means of
the following formula:
(2) Vmix¼V/C1K1/C1PB/C0P1
Tp
in which:
(3) K1¼273;2K
101;33 kPa¼2;6961 K /C1kPa/C01/C0/C1
where:
PB= barometric pressure in the test room in kPa,
P1= vacuum at the inlet to the positive displacement pump in
kPa relative to the ambient barometric pressure,
Tp= average temperature of the diluted exhaust gas entering
the positive displacement pump during the test (K).1970L0220 — EN — 08.07.1993 — 011.001 — 81
▼M9
1.3. Calculationofthecorrectedconcentrationofpollutantsinthe
samplingbag
(4) Ci¼Ce/C0Cd1/C01
DF/C18/C19
where:
Ci= concentration of the pollutant i in the diluted exhaust gas,
expressed in ppm and corrected by the amount of i
contained in the dilution air,
Ce= measured concentration of pollutant i in the diluted
exhaust gas, expressed in ppm,
Cd= measured concentration of pollutant i in the air used for
dilution, expressed in ppm,
DF = dilution factor.
The dilution factor is calculated as follows:
(5) DF¼13;4
cCO2þcHCþcCO ðÞ 10/C04
in this equation:
CCO2= concentration of CO2in the diluted exhaust gas
contained in the sampling bag, expressed in %
volume,
CHC= concentration of HC in the diluted exhaust gas
contained in the sampling bag, expressed in ppm
carbon equivalent,
CCO= concentration of CO in the diluted exhaust gas
contained in the sampling bag, expressed in ppm.
1.4. DeterminationoftheNOhumiditycorrection factor
In order to correct the influence of humidity on the results of
oxides of nitrogen, the following calculations are applied:
(6) kH¼1
1/C00;0329 H /C010;71 ðÞ
in which:
H¼6;211/C1Ra/C1Pd
PB/C0Pd/C1Ra/C110/C02
where:
H = absolute humidity expressed in grams of water per kilo-
gram of dry air,
Ra= relative humidity of the ambient air expressed as a
percentage,
Pd= saturation vapour pressure at ambient temperature
expressed in kPa,
PB= atmospheric pressure in the room, expressed in kPa.
1.5. Example
1.5.1. Data
1.5.1.1. Ambient conditions:
ambient temperature: 23 ºC = 296,2 K,
barometric pressure: PB= 101,33 kPa,
relative humidity: Ra=6 0% ,
saturation vapour pressure: Pd= 3,20 kPa of H2O at 23 ºC.
1.5.1.2. Volume measured and reduced to standard conditions (paragraph
1)
V = 51,961 m31970L0220 — EN — 08.07.1993 — 011.001 — 82
▼M9
1.5.1.3. Analyzer readings:
Diluted exhaust Dilution-air
HC(1) 92 ppm 3,0 ppm
CO 470 ppm 0 ppm
NOx70 ppm 0 ppm
CO21,6 % vol 0,03 % vol
(1) In ppm carbon equivalent.
1.5.2. Calculation
1.5.2.1. Humidity correction factor (KH) (see formula (6))
H¼6;211/C1Ra/C1Pd
PB/C0Pd/C1Ra/C110/C02
H¼6;211/C160/C13;2
101;33/C03;2/C10;6 ðÞ
H = 11,9959
kH¼1
1/C00;0329/C1H/C010;71 ðÞ
kH¼1
1/C00;0329/C111;9959/C010;71 ðÞ
kH= 1,0442
1.5.2.2. Dilution factor (DF) (see formula (5))
DF¼13;4
CCO2þCHCþCCO ðÞ 10/C04
DF¼13;4
1;6þ92þ4;70 ðÞ 10/C04
DF = 8,091
1.5.2.3. Calculation of the corrected concentration of pollutants in the
sampling bag:
HC, mass emissions (see formulae (4) and (1))
Ci¼Ce/C0Cd1/C01
DF/C18/C19
Ci¼92/C031/C01
8;091/C18/C19
C = 89,371
MHC¼CHC/C1Vmix/C1QHC/C11
d
QHC= 0,619
MHC¼89;371/C151;961/C10;619/C110/C06/C11
d
MHC¼2;88
dg=km
CO, mass emissions (see formula (1))1970L0220 — EN — 08.07.1993 — 011.001 — 83
▼M9
MCO¼CCO/C1Vmix/C1QCO/C11
d
QCO= 1,25
MCO¼470/C151;961/C11;25/C110/C06/C11
d
MCO¼30;5
dg=km
NOxmass emissions (see formula (1))
MNOx¼CNOx/C1Vmix/C1QNOx/C1kH/C11
d
QNOx= 2,05
MNOx¼70/C151;961/C12;05/C11;0442/C110/C06/C11
d
MNOx¼7;79
dg=km
2. SPECIAL PROVISIONS RELATING TO VEHICLES
EQUIPPED WITH COMPRESSION-IGNITION ENGINES
2.1. HCmeasurementforcompression-ignitionengines
The average HC concentration used in determining the HC mass
emissions from compression-ignition engines is calculated with
the aid of the following formula:
(7) ce¼Zt2
t1cHC/C1dt
t2/C0t1
where:
∫t1t
2CHC· dt = integral of the recording of the heated FID
over the test (t2−t1),
Ce= concentration of HC measured in the diluted
exhaust in ppm of Ci,
Ciis substituted directly for CHCin all relevant equations.
2.2. Determinationofparticulates
Particulate emission Mp(g/km) is calculated by means of the
following equation:
Mp¼VmixþVep/C0/C1
/C1Pe
Vep/C1d
where exhaust gases are vented outside tunnel,
Mp¼Vmix/C1Pe
Vep/C1d
where exhaust gases are returned to the tunnel,
where:V
mix: volume of diluted exhaust gases (see 1.1), under standard
conditions,
Vep: volume of exhaust gas flowing through particulate filter
under standard conditions,
Pe: particulate mass collected by filters,1970L0220 — EN — 08.07.1993 — 011.001 — 84
▼M9
d: actual distance corresponding to the operating cycle in
km,
Mp: particulate emission in g/km.1970L0220 — EN — 08.07.1993 — 011.001 — 85
▼M9
ANNEX IV
TYPEIITEST
(Carbonmonoxideemissiontestatidlingspeed)
1. INTRODUCTION
This Annex describes the procedure for the type II test defined in
5.3.2 of Annex I.
2. CONDITIONS OF MEASUREMENT
2.1. The fuel must be the reference fuel, specifications for which are
given in Annex VIII.
2.2. During the test, the environmental temperature must be between
293 and 303 K (20 and 30 ºC).
The engine shall be warmed up until all temperatures of cooling
and lubrication means and the pressure of lubrication means have
reached equilibrium.
2.3. In the case of vehicles with manually operated or semi-automatic-
shift gearboxes the test must be carried out with the gear lever in
the ‘neutral’ position and with the clutch engaged.
2.4. In the case of vehicles with automatic gear-boxes the test is
carried out with the gear selector in either the ‘neutral’ or the
‘parking’ position.
2.5. Componentsforadjustingtheidlingspeed
2.5.1. Definition
For the purposes of this Directive, ‘components for adjusting the
idling speed’ means controls for changing the idling conditions of
the engine which may be easily operated by a mechanic using
only the tools described in 2.5.1.1. In particular, devices for cali-
brating fuel and air flows are not considered as adjustment
components if their setting requires the removal of the set-stops,
an operation which cannot normally be performed except by a
professional mechanic.
2.5.1.1. Tools which may be used to control components for adjusting the
idling speed: screwdrivers (ordinary or cross-headed), spanners
(ring, open-end or adjustable), pliers, Allen keys.
2.5.2. Determination of measurement points
2.5.2.1. A measurement at the setting in accordance with the conditions
fixed by the manufacturer is performed first.
2.5.2.2. For eachadjustment component witha continuous variation, a
sufficient number of characteristic positions are determined.
2.5.2.3. The measurement of the carbon-monoxide content of exhaust
gases must be carried out for all the possible positions of the
adjustment components, but for components witha continuous
variation only the positions defined in 2.5.2.2 are adopted.
2.5.2.4. The type II test is considered satisfactory if at least one of the
two following conditions is met:
2.5.2.4.1. none of the values measured in accordance with 2.5.2.3 exceeds
the limit values;
2.5.2.4.2. the maximum content obtained by continuously varying one of
the adjustment components while the other components are kept
stable does not exceed the limit value, this condition being met
for the various combinations of adjustment components other
than the one which was varied continuously.
2.5.2.5. The possible positions of the adjustment components are limited:1970L0220 — EN — 08.07.1993 — 011.001 — 86
▼M10
▼M9
▼M10
▼M9
▼M9
2.5.2.5.1. on the one hand, by the larger of the following two values: the
lowest idling speed which the engine can reach; the speed recom-
mended by the manufacturer, minus 100 revolutions per minute;
2.5.2.5.2. on the other hand, by the smallest of the following three values:
the highest speed the engine can attain by activation of the idling
speed components; the speed recommended by the manufacturer,
plus 250 revolutions per minute; the cut-in speed of automatic
clutches.
2.5.2.6. In addition, settings incompatible withcorrect running of th e
engine must not be adopted as measurement settings. In parti-
cular, when the engine is equipped with several carburettors all
the carburettors must have the same setting.
3. SAMPLING OF GASES
3.1. The sampling probe is placed in the pipe connecting the exhaust
with the sampling bag and as close as possible to the exhaust.
3.2. The concentration in CO (CCO) and CO2(CCO2) is determined from
the measuring instrument readings or recordings, by use of appro-
priate calibration curves.
3.3. The corrected concentration for carbon monoxide regarding four-
stroke engines is:
CCOcorr¼CCO15
CCOþCCO2(Vol. %)
3.4. The concentration in CCO(see 3.2) measured according to the
formulae contained in 3.3 need not be corrected if the total of
the concentrations measured (CCO+CCO2) is at least 15 for four-
stroke engines.1970L0220 — EN — 08.07.1993 — 011.001 — 87
▼M9
ANNEX V
TYPEIIITEST
(Verifyingemissionsofcrankcasegases)
1. INTRODUCTION
This Annex describes the procedure for the type III test defined
in section 5.3.3 of Annex I.
2. GENERAL PROVISIONS
2.1. The type III test is carried out on the vehicle with a positive-igni-
tion engine which has been subjected to the type I or type III test
as applicable.
2.2. The engines tested must include leak-proof engines other than
those so designed that even a slight leak may cause unacceptable
operating faults (suchas flat-twin engines).
3. TEST CONDITIONS
3.1. Idling must be regulated in conformity withth e manufacturer's
recommendations.
3.2. The measurements are performed in the following three sets of
conditions of engine operation:
Condition No Vehicle speed (km/h)
1 Idling
2 50 ± 2 (in 3rd gear or ‘drive’)
3 50 ± 2 (in 3rd gear or ‘drive’)
Condition No Power absorbed by brake
1 Nil
2 That corresponding to the settings for type I tests
3 That for conditions No 2, multiplied by a factor
of 1,7
4. TEST METHOD
4.1. For the operation conditions as listed in 3.2 reliable function of
the crankcase ventilation system must be checked.
5. METHOD OF VERIFICATION OF THE CRANKCASE VENTI-
LATION SYSTEM
(Refer also to Figure V.5.)
5.1. The engine's apertures must be left as found.
5.2. The pressure in the crankcase is measured at an appropriate loca-
tion. It is measured at the dipstick hole with an inclined-tube
manometer.
5.3. The vehicle is deemed satisfactory if, in every condition of
measurement defined in 3.2, the pressure measured in the crank-
case does not exceed the atmospheric pressure prevailing at the
time of measurement.
5.4. For the test by the method described above, the pressure in the
intake manifold is measured to within ± 1 kPa.
5.5 The vehicle speed as indicated at the dynamometer is measured
to within ± 2 km/h.1970L0220 — EN — 08.07.1993 — 011.001 — 88
▼M10
▼M9
▼M9
5.6. The pressure measured in the crankcase is measured to
within ± 0,01 kPa.
5.7. If in one of the conditions of measurement defined in 3.2 the
pressure measured in the crankcase exceeds the atmospheric pres-
sure, an additional test as defined in section 6 is performed if so
requested by the manufacturer.
6. ADDITIONAL TEST METHOD
6.1. The engine's apertures must be left as found.6.2. A flexible bag impervious to crankcase gases and having a capa-
city of approximately five litres is connected to the dipstick hole.
The bag must be empty before each measurement.
6.3. The bag must be closed before each measurement. It must be
opened to the crankcase for five minutes for each condition of
measurement prescribed in 3.2.
6.4. The vehicle is deemed satisfactory if in every condition of
measurement defined in 3.2 no visible inflation of the bag occurs.
6.5. Remark
6.5.1. If the structural layout of the engine is such that the test cannot
be performed by the methods described in section 6, the measure-
ments must be effected by that method modified as follows:
6.5.2. before the test, all apertures other than that required for the
recovery of the gases are closed;
6.5.3. the bag is placed on a suitable take-off which does not introduce
any additional loss of pressure and is installed on the recycling
circuit of the device directly at the engine-connection aperture.1970L0220 — EN — 08.07.1993 — 011.001 — 89
▼M9
Figure V.5.
TypeIIItest
1970L0220 — EN — 08.07.1993 — 011.001 — 90
▼M9
ANNEX VI
TYPEIVTEST
THEDETERMINATIONOFEVAPORATIVEEMISSIONSFROMVEHI-
CLESWITHSPARK-IGNITIONENGINES
1. INTRODUCTION
This Annex describes the procedure of the type IV test according
to section 5.3.4 of Annex I.
This procedure describes a method for the determination of the
loss of hydrocarbons by evaporation from the fuel systems of
vehicles with spark ignition engines.
2. DESCRIPTION OF TEST
The evaporative emission test (Figure VI.2) consists of four
phases:
— test preparation,
— tank breathing loss determination,— urban (Part One) and extra-urban (Part Two) driving cycle,— hot soak loss determination.
Mass emissions of hydrocarbons from the tank breathing loss and
the hot soak loss phases are summed to provide an overall result
for the test.
3. VEHICLE AND FUEL3.1. Vehicle
3.1.1. The vehicle must be in good mechanical condition and have been
run in and driven at least 3 000 km before the test. The evapora-
tive emission control system must be connected and functioning
correctly over this period and the carbon canister subjected to
normal use, neither undergoing abnormal purging nor abnormal
loading.
3.2. Fuel
3.2.1. The appropriate reference fuel must be used, as defined in Annex
VIII to this Directive.
4. TEST EQUIPMENT4.1. Chassisdynamometer
The chassis dynamometer must meet the requirements of Annex
III.
4.2. Evaporativeemissionmeasurementenclosure
4.2.1. The evaporative emission measurement enclosure must be a gas-
tight rectangular measuring chamber able to contain the vehicle
under test. The vehicle must be accessible from all sides and the
enclosure when sealed must be gas tight in accordance with
Appendix 1. The inner surface of the enclosure must be imperme-
able to hydrocarbons. At least one of the surfaces must
incorporate a flexible impermeable material to allow the equili-
bration of pressure changes resulting from small changes in
temperature. Wall design must be suchas to promote good dissi-
pation of heat. The temperature of the wall must not drop below
293 K (20 ºC) at any point during testing.1970L0220 — EN — 08.07.1993 — 011.001 — 91
▼M9
Figure VI.2
Evaporativeemissiondetermination
3 000 km run-in period (no excessive purge/load) Steam clean of vehicle (if necessary)
Note:1. Evaporative emission control families — details clarified.
2. Tailpipe emissions may be measured during dynamometer test, but these are not used for legisla-
tive purposes. Exhaust emission legislative test remains separate.1970L0220 — EN — 08.07.1993 — 011.001 — 92
▼M9
4.3. Analyticalsystems
4.3.1. Hydrocarbon analyzer
4.3.1.1. The atmosphere within the chamber is monitored using a hydro-
carbon detector of the flame ionization detector (FID) type.
Sample gas must be drawn from the midpoint of one side wall
or roof of the chamber and any bypass flow must be returned to
the enclosure, preferably to a point immediately downstream of
the mixing fan.
4.3.1.2. The hydrocarbon analyzer must have a response time to 90 % of
final reading of less than 1,5 seconds. Its stability shall be better
than 2 % of full scale at zero and at 80 ± 20 % of full scale over
a 15-minute period for all operational ranges.
4.3.1.3. The repeatability of the analyzer expressed as one standard devia-
tion shall be better than 1 % of full scale deflection at zero and at
80 ± 20 % of full scale on all ranges used.
4.3.1.4. The operational ranges of the analyzer must be chosen to give
best resolution over the measurement, calibration and leak
checking procedures.
4.3.2. Hydrocarbon analyzer data recording system
4.3.2.1. The hydrocarbon analyzer must be fitted with a device to record
electrical signal output either by strip chart recorder or other data-
processing system at a frequency of at least once per minute. The
recording system must have operating characteristics at least
equivalent to the signal being recorded and must provide a
permanent record of results. The record shall show a positiveindication of the beginning and end of the fuel tank heating and
hot soak periods together with the time elapsed between start and
completion of eachtest.
4.4. Fueltankheating
4.4.1. The fuel in the vehicle tank(s) must be heated by a controllable
source of heat, for example a heating pad of 2000 W capacity
is suitable. The heating system must apply heat evenly to the
tank walls beneath the level of the fuel so as not to cause local
overheating of the fuel. Heat must not be applied to the vapour
in the tank above the fuel.
4.4.2. The tank heating device must make it possible to evenly heat the
fuel in the tank by 14 K from 289 K (16 ºC) within 60 minutes,
with the temperature sensor position as in section 5.1.1. The
heating system must be capable of controlling the fuel tempera-
ture to ± 1,5 K of the required temperature during the tank
heating process.
4.5. Temperaturerecording
4.5.1. The temperature in the chamber is recorded at two points by
temperature sensors which are connected so as to show a mean
value. The measuring points are extended approximately 0,1 m
into the enclosure from the vertical centre line of each side wall
at a height of 0,9 ± 0,2 m.
4.5.2. The temperatures of the fuel tank(s) shall be recorded by means
of the sensor positioned in the fuel tank as in 5.1.1.
4.5.3. Temperatures must, throughout the evaporative emission
measurements, be recorded or entered into a data processing
system at a frequency of at least once per minute.
4.5.4. The accuracy of the temperature recording system must be
within ± 1,0 K and the temperature must be capable of being
resolved to 0,4 K.
4.5.5. The recording or data processing system must be capable of
resolving time to ± 15 seconds.
4.6. Fans
4.6.1. By the use of one or more fans or blowers with the SHED door(s)
open it must be possible to reduce the hydrocarbons concentration
in the chamber to the ambient hydrocarbon level.1970L0220 — EN — 08.07.1993 — 011.001 — 93
▼M9
4.6.2. The chamber must have one or more fans or blowers of likely
capacity 0,1 to 0,5 m3s−1with which to thoroughly mix the atmo-
sphere in the enclosure. It must be possible to attain an even
temperature and hydrocarbon concentration in the chamber during
measurements. The vehicle in the enclosure must not be subjected
to a direct stream of air from the fans or blowers.
4.7. Gases
4.7.1. The following pure gases must be available for calibration and
operation:
— purified synthetic air (purity: < 1 ppm C1equivalent ≤1 ppm
CO,≤400 ppm CO2,≤0,1 ppm NO); oxygen content
between 18 and 21 % by volume,
— hydrocarbon analyzer fuel gas (40 ± 2 % hydrogen, and
balance helium with less than 1 ppm C1 equivalent hydro-
carbon, less than 400 ppm CO2),
— propane (C3H8), 99,5 % mimimum purity.
4.7.2. Calibration and span gases shall be available containing mixtures
of propane (C3H8) and purified synthetic air. The true concentra-
tions of a calibration gas must be within ± 2 % of the stated
figures. The accuracy of the diluted gases obtained when using a
gas divider must be to within ± 2 % of the true value. The
concentrations specified in Appendix 1 may also be obtained by
the use of a gas divider using synthetic air as the diluent gas.
4.8. Additionalequipment
4.8.1. The absolute humidity in the test area must be measurable to
within ± 5 %.
4.8.2. The pressure within the test area must be measurable to
within ± 0,1 kPa.
5. TEST PROCEDURE
5.1. Testpreparation
5.1.1. The vehicle is mechanically prepared before the test as follows:
— the exhaust system of the vehicle must not exhibit any leaks,
— the vehicle may be steam cleaned before the test,
— the fuel tank of the vehicle must be equipped with a tempera-
ture sensor to enable the temperature to be measured at the
midpoint of the fuel in the fuel tank when filled to 40 % of
its capacity,
— additional fittings, adaptors of devices must be fitted to allow
a complete draining of the fuel tank.
5.1.2. The vehicle is taken into the test area where the ambient tempera-
ture is between 293 and 303 K (20 º and 30 ºC).
5.1.3. The canister of the vehicle is purged for 30 minutes by driving
the car at 60 km/h at the dynamometer setting prescribed in
Annex III — Appendix 2 or by passing air (at room temperature
and humidity) through the canister at a flow rate which is iden-
tical to the actual air flow through the canister when operating
the car at 60 km/h. The canister is subsequently loaded with two
diurnal emissions tests.
5.1.4. The fuel tank(s) of the vehicle is(are) emptied using the fuel tank
drain(s) provided. This must be done so as not to abnormally
purge nor abnormally load the evaporative control devices fitted
to the vehicle. Removal of the fuel cap(s) will normally be suffi-
cient to achieve this.
5.1.5. The fuel tank(s) is(are) refilled with the specified test fuel at a
temperature of between 283 and 287 K (10 º and 14 ºC) to
40 % ± 2 % of its/their normal fuel capacity. The vehicle's fuel
cap(s) must not be replaced at this point.
5.1.6. In the case of vehicles fitted with more than one fuel tank, all the
tanks must be heated in the same way, as described below. The
temperatures of the tanks must be identical to within ± 1,5 K.
5.1.7. The fuel may be artifically heated to the starting temperature of
289 K (16 ºC) ± 1 K.1970L0220 — EN — 08.07.1993 — 011.001 — 94
▼M9
5.1.8. As soon as the fuel reaches a temperature of 287 K (14 ºC), the
fuel tank(s) must be sealed. When the temperature of the fuel
tank reaches 289 K (16 ºC) ± 1 K a linear heat build of
14 ± 0,5 K over a period of 60 ± 2 minutes begins. The tempera-
ture of the fuel during the heating shall conform to the function
below to within ± 1,5 K:
Tr=To+ 0,2333.t
where:
Tr= required temperature (K),
To= initial temperature of tank (K),
t = time from start of the tank heat build in minutes.
The elapsed time of the heat build and temperature rise is
recorded.
5.1.9. After a period of not more than one hour, the operations of fuel
draining and filling begin according to 5.1.4, 5.1.5, 5.1.6 and
5.1.7.
5.1.10. Within two hours of the end of the first tank heating period the
second fuel tank heating operation begins as specified in 5.1.8
and must be completed with the recording of the temperature
rise and elapsed time of the heat build.
5.1.11. Within one hour of the end of the second tank heat build the
vehicle is placed on a chassis dynamometer and is driven through
one Part One and two Part Two driving cycles. Exhaust emissions
are not sampled during this operation.
5.1.12. Within five minutes of completing the preconditioning operation
specified in 5.1.11 the engine bonnet must be completely closed
and the vehicle driven off the chassis dynamometer and parked in
the soak area. The vehicle is parked for a minimum of 10 hours
and a maximum of 36 hours. The engine oil and coolant tempera-
turesmusthavereached thetemperature ofthearea ofwithin±2K
at the end of the period.
5.2. Tankbreathingevaporativeemissiontest
5.2.1. The operation of 5.2.4 may begin not less than nine hours nor
more than 35 hours after the preconditioning driving cycle.
5.2.2. The measuring chamber shall be purged for several minutes
immediately before the test until a stable background is obtain-
able. The chamber mixing fan(s) must be switched on at this
time also.
5.2.3. The hydrocarbon analyzer must be zeroed and spanned immedi-
ately before the test.
5.2.4. The fuel tank(s) must be emptied as in 5.1.4 and refilled with test
fuel at a temperature of between 283 and 287 K (10 º and 14 ºC)
to 40 ± 2 % of the tank's normal volumetric capacity. The fuel
cap(s) of the vehicle must not be fitted at this point.
5.2.5. In the case of vehicles fitted with more than one fuel tank, all the
tanks shall be heated in the same way, as described below. The
temperatures of the tanks must be identical to within ± 1,5 K.
5.2.6. The test vehicle shall be brought into the test enclosure with the
engine switched off and the windows and luggage compartment
open. The fuel tank sensors and the fuel tank heating device, if
necessary, shall be connected. Immediately begin recording the
fuel temperature and the air temperature within the enclosure.
The purging fan if still operating is switched off at this time.
5.2.7. The fuel may be artifically heated to the starting temperature of
289 K (16 ºC) ± 1 K.
5.2.8. As soon as the fuel temperature reaches 287 K (14 ºC), the fuel
tank(s) must be sealed, and the chamber sealed so that it is gas-
tight.
5.2.9. As soon as the fuel reaches a temperature of 289 K (16 º) ± 1 K:
— the hydrocarbon concentration, barometric pressure and the
temperature are measured to give the initial readings CHC,i,
Piand Tifor the tank heat build test,1970L0220 — EN — 08.07.1993 — 011.001 — 95
▼M9
— a linear heat build of 14 ± 0,5 K over a period of 60 ± 2
minutes shall begin. The temperature of the fuel during the
heating shall conform to the function below to within ± 1,5 K:
Tr=To+ 0,2333 · t
where:
Tr= required temperature (K),
To= initial temperature of tank (K),
t = time from start of the tank heat build in minutes.
5.2.10. The hydrocarbon analyzer is zeroed and spanned immediately
before the end of the test.
5.2.11. If the temperature has risen by 14 K ± 0,5 K over the 60 ± 2
minutes period of the test the final hydrocarbon concentration in
the enclosure is measured (CHC,f). The time or elapsed time of this
together with the final temperature and barometric pressure Tfand Pffor the hot soak is recorded.
5.2.12. The heat source is turned off and the enclosure door unsealed and
opened. The heating device and temperature sensor are discon-
nected from the enclosure apparatus. The vehicle doors and
luggage compartment may now be closed and the vehicle
removed from the enclosure with the engine switched off.
5.2.13. The vehicle is prepared for the subsequent driving cycles and hot
soak evaporative emission test. The cold start test must follow the
tank breathing test by a period of not more than one hour.
5.2.14. The regulatory authority may consider that the design of the vehi-
cle's fuel system may allow losses to the outside atmosphere at
any point. In this case an engineering analysis must be carried
out to the satisfaction of the regulatory authority to establish that
vapours are vented to the carbon canister and that these vapours
are adequately purged during vehicle operation.
5.3. Drivingcycle
5.3.1. The determination for evaporative emissions is concluded with
the measurement of hydrocarbon emissions over a 60-minute hot
soak period following an urban and extra-urban driving cycle.
Following the tank breathing losses test, the vehicle is pushed or
otherwise manoeuvred onto the chassis dynamometer with the
engine switched off. It is then driven through a cold start urban
and extra-urban test as described in Annex III. Exhaust emissions
may be sampled during this operation but the results are not used
for the purpose of exhaust emission type approval.
5.4. Hotsoakevaporativeemissionstest
5.4.1. Before the completion of the test run the measuring chamber
must be purged for several minutes until a stable hydrocarbon
background is obtained. The enclosure mixing fan(s) must also
be turned on at this time.
5.4.2. The hydrocarbon analyzer must be zeroed and spanned immedi-
ately prior to the test.
5.4.3. At the end of the driving cycle the engine bonnet must be
completely closed and all connections between the vehicle and
the test stand disconnected. The vehicle is then driven to the
measuring chamber with a minimum use of the accelerator pedal.
The engine must be turned off before any part of the vehicle
enters the measuring chamber. The time at which the engine is
switched off is recorded on the evaporative emission measure-
ment data recording system and temperature recording begins.
The vehicle's windows and luggage compartments must be
opened at this stage, if not already opened.
5.4.4. The vehicle must be pushed or otherwise moved into the
measuring chamber with the engine switched off.
5.4.5. The enclosure doors are closed and sealed gas-tight within two
minutes of the engine being switched off and within seven
minutes of the end of the driving cycle.
5.4.6. The start of a 60 ± 0,5 minute hot soak period begins when the
chamber is sealed. The hydrocarbon concentration, temperature1970L0220 — EN — 08.07.1993 — 011.001 — 96
▼M9
and barometric pressure are measured to give the initial readings
CHC,i,Piand Tifor the hot soak test. These figures are used in the
evaporative emission calculation, section 6. The ambient SHED
temperature T must not be less than 296 K and no more than
304 K during the 60-minute hot soak period.
5.4.7. The hydrocarbon analyzer must be zeroed and spanned immedi-
ately before the end of the 60 ± 0,5 minute test period.
5.4.8. At the end of the 60 ± 0,5 minute test period measure the hydro-
carbon concentration in the chamber. The temperature and the
barometric pressure are also measured. These are the final read-
ings CHC,i,Pfand Tffor the hot soak test used for the
calculation in section 6. This completes the evaporative emission
test procedure.
6. CALCULATION
The evaporative emission tests described in section 5 allow the
hydrocarbon emissions from the tank breathing and hot soak
phases to be calculated. Evaporative losses from each of these
phases is calculated using the initial and final hydrocarbon
concentrations, temperatures and pressures in the enclosure,
together with the net enclosure volume.
The formula below is used:
MHC¼k:V:10/C04/C1CHC:f/C1Pf
Tf/C0CHC:i/C1Pi
Ti/C18/C19
where:
MHC= mass of hydrocarbon emitted over the test phase
(grams),
CHC= measured hydrocarbon concentration in the enclosure
(ppm (volume) C1equivalent),
V = net enclosure volume in cubic metres corrected for the
volume of the vehicle, with the windows and the
luggage compartment open. If the volume of the
vehicle is not determined a volume of 1,42 m3is
substracted,
T = ambient chamber temperature, K,P = barometric pressure in kPA,
H/C = hydrogen to carbon ratio,
k = 1,2 (12 + H/C);
when:i is the initial reading,
f is the final reading,
H/C is taken to be 2,33 for tank breathing losses,H/C is taken to be 2,20 for hot soak losses.
6.2. Overall resultsoftest
The overall hydrocarbon mass emission for the vehicle is taken to
be:
M
total=MTH+MHS
where:M
total= overall mass emissions of the vehicle (grams),
MTH= hydrocarbon mass emission for the tank heat build
(grams),
MHS= hydrocarbon mass emission for the hot soak (grams).
7. CONFORMITY OF PRODUCTION
7.1. For routine end-of-production-line testing, the holder of the
approval may demonstrate compliance by sampling vehicles
which shall meet the following requirements.1970L0220 — EN — 08.07.1993 — 011.001 — 97
▼M9
7.2. Testforleakage
7.2.1. Vents to the atmosphere from the emission control system shall
be isolated.
7.2.2. A pressure of 370 ± 10 mm of H2O must be applied to the fuel
system.
7.2.3. The pressure must be allowed to stabilize prior to isolating the
fuel system from the pressure source.
7.2.4. Following isolation of the fuel system, the pressure must not drop
by more than 50 mm of H2O in five minutes.
7.3. Testforventing
7.3.1. Vents to the atmosphere from the emission control must be
isolated.
7.3.2. A pressure of 370 ± 10 mm of H2O must be applied to the fuel
system.
7.3.3. The pressure must be allowed to stabilize prior to isolating the
fuel system from the pressure source.
7.3.4. The venting outlets from the emission control systems to the
atmosphere must be reinstated to the production condition.
7.3.5. The pressure of the fuel system must drop to below 100 mm of
H2O in not less than 30 seconds but within two minutes.
7.4. Purgetest
7.4.1. Equipment capable of detecting an airflow rate of 1,0 litres in one
minute must be attached to the purge inlet and a pressure vessel
of sufficient size to have negligible effect on the purge system
must be connected via a switching valve to the purge inlet, or
alternatively,
7.4.2. the manufacturer may use a flow meter of his own choice, if
acceptable to the competent authority.
7.4.3. The vehicle must be operated in such a manner that any design
feature of the purge system that could restrict purge operation is
detected and the circumstances noted.
7.4.4. Whilst the engine is operating within the bounds noted in 7.4.3,
the air flow must be determined by either:
7.4.4.1. the device indicated in 7.4.1 being switched in. A pressure drop
from atmospheric to a level indicating that a volume of 1,0 litres
of air has flowed into the evaporative emission control system
within one minute must be observed; or
7.4.4.2. if an alternative flow measuring device is used, a reading of no
less than 1,0 litre per minute must be detectable.
7.5. The competent authority which has granted type-approval may at
any time verify the conformity control methods applicable to
eachproduction unit.
7.5.1. The inspector must take a sufficiently large sample from the
series.
7.5.2. The inspector may test these vehicles by application of either
7.1.4 or 7.1.5 of Annex I.
7.5.3. If in pursuance of section 7.1.5 of Annex I the vehicle's test result
falls outside the agreed limits of section 5.3.4.2 of Annex I, the
manufacturer may request that the approval procedure referred to
in 7.1.4 of Annex I be applied.
7.5.3.1. The manufacturer must not be allowed to adjust, repair or modify
any of the vehicles, unless they failed to comply with the require-
ments of section 7.1.4 of Annex I and unless suchwork is
documented in the manufacturer's vehicle assembly and inspec-
tion procedures.
7.5.3.2. The manufacturer may request a single re-test for a vehicle whose
evaporative emission characteristics are likely to have changed
due to his actions under 7.5.3.1.1970L0220 — EN — 08.07.1993 — 011.001 — 98
▼M9
7.6. If the requirements of 7.5 are not met, the competent authority
must ensure that all necessary steps are taken to re-establish
conformity of production as rapidly as possible.1970L0220 — EN — 08.07.1993 — 011.001 — 99
▼M9
Appendix 1
CALIBRATION OF EQUIPMENT FOR EVAPORATIVE EMISSION
TESTING
1. CALIBRATION FREQUENCY AND METHODS
1.1. All equipment must be calibrated before its initial use and then
calibrated as often as necessary and in any case in the month
before type-approval testing. The calibration methods to be used
are described in this Appendix.
2. CALIBRATION OF THE ENCLOSURE2.1. Initialdeterminationofenclosureinternalvolume
2.1.1. Before its initial use, the internal volume of the chamber must be
determined as follows. The internal dimensions of the chamber
are carefully measured, allowing for any irregularities suchas
bracing struts. The internal volume of the chamber is determined
from these measurements.
2.1.2. The net internal volume is determined by subtracting 1,42 m
3
from the internal volume of the chamber. Alternatively the
volume of the test vehicle with the luggage compartment and
windows open may be used instead of the 1,42 m3.
2.1.3. The chamber must be checked as in item 2.3. If the propane mass
does not agree with the injected mass to within ± 2 % then
corrective action is required.
2.2. Determinationofchamberbackgroundemissions
This operation determines that the chamber does not contain any
materials that emit significant amounts of hydrocarbons. The
check must be carried out at the enclosure's introduction to
service, after any operations in the enclosure which may affect
background emissions and at a frequency of at least once per
year.
2.2.1. Calibrate the analyzer (if required), then zero and span.
2.2.2. Purge the enclosure until a stable hydrocarbon reading is
obtained. The mixing fan is turned on if not already on.
2.2.3. Seal the chamber and measure the background hydrocarbon
concentration, temperature and barometric pressure. These are
the initial readings CHC,i,Piand Tiused in the enclosure back-
ground calculation.
2.2.4. The enclosure is allowed to stand undisturbed with the mixing fan
on for a period of four hours.
2.2.5. At the end of this time use the same analyzer to measure the
hydrocarbon concentration in the chamber. The temperature and
the barometric pressure are also measured. These are the final
readings CHC, f,Pfand Tf.
2.2.6. Calculate the change in mass of hydrocarbons in the enclosure
over the time of the test according to section 2.4. The background
emission of the enclosure must not exceed 0,4 g.
2.3. Calibrationandhydrocarbonretentiontestofthechamber
The calibration and hydrocarbon retention test in the chamber
provides a check on the calculated volume in 2.1 and also
measures any leak rate.
2.3.1. Purge the enclosure until a stable hydrocarbon concentration is
reached. Turn on the mixing fan, if not already switched on. The
hydrocarbon analyzer is zeroed, calibrated if required, and
spanned.
2.3.2. Seal the enclosure and measure the background concentration,
temperature and barometric pressure. These are the initial read-
ings CHCi,Piand Tiused in the enclosure calibration.1970L0220 — EN — 08.07.1993 — 011.001 — 100
▼M9
2.3.3. Inject a quantity of approximately 4 grams of propane into the
enclosure. The mass of propane must be measured to an accuracy
and precision of ± 0,5 % of the measured value.
2.3.4. Allow the contents of the chamber to mix for five minutes and
then measure the hydrocarbon concentration, temperature and
barometric pressure. These are the final readings CHC,f,Tfand Pffor the calibration of the enclosure.
2.3.5. Using the readings taken in 2.3.2 and 2.3.4 and the formula in
2.4, calculate the mass of propane in the enclosure. This must be
within ± 2 % of the mass of propane measured in 2.3.3.
2.3.6. Allow the contents of the chamber to mix for a minimum of four
hours. At the end of this period measure and record the final
hydrocarbon concentration, temperature and barometric pressure.
2.3.7. Calculate using the formula in 2.4, the hydrocarbon mass from
the readings taken in 2.3.6 and 2.3.2. The mass may not differ
by more than 4 % from the hydrocarbon mass given by 2.3.5.
2.4. Calculations
The calculation of net hydrocarbon mass change within the enclo-
sure is used to determine the chamber's hydrocarbon background
and leak rate. Initial and final readings of hydrocarbon concentra-
tion, temperature and barometric pressure are used in the
following formula to calculate the mass change.
MHC¼k:V:10/C04/C1CHC;f/C1Pi
Tf/C0CHC;i/C1Pi
Ti/C18/C19
where:
MHC= hydrocarbon mass in grams,
CHC= hydrocarbon concentration in the enclosure (ppm
carbon (NB: ppm carbon = ppm propane × 3)),
V = enclosure volume in cubic metres,T = ambient temperature in the enclosure, K,
P = barometric pressure, kPa,
k = 17,6;
when:
i is the initial reading,
f is the final reading.
3. CHECKING OF FID HYDROCARBON ANALYZER3.1. Detectorresponseoptimization
The FID must be adjusted as specified by the instrument manu-
facturer. Propane in air should be used to optimize the response
on the most common operating range.
3.2. CalibrationoftheHCanalyzer
The analyzer should be calibrated using propane in air and puri-
fied synthetic air. See section 4.5.2 of Annex III (Calibration and
span gases).
Establisha calibration curve as described in sections 4.1 to 4.5 of
this Appendix.
3.3. Oxygeninterference checkandrecommendedlimits
The response factor (Rf) for a particular hydrocarbon species is
the ratio of the FID C
1reading to the gas cylinder concentration,
expressed as ppm C1.
The concentration of the test gas must be at a level to give a
response of approximately 80 % of full scale deflection, for the
operating range. The concentration must be known, to an accu-
racy of ± 2 % in reference to a gravimetric standard expressed
in volume. In addition the gas cylinder must be preconditioned1970L0220 — EN — 08.07.1993 — 011.001 — 101
▼M9
for 24 hours at a temperature between 293 K and 303 K (20 º and
30 ºC).
Response factors should be determined when introducing an
analyzer into service and thereafter at major service intervals.
The reference gas to be used is propane with balance purified
air which is taken to give a response factor of 1,00.
The test gas to be used for oxygen interference and the recom-
mended response factor range are given below:
Propane and nitrogen 0,95 ≤Rf≤1,05.
4. CALIBRATION OF THE HYDROCARBON ANALYZER
Each of the normally used operating ranges are calibrated by the
following procedure:
4.1. Establishth e calibration curve by at least five calibration points
spaced as evenly as possible over the operating range. The
nominal concentration of the calibration gas with the highest
concentrations to be at least 80 % of the full scale.
4.2. Calculate the calibration curve by the method of least squares. If
the resulting polynominal degree is greater than 3, then the
number of calibration points must be at least the number of the
polynominal degree plus 2.
4.3. The calibration curve must not differ by more than 2 % from the
nominal value of eachcalibration gas.
4.4. Using the coefficients of the polynominal derived from 3.2, a
table of indicated reading against true concentration shall be
drawn up in steps of no greater than 1 % of full scale. This is to
be carried out for each analyzer range calibrated. The table shall
also contain other relevant data such as:
date of calibration,
span and zero potentiometer readings (where applicable),
nominal scale,
reference data of eachcalibration gas used,the actual and indicated value of each calibration gas used
together with the percentage differences,
FID fuel and type,FID air pressure.
4.5. If it can be shown to the satisfaction of the Regulatory Agency
that alternative technology (e.g. computer, electronically
controlled range switch) can give equivalent accuracy, then those
alternatives may be used.1970L0220 — EN — 08.07.1993 — 011.001 — 102
▼M9
ANNEX VII
Description of the ageing test for verifying the durability of anti-pollution
devices
1. INTRODUCTION
This Annex described the test for verifying the durability of anti-
pollution devices equipping vehicles with positive-ignition or
compression-ignition engines during an ageing test of 80000 km.
2. TEST VEHICLE
2.1. The vehicle must be in good mechanical order; the engine and the
anti-pollution devices must be new.
The vehicle may be the same as that presented for the type I test;
this type I test has to be done after the vehicle has run at least
3 000 km of the ageing cycle of section 5.1.
3. FUEL
The durability test is conducted with commercially available
unleaded petrol or diesel fuel.
4. VEHICLE MAINTENANCE AND ADJUSTMENTS
Maintenance, adjustments as well as the use of the test vehicle's
controls shall be those recommended by the manufacturer.
5. VEHICLE OPERATION ON TRACK, ROAD OR ON CHASSIS
DYNAMOMETER
5.1. Operatingcycle
During operation on track, road or on roller test bench, the
distance must be covered according to the driving schedule
(Figure VII.5.1) described below:
— the durability test schedule is composed of 11 cycles covering
6 kilometres each,
— during the first nine cycles, the vehicle is stopped four times
in the middle of the cycle, with the engine idling each time
for 15 seconds,
— normal acceleration and deceleration,— five decelerations in the middle of each cycle, dropping from
cycle speed to 32 km/h, and the vehicle is gradually acceler-
ated again until cycle speed is attained,
— the 10th cycle is carried out at a steady speed of 89 km/h,
— th e 11thcycle begins withmaximum acceleration from stop
point up to 113 km/h. At half-way, braking is employed
normally until the vehicle comes to a stop. This is followed
by an idle period of 15 seconds and a second maximum accel-
eration.
The schedule is then restarted from the beginning. The maximum
speed of eachcycle is given in th e following Table.
Table VII.5.1.
Maximumspeedofeachcycle
CycleCycle speed
in km/h
16 4
24 8
36 4
46 455 664 8
75 6
87 21970L0220 — EN — 08.07.1993 — 011.001 — 103
▼M9
CycleCycle speed
in km/h
95 6
10 8911 1131970L0220 — EN — 08.07.1993 — 011.001 — 104
▼M9
Figure VII.5.1
Drivingschedule
1970L0220 — EN — 08.07.1993 — 011.001 — 105
▼M9
5.1.1. At the request of the manufacturer, an alternative road test sche-
dule may be used. Such alternative test schedules shall be
approved by the technical service in advance of the test and
must have substancially the same average speed, distribution of
speeds, number of stops per kilometres and number of accelera-
tions per kilometres as the driving schedule used on track or
roller test bench, as detailed in 5.1 and Figure VII.5.1.
5.1.2. The durability test, or if the manufacturer has chosen, the modi-
fied durability test shall be conducted until the vehicle has
covered a minimum of 80000 km.
5.2. Testequipment
5.2.1. Chassis dynamometer
5.2.1.1. When the durability test is performed on a chassis dynamometer,
the dynamometer must enable the cycle described in 5.1 to be
carried out. In particular, it must be equipped withsystems simu-
lating inertia and resistance to progress.
5.2.1.2. The brake must be adjusted in order to absorb the power exerted
on the driving wheels at a steady speed of 80 km/h. Methods to
be applied to determine this power and to adjust the brake are the
same as those described in Appendix 3 to Annex III.
5.2.1.3. The vehicle cooling system should enable the vehicle to operate
at temperatures similar to those obtained on road (oil, water,
exhaust system, etc.).
5.2.1.4. Certain other test bench adjustments and features are deemed to
be identical, where necessary, to those described in Annex III of
this Directive (inertia, for example, which may be mechanical or
electronic).
5.2.1.5. The vehicle may be moved, where necessary, to a different bench
in order to conduct emission measurement tests.
5.2.2. Operation on track or road
When the durability test is completed on track or road, the vehi-
cle's reference mass will be at least equal to that retained for tests
conducted on a chassis dynamometer.
6. MEASURING EMISSIONS OF POLLUTANTS
At the start of the test (0 km), and every 10000 km (± 400 km)
or more frequently, at regular intervals until having covered
80000 km, tailpipe emissions are measured in accordance with
the type I test as defined in Annex I, section 5.3.1. The limit
values to be complied withare th ose laid down in section
5.3.1.4 of Annex I. However, the tailpipe emissions may also be
measured in accordance withth e provisions of Annex I, section
8.2.
All exhaust emissions results must be plotted as a function of the
running distance on the system rounded to the nearest kilometre
and the best fit straight line fitted by the method of least squares
shall be drawn through all these data points. This calculation shall
not take into account the test results at 0 km.
The data will be acceptable for use in the calculation of the dete-
rioration factor only if the interpolated 6 400 km and 80000 km
points on this line are within the above mentioned limits. The
data are still acceptable when a best fit straight line crosses an
applicable limit witha negative slope (th e 6 400 km interpolated
point is higher than the 80000 km interpolated point) but the
80000 km actual data point is below the limit.
A multiplicative exhaust emission deterioration factor shall be
calculated for eachpollutant as follows:
D:E:F:¼Mi2
Mi1
where:
Mi1= mass emission of the pollutant i in grams per km inter-
polated to 6400 km,1970L0220 — EN — 08.07.1993 — 011.001 — 106
▼M9
Mi2= mass emission of the pollutant i in grams per km inter-
polated to 80000 km.
These interpolated values must be carried out to a minimum of
four places to the right of the decimal point before dividing one
by the other to determine the deterioration factor. The result must
be rounded to three places to the right of the decimal point.
If a deterioration factor is less than one, it is deemed to be equal
to one.1970L0220 — EN — 08.07.1993 — 011.001 — 107
▼M9
ANNEX VIII
SPECIFICATIONSANDREFERENCEFUELS
1. TECHNICAL DATA OF THE REFERENCE FUEL TO BE USED FOR TESTING VEHICLES
EQUIPPED WITH POSITIVE-IGNITION ENGINES
CEC-reference fuel RF-08-A-85Type: premium petrol, unleaded (1)
Limits and Unit (2)
ASTM method (3)
minimum maximum
Researchoctane number 95,0 D 2699
Motor octane number 85,0 D 2700Density at 15 ºC 0,748 0,762 D 1298Reld vapour pressure 0,56 bar 0,64 bar D 323Distillation: (4)— initial boiling point 24 ºC 40 ºC D 86— 10 % vol point 42 ºC 58 ºC— 50 % vol point 90 ºC 110 ºC— 90 % vol point 155 ºC 180 ºC
— final boiling point 190 ºC 215 ºC
Residue 2 % D 86Hydrocarbon analysis:— olefins 20 % vol D 1319— aromatics (Including
max. 5 % vol
benzene (*)45 % vol (*)D 3606/D
2267
— saturates balance D 1319
Carbon/hydrogen ratio ratio
Oxidation stability (5) 480 min D 525
Existent gum 4 mg/100 ml D 381Sulphur content 0,04 % mass D 1266/D 2622/
D 2785
Copper corrosion at 50 ºC 1 D 130
Lead content 0,005 g/l D 3237Phosphorous content 0,0013 g/l D 3231
(*) Addition of oxygenates prohibited.
Notes:
(1) The blending of this fuel must involve use of only conventional European refinery compo-
nents.
(2) The values quoted in the specification are ‘true values’. In establishment of their limit
values the terms of ASTM D 3244 ‘Defining a basis for petroleum produce quality disputes’
have been applied and in fixing a minimum value, a minimum difference of 2R above zero
has been taken into account; in fixing a maximum and minimum value, the minimum differ-
ence is 4R (R = reproducibility).
Notwithstanding this measure, which is necessary for statistical reasons, the manufacturer of
fuel should nevertheless aim at a zero value where the stipulated maximum value is 2R and
at the mean value in the case of quotations of maximum and minimum limits. Should it be
necessary to clarify the question as to whether a fuel meets the requirements of the specifi-
cation, the terms of ASTM D 3244 should be applied.
(3) Equivalent ISO methods will be adopted when issued for all properties listed above.(4) The figures quoted show the evaporated quantities (% recovered + % loss).(5) The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilize
refinery gasoline streams, but detergent/dispersant additives and solvent oils must not be
added.1970L0220 — EN — 08.07.1993 — 011.001 — 108
▼M9
2. TECHNICAL DATA OF THE REFERENCE FUEL TO BE USED FOR TESTING VEHICLES
EQUIPPED WITH A DIESEL ENGINE
CEC reference fuel RF-03-A-84 (1)
Type: diesel fuel
Limits and Units (2) ASTM method (3)
Cetane number (4) min. 49 D 613
max. 53
Density at 15 ºC (kg/l) min. 0,835 D 1298
max. 0,845
Distillation (5) D 86
— 50 % point min. 245 ºC
— 90 % point min. 320 ºC
max. 340 ºC
— final boiling point max. 370 ºC
Flashpoint min. 55 ºC D 93
CFPP min. — EN 116 (CEN)
max. − 5 ºC
Viscosity 40 ºC min. 2,5 mm2/s D 445
max. 3,5 mm2/s
Sulphur content (6) min. to be reported D 1266/D 2622/
D 2785 max. 0,3 % mass
Copper corrosion max. 1 D 130
Conradson carbon residue (10 % DR) max. 0,2 % mass D 189
Ashcontent max. 0,01 % mass D 482
Water content max. 0,05 % mass D 95/D 1744
Neutralization (strong acid) number max. 0,20 mg KOH/g
Oxidation stability (7) max. 2,5 mg/100 ml D 2274
Additives (8)
Notes:
(1) If it is required to calculate thermal efficiency of an engine or vehicle, the calorific value of
the fuel can be calculated from:
Specific energy (calorific value) (net) MJ/kg = (46,423 − 8,792d2+ 3,170d)(1 − (x + y + s))
+ 9,420s − 2,499x.
where:
d is the density at 288 K/15 ºC,x is the proportion by mass of water (%/100),y is the proportion by mass of ash (%/100),
s is the proportion by mass of sulphur (%/100).
(2) The values quoted in the specification are ‘true values’. In establishment of their limit
values the terms of ASTM D 3244 ‘Defining a basis for petroleum produce quality disputes’
have been applied and in fixing a minimum value, a minimum difference of 2R above zero
has been taken into account; in fixing a maximum and minimum value, the minimum differ-
ence is 4R (R = reproducibility).
Notwithstanding this measure, which is necessary for statistical reasons, the manufacturer of
fuel should nevertheless aim at a zero value where the stipulated maximum value is 2R and
at the mean value in the case of quotations of maximum and minimum limits. Should it be
necessary to clarify the question as to whether a fuel meets the requirements of the specifi-
cation, the terms of ASTM D 3244 should be applied.
(3) The figures quoted show the evaporated quantities (percentage recovered + percentage loss).
(4) The range for cetane is not in accordance with the requirement of a minimum range of 4R.
However, in cases of dispute between fuel supplier and fuel user, the terms in ASTM D
3244 can be used to resolve suchdisputes provided replicate measurements, of sufficient
number to achieve the necessary precision, are made in preference to single determinations.
(5) Equivalent ISO methods will be adopted when issued for all properties listed above.
(6) At the request of the vehicle manufacturer, diesel fuel with a 0,05 % mass maximum
sulphur content may be used to represent future market fuel quality, both for type-approval
and for conformity of production testing.1970L0220 — EN — 08.07.1993 — 011.001 — 109
▼M9
(7) Even though oxidation stability is controlled, it is likely that shelf life will be limited.
Advice should be sought from the supplier as to storage conditions and life.
(8) This fuel should be based on straight run and cracked hydrocarbon distillate components
only; desulphurization is allowed. It must not contain any metallic additives or cetane
improver additives.1970L0220 — EN — 08.07.1993 — 011.001 — 110
▼M9
ANNEX IX
Model
(maximum format: A4 (210 × 297 mm))
EECTYPE-APPROVALCERTIFICATE
(vehicle)
1970L0220 — EN — 08.07.1993 — 011.001 — 111
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►(1)M101970L0220 — EN — 08.07.1993 — 011.001 — 112