1970L0220 — EN — 25.07.1989 — 009.001 — 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
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 — 25.07.1989 — 009.001 — 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 — 25.07.1989 — 009.001 — 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 — 25.07.1989 — 009.001 — 4
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ANNEX I
SCOPE, DEFINITIONS, APPLICATION FOR EEC TYPE-APPROVAL,
EEC TYPE-APPROVAL, SPECIFICATIONS AND TESTS, EXTENSION
OFEECTYPE-APPROVAL,CONFORMITYOFPRODUCTION,TRAN-
SITIONALPROVISIONS
1. SCOPE
This Directive applies to the emission of gaseous pollutants from all
motor vehicles equipped with spark-ignition engines and to the
emission of gaseous and particulate pollutants from vehicles of cate-
gories M1and N1, equipped withcompression-ignition engines
covered by Article 1 ►C1with the exception of those vehicles of
category N1, for which type-approval has been granted under Direc-
tive 88/77/EEC(1).
At the request of the manufactures, type-approval to this Directive
may be exttended from M1or N1vehicles equipped with compres-
sion-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 emission of gaseous and particu-
late pollutants from the engine, means a category of power-driven
vehicles which do not differ in such essential respects as:
2.1.1. the equivalent inertia determined in relation to the reference mass as
prescribed in 5.1 of Annex III; and
2.1.2. the engine and vehicle characteristics as defined in 1 to 6 and 8 of
Annex II and Annex VII.
2.2. ►M8‘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. ◄►M5For the purposes of Annex
IIIA ‘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 136 kg. ◄
2.2.1. ‘Mass of the vehicle in running order’ means the mass defined
under 2.6 of Annex I to Directive 70/156/EEC.
2.3. ‘Maximum mass’ means the mass defined under 2.7 of Annex I to
Directive 70/156/EEC.
2.4. ‘Gaseous pollutants’ means carbon monoxide, hydrocarbons
(assuming a ratio of CH1,85), and oxides of nitrogen, the latter being
expressed in nitrogen dioxide (NO2) equivalent.
‘Particulate pollutants’ means components of the exhaust gas which
are removed from the diluted exhaust gas at a maximum tempera-
ture of 52 ºC by means of the filters covered by Annex III.
2.5. ‘Engine crankcase’ means the spaces in or external to an engine
which are connected to the oil sump by internal or external ducts
through which gases and vapours can escape.
2.6. ‘Cold start device’ means a device which enriches the air/fuel
mixture of the engines temporarily, thus assisting the engine to start.
2.7. ‘Starting aid’ means a device which assists the engine to start
without enrichment of the air/fuel mixture of the engine, e.g. glow
plugs, modifications to the injection timing.1970L0220 — EN — 25.07.1989 — 009.001 — 5
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2.8. ‘Engine capacity’ means:
2.8.1. for reciprocating piston positive +ignition engines, the nominal
engine swept volume,
2.8.1.1. for rotary piston (Wankel) positive +ignition engines, double the
nominal engine swept volume.
3. APPLICATION FOR EEC TYPE-APPROVAL
3.1. The application for approval of a vehicle type with regard to the
emission of gaseous and particulate pollutants from its engine is
submitted by the vehicle manufacturer or by his authorized repre-
sentative.
3.2. It is accompanied by the following documents in triplicate and by
the following particulars:
3.2.1. a description of the engine type comprising all the particulars
referred to in Annex II;
3.2.2. drawings of the combustion chamber and of the piston, including
the piston rings;
3.2.3. maximum lift of valves and angles of opening and closing in rela-
tion to dead centres;
3.2.4. 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 themarking.
3.3. A vehicle representative of the vehicle type to be approved is
submitted for the tests described in 5 of this Annex to the technical
service responsible for the type-approval tests.
4. EEC TYPE-APPROVAL
4.1. A form conforming to the model set out in Annex VII must be
attached to the EEC type-approval certificate.
5. REQUIREMENTS AND TESTS5.1.General
►
M55.1.1.◄►M6The components liable to effect the emission of
gaseous and particulate pollutants must be so designed, constructed
and assembled as to enable the vehicle, in normal use, to comply
with the requirements of this Directive, despite the vibration to
which they may be subjected. ◄
The technical measures taken by the manufacturer must be such as
to ensure that the emission of air +polluting gases is effectively
limited throughout the normal life of the vehicle and under normal
conditions of use.
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.
5.1.2.1. Subject to 5.1.2.2, the inlet orifice of the fuel tank shall 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. 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 shall be
adversely affected by leaded petrol, and1970L0220 — EN — 25.07.1989 — 009.001 — 6
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5.1.2.2.2. that it is conspicuously, legibly and indelibly marked with the
symbol for unleaded petrol (4.26) specified in ISO 2757-1985(1)i n
a position immediately visible to a person filling the fuel tank.
Additional marking shall be permitted.
5.2.Descriptionoftests
5.2.1. The vehicle must, according to its category, be subjected to tests of
different types, as specified below. The tests are:
— type I, II and III if powered by a positive-ignition engine, and
— type I if powered by a compression-ignition engine.
5.2.1.1. Type 1 test (verifying the average emission of gaseous and particu-
late pollutants after a cold start)
5.2.1.1.1. This test must be carried out on all vehicles referred to in 1, of a
maximum mass not exceeding 3,5 tonnes.
5.2.1.1.2. The vehicle is placed on a dynamometer bench equipped with a
means of load and inertia simulation. A test lasting a total of 13
minutes and comprising four cycles is performed without interrup-
tion. Eachcycle comprises 15 ph ases (idling, acceleration, steady
speed, deceleration, etc.). During the test the exhaust gases are
diluted and a proportional sample collected in one or more bags.
The exhaust gases of the vehicle tested are diluted, sampled and
analyzed following the procedure described below; the total volume
of the diluted exhaust is measured. ►M6Not only the carbon
monoxide, hydrocarbon and nitrogen oxide emissions, but also the
particulate pollutant emissions from vehicles equipped with
compression-ignition engines will be plotted. ◄
5.2.1.1.3. The test is carried out by the procedure described in Annex III.
►M6The methods used to collect and analyse the gases and also
to remove and weigh the particulates must be those prescribed. ◄
Other analysis methods may be approved if it is found that they
yield equivalent results.
5.2.1.1.4. Subject to the requirements of 5.2.1.1.4.2 and 5.2.1.1.5 the test is
repeated three times. For a vehicle of a given category the mass of
the carbon monoxide, the combined mass of the hydrocarbons and
the nitrogen oxides, the mass of the nitrogen oxides, and — in the
case of vehicles equipped with compression-ignition engines — the
mass of the particulates obtained in the test must be less than the
amounts shown in the table below:
Engine capacity
C
(in cm3)Mass of carbon
monoxide
L1(g/test)Combined
mass of
hydrocarbons
and nitrogen
oxides
L2(g/test)Mass of
nitrogen oxides
L3(g/test)Mass of
particulates (1)
L4(g/test)
C > 2 000 25 6,5 3,5/C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C1501,11 400≤C≤2 000 30 8
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C2C < 1 400 ◄ 19 5 —
(1) In the case of vehicles equipped with compression-ignition engines.
Vehicles equipped with compression-ignition engines whose engine
capacity exceeds 2 000 cm3must comply withth e limit values for
the emission of pollutant gases, corresponding to the category of
engine capacities ranging from 1 400 cm3to 2000 cm3.1970L0220 — EN — 25.07.1989 — 009.001 — 7
(1) Reproduced as figure 22 of Annex II to Directive 78/316/EEC.▼M4
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5.2.1.1.4.1. Nevertheless, for each of the pollutants referred to in 5.2.1.1.4, one
of the three results obtained may exceed by not more than 10 % the
limit prescribed in that section for the vehicle concerned, provided
the arithmetical mean of the three results is below the prescribed
limit. Where the prescribed limits are exceeded for more than one
pollutant ►M6 ◄it is immaterial whether this
occurs in the same test or in different tests(1).
5.2.1.1.4.2. The number of tests prescribed in 5.2.1.1.4 may, at the request of
the manufacturer, be increased to 10 tests provided that« «the arith-
metical mean ( x1) of the 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 decision, after testing,
depends exclusively on the average results obtained from all ten
tests (x<L).
5.2.1.1.5. The number of tests prescribed in 5.2.1.1.4 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 of the pollutants referred to
in 5.2.1.1.4.
5.2.1.1.5.1. Only one test is performed if the values obtained for each pollutant
or for the combined emission of two pollutants, subject to limita-
tion, are≤0,70 L.
5.2.1.1.5.2. Only two tests are performed if the result for all pollutants or
combined emissions of pollutants is V1≤0,85 L, and if, at the
same time, at least one of these values or combined values for
pollutants is V1> 0,70 L. In addition the requirement that V1+
V2≤1,70 L and V2≤L must be satisfied.1970L0220 — EN — 25.07.1989 — 009.001 — 8
(1) If one of the three results obtained of each of the pollutants exceeds by more than 10 %
the limit prescribed in 5.2.1.1.4 for the vehicle concerned, the test may be continued as
specified in 5.2.1.1.4.2.▼M6
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Figure 1
Flowsheetforthetype-approvaloftheEuropeantestprocedure (see 5.2)
1970L0220 — EN — 25.07.1989 — 009.001 — 9
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5.2.1.2. Type II test (carbon monoxide emission test at idling speed)
5.2.1.2.1. With the exception of vehicles powered by a compression-ignition
engine, this test must be carried out on all vehicles referred to in 1.
5.2.1.2.2. The carbon monoxide content by volume of the exhaust gases
emitted with the engine idling must not exceed 3,5 %. When a
check is made in accordance with the requirements of Annex IV
under operating conditions not in conformity withth e standards
recommended by the manufacturer (configuration of the adjustment
components), the maximum content measured by volume must not
exceed 4,5 %.
5.2.1.2.3. Conformity with the latter requirement is checked by means of a
test carried out using the procedure described in Annex IV.
5.2.1.3. Type III test (verifying emissions of crankcase gases)
5.2.1.3.1. This test must be carried out on all vehicles referred to in 1 except
those having compression-ignition engines.
5.2.1.3.2. The engine's crankcase ventilation system must not permit the emis-
sion of any of the crankcase gases into the atmosphere.
5.2.1.3.3. Conformity with the latter requirement is checked by means of a
test carried out using the procedure described in Annex V.
6. EXTENSION OF EEC TYPE-APPROVAL
6.1.Vehicle typesofdifferentreference masses
6.1.1. Approval of a vehicle type may under the following conditions be
extended to vehicle types which differ from the type approved
only in respect of their reference mass.
6.1.1.1. Approval may be extended to vehicle types of a reference mass
requiring merely the use of the next higher or next lower equivalent
inertia.
6.1.1.2. If the reference mass of the vehicle type for which extension of the
approval is requested requires the use of a flywheel of equivalent
inertia higher than that used for the vehicle type already approved,
extension of the approval is granted.
6.1.1.3. If the reference mass of the vehicle type for which extension of the
approval is requested requires the use of a flywheel of equivalent
inertia lower than that used for the vehicle type already approved,
extension of the approval is granted if the masses of the pollutants
obtained from the vehicle already approved are within the limits
prescribed for the vehicle for which extension of the approval is
requested.
6.2.Vehicle typeswithdifferentoverallgearratios
6.2.1. Approval granted to a vehicle type may under the following condi-
tions be extended to vehicle types differing from the type-approval
only in respect of their overall transmission ratios:
6.2.1.1. For each of the transmission ratios used in the type I test, it is
necessary to determine the proportion E ¼V2/C0V1
V1where V1and
V2are respectively the speed at 1000 r/min of the engine of the
vehicle type approved and the speed of the vehicle type for which
extension of the approval is requested.
6.2.2. If for eachgear ratio E ≤8 %, the extension is granted without
repeating the type I tests;
6.2.3. If for at least one gear ratio E > 8 % and if for eachgear ratio
E≤13 %, the type I tests are repeated, but may be performed in
a laboratory chosen by the manufacturer subject to the approval of
the authority granting type-approval. The report of the tests must be
sent to the technical service responsible for the type-approval tests.
6.3.Vehicle typesofdifferentreference massesanddifferentoverall
transmissionrating
Approval granted to a vehicle type may be extended to vehicle
types differing from the approved type only in respect of their refer-
ence mass and their overall transmission ratios, provided that all the
conditions prescribed in 6.1 and 6.2 are fulfilled.1970L0220 — EN — 25.07.1989 — 009.001 — 10
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6.4.Note
When a vehicle type has been approved in accordance with 6.1 to
6.3, such approval may not be extended to other vehicle types.
6.5.Positive-ignition engined vehicle typeswithdifferent enginefuel
requirements
6.5.1. Approval shall be extended to vehicle types modified for engine
fuel requirement purposes, provided the conditions set out in section
8.4.
6.6.Vehicle typeswithautomaticor continuouslyvariable transmis-
sions
6.6.1. Approval granted to a vehicle type with a manual transmission may
under the following conditions be extended to vehicle types with
automatic or continuously variable transmissions:
6.6.1.1. the same basic forms of components and systems (other than the
transmission) liable to affect the emissions of gaseous pollutants
must be fitted and operational. However differences in detail to
allow for the different operating characteristics of automatic or
continuously variable transmissions are acceptable;
6.6.1.2. the vehicle type must have a reference mass within ± 5 % of the
reference mass of the vehicle type with the manual transmission;
6.6.1.3. the vehicle type must be tested and satisfy the requirements of
section 5 modified as follows:
the limit values for the nitrogen oxides are those resulting from the
multiplication of the L3 values given in the table in section 5.2.1.1.4
by a factor of 1,3 and the limit values for the combined mass of the
hydrocarbons and the nitrogen oxides are those resulting from the
multiplication of the L2 values given in the table in section
5.2.1.1.4 by a factor of 1,2.
7. CONFORMITY OF PRODUCTION
7.1. As a general rule, conformity of production models, withregard to
limitation of the emission of gaseous and particulate pollutants from
the engine, is checked on the basis of the description set out in
Annex VII and, where necessary, of all or some of the tests of
Types I, II and III described in 5.2.
7.1.1. Conformity of the vehicle in a type I test is checked as follows:
7.1.1.1. A vehicle is taken from the series and subjected to the test
described in 5.2.1.1. However, the limits shown in 5.2.1.1.4 are
replaced by the following:
Engine capacity
C
(cm3)Mass of carbon
monoxide
L1(g/test)Combined
mass of
hydrocarbons
and nitrogen
oxides
L2(g/test)Mass of
nitrogen oxides
L3(g/test)Mass of
particulates (1)
L4(g/test)
C > 2 000 30 8,1 4,4/C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C1501,41 400≤C≤2 000 36 10
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(1) In the case of vehicles equipped with compression-ignition engines.
Vehicles equipped with a compression-ignition engine having an
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values for pollutant gas emissions from the engine capacity class
ranging from 1 400 cm3to 2 000 cm3.
7.1.1.2. If the vehicle taken from the series does not satisfy the requirements
of 7.1.1.1, the manufacturer may ask for measurements to be
performed on a sample of vehicles taken from the series and
including the vehicle originally taken. The manufacturer determines
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 emissions,
the combined hydrocarbon and nitrogen oxide emissions, the
nitrogen oxide emissions and the particulate emissions. Production
models are then deemed to conform if the following condition is
met:
xþk/C1S/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 234567
k 0,973 0,613 0,489 0,421 0,376 0,342
n8 9 1 0 1 1 1 2 1 3
k 0,317 0,296 0,279 0,265 0,253 0,242
n 1 41 51 61 71 81 9
k 0,233 0,224 0,216 0,210 0,203 0,195
If n≥20, k ¼0;860ﬃﬃﬃnp
7.1.2. In a type II or type III test carried out on a vehicle taken from the
series, the conditions laid down in 5.2.1.2.2 and 5.2.1.3.2 must be
complied with.
7.1.3. Notwithstanding the requirements of 3.1.1 of Annex III, the tech-
nical service responsible for verifying the conformity of production
may, with the consent of the manufacturer, carry out tests of types I,
II and III on vehicles which have been driven less than 3 000 km.
7.2. Where type approval is extended under the provisions of section 6.6
(automatic and continuously variable transmissions) the limit values
for the nitrogen oxides are those resulting from the multiplication of
the values L3 given in the table in section 7.1.1.1 by a factor of 1,3,
and the limit values for the combined mass of the hydrocarbons and
the nitrogen oxides are those resulting from the multiplication of the
values L2 given in the table in section 7.1.1.1 by a factor of 1,2.
8. TRANSITIONAL PROVISIONS
8.1. For the type +approval and verification of conformity of
— vehicles other than those of category M1,1970L0220 — EN — 25.07.1989 — 009.001 — 12
▼M4
▼M6
▼M4
▼M5
▼M4
▼M5
▼M5
— passenger vehicles of category M1designed to carry more than
six occupants including the driver or whose maximum mass
exceeds 2500 kg,
— off +road vehicles as defined in Annex I to Directive 70/156/
EEC as last amended by Directive 87/403/EEC(1),
the limit values shown in the tables in sections 5.2.1.1.4 (type
+approval) and 7.1.1.1 (conformity check) of Directive 70/220/
EEC, as last amended by Directive 83/351/EEC, are applicable as
from 1 October 1989 in the case of new vehicle types and from 1
October 1990 in the case of vehicles entering into service for the
first time.
8.2. For the checking of production conformity of vehicles which were
type-approved before 1 October 1984 as far as their emissions of
pollutants are concerned, in accordance withth e provisions of
Directive 70/220/EEC, as amended by Directive 78/665/EEC, the
provisions of the abovementioned Directive remain applicable until
the Member States make use of Article 2 (3) of this Directive.
8.3.Test equivalent to the type I test for verifying emissions after a
coldstart
8.3.1. For the type +approval and verification of production of vehicles of
category M1equipped withan engine wh ose capacity ≥1 400 cm3,
the technical service may, at the request of a manufacturer, carry
out the equivalent test described in Annex IIIA (EPA cycle) instead
of that described in 5.2.1.1. In that event, the following provisions
apply:
8.3.1.1. For vehicle type approval, the limit values specified in the table set
out in 5.2.1.1.4 shall be replaced by the following:
— Mass of carbon monoxide: 2,11 g/km,
— Mass of hydrocarbons: 0,25 g/km,
— Mass of nitrogen oxides: 0,62 g/km,
— Mass of particulates (1): 0,124 g/km.
These limit values are deemed to be met if they are not exceeded by
the results of tests on a vehicle type in which the individual masses
of pollutants are multiplied by the relevant deterioration factor set
out in the table below:
Exhaust gas clean-up systemDeterioration factor
CO HC NOxParticu-
lates(1)
1. Spark-ignition engine withoxidizing
catalytic converter1,2 1,3 1,0 —
2. Spark-ignition engine without catalytic
converter1,2 1,3 1,0 —
3. Spark-ignition engine with3-way cata-
lytic converter1,2 1,3 1,1 —
4. Compression-ignition engine 1,1 1,0 1,0 1,2
(1) In the case of vehicles equipped with a compression-ignition engine.
Where the certification process for the Community export markets
has provided a manufacturer with confirmation of deterioration
factors which are specific to a vehicle type these factors may be
used as an alternative to the abovementioned factor to establish
whether the limit values referred to in this section are complied
with.
8.3.1.2. For the verification of production conformity, vehicles may be taken
from the series and subjected to the test described in Annex IIIA.1970L0220 — EN — 25.07.1989 — 009.001 — 13
(1) OJ No L 220, 8. 8. 1987, p. 44.▼M4
▼M5
▼M6
▼M5
▼M5
8.3.1.2.1. A failed vehicle is one whose test results, when adjusted by the
deterioration factors established for the type approved in accordance
withsection 8.3.1 lead to one or more of th e limit values in section
8.3.1.1 being exceeded.
8.3.1.2.2. The production of the series is deemed to conform or not to
conform by testing vehicles comprising a test sample until a pass
decision is reached for all limit values or a fail decision is reached
for one limit value. A pass decision is reached when the cumulative
number of failed vehicles as defined in section 8.3.1.2.1 for each
limit value is less than or equal to the pass decision number appro-
priate to the cumulative number of vehicles tested. A fail decision is
reached when the cumulative number of failed vehicles for one limit
value is greater than or equal to the fail decision number appropriate
to the cumulative number of vehicles tested.
Once a pass decision has been made for a particular limit value the
number of vehicles whose final deteriorated test results exceed that
limit value must not be considered any further for the purposes of
checking conformity of production.
The pass and fail decision numbers associated with the cumulative
number of vehicles tested are given in the following table:
Cumulative number of
vehicles testedPass decision
(number of failures)Fail decision
(number of failures)
1(1)(2)
2(1)(2)
3(1)(2)
4(1)(2)
50 (2)
606717
828
928
10 3 9
11 3 9
12 4 1013 4 1014 5 11
15 5 11
16 6 1217 6 12
18 7 13
19 7 1320 8 14
21 8 14
22 9 1523 9 1524 10 16
25 11 16
26 11 1727 12 17
28 12 18
29 13 1930 13 19
31 14 20
32 14 2033 15 2134 15 21
35 16 22
36 16 2237 17 23
38 17 23
39 18 2440 18 24
41 19 25
42 19 2643 20 2644 21 27
45 21 27
46 22 281970L0220 — EN — 25.07.1989 — 009.001 — 14
▼M5
Cumulative number of
vehicles testedPass decision
(number of failures)Fail decision
(number of failures)
47 22 28
48 23 2949 23 29
50 24 30
51 24 3052 25 3153 25 31
54 26 32
55 26 3256 27 33
57 27 33
58 28 3359 28 33
60 32 33
(1) Series not able to pass at this stage.
(2) Series not able to fail at this stage.
8.3.1.3. Manufacturers of vehicles in possession of certificates issued by
government authorities in Community export markets incorporating
results of tests equivalent to those set out in Annex IIIA to this
Directive may present suchresults.
8.4. For the extension of EEC type +approval to vehicles approved in
accordance withth e provisions of Directive 70/220/EEC, as last
amended by Directive 83/351/EEC, but modified to satisfy the
engine fuel requirements of this Directive, the manufacturers are to
certify that:
8.4.1. the vehicle type conforms with the requirement of section 5.1.2
regarding engine fuel requirements,
and
8.4.2. the vehicle continues to meet the production conformity limits in
accordance withDirective 70/220/EEC, as last amended by Direc-
tive 83/351/EEC.1970L0220 — EN — 25.07.1989 — 009.001 — 15
▼M5
SamplingplanforusewithAnnexIIIAtest
1970L0220 — EN — 25.07.1989 — 009.001 — 16
▼M5
SamplingplanforusewithAnnexIIIAtest
1970L0220 — EN — 25.07.1989 — 009.001 — 17
▼M4
ANNEX II
►(1) (2) (3) (4)M51970L0220 — EN — 25.07.1989 — 009.001 — 18
▼M4
1970L0220 — EN — 25.07.1989 — 009.001 — 19
▼M4
1970L0220 — EN — 25.07.1989 — 009.001 — 20
▼M4
►(1)M51970L0220 — EN — 25.07.1989 — 009.001 — 21
▼M4
ANNEX III
TYPEITEST
(Verifying the average emission of pollutants in a congested urban area
afteracoldstart)
1. INTRODUCTION
This Annex describes the procedure for the type I test defined in 5.2.1.1
of Annex I.
2. OPERATING CYCLE ON THE CHASSIS DYNAMOMETER2.1.Descriptionofthecycle
The operating cycle on the chassis dynamometer is that indicated in the
following table and depicted in the graph in Appendix 1. The break-
down by operations is also given in the table in the said Appendix.
2.2.Generalconditionsunderwhichthecycle iscarriedout
Preliminary testing cycles must be carried out if necessary to determine
how best to actuate the accelerator and brake controls so as to achieve a
cycle approximating to the theoretical cycle within the prescribed
limits.
2.3.Useofthegearbox
2.3.1. If the maximum speed which can be attained in first gear is below
15 km/h, the second, third and fourth gears are used. The second, third
and fourth gears may also be used when the driving instructions recom-
mend starting in second gear on level ground, or when first gear is
therein defined as a gear reserved for cross-country driving, crawling
or towing.
2.3.2. Vehicles equipped with semi-automatic-shift gearboxes are tested by
using the gears normally employed for driving, and the gear shift is
used in accordance withth e manufacturer's instructions.
2.3.3. Vehicles equipped with automatic-shift gearboxes are tested with the
highest gear (‘Drive’) engaged. The accelerator must be used in such a
way as to obtain the steadiest acceleration possible, enabling the various
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.
2.3.4. Vehicles equipped with an overdrive which the driver can actuate are
tested withth e overdrive out of action.
2.4.Tolerances
2.4.1. A tolerance of ± 1 km/h is allowed between the indicated speed and the
theoretical speed during acceleration, during steady speed, and during
deceleration when the vehicle's brakes are used. If the vehicle decele-
rates more rapidly without the use of the brakes, only the requirements
of 6.5.3 apply. Speed tolerances greater than those prescribed are
accepted during phase changes provided that the tolerances are never
exceeded for more than 0,5 s on any one occasion.
2.4.2. The time tolerances are ± 0,5 s. The above tolerances apply equally at
the beginning and at the end of each gear-changing period(
1).1970L0220 — EN — 25.07.1989 — 009.001 — 22
(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.
Operatingcycle onthechassisdynamometer
No of
operationOperation PhaseAccelera-
tion
(m/s2)Speed
(km/h)Duration of eachCumulative
time
(s)Gear to be used in the case of
a manual gearbox Operation
(s)Phase
(s)
1 Idling 1 11 11 11 6 s PM + 5 s K1(*)
2 Acceleration 2 1,04 0 — 15 4 4 15 13 Steady speed 3 15 8 8 23 14 Deceleration/C148/C147/C147/C147/C149/C147/C147/C147/C1504− 0,69 15 — 10 2 2 25 1
5 Deceleration, clutchdisengaged − 0,92 10 — 0 3 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/C149/C147/C147/C147/C1508− 0,75 32 — 10 8/C148/C147/C147/C147/C149/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/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C150100,83 0 — 15 5/C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C15026122 1
15 Gear change 2 12416 Acceleration 0,62 15 — 35 9 133 217 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/C149/C147/C147/C147/C147/C147/C147/C147/C150142/C148/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C15012178
23 Deceleration − 0,86 32 — 10 7 185 2
24 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.▼M41970L0220 — EN — 25.07.1989 — 009.001 — 23
▼M4
2.4.3. The speed and time tolerances are combined as indicated in Appendix 1
to this Annex.
3. VEHICLE AND FUEL3.1.Testvehicle
3.1.1. The vehicle must be presented in good mechanical condition. It must
have been run-in and driven at least 3000 km before the test.
3.1.2. The exhaust device must not exhibit any leak likely to reduce the quan-
tity 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 parti-
cular, to the settings for idling (rotation speed and carbon monoxide
content of the exhaust gases), for the cold start device and for the
exhaust gas pollutant emission control system.
3.1.5. The vehicle to be tested, or an equivalent vehicle, must be fitted, if
necessary, with a device to permit the measurement of the characteristic
parameters necessary for chassis dynamometer setting, in conformity
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 VI must be used for
testing.
4. TEST EQUIPMENT
4.1.Chassisdynamometer
4.1.1. The dynamometer must be capable of simulating road load within one
of the following classifications:
— dynamometer withfixed load curve, i.e. a dynamometer wh ose
physical characteristics provide a fixed load curve shape,
— dynamometer withadjustable load curve, i.e. a dynamometer withat
least two road load parameters that can be adjusted to shape the
load curve.
4.1.2. The setting of the dynamometer must not be affected by the lapse of
time. It must not produce any vibrations perceptible to the vehicle and
likely to impair the vehicle's normal operations.
4.1.3. It must be equipped withmeans to simulate inertia and load. Th ese
simulators are connected to the front roller in the case of a two-roller
dynamometer.
4.1.4. Accuracy
4.1.4.1. It must be possible to measure and read the indicated load to an accu-
racy of ± 5 %.
4.1.4.2. In the case of a dynamometer with a fixed load curve the accuracy of
the load setting at 50 km/h must be ± 5 %. In the case of a dynam-
ometer with adjustable load curve, the accuracy of matching
dynamometer load to road load must be 5 % at 30, 40, and 50 km/h
and 10 % at 20 km/h. Below this, dynamometer absorption must be
positive.
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 kg of the
inertia class for the test.1970L0220 — EN — 25.07.1989 — 009.001 — 24
▼M5
▼M4
▼M4
4.1.4.4. The speed of the vehicle must be measured by the speed of rotation of
the roller (the front roller in the case of a two roller dynamometer). It
must be measured 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 50 km/h. 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 20, 30, 40 and 50 km/h. The means by which these
loads are determined and set are described in Appendix 3.
4.1.5.3. Inertia
Dynamometers withelectrical inertia simulation must be demonstrated
to be equivalent to mechanical inertia systems. The means by which
equivalence is established is described in Appendix 4.
4.2.Exhaustgas-samplingsystem
4.2.1. The exhaust gas sampling system 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 continuously diluted with
ambient air under controlled conditions. In the 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
continously 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 1 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 S2 of the
sampling probe.
4.2.5. The probe must extract a true sample of the diluted exhaust gases.
4.2.6. The system must be free of gas leaks. The design and materials must be
such that the system does not influence the pollutant concentration in
the diluted exhaust gas. Should any component (heat exchanger,
blower, etc.) change the concentration of any pollutant gas in the
diluted gas, the sampling for that pollutant must be carried out before
that component if the problem cannot be corrected.
4.2.7. If the vehicle being tested is equipped with an exhaust pipe comprising
several branches, the connecting tubes must be connected as near as
possible to the vehicle.
4.2.8. Static pressure variations at the tailpipe(s) of the vehicle must remain
within ± 1,25 kPa of the static pressure variations measured during the
dynamometer driving cycle withno connection to th e tailpipe(s).
Sampling systems capable of maintaining the static pressure to within
± 0,25 kPa are used if a written request from a manufacturer to the
competent authority issuing the approval substantiates the need for the
narrower tolerance. The back-pressure must be measured in the exhaust
pipe, as near as possible to its end or in an extension having the same
diameter.1970L0220 — EN — 25.07.1989 — 009.001 — 25
▼M6
▼M4
▼M4
Figure 1
Diagramofexhaust-gassamplingsystem
1970L0220 — EN — 25.07.1989 — 009.001 — 26
▼M4
4.2.9. The various valves used to direct the exhaust gases must be of a quick-
adjustment, quick-acting type.
4.2.10. The gas samples are collected in sample bags of adequate capacity.
These bags must be made of such materials as will not change the
pollutant 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 analyzers must be of the non-
dispersive infra-red (NDIR) absorption type.
Hydrocarbons (HC) analysis — spark-ignition engines:
The hydrocarbons analyzer must be of the flame ionization (FID) type
calibrated withpropane gas expressed equivalent to carbon atoms (C1).
Hydrocarbons (HC) analysis — compression-ignition engines:
The hydrocarbons analyzer must be of the flame ionization type with
detector, valves, pipework, etc. heated to 190 ± 10 ºC (HFID). It must
be calibrated withpropane gas expressed equivalent to carbon atoms
(C1).
Nitrogen oxide (NOx) analysis:
The nitrogen oxide analyzer must be either of the chemiluminescent
(CLA) or of the non-dispensive ultra-violet resonance absorption
(NDUVR) type, bothwithan NOx— NO converter.
Particulates:
Gravimetric determination of the particulates collected. These particu-
lates are in eachcase collected by two series-mounted filters in th e
sample gas flow. The quantity of particulates collected by each pair of
filters should be as follows:
—Vep: flow through filters,
—Vmix: flow through tunnel,
— M: particulates mass (g/test)—M
limit: limit mass of particulates (limit mass in force, g/test),
— m: mass of particulates collected by filters (g).
M¼Vmix
Vepm!m¼Vep
VmixM
The particulates sample rate (Vep/Vmix) will be adjusted so that for M =
Mlimit,1≤m≤5 mg.
The filter surface should consist of a material that is hydrophobic and
inert towards the components of the exhaust gas (PTFE or equivalent
material).
4.3.1.2. Accuracy
The analyzers must have a measuring range compatible with the accu-
racy required to measure the concentrations of the exhaust gas sample
pollutants.
Measurement error must not exceed ± 3 %, disregarding the true value
of the calibration gases.
For concentrations of less than 100 ppm the measurement error must
not exceed ± 3 ppm. The ambient air sample must be measured on the
same analyzer and range as the corresponding diluted exhaust sample.►
M6Measurement of the particulates collected shall be to a guaran-
teed accuracy of a 1 µg. ◄
4.3.1.3. Ice-trap
No gas drying device must be used before the analyzers unless shown
to have no effect on the pollutant content of the gas stream.1970L0220 — EN — 25.07.1989 — 009.001 — 27
▼M6
▼M4
▼M4
4.3.2. Particular requirements for compression-ignition engines
A heated sample line for a continuous HC-analysis with the flame ioni-
zation detector (HFID), including recorder (R) must be used. The
average concentration of the measured hydrocarbons must be deter-
mined by integration. Throughout the test, the temperature of the
heated sample line must be controlled at 190 ± 10 ºC. The heated
sampling line must be fitted witha h eated filter (FH) 99 % efficient
withparticle ≥0,3 µm to extract any solid particles from the contin-
uous flow of gas required for analysis. The sampling system response
time (from the probe to the analyzer inlet) must be no more than four
seconds.
The HFID must be used with a constant flow (heat exchanger) system
to ensure a representative sample, unless compensation for varying CFV
or CFO flows is made.
The particulate sampling unit shall consist of a dilution tunnel, a
sampling probe, a filter unit, a partial-flow pump, and a flow rate regu-
lator 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 shall 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 52 ºC is
not exceeded at the sampling point. The temperature of the gas flow in
the flow meter cannot fluctuate more than ± 3 K, nor can 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 shall be conditioned (as regards tempera-
ture 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 will be weighed and stored until they are used.
4.3.3. Calibration
Eachanalyzer must be calibrated as often as necessary and in any case
in the month before type-approval testing and at least once every six
months for verifying conformity of production. The calibration method
to be used is described in Appendix 6 for the analyzers referred to in
4.3.1.
4.4.Volumemeasurement
4.4.1. The method of measuring total dilute exhaust volume incorporated in
the constant volume sampler must be such that measurement is accurate
to ± 2 %.
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 will give 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 encoun-
tered in constant volume sampler testing. The device must be of
certified accuracy in conformity withan approved national or interna-
tional standard.
4.5.Gases
4.5.1. Pure gases
The following pure gases must be available, if necessary, for calibration
and operation:
— purified nitrogen (purity ≤1 ppm C, ≤1 ppm CO, ≤400 ppm
CO2,≤0,1 ppm NO),
— purified synthetic air (purity ≤1 ppm C, ≤1 ppm CO, ≤400 ppm
CO2,≤0,1 ppm NO); oxygen content between 18 and 21 % vol,
— purified oxygen (purity ≤99,5 % vol O2),
— purified hydrogen (and mixture containing hydrogen) (purity
≤1 ppm C, ≤400 ppm CO2).1970L0220 — EN — 25.07.1989 — 009.001 — 28
▼M6
▼M4
▼M4
4.5.2. Calibration and span gases
Gases having the following chemical compositions must be available:
mixtures of:
—C3H8and purified synthetic air (4.5.1),
— CO and purified nitrogen,—C O
2and 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 withpurified
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 accu-
racy of ± 1,5 ºC.
4.6.2. Pressure
The atmospheric pressure must be measurable to within ± 0,1 kPa.
4.6.3. Absolute humidity
The absolute humidity (H) must be measurable to within ± 5 %.
4.7. The exhaust gas-sampling system must be verified by the method
described in 3 of Appendix 7. The maximum permissible deviationbetween the quantity of gas introduced and the quantity of gas
measured is 5 %.
5. PREPARING THE TEST5.1.Adjustmentofinertiasimulatorstothevehicle'stranslatoryinertias
An inertia simulator is used enabling a total inertia of the rotating
masses to be obtained proportional to the reference mass within the
following limits:
Reference mass of vehicle
RW
(kg)Equivalent inertias
I
(kg)
RW≤750 680
750 < RW ≤850 800
850 < RW ≤1 020 910
1 020 < RW ≤1 250 1 130
1 250 < RW ≤1 470 1 360
1 470 < RW ≤1 700 1 590
1 700 < RW ≤1 930 1 810
1 930 < RW ≤2 150 2 040
2 150 < RW ≤2 380 2 270
2 380 < RW ≤2 610 2 270
2 610 < RW 2 270
5.2.Settingofdynamometer
The load is adjusted according to methods described in 4.1.4.
The method used and the values obtained (equivalent inertia — charac-
teristic adjustment parameter) must be recorded in the test report.1970L0220 — EN — 25.07.1989 — 009.001 — 29
▼M4
5.3.Conditioningofvehicle
5.3.1.►M6For compression-ignition engine vehicles for the purpose of
measuring particulates at most 36 hours and at least six hours before
testing, the preconditioning described in Appendix 9 has to be
completed.
After this preconditioning and before testing, compression-ignition and
positive ignition engine vehicles must be kept in a room in which the
temperature remains relatively constant between 20 and 30 ºC. This
conditioning must be carried out for at least six hours and continue
until the engine oil temperature and coolant, if any, are within ± 2 ºC
of the temperature of the room.
If the manufacturer so requests, the test must be carried out not later
than 30 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 manufac-
turer and used for the preliminary road test for brake adjustment. The
tyre pressures may be increased by up to 50 % from the manufacturer's
recommended setting in the case of a two-roller dynamometer. The
actual pressure used must be recorded in the test report.
6. PROCEDURE FOR BENCH TESTS6.1.Specialconditionsforcarrying outthecycle
6.1.1. During the test, the test cell temperature must be between 20 and 30 ºC.
The absolute humidity (H) of either the air in the test cell or the intakeair of the engine must be such that:
5,5≤H≤12,2 g H
2O/kg dry air
6.1.2. The vehicle must be approximately horizontal during the test so as to
avoid any abnormal distribution of the fuel.
6.1.3. The test must be carried out with the bonnet raised unless this is tech-
nically impossible. An auxiliary ventilating device acting on the
radiator (water-cooling) or on the air intake (air-cooling) may be used
if necessary to keep the engine temperature normal.
6.1.4. During the test the speed is recorded against time so that the correct-
ness of the cycles performed can be assessed.
6.2.Starting-uptheengine
6.2.1. The engine must be started up by means of the devices provided for
this purpose according to the manufacturer's instructions, as incorpo-
rated in the drivers' handbook of production vehicles.
6.2.2. The engine must be kept idling for a period of 40 seconds. The first
cycle must begin at the end of the aforesaid period of 40 seconds at
idle.
6.3.Idling
6.3.1. Manual-shift or semi-automatic gearbox
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 clutch disen-
gaged, five seconds before the acceleration following the idling period
considered.
6.3.1.3. The first idling period at the beginning of the cycle consists of six
seconds of idling in neutral withth e clutchengaged and five seconds
in first gear withth e clutchdisengaged.
6.3.1.4. For the idling periods during each cycle the corresponding times are 16
seconds in neutral and five seconds in first gear withth e clutchdisen-
gaged.
6.3.1.5. The idling period between two successive cycles comprises 13 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 6.4.3.1970L0220 — EN — 25.07.1989 — 009.001 — 30
▼M4
6.4.Accelerations
6.4.1. Accelerations must be so performed that the rate of acceleration is as
constant as possible throughout the phase.
6.4.2. If an acceleration cannot be carried out in the prescribed time, the extra
time required is, if possible, deducted from the time allowed for chan-
ging gear, but otherwise from the subsequent steady-speed period.
6.4.3. Automatic-shift gearboxes
If an acceleration cannot be carried out in the prescribed time, the gear
selector is operated in accordance withrequirements for manual-sh ift
gearboxes.
6.5.Deceleration
6.5.1. All decelerations 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.
6.5.2. If the period of deceleration is longer than that prescribed for the corre-
sponding phase, the vehicle's brakes are used to enable the timing of the
cycle to be complied with.
6.5.3. If the period of deceleration is shorter than that prescribed for the corre-
sponding phase, the timing of the theoretical cycle is restored by
constant speed or idling period merging into the following operation.
6.5.4. At the end of the deceleration period (halt of the vehicle on the rollers)
the 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 posi-
tion fixed.
7. GAS AND PARTICULATE SAMPLING AND ANALYSIS
7.1.Sampling
Sampling begins at the beginning of the first test cycle as defined in
6.6.2 and ends on conclusion of the final idling period in the fourth
cycle.
7.2.Analysis
7.2.1. The exhaust gases contained in the bag must be analyzed as soon as
possible and in any event not later than 20 minutes after the end of
the test cycle. ►M6The 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 56
hours and then be weighed. ◄
7.2.2. Prior to eachsample analysis th e analyzer range to be used for each
pollutant must be set to zero withth e appropriate zero gas.
7.2.3. The analyzers are then set to the calibration curves by means of span
gases of nominal concentrations of 70 to 100 % of the range.
7.2.4. The analyzers' zeros are then rechecked. If the reading differs by more
than 2 % of range from that set in 7.2.2, the procedure is repeated.
7.2.5. The samples are then analyzed.7.2.6. After the analysis, zero and span points are rechecked using the same
gases. If these rechecks are within 2 % of those in 7.2.3, the analysis
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 analy-
zers.
7.2.8. The figure adopted for the content of the gases in each of the pollutants
measured is that read off after stabilization on the measuring device.
Hydrocarbon mass emissions of compression-ignition engines are calcu-1970L0220 — EN — 25.07.1989 — 009.001 — 31
▼M6
▼M4
▼M4
lated 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.
8.2.Totalmassofgaseousandparticulatepollutantsemitted
The mass M of each pollutant emitted by the vehicle during the test is
determined by obtaining the product of the volumetric 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 0,85 (m1+m2)≤m1< 0,95(m1+m2), m = m1+m2,
—i fm1< 0,85 (m1+m2), the test is cancelled.
Appendix 8 gives the calculations, followed by examples, used in deter-
mining the mass emissions of gaseous and particulate pollutants.1970L0220 — EN — 25.07.1989 — 009.001 — 32
▼M6
▼M4
▼M6
▼M4
APPENDIX 1
BREAKDOWNOF THEOPERATINGCYCLEUSEDFOR THE TYPEI
TEST
1.Breakdownbyphases
Time %
Idling: ... .................................... 60s 30,8/C148/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C15035,4
Idling, vehicle moving, clutch engaged on one
combination: .................................. 9s 4,6
Gear-shift: .................................... 8s 4,1
Accelerations: ... .............................. 36s 18,5
Steady-speed periods: ... ........................ 57s 29,2
Decelerations: ... .............................. 25s 12,8
195 s 100
2.Breakdownbyuseofgears
Idling: ... .................................... 60s 30,8/C148/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C15035,4
Idling, vehicle moving, clutch engaged on one
combination: .................................. 9s 4,6
Gear-shift: .................................... 8s 4,1
First gear: .................................... 24s 12,3
Second gear .................................. 53s 27,2
Third gear: ................................... 41s 21
195 s 100
Average speed during test: 19 km/h.
Effective running time: 195 s.Theoretical distance covered per cycle: 1,013 km.Equivalent distance for the test (4 cycles): 4,052 km1970L0220 — EN — 25.07.1989 — 009.001 — 33
▼M4
1970L0220 — EN — 25.07.1989 — 009.001 — 34
▼M4
APPENDIX 2
CHASSISDYNAMOMETER
1. DEFINITION OF A CHASSIS DYNAMOMETER WITH FIXED
LOAD CURVE
1.1.Introduction
In the event that the total resistance to progress on the road cannot be
reproduced on the chassis dynamometer between speeds of 10 and
50 km/h, it is recommended to use a chassis dynamometer having the
characteristics defined below.
1.2.Definition
1.2.1. The chassis dynamometer may have one or two rollers.
The front roller drives, directly or indirectly, the inertia masses and the
power absorption device.
1.2.2. Having set the load at 50 km/h by one of the methods described in 3, K
can be determined from P = KV3.
The power absorbed (Pa) by the brake and the chassis internal frictional
effects from the reference setting to a vehicle speed of 50 km/h, are as
follows:
If V > 12 km/h:
Pa=K V3±5%K V3±5%P V50
(without being negative).
If V≤12 km/h:
Pawill be between 0 and Pa=K V123+5%K V123+5%P V50where K
is a characteristic of the chassis dynamometer and PV50is the power
absorbed at 50 km/h.
2. METHOD OF CALIBRATING THE DYNAMOMETER
2.1.Introduction
This Appendix describes the method to be used to determine the power
absorbed by a dynamometric brake.
The power absorbed comprises the power absorbed by frictional effects
and the power absorbed by the power-absorption device. The dynam-
ometer is brought into operation beyond the range of test speeds. The
device used for starting up the dynamometer is then disconnected: the
rotational speed of the driven roller decreases.
The kinetic energy of rollers is dissipated by the power-absorption unit
and by the frictional effects. This method disregards variations in the
roller'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 50 km/h as a function of the
powerabsorbed
The following procedure is used.
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 — 25.07.1989 — 009.001 — 35
▼M4
2.2.4. Bring the dynamometer to a speed of 50 km/h.
2.2.5. Note the power indicated (Pi).2.2.6. Bring the dynamometer to a speed of 60 km/h.2.2.7. Disconnect the device used to start up the dynamometer.2.2.8. Note the time taken by the dynamometer to pass from a speed of 55 km/
hto a speed of 45 km/h .
2.2.9. Set the power-absorption device at a different level.2.2.10. The requirements of 2.2.4 to 2.2.9 must be repeated sufficiently often to
cover the range of road powers used.
2.2.11. Calculate the power absorbed, using the formula:
P
a¼M1V2
1/C0V2
2/C0/C1
2000 t
where
Pa= power absorbed in kW,
MJ= equivalent inertia in kg (exluding the inertial effects of the free
rear roller),
V1= initial speed in m/s (55 km/h= 15,28 m/s),
V2= final speed in m/s (45 km/h= 12,50 m/s),
t = time taken by the roller to pass from 55 to 45 km/h.
2.2.12. Diagram showing power indicated at 50 km/h in terms of power
absorbed at 50 km/h.1970L0220 — EN — 25.07.1989 — 009.001 — 36
▼M4
2.2.13. The operations described in 2.2.3 to 2.2.12 must be repeated for all
inertia classes to be used.
2.3.Calibration of the power indicator as a function of the absorbed
powerforotherspeeds
The procedures described in 2.2 must be repeated as often as necessary
for the chosen speeds.
2.4.Verification of the power-absorption curve of the dynamometer
fromareference settingataspeedof50km/h
2.4.1. Place the vehicle on the dynamometer or devise some other method of
starting up the dynamometer.
2.4.2. Adjust the dynamometer to the absorbed power (Pa) at 50 km/h.
2.4.3. Note the power absorbed at 40 — 30 — 20 km/h.2.4.4. Draw the curve P
a(V) and verify that it corresponds to the requirements
of 1.2.2.
2.4.5. Repeat the procedure set out in 2.4.1 to 2.4.4 for other values of power
Paat 50 km/hand for oth er values of inertias.
2.5. The same procedure must be used for force or torque calibration.
3. SETTING OF THE DYNAMOMETER3.1.Vacuummethod
3.1.1. Introduction
This method is not a preferred method and must be used only with
fixed load curve shape dynamometers for determination of load setting
at 50 km/hand cannot be used for veh icles withcompression-ignition
engines.
3.1.2. Test instrumentation
The vacuum (or absolute pressure) in the intake manifold vehicle is
measured to an accuracy of ± 0,25 kPa. It must be possible to record
this reading continuously or at intervals of no more than one second.
The speed must be recorded continuously with a precision of ± 0,4 km/
h.
3.1.3. Road test
3.1.3.1. Ensure that the requirements of 4 of Appendix 3 are met.3.1.3.2. Drive the vehicle at a steady speed of 50 km/h recording speed and
vacuum (or absolute pressure) in accordance withth e requirements of
3.1.2.1970L0220 — EN — 25.07.1989 — 009.001 — 37
▼M4
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 49,5 km/h or greater than 50,5 km/h for morethan one second). For each run, read vacuum level at one-second inter-
vals, calculate mean vacuum (
v) and standard deviation (s). This
calculation must consist of no less than 10 readings of vacuum.
3.1.4.2. The standard deviation must not exceed 10 % of mean ( v) for eachrun.
3.1.4.3. Calculate the mean value ( v) for the six runs (three runs in each direc-
tion).
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 50 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
50 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 50 km/h in accordance with the following
table:
Reference mass of vehicle: RW
(kg)Power absorbed by the dynam-
ometer: Pa(kW)
RW≤750 1,3
750 < RW ≤850 1,4
850 < RW ≤1 020 1,5
1 020 < RW ≤1 250 1,7
1 250 < RW ≤1 470 1,8
1 470 < RW ≤1 700 2,0
1 700 < RW ≤1 930 2,1
1 930 < RW ≤2 150 2,3
2 150 < RW ≤2 380 2,4
2 380 < RW ≤2 610 2,6
2 610 < RW 2,7
3.3.2. In the case of vehicles, other than passenger cars, with a reference mass
of more than 1700 kg, or vehicles whose wheels are all driven, the
power values given in the table set out in 3.3.1 are multiplied by the
factor 1,3.1970L0220 — EN — 25.07.1989 — 009.001 — 38
▼M4
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 resistance
to progress of a vehicle at stabilized speeds on the road and to simu-
late this resistance on a dynamometer, in accordance with 4.1.4.1 of
Annex III.
2. DEFINITION OF THE ROAD
The road must be level and sufficiently long to enable the measure-
ments specified below to be made. The slope must be constant to
within ± 0,1 % and must not exceed 1,5 %.
3. ATMOSPHERIC CONDITIONS
3.1.Wind
Testing must be limited to wind speeds averaging less than 3 m/s with
peak speeds less than 5 m/s. In addition, the vector component of the
wind speed across the test road must be less than 2 m/s. Wind velo-
city 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 3000 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 manufac-
turer's specifications for the use considered:
— wheels, wheel trims, tyres (make, type, pressure),
— front axle geometry,— brake adjustment (elimination of parasitic drag),— lubrication of front and rear axles,
— adjustment of the suspension and vehicle level, etc.
4.3.Preparationforthetest
4.3.1. The vehicle is loaded to its reference mass. The level of the vehicle
must be that obtained when the centre of gravity of the load is situ-
ated midway between the ‘R’ 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 — 25.07.1989 — 009.001 — 39
▼M4
5. METHODS
5.1.Methodofenergy variationduringcoast-down
5.1.1. On the road
5.1.1.1. Test equipment and error
— Time must be measured to an error lower than 0,1 s.
— Speed must be measured to an error lower than 2 %.
5.1.1.2. Test procedure5.1.1.2.1. Accelerate the vehicle to a speed 10 km/h greater than the chosen test
speed V.
5.1.1.2.2. Place the gearbox in ‘neutral’ position
5.1.1.2.3. Measure the time taken for the vehicle to decelerate from
V
2=V+ ∆V km/hto V1=V− ∆V km/h: t1·∆V≤5 km/h
5.1.1.2.4. Perform the same test in the opposite direction: t2.
5.1.1.2.5. Take the average T1of the two times t1and t2.
5.1.1.2.6. Repeat these tests several times such that the statistical accuracy (p)
of the average
T¼1
n/C1Xn
i¼1Ti is no 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,n = number of tests. s ¼ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ
X
n
i¼1Ti/C0TðÞ2
n/C01vuut
n456789 1 0 1 1 1 2 1 3 1 4 1 5
t 3,2 2,8 2,6 2,5 2,4 2,3 2,3 2,2 2,2 2,2 2,2 2,2
tﬃﬃﬃnp1,6 1,25 1,06 0,94 0,85 0,77 0,73 0,66 0,64 0,61 0,59 0,57
5.1.1.2.7. Calculate the power by the formula:
P¼M/C1V/C1∆V
500 T
where:
P is expressed in kW,V = speed of the test in m/s,
∆V = speed deviation from speed V, in m/s,
M = reference mass in kg,T = time in seconds.
5.1.2. On the dynamometer
5.1.2.1. Measurement equipment and accuracy
The equipment must be identical to that used on the road.
5.1.2.2. Test procedure
5.1.2.2.1. Install the vehicle on the test dynamometer.
5.1.2.2.2. Adjust the tyre pressure (cold) of the driving wheels as required by
the dynamometer.1970L0220 — EN — 25.07.1989 — 009.001 — 40
▼M4
5.1.2.2.3. Adjust the equivalent inertia of the dynamometer.
5.1.2.2.4. Bring the vehicle and dynamometer to operating temperature in a
suitable manner.
5.1.2.2.5. Carry out the 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 procedure5.2.1.2.1. Bring the vehicle to the chosen stabilized speed V.
5.2.1.2.2. Record the torque C(t) and speed over a period of a least 10 s by
means of class 1 000 instrumentation meeting ISO standard No 970.
5.2.1.2.3. Differences in torque C(t) and speed relative to time must not exceed
5 % for eachsecond of th e measurement period.
5.2.1.2.4. The torque C
t1is 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.Integratedtorqueovervariable drivingpattern
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 determined.
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 differ-
ence.
The result is:
M¼1
t2/C0t1Zt2
t1MtðÞ/C1dt 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.1970L0220 — EN — 25.07.1989 — 009.001 — 41
▼M4
5.3.3. Dynamometer setting
The dynamometer load is set by the method described in 5.2. If M
dynamometer does not then match M road, the brake setting is
adjusted until the values are equal within ± 5 %.
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 s.
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 procedure
5.4.1.2.1. Accelerate the vehicle to a speed 5 km/h greater than the chosen test
speed: V.
5.4.1.2.2. Record the deceleration between V + 0,5 km/h and V − 0,5 km/h.
5.4.1.2.3. Calculate the average deceleration attributed to the speed V by the
formula:
γ1¼1
tZt
oγ1tðÞdt/C0g/C1sinα1
where:
γ1= average deceleration value at the speed V in one direction
of the road,
t = time between V + 0,5 km/hand V − 0,5 km/h ,γ
1(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
Tb y Γwhere:
Γ¼1
nXn
i¼1Γi
5.4.1.2.7. Calculate the average force absorbed F = M · Γ
where:M = vehicle reference mass in kg,
Γ= average deceleration calculated beforehand.
5.4.2. Dynamometer method
5.4.2.1. Measurement equipment and error
The measurement instrumentation of the dynamometer itself must be
used as defined in 2 of Appendix 2 to this Annex.1970L0220 — EN — 25.07.1989 — 009.001 — 42
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5.4.2.2. Test procedure
5.4.2.2.1. Adjustment of the force on the rim under steady speed
On chassis dynamometer, the total resistance is of the type:(F
total)=( Findicated)+( Fdriving axle rolling), with
(Ftotal)=( Froad),
(Findicated)=( Froad)−( Fdriving axle rolling),
where:(F
indicated) 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 and the
vehicle total mass.
Note
RRis obtained from the curve: F = f (V).1970L0220 — EN — 25.07.1989 — 009.001 — 43
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APPENDIX 4
VERIFICATIONOFINERTIASOTHERTHANMECHANICAL
1. OBJECT
The method described in this Appendix makes it possible to check that
the simulated total inertia of the dynamometer is carried out satisfactorily
in the running phases of the operating cycle.
2. PRINCIPLE2.1.Drawingupworkingequations
Since the dynamometer is subjected to variations in the rotating speed of
the roller(s), the force at the surface of the roller(s) can be expressed by
the formula:
F¼I/C1γ¼I
M/C1γþFI
where:
F = force at the surface of the roller(s),
I = total inertia of the dynamometer (equivalent inertia of the
vehicle: cf. table in 5.1),
IM= inertia of the mechanical masses of the dynamometer,
γ= tangential acceleration at roller surface,
FI= inertia force.
Note:
An explanation of this formula with reference to dynamometers with
mechanically simulated inertias is appended.
Thus, the total inertia is expressed as follows:
I¼IMþFI
γ
where:
IMcan be calculated or measured by traditional methods,
FIcan be measured on the dynamometer,
γcan be calculated from the peripheral speed of the rollers.
The total inertia (I) is determined during an acceleration or deceleration
test with values higher than or equal to those obtained on an operating
cycle.
2.2.Specificationforthecalculationoftotalinertia
The test and calculation methods must make it possible to determine the
total inertia I witha relative error ( ∆I/I) of less than 2 %.
3. SPECIFICATION
3.1. The mass of the simulated total inertia I must remain the same as the
theoretical value of the equivalent inertia (see 5.1 of Annex III) within
the following limits:
3.1.1. ± 5 % of the theoretical value for each instantaneous value;
3.1.2. ±2 % of the theoretical value for the average value calculated for each
sequence of the cycle.
3.2. The limit given in 3.1.1 is brought to ±50 % for one second when starting
and, for vehicles with manual transmission, for two seconds during gear
changes.
4. VERIFICATION PROCEDURE
4.1. Verification is carried out during each test throughout the cycle defined
in 2.1 of Annex III.1970L0220 — EN — 25.07.1989 — 009.001 — 44
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4.2. However, if the requirements of 3 are met, with instantaneous accelera-
tions which are at least three times greater or smaller than the values
obtained in the sequences of the theoretical cycle, the verification
described above is not necessary.
5. TECHNICAL NOTE
Explanation of drawing-up working equations.
5.1. Equilibrium of the forces on the road:
CR¼k1Jr1dΘ1
dtþk2Jr2dΘ2
dtþk3Mγr1þk3Fsr1
5.2. Equilibrium of the forces on dynamometer with mechanically simulated
inertias:
Cm¼k1Jr1dΘ1
dtþk3JRmdWm
dt
Rmr1þk3Fsr1
¼k1Jr1dΘ1
dtþk3Iγr1þk3Fsr1
5.3. Equilibrium of the forces of dynamometer with non-mechanically simu-
lated inertias:
Ce¼k1Jr1dΘ1
dtþk3JRedWe
dt
Rer1þCl
Rer10
B@1
CAþk3Fsr1
¼k1Jr1dΘ1
dtþk3IMγþFI ðÞ r1þk3Fsr1
In these formulae:
CR = engine torque on the road,
Cm = engine torque on the dynamometer with mechanically simu-
lated inertias,
Ce = engine torque on the dynamometer with electrically simulated
inertias,
Jr1= moment of inertia of the vehicle transmission brought back to
the driving wheels,
Jr2= moment of inertia of the non-driving wheels,
JRm = moment of inertia of the dynamometer with mechanically
simulated inertias,
JRe = moment of mechanical inertia of the dynamometer with elec-
trically simulated inertias,
M = mass of the vehicle on the road,
I = equivalent inertia of the dynamometer with mechanically
simulated inertias,
IM= mechanical inertia of the dynamometer with electrically simu-
lated inertias,
Fs= resultant force at stabilized speed,
Cl= resultant torque from electrically simulated inertias,
FI= resultant force from electrically simulated inertias,
dΘ1
dt= angular acceleration of the driving wheels,
dΘ2
dt= angular acceleration of the non-driving wheels,
dWm
dt= angular acceleration of the mechanical dynamometer,1970L0220 — EN — 25.07.1989 — 009.001 — 45
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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,k
1= coefficient dependent on the gear reduction ratio and the
various inertias of transmission and ‘efficiency’,
k2= ratio transmission Xr1
r2X ‘efficiency’,
k3= ratio transmission X ‘efficiency’.
Supposing the two types of dynamometer (5.2 and 5.3) are made equal
and simplified, one obtains:
k3IM/C1γþFI ðÞ r1¼k3I/C1γ/C1r1
hence,
I¼IMþFI
γ1970L0220 — EN — 25.07.1989 — 009.001 — 46
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APPENDIX 5
DESCRIPTIONOFGAS-SAMPLINGSYSTEMS
1. INTRODUCTION
1.1. There are several types of sampling devices capable of meeting the
requirements set out in 4.2 of Annex III.
The devices described in 3.1, 3.2 and 3.3 will be deemed acceptable
if they satisfy the main criteria relating to the variable dilution prin-
ciple.
1.2. In its communications, the laboratory must mention the system of
sampling used when performing the test.
2. CRITERIA RELATING TO THE VARIABLE-DILUTION
SYSTEM FOR MEASURING EXHAUST-GAS EMISSIONS
2.1.Scope
This section specifies the operating characteristics of an exhaust-gas
sampling system intended to be used for measuring the true mass
emissions of a vehicle exhaust in accordance with the provisions of
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 1 gives a schematic diagram of the sampling system.
2.2.1. The vehicle exhaust gases must be diluted with a sufficient amount
of ambient air to prevent any water condensation in the sampling
and measuring system.
2.2.2 ‘The exhaust-gas sampling system must 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
exhaust gases.
2.2.5. The system must make it possible to measure the total volume of the
diluted exhaust gases from the vehicle being tested.
2.2.6. The sampling system must be gas-tight. The design of the variable-
dilution sampling system and the materials that go to make it up
must be such that they do not affect the pollutant concentration in
the diluted exhaust gases. Should any component in the system
(heat exchanger, cyclone separator, blower, etc.) change the concen-
tration of any of the pollutants in the diluted exhaust gases and the1970L0220 — EN — 25.07.1989 — 009.001 — 47
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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
concentrations 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 homogeneous
mixture at the chamber outlet.
The homogeneity of the mixture in any cross-section at the location
of the sampling probe must not vary by more than ± 2 % from the
average of the values obtained at 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 tailpipe and to limit the drop
in pressure inside the dilution-air conditioning device, if any, the
pressure inside the mixing chamber must not differ by more than
± 0,25 kPa from atmospheric pressure.
2.3.2. Suction device/volume measuring device
This device may have a range of fixed speeds as to ensure sufficient
flow to prevent any water condensation. This result is generally
obtained by keeping the concentration of CO2in the dilute exhaust-
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 ºC
of the specified operating temperature.
If necessary, a cyclone separator can be used to protect the volume
measuring device.1970L0220 — EN — 25.07.1989 — 009.001 — 48
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Figure 1
Diagramofavariable-dilutionsystemformeasuringexhaust-gasemissions
1970L0220 — EN — 25.07.1989 — 009.001 — 49
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2.3.3.2. A temperature sensor must be installed immediately before the
volume measuring device. This temperature sensor must have an
accuracy and a precision of ± 1 ºC and a response time of 0,1 s at
62 % of a given temperature variation (value measured in silicone
oil).
2.3.3.3. The pressure measurements must have a precision and an accuracy
of ± 0,4 kPa during the test.
2.3.3.4. The measurement of the pressure difference from atmospheric pres-
sure is taken before and, if necessary, after the volume measuring
device.
2.3.4. Gas sampling
2.3.4.1. Dilute exhaust gases2.3.4.1.1. The sample of dilute exhaust gases is taken before the suction device
but after the conditioning devices (if any).
2.3.4.1.2. The flow-rate must not deviate by more than ± 2 % from the
average.
2.3.4.1.3. The sampling rate must not fall below 5 litres per minute and must
not exceed 0,2 % of the flow-rate of the dilute exhaust gases.
2.3.4.1.4. An equivalent limit applies to constant-mass sampling systems.
2.3.4.2. Dilution air2.3.4.2.1. 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 capacity
so as not to reduce the sampling rate. The bags must be made of
such a material as will not change the concentration of synthetic
pollutant gases by more than ± 2 % after 20 minutes.
2.4.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 vehicles
equipped with spark-ignition engines, the hydrocarbon and particu-
late 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.
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 the1970L0220 — EN — 25.07.1989 — 009.001 — 50
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diluted exhaust gas is homogeneous at the sampling points and that
the samples consist of representative 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 both up and downstream of the two filters in the direc-
tion of flow.
2.4.5. The particulate sampling probe shall be arranged as follows:
It must be installed in the vicinity of the tunnel centreline, roughly
ten 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 190 ºC
± 10 ºC 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 proportional.
3. DESCRIPTION OF THE DEVICES
3.1.Variable dilution device with positive displacement pump (PDP-
CVS)(Figure 1)
3.1.1. The positive displacement pump — constant volume sampler (PDP-
CVS) satisfies the requirements of this Annex by metering at a
constant temperature and pressure through the pump. The total
volume is measured by counting the revolutions made by the cali-
brated 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 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 switches may be used to provide
additional information and coordinate the functions of the compo-
nent system.
3.1.3. The collecting equipment consists of:
3.1.3.1. A filter (D) for the dilution air, which can be preheated if necessary.
This filter must consist of activated charcoal sandwiched between
two layers of paper, and shall be used to reduce and stabilize the
hydrocarbon concentrations of ambient emissions in the dilution air.
3.1.3.2. A mixing chamber (M) in which exhaust gas and air are mixed
homogeneously.
3.1.3.3. A heat exchanger (H) of a capacity sufficient to ensure that
throughout the test the temperature of the air/exhaust-gas mixture
measured at a point immediately upstream of the positive displace-
ment pump is within ± 6 ºC of the designed operating temperature.
This device must not affect the pollutant concentrations 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 temperature are
limited to ± 6 ºC.
3.1.3.5. The positive displacement pump (PDP), used to transport a constant-
volume flow of the air/exhaust-gas mixture; the flow capacity of the1970L0220 — EN — 25.07.1989 — 009.001 — 51
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pump must be large enoughto eliminate water condensation in th e
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 ºC), fitted at a
point immediately upstream of the positive displacement pump; it
must be designed to monitor continuously the temperature of diluted
exhaust-gas mixture during the test.
3.1.3.7. A pressure gauge (G1) (accuracy and precision ± 0,4 kPa) fitted
immediately upstream of the volume meter and used to register the
pressure gradient between the gas mixture and the ambient air.
3.1.3.8. Another pressure gauge (G2) (accuracy and precision ± 0,4 kPa)
fitted so that the differential pressure between pump inlet and pump
outlet can be registered.
3.1.3.9. Two sampling outlets (S1and S2) for taking constant samples of the
dilution air and of the diluted exhaust-gas/air mixture.
3.1.3.10. A filter (F), to extract solid particles from the flows of gas collected
for analysis.
3.1.3.11. Pumps (P), to collect a constant flow of the dilution air as well as of
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 auto-
matically on the sampling-bag side; as an alternative, other ways of
transporting the samples to the analyzer may be used (three-way
stopcocks, for instance).
3.1.3.16. Bags (B), for collecting samples of the diluted exhaust gas and of
the dilution air during the test; they must be of sufficient capacity
not to impede the sample flow; the bag material must be such as to
affect neither the measurements themselves nor the chemical compo-
sition of the gas samples (for instance: laminated polyethylene/polyamide films, or fluorinated polyhydrocarbons).
3.1.3.17. A digital counter (C), to register the number of revolutions
performed by the positive displacement pump during the test.
3.1.4. Additional equipment required when testing diesel-engined vehicles
To comply withth e requirements of 4.3.1.1 and 4.3.2 of Annex III,
the additional components within the dotted lines in Figure 1 must
be used when testing diesel-engined vehicles:
Fhis a h eated filter,
S
3is 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,1970L0220 — EN — 25.07.1989 — 009.001 — 52
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Figure 1
Constantvolumesamplerwithpositivedisplacementpump(PDP—CVS)
1970L0220 — EN — 25.07.1989 — 009.001 — 53
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R and I are a means of integrating and recording the instantaneous
hydrocarbon concentrations,
Lhis a h eated sample line.
All heated components must be maintained at 190 ± 10 ºC.
Particulate sampling system
—S4: Sampling probe in the dilution tunnel,
—Fp: Filter 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-flowventuridilutiondevice(CFV-CVS) (Figure 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 at sonic velocity which is directly proportional to the
square root of the gas temperature. Flow is continually monitored,
computed and integrated over the test.
If an additional critical-flow sampling venturi is used, the propor-
tionality of the gas samples taken is ensured. As both pressure and
temperature are equal at the two venturi 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 requirementsof this Annex are met.
3.2.2. Figure 2 is a schematic drawing of such a sampling system. Since
various configurations can produce accurate results, exact confor-
mity withth e drawing is not essential. Additional components such
as instruments, valve, solenoids, and switches 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 necessary:
the filter must consist of activated charcoal sandwiched between
layers of paper, and must be used to reduce and stabilize the hydro-
carbon background emission of the dilution air.
3.2.3.2. A mixing chamber (M), in which exhaust gas and air are mixed
homogeneously.
3.2.3.3. A cyclone separater (CS), to extract particles.3.2.3.4. Two sampling probes (S
1and S2), for taking samples of the dilution
air as well as of the diluted exhaust gas.
3.2.3.5. A sampling critical flow venturi (SV), to take proportional samples
of the diluted exhaust gas at sampling probe S2.
3.2.3.6. A filter (F), to extract solid particles from the gas flows diverted for
analysis.
3.2.3.7. Pumps (P), to collect part of the flow of air and diluted 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 the 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.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 auto-
matically on the sampling-bag side; as an alternative, other ways of
transporting the samples to the analyzer may be used (three-way
stopcocks, for instance).1970L0220 — EN — 25.07.1989 — 009.001 — 54
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3.2.3.13. Bags (B), for collecting samples of the diluted exhaust gas and the
dilution air during the tests; they must be of sufficient capacity not
to impede the sample flow; the bag material must be such as to
affect neither the measurements themselves nor the chemical compo-
sition of the gas samples (for instance: laminated polyethylene/
polyamide films, or fluorinated polyhydrocarbons).
3.2.3.14. A pressure gauge (G), which is precise and accurate to within
± 0,4 kPa.
3.2.3.15. A temperature sensor (T), which is precise and accurate to within
± 1 ºC and have a response time of 0,1 seconds to 62 % of a
temperature change (as measured in silicon oil).
3.2.3.16. A measuring critical flow venturi tube (MV), to measure the flow
volume of the diluted exhaust gas.
3.2.3.17. A blower (BL), of sufficient capacity to handle the total volume of
diluted exhaust gas.
3.2.3.18. The capacity of the CFV-CVS system must be such that under all
operating conditions which may possibly occur during a test there
will be no condensation of water. This is generally ensured by using
a blower whose capacity is:
3.2.3.18.1. twice as high as the maximum flow of exhaust gas produced by
accelerations of the driving cycle;
3.2.3.18.2. sufficient to ensure that the CO2concentration in the dilute exhaust
sample bag is less than 3 % by volume.
3.2.4. Additional equipment required when testing diesel-engined vehicles
To comply 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 2
must be used when testing diesel-engined vehicles:
Fhis a h eated filter,
S3is a sample point close to the mixing chamber,
Vhis a h eated 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 instantaneous
hydrocarbon concentrations,
Lhis a h eated sample line.
All heated components must be maintained at 190 ± 10 ºC.
If compensation for varying flow is not possible, then a heat
exchanger (H) and temperature control system (TC) as described in
2.2.3 will be required to ensure constant flow through the venturi
(MV) and thus proportional flow through S3.1970L0220 — EN — 25.07.1989 — 009.001 — 55
▼M6
Figure 2
Constantvolumesamplerwithcritical-flow venturi(CFV-CVSSystem)
1970L0220 — EN — 25.07.1989 — 009.001 — 56
▼M6
Particulate sampling system
—S4: Sampling probe in dilution tunnel,
—Fp: Filter unit, consisting of two series-mounted filters; Switching
unit for further parallel-mounted pairs of filters,
— Sampling line,— Pumps, flow regulators, flow measuring units.
3.3.Variable dilution device with constant flow control by orifice
(CFO-CVS) (Figure 3) ►
M6 (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 ºC 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
will be effected before the cyclone for one or several considered
pollutants.
If necessary, a device for temperature control (TC) is used to preheat
the heat exchanger before testing and to keep up its temperature
during the test at ± 6 ºC.
3.3.1.5. Two probes (S1and S2) for sampling by means of pumps (P) flow-
meters (FL) and, if necessary, filters (F) allowing for the collection
of solid particles from gases used for the analysis.
3.3.1.6. One pump for dilution air and another one for diluted mixture.3.3.1.7. A volume-meter withan orifice.3.3.1.8. A temperature censor (T
1) (accuracy and precision ± 1 ºC), fitted at a
point immediately before the volume measurement device; it must
be designed to monitor continuously the temperature of the diluted
exhaust-gas mixture during the test.
3.3.1.9. A pressure gauge (G1) (accuracy and precision ± 0,4 kPa) fitted
immediately before the volume meter and used to register the pres-
sure gradient between the gas mixture and the ambient air.
3.3.1.10. Another pressure gauge (G2) (accuracy and precision ± 0,4 kPa)
fitted so that the differential pressure between pump inlet and pump
outlet can be registered.
3.3.1.11. Flow controllers (N) to ensure a constant uniform flow of gas
samples taken during the course of the test from sampling outlets
S1and S2. The flow of the gas samples must be such that, at the
end of each test, the quantity of the samples is sufficient for analysis
(=10 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 automatically
on the sampling-bag side. Other ways of transporting the samples to
the analyzer may be used (three-way stopcocks, for instance).1970L0220 — EN — 25.07.1989 — 009.001 — 57
▼M4
▼M4
3.3.1.15. Bags (B) for collecting samples of diluted exhaust gas and of dilu-
tion air during the test. They must be of sufficient capacity not to
impede the sample flow. The bag material must be such as to affect
neither the measurements themselves nor the chemical composition
of the gas samples (for instance: laminated polyethylene/polyamide
films, or fluorinated polyhydrocarbons).1970L0220 — EN — 25.07.1989 — 009.001 — 58
▼M4
Figure 3
Diagram of a variable dilution device with constant flow control by orifice (CFO-
CVS)
1970L0220 — EN — 25.07.1989 — 009.001 — 59
▼M4
APPENDIX 6
METHODOFCALIBRATINGTHEEQUIPMENT
1. ESTABLISHMENT OF THE CALIBRATION CURVE
1.1. Eachnormally used operating range is calibrated in accordance withth e
requirements of 4.3.3 of Annex III by the following procedure:
1.2. The analyzer calibration curve is established by at least five calibration
points spaced as uniformly as possible. The nominal concentration of
the calibration gas of the highest concentration must be not less than
80 % of the full scale.
1.3. The calibration curve is calculated by the least squares method. If the
resulting polynominal degree is greater than 3, the number of calibra-
tion points must be at least equal to this polynomial degree plus 2.
1.4. The calibration curve must not differ by more than 2 % from the
nominal value of 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 indi-
cated, particularly:
— the scale,
— the sensitivity,
— the zero point,
— the date of carrying out the calibration.
1.6. If it can be shown to the satisfaction of the technical service that alter-
native technology (e.g. computer, electronically controlled range switch,
etc.) can give equivalent accuracy, then these alternatives may be used.
2. VERIFICATION OF THE CALIBRATION
2.1. Eachnormally used operating range must be ch ecked prior to each
analysis in accordance withth e following:
2.2. The calibration is checked by using a zero gas and a span gas whose
nominal value is near to the supposed value to be analyzed.
2.3. If, for the two points considered, the value found does not differ by
more than ± 5 % of the full scale from the theoretical value, the adjust-
ment parameters may be modified. Should this not be the case, a new
calibration curve must be established in accordance with 1.
2.4. After testing, zero gas and the same span gas are used for re-checking.
The analysis is considered acceptable if the difference between the two
measuring results is less than 2 %.
3. EFFICIENCY TEST OF THE NOxCONVERTER
The efficiency of the converter used for the conversion of NO2into NO
is tested as follows:
Using the test set up as shown in Figure 1 and the procedure described
below, the efficiency of 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
NO2concentration 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 indi-
cated calibration concentration given in 3.1. Record the indicated
concentration (C). The ozonator is kept deactivated throughout this
process.1970L0220 — EN — 25.07.1989 — 009.001 — 60
▼M4
3.3. The ozonator is now activated to generate enough ozone to bring the
NO concentration down to 20 % (minimum 10 %) of the calibration
concentration given in 3.1. Record the indicated concentration (d).
3.4. The NOxanalyzer 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).
Figure 1
3.6. With the ozonator deactivated, the flow of oxygen or synthetic air is
also shut off. The NOxreading of the analyzer must then be no more
than 5 % above the figure given in 3.1.
3.7. The efficiency of the NOxconverter is calculated as follows:
Efficiency % ðÞ ¼1þa/C0b
c/C0d/C18/C19
/C2100
3.8. The efficiency of the converter must not be less than 95 %.
3.9. The efficiency of the converter must be tested at least once a week.
4. CALIBRATION OF THE CVS SYSTEM
4.1. The CVS system must be calibrated by using an accurate flow-meter
and a restricting device. The flow through the system must be measured
at various pressure readings and the control parameters of the system
measured and related to the flows.
4.1.1. 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 4.2.2
and 4.2.3 of Annex III.1970L0220 — EN — 25.07.1989 — 009.001 — 61
▼M4
4.1.2. The following sections give details of methods of calibrating PDP and
CFV units, using a laminar flow-meter, which gives the required accu-
racy, together with a statistical check on the calibration validity.
4.2.Calibrationofthepositivedisplacementpump(PDP)
4.2.1. The following calibration procedure outlines the equipment, the test
configuration and the various parameters which are measured to estab-
lish the flow-rate of the CVS pump. All the parameters related to the
pump are simultaneously measured with the parameters related to the
flow-meter which 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 in 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 maintained to ensure the accu-
racy and integrity of the calibration curve.
4.2.2.1. The pump pressures must be measured at tappings on the pump rather
than at the external piping on the pump inlet and outlet. Pressure taps
that are mounted at the top centre and bottom centre of the pump drive
headplate are exposed to the actual pump cavity pressures, and there-
fore reflect the absolute pressure diffentials.
4.2.2.2. Temperature stability must be maintained during the calibration. The
laminar flow-meter is sensitive to inlet temperature oscillations which
cause the data points to be scattered. Gradual changes of ± 1 ºC in
temperature are acceptable 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 calibra-
tion equation.
4.2.3.1. Figure 2 of this Appendix shows one possible test set-up. Variations are
permissible, provided that they are approved by the authority granting
the approval as being of comparable accuracy. If theset-up shown in
Figure 2 of Appendix 5 is used, the following data must be found
within the limits of precision given:
barometric pressure (corrected) (PB) ± 0,03 kPa
ambient temperature (T) ± 0,2 ºCair temperature at LFE (ETI) ± 0,15 ºC
pressure depression upstream of LFE
(EPI)± 0,01 kPa
pressure drop across the LFE matrix
(EDP)± 0,0015 kPa
air temperature at CVS pump inlet (PTI) ± 0,2 ºC
air temperature at CVS pump outlet
(PTO)± 0,2 ºC
pressure depression at CVS pump inlet
(PPI)± 0,22 kPa
pressure head at CVS pump outlet (PPO) ± 0,22 kPa
pump 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 2, set the vari-
able restrictor in the wide-open position and run the CVS pump for 20
minutes before starting the calibration.
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 acquisition.1970L0220 — EN — 25.07.1989 — 009.001 — 62
▼M4
Figure 2
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 abso-
lute pump inlet temperature and pressure.
Vo¼Qs
n/C1Tp
273;2/C1101;33
Pp
where:
Vo= pump flow-rate at Tpand Ppgiven in m3/rev,
Qs= air flow at 101,33 KPa and 273,2 K given in m3/min,
Tp= pump inlet temperature (K),
Pp= absolute pump inlet pressure,
n = pump speed in revolutions per minute.1970L0220 — EN — 25.07.1989 — 009.001 — 63
▼M4
Figure 3
CFV-CVScalibrationconfiguration
To compensate for the interaction of pump speed pressure variations at
the pump and the pump slip rate, the correlation function (Xo) between
the pump speed (n), the pressure differential from pump inlet to pump
outlet and the absolute pump outlet pressure is then calculated as
follows:
Xo¼1
nﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ
∆Pp
Pes
where:
xo= correlation function,
∆Pp= pressure differential from pump inlet to pump outlet (kPa),
Pe= absolute outlet pressure (PPO + PB) (kPa).
A linear least-square fit is performed to generate the calibration equa-
tions 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.1970L0220 — EN — 25.07.1989 — 009.001 — 64
▼M4
Values of M will vary from one pump to another. Calibration is
performed at pump start-up and after major maintenance.
4.3.Calibrationofthecritical-flow venturi(CFV)
4.3.1. Calibration of the CFV 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 cali-
brating 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 ºC,
pressure depression upstream of LFE
(EPI)± 0,01 kPa,
pressure drop across (EDP) LFE matrix ± 0,0015 kPa,
air flow (Qs) ± 0,5 %,
CFV inlet depression (PPI) ± 0,02 kPa,temperature at venturi inlet (T
v) ± 0,2 ºC.
4.3.4. The equipment must be set up as shown in Figure 3 and checked for
leaks. Any leaks between the flow-measuring device and the critical-
flow venturi seriously affect the accuracy of the calibration.
4.3.5. The variable-flow restrictor must be set to the open position, the blower
started and the system stabilized. Data from all instruments must be
recorded.
4.3.6. The flow restrictor must be varied and at least eight readings across the
critical flow range of the venturi must be made.
4.3.7. The data recorded during the calibration must be used in the following
calculations. The air flow-rate (Qs) at 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 m3/min at 273,2 K and 101,33 kPa,
Tv= temperature at the venturi inlet (K),
Pv= absolute pressure at the venturi inlet (kPa).
Plot Kvas a function of venturi inlet pressure. For sonic flow Kvwill
have a relatively constant value. As pressure decreases (vacuumincreases) the venturi become unchoked and K
vdecreases. The resultant
Kvchanges are not permissible.
For a minimum of eight points in the critical region calculate an
average Kvand the standard deviation.1970L0220 — EN — 25.07.1989 — 009.001 — 65
▼M4
If the standard deviation exceeds 0,3 % of the average Kvtake correc-
tive action.1970L0220 — EN — 25.07.1989 — 009.001 — 66
▼M4
APPENDIX 7
TOTALSYSTEMVERIFICATION
1. To comply with the requirements of 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 Annex
except that the density of propane is taken as 1,967 grams per litre at stan-dard conditions. The following two techniques are known to give sufficient
accuracy.
2. METERING A CONSTANT FLOW OF PURE GAS (CO OR C
3H8)
USING A CRITICAL FLOW ORIFICE DEVICE
2.1. A known quantity of pure gas (CO or C3H8) is fed into the CVS system
through the calibrated critical orifice. If the inlet pressure is high enough,
the flow-rate (q), which 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 concentra-
tion of the gas samples which was known beforehand.
3. METERING A LIMITED QUANTITY OF PURE GAS (CO OR C3H8)B Y
MEANS OF A GRAVIMETRIC TECHNIQUE
3.1. The following gravimetric procedure may be used to verify the CVS
system. The weight of a small cylinder filled with either carbon monoxide
or propane is determined witha precision of ± 0,01 g. For about 5 to 10
minutes, the CVS system is operated as in a normal exhaust emission test,
while CO or propane is injected into the system. The quantity of pure gas
involved is determined by means of differential weighing. The gas accumu-
lated 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 — 25.07.1989 — 009.001 — 67
▼M6
APPENDIX 8
CALCULATIONOFTHEEMISSIONOFPOLLUTANTS
1. GENERAL
1.1. Emissions of gaseous pollutants are calculated by means of the following
equation:
Mi=Vmix·Qi·kH·Ci·1 0−6
where:M
i: Pollutant i emissions in g/test;
Vmix: Volume of the diluted exhaust gas expressed in l/test and corrected
to standard conditions (273,2 K and 101,33 kPa);
Qi: Density of the pollutant i in g/l at normal temperature and pressure
(273,2 K and 101,33 kPa);
kH: Humidity correction factor used for the calculation of the emis-
sions of nitrogen oxides (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 concentration of the pollu-
tant i in the dilution air.
1.2.Volumedetermination
The wording of former Section 1 is adopted without change.
1.3.Calculationofthecorrectedconcentrationofpollutantsinthesampling
bag
The wording of former Section 2 is adopted without change.
1.4.DeterminationoftheNOhumiditycorrection factor
The wording of former Section 3 is adopted without change.
1.5.Example
The wording of former Section 4 is adopted without change up to 4.2 while
4.3 and 4.4 are deleted.
2. SPECIAL PROVISION 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:
ce¼Zt2
t1cHC/C1dt
t2/C0t1
where:
Zt2
t1cHC/C1dt: Integral of the recording of the heated HFID throughout the
test (t2−t1),
ce: Concentration of HC measured in the diluted exhaust, in
ppm,
ce: is substituted directly for Chcin all relevant equations.1970L0220 — EN — 25.07.1989 — 009.001 — 68
▼M6
2.2.Determinationofparticulates
Particulate emission Mp(g/test) is calculated by means of the following
equation:
Mp¼VmixþVep/C0/C1
/C2Pe
Vep
where exhaust gases are vented outside tunnel,
Mp¼VmixþPe
Vep
where exhaust gases are returned to the tunnel,
where:V
mix: Volume of diluted exhaust gases (see 1.1.3), under standard condi-
tions,
Vep: Volume of exhaust gas flowing through particulate filter under
standard conditions,
Pe: Particulate mass collected by filter,
Mp: particulate emission in g/test for use in this Appendix
orM
p: particulate emission in g/phase for use in Appendix 8 of Annex III
A.1970L0220 — EN — 25.07.1989 — 009.001 — 69
▼M6
APPENDIX 9
PRECONDITIONINGCYCLE
CEC CF-11/3
1970L0220 — EN — 25.07.1989 — 009.001 — 70
▼M6
Time
(sec)Speed
(km/h)
00
20 55
45 55
65 0
75 092 50
108 50
125 0
135 0
155 55
180 55
200 0
210 0
225 40
255 40
270 80
400 80
420 0
430 0
445 40
485 40
500 80
630 80
650 0
660 0
680 50820 50
840 0
850 0
880 80
1110 80
1130 50
1150 90
1760 90
1800 01970L0220 — EN — 25.07.1989 — 009.001 — 71
▼M5
ANNEX IIIA
TEST EQUIVALENT TO THE TYPE I TEST FOR VERIFYING EMIS-
SIONSAFTERACOLDSTART
1. INTRODUCTION
See section 8.3 of Annex I.
2. OPERATING CYCLE ON THE CHASSIS DYNAMOMETER
2.1. Descriptionofthecycle
The operating cycle to be applied on the chassis dynamometer is
that indicated in the following table and depicted in the graph in
Appendix 1. The breakdown by operations is also given in that
table.
2.2. Idemsection 2.2 of Annex III.
2.3. Transmissions
2.3.1. All test conditions, except as noted, will be run according to the
manufacturer's recommendations.
2.3.2. Vehicles equipped with free wheeling or overdrive, except as
noted, will be tested with these features operated according to the
manufacturer's recommendations.
2.3.3. Idle modes are to be run withautomatic transmission in ‘drive’
and the wheels braked: manual transmissions to be in gear with
the clutch disengaged, except in the first idle mode.
The vehicle must be driven with minimum accelerator pedal move-
ment to maintain the desired speed.
2.3.4. Acceleration must be smooth, following representative gear speeds
and procedures. For manual transmissions, the operator must
release the accelerator pedal during each gear change and complete
the change in the minimum amount of time. If the vehicle cannot
accelerate at the specified rate, it is to be operated at maximum
available power until its speed reaches the value prescribed for
that time in the driving schedule.
2.3.5. The deceleration modes must be run in gear using brakes or accel-
erator pedal as necessary to maintain the desired speed. Manual
transmission vehicles must have the clutch engaged and must not
change gears from the previous mode. For those modes which
decelerate to zero, manual transmission clutches must be depressed
when the speed drops below 24,1 km/h, when engine roughness is
evident, or when engine stalling is imminent.
2.3.6. Manual transmission
2.3.6.1. In the case of test vehicles equipped with manual transmission, the
transmission must be shifted according to the procedures recom-
mended by the manufacturer, subject to the agreement of the
technical service responsible for the tests.
2.4. Tolerances
2.4.1. The dynamometer driving schedule is listed in Appendix 1. The
driving schedule is defined by a smooth trace drawn through the
specified speed versus time relationships. It consists of a non
+repetitive series of idle, acceleration, cruise, and deceleration
modes of various time sequences and rates.
2.4.2. The speed tolerances are:
— the upper limit is 3,2 km/h higher than the lighest point on the
trace within one second of the given time,
— the lower limit is 3,2 km/h lower than the lowest point on the
trace within one second of the given time,
— speed variations greater than the tolerances (such as may occur
during gear changes) are acceptable provided they do not occur
for more than 2 seconds on any occasion,1970L0220 — EN — 25.07.1989 — 009.001 — 72
▼M5
— speeds lower than those prescribed are acceptable provided the
vehicle is operated at maximum available power during such
occurences,
— the speed tolerance must be as specified above, except the
upper and lower limits which are 6,4 km/h,
— the following figures show the range of acceptable speed toler-
ances for typical points. Figure A is typical of portions of the
speed curve which are increasing or decreasing throughout the
2 +second time interval. Figure B is typical of portions of the
speed curve which include a maximum or minimum.
Figure A
 Figure B
3. VEHICLE AND FUEL
3.1. Testvehicles
3.1.1./C148/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/C150Idemsections 3.1.1 to 3.1.6 of Annex III.3.1.2.
3.1.3.
3.1.4.3.1.5.
3.1.6.
3.2. Fuel
The appropriate reference fuel as defined in Annex VI must be
used for testing, or the equivalent reference fuels used by the
competent authorities in Community export markets.
4. TEST EQUIPMENT
4.1. Chassisdynamometer
4.1.1. Idemsection 4.1.1 of Annex III but add the following subpara-
graph: ‘Dynamometers with adjustable load curve may be
considered as having a fixed load curve if they meet the require-
ments of a fixed load curve dynamometer and are used as a fixed
load curve dynamometer.’
4.1.2./C148/C147/C147/C149/C147/C147/C150 Idemsections 4.1.1, 4.1.2 and 4.1.3 of Annex III.4.1.3.
4.1.4. Accuracy
4.1.4.1. Idem4.1.4.1 Annex III.1970L0220 — EN — 25.07.1989 — 009.001 — 73
▼M5
4.1.4.2. In the case of a dynamometer with a fixed load curve, the accuracy
of matching dynamometer load to road must be 5 % at 80,5 km/h.
In the case of a dynamometer with adjustable load curve, the accu-
racy of matching dynamometer load to road must be 5 % at
80,5 km/h, 60 and 40 km/h and 10 % at 20 km/h. Below this,
dynamometer absorption must be positive.
4.1.4.3./C148/C147/C147/C149/C147/C147/C150 Idemsections 4.1.4.3 and 4.1.4.4 of Annex III.4.1.4.4.
4.1.5. Load and inertia setting
4.1.5.1. Dynamometers withfixed load curve: th e load simulator must be
adjusted to absorb the power exerted on the driving wheels at a
steady speed of 80,5 km/h. The alternative means by which this
load is determined and set are described in Appendix 2, section 3
and Appendix 3.
4.1.5.2. Dynamometers 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 20, 40, 60 and 80,5 km/h. The means
by which these loads are determined and set are described in
Appendix 2, point 3 and Appendix 3.
4.1.5.3. Idemsection 4.1.5.3 of Annex III.
4.2./C148/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/C150Idemsections 4.2 to 4.7 of Annex III.4.3.
4.4.4.5.4.6.
4.7.
5. PREPARING THE TEST
5.1. Adjustment of inertia simulators to the vehicle's translatory
inertias
Reference mass of the vehicle
(kg)Equivalent inertia mass
(kg)
Pr≤480 450
480 < Pr ≤540 510
540 < Pr ≤600 570
600 < Pr ≤650 620
650 < Pr ≤710 680
710 < Pr ≤770 740
770 < Pr ≤820 800
820 < Pr ≤880 850
880 < Pr ≤940 910
940 < Pr ≤990 960
990 < Pr ≤1 050 1 020
1 050 < Pr ≤1 110 1 080
1 110 < Pr ≤1 160 1 130
1 160 < Pr ≤1 220 1 190
1 220 < Pr ≤1 280 1 250
1 280 < Pr ≤1 330 1 300
1 330 < Pr ≤1 390 1 360
1 390 < Pr ≤1 450 1 420
1 450 < Pr ≤1 500 1 470
1 500 < Pr ≤1 560 1 530
1 560 < Pr ≤1 620 1 590
1 620 < Pr ≤1 670 1 640
1 670 < Pr ≤1 730 1 700
1 730 < Pr ≤1 790 1 760
1 790 < Pr ≤1 870 1 810
1 870 < Pr ≤1 980 1 930
1 980 < Pr ≤2 100 2 040
2 100 < Pr ≤2 210 2 1501970L0220 — EN — 25.07.1989 — 009.001 — 74
▼M5
Reference mass of the vehicle
(kg)Equivalent inertia mass
(kg)
2 210 < Pr ≤2 320 2 270
2 320 < Pr ≤2 440 2 380
2 440 < Pr 2 490
Flywheels, electrical or other means of simulating test mass as
shown in the table may be used. If the equivalent test mass speci-
fied is not available on the dynamometer being used, the next
higher equivalent test mass (not exceeding 115 kg) available is to
be used.
Note:
The reference mass of the vehicle is the mass of the vehicle in
running order less the uniform mass of the driver and increased
by a uniform mass of 136 kg.
5.2. Idemsection 5.2 of Annex III.
5.3. Conditioningofvehicle
5.3.1. Before the test, the vehicle must be kept in a room in which the
temperature remains relatively constant between 20 and 30 ºC.
This conditioning must continue for at least six hours if the engine
oil temperature is measured or for at least 12 hours if it is not.
If the manufacturer so requests, the test must be carried out not
later than 36 hours after the vehicle has been run at its normal
temperature.
5.3.2. Idemsection 5.3.2 of Annex III.
6. PROCEDURE FOR BENCH TESTS6.1./C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C150Idemsections 6.1 to 6.1.4 of Annex III.6.1.2.
6.1.3.
6.1.4.
6.2. Testandsampling
6.2.1. The vehicle must be stored prior to the emission test in such a
manner that precipitation (e.g., rain or dew) does not occur on the
vehicle. The complete dynamometer test consists of a cold start
drive of 12,1 km and simulates a hot start drive of 12,1 km. The
vehicle is allowed to stand on the dynamometer during the 10
+minute time period between the cold and hot start tests. The
cold start test is divided into two periods. The first period, repre-
senting the cold start ‘transient’ phase, terminates at the end of the
deceleration which is scheduled to occur at 505 seconds of the
driving schedule. The second period, representing the ‘stabilized’
phase, consists of the remainder of the driving schedule including
engine shutdown. The hot start test similarly consists of two
periods. The first period, representing the hot start ‘transient’
phase, terminates at the same point in the driving schedule as the
first period of the cold start test. The second period of the hot start
test, ‘stabilized’ phase, is assumed to be identical to the second
period of the cold start test. Therefore the hot start test terminates
after the first period (505 seconds) is run.
6.2.2. The following steps shall be taken for each test:
6.2.2.1. Place drive wheels of vehicle on dynamometer without starting
engine. Reset and enable the roll revolution counter.
6.2.2.2. Open the vehicle engine compartment cover and position the
cooling fan.
6.2.2.3. With the sample selector valves in the ‘standby’ position, connect
evacuated sample collection bags to the dilute exhaust and dilution
air sample collection systems.1970L0220 — EN — 25.07.1989 — 009.001 — 75
▼M5
6.2.2.4. Start the CVS (constant volume sampler) (if not already on), the
sample pumps, the temperature recorder, the vehicle cooling fan
and the heated hydrocarbon analysis recorder (diesel only). (The
heat exchanger of the constant volume sampler if used, should be
preheated to its operating temperature.) The diesel hydrocarbon
analyser continuous sample line and filter (if applicable) should
be preheated to 190 ºC ± 10 ºC.
6.2.2.5. Adjust the sample flowrates to the desired flowrate (minimum of
0,28 m3/h) and set the gas flow measuring devices to zero.
Note:
CFV +CVS sample flowrate is fixed by the venturi design.
6.2.2.6. Attach the flexible exhaust tube to the vehicle tailpipe(s).
6.2.2.7. Start the gas flow measuring device, position the sample-selector
valves to direct the sample flow into the ‘transient’ exhaust sample
bag and the ‘transient’ dilution-air sample bag (turn on the diesel
hydrocarbon analyser system integrator and mark the recorder
chart, if applicable), position the valves during sampling in such a
way that the transient phase is directed onto the particulate filters,
turn the key and start the engines.
6.2.2.8. Fifteen seconds after the engine starts, place the transmission in
gear.
6.2.2.9. Twenty seconds after the engine starts, begin the initial vehicle
acceleration of the driving schedule.
6.2.2.10. Operate the vehicle according to the dynamometer driving sche-
dule.
6.2.2.11. ►M6At the end of the deceleration which is scheduled to occur
at 505 seconds, simultaneously switch the sample flows from the
‘transient’ to the ‘stabilized’ bags, in such a way that they pass
through the particulate filters for the stabilized flows, switch off
gas-flow measuring device No 1 (and diesel hydrocarbon inte-
grator No 1) (mark the diesel-hydrocarbon recorder chart) and
start gas-flow measuring device No 2 (and diesel-hydrocarbon
integrator No 2). ◄Before the acceleration which is scheduled
to occur at 510 seconds, record the measured roller or shaft revolu-
tions and reset the counter or switch to a second counter. As soon
as possible transfer the ‘transient’ exhaust and dilution air samples
to the analytical system and process the samples so as to obtain a
stabilized reading of the exhaust sample on all analysers within 20
minutes of the end of the sample collection part of the test.
6.2.2.12. Turn the engine off 2 seconds after the end of the last deceleration
(at 1 369 seconds).
6.2.2.13. ►M6Five seconds after the engine stops running, simultaneously
turn off gas-flow measuring device No 2 (and diesel-hydrocarbon
integrator No 2) (mark the hydrocarbon recorder chart, if applic-
able) close the valves for the stabilized-phase particulate filtersand place the sample selector valves in the ‘standby’ position. ◄
Record the measured roller or shaft revolutions and reset the
counter. As soon as possible transfer the ‘stabilized’ exhaust and
dilution air samples to the analytical system and process the
samples in order to obtain a stabilized reading of the exhaust
sample on all analysers within 20 minutes of the end of the sample
collection part of the test.
6.2.2.14. Immediately after the end of the sample period turn off the cooling
fan and close the engine compartment cover.
6.2.2.15. Turn off the CVS or disconnect the exhaust tube from the tailpipe
of the vehicle.
6.2.2.16. Repeat the steps in sections 6.2.2.2 to 6.2.2.10 for the hot start test,
except that only one evacuated sample bag is required for
sampling exhaust gas and one for dilution air. ►
M6In the case
of vehicles equipped with a compression-ignition engine similarly
only one pair of particulate filters is needed for the hot-start
test.◄The key +on operation step described in section 6.2.2.7
begins between 9 and 11 minutes after the end of the sample
period for the cold start test.1970L0220 — EN — 25.07.1989 — 009.001 — 76
▼M6
▼M5
▼M5
6.2.2.17. ►M6At the end of the deceleration, which is scheduled to occur
at 505 seconds, simultaneously turn off gas-flow measuring device
No 1 (and diesel hydrocarbon integrator No 1) (mark the diesel
hydrocarbon recorder chart, if applicable) close the valves for the
particulate filter and place the sample selector valve in the
‘standby’ position (engine shutdown does not form part of the
hot-start test sampling period). ◄Record the measured roller or
shaft revolutions.
6.2.2.18. As soon as possible transfer the hot start ‘transient’ exhaust and
dilution air samples to the analytical system and process the
samples in order to obtain a stabilized reading of the exhaust
sample on all analysers within 20 minutes of the end of the sample
collection part of the test.
6.3. Enginestartingandrestarting
6.3.1. Petrol +engined vehicles
This section applies to petrol +engined vehicles.
6.3.1.1. The engine must be started according to the manufacturer's instruc-
tions as set out in the handbook for series +produced vehicles. The
initial 20 +second idle period begins when the engine starts.
6.3.1.2. Choke operation
Vehicles equipped with automatic chokes must be operated
according to the manufacturer's instructions as set out in the hand-
book for series +produced vehicles.
Vehicles equipped with manual chokes must be operated according
to the manufacturer's instructions as set out in the handbook for
series +produced vehicles.
6.3.1.3. The transmission must be placed in gear 15 seconds after the
engine is started. If necessary, braking may be employed to keep
the drive wheels from turning.
6.3.1.4. The operator may use the choke, accelerator pedal, etc. where
necessary to keep the engine running.
6.3.1.5. If the manufacturer's instructions as set out in the handbook for
series +produced vehicles do not specify a warm engine starting
procedure, the engine (automatic +and +manual +choke engines)
must be started by depressing the accelerator pedal about half
way and letting the engine turn over until it starts.
6.3.2. Diesel vehicles
The engine must be started according to the manufacturer's instruc-
tions as set out in the handbook for series +produced vehicles. The
initial 20 +second idle period begins when the engine starts. The
transmission must be placed in gear 15 seconds after the engine
is started. If necessary, braking may be employed to keep the drive
wheels from turning.
6.3.3. If the vehicle does not start after 10 seconds' use of the starter, the
attempt is to cease and the reason for failure to start determined.
The gas flow measuring device on the constant volume sampler
(usually a revolution counter) or CFV (and the hydrocarbon inte-
grator when testing diesel vehicles) must be turned off and the
sampler selector valves placed in the ‘standby’ position during
this diagnostic period. In addition, either the CVS should be turned
off, or the exhaust tube disconnected from the tailpipe during the
diagnostic period. If failure to start is due to an operational error,
the vehicle must be rescheduled for testing from a cold start.
6.3.3.1. If a failure to start occurs during the cold portion of the test and is
caused by a vehicle malfunction, corrective action of less than 30
minutes duration may be taken and the test continued. All
sampling system(s) must be reactivated at the same time as the
engine begins to turn. When the engine starts, the driving schedule
timing sequence begins. If failure to start is caused by vehicle
malfunction and the vehicle cannot be started, the test is void.
6.3.3.2. If a failure to start occurs during the hot start portion of the test
and is caused by vehicle malfunction, the vehicle must be started
within one minute of key on. All sampling system(s) must be reac-
tivated at the same time as the engine begins to turn. When the
engine starts, the driving schedule timing sequence begins. If the1970L0220 — EN — 25.07.1989 — 009.001 — 77
▼M5
vehicle cannot be started within one minute of key on, the test is
void.
6.3.4. If the engine ‘false starts’ the operator must repeat the recom-
mended starting procedure (such as resetting the choke, etc.).
6.3.5. Stalling(1)
If the engine stalls during an idle period, the engine must be
restarted immediately and the test continued. If the engine cannot
be started soon enough to allow the vehicle to follow the next
acceleration as prescribed, the driving schedule indicator must be
stopped. When the vehicle restarts, the driving schedule indicator
must be reactivated.
7. PROCEDURE FOR ANALYSES
7.1. Idemsection 7.2.2 of Annex III.
7.2. Idemsection 7.2.3 of Annex III.
7.3. Idemsection 7.2.4 of Annex III.
7.4. Idemsection 7.2.5 of Annex III.
7.5. Idemsection 7.2.6 of Annex III.
7.6. Idemsection 7.2.7 of Annex III.
7.7. Idemsection 7.2.8 of Annex III.
7.8. 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 56 hours, and then
be weighed.
8. DETERMINATION OF THE QUANTITY OF GASEOUS AND
PARTICULATE POLLUTANTS EMITTED
8.1./C148/C147/C147/C149/C147/C147/C150 Idemsections 8.1 and 8.2 of Annex III.8.2.1970L0220 — EN — 25.07.1989 — 009.001 — 78
(1) If the engine stalls during some operating mode other than idle, the driving schedule
must be stopped; the vehicle is then restarted and accelerated to the speed required atthat point in the driving schedule and the test continued.
If the vehicle will not restart within one minute, the test is void.▼M6
▼M5
▼M5
Appendix 1
OPERATING CYCLE
1970L0220 — EN — 25.07.1989 — 009.001 — 79
▼M5
tv
0 0,0
1 0,02 0,03 0,04 0,05 0,06 0,07 0,0
8 0,0
9 0,0
10 0,011 0,012 0,013 0,014 0,015 0,016 0,017 0,018 0,019 0,0
20 0,0
21 4,822 9,523 13,824 16,525 23,026 27,227 27,828 29,129 33,330 34,931 36,032 36,2
33 35,6
34 34,635 33,636 32,837 31,938 27,439 24,040 24,041 24,542 24,943 25,744 27,5
45 30,7
46 34,047 36,548 36,949 36,550 36,451 34,352 30,653 27,554 25,455 25,456 28,557 31,9
58 34,8
59 37,360 38,961 39,662 40,163 40,264 39,665 39,466 39,81970L0220 — EN — 25.07.1989 — 009.001 — 80
▼M5
tv
67 39,9
68 39,8
69 39,6
70 39,6
71 40,4
72 41,273 41,4
74 40,9
75 40,176 40,2
77 40,9
78 41,8
79 41,8
80 41,481 42,0
82 43,0
83 44,384 46,0
85 47,2
86 48,087 48,4
88 48,9
89 49,4
90 49,4
91 49,192 48,9
93 48,8
94 48,995 49,6
96 48,9
97 48,198 47,5
99 48,0
100 48,8
101 49,4
102 49,7103 49,9
104 49,7
105 48,9106 48,0
107 48,1
108 48,6109 49,4
110 50,2
111 51,2
112 51,8
113 52,1114 51,8
115 51,0
116 46,0117 40,7
118 35,4
119 30,1120 24,8
121 19,5
122 14,2
123 8,9
124 3,5125 0,0
126 0,0
127 0,0128 0,0
129 0,0
130 0,0131 0,0
132 0,0
133 0,01970L0220 — EN — 25.07.1989 — 009.001 — 81
▼M5
tv
134 0,0
135 0,0
136 0,0
137 0,0
138 0,0
139 0,0140 0,0
141 0,0
142 0,0143 0,0
144 0,0
145 0,0
146 0,0
147 0,0148 0,0
149 0,0
150 0,0151 0,0
152 0,0
153 0,0154 0,0
155 0,0
156 0,0
157 0,0
158 0,0159 0,0
160 0,0
161 0,0162 0,0
163 0,0
164 5,3165 10,6
166 15,9
167 21,2
168 26,6
169 31,9170 35,7
171 39,1
172 41,5173 42,5
174 41,4
175 40,4176 39,8
177 40,2
178 40,6
179 40,9
180 41,5181 43,8
182 42,6
183 38,6184 36,5
185 31,2
186 28,5187 27,7
188 29,1
189 29,9
190 32,2
191 35,7192 39,4
193 43,9
194 49,1195 53,9
196 58,3
197 60,0198 63,2
199 65,2
200 67,81970L0220 — EN — 25.07.1989 — 009.001 — 82
▼M5
tv
201 70,0
202 72,6
203 74,0
204 75,3
205 76,4
206 76,4207 76,1
208 76,0
209 75,6210 75,6
211 75,6
212 75,6
213 75,6
214 76,0215 76,3
216 77,1
217 78,1218 79,0
219 79,7
220 80,5221 81,4
222 82,1
223 82,9
224 84,0
225 85,6226 87,1
227 87,9
228 88,4229 88,5
230 88,4
231 87,9232 87,9
233 88,2
234 88,7
235 89,3
236 89,6237 90,3
238 90,6
239 91,1240 91,2
241 91,2
242 90,9243 90,9
244 90,9
245 90,9
246 90,9
247 90,9248 90,8
249 90,3
250 89,8251 88,7
252 87,9
253 87,2254 86,9
255 86,4
256 86,3
257 86,7
258 86,9259 87,1
260 87,1
261 86,6262 85,9
263 85,3
264 84,7265 83,8
266 84,3
267 83,71970L0220 — EN — 25.07.1989 — 009.001 — 83
▼M5
tv
268 83,5
269 83,2
270 82,9
271 83,0
272 83,4
273 83,8274 84,5
275 85,3
276 86,1277 86,9
278 88,4
279 89,2
280 89,5
281 90,1282 90,1
283 89,8
284 88,8285 87,7
286 86,3
287 84,5288 82,9
289 82,9
290 82,9
291 82,2
292 80,6293 80,5
294 80,6
295 80,5296 79,8
297 79,7
298 79,7299 79,7
300 79,0
301 78,2
302 77,4
303 76,0304 74,2
305 72,4
306 70,5307 68,6
308 66,8
309 64,9310 62,0
311 59,5
312 56,6
313 54,4
314 52,3315 50,7
316 49,2
317 49,1318 48,3
319 46,7
320 44,3321 39,9
322 34,6
323 32,3
324 30,7
325 29,8326 27,4
327 24,9
328 20,1329 17,4
330 12,9
331 7,6332 2,3
333 0,0
334 0,01970L0220 — EN — 25.07.1989 — 009.001 — 84
▼M5
tv
335 0,0
336 0,0
337 0,0
338 0,0
339 0,0
340 0,0341 0,0
342 0,0
343 0,0344 0,0
345 0,0
346 0,0
347 1,6
348 6,9349 12,2
350 17,5
351 22,9352 27,8
353 32,2
354 36,2355 38,1
356 40,6
357 42,8
358 45,2
359 46,3360 49,0
361 50,9
362 51,7363 52,3
364 54,1
365 55,5366 55,7
367 56,2
368 56,0
369 55,5
370 55,8371 57,1
372 57,9
373 57,9374 57,9
375 57,9
376 57,9377 57,9
378 58,1
379 58,6
380 58,7
381 58,6382 57,9
383 56,5
384 54,9385 53,9
386 50,5
387 46,7388 41,4
389 37,0
390 32,7
391 28,2
392 23,3393 19,3
394 14,0
395 8,7396 3,4
397 0,0
398 0,0399 0,0
400 0,0
401 0,01970L0220 — EN — 25.07.1989 — 009.001 — 85
▼M5
tv
402 0,0
403 4,2
404 9,5
405 14,5
406 20,1
407 25,4408 30,7
409 36,0
410 40,2411 41,2
412 44,3
413 46,7
414 48,3
415 48,4416 48,3
417 47,8
418 47,2419 46,3
420 45,1
421 40,2422 34,9
423 29,6
424 24,3
425 19,0
426 13,7427 8,4
428 3,1
429 0,0430 0,0
431 0,0
432 0,0433 0,0
434 0,0
435 0,0
436 0,0
437 0,0438 0,0
439 0,0
440 0,0441 0,0
442 0,0
443 0,0444 0,0
445 0,0
446 0,0
447 0,0
448 5,3449 10,6
450 15,9
451 21,2452 26,6
453 31,0
454 37,2455 42,5
456 44,7
457 46,8
458 50,7
459 53,1460 54,1
461 56,0
462 56,5463 57,3
464 58,1
465 57,9466 58,1
467 58,3
468 57,91970L0220 — EN — 25.07.1989 — 009.001 — 86
▼M5
tv
469 57,5
470 57,9
471 57,9
472 57,3
473 57,1
474 57,0475 56,6
476 56,6
477 56,6478 56,6
479 56,6
480 56,6
481 56,3
482 56,5483 56,6
484 57,1
485 56,6486 56,3
487 56,3
488 56,3489 56,0
490 55,7
491 55,8
492 53,9
493 51,5494 46,4
495 45,1
496 41,0497 36,2
498 31,9
499 26,6500 21,2
501 16,6
502 11,6
503 6,4
504 1,6505 0,0
506 0,0
507 0,0508 0,0
509 0,0
510 0,0511 1,9
512 5,6
513 8,9
514 10,5
515 13,7516 15,4
517 16,9
518 19,2519 22,5
520 25,7
521 28,5522 30,6
523 32,3
524 33,6
525 35,4
526 37,0527 38,3
528 39,4
529 40,1530 40,2
531 40,2
532 40,2533 40,2
534 40,2
535 40,21970L0220 — EN — 25.07.1989 — 009.001 — 87
▼M5
tv
536 41,2
537 41,5
538 41,8
539 41,2
540 40,6
541 40,2542 40,2
543 40,2
544 39,3545 37,2
546 31,9
547 26,6
548 21,2
549 15,9550 10,6
551 5,3
552 0,0553 0,0
554 0,0
555 0,0556 0,0
557 0,0
558 0,0
559 0,0
560 0,0561 0,0
562 0,0
563 0,0564 0,0
565 0,0
566 0,0567 0,0
568 0,0
569 5,3
570 10,6
571 15,9572 20,9
573 23,5
574 25,7575 27,4
576 27,4
577 21,4578 28,2
579 28,5
580 28,5
581 28,2
582 27,4583 27,2
584 26,7
585 27,4586 27,5
587 27,4
588 26,7589 26,6
590 26,6
591 26,7
592 27,4
593 28,3594 29,8
595 30,9
596 32,5597 33,8
598 34,0
599 34,1600 34,8
601 35,4
602 36,01970L0220 — EN — 25.07.1989 — 009.001 — 88
▼M5
tv
603 36,2
604 36,2
605 36,2
606 36,5
607 38,1
608 40,4609 41,8
610 42,6
611 43,5612 42,0
613 36,7
614 31,4
615 26,1
616 20,8617 15,4
618 10,1
619 4,8620 0,0
621 0,0
622 0,0623 0,0
624 0,0
625 0,0
626 0,0
627 0,0628 0,0
629 0,0
630 0,0631 0,0
632 0,0
633 0,0634 0,0
635 0,0
636 0,0
637 0,0
638 0,0639 0,0
640 0,0
641 0,0642 0,0
643 0,0
644 0,0645 0,0
646 3,2
647 7,2
648 12,6
649 16,4650 20,1
651 22,5
652 24,6653 28,2
654 31,5
655 33,8656 35,7
657 37,5
658 39,4
659 40,7
660 41,2661 41,8
662 43,9
663 43,1664 42,3
665 42,5
666 42,6667 42,6
668 41,8
669 41,01970L0220 — EN — 25.07.1989 — 009.001 — 89
▼M5
tv
670 38,0
671 34,4
672 29,8
673 26,4
674 23,3
675 18,7676 14,0
677 9,3
678 5,6679 3,2
680 0,0
681 0,0
682 0,0
683 0,0684 0,0
685 0,0
686 0,0687 0,0
688 0,0
689 0,0690 0,0
691 0,0
692 0,0
693 0,0
694 2,3695 5,3
696 7,1
697 10,5698 14,8
699 18,2
700 21,7701 23,5
702 26,4
703 26,9
704 26,6
705 26,6706 29,3
707 30,9
708 32,3709 34,6
710 36,2
711 36,2712 35,6
713 36,5
714 37,5
715 37,8
716 36,2717 34,8
718 33,0
719 29,0720 24,1
721 19,3
722 14,5723 10,0
724 7,2
725 4,8
726 3,4
727 0,8728 0,8
729 5,1
730 10,5731 15,4
732 20,1
733 22,5734 25,7
735 29,0
736 31,51970L0220 — EN — 25.07.1989 — 009.001 — 90
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tv
737 34,6
738 37,2
739 39,4
740 41,0
741 42,6
742 43,6743 44,4
744 44,9
745 45,5746 46,0
747 46,0
748 45,5
749 45,4
750 45,1751 44,3
752 43,1
753 41,0754 37,8
755 34,6
756 30,6757 26,6
758 24,0
759 20,1
760 15,1
761 10,0762 4,8
763 2,4
764 2,4765 0,8
766 0,0
767 4,8768 10,1
769 15,4
770 20,8
771 25,4
772 28,2773 29,6
774 31,4
775 33,3776 35,4
777 37,3
778 40,2779 42,6
780 44,3
781 45,1
782 45,5
783 46,5784 46,5
785 46,5
786 46,3787 45,9
788 45,5
789 45,5790 45,5
791 45,4
792 44,4
793 44,3
794 44,3795 44,3
796 44,3
797 44,3798 44,3
799 44,4
800 45,1801 45,9
802 48,3
803 49,91970L0220 — EN — 25.07.1989 — 009.001 — 91
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tv
804 51,5
805 53,1
806 53,1
807 54,1
808 54,7
809 55,2810 55,0
811 54,7
812 54,7813 54,6
814 54,1
815 53,3
816 53,1
817 52,3818 51,5
819 51,3
820 50,9821 50,7
822 49,2
823 48,3824 48,1
825 48,1
826 48,1
827 48,1
828 47,6829 47,5
830 47,5
831 47,2832 46,5
833 45,4
834 44,6835 43,5
836 41,0
837 38,1
838 35,4
839 33,0840 30,9
841 30,9
842 32,3843 33,6
844 34,4
845 35,4846 36,4
847 37,3
848 38,6
849 40,2
850 41,8851 42,8
852 42,8
853 43,1854 43,5
855 43,8
856 44,7857 45,2
858 46,3
859 46,5
860 46,7
861 46,8862 46,7
863 45,2
864 44,3865 43,5
866 41,5
867 40,2868 39,4
869 39,9
870 40,41970L0220 — EN — 25.07.1989 — 009.001 — 92
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871 41,0
872 41,4
873 42,2
874 43,3
875 44,3
876 44,7877 45,7
878 46,7
879 47,0880 46,8
881 46,7
882 46,5
883 45,9
884 45,2885 45,1
886 45,1
887 44,4888 43,8
889 42,8
890 43,5891 44,3
892 44,7
893 45,1
894 44,7
895 45,1896 45,1
897 45,1
898 44,6899 44,1
900 43,3
901 42,8902 42,6
903 42,6
904 42,6
905 42,3
906 42,2907 42,2
908 41,7
909 41,2910 41,2
911 41,7
912 41,5913 41,0
914 39,6
915 37,8
916 35,7
917 34,8918 34,8
919 34,9
920 36,4921 37,7
922 38,6
923 38,9924 39,3
925 40,1
926 40,4
927 40,6
928 40,7929 41,0
930 40,6
931 40,2932 40,3
933 40,2
934 39,8935 39,4
936 39,1
937 39,11970L0220 — EN — 25.07.1989 — 009.001 — 93
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tv
938 39,4
939 40,2
940 40,2
941 39,6
942 39,6
943 38,8944 39,4
945 40,4
946 41,2947 40,4
948 38,6
949 35,4
950 32,3
951 27,2952 21,9
953 16,6
954 11,3955 6,0
956 0,6
957 0,0958 0,0
959 0,0
960 3,2
961 8,5
962 13,8963 19,2
964 24,5
965 28,2966 29,9
967 32,2
968 34,0969 35,4
970 37,0
971 39,4
972 42,3
973 44,3974 45,2
975 45,7
976 45,9977 45,9
978 45,9
979 44,6980 44,3
981 43,8
982 43,1
983 42,6
984 41,8985 41,4
986 40,6
987 38,6988 35,4
989 34,6
990 34,6991 35,1
992 36,2
993 37,0
994 36,7
995 36,7996 37,0
997 36,5
998 36,5999 36,5
1 000 37,8
1 001 38,61 002 39,6
1 003 39,9
1 004 40,41970L0220 — EN — 25.07.1989 — 009.001 — 94
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tv
1 005 41,0
1 006 41,2
1 007 41,0
1 008 40,2
1 009 38,8
1 010 38,11 011 37,3
1 012 36,9
1 013 36,21 014 35,4
1 015 34,8
1 016 33,0
1 017 28,2
1 018 22,91 019 17,5
1 020 12,2
1 021 6,91 022 1,6
1 023 0,0
1 024 0,01 025 0,0
1 026 0,0
1 027 0,0
1 028 0,0
1 029 0,01 030 0,0
1 031 0,0
1 032 0,01 033 0,0
1 034 0,0
1 035 0,01 036 0,0
1 037 0,0
1 038 0,0
1 039 0,0
1 040 0,01 041 0,0
1 042 0,0
1 043 0,01 044 0,0
1 045 0,0
1 046 0,01 047 0,0
1 048 0,0
1 049 0,0
1 050 0,0
1 051 0,01 052 0,0
1 053 1,9
1 054 6,41 055 11,7
1 056 17,1
1 057 22,41 058 27,4
1 059 29,8
1 060 32,2
1 061 35,1
1 062 37,01 063 38,6
1 064 39,9
1 065 41,21 066 42,6
1 067 43,1
1 068 44,11 069 44,9
1 070 45,5
1 071 45,11970L0220 — EN — 25.07.1989 — 009.001 — 95
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tv
1 072 44,3
1 073 43,5
1 074 43,5
1 075 42,3
1 076 39,4
1 077 36,21 078 34,6
1 079 33,2
1 080 29,01 081 24,1
1 082 19,8
1 083 17,9
1 084 17,1
1 085 16,11 086 15,3
1 087 14,6
1 088 14,01 089 13,8
1 090 14,2
1 091 14,51 092 14,0
1 093 13,8
1 094 12,9
1 095 11,3
1 096 8,01 097 6,8
1 098 4,2
1 099 1,61 100 0,0
1 101 0,2
1 102 1,01 103 2,6
1 104 5,8
1 105 11,1
1 106 16,1
1 107 20,61 108 22,5
1 109 23,3
1 110 25,71 111 29,1
1 112 32,2
1 113 33,81 114 34,1
1 115 34,3
1 116 34,4
1 117 34,9
1 118 36,21 119 37,0
1 120 38,3
1 121 39,41 122 40,2
1 123 40,1
1 124 39,91 125 40,2
1 126 40,9
1 127 41,5
1 128 41,8
1 129 42,51 130 42,8
1 131 43,3
1 132 43,51 133 43,5
1 134 43,5
1 135 43,31 136 43,1
1 137 43,1
1 138 42,61970L0220 — EN — 25.07.1989 — 009.001 — 96
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tv
1 139 42,5
1 140 41,8
1 141 41,0
1 142 39,6
1 143 37,8
1 144 34,61 145 32,2
1 146 28,2
1 147 25,71 148 22,5
1 149 17,2
1 150 11,9
1 151 6,6
1 152 1,31 153 0,0
1 154 0,0
1 155 0,01 156 0,0
1 157 0,0
1 158 0,01 159 0,0
1 160 0,0
1 161 0,0
1 162 0,0
1 163 0,01 164 0,0
1 165 0,0
1 166 0,01 167 0,0
1 168 0,0
1 169 3,41 170 8,7
1 171 14,0
1 172 19,3
1 173 24,6
1 174 29,91 175 34,0
1 176 37,0
1 177 37,81 178 37,0
1 179 36,2
1 180 32,21 181 26,9
1 182 21,6
1 183 16,3
1 184 10,9
1 185 5,61 186 0,3
1 187 0,0
1 188 0,01 189 0,0
1 190 0,0
1 191 0,01 192 0,0
1 193 0,0
1 194 0,0
1 195 0,0
1 196 0,01 197 0,3
1 198 2,4
1 199 5,61 200 10,5
1 201 15,8
1 202 19,31 203 20,8
1 204 20,9
1 205 20,31970L0220 — EN — 25.07.1989 — 009.001 — 97
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tv
1 206 20,6
1 207 21,1
1 208 21,1
1 209 22,5
1 210 24,9
1 211 27,41 212 29,9
1 213 31,7
1 214 33,81 215 34,6
1 216 35,1
1 217 35,1
1 218 34,6
1 219 34,11 220 34,6
1 221 35,1
1 222 35,41 223 35,2
1 224 34,9
1 225 34,61 226 34,6
1 227 34,4
1 228 32,3
1 229 31,4
1 230 30,91 231 31,5
1 232 31,9
1 233 32,21 234 31,4
1 235 28,2
1 236 24,91 237 20,9
1 238 16,1
1 239 12,9
1 240 9,7
1 241 6,41 242 4,0
1 243 1,1
1 244 0,01 245 0,0
1 246 0,0
1 247 0,01 248 0,0
1 249 0,0
1 250 0,0
1 251 0,0
1 252 1,61 253 1,6
1 254 1,6
1 255 1,61 256 1,6
1 257 2,6
1 258 4,81 259 6,4
1 260 8,0
1 261 10,1
1 262 12,9
1 263 16,11 264 16,9
1 265 15,3
1 266 13,71 267 12,2
1 268 14,2
1 269 17,71 270 22,5
1 271 27,4
1 272 31,41970L0220 — EN — 25.07.1989 — 009.001 — 98
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tv
1 273 33,8
1 274 35,1
1 275 35,7
1 276 37,0
1 277 38,0
1 278 38,81 279 39,4
1 280 39,4
1 281 38,61 282 37,8
1 283 37,8
1 284 37,8
1 285 37,8
1 286 37,81 287 37,8
1 288 38,6
1 289 38,81 290 39,4
1 291 39,8
1 292 40,21 293 40,9
1 294 41,2
1 295 41,4
1 296 41,8
1 297 42,21 298 43,5
1 299 44,7
1 300 45,51 301 46,7
1 302 46,8
1 303 46,71 304 45,1
1 305 39,8
1 306 34,4
1 307 29,1
1 308 23,81 309 18,5
1 310 13,2
1 311 7,91 312 2,6
1 313 0,0
1 314 0,01 315 0,0
1 316 0,0
1 317 0,0
1 318 0,0
1 319 0,01 320 0,0
1 321 0,0
1 322 0,01 323 0,0
1 324 0,0
1 325 0,01 326 0,0
1 327 0,0
1 328 0,0
1 329 0,0
1 330 0,01 331 0,0
1 332 0,0
1 333 0,01 334 0,0
1 335 0,0
1 336 0,01 337 0,0
1 338 2,4
1 339 7,71970L0220 — EN — 25.07.1989 — 009.001 — 99
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1 340 13,0
1 341 18,31 342 21,2
1 343 24,3
1 344 27,01 345 29,5
1 346 31,4
1 347 32,71 348 34,3
1 349 35,2
1 350 35,61 351 36,01 352 35,4
1 353 34,8
1 354 34,01 355 33,0
1 356 32,2
1 357 31,51 358 29,8
1 359 28,2
1 360 26,61 361 24,91 362 22,5
1 363 17,7
1 364 12,91 365 6,4
1 366 4,0
1 367 0,01 368 0,0
1 369 0,0
1 370 0,01 371 0,01970L0220 — EN — 25.07.1989 — 009.001 — 100
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Appendix 2
CHASSIS DYNAMOMETER
1. DEFINITION
1.1. Idemsection 1.1 of Appendix 2 to Annex III, but replace ‘50 km/
h’ by ‘80,5 km/h’.
2. METHOD OF CALIBRATING THE DYNAMOMETER
2.1. Idemsection 2.1 of Appendix 2 to Annex III.
2.2. Calibrating the power indicator to 80,5 km/h.
2.2.1. The dynamometer must be calibrated at least once each month or
performance verified at least once eachweek witha view to cali-
bration if required. Calibration must be carried out at 80,5 km/hin
accordance with the procedure described below. The measured
absorbed power comprises the power absorbed by frictional effects
and the power absorbed by the power absorption device. The
dynamometer is driven above the test speed range. The device
used for starting up the dynamometer is then disengaged from the
dynamometer and the roller(s) is (are) allowed to coast down. The
kinetic energy of the roller is dissipated by the power absorption
device and frictional effects. This method disregards variations in
the internal friction of the rollers when carrying a load or running
free. The frictional effects of the rear roll shall be disregarded
when this is free.
2.2.1.1. Measure the rotational speed of the drive roller if this has not
already been done. A fifth wheel, a revolution counter or other
suitable means may be used.
2.2.1.2. Place a vehicle on the dynamometer or use another method of
starting up the dynamometer.
2.2.1.3. Engage the flywheel or other system of inertia simulation for the
most common vehicle mass category for which the dynamometer
is used. In addition other vehicle mass categories may be cali-
brated, if desired.
2.2.1.4. Drive the dynamometer up to 80,5 km/h.
2.2.1.5. Record indicated road power.
2.2.1.6. Drive the dynamometer up to 96,9 km/h.
2.2.1.7. Disengage the device used to drive the dynamometer.
2.2.1.8. Record the time for the dynamometer drive roller to coast down
from 88,5 km/hto 72,4 km/h .
2.2.1.9. Adjust the power absorption device to a different level.2.2.1.10. Repeat 2.2.1.1 to 2.2.1.9 above a sufficient number of times to
cover the range of absorbed power used.
2.2.1.11. Caculate the power absorbed. See section 2.2.3.
2.2.1.12. Plot power indicated at 80,5 km/hversus absorbed power (as
shown in figure A).
2.2.2. The performance check consists of conducting a dynamometer
coastdown at one or more inertia +horsepower settings and
comparing the coastdown time to that recorded during the last cali-
bration. If the coastdown times differ by more than 1
sa new
calibration is required.
2.2.3. Calculations
The power actually absorbed by the dynamometer is calculated
from the following equation:
Pa¼WV2
1/C0V2
2
2000 t
where:
Pa = power (kW)
W = equivalent inertia (kg)1970L0220 — EN — 25.07.1989 — 009.001 — 101
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V1= initial velocity (m/s)
V2= final velocity (m/s)
t = elapsed time for rollers to coast from 88,5 to 72,4 km/h.
Figure A
2.3. Idemsection 2.3 of Appendix 2 to Annex III.
2.4. Deleted.
3. SETTING OF THE DYNAMOMETER
3.1. Vacuummethod
Idemsection 3.1 of Appendix 2 to Annex III, but replace ‘at the
speed of 50 km/h’ by ‘at the speed of 80,5 km/h’.
3.2. Othersettingmethod
Idemsection 3.2 of Appendix 2 to Annex III, but replace ‘at the
speed of 50 km/h’ by ‘at the speed of 80,5 km/h’.
3.3. Alternativemethod
3.3.1. The power absorption device is adjusted to reproduce power
absorbed at 80,5 km/htrue speed. Th e dynamometer power
absorption must take into account the dynamometer friction.
The following method has been established for small twin +roll
dynamometers having a nominal roll diameter of 220 mm and a
nominal roll spacing of 432 mm and large single +roll dynam-
ometers having a nominal roll +diameter of 1 219 mm.
Dynamometers withoth er roll specifications may be used if
approved by the technical service.
3.3.2. The dynamometer road load setting is determined from the equiva-
lent test mass, the reference frontal area, the body shape, the
vehicle protuberances and the tyre type according to the following
equations.
3.3.2.1. For light +duty vehicles to be tested on a twin +roller dynam-
ometer:
PA=a A+P+t w
where:
PA= setting at 80,5 km/h(kW)
A = the vehicle reference frontal area (m2). The vehicle refer-
ence frontal area is defined as the area of the orthogonal
projection of the vehicle including tyres and suspension
components, but excluding vehicle protuberances, on to a
plane perpendicular to both the longitudinal plane of the1970L0220 — EN — 25.07.1989 — 009.001 — 102
▼M5
vehicle and the surface upon which the vehicle is posi-
tioned. Measurements of this area are computed to the
nearest hundredth of a square metre using a method
approved in advance by the technical service responsible
for the tests
P = the protuberance power correction factor from table 1 of
this section
w = vehicle equivalent test mass (kg)a = 3,45 for fastback +shaped vehicles; = 4,01 for all other
light +duty vehicles
t = 0,0 for vehicles equipped with radial +ply
tyres; = 4,93 × 10
−4for all other vehicles
A vehicle is considered to have a fastback shape if the rearward
projection of that portion of the rear surface (A2) which slopes at
an angle of less than 20º from the horizontal is at least 25 % as
large as the vehicle reference frontal area. In addition, this surface
must be smooth, continous, and free from any local transitions
greater than 4º. An example of a fastback shape is presented in
Figure 1.
Figure 1
TABLE 1
Protuberancepower(P)versustotalprotuberancefrontalarea
(Ap)
Ap (m2)P
Ap < 0,03 0,0
0,03≤Ap < 0,06 0,30
0,06≤Ap < 0,08 0,52
0,08≤Ap < 0,11 0,75
0,11≤Ap < 0,14 0,97
0,14≤Ap < 0,17 1,19
0,17≤Ap < 0,19 1,42
0,19≤Ap < 0,22 1,64
0,22≤Ap < 0,25 1,87
0,25≤Ap < 0,28 2,09
0,28≤Ap 2,31
The protuberance frontal area, Ap, is defined in a manner analo-
gous to the definition of the vehicle reference frontal area, i.e. the
total area of the orthogonal projections of the vehicle mirrors,handles, roof racks, and other protuberances on to a plane perpen-
dicular to both the longitudinal plane of the vehicle and the surface
upon which the vehicle is positioned. A protuberance is defined as
any fixture attached to the vehicle protruding more than 2,54 cm
from the vehicle surface and having a projected area greater than
0,00093 m
2with the area calculated by a method approved in
advance by the technical service responsible for the tests. Included
in the total protuberance frontal area are all fixtures which occur as
standard equipment. The area of any optional equipment is also
included if it is expected that more than 33 % of the vehicle range
sold will be equipped withth is option.1970L0220 — EN — 25.07.1989 — 009.001 — 103
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3.3.2.2. The dynamometer power absorber setting for light +duty vehicles
is rounded off to the nearest 0,1 kW.
3.3.2.3. The equation to be used for testing light +duty vehicles on a single
large +roller dynamometer is as follows:
PA= aA + P + (8,22 × 10−4+ 0,33 t)w
All symbols in the above equation are defined in section 3.3.2.1.1970L0220 — EN — 25.07.1989 — 009.001 — 104
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Appendix 3
RESISTANCE TO PROGRESS OF A VEHICLE —
MEASUREMENT METHOD ON THE ROAD AND ON A CHASSIS
DYNAMOMETER
(IdemAppendix 3 to Annex III)1970L0220 — EN — 25.07.1989 — 009.001 — 105
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Appendix 4
VERIFICATION OF INERTIAS OTHER THAN MECHANICAL
(IdemAppendix 4 of Annex III)1970L0220 — EN — 25.07.1989 — 009.001 — 106
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Appendix 5
DESCRIPTIONOFGAS-SAMPLINGSYSTEMS
(IdemAppendix 5 of Annex III, but six bags (instead of two) are necessary on
the CVS)
1. INTRODUCTION
1.1. There are several types of sampling devices capable of meeting the
requirements set out in 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 satis-
fied:
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 1 gives a schematic diagram of the sampling system.
2.2.1. The vehicle exhaust gases must be diluted with a sufficient amount
of ambient air to prevent any water condensation in the sampling
and measuring system.
2.2.2 ‘The exhaust-gas sampling system must 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
exhaust gases.
2.2.5. The system must make it possible to measure the total volume of
the diluted exhaust gases from the vehicle being tested.
2.2.6. The sampling system must be gas-tight. The design of the variable-
dilution sampling system and the materials that go to make it up
must be such that they do not affect the pollutant concentration in
the diluted exhaust gases. Should any component in the system
(heat exchanger, cyclone separator, blower, etc.) change the1970L0220 — EN — 25.07.1989 — 009.001 — 107
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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 concentrations 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 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 pres-
sure.
2.3.2. Suction device/volume measuring device
This device may have a range of fixed speeds as to ensure suffi-
cient 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 ºC of the specified operating temperature.
If necessary, a cyclone separator can be used to protect the volume
measuring device.1970L0220 — EN — 25.07.1989 — 009.001 — 108
▼M6
Figure 1
Diagramofavariable-dilutionsystemformeasuringexhaust-gasemissions
1970L0220 — EN — 25.07.1989 — 009.001 — 109
▼M6
2.3.3.2. A temperature sensor must be installed immediately before the
volume measuring device. This temperature sensor must have an
accuracy and a precision of ± 1 ºC and a response time of 0,1 s
at 62 % of a given temperature variation (value measured in sili-
cone oil).
2.3.3.3. The pressure measurements must have a precision and an accuracy
of ± 0,4 kPa during the test.
2.3.3.4. The measurement of the pressure difference from atmospheric
pressure is taken before and, if necessary, after the volume
measuring device.
2.3.4. Gas sampling
2.3.4.1. Dilute exhaust gases2.3.4.1.1. The sample of dilute exhaust gases is taken before the suction
device but after the conditioning devices (if any).
2.3.4.1.2. The flow-rate must not deviate by more than ± 2 % from the
average.
2.3.4.1.3. The sampling rate must not fall below 5 litres per minute and must
not exceed 0,2 % of the flow-rate of the dilute exhaust gases.
2.3.4.1.4. An equivalent limit applies to constant-mass sampling systems.2.3.4.2. Dilution air2.3.4.2.1. 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 operations2.3.4.3.1. The materials used for the sampling operations must be such that
they do not change the pollutant concentration.
2.3.4.3.2. Filters may be used in order to extract the solid particles from the
sample.
2.3.4.3.3. Pumps are required in order to convey the sample to the sampling
bag(s).
2.3.4.3.4. Flow control 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.
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 guar-
antee that the diluted exhaust gas is homogeneous at the sampling1970L0220 — EN — 25.07.1989 — 009.001 — 110
▼M6
points and that the samples consist of representative 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, three filter units consisting in each case of
two series-mounted filters to which the sample gas flows within a
test phase can be directed. The sample gas flows from the phases
‘transient after cold start’, ‘stabilized after cold start’ and ‘transientafter hot start’ will in turn flow through the filter units.
2.4.5. The particulate sampling probe shall be arranged as follows:
It must be installed in the vicinity of the tunnel centreline, roughly
ten 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 190 ºC
± 10 ºC 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 DEVICES
The systems coincide with those described in item 3 in Appendix 5
to Annex III, with the exception that in each case three sample
bags for exhaust gas samples and ambient air samples are arranged
in parallel in such a way that they can in turn have the sample gas
flow directed towards them via quick-acting valves.
Accordingly, in the tests on vehicles equipped with diesel engines,
three pairs of particulate-measurement filters are arranged in
parallel.
3.1. Variable dilution device with positive displacement pump
(PDP-CVS) (Figure 1)
3.1.1. The positive displacement pump — constant volume sampler
(PDP-CVS) satisfies the requirements of this Annex by metering
at a constant temperature and pressure through the pump. The total
volume is measured by counting the revolutions made by the cali-
brated 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 1 is a schematic drawing of such a sampling system. Since
various configurations can produce accurate results exact confor-
mity 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 stabi-
lize the hydrocarbon concentrations of ambient emissions in the
dilution air.
3.1.3.2. A mixing chamber (M) in which exhaust gas and air are mixed
homogeneously.
3.1.3.3. A heat exchanger (H) of a capacity sufficient to ensure that
throughout the test the temperature of the air/exhaust-gas mixture1970L0220 — EN — 25.07.1989 — 009.001 — 111
▼M6
measured at a point immediately upstream of the positive displace-
ment pump is within ± 6 ºC of the designed operating temperature.
This device must not affect the pollutant concentrations 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 temperature are
limited to ± 6 ºC.
3.1.3.5. The positive displacement pump (PDP), used to transport a
constant-volume flow of the air/exhaust-gas mixture; the flow
capacity of the pump must be large enough to eliminate water
condensation in the system under all operating conditions which
may occur during a test; this can be generally ensured by using a
positive displacement pump 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 ºC), fitted at
a point immediately upstream of the positive displacement pump;
it must be designed to monitor continuously the temperature of
diluted exhaust-gas mixture during the test.
3.1.3.7. A pressure gauge (G1) (accuracy and precision ± 0,4 kPa) fitted
immediately upstream of the volume meter and used to register
the pressure gradient between the gas mixture and the ambient air.
3.1.3.8. Another pressure gauge (G2) (accuracy and precision ± 0,4 kPa)
fitted so that the differential pressure between pump inlet and
pump outlet can be registered.
3.1.3.9. Two sampling outlets (S1and S2) for taking constant samples of
the dilution air and of the diluted exhaust-gas/air mixture.
3.1.3.10. A filter (F), to extract solid particles from the flows of gas
collected for analysis.
3.1.3.11. Pumps (P), to collect a constant flow of the dilution air as well as
of 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 auto-
matically on the sampling-bag side; as an alternative, other ways
of transporting the samples to the analyzer may be used (three-
way stopcocks, for instance).
3.1.3.16. Bags (B), for collecting samples of the diluted exhaust gas and of
the dilution air during the test; they must be of sufficient capacity
not to impede the sample flow; the bag material must be such as to
affect neither the measurements themselves nor the chemical
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.
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 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,1970L0220 — EN — 25.07.1989 — 009.001 — 112
▼M6
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,1970L0220 — EN — 25.07.1989 — 009.001 — 113
▼M6
Figure 1
Constantvolumesamplerwithpositivedisplacementpump(PDP—CVS)
1970L0220 — EN — 25.07.1989 — 009.001 — 114
▼M6
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 190 ± 10 ºC.
Particulate sampling system
—S4: Sampling probe in the dilution tunnel,
—Fp: Filter 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-flowventuridilutiondevice(CFV-CVS) (Figure 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 at sonic velocity which is directly proportional to the
square root of the gas temperature. Flow is continually monitored,
computed and integrated over the test.
If an additional critical-flow sampling venturi is used, the propor-
tionality of the gas samples taken is ensured. As both pressure and
temperature are equal at the two venturi 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 2 is a schematic drawing of such a sampling system. Since
various configurations can produce accurate results, exact confor-
mity 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 separater (CS), to extract particles.3.2.3.4. Two sampling probes (S
1and S2), for taking samples of the dilu-
tion air as well as of the diluted exhaust gas.
3.2.3.5. A sampling critical flow venturi (SV), to take proportional samples
of the diluted exhaust gas at sampling probe S2.
3.2.3.6. A filter (F), to extract solid particles from the gas flows diverted
for analysis.
3.2.3.7. Pumps (P), to collect part of the flow of air and diluted 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 the test, the quan-
tity of the samples is sufficient for analysis ( =10 litres per
minute).
3.2.3.9. A snubber (PS), in the sampling line.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).1970L0220 — EN — 25.07.1989 — 009.001 — 115
▼M6
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 ºC and have a response time of 0,1 seconds to 62 % of a
temperature change (as measured in silicon oil).
3.2.3.16. A measuring critical flow venturi tube (MV), to measure the flow
volume of the diluted exhaust gas.
3.2.3.17. A blower (BL), of sufficient capacity to handle the total volume of
diluted exhaust gas.
3.2.3.18. The capacity of the CFV-CVS system must be such that under all
operating conditions which may possibly occur during a test there
will be no condensation of water. This is generally ensured by
using a blower whose capacity is:
3.2.3.18.1. twice as high as the maximum flow of exhaust gas produced by
accelerations of the driving cycle;
3.2.3.18.2. sufficient to ensure that the CO2concentration in the dilute exhaust
sample bag is less than 3 % by volume.
3.2.4. Additional equipment required when testing diesel-engined 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
2 must be used when testing diesel-engined vehicles:
Fhis a h eated filter,
S3is a sample point close to the mixing chamber,
Vhis a h eated 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 190 ± 10 ºC.
If compensation for varying flow is not possible, then a heat
exchanger (H) and temperature control system (TC) as described
in 2.2.3 will be required to ensure constant flow through the
venturi (MV) and thus proportional flow through S
3.1970L0220 — EN — 25.07.1989 — 009.001 — 116
▼M6
Figure 2
Constantvolumesamplerwithcritical-flow venturi(CFV-CVSSystem)
1970L0220 — EN — 25.07.1989 — 009.001 — 117
▼M6
Particulate sampling system
—S4: Sampling probe in dilution tunnel,
—Fp: Filter unit, consisting of two series-mounted filters;
Switching unit for further parallel-mounted pairs of filters,
— Sampling line,— Pumps, flow regulators, flow measuring units.
3.3. Variable dilution device with constant flow control by orifice
(CFO-CVS) (Figure 3)(onlyforspark-ignitionenginedvehicles)
3.3.1. The collection equipment consists of:3.3.1.1. A sampling tube connecting the vehicle's exhaust pipe to the
device itself.
3.3.1.2. A sampling device consisting of a pump device for drawing in a
diluted mixture of exhaust gas and air.
3.3.1.3. A mixing chamber (M) in which exhaust gas and air are mixed
homogeneously.
3.3.1.4. A heat exchanger (H) of a capacity sufficient to ensure that
throughout the test the temperature of the air/exhaust-gas mixture
measured at a point immediately before the positive displacement
of the flow-rate measuring device is within ± 6 ºC of the designed
operating temperature. 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 will be effected before the cyclone for one or several
considered pollutants.
If necessary, a device for temperature control (TC) is used to
preheat the heat exchanger before testing and to keep up its
temperature during the test at ± 6 ºC.
3.3.1.5. Two probes (S
1and S2) for sampling by means of pumps (P) flow-
meters (FL) and, if necessary, filters (F) allowing for the collection
of solid particles from gases used for the analysis.
3.3.1.6. One pump for dilution air and another one for diluted mixture.
3.3.1.7. A volume-meter withan orifice.
3.3.1.8. A temperature censor (T1) (accuracy and precision ± 1 ºC), fitted at
a point immediately before the volume measurement device; it
must be designed to monitor continuously the temperature of the
diluted exhaust-gas mixture during the test.
3.3.1.9. A pressure gauge (G1) (accuracy and precision ± 0,4 kPa) fitted
immediately before the volume meter and used to register the pres-
sure gradient between the gas mixture and the ambient air.
3.3.1.10. Another pressure gauge (G2) (accuracy and precision ± 0,4 kPa)
fitted so that the differential pressure between pump inlet and
pump outlet can be registered.
3.3.1.11. Flow controllers (N) to ensure a constant uniform flow of gas
samples taken during the course of the test from sampling outlets
S1and S2. The flow of the gas samples must be such that, at the
end of each test, the quantity of the samples is sufficient for
analysis ( =10 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 automati-
cally on the sampling-bag side. Other ways of transporting the
samples to the analyzer may be used (three-way stopcocks, for
instance).1970L0220 — EN — 25.07.1989 — 009.001 — 118
▼M6
3.3.1.15. Bags (B) for collecting samples of diluted exhaust gas and of dilu-
tion air during the test. They must be of sufficient capacity not to
impede the sample flow. The bag material must be such as to
affect neither the measurements themselves nor the chemical
composition of the gas samples (for instance: laminated polyethy-
lene/polyamide films, or fluorinated polyhydrocarbons).1970L0220 — EN — 25.07.1989 — 009.001 — 119
▼M6
Figure 3
Diagram of a variable dilution device with constant flow control by orifice (CFO-
CVS)
1970L0220 — EN — 25.07.1989 — 009.001 — 120
▼M6
Appendix 6
METHOD OF CALIBRATING THE EQUIPMENT
(IdemAppendix 6 to Annex III)1970L0220 — EN — 25.07.1989 — 009.001 — 121
▼M6
Appendix 7
TOTAL SYSTEM VERIFICATION
(IdemAppendix 7 to Annex III)1970L0220 — EN — 25.07.1989 — 009.001 — 122
▼M6
APPENDIX 8
CALCULATIONOFTHEEMISSIONOFPOLLUTANTS
1. Pollutant emissions are calculated by means of the following
equation:
Ms¼0;43MicTþMis
ScTþSsþ0;57MiHTþMis
SHTþSs
where:
Ms: pollutant emissions in g/km for the complete test;
MicT: pollutant emissions in grams during the first phase (tran-
sient cold);
MiHT: pollutant emissions in grams during the final phase
(transient hot);
Mis: pollutant emissions in grams during the second phase
(stabilized);
ScT: distance covered (in km) during the final phase;
SHT: distance covered (in km) during the final phase;
Ss: distance covered (in km) during the second phase.
2. The emissions of pollutants in the individual phases are calcu-
lated by means of the following formula:
Mij=Vmix×Qi×kH×Ci×1 0−6
where:
Mij: pollutant emission in g/phase i (ie. MicT,MiHT,etc.);
Vmix: volume of the diluted exhaust: gas expressed in l/phase
and correction to standard conditions (273,2 K and
101,33 kPa);
Qi: density of the pollutant in g/l at normal temperature and
pressure (273,2 K and 101,33 kPa);
kH: humidity correction factor used in calculating the emis-
sions of nitrogen oxides (there is no humidity correction
for HC and CO);
Ci: concentration of the pollutant in the diluted exhaust gas,
expressed in ppm and corrected for the concentration of
the pollutant i in the dilution air.
3. SPECIAL PROVISIONS RELATING TO VEHICLES
EQUIPPED WITH COMPRESSION-IGNITION ENGINES
3.1 HCmeasurement
The HC emissions in the individual phases shall be determined in
accordance with2.1 in Appendix 8 to Annex III.
3.2 Particulate measurement
The particulate emissions in the individual phases shall be deter-
mined in accordance with2.2 in Appendix 8 to Annex III.
The total emission is calculated in accordance with paragraph 1
of this Appendix.1970L0220 — EN — 25.07.1989 — 009.001 — 123
▼M4
ANNEX IV
TYPEIITEST
(Carbonmonoxideemissiontestatidlingspeed)
1. INTRODUCTION
This Annex describes the procedure for the type II test defined in
5.2.1.2 of Annex I.
2. CONDITIONS OF MEASUREMENT
2.1. The fuel must be the reference fuel, specifications for which are given
in Annex VI.
2.2. The type II test must be carried out immediately after the fourth oper-
ating cycle of the type I test, with the engine at idling speed, the cold-
start device not being used. Immediately before eachmeasurement of
the carbon-monoxide content, a type I test operating cycle as
described in Annex 2.1 of Annex III must be carried out.
2.3. In the case of vehicles with manually-operated or semi-automatic-
shift gearboxes the test must be carried out with the gear lever in the
‘neutral’ position and withth e clutchengaged.
2.4. In the case of vehicles with automatic-shift gear-boxes the test is
carried out with the gear selector in either the ‘neutral’ or the
‘parking’ position.
2.5.Componentsforadjustingtheidlingspeed
2.5.1. Definition
For the purposes of this Directive, ‘components for adjusting the
idling speed’ means controls for changing the idling conditions of
the engine which may be easily operated by a mechanic using only
the tools described in 2.5.1.1. In particular, devices for calibrating
fuel and air flows are not considered as adjustment components if
their setting requires the removal of the set-stops, an operation which
cannot normally be performed except by a professional mechanic.
2.5.1.1. Tools which may be used to control components for adjusting the
idling speed: screwdrivers (ordinary or cross-headed), spanners (ring,
open-end or adjustable), pliers, Allen keys.
2.5.2. Determination of measurement points
2.5.2.1. A measurement at the setting used for the type I test is performed
first.
2.5.2.2. For eachadjustment component witha continuous variation, a suffi-
cient number of characteristic positions are determined.
2.5.2.3. The measurement of the carbon-monoxide content of exhaust gases
must be carried out for all the possible positions of the adjustment
components, but for components witha continuous variation only th e
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:2.5.2.5.1. on the one hand, by the larger of the following two values: the lowest
idling speed which the engine can reach; the speed recommended by
the manufacturer, 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 speed1970L0220 — EN — 25.07.1989 — 009.001 — 124
▼M4
components; the speed recommended by the manufacturer, plus 250
revolutions per minute; the cut-in speed of automatic clutches.
2.5.2.6. In addition, settings incompatible withcorrect running of th e engine
must not be adopted as measurement settings, In particular, when the
engine is equipped withseveral carburettors all th e 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 appropriate
calibration curves.
3.3. The corrected concentration for carbon monoxide regarding four-
stroke engines is:
CCOcorr¼CCO15
CCOþCCO2(% vol)
3.4. The concentration in CCO(see 3.2) measured according to the
formulae contained in 3.3 need not be corrected if the total of the
concentrations measured (CCO+CCO2) is at least 15 for four-stroke
engines.1970L0220 — EN — 25.07.1989 — 009.001 — 125
▼M4
ANNEX V
TYPEIIITEST
(Verifyingemissionsofcrankcasegases)
1. INTRODUCTION
This Annex describes the procedure for the type III test defined in 5.2.1.3
of Annex I.
2. GENERAL PROVISIONS
2.1. Test III is carried out on the vehicle with gasoline-fuelled engine
subjected to the type I and the type II test.
2.2. The engines tested must include leak-proof engines other than those so
designed that even a slight leak may cause unacceptable operating faults
(suchas flat-twin engines).
3. TEST CONDITIONS
3.1. Idling must be regulated in conformity withth e manufacturer's recom-
mendations.
3.2. The measurements are performed in the following three sets of conditions
of engine operation:
Condition No Vehicle speed (km/h)
1 Idling
25 0 ± 2
35 0 ± 2
Condition No Power absorbed by brake
1 Nil2 That corresponding to the settings for type I tests
3 That for 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 crank-
case ventilation system must be checked.
5. METHOD OF VERIFICATION OF THE CRANKCASE VENTILA-
TION SYSTEM
5.1. The engine's apertures must be left as found.
5.2. The pressure in the crankcase is measured at an appropriate location. It is
measured at the dipstick hole with an inclined-tube manometer.
5.3. The vehicle is deemed satisfactory if, in every condition of measurement
defined in 3.2, the pressure measured in the crankcase does not exceed
the atmospheric pressure prevailing at the time of measurement.
5.4. For the test by the method described above, the pressure in the intake
manifold is measured to within ± 1 kPa.
5.5. The vehicle speed as indicated at the dynamometer is measured to within
± 2 km/h.
5.6. The pressure measured in the crankcase is measured to within ± 0,01 kPa.
5.7. If in one of the conditions of measurement defined in 3.2 the pressure
measured in the crankcase exceeds the atmospheric pressure, an addi-
tional test as defined in 6 is performed if so requested by the
manufacturer.
6. ADDITIONAL TEST METHOD
6.1. The engine's apertures must be left as found.1970L0220 — EN — 25.07.1989 — 009.001 — 126
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6.2. A flexible bag impervious to crankcase gases and having a capacity of
approximately five litres is connected to the dipstick hole. The bag must
be empty before eachmeasurement.
6.3. The bag must be closed before each measurement. It must be opened to
the crankcase for five minutes for each condition of measurement
prescribed in 3.2.
6.4. The vehicle is deemed satisfactory if in every condition of measurement
defined in 3.2 no visible inflation of the bag occurs.
6.5.Remark
6.5.1. If the structural layout of the engine is such that the test cannot be
performed by the methods described in 6 above, the measurements must
be effected by that method modified 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 — 25.07.1989 — 009.001 — 127
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TYPEIIITEST
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ANNEX VI
SPECIFICATIONSOFREFERENCEFUELS
1. TECHNICAL DATA OF THE REFERENCE FUEL TO BE USED FOR TESTING VEHICULES
EQUIPPED WITH POSITIVE-IGNITION ENGINES
CEC reference fuel RF-08-A-85
Type: Premium petrol, unleaded
Limits and units
ASTM method
minimum maximum
Researchoctane number 95,0 D 2699
Motor octane number 85,0 D 2 700
Density at 15 ºC 0,748 0,762 D 1 298Reid vapour pressure 0,56 bar 0,64 bar D 323Distillation:— initial boiling point 24 ºC 40 ºC D 86— 10 % vol point 42 ºC 58 ºC D 86— 50 % vol point 90 ºC 110 ºC D 86— 90 % vol point 155 ºC 180 ºC D 86— final boiling point 190 ºC 215 ºC D 86
Residue 2 % D 86
Hydrocarbon analysis:— olefins 20 % vol D 1319— aromatics (Including max.
5 % vol
benzene (
1))45 % vol D 1319
(1)D 3606/D 2267
— saturates balance D 1319
Carbon/hydrogen ratio ratio
Oxidation stability 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 130Lead content 0,005 g/l D 3237
Phosphorus content 0,0013 g/l D 3231
(
1) Addition of oxygenates prohibited.
2. TECHNICAL DATA OF THE REFERENCE FUEL TO BE USED FOR TESTING VEHICULES
EQUIPPED WITH A DIESEL ENGINE
CEC reference fuel RF-03-A-84(1)(3)(7)
Type: Diesel fuel
Limits and units ASTM Method
Cetane number (4) min. 49 D 613
max. 53
Density 15 ºC (kg/l) min. 0,835 D 1 298
max. 0,845
Distillation (2):
— 50 % point min. 245 ºC D 86
— 90 % point min. 320 ºC
max. 340 ºC
— final boiling point max. 370 ºC
Flashpoint min. 55 ºC D 931970L0220 — EN — 25.07.1989 — 009.001 — 129
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Limits and units ASTM Method
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 min. (to be reported) D 1266/D
2622
max. 0,3 % mass D 2785
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 (6) max. 2,5 mg/100 ml D 2274
Additives (5)
(1) Equivalent ISO methods will be adopted when issued for all properties listed above.
(2) The figures quoted show the total evaporated quantities (% recovered + % loss).
(3) The values quoted in the specification are ‘true values’.
In establishment of their limit values the terms of ASTM D 3244, Defining a Basis for Petro-
leum Product Quality Disputes , have been applied and in fixing a maximum value, a minimum
difference of 2R above zero has been taken into account; in fixing a maximum and minimum
value, the minimum difference is 4R (R = reproducibility).
Notwithstanding this measure, which is necessary for statistical reasons, the manufacturer of a
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
specification, the terms of ASTM D 3244 should be applied.
(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 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) 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 addi-
tives.
(6) 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.
(7) If it is required to calculate the thermal efficiency of an engine or vehicle, the calorific value of
the fuel can be calculated from:
Specific energy (calorific value) (net) in MJ/kg = (46,423 − 8,792d2+ 3,170d) (1 − (x + y + s))
+ 9,420s − 2,499x
where:
d = the density at 15 ºC
x = the proportion by mass of water (% divided by 100)
y = the proportion by mass of ash (% divided by 100)
s = the proportion by mass of sulphur (% divided by 100).1970L0220 — EN — 25.07.1989 — 009.001 — 130
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ANNEX VII
MODEL
Maximum size: A 4 (210 × 297 mm)
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