88/77/EEC - - - I
This document is meant purely as a documentation tool and the institutions do not assume any liability for its contents
COUNCIL DIRECTIVE
of 3 December 1987
on the approximation of the laws of the Member States relating to the measures to be taken against
the emission of gaseous and particulate pollutants from diesel engines for use in vehicles
(88/77/EEC)91/452/EEC
(OJ No L 36, 9. 2. 1988, p. 33.)
Amended by:
Official Journal
No page date
Council Directive of 1 October 1991 L 295 1 25. 10. 1991Agreement on the European Economic Area (2 94 A 0103(52)) L 1 263 3. 1. 1994Protocol adjusting the Agreement on the European Economic Area
(2 94 A 0103(73))L 1 572 3. 1. 1994
88/77/EEC - - - I
ICOUNCIL DIRECTIVE
of 3 December 1987
on the approximation of the laws of the Member States relating to the measures to be taken
against the emission of gaseous pollutants from diesel engines for use in vehicles
(88/77/EEC)
THE COUNCIL OF THE EUROPEAN COMMU-
NITIES,
Having regard to the T reaty establishing the European
Economic Community, and in particular Article 100A
thereof,
Having regard to the proposal from the Commission(1),
In cooperation with the European Parliament(2),
Having regard to the opinion of the Economic and Social
Committee(3),
Whereas it is important to adopt measures with the aim of
progressively establishing the internal market over a period
expiring on 31 December 1992; whereas the internal
market shall comprise an area without internal frontiers in
which the free movement of goods, persons, services and
capital is ensured;
Whereas the first programme of action of the European
Communities on the protection of the environment, ap-
proved by the Council on 22 November 1973, called for
account to be taken of the latest scientific advances in
combating atmospheric pollution caused by gases emitted
from motor vehicles and for Directives adopted previously
to be amended accordingly; whereas the third programme
of action provides for additional efforts to be made to re-
duce considerably the present level of emissions of pollu-
tants from motor vehicles;
Whereas the technical requirements which motor vehicles
must satisfy pursuant to national laws relate, inter alia ,t o
the emission of gaseous pollutants from diesel engines for
use in vehicles;
Whereas those requirements differ from one Member State
to another; whereas these differences could restrict the
free circulation of the products in question;
whereas (SIC! Whereas) it is therefore necessary that all
the Member States adopt the same requirements either in
addition to or in place of their existing rules, in order, in
particular, to permit the implementation, for each vehicle
type, of the EEC type-approval, which was the subject of
Council Directive 70/156/EEC of 6 February 1970 on the
approximation of the laws of the Member States relating
to the type-approval of motor vehicles and their trailers(4),
as last amended by Directive 87/403/EEC(5);
Whereas it is desirable to follow the technical require-
ments adopted by the United Nations Economic Commis-
sion for Europe in its Regulation No 49 (uniform provi-
sions concerning the approval of diesel engines with regard
to the emission of gaseous pollutants), which is annexed to
(1)OJ No C 193, 31. 7. 1986, p. 3.
(2)Position of Parliament on 18 November 1987 (OJ No C 345,
21. 12. 1987, p. 61).
(3)OJ No C 333, 29. 12. 1986, p. 17.
(4)OJ No L 42, 23. 2. 1970, p. 1.
(5)OJ No L 220, 8. 8. 1987, p. 44.
88/77/EEC - - - I
IIthe Agreement of 20 March 1958 concerning the adoption
of uniform conditions of approval and reciprocal recogni-
tion of approval for motor vehicle equipment and parts;
Whereas the Commission has undertaken to submit propo-
sals to the Council, not later than the end of 1988, regard-
ing a further reduction of the limit values for the three
pollutants which are the subject of this Directive and the
fixing of limit values for particulate emissions,
HAS ADOPTED THIS DIRECTIVE:
1Article 1
For the purposes of this Directive:
— ‘vehicle’ means any vehicle propelled by a diesel en-
gine, intended for use on the road, with or without
bodywork, having at least four wheels and a maximum
design speed exceeding 25 km/h, with the exception of
vehicles of category M 1as defined in section 0.4 of
Annex I to Directive 70/156/EEC, having a total mass
not exceeding 3,5 tonnes, and vehicles which run on
rails, agricultural tractors and machines and public
works vehicles,
— ‘diesel-engine type’ means a diesel engine for which
type-approval of a separate technical unit within the
meaning of Article 9a of Directive 70/156/EEC may
be granted.
Article 2
1. From 1 July 1988, no Member State may, on grounds
relating to the gaseous pollutants emitted from an engine:
— r e f u s et og r a n tE E Ct y p e - a p p r o v a l ,o rt oi s s u et h e
document provided for in the last indent of Article 10
(1) of Directive 70/156/EEC, or to grant national
type-approval for a type of vehicle propelled by a die-
sel engine, or
— prohibit the registration, sale, entry into service or use
of such new vehicles, or
— refuse to grant EEC type-approval, or to grant na-
tional type-approval for a type of diesel engine, or
— prohibit the sale or use of new diesel engines,
if the requirements of the Annexes to this Directive are
satisfied.
2. From 1 July 1988, Member States may, on grounds
relating to gaseous pollutants emitted from an engine:
— refuse to grant national type-approval for a type of
vehicle propelled by a diesel engine, or
— refuse to grant national type-approval for a diesel-en-
gine type,
if the requirements of the Annexes to this Directive are
not satisfied.
3. Until 30 September 1990, paragraph 2 shall not apply
to types of vehicles propelled by a diesel engine, and to
diesel-engine types if the diesel engine is described in the
Annex to a type approval certificate granted before that
date in accordance with Directive 72/306/EEC.88/77/EEC
24. From 1 October 1990 Member States may, on
grounds relating to gaseous pollutants emitted from an en-
gine:
— prohibit the registration, sale, entry into service and
use of new vehicles, propelled by a diesel engine,
or
— prohibit the sale and use of new diesel engines
if the requirements of the Annexes to this Directive are
not satisfied.
Article 3
1. The Member State which has granted type-approval
of a type of diesel engine shall take the necessary
measures to ensure that it is informed of any modification
of a part or characteristic referred to in section 2.3 of
Annex I. The competent authorities of that Member State
shall decide whether fresh tests should be carried out on
the modified engine and a fresh report drawn up. Where
the tests reveal failure to comply with this Directive, the
modification shall not be approved.
2. The Member State which has granted type-approval
of a vehicle type in respect of its diesel engine shall take
the necessary measures to ensure that it is informed of any
modification of such vehicle type as regards the engine in-
stalled. The competent authorities of that Member State
shall decide whether after such a modification, measures in
application of Directive 70/156/EEC, especially of Article 4
or of Article 6 thereof, must be taken.
Article 4
The modifications necessary for adapting the requirements
of the Annexes so as to take account of technical progress
shall be adopted in accordance with the procedure laid
down in Article 13 of Directive 70/156/EEC.
Article 5
1. Member States shall bring into force the laws, regula-
tions, and administrative provisions necessary to comply
with the Directive by 1 July 1988. They shall forthwith in-
form the Commission thereof.
2. As soon as this Directive has been notified, Member
States shall also ensure that the Commission is informed,
in sufficient time for it to submit its comments of any draft
major laws, regulations or administrative provisions which
they intend to adopt in the field covered by this Directive.88/77/EEC
3Article 6
Not later than the end of 1988, the Council will consider,
on the basis of a proposal from the Commission, a further
reduction of the limit values for the three pollutants con-
cerned by this Directive and the fixing of limit values for
particulate emissions.
Article 7
This Directive is addressed to the Member States.88/77/EEC
4ANNEX I
SCOPE, DEFINITIONS AND ABBREVATIONS, AP-
PLICATION FOR EEC TYPE-APPROVAL SPECIFICA-
TIONS AND TESTS AND CONFORMITY OF PRODUC-
TION
1. SCOPE
This Directive applies to the emission of gaseous
and particulate pollutants from all motor vehi-
cles, as defined in Article 1, equipped with diesel
engines and to diesel engines as specified in Ar-
ticle 1, with the exception of those vehicles of
category N 1,N2and M 2for which type-approval
has been granted under Directive 70/220/EEC1,
as last amended by Directive 91/441/EEC2.
2. DEFINITIONS AND ABBREVIATIONS
For the purposes of this Directive:
2.1 “ Approval of an engine” means the approval of an
engine type with regard to the level of emission
of gaseous and particulate pollutants.
2.2. ‘diesel engine’ means an engine which works on
the compression-ignition principle;
2.3. ‘ engine type’ means a category of engines which
do not differ in such essential respects as engine
characteristics as defined in Annex II to this Di-
rective;
2.4. “ Particulate pollutants ” means any material col-
lected on a specified filter medium after diluting
diesel exhaust to gases with clean filtered air so
that the temperature does not exceed 325 K (52
ûC).
2.5. ‘net power’ means the power in EEC kW obtai-
ned on the test bench at the end of the cranks-
haft, or its equivalent, measured in accordancewith the EEC method of measuring power as set
out in Directive 80/1269/EEC
3;
1OJ No L 76, 6. 4. 1970, p. 1.
2OJ No L 242, 30. 8. 1970, p. 1.
3OJ No L 375, 31. 12. 1980, p. 46.88/77/EEC
91/542/EEC
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91/542/EEC
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52.6. ‘rated speed’ means the maximum full load speed
allowed by the governor as specified by the ma-
nufacturer in his sales and service literature;
2.7. ‘ per cent load’ means the fraction of the maxi-
mum available torque at an engine speed;
2.8. ‘intermediate speed’ means the speed correspon-
ding to the maximum torque value if such speed
is within the range of 60 to 75 % of rated speed;
in other cases it means a speed equal to 60 % of
rated speed;
2.9. Abbreviations and units
All volumes and volumetric flow-rates must be
calculated at 273 K (0 ûC) and 101,3 kPa.
P kW net power output non-corrected
CO g/kWh carbon monoxide emission
HC g/kWh hydrocarbon emissions
NOx g/kWh emission of oxides of nitrogen
PT g/kWh particular emission
CO,HC, NO x,PT weighted average of respective emissions
conc ppm concentration (ppm by volume)
mass g/h pollutant mass flow
WF weighting factor
WFE effective weighting factor
GEXH kg/h exhaust gas mass flow-rate on a wet basis
V〈EXH m3/h exhaust gas volume flow-rate on a dry basis
V〈〈EXH m3/h exhaust gas volume flow-rate on wet basis
GAIR kg/h intake air mass flow-rate
V〈〈AIR m3/h intake air volume flow-rate on a wet basis
GFUEL kg/h fuel mass flow-rate
GDIL kg/h dilution air mass flow-rate
V〈〈DIL m3/h dilution air volume flow-rate on a wet basis
MSAM kg mass of sample through particulate sampling filters
VSAM m3volume of sample through particulate sampling
filters on a wet basis
GEDF kg/h equivalent diluted mass flow-rate
V〈〈EDF m3/h equivalent diluted volume flow-rate on a wet basis
i subscript denoting an individual mode
Pf mg particulate sample mass
GTOT kg/h diluted exhaust gas mass flow-rate88/77/EEC
91/542/EEC
6V〈〈TOT m3/h diluted exhaust-gas volume flow-rate on a wet basis
q dilution ratio
r ratio of cross sectional areas of sampling probe and
exhaust pipe
Ap m2cross sectional area of the isokinetic sampling probe
AT m2cross sectional area of the exhaust pipe
HFID heated flame ionization detector
NDUVR non-dispersive ultraviolet resonance absorption
NDIR non-dispersive infra-red
CLA chemiluminescent analyser
HCLA heated chemiluminescent analyser
S kW dynamometer setting, as indicated in Annex III, sec-tion 4.6.4
Pmin kW minimum net engine power as indicated in line (e) inthe table of section 7.2 in Appendix 1 to Annex II
L per cent load as indicated in section 4.1 of this Annex
Paux kW maximum permissible power absorbed by the en-gine-driven equipment as specified in section 5 ofAnnex II, Appendix 1, minus the total power ab-
sorbed by the engine-driven equipment during the
test as specified in section 6.2.2 of Annex II, Appen-
dix 1.
3. APPLICATION FOR EEC TYPE-APPROVAL
3.1. Application for EEC type-approval for a type of
engine as a separate technical unit
3.1.1. The application for approval of an engine type
with regard to the level of the emission of ga-
seous and particulate pollutants is submitted by
the engine manufacturer or by a duly accredited
representative.
3.1.2. It shall be accompanied by the undermentioned
documents in triplicate and the following particu-
lars:
3.1.2.1. a description of the engine type comprising the
particulars referred to in Annex II to this Direc-
tive which conform to the requirements of Arti-
cle 9a of Directive 70/156/EEC.88/77/EEC
91/542/EEC
88/77/EEC
73.1.3. An engine conforming to the ‘engine type’ cha-
racteristics described in Annex II shall be sub-
mitted to the technical service responsible for
conducting the approval tests defined in section
6.
3.2. Application for EEC type-approval for a vehicle
type in respect of its engine
3.2.1. The application for approval of a vehicle type
with regard to emission of gaseous and particula-
te pollutants by its engine is submitted by the
vehicle manufacturer or a duly accredited repre-
sentative.
3.2.2. It shall be accompanied by the undermentioned
documents in triplicate and the following particu-
lars:
3.2.2.1. a description of the vehicle type and of engine-
related vehicle parts comprising the particularsreferred to in Annex II, along with the documen-
tation required in application of Article 3 of Di-
rective 70/156/EEC,
or
3.2.2.2. a description of the vehicle type and of engine-
related vehicle parts comprising the particulars
referred to in Annex II, as applicable, and a
copy of the EEC T ype-Approval Certificate (An-
nex VIII) for the engine as a separate technical
unit which is installed in the vehicle type, along
with the documentation required in application
of Article 3 of Directive 70/156/EEC.
4. EEC TYPE-APPROVAL
4.1. A certificate conforming to the model specified
in Annex VIII shall be issued for approval refer-
red to under sections 3.1 and 3.2.
5. ENGINE MARKINGS
5.1. The engine approved as a technical unit must
bear:
5.1.1. the trademark or trade name of the manufactu-
rer of the engine;
5.1.2. the manufacturer’s commercial description;
5.1.3. the EEC type-approval number preceded by the
distinctive letter(s) of the country granting EEC
type-approval
1.
5.2. These marks must be clearly legible and indeli-
ble.
1B = Belgium, D = Federal Republic of Germany, DK =
Denmark, E = Spain, F = France, GR = Greece, I =Italy, IRL = Ireland, L = Luxembourg, NL = Nether-lands, P = Portugal, UK = United Kingdom.88/77/EEC
91/542/EEC
88/77/EEC
86. SPECIFICATIONS AND TESTS
6.1. General
T h ec o m p o n e n t sl i a b l et oa f f e c tt h ee m i s s i o no f
gaseous and particulate pollutants must be so de-
signed, constructed and assembled as to enable
the engine, in normal use, despite the vibration
to which it may be subjected, to comply with the
requirements of this Directive.
6.2. Requirements for the emission of gaseous and
particulate pollutants
The emission of gaseous and particulate pollu-
tants by the engine submitted for testing must be
measured by the method described in Annex III.
Annex V describes the recommended analytical
systems for the gaseous pollutants and the re-
commended particulate sampling systems. Other
systems or analysers may be approved by thetechnical service if it is found that they yield
equivalent results. For a single laboratory, equi-
valency is defined as the test results to fall within
± 5 % of the test results of one of the reference
systems described herein. For particulate emis-
sions only the full-flow dilution system is recogni-
zed as the reference system. For introduction of
a new system into the Directive, the determina-
tion of equivalency must be based upon the cal-
culation of repeatability and reproducibility by
an interlaboratory test, as described in ISO 5725.
6.2.1. The mass of the carbon monoxide, the mass of
the hydrocarbons and the mass of the oxides of
nitrogen obtained shall not exceed the amounts
s h o w ni nt h et a b l eb e l o w :
Mass of
carbon
monoxi-
de (CO)
g/kWhMass of
hydro-
carbons
(HC)
g/kWhMass of
nitrogen
oxides
(NO x)
g/kWhMass ofparticu-
lates
(PT)
g/kWh
A
(1. 7. 1992)4,5 1,1 8,0 0,36 (*)
B
(1. 10. 1995)4,0 1,1 7,0 0,15
(*) In the case of engines of 85 kW or less, a coeffi-
cient of 1,7 is applied to the limit value for parti-culate emissions.88/77/EEC
91/542/EEC
97. INSTALLATION ON THE VEHICLE
7.1. The engine installation on the vehicle shall com-
ply with the following characteristics- in respect
to the type-approval of the engine:
7.1.1. intake depression shall not exceed that specified
for the type-approved engine in Annex VIII;
7.1.2. exhaust back pressure shall not exceed that speci-
fied for the type-approved engine in Annex VIII;
7.1.3. maximum power absorbed by the engine-driven
equipment shall not exceed the maximum per-
missible power specified for the type-approved
engine in Annex VIII.
8. CONFORMITY OF PRODUCTION
8.1. Every engine bearing an EEC type-approval
number pursuant to this Directive shall conform
to the engine-type approved.
8.2. In order to verify conformity as prescribed in
s e c t i o n8 . 1 ,a ne n g i n eb e a r i n ga nE E Ct y p e - a p -
proval number shall be taken from the series.
8.3. As a general rule, conformity of the engine with
the approved type shall be verified on the basis
of the description given in the type-approval cer-
tificate and its annexes and, if necessary, an engi-
ne shall be subjected to the test referred to in
section 6.2.
8.3.1. For verifying the conformity of the engine in a
test, the following procedure is adopted:
8.3.1.1. An engine is taken from the series and subjected
to the test described in Annex III. The mass of
the carbon monoxide, the mass of the hydrocar-
bons, the mass of the oxides of nitrogen and the
mass of particulates must not exceed the
amounts shown in the table below:
Mass of
carbon
monoxi-
de (CO)
g/kWhMass of
hydro-
carbons
(HC)
g/kWhMass of
nitrogen
oxides
(NO x)
g/kWhMass ofparticu-
lates
(PT)
g/kWh
A
(1. 7. 1992)4,9 1,23 9,0 0,4 (*)
B
(1. 10. 1995)4,0 1,1 7,0 0,15
(*) In the case of engines of 85 kW or less, a coeffi-
cient of 1,7 is applied to the limit value for parti-culate emissions.88/77/EEC
91/542/EEC
108.3.1.2. If the engine taken from the series does not sa-
tisfy the requirements of section 8.3.1.1., the ma-
nufacturer may ask for measurements to be per-
formed on a sample of engines taken from the
series and including the engine originally taken.
The manufacturer shall determine the size (n) of
the sample, in agreement with the technical ser-
vice. Engines other than the engine originally ta-
ken shall be subjected to a test. The arithmetical
mean (x) of the results obtained with the sample
shall then be determined for each pollutant. The
production of the series shall then be deemed to
conform if the following condition is met:
x+ k S /Ga3L1
L is the limit value laid down in 8.3.1.1 for each
pollutant considered, and k is a statistical factor
depending on n and given in the following table:
n 2 3 4 5 6 7 8 9 10
k 0,973 0,613 0,489 0,421 0,376 0,342 0,317 0,296 0,279
n 11 12 13 14 15 16 17 18 19
k 0,265 0,253 0,242 0,233 0,224 0,216 0,210 0,203 0,198
if n≥20,k=0, 860
n
8.3.2. The technical service responsible for verifying
the conformity of production shall carry out tests
on engines which have been run-in (Sic! run in)
partially or completely, according to the
manufacturer’s specifications.
1, where x is any one of the individual
results obtained with the sample n.S2=(x−x)2
(n−1)88/77/EEC
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91/542/EEC
11ANNEX II
INFORMATION DOCUMENT No...
in accordance with Annex I to Council Directive
70/156/EEC relating to EEC type-approval and referring
to measures to be taken against the emission of gaseous
and particulate pollutants from diesel engines for use in
vehicles
(Directive 88/77/EEC as last amended by Directive
91/542/EEC)
V e h i c l e / e n g i n et y p e : .................................
0. General
0 . 1 . M a k e( n a m eo fu n d e r t a k i n g ) :.................
0.2. T ype and commercial description (mention any
v a r i a n t s ) : ..................................
..........................................
0.3. Manufacturer’s type coding as marked on the ve-
h i c l e / s e p a r a t et e c h n i c a lu n i t / c o m p o n e n t : ........
0 . 4 . C a t e g o r yo fv e h i c l e( i fa p p l i c a b l e ) : ............
0 . 5 . N a m ea n da d d r e s so fm a n u f a c t u r e r : ...........
..........................................
0.6. Name and address of manufacturer’s authorized
r e p r e s e n t a t i v e( i fa n y ) : ......................
..........................................
Attachments
1. Essential characteristics of the engine and in-
formation concerning the conduct of test.
2. Characteristics of the engine-related vehicle parts
(if applicable).
3. Photographs of the engine and, if applicable, of
t h ee n g i n ec o m p a r t m e n t .
4. List further attachments if any.
Date, File91/542/EEC
88/77/EEC
12Appendix 1
ESSENTIAL CHARACTERISTICS OF THE ENGINE
AND INFORMATION CONCERNING THE CONDUCT
OF TEST1
1. Description of engine
1 . 1 . M a n u f a c t u r e r :..............................1 . 2 . M a n u f a c t u r e r ’ se n g i n ec o d e :..................
..........................................
1.3. Cycle: four stroke/two stroke
2
1.4. Bore: mm .................................
1.5. Stroke: mm ................................
1 . 6 . N u m b e ra n dl a y o u to fc y l i n d e r s : ..............
1.7. Engine capacity: cm3........................
1.8. Volumetric compression ratio3: ...............
1.9. Drawing(s) of combustion chamber and piston
c r o w n : ....................................
1.10. Minimum cross-sectional area of inlet and outlet
p o r t s : .....................................
1.11. Cooling system
1.11.1. L i q u i d
1 . 1 1 . 1 . 1 . N a t u r eo fl i q u i d :............................
1.11.1.2. Circulating pump(s): yes/no(2)
1.11.1.3. Characteristics or make(s) and type(s) (if appli-
c a b l e ) : ....................................
1 . 1 1 . 1 . 4 . D r i v er a t i o ( s )( i fa p p l i c a b l e ) : .................
1.11.2. A i r
1.11.2.1. Blower: yes/no(2)
1.11.2.2. Characteristics or make(s) and type(s) (if appli-
c a b l e ) : ....................................
1 . 1 1 . 2 . 3 . D r i v er a t i o ( s )( i fa p p l i c a b l e ) : .................
1.12. Temperature permitted by the manufacturer
1.12.1. Liquid cooling: Maximum temperature at outlet: .
K ........................................
1.12.2. Air cooling:
R e f e r e n c ep o i n t :............................
M a x i m u mt e m p e r a t u r ea tr e f e r e n c ep o i n t : ......
........................................
K
1.12.3. Maximum charge air outlet temperature of the
inlet intercooler (if applicable): K .............
1In the case of non-conventional engines and systems, parti-
culars equivalent to those referred to here shall be sup-plied by the manufacturer.
2Stike out what does not apply.
3Specify the tolerance.88/77/EEC
131.12.4. Maximum exhaust temperature at the point in
the exhaust pipe(s) adjacent to the outer
f l a n g e ( s )o ft h ee x h a u s tm a n i f o l d ( s ) : ...........
........................................
K
1.12.5. Fuel temperature:
min. K, max. K ................. ...........
1.12.6. Lubricant temperature:
min. K, max. K ................. ...........
1.13. Pressure charger: yes/no(2)
1 . 1 3 . 1 . M a k e : ....................................
1 . 1 3 . 2 . T y p e : .....................................
1.13.3. Description of the system (e.g. max. charge pres-
s u r e ,w a s t e g a t e ,i fa p p l i c a b l e ) : ................
1.13.4. Intercooler: yes/no1
1.14. Intake system
Minimum and/or maximum allowable intake de-
pression (if applicable) at rated engine speed and
at 100 % load: kPa .........................
1.15. Exhaust system
Maximum allowable exhaust back pressure at
r a t e de n g i n es p e e da n da t1 0 0%l o a d :.........
kPa ......................................
2. Additional anti-pollution devices (if any, and if
not covered by another heading)
Description and/or diagram(s) . . .
3. Fuel feed
3.1. Feed pump
Pressure2:k P a.............................
or characteristic diagram(2): ..................
3.2. Injection system
3.2.1. Pump
3 . 2 . 1 . 1 . M a k e ( s ) : ..................................
3 . 2 . 1 . 2 . T y p e ( s ) : ...................................
3.2.1.3. Delivery: mm3( 2 )p e rs t r o k eo rc y c l ea t .......
pump speed of rpm at full injection, ........
or characteristic diagram(1) (2): ...............
Mention the method used: On engine/on pump
bench(1)
3.2.1.4. Injection advance
3.2.1.4.1. Injection advance curve(2):...................
3.2.1.4.2. Timing(2): .................................
1Strike out what does not apply.
2Specify the tolerance.88/77/EEC
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88/77/EEC
143.2.2. I n j e c t i o n p i p i n g
3.2.2.1. Length: mm ...............................
3.2.2.2. Internal diameter: mm ......................
3.2.3. I n j e c t o r (s)
3 . 2 . 3 . 1 . M a k e ( s ) : ..................................
3 . 2 . 3 . 2 . T y p e ( s ) : ...................................
3.2.3.3. ‘Opening pressure’: kPa(1)...................
or characteristic diagram12 ( 2 ): ................
3.2.4. G o v e r n o r
3 . 2 . 4 . 1 . M a k e ( s ) : ..................................
3 . 2 . 4 . 2 . T y p e ( s ) : ...................................
3 . 2 . 4 . 3 . S p e e da tw h i c hc u t - o f fs t a r t su n d e rf u l ll o a d : ....
rpm ......................................
3.2.4.4. Maximum no-load speed: rpm ................
3.2.4.5. Idling speed: rpm ..........................
3.3. Cold start system
3.3.1. Make(s):
3.3.2. T ype(s):3 . 3 . 3 . D e s c r i p t i o n : ...............................
4. Valve timing
4.1. Maximum lift of valves and angles of opening
and closing in relation to dead centres of equiv-
a l e n td a t a :.................................
4.2. Reference and/or setting ranges
(1)
5. Engine-driven equipment
Maximum permissible power absorbed by the en-
gine-driven equipment as specified in and under
the operating conditions of Directive
80/1269/EEC3, Annex I, section 5.1.1, at each
engine speed as defined in section 4.1 of Annex
III to this Directive:
Idle: kW; Intermediate: kW; ......... .......
Rated: kW .......
6. Additional information on test conditions
6.1. Lubricant used
6 . 1 . 1 . M a k e : ....................................
1Strike out what does not apply.
2Specify the tollerance.
3OJ No L 375 du 31. 12. 1980, p. 46.88/77/EEC
156 . 1 . 2 . T y p e : .....................................
(State percentage of oil in mixture if lubricant
a n df u e la r em i x e d ) :.........................
6.2. Engine-driven equipment (as specified in section
5) (if applicable)
6 . 2 . 1 . E n u m e r a t i o na n di d e n t i f y i n gd e t a i l s : ...........
6.2.2. Power absorbed at various indicated engine
speeds:
EquipmentPower absorbed (kW) at various
speeds
Equipmen t
Idle Interme-
diateRated
To t a l
6.3. Dynamometer settings (kW)
PercentEngine speed
Per cen t
load Idle Interme-
diateRated
10 —
25 —
50 —
75 —
100 —
7. Engine performances
7.1. Engine speeds1
Idle: rpm ..................................
Intermediate: rpm ..........................
Rated: rpm ................................
1Specify the tollerance.88/77/EEC
167.2. Engine power (measured in accordance with the
provisions of Directive 80/1269/EEC)
Engine speed
Idle Inter-
mediateRated
Maximum power
measured on test(kW (a))
To t a l
power absor- Totalpowerabsor
bed by engine-dri-
ven equipment as
per section 6.2.2(kW (b))
Gross engine po-wer (kW (c))
Ma
ximum permis- Maximumpermis
sible power absor-
bed as per section
5 (kW (d))
Minimum net engi-
ne power(kW (e))
c = a + b ; e = c --- d88/77/EEC
17Appendix 2
CHARACTERISTICS OF THE ENGINE-RELATED
VEHICLE PARTS
1. Intake system depression at rated engine rpm
and at 100 % load: kPa .....................
2. Exhaust system back pressure at rated engine
rpm and at 100 % load: kPa .................
3. Power absorbed by the engine-driven equipment
as specified in and under the operation condi-
tions of Directive 80/1269/EEC, Annex I, section
5.1.1, at each engine speed as defined in section
4.1 of Annex III to this Directive.
EquipmentPower absorbed (kW) at various
engine speeds
Equipmen t
Idle Interme-
diateRated
To t a l88/77/EEC
18ANNEX III
TEST PROCEDURE
1. INTRODUCTION
1.1. This Annex describes the method of determining
emissions of gaseous and particulate pollutants
f r o mt h ee n g i n et e s t e d .
1.2. The test shall be carried out with the engine
mounted on a test bench and connected to a dy-
namometer.
2. MEASUREMENT PRINCIPLE
The emission from the exhaust of the engine in-
clude hydrocarbons, carbon monoxide, oxides of
nitrogen and particulates. During a prescribed
test cycle the amounts of the above polluants are
examined continuously. The test cycle consists of
a number of speed and power modes which span
the typical operating range of diesel engines.During each mode the concentration of each gas-
eous pollutant, exhaust flow and power output
shall be determined and measured values
weighted. For particulates one sample over the
complete test cycle is taken. All values are used
to calculate the grams of each pollutant emitted
per kilowatt hour, as desribed in this Annex.
3. EQUIPMENT
3.1. Dynamometer and engine equipment
The following equipment shall be used for
emission tests of engines on engine dynamome-
ters:
3.1.1. an engine dynamometer with adequate character-
istics to perform the test cycle described in sec-
tion 4.1;
3.1.2. measuring instruments for speed, torque, fuel
consumption, air consumption, temperature of
coolant and lubricant, exhaust gas pressure and
inlet manifold depression, exhaust gas temperatu-
re, air inlet temperature, atmospheric pressure,
humidity and fuel temperature. The accuracy of
these instruments shall satisfy the EEC method
of measuring the power of the internal combus-
tion engines of road vehicles;88/77/EEC
91/542/EEC
88/77/EEC
91/542/EEC
88/77/EEC
193.1.3. an engine cooling system with sufficient capacity
to maintain the engine at normal operating tem-
peratures for the duration of the prescribed engi-
ne tests;
3.1.4. a non-insulated and uncooled exhaust system ex-
t e n d i n ga tl e a s t0 , 5m e t r e sp a s tt h ep o i n tw h e r e
the raw exhaust sample probes are located, and
presenting an exhaust backpressure within ± 650
Pa ( ± 5 mm Hg) of the upper limit at the maxi-
mum rated power, as established by the engine
manufacturer’s sale and service literature for ve-
hicle application;
3.1.5. an engine air inlet system presenting an air inlet
restriction within ± 300 Pa (30 mm H 2O) of the
upper limit for the engine operating condition
which results in maximum air flow, as established
by the engine manufacturer for an air cleaner,for the engine being tested.
3.2. Analytical and sampling equipment
The system shall comprise one HFID analyser
for the measurement of the unburned hydrocar-
bons (HC), and NDIR analysers for the mea-
surement of carbon monoxide (CO) and carbon
dioxide (CO 2), for calculating the dilution ratio,
if applicable), a CLA, HCLA or equivalent ana-
lyser for the measurement of the oxides of nitro-
gen (NOx), and a dilution and filtering system
for the measurement of the particulates (PT).
Due to the heavy hydrocarbons present in the
diesel exhaust, the HFID system must be heated
and maintained at a temperature of 453 to 473
K (180 ûC to 200 ûC).
The accuracy of the analysers must be ± 2,5 %
of full-scale deflection or better. The scale of
measurement of the analysers must be selected
appropriately in relation to the values measured.
3.3. Gases
3.3.1. The system must be free of gas leaks. The design
and materials used must be such that the system
does not influence the pollutant concentration in
the exhaust gas. The following gases may be
used:88/77/EEC
91/542/EEC
88/77/EEC
91/542/EEC
88/77/EEC
91/542/EEC
20Analyser Span gas Zero gas
CO CO in N 2 nitrogen or dry
purified air
HC C 3H8in air dry purified air
NOx NO in N 2(1)nitrogen or dry
purified air
CO2 CO in N 2 nitrogen or drypurified air
(1)The amount of NO 2contained in this gas must
not exceed 5 % of the NO content.
3.4. Support gases
3.4.1. The following gases must be available if necessa-
ry for operation:
3.4.2. Purified nitrogen (purity /Ga31 ppm C, /Ga31 ppm
CO, /Ga3400 ppm CO2, /Ga30,1 ppm NO);
3.4.3. Purified oxygen (purity ∫99,5 % vol O 2):
3.4.4. Hydrogen mixture (40 ± 2 % hydrogen, balance
nitrogen or helium) (purity /Ga31 ppm C, /Ga3400
ppm CO 2);
3.4.5. Purified synthetic air (purity /Ga31 ppm C, /Ga31
ppm CO, /Ga3400 ppm CO 2,/Ga30,1 ppm NO) oxy-
gen content between 18 and 21 % vol.
3.5. Calibration gases
3.5.1. The true concentration of a calibration gas must
be within ± 2 % of the stated figure.
3.5.2. The gases used for calibration may also be obtai-
ned by means of a gas divider, diluting with puri-
fied N 2or with purified synthetic air. The accu-
racy of the mixing device must be such that the
concentrations of the diluted calibration gases
may be determined to within ± 2 %.
Annex V describes the analytical systems in cur-
rent use. Other systems or analysers which have
proved to give equivalent results may be used.
4. TEST PROCEDURE
4.1. Test cycle
The following 13- - -mode cycle shall be followed
in dynamometer operation on the test engine:88/77/EEC
21Mode No Engine speed Per cent load
1i d l e —
2i n t e r m e d i a t e 10
3i n t e r m e d i a t e 25
4i n t e r m e d i a t e 50
5i n t e r m e d i a t e 75
6i n t e r m e d i a t e 100
7i d l e —
8r a t e d 100
9r a t e d 75
10 rated 50
11 rated 25
12 rated 10
13 idle —
4.2. Measurement of exhaust gas flow
For calculation of the emission it is necessary to
know the exhaust gas flow (see section 4.8.1.1).
For determination of exhaust flow either of the
following methods may be used:
(a) Direct measurement of the exhaust flow by
flow nozzle or equivalent metering system;
(b) Measurement of the air flow and the fuel
flow by suitable metering systems and cal-
culation of the exhaust flow by the following
equations:
GEXH =G AIR+G FUEL
orV〈
EXH =V AIR- - - 0,75 G FUEL (dry
exhaust volume)
or
V〈〈EXH =V AIR+0 , 7 7G FUEL
(wet exhaust volume)
The accuracy of exhaust flow determination shall
be ± 2,5 % or better. The concentration of car-
bon monoxide and nitric oxide are measured in
the dry exhaust. For this reason the CO and
NOxemissions shall be calculated using the dry
exhaust gas volume V 〈EXH. However in the case
of an analytical system with heated sampling line,
the NOx emissions shall be calculated using the
wet exhaust gas volume V 〈〈EXH, If the exhaust
mass flow rate (G EXH)i su s e di nt h ec a l c u l a t i o n
the CO and NO Xconcentrations shall be related
to the wet exhaust. Calculation of the HC emis-
sion shall include G EXH and V 〈EXH according to
the measuring method used.91/542/EEC
224.3. Operating procedure for analysers and sampling
system
The operating procedure for analysers shall fol-
low the start-up and operating instructions of the
instrument manufacturer. The following mini-
mum requirements shall be included.
4.3.1. Calibration procedure
The calibration procedure shall be carried out
within one month preceding the emission test.
The instrument assembly shall be calibrated and
calibration curves checked against standard gases.
The same gas flow rates shall be used as when
sampling exhaust.
4.3.1.1. A minimum of two hours shall be allowed for
warming up the analysers.
4.3.1.2. A system leakage test shall be performed. The
probe shall be disconnected from the exhaustsystem and the end plugged. The analyser pump
shall be switched on. After an initial stabilization
period all flow meters and pressure gauges
should read zero. If not, the sampling line(s)
shall be checked and the fault corrected.
4.3.1.3. The NDIR analyser shall be tuned, where appro-
priate, and the flame combustion of the HFID
analyser optimized.
4.3.1.4 Using purified dry air (or nitrogen), the CO,
CO2(if used) and NOx analysers are set at zero;
dry air is purified for the HC analyser. Using ap-
propriate calibration gases, the analysers shall be
reset.
4.3.1.5. The zero setting shall be rechecked and the pro-
cedure described in section 4.3.1.4 above repea-
ted, if necessary.
4.3.1.6. Gas meters or flow instrumentation used to de-
termine flow through the particulate filters and
to calculate the dilution ratio are calibrated with
a standard air flow measurement device ups-
tream of the instrument. This device must
conform to the regulations of the National Bu-
reau of Standards of the respective country. The
points on the calibration curve relative to the de-
vice measurements must be within ± 1,0% of
the maximum operating range or ± 2,0% of the
point, whichever is smaller.88/77/EEC
91/542/EEC
88/77/EEC
91/542/EEC
234.3.1.7. When using a partial-flow-dilution system with
isokinetic probe, the dilution ratio is checked
with the engine running using either the CO 2or
NOx concentrations in the raw and diluted ex-
haust.
4.3.1.8 When using a full-flow-dilution system, the total
flow is verified by means of a propane check.
The gravimetric mass of propane injected into
the system is subtracted from the mass measured
with the full-flow-dilution system and then divi-
ded by the gravimetric mass. Any discrepancy
greater than ± 3 % must be corrected.’
4.3.2. Establishment of the calibration curve
4.3.2.1. The analyser calibration curve is established by
at least five calibration points spaced as uniform-
ly as possible. The nominal concentration of the
calibration gas of the highest concentration mustbe not less than 80 % of the full scale.
4.3.2.2. The calibration curve is calculated by the least
square method.
If the resulting polynominal degree is greater
than 3, the number of calibration points must be
at least equal to this polynominal degree plus 2.
4.3.2.3. The calibration curve must not differ by more
than 2 %, from the nominal value of each cali-
bration gas.
4.3.2.4. T race of the calibration curve
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 analyser
must be indicated, particularly:
—t h e s c a l e ,
— the sensitivity,
—t h e z e r o p o i n t ,
— the date of carrying out the calibration.
4.3.2.5. If it can be shown to the satisfaction of the tech-
nical service that alternative technology (e.g.
computer, electronically controlled range switch,
etc.) can give equivalent accuracy, then these al-
ternatives may be used.
4.3.3. Efficiency test of the NO
xconverter
4.3.3.1. The efficiency of the converter used for the
conversion of NO xinto NO is tested as follows.91/542/EEC
88/77/EEC
244.3.3.2. Using the test set up as shown at the end of this
Annex and the procedure below, the efficiency of
converters can be tested by means of an ozona-
tor.
4.3.3.3. Calibrate the CLA in the most common opera-
ting range following the manufacturer’s specifica-
tions using zero and span gas (the NO content of
which must amount to about 80 % of the opera-
ting range and the NO 2concentration of the gas
mixture to less than 5 % of the NO concentra-
tion). The NOx analyser must be in the NO
mode so that the span gas does not pass through
the converter. Record the indicated concentra-
tion.
4.3.3.4. Via a T-fitting, oxygen is added continously to
the gas flow until the concentration indicated is
about 10 % less than the indicated calibrationconcentration given in section 4.3.3.3. Record the
indicated concentration (c). The ozonator is kept
deactivated throughout the process.
4.3.3.5. The ozonator is now activated to generate
enough ozone to bring the NO concentration
down to 20 % (minimum 10 %) of the calibra-
tion concentration given in 4.3.3.3. Record the
indicated concentration (d).
4.3.3.6. The NO analyser is then switched to the NOx
mode which means that the gas mixture (consis-
ting of NO, NO
2,O 2and N 2) now passes
through the converter. Record the indicated
concentration (a).
4.3.3.7. The ozonator is now deactivated. The mixture of
gases described in section 4.3.3.4 passes through
the converter into the detector. Record the indi-
cated concentration (b).
4.3.3.8. With the ozonator deactivated, the flow of oxy-
gen is also shut off. The NO reading of the ana-
lyser must then be no more than 5 % above the
figure given in section 4.3.3.3.
4.3.3.9. The efficiency of the NOx converter is calculated
as follows:
Efficiency (%) =(1+a–b
c–d)×100
4.3.3.10. The efficiency of the converter must be tested
prior to each calibration of the NOx analyser.88/77/EEC
254.3.3.11. The efficiency of the converter must not be less
than 90%.
NB:
If the analyser operating range is above the high-
est range that the NOx generator can operate to
give a reduction from 80 to 20 %, then the high-
est range the NOx generator will operate on will
be used.
4.3.4. Pre-test checks
A minimum of two hours shall be allowed for
warming up the infra-red NDIR analysers, but it
is preferable that power be left on continuously
in the analysers. The chopper motors may be
turned off when not in use.
4.3.4.1. The HC analyser shall be set at zero on dry air
or nitrogen and a stable zero obtained on the
amplifier meter and recorder.
4.3.4.2. Span gas shall be introduced and the gain set to
m a t c ht h ec a l i b r a t i o nc u r v e .T h es a m ef l o wr a t e
shall be used for calibration, span and exhaust
sampling to avoid correction for sample cell pres-
sure. Span gas having a concentration of the
constituent that will give a 75 to 95 % full-scale
deflection shall be used. Concentration shall be
obtained to ± 2,5 %.
4.3.4.3. Zero shall be checked and the procedures descri-
bed in sections 4.3.2.1 and 4.3.2.2 repeated, if
required.
4.3.4.4. Flow rates shall be checked.
4.3.4.5. The range of the exhaust gas velocity and the
pressure oscillations is checked and adjusted ac-
cording to the requirements of Annex V , if appli-
cable.
4.4. Fuel
The fuel shall be the reference fuel specified in
Annex IV .
4.5. Engine test conditions
4.5.1. The absolute temperature (T) of the engine air
i n l e te x p r e s s e di nk e l v i n sa n dt h ed r ya t m o s -
pheric pressure (ps) expressed in kilopascals shall
be measured and the parameter F shall be deter-
mined by the formula:
F=(99
ps)0,65×(T
298)0,588/77/EEC
91/542/EEC
88/77/EEC
264.5.2. For a test to be recognized as valid, the para-
meter F shall be such that:
0,96 /Ga3F/Ga31,06
4.6. Test r un
At least two hours before the test, each filter is
placed in a closed but unsealed Petri dish and
placed in a weighing chamber for stabilization.
At the end of the stabilization period each filter
is weighed, and the tare weight recorded. The
filter is then stored in the Petri dish which must
remain in the weighing chamber until needed for
testing, or a sealed filter holder. If the filter is
not used within one hour of its removal from the
weighing chamber, it must be reweighed before
use. During each mode of the test cycle the
specified speed must be held to within ± 50 rpm
and the specified torque held to within ± 2 % of
the maximum torque at the test speed. The fueltemperature at the injection pump inlet must be
306 to 316 K (33 to 43 ûC). The governor and
fuel system must be adjusted as established by
the manufacturer’s sales and service literature.
The following steps are taken for each test:
4.6.1. Instrumentation and sample probes are installed
as required. When using a full-flow-dilution sys-
tem for exhaust gas dilution, the tailpipe is con-
nected to the system, and the settings of inlet
restriction and exhaust backpressure readjusted
accordingly. The total flow must be set so as to
keep the temperature of the diluted exhaust at
or below 325 K (52 ûC) immediately before the
particulate filters at the mode with the maximum
heat flow as determined from exhaust flow and/
or temperature;
4.6.2. the cooling system and the full-flow-dilution sys-
tem, or partial-flow-dilution system, respectively,
are started.
4.6.3. the engine shall be started and warmed up until
all temperatures and pressures have reached
equilibrium;88/77/EEC
91/542/EEC
88/77/EEC
274.6.4. the torque curve at full load must be determined
by experimentation to calculate the torque values
for the specified test modes; the maximum per-
missible power absorbed by engine-driven equip-
ment, declared by the manufacturer to be appli-
cable to the engine type, is taken into account.
The dynamometer setting for each engine speed
and load are calculated using the formula:
S=Pmin×L
100+Paux.
4.6.5. the emission analysers are set at zero and
spanned; the particulate sampling system is
started. When using a partial-flow-dilution sys-
tem, the dilution ratio must be set so as to keep
the temperature of the diluted exhaust at or
below 325 K (52 ûC) immediately before the
particulate filters at the mode with the maximum
heat flow as determined from exhaust flow and/
or temperature;
4.6.6. the test sequence is started (see section 4.1). The
engine is operated for six minutes in each mode,
completing engine speed and load changes in the
first minute. The responses of the analysers are
recorded on a strip chart recorder for the full six
m i n u t e sw i t he x h a u s tg a sf l o w i n gt h r o u g ht h e
analysers at least during the last three minutes.
For particulate sampling, one pair of filters (pri-
mary and back-up filters, see Annex V) is used
for the complete test procedure. With a partial-
flow-dilution system, the product of dilution ratio
and exhaust gas flow for each mode must be
within ± 7 % of the average of all modes. Withthe full-flow-dilution system, the total mass flow
rate must be kept within ± 7 % of the average
of all modes. The sample mass drawn through
the particulate filters (Ms
am) must be adjusted at
each mode to take account of the modal weight-
ing factor and the exhaust or fuel mass flow-rate
(see 4.8.3.3). A sampling time of at least 20 sec-
onds is used. Sampling must be conducted as late
as possible within each mode. The engine speed
and load, intake air temperature and exhaust
flow are recorded during the last five minutes of
each mode, with the speed and load require-
ments being met during the time of particulate
sampling, but in any case during the last minute
of each mode;91/542/EEC
284.6.7. any additional data required for calculation shall
be read and recorded (see section 4.7);
4.6.8. the zero and span settings of the emission analy-
sers shall be checked and reset, as required, at
least at the end of the test. The test shall be
considered satisfactory if the adjustment necessa-
ry after the test does not exceed the accuracy of
the analysers prescribed in section 3.2.
4.7. Evaluation of results
4.7.1. At the completion of testing the total sample
mass through the filters (Ms am) is recorded. The
filters are returned to the weighing chamber and
conditioned for at least two hours, but not more
than 36 hours, and then weighed. The gross
weight of the filters is recorded. The particulate
mass (P f) is the sum of the particulate masses
collected on the primary and back-up filters.
4.7.2. For the evaluation of the gaseous emissions chart
recording, the last 60 seconds of each mode must
be located, and the average chart reading for
HC, CO and NOx over this period determined.
The concentration of HC, CO and NOx during
each mode is determined from the average chart
readings and the corresponding calibration data.
However a different type of registration can be
used if it ensures an equivalent data acquisition.
4.8. Calculations
4.8.1. The final reported test results of the gaseous
emissions are derived through the following
steps:
4.8.1.1. the exhaust gas mass flow rate G EXH or V 〈EXH
and V 〈〈EXH shall be determined (see section 4.2)
for each mode;
4.8.1.2. when applying G EXH the measured carbon mon-
oxide and oxides of nitrogen concentration shall
be converted to a wet basis according to Annex
VI. However in the case of an analytical system
with heated sampling line, the NOx emissions
shall not be converted according to Annex VI;
4.8.1.3. the NOx concentration shall be corrected accord-
ing to Annex VII;88/77/EEC
91/542/EEC
88/77/EEC
91/542/EEC
88/77/EEC
294.8.1.4. the pollutant mass flow for each mode shall be
calculated as follows:
(1) NO xm a s s = 0,001587 /Gb4=NOxc o n c /Gb4GEXH
(2) CO mass= 0,000966 /Gb4COconc /Gb4=GEXH
(3) HC mass= 0,000478 /Gb4HCconc /Gb4GEXH
or
(1) NO x masse = 0,00205 /Gb4NOxc o n c /Gb4V〈EXH
(dry) for unheated systems
(2) NO xm a s s = 0,00205 /Gb4NOxc o n c /Gb4V〈〈EXH
(wet) for heated systems
(3) CO mass= 0,00125 /Gb4COconc /Gb4V〈EXH (dry)
(4) HC mass= 0,000618 /Gb4HCconc /Gb4V〈〈EXH (wet)
4.8.2. The gaseous emissions are calculated in the fol-
lowing way:
NO x=NO xm a s s WFi
(Pi–Paux)W Fi
CO=CO massWFi
(Pi–Paux)W Fi
HC=HC massWFi
(Pi–Paux)W Fi
The weighting factors used in the above calcula-
tion are according to the following table:88/77/EEC
91/542/EEC
88/77/EEC
30Mode No WF
1 0,25/3
20 , 0 8
30 , 0 8
40 , 0 8
50 , 0 8
60 , 2 5
7 0,25/3
80 , 1 0
90 , 0 2
10 0,02
11 0,02
12 0,02
13 0,25/3
Flow-control solenoid valve
Feed
O2
Ozonator
Analyser
inlet
connector
NO/N 2supply
Flow-control valve
Flowmeter
Schematic of NO xconverter efficiency device
314.8.3. The particulate emissions are calculated in the
following way. The general equations of this
paragraph apply to both full-flow-dilution and
partial-flow-dilution systems:
PT=PTmass(Pi–Paux)W Fi
4.8.3.1. The particulate mass flow is calculated as fol-
lows:
PTmass=PfGEDF
MSAM1000
PTmass=PfV〈〈EDF
VSAM1000
4.8.3.2. G EDF,V〈〈EDF,MSAM et V SAM over the test cycle
are determined by summation of the average va-
lues of the individual modes:
GEDF=GEDF,iWFi
V〈〈EDF=V〈〈EDF,iWFi
MSAM=MSAM,i
VSAM=VSAM,i
4.8.3.3. The effective weighting factor WF Efor each
mode is calculated in the following way:
WFE,i=MSAM,i GEDF
MSAMGEDF,i
or
WFE,i=VSAM,i V〈〈EDF
VSAMV〈〈EDF,i
The value of the effective weighting factors must
be within ± 0,003 of the weighting factors listed
in Annex III, section 4.8.2.
4.8.4. The final reported test results of the particulate
emission are derived through the following steps,
when using the full-flow-dilution system (Annex
V, S y s t e m 4 ) :
4.8.4.1. The diluted exhaust gas volume flow-rate V 〈〈TOT
over all modes is determined. V 〈〈TOT,i corre-
sponds to V 〈〈EDF,i in the general equations in
4.8.3.2.
4.8.4.2. When using a single-dilution system, M SAMis the
mass through the sampling filters (GF 1 in
Annex V , System 4).91/542/CEE
324.8.4.3. When using a double-dilution system, M SAM is
the mass through the sampling filters (GF 1 in
Annex V , System 4) minus the mass of the se-
condary dilution air (GF 2 in Annex V , System
4).
4.8.5. The final reported test results of the particulate
emission are derived through the following steps,
when using the partial-flow-dilution system (An-
nex V , System 5). Since various types of dilution
rate control may be used, different calculation
methods for G EDF or V 〈〈EDF apply. All calcula-
tions are based upon the average values of the
individual modes during the sampling period.
4.8.5.1. Fractional sampling type with isokinetic probe.
GEDF,i=GEXH,i qi
or
V〈〈EDF,i=V〈〈EXH,i qi
qi=GDIL,i+(GEXH,i r)
(GEXH,i r)
or
qi=V〈〈DIL,i+(V〈〈EXH,i r)
(V〈〈EXH,i r)
where r corresponds to the ratio of the cross sec-
tional areas of the isokinetic probe and exhaust
pipe:
r=Ap
AT
4.8.5.2. Fractional sampling type with CO 2or NOx mea-
surement
GEDF,i=GEXH,i qi
or
V〈〈EDF,i=V〈〈EXH,i qi
qi=ConcE,i−ConcA,i
ConcD,i−ConcA,i
where
Conc E= concentration of the raw exhaust
Conc D= concentration of the diluted exhaust
Conc A= concentration of the diluted air
Concentrations measured on a dry basis are
converted to a wet basis according to Annex VI.91/542/CEE
334.8.5.3. T otal sampling type with CO 2measurement and
carbon balance method
GEDF,i=206 GFuel,i
CO2D,i−CO2A,i
where
CO2D =C O 2concentration of the diluted ex-
haust gases,
CO2A =C O 2concentration of the diluted air
(concentrations in Vol % on wet ba-
sis)
This equation is based upon the carbon balance
assumption (carbon atoms supplied to the engine
are emitted as CO 2,and derived through the fol-
lowing steps:
GEDF,i=GEXH,i qi
qi=206 GFuel,i
GEXH,i (CO2D,i−CO2A,i)
4.8.5.4. T otal sampling type with mass flow control
GEDF,i=GEXH,i qi
qi=GTOT,i
(GTOT,i−GDIL,i)91/542/CEE
34ANNEX IV
TECHNICAL CHARACTERISTICS OF REFERENCE
FUEL PRESCRIBED FOR APPROVAL TESTS AND TO
VERIFY CONFORMITY OF PRODUCTION
C E C r e f e r e n c e f u e l R F --- 0 3 --- A --- 8 4(1) (3) (7)
Ty p e: D i es el f uel
Limits and units ASTM Method
Cetane number(4)min. 49
max. 53D 613
Density 15 ûC (kg/l) min. 0,835
max. 0,845D 1298
Distillation(2):
—5 0%p o i n t—9 0%p o i n t
— final boiling
pointmin. 245 ûC
min. 320 ûC
max. 340 ûC
max. 370 ûCD8 6
Flash point min. 55 ûC D9 3
CFPP min.—
m a x . --- 5 ûCEN 116 (CEN)
Viscosity 40 ûCm i n . 2 , 5 m m2/s
max. 3,5 mm2/sD 445
Sulphur content(8)min. (to be repor-
ted)D 1266/D 2622
max. 0,3 % mass D 2785
Copper corrosion max. 1 D 130
Conradson carbonresidue (10 % DR)max. 0,2 % mass
D 189
Ash content max.0,01% mass D 482
Water content max. 0,05 % mass D 95/D 1744
Neutralization
(strong acid) num-bermax. 0,20 mg
KOH/g
Oxidation stability
(6)max. 2,5 mg/l100 ml D 2274
Additives(5)88/77/EEC
35(1) Equivalent 150 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 Petroleum Product Quality Disputes ,
have been applied and in fixing a maximum value, a minimumdifference of 2R above zero has been taken into account; in fix-ing a maximum and minimum value, the minimum differenceis 4R (R = reproducibility).
Notwithstanding this measure, which is necessary for statisti-
cal reasons, the manufacturer of a fuelshould nevertheless aimat a zero value where the stipulated maximum value is 2R andat the mean value in the case of quotations of maximum andminimum limits.
Should it be necessary to clarify the question as to whether a
fuel meets the requirements of the specification, the terms ofASTM D 3244 should be applied.
(4) The range for cetane is not in accordance with the require-
ment of a minimum range of 4R. However, in cases of disputebetween fuel supplier and user, the terms in ASTM D 3244can be used to resolve such disputes provided replicatemeasurements, of sufficient number to achieve the necessaryp r e c i s i o n ,a r em a d ei np r e f e r e n c et os i n g l ed e t e r m i n a t i o n s .
(5) This fuel should be based on straight run and cracked hydro-
carbon distillate components only; desulphurization is al-lowed. It must not contain any metallic additives or cetane im-prover additives.
(6) Even though oxidation stability is controlled it is likely that
shelf life will be limited. Advice should be sought from thesupplier 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 calculatedfrom:
Specific energy (calorific value) (net) inMJ/kg =(46,423
- 8,792d
2+ 3,170d) (1 - (x + y + s)) + 9,420s - 2,499x
where:d = the density at 15 ûC,
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).
(8) At the request of the vehicle manufacturer, diesel fuel with a
0,05% mass maximum sulphur content may be used to repre-sent future market fuel quality, both for type-approval and forconformity of production testing.
36ANNEX V
ANALYTICAL AND SAMPLING SYSTEMS
1. DETERMINATION OF THE GASEOUS
EMISSIONS
Three analytical systems for the determination of
the gaseous emissions are described based on theuse of:
— HFID analyser for the measurement of hy-
drocarbons,
— NDIR analyser for the measurement of car-
bon monoxide,
— C L A ,H C L Ao re q u i v a l e n ta n a l y s e rw i t ho r
without heated sampling line for measure-
ment of nitrogen oxides.
System 1
A schematic diagram of the analytical and sampling
system using the chemiluminescent analyser for mea-
suring NOx is shown in Figure 1.
SP Stainless-steel sample probe, to
obtain samples from the exhaustsystem. A closed-end multihole
static probe extending at least 80
% across the exhaust pipe is rec-
ommended. The exhaust gas
temperature at the probe shallbe not less than 343 K (70 ûC).
HSL Heated sampling line, tempera-
ture shall be kept at 453 to 473K (180 to 200 ûC); the line shall
be made in stainless steel or
PTFE.
F1 Heated pre-filter, if used; tem-perature shall be the same asHSL.
T1 Temperature read-out of samplestream entering oven compart-ment.
V1 Suitable valving for selectingsample, span gas or air gas flowto the system. The valve shall be
in the oven compartment or
heated to the temperature of the
sampling line.
V2,V3 Needle valves to regulate calibra-
tion gas and zero gas.88/77/EEC
91/542/EEC
88/77/EEC
37F2 Filter to remove particulates. A
70-mm-diameter glass-fibre-typefilter disc is suitable. The filter
shall be readily accessible and
changed daily or more frequent-
ly, as needed.
P1 Heated sample pump.
G1 Pressure gauge to measure pres-
sure in sample line.
V4 Pressure regulator valve to con-trol pressure in sample line andflow to detector.
HFID Heated flame ionization detectorfor hydrocarbons. T emperatureof oven shall be kept at 453 to
473 K (180 to 200 ûC).
FL1 Flowmeter to measure sample
by-pass flow.
R1,R2 Pressure regulators for air andfuel.
SL Sample line. The line shall bemade in PTFE or in stainlesssteel. It may be heated or un-
heated.
B Bath to cool and condense water
from exhaust sample. The bathshall be maintained at a temper-
ature of 273 to 277 K (0 to 4
ûC) by ice or refrigeration.
C Cooling coil and trap sufficient
to condense and collect water va-pour.
T2 T emperature read-out of bathtemperature.
V5,V6 T oggle valves to drain conden-sate trap and bath.
V7 Three-way valve.
F3 Filter for removing particulatecontaminants from sample priorto analysis. A glass-fibre type of
at least 70 mm diameter is suit-
able.
P2 Sample pump.
V8 Pressure regulator to controlsample flow.
38V9,V10,V11,V12 Three-way ball valves or solenoid
valves to direct sample, zero gasor calibrating gas streams to the
analysers.
V13,V14 Needle valves to regulate flows
to the analysers.
CO NDIR analyser for carbon mon-oxide.
NOx CLA analyser for nitric oxides.
FL2,F L 3,F L 4 By-pass flowmeters.
System 2
A schematic diagram of the analytical and sampling
system using the NDIR analyser for measuring NOx
i ss h o w ni nF i g u r e2 .
SP Stainless-steel sample probe, to
obtain samples from the exhaustsystem. A closed-end multihole
static probe extending at least 80
% across the exhaust pipe is rec-
ommended; the temperature at
t h ep r o b es h a l lb ea tl e a s t3 4 3K(70ûC) (in accordance with Di-
rective 72/306/EEC). The probe
shall be located in the exhaust
line at a distance of 1 to 5
metres from the exhaust man-ifold outlet flange of the outlet
of the turbocharger
HSL Heated sampling line, tempera-
ture shall be kept at 453 to 473K (180 to 200 ûC); the line shall
be made in stainless steel or
PTFE.
F1 Heated pre-filter, if used; tem-perature shall be the same as theHSL.
T1 Temperature read-out of samplestream entering oven compart-ment.
39V1 Suitable valving for selecting
sample, span gas or air zero gasflow to the system. The valve
shall be in the oven compart-
ment or heated to the tempera-
ture of the sampling line.
V2,V3 Needle valves to regulate calibra-
tion gas and zero gas.
F2 Filter to remove particulates. A70- - -mm-diameter glass-fibre-typefilter disc is suitable. The filter
shall be readily accessible and
changed daily or more frequent-
ly, as needed.
P1 Heated sample pump.
G1 Pressure gauge to measure pres-
sure in sample line.
V4 Pressure regulator valve to con-trol pressure in sample line andflow to detector.
HFID Heated flame ionization detectorfor hydrocarbons. T emperatureof oven shall be kept at 453 to
473 K (180 to 200 ûC).
FL1 Flowmeter to measure sample
by-pass flow.
R1,R2 Pressure regulators for air andfuel.
SL Sample line. The line shall bemade in PTFE or in stainlesssteel. It may be heated or un-
heated
B Bath to cool and condense water
from exhaust sample. The bathshall be maintained at a temper-
ature of 273 to 277 K (0 to 4
ûC) by ice or refrigeration.
C Cooling coil and trap sufficient
to condense and collect water va-pour.
T2 T emperature read-out of bathtemperature.
V5,V6 T oggle valves to drain condensa-tion trap and bath.
V7 Three-way valve.
40F3 Filter for removing particulate
contaminates from sample priorto analysis. A glass-fibre type of
at least 70 mm diameter is suit-
able.
P2 Sample pump.
V8 Pressure regulator to controlsample flow.
V9 Ball or solenoid valve to directsample, zero gas or calibratinggas streams to the analysers.
V10,V11 Three-way valves to by-pass dri-er.
D Drier to remove moisture in thesample stream. If a drier is usedbefore NOx analyser it shall have
minimum effect on NOx con-
centration.
V12 Needle valve to regulate flow tothe analysers.
G2 G a u g et oi n d i c a t ei n l e tp r e s s u r eto the analysers.
CO NDIR analyser for carbon mon-oxide.
NOx NDIR analyser for nitric oxides.
FL2,F L 3 By-pass flowmeters.
41System 3
A schematic diagram of the analytical and sampling
system using HCLA or equivalent systems for measur-
ing NOx is shown in Figure 3 to this Annex.
SP Stainless-steel sample probe, to
obtain samples from exhaust sys-tem. A closed-end multihole
straight probe extending at least
80 % across the exhaust pipe is
recommended. The exhaust gas
temperature at the probe shallbe not less than 343 K (70 ûC).
HSL 1 Heated sampling line, tempera-
ture shall be kept at 453 to 473K (180 to 200 ûC); the line shall
be made in stainless steel or
PTFE.
F1 Heated pre-filter, if used; tem-perature shall be the same asHSL
1.
T1 Temperature read-out of samplestream entering oven compart-ment.
V1 Suitable valving for selectingsample, span gas or air gas flowto the system. The valve shall be
in the oven compartment or
heated to the temperature of the
samping line HSL
1.
V2,V3 Needle valves to regulate calibra-
tion gas and zero gas.
F2 Filter to remove particulates. A70-mm-diameter glass-fibre-typefilter disc is suitable. The filter
shall be readily accessible and
changed daily or more frequent-
ly, as needed.
P1 Heated sample pump.
G1 Pressure gauge to measure pres-
sure in sample line HC-analyser.
R3 Pressure regulator valve to con-trol pressure in sample line andflow to detector.88/77/EEC
42HFID Heated flame ionization detector
for hydrocarbons. T emperatureof oven shall be kept at 453 to
473 K (180 to 200 ûC).
FL1,F L 2,F L 3 Flowmeters to measure sample
by-pass flow.
R1,R2 Pressure regulators for air andfuel.
HSL 2 Heated sampling line, tempera-ture shall be kept between 368and 473 K (95 and 200 ûC); the
line shall be made in stainless
steel or PTFE.
T2 Temperature read-out of samplestream entering CL analyser.
T3 T emperature read-out of NO 2to
NO converter.
V9,V10 Three-way valve to by-pass NO 2
to NO converter.
V11 Needle valve to balance flowthrough NO
2to NO converter
and by-pass.
SL Sample line. The line shall bemade in PTFE or in stainlesssteel. It may be heated or un-
heated.
B Bath to cool and condense water
from exhaust sample. The bathshall be maintained at a temper-
ature of 273 to 277 K (0 to 4
ûC) by ice or refrigeration.
C Cooling coil and trap sufficient
to condense and collect water va-pour.
T4 T emperature read-out of bathtemperature.
V5,V6 T oggle valves to drain conden-sate trap and bath.
R4,R5 Pressure regulators to controlsample flow.
V7,V8 Ball valve or -solenoid valves todirect sample, zero gas or cali-brating gas streams to the ana-
lysers.
V12,V13 Needle valves to regulate flows
to the analysers.
43CO NDIR analyser for carbon mon-
oxide.
NOx HCLA analyser for nitric oxides.
FL4,F L 5 By-pass f1owmeters.
V4,V14 Three-way ball or solenoidvalves. The valves shall be in anoven compartment or heated to
the temperature of the sampling
line HSL
1.
44
Air Fuel
Heated oven
Vent
Vent
ZeroCalibration and
Calibration andAir zero gas
Calibration gas
Exhaust
Back flushFigure 1
Flow diagram of exhaust gas analysis system for CO, NOx, HC (NOx analysis by CLA)Zerospan gas
span gas88/77/EEC
45
Air Fuel
Heated oven
Vent
Vent
Zero gasAir zero gas
Calibration gas
Back flushExhaust
Figure 2
Flow diagram of exhaust gas analysis system for CO, NOx, HC (NOx analysis by NDIR)Calibration and span gas88/77/EEC
46
Span gas
ExhaustBack flush
Key
Sample probe (SP)
Heated airfilter (F)
Heated sample line (HSL)
Temperature gauge (T)
Pressure gauge (G)
Bath cooler (B)
Filter (F)
Sample pump (P)
Heated oven
Converter
Analyser
Drain valve (V)
Needle valve (V)
Pressure regulator (R)
Three-way valve (V)
Selecting valve (V)
Flowmeter (FL)Air zero gas
Air Fuel
Calibration gasVent
Zero gas NO (CL), heated
Converter
Calibration
Calibration
Figure 3
Flow diagram of exhaust gas analysis system for CO, NOx and HC (analysis by HCLA and heated
sample line)NO
FL4FL4Vent
span gasspan gas
Zero gas
472. DETERMINATION OF THE P ARTICULATE
EMISSIONS
The determination of the particulate emissions
requires a dilution system capable of maintaining
the temperature of the diluted exhaust gas at or
below 325 K (52 oC), a particulate sampling sys-
tem, specified particulate sampling filters, and a
microgram balance which shall be placed in an
air conditioned weighing chamber. T wo princi-
pally different dilution and sampling systems
(full-flow-dilution system and partial-flow-dilution
system) are described. The specification of filters,
the balance and the weighing chamber apply to
both systems.
2.1. Particulate sampling filters
2.1.1. Fluorocarbon-coated glass fibre filters or fluoro-
carbon-based (membrane) filters are required.
2.1.2. Particulate filters must have a minimum diameter
of 47 mm (37 mm stain diameter). Larger diam-
eter filters are acceptable.
2.1.3. The diluted exhaust gases are sampled by a pair
of filters placed in series (one primary and one
back-up filter) during the test sequence. The
back-up filter must be located no more than 100
mm downstream of, and must not be in contact
with, the primary filter.
2.1.4. The recommended minimum loading on a pri-
mary 47 mm filter (37 mm stain diameter) is 0,5
milligrams, on a primary 70 mm filter (60 mm
stain diameter) 1,3 milligrams.
Equivalent minimum loadings of 0,5 mg/1 075
mm2(i. e. mass/stain area) are recommended for
other filters.
2.2. Weighing chamber and microgram balance spec-
ifications
2.2.1. The temperature of the chamber (or room) in
which the particulate filters are conditioned and
weighed must be maintained to within ± 6 K of
a set point between 293 K and 303 K (20 ûand
30ûC) during all filter conditioning and wei-
ghing. The relative humidity must be maintained
to within ± 10 % relative humidity of a set
point between 35 % and 55 %.
2.2.2. The chamber (or room) environment must be
free of any ambient contaminates (such as dust)
that could settle on the particulate filters duringtheir stabilization. At least two unused reference
filters must be weighed within four hours of, but
preferably at the same time as, the sample filter
weighings. If the average weight of the reference
filter changes between sample filter weighings by
more than ± 6,0% of the recommended mini-
mum filter loading, then all sample filters are
discarded and the emissions tests repeated.91/542/EEC
48In case of a weight change between - - - 3,0% and
- - - 6,0 % the manufacturer has the option of ei-
ther repeating the test or adding the average
amount of weight loss to the net weight of the
sample. In case of a weight change between +
3,0% and + 6,0% the manufacturer has the op-
tion of either repeating the test or accepting the
measured sample filter weight values. If the ave-
rage weight changes by not more than ± 3,0 %,
the measured sample filter weights are used. The
r e f e r e n c ef i l t e r sm u s tb et h es a m es i z ea n dm a t e -
rial as the sample filters, and be changed at least
once a month.
2.2.3. The microgram balance used to determine the
weights of all filters must have a precision (stan-
dard deviation) of 2% and a readability of 1 %
of the recommended minimum filter loading.
2.3. Additional specifications
All parts of the dilution system and the sampling
system from the exhaust pipe up to the filter
holder which are in contact with raw and diluted
exhaust gas must be designed to minimize de-
position or alteration of the particulates. All
parts must be made of electrically conductive
material, that does not react with exhaust gas
components, and must be electrically grounded,
to prevent electrostatic effects.
S y s t e m 4 (full-flow-dilution system)
A particulate sampling system is described based
upon the dilution of the total exhaust using the
CVS (Constant Volume Sampling) concept. Figu-
re 4 is a schematic drawing of this system. The
total volume of the mixture of exhaust and dilu-
tion air must be measured, and a sample must
be collected for analysis.
The mass of particulate emissions is subsequently
determined from the mass sample collected on a
p a i ro ff i l t e r s ,t h es a m p l ef l o wa n dt h et o t a lf l o w
of dilution air and exhaust gas over the test pe-
riod. Either a PDP or a CFV and a single-dilu-
tion or a double-dilution system may be used.
Gaseous emissions must not be determined with
a CVS system. The components must meet the
following requirements:91/542/EEC
49EP Exhaust pipe
The exhaust pipe length from the exit of the
engine exhaust manifold or turbocharger
outlet to the dilution tunnel is required to
be not more than 10 m. If the system ex-
ceeds 4 m in length, then all tubing in ex-
cess of 4 m must be insulated. The radial
thickness of the insulation must be at least
25 mm. The thermal conductivity of the in-
sulating material must have a value no grea-
ter than 0,1 W/mk measured at 673 K (300
ûC).
PDP Positive Displacement Pump
PDP meters total diluted exhaust flow from
the number of the pump revolutions and
the pump displacement. The exhaust system
backpressure must not be artificially low-ered by the PDP or dilution air inlet sys-
tem. Static pressure measured with the op-
erating CVS system must remain within ± 1
,5 kPa of the static pressure measured with-
out connection to the CVS at identical en-
gine speed and load. The gas mixture tem-
perature immediately ahead of the PDP
must be within ± 6 K of the average oper-
ating temperature observed during the test,
when no flow computation is used.
CFV Critical Flow Venturi
CFV measures total diluted flow by main-
taining the flow at choked conditions (criti-
cal flow). The static pressure variations in
the raw exhaust conform to the specifica-
tions detailed for the PDP . The gas mixttLre
temperature immediately ahead of the CFV
must be within + 11 K of the average ope-
rating temperature observed during the test,
when no flow computation is used.
HE Heat exchanger (optional, if EFC is used)
The heat exchanger must be of sufficient ca-
pacity to maintain the temperature within
the limits required above.91/542/EEC
50EFC Electronic flow computation (optional, if HE
is used)
If the temperature at the inlet to either
PDP or CFV is not kept constant, a flow
computation system is required for conti-
nuous measurement of the flow rate.
PDT Primary dilution tunnel
The primary dilution tunnel must be:
— small enough in diameter to cause tur-
bulent flow (Reynolds Number greater
than 4000) and of sufficient length to
c a u s ec o m p l e t em i x i n go ft h ee x h a u s t
and dilution air,
— at least 460 mm in diameter with a sin-
gle-dilution system or at least 200 mm
in diameter with a double-dilution sys-
tem.
T h ee n g i n ee x h a u s tm u s tb ed i r e c t e dd o w n -
stream at the point where it is introduced
into the primary dilution tunnel, and tho-
roughly mixed.
SDS Single-dilution system
The single-dilution method collects a sample
from the primary tunnel, and then passes
this sample through the sampling filters.
The flow capacity of the PDP or CFV must
be sufficient to maintain the diluted exhaust
at a temperature of no more than 325 K
(52 ûC) immediately before the primary
particulate filter.
DDS Double-dilution system
The double-dilution method collects a sam-
ple from the primary tunnel, and then trans-
fers this sample to a secondary dilution tun-
nel where the sample is further diluted. The
doubly-diluted sample is then passed
through the sampling filters. The flow capa-
city of the PDP or CFV must be sufficient
to maintain the diluted exhaust stream in
the PDP at a temperature of less than or
equal to 464 K (191 ûC) at the sampling
zone. The secondary dilution system must
provide sufficient secondary dilution air to
maintain the doubly-diluted exhaust stream
at a temperature of less than or equal to
325 K (52 ûC) immediately before the pri-
mary particulate filter.
PSP Particulate sample probe (for SDS only)91/542/EEC
51The particulate sample probe must:
— be installed facing upstream at a point
where the dilution air and exhaust gas
are well mixed (i.e., on the dilution
tunnel centre line, approximately 10
tunnel diameters downstream of the
point where the exhaust enters the di-
lution tunnel),
— h a v ea ni n s i d ed i a m e t e ro fa tl e a s t1 2
mm.
T h ed i s t a n c ef r o mt h ep r o b et i pt ot h ef i l t e r
holder must not exceed 1 020 mm. The
sample probe must not be heated.
PTT Particulate transfer tube (for DDS only)
The particulate transfer tube must be:
— installed facing upstream at a point
where the dilution air and exhaust gasare well mixed (i.e., on the dilution
tunnel centreline, approximately 10
tunnel diameters downstream of the
point where the exhaust enters the
dilution tunnel),
— 12 mm minimum inside diameter,
— not more than 910 mm from inlet pla-
ne to exit plane.
The particulate sample must exit on the
centre line of the secondary dilution tunnel
and point downstream. The transfer tube
must not be heated.
SDT Secondary dilution tunnel (for DDS only)
The secondary dilution tunnel must have a
minimum diameter of 75 mm, and be of
sufficient length so as to provide a residence
time of at least 0,25 seconds for the doubly-
diluted sample. The primary filter holder
must be located within 300 mm of the exit
of the secondary dilution tunnel.91/542/EEC
52DAF Dilution air filter
The dilution air may be filtered at the dilu-
tion air inlet, must have a temperature of
298 K (25 ûC) ± 5 K, and may be sampled
to determine background particulate levels,
which can then be subtracted from the va-
lues measured in the diluted exhaust.
FH Filter holder(s)
For primary and back-up filters one filter
housing or separate filter housings may be
used. The requirements of Annex V , section
2.1.3 must be be met. The filter holders
must not be heated.
SP Sample pump
The particulate sample pump must be lo-
cated sufficienfly distant from the tunnel so
that the inlet gas temperature is maintainedconstant (+ 3 K), if flow computation is not
used. The sample pump(s) must be running
throughout the complete test procedure. A
by-pass system is used for passing the sam-
ple through the sampling filters.
DP Dilution air pump (for DDS only)
The dilution air pump must be located so
that the secondary dilution air is supplied
with a temperature of 298 K (25 ûC) + 5
K.
GF 1 Gas flowmeter (particulate sample flow)
T h eg a sm e t e ro rf l o wi n s t r u m e n t a t i o nm u s t
be located sufficiently distant from the tun-
nel so that the inlet gas temperature re-
mains constant (± 3 K), if flow computation
is not used.
GF 2 Gas flowmeter (dilution air, for DDS only)
T h eg a sm e t e ro rf l o wi n s t r u m e n t a t i o nm u s t
be located so that the inlet gas temperature
remains at 298 K (25 ûC) ± 5 K.91/542/EEC
53S y s t e m 5 (Partial-flow-dilution system)
A particulate sampling system is described based upon
the dilution of part of the exhaust gas. Figure 5 is a
schematic drawing of this system. The mass of partic-
ulate emissions is determined from a mass sample col-
lected on a pair of filters and from the dilution ratio,
sample flow and exhaust gas flow or fuel flow over
the test period. The calculation of the dilution ratio
depends upon the type of system used. Only a frac-
tion of the diluted exhaust (fractional sampling type)
or all of the diluted exhaust (total sampling type) may
be sampled. All types described herein are equivalent
as long as they comply with the requirements of An-
nex Ill, sections 4.6.6 and 4.8.3.3. The components
must meet the following requirements:
EP Exhaust pipe
For types without isokinetic probe, it is ne-
cessary to have a straight pipe of a length
of 6 pipe diameters upstream and 3 pipe
diameters downstream of the tip of the pro-
be.
For a type with isokinetic probe, the ex-
haust pipe must be free of elbows, bends
and sudden diameter changes for at least 15
pipe diameters upstream and 4 pipe diame-
ters downstream of the tip of the probe.
The exhaust gas velocity at the sampling
zone must be higher than 10 m/s and lower
than 200 m/s. Pressure oscillations of the ex-
haust gas must not exceed ± 500 Pa on
average. Any steps to reduce pressure oscil-
lations beyond using a chassis-type exhaust
system (including muffler) must not alter
engine performance nor cause the deposi-
tion of particulate.
PR Sampling probe
T h ep r o b em u s tb ei n s t a l l e df a c i n gu p s -
tream on the exhaust pipe centre line at a
point where the above flow conditions are
met. The minimum diameter ratio between
exhaust pipe diameter and probe diameter
must be 4.91/542/EEC
54lSP Isokinetic sampling probe (optional, if EGA
or mass flow control is used)
T h ei s o k i n e t i cs a m p l i n gp r o b em u s tb ed e s i -
gned to provide a proportional sample of
the raw exhaust gas. T o that purpose, ISP
replaces PR as described above and has to
be connected to a differential pressure
transducer and a speed controller, to obtain
isokinetic flow at the probe tip. The inside
diameter must be at least 12 mm.
EGA Exhaust gas analyser (optional, if ISP or
mass flow control is used)
CO2or NO xanalysers may be used (with
carbon balance method CO 2only). The
analysers must be calibrated in the same
way as the analysers for the measurement of
the gaseous pollutants. One or more analy-sers may be used for the determination of
the concentration differences.
TT Transfer tube
The particulate sample transfer tube must
be:
— heated or insulated so that the gas
temperature in the transfer tube be not
below 423 K (15() ûC). If the gas tem-
perature is below 423 K (150 ûC) it
must not be below the exhaust gas
temperature,
— equal to or greater in diameter than
the probe diameter, but not more than
25 mm in diameter,
— not more than 1 000 mm from inlet
plane to exit plane.
The particulate sample must exit on the
centre line of the dilution tunnel and point
downstream.91/542/EEC
55SC Speed controller (for ISP only)
A pressure control system is necessary for
isokinetic exhaust splitting by maintaining a
differential pressure of zero between EP
and ISP . Under these conditions, exhaust
gas velocities in EP and ISP are identical,
and the mass flow through ISP is a constant
fraction of the exhaust gas flow. The adjust-
ment is done by controlling the speed of the
suction blower (SB) and keeping the speed
of the pressure blower (PB) constant during
each mode. The remaining error in the
pressure control loop must not exceed ±
0,5 % of the measuring range of the pressu-
re transducer (DPT). The pressure oscilla-
tions in the dilution tunnel must not exceed
± 250 Pa on average.
DPT Differential pressure transducer (for ISP only)
The differential pressure transducer must
have a range of the order of ± 500 Pa.
FC 1 Flow controller (dilution air)
A flow controller is necessary to control the
dilution air mass flow. It may be connected
to the exhaust flow or fuel flow and/or CO 2
differential signal. When using a pressurizedair supply, FC 1 directly controls the air
flow.
GF 1 Gas flowmeter (dilution air)
T h eg a sm e t e ro rf l o wi n s t r u m e n t a t i o nm u s t
be located so that the inlet gas temperature
remains at 298 (25 ûC) ± 5 K.
SB Suction blower (for fractional sampling type
only)
PB Pressure blower
T o control the dilution air mass flow-rate,
PB must be connected to FC 1. Exhaust
flow or fuel flow and/or CO[B2[B differen-
tial signals may be used as command si-
gnals. PB is not required, when using a
pressurized air supply.91/542/EEC
56DAF Dilution air filter
The dilution air may be filtered at the dilu-
tion air inlet, must have a temperature of
298 K (25 ûC) ± 5 K, and may be sampled
to determine background particulate levels,
which can then be subtracted from the va-
lues measured in the diluted exhaust.
DT Dilution tunnel
The dilution tunnel must be:
— small enough in diameter to cause tur-
bulent flow (Reynolds Number greater
than 4 000) and of sufficient length to
c a u s ec o m p l e t em i x i n go ft h ee x h a u s t
and dilution air,
— at least 25 mm in diameter for the to-
tal sampling type,
— at least 75 mm in diameter for the
fractional sampling type.
T h ee n g i n ee x h a u s tm u s tb ed i r e c t e dd o w n -
stream at the point where it is introduced
into the dilution tunnel, and thouroughly
(SIC! thoroughly) mixed with the dilution
air by means of a mixing orifice. For frac-
tional systems, the mixing quality must be
checked after introduction into service by
means of a CO 2profile of the tunnel with
the engine running (at least six equally spa-
ced measuring points).
PSS Particulate sampling system
The particulate sampling system must be
configured so as to collect a sample from
the dilution tunnel and to pass this sample
through the sampling filters (fractional sam-
pling type), or to pass all of the diluted ex-
haust through the sampling filters (total
sampling type). In order to avoid any im-
pact on the control loops, it is recommen-
ded that the sample pump be running
throughout the complete test procedure. A
by-pass system with a ball valve between the
sample probe and the filter holder must be
used for passing the sample through the
sampling filters at the desired times. Interfe-
rence of the switching procedure on the
control loops must be corrected within less
than three seconds.91/542/EEC
57PSP Particulate sample probe (for fractional sam-
pling type only)
The particulate sample probe must:
— be installed facing upstream at a point
where the dilution air and exhaust gas
are well mixed (i.e., on the dilution
tunnel centre line, approximately 10
tunnel diameters downstream of the
point where the exhaust enters the di-
lution tunnel),
— h a v ea ni n s i d ed i a m e t e ro fa tl e a s t1 2
mm.
PTT Particulate transfer tube
The particulate transfer tube must not be
heated and must not exceed 1 020 mm in
length:
— for the fractional sampling type from
the probe tip to the filter holder,
— for the total sampling type from the
end of the dilution tunnel to the filter
holder.
FH Filter holder(s)
For primary and back-up filters one filter
housing or separate filter housings may be
used. The requirements of Annex V , section
2.1.3 must be met. The filter holders must
not be heated.
SP Sample pump
The particulate sample pump must be loca-
ted sufficiently distant from the tunnel so
that the inlet gas temperature is maintained
constant (± 3 K), if flow computation is not
used.
FC 2 Flow controller (particulate sample flow, op-
tional)
A flow controller may be used, in order to
improve accuracy of the particulate sample
flow-rate.
GF 2 Gas flowmeter (particulate sample flow)
T h eg a sm e t e ro rf l o wi n s t r u m e n t a t i o nm u s t
be located sufficiently distant from the tun-
nel so that the inlet gas temperature re-
mains constant (± 3 K), if flow computation
is not used.91/542/EEC
58BV Ball valve
The ball valve must have a diameter no less
than the sampling tube and a switching time
of less than 0,5 seconds.91/542/EEC
59
Engine Exhaust
Inletoptional if
flow compensation
is used
optional
Blower
Figure 4
Full-flow-dilution system91/542/EEC
60
Figure 5
Partial-flow-dilution systemRaw Exhaust Gas
Some components are optional, refer to textAir or
Air
ISP or PRPressurised91/542/EEC
61ANNEX VI
CONVERSION OF CO AND NO xCONCENTRATION TO
AW E TB A S I S
The CO and NO xexhaust gas concentrations as measured
in this procedure are on a dry basis. T o convert the mea-
sured values to the concentrations present in the exhaust(wet basis), the following relationship may be employed:
ppm (wet basis) = ppm (dry basis) ×[1–1, 85 (G
FUEL
GAIR)]
where:
GFUEL = the fuel flow (kg/s) (kg/h),
GAIR= the air flow (kg/s) (kg/h) (dry air).88/77/EEC
62ANNEX VII
HUMIDITY CORRECTION FACTOR FOR NITROGEN
OXIDES
The values of the oxides of nitrogen shall be multiplied by
the following humidity correction factor:
1
1+A( 7 m−75)+B×1, 8 (T−302)
where:
A=0, 044GFUEL
GAIR−0, 0038,
B=0, 116GFUEL
GAIR+0, 0053,
m = humidity of the inlet air in grams of water per
kilogram of dry air
T = temperature of the air in K
GFUEL
GAIR= fuel air ratio (dry air basis).88/77/EEC
63ANNEX VIII
(MODEL)
EEC TYPE-APPROVAL CERTIFICATE
Stamp of
administration
Communication concerning the:
— type-approval1
— extension of type-approval(1)of a type of a vehicle/se-
parate technical unit/component(1)with regard to Di-
rective 88/77/EEC as last amended by Directive. . .
E E Ct y p e - a p p r o v a lN o : ..............................
E x t e n s i o nN o : ......................................
SECTION I0. General
0.1. Make of vehicle/separate technical unit/compo-
nent
(1):............................................
0.2. Manufacturer’s designation of vehicle type/sepa-
rate technical unit/component(1):..............
0.3. Manufacturer’s type coding as marked on the ve-
hicle/separate technical unit/component(1):......
..........................................
0 . 4 . C a t e g o r yo fv e h i c l e :.........................
0 . 5 . N a m ea n da d d r e s so fm a n u f a c t u r e r s :...........
..........................................
0.6. Name and address of manufacturer’s authorized
r e p r e s e n t a t i v e( i fa n y ) : ......................
..........................................
SECTION II
1. Brief description (where appropriate): See Annex
I.
2. T echnical department responsible for carrying out
t h et e s t s : ..................................
..........................................
3 . D a t eo ft e s tr e p o r t : .........................
4 . N u m b e ro ft e s tr e p o r t : ......................
5. Ground(s) for extending type approval (where
a p p r o p r i a t e ) :...............................
...............................
6. Remarks (if any): See Annex I.
7 . P l a c e :.....................................
8 . D a t e : .....................................
9 . S i g n a t u r e : .................................
10. A list of documents making up the type-approval
file lodged with the administrative department
that has granted type approval, which may be
obtained on request, is attached.
1Delete as appropriate.88/77/EEC
64Appendix
to EEC type-approval certificate No ... concerning the
type approval of a vehicle/separate technical unit/compo-
nent1within the meaning of Directive 88/77/EEC
1. Brief description
1.1. Particulars to be completed in relation to the type-
approval of a vehicle with an engine installed:
1 . 1 . 1 . M a k eo fe n g i n e( n a m eo fu n d e r t a k i n g ) : ........
..........................................
1.1.2. T ype and commercial description (mention any
v a r i a n t s ) : ..................................
...............................
1.1.3. Manufacturer’s code as marked on the engine: . .
...............
1 . 1 . 4 . C a t e g o r yo fv e h i c l e( i fa p p l i c a b l e ) : ............
1 . 1 . 5 . N a m ea n da d d r e s so fm a n u f a c t u r e r : ...........
..........................................
1.1.6. Name and address of manufacturer’s authorized
r e p r e s e n t a t i v e( i fa n y ) : ......................
1.2. If the engine referred to in 1.1 has been type-ap-
proved as a separate technical unit:
1 . 2 . 1 . T y p e - a p p r o v a ln u m b e ro ft h ee n g i n e : ..........
1.3. Particulars to be completed in relation to the type-
approval of an engine as a separate technical unit
(conditions to be respected in the installation of
t h ee n g i n eo nav e h i c l e ) :
1.3.1. Maximum and/or minimum intake depression . . .
kPa ......................................
1.3.2. Maximum allowable back pressure kPa .........
1.3.3. Maximum permissible power absorbed by the en-
g i n e - d r i v e ne q u i p m e n t : ......................
..........................................
1.3.3.1. Idle: kW; Intermédiaire: kW; ........... ......
Rated: kW .........
1 . 3 . 4 . R e s t r i c t i o n so fu s e( i fa n y ) :...................
..........................................
1.4. Emission levels
CO g/kWh.........
HC g/kWh......... determined by a full/
partial flow system
(1)NO g/kWh.........pata owsyste
(1)
PT g/kWh..........
6. Remarks (if any) : ..........................
...............................
1Delete as appropriate.88/77/EEC
91/542/EEC
88/77/EEC