1970L0220—EN—21.01.2002—019.001—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) ◄
(OJL76,6.4.1970,p.1)
Amendedby:
OfficialJournal
No page date
►M1CouncilDirective74/290/EECof28May1974 L159 61 15.6.1974
►M2CommissionDirective77/102/EECof30November1976 L32 32 3.2.1977
►M3CommissionDirective78/665/EECof14July1978 L223 48 14.8.1978
►M4CouncilDirective83/351/EECof16June1983 L197 1 20.7.1983
►M5CouncilDirective88/76/EECof3December1987 L36 1 9.2.1988
►M6CouncilDirective88/436/EECof16June1988 L214 1 6.8.1988
►M7CouncilDirective89/458/EECof18July1989 L226 1 3.8.1989
►M8CommissionDirective89/491/EECof17July1989 L238 43 15.8.1989
►M9CouncilDirective91/441/EECof26June1991 L242 1 30.8.1991
►M10CouncilDirective93/59/EECof28June1993 L186 21 28.7.1993
►M11Directive 94/12/EC of the European Parliament and the Council of 23
March1994L100 42 19.4.1994
►M12CommissionDirective96/44/ECof1July1996 L210 25 20.8.1996
►M13Directive 96/69/ECoftheEuropeanParliament andoftheCouncilof8
October1996L282 64 1.11.1996
►M14CommissionDirective98/77/ECof2October1998 L286 34 23.10.1998
►M15Directive98/69/ECoftheEuropeanParliamentandoftheCouncilof13
October1998L350 1 28.12.1998
►M16CommissionDirective1999/102/ECof15December1999 L334 43 28.12.1999
►M17Directive 2001/1/EC of the European Parliament and of the Council of
22January2001L35 34 6.2.2001
►M18Directive2001/100/ECoftheEuropeanParliamentandoftheCouncilof
7December2001L16 32 18.1.2002
Amendedby:
►A1ActofAccessionofDenmark,IrelandandtheUnitedKingdomofGreat
BritainandNorthernIrelandL73 14 27.3.1972
Correctedby:
►C1Corrigendum,OJL303,8.11.1988,p.36(88/436/EEC)
►C2Corrigendum,OJL270,19.9.1989,p.16(89/458/EEC)
►C3Corrigendum,OJL104,21.4.1999,p.31(98/69/EC)
1970L0220—EN—21.01.2002—019.001—2
►C4Corrigendum,OJL104,21.4.1999,p.32(98/69/EC)
▼B
COUNCILDIRECTIVE
of20March1970
on the approximation of the laws of the Member States on
measurestobetakenagainstairpollutionbyemissionsfrommotor
vehicles
(70/220/EEC)
THECOUNCILOFTHEEUROPEANCOMMUNITIES,
Having regard to the Treaty establishing the European Economic
Community,andinparticularArticle100thereof;
HavingregardtotheproposalfromtheCommission;HavingregardtotheOpinionoftheEuropeanParliament(
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 18October 1968; whereas that regula-
tion contains provisions on measures to be taken against air pollutionby positive-ignition engines of motor vehicles; whereas those provi-sionswillenterintoforceon1October1970;
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
thatregulationisapplicable:
— from1September1971,totype-approvedvehicleswithanewtype
of engine, that is to say, a type of engine which has never beforebeeninstalledinatype-approvedvehicle;
— from1 Septem ber 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, eitherinadditiontoorinplaceoftheirexistingrules,inorder,inparticular,toallowtheEECtype—approvalprocedurewhichwasthesubjectofthe 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,thepresentDirectivewillbeappliedbeforethedate
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
thisDirective;
Whereas, on the basis of that communication, each Member State
requested tograntnational typeapprovalofatypeofvehicle mustbe
abletoascertainwhetherthattypehasbeensubmittedtothetestslaiddowninthisDirective;whereas,tothisend,eachMemberStateshouldinformtheotherMemberStatesofitsfindingsbysendingthemacopyofthecommunicationcompletedforeachtypeofmotorvehiclewhichhasbeentested;1970L0220—EN—21.01.2002—019.001—3
(1) OJNoC160,18.12.1969,p.7.
(2) OJNoC48,16.4.1969,p.16.
(3) OJNoL42,23.2.1970,p.1.▼M6
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Whereasalongerperiodofadaptationshouldbelaiddownforindustry
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;
Whereasitisdesirabletousethetechnicalrequirementsadoptedbythe
UN Economic Commission for Europe in its Regulation No 15(
1)
(Uniformprovisions concerning the approval of vehicles equippedwith a positive-ignition engine with regard to the emission of gaseous
pollutantsbytheengine),annexedtotheAgreementof20March1958
concerning the adoption of uniformconditions of approval and reci-procalrecognitionofapprovalformotorvehicleequipmentandparts;
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
inArticle 13oftheCouncilDirective of6February1970onthetype
approvalofmotorvehiclesandtheirtrailers;
HASADOPTEDTHISDIRECTIVE:
Article 1
ForthepurposesofthisDirective:
— ‘vehicle’ means any vehicle as defined in Annex II Section A to
Directive70/156/EEC,
— ‘automotive LPG or NG equipment’ means any assembly of auto-
motive LPG or NG components designed to be fitted on one ormore given types of motor vehicle, which can be approved as a
separate technical unit as defined in Article 4(1)(d) of Directive
70/156/EEC,
— ‘replacement catalytic converter’ means a catalytic converter or an
assembly of catalytic converters intended to replace an originalequipment catalytic converter on a vehicle approved according toDirective 70/220/EEC, which can be approved as a separate tech-nicalunitasdefinedinArticle4(1)(d)ofDirective70/156/EEC.
Article 2
No Member State may refuse to grant EEC type approval or national
typeapprovalofavehicleongroundsrelatingtoairpollutionbygases
frompositive-ignitionenginesofmotorvehicles:
— from1October1970,wherethatvehiclesatisfiesboththerequire-
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,VandVI;
— from1 October 1971, where that vehicle satisfies, in addition, the
requirementscontainedinitems3.2.1.1and3.2.2.1ofAnnexIand
inAnnexIII.
Article 2a
NoMemberStatemayrefuseorprohibitthesaleorregistration,entry
intoserviceoruseofavehicle ongroundsrelating toairpollutionbygases frompositive-ignition engines of m otor vehicles if that vehiclesatisfiestherequirementssetoutinAnnexesI,II,III,IV,VandVI.1970L0220—EN—21.01.2002—019.001—4
(1) ECE(Geneva)DocumentW/TRANS/WP29/293/Rev.1,11.4.1969.▼M14
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Article 3
1. On application being made by a manufacturer or his authorised
representative, the competent authorities of the Member State
concerned shall complete the sections of the communication provided
for in Annex VII. A copy of that communication shall be sent to theotherMemberStatesandtotheapplicant.OtherMemberStateswhichare requested to grant national type approval for the same type ofvehicle shall accept that document as proofthat the testsprovided forhavebeencarriedout.
2. The provisions of paragraph 1 shall be revoked as soon as the
Council Directive of 6 February 1970 on the type approval of motor
vehiclesandtheirtrailersentersintoforce.
Article 4
The Member State which has granted type approval shall take the
necessary measures to ensure that it is informed of any modificationof a part or characteristic referred to in item1.1 of Annex I. Thecompetent authorities of that Member State shall determine whetherfreshtestsshouldbecarriedoutonthemodifiedprototypeandwhether
a fresh report should be drawn up. Where such tests reveal failure to
comply with the requirements of this Directive, the modification shallnotbeapproved.
Article 5
The amendments necessary for adjusting the requirements of
►
M15AnnexesItoXI ◄soastotakeaccountoftechnicalprogress
shallbeadoptedinaccordancewiththeprocedurelaiddowninArticle13oftheCouncilDirectiveof6February1970onthetypeapprovalofmotorvehiclesandtheirtrailers.
Article 6
1. MemberStatesshalladoptprovisionscontainingtherequirements
neededinordertocomplywiththisDirectivebefore30June1970and
shallforthwithinformtheCommissionthereof.
2. Member States shall ensure that they communicate to the
Commission the text of the main provisions of national law whichtheyadoptinthefieldcoveredbythisDirective.
Article 7
ThisDirectiveisaddressedtotheMemberStates.1970L0220—EN—21.01.2002—019.001—5
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LISTOFANNEXES
ANNEXI: Scope, definitions, application for EC type-approval, granting of ec type-approval,
requirements and tests, extension of EC type-approval, conformity of production
andin-servicevehicles,on-boarddiagnostic(OBD)systems
Appendix 1:Verificationofproductionconformity
(1ststatisticalmethod)
Appendix 2:Verificationofproductionconformity
(2ndstatisticalmethod)
Appendix 3:In-serviceconformitycheck
Appendix 4:Statisticalprocedureforin-serviceconformitytesting
ANNEXII: Informationdocument
Appendix:Informationontextconditions
ANNEXIII: TypeItest(verifyingtheaveragetailpipeemissionsafteracoldstart)
Appendix 1:OperatingcycleusedforthetypeItest
Appendix 2:Chassisdynamometer
Appendix 3:Measurementmethodontheroad-simulationonachassisdynamometer
Appendix 4:Verificationofinertiasotherthanmechanical
Appendix 5:Descriptionoftailpipeemission-samplingsystems
Appendix 6:Methodofcalibratingtheequipment
Appendix 7:Totalsystemverification
Appendix 8:Calculationoftheemissionofpollutants
ANNEXIV: TypeIItest(carbonmonoxideemissiontestatidlingspeed)
ANNEXV: TypeIIItest(verifyingemissionsofcrankcasegases)ANNEXVI: Type IV test (determination of evaporative emissions from vehicles with positive-
ignitionengines)
Appendix 1:Calibrationfrequencyandmethods
Appendix 2:Diurnalambienttemperatureprofileforthediurnalemissiontest
ANNEXVII: TypeVItest:Verifyingtheaveragelowambienttemperaturecarbonmonoxideand
hydrocarbontailpipeemissionsafteracoldstart
ANNEXVIII: TypeVtest(ageingtestforverifyingthedurabilityofanti-pollutiondevices)
ANNEXIX: Specificationsofreferencefuels
ANNEXIXa: SpecificationsofgaseousreferencefuelsANNEXX: ModelECtype-approvalcertificate
Appendix:AddendumtoECinformationdocument
ANNEXXI: On-board-diagnostics(OBD)formotorvehicles
Appendix 1:FunctionalaspectsofOBDsystems
Appendix 2:Essentialcharacteristicsofthevehiclefamily
ANNEXXII: EC type-approval for a vehicle fuelled by LPG or natural gas with regards to its
emissions
ANNEXXIII: ECtype-approvalofreplacementcatalyticconverterasseparatetechnicalunit
Appendix 1:Informationdocument
Appendix 2:ECtype-approvalcertificate
Appendix 3:ECtype-approvalmark1970L0220—EN—21.01.2002—019.001—6
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ANNEX I
SCOPE, DEFINITIONS, APPLICATION FOR EC TYPE-APPROVAL,
GRANTINGOF EC TYPE-APPROVAL, REQUIREMENTSANDTESTS,
EXTENSION OF EC TYPE-APPROVAL, CONFORMITY OF PRODUC-
TION AND IN-SERVICEVEHICLES, ON-BOARD DIAGNOSTIC (OBD)
SYSTEMS
1. SCOPE
ThisDirectiveappliesto
— tailpipe emissions at normal and low ambient temperature,
evaporative emissions, emissions of crankcase gases, the
durability of anti-pollution devices and on-board diagnostic
(OBD)systemsofmotorvehiclesequippedwithpositive-igni-
tionengines,
and
— tailpipeemissions,thedurabilityofanti-pollutiondevicesand
on-board diagnostic (OBD) systems of vehicles of category
M1andN1(1),equippedwithcompression-ignitionengines,
covered by Article 1 of Directive 70/220/EEC in the version of
Directive 83/351/EEC, with the exception of those vehicles of
categories N1forwhichtype-approval hasbeengranted pursuant
toDirective88/77/EEC(2).
At the request of the manufacturers, type-approval pursuant to
thisDirectivemaybeextendedfromM1orN1vehiclesequipped
withcompressionignitionengineswhichhavealreadybeentype-
approved, to M2and N2vehicles having a reference mass not
exceeding 2840 kg and meeting the conditions of section 6 of
thisAnnex(extensionofEECtype-approval).
ThisDirectivealsoappliesto:
— the EC type-approval procedure for replacement catalytic
convertersasseparatetechnical unitsintendedtobefittedon
vehiclesofcategoryM1andN1,
— the EC type-approval procedure of automotive LPG or NG
equipment as a separate technical unit intended to be fitted
on vehicles of category M1and N1, with regard to its emis-
sions.
2. DEFINITIONS
ForthepurposesofthisDirective:
2.1. ‘Vehicle type’ with regard to the tailpipe emissions from the
engine,meansacategoryofpower-drivenvehicleswhichdonot
differinsuchessentialrespectsas:
2.1.1. theequivalentinertiadeterminedinrelationtothereferencemass
asprescribedinsection5.1ofAnnexIII;and
2.1.2. theengineandvehiclecharacteristicsasdefinedinAnnexII.
2.2. ‘Referencemass’meansthemassofthevehicleinrunningorder
lessthe uniformm assof the driver of 75 kg and increased by a
uniformmassof100kg.
2.2.1. ‘Massofthevehicleinrunningorder’meansthemassdefinedin
section2.6ofAnnexItoDirective70/156/EEC.
2.3. ‘Maximum mass’ means the mass defined in section 2.7 of
AnnexItoDirective70/156/EEC.1970L0220—EN—21.01.2002—019.001—7
(1) AsdefinedinPartAofAnnexIItoDirective70/156/EEC.
(2) OJL36,9.2.1998,p.33.▼M15
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2.4. ‘Gaseous pollutants’ means the exhaust gas emissions of carbon
monoxide, oxides of nitrogen, expressed in nitrogen dioxide
(NO2)equivalent,andhydrocarbonsassumingratioof:
—C1H1.85forpetrol,
—C1H1.86fordiesel,
—C1H2.525forLPG,
—C H4forNG.
2.5. ‘Particulate pollutants’ means components of the exhaust gas
which are removed from the diluted exhaust gas at a maximum
temperature of 325 K (52 ºC) by means of the filters described
inAnnexIII.
2.6. ‘Tailpipeemissions’means:
— for positive-ignition engines, the emission of gaseous pollu-
tants,
— forcompression-ignitionengines,theemissionofgaseousand
particulatepollutants.
2.7. ‘Evaporativeemissions’meansthehydrocarbonvapourslostfrom
thefuelsystemofamotorvehicleotherthanthosefromtailpipe
emissions.
2.7.1. ‘Tank breathing losses’ are hydrocarbon emissions caused by
temperaturechangesinthefueltank(assumingaratioofC1H2,33).
2.7.2. ‘Hotsoaklosses’arehydrocarbonemissionsarisingfromthefuel
systemofastationaryvehicleafteraperiodofdriving(assuming
aratioofC1H2,20).
2.8. ‘Enginecrankcase’meansthespacesin,orexternalto,anengine
whichareconnectedtotheoilsumpbyinternalorexternalducts
throughwhichgasesandvapourscanescape.
2.9. ‘Coldstartdevice’meansadevicewhichtemporarilyenrichesthe
air/fuelmixtureoftheenginethusassistingtheenginetostart.
2.10. ‘Starting aid’ means a device which assists the engine to start
without enrichment of the air/fuel mixture of the engine, e.g.
glowplugs,modificationstotheinjectiontiming.
2.11. ‘Enginecapacity’means:
2.11.1. for reciprocating piston engines, the nominal engine swept
volume,
2.11.2. for rotary piston (Wankel) engines, double the nominal engine
sweptvolume.
2.12. ‘Anti-pollutiondevice’meansthosecomponentsofavehiclethat
controland/orlimittailpipeandevaporativeemissions.
2.13. ‘OBD’anon-boarddiagnosticsystemforemissioncontrolwhich
hasthecapabilityofidentifyingthelikelyareaofmalfunctionby
meansoffaultcodesstoredincomputermemory.
2.14. ‘In-service test’ means the test and evaluation of conformity
conductedinaccordancewithsection7.1.7ofthisAnnex.
2.15. ‘Properly maintained and used’ means, for the purpose of a test
vehicle, that such a vehicle satisfies the criteria for acceptance
of a selected vehicle laid down in section 2 of Appendix 3 to
thisAnnex.
2.16. ‘Defeat device’ means any element of design which senses
temperature,vehiclespeed,engineRPM,transmissiongear,mani-
foldvacuumoranyotherparameterforthepurposeofactivating,
modulating,delayingordeactivating theoperationofanypartof
theemissioncontrolsystem,thatreducestheeffectivenessofthe
emission control system under conditions which may reasonably
be expected to be encountered in normal vehicle operation and
use. Such an element of design may not be considered a defeat
deviceif:
I. theneedforthedeviceisjustifiedintermsofprotectingthe
engine against damage or accident and for safe operation of
thevehicle,or
II. the device does not function beyond the requirements of
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III. conditions are substantially included in the Type I or Type
VItestprocedures.
2.17. ‘Original equipment catalytic converter’ means a catalytic
converter or an assembly of catalytic converters covered by the
type-approvaldeliveredforthevehicleandwhosetypesareindi-
catedinthedocumentinAnnexIItothisDirective.
2.18. ‘Replacement catalytic converter’ means a catalytic converter or
an assembly of catalytic converters for which approval can be
obtained according to Annex XIII to this Directive, other than
thosedefinedinpoint2.17.
2.19. ‘Automotive LPG or NG equipment’ means any assembly of
automotiveLPGorNGcomponentsdesignedtobefittedonone
ormoregiventypesofmotorvehicles,whichcanbeapprovedas
aseparatetechnicalunit.
2.20. ‘Familyofvehicles’meansagroupofvehicletypesidentifiedby
aparentvehicleforthepurposeofAnnexXII.
2.21. ‘Fuelrequirementbytheengine’meansthetypeoffuelnormally
usedbytheengine:
— petrol,
— LPG(liquefiedpetroleumgas),
— NG(naturalgas),
— bothpetrolandLPG,— bothpetrolandNG,
— dieselfuel.
3. APPLICATIONFORECTYPE-APPROVAL
3.1. TheapplicationforECtype-approvalpursuanttoArticle3(4)of
Directive70/156/EECofavehicletypewithregardtoitstailpipe
emissions, evaporative emissions, durability of anti-pollution
devicesaswellastoitson-boarddiagnostic(OBD)systemmust
besubmittedbythevehiclemanufacturer.
Should the application concern an on-board diagnostic (OBD)
systemthe procedure described in Annex XI, section 3 m ust be
followed.
3.1.1. Should the application concern an on-board diagnostic (OBD)
system, it must be accompanied by the additional information
requiredinsection3.2.12.2.8ofAnnexIItogetherwith:
3.1.1.1. adeclarationbythemanufacturerof:3.1.1.1.1. in the case of vehicles equipped with positive-ignition engines,
the percentage of misfires out of a total number of firing events
that would result in emissions exceeding the limits given in
section3.3.2ofAnnexXIifthatpercentage ofmisfirehadbeen
presentfromthestartofatypeItestasdescribedinsection5.3.1
ofAnnexIII;
3.1.1.1.2. in the case of vehicles equipped with positive-ignition engines,
the percentage of misfires out of a total number of firing events
that could lead to an exhaust catalyst, or catalysts, overheating
priortocausingirreversibledamage;
3.1.1.2. detailedwritteninformationfullydescribingthefunctionalopera-
tion characteristics of the OBDsystem, including a listing of all
relevant parts of the vehicle's emission control system, i. e.
sensors, actuators and components, that are monitored by the
OBDsystem;
3.1.1.3. adescriptionofthemalfunctionindicator(MI)usedbytheOBD
systemtosignalthepresenceofafaulttoadriverofthevehicle;
3.1.1.4. the manufacturer must describe provisions taken to prevent
tampering with and modification of the emission control
computer;
3.1.1.5. when appropriate, copies of other type-approvals with the rele-
vantdatatoenableextensionsofapprovals;
3.1.1.6. ifapplicable,theparticularsofthevehiclefamilyasreferredtoin
AnnexXI,Appendix2.1970L0220—EN—21.01.2002—019.001—9
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3.1.2. Forthetestsdescribedinsection3ofAnnexXI,avehiclerepre-
sentative of the vehicle type or vehicle family fitted with the
OBD system to be approved must be submitted to the technical
service responsible for the type-approval test. If the technical
servicedeterminesthatthesubmittedvehicledoesnotfullyrepre-
sent the vehicle type or vehicle family described in Annex XI,
Appendix2,analternative andifnecessaryanadditionalvehicle
mustbesubmittedfortestinaccordancewithsection3ofAnnex
XI.
3.2. A model of the information document relating to tailpipe emis-
sions, evaporative emissions, durability and the on-board
diagnostic(OBD)systemisgiveninAnnexII.
3.2.1. Where appropriate, copies of other type-approvals with the rele-
vant data to enable extension of approvals and establishment of
deteriorationfactorsmustbesubmitted.
3.3. ForthetestsdescribedinSection5ofthisAnnexavehiclerepre-
sentativeofthevehicletypetobeapprovedmustbesubmittedto
thetechnicalserviceresponsibleforthetype-approvaltests.
4. GRANTINGOFECTYPE-APPROVAL
4.1. If the relevant requirements are satisfied, EC type-approval is
grantedpursuanttoArticle4(3)ofDirective70/156/EEC.
4.2. A model of the EC type-approval certificate relating to tailpipe
emissions, evaporative emissions, durability and the on-board
diagnostic(OBD)systemisgiveninAnnexX.
4.3. An approval number in accordance with Annex VII to Directive
70/156/EEC shall be assigned to each type of vehicle approved.
The same Member State shall not assign the same number to
anothertypeofvehicle.
5. REQUIREMENTSANDTESTS
Note:
As an alternative to the requirements of this section, vehicle
manufacturers whose world-wide annual production is less than
10000 units may obtain EC type-approval on the basis of the
correspondingtechnicalrequirementsin:
— theCaliforniaCodeofRegulations,Title13,Sections1960.1
(f) (2) or (g) (1) and (g) (2), 1960.1 (p) applicable to 1996
andlatermodelyearvehicles,1968.1,1976and1975,applic-
able to 1995 and later model year light-duty vehicles,
publishedbyBarclay'sPublishing.
The type-approval authority must inform the Commission of the
circumstancesofeachapprovalgrantedunderthisprovision.
5.1. General
5.1.1. The components liable to effect tailpipe and evaporative emis-
sions must be so designed, constructed and assembled as to
enable the vehicle, in normal use, to comply with the require-
ments of this Directive, despite the vibration to which they may
besubjected.
The technical measures taken by the manufacturer must be such
astounsurethatthetailpipeandevaporativeemissionsareeffec-
tively limited, pursuant to this Directive, throughout the normal
lifeofthevehicle andundernormal conditionsofuse.Thiswill
include the security of those hoses and their joints and connec-
tions, used within the emission control systems, which must be
soconstructedastoconformwiththeoriginaldesignintent.
For tailpipe emissions, these provisions are deemed to be met if
the provisions of sections 5.3.1.4 (type-approval) and section 7
(conformity of production and in-service vehicles) respectively
arecompliedwith.1970L0220—EN—21.01.2002—019.001—10
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Forevaporativeemissions,theseprovisionsaredeemedtobemet
if the provisions of section 5.3.4 (type-approval) and section 7
(conformityofproduction)arecompliedwith.
Theuseofadefeatdeviceisprohibited.
5.1.2. Inletorificesofpetroltanks:
5.1.2.1. Subject to 5.1.2.2, the inlet orifice of the fuel tank must be so
designedthatitpreventsthetankfrombeingfilledfromapetrol
pumpdeliverynozzlewhichhasanexternaldiameterof23,6mm
orgreater.
5.1.2.2. Section 5.1.2.1 does not apply to a vehicle in respect of which
bothofthefollowingconditionsaresatisfied,thatistosay:
5.1.2.2.1. that the vehicle is so designed and constructed that no device
designed to control the emission of gaseous pollutants is
adverselyaffectedbyleadedpetrol,and
5.1.2.2.2. that the vehicle is conspicuously, legibly and indelibly marked
with the symbol for unleaded petrol specified in ISO 2575-1982
inapositionimmediatelyvisibletoapersonfillingthefueltank.
Additionalmarkingsarepermitted.
5.1.3. Provisionmustbemade toprevent excessevaporative emissions
andfuelspillagecausedbyamissingfuelfillercap.Thismaybe
achievedbyusingoneofthefollowing:
— an automatically opening and closing, non-removable fuel
fillercap,
— design features which avoid excess evaporative emissions in
thecaseofamissingfuelfillercap,
— anyotherprovisionwhichhasthesameeffect.Examplesmay
include,butarenotlimitedto,atetheredfillercap,achained
fillercaporeoneutilizingthesamelockingkeyforthefiller
capasforthevehicle'signition.Inthiscasethekeymustbe
removablefromthefillercaponlyinthelockedcondition.
5.1.4. Provisions for electronic system security
5.1.4.1. Any vehicle with an emission control computer must include
featurestodetermodification,exceptasauthorisedbythemanu-
facturer. The manufacturer shall authorise modifications if these
modifications are necessary for the diagnosis, servicing, inspec-
tion, retrofitting or repair of the vehicle. Any reprogrammable
computer codes or operating parameters must be resistant to
tamperingandaffordalevelofprotectionatleastasgoodasthe
provisionsinISODIS15031-7;datedOctober1998(SAEJ2186
dated October 1996) provided that the security exchange is
conducted using the protocols and diagnostic connector as
prescribed in Section 6.5 of Annex XI, Appendix 1. Any remo-
vable calibration memory chips must be potted, encased in a
sealed container or protected by electronic algorithms and must
notbechangeablewithouttheuseofspecialisedtoolsandproce-
dures.
5.1.4.2. Computer-coded engine operating parameters must not be
changeable without the use of specialized tools and procedures
(e. g. soldered or potted computer components or sealed (or
soldered)computerenclosures).
5.1.4.3. Inthecaseofmechanicalfuel-injectionpumpsfittedtocompres-
sion-ignition engines, manufacturers must take adequate steps to
protect the maximum fuel delivery setting from tampering while
avehicleisinservice.
5.1.4.4. Manufacturersmayapplytotheapprovalauthorityforanexemp-
tion to one of these requirements for those vehicles which are
unlikely to require protection. The criteria that the approval
authority will evaluate inconsideringanexemption will include,
but are not limited to, the current availability of performance
chips, the high-performance capability of the vehicle and the
projectedsalesvolumeofthevehicle.1970L0220—EN—21.01.2002—019.001—11
▼M14
▼M9
▼M15
▼M16
▼M15
▼M16
5.1.4.5. Manufacturers using programmable computer code systems (e.g.
electrical erasable programmable read-only memory, EEPROM)
must deter unauthorised reprogramming. Manufacturers must
include enhanced tamper-protection strategies and write protect
featuresrequiringelectronicaccesstoanoffsitecomputermain-
tainedbythemanufacturer.Methodsgivinganadequatelevel of
tamperprotectionwillbeapprovedbytheauthority.
5.2. Applicationoftests
Figure1.5.2illustratestheroutesfortype-approvalofavehicle.
5.2.1. Positive-ignition engined vehicles must be subject to the
followingtests:
— Type I (verifying the average tailpipe emissions after a cold
start),
— TypeII(carbonmonoxideemissionatidlingspeed),
— TypeIII(emissionofcrankcasegases),
— TypeIV(evaporationemissions),— TypeV(durabilityofanti-pollutioncontroldevices),
— Type VI (verifying the average low ambient temperature
carbon monoxide and hydrocarbon tailpipe emissions after a
coldstart,
— OBD-test.
5.2.2. Positive-ignition engine powered vehicles fuelled with LPG or
NGonlyshallbesubjectedtothefollowingtests:
— type I (simulating the average tailpipe emissionsafter a cold
start),
— typeII(carbonmonoxideemissionsatidlingspeed),— typeIII(emissionsofcrankcase),
— typeV(durabilityofpollutioncontroldevices).
5.2.3. Compression-ignition engined vehicles must be subject to the
followingtests:
— Type I (verifying the average tailpipe emissions after a cold
start)
— TypeV(durabilityofanti-pollutioncontroldevices)— and,whereapplicable,OBDtest.
5.3. Descriptionoftests
5.3.1. TypeItest(simulatingtheaveragetailpipeemissionsafteracold
start).
5.3.1.1. FigureI.5.3illustratestheroutesfortypeItest.Thistestmustbe
carriedoutonallvehiclesreferredtoinsection1,ofamaximum
massnotexceeding3,5tonnes.
5.3.1.2. Thevehicleisplacedonachassisdynamometerequippedwitha
meansofloadandinertiasimulation.
►M105.3.1.2.1. Atestlastingatotalof ◄vehiclesreferredtoin8.1,atest
lasting a total of 19 minutes and 40 seconds, made up of two
parts, One and Two, is performed without interruption. An
unsampled period of not more than 20 seconds may, with the
agreement of the manufacturer, be introduced between the end
of Part One and the beginning of Part Two in order to facilitate
adjustmentofthetestequipment.
5.3.1.2.1.1. Vehicles that are fuelled with LPG or NG shall be tested in the
type I test for variations in the composition of LPG or NG, as
set out in Annex XII. Vehicles that can be fuelled either with
petrol or with LPG or NG shall be tested in the type I test on1970L0220—EN—21.01.2002—019.001—12
▼M9
▼M15
▼M10
▼M14
▼M15
▼M10
▼M9
▼M14
▼M14
both fuels, of which the fuelling on LPG or NG has to be
performedforvariationinthecompositionofLPGorNG,asset
outinAnnexXII.
5.3.1.2.1.2. Notwithstanding the requirement of point 5.3.1.2.1.1, vehicles
thatcanbefuelledwithbothpetrolandagaseousfuel,butwhere
thepetrolsystemisfittedforemergencypurposesorstartingonly
andofwhichthepetroltankcannotcontainmorethan15litresof
petrolwillberegardedforthetesttypeIasvehiclesthatcanonly
runonagaseousfuel.
5.3.1.2.2. PartOneofthetestismadeupoffourelementary urbancycles.
Each elementary urban cycle comprises fifteen phases (idling,
acceleration,steadyspeed,deceleration,etc.).
5.3.1.2.3. Part Two of the test is made up of one extra urban cycle. The
extra urban cycle comprises 13 phases (idling, acceleration,
steadyspeed,deceleration,etc.).
FigureI.5.2
Differentroutesfortype-approvalandextensions
Type-approvaltestPositive-ignitionenginedvehicles
ofcategoriesMandNCompression-ignitionengined
vehiclesofcategoriesM1andN1
TypeI Yes
(maximummass ≤3,5t)Yes
(maximummass ≤3,5t)
TypeII Yes —
TypeIII Yes —
TypeIV Yes
(maximummass ≤3,5t)—
TypeV Yes
(maximummass ≤3,5t)Yes
(maximummass ≤3,5t)
TypeVI Yes
(maximummass ≤3,5t)—
Extension Section6 — Section6
—M2and N2with reference
mass not more than
2840kg(2)
On-board
diagnosticsYes
inaccordancewithsection8.1Yes
inaccordancewithsection8.2
and8.3
(2) TheCommissionwillstudyfurtherthequestionofextendingthetype-approvaltesttovehicles
inCategoriesM2andN2withareferencemassnotexceeding2840kgandputforwardpropo-
salsnolater than 2004in accordance withtheprocedure laid downin Article 13of Directive70/156/EEC,formeasurestobeappliedin2005.
5.3.1.2.5. During the test the exhaust gases are diluted and a proportional
sample collected in one or more bags. The exhaust gases of the
vehicle tested are diluted, sampled and analyzed, following the
procedure described below, and the total volume of the diluted
exhaustismeasured.Notonlythecarbonmonoxide,hydrocarbon
and nitrogen oxide emissions, but also the particulate pollutant
emissions from vehicles equipped with compression-ignition
enginesarerecorded.
5.3.1.3. ThetestiscarriedoutusingtheproceduredescribedinAnnexIII.
Themethodsusedtocollectandanalysethegasesandtoremove
andweightheparticulatesmustbeasprescribed.1970L0220—EN—21.01.2002—019.001—13
▼M9
▼M15
▼M18
▼M15
▼M10
▼M9
▼M9
5.3.1.4. ►M12Subject to the requirements of 5.3.1.5 the test must be
repeated three times. ◄►M10The results are multiplied
by◄the appropriate deterioration factors obtained from5.3.5.
The resulting masses of gaseous emissions and, in the case of
vehicles equipped with compression-ignition engines, the mass
of particulates obtained in each test must be less than the limits
showninthetablesbelow:1970L0220—EN—21.01.2002—019.001—14
Referencemass
(RW)
(kg)Limitvalues
Massofcarbon
monoxide
(CO)Massofhydrocar-
bons
(HC)Massofoxidesof
nitrogen
(NOx)Combinedmassof
hydrocarbonsand
oxidesofnitrogen
(HC+NOx)Massof
particu-
lates(1)
(PM)
L1(g/km)L2(g/km)L3(g/km)L2+L3(g/km)L4(g/km)
Category Class Petrol Diesel Petrol Diesel Petrol Diesel Petrol Diesel Diesel
A(2000) M(2) — all 2,3 0,64 0,20 — 0,15 0,50 — 0,56 0,05
N1(3)I R W ≤1305 2,3 0,64 0,20 — 0,15 0,50 — 0,56 0,05
II 1305<RW ≤1760 4,17 0,80 0,25 — 0,18 0,65 — 0,72 0,07
III 1760<RW 5,22 0,95 0,29 — 0,21 0,78 — 0,86 0,10
B(2005) M(2) — all 1,0 0,50 0,10 — 0,08 0,25 — 0,30 0,025
N1(3)I R W ≤1305 1,0 0,50 0,10 — 0,08 0,25 — 0,30 0,025
II 1305<RW ≤1760 1,81 0,63 0,13 — 0,10 0,33 — 0,39 0,04
III 1760<RW 2,27 0,74 0,16 — 0,11 0,39 — 0,46 0,06
(1) Forcompressionignitionengines.
(2) Exceptvehiclesthemaximummassofwhichexceeds2500kg.
(3) AndthoseCategoryMvehicleswhicharespecifiedinnote2.▼M151970L0220—EN—21.01.2002—019.001—15
▼M13
Category/classof
vehicleLimitvalues
Reference
mass
RW
(kg)Massofcarbon
monoxide
L1(g/km)Combinedmassof
hydrocarbonsand
oxidesofnitrogen
2(g/km)Massof
particulat-
es
L3(g/km)
Category Class Petrol Diesel Petrol Diesel(1) Diesel(1)
M(2) — all 2,2 1,0 0,5 0,7 0,08
N1(3)I R W ≤1250 2,2 1,0 0,5 0,7 0,08
II 1250<RW
≤17004,0 1,25 0,6 1,0 0,12
III 1700<RW 5,0 1,5 0,7 1,2 0,17
(1) Until30September1999,forvehiclesfittedwithdieselenginesofthedirectinjectiontype,the
limitvaluesL2andL3arethefollowing:
L2L3
— categoryM(2)andN1(3)classI: 0,9 0,10
— categoryN1(3)classII: 1,3 0,14
— categoryN1(3)classIII: 1,6 0,20
(2) Except:
— vehiclesdesignedtocarrymorethansixoccupantsincludingthedriver,— vehicleswhosemaximummassexceed2500kg.
(
3) AndthosecagtegoryMvehicleswhicharespecifiedinfootnote(2).
5.3.1.4.1. Notwithstandingtherequirementsof5.3.1.4,foreachpollutantor
combination of pollutants, one of the three resulting masses
obtained may exceed, by not more than 10 %, the limit
prescribed, provided thearithmetical mean ofthe three resultsis
below the prescribed limit. Where the prescribed limits are
exceeded for more than one pollutant it is immaterial whether
this occurs in the same test or in different tests
►M12 ◄.
5.3.1.4.2. When the tests are performed with gaseous fuels, the resulting
mass of gaseous emissions shall be less than the limits for
petrol-enginedvehiclesintheabovetable.
5.3.1.5. Thenumberoftestsprescribedin5.3.1.4isreducedinthecondi-
tions hereinafter defined, where V1is the result of the first test
and V2the result of the second test for each pollutant orfor the
combinedemissionoftwopollutantssubjecttolimitation.
5.3.1.5.1. Only one test is performed if the result obtained for each pollu-
tant or for the combined emission of two pollutants subject to
limitation,islessthanorequalto0,70L(ie.V1≤0,70L).
5.3.1.5.2. Iftherequirement of5.3.1.5.1isnotsatisfied,onlytwotestsare
performedif,foreach pollutant orforthecombined emissionof
two pollutants subject to limitation, the following requirements
aremet:
V1≤0,85LandV1+V2≤1,70LandV2≤L.
5.3.2. Type II test (carbon monoxide emission test at idling speed)
5.3.2.1. Thistestiscarriedoutonvehiclespoweredbyapositive-ignition
enginetowhichthetestspecifiedin5.3.1doesnotapply.
5.3.2.1.1. Vehicles whichcanbefuelled either withpetrolorwithLPGor
NGshallbetestedinthetesttypeIIonbothfuels.1970L0220—EN—21.01.2002—019.001—16
▼M9
▼M12
▼M14
▼M9
▼M10
▼M14
▼M14
5.3.2.1.2. Notwithstanding the requirement of point 5.3.2.1.1 above, vehi-
cles that can be fuelled with both petrol and a gaseous fuel, but
where the petrol systemis fitted for em ergency purposes or
starting only and of which the petrol tank cannot contain more
than 15 litres of petrol will be regarded for the type II test as
vehiclesthatcanonlyrunonagaseousfuel.
5.3.2.2. WhentestedinaccordancewithAnnexIV,thecarbonmonoxide
content by volume of the exhaust gases emitted with the engine
idling must not exceed 3,5 % at the setting specified by the
manufacturer and must not exceed 4,5 % within the range of
adjustmentsspecifiedinthatAnnex.
5.3.3. Type III test (verifying emissions of crankcase gases)
5.3.3.1. Thistestmustbecarriedoutonallvehiclesreferredtoinsection
1exceptthosehavingcompression-ignitionengines.
5.3.3.1.1. VehiclesthatcanbefuelledeitherwithpetrolorwithLPGorNG
shouldbetestedinthetypeIIItestonpetrolonly.
5.3.3.1.2. Notwithstanding the requirement of point 5.3.3.1.1, vehicles that
can be fuelled with both petrol and a gaseous fuel, but where
the petrol systemis fitted for em ergency purposes or starting
only and of which the petrol tank cannot contain more than 15
litres of petrol will be regarded for the type III test as vehicles
thatcanonlyrunonagaseousfuel.1970L0220—EN—21.01.2002—019.001—17
▼M10
▼M9
▼M14
▼M12
Figure I.5.3
FlowchartforthetypeItype-approval
(seesection5.3.1)
1970L0220—EN—21.01.2002—019.001—18
▼M9
5.3.3.2. WhentestedinaccordancewithAnnexV,theengine'scrankcase
ventilation system must not permit the emission of any of the
crankcasegasesintotheatmosphere.
5.3.4. Type IV test (determination of evaporative emissions)
5.3.4.1. ThistestmustbecarriedoutonallvehiclesreferredtoinSection
1 except those vehicles ►M14having a compression-ignition
engine,andthevehiclesfuelledwithLPGorNG. ◄
5.3.4.1.1. VehiclesthatcanbefuelledeitherwithpetrolorwithLPGorNG
shouldbetestedinthetypeIVtestonpetrolonly.
5.3.4.2. WhentestedinaccordancewithAnnexVI,evaporativeemissions
shallbelessthan2g/test.
5.3.5.►M18 ◄Type VI test (verifying the average low
ambient temperature carbon monoxide and hydrocarbon tailpipe
emissions after a cold start)
5.3.5.1. Thistest must be carried out on all vehicles of category M1and
N1equipped withapositive-ignition engine except suchvehicles
that run only on a gaseous fuel (LPGor NG).Vehicles that can
be fuelled with both petrol and a gaseous fuel, but where the
petrol systemis fitted for em ergency purposes or starting only
and of which the petrol tank cannot contain more than 15 litres
of petrol will be regarded for the Type VI test as vehicles that
canonlyrunonagaseousfuel.
VehicleswhichcanbefuelledwithpetrolandeitherLPGorNG
shallbetestedinthetestTypeVIonpetrolonly.
ThissectionisapplicabletonewtypesofvehiclesofcategoryM1and category N1, class I, except vehicles designed to carry more
than six occupants and vehicles the maximum mass of which
exceeds2500kg(1).
From1 January 2003, this section is applicable to new types of
vehicles ofcategory N1classesIIand III,newtypesofcategory
M1vehicles designed to carry more than six occupants and new
types of vehicles of category M1with a maximum mass greater
than2500kgbutnotexceeding3500kg.
5.3.5.1.1. Thevehicleisplacedonachassisdynamometerequippedwitha
meansofloadaninertiasimulation.
5.3.5.1.2. The test consists of the four elementary urban driving cycles of
part one of the Type I test. The Part One test is described in
Annex III, Appendix 1 and illustrated in figures III.1.1 and
III.1.2oftheAppendix.Thelowambienttemperaturetestlasting
a total of 780 seconds must be carried out without interruption
andstartatenginecranking.
5.3.5.1.3. The low ambient temperature test must be carried out at an
ambient test temperature of 266 ºK (−7 ºC). Before the test is
carried out the test vehicles must be conditioned in a uniform
manner to ensure that the test results may be reproducible. The
conditioning and other test procedures are carried out as
describedinAnnexVII.
5.3.5.1.4. During the test the exhaust gases are diluted and a proportional
sample collected. The exhaust gases of the vehicle tested are
diluted,sampledandanalysed,followingtheproceduredescribed
in Annex VII, and the total volume of the diluted exhaust is
measured. The diluted exhaust gases are analysed for carbon
monoxideandhydrocarbons.
5.3.5.2. Subjecttotherequirementsin5.3.5.2.2and5.3.5.3thetestmust
beperformedthreetimes.Theresultingmassofcarbonmonoxide
and hydrocarbon emission must be lessthan the limits shownin
thetablebelow:1970L0220—EN—21.01.2002—019.001—19
(1) Thissectionisapplicabletonewtypesfrom1January2002.▼M10
▼M14
▼M9
▼M15
▼M18
▼M15
▼M18
Testtemperature266K(–7ºC)
Category ClassMassofcarbon
monoxide(CO)
L1(g/km)Massof
hydrocarbons
(HC)
L2(g/km)
M1(1) — 15 1,8
N1I 15 1,8
N1(2)II 24 2,7
III 30 3,2
(1) Except vehicles designed to carry more than six occupants and vehi-
clesthemaximummassofwhichexceeds2500kg.
(2) AndthosecategoryM1vehicleswhicharespecifiedinnote1.
5.3.5.2.1. Notwithstanding the requirements of 5.3.5.2, for each pollutant,
not more than one of the three results obtained may exceed the
limitprescribedbynotmorethan10%,providedthearithmetical
mean value of the three results is below the prescribed limit.
Where the prescribed limits are exceeded for more than one
pollutant it isimmaterial whether thisoccurs inthe same test or
indifferenttests.
5.3.5.2.2. The number of tests prescribed in 5.3.5.2 may, at the request of
the manufacturer, be increased to 10 provided that the arithme-
ticalmeanofthefirstthreeresultsfallsbetween100%to110%
ofthelimit.Inthiscase,therequirementaftertestingisonlythat
thearithmeticalmeanofall10resultsmustbelessthanthelimit
value.
5.3.5.3. The number of tests prescribed in 5.3.5.2 may be reduced
accordingto5.3.5.3.1and5.3.5.3.2.
5.3.5.3.1. Only one test is performed if the result obtained for each pollu-
tantofthefirsttestislessthanorequalto0,70L.
5.3.5.3.2. Iftherequirement of5.3.5.3.1isnotsatisfied,onlytwotestsare
performed if for each pollutant the result of the first test is less
than or equal to 0,85 L and the sumof the first two results is
less than or equal to 1,70 L and the result of the second test is
lessthanorequaltoL.
(V1≤0,85LandV1+V2≤1,70LandV2≤L).
►M155.3.6.◄Type V test (durability of anti-pollution devices)
►M10►M155.3.6.1.◄This test must be carried out on all vehicles
referred to in Section 1 to which the test specified in 5.3.1
applies'(remainderunchanged). ◄Thetestrepresentsanageing
test of 80000 kilometres driven in accordance with the
programme described in Annex VII on a test track, on the road
oronachassisdynamometer.
►M155.3.6.1.1. ◄Vehicles that can be fuelled either with petrol or with
LPGorNGshouldbetestedinthetypeVtestonpetrolonly.
►M155.3.6.2.◄Notwithstanding the requirement of ►M155.3.6.1◄a
manufacturer may choose to have the deterioration factors from
the following table used as an alternative to testing to
►M155.3.6.1.1 ◄.1970L0220—EN—21.01.2002—019.001—20
▼M15
▼M9
▼M14
▼M9
▼M15
EngineCategoryDeteriorationfactors
CO HC NOxHC+
NOx(1)Particulat-
es
Positive-ignitionengines 1,2 1,2 1,2 — —
Compression-ignition
engines1,1 — 1,0 1,0 1,2
(1) Forcompression-ignitionenginedvehicles.
At the request of the manufacturer, the technical service may
carryoutthetypeItestbeforethetypeVtesthasbeencompleted
usingthedeterioration factorsinthetable above.Oncompletion
ofthetypeVtest,thetechnicalservicemaythenamendthetype-
approvalresultsrecordedinAnnexIXbyreplacingthedeteriora-
tionfactorsintheabovetablewiththosemeasuredinthetypeV
test.
5.3.6.3. Deteriorationfactorsaredeterminedusingeithertheprocedurein
5.3.6.1orusingthe values in the table in5.3.6.2. The deteriora-
tion factors are used to establish compliance with the
requirementsof5.3.1.4.
5.3.7. Emissions data required for roadworthiness testing
5.3.7.1. This requirement applies to all vehicles powered by a positive-
ignition engine for which EC type-approval is sought in accor-
dancewiththisDirective.
5.3.7.2. WhentestedinaccordancewithAnnexIV(typeIItest)atnormal
idlingspeed:
— thecarbonmonoxidecontentbyvolumeoftheexhaustgases
emittedmustberecorded,
— the engine speed during the test must be recorded, including
anytolerances.
5.3.7.3. Whentestedat‘highidle’speed(i.e.>2000min−1):
— thecarbonmonoxidecontentbyvolumeoftheexhaustgases
emittedmustberecorded,
— theLambdavalue(1)mustberecorded.
— the engine speed during the test must be recorded, including
anytolerances.
5.3.7.4. The engine oil temperature at the time of the test must be
measuredandrecorded.
5.3.7.5. The table in section 1.9 of the Appendix to Annex X must be
completed.
5.3.7.6. The manufacturer must confirm the accuracy of the Lambda
value recorded at the time of type-approval in section 5.3.7.3 as1970L0220—EN—21.01.2002—019.001—21
(1) The Lambda value must be calculatedusing the simplified Brettschneider equation as
follows:
λ¼CO2½/C138 þCO
2/C20/C21
þ02½/C138 þHcv
4/C23;5
3;5þCO½/C138
CO2½/C138/C0Ocv
20
BB@1
CCA/C2CO2½/C138 þCO½/C138 ðÞ
1þHcv
4/C0Ocv
2/C18/C19
/C2CO2½/C138 þCO½/C138 þK1/C2HC½/C138 ðÞ
Where:
[] = Concentrationin%vol.
K1 = Conversion factor for NDIR measurement to FIDmeasurement (provided by
manufacturerofmeasurementequipment)
Hcv = Atomicratioofhydrogentocarbon[1,7261]Ocv = Atomicratioofoxygentocarbon[0,0175].▼M9
▼M15
▼M15
being representative of typical production vehicles within 24
months ofthe date of the granting oftype-approval bythe tech-
nical service. An assessment must be made on the basis of
surveysandstudiesofproductionvehicles.
5.3.8. Approval of a replacement catalytic converter
5.3.8.1. The test must be carried out only for replacement catalytic
converter intended to be fitted on EC type-approved vehicles
whicharenotequippedwithonOBD,accordingtoAnnexXIII.
6. MODIFICATIONS OF THE TYPE AND AMENDMENTS TO
APPROVALS
Inthecaseofmodificationsofthetypeapprovedpursuanttothis
Directive, the provisions of Article 5 of Directive 70/156/EEC
and,ifapplicable,thefollowingspecialprovisionsshallapply:
6.1. Tailpipe emission related extension (type I, type II and type
VItests)
6.1.1. Vehicle types of different reference masses
6.1.1.1. Approval granted to a vehicle type may be extended only to
vehicle types of a reference mass requiring the use of the next
twohigherequivalentinertiaoranylowerequivalentinertia.
6.1.1.2. InthecaseofvehiclesofcategoryN1andvehiclesofcategoryM
referred to in note 2 of Section 5.3.1.4, if the reference mass of
thevehicletypeforwhichextensionoftheapprovalisrequested
requirestheuseofaflywheelofequivalentinertialowerthanthat
used for the vehicle type already approved, extension of the
approvalisgrantedifthemassesofthepollutantsobtainedfrom
the vehicle already approved are within the limits prescribed for
thevehicleforwhichextensionoftheapprovalisrequested
6.1.2. Vehicle types with different overall gear ratios
Approval granted to a vehicle type may under the following
conditions be extended to vehicle types which differ fromthe
typeapprovedonlyinrespectoftheirtransmissionratios:
6.1.2.1. ►M15Fore each of the transmission rations used in the type I
andtypeVItests, ◄itisnecessarytodeterminetheproportion,
E¼V2/C0V1
V1
where, at an engine speed of 1000 rpm, V1is the speed of the
vehicle-type approved and V2is the speed of the vehicle type
forwhichextensionoftheapprovalisrequested.
►M156.1.2.2. If, for each gear ratio, E ≤8 %, the extension is granted
withoutrepeatingthetypeIandtypeVItests.
6.1.2.3. If, for at least one gear ratio, E ≤8 %, and if, for each gear
ratio, E ≤13 %, the type I and type VI tests must be
repeated, ◄but may be performed in a laboratory chosen by
themanufacturer ►M12subjecttotheapprovalofthetechnical
service.◄The report of the tests must be sent to the technical
serviceresponsibleforthetype-approvaltests.
6.1.3. Vehicle types of different reference masses and different overall
transmission ratios
Approval granted to a vehicle type may be extended to vehicle
types differing fromthe approved type only in respect of their
reference mass and their overall transmission ratios, provided
thatalltheconditionsprescribedin6.1.1and6.1.2arefulfilled.1970L0220—EN—21.01.2002—019.001—22
▼M14
▼M12
▼M15
▼M10
▼M12
▼M10
▼M9
▼M9
6.1.4. Note:
Whenavehicletypehasbeenapprovedinaccordancewith6.1.1
to 6.1.3, such approval may not be extended to other vehicle
types.
6.2. Evaporativeemissions(typeIVtest)
6.2.1. Approval granted to a vehicle type equipped with a control
system for evaporative emissions may be extended under the
followingconditions:
6.2.1.1. The basic principle of fuel/air metering (e.g. single point injec-
tion,carburettor)mustbethesame.
6.2.1.2. The shapeof the fuel tank and the material of the fuel tank and
liquid fuel hoses must be identical. The worst-case family with
regard to the cross-section and approximate hoselength must be
tested. Whether non-identical vapour/liquid separators are accep-
tableisdecidedbythetechnicalserviceresponsibleforthetype-
approval tests. The fuel tank volume must be within a range
of±10%.Thesettingofthetankreliefvalvemustbeidentical.
6.2.1.3. The method of storage of the fuel vapour must be identical, i.e.
trap form and volume, storage medium, air cleaner (if used for
evaporativeemissioncontrol),etc.
6.2.1.4. The carburettor bowl fuel volume must be within a 10 millilitre
range.
6.2.1.5. The method of purging of the stored vapour must be identical
(e.g.airflow,startpointorpurgevolumeoverdrivingcycle).
6.2.1.6. The method of sealing and venting of the fuel metering system
mustbeidentical.
6.2.2. Furthernotes:
(i) differentenginesizesareallowed;
(ii) differentenginepowersareallowed;
(iii) automatic andmanual gearboxes,twoandfourwheeltrans-
missionsareallowed;
(iv) differentbodystylesareallowed;
(v) differentwheelandtyresizesareallowed.
6.3. Durabilityofanti-pollutiondevices
(typeVtest)
6.3.1. Approvalgranted toavehicle typemay beextended todifferent
vehicle types, provided that the engine/pollution control system
combination is identical to that of the vehicle already approved.
To this end, those vehicle types whose parameters described
below are identical or remain within the limit values prescribed
are considered to belong to the same engine/pollution control
systemcombination.
6.3.1.1. Engine:
— numberofcylinders,
— enginecapacity(±15%),— configurationofthecylinderblock,
— numberofvalves,
— fuelsystem,
— typeofcoolingsystem,
— combustionprocess,
— cylinderborecentretocentredimensions.
6.3.1.2. Pollutioncontrolsystem:
— Catalyticconverters:
— numberofcatalyticconvertersandelements,
— sizeandshapeofcatalyticconverters(volumeofmonolith
±10%),
— typeofcatalyticactivity(oxidizing,three-way,…),1970L0220—EN—21.01.2002—019.001—23
▼M12
▼M9
▼M12
▼M9
▼M9
— preciousmetalload(identicalorhigher),
— preciousmetalratio(±15%),
— substrate(structureandmaterial),
— celldensity,
— typeofcasingforthecatalyticconverter(s),
— locationofcatalyticconverters(positionanddimensionin
the exhaust system, that does not produce a temperature
variation of more than 50 K at the inlet of the catalytic
converter). ►M12This temperature variation shall be
checkedunderstabilizedconditionsataspeedof120km/
handtheloadsettingoftypeItest. ◄
— Airinjection:
— withorwithout
— type(pulsair,airpumps,…).
— EGR:
— withorwithout.
6.3.1.3. Inertia category: the two inertia categories immediately above
andanyinertiacategorybelow.
6.3.1.4. Thedurabilitytestmaybeachievedbyusingavehicle,thebody
style, gear box (automatic or manual) and size of the wheels or
tyres of which are different fromthose of the vehicle type forwhichthetypeapprovalissought.
6.4. On-boarddiagnostics
6.4.1. Approval granted to a vehicle type with respect to the OBD
systemm ay be extended to different vehicle types belonging tothe same vehicle-OBD family as described in Annex XI,
Appendix 2. The engine emission control system must be iden-
ticaltothatofthevehiclealreadyapprovedandcomplywiththe
description of the OBD engine family given in Annex XI,
Appendix2,regardlessofthefollowingvehiclecharacteristics:
— engineaccessories,
— tyres,— equivalentinertia,
— coolingsystem,
— overallgearratio,
— transmissiontype,
— typeofbodywork.
7. CONFORMITYOFPRODUCTION
7.1. Measurestoensuretheconformityofproductionmustbetakenin
accordancewiththeprovisionsofArticle10ofDirective70/156/
EEC, as last amended by Directive 96/27/EEC (whole vehicle
type-approval). That Article entrusts the manufacturer with the
responsibility for taking measures to ensure the conformity of
production to the type approved. Conformity of production is
checkedonthebasisofthedescriptioninthetype-approvalcerti-
ficatesetoutinAnnexXtothisDirective.
Asageneralrule,conformityofproductionwithregardtolimita-
tion of tailpipe and evaporative emissions from the vehicle is
checkedonthebasisofthedescriptioninthetype-approvalcerti-
ficatesetoutinAnnexXand,wherenecessary,ofallorsomeof
thetestsoftypesI,II,IIIandIVdescribedinsection5.2.
Conformity of in-service vehiclesWith reference to type-approvals granted for emissions, these
measures must also be appropriate for confirming the function-ality of the emission control devices during the normal useful
life of the vehicles under normal conditions of use (conformity
of in-service vehicles properly maintained and used). For the
purpose of this Directive these measures must be checked for a
period of up to 5 years of age or 80000 km, whichever is the
sooner,andfrom1January2005,foraperiodofuptofiveyears
ofageor100000km,whicheveristhesooner.1970L0220—EN—21.01.2002—019.001—24
▼M12
▼M9
▼M15
▼M11
▼M15
▼M15
7.1.1. Audit of in-service conformity by the type-approval authority is
conductedonthebasisofanyrelevantinformationthatthemanu-
facturerhas,underproceduressimilartothosedefinedinArticle
10(1)and(2),andinAnnex10(1)and(2)ofDirective70/156/
EEC.
Anauditofin-serviceconformitywillbeconductedbythetype-
approval authority on the basis of information supplied by the
manufacturer.Suchinformationmustinclude:
— relevant surveillance test data obtained in accordance with
applicable requirements and test procedures, together with
fullinformationforeachtestedvehiclesuchasvehiclestatus,
usehistory,serviceconditionsandotherrelevantfactors;
— relevantinformationonserviceandrepairmeasures,— other relevant tests and observations recorded by the manu-
facturer, including especially records of indications fromthe
OBDsystem.(
1)
7.1.2. The information gathered by the manufacturer must be suffi-
ciently comprehensive to ensure that in-service performance can
be assessed for normal conditions of use as defined in 7.1, and
in a way representative of the manufacturer's geographic market
penetration.
►M157.1.3.◄If a type I test is to be carried out and a vehicle type-
approval has one or several extensions, the tests will be carried
out either on the vehicle described in the initial information
package or on the vehicle described in the information package
relatingtotherelevantextension.
►M157.1.3.1.◄Checking the conformity of the vehicle for a type I test.
Afterselectionbytheauthority,themanufacturermustnotunder-
takeanyadjustmenttothevehiclesselected.
►M157.1.3.1.1. ◄Three vehicles are selected at randomin the series and
aretested asdescribedinSection 5.3.1ofthisAnnex.The dete-
rioration factors are used in the same way. The limit values are
giveninSection5.3.1.4ofthisAnnex.
►M157.1.3.1.2. ◄If the authority is satisfied with the production standard
deviation given by the manufacturer in accordance with Annex
XtoDirective70/156/EEC,thetestsarecarriedoutaccordingto
Appendix1ofthisAnnex.
If the authority is not satisfied with the production standard
deviation given by the manufacturer in accordance with Annex
XtoDirective70/156/EEC,thetestsarecarriedoutaccordingto
Appendix2ofthisAnnex.
►M157.1.3.1.3. ◄Theproductionofaseriesisdeemedtoconformornotto
conformon the basis of a sam pling test of the vehicles once a
pass decision is reached for all the pollutants or a fail decision
isreachedforonepollutant,accordingtothetestcriteriaapplied
intheappropriateappendix.
When a pass decision has been reached for one pollutant, that
decision will not be changed by any additional tests carried outtoreachadecisionfortheotherpollutants.
If no pass decision is reached for all the pollutants and no fail
decision is reached for one pollutant, a test is carried out on
anothervehicle(seeFigureI/7).
►
M157.1.3.2.◄Notwithstanding the requirements of Section 3.1.1 of
Annex III, the tests will be carried out on vehicles coming
straightofftheproductionline.1970L0220—EN—21.01.2002—019.001—25
(1) Sections 7.1.1 and 7.1.2 will be re-examined and completed without delay in accor-
dance with the procedure laid down in Article 13 of Directive 70/156/EEC whiletaking into account the particular problems associated with vehicles in Category N
1and with the vehicles in Category M referred to in footnote 2 to the table in section5.3.1.4. Proposals must be submitted in good time for their adoption before the dates
laiddowninArticle2(3).▼M12
▼M11
▼M11
►M157.1.3.2.1. ◄However, at the request of the manufacturer, the tests
maybecarriedoutonvehicleswhichhavecompleted:
— amaximumof3000kmforvehiclesequippedwithapositive
ignitionengine,
— a maximum of 15000 km for vehicles equipped with a
compressionignitionengine,
In both these cases, the running-in procedure will be conducted
bythemanufacturer,whomustundertakenottomakeanyadjust-
mentstothesevehicles.1970L0220—EN—21.01.2002—019.001—26
▼M11
Figure I.71970L0220—EN—21.01.2002—019.001—27
▼M11
►M157.1.3.2.2. ◄Ifthemanufacturerwishestoruninthevehicles,(‘x’km,
wherex≤3000kmforvehiclesequippedwithapositiveigni-
tion engine and x ≤15000 kmfor vehicles equipped with a
compressionignitionengine),theprocedurewillbeasfollows:
— thepollutant emissions(typeI)willbemeasuredatzeroand
at‘x’kmonthefirsttestedvehicle,
— the evolution coefficient of the emissions between zero and
‘x’kmwillbecalculatedforeachofthepollutants:
Emissions‘x’km
Emissionszerokm
Thismaybelessthan1,
— theothervehicleswillnotberunin,buttheirzerokmemis-
sionswillbemultipliedbytheevolutioncoefficient.
Inthiscase,thevaluestobetakenwillbe:
— thevaluesat‘x’kmforthefirstvehicle,
— the values at zero kmm ultiplied by the evolution coeffi-
cientfortheothervehicles.
►M157.1.3.2.3. ◄All these tests may be conducted with commercial fuel.
However, at the manufacturer's request, the reference fuels
describedinAnnexVIIImaybeused.
►M157.1.4.◄IfatypeIIItestistobecarriedout,itmustbeconductedon
all vehicles selected for the type I COP test (7.1.1.1.1). The
conditionslaiddownin5.3.3.2mustbecompliedwith.
►M157.1.5.◄IfatypeIVtestistobecarriedout,itmustbeconductedin
accordancewithSection7ofAnnexVI.
On-board Diagnostics (OBD)
7.1.6. If a verification of the performance of the OBD system is to be
carried out, it must be conducted in accordance with the
following:
7.1.6.1. When the approval authority determines that the quality of
production seems unsatisfactory a vehicle is randomly taken
fromtheseriesandsubjectedtothetestsdescribedinAnnexXI,
Appendix1.
7.1.6.2. The production is deemed to conform if this vehicle meets the
requirementsofthetestsdescribedinAnnexXI,Appendix1.
7.1.6.3. If the vehicle taken fromthe series does not satisfy the require-
ments of section 7.1.6.1 a further random sample of four
vehicles mustbetakenfromtheseriesandsubjected tothetests
describedinAnnexXI,Appendix1.Thetestsmaybecarriedout
onvehicleswhichhavebeenruninfornomorethan15000km.
7.1.6.4. Theproduction isdeemed toconformifatleast 3vehicles meet
therequirementsofthetestsdescribedinAnnexXI,Appendix1.
7.1.7. On the basis of the audit referred to in 7.1.1, the type-approval
authoritymusteither:
— decidethatconformityinuseissatisfactoryandnottakeany
furtheraction,or
— decidethattheinformationisinsufficientortheconformityof
vehiclesinuseisunsatisfactory,andproceedtohavevehicles
testedinaccordancewithAppendix3tothisAnnex.
7.1.7.1. WheretypeItestsareconsiderednecessarytochecktheconfor-
mity of emission control devices with the requirements for their
performancewhileinservice,suchtestsmustbecarriedoutusing
a test procedure meeting the statistical criteria defined in
Appendix4tothisAnnex.
7.1.7.2. The type-approval authority, in cooperation with the manufac-
turer, must select a sample of vehicles with sufficient mileage
whose use under normal conditions can be reasonably assured.
Themanufacturermustbeconsultedonthechoiceofthevehicles
inthesampleandbeallowedtoattendtheconfirmatorychecksof
thevehicles.
7.1.7.3. The manufacturer is authorized, under the supervision of the
type-approvalauthority,tocarryoutchecks,evenofadestructive1970L0220—EN—21.01.2002—019.001—28
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▼M15
nature, on those vehicles with emission levels in excess of the
limit values with a view to establishing possible causes of dete-
rioration which cannot be attributed to the manufacturer himself
(e.g.useofleadedpetrolbeforethetestdate).Wheretheresults
ofthechecksconfirmsuchcauses,thosetestresultsareexcluded
fromtheconformitycheck.
7.1.7.4. Wherethetype-approvalauthorityisnotsatisfiedwiththeresults
ofthetestsinaccordancewiththecriteriadefinedinAppendix4,
theremedialmeasuresreferredtoinArticle11(2)andinAnnex
X to Directive 70/156/EEC are extended to vehicles in service
belongingtothesamevehicletypewhicharelikelytobeaffected
withthe same defects in accordance withsection 6 ofAppendix
3.
The plan of remedial measures presented by the manufacturer
must be approved by the type-approval authority. The manufac-
turer is responsible for the execution of the remedial plan as
approved.
The type-approval authority must notify its decision to all
Member States within 30 days. The Member States may require
thesameplanofremedial measuresbeappliedtoallvehiclesof
thesametyperegisteredintheirterritory.
7.1.7.5. If a Member State has established that a vehicle type does not
conformto the applicable requirem ents of Appendix 3 to this
Annex, it must notify without delay the Member State which
grantedtheoriginaltype-approvalinaccordancewiththerequire-
mentsofArticle11(3)ofDirective70/156/EEC.
Then, subject to the provision of Article 11(6) of Directive 70/
156/EEC, the competent authority of the Member State which
granted the original type-approval shall informthe m anufacturer
thatavehicletypefailstosatisfytherequirementsoftheseprovi-
sionsandthatcertainmeasuresareexpectedofthemanufacturer.
The manufacturer shall submit to the authority, within two
months after this notification, a plan of measures to overcome
the defects, the substance of which should correspond to the
requirementsofsections6.1to6.8ofAppendix3.Thecompetent
authority which granted the original type-approval shall, within
two months, consult the manufacturer in order to secure agree-
ment on a plan of measures and on carrying out the plan. If the
competent authority which granted the original type-approval
establishes that no agreement can be reached, the procedure
pursuant to Article 11(3) and (4) of Directive 70/156/EEC shall
beinitiated.
8. ON-BOARD DIAGNOSTIC (OBD) SYSTEM FOR MOTOR
VEHICLES
8.1. Vehicleswithpositive-ignitionengines
8.1.1. Petrol fuelled engines
With effect from1 January 2000 for new types and from1
January 2001 for all types, vehicles of category M1 — except
vehicles the maximum mass of which exceeds 2500 kg — and
vehicles of category N1 class I, must be fitted with an OBD
systemforemissioncontrolinaccordancewithAnnexXI.
With effect from1 January 2001 for new types and from1
January 2002 for all types, vehicles of category N1 classes II
andIIIandvehiclesofcategoryM1,themaximummassofwhich
exceeds 2500 kg, mustbe fitted with an OBDsystem for emis-
sioncontrolinaccordancewithAnnexXI.
8.1.2. LPG and natural gas fuelled vehicles
With effect from1 January 2003 for new types and from1
January 2004 for all types, vehicles of category M1 — except
vehicles the maximum mass of which exceeds 2500 kg — and
vehicles of category N1 class I, running permanently or part-
time on either LPG or natural gas fuel, must be fitted with an
OBDsystemforemissioncontrolinaccordancewithAnnexXI.1970L0220—EN—21.01.2002—019.001—29
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▼M17
With effect from1 January 2006 for new types and from1
January 2007 for all types, vehicles of category N1 classes II
andIIIandvehiclesofcategoryM1,themaximummassofwhich
exceeds 2500 kg, running permanently or part-time on either
LPGornatural gasfuel,mustbefittedwithanOBDsystemfor
emissioncontrolinaccordancewithAnnexXI.
8.2. Vehicleswithcompression-ignitionengines
VehiclesofcategoryM1,except
— vehicles designedtocarry morethan sixoccupants including
thedriver,
— vehicleswhosemaximummassexceeds2500kg,
from1January2003fornewtypesandfrom1January2004for
all types, must be fitted with an on-board diagnostic (OBD)
systemforemissioncontrolinaccordancewithAnnexXI.
Where new types of compression-ignition engined vehicles
entering into service prior to this date are fitted with an OBD
system, the provisions of sections 6.5.3 to 6.5.3.6 of Annex XI,
Appendix1,areapplicable.
8.3. Vehicles with compression-ignition engines exempt from
Section8.2
From1January2005fornewtypesandfrom1January2006for
all types, vehicles of category M1exempted by Section 8.2,
except vehicles of category M1equipped with compression-igni-
tionenginesandthemaximummassofwhichexceeds2500kg,
and vehicles in category N1class 1 equipped with compression-
ignition engines, must be fitted with on-board diagnostic (OBD)
systemsforemissioncontrolinaccordancewithAnnexXI.
From1 January 2006 for new types and 1 January 2007 for all
types, vehicles in category N1, classes II and III equipped with
compression-ignition engines and vehicles of category M1equipped with compression-ignition engines and the maximummass of which exceeds 2500 kg, must be fitted with on-board
diagnostic (OBD) systems for emission control in accordance
withAnnexXI.
Where compression-ignition engined vehicles entering into
service prior to the dates given in this section are fitted with
OBD systems, the provisions of Sections 6.5.3 to 6.5.3.6 of
AnnexXI,Appendix1,areapplicable.
8.4. Vehiclesofothercategories
Vehicles of other categories or vehicles of category M
1and N1not covered by 8.1, 8.2 or 8.3, may be fitted with an OBD
system. In this case, Sections 6.5.3 to 6.5.3.6 of Annex XI,
Appendix1areapplicable.1970L0220—EN—21.01.2002—019.001—30
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Appendix 1
1. This Appendix describes the procedure to be used to verify the production
conformity for the type I test when the manufacturer's production standard
deviationissatisfactory.
2. Withaminimumsamplesizeof3,thesamplingprocedureissetsothatthe
probability of a lot passing a test with 40 % of the production defective is
0,95 (producer's risk = 5 %) while the probability of a lot being accepted
with65%oftheproductiondefectiveis0,1(consumer'srisk=10%).
3. ForeachofthepollutantsgiveninSection5.3.1.4ofAnnexI,thefollowing
procedureisused(seeFigureI.7).
Taking:
L = thenaturallogarithmofthelimitvalueforthepollutant,
xi= the natural logarithm of the measurement for the i-th vehicle of the
sample,
s = an estimate of the production standard deviation (after taking the
naturallogarithmofthemeasurements),
n = thecurrentsamplenumber.
4. Computeforthesampletheteststatisticquantifyingthesumofthestandard
deviationsfromthelimitanddefinedas:
1
sXn
i¼1L/C0xi ðÞ
5. Then:
— iftheteststatisticisgreaterthanthepassdecisionnumberforthesample
sizegiveninTable(I.1.5),thepollutantispassed,
— iftheteststatisticislessthanthefaildecisionnumberforthesamplesize
given in Table (I.1.5), the pollutant is failed; otherwise, an additional
vehicleistestedaccordingtoSection7.1.1.1ofAnnexIandthecalcula-
tionreappliedtothesamplewithasamplesizeoneunitgreater.
TABLEI.1.5
Cumulativenumberoftested
vehicles
(currentsamplesize)Passdecisionthreshold Faildecisionthreshold
3 3,327 −4,724
4 3,261 −4,790
5 3,195 −4,856
6 3,129 −4,922
7 3,063 −4,988
8 2,997 −5,054
9 2,931 −5,120
10 2,865 −5,185
11 2,799 −5,251
12 2,733 −5,317
13 2,667 −5,383
14 2,601 −5,449
15 2,535 −5,515
16 2,469 −5,581
17 2,403 −5,647
18 2,337 −5,713
19 2,271 −5,779
20 2,205 −5,845
21 2,139 −5,911
22 2,073 −5,977
23 2,007 −6,043
24 1,941 −6,109
25 1,875 −6,175
26 1,809 −6,241
27 1,743 −6,307
28 1,677 −6,373
29 1,611 −6,439
30 1,545 −6,505
31 1,479 −6,571
32 −2,112 −2,1121970L0220—EN—21.01.2002—019.001—31
▼M11
Appendix 2
1. This Appendix describes the procedure to be used to verify the production
conformityrequirementsforthetypeItestwhenthemanufacturer'sevidence
ofproductionstandarddeviationiseitherunsatisfactoryorunavailable.
2. Withaminimumsamplesizeof3,thesamplingprocedureissetsothatthe
probability of a lot passing a test with 40 % of the production defective is
0,95 (producer's risk = 5 %) while the probability of a lot being accepted
with65%oftheproductiondefectiveis0,1(consumer'srisk=10%).
3. The measurements ofthe pollutants givenin Section 5.3.1.4of AnnexIare
considered to be log normally distributed and must first be transformed by
taking their natural logarithms. Let m0and m denote the minimum and
maximum sample sizes respectively (m0= 3 and m= 32) and let n denote
thecurrentsamplenumber.
4. If the natural logarithms of the measurements in the series are x1,x2,… ,xjandListhenaturallogarithmofthelimitvalueforthepollutant,thendefine:
dj=xj−L
dn¼1
nXn
j¼1dj
v2
n¼1
nXn
j¼1dj/C0dn/C0/C12
5. Table I.2.5 shows values of the pass (An) and fail (Bn) decision numbers
against current sample number. The test statistic is the ratio dn/vnand must
beusedtodeterminewhethertheserieshaspassedorfailedasfollows:
Form0≤n≤m:
— passtheseriesif dn/vn≤An,
— failtheseriesif dn/vn≥Bn,
— takeanothermeasurementifAn<dn/vn<Bn.
6.Remarks
Thefollowingrecursiveformulaeareusefulforcomputingsuccessivevalues
oftheteststatistic:
dn¼ 1/C01
n/C18/C19
dn/C01þ1
ndn
v2
n¼1/C01
n/C18/C19
v2
n/C01þdn/C0dn/C0/C12
n/C01
n¼2;3;...;d1¼d1;v 1¼0/C0/C11970L0220—EN—21.01.2002—019.001—32
▼M11
TABLEI.2.5
Minimumsamplesize=3
Samplesize
nPassdecisionthreshold
AnFaildecisionthreshold
Bn
3 −0,80381 16,64743
4 −0,76339 7,68627
5 −0,72982 4,67136
6 −0,69962 3,25573
7 −0,67129 2,45431
8 −0,64406 1,94369
9 −0,61750 1,59105
10 −0,59135 1,33295
11 −0,56542 1,13566
12 −0,53960 0,97970
13 −0,51379 0,85307
14 −0,48791 0,74801
15 −0,46191 0,65928
16 −0,43573 0,58321
17 −0,40933 0,51718
18 −0,38266 0,45922
19 −0,35570 0,40788
20 −0,32840 0,36203
21 −0,30072 0,32078
22 −0,27263 0,28343
23 −0,24410 0,24943
24 −0,21509 0,21831
25 −0,18557 0,18970
26 −0,15550 0,16328
27 −0,12483 0,13880
28 −0,09354 0,11603
29 −0,06159 0,09480
30 −0,02892 0,07493
31 0,00449 0,05629
32 0,03876 0,038761970L0220—EN—21.01.2002—019.001—33
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Appendix 3
IN-SERVICECONFORMITYCHECK
1. INTRODUCTION
This Appendix sets out the criteria referred to in section 7.1.7 of this
Annexregardingtheselectionofvehiclesfortestingandtheprocedures
forthein-serviceconformitycontrol.
2. SELECTIONCRITERIA
Thecriteria foracceptance ofaselectedvehiclearedefinedinsections
2.1to2.8ofthis Appendix.Information iscollected byvehicle exami-
nationandaninterviewwiththeowner/driver.
2.1. The vehicle must belong to a vehicle type that is type-approved under
this Directive and covered by a certificate of conformity in accordance
with Directive 70/156/EEC. It must be registered and used in the
EuropeanCommunity.
2.2. The vehicle must have been in service for at least 15000 km or 6
months, whichever is the later, and for no more than 80000 km or 5
years,whicheveristhesooner.
2.3. There must be a maintenance record to showthat the vehicle hasbeen
properly maintained, e. g. has been serviced in accordance with the
manufacturer'srecommendations.
2.4. The vehicle must exhibit no indications of abuse (e. g. racing, over-
loading,misfuelling,orothermisuse),orotherfactors(e.g.tampering)
that could affect emission performance. In the case of vehicles fitted
with an OBDsystem, the fault code and mileage information stored in
thecomputeraretakenintoaccount.Avehiclemustnotbeselectedfor
testingiftheinformation storedinthecomputer showsthatthevehicle
hasoperatedafterafaultcodewasstoredandarelativelypromptrepair
wasnotcarriedout.
2.5. There must have been no unauthorized major repair to the engine or
majorrepairofthevehicle.
2.6. Theleadcontentandsulphurcontentofafuelsamplefromthevehicle
tank must meet applicable standards and there must be no evidence of
misfuelling.Checksmaybedoneinthetailpipe,etc.
2.7. There must be no indication of any problem that might jeopardize the
safetyoflaboratorypersonnel.
2.8. Allanti-pollutionsystemcomponentsonthevehiclemustbeinconfor-
mitywiththeapplicabletype-approval.
3. DIAGNOSISANDMAINTENANCE
Diagnosisandanynormalmaintenancenecessarymustbeperformedon
vehicles accepted for testing, prior to measuring exhaust emissions, in
accordancewiththeprocedurelaiddowninsection3.1to3.7.
3.1. Thefollowingchecksmustbecarriedout:checksonairfilter,alldrive
belts, all fluid levels, radiator cap, all vacuumhoses and electrical
wiring related to the antipollution systemfor integrity; checks on igni-
tion, fuel metering and anti-pollution device components for
maladjustmentsand/ortampering.Alldiscrepanciesmustberecorded.
3.2. TheOBDsystemshallbecheckedforproperfunctioning.Anymalfunc-
tionindicationsintheOBDmemorymustberecordedandtherequisite
repairsmustbecarriedout.IftheOBDmalfunctionindicatorregistersa
malfunction during a preconditioning cycle, the fault may be identified
and repaired. The test may be re-run and the results of that repaired
vehicleused.
3.3. The ignition system must be checked and defective components
replaced,forexamplesparkplugs,cables,etc.
3.4. The compression must be checked. If the result is unsatisfactory the
vehicleisrejected.
3.5. Theengineparametersmustbecheckedtothemanufacturer'sspecifica-
tionsandadjustedifnecessary.1970L0220—EN—21.01.2002—019.001—34
▼M15
3.6. Ifthevehicleiswithin800kmofascheduledmaintenanceservice,that
service mustbeperformed according tothemanufacturer's instructions.
Regardlessofodometerreading,theoilandairfiltermaybechangedat
therequestofthemanufacturer.
3.7. Upon acceptance of the vehicle, the fuel must be replaced with appro-
priate emission test reference fuel, unless the manufacturer accepts the
useofmarketfuel.
4. IN-SERVICETESTING
4.1. Whenacheckonvehiclesisdeemednecessary,emissiontestsinaccor-
dancewithAnnexIIItothisDirectiveareperformedonpre-conditioned
vehiclesselectedinaccordancewiththerequirementsofsections2and
3ofthisAppendix.
4.2. VehiclesequippedwithanOBDsystemmaybecheckedforproperin-
service functionality of the malfunction indication, etc., in relation to
levels of emissions (e. g. the malfunction indication limits defined in
AnnexXItothisDirective)forthetype-approvedspecifications.
4.3. TheOBDsystemmaybechecked,forexample,forlevelsofemissions
above the applicable limit values with no malfunction indication,
systematicerroneousactivationofthemalfunctionindicationandidenti-
fiedfaultyordeterioratedcomponentsintheOBDsystem.
4.4. Ifacomponentorsystemoperatesinamannernotcoveredbytheparti-
culars in the type-approval certificate and/or information package for
such vehicle types and such deviation has not been authorized under
Article5(3)or(4)ofDirective70/156/EEC,withnomalfunctionindi-cationbytheOBD,thecomponentorsystemmustnotbereplacedprior
toemissiontesting,unlessitisdeterminedthatthecomponentorsystem
hasbeentamperedwithorabusedinsuchamannerthattheOBDdoes
notdetecttheresultingmalfunction.
5. EVALUATIONOFRESULTS
5.1. Thetestresultsaresubmittedtotheevaluationprocedureinaccordance
withAppendix4tothisAnnex.
5.2. Testresultsmustnotbemultipliedbydeteriorationfactors.
6. PLANOFREMEDIALMEASURES
6.1. Whenthetype-approvalauthorityiscertainthatavehicletypeisnotin
conformitywiththerequirementsoftheseprovisions,itmustrequestthe
manufacturertosubmitaplanofremedialmeasurestoremedythenon-
compliance.
6.2. The plan of remedial measures must be filed with the type-approval
authoritynotlaterthan60workingdaysfromthedateofthenotification
referred to in section 6.1. The type-approval authority must within 30
workingdaysdeclareitsapprovalordisapprovaloftheplanofremedial
measures. However, where the manufacturer can demonstrate, to the
satisfaction of the competent type-approval authority, that further time
is required to investigate the non-compliance in order to submit a planofremedialmeasures,anextensionisgranted.
6.3. The remedial measures must apply to all vehicles likely to be affected
by the same defect. The need to amend the type-approval documents
mustbeassessed.
6.4. Themanufacturermustprovideacopyofallcommunicationsrelatedto
the plan of remedial measures, and must also maintain a record of the
recall campaign, and supply regular status reports to the type-approval
authority.
6.5. Theplanofremedial measuresmustinclude therequirements specified
in 6.5.1 to 6.5.11. The manufacturer must assign a unique identifying
nameornumbertotheplanofremedialmeasures.
6.5.1. A description of each vehicle type included in the plan of remedial
measures.
6.5.2. A description of the specific modifications, alterations, repairs, correc-
tions, adjustments, or other changes to be made to bring the vehicles
into conformity including a brief summary of the data and technical
studies which support the manufacturer's decision as to the particular
measurestobetakentocorrectthenon-conformity.1970L0220—EN—21.01.2002—019.001—35
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6.5.3. A description of the method by which the manufacturer informs the
vehicleowners.
6.5.4. Adescriptionofthepropermaintenanceoruse,ifany,whichthemanu-
facturer stipulates as a condition of eligibility for repair under the plan
ofremedial measures,andanexplanation ofthemanufacturer'sreasons
forimposinganysuchcondition.Nomaintenanceoruseconditionsmay
beimposedunlessitisdemonstrablyrelated tothenon-conformityand
theremedialmeasures.
6.5.5. A description of the procedure to be followed by vehicle owners to
obtain correction of the non-conformity. This mustinclude a date after
which the remedial measures may be taken, the estimated time for the
workshoptoperformtherepairsandwheretheycanbedone.Therepair
mustbedoneexpediently,withinareasonabletimeafterdeliveryofthe
vehicle.
6.5.6. Acopyoftheinformationtransmittedtothevehicleowner.
6.5.7. Abriefdescriptionofthesystemwhichthemanufacturerusestoassure
anadequate supplyofcomponentorsystemsforfulfilling theremedial
action. It must be indicated when there will be an adequate supply of
componentsorsystemstoinitiatethecampaign.
6.5.8. Acopyofallinstructionstobesenttothosepersonswhoaretoperform
therepair.
6.5.9. A description of the impact of the proposed remedial measures on the
emissions, fuel consumption, driveability, and safety of each vehicle
type, covered by the plan of remedial measures with data, technical
studies,etc.whichsupporttheseconclusions.
6.5.10. Any other information, reports or data the type-approval authority may
reasonably determine is necessary to evaluate the plan of remedial
measures.
6.5.11. Wheretheplanofremedial measuresincludesarecall,adescriptionof
the method for recording the repair must be submitted to the type-
approval authority. If a label is used, an example of it must be
submitted.
6.6. The manufacturer may be required to conduct reasonably designed and
necessary tests on components and vehicles incorporating a proposed
change, repair, or modification to demonstrate the effectiveness of the
change,repair,ormodification.
6.7. The manufacturer is responsible for keeping a record of every vehicle
recalled and repaired and the workshop which performed the repair.
The type-approval authority must have access to the record on request
foraperiodof5yearsfromtheimplementationoftheplanofremedial
measures.
6.8. The repair and/or modification or addition of new equipment shall be
recorded in a certificate supplied by the manufacturer to the vehicle
owner.1970L0220—EN—21.01.2002—019.001—36
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Appendix 4(1)
STATISTICAL PROCEDURE FOR IN-SERVICE CONFORMITY
TESTING
1. ThisAppendixdescribestheproceduretobeusedtoverifythein-service
conformityrequirementsforthetypeItest.
2. Twodifferentproceduresaretobefollowed:
1. One dealing with vehicles identified in the sample, due to an emis-
sion-relateddefect,causingoutliersintheresults(section3).
2. Theotherdealingwiththetotalsample(section4).
3. PROCEDURETOBEFOLLOWEDWITHOUTLYINGEMITTERSIN
THESAMPLE.
3.1. A vehicle is said to be an outlying emitter, when for any regulated
component the limit value as shown in section 5.3.1.4 of Annex I is
exceededsignificantly.
3.2. Withaminimumsamplesizeof3,andamaximumsamplesizeasdeter-
mined by the procedure of paragraph 4, the sample is scanned for the
occurrenceofoutlyingemitters.
3.3. Whenanoutlyingemitterisfound,thecauseoftheexcessemissionmust
bedetermined.
3.4. When more than one vehicle is found to be an outlying emitter, due to
thesamecause,thesampleisregardedashavingfailed.
3.5. Whenonlyoneoutlyingemitterhasbeenfound,orwhenmorethanone
outlying emitter is found, but due to different causes, the sample is
increased by one vehicle, unless the maximum sample size has already
beenreached.
3.5.1. When in the increased sample more than one vehicle is found to be an
outlyingemitter,duetothesamecause,thesampleisregardedashaving
failed.
3.5.2. Wheninthemaximumsamplesizenotmorethanoneoutlyingemitteris
found,wheretheexcessemissionisduetothesamecause,thesampleis
regardedashavingpassedwithregardtotherequirementsofsection3of
thisAppendix.
3.6. Wheneverasampleisincreasedduetotherequirementsof3.5,thestatis-
ticalprocedureofparagraph4isappliedtotheincreasedsample.
4. PROCEDURETOBEFOLLOWEDWITHOUTSEPARATEEVALUA-
TIONOFOUTLYINGEMITTERSINTHESAMPLE.
4.1. With a minimum sample size of three the sampling procedure is set so
thattheprobabilityofabatchpassingatestwith40%oftheproduction
defectiveis0,95(producer'srisk=5%)whiletheprobabilityofabatch
beingacceptedwith75%oftheproductiondefectiveis0,15(consumer's
risk=15%).
4.2. Foreachofthepollutantsgivenin ►C3section5.3.1.4ofAnnexI, ◄
thefollowingprocedureisused(seeFigureI/7).
WhereL = thelimitvalueforthepollutant,
X
i= thevalueofthemeasurementforthei-thvehicleofthesample,
n = thecurrentsamplenumber.
4.3. Theteststatisticquantifyingthenumberofnon-conformingvehicles,i.e.
xi>L,iscomputedforthesample.
4.4. Then:
— if the test statistic does not exceed the pass decision number for the
sample size given in the following table, a pass decision is reached
forthepollutant,1970L0220—EN—21.01.2002—019.001—37
(1) The provisionslaid downin Appendix 4must be re-examined and completed without
delay in accordance with the procedure laid down in Article 13 of Directive 70/156/
EEC.
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— iftheteststatistic equalsorexceedsthefaildecisionnumberforthe
samplesizegiveninthefollowingtable,afaildecisionisreachedfor
thepollutant,
— otherwise,anadditionalvehicleistestedandtheprocedureisapplied
tothesamplewithoneextraunit.
Inthefollowingtablethepassandfaildecisionnumbersarecomputedin
accordancewiththeInternationalStandardISO8422:1991.
5. A sample is regarded as having passed the test when it has passed both
therequirementsofsections3and4ofthisAppendix.
TableforAcceptance—RejectionSamplingPlanbyAttributes
Cumulativesamplesize Passdecisionnumber Faildecisionnumber
30 —
41 —
515
626
726
837
948
10 4 8
11 5 9
12 5 9
13 6 10
14 6 11
15 7 11
16 8 12
17 8 12
18 9 13
19 9 13
20 11 121970L0220—EN—21.01.2002—019.001—38
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Figure I.7
►(1)C41970L0220—EN—21.01.2002—019.001—39
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ANNEX II
INFORMATIONDOCUMENTNo…
pursuanttoAnnexIofDirective70/156/EEC (*)relatingtoEECtype-approvalofavehiclewith
respect to the measures to be taken against air pollution by emissions from motor vehicles
(Directive 70/220/EEC,aslastamendedbyDirective …/…/EC)
Thefollowinginformation, ifapplicable, mustbesuppliedintriplicate andincudealistofcontents.
AnydrawingsmustbesuppliedinappropriatescaleandinsufficientdetailonsizeA4oronafolder
ofA4format.Photographs,ifany,mustshowsufficientdetail.
Ifthesystems,componentsorseparatetechnicalunitshaveelectroniccontrols,informationconcerning
theirperformancemustbesupplied.
1970L0220—EN—21.01.2002—019.001—40
(*) Theitem numbersandfootnotesusedinthisinformationdocument correspondtothosesetoutinAnnexIto
Directive70/156/EEC.ItemsnotrelevantforthepurposeofthisDirectiveareomitted.
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►(1)M151970L0220—EN—21.01.2002—019.001—44
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1970L0220—EN—21.01.2002—019.001—46
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Appendix
INFORMATIONONTESTCONDITIONS
1970L0220—EN—21.01.2002—019.001—47
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ANNEX III
TYPEITEST
(Verifyingtheaverage emissionoftailpipeemissionsafteracoldstart)
1. INTRODUCTION
ThisAnnexdescribestheprocedureforthetypeItestdefinedin
5.3.1of AnnexI. When the reference fuel to be usedis LPGor
NG,theprovisionsofAnnexXIIshallapplyadditionally.
2. OPERATINGCYCLEONTHECHASSISDYNAMOMETER
2.1. Descriptionofthecycle
The operating cycle on the chassis dynanometer is described in
Appendix1tothisAnnex.
2.2. General conditionsunderwhichthecycle iscarriedout
Preliminary testing cycles must be carried out if necessary to
determine howbest toactuate theaccelerator andbrake controls
so as to achieve a cycle approximating to the theoretical cycle
withintheprescribedlimits.
2.3. Useofgearbox
2.3.1. If the maximum speed which can be attained in first gear is
below 15 km/h, the second, third and fourth gears are used for
the elementary urban cycles (Part One) and the second, third,
fourth and fifth gears for the extra-urban cycle (Part Two). The
second, third and fourth gears may also be used for the urban
cycle (Part One) and the second, third, four and fifth gears for
the extra-urban cycle (Part Two) when the driving instructions
recommendstartinginsecondgearonlevelground,orwhenfirst
gear is therein defined as a gear reserved for cross-country
driving,crawlingortowing.
►M15Vehicles which do not attain the acceleration ◄and
maximum speed values required in the operating cycle must be
operated with the accelerator control fully depressed until they
once again reach the required operating curve. Deviations from
theoperatingcyclemustberecordedinthetestreport.
2.3.2. Vehicles equipped with semi-automatic-gearboxes are tested by
using the gears normally employed for driving, and the gear is
usedinaccordancewiththemanufacturer'sinstructions.
2.3.3. Vehicles equipped with automatic 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
periodofsteadyspeed.Thetolerancesgivenin2.4apply.
2.3.4. Vehicles equipped with an overdrive which the driver can acti-
vate are tested with the overdrive out of action for the urban
cycle (Part One) and with the overdrive in action for the extra-
urbancycle(PartTwo).
2.4. Tolerances
2.4.1. Atolerance of ±2km/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 decelerates more rapidly without the use of1970L0220—EN—21.01.2002—019.001—48
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thebrakes,onlytherequirementsof6.5.3apply.Speedtolerances
greater than those prescribed are accepted during phase changes
provided that the tolerances are never exceeded for more than
0,5onanyoneoccasion.
2.4.2. The time tolerances are ± 1,0 s. The above tolerances apply
equally at the beginning and at the end of each gear changing
period(1) for the urban cycle (Part One) and for the operations
Nos3,5and7oftheextra-urbancycle(PartTwo).
2.4.3. The speed and time tolerances are combined as indicated in
Appendix1.
3. VEHICLEANDFUEL
3.1. Testvehicle
3.1.1. The vehicle must be presented in good mechanical condition. It
musthavebeenrun-inanddrivenatleast3000kilometresbefore
thetest.
3.1.2. Theexhaustdevicemustnotexhibitanyleaklikelytoreducethe
quantity of gas collected, which quantity must be that emerging
fromtheengine.
3.1.3. Thetightnessoftheintakesystemmaybecheckedtoensurethat
carburationisnotaffectedbyanaccidentalintakeofair.
3.1.4. The settings of the engine and of the vehicle's controls must be
those prescribed by the manufacturer. This requirement also
applies, in particular, to the settings for idling (rotation speed
and carbon monoxide content ofthe exhaust gases),for the cold
start device and for the exhaust gas pollutant emission control
system.
3.1.5. Thevehicletobetested,oranequivalentvehicle,mustbefitted,
if necessary, with a device to permit the measurement of the
characteristic parameters necessary for chassis dynamometer
setting,inconformitywith4.1.1.
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
startingwhencoldandwhenhot.
3.2. Fuel
TheappropriatereferencefuelasdefinedinAnnexVIIImustbe
usedfortesting.
3.2.1. Vehicles that are fuelled either with petrol or with LPG or NG
shallbetestedaccordingtoAnnexXIIwiththeappropriaterefer-
encefuel(s)asdefinedinAnnexIXa.
4. TESTEQUIPMENT
4.1. Chassisdynamometer
4.1.1. Thedynamometermustbecapableofsimulatingroadloadwithin
oneofthefollowingclassifications:
— dynamometer with fixed load curve, i.e. a dynamometer
whose physical characteristics provide a fixed load curve
shape,
— dynamometer with ajustable load curve, i.e. a dynamometer
with at least two road load parameters that can be adjusted
toshapetheloadcurve.
4.1.2. Thesettingofthedynamometermustnotbeaffectedbythelapse
of time. It must not produce any vibrations perceptible to the
vehicleandlikelytoimpairthevehicle'snormaloperations.1970L0220—EN—21.01.2002—019.001—49
(1) Itshouldbenotedthatthetimeoftwosecondsallowedincludesthetimeforchanging
gearand,ifnecessary,acertainamountoflatitudetocatchupwiththecycle.▼M14
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4.1.3. It must be equipped with means to simulate inertia and load.
These simulators are connected to the front roller in the case of
atwo-rollerdynamometer.
4.1.4. Accuracy
4.1.4.1. Itmustbepossibletomeasure andreadtheindicated loadtoan
accuracyof±5%.
4.1.4.2. In the case of a dynamometer with a fixed load curve the accu-
racyoftheloadsettingat80km/hmustbe±5%.Inthecaseof
a dynamometer with an adjustable load curve, the accuracy of
matching dynamometer load to road load ►M12must be 5 %
at 120, 100, 80, 60 and 40, and 10 % at 20 km/h. ◄Below
this,dynamometerabsorptionmustbepositive.
4.1.4.3. The total inertia of the rotating parts (including the simulated
inertiawhereapplicable)mustbeknownandmustbewithin±20
kilogramsoftheinertiaclassforthetest.
4.1.4.4. Thespeedofthevehiclemustbemeasuredbythespeedofrota-
tion of the roller (the front roller in the case of a two roller
dynamometer).Itmustbemeasuredwithanaccuracyof±1km/
hatspeedsabove10km/h.
4.1.5. Load and inertia setting
4.1.5.1. Dynamometer with fixed load curve: the load simulator must be
adjusted to absorb the power exerted on the driving wheels at a
steadyspeedof80km/handtheabsorbedpowerat50km/hshall
benoted.Themeansbywhichthisloadisdeterminedandsetare
describedinAppendix3.
4.1.5.2. Dynamometerwithadjustableloadcurve:theloadsimulatormust
be adjusted in order to absorb the power exerted on the driving
wheels at steady ►M12speeds of 120, 100, 80, 60, 40 and
20 km/h. ◄The means by which these loads are determined
andsetaredescribedinAppendix3.
4.1.5.3. Inertia
Dynamometers withelectrical inertia simulation mustbedemon-
stratedtobeequivalenttomechanicalinertiasystems.Themeans
bywhichequivalenceisestablishedisdescribedinAppendix4.
4.2. Exhaust-gassamplingsystem
4.2.1. The exhaust gas sampling system must be able to measure the
actual quantities of pollutants emitted in the exhaust gases to be
measured.Thesystemtobeusedistheconstantvolumesampler
(CVS)system.Thisrequiresthatthevehicle exhaustbecontinu-
ouslydilutedwithambientairundercontrolledconditions.Inthe
constant volume sampler concept of measuring two conditions
must be satisfied: the total volume of the mixture of exhaust
gases and dilution air must be measured and a continuously
proportionalsampleofthevolumemustbecollectedforanalysis.
The quantities of pollutants emitted are determined from the
sample concentrations, corrected for the pollutant content of the
ambientairandthetotalizedflowoverthetestperiod.
The particulate pollutant emission level is determined by using
suitablefilterstocollecttheparticulatesfromaproportionalpart
flow throughout the test and determining the quantity thereof
gravimetricallyinaccordancewith4.3.2.
4.2.2. Theflowthroughthesystemmustbesufficienttoeliminatewater
condensation atall conditions whichmay occur duringatest, as
definedinAppendix5.
4.2.3. ►M12 ◄Appendix 5 gives examples of three
types of constant volume sampler system which satisfy the
requirementssetoutinthisAnnex.
4.2.4. ThegasandairmixturemustbehomogeneousatpointS2ofthe
samplingprobe.
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
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(heat exchanger, blower, etc.) change the concentration of any
pollutant gas in the diluted gas, the sampling for that pollutant
mustbecarriedoutbeforethatcomponentiftheproblemcannot
becorrected.
4.2.7. If the vehicle being tested is equipped with an exhaust pipe
comprising several branches, ►M12the connecting tubes must
be connected as near as possible to the vehicle but in such a
mannersoasnottoeffectthefunctioningofthevehicle. ◄
4.2.8. Static pressure variations at the tailpipe(s) of the vehicle must
remain within ± 1,25 kPa of the static pressure variations
measuredduringthedynamometerdrivingcyclewithnoconnec-
tion to the tailpipe(s). Sampling systems capable of maintaining
the static pressure to within ± 0,25 kPa are used if a written
request from a manufacturer to the competent authority issuing
the approval substantiates the need for the narrower tolerance.
Theback-pressuremustbemeasuredintheexhaustpipe,asnear
as possible to its end or in an extension having the same
diameter.
4.2.9. Thevariousvalvesusedtodirecttheexhaustgasesmustbeofa
quick-adjustment,quick-actingtype.
4.2.10. The gas samples are collected in sample bags of adequate capa-
city. These bags must be made of such materials as will not
change the pollutant gas by more than ± 2 % after 20 minutesofstorage.
4.3. Analyticalequipment
4.3.1. Requirements
4.3.1.1. Pollutantgasesmustbeanalyzedwiththefollowinginstruments:
Carbonmonoxide(CO)andcarbondioxide(CO
2)analysis:
The carbon monoxide and carbon dioxide analysers must be of
thenon-dispersiveinfra-red(NDIR)absorptiontype.
Hydrocarbons(HC)analysis—spark-ignitionengines:
Thehydrocarbonsanalysermustbeoftheflameionization(FID)
type calibrated with propane gas expressed equivalent to carbon
atoms(C1).
Hydrocarbons(HC)analysis—compression-ignitionengines:The hydrocarbons analyser must be of the flame ionization type
with detector, valves, pipework, etc, heated to 463 K
(190ºC)±10K(HFID).Itmustbecalibrated withpropanegas
expressedequivalenttocarbonatoms(C
1).
Nitrogenoxide(NOx)analysis:
Thenitrogenoxideanalysermustbeeitherofthechemilumines-
cent (CLA) or of the non-dispensive ultraviolet resonance
absorption(NDUVR)type,bothwithanNOx—NOconverter.
Particulates:Gravimetric determination of the particulates collected. These
particulates are in each case collected by two series-mounted
filters in the sample gas flow. The quantity of particulates
collectedbyeachpairoffiltersmustbeasfollows:
—V
ep: flowthroughfilters
—Vmix: flowthroughtunnel
— M: particulatesmass(g/km)
—Mlimit: limit massof particulates (limit mass in force, g/
km)
— m: massofparticulatescollectedbyfilters(g)
— d: actual distance corresponding to the operating
cycle(km)
M¼Vmix/C1m
Vep/C1dorm ¼M:d/C1Vep
Vmix1970L0220—EN—21.01.2002—019.001—51
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Theparticulatessamplerate(Vep/Vmix)willbeadjustedso
that for M = Mlimit,1≤m≤5 mg (when 47 mm
diameterfiltersareused).
The filter surface consist of a material that is hydro-
phobic and inert towards the components of the exhaust
gas(fluorocarbon-coatedglass-fibrefiltersorequivalent).
4.3.1.2. Accuracy
The analysers must have a measuring range compatible with the
accuracy required to measure the concentrations of the exhaust
gassamplepollutants.
Measurement error must not exceed ± 2 % (intrinsic error of
analyser) disregarding the true value for the calibration gases.
For concentrations of less than 100 ppm the measurement error
must not exceed ± 2 ppm. The ambient air sample msut be
measuredonthesameanalyserwithanappropriaterange.
Measurementoftheparticulatescollectedshallbetoaguaranteed
accuracyof1µg.
Themicrogrambalanceusedtodeterminetheweightofallfilters
musthaveanaccuracyof5µgandreadabilityof1µg.
4.3.1.3. Ice-trap
No gas drying device must be used before the analysers unless
shown to have no effect on the pollutant content of the gas
stream.
4.3.2. Particular requirements for compression-ignition engines
AheatedsamplelineforacontinuousHC-analysiswiththeflame
ionization detector (HFID),including recorder (R)mustbeused.
Theaverageconcentrationofthemeasuredhydrocarbonsmustbe
determinedbyintegration.Throughoutthetest,thetemperatureof
theheatedsamplelinemustbecontrolledat463K(190ºC)±10K.
Theheatedsamplinglinemustbefittedwithaheatedfilter (Fh)
99%efficientwithparticle ≥0,3µmtoextractanysolidparti-
cles fromthe continuous flow of gas required for analysis. The
sampling system response time (from the probe to the analyser
inlet)mustbenomorethanfourseconds.
The HFID must be used with a constant flow (heat exchanger)
system to ensure a representative sample, unless compensation
forvaryingCFVorCFOflowsismade.
The particulate sampling unit consists of a dilution tunnel, a
sampling probe, a filter unit, a partial-flow pump, and a flow
rate regulator and measuring unit. The particulate-sampling part
flow is drawn through two series-mounted filters. ►M12The
sampling probe for the test gas flow for particulates must be so
arranged within the dilution tract that a representative sample
gasflowcanbetakenfromthehomogeneousair/exhaustmixture
and an air/exhaust gas mixture temperature of 325 K (52 ºC) is
not exceeded immediately before the particulate filter. ◄. The
temperature of the gas flowin the flowmeter may not fluctuate
more than ±3K,normay the massflow-rate fluctuate by more
than±5%.Shouldthevolumeofflowchangeunacceptablyasa
resultofexcessivefilterloading,thetestmustbestopped.When
itisrepeated, therateofflowmustbedecreased and/oralarger
filter used. The filters must be removed from the chamber no
earlierthananhourbeforethetestbegins.
The necessary particle filters must be conditioned (as regards
temperature and humidity) in an open dish which has been
protected against dustingressfor atleast eight andfor notmore
than56hoursbeforethetestinanair-conditionedchamber.After
this conditioning the uncontaminated filters are weighed and
storeduntiltheyareused.
If the filters are not usedwithin one hourof their removal from
theweighingchambertheymustbereweighed.1970L0220—EN—21.01.2002—019.001—52
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Theone-hourlimitmaybereplacedbyaneight-hourlimitifone
orbothofthefollowingconditionsaremet:
— a stabilized filter is placed and kept in a sealed filter holder
assemblywiththeendsplugged,or
— a stabilized filter is placed in a sealed filter holder assembly
which is then immediatly placed in a sample line through
whichthereisnoflow.
4.3.3. Calibration
Eachanalysermustbecalibratedasoftenasnecessaryandinany
case in the month before type-approval testing and at least once
every six months for verifying conformity of production. The
calibration methodtobeusedisdescribedinAppendix6forthe
analysersreferredtoin4.3.1.
4.4. Volumemeasurement
4.4.1. The method of measuring total dilute exhaust volume incorpo-
rated in the constant volume sampler must be such that
measurementisaccurateto±2%.
4.4.2. Constant volume sampler calibration
Theconstantvolumesamplersystemvolumemeasurementdevice
mustbecalibratedbyamethodsufficienttoensuretheprescribed
accuracyandatafrequencysufficienttomaintainsuchaccuracy.
An example of a calibration procedure which gives the required
accuracy is given in Appendix 6. The method utilizes a flow
metering device which is dynamic and suitable for the high
flow-rate encountered in constant volume sampler testing. The
device must be of certified accuracy in conformity with an
approvednationalorinternationalstandard.
4.5. Gases
4.5.1. Pure gases
Thefollowingpuregasesmustbeavailable,ifnecessary,forcali-
brationandoperation:
— purifiednitrogen
(purity≤1 ppmC, ≤1 ppmCO, ≤400 ppmCO2,
≤0,1ppmNO),
— purifiedsyntheticair
(purity,≤1 ppmC, ≤1 ppmCO, ≤400 ppmCO2,
≤0,1ppmNO);oxygencontentbetween18and21%vol,
— purifiedoxygen(purity ≤99,5%volO2),
— purifiedhydrogen(andmixturecontaininghydrogen)
(purity≤1ppmC, ≤400ppmCO2).
4.5.2. Calibration gases
Gaseshavingthefollowingchemicalcompositionsmustbeavail-
able:mixturesof:
—C3H8andpurifiedsyntheticair(4.5.1),
— COandpurifiednitrogen,—C O
2andpurifiednitrogen,
— NOandpurifiednitrogen.
(The amount of NO2contained in this calibration gas must not
exceed5%oftheNOcontent).
Thetrueconcentrationofacalibrationgasmustbewithin±2%
ofthestatedfigure.
TheconcentrationsspecifiedinAppendix6mayalsobeobtained
bymeansofagasdivider,dilutingwithpurifiedN2orwithpuri-
fied synthetic air. The accuracy of the mixing device must be
such that the concentrations of the diluted calibration gases may
bedeterminedtowithin±2%.
4.6. Additionalequipment
4.6.1. Temperatures
The temperatures indicated in Appendix 8 are measured with an
accuracyof±1,5K.1970L0220—EN—21.01.2002—019.001—53
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4.6.2. Pressure
Theatmosphericpressuremustbemeasurabletowithin±0,1kPa.
4.6.3. Absolute humidity
Theabsolutehumidity(H)mustbemeasurabletowithin±5%.
4.7. Theexhaustgas-samplingsystemmustbeverifiedbythemethod
describedinsection3ofAppendix7.Themaximumpermissible
deviationbetweenthequantityofgasintroducedandthequantity
ofgasmeasuredis5%.
5. PREPARINGTHETEST5.1. Adjustment of inertia simulators to the vehicle's translatory
inertia
Aninertiasimulatorisusedenablingatotalinertiaoftherotating
masses to be obtained proportional to the reference mass within
thefollowinglimits:
ReferencemassofvehicleRW
(kg)EquivalentinertiaI
(kg)
RW≤480 455
480<RW ≤540 510
540<RW ≤595 570
595<RW ≤650 625
650<RW ≤710 680
710<RW ≤765 740
765<RW ≤850 800
850<RW ≤965 910
965<RW ≤1080 1020
1080<RW ≤1190 1130
1190<RW ≤1305 1250
1305<RW ≤1420 1360
1420<RW ≤1530 1470
1530<RW ≤1640 1590
1640<RW ≤1760 1700
1760<RW ≤1870 1810
1870<RW ≤1980 1930
1980<RW ≤2100 2040
2100<RW ≤2210 2150
2210<RW ≤2380 2270
2380<RW ≤2610 2270
2610<RW 2270
If the corresponding equivalent inertia is not available on the
dynamometer, the larger value closest to the vehicle reference
masswillbeused.
5.2. Settingofdynamometer
Theloadisadjustedaccordingtomethodsdescribedin4.1.4.
The method used and the values obtained (equivalent inertia —
characteristic adjustment parameter) mustberecorded in thetest
report.
5.3. Preconditioningofthevehicle
5.3.1. For compression-ignition engine vehicles for the purpose of
measuring particulates at most 36 hours and at least six hours
beforetesting,thePartTwocycledescribedinAppendix1must
be used. Three consecutive cycles must be driven. The dynam-
ometersettingisasindicatedin5.1and5.2.
Attherequestofthemanufacturervehicleswithpositiveignition
engine may be preconditioned with one Part I and two Part II
drivingcycles.1970L0220—EN—21.01.2002—019.001—54
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After this preconditioning specific for compression ignition
engines and before testing, compression-ignition and positive
ignition engine vehicles must be kept in a room in which the
temperature remains relatively constant between 293 and 303 K
(20and30ºC).Thisconditioningmustbecarriedoutforatleast
six hours and continue until the engine oil temperature and
coolant,ifany,arewithin±2Kofthetemperatureoftheroom.
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.
5.3.1.1. Forpositive-ignitionenginedvehiclesfuelledwithLPGorNGor
soequippedthattheycanbefuelledwitheitherpetrolorLPGor
NG,betweenthetestsonthefirstgaseousreferencefuelandthe
secondgaseousreferencefuel,thevehicleshallbepreconditioned
beforethetestonthesecondreferencefuel.Thispreconditioning
isdoneonthesecondreferencefuelbydrivingapreconditioning
cycle consisting of one part one (urban part) and twotimes part
two (extra-urban part) of the test cycle described in Appendix 1
tothisAnnex.Onthemanufacturer'srequestandwiththeagree-
ment of the technical service this preconditioning cycle may be
extended.Thedynamometer settingshallbetheoneindicated in
points5.1and5.2ofthisAnnex.
5.3.2. The tyre pressures must be the same as that specified by the
manufacturer and used for the preliminary road test for brake
adjustment. The tyre pressures may be increased by up to 50 %
from the manufacturer's recommended setting in the case of a
two-roller dynamometer. The actual pressure used must be
recordedinthetestreport.
6. PROCEDUREFORBENCHTESTS6.1. Specialconditionsforcarrying outthecycle
6.1.1. During the test, the test cell temperature must be between 293
and 303 K (20 and 30 ºC). The absolute humidity (H) of either
the air in the test cell or the intake air of the engine must be
suchthat:
5,5≤H≤12,2gH
2O/kgdryair
6.1.2. The vehicle must be approximately horizontal during the test so
astoavoidanyabnormaldistributionofthefuel.
6.1.3. ►M15A current of air of variable speed is blown over the
vehicle.◄Theblowerspeedshallbesuchthat,withintheoper-
atingrangeof10km/htoatleast50km/h,thelinearvelocityof
the air at the blower outlet is within ± 5 km/h of the corre-
sponding roller speed. The final selection of the blower shall
havethefollowingcharacteristics:
— Area:atleast0,2m2
— Heightoftheloweredgeaboveground:approximately20cm
— Distancefromthefrontofthevehicle:approximately30cm
Asanalternativetheblowerspeedshallbeatleast6m/s(21,6km/
h). At the request of the manufacturer for special vehicles (e.g.
vans,off-road)theheightofthecoolingfancanbemodified.
6.1.4. Duringthetestthespeedisrecordedagainsttimeorcollectedby
the data acquisition systemso that the correctness of the cycles
performedcanbeassessed.
6.2. Starting-uptheengine
6.2.1. Theenginemustbestartedupbymeansofthedevicesprovided
for this purpose according to the manufacturer's instructions, as
incorporatedinthedriver'shandbookofproductionvehicles.
6.2.2. ►M15Thefirstcyclestartsontheinitiationoftheenginestart-
upprocedure. ◄1970L0220—EN—21.01.2002—019.001—55
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6.2.3. In the case of the use of LPG or NG as a fuel it is permissible
that the engine is started on petrol and switched to LPG or NG
after a predetermined period of time which cannot be changed
bythedriver.
6.3. Idling
6.3.1. Manual-shift or semi-automaticgearbox
SeeAppendixtablesIII.1.2andIII.1.3.
6.3.2. Automatic-shift gearbox
Afterinitialengagementtheselectormustnotbeoperatedatany
timeduringthetestexcept asinthecasespecified in6.4.3orif
theselectorcanactuatetheoverdrive,ifany.
6.4. Accelerations
6.4.1. Accelerations must be so performed that the rate of acceleration
isasconstantaspossiblethroughoutthephase.
6.4.2. Ifanaccelerationcannotbecarriedoutintheprescribedtime,the
extratimerequiredis,ifpossible,deductedfromthetimeallowed
for changing gear, but otherwise fromthe subsequent steady-
speedperiod.
6.4.3. Automatic-shift gearboxes
Ifanaccelerationcannotbecarriedoutintheprescribedtime,the
gear selector is operated in accordance with requirements for
manual-shiftgearboxes.
6.5. Deceleration
6.5.1. All decelerations of the elementary urban cycle (Part One) are
effected by removing the foot completely from the accelerator,
the clutch remaining engaged. The clutch is disengaged, without
useofthegearlever,ataspeedof10km/h.
All the decelerations of the extra-urban cycle (Part Two) are
effected by removing the foot completely from the accelerator,
the clutch remaining engaged. The clutch is disengaged, without
useofthegearlever,ataspeedof50km/hforthelastdecelera-
tion.
6.5.2. Iftheperiodofdecelerationislongerthanthatprescribedforthe
corresponding phase, the vehicle's brakes are used to enable the
timingofthecycletobecompliedwith.
6.5.3. Iftheperiodofdecelerationisshorterthanthatprescribedforthe
corresponding phase, the timing of the theoretical cycle is
restored by constant speed or idling period merging into the
followingoperation.
6.5.4. At the end of the deceleration period (halt of the vehicle on the
rollers) of the elementary urban cycle (Part One) the gears are
placedinneutralandtheclutchengaged.
6.6. Steadyspeeds
6.6.1. Pumping or the closing of the throttle must be avoided when
passingfromaccelerationtothefollowingsteadyspeed.
6.6.2. Periodsofconstantspeedareachievedbykeepingtheaccelerator
positionfixed.1970L0220—EN—21.01.2002—019.001—56
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7. GASANDPARTICULATESAMPLINGANDANALYSIS
7.1. Sampling
Sampling begins (BS) before or at the initiation of the engine
start-up procedure and ends on conclusion of the final idling
period in the extra-urban cycle (part two, end of sampling (ES))
or,inthecaseoftesttypeVIofthefinalidlingperiodofthelast
elementarycycle(partone).
7.2. Analysis
7.2.1. Theexhaustgasescontainedinthebagmustbeanalysedassoon
as possible and in any event not later than 20 minutes after the
end of the test cycle. The spent particulate filters must be taken
tothechambernolaterthanonehourafterconclusionoftheteston the exhaust gases and must there be conditioned for between
twoand36hoursandthenbeweighed.
7.2.2. Prior to each sample analysis the analyser range to be used for
eachpollutantmustbesettozerowiththeappropriatezerogas.
7.2.3. The analysers are then set to the calibration curves by means of
span gases of nominal concentrations of 70 to 100 % of the
range.
7.2.4. Theanalysers'zerosarethenrechecked.Ifthereadingdiffersby
more than 2 % of range from that set in 7.2.2, the procedure is
repeated.
7.2.5. Thesamplesarethenanalyzed.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,
theanalysisisconsideredacceptable.
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
oftheanalysers.
7.2.8. The figure adopted for the concentration of each polluant
measured in the gases is that read off after stabilization on the
measuring device. Hydrocarbon mass emissions of compression-
ignitionenginesarecalculatedfromtheintegratedHFIDreading,
correctedforvaryingflowifnecessaryasshowninAppendix5.
8. DETERMINATIONOFTHE QUANTITYOFGASEOUSAND
PARTICULATEPOLLUTANTSEMITTED
8.1. Thevolumeconsidered
Thevolumetobeconsideredmustbecorrectedtoconformtothe
conditionsof101,33kPaand273,2K.
8.2. Totalmassofgaseousandparticulatepollutantsemitted
The mass m of each gaseous pollutant emitted by the vehicle
duringthetestisdeterminedbyobtainingtheproductofthevolu-
metricconcentration andthevolumeofthegasinquestion,with
due regard to the following densities under the abovementioned
referenceconditions:
Inthecaseofcarbonmonoxide(CO): d=1.25g/l
Inthecaseofhydrocarbons:
forpetrol(CH
1.85) d=0.619g/l
fordiesel(CH1.86) d=0.619g/l
forLPG(CH2.525) d=0.649g/l
forNG(CH4) d=0.714g/l
Inthecaseofnitrogenoxides(NO2): d=2.05g/l1970L0220—EN—21.01.2002—019.001—57
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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
secondfilter:
— if0,95(m1+m2)≤m1,m=m1,
— if0,95(m1+m2)>m1,m=m1+m2,
—i fm2>m1,thetestiscancelled.
Appendix8givesthecalculations,followedbyexamples,usedin
determiningthemassemissionsofgaseousandparticulate pollu-
tants.1970L0220—EN—21.01.2002—019.001—58
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Appendix 1
BREAKDOWNOF THEOPERATINGCYCLEUSEDFOR THE TYPEI
TEST
1. OPERATINGCYCLE
1.1. The operating cycle, made up of a Part One (urban cycle) and
PartTwo(extra-urbancycle),isillustratedatFigureIII.1.1.
2. ELEMENTARYURBANCYCLE(PARTONE)
SeeFigureIII.1.2andTableIII.1.2.
2.1. Breakdownbyphases
Time
(s)%
Idling 60/C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C15030,8
35,4
Idling,vehiclemoving,clutch
engagedononecombination 9 4,6
Gear-changing 8 4,1Accelerations 36 18,5
Steady-speedperiods 57 29,2
Decelerations 25 12,8
195 100
2.2. Breakdownbyuseofgears
Time
(s)%
Idling 60/C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C15030,8
35,4
Idling,vehiclemoving,clutch
engagedononecombination 9 4,6
Gear-changing 8 4,1
Firstgear 24 12,3
Secondgear 53 27,2
Thirdgear 41 21
195 100
2.3. General information
Averagespeedduringtest:19km/h.
Effectiverunningtime:195seconds.
Theoreticaldistancecoveredpercycle:1,013km.
Equivalentdistanceforthefourcycles:4,052km.1970L0220—EN—21.01.2002—019.001—59
▼M15
Figure III.1.1
Operatingcycle fortheTypeItest
1970L0220—EN—21.01.2002—019.001—60
Table III.1.2
Operatingcycle onthechassisdynamometer (Part One)
Noof
operationOperation PhaseAccelera-
tion
(m/s2)Speed
(km/h)DurationofeachCumula-
tivetime
(s)Geartobeusedinthecaseofa
manualgearbox Operation
(s)Phase
(s)
1 Idling 1 11 11 11 6sPM+5sK1(*)
2 Acceleration 2 1,04 0-15 4 4 15 13 Steadyspeed 3 15 9 8 23 14 Deceleration/C148/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C1504−0,69 15-10 2/C148/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C150525 1
5 Deceleration,
clutchdisengaged −0,92 10-0 3 28 K
1(*)
6 Idling 5 21 21 49 16sPM+5sK1(*)
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 Gearchange 2 569 Acceleration 0,94 15-32 5 61 2
10 Steadyspeed 7 32 24 24 85 211 Deceleration/C148/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C1508−0,75 32-10 8/C148/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C1501193 2
12 Deceleration,
clutchdisengaged −0,92 10-0 3 96 K
2(*)
13 Idling 9 21 21 117 16sPM+5sK1(*)
14 Acceleration/C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C150100-15 0-15 5/C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C15026122 1
15 Gearchange 2 12416 Acceleration 0,62 15-35 9 133 217 Gearchange 2 13518 Acceleration 0,52 35-50 8 143 319 Steadyspeed 11 50 12 12 155 320 Deceleration 12 −0,52 50-35 8 8 163 321 Steadyspeed 13 35 13 13 176 322 Gearchange/C148/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/C150142/C148/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/C15012178
23 Deceleration −0,86 ►
M15
35-10
◄7 185 2
24 Deceleration,
clutchdisengaged −0,92 10-0 3 188 K2(*)
25 Idling 15 7 7 195 7sPM(*)
(*) PM=gearboxinneutral,clutchengaged.
K1,K2=firstorsecondgearengaged,clutchdisengaged.▼M91970L0220—EN—21.01.2002—019.001—61
▼M9
Figure III.1.2
Elementaryurbancycle forthetypeItest
1970L0220—EN—21.01.2002—019.001—62
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3. EXTRA-URBANCYCLE(PartTwo)
SeeFigureIII.1.3andTableIII.1.3
3.1. Breakdownbyphases
Time
(s)%
Idling 20 5,0
Idling,vehiclemoving,clutchengaged
ononecombination 20 5,0
Gear-changing 6 1,5
Accelerations 103 25,8
Steady-speedperiods 209 52,2
Decelerations 42 10,5
400 100
3.2. Breakdownbyuseofgears
Time
(s)%
Idling 20 5,0
Idling,vehiclemoving,clutchengaged
ononecombination 20 5,0
Gear-changing 6 1,5Firstgear 5 1,3
Secondgear 9 2,2
Thirdgear 8 2,0
Fourthgear 99 24,8
Fifthgear 233 58,2
400 100
3.3. General information
Averagespeedduringtest:62,6km/h.
Effectiverunningtime:400seconds.
Theoreticaldistancecoveredpercycle:6,955km.
Maximalspeed:120km/h.
Maximalacceleration:0,833m/s
2.
Maximaldeceleration:−1,389m/s2.1970L0220—EN—21.01.2002—019.001—63
Table III.1.3
Extra-urbancycle (Part Two)forthetypeItest
Noof
operationOperation PhaseAccelera-
tion
(m/s2)Speed
(km/h)DurationofeachCumulative
time
(s)Geartobeusedinthecaseof
amanualgearbox Operation
(s)Phase
(s)
1 Idling 1 20 20 20 K1(*)
2 Acceleration/C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C15020,83 0-15 5/C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C1504125 1
3 Gearchange 2 27 —4 Acceleration 0,62 15-35 9 36 25 Gearchange 2 38 —6 Acceleration 0,52 35-30 8 46 37 Gearchange 2 48 —8 Acceleration 0,43 50-70 13 61 49 Steadyspeed 3 70 50 50 111 5
10 Deceleration 4 −0,69 70-50 8 8 119 4s.5+4s.411 Steadyspeed 5 50 69 69 188 412 Acceleration 6 0,43 50-70 13 13 201 4
13 Steadyspeed 7 70 50 50 251 5
14 Acceleration 8 0,24 70-100 35 35 286 515 Steadyspeed 9 100 30 30 316 5(**)16 Acceleration 10 0,28 100-120 20 20 336 5(**)17 Steadyspeed 11 120 10 20 346 5(**)18 Deceleration/C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C15012−0,69 120-80 16/C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C15034362 5(**)
19 Deceleration −1,04 80-50 8 370 5(**)20 Deceleration,
clutchdisengaged −1,39 50-0 10 380 K
5(*)
21 Idle 13 20 20 400 PM(*)
(*) PM=gearboxinneutral,clutchengaged.
Firstorfifthgearengaged,clutchdisengaged.
(**) Additionalgearscanbeusedaccordingtomanufacturerrecommendationsifthevehicleisequippedwithatransmissionwithmorethanfivegears.▼M91970L0220—EN—21.01.2002—019.001—64
▼M9
Figure III.1.3
Extra-urbancycle (PartTwo)forthetypeItest
1970L0220—EN—21.01.2002—019.001—65
▼M15
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Appendix 2
CHASSISDYNAMOMETER
1. DEFINITIONOFACHASSISDYNAMOMETERWITHFIXED
LOADCURVE
1.1. Introduction
Intheeventthatthetotalresistancetoprogressontheroadisnot
reproduced on the chassis dynamometer between speeds of 10
and►M12120 km/h ◄, it is recommended to use a chassis
dynamometerhavingthecharacteristicsdefinedbelow.
1.2. Definition
1.2.1. Thechassisdynamometermayhaveoneortworollers.
The front roller drives, directly or indirectly, the inertia masses
andthepowerabsorptiondevice.
1.2.2. The load absorbed by the brake and the chassis dynamometer
internal frictional effects fromthe speed of 0 to 120 km /h is as
follows:
F=(a+b·V2)±0,1·F80(withoutbeingnegative)
where:F = totalloadabsorbedbythechassisdynamometer(N)
a = valueequivalenttorollingresistance(N)
b = value equivalent to coefficient of air resistance (N/(km/
h)
2)
V = speed(km/h)
F80= loadatthespeedof80km/h(N).
2. METHODOFCALIBRATINGTHEDYNAMOMETER
2.1. Introduction
ThisAppendixdescribesthemethodtobeusedtodeterminethe
loadabsorbedbyadynamometerbrake.
The load absorbed comprises the load absorbed by frictional
effectsandtheloadabsorbedbythepower-absorptiondevice.
The dynamometer is brought into operation beyond the range of
test speeds. The device used for starting up the dynamometer is
then disconnected: the rotational speed of the driven roller
decreases.
The kinetic energy of rollers is dissipated by the power-absorp-
tion unit and by the frictional effects. This method disregards
variations in the roller's internal frictional effects caused by
rollers with or without the vehicle. The frictional effects of the
rearrollershallbedisregardedwhenthisisfree.
2.2. ►M12 Calibrating the load indicator to 80 km/h as a func-
tionoftheloadabsorbed ◄
Thefollowingprocedureisused(seealsoFigureIII.2.2.2).
2.2.1. Measure the rotational speed of the roller if this hasnot already
been done. A fifth wheel, a revolution counter or some other
methodmaybeused.
2.2.2. Place the vehicle on the dynamometer or devise some other
methodofstartingupthedynamometer.
2.2.3. Use the fly-wheel or any other systemof inertia sim ulation for
theparticularinertiaclasstobeused.1970L0220—EN—21.01.2002—019.001—66
▼M12
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▼M12
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▼M12
Figure III.2.2.2.
Diagramillustratingtheloadofthechassisdynamometer
2.2.4. Bringthedynamometertoaspeedof80km/h.
2.2.5. NotetheloadindicatedFi(N).
2.2.6. Bringthedynamometertoaspeedof90km/h.
2.2.7. Disconnectthedeviceusedtostartupthedynamometer.2.2.8. Notethetimetakenbythedynamometertopassfromaspeedof
85km/htoaspeedof75km/h.
2.2.9. Setthepower-absorptiondeviceatadifferentlevel.2.2.10. The requirements of 2.2.4 to 2.2.9 must be repeated sufficiently
oftentocovertherangeof ►
M12load◄used.
2.2.11. Calculatetheloadabsorbed,usingtheformula
F¼Mi/C1∆V
t
where
F = loadabsorbedinN
Mi= equivalent inertia in kilograms (excluding the inertial
effectsoffreerearroller)
∆V = speeddeviationinm/s(10km/h=2,775m/s)
t = timetakenbytherollertopassfrom85to75km/h.
2.2.12. FigureIII.2.2.12showstheloadindicatedat80km/hintermsof
theloadabsorbedat80km/h.1970L0220—EN—21.01.2002—019.001—67
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Figure III.2.2.12
Loadindicatedat80km/hintermsofloadabsorbedat80km/h
2.2.13. The operation described in 2.2.3 to 2.2.12 must be repeated for
allinertiaclassestobeused.
2.3. ►M12 Calibration of the load indicator as a function of the
absorbedloadforotherspeeds ◄
The procedures described in 2.2 must be repeated as often as
necessaryforthechosenspeeds.
2.4. Verification of the ►M12 load ◄-absorption curve of the
dynamometerfromareference settingataspeedof80km/h
2.4.1. Place the vehicle on the dynamometer or devise some other
methodofstartingupthedynamometer.
2.4.2. Adjust the dynamometer to the absorbed ►M12load◄at
80km/h.
2.4.3. Notetheloadabsorbedat120,100,80,60,40and20km/h.►
M122.4.4. Draw the curve F(V) ◄and verify that it corresponds to the
requirementsof1.2.2.
2.4.5. Repeattheproceduresetoutin2.4.1to2.4.4forothervaluesof
►M12loadF◄at80km/handforothervaluesofinertia.
2.5. Thesameproceduremustbeusedforforceortorquecalibration.
3. SETTINGOFTHEDYNAMOMETER
3.1. Settingmethods
Thedynamometersettingmaybecarriedoutataconstantspeed
of80km/hinaccordancewiththerequirementsofAppendix3.
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 80 km/h and cannot be used for vehicles with
compression-ignitionengines.
3.1.2. Test instrumentation
Thevacuum(orabsolutepressure)intheintakemanifoldvehicle
ismeasuredtoanaccuracyof±0,25kPa.Itmustbepossibleto
record this reading continuously or at intervals of no more than
one second. The speed must be recorded continuously with a
precisionof±0,4km/h.1970L0220—EN—21.01.2002—019.001—68
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3.1.3. Road test
3.1.3.1. Ensurethattherequirementsofsection4ofAppendix3aremet.3.1.3.2. Drive the vehicle at a steady speed of 80 km/h recording speed
andvacuum(orabsolutepressure)inaccordancewiththerequire-
mentsof3.1.2.
3.1.3.3. Repeatproceduresetoutin3.1.3.2threetimesineachdirection.
Allsixrunsmustbecompletedwithinfourhours.
3.1.4. Data reduction and acceptance criteria
3.1.4.1. Review results obtained in accordance with 3.1.3.2 and 3.1.3.3
(speed must not be lower than 79,5 km/h or greater than
80,5km/hformorethanonesecond).Foreachrun,readvacuum
level at one-second intervals, calculate mean vacuum (
v) and
standard deviation(s). This calculation must consist of no less
than10readingsofvacuum.
3.1.4.2. The standard deviation must not exceed 10 % of mean ( v) for
eachrun.
3.1.4.3. Calculate themeanvalue( v)forthesixruns(threerunsineach
direction).
3.1.5. Dynamometer setting
3.1.5.1. Preparation
Performthe operations specified in 5.1.2.2.1 to 5.1.2.2.4 of
Appendix3.
3.1.5.2. Setting
After warm-up, drive the vehicle at a steady speed of 80 km/h
and adjust dynamometer load to reproduce the vacuum reading
(v) obtained in accordance with 3.1.4.3. Deviation fromthis
reading mustbenogreater than0,25kPa.Thesameinstruments
areusedforthisexerciseaswereusedduringtheroadtest.
3.2. Alternativemethod
Withthemanufacturer'sagreementthefollowingmethodmaybe
used:
3.2.1. The brake is adjusted so as to absorb the load exerted at the
driving wheels at a constant speed of 80 km/h in accordance
withthefollowingtable:
Referencemassof
vehiclesEquivalent
inertiaPowerandloadabsorbed
bythedynamometerat
80km/hCoefficients
ab
RW(kg) kg kW N N N/(km/h)2
RW≤480 455 3,8 171 3,8 0,0261
480<RW ≤540 510 4,1 185 4,2 0,0282
540<RW ≤595 570 4,3 194 4,4 0,0296
595<RW ≤650 625 4,5 203 4,6 0,0309
650<RW ≤710 680 4,7 212 4,8 0,0323
710<RW ≤765 740 4,9 221 5,0 0,0337
765<RW ≤850 800 5,1 230 5,2 0,0351
850<RW ≤965 910 5,6 252 5,7 0,0385
965<RW ≤1080 1020 6,0 270 6,1 0,0412
1080<RW ≤1190 1130 6,3 284 6,4 0,0433
1190<RW ≤1305 1250 6,7 302 6,8 0,0460
1305<RW ≤1420 1360 7,0 315 7,1 0,0481
1420<RW ≤1530 1470 7,3 329 7,4 0,0502
1530<RW ≤1640 1590 7,5 338 7,6 0,0515
1640<RW ≤1760 1700 7,8 351 7,9 0,0536
1760<RW ≤1870 1810 8,1 365 8,2 0,05571970L0220—EN—21.01.2002—019.001—69
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Referencemassof
vehiclesEquivalent
inertiaPowerandloadabsorbed
bythedynamometerat
80km/hCoefficients
ab
RW(kg) kg kW N N N/(km/h)2
1870<RW ≤1980 1930 8,4 378 8,5 0,0577
1980<RW ≤2100 2040 8,6 387 8,7 0,0591
2100<RW ≤2210 2150 8,8 396 8,9 0,0605
2210<RW ≤2380 2270 9,0 405 9,1 0,0619
2380<RW ≤2610 2270 9,4 423 9,5 0,0646
2610<RW 2270 9,8 441 9,9 0,0674
3.2.2. In the case of vehicles, other than passenger cars, with a refer-
ence mass of more than 1700 kg, or vehicles with permanent
all-wheel drive, the power values given in the table set out in
3.2.1aremultipliedbythefactor1,3.1970L0220—EN—21.01.2002—019.001—70
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Appendix 3
RESISTANCE TO PROGRESS OF A VEHICLE — MEASUREMENT
METHOD ON THE ROAD — SIMULATION ON A CHASSIS DYNAM-
OMETER
1. OBJECTOFTHEMETHODS
Theobjectofthemethodsdefinedbelowistomeasuretheresis-
tancetoprogressofavehicleatstabilizedspeedsontheroadand
tosimulatethisresistanceonadynamometer,inaccordancewith
section4.1.5ofAnnexIII.
2. DEFINITIONOFTHEROAD
The road must be level and sufficiently long to enable the
measurements specified below to be made. The slope must be
constanttowithin±0,1%andmustnotexceed1,5%.
3. ATMOSPHERICCONDITIONS
3.1. Wind
Testingmustbelimitedtowindspeedsaveraginglessthan3m/s
withpeakspeedslessthan5m/s.Inaddition,thevectorcompo-
nentofthewindspeedacrossthetestroadmustbelessthan2m/
s.Windvelocitymustbemeasured0,7mabovetheroadsurface.
3.2. Humidity
Theroadmustbedry.
3.3. Pressure—Temperature
Air density at the time of the test must not deviate by more
than ± 7,5 % fromthe reference conditions, p = 100 kPa and
T=293,2K.
4. VEHICLEPREPARATION
4.1. Selection ofthetestvehicle
Ifnotallvariantsofavehicletype(1)aremeasuredthefollowing
criteriafortheselectionofthetestvehicleshallbeused.
4.1.1. Body
If there are different types of body, the worst one in terms of
aerodynamics shall be chosen. The manufacturer shall provide
appropriatedatafortheselection.
4.1.2. Tyres
Thewidesttyreshallbechosen.Iftherearemorethanthreetyre
sizes,thewidestminusoneshallbechosen.
4.1.3. Testingmass
Thetesting massshall bethereference massofthe vehicle with
thehighestinertiarange.
4.1.4. Engine
Thetestvehicleshallhavethelargestheatexchanger(s).
4.1.5. Transmission
Atestshallbecarriedoutwitheachtypeofthefollowingtrans-
missions:
— frontwheeldrive
— rearwheeldrive
— fulltime4×41970L0220—EN—21.01.2002—019.001—71
(1) AccordingtoDirective70/156/EEC.▼M12
▼M12
— parttime4×4
— automaticgearbox— manualgearbox
►
M124.2.◄Runningin
Thevehiclemustbeinnormalrunningorderandadjustmentafter
having been run-infor at least 3000km. The tyres mustbe run
inatthesametimeasthevehicleorhaveatreaddepthwithin90
and50%oftheinitialtreaddepth.
►M124.3.◄Verifications
The following checks must be made in accordance with the
manufacturer'sspecificationsfortheuseconsidered:
— wheels,wheeltrims,tyres(make,type,pressure),
— frontaxlegeometry,
— brakeadjustment(eliminationofparasiticdrag),— lubricationoffrontandrearaxles,
— adjustmentofthesuspensionandvehiclelevel,etc.
►
M124.4.◄Preparationforthetest
►M124.4.1.◄Thevehicleisloadedtoitsreferencemass.Thelevelofthe
vehicle must be that obtained when the centre of gravity of the
loadissituatedmidwaybetweenthe‘R’pointsofthefrontouter
seatsandonastraightlinepassingthroughthosepoints.
►M124.4.2.◄Inthecaseofroadtests,thewindowsofthevehiclemustbe
closed. Any covers of air climatization systems, headlamps, etc,
mustbeinthenon-operatingposition.
►M124.4.3.◄Thevehiclemustbeclean.
►M124.4.4.◄Immediatelypriortothetestthevehicleisbroughttonormal
runningtemperatureinanappropriatemanner.
5. METHODS5.1. Methodofenergyvariationduringcoast-down
5.1.1. On the road
5.1.1.1. Test equipment and error:
— timemustbemeasuredtoanerrorlowerthan0,1second,
— speedmustbemeasuredtoanerrorlowerthan2%.
5.1.1.2. Test procedure5.1.1.2.1. Acceleratethevehicletoaspeed10km/hgreaterthanthechosen
testspeedV.
5.1.1.2.2. Placethegearboxin‘neutral’position.5.1.1.2.3. Measurethetime(t
1)takenforthevehicletodeceleratefrom
V2=V+Vkm/htoV1=V−Vkm/hwithV ≤5km/h
5.1.1.2.4. Performthesametestintheoppositedirection:t2
5.1.1.2.5. Taketheaverage Tofthetwotimest1andt2.
5.1.1.2.6. Repeat thesetestsseveraltimes suchthatthestatistical accuracy
(p)oftheaverage
T¼1
nXn
i¼1Tiisnotmorethan2%(p ≤2%)
Thestatisticalaccuracy(p)isdefinedby:
p¼tsﬃﬃﬃnp/C1100
T
where:
t = coefficientgivenbythetablebelow,1970L0220—EN—21.01.2002—019.001—72
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s = standarddeviation,s ¼ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ
Xn
i¼1Ti/C0T/C0/C12
n/C01vuut
n = numberoftests,
n4567891 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. Calculatethepowerbytheformula:
P¼MV ∆V
500T
where:
P = isexpressedinkw,
V = speedofthetestinm/s,∆V = speeddeviationfromspeedV,inm/s,
M = referencemassinkg,
T = timeinseconds.
5.1.1.2.8. The power (P) determined on the track shall be corrected to the
referenceambientconditionsasfollows:
P
corrected=K·Pmeasured
K¼RR
RT/C11þKRt/C0t0 ðÞ ½/C138 þRAERO
RT/C1ρ0ðÞ
ρ
where
RR= rollingresistanceatspeedV
RAERO= aerodynamicdragatspeedV
RT= totaldrivingresistance=RR+RAERO
KR= temperature correction factor of rolling resistance,
takentobeequalto:8,64×10−3/ºCorthemanufac-
turer's correction factor that is approved by the
authority
t = roadtestambienttemperatureinºC
t0= referenceambienttemperature=20ºC
ρ= airdensityatthetestconditions
ρ0= air density at the reference conditions (20 ºC,
100kPa)
The ratios RR/RTand RAERO/RTshall be specified by the vehicle
manufacturer on the basis of the data normally available to the
company.
Ifthese values arenot available, subject tothe agreement ofthe
manufacturer andthetechnical serviceconcerned,thefiguresfor
the rolling/total resistance ratio given by the following formula
maybeused:
RR
RT¼a/C1Mþb
where:
M = vehiclemassinkg
and for each speed the coefficients a and b are shown in the
followingtable:1970L0220—EN—21.01.2002—019.001—73
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V(km/h) a b
20 7,24×10−50,82
40 1,59×10−40,54
60 1,96×10−40,33
80 1,85×10−40,23
100 1,63×10−40,18
120 1,57×10−40,14
5.1.2. On the dynamometer
5.1.2.1. Measurement equipment and accuracy
Theequipmentmustbeidenticaltothatusedontheroad.
5.1.2.2. Test procedure5.1.2.2.1. Installthevehicleonthetestdynamometer.5.1.2.2.2. Adjust the tyre pressure (cold) of the driving wheels as required
bythedynamometer.
5.1.2.2.3. Adjusttheequivalentinertiaofthedynamometer.5.1.2.2.4. Bringthevehicleanddynamometertooperatingtemperatureina
suitablemanner.
5.1.2.2.5. Carryouttheoperationsspecifiedin5.1.1.2withtheexceptionof
5.1.1.2.4and5.1.1.2.5andwithreplacing MbyIintheformula
setoutin5.1.1.2.7.
5.1.2.2.6. Adjust the brake to reproduce the corrected power (Section
5.1.1.2.8) and to take into account the difference between the
vehicle mass (M) on the track and the equivalent inertia test
mass (I) to be used. This may be done by calculating the mean
corrected road coast down time from V
2to V1and reproducing
thesametimeonthedynamometerbythefollowingrelationship:
Tcorrected ¼Tmeasured
K/C1I
M
K=specifiedin5.1.1.2.8.
5.1.2.2.7. ThepowerPatobeabsorbedbythebenchshouldbedetermined
inordertoenablethesamepower(Section5.1.1.2.8)toberepro-
ducedforthesamevehicleondifferentdays.
5.2. Torquemeasurementmethodatconstantspeed
5.2.1. On the road
5.2.1.1. Measurement equipment and error
Torque measurement must be carried out with an appropriate
measuringdeviceaccuratetowithin2%.
Speedmeasurementmustbeaccuratetowithin2%.
5.2.1.2. Test procedure5.2.1.2.1. BringthevehicletothechosenstabilizedspeedV.
5.2.1.2.2. RecordthetorqueC
(t)andspeedoveraperiodofleast20s.The
accuracyofthedatarecordingsystemshallbeatleast±1Nmfor
thetorqueand±0,2km/hforthespeed.
5.2.1.2.3. Differences in torque C(t)and speed relative to time must not
exceed5%foreachsecondofthemeasurementperiod.
5.2.1.2.4. The torque C is the average torque derived fromthe following
formula:1970L0220—EN—21.01.2002—019.001—74
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Ct1¼1
∆tZtþ∆t
tCtðÞdt
5.2.1.2.5. Thetestshallbecarriedoutthreetimesineachdirection.Deter-
mine the average torque from these six measurements for the
reference speed. If the average speed deviates by more than
1 km/h from the reference speed, a linear regression shall be
usedforcalculatingtheaveragetorque.
5.2.1.2.6. DeterminetheaverageofthesetwotorquesCt1andCt2i.e.Ct.
5.2.1.2.7. TheaveragetorqueCTdeterminedonthetrackshallbecorrected
tothereferenceambientconditionsasfollows:
CTcorrected=K·CTmeasured
whereKisdefinedin5.1.1.2.8ofthisAppendix.
5.2.2. On the dynamometer
5.2.2.1. Measurement equipment and error
Theequipmentmustbeidenticaltothatusedontheroad.
5.2.2.2. Test procedure
5.2.2.2.1. Performtheoperationsspecifiedin5.1.2.2.1to5.1.2.2.4.5.2.2.2.2. Performtheoperationsspecifiedin5.2.1.2.1to5.2.1.2.4.
5.2.2.2.3. Adjustthepowerabsorptionunittoreproducethecorrectedtotal
tracktorqueof5.2.1.2.7.
5.2.2.2.4. Proceed with the same operations as in 5.1.2.2.7, for the same
purpose.1970L0220—EN—21.01.2002—019.001—75
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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.►M12The manufacturer of the dynamometer shall
provideamethodtoverifythespecificationsaccordingtoSection
3.◄
2. PRINCIPLE2.1. Drawingupworkingequations
Since the dynamometer is subjected to variations in the rotating
speedoftheroller(s),theforceatthesurfaceoftheroller(s)can
beexpressedbytheformula:
F=I· γ=I
M·γ+F1
where:
F = forceatthesurfaceoftheroller(s),
I = totalinertiaofthedynamometer(equivalentinertiaofthe
vehicle:seetableinAnnexIIIsection5.1),
IM= inertiaofthemechanicalmassesofthedynamometer,
γ= tangentialaccelerationatrollersurface,
F1= inertiaforce.
Note:
An explanation of this formula with reference to dynamometers
withmechanicallysimulatedinertiasisappended.
Thus,thetotalinertiaisexpressedasfollows:
I¼IMþFi
γ
where:
IMcanbecalculatedormeasuredbytraditionalmethods.
Fican be measured on the dynamometer, but can also be calcu-
lated fromthe peripheral speed of the rollers. γmay be
calculatedfromtheperipheralspeedoftherollers.
Thetotalinertia(I)isdeterminedduringanaccelerationordecel-
erationtestwithvalueshigherthanorequaltothoseobtainedon
anoperatingcycle.
2.2. Specificationforthecalculationoftotalinertia
Thetestandcalculation methodsmustmakeitpossibletodeter-
minethetotalinertiaIwitharelativeerror( ∆I/I)oflessthan2%.
3. SPECIFICATION
3.1. ThemassofthesimulatedtotalinertiaImustremainthesameas
the theoretical value of the equivalent inertia (see 5.1 of Annex
III)withinthefollowinglimits:
3.1.1. ±5%ofthetheoreticalvalueforeachinstantaneousvalue;
3.1.2. ±2%ofthetheoreticalvaluefortheaveragevaluecalculatedfor
eachsequenceofthecycle.
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
twosecondsduringgearchanges.1970L0220—EN—21.01.2002—019.001—76
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4. VERIFICATIONPROCEDURE
4.1. Verification is carried out during each test throughout the cycle
definedin2.1ofAnnexIII.
4.2. However,iftherequirementsofsection3aremet,withinstanta-
neous accelerations which are at least three times greater orsmaller than the values obtained in the sequences of the theore-
ticalcycle,theverificationdescribedaboveisnotnecessary.1970L0220—EN—21.01.2002—019.001—77
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Appendix 5
DESCRIPTIONOFTAILPIPEEMISSION-SAMPLINGSYSTEMS
1. INTRODUCTION
1.1. There are several types of sampling devices capable of meeting
therequirementssetoutinsection4.2ofAnnexIII.
Thedevicesdescribedin3.1,3.2and3.3willbedeemedaccep-
table if they satisfy the main criteria relating to the variable
dilutionprinciple.
1.2. Initscommunications,thelaboratorymustmentionthesystemof
samplingusedwhenperformingthetest.
2. CRITERIA RELATING TO THE VARIABLE-DILUTION
SYSTEMFORMEASURINGEXHAUST-GASEMISSIONS
2.1. Scope
Thissectionspecifiestheoperatingcharacteristicsofanexhaust-
gas sampling system intended to be used for measuring the true
massemissionsofavehicleexhaustinaccordancewiththeprovi-
sions of this Directive. The principle of variable-dilution
samplingformeasuringmassemissionsrequiresthreeconditions
tobesatisfied:
2.1.1. the vehicle exhaust gases must be continuously diluted with
ambientairunderspecifiedconditions;
2.1.2. thetotalvolumeofthemixtureofexhaustgasesanddilutionair
mustbemeasuredaccurately;
2.1.3. a continuously proportional sample of the diluted exhaust gases
andthedilutionairmustbecollectedforanalysis.
Thequantityofgaseouspollutantsemittedisdeterminedfromthe
proportional sample concentrations and the total volume
measuredduringthetest.Thesampleconcentrationsarecorrected
to take account of the pollutant content of the ambient air. In
addition, where vehicles are equipped with compression-ignition
engines,theirparticulateemissionsareplotted.
2.2. Technicalsummary
Figure III.5.2.2 gives a schematic diagram of the sampling
system.
2.2.1. The vehicle exhaust gases must be diluted with a sufficient
amount of ambient air to prevent any water condensation in the
samplingandmeasuringsystem.
2.2.2. Theexhaust-gassamplingsystemmustbesodesignedastomake
it possible to measure the average volume concentrations of the
CO2, CO, HC and NOx, and, in addition, in the case of vehicles
equipped with compression-ignition engines, of the particulate
emissions, contained in the exhaust gases emitted during the
vehicletestingcycle.
2.2.3. Themixtureofairandexhaustgasesmustbehomogeneousatthe
pointwherethesamplingprobeislocated(see2.3.1.2).
2.2.4. The probe must extract a representative sample of the diluted
gases.
2.2.5. Thesystemmustmakeitpossibletomeasurethetotalvolumeof
thedilutedexhaustgasesfromthevehiclebeingtested.1970L0220—EN—21.01.2002—019.001—78
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Figure III.5.2.2
Diagramofvariable-dilutionsystemformeasuringexhaust-gasemissions
1970L0220—EN—21.01.2002—019.001—79
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2.2.6. The sampling system must be gas-tight. The design of the vari-
able-dilution sampling system and the materials that go to make
itupmustbesuchthattheydonotaffectthepollutantconcentra-
tion in the diluted exhaust gases. Should any component in the
system(heat exchanger, cyclone separator, blower, etc.) change
the concentration of any of the pollutants in the diluted exhaust
gases and the fault cannot be corrected, then sampling for that
pollutantmustbecarriedoutbeforethatcomponent.
2.2.7. If the vehicle tested is equipped with an exhaust system
comprisingmorethanonetailpipe, theconnecting tubesmustbe
connectedtogetherbyamanifoldinstalledasnearaspossibleto
thevehicle.
2.2.8. Thegassamplesmustbecollectedinsamplingbagsofadequate
capacity so as not to hinder the gas flow during the sampling
period. These bags must be made of such materials as will not
affecttheconcentrationofpollutantgases(see2.3.4.4).
2.2.9. Thevariable-dilutionsystemmustbesodesignedastoenablethe
exhaust gases to be sampled without appreciably changing the
back-pressureattheexhaustpipeoutlet(see2.3.1.1).
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 fromthe 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
thesamediameter,asnearaspossibletotheendofthepipe,
— changethenatureoftheexhaustgas.
2.3.1.2. There must be a mixing chamber in which the vehicle exhaust
gasesandthedilutionairaremixedsoastoproduceahomoge-
neousmixtureatthechamberoutlet.
Thehomogeneityofthemixtureinanycross-sectionattheloca-
tion of the sampling probe must not vary by more than ± 2 %
fromthe average of the values obtained at least five points)
located at equal intervals on the diameter of the gas stream. In
ordertominimizetheeffectsontheconditionsattheexhausttail-
pipe and to limit the drop in pressure inside the dilution air-
conditioning device, if any, the pressure inside the mixing
chambermustnotdifferbymorethan0,25kPafromatmospheric
pressure.
2.3.2. Suction device/volume measuring device
This device may have a range of fixed speeds so as to ensure
sufficient flow to prevent any water condensation. This result is
generally obtained by keeping the concentration of CO2in the
diluteexhaust-gassamplingbaglowerthan3%byvolume.
2.3.3. Volume measurement
2.3.3.1. Thevolumemeasuringdevicemustretainitscalibrationaccuracy
to within ± 2 % under all operating conditions. If the device
cannot compensate for variations in the temperature of the
mixtureofexhaustgasesanddilutionairatthemeasuringpoint,
a heat exchanger must be used to maintain the temperature to
within±6Kofthespecifiedoperatingtemperature.
If necessary, a cyclone separator can be used to protect the
volumemeasuringdevice.
2.3.3.2. A temperature sensor must be installed immediately before the
volumemeasuringdevice. Thistemperature sensormusthavean
accuracy and a precision of ± 1 K and a response time of 0,1
secondat62%ofagiventemperaturevariation(valuemeasured
insiliconeoil).
2.3.3.3. The pressure measurements must have a precision and an accu-
racyof±0,4kPaduringthetest.1970L0220—EN—21.01.2002—019.001—80
▼M9
2.3.3.4. The measurement of the pressure difference from atmospheric
pressure is taken before and, if necessary, after the volume
measuringdevice.
2.3.4. Gas sampling
2.3.4.1. Dilute exhaust gases2.3.4.1.1. The sample of dilute exhaust gases is taken before the suction
devicebutaftertheconditioningdevices(ifany).
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. Anequivalentlimitappliestoconstant-masssamplingsystems.
2.3.4.2. Dilution air
2.3.4.2.1. Asampleofthedilutionairistakenataconstantflow-ratenear
theambientairinlet(afterthefilterifoneisfitted).
2.3.4.2.2. The air must not be contaminated by exhaust gases from the
mixingarea.
2.3.4.2.3. Thesamplingrateforthedilutionairmustbecomparabletothat
usedinthecaseofthediluteexhaustgases.
2.3.4.3. Sampling operations
2.3.4.3.1. Thematerialsusedforthesamplingoperationsmustbesuchthat
theydonotchangethepollutantconcentration.
2.3.4.3.2. Filtersmaybeusedinordertoextractthesolidparticlesfromthe
sample.
2.3.4.3.3. Pumpsarerequiredinordertoconveythesampletothesampling
bag(s).
2.3.4.3.4. Flowcontrolvalvesandflow-metersareneededinordertoobtain
theflow-ratesrequiredforsampling.
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
themselvesautomatically onthebagside.Othersystemsmaybe
used for conveying the samples to the analyzer (three-way stop
valves,forexample).
2.3.4.3.6. Thevariousvalvesusedfordirectingthesamplinggasesmustbe
ofthequick-adjustingandquick-actingtype.
2.3.4.4. Storage of the sample
Thegassamplesarecollectedinsamplingbagsofadequatecapa-
citysoasnottoreducethesamplingrate.Thebagsmustbemade
of such a material as will not change the concentration of
syntheticpollutantgasesbymorethan±2%after20minutes.
2.4. Additional sampling unit for the testing of vehicles equipped
withacompression-ignitionengine
2.4.1. Bywayofadeparturefromthetakingofgassamplesfromvehi-
cles equipped with spark-ignition engines, the hydrocarbon and
particulatesamplingpointsarelocatedinadilutiontunnel.
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 m ore than 3,6 mlong, or 6,1 mlong if heat insulated. Its
internaldiametermaynotexceed105mm.1970L0220—EN—21.01.2002—019.001—81
▼M9
Figure III.5.2.4.4.
Particulate samplingprobeconfiguration
1970L0220—EN—21.01.2002—019.001—82
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2.4.3. Predominantly turbulent flow conditions (Reynolds
number≥4000) must apply in the dilution tunnel, which
consists of a straight tube of electrically-conductive material, in
order to guarantee that the diluted exhaust gas is homogeneous
atthesamplingpointsandthatthesamplesconsistofrepresenta-
tive gases and particulates. The dilution tunnel must be at least
200mmindiameterandthesystemmustbeearthed.
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 downstreamof the two filters in
thedirectionofflow.
The configuration of the sample probe must be as indicated in
FigureIII.5.2.4.4.
2.4.5. Theparticulatesamplingprobemustbearrangedasfollows:
It must be installed in the vicinity of the tunnel centreline,
roughly 10 tunnel diameters downstream of the gas inlet, and
haveaninternaldiameterofatleast12mm.
Thedistancefromthesamplingtiptothefiltermountmustbeat
leastfiveprobediameters,butmustnotexceed1020mm.
2.4.6. Thesamplegasflowmeasuringunitconsistsofpumps,gasflow
regulatorsandflowmeasuringunits.
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
gasinletastheparticulate samplingprobe,thatneitherinterferes
withsamplestakenbytheother.Itmusthaveaminimuminternal
diameterof4mm.
2.4.8. All heated parts must be maintained at a temperature of 463 K
(190ºC)±10Kbytheheatingsystem.
2.4.9. Ifitisnotpossibletocompensate forvariations intheflowrate
theremustbeaheatexchangerandatemperaturecontroldevice
as specified in 2.3.3.1 so as to ensure that the flow rate in the
systemis constant and the sam pling rate is accordingly propor-
tional.
3. DESCRIPTIONOFTHEDEVICES
3.1. Variable dilution device with positive displacement pump
(PDP-CVS)(FigureIII.5.3.1.)
3.1.1. The positive displacement pump — constant volume sampler
(PDP-CVS)satisfiestherequirements ofthisAnnexbymetering
at a constant temperature and pressure through the pump. The
total volume is measured by counting the revolutions made by
the calibrated positive displacement pump. The proportional
sampleisachievedbysamplingwithpump,flow-meterandflow
controlvalveataconstantflow-rate.
3.1.2. Figure III.5.3.1 is a schematic drawing of such a sampling
system.Sincevariousconfigurationscanproduceaccurateresults
exact conformity with the drawing is not essential. Additional
components such as instruments, valves, solenoids and switches
may be used to provide additional information and coordinate
thefunctionsofthecomponentsystem.
3.1.3. Thecollectingequipmentconsistsof:
3.1.3.1. afilter (D)forthedilution air,whichcanbepreheated ifneces-
sary. This filter must consist of activated charcoal sandwiched
between two layers of paper, and shall be used to reduce and
stabilize the hydrocarbon concentrations ofambient emissionsin
thedilutionair;
3.1.3.2. a mixing chamber (M) in which exhaust gas and air are mixed
homogeneously;1970L0220—EN—21.01.2002—019.001—83
▼M9
Figure III.5.3.1
Constantvolumesamplerwithpositivedisplacementpump(PDP-CVS)
1970L0220—EN—21.01.2002—019.001—84
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3.1.3.3. a heat exchanger (H) of a capacity sufficient to ensure that
throughoutthetestthetemperatureoftheair/exhaust-gasmixture
measuredatapointimmediatelyupstreamofthepositivedispla-
cement pump is within ± 6 K of the designed operating
temperature. Thisdevicemustnotaffect thepollutant concentra-
tionsofdilutedgasestakenoffafterforanalysis;
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, sothat deviations fromthe designed operating tem pera-
turearelimitedto±6K;
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 systemunder all operating conditions which
may occur during a test; this can be generally ensured by using
apositivedisplacementpumpwithaflowcapacity:
3.1.3.5.1. — twice as high as the maximum flow of exhaust gasproduced
byaccelerationsofthedrivingcycle,or
3.1.3.5.2. — sufficient to ensure that the CO2concentration in the dilute-
exhaustsamplebagis ►M14lessthan3%byvolumeforpetrol
and diesel, less than 2,2 % by volume for LPG and less than
1,5%byvolumeforNG; ◄
3.1.3.6. atemperaturesensor(T1)(accuracyandprecision±1K),fittedat
apointimmediatelyupstreamofthepositivedisplacementpump;
it must be designed to monitor continuously the temperature of
dilutedexhaust-gasmixtureduringthetest;
3.1.3.7. a pressure gauge (G1) (accuracy and precision ± 0,4 kPa) fitted
immediately upstream of the volume meter and used to register
the pressure gradient between the gas mixture and the ambient
air;
3.1.3.8. another pressure gauge (G2) (accuracy and precision ± 0,4 kPa)
fitted so that the different pressure between pump inlet and
pumpoutletcanberegistered;
3.1.3.9. two sampling outlets (S1and S2) for taking constant samples of
thedilutionairandofthedilutedexhaust-gas/airmixture;
3.1.3.10. a filter (F), to extract solid particles fromthe flows of gas
collectedforanalysis;
3.1.3.11. pumps(P),tocollectaconstantflowofthedilutionairaswellas
thedilutedexhaust-gas/airmixtureduringthetest;
3.1.3.12. flowcontrollers(N),toensureaconstantuniformflowofthegas
samplestakenduringthecourseofthetestfromsamplingprobes
S1andS2;andflowofthegassamplesmustbesuchthat,atthe
end of each test, the quantity of the samples is sufficient for
analysis( =10litresperminute);
3.1.3.13. flow-meters(FL),foradjustingandmonitoringtheconstantflow
ofgassamplesduringthetest;
3.1.3.14. quick-actingvalves(V),todivertaconstantflowofgassamples
intothesamplingbagsortotheoutsidevent;
3.1.3.15. gas-tight, quick-lock coupling elements (Q) between the quick-
acting valves and the sampling bags; the coupling must close
automatically on the sampling-bag side; as an alternative, other
ways of transporting the samples to the analyzer may be used
(three-waystopcocks,forinstance);
3.1.3.16. bags(B),forcollectingsamplesofthedilutedexhaustgasandof
thedilutionairduringthetest;theymustbeofsufficientcapacity
nottoimpedethesampleflow;thebagmaterialmustbesuchas
to affect neither the measurements themselves nor the chemical
compositionofthegassamples(forinstance:laminatedpolyethy-
lene/polyamidefilms,orfluorinatedpolyhydrocarbons);
3.1.3.17. a digital counter (C), to register the number of revolutions
performedbythepositivedisplacementpumpduringthetest;1970L0220—EN—21.01.2002—019.001—85
▼M9
3.1.4. Additional equipment required when testing diesel-engined vehi-
cles
To comply with the requirements of 4.3.1.1 and 4.3.2 of Annex
III, the additional components within the dotted lines in Figure
III.5.3.1mustbeusedwhentestingdiesel-enginedvehicles:
Fh isaheatedfilter,
S3isasamplepointclosetothemixingchamber,
Vhisaheatedmultiwayvalve,
Q isaquickconnectortoallowtheambientairsampleBA
tobeanalysedontheHFID,
HFID isaheatedflameionizationanalyzer,RandIaremeansofintegratingandrecordingtheinstantaneous
hydrocarbonconcentrations,
Lh isaheatedsampleline.
All heated components must be maintained at 463 K
(190ºC)±10K.
ParticulatesamplingsystemS
4samplingprobeinthedilutiontunnel,
Fpfilter unit consisting of two series-mounted filters;
switchingarrangement forfurtherparallel-mounted pairs
offilters,
samplingline,pumps,flowregulators,flowmeasuringunits.
3.2. Critical-flow venturi dilution device (CFV-CVS) (Figure
III.5.3.2.)
3.2.1. Using a critical-flow venturi in connection with the CVS
samplingprocedureisbasedontheprinciplesofflowmechanics
for critical flow. The variable mixture flow rate of dilution and
exhaust gas is maintained as sonic velocity which is directly
proportional to the square root of the gas temperature. Flow is
continuallymonitored,computedandintegratedoverthetest.
Ifanadditionalcritical-flowsamplingventuriisused,thepropor-
tionality of the gas samples taken is ensured. As both pressure
and temperature are equal at the two venturi inlets the volume
ofthe gasflowdiverted forsampling isproportional tothe total
volume of diluted exhaust-gas mixture produced, and thus the
requirementsofthisAnnexaremet.
3.2.2. Figure III.5.3.2 is a schematic drawing of such a sampling
system.Sincevariousconfigurationscanproduceaccurateresults,
exact conformity with the drawing is not essential. Additional
components such as instruments, valve, solenoids, and switches
may be used to provide additional information and coordinate
thefunctionsofthecomponentsystem.
3.2.3. Thecollectingequipmentconsistsof:
3.2.3.1. afilter (D)forthedilution air,whichcanbepreheated ifneces-
sary: the filter must consist of activated charcoal sandwiched
betweenlayersofpaper,andmustbeusedtoreduceandstabilize
thehydrocarbonbackgroundemissionofthedilutionair;
3.2.3.2. a mixing chamber (M), in which exhaust gas and air are mixed
homogeneously;
3.2.3.3. acycloneseparator(CS),toextractparticles;
3.2.3.4. two sampling probes (S
1and S2) for taking samples of the dilu-
tionairandofthedilutedexhaustgas/airmixture;
3.2.3.5. a sampling critical flow venturi (SV), to take proportional
samplesofthedilutedexhaustgasatsamplingprobeS2;
3.2.3.6. afilter (F),toextract solidparticles fromthe gasflowsdiverted
foranalysis;
3.2.3.7. pumps (P), to collect part of the flow of air and diluted exhaust
gasinbagsduringthetest;
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;1970L0220—EN—21.01.2002—019.001—86
▼M9
theflowofthegassamples mustbesuchthat, atthe endofthe
test,thequantityofthesamplesissufficientforanalysis(10litres
perminute);
3.2.3.9. asnubber(PS),inthesamplingline;1970L0220—EN—21.01.2002—019.001—87
▼M9
Figure III.5.3.2
Constantvolumesamplerwithcritical-flow venturi(CFV-CVSSystem)
1970L0220—EN—21.01.2002—019.001—88
▼M9
3.2.3.10. flow meters (FL), for adjusting and monitoring the flow of gas
samplesduringtests;
3.2.3.11. quick-actingsolenoidvalves(V),todivertaconstantflowofgas
samplesintothesamplingbagsorthevent;
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-waystopcocks,forinstance);
3.2.3.13. bags(B),forcollectingsamplesofthedilutedexhaustgasandthe
dilution air during the tests; they must be of sufficient capacity
nottoimpedethesampleflow;thebagmaterialmustbesuchas
to affect neither the measurements themselves nor the chemical
compositionofthegassamples(forinstance:laminatedpolyethy-
lene/polyamidefilms,orfluorinatedpolyhydrocarbons);
3.2.3.14. a pressure gauge (G), which is precise and accurate to
within±0,4kPa;
3.2.3.15. a temperature sensor (T), which is precise and accurate to
within ± 1 K and have a response time of 0,1 seconds to 62 %
ofatemperaturechange(asmeasuredinsiliconoil);
3.2.3.16. ameasuringcriticalflowventuritube(MV),tomeasuretheflow
volumeofthedilutedexhaustgas;
3.2.3.17. a blower (BL), of sufficient capacity to handle the total volume
ofdilutedexhaustgas;
3.2.3.18. thecapacityoftheCFV-CVSsystemmustbesuchthatunderall
operatingconditionswhichmaypossiblyoccurduringatestthere
will be no condensation of water. This is generally ensured by
usingablowerwhosecapacityis:
3.2.3.18.1. twice as high as the maximum flow of exhaust gasproduced by
accelerationsofthedrivingcycle,or
3.2.3.18.2. sufficient to ensure that the CO2concentration in the dilute
exhaustsamplebagislessthan3%byvolume.
3.2.4. Additional equipment required when testing diesel-engined vehi-
cles
To comply with the requirements of 4.3.1.1 and 4.3.2 of Annex
III, the additional components shown within the dotted lines of
Figure III.5.3.2 must be used when testing diesel-engined vehi-
cles:
Fh isaheatedfilter,
S3isasamplepointclosetothemixingchamber,
Vhisaheatedmultiwayvalve,
Q isaquickconnectortoallowtheambientairsampleBA
tobeanalyzedontheHFID,
HFID isaheatedflameionizationanalyzer,
RandIare a means of integrating and recording the instanta-
neoushydrocarbonconcentrations,
Lh isaheatedsampleline.
All heated components must be maintained at 463 K
(190ºC)±10K.
If compensation for varying flow is not possible, then a heat
exchanger (H)andtemperature controlsystem(TC)asdescribed
in 2.2.3 will be required to ensure constant flow through the
venturi(MV)andthusproportionalflowthroughS3.1970L0220—EN—21.01.2002—019.001—89
▼M9
Particulatesamplingsystem
S4samplingprobeindilutiontunnel,
Fpfilter unit consisting of two series-mounted filters;
switching unit for further parallel-mounted pairs of
filters,
samplingline,pumps,flowregulators,flowmeasuringunits.1970L0220—EN—21.01.2002—019.001—90
▼M12
▼M9
Appendix 6
METHODOFCALIBRATINGTHEEQUIPMENT
1. ESTABLISHMENTOFTHECALIBRATIONCURVE
1.1. Each normally used operating range is calibrated in accordance
with the requirements of 4.3.3 of Annex III by the following
procedure:
1.2. Theanalyzercalibrationcurveisestablishedbyatleastfivecali-
bration points spaced as uniformly as possible. The nominal
concentration of the calibration gas of the highest concentration
mustbenotlessthan80%ofthefullscale.
1.3. Thecalibrationcurveiscalculatedbytheleastsquaresmethod.If
theresultingpolynomialdegreeisgreaterthanthree,thenumber
of calibration points must be at least equal to this polynomial
degreeplustwo.
1.4. Thecalibrationcurvemustnotdifferbymorethan2%fromthe
nominalvalueofeachcalibrationgas.
1.5. Traceofthecalibrationcurve
Fromthetraceofthecalibrationcurveandthecalibration points
it is possible to verify that the calibration has been carried out
correctly. The different characteristic parameters of the analyzer
mustbeindicated,particularly:
— thescale,
— thesensitivity,
— thezeropoint,— thedateofcarryingoutthecalibration.
1.6. Ifitcanbeshowntothesatisfactionofthetechnicalservicethat
alternative technology (e.g. computer, electronically controlled
rangeswitch,etc.)cangiveequivalentaccuracy,thenthesealter-
nativesmaybeused.
1.7. Verificationofthecalibration
1.7.1. Each normally used operating range must be checked prior to
eachanalysisinaccordancewiththefollowing:
1.7.2. The calibration is checked by using a zero gas and a span gas
whosenominalvalueiswithin80to95%ofthesupposedvalue
tobeanalyzed.
1.7.3. If,forthetwopointsconsidered,thevaluefounddoesnotdiffer
bymore than ±5%ofthe fullscale fromthe theoretical value,
the adjustment parameters may be modified. Should this not be
the case, a new calibration curve must be established in accor-
dancewithsection1.
1.7.4. After testing, zero gas and the same span gas are used for re-
checking. The analysis is considered acceptable if the difference
betweenthetwomeasuringresultsislessthan2%.
2. CHECKFORFID,HYDROCARBONRESPONSE2.1. Detectorresponseoptimization
TheFIDmustbeadjusted, asspecified bytheinstrument manu-
facturer.Propaneinairshouldbeused,tooptimizetheresponse,
onthemostcommonoperatingrange.
2.2. CalibrationoftheHCanalyzer
Theanalyzer shouldbecalibrated usingpropane inairandpuri-
fiedsyntheticair.Seesection4.5.2ofAnnexIII(calibrationand
spangases).
Establishacalibrationcurveasdescribedinsections1.1to1.5of
thisAppendix.1970L0220—EN—21.01.2002—019.001—91
▼M9
2.3. Responsefactorsofdifferenthydrocarbonsandrecommended
limits
The response factor (Rf) for a particular hydrocarbon species is
theratiooftheFIDC1readingtothegascylinderconcentration,
expressedasppmC1.
The concentration of the test gas must be at a level to give a
response of approximately 80 % of full scale deflection, for the
operating range. The concentration must be known, to an accu-
racy of ± 2 % in reference to a gravimetric standard expressed
in volume. In addition the gas cylinder must be pre-conditioned
for 24 hours at a temperature between 293 and 303 K (20 and
30ºC).
Response factors are determined when introducing an analyzer
into service and thereafter at major service intervals. The test
gasestobeusedandtherecommendedresponsefactorare:
— methaneandpurifiedair 1,00<Rf<1,15,
or
1,00<Rf<1,05
forNG-fuelled
vehicles,
— propyleneandpurifiedair 0,90<Rf<1,00,
— tolueneandpurifiedair 0,90<Rf<1,00.
Relativetoaresponsefactor(Rf)of1,00forpropaneandpurified
air.
2.4. Oxygeninterference checkandrecommendedlimits
The response factor should be determined as described in 2.3.
The test gas to be used and recommended response factor range
are:
— Propaneandnitrogen 0,95 ≤Rf≤1,05
3. EFFICIENCYTESTOFTHENOxCONVERTER
The efficiency of the converter used for the conversion of NO2intoNOistestedasfollows:UsingthetestsetupasshowninFigureIII.6.3andtheprocedure
described below, the efficiency of converters can be tested by
meansofanozonator.
3.1. CalibratetheCLAinthemostcommonoperatingrangefollowing
themanufacturer'sspecificationsusingzeroandspangas(theNO
content of which must amount to about 80 % of the operating
range and the NO
2concentration of the gas mixture to less than
5%oftheNOconcentration). TheNOxanalyzer mustbeinthe
NO mode so that the span gas does not pass through the
converter.Recordtheindicatedconcentration.
3.2. Via a T-fitting, oxygen or synthetic air is added continuously to
thegasflowuntiltheconcentration indicated isabout10%less
than the indicated calibration concentration given in 3.1. Record
theindicated concentration (C).Theozonatoriskeptdeactivated
throughoutthisprocess.
3.3. Theozonatorisnowactivatedtogenerateenoughozonetobring
theNOconcentrationdownto20%(minimum10%)ofthecali-
bration concentration given in 3.1. Record the indicated
concentration(d).
3.4. TheNOxanalyzeristhenswitchedtotheNOxmodewhichmeans
that the gas mixture (consisting of NO, NO2,O2and N2) now
passes through the converter. Record the indicated concentration
(a).
3.5. Theozonatorisnowdeactivated.Themixtureofgasesdescribed
in 3.2passes throughthe converter into the detector. Record the
indicatedconcentration(b).1970L0220—EN—21.01.2002—019.001—92
▼M14
▼M9
▼M9
3.6. Withtheozonatordeactivated,theflowofoxygenorsyntheticair
isalsoshutoff.TheNOxreadingoftheanalyzermustthenbeno
morethan5%abovethefiguregivenin3.1.
3.7. TheefficiencyoftheNOxconverteriscalculatedasfollows:
Efficiency % ðÞ ¼1þa/C0b
c/C0d/C18/C19
/C1100
Figure III.6.3
DiagramofNOxconverterefficiency device
3.8. Theefficiencyoftheconvertermustnotbelessthan95%.
3.9. The efficiency of the converter must be tested at least once a
week.
4. CALIBRATIONOFTHECVSSYSTEM
4.1. The CVS systemm ust 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
parametersofthesystemmeasuredandrelatedtotheflows.
4.1.1. Varioustypesofflow-metermaybeused,e.g.calibratedventuri,
laminar flow-meter, calibrated turbine-meter, provided that they
aredynamicmeasurementsystemsandcanmeettherequirements
ofsections4.2.2and4.2.3ofAnnexIII.
4.1.2. ThefollowingsectionsgivedetailsofmethodsofcalibratingPDP
and CFV units, using a laminar flow-meter, which gives the
requiredaccuracy,togetherwithastatisticalcheckonthecalibra-
tionvalidity.1970L0220—EN—21.01.2002—019.001—93
▼M9
4.2. Calibrationofthepositivedisplacementpump(PDP)
4.2.1. The following calibration procedure outlines the equipment, the
testconfigurationandthevariousparameterswhicharemeasured
to establish the flow-rate of the CVS pump. All the parameters
related to the pumpare simultaneously measured with the para-
meters related to the flow-meter which is connected in series
with the pump. The calculated flow-rate (given in m3/min at
pump inlet, absolute pressure and temperature) can then be
plotted versus a correlation function which is the value of a
specific combination of pump parameters. The linear equation
whichrelates thepumpflowandthe correlation function isthen
determined.IntheeventthataCVShasamultiplespeeddrive,a
calibrationforeachrangeusedmustbeperformed.
4.2.2. This calibration procedure is based on the measurement of the
absolute values of the pump and flow-meter parameters that
relatetheflow-rateateachpoint.Threeconditionsmustbemain-
tained to ensure the accuracy and integrity of the calibration
curve.
4.2.2.1. The pump pressures must be measured at tappings on the pump
rather than at the external piping on the pump inlet and outlet.
Pressuretapsthataremountedatthetopcentreandbottomcentre
of the pump drive headplate are exposed to the actual pump
cavitypressures,andthereforereflecttheabsolutepressurediffer-
entials.
4.2.2.2. Temperature stability must be maintained during the calibration.
The laminar flow-meter is sensitive to inlet temperature oscilla-
tions which cause the data points to be scattered. Gradual
changes of ± 1 K in temperature are acceptable as long as they
occuroveraperiodofseveralminutes.
4.2.2.3. Allconnectionsbetweentheflow-meterandtheCVSpumpmust
befreeofanyleakage.
4.2.3. Duringanexhaustemissiontest,themeasurement ofthesesame
pumpparametersenablestheusertocalculatetheflow-ratefrom
thecalibrationequation.
4.2.3.1. FigureIII.6.4.2.3.1ofthisAppendixshowsonepossibletestset-
up.Variationsarepermissible,providedthattheyareapprovedby
theauthoritygrantingtheapprovalasbeingofcomparable accu-
racy. If the set-up shown in Figure III.5.3.2 of Appendix 5 is
used,thefollowingdatamustbefoundwithinthelimitsofpreci-
siongiven:
barometricpressure(corrected)(PB) ±0,03kPa
ambienttemperature(T) ±0,2KairtemperatureatLFE(ETI) ±0,15K
pressuredepressionupstreamofLFE
(EPI)±0,01kPa
pressuredropacrosstheLFEmatrix
(EDP)±0,0015kPa
airtemperatureatCVSpumpinlet
(PTI)±0,2K
airtemperatureatCVSpumpoutlet
(PTO)±0,2K
pressuredepressionatCVSpump
inlet(PPI)±0,22kPa
pressureheadatCVSpumpoutlet
(PPO)±0,22kPa
pumprevolutionsduringtestperiod
(n)±1rev
elapsedtimeforperiod(minimum
250s)(t)±0,1s.
4.2.3.2. After the systemhas been connected as shown in Figure
III.6.4.2.3.1, set the variable restrictor in the wide-open position
andruntheCVSpumpfor20minutesbeforestartingthecalibra-
tion.1970L0220—EN—21.01.2002—019.001—94
▼M9
4.2.3.3. Reset the restrictor valve to a more restricted condition in an
increment ofpumpinletdepression (about 1kPa)thatwill yield
aminimumofsixdatapointsforthetotalcalibration. Allowthe
systemtostabilize forthreeminutesandrepeatthedataacquisi-
tion.
Figure III.6.4.2.3.1
PDP-CVScalibrationconfiguration
4.2.4. Data analysis
4.2.4.1. Theairflow-rate (Qs)ateachtestpointiscalculated instandard
m3/min from the flow-meter data using the manufacturer's
prescribedmethod.
4.2.4.2. Theairflow-rateisthenconvertedtopumpflow(Vo)inm3/revat
absolutepumpinlettemperatureandpressure.
Vo¼Qs
n/C1Tp
273 ;2/C1101 ;33
Pp
where:
Vo= pumpflow-rateatTpandPpgiveninm3/rev,
Qs= airflowat101,33kPaand273,2Kgiveninm3/min,
T = pumpinlettemperature(K),
Pp= absolutepumpinletpressure,
n = pumpspeedinrevolutionsperminute.
Tocompensate fortheinteraction ofpumpspeedpressurevaria-
tionsatthepumpandthepumpsliprate,thecorrelationfunction
(Xo) between the pump speed (n), the pressure differential from
pumpinlettopumpoutletandtheabsolutepumpoutletpressure
isthencalculatedasfollows:1970L0220—EN—21.01.2002—019.001—95
▼M9
Xo¼1
nﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ
∆Pp
Pes
where:
Xo= correlationfunction,
∆Pp= pressure differential from pump inlet to pump outlet
(kPa),
Pe= absoluteoutletpressure(PPO+PB(kPa).
A linear least-square fit is performed to generate the calibration
equationswhichhavetheformulae:
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
eachspeedused.Thecalibration curvesgenerated fortheranges
mustbeapproximatelyparallelandtheinterceptvalues(Do)must
increaseasthepumpflowrangedecreases.
If the calibration has been performed carefully, the calculated
valuesfromtheequationwillbewithin±0,5%ofthemeasured
value of Vo. Values of M will vary fromone pum p to another.
Calibrationisperformedatpumpstart-upandaftermajormainte-
nance.
4.3. Calibrationofthecritical-flow venturi(CFV)
4.3.1. Calibration of the CFV is based upon the flow equation for a
criticalventuri:
Qs¼Kv/C1Pﬃﬃﬃ
Tp
where:
Qs= flow,
Kv= calibrationcoefficient,
P = absolutepressure(kPa),
T = absolutetemperature(K).
Gasflowisafunctionofinletpressureandtemperature.The calibration procedure described below establishes the value
of the calibration coefficient at measured values of pressure,
temperatureandairflow.
4.3.2. Themanufacturer'srecommendedproceduremustbefollowedfor
calibratingelectronicportionsoftheCFV.
4.3.3. Measurementsforflowcalibrationofthecriticalflowventuriare
required and the following data must be found within the limits
ofprecisiongiven:
barometricpressure(corrected)(P
B) ±0,03kPa,
LFEairtemperature,flow-meter
(ETI)±0,15K,
pressuredepressionupstreamofLFE
(EPI)±0,01kPa,
pressuredropacross(EDP)LFE
matrix±0,0015kPa,
airflow(Qs) ±0,5%,
CFVinletdepression(PPI) ±0,02kPa,
temperatureatventuriinlet(Tv) ±0,2K.1970L0220—EN—21.01.2002—019.001—96
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4.3.4. TheequipmentmustbesetupasshowninFigureIII.6.4.3.4and
checkedforleaks.Anyleaksbetweentheflow-measuringdevice
and the critical-flow venturi seriously affect the accuracy of the
calibration.
Figure III.6.4.3.4
CFV-CVScalibrationconfiguration
4.3.5. Thevariable-flow restrictor mustbesettotheopenposition,the
blower started and the systemstabilized. Data fromall instru-
mentsmustberecorded.
4.3.6. The flow restrictor must be varied and at least eight readings
acrossthecriticalflowrangeoftheventurimustbemade.
4.3.7. The data recorded during the calibration must be used in the
following calculations. The air flow-rate (Qs) at each test point
is calculated from the flow-meter data using the manufacturer's
prescribedmethod.
Calculatevaluesofthecalibrationcoefficientforeachtestpoint:
Kv¼Qs/C1ﬃﬃﬃﬃﬃTvp
Pv
where:
Qs= flow-rateinm/minat273,2Kand101,33kPa,
Tv= temperatureattheventuriinlet(K),
Pv= absolutepressureattheventuriinlet(kPa).
PlotKvasafunctionofventuriinletpressure.ForsonicflowKvwill have a relatively constant value. As pressure decreases1970L0220—EN—21.01.2002—019.001—97
▼M9
(vacuumincreases) the venturi becom e unchoked and Kvdecreases.TheresultantKvchangesarenotpermissible.
Foraminimumofeightpointsandthecriticalregioncalculatean
averageKvandthestandarddeviation.
If the standard deviation exceeds 0,3 % of the average Kvtake
correctiveaction.1970L0220—EN—21.01.2002—019.001—98
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Appendix 7
TOTALSYSTEMVERIFICATION
1. Tocomplywiththerequirementsofsection4.7ofAnnexIII,the
totalaccuracyoftheCVSsamplingsystemandanalyticalsystem
must be determined by introducing a knownmass of a pollutant
gas into the systemwhilst it is being operated as if during a
normal test and then analyzing and calculating the pollutant
mass according to the formulae in Appendix 8 to this Annexexcept that the density of propane is taken as 1,967 grams per
litre at standard conditions. The following two techniques are
knowntogivesufficientaccuracy.
2. Metering a constant flow of pure gas (CO or C
3H8) using a
critical-floworificedevice
2.1. Aknownquantityofpuregas(COorC3H8)isfedintotheCVS
systemthroughthecalibratedcriticalorifice.Iftheinletpressure
ishighenough,theflow-rate (q),whichisadjusted bymeans 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
systemis operated as in an exhaust em ission test for about 5 to
10 minutes. The gas collected in the sampling bag is analyzed
by the usual equipment and the results compared to the concen-
trationofthegassampleswhichwasknownbeforehand.
3. Metering a limited quantity of pure gas (CO or C3H8) by means
ofagravimetrictechnique
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 with a precision
of ± 0,01 gram. For about 5 to 10 minutes, the CVS system is
operated as in a normal exhaust emission test, while CO or
propane is injected into the system. The quantity of pure gas
involved is determined by means of differential weighting. The
gas accumulated in the bag is then analyzed by means of the
equipment normally used for exhaust-gas analysis. The results
are then compared to the concentration figures computed
previously.1970L0220—EN—21.01.2002—019.001—99
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Appendix 8
CALCULATIONOFTHEEMISSIONOFPOLLUTANTS
1. GENERAL
1.1. Emissions of gaseous pollutants are calculated by means of the
followingequation:
(1) Mi¼Vmix/C1Qi/C1kH/C1Ci/C110/C06
d
where:
Mi= mass emission of the pollutant i in grams per kilo-
metre,
Vmix= volume of the diluted exhaust gas expressed in litres
per test and corrected to standard conditions (273,2 K
and101,33kPa),
Qi= density of the pollutant i in grams per litre at normal
temperatureandpressure(273,2Kand101,33kPa),
kH= humidity correction factor used for the calculation of
the mass emissions of oxides of nitrogen (there is no
humiditycorrectionforHCandCO),
Ci= concentration of the pollutant i in the diluted exhaust
gas expressed in ppmand corrected by the am ount of
thepollutanticontainedinthedilutionair,
d = actualdistancecorrespondingtotheoperatingcyclein
km.
1.2. Volumedetermination
1.2.1. Calculation of the volume when a variable dilution device with
constant flow control by orifice or venturi is used. Record
continuously the parameters showing the volumetric flow, and
calculatethetotalvolumeforthedurationofthetest.
1.2.2. Calculation of volume when a positive displacement pump is
used. The volume of diluted exhaust gas in systems comprising
a positive displacement pump is calculated with the following
formula:
V=Vo·N
where:
V = volume ofthe diluted exhaustgasexpressedin litresper
test(priortocorrection),
Vo= volume of gas delivered by the positive displacement
pumpontestingconditionsinlitresperrevolution,
N = numberofrevolutionspertest.
1.2.3. Correction of the diluted exhaust-gas volume to standard condi-
tions. The diluted exhaust-gas volume is corrected by means of
thefollowingformula:
(2) Vmix¼V/C1K1/C1PB/C0P1
Tp
inwhich:
(3) K1¼273 ;2K
101 ;33kPa¼2;6961 K /C1kPa/C01/C0/C1
where:
PB= barometricpressureinthetestroominkPa,
P1= vacuumattheinlettothepositivedisplacementpumpin
kParelativetotheambientbarometricpressure,
Tp= average temperature of the diluted exhaust gas entering
thepositivedisplacementpumpduringthetest(K).1970L0220—EN—21.01.2002—019.001—100
▼M9
1.3. Calculationofthecorrectedconcentrationofpollutantsinthe
samplingbag
(4) Ci¼Ce/C0Cd1/C01
DF/C18/C19
where:
Ci= concentrationofthepollutantiinthedilutedexhaustgas,
expressed in ppmand corrected by the am ount of i
containedinthedilutionair,
Ce= measured concentration of pollutant i in the diluted
exhaustgas,expressedinppm,
Cd= measured concentration of pollutant i in the air used for
dilution,expressedinppm,
DF = dilutionfactor.
Thedilutionfactoriscalculatedasfollows:
DF¼13;4
Cco2þCHCþCco ðÞ10/C04forpetrolanddieselfuel ð5aÞ
DF¼11;9
Cco2þCHCþCco ðÞ10/C04forLPG ð5bÞ
DF¼9;5
Cco2þCHCþCco ðÞ10/C04fornaturalgas ð5cÞ
inthisequation:
CCO2= concentration of CO2in the diluted exhaust gas
contained in the sampling bag, expressed in %
volume,
CHC= concentration of HC in the diluted exhaust gas
contained in the sampling bag, expressed in ppm
carbonequivalent,
CCO= concentration of CO in the diluted exhaust gas
containedinthesamplingbag,expressedinppm.
1.4. DeterminationoftheNOhumiditycorrection factor
In order to correct the influence of humidity on the results of
oxidesofnitrogen,thefollowingcalculationsareapplied:
(6) kH¼1
1/C00;0329 H /C010;71 ðÞ
inwhich:
H¼6;211/C1Ra/C1Pd
PB/C0Pd/C1Ra/C110/C02
where:
H = absolute humidity expressed in grams of water per kilo-
gramofdryair,
Ra= relative humidity of the ambient air expressed as a
percentage,
Pd= saturation vapour pressure at ambient temperature
expressedinkPa,
PB= atmosphericpressureintheroom,expressedinkPa.
1.5. Example
1.5.1. Data
1.5.1.1. Ambientconditions:1970L0220—EN—21.01.2002—019.001—101
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ambienttemperature:23ºC=296,2K,
barometricpressure:PB=101,33kPa,
relativehumidity:Ra=60%,
saturationvapourpressure:Pd=2,81kPaofH2Oat23ºC.
1.5.1.2. Volumemeasuredandreducedtostandardconditions(paragraph
1)
V=51,961m3
1.5.1.3. Analyzerreadings:
Dilutedexhaust Dilution-air
HC(1) 92ppm3,0ppm
CO 470ppm0ppm
NOx70ppm0ppm
CO21,6%vol 0,03%vol
(1) Inppmcarbonequivalent.
1.5.2. Calculation
1.5.2.1. Humiditycorrectionfactor(KH)(seeformula(6))
H¼6;211/C1Ra/C1Pd
PB/C0Pd/C1Ra/C110/C02
H¼6;211/C160/C13;2
101 ;33/C02;81/C10;6 ðÞ
H=10,5092
kH¼1
1/C00;0329 /C1H/C010;71 ðÞ
kH¼1
1/C00;0329 /C110;5092 /C010;71 ðÞ
kH=0,9934
1.5.2.2. Dilutionfactor(DF)(seeformula(5))
DF¼13;4
CCO2þCHCþCCO ðÞ10/C04
DF¼13;4
1;6þ92þ4;70 ðÞ10/C04
DF=8,091
1.5.2.3. Calculation of the corrected concentration of pollutants in the
samplingbag:
HC,massemissions(seeformulae(4)and(1))
Ci¼Ce/C0Cd1/C01
DF/C18/C19
Ci¼92/C031 /C01
8;091/C18/C19
C=89,3711970L0220—EN—21.01.2002—019.001—102
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MHC¼CHC/C1Vmix/C1QHC/C11
d
QHC=0.619inthecaseofpetrolordiesel
QHC=0.649inthecaseofLPG
QHC=0.714inthecaseofNG
MHC¼89;371/C151;961/C10;619/C110/C06/C11
d
MHC¼2;88
dg=km
CO,massemissions(seeformula(1))
MCO¼CCO/C1Vmix/C1QCO/C11
d
QCO=1,25
MCO¼470/C151;961/C11;25/C110/C06/C11
d
MCO¼30;5
dg=km
NOxmassemissions(seeformula(1))
MNOx¼CNOx/C1Vmix/C1QNOx/C1kH/C11
d
QNOx=2,05
MNOX¼70/C151961 /C12;05/C10;9934 /C110/C061
d
MNOX¼7;41
dg=km
2. SPECIAL PROVISIONS RELATING TO VEHICLES
EQUIPPEDWITHCOMPRESSION-IGNITIONENGINES
2.1. HCmeasurementforcompression-ignitionengines
TheaverageHCconcentration usedindetermining theHCmass
emissions from compression-ignition engines is calculated with
theaidofthefollowingformula:
(7) ce¼Zt2
t1cHC/C1dt
t2/C0t1
where:
∫t1t
2CHC·dt = integral of the recording of the heated FID
overthetest(t2−t1),1970L0220—EN—21.01.2002—019.001—103
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Ce= concentration of HC measured in the diluted
exhaustinppmofCi,
CiissubstituteddirectlyforCHCinallrelevantequations.
2.2. Determinationofparticulates
Particulate emission Mp(g/km) is calculated by means of the
followingequation:
Mp¼VmixþVep/C0/C1
/C1Pe
Vep/C1d
whereexhaustgasesareventedoutsidetunnel,
Mp¼Vmix/C1Pe
Vep/C1d
whereexhaustgasesarereturnedtothetunnel,
where:V
mix: volumeofdilutedexhaustgases(see1.1),understandard
conditions,
Vep: volume of exhaust gas flowing through particulate filter
understandardconditions,
Pe: particulatemasscollectedbyfilters,
d: actual distance corresponding to the operating cycle in
km,
Mp: particulateemissioning/km.1970L0220—EN—21.01.2002—019.001—104
▼M9
ANNEX IV
TYPEIITEST
(Carbonmonoxideemissiontestatidlingspeed)
1. INTRODUCTION
ThisAnnexdescribestheprocedureforthetypeIItestdefinedin
5.3.2ofAnnexI.
2. CONDITIONSOFMEASUREMENT
2.1. The fuel mustbe thereference fuel,specifications forwhichare
giveninAnnexVIII.
2.2. During the test, the environmental temperature must be between
293and303K(20and30ºC).
Theengine shall bewarmedupuntil all temperatures ofcooling
andlubricationmeansandthepressureoflubricationmeanshave
reachedequilibrium.
2.2.1. Vehicles that are fuelled either with petrol or with LPG or NG
shallbetestedwiththereferencefuel(s)usedforthetypeItest.
2.3. Inthecaseofvehicleswithmanuallyoperatedorsemi-automatic-
shiftgearboxesthetestmustbecarriedoutwiththegearleverin
the‘neutral’positionandwiththeclutchengaged.
2.4. In the case of vehicles with automatic gear-boxes the test is
carried out with the gear selector in either the ‘neutral’ or the
‘parking’position.
2.5. Componentsforadjustingtheidlingspeed
2.5.1. Definition
ForthepurposesofthisDirective, ‘componentsforadjustingthe
idlingspeed’meanscontrolsforchangingtheidlingconditionsof
the engine which may be easily operated by a mechanic using
onlythetoolsdescribedin2.5.1.1.Inparticular,devicesforcali-
brating fuel and air flows are not considered as adjustment
components if their setting requiresthe removal ofthe set-stops,
an operation which cannot normally be performed except by a
professionalmechanic.
2.5.1.1. Toolswhichmaybeusedtocontrolcomponentsforadjustingthe
idling speed: screwdrivers (ordinary or cross-headed), spanners
(ring,open-endoradjustable),pliers,Allenkeys.
2.5.2. Determination of measurement points
2.5.2.1. A measurement at the setting in accordance with the conditions
fixedbythemanufacturerisperformedfirst.
2.5.2.2. For each adjustment component with a continuous variation, a
sufficientnumberofcharacteristicpositionsaredetermined.
2.5.2.3. The measurement of the carbon-monoxide content of exhaust
gases must be carried out for all the possible positions of the
adjustment components, but for components with a continuous
variationonlythepositionsdefinedin2.5.2.2areadopted.
2.5.2.4. The type II test is considered satisfactory if at least one of the
twofollowingconditionsismet:
2.5.2.4.1. none of the values measured in accordance with 2.5.2.3 exceeds
thelimitvalues;
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
thantheonewhichwasvariedcontinuously.1970L0220—EN—21.01.2002—019.001—105
▼M10
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▼M10
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2.5.2.5. Thepossiblepositionsoftheadjustmentcomponentsarelimited:
2.5.2.5.1. on the one hand, by the larger of the following two values: the
lowestidlingspeedwhichtheenginecanreach;thespeedrecom-
mendedbythemanufacturer,minus100revolutionsperminute;
2.5.2.5.2. ontheotherhand,bythesmallest ofthefollowingthreevalues:
thehighestspeedtheenginecanattainbyactivationoftheidling
speedcomponents;thespeedrecommendedbythemanufacturer,
plus 250 revolutions per minute; the cut-in speed of automatic
clutches.
2.5.2.6. In addition, settings incompatible with correct running of the
engine must not be adopted as measurement settings. In parti-
cular, when the engine is equipped with several carburettors all
thecarburettorsmusthavethesamesetting.
3. SAMPLINGOFGASES
3.1. Thesamplingprobeisplaced inthepipeconnecting theexhaust
withthesamplingbagandascloseaspossibletotheexhaust.
3.2. TheconcentrationinCO(CCO)andCO2(CCO2)isdeterminedfrom
themeasuringinstrumentreadingsorrecordings,byuseofappro-
priatecalibrationcurves.
3.3. Thecorrectedconcentrationforcarbonmonoxideregardingfour-
strokeenginesis:
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-
strokeengines.1970L0220—EN—21.01.2002—019.001—106
▼M9
ANNEX V
TYPEIIITEST
(Verifyingemissionsofcrankcasegases)
1. INTRODUCTION
This Annex describes the procedure for the type III test defined
insection5.3.3ofAnnexI.
2. GENERALPROVISIONS
2.1. ThetypeIIItestiscarriedoutonthevehiclewithapositive-igni-
tionenginewhichhasbeensubjectedtothetypeIortypeIIItest
asapplicable.
2.2. The engines tested must include leak-proof engines other than
thosesodesignedthatevenaslightleakmaycauseunacceptable
operatingfaults(suchasflat-twinengines).
3. TESTCONDITIONS
3.1. Idling must be regulated in conformity with the manufacturer's
recommendations.
3.2. The measurements are performed in the following three sets of
conditionsofengineoperation:
ConditionNo Vehiclespeed(km/h)
1 Idling
2 50±2(in3rdgearor‘drive’)
3 50±2(in3rdgearor‘drive’)
ConditionNo Powerabsorbedbybrake
1 Nil
2 That corresponding to the settings for
►M12typeItestat50km/h ◄
3 ThatforconditionsNo2,multiplied byafactor
of1,7
4. TESTMETHOD
4.1. For the operation conditions as listed in 3.2 reliable function of
thecrankcaseventilationsystemmustbechecked.
5. METHODOFVERIFICATIONOFTHECRANKCASEVENTI-
LATIONSYSTEM
(ReferalsotoFigureV.5.)
5.1. Theengine'saperturesmustbeleftasfound.5.2. Thepressureinthecrankcaseismeasuredatanappropriateloca-
tion. It is measured at the dipstick hole with an inclined-tube
manometer.
5.3. The vehicle is deemed satisfactory if, in every condition of
measurement definedin3.2,thepressuremeasuredinthecrank-
case does not exceed the atmospheric pressure prevailing at the
timeofmeasurement.
5.4. For the test by the method described above, the pressure in the
intakemanifoldismeasuredtowithin±1kPa.
5.5 The vehicle speed as indicated at the dynamometer is measured
towithin±2km/h.1970L0220—EN—21.01.2002—019.001—107
▼M10
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5.6. The pressure measured in the crankcase is measured to
within±0,01kPa.
5.7. If in one of the conditions of measurement defined in 3.2 the
pressuremeasuredinthecrankcaseexceedstheatmosphericpres-
sure,anadditionaltestasdefinedinsection6isperformedifso
requestedbythemanufacturer.
6. ADDITIONALTESTMETHOD
6.1. Theengine'saperturesmustbeleftasfound.6.2. Aflexiblebagimpervioustocrankcasegasesandhavingacapa-
cityofapproximatelyfivelitresisconnectedtothedipstickhole.
Thebagmustbeemptybeforeeachmeasurement.
6.3. The bag must be closed before each measurement. It must be
opened to the crankcase for five minutes for each condition of
measurementprescribedin3.2.
6.4. The vehicle is deemed satisfactory if in every condition of
measurementdefinedin3.2novisibleinflationofthebagoccurs.
6.5. Remark
6.5.1. If the structural layout of the engine is such that the test cannot
beperformedbythemethodsdescribedinsection6,themeasure-
mentsmustbeeffectedbythatmethodmodifiedasfollows:
6.5.2. before the test, all apertures other than that required for the
recoveryofthegasesareclosed;
6.5.3. thebagisplacedonasuitabletake-offwhichdoesnotintroduce
any additional loss of pressure and is installed on the recycling
circuitofthedevicedirectlyattheengine-connectionaperture.1970L0220—EN—21.01.2002—019.001—108
▼M9
Figure V.5.
TypeIIItest
1970L0220—EN—21.01.2002—019.001—109
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ANNEX VI
TYPEIVTEST
THEDETERMINATIONOFEVAPORATIVEEMISSIONSFROMVEHI-
CLESWITHSPARK-IGNITIONENGINES
1. INTRODUCTION
ThisAnnexdescribestheprocedurefortheTypeIVtestinaccor-
dancewithsection5.3.4ofAnnexI.
Thisproceduredescribesamethodforadeterminationoftheloss
ofhydrocarbonsbyevaporationfromthefuelsystemsofvehicles
withpositive-ignitionengines.
2. DESCRIPTIONOFTEST
Theevaporative emissiontest(FigureVI.1)isdesignedtodeter-
mine hydrocarbon evaporative emissions as a consequence of
diurnal temperatures fluctuation, hot soaks during parking, and
urbandriving.Thetestconsistsofthesephases:
— testpreparationincludinganurban(PartOne)andextra-urban
(PartTwo)drivingcycle,
— hotsoaklossdetermination,
— diurnallossdetermination.
Mass emissions of hydrocarbons from the hot soak and the
diurnal loss phases are added up to provide an overall result for
thetest.
3. VEHICLEANDFUEL3.1. Vehicle
3.1.1. Thevehiclemustbeingoodmechanicalconditionandhavebeen
runinanddrivenatleast3000kmbeforethetest.Theevapora-
tive emission control system must be connected and have been
functioning correctly over this period and the carbon canister(s)
must have been subject to normal use, neither undergoing
abnormalpurgingnorabnormalloading.
3.2. Fuel
3.2.1. Theappropriatereferencefuelmustbeused,asdefinedinAnnex
IXtothisDirective.
4. TESTEQUIPMENTFOREVAPORATIVETEST4.1. Chassisdynamometer
The chassis dynamometer must meet the requirements of Annex
III.
4.2. Evaporativeemissionmeasurementenclosure
Theevaporative emissionmeasurement enclosuremustbeagas-
tight rectangular measuring chamber able to contain the vehicle
undertest.Thevehiclemustbeaccessiblefromallsidesandthe
enclosure when sealed must be gas tight in accordance with
Appendix1.Theinnersurfaceoftheenclosuremustbeimperme-
able and non-reactive to hydrocarbons. The temperature
conditioning systemm ust be capable of controlling the internal
enclosure air temperature to follow the prescribed temperature
versustime profile throughout the test, and an average tolerance
of±1Koverthedurationofthetest.
The control system must be tuned to provide a smooth tempera-
ture pattern that has a minimum of overshoot, hunting, and
instability about the desired long-term ambient temperature
profile. Interior surface temperatures must not be less than
278ºK (5 ºC)normore than 320ºK(55 ºC)at any time during
thediurnalemissiontest.1970L0220—EN—21.01.2002—019.001—110
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Walldesignmustbesuchastopromotegooddissipationofheat.
Interior surface temperatures mustnotbe below293ºK(20ºC),
norabove325ºK(52ºC)forthedurationofthehotsoaktest.
To accommodate the volume changes due to enclosure tempera-
turechanges,eitheravariable-volume orfixed-volumeenclosure
maybeused.
4.2.1. Variable-volume enclosure
Thevariable-volumeenclosureexpandsandcontractsinresponse
to the temperature change of the air massin the enclosure. Two
potential means of accommodating the internal volume changes
aremovablepanel(s),orabellowsdesign,inwhichanimperme-
able bag or bags inside the enclosure expand(s) and contracts(s)
in response to internal pressure changes by exchanging air from
outside the enclosure. Any design for volume accommodation
must maintain the integrity of the enclosure as specified in
Appendix1overthespecifiedtemperaturerange.
Anymethodofvolumeaccommodationmustlimitthedifferential
between the enclosure internal pressure and the barometric pres-
suretoamaximumvalueof±5hPa.
The enclosure must be capable of latching to a fixed volume. A
variable volume enclosure must be capable of accommodating a
±7%changefromits‘nominalvolume’(seeAppendix1section
2.1.1), taking into account temperature and barometric pressure
variationduringtesting.
4.2.2. Fixed-volume enclosure
Thefixed-volumeenclosuremustbeconstructedwithrigidpanels
that maintain a fixed enclosure volume, and meet the require-
mentsbelow.
4.2.2.1. The enclosure must be equipped with an outlet flow stream that
withdrawns air at a low, constant rate fromthe enclosure
throughout the test. An inlet flow stream may provide make-upairtobalancetheoutgoingflowwithincomingambientair.Inlet
air must be filtered with activated carbon to provide a relatively
constanthydrocarbonlevel. Anymethod ofvolumeaccommoda-
tionmustmaintainthedifferentialbetweentheenclosureinternal
pressureandthebarometricpressurebetween0and−5hPa.
4.2.2.2. Theequipmentmustbecapableofmeasuringthemassofhydro-
carbon in the inlet and outlet flow streams with a resolution of
0,01 gram. A bag sampling system may be used to collect a
proportional sample of the air withdrawn from and admitted to
the enclosure. Alternatively, the inlet and outlet flow streams
maybecontinuouslyanalysedusinganon-lineFIDanalyserand
integrated with the flow measurements to provide a continuous
recordofthemasshydrocarbonremoval.
4.3. Analyticalsystems
4.3.1. Hydrocarbon analyser
4.3.1.1. The atmosphere within the chamber is monitored usinga hydro-
carbon detector of the flame ionization detector (FID) type.
Sample gas must be drawn from the mid-point of one side wall
orroofofthechamberandanybypassflowmustbereturned to
the enclosure, preferably to a point immediately downstream of
themixingfan.
4.3.1.2. Thehydrocarbonanalysermusthavearesponsetimeto90%of
finalreadingoflessthan1,5seconds.Itsstabilitymustbebetter
than 2 % of full scale at zero and at 80 % ±20 % offull scale
overa15-minuteperiodforalloperationalranges.
4.3.1.3. Therepeatabilityoftheanalyserexpressedasonestandarddevia-
tionmustbebetterthan1%offullscaledeflectionatzeroandat
80%±20%offullscaleonallrangesused.
4.3.1.4. The operational ranges of the analyser must be chosen to give
best resolution over the measurement, calibration and leak
checkingprocedures.
4.3.2. Hydrocarbon analyser data recording system
4.3.2.1. Thehydrocarbon analyser mustbefitted withadevice torecord
electricalsignaloutputeitherbystripchartrecorderorotherdata1970L0220—EN—21.01.2002—019.001—111
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processingsystematafrequencyofatleastonceperminute.The
recording systemm ust have operating characteristics at least
equivalent to the signal being recorded and must provide a
permanent record of results. The record must show a positive
indication of the beginning and end of the hot soak or diurnal
emission test (including beginning and end of sampling periods
along with the time elapsed between start and completion of
eachtest).1970L0220—EN—21.01.2002—019.001—112
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Figure VI.1
Evaporativeemissiondetermination
Note:1. Evaporativeemissioncontrolfamilies—detailsclarified.
2. TailpipeemissionsmaybemeasuredduringtypeItestdrive,butthesearenotusedforlegislative
purposes.Exhaustemissionlegislativetestremainsseparate.1970L0220—EN—21.01.2002—019.001—113
▼M15
4.4. Fuel tank heating (only applicable for gasoline canister load
option)
4.4.1. The fuel in the vehicle tank(s) must be heated by a controllable
source of heat; for example a heating pad of 2000 W capacity
is suitable. The heating systemm ust apply heat evenly to the
tank walls beneath the level of the fuel so as not to cause local
overheating of the fuel. Heat must not be applied to the vapour
inthetankabovethefuel.
4.4.2. Thetankheatingdevicemustmakeitpossibletoheatthefuelin
thetankevenlyby14ºKfrom289ºK(16ºC)within60minutes,
with the temperature sensor position as in 5.1.1. The heating
system must be capable of controlling the fuel temperature to
± 1,5 ºK of the required temperature during the tank heating
process.
4.5. Temperaturerecording
4.5.1. The temperature in the chamber is recorded at two points by
temperature sensors which are connected so as to show a mean
value. The measuring points are extended approximately 0,1 m
intotheenclosure fromthevertical centre line ofeach sidewall
ataheightof0,9±0,2m.
4.5.2. Thetemperaturesofthefueltank(s)arerecordedbymeansofthe
sensorpositionedinthefueltankasin5.1.1inthecaseofuseof
thegasolinecanisterloadoption(5.1.5).
4.5.3. Temperatures must, throughout the evaporative emission
measurements, be recorded or entered into a data processing
systematafrequencyofatleastonceperminute.
4.5.4. Theaccuracyofthetemperaturerecordingsystemmustbewithin
±1,0ºKand the temperature mustbe capable of being resolved
to±04,ºK.
4.5.5. The recording or data processing systemm ust be capable of
resolvingtimeto±15seconds.
4.6. Pressurerecording
4.6.1. The difference ∆pbetween barometric pressure within the test
area and the enclosure internal pressure must, throughout the
evaporative emission measurements, be recorded or entered into
a data processing systemat a frequency of at least once per
minute.
4.6.2. The accuracy of the pressure recording systemm ust be within
± 2 hPa and the pressure must be capable of being resolved to
±0,2hPa.
4.6.3. The recording or data processing systemm ust be capable of
resolvingtimeto±15seconds.
4.7. Fans
4.7.1. BytheuseofoneormorefansorblowerswiththeSHEDdoor(s)
openitmustbepossibletoreducethehydrocarbonconcentration
inthechambertotheambienthydrocarbonlevel.
4.7.2. The chamber must have one or more fans or blowers of likely
capacity0,1to0,5m3s−1withwhichtothoroughlymixtheatmo-
sphere in the enclosure. It must be possible to attain an even
temperatureandhydrocarbonconcentrationinthechamberduring
measurements.Thevehicleintheenclosuremustnotbesubjected
toadirectstreamofairfromthefansorblowers.
4.8. Gases
4.8.1. The following pure gases must be available for calibration and
operation:
— purifiedsyntheticair(purity:<1ppmC1equivalent ≤1ppm
CO,≤400 ppmCO2,≤0,1 ppmNO); oxygen content
between18%and21%byvolume,
— hydrocarbon analyser fuel gas (40 % ± 2 % hydrogen, and
balance heliumwith less than 1 ppmC1equivalent hydro-
carbon,lessthan400ppmCO2),
— propane(C3H8),99,5%minimumpurity,1970L0220—EN—21.01.2002—019.001—114
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— butane(C4H10),98%minimumpurity,
— nitrogen(N2),98%minimumpurity.
4.8.2. Calibrationandspangasesmustbeavailablecontainingmixtures
ofpropane(C3H8)andpurified synthetic air. Thetrueconcentra-
tionsofacalibrationgasmustbewithin±2%ofstatedfigures.
The accuracy of the diluted gases obtained when using a gas
dividermustbetowithin±2%ofthetruevalue.Theconcentra-
tionsspecifiedinAppendix1mayalsobeobtainedbytheuseof
agasdividerusingsyntheticairasthediluentgas.
4.9. Additionalequipment
4.9.1. The absolute humidity in the tests area must be measurable to
within±5%.
5. TESTPROCEDURE
5.1. Testpreparation
5.1.1. Thevehicleismechanicallypreparedbeforethetestasfollows:
— theexhaustsystemofthevehiclemustnotexhibitanyleaks,
— thevehiclemaybesteamcleanedbeforethetest,
— inthecaseofuseofthegasolinecanisterloadoption(5.1.5)
thefueltankofthevehiclemustbeequippedwithatempera-
ture sensor to enable the temperature to be measured at the
mid-pointofthefuelinthefueltankwhenfilledto40%of
itscapacity,
— additional fittings, adapters of devices may be fitted to the
fuelsysteminordertoallowacomplete drainingofthefuel
tank. For this purpose it is not necessary to modify the shell
ofthetank,
— themanufacturer mayproposeatestmethod inorder totake
intoaccount thelossofhydrocarbonsbyevaporation coming
onlyfromthefuelsystemofthevehicle.
5.1.2. Thevehicleistakenintothetestareawheretheambienttempera-
tureisbetween293ºKand303ºK(20and30ºC).
5.1.3. Theageingofthecanister(s)hastobeverified.Thismaybedone
bydemonstratingthatithasaccumulatedaminimumof3000km.
If this demonstration is not given, the following procedure isused. In the case of a multiple canister system each canister
mustundergotheprocedureseparately.
5.1.3.1. The canister is removed from the vehicle. Special care must be
taken during this step to avoid damage to components and the
integrityofthefuelsystem.
5.1.3.2. Theweightofthecanistermustbechecked.
5.1.3.3. Thecanisterisconnectedtoafueltank,possiblyanexternalone,
filledwithreferencefuel,to40%volumeofthefueltank(s).
5.1.3.4. The fuel temperature in the fuel tank must be between 283 ºK
(10ºC)and287ºK(14ºC).
5.1.3.5. The(external)fueltankisheatedfrom288ºKto318ºK(15ºto
45ºC)(1ºCincreaseevery9minutes).
5.1.3.6. If the canister reaches breakthrough before the temperature
reaches 318 ºK (45 ºC), the heat source must be turned off.
Thenthecanisterisweighed.Ifthecanisterdidnotreachbreak-
throughduringtheheatingto318ºK(45ººC),theprocedurefrom
5.1.3.3mustberepeateduntilbreakthroughoccurs.
5.1.3.7. Breakthrough may be checked as is described in 5.1.5 and 5.1.6
ofthisAnnex,orwiththeuseofanothersamplingandanalytical
arrangement capable of detecting the emission of hydrocarbons
fromthecanisteratbreakthrough.
5.1.3.8. The canister must be purged with 25 ± 5 litres per minute with
the emission laboratory air until 300 bed volume exchanges are
reached.
5.1.3.9. Theweightofthecanistermustbechecked.
5.1.3.10. Thestepsoftheprocedurein5.1.3.4to5.1.3.9mustberepeated
ninetimes.Thetestmaybeterminatedpriortothat,afternotless1970L0220—EN—21.01.2002—019.001—115
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thanthreeageingcycles,iftheweightofthecanisterafterthelast
cycleshasstabilized.
5.1.3.11. Theevaporativeemissioncanisterisreconnected andthevehicle
restoredtoitsnormaloperatingcondition.
5.1.4. Oneofthemethodsspecified in5.1.5and5.1.6mustbeusedto
precondition the evaporative canister. For vehicles with multiple
canisters,eachcanistermustbepreconditionedseparately.
5.1.4.1. Canisteremissionsaremeasuredtodeterminebreakthrough.
Breakthroughisheredefinedasthepointatwhichthecumulative
quantityofhydrocarbonsemittedisequalto2grams.
5.1.4.2. Breakthrough may be verified using the evaporative emission
enclosure as described in 5.1.5 and 5.1.6 respectively. Alterna-
tively, breakthrough may be determined using an auxiliary
evaporative canister connected downstreamof the vehicle's
canister.The auxiliary canister mustbewellpurgedwithdryair
priortoloading.
5.1.4.3. The measuring chamber must be purged for several minutes
immediatelybeforethetestuntilastablebackgroundisobtained.
Thechamberairmixingfan(s)mustbeswitchedonatthistime.
The hydrocarbon analyser must be zeroed and spanned immedi-
atelybeforethetest.
5.1.5. Canister loading with repeated heat builds to breakthrough
5.1.5.1. The fuel tank(s) of the vehicle(s) is (are) emptied using the fuel
tankdrain(s).Thismustbedonesoasnottoabnormallypurgeor
abnormally load the evaporative control devices fitted to the
vehicle.Removalofthefuelcapisnormallysufficienttoachieve
this.
5.1.5.2. Thefueltank(s)is(are)refilledwithtestfuelatatemperatureof
between 283 ºK to 287 ºK (10 to 14 ºC) to 40 % ± 2 % of the
tank'snormalvolumetric capacity. Thefuelcap(s)ofthevehicle
mustbefittedatthispoint.
5.1.5.3. Within one hour of being refuelled the vehicle must be placed,
with the engine shut off, in the evaporative emission enclosure.
Thefueltanktemperaturesensorisconnectedtothetemperature
recordingsystem.Aheatsourcemustbeproperlypositionedwith
respect to the fuel tank(s) and connected to the temperature
controller.Theheatsourceisspecifiedin4.4.Inthecaseofvehi-
cles fitted with more than one fuel tank, all the tanks must be
heatedinthesamewayasdescribedbelow.Thetemperatures of
thetanksmustbeidenticaltowithin±1,5ºK.
5.1.5.4. The fuel may be artificially heated to the starting diurnal
temperatureof293ºK(20ºC)±1ºK.
5.1.5.5. When the fuel temperature reaches at last 292 ºK (19 ºC), the
following steps must be taken immediately: the purge blower
must be turned off; enclosure doors closed and sealed; and
measurementinitiatedofthehydrocarbonlevelintheenclosure.
5.1.5.6. Whenthefueltemperatureofthefueltankreaches293ºK(20ºC)
a linear heat build of 15 ºK (15 ºC) begins. The fuel must be
heated in suchawaythat the temperature ofthe fuel duringthe
heating conforms to the function below to within ± 1,5 ºK. The
elapsedtimeoftheheatbuildandtemperatureriseisrecorded.
Tr=T0+0,2333×t
where:T
r= requiredtemperature(K);
To= initialtemperature(K);
t = timefromstartofthetankheatbuildinminutes.
5.1.5.7. As soon as breakthrough occurs or when the fuel temperature
reaches 308 ºK (35 ºC), whichever occurs first, the heat source
is turned off, the enclosure doors unsealed and opened, and the
vehicle fuel tank cap(s) removed. If breakthrough has not
occurred by the time the fuel temperature 308 ºK (35 ºC), the
heat source is removed from the vehicle, the vehicle removed
fromtheevaporativeemissionenclosureandtheentireprocedure
outlinedin5.1.7repeateduntilbreakthroughoccurs.1970L0220—EN—21.01.2002—019.001—116
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5.1.6. Butane loading to breakthrough
5.1.6.1. Iftheenclosureisusedforthedeterminationofthebreakthrough
(see5.1.4.2)thevehiclemustbeplaced,withtheengineshutoff,
intheevaporativeemissionenclosure.
5.1.6.2. The evaporative emission canister must be prepared for the
canister loading operation. The canister must not be removed
fromthe vehicle, unless access to it in its norm al location is so
restricted that loading can only reasonably be accomplished by
removing the canister from the vehicle. Special care must be
taken during this step to avoid damage to the components and
theintegrityofthefuelsystem.
5.1.6.3. The canister isloaded withamixture composedof50% butane
and 50 % nitrogen by volume at a rate of 40 grams butane per
hour.
5.1.6.4. As soon as the canister reaches breakthrough, the vapour source
mustbeshutoff.
5.1.6.5. The evaporative emission canister must then be reconnected and
thevehiclerestoredtoitsnormaloperatingcondition.
5.1.7. Fuel drain and refill
5.1.7.1. The fuel tank(s) of the vehicle(s) is (are) emptied using the fuel
tankdrain(s).Thismustbedonesoasnottoabnormallypurgeor
abnormally load the evaporative control devices fitted to the
vehicle.Removalofthefuelcapisnormallysufficienttoachieve
this.
5.1.7.2. Thefueltank(s)is(are)refilledwithtestfuelatatemperatureof
between 291 ºK ± 8 ºK (18 ± 8 ºC) to 40 ± 2 % of the tank's
normal volumetric capacity. The fuel cap(s) of the vehicle must
befittedatthispoint.
5.2. Preconditioningdrive
5.2.1. Within one hour fromthe com pleting of canister loading in
accordancewith5.1.5or5.1.6thevehicleisplacedonthechassis
dynamometeranddriventhroughonePartOneandtwoPartTwo
driving cycles of Type I test as specified in Annex III. Exhaust
emissionsarenotsampledduringthisoperation.
5.3. Soak
5.3.1. Within five minutes of completing the preconditioning operation
specified in 5.2.1 the engine bonnet must be completely closed
and the vehicle driven off the chassis dynamometer and parked
in the soak area. The vehicle is parked for a minimum of 12
hours and a maximum of 36 hours. The engine oil and coolant
temperatures must have reached the temperature of the area or
within±3ºKofitattheendoftheperiod.
5.4. Dynamometertest
5.4.1. Afterconclusionofthesoakperiodthevehicleisdriventhrough
acompleteTypeItestdriveasdescribedinAnnexIII(coldstart
urbanandextraurbantest).Thentheengineisshutoff.Exhaust
emissions may be sampled during this operation but the results
must not be used for the purpose of exhaust emission type-
approval.
5.4.2. WithintwominutesofcompletingtheTypeItestdrivespecified
in 5.4.1 the vehicle is driven a further conditioning drive
consisting of one urban test cycle (hot start) of a Type I test.
Then the engine is shut off again. Exhaust emissions need not
besampledduringthisoperation.
5.5. Hotsoakevaporativeemissionstest
5.5.1. Before the completion of the conditioning drive the measuring
chambermustbepurgedforseveralminutesuntilastablehydro-
carbonbackgroundisobtained.Theenclosuremixingfan(s)must
alsobeturnedonatthistime.
5.5.2. The hydrocarbon analyser must be zeroed and spanned immedi-
atelypriortothetest.1970L0220—EN—21.01.2002—019.001—117
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5.5.3. At the end of the conditioning drive the engine bonnet must be
completely closed and all connections between the vehicle and
the test stand disconnected. The vehicle is then driven to the
measuringchamberwithaminimumuseoftheacceleratorpedal.
The engine must be turned off before any part of the vehicle
enters the measuring chamber. The time at which the engine is
switched off is recorded on the evaporative emission measure-
ment data recording system and temperature recording begins.
The vehicle's windows and luggage compartments must be
openedatthisstage,ifnotalreadyopened.
5.5.4. The vehicle must be pushed or otherwise moved into the
measuringchamberwiththeengineswitchedoff.
5.5.5. The enclosure doors are closed and sealed gas-tight within two
minutes of the engine being switched off and within seven
minutesoftheendoftheconditioningdrive.
5.5.6. The start of a 60 ± 0,5 minute hot soak period begins when the
chamber is sealed. The hydrocarbon concentration, temperature
andbarometricpressurearemeasuredtogivetheinitialreadings
CHC,iPiandTiforthehotsoaktest.Thesefiguresareusedinthe
evaporative emission calculation, section 6. The ambient SHED
temperature T must not be less than 296 ºK and no more than
304ºKduringthe60-minutehotsoakperiod.
5.5.7. The hydrocarbon analyser must be zeroed and spanned immedi-
atelybeforetheendofthe60±0,5minutetestperiod.
5.5.8. At the end of the 60 ± 0,5 minute test period the hydrocarbon
concentrationinthechambermustbemeasured.Thetemperature
andthebarometricpressurearealsomeasured.Thesearethefinal
readingsCHC,f,PfandTfforthehotsoaktestusedforthecalcula-
tioninsection6.
5.6. Soak
5.6.1. Thetestvehicle mustbepushedorotherwisemovedtothesoak
area without use of the engine and soaked for not less than 6
hours and not more than 36 hours between the end of the hot
soaktestandthestartofthediurnalemissiontest.Foratleast6
hoursofthisperiodthevehiclemustbesoakedat293ºK±2ºK
(20ºC±2ºC).
5.7. Diurnaltest
5.7.1. The test vehicle must be exposed to one cycle of ambient
temperature according to the profile specified in Appendix 2
with a maximum deviation of ± 2 ºK at any time. The average
temperaturedeviationfromtheprofile,calculatedusingtheabso-
lute value of each measured deviation, must not exceed 1 ºK.
Ambient temperature must be measured at least every minute.
Temperature cycling begins when time tstart= 0, as specified in
5.7.6.
5.7.2. The measuring chamber must be purged for several minutes
immediately before the test until a stable background is obtain-
able. The chamber mixing fan(s) must also be switched on at
thistime.
5.7.3. The test vehicle, with the engine shut off and the test vehicle
windows and luggage compartment(s) opened must be moved
intothemeasuringchamber.Themixingfan(s)mustbeadjusted
insuchawayastomaintainaminimumaircirculationof8km/h
underthefueltankofthetestvehicle.
5.7.4. The hydrocarbon analyser must be zeroed and spanned immedi-
atelybeforethetest.
5.7.5. Theenclosuredoorsmustbeclosedandgas-tightsealed.5.7.6. Within 10 minutes of closing and sealing the doors, the hydro-
carbon concentration, temperature and barometric pressure are
measured to give the initial readings C
HC,i,Pfand Tffor the
diurnaltest.ThisisthepointwheretimetStart=0.
5.7.7. The hydrocarbon analyser must be zeroed and spanned immedi-
atelybeforetheendofthetest.
5.7.8. The end of the emission sampling period occurs 24 hours ± 6
minutes after the beginning of the initial sampling, as specified1970L0220—EN—21.01.2002—019.001—118
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in5.7.6.Thetimeelapsedisrecorded.Thehydrocarbonconcen-
tration,temperatureandbarometricpressurearemeasuredtogive
thefinalreadingsCHC,i,PfandTfforthediurnaltestusedforthe
calculationinsection6.Thiscompletestheevaporativeemission
testprocedure.
6. CALCULATION
6.1. The evaporative emission tests described in section 5 allow the
hydrocarbon emissions from the diurnal and hot soak phases to
be calculated. Evaporative losses fromeach of theses phases is
calculated using the initial and final hydrocarbon concentrations,
temperaturesandpressuresintheenclosure,togetherwiththenet
enclosurevolume.
Theformulabelowisused:
MHC¼k/C1V/C110/C04/C1CHC ;f/C1Pf
Tf/C0CHC ;i/C1Pi
Ti/C18/C19
þMHC ;out/C0MHC ;i
where:
MHC= hydrocarbonmassingrams
MHC,out= mass of hydrocarbon exiting the enclosure, in the
case of fixed-volume enclosures for diurnal emis-
siontesting(grams).
MHC,i= massofhydrocarbonenteringtheenclosure,inthe
case of fixed-volume enclosures for diurnal emis-
siontesting(grams).
CHC= measured hydrocarbon concentration in the enclo-
sure(ppm(volume)C1equivalent),
V = netenclosurevolumeincubicmetrescorrectedfor
the volume of the vehicle, with the windows and
the luggage compartment open. If the volume of
thevehicle isnotdetermined avolume of1,42m3
issubtracted.
T = ambientchambertemperature,inºK,
P = barometricpressureinkPA,
H/C = hydrogentocarbonration,
k = 1,2·(12+H/C);
where:i istheinitialreading,
f isthefinalreading,
H/C istakentobe2,33fordiurnaltestlosses,
H/C istakentobe2,20forhotsoaklosses.
6.2. Overall resultsoftest
Theoverallhydrocarbonmassemissionforthevehicleistakento
be:
M
total=MDI+MHS
where:M
total= overallmassemissionsofthevehicle(grams),
MDI= hydrocarbonmassemissionfordiurnaltest(grams),
MHS= hydrocarbonmassemissionforthehotsoak(grams).
7. CONFORMITYOFPRODUCTION
7.1. For routine end-of-production-line testing, the holder of the
approval may demonstrate compliance by sampling vehicles
whichshallmeetthefollowingrequirements.
7.2. Testforleakage
7.2.1. Vents to the atmosphere from the emission control system shall
beisolated.1970L0220—EN—21.01.2002—019.001—119
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7.2.2. Apressure of 370± 10 mm of H2O must be applied to the fuel
system.
7.2.3. The pressure must be allowed to stabilize prior to isolating the
fuelsystemfromthepressuresource.
7.2.4. Followingisolationofthefuelsystem,thepressuremustnotdrop
bymorethan50mmofH2Oinfiveminutes.
7.3. Testforventing
7.3.1. Vents to the atmosphere from the emission control must be
isolated.
7.3.2. Apressure of 370± 10 mm of H2O must be applied to the fuel
system.
7.3.3. The pressure must be allowed to stabilize prior to isolating the
fuelsystemfromthepressuresource.
7.3.4. The venting outlets from the emission control systems to the
atmospheremustbereinstatedtotheproductioncondition.
7.3.5. The pressure of the fuel system must drop to below 100 mm of
H2Oinnotlessthan30secondsbutwithintwominutes.
7.3.6. At the request of the manufacturer the functional capacity for
ventingcanbedemonstratedbyequivalentalternative procedure.
The specific procedure should be demonstrated by the manufac-
turertothetechnicalserviceduringthetypeapprovalprocedure.
7.4. Purgetest
7.4.1. Equipmentcapableofdetectinganairflowrateof1,0litresinone
minute mustbeattached tothepurgeinlet andapressurevessel
of sufficient size to have negligible effect on the purge system
must be connected via a switching valve to the purge inlet, or
alternatively,
7.4.2. the manufacturer may use a flow meter of his own choice, if
acceptabletothecompetentauthority.
7.4.3. The vehicle must be operated in such a manner that any design
feature ofthepurgesystemthatcould restrict purgeoperation is
detectedandthecircumstancesnoted.
7.4.4. Whilst the engine is operating within the bounds noted in 7.4.3,
theairflowmustbedeterminedbyeither:
7.4.4.1. the device indicated in 7.4.1 being switched in. A pressure drop
fromatmospherictoalevelindicatingthatavolumeof1,0litres
of air has flowed into the evaporative emission control system
withinoneminutemustbeobserved;or
7.4.4.2. if an alternative flow measuring device is used, a reading of no
lessthan1,0litreperminutemustbedetectable.
7.4.4.3. Attherequestofthemanufactureranalternativepurgetestproce-
durecanbeused,iftheprocedurehasbeenpresentedtoandhas
been accepted by the technical service during the type approval
procedure.
7.5. Thecompetentauthoritywhichhasgrantedtype-approvalmayat
any time verify the conformity control methods applicable to
eachproductionunit.
7.5.1. The inspector must take a sufficiently large sample from the
series.
7.5.2. The inspector may test these vehicles by application of either
7.1.4or7.1.5ofAnnexI.
7.5.3. Ifinpursuanceofsection7.1.5ofAnnexIthevehicle'stestresult
falls outside the agreed limits of section 5.3.4.2 of Annex I, the
manufacturermayrequestthattheapprovalprocedurereferredto
in7.1.4ofAnnexIbeapplied.
7.5.3.1. Themanufacturermustnotbeallowedtoadjust,repairormodify
anyofthevehicles,unlesstheyfailedtocomplywiththerequire-1970L0220—EN—21.01.2002—019.001—120
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mentsofsection7.1.4ofAnnexIandunlesssuchworkisdocu-
mented in the manufacturer's vehicle assembly and inspection
procedures.
7.5.3.2. Themanufacturermayrequestasinglere-testforavehiclewhose
evaporative emission characteristics are likely to have changed
duetohisactionsunder7.5.3.1.
7.6. If the requirements of 7.5 are not met, the competent authority
must ensure that all necessary steps are taken to re-establish
conformityofproductionasrapidlyaspossible.1970L0220—EN—21.01.2002—019.001—121
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Appendix 1
CALIBRATION OF EQUIPMENT FOR EVAPORATIVE EMISSION
TESTING
1. CALIBRATIONFREQUENCYANDMETHODS
1.1. All equipment must be calibrated before its initial use and then
calibrated as often as necessary and in any case in the month
before type-approval testing. The calibration methods to besued
aredescribedinthisAppendix.
1.2. Normally the series of temperatures which are mentioned firstly
must be used. The series of temperatures within square brackets
mayalternativelybeused.
2. CALIBRATIONOFTHEENCLOSURE
2.1. Initialdeterminationofenclosureinternalvolume
2.1.1. Beforeitsinitialuse,theinternalvolumeofthechambermustbe
determined as follows. The internal dimensions of the chamber
are carefully measured, allowing for any irregularities such as
bracingstruts.Theinternalvolumeofthechamberisdetermined
fromthesemeasurements.
Forvariable-volume enclosures,theenclosuremustbelatchedto
afixedvolumewhentheenclosureisheldatanambienttempera-
ture of 303 ºK (30 ºC) [(302 ºK (29 ºC)]. This nominal volume
mustberepeatablewithin±0,5%ofthereportedvalue.
2.1.2. The net internal volume is determined by subtracting 1,42 m3
from the internal volume of the chamber. Alternatively the
volume of the test vehicle with the luggage compartment and
windowsopenmaybeusedinsteadofthe1,42m3.
2.1.3. Thechambermustbecheckedasin2.3.Ifthepropanemassdoes
notagreewiththeinjectedmasstowithin±2%thencorrective
actionisrequired.
2.2. Determinationofchamberbackgroundemissions
Thisoperationdeterminesthatthechamberdoesnotcontainany
materials that emit significant amounts of hydrocarbons. The
check must be carried out at the enclosure's introduction to
service, after any operations in the enclosure which may affect
background emissions and at a frequency of at least once per
year.
2.2.1. Variable-volume enclosuresmaybeoperated ineither latched or
unlatched volume configuration, as described in 2.1.1 Ambient
temperatures must be maintained at 308 ºK ±2 ºK (35º ± 2 ºC)
[309 ºK ± 2 ºK (36º ± 2 ºC)], throughout the 4-hour period
mentionedbelow.
2.2.2. Fixed volume enclosures must be operated with inlet and outlet
flow streams closed. Ambient temperatures must be maintained
at 308 ºK ± 2 ºK (35º ± 2 ºC) [309 ºK ± 2 ºK (36º ± 2 ºC)]
throughoutthefour-hourperiodmentionedbelow.
2.2.3. The enclosure may be sealed and the mixing fan operated for a
period of up to 12 hours before the four-hour background
samplingperiodbegins.
2.2.4. The analyser (if required) must be calibrated, then zeroed and
spanned.
2.2.5. Theenclosuremustbepurgeduntilastablehydrocarbonreading
isobtained,andthemixingfanturnedonifnotalreadyon.
2.2.6. The chamber is then sealed and the background hydrocarbon
concentration,temperatureandbarometricpressurearemeasured.
ThesearetheinitialreadingsCHC,i,PiandTiusedintheenclosure
backgroundcalculation.
2.2.7. Theenclosureisallowedtostandundisturbedwiththemixingfan
onforaperiodoffourhours.1970L0220—EN—21.01.2002—019.001—122
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2.2.8. Attheendofthistimethesameanalyserisusedtomeasurethe
hydrocarbon concentration in the chamber. The temperature and
the barometric pressure are also measured. These are the final
readingsCHC,f,PfandTf.
2.2.9. The change in mass of hydrocarbons in the enclosure must be
calculated over the time of the test in accordance with 2.4 and
mustnotexceed0,05g.
2.3. Calibrationandhydrocarbonretentiontestofthechamber
The calibration and hydrocarbon retention test in the chamber
provides a check on the calculated volume in 2.1 and also
measures any leak rate. The enclosure leak rate must be deter-
mined at the enclosure's introduction to service, after any
operationsinthe enclosurewhichmay affect theintegrity ofthe
enclosure, and at least monthly thereafter. If six consecutive
monthly retention checks are successfully completed without
correctiveaction,theenclosureleakratemaybedeterminedquar-
terlythereafteraslongasnocorrectiveactionisrequired.
2.3.1. Theenclosuremustbepurgeduntilastablehydrocarbonconcen-
tration is reached. The mixing fan is turned on, if not already
switched on. The hydrocarbon analyser is zeroed, calibrated if
required,andspanned.
2.3.2. On variable-volume enclosures the enclosure must be latched to
the nominal volume position. On fixed-volume enclosures the
outletandinletflowstreamsmustbeclosed.
2.3.3. Theambienttemperaturecontrolsystemisthenturnedon(ifnot
already on) and adjusted for an initial temperature of 308 ºK
(35ºC)[309ºK(36ºC)].
2.3.4. When the enclosure stabilizes at 308 ºK ± 2 ºK (35º ± 2 ºC)
[309 ºK ± 2 ºK (36º ± 2 ºC)], the enclosure is sealed and the
background concentration, temperature and barometric pressure
measured. These are the initial readings CHC,i,Piand Tiused in
theenclosurecalibration.
2.3.5. Aquantity of approximately 4 grams of propane is injected into
theenclosure.Themassofpropanemustbemeasuredtoanaccu-
racyandprecisionof±02,%ofthemeasuredvalue.
2.3.6. The contents of the chamber must be allowed to mix for five
minutes and then the hydrocarbon concentration, temperature
and barometric pressure are measured. These are the final read-
ings CHC,f,Pfand Tffor the calibration of the enclosure as well
astheinitialreadingsCHC,i,PiandTifortheretentioncheck.
2.3.7. On the basis of the readings taken in 2.3.4 and 2.3.6 and the
formulain2.4,themassofpropaneintheenclosureiscalculated.
This must be within ± 2 % of the mass of propane measured in
2.3.5..
2.3.8. For variable-volume enclosures the enclosure must be unlatched
fromthenominalvolumeconfiguration.Forfixed-volumeenclo-
sures,theoutletandinletflowstreamsmustbeopened.
2.3.9. The process is then begun of cycling the ambient temperature
from308 ºK (35 ºC) to 293 ºK (20 ºC) and back to 308 ºK
(35 ºC) [308,6 ºK (35,6 ºC) to 295,2 ºK (22,2 ºC) and back to
308,6ºK(35,6ºC)]overa24-hourperiodaccordingtotheprofile
[alternativeprofile]specifiedinAppendix2within15minutesof
sealingtheenclosure.(Tolerancesasspecifiedinsection5.7.1of
AnnexVI).
2.3.10. Atthecompletionofthe24-hourcyclingperiod,thefinalhydro-
carbon concentration, temperature and barometric pressure are
measuredandrecorded.ThesearethefinalreadingsCHC,f,Tfand
Pfforthehydrocarbonretentioncheck.
2.3.11. Usingtheformulain2.4,thehydrocarbonmassisthencalculated
from the readings taken in 2.3.10 and 2.3.6. The mass may not
differ by more than 3 % from the hydrocarbon mass given by
2.3.7.
2.4. Calculations
Thecalculationofnethydrocarbonmasschangewithintheenclo-
sureisusedtodetermine thechamber'shydrocarbonbackground1970L0220—EN—21.01.2002—019.001—123
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andleakrate.Initialandfinalreadingsofhydrocarbonconcentra-
tion, temperature and barometric pressure are used in the
followingformulatocalculatethemasschange.
MHC¼k/C1V/C110/C04/C1CHC ;f/C1Pf
Tf/C0CHC ;i/C1Pi
Ti/C18/C19
þMHC ;out/C0MHC ;i
where:
MHC= hydrocarbonmassingrams
MHC,out= mass of hydrocarbon exiting the enclosure, in the
case of fixed-volume enclosures for diurnal emis-
siontesting(grams)
MHC,i= massofhydrocarbonenteringtheenclosure,inthe
case of fixed volume enclosures for diurnal emis-
siontesting(grams)
CHC= hydrocarbon concentration in the enclosure (ppm
carbon(NB:ppmcarbon=ppmpropane×3))
V = enclosure volume in cubic metres as measured in
section2.1.1.
T = ambienttemperatureintheenclosureinK,P = barometricpressureinkPa,
k = 17,6;
where:
i istheinitialreading.
f isthefinalreading
3. CHECKINGOFFIDHYDROCARBONANALYZER
3.1. Detectorresponseoptimization
The FID must be adjusted as specified by the instrument manu-
facturer. Propane in air should be used to optimize the response
onthemostcommonoperatingrange.
3.2. CalibrationoftheHCanalyzer
Theanalyzer shouldbecalibrated usingpropane inairandpuri-
fiedsyntheticair.Seesection4.5.2ofAnnexIII(Calibrationand
spangases).
Establishacalibrationcurveasdescribedinsections4.1to4.5of
thisAppendix.
3.3. Oxygeninterference checkandrecommendedlimits
The response factor (Rf) for a particular hydrocarbon species is
theratiooftheFIDC
1readingtothegascylinderconcentration,
expressedasppmC1.
The concentration of the test gas must be at a level to give a
response of approximately 80 % of full scale deflection, for the
operating range. The concentration must be known, to an accu-
racy of ± 2 % in reference to a gravimetric standard expressed
in volume. In addition the gas cylinder must be preconditioned
for 24 hours at a temperature between 293 K and 303 K (20 º
and30ºC).
Response factors should be determined when introducing an
analyzer into service and thereafter at major service intervals.
The reference gas to be used is propane with balance purified
airwhichistakentogivearesponsefactorof1,00.
The test gas to be used for oxygen interference and the recom-
mendedresponsefactorrangearegivenbelow:
Propaneandnitrogen0,95 ≤Rf≤1,05.1970L0220—EN—21.01.2002—019.001—124
▼M9
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4. CALIBRATIONOFTHEHYDROCARBONANALYZER
Eachofthenormallyusedoperatingrangesarecalibrated bythe
followingprocedure:
4.1. Establish the calibration curve by at least five calibration points
spaced as evenly as possible over the operating range. Thenominal concentration of the calibration gas with the highest
concentrationstobeatleast80%ofthefullscale.
4.2. Calculatethecalibration curvebythemethodofleastsquares.If
the resulting polynominal degree is greater than 3, then the
number of calibration points must be at least the number of the
polynominaldegreeplus2.
4.3. Thecalibrationcurvemustnotdifferbymorethan2%fromthe
nominalvalueofeachcalibrationgas.
4.4. Using the coefficients of the polynominal derived from 3.2, a
table of indicated reading against true concentration shall be
drawnupinstepsofnogreaterthan1%offullscale.Thisisto
becarriedoutforeachanalyzerrangecalibrated. Thetableshall
alsocontainotherrelevantdatasuchas:
dateofcalibration,
spanandzeropotentiometerreadings(whereapplicable),nominalscale,
referencedataofeachcalibrationgasused,
the actual and indicated value of each calibration gas used
togetherwiththepercentagedifferences,
FIDfuelandtype,
FIDairpressure.
4.5. If it can be shown to the satisfaction of the Regulatory Agency
that alternative technology (e.g. computer, electronically
controlledrangeswitch)cangiveequivalentaccuracy,thenthose
alternativesmaybeused.1970L0220—EN—21.01.2002—019.001—125
▼M15
Appendix 2
►M16 Diurnalambienttemperatureprofile
forthecalibrationoftheenclosureandthe
diurnalemmissiontest
Time
(hours) Temperature
(ºCi)
Calibration Test
13 0/24 20
14 1 20,215 2 20,516 3 21,217 4 23,118 5 25,1
19 6 27,2
20 7 29,821 8 31,822 9 33,323 10 34,4
24/0 11 35
1 12 34,72 13 33,831 4 3 2
41 5 3 0
5 16 28,46 17 26,97 18 25,281 9 2 492 0 2 3
10 21 2211 22 20,812 23 20,2 ◄Alternativediurnalambienttemperature
profileforthecalibrationoftheenclosurein
accordancewithAppendix1,sections1.2
and2.3.9
Time
(hours)Temperature
(ºCi)
0 35,6
1 35,32 34,53 33,24 31,45 29,7
6 28,2
7 27,28 26,19 25,1
10 24,311 23,712 23,313 22,914 22,6
15 22,2
16 22,517 24,218 26,819 29,620 31,921 33,922 35,123 35,424 35,61970L0220—EN—21.01.2002—019.001—126
▼M15
ANNEX VII
TYPEVITEST
(Verifying the average low ambient temperature carbon monoxide and hydro-
carbontailpipeemissionsafteracoldstart)
1. INTRODUCTION
►M18This Annex applies only to vehicles with positive-igni-
tion engines as defined in section 5.3.5. of Annex I. ◄It
describestheequipmentrequiredandtheprocedurefortheType
VItestdefinedinsection5.3.5ofAnnexIinordertoverifythe
emissionsof carbon monoxide and hydrocarbons at lowambient
temperatures.TopicsaddressedinthisAnnexinclude:
1. Equipmentrequirements;
2. Testconditions;3. Testproceduresanddatarequirements.
2. TESTEQUIPMENT2.1. Summary
►
M182.1.1. This chapter deals with the equipment needed for low ambient
temperature exhaust emission tests on vehicles equipped with
positive-ignition engines, as defined in section 5.3.5. of Annex
I.◄Equipment required and specifications are equivalent to
the requirements for the Type I test as specified in Annex III,
with appendices, if specific requirements for the Type VI test
arenotprescribed.Sections2.2to2.6describedeviationsapplic-
abletoTypeVIlowambienttemperaturetesting.
2.2. Chassisdynamometer
2.2.1. Therequirementsofsection4.1ofAnnexIIIapply.Thedynam-
ometermustbeadjustedtosimulatetheoperationofavehicleon
theroadat266ºK(−7ºC).Suchadjustmentmaybebasedona
determination of the road load force profile at 266 ºK (−7 º C).
Alternatively the driving resistance determined according to
Appendix 3 of Annex III may be adjusted for a 10 % decrease
of the coast-down time. The technical service may approve the
useofothermethodsofdeterminingthedrivingresistance.
2.2.2. ForcalibrationofthedynamometertheprovisionsofAppendix2
ofAnnexIIIapply.
2.3. Samplingsystem
2.3.1. The provisions of section 4.2 of Annex III and Appendix 5 of
Annex III apply. Section 2.3.2 in Appendix 5 is modified to
read: ‘The piping configuration, flow capacity of the CVS, and
the temperature and specific humidity of the dilution air (which
may be different from the vehicle combustion air source) must
be controlled so as to virtually eliminate water condensation in
the system(a flow of 0,142 to 0,165 m2/s is sufficient for most
vehicles).’
2.4. Analyticalequipment
2.4.1. The provisions of section 4.3 of Annex III apply, but only for
carbonmonoxide,carbondioxide,andhydrocarbontesting.
2.4.2. For calibrations of the analytical equipment the provisions of
Appendix6ofAnnexIIIapply.
2.5. Gases
2.5.1. Theprovisionsofsection4.5ofAnnexIIIapply,wheretheyare
relevant.
2.6. Additionalequipment
2.6.1. Forequipmentusedforthemeasurementofvolume,temperature,
pressure and humidity the provisions in sections 4.4 and 4.6 of
AnnexIIIapply.1970L0220—EN—21.01.2002—019.001—127
▼M15
3. TESTSEQUENCEANDFUEL
3.1. General requirements
3.1.1. ThetestsequenceinFigureVII.1showsthestepsencounteredas
the test vehicle undergoes the procedures for the Type VI test.
Ambienttemperature levelsencountered bythetestvehiclemust
average:266ºK(−7ºC)±3ºKandmust:
notbelessthan260ºK(−13ºC),nomorethan272ºK(−1ºC).
Thetemperaturemay:notfallbelow263ºK(−10ºC),orexceed269ºK(−4ºC)
formorethanthreeconsecutiveminutes.
3.1.2. The test cell temperature monitored during testing must be
measured at the output of the cooling fan (section 5.2.1 of this
Annex).Theambienttemperaturereportedmustbeanarithmetic
average of the test cell temperatures measured at constant inter-
valsnomorethanoneminuteapart.
3.2. Testprocedure
The part one urban driving cycle according to Figure III.1.1 in
AnnexIII-Appendix1,consistsoffourelementaryurbancycles
whichtogethermakesacompletepartonecycle.
3.2.1. Startofengine,startofthesamplingandtheoperationofthefirst
cyclemustbeinaccordancewithTableIII.1.2andFigureIII.1.2.
3.3. Preparationforthetest
3.3.1. For the test vehicle the provisions of section 3.1 of Annex III
apply.Forsettingtheequivalentinertiamassonthedynamometer
theprovisionsofsection5.1ofAnnexIIIapply.1970L0220—EN—21.01.2002—019.001—128
▼M15
Figure VII.1
Procedure forlowambienttemperature test
1970L0220—EN—21.01.2002—019.001—129
▼M15
3.4. Testfuel
3.4.1. The test fuel used must have the specification that follows from
the provisions in section 3 of Annex IX. A manufacturer may
chosetousethetestfuelspecifiedinsection1ofAnnexIX.
4. VEHICLEPRECONDITIONING4.1. Summary
4.1.1. To ensure reproducible emission tests, the test vehicles must be
conditioned ina uniformmanner. The conditioning consistsof a
preparatory drive on a chassis dynamometer followed by a soak
periodbeforetheemissiontestaccordingto4.3.
4.2. Preconditioning
4.2.1. Thefueltank(s)mustbefilledwiththespecifiedtestfuel.Ifthe
existing fuel in the fuel tank(s) does not meet the specifications
contained in 3.4.1,the existing fuel mustbedrained prior tothe
fuelfill.Thetestfuelmustbeatatemperaturelessthanorequal
to 289 ºK (+ 16 ºC). For the above operations the evaporative
emission control system must neither be abnormally purged nor
abnormallyloaded.
4.2.2. The vehicle is moved to the test cell and placed on the chassis
dynamometer.
4.2.3. The preconditioning consists of the driving cycle according to
Annex III — Appendix 1 Figure III.1.1, parts one and two. At
therequest ofthe manufacturer, vehicles withapositive-ignition
engine may be preconditioned with one Part I and two Part II
drivingcycles.
4.2.4. Duringthepreconditioningthetestcell temperature mustremain
relativelyconstantandnotbehigherthan303ºK(30ºC).
4.2.5. Thedrive-wheeltyrepressuremustbesetinaccordancewiththe
provisionsofsection5.3.2ofAnnexIII.
4.2.6. Within ten minutes of completion of the preconditioning, the
enginemustbeswitchedoff.
4.2.7. If requested by the manufacturer and approved by the technical
service, additional preconditioning may in exceptional cases be
allowed.Thetechnical service mayalsochoosetoconduct addi-
tionalpreconditioning.Theadditionalpreconditioningconsistsof
oneormoredrivingschedulesofthepartonecycleasdescribed
in Annex III — Appendix 1. The extent of such additional
preconditioningmustberecordedinthetestreport.
4.3. Soakmethods
4.3.1. One of the following two methods, to be selected by the manu-
facturer, must be utilized to stabilize the vehicle before the
emissiontest.
4.3.2. Standard method .Thevehicleisstoredfornotlessthan12hours
norformorethan36hourspriortothelowambienttemperature
tailpipeemissiontest.Theambienttemperature(drybulb)during
thisperiodmustbemaintainedatanaveragetermperatureof:
266ºK(−7ºC)±3ºKduringeachhourofthisperiodandmust
not belessthan 260ºK(−13ºC) normore than 272(−1ºC).In
addition,thetemperaturemaynotfallbelow263ºK(−10ºC)nor
more than 269 ºK (−4 ºC) for more than three consecutive
minutes.
4.3.3. Forced method ►
M18 ◄. The vehicle must be
stored for not more than 36 hours prior to the low ambient
temperaturetailpipeemissiontest.
4.3.3.1. The vehicle must not be stored at ambient temperatures which
exceed303ºK(30ºC)duringthisperiod.
4.3.3.2. Vehicle cooling may be accomplished by force-cooling the
vehicle to the test temperature. If cooling is augmented by fans,
the fans must be placed in a vertical position so that the
maximum cooling of the drive train and engine is achieved and
not primarily the sump. Fans must not be placed under the
vehicle.1970L0220—EN—21.01.2002—019.001—130
▼M15
4.3.3.3. Theambienttemperatureneedonlybestringentlycontrolledafter
thevehiclehasbeencooledto:
266ºK(−7ºC)±2ºK,as determined by a representative bulk oil temperature. A repre-
sentative bulk oil temperature is the temperature of the oil
measured near the middle of the oil, not at the surface or at the
bottomoftheoilsump.Iftowormorediverselocationsintheoil
aremonitored,theymustallmeetthetemperaturerequirements.
4.3.3.4. Thevehiclemustbestoredforatleastonehourafterishasbeen
cooled to 266 ºK (−7 ºC) ± 2 ºK, prior to the low ambient
temperature tailpipe emission test.The ambient temperature (dry
bulb)duringthisperiodmustaverage266ºK(−7ºC)±3ºK,and
must:
notbelessthan260ºK(−13ºC)normorethan272ºK(−1ºC),
Inaddition,thetemperaturemay:
notfallbelow263ºK(−10ºC)orexceed269ºK(−4ºC),formorethanthreeconsecutiveminutes.
4.3.4. If the vehicle is stabilized at 266 ºK (−7 ºC), in a separate area
and is moved through a warm area to the test cell, the vehicle
must be restabilized in the test cell for at least six times the
period the vehicle is exposed to warmer temperatures. The
ambienttemperature(drybulb)duringthisperiod
must average 266 ºK (−7 ºC) ± 3 ºK and must not be less than
260ºK(−13ºC)normorethan272ºK(−1ºC).
Inaddition,thetemperaturemay:not fall below 263 ºK (−10 ºC) or exceed 269 ºK (−4 ºC), for
morethanthreeconsecutiveminutes.
5. DYNAMOMETERPROCEDURE5.1. Summary
5.1.1. The emission sampling is performed over a test procedure
consistingofthepartonecycle(AnnexIII—Appendix1Figure
III.1.1). Engine start-up, immediate sampling, operation over the
part one cycle and engine shut-down make a complete low
ambient temperature test, with a total test time of 780 seconds.
Thetailpipeemissionsaredilutedwithambientairandacontinu-
ously proportional sample is collected for analysis. The exhaust
gasescollected inthebagareanalysed forhydrocarbons,carbonmonoxide, and carbon dioxide. Aparallel sample of the dilution
air is similarly analysed for carbon monoxide, hydrocarbons and
carbondioxide.
5.2. Dynamometeroperation
5.2.1. Cooling fan
5.2.1.1. A cooling fan is positioned so that cooling air is appropriately
directed to the radiator (water cooling) or to the air intake (air-
cooling)andtothevehicle.
5.2.1.2. Forfront-enginedvehicles,thefanmustbepositionedinfrontof
the vehicle, within 300 mm of it. In the case of rear-engined
vehicles or if the above arrangement is impractical, the cooling
fan must be positioned so that sufficient air is supplied to cool
thevehicle.
5.2.1.3. The fan speed must be such that, within the operating range of
10 km/h to at least 50 km/h, the linear velocity of the air at the
blower outlet is within ± 5 km/h of the corresponding roller
speed.Thefinalselectionoftheblowermusthavethefollowing
characteristics:
— area:atleast0,2m
2,
— heightoftheloweredgeaboveground:approximately20cm.
As an alternative the blower speed must be at least 6 m/s
(21,6km/h).Attherequestofthemanufacturer,forspecialvehi-
cles (e. g. vans, off-road) the height of the cooling fan may be
modified.1970L0220—EN—21.01.2002—019.001—131
▼M15
5.2.1.4. The vehicle speed as measured from the dynamometer roll(s)
mustbeused(section4.1.4.4ofAnnexIII).
5.2.3. Preliminary testing cycles may be carried out if necessary, to
determine howbest toactuate theaccelerator andbrake controls
so as to achieve a cycle approximating to the theoretical cycle
withintheprescribedlimits,ortopermitsamplingsystemadjust-
ment. Such driving must be carried out before ‘START’
accordingtoFigureVII.1.
5.2.4. Humidityintheairmustbekeptlowenoughtopreventconden-
sationonthedynamometerroll(s).
5.2.5. The dynamometer must be thoroughly warmed as recommended
by the dynamometer manufacturer, and using procedures or
control methods that assure stability of the residual frictional
horsepower.
5.2.6. The time between dynamometer warming and the start of the
emission test must be no longer than 10 minutes if the dynam-
ometer bearings are not independently heated. If the
dynamometer bearings are independently heated, the emission
test must begin no longer than 20 minutes after dynamometer
warming.
5.2.7. If the dynamometer horsepower must be adjusted manually, it
must be set within one hour prior to the tailpipe emission test
phase.Thetestvehiclemaynotbeusedtomaketheadjustment.
Thedynamometer,usingautomaticcontrolofpreselectablepower
settings, may be set at any time prior to the beginning of the
emissiontest.
5.2.8. Beforetheemissiontestdrivingschedulemaybegin,thetestcell
temperature must be 266ºK (−7ºC) ±2ºK,as measured in the
air stream of the cooling fan with a maximum distance of 1 m-
1,5mfromthevehicle.
5.2.9. Duringoperationofthevehicletheheatinganddefrostingdevices
mustbeshutoff.
5.2.10. The total driving distance or roller revolutions measured are
recorded.
5.2.11. A four-wheel drive vehicle must be tested in a two-wheel drive
mode of operation. The determination of the total road force for
dynamometer setting isperformedwhileoperating thevehicle in
itsprimarydesigneddrivingmode.
5.3. Performing thetest
5.3.1. The provisions of sections 6.2 to 6.6, excluding 6.2.2, of Annex
III apply in respect of starting the engine, carrying out the test
and taking the emission samples. The sampling begins before or
at the initiation of the engine start-up procedure and ends on
conclusionofthefinalidling period ofthelastelementary cycle
ofthepartone(urbandrivingcycle),after780seconds.
Thefirstdrivingcyclestartswithaperiodof11secondsidlingas
soonastheenginehasstarted.
5.3.2. For the analysis of the sampled emissions the provisions of
section7.2ofAnnexIIIapply.Inperformingtheexhaustsample
analysis the technical service must exercise care to prevent
condensationofwatervapourintheexhaustgassamplingbags.
5.3.3. For the calculations of the mass emissions the provisions of
section8ofAnnexIIIapply.
6. OTHERREQUIREMENTS6.1. Irrationalemissioncontrolstrategy
6.1.1. Anyirrationalemissioncontrolstrategywhichresultsinareduc-
tionineffectivenessoftheemissioncontrolsystemundernormal
operating conditions at low temperature driving, so far as not
covered bythe standardized emissiontests, may be considered a
defeatdevice.1970L0220—EN—21.01.2002—019.001—132
▼M9
ANNEX►M15VIII◄
Description of the ageing test for verifying the durability of anti-pollution
devices
1. INTRODUCTION
ThisAnnexdescribedthetestforverifyingthedurabilityofanti-
pollution devices equipping vehicles with positive-ignition or
compression-ignitionenginesduringanageingtestof80000km.
2. TESTVEHICLE
2.1. Thevehiclemustbeingoodmechanicalorder;theengineandthe
anti-pollutiondevicesmustbenew.
ThevehiclemaybethesameasthatpresentedforthetypeItest;
this type I test has to be done after the vehicle has run at least
3000kmoftheageingcycleofsection5.1.
3. FUEL
The durability test is conducted with a suitable commercially
availablefuel.
4. VEHICLEMAINTENANCEANDADJUSTMENTS
Maintenance, adjustments as well as the useof the test vehicle's
controlsshallbethoserecommendedbythemanufacturer.
5. VEHICLEOPERATIONONTRACK,ROADORONCHASSIS
DYNAMOMETER
5.1. Operatingcycle
During operation on track, road or on roller test bench, the
distance must be covered according to the driving schedule
(FigureVII.5.1)describedbelow:
— thedurabilitytestscheduleiscomposedof11cyclescovering
6kilometreseach,
— duringthefirstninecycles, thevehicle isstoppedfourtimes
in the middle of the cycle, with the engine idling each time
for15seconds,
— normalaccelerationanddeceleration,
— fivedecelerationsinthemiddleofeachcycle,droppingfrom
cycle speedto32km/h,andthevehicle isgradually acceler-
atedagainuntilcyclespeedisattained,
— the10thcycleiscarriedoutatasteadyspeedof89km/h,
— the 11th cycle begins with maximum acceleration from stop
point up to 113 km/h. At half-way, braking is employed
normally until the vehicle comes to a stop. This is followed
byanidleperiodof15secondsandasecondmaximumaccel-
eration.
Thescheduleisthenrestartedfromthebeginning.Themaximum
speedofeachcycleisgiveninthefollowingTable.
Table►M15VIII◄.5.1.
Maximumspeedofeachcycle
CycleCyclespeed
inkm/h
16 4
24 8
36 4
46 455 664 8
75 6
87 21970L0220—EN—21.01.2002—019.001—133
▼M14
▼M9
▼M9
CycleCyclespeed
inkm/h
95 6
10 8911 1131970L0220—EN—21.01.2002—019.001—134
▼M9
Figure►M15VIII◄.5.1
Drivingschedule
1970L0220—EN—21.01.2002—019.001—135
▼M9
5.1.1. Attherequestofthemanufacturer, analternative roadtestsche-
dule may be used. Such alternative test schedules shall be
approved by the technical service in advance of the test and
must have substancially the same average speed, distribution of
speeds, number of stops per kilometres and number of accelera-
tions per kilometres as the driving schedule used on track or
rollertestbench,asdetailedin5.1andFigureVII.5.1.
5.1.2. The durability test, orif the manufacturer haschosen, the modi-
fied durability test shall be conducted until the vehicle has
coveredaminimumof80000km.
5.2. Testequipment
5.2.1. Chassis dynamometer
5.2.1.1. Whenthedurabilitytestisperformedonachassisdynamometer,
the dynamometer must enable the cycle described in 5.1 to be
carriedout.Inparticular,itmustbeequippedwithsystemssimu-latinginertiaandresistancetoprogress.
5.2.1.2. Thebrakemustbeadjustedinordertoabsorbthepowerexerted
on the driving wheelsat a steady speedof 80 km/h. Methodsto
beappliedtodeterminethispowerandtoadjustthebrakearethe
sameasthosedescribedinAppendix3toAnnexIII.
5.2.1.3. The vehicle cooling systemshould enable the vehicle to operate
at temperatures similar to those obtained on road (oil, water,
exhaustsystem,etc.).
5.2.1.4. Certain other test bench adjustments and features are deemed to
beidentical, wherenecessary,tothosedescribedinAnnexIIIof
thisDirective(inertia,forexample,whichmaybemechanical or
electronic).
5.2.1.5. Thevehiclemaybemoved,wherenecessary,toadifferentbench
inordertoconductemissionmeasurementtests.
5.2.2. Operation on track or road
Whenthedurabilitytestiscompleted ontrackorroad,thevehi-
cle'sreferencemasswillbeatleastequaltothatretainedfortests
conductedonachassisdynamometer.
6. MEASURINGEMISSIONSOFPOLLUTANTS
Atthestartofthetest(0km),andevery10000km(±400km)
or more frequently, at regular intervals until having covered
80000 km, tailpipe emissions are measured in accordance with
the type I test as defined in section 5.3.1 of Annex I. The limit
values to be complied with are those laid down in section
5.3.1.4ofAnnexI.
Allexhaustemissionsresultsmustbeplottedasafunctionofthe
running distance on the systemrounded to the nearest kilom etre
andthebestfitstraightlinefittedbythemethodofleastsquares
shallbedrawnthroughallthesedatapoints.Thiscalculationshall
nottakeintoaccountthetestresultsat0km.
Thedatawillbeacceptableforuseinthecalculationofthedete-
rioration factoronlyiftheinterpolated 6400kmand80000km
points on this line are within the above mentioned limits. The
data are still acceptable when a best fit straight line crosses an
applicable limit withanegativeslope(the6400kminterpolated
point is higher than the 80000 kminterpolated point) but the
80000kmactualdatapointisbelowthelimit.
A multiplicative exhaust emission deterioration factor shall be
calculatedforeachpollutantasfollows:
D:E:F:¼Mi2
Mi1
where:
Mi1= massemission ofthepollutant iingramsperkm inter-
polatedto6400km,
Mi2= massemission ofthepollutant iingramsperkm inter-
polatedto80000km.1970L0220—EN—21.01.2002—019.001—136
▼M15
▼M9
▼M9
These interpolated values must be carried out to a minimum of
fourplaces tothe right ofthe decimal point before dividing one
bytheothertodeterminethedeteriorationfactor.Theresultmust
beroundedtothreeplacestotherightofthedecimalpoint.
Ifadeteriorationfactorislessthanone,itisdeemedtobeequal
toone.1970L0220—EN—21.01.2002—019.001—137
▼M15
ANNEX IX
SPECIFICATIONSOFREFERENCEFUELS
1. TECHNICAL DATA OF THE REFERENCE FUEL TO BE USED FOR TESTING VEHICLES
EQUIPPEDWITHPOSITIVE-IGNITIONENGINES
Type:Unleadedpetrol
Parameter UnitLimits(1)
TestMethodPublica-
tionMinimum Maximum
Researchoctanenumber,RON 95,0 — EN25164 1993
Motoroctanenumber,MON 85,0 — EN25163 1993
Densityat15ºCN kg/m3748 762 ISO3675 1995
Reidvapourpressure kPa 56,0 60,0 EN12 1993
Distillation:
— initialboilingpoint ºC 24 40 EN-ISO3405 1988
— evaporatedat100ºC %v/v 49,0 57,0 EN-ISO3405 1988
— evaporedat150ºC %v/v 81,0 87,0 EN-ISO3405 1988
— finalboilingpoint ºC 190 215 EN-ISO3405 1998
Residue % — 2 EN-ISO3405 1998
Hydrocarbonanalysis:
— olefins %v/v — 10 ASTMD
13191995
— aromatics(3) %v/v 28,0 40,0 ASTMD
13191995
— benzene %v/v — 1,0 pr.EN12177 [1998](2)
— saturates %v/v — balance ASTMD
13191995
Carbon/hydrogenratio report report
Oxidationstability(4) min. 480 — EN-ISO7536 1996
Oxygencontent(5) %m/m — 2,3 EN1601 [1997](2)
Existentgum mg/ml — 0,04 EN-ISO6246 [1997](2)
Sulphurcontent(6) mg/kg — 100 pr.EN-ISO/
DIS14596[1998](2)
Coppercorrosionat50ºC — 1 EN-ISO2160 1995
Leadcontent g/l — 0,005 EN237 1996
Phosphoruscontent g/l — 0,0013 ASTMD
32311994
(1) Thevaluesquoted inthespecificationare ‘true values’.Inestablishmentoftheir limit values thetermsof
ISO4259‘Petroleumproducts—Determinationandapplicationofprecisiondatainrelationtomethodsoftest’havebeen appliedandinfixing aminimumvalue,aminimumdifferenceof2Rabovezerohasbeentakenintoaccount;infixingamaximumandminimumvalue,theminimumdifferenceis4R(R=reprodu-
cibility).
Notwithstanding this measure, which is necessary for statistical reasons, the manufacturer of fuels shouldnevertheless aim at a zero value where the stipulated maximum value is2R and at the mean value in thecase of quotations of maximum and minimum limits. Should it be necessary to clarify the question as towhetherafuelmeetstherequirementsofthespecifications,thetermsofISO4259shouldbeapplied.
(
2) Themonthofpublicationwillbecompletedinduecourse.
(3) ThereferencefuelusedtoapproveavehicleagainstthelimitvaluessetoutinrowBofthetableinsection
5.3.1.4ofAnnexItothisDirectiveshallhaveamaximumaromaticscontentof35%v/v.TheCommissionwillassoonaspossible,butno later than 31December 1999,bringforward a modification to thisAnnexreflectingthemarketaverageforfuelaromaticscontentinrespectofthefueldefinedinAnnexIIIofDirec-
tive98/70/EC.
(
4) Thefuelmaycontainoxidationinhibitorsandmetaldeactivatorsnormallyusedtostabiliserefinerygasoline
streams,butdetergent/dispersiveadditivesandsolventoilsmustnotbeadded.
(5) TheactualoxygencontentofthefuelfortheTypeIandIVtestsshallbereported.Inadditionthemaximum
oxygencontentofthereference fuelusedtoapproveavehicleagainstthelimitvaluessetoutinrowBof
thetableinsection5.1.3.4oftheAnnexItothisDirectiveshallbe2,3%.TheCommissionwillassoonas
possible, but no later than 31 December 1999, bring forward a modification to this Annex reflecting themarketaverageforfueloxygencontentofthefueldefinedinAnnexIIIofDirective98/70/EC.
(
6) The actual sulphur content of the fuel used forthe Type Itest shall be reported. In addition the reference
fuel used to approve a vehicle against the limit values set out in row B of the table in section 5.1.3.4 of
AnnexItothisDirectiveshallhaveamaximumsulphurcontentof50ppm.TheCommissionwillassoon1970L0220—EN—21.01.2002—019.001—138
▼M15
aspossible,butnolaterthan31December1999,bringforwardamodificationtothisAnnexreflectingthe
marketaverageforfuelsulphurcontentinrespectofthefueldefinedinAnnexIIIofDirective98/70/EC.1970L0220—EN—21.01.2002—019.001—139
▼M15
2. TECHNICAL DATA OF THE REFERENCE FUEL TO BE USED FOR TESTING VEHICLES
EQUIPPEDWITHADIESELENGINE
Type:Dieselfuel
Parameter UnitLimits(1)
TestMethodPublica-
tionMin Max
Cetanenumber(2) 52,0 54,0 EN-ISO5165 1998(3)
Densityat15ºC kg/m3833 837 EN-ISO3675 1995
Distillation
— 50%point ºC 245 — EN-ISO3405 1988
— 95%point ºC 345 350 EN-ISO3405 1988
— finalboilingpoint ºC — 370 EN-ISO3405 1988
Flashpoint ºC 55 — EN22719 1993CFPP ºC — −5 EN116 1981
Viscosityat40ºC mm
2/s 2,5 3,5 EN-ISO3104 1996
Polycyclicaromatichydrocar-
bons%m/m 3 6,0 IP391 1995
Sulphurcontent(4) mg/kg — 300 pr.EN-ISO/
DIS145961998(3)
Coppercorrosion — 1 EN-ISO2160 1995
Conradsoncarbonresidue(10%
DR)%m/m — 0,2 EN-ISO10370 1995
Ashcontent %m/m — 0,01 EN-ISO6245 1995
Watercontent %m/m — 0,05 EN-ISO12937 [1998](3)
Neutralisation(stronacid)
numbermg
KOH/g— 0,02 ASTMD974-
951998(3)
Oxidationstability(5) mg/ml — 0,025 EN-ISO12205 1996
Newandbettermethodfor
polycyclicaromaticsunder
development%m/m — — EN12916 [1997](3)
(1) Thevaluesquoted inthespecificationare ‘true values’.Inestablishmentoftheir limit values thetermsof
ISO4259‘Petroleumproducts—Determinationandapplicationofprecisiondatainrelationtomethodsoftest’havebeen appliedandinfixing aminimumvalue,aminimumdifferenceof2Rabovezerohasbeen
takenintoaccount;infixingamaximumandminimumvalue,theminimumdifferenceis4R(R=reprodu-
cibility).Notwithstanding this measure, which is necessary for statistical reasons, the manufacturer of fuels shouldnevertheless aim at a zero value where the stipulated maximum value is2R and at the mean value in thecase of quotations of maximum and minimum limits. Should it be necessary to clarify the question as to
whetherafuelmeetstherequirementsofthespecifications,thetermsofISO4259shouldbeapplied.
(
2) The range for cetane number is not in accordance with the requirement of a minimum range of 4R.
However,inthecaseofadisputebetweenfuelsupplierandfueluser,thetermsinISO4259maybeusedto resolve such disputes provided replicate measurements, of sufficient number to archive the necessaryprecision,aremadeinpreferencetosingledeterminations.
(
3) Themonthofpublicationwillbecompletedinduecourse.
(4) The actual sulphur content of the fuel used forthe Type Itest shall be reported. In addition the reference
fuel used to approve a vehicle against the limit values set out in row B of the table in section 5.1.3.4 ofAnnexItothisDirectiveshallhaveamaximumsulphurcontentof50ppm.TheCommissionwillassoonaspossible,butnolaterthan31December1999,bringforwardamodificationtothisAnnexreflectingthe
marketaverageforfuelsulphurcontentinrespectofthefueldefinedinAnnexIIIofDirective98/70/EC.
(
5) Even though oxidation stability is controlled, it is likely that shelf life will be limited. Advice should be
soughtfromthesupplierastostorageconditionsandlife.1970L0220—EN—21.01.2002—019.001—140
▼M15
►C43. TECHNICAL DATA ◄OF THE REFERENCE FUEL TO BE USED FOR TESTING
VEHICLES EQUIPPED WITH POSITIVE-IGNITION ENGINES AT LOW AMBIENT
TEMPERATURETYPEVITEST(1)
Type:Unleadedpremiumpetrol
Parameter UnitLimits(2)
TestMethodPublica-
tionMin Max
Researchoctanenumber,RON 95,0 — EN25164 1993
Motoroctanenumber,MON 85,0 — EN25163 1993
Densityat15ºC kg/m3748 775 ISO3675 1995
Reidvapourpresssure kPa 56,0 95,0 EN12 1993
Distillation
— initialboilingpoint ºC 24 40 EN-ISO3405 1988— evaporatedat100ºC %v/v 49,0 57,0 EN-ISO3405 1988
— evaporatedat150ºC %v/v 81,0 87,0 EN-ISO3405 1988
— finalboilingpoint ºC 190 215 EN-ISO3405 1988
Residue % — 2 EN-ISO3405
Hydrocarbonanalysis:
— olefins %v/v — 10 ASTMD
13191995
— aromatics(
4) %v/v 28,0 40,0 ASTMD
13191995
— benzene %v/v — 1,0 pr.EN12177 [1998](3)
— saturates — balance ASTMD
13191995
Carbon/hydrogenratio report report
Oxidationstability(5) mn. 480 — EN-ISO7536 1996
Oxygencontent(6) %m/m — 2,3 EN1601 [1997](3)
Existentgum mg/ml — 0,04 EN-ISO6246 [1997](3)
Sulphurcontent(7) mg/kg — 100 pr.EN-ISO/
DIS14596[1998](3)
Coppercorrosionat50ºC — 1 EN-ISO2160 1995
Leadcontent g/l — 0,005 EN237 1996
Phosphorouscontent g/l — 0,0013 ASTMD
32311994
(1) PetrolhavingthespecificationintheabovetablemustbeusedinlowambienttemperatureTypeVItesting,
if the manufacturer does not specifically choose the fuel in section 1 of this Annex in accordance withsection3.4ofAnnexVII.
(
2) Thevaluesquoted inthespecificationare ‘true values’.Inestablishmentoftheir limit values thetermsof
ISO4259‘Petroleumproducts—Determinationandapplicationofprecisiondatainrelationtomethodsof
test’havebeen appliedandinfixing aminimumvalue,aminimumdifferenceof2Rabovezerohasbeentakenintoaccount;infixingamaximumandminimumvalue,theminimumdifferenceis4R(R=reprodu-cibility).Notwithstanding this measure, which is necessary for statistical reasons, the manufacturer of fuels should
nevertheless aim at a zero value where the stipulated maximum value is2R and at the mean value in the
case of quotations of maximum and minimum limits. Should it be necessary to clarify the question as towhetherafuelmeetstherequirementsofthespecifications,thetermsofISO4259shouldbeapplied.
(
3) Themonthofpublicationwillbecompletedinduecourse.
(4) ThereferencefuelusedtoapproveavehicleagainstthelimitvaluessetoutinrowBofthetableinsection
5.3.1.4ofAnnexItothisDirectiveshallhaveamaximumaromaticscontentof35%v/v.TheCommission
willassoonaspossible,butno later than 31December 1999,bringforward a modification to thisAnnexreflectingthemarketaverageforfuelaromaticscontentinrespectofthefueldefinedinAnnexIIIofDirec-tive98/70/EC.
(
5) Thefuelmaycontainoxidationinhibitorsandmetaldeactivatorsnormallyusedtostabiliserefinerygasoline
streams,butdetergent/dispersiveadditivesandsolventoilsmustnotbeadded.
(6) Theactualoxygencontentofthe ►C4fuelusedfortheTypeVItest ◄shallbereported.Inadditionthe
maximumoxygencontentofthereferencefuelusedtoapproveavehicleagainstthelimitvaluessetoutinrowBofthetableinsection5.1.3.4ofAnnexItothisDirective shall be2,3%.The Commissionwillassoonaspossible,butnolaterthan31December1999,bringforwardamodificationtothisAnnexreflecting
themarket average forfuel oxygen content inrespect ofthefuel defined inAnnexIIIofDirective 98/70/
EC.
(
7) Theactualsulphurcontentofthe ►C4fuelusedfortheTypeVItest ◄shallbereported.Inadditionthe
reference fuel used to approve a vehicle against the limit values set out in row B of the table in section5.1.3.4 of Annex I to this Directive shall have a maximum sulphur content of 50 ppm. The Commission
willassoonaspossible,butno later than 31December 1999,bringforward a modification to thisAnnex1970L0220—EN—21.01.2002—019.001—141
▼M15
reflectingthemarketaverageforfuelsulphurcontentinrespectofthefueldefinedinAnnexIIIofDirective
98/70/EC.1970L0220—EN—21.01.2002—019.001—142
▼M14
ANNEX IX a
SPECIFICATIONSOFGASEOUSREFERENCEFUELS
1.TechnicaldataoftheLPGreference fuels
FuelA FuelB Testmethod
Composition %vol. ISO7941
C3 %vol. 30±2 85±2
C4 %vol. balance balance<C3,>C4 %vol. max.2% max.2%Olefins %vol. 9±3 12±3
Evaporativeresidue ppm max.50 max.50 NFM41-015
Watercontent none none visualinspec-
tion
Sulphurcontent ppmmass(*) max.50 max.50 EN24260
Hydrogensulphide none noneCoppercorrosion rating class1 class1 ISO6251(**)odour characteristic characteristicMON min.89 min.89 EN589
AnnexB
(*) Valuetobedeterminedatstandardconditions(293,2K(20ºC)and101,3kPa).
(**) Thismethodmaynotaccuratelydeterminethepresenceofcorrosivematerialsifthesamplecontainscorro-
sion inhibitors or other chemicals which diminish the corrosivity of the sample to the copper strip.Therefore,theadditionofsuchcompoundsforthesolepurposeofbiasingthetestmethodisprohibited.
2.TechnicaldataofNGreference fuels
Refertence fuelG20
Characteristics Units Basis Limits TestMethod
Minim-
umMaxim-
um
Composition:
Methane 100 99 100Balance %mole — — 1 ISO6974
[Inerts+C
2/C2+]
N2
Sulphurcontent mg/m3(*) — — 50 ISO6326-51970L0220—EN—21.01.2002—019.001—143
▼M14
Reference fuelG25
Characteristics Units Basis Limits Testmethod
Minim-
umMaxim-
um
Composition:
Methane 86 84 88
Balance %mole — — 1 ISO6974
[Inerts+C2/C2+]
N214 12 16
Sulphurcontent mg/m3(*) — — 50 ISO6326-5
(*) Valuetobedeterminedasstandardconditions(293,2K(20ºC)and101,3kPa).
The Wobbe Index is the ratio of the calorific value of gas per unit volume
and the square root of its relative density under the same reference condi-
tions:
WobbeIndex ¼Hgaspρair=pρgas
with
Hgas= calorificvalueofthefuelinMJ/m3at0ºC
ρair= densityofairat0ºC
ρgas= densityoffuelat0ºC
TheWobbeIndexissaidtobegrossornetaccordingtowhetherthecalorific
valueisthegrossornetcalorificvalue.1970L0220—EN—21.01.2002—019.001—144
▼M12
ANNEX►M15X◄
MODEL
(Maximumformat:A4(210×297mm))
EECTYPE-APPROVALCERTIFICATE
1970L0220—EN—21.01.2002—019.001—145
▼M12
Appendix
Addendum to EEC type-approval certificate No …
concerningthetype-approvalofavehiclewithregardtoDirective70/220/EEC,aslastamendedbyDirec-
tive…/…/EC
►(1)M15
►(2)(3)(4)M161970L0220—EN—21.01.2002—019.001—146
▼M12
►(1)(2)M15
►(3)(4)(5)(6)(7)(8)(9)(10)(11)(12)(13)(14)(15)(16)(17)(18)(19)(20)(21)(22)M161970L0220—EN—21.01.2002—019.001—147
▼M15
ANNEX XI
ON-BOARDDIAGNOSTICS(OBD)FORMOTORVEHICLES
1. INTRODUTION
This Annex applies to the functional aspects of on-board diagnostic
(OBD)systemfortheemissioncontrolofmotorvehicles.
2. DEFINITIONS
ForthepurposesofthisAnnex:
2.1. ‘OBD’ means an on-board diagnostic system for emission control
which must have the capability of identifying the likely area of
malfunctionbymeansoffaultcodesstoredincomputermemory.
2.2. ‘Vehicletype’meansacategoryofpower-drivenvehicleswhichdonot
differ in such essential engine and OBD systemcharacteristics as
definedinAppendix2.
2.3. ‘Vehicle family’ means a manufacturer's grouping of vehicles which,
through their design, are expected to have similar exhaust emission
andOBDsystemcharacteristics. Eachengineofthisfamilymusthave
compliedwiththerequirementsofthisDirective.
2.4. ‘Emission control system’ means the electronic engine management
controller and any emission-related component in the exhaust or
evaporative systemwhich supplies an input to or receives an output
fromthiscontroller.
2.5. ‘Malfunction indicator (MI)’ means a visible or audible indicator that
clearly informs the driver of the vehicle in the event of a malfunction
of any emission-related component connected to the OBD system, or
theOBDsystemitself.
2.6. ‘Malfunction’ means the failure of an emission-related component or
system that would result in emissions exceeding the limits in section
3.3.2.
2.7. ‘Secondary air’ refers to air introduced into the exhaust systemby
means ofapumporaspirator valve orother means that isintended to
aidintheoxidationofHCandCOcontainedintheexhaustgasstream.
2.8. ‘Enginemisfire’meanslackofcombustioninthecylinderofapositive-
ignition engine due to absence of spark, poor fuel metering, poor
compressionoranyothercause.IntermsofOBDmonitoringitisthat
percentage of misfires out of a total number of firing events (as
declaredbythemanufacturer)thatwouldresultinemissionsexceeding
thelimitsgiveninsection3.3.2or.thatpercentagethatcouldleadtoan
exhaustcatalyst,orcatalysts,overheatingcausingirreversibledamage.
2.9. ‘Type I test’ means the driving cycle (Parts One and Two) used for
emissionapprovals,asdetailedinAnnexIII,Appendix1.
2.10. ‘A driving cycle’ consists of engine start-up, driving mode where a
malfunctionwouldbedetectedifpresent,andengineshut-off.
2.11. ‘A warm-up cycle’ means sufficient vehicle operation such that the
coolant temperature has risen by a least 22 ºK from engine starting
andreachesaminimumtemperatureof343ºK(70ºC).
2.12. ‘Fuel trim’ refers to feedback adjustments to the base fuel schedule.
Short-term fuel trim refers to dynamic or instantaneous adjustments.
Long-term fuel trim refers to much more gradual adjustments to the
fuelcalibration schedulethanshort-termtrimadjustments.Theselong-
term adjustments compensate for vehicle differences and gradual
changesthatoccurovertime.1970L0220—EN—21.01.2002—019.001—148
▼M15
2.13. ‘Calculated load value’ refers to an indication of the current airflow
divided by peak airflow, where peak airflow is corrected for altitude,
if available. This definition provides a dimensionless number that is
notengine specific andprovidestheservice technician withanindica-
tionoftheproportionofenginecapacity thatisbeingused(withwide
openthrottleas100%);
CLV ¼Currentairflow
Peakairflow ðatsealevel Þ/C2Atmosphericpressure ðatsealevel Þ
Barometricpressure
2.14. ‘Permanent emission default mode’ refers to a case where the engine
management controller permanently switches to asetting that doesnot
requireaninputfromafailedcomponentorsystemwheresuchafailed
componentorsystemwouldresultinanincreaseinemissionsfromthe
vehicletoalevelabovethelimitsgiveninsection3.3.2.
2.15. ‘Power take-off unit’ means an engine-driven output provision for the
purposesofpoweringauxiliary,vehiclemounted,equipment.
2.16. ‘Access’ means the availability of all emission-related OBD data
includingallfaultcodesrequiredfortheinspection,diagnosis,servicing
or repair of emissions-related parts of the vehicle, via the serial inter-
face for the standard diagnostic connection (pursuant to Appendix 1,
section6.5.3.5ofthisAnnex).
2.17. ‘Unrestricted’means
— access not dependent on an access code obtainable only fromthe
manufacturer,orasimilardevice,or
— access allowing evaluation of the data produced without the need
for any unique decoding information, unless that information itself
isstandardised.
2.18. ‘Standardised’ means that all data stream information, including all
fault codes used, shall be produced only in accordance with industry
standards which, by virtue of the fact that their format and their
permitted options are clearly defined, provide for a maximum level of
harmonisationinthemotorvehicleindustry,andwhoseuseisexpressly
permittedinthisDirective.
2.19. ‘Repair information’ means all information required for diagnosis,
servicing, inspection, periodic monitoring or repair of the vehicle and
which the manufacturers provide for their authorised dealers/repair
shops. Where necessary, such information shall include service hand-
books, technical manuals, diagnosis information (e.g. minimum and
maximum theoretical values for measurements), wiring diagrams, the
softwarecalibration identification number applicable to avehicle type,
instructions for individual and special cases, information provided
concerningtoolsandequipment,datarecordinformationandtwo-direc-
tional monitoring and test data. The manufacturer shall not be obliged
to make available that information which is covered by intellectual
propertyrightsorconstitutesspecificknow-howofmanufacturers and/
orOEMsuppliers;inthiscasethenecessarytechnicalinformationshall
notbeimproperlywithheld.
2.20. ‘Deficiency’means,inrespectofvehicleOBDsystems,thatuptotwo
separate components or systems that are monitored contain temporary
or permanent operating characteristics that impair the otherwise effi-
cient OBDmonitoringofthosecomponentsorsystemsordonotmeetall oftheother detailed requirements forOBD.Vehicles maybetype-
approved, registered and sold with such deficiencies according to the
requirementsofSection4ofthisAnnex.
3. REQUIREMENTSANDTESTS
3.1. All vehicles must be equipped with an OBD system so designed,
constructed and installed in a vehicle as to enable it to identify types
of deterioration or malfunction over the entire life of the vehicle. In
achievingthisobjectivetheapprovalauthoritymustacceptthatvehicleswhich have travelled distances in excess of the Type V durability
distance, referred to in 3.3.1, may show some deterioration in OBD
system performance such that the emission limits given in 3.3.2 may
be exceeded before the OBD systemsignals a failure to the driver of
thevehicle.1970L0220—EN—21.01.2002—019.001—149
▼M16
▼M15
▼M16
3.1.1. AccesstotheOBDsystemrequiredfortheinspection,diagnosis,servi-
cingorrepairofthevehiclemustbeunrestrictedandstandardised.All
emission-related fault codesmustbeconsistent withSection 6.5.3.4of
Appendix1tothisAnnex.
3.1.2. No later than three months after the manufacturer has provided any
authorised dealer or repair shop within the Community with repair
information, the manufacturer shall make that information (including
allsubsequentamendmentsandsupplements)availableuponreasonable
andnon-discriminatorypaymentandshallnotifytheapprovalauthority
accordingly.
In the event of failure to comply with these provisions the approval
authorityshalltakeappropriatemeasurestoensurethatrepairinforma-
tionisavailable,inaccordancewiththeprocedureslaiddownfortype-
approvalandin-servicesurveys.
3.2. The OBD systemm ust be so designed, constructed and installed in a
vehicle as to enable it to comply with the requirements of this Annex
duringconditionsofnormaluse.
3.2.1. Temporary disablement of the OBD system
3.2.1.1. AmanufacturermaydisabletheOBDsystemifitsabilitytomonitoris
affected bylowfuellevels.Disablementmustnotoccurwhenthefuel
tanklevelisabove20%ofthenominalcapacityofthefueltank.
3.2.1.2. AmanufacturermaydisabletheOBDsystematambientenginestarting
temperatures below266 ºK(−7 ºC) or at elevations over 2500metres
abovesealevelprovidedthemanufacturersubmitsdataand/oranengi-
neeringevaluationwhichadequatelydemonstratethatmonitoringwould
be unreliable when such conditions exist. A manufacturer may also
requestdisablementoftheOBDsystematotherambientenginestarting
temperatures if he demonstrates to the authority with data and/or an
engineeringevaluationthatmisdiagnosiswouldoccurundersuchcondi-
tions.
3.2.1.3. Forvehiclesdesignedtoaccommodatetheinstallationofpowertake-off
units,disablementofaffectedmonitoringsystemsispermittedprovided
disablementoccursonlywhenthepowertake-offunitisactive.
3.2.2. Engine misfire — vehicles equipped with positive-ignition engines
3.2.2.1. Manufacturersmayadopthighermisfirepercentagemalfunctioncriteria
than those declared to the authority, under specific engine speed and
load conditions where it can be demonstrated to the authority that the
detectionoflowerlevelsofmisfirewouldbeunreliable.
3.2.2.2. When a manufacturer can demonstrate to the authority that the detec-
tion ofhigher levels of misfire percentages isstill notfeasible, orthat
misfire cannot be distinguished from other effects (e.g. rough roads,
transmission shifts, after engine starting; etc.) the misfire monitoring
systemmaybedisabledwhensuchconditionsexist.
3.3.Descriptionoftests
3.3.1. The test are carried out on the vehicle used for the Type V durability
test, given in Annex VIII, and using the test procedure in Appendix I
to this Annex. Tests are carried out at the conclusion of the Type V
durabilitytesting.WhennoTypeVdurability testingiscarriedout,or
at the request of the manufacturer, a suitably aged and representativevehiclemaybeusedfortheseOBDdemonstrationtests.
3.3.2. The OBD system must indicate the failure of an emission-related
component or system when that failure results in emissions exceeding
thethresholdlimitsgivenbelow:1970L0220—EN—21.01.2002—019.001—150
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Referencemass
(RW)
(kg)Massofcarbon
monoxideMassoftotal
hydrocarbonsMassofoxides
ofnitrogenMass
of
particu-
lates(1)
(CO)
L1
(g/km)(THC)
L2
(g/km)(NOx)
L3
(g/km)(PM)
L4
(g/km)
Category Class Petrol Diesel Petrol Diesel Petrol Diesel Diesel
M(2)(4) — all 3,20 3,20 0,40 0,40 0,60 1,20 0,18
N1(3)(4)IR W ≤1305 3,20 3,20 0,40 0,40 0,60 1,20 0,18
II 1305<RW ≤1760 5,80 4,00 0,50 0,50 0,70 1,60 0,23
III 1760<RW 7,30 4,80 0,60 0,60 0,80 1,90 0,28
(1) Forcompressionignitionengines.
(2) Exceptvehiclesthemaximummassofwhichexceeds2500kg.
(3) AndthosecategoryMvehicleswhicharespecifiedinnote2.
(4) TheCommissionproposalreferredtoinArticle3(1)ofthisDirectiveshallcontainthethresholdlimit
valuesforOBDfor2005/6forM1andN1vehicles.
3.3.3. Monitoring requirements for vehicles equipped with positive-ignition
engines
In satisfying the requirements of 3.3.2 the OBD system must, at a
minimum,monitorfor:
3.3.3.1. reductionintheefficiencyofthecatalyticconverterwithrespecttothe
emissions of HC only. Manufacturers may monitor the front catalyst
alone or in combination with the next catalyst(s) downstream. Each
monitoredcatalystorcatalystcombinationshallbeconsideredmalfunc-
tioningwhentheemissionsexceedtheHCthresholdgiveninthetable
inSection3.3.2;
3.3.3.2. the presence of engine misfire in the engine operating region bounded
bythefollowinglines:
(a) a maximum speed of 4500min−1or 1000 min−1greater than the
highest speed occurring during a Type I test cycle, whichever is
thelower;
(b) the positive torque line (i. e. engine load with the transmission in
neutral);
(c) a line joining the following engine operating points: the positive
torque line at3000min−1andapointonthe maximum speedline
definedin(a)abovewiththeengine'smanifoldvacuumat13,33kPa
lowerthanthatatthepositivetorqueline.
3.3.3.3. oxygensensordeterioration
3.3.3.4. other emission control system components or systems, or emission-
related powertrain components or systems which are connected to a
computer, the failure of which may result in tailpipe emissions
exceedingthelimitsgivenin3.3.2;
3.3.3.5. unless otherwise monitored, any other emission-related powertrain
component connected to a computer, including any relevant sensorsto
enable monitoring functions to be carried out, must be monitored for
circuitcontinuity;
3.3.3.6. theelectronic evaporative emissionpurgecontrol must,ataminimum,
bemonitoredforcircuitcontinuity.
3.3.4. Monitoring requirements for vehicles equipped with compression-igni-
tion engines
Insatisfyingtherequirementsof3.3.2theOBDsystemmustmonitor:
3.3.4.1. Wherefitted,reductionintheefficiencyofthecatalyticconverter;1970L0220—EN—21.01.2002—019.001—151
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3.3.4.2. Wherefitted,thefunctionalityandintegrityoftheparticulatetrap;
3.3.4.3. Thefuel-injectionsystemelectronicfuelquantityandtimingactuator(s)
is/aremonitoredforcircuitcontinuityandtotalfunctionalfailure;
3.3.4.4. Other emission control system components or systems, or emission-
related powertrain components or systems, which are connected to a
computer, the failure of which may result in tailpipe emissions
exceeding the limits given in 3.3.2. Examples of such systems or
components are those for monitoring and control of air mass-flow, air
volumetric flow (and temperature), boost pressure and inlet manifold
pressure (and relevant sensors to enable these functions to be carried
out).
3.3.4.5. Unless otherwise monitored, any other emission-related powertrain
component connected to a computer must be monitored for circuit
continuity.
3.3.5. Manufacturers may demonstrate to the approval authority that certain
components or systems need not be monitored if, in the event of their
total failure or removal, emissions do not exceed the emission limits
givenin3.3.2.
3.4. Asequence of diagnostic checks mustbeinitiated at each engine start
andcompletedatleastonceprovidedthatthecorrecttestconditionsare
met. The test conditions must be selected in such a way that they all
occurundernormaldrivingasrepresentedbytheTypeItest.
3.5.Activationofmalfunctionindicator(MI)
3.5.1. The OBD system must incorporate a malfunction indicator readily
perceivable to the vehicle operator. The MI must not be used for any
other purpose except to indicate emergency start-up or limp-home
routinestothedriver.TheMImustbevisibleinallreasonablelighting
conditions. When activated, it must display a symbol in conformity
withISO2575(1).Avehiclemustnotbeequippedwithmorethanone
general purpose MI for emission-related problems. Separate specific
purposetelltales (e.g.brakesystem,fastenseatbelt,oilpressure,etc.)
arepermitted.TheuseofredforanMIisprohibited.
3.5.2. For strategies requiring more than two preconditioning cycles for MI
activation, the manufacturer must provide data and/or an engineering
evaluation which adequately demonstrates that the monitoring system
is equally effective and timely in detecting component deterioration.
Strategiesrequiringonaveragemorethan10drivingcyclesforMIacti-
vationarenotaccepted.TheMImustalsoactivatewhenevertheengine
control enters a permanent emission default mode of operation if the
emissionlimitsgivenin3.3.2areexceeded. TheMImustoperate ina
distinct warning mode, e. g. a flashing light, under any period during
whichenginemisfireoccursatalevellikelytocausecatalystdamage,
as specified by the manufacturer. The MImust also activate when the
vehicle's ignition is in the ‘key-on’ position before engine starting or
cranking and de-activate after engine starting if no malfunction has
previouslybeendetected.
3.6.Faultcodestorage
TheOBDsystemmustrecordcode(s)indicatingthestatusoftheemis-
sion-control system. Separate status codes must be used to identify
correctly functioning emission control systems and those emission
controlsystemswhichneedfurthervehicleoperationtobefullyevalu-
ated. Fault codes that cause MI activation due to deterioration or
malfunction or permanent emission default modes of operation must
bestoredandthatfaultcodemustidentifythetypeofmalfunction.
3.6.1. ThedistancetravelledbythevehiclewhiletheMIisactivatedmustbe
available at any instant through the serial port on the standard link
connector(2).1970L0220—EN—21.01.2002—019.001—152
(1) International Standard ISO 2575-1982 (E), entitled ‘Road vehicles — Symbols for
controlsindicatorsandtell-tales’,SymbolNumber4.36.
(2) Thisrequirementisonlyapplicablefrom1January2003tonewtypesofvehicleswith
anelectronicspeedinputtotheenginemanagement.Itappliestoallnewtypesofvehi-
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3.6.2. In the case of vehicles equipped with positive-ignition engines,
misfiring cylinders need not be uniquely identified if a distinct single
ormultiplecylindermisfirefaultcodeisstored.
3.7.ExtinguishingtheMI
3.7.1. Ifmisfireatlevelslikelytocausecatalystdamage(asspecifiedbythe
manufacturer)isnotpresentanymore,oriftheengineisoperatedafter
changestospeedandloadconditionswherethelevelofmisfirewillnot
cause catalyst damage, the MI may be switched back to the previous
state of activation during the first driving cycle on which the misfire
level wasdetected and may beswitched to the normal activated mode
onsubsequentdrivingcycles.IftheMIisswitchedbacktotheprevious
state of activation, the corresponding fault codes and stored freeze-
frameconditionsmaybeerased.
3.7.2. For all other malfunctions, the MI may be de-activated after three
subsequent sequential driving cycles during which the monitoring
systemresponsible for activating the MI ceases to detect the m alfunc-
tion and if no other malfunction has been identified that would
independentlyactivatetheMI.
3.8.Erasingafaultcode
3.8.1. TheOBDsystemmayeraseafaultcodeandthedistancetravelledand
freeze-frameinformationifthesamefaultisnotre-registeredinatleast
40enginewarm-upcycles.
4. REQUIREMENTSRELATING TO THE TYPE-APPROVALOF ON-
BOARDDIAGNOSTICSYSTEMS
4.1. A manufacturer may request to the authority that an OBD system be
accepted for type-approval even though the systemcontains one or
moredeficienciessuchthatthespecificrequirementsofthisAnnexare
notfullymet.
4.2. In considering the request, the authority shall determine whether
compliance withtherequirements ofthisAnnexisinfeasible orunrea-
sonable.
The authority shall take into consideration data fromthe m anufacturer
thatdetailssuchfactorsas,butnotlimitedto,technicalfeasibility,lead
time and production cycles including phase-in or phase-out of engines
or vehicle designs and programmed upgrades of computers, the extent
to which the resultant OBD systemwill be effective in com plying
with the requirements of this directive and that the manufacturer has
demonstrated anacceptable level ofeffort towardcompliance withthe
requirementsofthisDirective.
4.2.1. The authority will not accept any deficiency request that includes the
completelackofarequireddiagnosticmonitor.
4.2.2. The authority will not accept any deficiency request that does not
respecttheOBDthresholdlimitsinSection3.3.2.
4.3. Indeterminingtheidentifiedorderofdeficiencies,deficienciesrelating
to sections 3.3.3.1, 3.3.3.2 and 3.3.3.3 of this Annex for positive-igni-
tionenginesandsections3.3.4.1,3.3.4.2and3.3.4.3ofthisAnnexfor
compression-ignitionenginesshallbeidentifiedfirst.
4.4. Priortooratthetimeoftype-approval, nodeficiencyshallbegranted
inrespectoftherequirementsofSection6.5,exceptSection6.5.3.4,of
Appendix1tothisAnnex.
4.5.Deficiency period
4.5.1. A deficiency may be carried-over for a period of two years after the
date of type-approval of the vehicle type unless it can be adequately
demonstratedthatsubstantialvehicle hardwaremodifications andaddi-
tional lead-time beyond two years would be necessary to correct the
deficiency. In such a case, the deficiency may be carried-over for aperiodnotexceedingthreeyears.
4.5.2. A manufacturer may request that the original type-approval authority
grantadeficiencyretrospectivelywhensuchadeficiencyisdiscovered
after the original type-approval. In this case, the deficiency may be
carried over for a period of two years after the date of notification to1970L0220—EN—21.01.2002—019.001—153
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the type-approval authority unless it can be adequately demonstrated
that substantial vehicle hardware modifications and additional lead
time beyond two years would be necessary to correct the deficiency.
In such a case, the deficiency may be carried-over for a period not
exceedingthreeyears.
4.6. Theauthorityshallnotifyitsdecisioningrantingadeficiencyrequestto
allauthoritiesinotherMemberStatesaccordingtotherequirementsof
Article4toDirective70/156/EEC.1970L0220—EN—21.01.2002—019.001—154
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Appendix 1
FUNCTIONAL ASPECTS OF ON-BOARD DIAGNOSTIC (OBD)
SYSTEMS
1. INTRODUCTION
ThisAppendixdescribestheprocedure ofthetestaccording tosection
5 of this Annex. The procedure describes a method for checking the
function of the on-board diagnostic (OBD) systeminstalled on the
vehiclebyfailuresimulationofrelevantsystemsintheenginemanage-
mentoremissioncontrolsystem.Italsosetsproceduresfordetermining
thedurabilityofOBDsystems.
Themanufacturermustmakeavailablethedefectivecomponentsand/or
electrical devices which would be used to simulate failures. When
measured over the Type I test cycle, such defective components or
devices must not cause the vehicle emissions to exceed the limits of
section3.3.2bymorethan20%.
When the vehicle is tested with the defective component or device
fitted, the OBD systemis approved if the MI is activated. The OBD
systemisalsoapprovediftheMIisactivatedbelowtheOBDthreshold
limits.
2. DESCRIPTIONOFTEST
2.1. ThetestingofOBDsystemsconsistsofthefollowingphases:
— simulation of malfunction of a component of the engine manage-
mentoremissioncontrolsystem,
— preconditioning of the vehicle with a simulated malfunction over
preconditioningspecifiedinSection6.2.1orSection6.2.2,
— driving the vehicle with a simulated malfunction over the Type I
testcycleandmeasuringtheemissionsofthevehicle,
— determining whether the OBD system reacts to the simulated
malfunction and indicates malfunction in an appropriate manner to
thevehicledriver.
2.2. Alternatively,attherequestofthemanufacturer,malfunctionofoneor
more components may be electronically simulated according to the
requirementsofsection6.
2.3. ManufacturersmayrequestthatmonitoringtakeplaceoutsidetheType
I test cycle if it can be demonstrated to the authority that monitoring
during conditions encountered during the Type I test cycle would
impose restrictive monitoring conditions when the vehicle is used in
service.
3. TESTVEHICLEANDFUEL
3.1.Vehicle
The test vehicle must meet the requirements of section 3.1 of Annex
III.
3.2.Fuel
Theappropriate reference fuelasdescribedinAnnexIXmustbeused
fortesting.
4. TESTTEMPERATUREANDPRESSURE
4.1. The test temperature and pressure must meet the requirements of the
TypeItestasdescribedinAnnexIII.
5. TESTEQUIPMENT5.1.Chassisdynamometer
ThechassisdynamometermustmeettherequirementsofAnnexIII.1970L0220—EN—21.01.2002—019.001—155
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6. OBDTESTPROCEDURE
6.1. Theoperatingcycleonthechassisdynamometermustmeettherequire-
mentsofAnnexIII.
6.2.Vehiclepreconditioning
6.2.1. Accordingtotheenginetypeandafterintroductionofoneofthefailure
modes given in 6.3, the vehicle must be preconditioned by driving at
least twoconsecutive Type I tests(PartsOneand Two). Forcompres-
sion-ignitionenginedvehiclesanadditionalpreconditioningoftwoPart
Twocyclesispermitted.
6.2.2. Attherequestofthemanufacturer,alternativepreconditioningmethods
maybeused.
6.3.Failuremodestobetested
6.3.1. Positive-ignition engined vehicles:
6.3.1.1. Replacement ofthecatalystwithadeterioratedordefectivecatalystor
electronicsimulationofsuchafailure.
6.3.1.2. Enginemisfireconditionsaccordingtotheconditionsformisfiremoni-
toringgiveninsection3.3.3.2ofthisAnnex.
6.3.1.3. Replacement of the oxygen sensor with a deteriorated or defective
oxygensensororelectronicsimulationofsuchafailure.
6.3.1.4. Electrical disconnection of any other emission-related component
connectedtoapowertrainmanagementcomputer.
6.3.1.5. Electrical disconnection of the evaporative purge control device (if
equipped). For this specific failure mode, the Type I test need not be
performed.
6.3.2. Compression-ignition engined vehicles:
6.3.2.1. Where fitted, replacement of the catalyst with a deteriorated or defec-
tivecatalystorelectronicsimulationofsuchafailure.
6.3.2.2. Wherefitted,totalremovaloftheparticulatetrapor,wheresensorsare
anintegralpartofthetrap,adefectivetrapassembly.
6.3.2.3. Electrical disconnection ofany fuelling systemelectronic fuel quantity
andtimingactuator.
6.3.2.4. Electrical disconnection of any other emission-related component
connectedtoapowertrainmanagementcomputer.
6.3.2.5. Inmeetingtherequirementsof6.3.2.3and6.3.2.4,andwiththeagree-
mentoftheapprovalauthority,themanufacturermusttakeappropriate
steps to demonstrate that the OBD system will indicate a fault when
disconnectionoccurs.
6.4.OBDsystemtest
6.4.1. Vehicles fitted with positive-ignition engines:
6.4.1.1. Aftervehiclepreconditioningaccordingto6.2,thetestvehicleisdriven
over a Type I test (Parts One and Two). The MI must activate before
the end of this test under any of the conditions given in 6.4.1.2 to
6.4.1.5.Thetechnicalservicemaysubstitutethoseconditionsbyothers
inaccordancewith6.4.1.6.However,thetotalnumberoffailuressimu-
latedmustnotexceed4forthepurposeoftype-approval.
6.4.1.2. Replacement of a catalyst with a deteriorated or defective catalyst or
electronic simulation of a deteriorated or defective catalyst that results
in emissions exceeding the HC limit given in section 3.3.2 of this
Annex.
6.4.1.3. An induced misfire condition according to the conditions for misfire
monitoring given in section 3.3.3.2 of this Annex that results in emis-
sionsexceedinganyofthelimitsgivenin3.3.2.
6.4.1.4. Replacement of an oxygen sensor with a deteriorated or defective
oxygen sensor or electronic simulation of a deteriorated or defective
oxygen sensor that results in emissions exceeding any of the limits
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6.4.1.5. Electrical disconnection of the electronic evaporative purge control
device(ifequipped).
6.4.1.6. Electrical disconnection of any other emission-related powertrain
componentconnectedtoacomputerthatresultsinemissionsexceeding
anyofthelimitsgiveninsection3.3.2ofthisAnnex.
6.4.2. Vehicles fitted with compression-ignition engines:
6.4.2.1. Aftervehiclepreconditioningaccordingto6.2,thetestvehicleisdriven
over a Type I test (Parts One and Two). The MI must activate before
the end of this test under any of the conditions given in 6.4.2.2 to
6.4.2.5.Thetechnicalservicemaysubstitutethoseconditionsbyothers
inaccordancewith6.4.2.5.However,thetotalnumberoffailuressimu-
latedmustnotexceedfourforthepurposesoftypeapproval.
6.4.2.2. Wherefitted,replacement ofacatalystwithadeterioratedordefective
catalyst or electronic simulation of a deteriorated or defective catalyst
thatresultsinemissionsexceeding limits giveninsection3.3.2ofthis
Annex.
6.4.2.3. Wherefitted,totalremovaloftheparticulatetraporreplacementofthe
particulate trapwithadefective particulate trapmeetingtheconditions
of6.3.2.2thatresultsinemissionsexceedingthelimitsgiveninsection
3.3.2ofthisAnnex.
6.4.2.4. With reference to 6.3.2.5, disconnection of any fuelling systemelec-
tronic fuel quantity and timing actuator that results in emissions
exceedinganyofthelimitsgiveninsection3.3.2ofthisAnnex.
6.4.2.5. With reference to 6.3.2.5, disconnection of any other emission-related
powertraincomponentconnectedtoacomputerthatresultsinemissions
exceedinganyofthelimitsgiveninsection3.3.2ofthisAnnex.
6.5.Diagnosticsignals
6.5.1.1. Upon determination of the first malfunction of any component or
system, ‘freeze-frame’ engine conditions present at the time must be
storedincomputermemory.Shouldasubsequentfuelsystemormisfire
malfunction occur, any previously stored freeze-frame conditions must
bereplacedbythefuelsystemormisfireconditions(whicheveroccurs
first). Stored engine conditions must include, but are not limited to
calculated load value, engine speed, fuel trimvalue(s) (if available),
fuel pressure (if available), vehicle speed (if available), coolant
temperature, intake manifold pressure (if available), closed- or open-
loop operation (if available) and the fault code which caused the data
to be stored. The manufacturer must choose the most appropriate set
of conditions facilitating effective repairs for freeze-frame storage.
Onlyoneframeofdataisrequired.Manufacturersmaychoosetostore
additional framesprovidedthatatleasttherequiredframecanberead
byagenericscantoolmeetingthespecificationsof6.5.3.2and6.5.3.3.
Ifthefaultcodecausingtheconditionstobestorediserasedinaccor-
dancewithsection3.7ofthisAnnex,thestoredengineconditionsmay
alsobeerased.
6.5.1.2. If available, the following signals in addition to the required freeze-
frameinformationmustbemadeavailableondemandthroughtheserial
portonthestandardizeddatalinkconnector,iftheinformationisavail-
abletothe on-boardcomputer orcanbedetermined usinginformation
available to the on-board computer: diagnostic trouble codes, engine
coolanttemperature,fuelcontrolsystemstatus(closed-loop,open-loop,
other),fueltrim,ignitiontimingadvance,intakeairtemperature,mani-
fold air pressure, air flow rate, engine speed, throttle position sensor
output value, secondary air status (upstream, downstream or atmo-
sphere),calculatedloadvalue,vehiclespeedandfuelpressure.
Thesignalsmustbeprovidedinstandardunitsbasedonthespecifica-
tionsgivenin6.5.3.Actualsignalsmustbeclearlyidentifiedseparately
fromdefaultvalueorlimp-homesignals.
6.5.1.3. Forallemissioncontrolsystemsforwhichspecificon-boardevaluation
testsareconducted(catalyst,oxygensensor,etc.),exceptmisfiredetec-tion,fuelsystemmonitoringandcomprehensivecomponentmonitoring,
the results of the most recent test performed by the vehicle and the
limitstowhichthesystemiscomparedmustbemadeavailablethrough
theserialdataportonthestandardizeddatalinkconnectoraccordingto
the specifications given in 6.5.3. For the monitored components and
systems excepted above, a pass/fail indication for the most recent test
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6.5.1.4. The OBD requirements to which the vehicle is certified (i. e. this
Annex or the alternative requirements specified in section 5 of Annex
I) and the major emission control systems monitored by the OBD
systemconsistent with 6.5.3.3 m ust be available through the serial
dataportonthestandardizeddatalinkconnectoraccordingtothespeci-
ficationsgivenin6.5.3.
6.5.1.5. From1 January 2003 for new types and from1 January 2005 for all
typesofvehiclesenteringintoservice,thesoftwarecalibrationidentifi-
cation number shall be made available through the serial port on the
standardiseddatalinkconnector.Thesoftwarecalibrationidentification
numbershallbeprovidedinastandardisedformat.
6.5.2. The emission control diagnostic system is not required to evaluate
components during malfunction if such evaluation would result in a
risktosafetyorcomponentfailure.
6.5.3. The emission control diagnostic system must provide for standardised
and unrestricted access and conformwith the following ISO and/or
SAE standards. Some of the ISO standards have been derived from
Society of Automotive Engineers Standards and Recommended Prac-
tices.Where thisisthecase,theappropriate SAEreference appears in
parentheses.
6.5.3.1. One of the following standards with the restrictions as described must
beusedastheon-boardtooffboardcommunicationslink:
ISO9141-2‘RoadVehicles—DiagnosticSystems—CARBRequire-
mentsfortheInterchangeofDigitalInformation’;
ISOFDIS11519-4‘RoadVehicles—LowSpeedSerialDataCommu-
nication — Part 4: Class B Data Communication Interface (SAE
J1850)’. Emission-related messages must use the cyclic redundancy
check and the three byte header and not use inter-byte separation or
checksums.
ISO FDIS 14230 — Part 4 ‘Road Vehicles — Diagnostic Systems —
KeywordProtocol2000’.
ISOWD15765-4‘Roadvehicles—DiagnosticsystemsDiagnosticson
CAN—Part4:Requirementsforemissionrelatedsystems’.
6.5.3.2. TestequipmentanddiagnostictoolsneededtocommunicatewithOBD
systemsmustmeet orexceed thefunctional specification giveninISO
DIS15031-4—datedJune1998(SAEJ1978—datedFebruary1998).
6.5.3.3. Basic diagnostic data, (as specified in 6.5.1) and bi-directional control
information must be provided using the format and units described in
ISO DIS 15031-5 — dated October 1998 (SAE J1979 — dated
September1997)andmustbeavailableusingadiagnostictoolmeeting
therequirementsofISODIS15031-4—datedJune1998(SAEJ1978
—datedFebruary1998).
6.5.3.4. When a fault is registered, the manufacturer must identify the fault
using an appropriate fault code consistent with those given in Section
6.3 of ISODIS15031-6 — dated October 1998(SAE J2012— dated
July1996),relatingto‘Powertrainsystemdiagnostictroublecodes’(P0
faultcodes).Ifsuchidentificationisnotpossible,themanufacturermay
use diagnostic trouble codes according to Sections 5.3 and 5.6 of ISO
DIS15031-6datedOctober1998(SAEJ2012—datedJuly1996)(P1
fault codes). The fault codes must be fully accessible by standardised
diagnosticequipmentcomplyingwiththeprovisionsof6.5.3.2.
The note in Section 6.3 of ISO 15031-6 (SAE J2012 — dated July
1996)immediatelyprecedingthelistoffaultcodesinthesamesection
doesnotapply.
6.5.3.5. The connection interface between the vehicle and the diagnostic tester
must be standardised and must meet all the requirements of ISO DIS
15031-3 — dated December 1998 (SAE J1962 — dated February
1998). The installation position must be subject to agreement of the
approvalauthoritysuchthatitisreadilyaccessiblebyservicepersonnel
butprotectedfromaccidentaldamageduringnormalconditionsofuse.
6.5.3.6. The manufacturer must also make accessible, where appropriate on
payment, the technical information required for the repair or mainte-
nance of motor vehicles unless that information is covered by an
intellectual property right or constitutes essential, secret know-how
which is identified in an appropriate form; in suchcase, the necessary
technicalinformationmustnotbewithheldimproperly.1970L0220—EN—21.01.2002—019.001—158
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Entitled to such information is any person engaged in commercially
servicingorrepairing,road-siderescuing,inspectingortestingofvehi-
clesorinmanufacturingorsellingreplacementorretro-fitcomponents,
diagnostictoolsandtestequipment.1970L0220—EN—21.01.2002—019.001—159
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Appendix 2
ESSENTIALCHARACTERISTICSOFTHEVEHICLEFAMILY
1. PARAMETERSDEFININGTHEOBDFAMILY
TheOBDfamilymaybedefinedbybasicdesignparameterswhichmustbe
common to vehicles within the family. In some cases there may be interac-
tion of parameters. These effects must also be taken into consideration to
ensure that only vehicles with similar exhaust emission characteristics are
includedwithinanOBDfamily.
2. Tothisend,thosevehicletypeswhoseparametersdescribedbelowareiden-
tical are considered to belong to the same engine-emission control/OBD
systemcombination.
Engine:
— combustion process (i. e. positive-ignition, compression-ignition, two-
stroke,four-stroke),
— methodofenginefuelling(i.e.carburettororfuelinjection).
Emission control system:
— type of catalytic converter (i. e. oxidation, three-way, heated catalyst,
other),
— typeofparticulatetrap,— secondaryairinjection(i.e.withorwithout),
— exhaustgasrecirculation(i.e.withorwithout)
OBD parts and functioning:
— the methods of OBD functional monitoring, malfunction detection and
malfunctionindicationtothevehicledriver.1970L0220—EN—21.01.2002—019.001—160
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ANNEX XII
EC TYPE-APPROVAL FOR A VEHICLE FUELLED BY LPG OR
NATURALGASWITHREGARDTOITSEMISSIONS
1. INTRODUCTION
ThisAnnexdescribesthespecialrequirementsthatapplyinthecaseof
an approval of a vehicle that runs on LPG or natural gas, or that can
run either on unleaded petrol or LPG or natural gas, in so far as the
testingonLPGornaturalgasisconcerned.
InthecaseofLPGandnaturalgasthereisonthemarketalargevaria-
tion in fuel composition, requiring the fuelling system to adapt its
fuelling rates to these compositions. To demonstrate this capability,
thevehiclehastobetestedinthetesttypeIontwoextremereference
fuels and demonstrate the self-adaptability of the fuelling system.
Whenever the self adaptability of a fuelling systemhas been dem on-
stratedonavehicle,suchavehiclemaybeconsideredasaparentofa
family.Vehiclesthatcomplywiththerequirementsofmembersofthat
family,iffittedwiththesamefuellingsystem,needtobetestedononly
onefuel.
2. DEFINITIONS
ForthepurposeofthisAnnex:
2.1. Aparent vehicle means a vehicle that is selected to act as the vehicle
on which the self adaptability of a fuelling systemis going to be
demonstrated,andtowhichthemembersofafamilyrefer.Itispossible
tohavemorethanoneparentvehicleinafamily.
2.2. Amemberofthefamilyisavehiclethatsharesthefollowingessential
characteristicswithitsparent(s):
2.2.1. (a) Itisproducedbythesamevehiclemanufacturer.
(b) Itissubjecttothesameemissionlimits.
(c) If the gas fuelling systemhas a central m etering for the whole
engine:
It has a certified power output between 0,7 and 1,15 times that of
theengineoftheparentvehicle.
Ifthegasfuellingsystemhasanindividualmeteringpercylinder:It has a certified power output per cylinder between 0,7 and 1,15
timesthatoftheengineoftheparentvehicle.
(d) Iffittedwithacatalystsystem,ithasthesametypeofcatalysti.e.
three-way,oxidation,deNOx.
(e) Ithasagasfuellingsystem(includingthepressureregulator)from
the same system manufacturer and of the same type: induction,
vapour injection (single point, multipoint), liquid injection (single
point,multipoint).
(f) ThisgasfuellingsystemiscontrolledbyanECUofthesametype
andtechnicalspecification,containingthesamesoftwareprinciples
andcontrolstrategy.
2.2.2. With regard to requirement (c): in the case where a demonstration
shows two gas fuelled vehicles could be members of the same family
withthe exception of their certified poweroutput, respectively P1and
P2 (P1 < P2), and both are tested as if they were parent vehicles, the
familyrelationwillbeconsideredvalidforanyvehiclewithacertified
poweroutputbetween0,7*P1and1,15*P2.
3. GRANTINGOFANECTYPE-APPROVAL
ECtype-approvalisgrantedsubjecttothefollowingrequirements:
3.1. Exhaustemissionsapprovalofaparentvehicle:
The parent vehicle should demonstrate its capability to adapt to any
fuelcompositionthatmayoccuracrossthemarket.InthecaseofLPG
there are variations in C3/C4 composition. In the case of natural gas
there are generally two types of fuel, high calorific fuel (H-gas) and
low calorific fuel (L-gas), but with a significant spread within both
ranges; they differ significantly in Wobbe index. These variations are
reflectedinthereferencefuels.1970L0220—EN—21.01.2002—019.001—161
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3.1.1. The parent vehicle(s) shall be tested in the test type I on the two
extremereferencefuelsofAnnexIXa.
3.1.1.1. Ifthetransitionfromonefueltoanotherisinpracticeaidedthroughthe
useof a switch, this switch shall not be used during type approval. In
suchacaseonthemanufacturer'srequestandwiththeagreementofthe
technicalservicethepre-conditioningcyclereferredtoinpoint5.3.1of
AnnexIIImaybeextended.
3.1.2. The vehicle(s) is (are) considered to conformif, with both reference
fuels,thevehiclecomplieswiththeemissionlimits.
3.1.3. Theratioofemissionresults‘r’shouldbedeterminedforeachpollutant
asfollows:
r¼femissionresultononereferencefuel g
femissionresultontheotherreferencefuel g
3.2. Exhaustemissionsapprovalofamemberofthefamily:
ForamemberofthefamilyatestoftypeIshallbeperformedwithone
reference fuel. This reference fuel may be either reference fuel. The
vehicleisconsideredtocomplyifthefollowingrequirementsaremet:
3.2.1. Thevehiclecomplieswiththedefinitionofafamilymemberasdefined
underpoint2.2.
3.2.2. The test resultsfor each pollutant will bemultiplied withits factor ‘r’
(see point 3.1.3), if r is greater than 1,0. If r is smaller than 1,0, its
value will be taken as 1. The results of these multiplications shall be
taken as the final emission result. On the manufacturer's request the
test type I may be performed onreference fuel 2 or onboth reference
fuels,sothatnocorrectionisneeded.
3.2.3. Thevehicleshallcomplywiththeemissionlimitsvalidfortherelevant
categoryforbothmeasuredandcalculatedemissions.
4. GENERALCONDITIONS
4.1. Testsfor conformity of production may be performed witha commer-
cial fuel of which the C3/C4 ratio lies between those of the reference
fuels in the case of LPG, or of which the Wobbe index lies between
those of the extreme reference fuels in the case of NG. In that case a
fuelanalysisneedstobepresent.1970L0220—EN—21.01.2002—019.001—162
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ANNEX XIII
ECTYPE-APPROVALOFREPLACEMENTCATALYTICCONVERTER
ASSEPARATETECHNICALUNIT
1. SCOPE
This Annex applies to the EC type-approval, as separate technical units
within the meaning of Article 4(1)(d) of Directive 70/156/EEC, of cata-
lyticconverterstobefittedononeormoregiventypesofmotorvehicles
ofcategoriesM1andN1(1)asreplacementparts(2).
2. DEFINITIONS
ForthepurposeofthisAnnex:
2.1. ‘Originalequipmentcatalyticconverter’,seepoint2.17ofAnnexI.
2.2. ‘Replacementcatalyticconverter’,seepoint2.18ofAnnexI.2.3. ‘Type of catalytic converter’ means catalytic converters which do not
differinsuchessentialaspectsas:
2.3.1. numberofcoatedsubstrates,structureandmaterial;
2.3.2. typeofcatalyticactivity(oxidising,three-way,etc.);
2.3.3. volume,ratiooffrontalareaandsubstratelength;2.3.4. catalystmaterialcontent;
2.3.5. catalystmaterialratio;
2.3.6. celldensity;2.3.7. dimensionsandshape;
2.3.8. thermalprotection.
2.4. ‘Vehicletype’,seepoint2.1ofAnnexI.2.5. ‘Approvalofareplacement catalytic converter’ means theapproval ofa
converter intended to be fitted as a replacement part on one or more
specifictypesofvehicleswithregardtothelimitation ofpollutantemis-
sions,noiselevelandeffectonvehicleperformance.
3. APPLICATIONFORECTYPE-APPROVAL
3.1. AnapplicationforECtype-approvalpursuanttoArticle3(4)ofDirective
70/156/EEC of a type of replacement catalytic converter shall be
submittedbythemanufacturer.
3.2. A model for the information document is given in Appendix 1 to this
Annex.
3.3. Thefollowingmustbesubmittedtothetechnical serviceresponsiblefor
thetype-approvaltest:
3.3.1. Vehicle(s) of a type approved in accordance with Directive 70/220/EEC
equipped with a new original catalytic converter. This (these) vehicle(s)
shall be selected by the applicant with the agreement of the technical
service. It (they) shall comply with the requirements of Section 3 of
AnnexIIItothisDirective.
The test vehicle(s) shall have no emission control system defects; any
excessively worn out or malfunctioning emission-related original part
shall be repaired or replaced. The test vehicle(s) shall be tuned properly
andsettomanufacturer'sspecificationpriortoemissiontesting.
3.3.2. One sample of the type of the replacement catalytic converter. This
sample shall be clearly and indelibly marked with the applicant's trade
nameormarkanditscommercialdesignation.1970L0220—EN—21.01.2002—019.001—163
(1) AsdefinedinAnnexIISectionAtoDirective70/156/EEC.
(2) ThisAnnexdoesnotapplytoreplacementcatalyticconvertersintendedtobefittedon
vehiclesofcategoriesM1andN1equippedwithanon-boarddiagnostic(OBD)system.
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4. GRANTINGOFECTYPE-APPROVAL
4.1. If the relevant requirements are satisfied, EC type-approval pursuant to
Article4(3)ofDirective70/156/EECshallbegranted.
4.2. A model for the EC type-approval certificate is given in Appendix 2 to
thisAnnex.
4.3. Anapprovalnumberinaccordance withAnnexVIItoDirective 70/156/
EEC shall be assigned to each type of replacement catalytic converter
approved. The same Member State shall not assign the same number to
another replacement catalytic converter type. The same type-approval
number may cover the use of that replacement catalytic converter type
onanumberofdifferentvehicletypes.
5. ECTYPE-APPROVALMARKING
5.1. Every replacement catalytic converter conforming to the type approved
under this Directive as a separate technical unit shall bear an EC type-
approvalmark.
5.2. Thismarkshallconsistofarectanglesurroundingtheletter‘e’followed
by the distinguishing number or letters of the Member State which has
grantedtheECtype-approval:
1 forGermany
2 forFrance3 forItaly
4 fortheNetherlands
5 forSweden6 forBelgium
9 forSpain
11 fortheUnitedKingdom12 forAustria
13 forLuxembourg
17 forFinland18 forDenmark21 forPortugal
23 forGreece
IRL forIreland
It must also include in the vicinity of the rectangle the ‘base approval
number’contained inpoint4ofthetype-approval numberreferred toin
Annex VII to Directive 70/156/EEC, preceded by the two figures indi-
cating the sequence number assigned to the most recent major technical
amendment to Directive 70/220/EEC on the date EC component type-
approvalwasgranted.InthisDirective,thesequencenumberis00.
5.3. The approval mark referred to in point 5.2 shall be clearly legible and
indelible.
5.4. Appendix 3 to this Annex gives examples of arrangements of the
approvalmarkandapprovaldatareferredtoabove.
6. REQUIREMENTS
6.1. Generalrequirements
6.1.1. The replacement catalytic converter shall be designed, constructed and
capableofbeingmountedsoastoenablethevehicletocomplywiththe
provisions of this Directive which it was originally in compliance with
andthatpollutantemissionsareeffectivelylimitedthroughoutthenormal
lifeofthevehicleundernormalconditionsofuse.
6.1.2. The installation of the replacement catalytic converter shall be at the
exactpositionoftheoriginalequipmentcatalyticconverter,andtheposi-
tionontheexhaustlineoftheoxygenprobe(s),ifapplicable,shallnotbe
modified.
6.1.3. Iftheoriginal equipment catalytic converter includes thermal protection,
thereplacementcatalyticconvertershallincludeequivalentprotection.
6.1.4. The replacement catalytic converter shall be durable, that is, designed,
constructed and capable of being mounted so that reasonable resistance
to the corrosion and oxidation phenomena to which it is exposed is
obtained,havingregardtotheconditionsofuseofthevehicle.
6.2. Requirementsregardingemissions1970L0220—EN—21.01.2002—019.001—164
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The vehicle(s) indicated in point 3.3.1 of this Annex, equipped with a
replacement converter of the type for which approval is requested, shall
besubjectedtoaTypeItestundertheconditionsdescribedinthecorre-
sponding Annex to this Directive in order to compare its performance
withtheoriginalcatalyticconverteraccordingtotheproceduredescribed
below.
6.2.1. Determinationofthebasisforcomparison
Thevehicle(s)shallbefittedwithaneworiginalcatalyticconverter(see
point3.3.1)whichshallberuninwith12extraurbancycles(typeItest
part2).
Afterthispreconditioning,thevehicle(s)shallbekeptinaroominwhich
the temperature remains relatively constant between 293 and 303 K (20
and 30 ºC). This conditioning shall be carried out for at least six hours
and continue until the engine oil and coolant temperature are within
± 2 K of the temperature of the room. Subsequently three type I tests
shallbemade.
6.2.2. Exhaustgastestwithreplacementcatalyticconverter
The original equipment catalytic converter of the test vehicle(s) shall be
replaced by the replacement catalytic converter (see point 3.3.2) which
shallberuninwith12extraurbancycles(typeItestpart2).
Afterthispreconditioning,thevehicle(s)shallbekeptinaroominwhich
the temperature remains relatively constant between 293 and 303 K (20
and 30 ºC). This conditioning shall be carried out for at least six hours
and continue until the engine oil and coolant temperature are within
± 2 K of the temperature of the room. Subsequently three type I tests
shallbemade.
6.2.3. Evaluationoftheemissionofpollutantsofvehiclesequippedwithrepla-
cementcatalyticconverters
The test vehicle(s) with the original equipment catalytic converter shall
complywiththelimit valuesaccording tothetype-approvalofthevehi-
cle(s)including,ifapplicable,thedeteriorationfactorsappliedduringthe
type-approvalofthevehicle(s).
Therequirementsregardingemissionsofthevehicle(s)equippedwiththe
replacement catalytic converter shall be deemed to be fulfilled if the
resultsmeetforeachregulatedpollutant(CO,HC+NOxandparticulates)
thefollowingconditions:
M≤0,85S+0,4G(1)
M≤G(2)
where:
M mean value of the emissions of one pollutant (CO or particulates) or
thesumoftwopollutants(HC+NOx)obtainedfromthethreetypeI
testswiththereplacementcatalyticconverter.
S mean value of the emissions of one pollutant (CO or particulates) or
thesumoftwopollutants(HC+NOx)obtainedfromthethreetypeI
testswiththeoriginalcatalyticconverter.
G limitvalueoftheemissionsofonepollutant(COorparticulates)orof
thesumoftwopollutants(HC+NOx)accordingtothetype-approval
of the vehicle(s) divided by, if applicable, the deterioration factors
determinedinaccordancewithpoint6.4.
Where approval is applied for different types of vehicles fromthe sam e
car manufacturer, and provided that these different types of vehicle are
fitted with the same type of original equipment catalytic converter, the
type I test may be limited to at least two vehicles selected after agree-
mentwiththetechnicalserviceresponsibleforapproval.
6.3. Requirementsregardingnoiseandexhaustback-pressure
The replacement catalytic converter shall satisfy the technical require-
mentsofAnnexIItoDirective70/157/EEC.
6.4. Requirementsregardingdurability
The replacement catalytic converter shall comply with the requirements
ofpoint5.3.5ofAnnexItothisDirective,i.e.typeVtestordeterioration
factorsfromthefollowingtablefortheresultsofthetypeItests.1970L0220—EN—21.01.2002—019.001—165
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TableXIII.6.4
EnginecategoryDeteriorationfactors
CO HC+NOxParticulates
Positiveignition 1,2 1,2 —
Compressionignition 1,1 1,0 1,2
7. MODIFICATION OF THE TYPE AND AMENDMENTS TO
APPROVALS
In the case of modification of the type approved pursuant to this Direc-
tive,theprovisionsofArticle5ofDirective70/156/EECshallapply.
8. CONFORMITYOFPRODUCTION
Measurestoensuretheconformityofproductionshallbetakeninaccor-
dance with the provisions laid down in Article 10 of Directive 70/156/
EEC.
8.2. Specialprovisions8.2.1. Thechecksreferredtoinpoint2.2ofAnnexXtoDirective70/156/EEC
shall include compliance with the characteristics as defined under point
2.3tothisAnnex.
8.2.2. For the application of point 2.4.4 of Annex Xto Directive 70/156/EEC,
the tests described in point 6.2 of this Annex (requirements regarding
emissions) may be carried out. In this case, the holder of the approval
may ask, as an alternative, to use as a basis for comparison not the
original equipment catalytic converter, but the replacement catalytic
converter which was used during the type-approval tests (or another
samplethathasbeenproventoconformtotheapprovedtype).Emissions
valuesmeasuredwiththesampleunderverificationshallthenonaverage
not exceed by more than 15 % the mean values measured with the
sampleusedforreference.1970L0220—EN—21.01.2002—019.001—166
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Appendix 1
Information document No … relating to the EC type-approval of replacement catalytic conver-
ters(Directive 70/220/EECaslastamendedbyDirective …)
Thefollowinginformation,ifapplicable,mustbesuppliedintriplicateandincludealistofcontents.
AnydrawingsmutstbesuppliedinappropriatescaleandsufficientdetailonsizeA4oronafolderof
A4format.Photographs,ifany,mustshowsufficientdetail.
Ifthesystem,componentsorseparatetechnicalunitshaveelectroniccontrols,informationconcerning
theirperformancemustbesupplied.
1970L0220—EN—21.01.2002—019.001—167
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Appendix 2
Model
(Maximumformat:A4(210mm×297mm)
ECTYPE-APPROVALCERTIFICATE
1970L0220—EN—21.01.2002—019.001—168
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1970L0220—EN—21.01.2002—019.001—169
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Addendum
toECtype-approvalcertificateNo…
concerning the separate technical unit type-approval of replacement catalytic converters for motor
vehicleswithregardtoDirective70/220/EECaslastamendedbyDirective…
1970L0220—EN—21.01.2002—019.001—170
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Appendix 3
ModelfortheECtype-approvalmarks
(seepoint5.2ofthisAnnex)
Theaboveapprovalmarkaffixedtoacomponentofareplacementcatalyticconvertershowsthatthe
typeconcerned hasbeenapprovedinFrance (e2),pursuanttothisDirective. Thefirsttowdigitsof
theapprovalnumber(00)refertothesequencenumberassignedtothemostrecentamendmentsmadeto Directive 70/220/EEC. The following four digits (1234) are those allocated by the approval
authoritytothereplacementcatalyticconverterasthebaseapprovalnumber.1970L0220—EN—21.01.2002—019.001—171