1970L0220 — EN — 06.02.2001 — 018.001 — 1
This document is meant purely as a documentation tool and the institutions do not assume any liability for its contents
►B ►M6 COUNCILDIRECTIVE
of20March1970
ontheapproximationofthelawsoftheMemberStatesonmeasurestobetakenagainstairpollu-
tionbyemissionsfrommotorvehicles
(70/220/EEC) ◄
(OJ L 76, 6.4.1970, p. 1)
Amended by:
Official Journal
No page date
►M1Council Directive 74/290/EEC of 28 May 1974 L 159 61 15.6.1974
►M2Commission Directive 77/102/EEC of 30 November 1976 L 32 32 3.2.1977
►M3Commission Directive 78/665/EEC of 14 July 1978 L 223 48 14.8.1978
►M4Council Directive 83/351/EEC of 16 June 1983 L 197 1 20.7.1983
►M5Council Directive 88/76/EEC of 3 December 1987 L 36 1 9.2.1988
►M6Council Directive 88/436/EEC of 16 June 1988 L 214 1 6.8.1988
►M7Council Directive 89/458/EEC of 18 July 1989 L 226 1 3.8.1989
►M8Commission Directive 89/491/EEC of 17 July 1989 L 238 43 15.8.1989
►M9Council Directive 91/441/EEC of 26 June 1991 L 242 1 30.8.1991
►M10Council Directive 93/59/EEC of 28 June 1993 L 186 21 28.7.1993
►M11Directive 94/12/EC of the European Parliament and the Council of 23
March 1994L 100 42 19.4.1994
►M12Commission Directive 96/44/EC of 1 July 1996 L 210 25 20.8.1996
►M13Directive 96/69/EC of the European Parliament and of the Council of 8
October 1996L 282 64 1.11.1996
►M14Commission Directive 98/77/EC of 2 October 1998 L 286 34 23.10.1998
►M15Directive 98/69/EC of the European Parliament and of the Council of 13
October 1998L 350 1 28.12.1998
►M16Commission Directive 1999/102/EC of 15 December 1999 L 334 43 28.12.1999
►M17Directive 2001/1/EC of the European Parliament and of the Council of
22 January 2001L 35 34 6.2.2001
Amended by:
►A1Act of Accession of Denmark, Ireland and the United Kingdom of Great
Britain and Northern IrelandL 73 14 27.3.1972
Corrected by:
►C1Corrigendum, OJ L 303, 8.11.1988, p. 36 (88/436/EEC)
►C2Corrigendum, OJ L 270, 19.9.1989, p. 16 (89/458/EEC)
►C3Corrigendum, OJ L 104, 21.4.1999, p. 31 (98/69/EC)
1970L0220 — EN — 06.02.2001 — 018.001 — 2
►C4Corrigendum, OJ L 104, 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)
THE COUNCIL OF THE EUROPEAN COMMUNITIES,
Having regard to the Treaty establishing the European Economic
Community, and in particular Article 100 thereof;
Having regard to the proposal from the Commission;Having regard to the Opinion of the European Parliament(
1);
Having regard to the Opinion of the Economic and Social
Committee(2);
Whereas a regulation of 14 October 1968 amending the
Straßenverkehrs-Zulassungs-Ordnung was published in Germany in
theBundesgesetzblatt Part I of 18 October 1968; whereas that regula-
tion contains provisions on measures to be taken against air pollutionby positive-ignition engines of motor vehicles; whereas those provi-sions will enter into force on 1 October 1970;
Whereas a regulation of 31 March 1969 on the ‘Composition of
exhaust gases emitted from petrol engines of motor vehicles’ waspublished in France in the Journal officiel of 17 May 1969; whereas
that regulation is applicable:
— from 1 September 1971, to type-approved vehicles with a new type
of engine, that is to say, a type of engine which has never beforebeen installed in a type-approved vehicle;
— from 1 September 1972, to vehicles put into service for the first
time;
Whereas those provisions are liable to hinder the establishment and
proper functioning of the common market; whereas it is therefore
necessary that all Member States adopt the same requirements, eitherin addition to or in place of their existing rules, in order, in particular,to allow the EEC type — approval procedure which was the subject ofthe Council Directive(
3) of 6 February 1970 on the approximation of
the laws of the Member States relating to the type approval of motor
vehicles and their trailers to be applied in respect of each type of
vehicle;
Whereas, however, the present Directive will be applied before the date
laid down for the application of the Directive of 6 February 1970;whereas at that time therefore the procedures of this last Directivewill not yet be applicable; whereas therefore an ad hocprocedure
must be laid down in the form of a communication certifying that avehicle type has been tested and that it satisfies the requirements of
this Directive;
Whereas, on the basis of that communication, each Member State
requested to grant national type approval of a type of vehicle must be
able to ascertain whether that type has been submitted to the tests laiddown in this Directive; whereas, to this end, each Member State shouldinform the other Member States of its findings by sending them a copyof the communication completed for each type of motor vehicle whichhas been tested;1970L0220 — EN — 06.02.2001 — 018.001 — 3
(1) OJ No C 160, 18.12.1969, p. 7.
(2) OJ No C 48, 16.4.1969, p. 16.
(3) OJ No L 42, 23.2.1970, p. 1.▼M6
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Whereas a longer period of adaptation should be laid down for industry
in respect of the requirements relating to the testing of the averageemission of gaseous pollutants in a congested urban area after a cold
start than in respect of the other technical requirements of this Direc-
tive;
Whereas it is desirable to use the technical requirements adopted by the
UN Economic Commission for Europe in its Regulation No 15(
1)
(Uniform provisions concerning the approval of vehicles equippedwith a positive-ignition engine with regard to the emission of gaseous
pollutants by the engine), annexed to the Agreement of 20 March 1958
concerning the adoption of uniform conditions of approval and reci-procal recognition of approval for motor vehicle equipment and parts;
Whereas, furthermore, the technical requirements must be rapidly
adapted to take account of technical progress; whereas, to this end,provision should be made for application of the procedure laid down
in Article 13 of the Council Directive of 6 February 1970 on the type
approval of motor vehicles and their trailers;
HAS ADOPTED THIS DIRECTIVE:
Article 1
For the purposes of this Directive:
— ‘vehicle’ means any vehicle as defined in Annex II Section A to
Directive 70/156/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-nical unit as defined in Article 4(1)(d) of Directive 70/156/EEC.
Article 2
No Member State may refuse to grant EEC type approval or national
type approval of a vehicle on grounds relating to air pollution by gases
from positive-ignition engines of motor vehicles:
— from 1 October 1970, where that vehicle satisfies both the require-
ments contained in Annex I, with the exception of those in items
3.2.1.1 and 3.2.2.1, and the requirements contained in Annexes II,
IV, V and VI;
— from 1 October 1971, where that vehicle satisfies, in addition, the
requirements contained in items 3.2.1.1 and 3.2.2.1 of Annex I and
in Annex III.
Article 2a
No Member State may refuse or prohibit the sale or registration, entry
into service or use of a vehicle on grounds relating to air pollution bygases from positive-ignition engines of motor vehicles if that vehiclesatisfies the requirements set out in Annexes I, II, III, IV, V and VI.1970L0220 — EN — 06.02.2001 — 018.001 — 4
(1) ECE (Geneva) Document W/TRANS/WP 29/293/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 theother Member States and to the applicant. Other Member States whichare requested to grant national type approval for the same type ofvehicle shall accept that document as proof that the tests provided forhave been carried out.
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
vehicles and their trailers enters into force.
Article 4
The Member State which has granted type approval shall take the
necessary measures to ensure that it is informed of any modificationof a part or characteristic referred to in item 1.1 of Annex I. Thecompetent authorities of that Member State shall determine whetherfresh tests should be carried out on the modified prototype and whether
a fresh report should be drawn up. Where such tests reveal failure to
comply with the requirements of this Directive, the modification shallnot be approved.
Article 5
The amendments necessary for adjusting the requirements of
►
M15Annexes I to XI ◄so as to take account of technical progress
shall be adopted in accordance with the procedure laid down in Article13 of the Council Directive of 6 February 1970 on the type approval ofmotor vehicles and their trailers.
Article 6
1. Member States shall adopt provisions containing the requirements
needed in order to comply with this Directive before 30 June 1970 and
shall forthwith inform the Commission thereof.
2. Member States shall ensure that they communicate to the
Commission the text of the main provisions of national law whichthey adopt in the field covered by this Directive.
Article 7
This Directive is addressed to the Member States.1970L0220 — EN — 06.02.2001 — 018.001 — 5
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LIST OF ANNEXES
ANNEX I: Scope, definitions, application for EC type-approval, granting of ec type-approval,
requirements and tests, extension of EC type-approval, conformity of production
and in-service vehicles, on-board diagnostic (OBD) systems
Appendix 1: Verification of production conformity
(1st statistical method)
Appendix 2: Verification of production conformity
(2nd statistical method)
Appendix 3: In-service conformity check
Appendix 4: Statistical procedure for in-service conformity testing
ANNEX II: Information document
Appendix: Information on text conditions
ANNEX III: Type I test (verifying the average tailpipe emissions after a cold start)
Appendix 1: Operating cycle used for the type I test
Appendix 2: Chassis dynamometer
Appendix 3: Measurement method on the road-simulation on a chassis dynamometer
Appendix 4: Verification of inertias other than mechanical
Appendix 5: Description of tailpipe emission-sampling systems
Appendix 6: Method of calibrating the equipment
Appendix 7: Total system verification
Appendix 8: Calculation of the emission of pollutants
ANNEX IV: Type II test (carbon monoxide emission test at idling speed)
ANNEX V: Type III test (verifying emissions of crankcase gases)ANNEX VI: Type IV test (determination of evaporative emissions from vehicles with positive-
ignition engines)
Appendix 1: Calibration frequency and methods
Appendix 2: Diurnal ambient temperature profile for the diurnal emission test
ANNEX VII: Type VI test: Verifying the average low ambient temperature carbon monoxide and
hydrocarbon tailpipe emissions after a cold start
ANNEX VIII: Type V test (ageing test for verifying the durability of anti-pollution devices)
ANNEX IX: Specifications of reference fuels
ANNEX IX a: Specifications of gaseous reference fuelsANNEX X: Model EC type-approval certificate
Appendix: Addendum to EC information document
ANNEX XI: On-board-diagnostics (OBD) for motor vehicles
Appendix 1: Functional aspects of OBD systems
Appendix 2: Essential characteristics of the vehicle family
ANNEX XII: EC type-approval for a vehicle fuelled by LPG or natural gas with regards to its
emissions
ANNEX XIII: EC type-approval of replacement catalytic converter as separate technical unit
Appendix 1: Information document
Appendix 2: EC type-approval certificate
Appendix 3: EC type-approval mark1970L0220 — EN — 06.02.2001 — 018.001 — 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
This Directive applies to
— 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) systems of motor vehicles equipped with positive-igni-
tion engines,
and
— tailpipe emissions, the durability of anti-pollution devices and
on-board diagnostic (OBD) systems of vehicles of category
M1and N1(1), equipped with compression-ignition engines,
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 N1for which type-approval has been granted pursuant
to Directive 88/77/EEC(2).
At the request of the manufacturers, type-approval pursuant to
this Directive may be extended from M1or N1vehicles equipped
with compression ignition engines which have already been type-
approved, to M2and N2vehicles having a reference mass not
exceeding 2 840 kg and meeting the conditions of section 6 of
this Annex (extension of EEC type-approval).
This Directive also applies to:
— the EC type-approval procedure for replacement catalytic
converters as separate technical units intended to be fitted on
vehicles of category M1and N1,
— 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
For the purposes of this Directive:
2.1. ‘Vehicle type’ with regard to the tailpipe emissions from the
engine, means a category of power-driven vehicles which do not
differ in such essential respects as:
2.1.1. the equivalent inertia determined in relation to the reference mass
as prescribed in section 5.1 of Annex III; and
2.1.2. the engine and vehicle characteristics as defined in Annex II.
2.2. ‘Reference mass’ means the mass of the vehicle in running order
less the uniform mass of the driver of 75 kg and increased by a
uniform mass of 100 kg.
2.2.1. ‘Mass of the vehicle in running order’ means the mass defined in
section 2.6 of Annex I to Directive 70/156/EEC.
2.3. ‘Maximum mass’ means the mass defined in section 2.7 of
Annex I to Directive 70/156/EEC.1970L0220 — EN — 06.02.2001 — 018.001 — 7
(1) As defined in Part A of Annex II to Directive 70/156/EEC.
(2) OJ L 36, 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, and hydrocarbons assuming ratio of:
—C1H1.85for petrol,
—C1H1.86for diesel,
—C1H2.525for LPG,
—C H4for NG.
2.5. ‘Particulate pollutants’ means components of the exhaust gas
which are removed from the diluted exhaust gas at a maximum
temperature of 325 K (52 ºC) by means of the filters described
in Annex III.
2.6. ‘Tailpipe emissions’ means:
— for positive-ignition engines, the emission of gaseous pollu-
tants,
— for compression-ignition engines, the emission of gaseous and
particulate pollutants.
2.7. ‘Evaporative emissions’ means the hydrocarbon vapours lost from
the fuel system of a motor vehicle other than those from tailpipe
emissions.
2.7.1. ‘Tank breathing losses’ are hydrocarbon emissions caused by
temperature changes in the fuel tank (assuming a ratio of C1H2,33).
2.7.2. ‘Hot soak losses’ are hydrocarbon emissions arising from the fuel
system of a stationary vehicle after a period of driving (assuming
a ratio of C1H2,20).
2.8. ‘Engine crankcase’ means the spaces in, or external to, an engine
which are connected to the oil sumpby internal or external ducts
through which gases and vapours can escape.
2.9. ‘Cold start device’ means a device which temporarily enriches the
air/fuel mixture of the engine thus assisting the engine to start.
2.10. ‘Starting aid’ means a device which assists the engine to start
without enrichment of the air/fuel mixture of the engine, e.g.
glow plugs, modifications to the injection timing.
2.11. ‘Engine capacity’ means:
2.11.1. for reciprocating piston engines, the nominal engine swept
volume,
2.11.2. for rotary piston (Wankel) engines, double the nominal engine
swept volume.
2.12. ‘Anti-pollution device’ means those components of a vehicle that
control and/or limit tailpipe and evaporative emissions.
2.13. ‘OBD’ an on-board diagnostic system for emission control which
has the capability of identifying the likely area of malfunction by
means of fault codes stored in computer memory.
2.14. ‘In-service test’ means the test and evaluation of conformity
conducted in accordance with section 7.1.7 of this Annex.
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
this Annex.
2.16. ‘Defeat device’ means any element of design which senses
temperature, vehicle speed, engine RPM, transmission gear, mani-
fold vacuum or any other parameter for the purpose of activating,
modulating, delaying or deactivating the operation of any part of
the emission control system, that reduces the effectiveness of the
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
device if:
I. the need for the device is justified in terms of protecting the
engine against damage or accident and for safe operation of
the vehicle, or
II. the device does not function beyond the requirements of
engine starting, or1970L0220 — EN — 06.02.2001 — 018.001 — 8
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III. conditions are substantially included in the Type I or Type
VI test procedures.
2.17. ‘Original equipment catalytic converter’ means a catalytic
converter or an assembly of catalytic converters covered by the
type-approval delivered for the vehicle and whose types are indi-
cated in the document in Annex II to this Directive.
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
those defined in point 2.17.
2.19. ‘Automotive LPG or NG equipment’ means any assembly of
automotive LPG or NG components designed to be fitted on one
or more given types of motor vehicles, which can be approved as
a separate technical unit.
2.20. ‘Family of vehicles’ means a groupof vehicle typ es identified by
a parent vehicle for the purpose of Annex XII.
2.21. ‘Fuel requirement by the engine’ means the type of fuel normally
used by the engine:
— petrol,
— LPG (liquefied petroleum gas),
— NG (natural gas),
— both petrol and LPG,— both petrol and NG,
— diesel fuel.
3. APPLICATION FOR EC TYPE-APPROVAL
3.1. The application for EC type-approval pursuant to Article 3 (4) of
Directive 70/156/EEC of a vehicle type with regard to its tailpipe
emissions, evaporative emissions, durability of anti-pollution
devices as well as to its on-board diagnostic (OBD) system must
be submitted by the vehicle manufacturer.
Should the application concern an on-board diagnostic (OBD)
system the procedure described in Annex XI, section 3 must be
followed.
3.1.1. Should the application concern an on-board diagnostic (OBD)
system, it must be accompanied by the additional information
required in section 3.2.12.2.8 of Annex II together with:
3.1.1.1. a declaration by the manufacturer of: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
section 3.3.2 of Annex XI if that percentage of misfire had been
present from the start of a type I test as described in section 5.3.1
of Annex III;
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
prior to causing irreversible damage;
3.1.1.2. detailed written information fully describing the functional opera-
tion characteristics of the OBD system, 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
OBD system;
3.1.1.3. a description of the malfunction indicator (MI) used by the OBD
system to signal the presence of a fault to a driver of the vehicle;
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-
vant data to enable extensions of approvals;
3.1.1.6. if applicable, the particulars of the vehicle family as referred to in
Annex XI, Appendix 2.1970L0220 — EN — 06.02.2001 — 018.001 — 9
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3.1.2. For the tests described in section 3 of Annex XI, a vehicle repre-
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
service determines that the submitted vehicle does not fully repre-
sent the vehicle type or vehicle family described in Annex XI,
Appendix 2, an alternative and if necessary an additional vehicle
must be submitted for test in accordance with section 3 of Annex
XI.
3.2. A model of the information document relating to tailpipe emis-
sions, evaporative emissions, durability and the on-board
diagnostic (OBD) system is given in Annex II.
3.2.1. Where appropriate, copies of other type-approvals with the rele-
vant data to enable extension of approvals and establishment of
deterioration factors must be submitted.
3.3. For the tests described in Section 5 of this Annex a vehicle repre-
sentative of the vehicle type to be approved must be submitted to
the technical service responsible for the type-approval tests.
4. GRANTING OF EC TYPE-APPROVAL
4.1. If the relevant requirements are satisfied, EC type-approval is
granted pursuant to Article 4 (3) of Directive 70/156/EEC.
4.2. A model of the EC type-approval certificate relating to tailpipe
emissions, evaporative emissions, durability and the on-board
diagnostic (OBD) system is given in Annex X.
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
another type of vehicle.
5. REQUIREMENTS AND TESTS
Note:
As an alternative to the requirements of this section, vehicle
manufacturers whose world-wide annual production is less than
10000 units may obtain EC type-approval on the basis of the
corresponding technical requirements in:
— the California Code of Regulations, Title 13, Sections 1960.1
(f) (2) or (g) (1) and (g) (2), 1960.1 (p) applicable to 1996
and later model year vehicles, 1968.1, 1976 and 1975, applic-
able to 1995 and later model year light-duty vehicles,
published by Barclay's Publishing.
The type-approval authority must inform the Commission of the
circumstances of each approval granted under this provision.
5.1. General
5.1.1. The components liable to effect tailpipe and evaporative emis-
sions must be so designed, constructed and assembled as to
enable the vehicle, in normal use, to comply with the require-
ments of this Directive, despite the vibration to which they may
be subjected.
The technical measures taken by the manufacturer must be such
as to unsure that the tailpipe and evaporative emissions are effec-
tively limited, pursuant to this Directive, throughout the normal
life of the vehicle and under normal conditions of use. This will
include the security of those hoses and their joints and connec-
tions, used within the emission control systems, which must be
so constructed as to conform with the original design intent.
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
are complied with.1970L0220 — EN — 06.02.2001 — 018.001 — 10
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For evaporative emissions, these provisions are deemed to be met
if the provisions of section 5.3.4 (type-approval) and section 7
(conformity of production) are complied with.
The use of a defeat device is prohibited.
5.1.2. Inlet orifices of petrol tanks:
5.1.2.1. Subject to 5.1.2.2, the inlet orifice of the fuel tank must be so
designed that it prevents the tank from being filled from a petrol
pump delivery nozzle which has an external diameter of 23,6 mm
or greater.
5.1.2.2. Section 5.1.2.1 does not apply to a vehicle in respect of which
both of the following conditions are satisfied, that is to say:
5.1.2.2.1. that the vehicle is so designed and constructed that no device
designed to control the emission of gaseous pollutants is
adversely affected by leaded petrol, and
5.1.2.2.2. that the vehicle is conspicuously, legibly and indelibly marked
with the symbol for unleaded petrol specified in ISO 2575-1982
in a position immediately visible to a person filling the fuel tank.
Additional markings are permitted.
5.1.3. Provision must be made to prevent excess evaporative emissions
and fuel spillage caused by a missing fuel filler cap. This may be
achieved by using one of the following:
— an automatically opening and closing, non-removable fuel
filler cap,
— design features which avoid excess evaporative emissions in
the case of a missing fuel filler cap,
— any other provision which has the same effect. Examples may
include, but are not limited to, a tethered filler cap, a chained
filler capore one utilizing the same locking key for the filler
capas for the vehicle's ignition. In this case the key must be
removable from the filler caponly in the locked condition.
5.1.4. Provisions for electronic system security
5.1.4.1. Any vehicle with an emission control computer must include
features to deter modification, except as authorised by the manu-
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
tampering and afford a level of protection at least as good as the
provisions in ISO DIS 15031-7; dated October 1998 (SAE J2186
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
not be changeable without the use of specialised tools and proce-
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) computer enclosures).
5.1.4.3. In the case of mechanical fuel-injection pumps fitted to compres-
sion-ignition engines, manufacturers must take adequate steps to
protect the maximum fuel delivery setting from tampering while
a vehicle is in service.
5.1.4.4. Manufacturers may apply to the approval authority for an exemp-
tion to one of these requirements for those vehicles which are
unlikely to require protection. The criteria that the approval
authority will evaluate in considering an exemption will include,
but are not limited to, the current availability of performance
chips, the high-performance capability of the vehicle and the
projected sales volume of the vehicle.1970L0220 — EN — 06.02.2001 — 018.001 — 11
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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
features requiring electronic access to an off site computer main-
tained by the manufacturer. Methods giving an adequate level of
tamper protection will be approved by the authority.
5.2. Applicationoftests
Figure 1.5.2 illustrates the routes for type-approval of a vehicle.
5.2.1. Positive-ignition engined vehicles must be subject to the
following tests:
— Type I (verifying the average tailpipe emissions after a cold
start),
— Type II (carbon monoxide emission at idling speed),
— Type III (emission of crankcase gases),
— Type IV (evaporation emissions),— Type V (durability of anti-pollution control devices),
— Type VI (verifying the average low ambient temperature
carbon monoxide and hydrocarbon tailpipe emissions after a
cold start,
— OBD-test.
5.2.2. Positive-ignition engine powered vehicles fuelled with LPG or
NG only shall be subjected to the following tests:
— type I (simulating the average tailpipe emissions after a cold
start),
— type II (carbon monoxide emissions at idling speed),— type III (emissions of crankcase),
— type V (durability of pollution control devices).
5.2.3. Compression-ignition engined vehicles must be subject to the
following tests:
— Type I (verifying the average tailpipe emissions after a cold
start)
— Type V (durability of anti-pollution control devices)— and, where applicable, OBD test.
5.3. Descriptionoftests
5.3.1. Type I test (simulating the average tailpipe emissions after a cold
start).
5.3.1.1. Figure I.5.3 illustrates the routes for type I test. This test must be
carried out on all vehicles referred to in section 1, of a maximum
mass not exceeding 3,5 tonnes.
5.3.1.2. The vehicle is placed on a chassis dynamometer equipped with a
means of load and inertia simulation.
►M105.3.1.2.1. A test lasting a total of ◄vehicles referred to in 8.1, a test
lasting a total of 19 minutes and 40 seconds, made upof 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
adjustment of the test equipment.
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 — 06.02.2001 — 018.001 — 12
▼M9
▼M15
▼M10
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▼M10
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▼M14
both fuels, of which the fuelling on LPG or NG has to be
performed for variation in the composition of LPG or NG, as set
out in Annex XII.
5.3.1.2.1.2. Notwithstanding the requirement of point 5.3.1.2.1.1, vehicles
that can be fuelled with both petrol and a gaseous fuel, but where
the petrol system is fitted for emergency purposes or starting only
and of which the petrol tank cannot contain more than 15 litres of
petrol will be regarded for the test type I as vehicles that can only
run on a gaseous fuel.
5.3.1.2.2. Part One of the test is made upof four elementary urban cycles.
Each elementary urban cycle comprises fifteen phases (idling,
acceleration, steady speed, deceleration, etc.).
5.3.1.2.3. Part Two of the test is made upof one extra urban cycle. The
extra urban cycle comprises 13 phases (idling, acceleration,
steady speed, deceleration, etc.).
Figure I.5.2
Differentroutesfortype-approvalandextensions
Type-approval testPositive-ignition engined vehicles
of categories M and NCompression-ignition engined
vehicles of categories M1and N1
Type I Yes
(maximum mass ≤3,5 t)Yes
(maximum mass ≤3,5 t)
Type II Yes —
Type III Yes —
Type IV Yes
(maximum mass ≤3,5 t)—
Type V Yes
(maximum mass ≤3,5 t)Yes
(maximum mass ≤3,5 t)
Type VI Yes
(vehicles in Category M1and
Category N1, Class 1 (1)—
Extension Section 6 — Section 6
—M2and N2with reference
mass not more than
2 840 kg(2)
On-board
diagnosticsYes
in accordance with section 8.1Yes
in accordance with section 8.2
and 8.3
(1) The Commission will as soon as possible, but not later than 31 December 1999, propose value
limits for Classes II and III, in accordance with the procedure laid down in Article 13 of Direc-
tive 70/156/EEC. These value limits shall be applied no later than 2003.
(2) The Commission will study further the question of extending the type-approval test to vehicles
in Categories M2and N2with a reference mass not exceeding 2 840 kg and put forward propo-
sals no later than 2004 in accordance with the procedure laid down in Article 13 of Directive70/156/EEC, for measures to be applied in 2005.
5.3.1.2.5. During the test the exhaust gases are diluted and a proportional
sample collected in one or more bags. The exhaust gases of the
vehicle tested are diluted, sampled and analyzed, following the
procedure described below, and the total volume of the diluted
exhaust is measured. Not only the carbon monoxide,hydrocarbon
and nitrogen oxide emissions, but also the particulate pollutant
emissions from vehicles equipped with compression-ignition
engines are recorded.1970L0220 — EN — 06.02.2001 — 018.001 — 13
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5.3.1.3. The test is carried out using the procedure described in Annex III.
The methods used to collect and analyse the gases and to remove
and weigh the particulates must be as prescribed.
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 from 5.3.5.
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
shown in the tables below:1970L0220 — EN — 06.02.2001 — 018.001 — 14
Reference mass
(RW)
(kg)Limit values
Mass of carbon
monoxide
(CO)Mass of hydrocar-
bons
(HC)Mass of oxides of
nitrogen
(NOx)Combined mass of
hydrocarbons and
oxides of nitrogen
(HC + NOx)Mass of
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) For compression ignition engines.
(2) Except vehicles the maximum mass of which exceeds 2 500 kg.
(3) And those Category M vehicles which are specified in note 2.▼M151970L0220 — EN — 06.02.2001 — 018.001 — 15
▼M13
Category/class of
vehicleLimit values
Reference
mass
RW
(kg)Mass of carbon
monoxide
L1(g/km)Combined mass of
hydrocarbons and
oxides of nitrogen
2(g/km)Mass of
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 ≤1 250 2,2 1,0 0,5 0,7 0,08
II 1 250 < RW
≤17004,0 1,25 0,6 1,0 0,12
III 1 700 < RW 5,0 1,5 0,7 1,2 0,17
(1) Until 30 September 1999, for vehicles fitted with diesel engines of the direct injection type, the
limit values L2and L3are the following:
L2L3
— category M(2) and N1(3) class I: 0,9 0,10
— category N1(3) class II: 1,3 0,14
— category N1(3) class III: 1,6 0,20
(2) Except:
— vehicles designed to carry more than six occupants including the driver,— vehicles whose maximum mass exceed 2 500 kg.
(
3) And those cagtegory M vehicles which are specified in footnote (2).
5.3.1.4.1. Notwithstanding the requirements of 5.3.1.4, for each pollutant or
combination of pollutants, one of the three resulting masses
obtained may exceed, by not more than 10 %, the limit
prescribed, provided the arithmetical mean of the three results is
below the prescribed limit. Where the prescribed limits are
exceeded for more than one pollutant it is immaterial whether
this occurs in the same test or in different tests
►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-engined vehicles in the above table.
5.3.1.5. The number of tests prescribed in 5.3.1.4 is reduced in the condi-
tions hereinafter defined, where V1is the result of the first test
and V2the result of the second test for each pollutant or for the
combined emission of two pollutants subject to limitation.
5.3.1.5.1. Only one test is performed if the result obtained for each pollu-
tant or for the combined emission of two pollutants subject to
limitation, is less than or equal to 0,70 L (ie. V1≤0,70 L).
5.3.1.5.2. If the requirement of 5.3.1.5.1 is not satisfied, only two tests are
performed if, for each pollutant or for the combined emission of
two pollutants subject to limitation, the following requirements
are met:
V1≤0,85 L and V1+V2≤1,70 L and V2≤L.
5.3.2. Type II test (carbon monoxide emission test at idling speed)
5.3.2.1. This test is carried out on vehicles powered by a positive-ignition
engine to which the test specified in 5.3.1 does not apply.
5.3.2.1.1. Vehicles which can be fuelled either with petrol or with LPG or
NG shall be tested in the test type II on both fuels.1970L0220 — EN — 06.02.2001 — 018.001 — 16
▼M9
▼M12
▼M14
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▼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 system is fitted for emergency 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
vehicles that can only run on a gaseous fuel.
5.3.2.2. When tested in accordance with Annex IV, the carbon monoxide
content by volume of the exhaust gases emitted with the engine
idling must not exceed 3,5 % at the setting specified by the
manufacturer and must not exceed 4,5 % within the range of
adjustments specified in that Annex.
5.3.3. Type III test (verifying emissions of crankcase gases)
5.3.3.1. This test must be carried out on all vehicles referred to in section
1 except those having compression-ignition engines.
5.3.3.1.1. Vehicles that can be fuelled either with petrol or with LPG or NG
should be tested in the type III test on petrol only.
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 system is fitted for emergency 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
that can only run on a gaseous fuel.1970L0220 — EN — 06.02.2001 — 018.001 — 17
▼M10
▼M9
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▼M12
Figure I.5.3
FlowchartforthetypeItype-approval
(see section 5.3.1)
1970L0220 — EN — 06.02.2001 — 018.001 — 18
▼M9
5.3.3.2. When tested in accordance with Annex V, the engine's crankcase
ventilation system must not permit the emission of any of the
crankcase gases into the atmosphere.
5.3.4. Type IV test (determination of evaporative emissions)
5.3.4.1. This test must be carried out on all vehicles referred to in Section
1 except those vehicles ►M14having a compression-ignition
engine, and the vehicles fuelled with LPG or NG. ◄
5.3.4.1.1. Vehicles that can be fuelled either with petrol or with LPG or NG
should be tested in the type IV test on petrol only.
5.3.4.2. When tested in accordance with Annex VI, evaporative emissions
shall be less than 2 g/test.
5.3.5.(1)Type VI test (verifying the average low ambient temperature
carbon monoxide and hydrocarbon tailpipe emissions after a
cold start)
5.3.5.1. This test must be carried out on all M1and N1Class I(2) vehicles
equipped with a positive-ignition engine, except vehicles
designed to carry more than six occupants and vehicles whose
maximum mass exceeds 2 500 kg.
5.3.5.1.1. The vehicle is placed on a chassis dynamometer equipped with a
means of load an inertia simulation.
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.1.2 of the Appendix. The low ambient temperature test lasting
a total of 780 seconds must be carried out without interruption
and start at engine cranking.
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 asdescribed in Annex VII.
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, sampled and analysed, following the procedure described
in Annex VII, and the total volume of the diluted exhaust is
measured. The diluted exhaust gases are analysed for carbon
monoxide and hydrocarbons.
5.3.5.2. Subject to the requirements in 5.3.5.2.2 and 5.3.5.3 the test must
be performed three times. The resulting mass of carbon monoxide
and hydrocarbon emission must be less than the limits shown in
the table below:
Test temperatureCarbon monoxide
L1(g/km)Hydrocarbons
L2(g/km)
266 ºK (− 7 ºC) 15 1,8
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
limit prescribed by not more than 10 %, provided the arithmetical
mean value of the three results is below the prescribed limit.
Where the prescribed limits are exceeded for more than one
pollutant it is immaterial whether this occurs in the same test or
in different tests.
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-1970L0220 — EN — 06.02.2001 — 018.001 — 19
(1) This section is applicable to new types from 1 January 2002.
(2) The Commission will, as soon as possible, but not later than 31 December 1999,
propose limit values for Classes II and III, in accordance with the procedure laiddown in Article 13 of Directive 70/156/EEC. These limit values shall be applied no
later than 2003.▼M10
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▼M9
▼M15
▼M15
tical mean of the first three results falls between 100 % to 110 %
of the limit. In this case, the requirement after testing is only that
the arithmetical mean of all 10 results must be less than the limit
value.
5.3.5.3. The number of tests prescribed in 5.3.5.2 may be reduced
according to 5.3.5.3.1 and 5.3.5.3.2.
5.3.5.3.1. Only one test is performed if the result obtained for each pollu-
tant of the first test is less than or equal to 0,70 L.
5.3.5.3.2. If the requirement of 5.3.5.3.1 is not satisfied, only two tests are
performed if for each pollutant the result of the first test is less
than or equal to 0,85 L and the sum of the first two results is
less than or equal to 1,70 L and the result of the second test is
less than or equal to L.
(V1≤0,85 L and V1+V2≤1,70 L and V2≤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' (remainder unchanged). ◄The test represents an ageing
test of 80000 kilometres driven in accordance with the
programme described in Annex VII on a test track, on the road
or on a chassis dynamometer.
►M155.3.6.1.1. ◄Vehicles that can be fuelled either with petrol or with
LPG or NG should be tested in the type V test on petrol only.
►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 ◄.
Engine CategoryDeterioration factors
CO HC NOxHC +
NOx(1)Particulat-
es
Positive-ignition engines 1,2 1,2 1,2 — —
Compression-ignition
engines1,1 — 1,0 1,0 1,2
(1) For compression-ignition engined vehicles.
At the request of the manufacturer, the technical service may
carry out the type I test before the type V test has been completed
using the deterioration factors in the table above. On completion
of the type V test, the technical service may then amend the type-
approval results recorded in Annex IX by replacing the deteriora-
tion factors in the above table with those measured in the type V
test.
5.3.6.3. Deterioration factors are determined using either the procedure in
5.3.6.1 or using the values in the table in 5.3.6.2. The deteriora-
tion factors are used to establish compliance with the
requirements of 5.3.1.4.
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-
dance with this Directive.
5.3.7.2. When tested in accordance with Annex IV (type II test) at normal
idling speed:
— the carbon monoxide content by volume of the exhaust gases
emitted must be recorded,1970L0220 — EN — 06.02.2001 — 018.001 — 20
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— the engine speed during the test must be recorded, including
any tolerances.
5.3.7.3. When tested at ‘high idle’ speed (i. e. > 2 000 min−1):
— the carbon monoxide content by volume of the exhaust gases
emitted must be recorded,
— the Lambda value(1) must be recorded.
— the engine speed during the test must be recorded, including
any tolerances.
5.3.7.4. The engine oil temperature at the time of the test must be
measured and recorded.
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 as
being representative of typical production vehicles within 24
months of the date of the granting of type-approval by the tech-
nical service. An assessment must be made on the basis of
surveys and studies of production vehicles.
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 vehicleswhich are not equipped with on OBD, according to Annex XIII.
6. MODIFICATIONS OF THE TYPE AND AMENDMENTS TO
APPROVALS
In the case of modifications of the type approved pursuant to this
Directive, the provisions of Article 5 of Directive 70/156/EEC
and, if applicable, the following special provisions shall apply:
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
two higher equivalent inertia or any lower equivalent inertia.
6.1.1.2. In the case of vehicles of category N
1and vehicles of category M
referred to in note 2 of Section 5.3.1.4, if the reference mass of
the vehicle type for which extension of the approval is requested
requires the use of a flywheel of equivalent inertia lower than that
used for the vehicle type already approved, extension of the
approval is granted if the masses of the pollutants obtained from
the vehicle already approved are within the limits prescribed for
the vehicle for which extension of the approval is requested1970L0220 — EN — 06.02.2001 — 018.001 — 21
(1) The Lambda value must be calculated using 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 þ CO½/C138 ðÞ
1þHcv
4/C0Ocv
2/C18/C19
/C2CO2½/C138 þ CO½/C138 þ K1/C2HC½/C138 ðÞ
Where:
[ ] = Concentration in % vol.
K1 = Conversion factor for NDIR measurement to FID measurement (provided by
manufacturer of measurement equipment)
Hcv = Atomic ratio of hydrogen to carbon [1,7261]Ocv = Atomic ratio of oxygen to carbon [0,0175].▼M14
▼M12
▼M15
▼M10
▼M12
▼M10
▼M9
6.1.2. Vehicle types with different overall gear ratios
Approval granted to a vehicle type may under the following
conditions be extended to vehicle types which differ from the
type approved only in respect of their transmission ratios:
6.1.2.1. ►M15Fore each of the transmission rations used in the type I
and type VI tests, ◄it is necessary to determine the proportion,
E¼V2/C0V1
V1
where, at an engine speed of 1 000 rpm, V1is the speed of the
vehicle-type approved and V2is the speed of the vehicle type
for which extension of the approval is requested.
►M156.1.2.2. If, for each gear ratio, E ≤8 %, the extension is granted
without repeating the type I and type VI tests.
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
the manufacturer ►M12subject to the approval of the technical
service.◄The report of the tests must be sent to the technical
service responsible for the type-approval tests.
6.1.3. Vehicle types of different reference masses and different overall
transmission ratios
Approval granted to a vehicle type may be extended to vehicle
types differing from the approved type only in respect of their
reference mass and their overall transmission ratios, provided
that all the conditions prescribed in 6.1.1 and 6.1.2 are fulfilled.
6.1.4. Note:
When a vehicle type has been approved in accordance with 6.1.1
to 6.1.3, such approval may not be extended to other vehicle
types.
6.2. Evaporativeemissions(typeIVtest)
6.2.1. Approval granted to a vehicle type equipped with a control
system for evaporative emissions may be extended under the
following conditions:
6.2.1.1. The basic principle of fuel/air metering (e.g. single point injec-
tion, carburettor) must be the same.
6.2.1.2. The shape of the fuel tank and the material of the fuel tank and
liquid fuel hoses must be identical. The worst-case family with
regard to the cross-section and approximate hose length must be
tested. Whether non-identical vapour/liquid separators are accep-
table is decided by the technical service responsible for the type-
approval tests. The fuel tank volume must be within a range
of ± 10 %. The setting of the tank relief valve must be identical.
6.2.1.3. The method of storage of the fuel vapour must be identical, i.e.
trapform and volume, storage medium, air cleaner (if used for
evaporative emission control), etc.
6.2.1.4. The carburettor bowl fuel volume must be within a 10 millilitre
range.
6.2.1.5. The method of purging of the stored vapour must be identical
(e.g. air flow, start point or purge volume over driving cycle).
6.2.1.6. The method of sealing and venting of the fuel metering system
must be identical.
6.2.2. Further notes:
(i) different engine sizes are allowed;
(ii) different engine powers are allowed;
(iii) automatic and manual gearboxes, two and four wheel trans-
missions are allowed;
(iv) different body styles are allowed;
(v) different wheel and tyre sizes are allowed.
6.3. Durabilityofanti-pollutiondevices
(type V test)1970L0220 — EN — 06.02.2001 — 018.001 — 22
▼M9
6.3.1. Approval granted to a vehicle type may be extended to different
vehicle types, provided that the engine/pollution control system
combination is identical to that of the vehicle already approved.
To this end, those vehicle types whose parameters described
below are identical or remain within the limit values prescribed
are considered to belong to the same engine/pollution control
system combination.
6.3.1.1. Engine:
— number of cylinders,
— engine capacity (± 15 %),
— configuration of the cylinder block,— number of valves,
— fuel system,
— type of cooling system,— combustion process,
— cylinder bore centre to centre dimensions.
6.3.1.2. Pollution control system:
— Catalytic converters:
— number of catalytic converters and elements,
— size and shape of catalytic converters (volume of monolith
± 10 %),
— type of catalytic activity (oxidizing, three-way, …),
— precious metal load (identical or higher),
— precious metal ratio (± 15 %),
— substrate (structure and material),— cell density,— type of casing for the catalytic converter(s),
— location of catalytic converters (position and dimension in
the exhaust system, that does not produce a temperature
variation of more than 50 K at the inlet of the catalytic
converter). ►
M12This temperature variation shall be
checked under stabilized conditions at a speed of 120 km/
h and the load setting of type I test. ◄
— Air injection:
— with or without
— type (pulsair, air pumps, …).
— EGR:
— with or without.
6.3.1.3. Inertia category: the two inertia categories immediately above
and any inertia category below.
6.3.1.4. The durability test may be achieved by using a vehicle, the body
style, gear box (automatic or manual) and size of the wheels or
tyres of which are different from those of the vehicle type for
which the type approval is sought.
6.4. On-board diagnostics
6.4.1. Approval granted to a vehicle type with respect to the OBD
system may be extended to different vehicle types belonging to
the same vehicle-OBD family as described in Annex XI,
Appendix 2. The engine emission control system must be iden-
tical to that of the vehicle already approved and comply with the
description of the OBD engine family given in Annex XI,
Appendix 2, regardless of the following vehicle characteristics:
— engine accessories,
— tyres,
— equivalent inertia,— cooling system,— overall gear ratio,
— transmission type,1970L0220 — EN — 06.02.2001 — 018.001 — 23
▼M12
▼M9
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▼M9
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▼M15
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— type of bodywork.
7. CONFORMITY OF PRODUCTION
7.1. Measures to ensure the conformity of production must be taken in
accordance with the provisions of Article 10 of Directive 70/156/
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
checked on the basis of the description in the type-approval certi-
ficate set out in Annex X to this Directive.
As a general rule, conformity of production with regard to limita-
tion of tailpipe and evaporative emissions from the vehicle is
checked on the basis of the description in the type-approval certi-
ficate set out in Annex X and, where necessary, of all or some of
the tests of types I, II, III and IV described in section 5.2.
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, and from 1 January 2005, for a period of up to five years
of age or 100 000 km, whichever is the sooner.
7.1.1. Audit of in-service conformity by the type-approval authority is
conducted on the basis of any relevant information that the manu-
facturer has, under procedures similar to those defined in Article
10 (1) and (2), and in Annex 10 (1) and (2) of Directive 70/156/
EEC.
An audit of in-service conformity will be conducted by the type-
approval authority on the basis of information supplied by the
manufacturer. Such information must include:
— relevant surveillance test data obtained in accordance with
applicable requirements and test procedures, together with
full information for each tested vehicle such as vehicle status,
use history, service conditions and other relevant factors;
— relevant information on service and repair measures,— other relevant tests and observations recorded by the manu-
facturer, including especially records of indications from the
OBD system.(
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
relating to the relevant extension.
►M157.1.3.1.◄Checking the conformity of the vehicle for a type I test.
After selection by the authority, the manufacturer must not under-
take any adjustment to the vehicles selected.
►M157.1.3.1.1. ◄Three vehicles are selected at random in the series and
are tested as described in Section 5.3.1 of this Annex. The dete-1970L0220 — EN — 06.02.2001 — 018.001 — 24
(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
laid down in Article 2(3).▼M11
▼M15
▼M12
▼M11
▼M11
rioration factors are used in the same way. The limit values are
given in Section 5.3.1.4 of this Annex.
►M157.1.3.1.2. ◄If the authority is satisfied with the production standard
deviation given by the manufacturer in accordance with Annex
X to Directive 70/156/EEC, the tests are carried out according to
Appendix 1 of this Annex.
If the authority is not satisfied with the production standard
deviation given by the manufacturer in accordance with Annex
X to Directive 70/156/EEC, the tests are carried out according to
Appendix 2 of this Annex.
►M157.1.3.1.3. ◄The production of a series is deemed to conform or not to
conform on the basis of a sampling test of the vehicles once a
pass decision is reached for all the pollutants or a fail decision
is reached for one pollutant, according to the test criteria applied
in the appropriate appendix.
When a pass decision has been reached for one pollutant, that
decision will not be changed by any additional tests carried out
to reach a decision for the other pollutants.
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
another vehicle (see Figure I/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
straight off the production line.
►M157.1.3.2.1. ◄However, at the request of the manufacturer, the tests
may be carried out on vehicles which have completed:
— a maximum of 3 000 km for vehicles equipped with a positive
ignition engine,
— a maximum of 15000 km for vehicles equipped with a
compression ignition engine,
In both these cases, the running-in procedure will be conducted
by the manufacturer, who must undertake not to make any adjust-
ments to these vehicles.1970L0220 — EN — 06.02.2001 — 018.001 — 25
▼M11
Figure I.71970L0220 — EN — 06.02.2001 — 018.001 — 26
▼M11
►M157.1.3.2.2. ◄If the manufacturer wishes to run in the vehicles, (‘x’ km,
where x≤3000 km for vehicles equipped with a positive igni-
tion engine and x ≤15000 km for vehicles equipped with a
compression ignition engine), the procedure will be as follows:
— the pollutant emissions (type I) will be measured at zero and
at ‘x’ km on the first tested vehicle,
— the evolution coefficient of the emissions between zero and
‘x’ km will be calculated for each of the pollutants:
Emissions ‘x’ km
Emissions zero km
This may be less than 1,
— the other vehicles will not be run in, but their zero km emis-
sions will be multiplied by the evolution coefficient.
In this case, the values to be taken will be:
— the values at ‘x’ km for the first vehicle,
— the values at zero km multiplied by the evolution coeffi-
cient for the other vehicles.
►M157.1.3.2.3. ◄All these tests may be conducted with commercial fuel.
However, at the manufacturer's request, the reference fuels
described in Annex VIII may be used.
►M157.1.4.◄If a type III test is to be carried out, it must be conducted on
all vehicles selected for the type I COP test (7.1.1.1.1). The
conditions laid down in 5.3.3.2 must be complied with.
►M157.1.5.◄If a type IV test is to be carried out, it must be conducted in
accordance with Section 7 of Annex VI.
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
from the series and subjected to the tests described in Annex XI,
Appendix 1.
7.1.6.2. The production is deemed to conform if this vehicle meets the
requirements of the tests described in Annex XI, Appendix 1.
7.1.6.3. If the vehicle taken from the series does not satisfy the require-
ments of section 7.1.6.1 a further random sample of four
vehicles must be taken from the series and subjected to the tests
described in Annex XI, Appendix 1. The tests may be carried out
on vehicles which have been run in for no more than 15000 km.
7.1.6.4. The production is deemed to conform if at least 3 vehicles meet
the requirements of the tests described in Annex XI, Appendix 1.
7.1.7. On the basis of the audit referred to in 7.1.1, the type-approval
authority must either:
— decide that conformity in use is satisfactory and not take any
further action, or
— decide that the information is insufficient or the conformity of
vehicles in use is unsatisfactory, and proceed to have vehicles
tested in accordance with Appendix 3 to this Annex.
7.1.7.1. Where type I tests are considered necessary to check the confor-
mity of emission control devices with the requirements for their
performance while in service, such tests must be carried out using
a test procedure meeting the statistical criteria defined in
Appendix 4 to this Annex.
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.
The manufacturer must be consulted on the choice of the vehicles
in the sample and be allowed to attend the confirmatory checks of
the vehicles.
7.1.7.3. The manufacturer is authorized, under the supervision of the
type-approval authority, to carry out checks, even of a destructive1970L0220 — EN — 06.02.2001 — 018.001 — 27
▼M15
▼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. use of leaded petrol before the test date). Where the results
of the checks confirm such causes, those test results are excluded
from the conformity check.
7.1.7.4. Where the type-approval authority is not satisfied with the results
of the tests in accordance with the criteria defined in Appendix 4,
the remedial measures referred to in Article 11 (2) and in Annex
X to Directive 70/156/EEC are extended to vehicles in service
belonging to the same vehicle type which are likely to be affected
with the same defects in accordance with section 6 of Appendix
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
the same plan of remedial measures be applied to all vehicles of
the same type registered in their territory.
7.1.7.5. If a Member State has established that a vehicle type does not
conform to the applicable requirements of Appendix 3 to this
Annex, it must notify without delay the Member State which
granted the original type-approval in accordance with the require-
ments of Article 11 (3) of Directive 70/156/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 inform the manufacturer
that a vehicle type fails to satisfy the requirements of these provi-
sions and that certain measures are expected of the manufacturer.
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
requirements of sections 6.1 to 6.8 of Appendix 3. The competent
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
be initiated.
8. ON-BOARD DIAGNOSTIC (OBD) SYSTEM FOR MOTOR
VEHICLES
8.1. Vehicleswithpositive-ignitionengines
8.1.1. Petrol fuelled engines
With effect from 1 January 2000 for new types and from 1
January 2001 for all types, vehicles of category M1 — except
vehicles the maximum mass of which exceeds 2 500 kg — and
vehicles of category N1 class I, must be fitted with an OBD
system for emission control in accordance with Annex XI.
With effect from 1 January 2001 for new types and from 1
January 2002 for all types, vehicles of category N1 classes II
and III and vehicles of category M1, the maximum mass of which
exceeds 2500 kg, must be fitted with an OBD system for emis-
sion control in accordance with Annex XI.
8.1.2. LPG and natural gas fuelled vehicles
With effect from 1 January 2003 for new types and from 1
January 2004 for all types, vehicles of category M1 — except
vehicles the maximum mass of which exceeds 2 500 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
OBD system for emission control in accordance with Annex XI.1970L0220 — EN — 06.02.2001 — 018.001 — 28
▼M17
▼M17
With effect from 1 January 2006 for new types and from 1
January 2007 for all types, vehicles of category N1 classes II
and III and vehicles of category M1, the maximum mass of which
exceeds 2 500 kg, running permanently or part-time on either
LPG or natural gas fuel, must be fitted with an OBD system for
emission control in accordance with Annex XI.
8.2. Vehicleswithcompression-ignitionengines
Vehicles of category M1, except
— vehicles designed to carry more than six occupants including
the driver,
— vehicles whose maximum mass exceeds 2 500 kg,
from 1 January 2003 for new types and from 1 January 2004 for
all types, must be fitted with an on-board diagnostic (OBD)
system for emission control in accordance with Annex XI.
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,
Appendix 1, are applicable.
8.3. Vehicles with compression-ignition engines exempt from
Section8.2
From 1 January 2005 for new types and from 1 January 2006 for
all types, vehicles of category M1exempted by Section 8.2,
except vehicles of category M1equipped with compression-igni-
tion engines and the maximum mass of which exceeds 2 500 kg,
and vehicles in category N1class 1 equipped with compression-
ignition engines, must be fitted with on-board diagnostic (OBD)
systems for emission control in accordance with Annex XI.
From 1 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 2 500 kg, must be fitted with on-board
diagnostic (OBD) systems for emission control in accordance
with Annex XI.
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
Annex XI, Appendix 1, are applicable.
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,
Appendix 1 are applicable.1970L0220 — EN — 06.02.2001 — 018.001 — 29
▼M16
▼M11
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
deviation is satisfactory.
2. With a minimum sample size of 3, the sampling procedure is set so that the
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
with 65 % of the production defective is 0,1 (consumer's risk = 10 %).
3. For each of the pollutants given in Section 5.3.1.4 of Annex I, the following
procedure is used (see Figure I.7).
Taking:
L = the natural logarithm of the limit value for the pollutant,
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
natural logarithm of the measurements),
n = the current sample number.
4. Compute for the sample the test statistic quantifying the sum of the standard
deviations from the limit and defined as:
1
sXn
i¼1L/C0xi ðÞ
5. Then:
— if the test statistic is greater than the pass decision number for the sample
size given in Table (I.1.5), the pollutant is passed,
— if the test statistic is less than the fail decision number for the sample size
given in Table (I.1.5), the pollutant is failed; otherwise, an additional
vehicle is tested according to Section 7.1.1.1 of Annex I and the calcula-
tion reapplied to the sample with a sample size one unit greater.
TABLE I.1.5
Cumulative number of tested
vehicles
(current sample size)Pass decision threshold Fail decision threshold
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 — 06.02.2001 — 018.001 — 30
▼M11
Appendix 2
1. This Appendix describes the procedure to be used to verify the production
conformity requirements for the type I test when the manufacturer's evidence
of production standard deviation is either unsatisfactory or unavailable.
2. With a minimum sample size of 3, the sampling procedure is set so that the
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
with 65 % of the production defective is 0,1 (consumer's risk = 10 %).
3. The measurements of the pollutants given in Section 5.3.1.4 of Annex I are
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
the current sample number.
4. If the natural logarithms of the measurements in the series are x1,x2,… ,xjand L is the natural logarithm of the limit value for the pollutant, then define:
dj=xj−L
dn¼1
nXn
j¼1dj
v2
n¼1
nXn
j¼1dj/C0dn/C0/C1 2
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
be used to determine whether the series has passed or failed as follows:
For m0≤n≤m:
— pass the series if dn/vn≤An,
— fail the series if dn/vn≥Bn,
— take another measurement if An<dn/vn<Bn.
6.Remarks
The following recursive formulae are useful for computing successive values
of the test statistic:
dn¼ 1/C01
n/C18/C19
dn/C01þ1
ndn
v2
n¼1/C01
n/C18/C19
v2
n/C01þdn/C0dn/C0/C1 2
n/C01
n¼2;3;...;d1¼d1;v 1¼0/C0/C11970L0220 — EN — 06.02.2001 — 018.001 — 31
▼M11
TABLE I.2.5
Minimum sample size = 3
Sample size
nPass decision threshold
AnFail decision threshold
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 — 06.02.2001 — 018.001 — 32
▼M15
Appendix 3
IN-SERVICECONFORMITYCHECK
1. INTRODUCTION
This Appendix sets out the criteria referred to in section 7.1.7 of this
Annex regarding the selection of vehicles for testing and the procedures
for the in-service conformity control.
2. SELECTION CRITERIA
The criteria for acceptance of a selected vehicle are defined in sections
2.1 to 2.8 of this Appendix. Information is collected by vehicle exami-
nation and an interview with the owner/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
European Community.
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, whichever is the sooner.
2.3. There must be a maintenance record to show that the vehicle has been
properly maintained, e. g. has been serviced in accordance with the
manufacturer's recommendations.
2.4. The vehicle must exhibit no indications of abuse (e. g. racing, over-
loading, misfuelling, or other misuse), or other factors (e. g. tampering)
that could affect emission performance. In the case of vehicles fitted
with an OBD system, the fault code and mileage information stored in
the computer are taken into account. A vehicle must not be selected for
testing if the information stored in the computer shows that the vehicle
has operated after a fault code was stored and a relatively prompt repair
was not carried out.
2.5. There must have been no unauthorized major repair to the engine or
major repair of the vehicle.
2.6. The lead content and sulphur content of a fuel sample from the vehicle
tank must meet applicable standards and there must be no evidence of
misfuelling. Checks may be done in the tailpipe, etc.
2.7. There must be no indication of any problem that might jeopardize the
safety of laboratory personnel.
2.8. All anti-pollution system components on the vehicle must be in confor-
mity with the applicable type-approval.
3. DIAGNOSIS AND MAINTENANCE
Diagnosis and any normal maintenance necessary must be performed on
vehicles accepted for testing, prior to measuring exhaust emissions, in
accordance with the procedure laid down in section 3.1 to 3.7.
3.1. The following checks must be carried out: checks on air filter, all drive
belts, all fluid levels, radiator cap, all vacuum hoses and electrical
wiring related to the antipollution system for integrity; checks on igni-
tion, fuel metering and anti-pollution device components for
maladjustments and/or tampering. All discrepancies must be recorded.
3.2. The OBD system shall be checked for proper functioning. Any malfunc-
tion indications in the OBD memory must be recorded and the requisite
repairs must be carried out. If the OBD malfunction indicator registers a
malfunction during a preconditioning cycle, the fault may be identified
and repaired. The test may be re-run and the results of that repaired
vehicle used.
3.3. The ignition system must be checked and defective components
replaced, for example spark plugs, cables, etc.
3.4. The compression must be checked. If the result is unsatisfactory the
vehicle is rejected.
3.5. The engine parameters must be checked to the manufacturer's specifica-
tions and adjusted if necessary.1970L0220 — EN — 06.02.2001 — 018.001 — 33
▼M15
3.6. If the vehicle is within 800 km of a scheduled maintenance service, that
service must be performed according to the manufacturer's instructions.
Regardless of odometer reading, the oil and air filter may be changed at
the request of the manufacturer.
3.7. Upon acceptance of the vehicle, the fuel must be replaced with appro-
priate emission test reference fuel, unless the manufacturer accepts the
use of market fuel.
4. IN-SERVICE TESTING
4.1. When a check on vehicles is deemed necessary, emission tests in accor-
dance with Annex III to this Directive are performed on pre-conditioned
vehicles selected in accordance with the requirements of sections 2 and
3 of this Appendix.
4.2. Vehicles equipped with an OBD system may be checked for proper in-
service functionality of the malfunction indication, etc., in relation to
levels of emissions (e. g. the malfunction indication limits defined in
Annex XI to this Directive) for the type-approved specifications.
4.3. The OBD system may be checked, for example, for levels of emissions
above the applicable limit values with no malfunction indication,
systematic erroneous activation of the malfunction indication and identi-
fied faulty or deteriorated components in the OBD system.
4.4. If a component or system operates in a manner not covered by the parti-
culars in the type-approval certificate and/or information package for
such vehicle types and such deviation has not been authorized under
Article 5 (3) or (4) of Directive 70/156/EEC, with no malfunction indi-cation by the OBD, the component or system must not be replaced prior
to emission testing, unless it is determined that the component or system
has been tampered with or abused in such a manner that the OBD does
not detect the resulting malfunction.
5. EVALUATION OF RESULTS
5.1. The test results are submitted to the evaluation procedure in accordance
with Appendix 4 to this Annex.
5.2. Test results must not be multiplied by deterioration factors.
6. PLAN OF REMEDIAL MEASURES
6.1. When the type-approval authority is certain that a vehicle type is not in
conformity with the requirements of these provisions, it must request the
manufacturer to submit a plan of remedial measures to remedy the non-
compliance.
6.2. The plan of remedial measures must be filed with the type-approval
authority not later than 60 working days from the date of the notification
referred to in section 6.1. The type-approval authority must within 30
working days declare its approval or disapproval of the plan of remedial
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 planof remedial measures, an extension is granted.
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
must be assessed.
6.4. The manufacturer must provide a copy of all communications related to
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. The plan of remedial measures must include the requirements specified
in 6.5.1 to 6.5.11. The manufacturer must assign a unique identifying
name or number to the plan of remedial measures.
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
measures to be taken to correct the non-conformity.1970L0220 — EN — 06.02.2001 — 018.001 — 34
▼M15
6.5.3. A description of the method by which the manufacturer informs the
vehicle owners.
6.5.4. A description of the proper maintenance or use, if any, which the manu-
facturer stipulates as a condition of eligibility for repair under the plan
of remedial measures, and an explanation of the manufacturer's reasons
for imposing any such condition. No maintenance or use conditions may
be imposed unless it is demonstrably related to the non-conformity and
the remedial measures.
6.5.5. A description of the procedure to be followed by vehicle owners to
obtain correction of the non-conformity. This must include a date after
which the remedial measures may be taken, the estimated time for the
workshop to perform the repairs and where they can be done. The repair
must be done expediently, within a reasonable time after delivery of the
vehicle.
6.5.6. A copy of the information transmitted to the vehicle owner.
6.5.7. A brief description of the system which the manufacturer uses to assure
an adequate supply of component or systems for fulfilling the remedial
action. It must be indicated when there will be an adequate supply of
components or systems to initiate the campaign.
6.5.8. A copy of all instructions to be sent to those persons who are to perform
the repair.
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. which support these conclusions.
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. Where the plan of remedial measures includes a recall, a description of
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, or modification.
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
for a period of 5 years from the implementation of the plan of remedial
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 — 06.02.2001 — 018.001 — 35
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Appendix 4 (1)
STATISTICAL PROCEDURE FOR IN-SERVICE CONFORMITY
TESTING
1. This Appendix describes the procedure to be used to verify the in-service
conformity requirements for the type I test.
2. Two different procedures are to be followed:
1. One dealing with vehicles identified in the sample, due to an emis-
sion-related defect, causing outliers in the results (section 3).
2. The other dealing with the total sample (section 4).
3. PROCEDURE TO BE FOLLOWED WITH OUTLYING EMITTERS IN
THE SAMPLE.
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
exceeded significantly.
3.2. With a minimum sample size of 3, and a maximum sample size as deter-
mined by the procedure of paragraph 4, the sample is scanned for the
occurrence of outlying emitters.
3.3. When an outlying emitter is found, the cause of the excess emission must
be determined.
3.4. When more than one vehicle is found to be an outlying emitter, due to
the same cause, the sample is regarded as having failed.
3.5. When only one outlying emitter has been found, or when more than one
outlying emitter is found, but due to different causes, the sample is
increased by one vehicle, unless the maximum sample size has already
been reached.
3.5.1. When in the increased sample more than one vehicle is found to be an
outlying emitter, due to the same cause, the sample is regarded as having
failed.
3.5.2. When in the maximum sample size not more than one outlying emitter is
found, where the excess emission is due to the same cause, the sample is
regarded as having passed with regard to the requirements of section 3 of
this Appendix.
3.6. Whenever a sample is increased due to the requirements of 3.5, the statis-
tical procedure of paragraph 4 is applied to the increased sample.
4. PROCEDURE TO BE FOLLOWED WITHOUT SEPARATE EVALUA-
TION OF OUTLYING EMITTERS IN THE SAMPLE.
4.1. With a minimum sample size of three the sampling procedure is set so
that the probability of a batch passing a test with 40 % of the production
defective is 0,95 (producer's risk = 5 %) while the probability of a batch
being accepted with 75 % of the production defective is 0,15 (consumer's
risk = 15 %).
4.2. For each of the pollutants given in ►C3section 5.3.1.4 of Annex I, ◄
the following procedure is used (see Figure I/7).
WhereL = the limit value for the pollutant,
X
i= the value of the measurement for the i-th vehicle of the sample,
n = the current sample number.
4.3. The test statistic quantifying the number of non-conforming vehicles, i. e.
xi> L, is computed for the sample.
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
for the pollutant,1970L0220 — EN — 06.02.2001 — 018.001 — 36
(1) The provisions laid down in Appendix 4 must 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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— if the test statistic equals or exceeds the fail decision number for the
sample size given in the following table, a fail decision is reached for
the pollutant,
— otherwise, an additional vehicle is tested and the procedure is applied
to the sample with one extra unit.
In the following table the pass and fail decision numbers are computed in
accordance with the International Standard ISO 8422:1991.
5. A sample is regarded as having passed the test when it has passed both
the requirements of sections 3 and 4 of this Appendix.
TableforAcceptance—RejectionSamplingPlanbyAttributes
Cumulative sample size Pass decision number Fail decision number
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 — 06.02.2001 — 018.001 — 37
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Figure I.7
►(1)C41970L0220 — EN — 06.02.2001 — 018.001 — 38
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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)
The following information, if applicable, must be supplied in triplicate and incude a list of contents.
Any drawings must be supplied in appropriate scale and in sufficient detail on size A4 or on a folder
of A4 format. Photographs, if any, must show sufficient detail.
If the systems, components or separate technical units have electronic controls, information concerning
their performance must be supplied.
1970L0220 — EN — 06.02.2001 — 018.001 — 39
(*) The item numbers and footnotes used in this information document correspond to those set out in Annex I to
Directive 70/156/EEC. Items not relevant for the purpose of this Directive are omitted.
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Appendix
INFORMATION ON TEST CONDITIONS
1970L0220 — EN — 06.02.2001 — 018.001 — 46
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ANNEX III
TYPEITEST
(Verifyingtheaverage emissionoftailpipeemissionsafteracoldstart)
1. INTRODUCTION
This Annex describes the procedure for the type I test defined in
5.3.1 of Annex I. When the reference fuel to be used is LPG or
NG, the provisions of Annex XII shall apply additionally.
2. OPERATING CYCLE ON THE CHASSIS DYNAMOMETER
2.1. Descriptionofthecycle
The operating cycle on the chassis dynanometer is described in
Appendix 1 to this Annex.
2.2. General conditionsunderwhichthecycle iscarriedout
Preliminary testing cycles must be carried out if necessary to
determine how best to actuate the accelerator and brake controls
so as to achieve a cycle approximating to the theoretical cycle
within the prescribed limits.
2.3. Useofgearbox
2.3.1. If the maximum speed which can be attained in first gear is
below 15 km/h, the second, third and fourth gears are used for
the elementary urban cycles (Part One) and the second, third,
fourth and fifth gears for the extra-urban cycle (Part Two). The
second, third and fourth gears may also be used for the urban
cycle (Part One) and the second, third, four and fifth gears for
the extra-urban cycle (Part Two) when the driving instructions
recommend starting in second gear on level ground, or when first
gear is therein defined as a gear reserved for cross-country
driving, crawling or towing.
►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
the operating cycle must be recorded in the test report.
2.3.2. Vehicles equipped with semi-automatic-gearboxes are tested by
using the gears normally employed for driving, and the gear is
used in accordance with the manufacturer's instructions.
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
period of steady speed. The tolerances given in 2.4 apply.
2.3.4. Vehicles equipped with an overdrive which the driver can acti-
vate are tested with the overdrive out of action for the urban
cycle (Part One) and with the overdrive in action for the extra-
urban cycle (Part Two).
2.4. Tolerances
2.4.1. A tolerance of ± 2 km/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 — 06.02.2001 — 018.001 — 47
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the brakes, only the requirements of 6.5.3 apply. Speed tolerances
greater than those prescribed are accepted during phase changes
provided that the tolerances are never exceeded for more than
0,5 on any one occasion.
2.4.2. The time tolerances are ± 1,0 s. The above tolerances apply
equally at the beginning and at the end of each gear changing
period(1) for the urban cycle (Part One) and for the operations
Nos 3, 5 and 7 of the extra-urban cycle (Part Two).
2.4.3. The speed and time tolerances are combined as indicated in
Appendix 1.
3. VEHICLE AND FUEL
3.1. Testvehicle
3.1.1. The vehicle must be presented in good mechanical condition. It
must have been run-in and driven at least 3 000 kilometres before
the test.
3.1.2. The exhaust device must not exhibit any leak likely to reduce the
quantity of gas collected, which quantity must be that emerging
from the engine.
3.1.3. The tightness of the intake system may be checked to ensure that
carburation is not affected by an accidental intake of air.
3.1.4. The settings of the engine and of the vehicle's controls must be
those prescribed by the manufacturer. This requirement also
applies, in particular, to the settings for idling (rotation speed
and carbon monoxide content of the exhaust gases), for the cold
start device and for the exhaust gas pollutant emission control
system.
3.1.5. The vehicle to be tested, or an equivalent vehicle, must be fitted,
if necessary, with a device to permit the measurement of the
characteristic parameters necessary for chassis dynamometer
setting, in conformity with 4.1.1.
3.1.6. The technical service may verify that the vehicle's performance
conforms to that stated by the manufacturer, that it can be used
for normal driving and, more particularly, that it is capable of
starting when cold and when hot.
3.2. Fuel
The appropriate reference fuel as defined in Annex VIII must be
used for testing.
3.2.1. Vehicles that are fuelled either with petrol or with LPG or NG
shall be tested according to Annex XII with the appropriate refer-
ence fuel(s) as defined in Annex IX a.
4. TEST EQUIPMENT
4.1. Chassisdynamometer
4.1.1. The dynamometer must be capable of simulating road load within
one of the following classifications:
— dynamometer 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
to shape the load curve.
4.1.2. The setting of the dynamometer must not be affected by the lapse
of time. It must not produce any vibrations perceptible to the
vehicle and likely to impair the vehicle's normal operations.1970L0220 — EN — 06.02.2001 — 018.001 — 48
(1) It should be noted that the time of two seconds allowed includes the time for changing
gear and, if necessary, a certain amount of latitude to catch upwith the cycle.▼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
a two-roller dynamometer.
4.1.4. Accuracy
4.1.4.1. It must be possible to measure and read the indicated load to an
accuracy of ± 5 %.
4.1.4.2. In the case of a dynamometer with a fixed load curve the accu-
racy of the load setting at 80 km/h must be ± 5 %. In the case of
a dynamometer 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, dynamometer absorption must be positive.
4.1.4.3. The total inertia of the rotating parts (including the simulated
inertia where applicable) must be known and must be within ± 20
kilograms of the inertia class for the test.
4.1.4.4. The speed of the vehicle must be measured by the speed of rota-
tion of the roller (the front roller in the case of a two roller
dynamometer). It must be measured with an accuracy of ± 1 km/
h at speeds above 10 km/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
steady speed of 80 km/h and the absorbed power at 50 km/h shall
be noted. The means by which this load is determined and set are
described in Appendix 3.
4.1.5.2. Dynamometer with adjustable load curve: the load simulator must
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
and set are described in Appendix 3.
4.1.5.3. Inertia
Dynamometers with electrical inertia simulation must be demon-
strated to be equivalent to mechanical inertia systems. The means
by which equivalence is established is described in Appendix 4.
4.2. Exhaust-gassamplingsystem
4.2.1. The exhaust gas sampling system must be able to measure the
actual quantities of pollutants emitted in the exhaust gases to be
measured. The system to be used is the constant volume sampler
(CVS) system. This requires that the vehicle exhaust be continu-
ously diluted with ambient air under controlled conditions. In the
constant volume sampler concept of measuring two conditions
must be satisfied: the total volume of the mixture of exhaust
gases and dilution air must be measured and a continuously
proportional sample of the volume must be collected for analysis.
The quantities of pollutants emitted are determined from the
sample concentrations, corrected for the pollutant content of the
ambient air and the totalized flow over the test period.
The particulate pollutant emission level is determined by using
suitable filters to collect the particulates from a proportional part
flow throughout the test and determining the quantity thereof
gravimetrically in accordance with 4.3.2.
4.2.2. The flow through the system must be sufficient to eliminate water
condensation at all conditions which may occur during a test, as
defined in Appendix 5.
4.2.3. ►M12 ◄Appendix 5 gives examples of three
types of constant volume sampler system which satisfy the
requirements set out in this Annex.
4.2.4. The gas and air mixture must be homogeneous at point S2of the
sampling probe.
4.2.5. The probe must extract a true sample of the diluted exhaust
gases.
4.2.6. The system must be free of gas leaks. The design and materials
must be such that the system does not influence the pollutant
concentration in the diluted exhaust gas. Should any component1970L0220 — EN — 06.02.2001 — 018.001 — 49
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(heat exchanger, blower, etc.) change the concentration of any
pollutant gas in the diluted gas, the sampling for that pollutant
must be carried out before that component if the problem cannot
be corrected.
4.2.7. If the vehicle being tested is equipped with an exhaust pipe
comprising several branches, ►M12the connecting tubes must
be connected as near as possible to the vehicle but in such a
manner so as not to effect the functioning of the vehicle. ◄
4.2.8. Static pressure variations at the tailpipe(s) of the vehicle must
remain within ± 1,25 kPa of the static pressure variations
measured during the dynamometer driving cycle with no connec-
tion to the tailpipe(s). Sampling systems capable of maintaining
the static pressure to within ± 0,25 kPa are used if a written
request from a manufacturer to the competent authority issuing
the approval substantiates the need for the narrower tolerance.
The back-pressure must be measured in the exhaust pipe, as near
as possible to its end or in an extension having the same
diameter.
4.2.9. The various valves used to direct the exhaust gases must be of a
quick-adjustment, quick-acting type.
4.2.10. The gas samples are collected in sample bags of adequate capa-
city. These bags must be made of such materials as will not
change the pollutant gas by more than ± 2 % after 20 minutesof storage.
4.3. Analyticalequipment
4.3.1. Requirements
4.3.1.1. Pollutant gases must be analyzed with the following instruments:
Carbon monoxide (CO) and carbon dioxide (CO
2) analysis:
The carbon monoxide and carbon dioxide analysers must be of
the non-dispersive infra-red (NDIR) absorption type.
Hydrocarbons (HC) analysis — spark-ignition engines:
The hydrocarbons analyser must be of the flame ionization (FID)
type calibrated with propane gas expressed equivalent to carbon
atoms (C1).
Hydrocarbons (HC) analysis — compression-ignition engines:The hydrocarbons analyser must be of the flame ionization type
with detector, valves, pipework, etc, heated to 463 K
(190 ºC) ± 10 K (HFID). It must be calibrated with propane gas
expressed equivalent to carbon atoms (C
1).
Nitrogen oxide (NOx) analysis:
The nitrogen oxide analyser must be either of the chemilumines-
cent (CLA) or of the non-dispensive ultraviolet resonance
absorption (NDUVR) type, both with an NOx— NO converter.
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
collected by each pair of filters must be as follows:
—V
ep: flow through filters
—Vmix: flow through tunnel
— M: particulates mass (g/km)
—Mlimit: limit mass of particulates (limit mass in force, g/
km)
— m: mass of particulates collected by filters (g)
— d: actual distance corresponding to the operating
cycle (km)
M¼Vmix/C1m
Vep/C1dor m ¼M:d/C1Vep
Vmix1970L0220 — EN — 06.02.2001 — 018.001 — 50
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The particulates sample rate (Vep/Vmix) will be adjusted so
that for M = Mlimit,1≤m≤5 mg (when 47 mm
diameter filters are used).
The filter surface consist of a material that is hydro-
phobic and inert towards the components of the exhaust
gas (fluorocarbon-coated glass-fibre filters or equivalent).
4.3.1.2. Accuracy
The analysers must have a measuring range compatible with the
accuracy required to measure the concentrations of the exhaust
gas sample pollutants.
Measurement error must not exceed ± 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
measured on the same analyser with an appropriate range.
Measurement of the particulates collected shall be to a guaranteed
accuracy of 1 µg.
The microgram balance used to determine the weight of all filters
must have an accuracy of 5 µg and readability of 1 µg.
4.3.1.3. Ice-trap
No gas drying device must be used before the analysers unless
shown to have no effect on the pollutant content of the gas
stream.
4.3.2. Particular requirements for compression-ignition engines
A heated sample line for a continuous HC-analysis with the flame
ionization detector (HFID), including recorder (R) must be used.
The average concentration of the measured hydrocarbons must be
determined by integration. Throughout the test, the temperature of
theheatedsamplelinemustbecontrolledat463K(190ºC)±10K.
The heated sampling line must be fitted with a heated filter (Fh)
99 % efficient with particle ≥0,3 µm to extract any solid parti-
cles from the continuous flow of gas required for analysis. The
sampling system response time (from the probe to the analyser
inlet) must be no more than four seconds.
The HFID must be used with a constant flow (heat exchanger)
system to ensure a representative sample, unless compensation
for varying CFV or CFO flows is made.
The particulate sampling unit consists of a dilution tunnel, a
sampling probe, a filter unit, a partial-flow pump, and a flow
rate regulator and measuring unit. The particulate-sampling part
flow is drawn through two series-mounted filters. ►M12The
sampling probe for the test gas flow for particulates must be so
arranged within the dilution tract that a representative sample
gas flow can be taken from the homogeneous air/exhaust mixture
and an air/exhaust gas mixture temperature of 325 K (52 ºC) is
not exceeded immediately before the particulate filter. ◄. The
temperature of the gas flow in the flow meter may not fluctuate
more than ± 3 K, nor may the mass flow-rate fluctuate by more
than ± 5 %. Should the volume of flow change unacceptably as a
result of excessive filter loading, the test must be stopped. When
it is repeated, the rate of flow must be decreased and/or a larger
filter used. The filters must be removed from the chamber no
earlier than an hour before the test begins.
The necessary particle filters must be conditioned (as regards
temperature and humidity) in an open dish which has been
protected against dust ingress for at least eight and for not more
than 56 hours before the test in an air-conditioned chamber. After
this conditioning the uncontaminated filters are weighed and
stored until they are used.
If the filters are not used within one hour of their removal from
the weighing chamber they must be reweighed.1970L0220 — EN — 06.02.2001 — 018.001 — 51
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The one-hour limit may be replaced by an eight-hour limit if one
or both of the following conditions are met:
— a stabilized filter is placed and kept in a sealed filter holder
assembly with the ends plugged, or
— a stabilized filter is placed in a sealed filter holder assembly
which is then immediatly placed in a sample line through
which there is no flow.
4.3.3. Calibration
Each analyser must be calibrated as often as necessary and in any
case in the month before type-approval testing and at least once
every six months for verifying conformity of production. The
calibration method to be used is described in Appendix 6 for the
analysers referred to in 4.3.1.
4.4. Volumemeasurement
4.4.1. The method of measuring total dilute exhaust volume incorpo-
rated in the constant volume sampler must be such that
measurement is accurate to ± 2 %.
4.4.2. Constant volume sampler calibration
The constant volume sampler system volume measurement device
must be calibrated by a method sufficient to ensure the prescribed
accuracy and at a frequency sufficient to maintain such accuracy.
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
approved national or international standard.
4.5. Gases
4.5.1. Pure gases
The following pure gases must be available, if necessary, for cali-
bration and operation:
— purified nitrogen
(purity≤1ppmC , ≤1 ppm CO, ≤400 ppm CO2,
≤0,1 ppm NO),
— purified synthetic air
(purity,≤1ppmC , ≤1 ppm CO, ≤400 ppm CO2,
≤0,1 ppm NO); oxygen content between 18 and 21 % vol,
— purified oxygen (purity ≤99,5 % vol O2),
— purified hydrogen (and mixture containing hydrogen)
(purity≤1ppmC , ≤400 ppm CO2).
4.5.2. Calibration gases
Gases having the following chemical compositions must be avail-
able: mixtures of:
—C3H8and purified synthetic air (4.5.1),
— CO and purified nitrogen,—C O
2and purified nitrogen,
— NO and purified nitrogen.
(The amount of NO2contained in this calibration gas must not
exceed 5 % of the NO content).
The true concentration of a calibration gas must be within ± 2 %
of the stated figure.
The concentrations specified in Appendix 6 may also be obtained
by means of a gas divider, diluting with purified N2or with puri-
fied synthetic air. The accuracy of the mixing device must be
such that the concentrations of the diluted calibration gases may
be determined to within ± 2 %.
4.6. Additionalequipment
4.6.1. Temperatures
The temperatures indicated in Appendix 8 are measured with an
accuracy of ± 1,5 K.1970L0220 — EN — 06.02.2001 — 018.001 — 52
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4.6.2. Pressure
The atmospheric pressure must be measurable to within ± 0,1 kPa.
4.6.3. Absolute humidity
The absolute humidity (H) must be measurable to within ± 5 %.
4.7. The exhaust gas-sampling system must be verified by the method
described in section 3 of Appendix 7. The maximum permissible
deviation between the quantity of gas introduced and the quantity
of gas measured is 5 %.
5. PREPARING THE TEST5.1. Adjustment of inertia simulators to the vehicle's translatory
inertia
An inertia simulator is used enabling a total inertia of the rotating
masses to be obtained proportional to the reference mass within
the following limits:
Reference mass of vehicle RW
(kg)Equivalent inertia I
(kg)
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 ≤1 080 1 020
1 080 < RW ≤1 190 1 130
1 190 < RW ≤1 305 1 250
1 305 < RW ≤1 420 1 360
1 420 < RW ≤1 530 1 470
1 530 < RW ≤1 640 1 590
1 640 < RW ≤1 760 1 700
1 760 < RW ≤1 870 1 810
1 870 < RW ≤1 980 1 930
1 980 < RW ≤2 100 2 040
2 100 < RW ≤2 210 2 150
2 210 < RW ≤2 380 2 270
2 380 < RW ≤2 610 2 270
2 610 < RW 2 270
If the corresponding equivalent inertia is not available on the
dynamometer, the larger value closest to the vehicle reference
mass will be used.
5.2. Settingofdynamometer
The load is adjusted according to methods described in 4.1.4.
The method used and the values obtained (equivalent inertia —
characteristic adjustment parameter) must be recorded in the test
report.
5.3. Preconditioningofthevehicle
5.3.1. For compression-ignition engine vehicles for the purpose of
measuring particulates at most 36 hours and at least six hours
before testing, the Part Two cycle described in Appendix 1 must
be used. Three consecutive cycles must be driven. The dynam-
ometer setting is as indicated in 5.1 and 5.2.
At the request of the manufacturer vehicles with positive ignition
engine may be preconditioned with one Part I and two Part II
driving cycles.1970L0220 — EN — 06.02.2001 — 018.001 — 53
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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
(20 and 30 ºC). This conditioning must be carried out for at least
six hours and continue until the engine oil temperature and
coolant, if any, are within ± 2 K of the temperature of the room.
If the manufacturer so requests, the test must be carried out not
later than 30 hours after the vehicle has been run at its normal
temperature.
5.3.1.1. For positive-ignition engined vehicles fuelled with LPG or NG or
so equipped that they can be fuelled with either petrol or LPG or
NG, between the tests on the first gaseous reference fuel and the
second gaseous reference fuel, the vehicle shall be preconditioned
before the test on the second reference fuel. This preconditioning
is done on the second reference fuel by driving a preconditioning
cycle consisting of one part one (urban part) and two times part
two (extra-urban part) of the test cycle described in Appendix 1
to this Annex. On the manufacturer's request and with the agree-
ment of the technical service this preconditioning cycle may be
extended. The dynamometer setting shall be the one indicated in
points 5.1 and 5.2 of this Annex.
5.3.2. The tyre pressures must be the same as that specified by the
manufacturer and used for the preliminary road test for brake
adjustment. The tyre pressures may be increased by up to 50 %
from the manufacturer's recommended setting in the case of a
two-roller dynamometer. The actual pressure used must be
recorded in the test report.
6. PROCEDURE FOR BENCH TESTS6.1. Specialconditionsforcarrying outthecycle
6.1.1. During the test, the test cell temperature must be between 293
and 303 K (20 and 30 ºC). The absolute humidity (H) of either
the air in the test cell or the intake air of the engine must be
such that:
5,5≤H≤12,2 g H
2O/kg dry air
6.1.2. The vehicle must be approximately horizontal during the test so
as to avoid any abnormal distribution of the fuel.
6.1.3. ►M15A current of air of variable speed is blown over the
vehicle.◄The blower speed shall be such that, within the oper-
ating 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 corre-
sponding roller speed. The final selection of the blower shall
have the following characteristics:
— Area: at least 0,2 m2
— Height of the lower edge above ground: approximately 20 cm
— Distance from the front of the vehicle: approximately 30 cm
As an alternative the blower speed shall be at least 6m/s (21,6 km/
h). At the request of the manufacturer for special vehicles (e.g.
vans, off-road) the height of the cooling fan can be modified.
6.1.4. During the test the speed is recorded against time or collected by
the data acquisition system so that the correctness of the cycles
performed can be assessed.
6.2. Starting-uptheengine
6.2.1. The engine must be started upby means of the devices p rovided
for this purpose according to the manufacturer's instructions, as
incorporated in the driver's handbook of production vehicles.
6.2.2. ►M15The first cycle starts on the initiation of the engine start-
upp rocedure. ◄1970L0220 — EN — 06.02.2001 — 018.001 — 54
▼M14
▼M9
▼M12
▼M9
▼M14
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
by the driver.
6.3. Idling
6.3.1. Manual-shift or semi-automaticgearbox
See Appendix tables III.1.2 and III.1.3.
6.3.2. Automatic-shift gearbox
After initial engagement the selector must not be operated at any
time during the test except as in the case specified in 6.4.3 or if
the selector can actuate the overdrive, if any.
6.4. Accelerations
6.4.1. Accelerations must be so performed that the rate of acceleration
is as constant as possible throughout the phase.
6.4.2. If an acceleration cannot be carried out in the prescribed time, the
extra time required is, if possible, deducted from the time allowed
for changing gear, but otherwise from the subsequent steady-
speed period.
6.4.3. Automatic-shift gearboxes
If an acceleration cannot be carried out in the prescribed time, the
gear selector is operated in accordance with requirements for
manual-shift gearboxes.
6.5. Deceleration
6.5.1. All decelerations of the elementary urban cycle (Part One) are
effected by removing the foot completely from the accelerator,
the clutch remaining engaged. The clutch is disengaged, without
use of the gear lever, at a speed of 10 km/h.
All the decelerations of the extra-urban cycle (Part Two) are
effected by removing the foot completely from the accelerator,
the clutch remaining engaged. The clutch is disengaged, without
use of the gear lever, at a speed of 50 km/h for the last decelera-
tion.
6.5.2. If the period of deceleration is longer than that prescribed for the
corresponding phase, the vehicle's brakes are used to enable the
timing of the cycle to be complied with.
6.5.3. If the period of deceleration is shorter than that prescribed for the
corresponding phase, the timing of the theoretical cycle is
restored by constant speed or idling period merging into the
following operation.
6.5.4. At the end of the deceleration period (halt of the vehicle on the
rollers) of the elementary urban cycle (Part One) the gears are
placed in neutral and the clutch engaged.
6.6. Steadyspeeds
6.6.1. Pumping or the closing of the throttle must be avoided when
passing from acceleration to the following steady speed.
6.6.2. Periods of constant speed are achieved by keeping the accelerator
position fixed.1970L0220 — EN — 06.02.2001 — 018.001 — 55
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7. GAS AND PARTICULATE SAMPLING AND ANALYSIS
7.1. Sampling
Sampling begins (BS) before or at the initiation of the engine
start-upp rocedure and ends on conclusion of the final idling
period in the extra-urban cycle (part two, end of sampling (ES))
or, in the case of test type VI of the final idling period of the last
elementary cycle (part one).
7.2. Analysis
7.2.1. The exhaust gases contained in the bag must be analysed as soon
as possible and in any event not later than 20 minutes after the
end of the test cycle. The spent particulate filters must be taken
to the chamber no later than one hour after conclusion of the teston the exhaust gases and must there be conditioned for between
two and 36 hours and then be weighed.
7.2.2. Prior to each sample analysis the analyser range to be used for
each pollutant must be set to zero with the appropriate zero gas.
7.2.3. The analysers are then set to the calibration curves by means of
span gases of nominal concentrations of 70 to 100 % of the
range.
7.2.4. The analysers' zeros are then rechecked. If the reading differs by
more than 2 % of range from that set in 7.2.2, the procedure is
repeated.
7.2.5. The samples are then analyzed.7.2.6. After the analysis, zero and span points are rechecked using the
same gases. If these rechecks are within 2 % of those in 7.2.3,
the analysis is considered acceptable.
7.2.7. At all points in this section the flow-rates and pressures of the
various gases must be the same as those used during calibration
of the analysers.
7.2.8. The figure adopted for the concentration of each polluant
measured in the gases is that read off after stabilization on the
measuring device. Hydrocarbon mass emissions of compression-
ignition engines are calculated from the integrated HFID reading,
corrected for varying flow if necessary as shown in Appendix 5.
8. DETERMINATION OF THE QUANTITY OF GASEOUS AND
PARTICULATE POLLUTANTS EMITTED
8.1. Thevolumeconsidered
The volume to be considered must be corrected to conform to the
conditions of 101,33 kPa and 273,2 K.
8.2. Totalmassofgaseousandparticulatepollutantsemitted
The mass m of each gaseous pollutant emitted by the vehicle
during the test is determined by obtaining the product of the volu-
metric concentration and the volume of the gas in question, with
due regard to the following densities under the abovementioned
reference conditions:
In the case of carbon monoxide (CO): d = 1.25 g/l
In the case of hydrocarbons:
for petrol (CH
1.85) d = 0.619 g/l
for diesel (CH1.86) d = 0.619 g/l
for LPG (CH2.525) d = 0.649 g/l
for NG (CH4) d = 0.714 g/l
In the case of nitrogen oxides (NO2): d = 2.05 g/l1970L0220 — EN — 06.02.2001 — 018.001 — 56
▼M10
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▼M14
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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
second filter:
— if 0,95 (m1+m2)≤m1,m=m1,
— if 0,95 (m1+m2)>m1,m=m1+m2,
—i fm2>m1, the test is cancelled.
Appendix 8 gives the calculations, followed by examples, used in
determining the mass emissions of gaseous and particulate pollu-
tants.1970L0220 — EN — 06.02.2001 — 018.001 — 57
▼M9
Appendix 1
BREAKDOWNOF THEOPERATINGCYCLEUSEDFOR THE TYPEI
TEST
1. OPERATING CYCLE
1.1. The operating cycle, made up of a Part One (urban cycle) and
Part Two (extra-urban cycle), is illustrated at Figure III.1.1.
2. ELEMENTARY URBAN CYCLE (PART ONE)
See Figure III.1.2 and Table III.1.2.
2.1. Breakdownbyphases
Time
(s)%
Idling 60/C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C15030,8
35,4
Idling, vehicle moving, clutch
engaged on one combination 9 4,6
Gear-changing 8 4,1Accelerations 36 18,5
Steady-speed periods 57 29,2
Decelerations 25 12,8
195 100
2.2. Breakdownbyuseofgears
Time
(s)%
Idling 60/C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C15030,8
35,4
Idling, vehicle moving, clutch
engaged on one combination 9 4,6
Gear-changing 8 4,1
First gear 24 12,3
Second gear 53 27,2
Third gear 41 21
195 100
2.3. General information
Average speed during test: 19 km/h.
Effective running time: 195 seconds.
Theoretical distance covered per cycle: 1,013 km.
Equivalent distance for the four cycles: 4,052 km.1970L0220 — EN — 06.02.2001 — 018.001 — 58
▼M15
Figure III.1.1
Operatingcycle fortheTypeItest
1970L0220 — EN — 06.02.2001 — 018.001 — 59
Table III.1.2
Operatingcycle onthechassisdynamometer (Part One)
No of
operationOperation PhaseAccelera-
tion
(m/s2)Speed
(km/h)Duration of eachCumula-
tive time
(s)Gear to be used in the case of a
manual gearbox Operation
(s)Phase
(s)
1 Idling 1 11 11 11 6 s PM + 5 s K1(*)
2 Acceleration 2 1,04 0-15 4 4 15 13 Steady speed 3 15 9 8 23 14 Deceleration/C148/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C1504−0,69 15-10 2/C148/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C150525 1
5 Deceleration,
clutch disengaged −0,92 10-0 3 28 K
1(*)
6 Idling 5 21 21 49 16 s PM + 5 s K1(*)
7 Acceleration/C148/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C15060,83 0-15 5/C148/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C1501254 1
8 Gear change 2 569 Acceleration 0,94 15-32 5 61 2
10 Steady speed 7 32 24 24 85 211 Deceleration/C148/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C1508−0,75 32-10 8/C148/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C1501193 2
12 Deceleration,
clutch disengaged −0,92 10-0 3 96 K
2(*)
13 Idling 9 21 21 117 16 s PM + 5 s K1(*)
14 Acceleration/C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C150100-15 0-15 5/C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C15026122 1
15 Gear change 2 12416 Acceleration 0,62 15-35 9 133 217 Gear change 2 13518 Acceleration 0,52 35-50 8 143 319 Steady speed 11 50 12 12 155 320 Deceleration 12 −0,52 50-35 8 8 163 321 Steady speed 13 35 13 13 176 322 Gear change/C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/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,
clutch disengaged −0,92 10-0 3 188 K2(*)
25 Idling 15 7 7 195 7 s PM(*)
(*) PM = gearbox in neutral, clutch engaged.
K1,K2= first or second gear engaged, clutch disengaged.▼M91970L0220 — EN — 06.02.2001 — 018.001 — 60
▼M9
Figure III.1.2
Elementaryurbancycle forthetypeItest
1970L0220 — EN — 06.02.2001 — 018.001 — 61
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3. EXTRA - URBAN CYCLE (Part Two)
See Figure III.1.3 and Table III.1.3
3.1. Breakdownbyphases
Time
(s)%
Idling 20 5,0
Idling, vehicle moving, clutch engaged
on one combination 20 5,0
Gear-changing 6 1,5
Accelerations 103 25,8
Steady-speed periods 209 52,2
Decelerations 42 10,5
400 100
3.2. Breakdownbyuseofgears
Time
(s)%
Idling 20 5,0
Idling, vehicle moving, clutch engaged
on one combination 20 5,0
Gear-changing 6 1,5First gear 5 1,3
Second gear 9 2,2
Third gear 8 2,0
Fourth gear 99 24,8
Fifth gear 233 58,2
400 100
3.3. General information
Average speed during test: 62,6 km/h.
Effective running time: 400 seconds.
Theoretical distance covered per cycle: 6,955 km.
Maximal speed: 120 km/h.
Maximal acceleration: 0,833 m/s
2.
Maximal deceleration: − 1,389 m/s2.1970L0220 — EN — 06.02.2001 — 018.001 — 62
Table III.1.3
Extra-urbancycle (Part Two)forthetypeItest
No of
operationOperation PhaseAccelera-
tion
(m/s2)Speed
(km/h)Duration of eachCumulative
time
(s)Gear to be used in the case of
a manual gearbox Operation
(s)Phase
(s)
1 Idling 1 20 20 20 K1(*)
2 Acceleration/C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C15020,83 0-15 5/C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C1504125 1
3 Gear change 2 27 —4 Acceleration 0,62 15-35 9 36 25 Gear change 2 38 —6 Acceleration 0,52 35-30 8 46 37 Gear change 2 48 —8 Acceleration 0,43 50-70 13 61 49 Steady speed 3 70 50 50 111 5
10 Deceleration 4 −0,69 70-50 8 8 119 4 s.5 + 4 s.411 Steady speed 5 50 69 69 188 412 Acceleration 6 0,43 50-70 13 13 201 4
13 Steady speed 7 70 50 50 251 5
14 Acceleration 8 0,24 70-100 35 35 286 515 Steady speed 9 100 30 30 316 5(**)16 Acceleration 10 0,28 100-120 20 20 336 5(**)17 Steady speed 11 120 10 20 346 5(**)18 Deceleration/C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C15012−0,69 120-80 16/C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C147/C15034362 5(**)
19 Deceleration −1,04 80-50 8 370 5(**)20 Deceleration,
clutch disengaged −1,39 50-0 10 380 K
5(*)
21 Idle 13 20 20 400 PM(*)
(*) PM = gearbox in neutral, clutch engaged.
First or fifth gear engaged, clutch disengaged.
(**) Additional gears can be used according to manufacturer recommendations if the vehicle is equipped with a transmission with more than five gears.▼M91970L0220 — EN — 06.02.2001 — 018.001 — 63
▼M9
Figure III.1.3
Extra-urbancycle (Part Two)forthetypeItest
1970L0220 — EN — 06.02.2001 — 018.001 — 64
▼M15
▼M9
Appendix 2
CHASSISDYNAMOMETER
1. DEFINITION OF A CHASSIS DYNAMOMETER WITH FIXED
LOAD CURVE
1.1. Introduction
In the event that the total resistance to progress on the road is not
reproduced on the chassis dynamometer between speeds of 10
and►M12120 km/h ◄, it is recommended to use a chassis
dynamometer having the characteristics defined below.
1.2. Definition
1.2.1. The chassis dynamometer may have one or two rollers.
The front roller drives, directly or indirectly, the inertia masses
and the power absorption device.
1.2.2. The load absorbed by the brake and the chassis dynamometer
internal frictional effects from the speed of 0 to 120 km/h is as
follows:
F=( a+b·V2) ± 0,1 · F80(without being negative)
where:F = total load absorbed by the chassis dynamometer (N)
a = value equivalent to rolling resistance (N)
b = value equivalent to coefficient of air resistance (N/(km/
h)
2)
V = speed (km/h)
F80= load at the speed of 80 km/h (N).
2. METHOD OF CALIBRATING THE DYNAMOMETER
2.1. Introduction
This Appendix describes the method to be used to determine the
load absorbed by a dynamometer brake.
The load absorbed comprises the load absorbed by frictional
effects and the load absorbed by the power-absorption device.
The dynamometer is brought into operation beyond the range of
test speeds. The device used for starting up the dynamometer is
then disconnected: the rotational speed of the driven roller
decreases.
The kinetic energy of rollers is dissipated by the power-absorp-
tion unit and by the frictional effects. This method disregards
variations in the roller's internal frictional effects caused by
rollers with or without the vehicle. The frictional effects of the
rear roller shall be disregarded when this is free.
2.2. ►M12 Calibrating the load indicator to 80 km/h as a func-
tionoftheloadabsorbed ◄
The following procedure is used (see also Figure III.2.2.2).
2.2.1. Measure the rotational speed of the roller if this has not already
been done. A fifth wheel, a revolution counter or some other
method may be used.
2.2.2. Place the vehicle on the dynamometer or devise some other
method of starting upthe dynamometer.
2.2.3. Use the fly-wheel or any other system of inertia simulation for
the particular inertia class to be used.1970L0220 — EN — 06.02.2001 — 018.001 — 65
▼M12
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▼M12
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▼M12
Figure III.2.2.2.
Diagram illustrating the load of the chassis dynamometer
2.2.4. Bring the dynamometer to a speed of 80 km/h.
2.2.5. Note the load indicated Fi(N).
2.2.6. Bring the dynamometer to a speed of 90 km/h.
2.2.7. Disconnect the device used to start upthe dynamometer.2.2.8. Note the time taken by the dynamometer to pass from a speed of
85 km/h to a speed of 75 km/h.
2.2.9. Set the power-absorption device at a different level.2.2.10. The requirements of 2.2.4 to 2.2.9 must be repeated sufficiently
often to cover the range of ►
M12load◄used.
2.2.11. Calculate the load absorbed, using the formula
F¼Mi/C1∆V
t
where
F = load absorbed in N
Mi= equivalent inertia in kilograms (excluding the inertial
effects of free rear roller)
∆V = speed deviation in m/s (10 km/h = 2,775 m/s)
t = time taken by the roller to pass from 85 to 75 km/h.
2.2.12. Figure III.2.2.12 shows the load indicated at 80 km/h in terms of
the load absorbed at 80 km/h.1970L0220 — EN — 06.02.2001 — 018.001 — 66
▼M9
▼M12
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▼M12
▼M12
Figure III.2.2.12
Load indicated at 80 km/h in terms of load absorbed at 80 km/h
2.2.13. The operation described in 2.2.3 to 2.2.12 must be repeated for
all inertia classes to be used.
2.3. ►M12 Calibration of the load indicator as a function of the
absorbedloadforotherspeeds ◄
The procedures described in 2.2 must be repeated as often as
necessary for the chosen speeds.
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
method of starting upthe dynamometer.
2.4.2. Adjust the dynamometer to the absorbed ►M12load◄at
80 km/h.
2.4.3. Note the load absorbed at 120, 100, 80, 60, 40 and 20 km/h.►
M122.4.4. Draw the curve F(V) ◄and verify that it corresponds to the
requirements of 1.2.2.
2.4.5. Repeat the procedure set out in 2.4.1 to 2.4.4 for other values of
►M12load F◄at 80 km/h and for other values of inertia.
2.5. The same procedure must be used for force or torque calibration.
3. SETTING OF THE DYNAMOMETER
3.1. Settingmethods
The dynamometer setting may be carried out at a constant speed
of 80 km/h in accordance with the requirements of Appendix 3.
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-ignition engines.
3.1.2. Test instrumentation
The vacuum (or absolute pressure) in the intake manifold vehicle
is measured to an accuracy of ± 0,25 kPa. It must be possible to
record this reading continuously or at intervals of no more than
one second. The speed must be recorded continuously with a
precision of ± 0,4 km/h.1970L0220 — EN — 06.02.2001 — 018.001 — 67
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▼M12
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3.1.3. Road test
3.1.3.1. Ensure that the requirements of section 4 of Appendix 3 are met.3.1.3.2. Drive the vehicle at a steady speed of 80 km/h recording speed
and vacuum (or absolute pressure) in accordance with the require-
ments of 3.1.2.
3.1.3.3. Repeat procedure set out in 3.1.3.2 three times in each direction.
All six runs must be completed within four hours.
3.1.4. Data reduction and acceptance criteria
3.1.4.1. Review results obtained in accordance with 3.1.3.2 and 3.1.3.3
(speed must not be lower than 79,5 km/h or greater than
80,5 km/h for more than one second). For each run, read vacuum
level at one-second intervals, calculate mean vacuum (
v) and
standard deviation(s). This calculation must consist of no less
than 10 readings of vacuum.
3.1.4.2. The standard deviation must not exceed 10 % of mean ( v) for
each run.
3.1.4.3. Calculate the mean value ( v) for the six runs (three runs in each
direction).
3.1.5. Dynamometer setting
3.1.5.1. Preparation
Perform the operations specified in 5.1.2.2.1 to 5.1.2.2.4 of
Appendix 3.
3.1.5.2. Setting
After warm-up, drive the vehicle at a steady speed of 80 km/h
and adjust dynamometer load to reproduce the vacuum reading
(v) obtained in accordance with 3.1.4.3. Deviation from this
reading must be no greater than 0,25 kPa. The same instruments
are used for this exercise as were used during the road test.
3.2. Alternativemethod
With the manufacturer's agreement the following method may be
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
with the following table:
Reference mass of
vehiclesEquivalent
inertiaPower and load absorbed
by the dynamometer at
80 km/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 ≤1 080 1 020 6,0 270 6,1 0,0412
1 080 < RW ≤1 190 1 130 6,3 284 6,4 0,0433
1 190 < RW ≤1 305 1 250 6,7 302 6,8 0,0460
1 305 < RW ≤1 420 1 360 7,0 315 7,1 0,0481
1 420 < RW ≤1 530 1 470 7,3 329 7,4 0,0502
1 530 < RW ≤1 640 1 590 7,5 338 7,6 0,0515
1 640 < RW ≤1 760 1 700 7,8 351 7,9 0,0536
1 760 < RW ≤1 870 1 810 8,1 365 8,2 0,05571970L0220 — EN — 06.02.2001 — 018.001 — 68
▼M12
▼M12
Reference mass of
vehiclesEquivalent
inertiaPower and load absorbed
by the dynamometer at
80 km/hCoefficients
ab
RW (kg) kg kW N N N/(km/h)2
1 870 < RW ≤1 980 1 930 8,4 378 8,5 0,0577
1 980 < RW ≤2 100 2 040 8,6 387 8,7 0,0591
2 100 < RW ≤2 210 2 150 8,8 396 8,9 0,0605
2 210 < RW ≤2 380 2 270 9,0 405 9,1 0,0619
2 380 < RW ≤2 610 2 270 9,4 423 9,5 0,0646
2 610 < RW 2 270 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
3.2.1 are multiplied by the factor 1,3.1970L0220 — EN — 06.02.2001 — 018.001 — 69
▼M9
Appendix 3
RESISTANCE TO PROGRESS OF A VEHICLE — MEASUREMENT
METHOD ON THE ROAD — SIMULATION ON A CHASSIS DYNAM-
OMETER
1. OBJECT OF THE METHODS
The object of the methods defined below is to measure the resis-
tance to progress of a vehicle at stabilized speeds on the road and
to simulate this resistance on a dynamometer, in accordance with
section 4.1.5 of Annex III.
2. DEFINITION OF THE ROAD
The road must be level and sufficiently long to enable the
measurements specified below to be made. The slope must be
constant to within ± 0,1 % and must not exceed 1,5 %.
3. ATMOSPHERIC CONDITIONS
3.1. Wind
Testing must be limited to wind speeds averaging less than 3 m/s
with peak speeds less than 5 m/s. In addition, the vector compo-
nent of the wind speed across the test road must be less than 2 m/
s. Wind velocity must be measured 0,7 m above the road surface.
3.2. Humidity
The road must be dry.
3.3. Pressure—Temperature
Air density at the time of the test must not deviate by more
than ± 7,5 % from the reference conditions, p= 100 kPa and
T = 293,2 K.
4. VEHICLE PREPARATION
4.1. Selection ofthetestvehicle
If not all variants of a vehicle type(1) are measured the following
criteria for the selection of the test vehicle shall be used.
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
appropriate data for the selection.
4.1.2. Tyres
The widest tyre shall be chosen. If there are more than three tyre
sizes, the widest minus one shall be chosen.
4.1.3. Testing mass
The testing mass shall be the reference mass of the vehicle with
the highest inertia range.
4.1.4. Engine
The test vehicle shall have the largest heat exchanger(s).
4.1.5. Transmission
A test shall be carried out with each type of the following trans-
missions:
— front wheel drive
— rear wheel drive
— full time 4 × 41970L0220 — EN — 06.02.2001 — 018.001 — 70
(1) According to Directive 70/156/EEC.▼M12
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— part time 4 × 4
— automatic gear box— manual gear box
►
M124.2.◄Runningin
The vehicle must be in normal running order and adjustment after
having been run-in for at least 3 000 km. The tyres must be run
in at the same time as the vehicle or have a tread depth within 90
and 50 % of the initial tread depth.
►M124.3.◄Verifications
The following checks must be made in accordance with the
manufacturer's specifications for the use considered:
— wheels, wheel trims, tyres (make, type, pressure),
— front axle geometry,
— brake adjustment (elimination of parasitic drag),— lubrication of front and rear axles,
— adjustment of the suspension and vehicle level, etc.
►
M124.4.◄Preparationforthetest
►M124.4.1.◄The vehicle is loaded to its reference mass. The level of the
vehicle must be that obtained when the centre of gravity of the
load is situated midway between the ‘R’ points of the front outer
seats and on a straight line passing through those points.
►M124.4.2.◄In the case of road tests, the windows of the vehicle must be
closed. Any covers of air climatization systems, headlamps, etc,
must be in the non-operating position.
►M124.4.3.◄The vehicle must be clean.
►M124.4.4.◄Immediately prior to the test the vehicle is brought to normal
running temperature in an appropriate manner.
5. METHODS5.1. Methodofenergyvariationduringcoast-down
5.1.1. On the road
5.1.1.1. Test equipment and error:
— time must be measured to an error lower than 0,1 second,
— speed must be measured to an error lower than 2 %.
5.1.1.2. Test procedure5.1.1.2.1. Accelerate the vehicle to a speed 10 km/h greater than the chosen
test speed V.
5.1.1.2.2. Place the gearbox in ‘neutral’ position.5.1.1.2.3. Measure the time (t
1) taken for the vehicle to decelerate from
V2= V + V km/h to V1= V − V km/h with V ≤5 km/h
5.1.1.2.4. Perform the same test in the opposite direction: t2
5.1.1.2.5. Take the average T of the two times t1and t2.
5.1.1.2.6. Repeat these tests several times such that the statistical accuracy
(p) of the average
T¼1
nXn
i¼1Tiis not more than 2 % (p ≤2% )
The statistical accuracy (p) is defined by:
p¼tsﬃﬃﬃnp/C1100
T
where:
t = coefficient given by the table below,1970L0220 — EN — 06.02.2001 — 018.001 — 71
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s = standard deviation, s ¼ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ
Xn
i¼1Ti/C0T/C0/C12
n/C01vuut
n = number of tests,
n456789 1 0 1 1 1 2 1 3 1 4 1 5
t 3,2 2,8 2,6 2,5 2,4 2,3 2,3 2,2 2,2 2,2 2,2 2,2
tﬃﬃﬃnp1,6 1,25 1,06 0,94 0,85 0,77 0,73 0,66 0,64 0,61 0,59 0,57
5.1.1.2.7. Calculate the power by the formula:
P¼MV ∆V
500 T
where:
P = is expressed in kw,
V = speed of the test in m/s,∆V = speed deviation from speed V, in m/s,
M = reference mass in kg,
T = time in seconds.
5.1.1.2.8. The power (P) determined on the track shall be corrected to the
reference ambient conditions as follows:
P
corrected=K·Pmeasured
K¼RR
RT/C11þKRt/C0t0 ðÞ ½/C138 þRAERO
RT/C1ρ0ðÞ
ρ
where
RR= rolling resistance at speed V
RAERO= aerodynamic drag at speed V
RT= total driving resistance = RR+RAERO
KR= temperature correction factor of rolling resistance,
taken to be equal to: 8,64 × 10−3/ºC or the manufac-
turer's correction factor that is approved by the
authority
t = road test ambient temperature in ºC
t0= reference ambient temperature = 20 ºC
ρ = air density at the test conditions
ρ0= air density at the reference conditions (20 ºC,
100 kPa)
The ratios RR/RTand RAERO/RTshall be specified by the vehicle
manufacturer on the basis of the data normally available to the
company.
If these values are not available, subject to the agreement of the
manufacturer and the technical service concerned, the figures for
the rolling/total resistance ratio given by the following formula
may be used:
RR
RT¼a/C1Mþb
where:
M = vehicle mass in kg
and for each speed the coefficients a and b are shown in the
following table:1970L0220 — EN — 06.02.2001 — 018.001 — 72
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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
The equipment must be identical to that used on the road.
5.1.2.2. Test procedure5.1.2.2.1. Install the vehicle on the test dynamometer.5.1.2.2.2. Adjust the tyre pressure (cold) of the driving wheels as required
by the dynamometer.
5.1.2.2.3. Adjust the equivalent inertia of the dynamometer.5.1.2.2.4. Bring the vehicle and dynamometer to operating temperature in a
suitable manner.
5.1.2.2.5. Carry out the operations specified in 5.1.1.2 with the exception of
5.1.1.2.4 and 5.1.1.2.5 and with replacing M by I in the formula
set out in 5.1.1.2.7.
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
the same time on the dynamometer by the following relationship:
Tcorrected ¼Tmeasured
K/C1I
M
K = specified in 5.1.1.2.8.
5.1.2.2.7. The power Pato be absorbed by the bench should be determined
in order to enable the same power (Section 5.1.1.2.8) to be repro-
duced for the same vehicle on different days.
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
measuring device accurate to within 2 %.
Speed measurement must be accurate to within 2 %.
5.2.1.2. Test procedure5.2.1.2.1. Bring the vehicle to the chosen stabilized speed V.
5.2.1.2.2. Record the torque C
(t)and speed over a period of least 20 s. The
accuracy of the data recording system shall be at least ± 1 Nm for
the torque and ± 0,2 km/h for the speed.
5.2.1.2.3. Differences in torque C(t)and speed relative to time must not
exceed 5 % for each second of the measurement period.
5.2.1.2.4. The torque C is the average torque derived from the following
formula:1970L0220 — EN — 06.02.2001 — 018.001 — 73
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Ct1¼1
∆tZtþ∆t
tCtðÞdt
5.2.1.2.5. The test shall be carried out three times in each direction. 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
used for calculating the average torque.
5.2.1.2.6. Determine the average of these two torques Ct1and Ct2i.e. Ct.
5.2.1.2.7. The average torque CT determined on the track shall be corrected
to the reference ambient conditions as follows:
CTcorrected=K·CTmeasured
where K is defined in 5.1.1.2.8 of this Appendix.
5.2.2. On the dynamometer
5.2.2.1. Measurement equipment and error
The equipment must be identical to that used on the road.
5.2.2.2. Test procedure
5.2.2.2.1. Perform the operations specified in 5.1.2.2.1 to 5.1.2.2.4.5.2.2.2.2. Perform the operations specified in 5.2.1.2.1 to 5.2.1.2.4.
5.2.2.2.3. Adjust the power absorption unit to reproduce the corrected total
track torque of 5.2.1.2.7.
5.2.2.2.4. Proceed with the same operations as in 5.1.2.2.7, for the same
purpose.1970L0220 — EN — 06.02.2001 — 018.001 — 74
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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
provide a method to verify the specifications according to Section
3.◄
2. PRINCIPLE2.1. Drawingupworkingequations
Since the dynamometer is subjected to variations in the rotating
speed of the roller(s), the force at the surface of the roller(s) can
be expressed by the formula:
F=I· γ=I
M·γ+F1
where:
F = force at the surface of the roller(s),
I = total inertia of the dynamometer (equivalent inertia of the
vehicle: see table in Annex III section 5.1),
IM= inertia of the mechanical masses of the dynamometer,
γ= tangential acceleration at roller surface,
F1= inertia force.
Note:
An explanation of this formula with reference to dynamometers
with mechanically simulated inertias is appended.
Thus, the total inertia is expressed as follows:
I¼IMþFi
γ
where:
IMcan be calculated or measured by traditional methods.
Fican be measured on the dynamometer, but can also be calcu-
lated from the peripheral speed of the rollers. γmay be
calculated from the peripheral speed of the rollers.
The total inertia (I) is determined during an acceleration or decel-
eration test with values higher than or equal to those obtained on
an operating cycle.
2.2. Specificationforthecalculationoftotalinertia
The test and calculation methods must make it possible to deter-
mine the total inertia I with a relative error ( ∆I/I) of less than 2 %.
3. SPECIFICATION
3.1. The mass of the simulated total inertia I must remain the same as
the theoretical value of the equivalent inertia (see 5.1 of Annex
III) within the following limits:
3.1.1. ± 5 % of the theoretical value for each instantaneous value;
3.1.2. ± 2 % of the theoretical value for the average value calculated for
each sequence of the cycle.
3.2. The limit given in 3.1.1 is brought to ± 50 % for one second
when starting and, for vehicles with manual transmission, for
two seconds during gear changes.1970L0220 — EN — 06.02.2001 — 018.001 — 75
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4. VERIFICATION PROCEDURE
4.1. Verification is carried out during each test throughout the cycle
defined in 2.1 of Annex III.
4.2. However, if the requirements of section 3 are met, with instanta-
neous accelerations which are at least three times greater orsmaller than the values obtained in the sequences of the theore-
tical cycle, the verification described above is not necessary.1970L0220 — EN — 06.02.2001 — 018.001 — 76
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Appendix 5
DESCRIPTIONOFTAILPIPEEMISSION-SAMPLINGSYSTEMS
1. INTRODUCTION
1.1. There are several types of sampling devices capable of meeting
the requirements set out in section 4.2 of Annex III.
The devices described in 3.1, 3.2 and 3.3 will be deemed accep-
table if they satisfy the main criteria relating to the variable
dilution principle.
1.2. In its communications, the laboratory must mention the system of
sampling used when performing the test.
2. CRITERIA RELATING TO THE VARIABLE-DILUTION
SYSTEM FOR MEASURING EXHAUST-GAS EMISSIONS
2.1. Scope
This section specifies the operating characteristics of an exhaust-
gas sampling system intended to be used for measuring the true
mass emissions of a vehicle exhaust in accordance with the provi-
sions of this Directive. The principle of variable-dilution
sampling for measuring mass emissions requires three conditions
to be satisfied:
2.1.1. the vehicle exhaust gases must be continuously diluted with
ambient air under specified conditions;
2.1.2. the total volume of the mixture of exhaust gases and dilution air
must be measured accurately;
2.1.3. a continuously proportional sample of the diluted exhaust gases
and the dilution air must be collected for analysis.
The quantity of gaseous pollutants emitted is determined from the
proportional sample concentrations and the total volume
measured during the test. The sample concentrations are corrected
to take account of the pollutant content of the ambient air. In
addition, where vehicles are equipped with compression-ignition
engines, their particulate emissions are plotted.
2.2. Technicalsummary
Figure III.5.2.2 gives a schematic diagram of the sampling
system.
2.2.1. The vehicle exhaust gases must be diluted with a sufficient
amount of ambient air to prevent any water condensation in the
sampling and measuring system.
2.2.2. The exhaust-gas sampling system must be so designed as to make
it possible to measure the average volume concentrations of the
CO2, CO, HC and NOx, and, in addition, in the case of vehicles
equipped with compression-ignition engines, of the particulate
emissions, contained in the exhaust gases emitted during the
vehicle testing cycle.
2.2.3. The mixture of air and exhaust gases must be homogeneous at the
point where the sampling probe is located (see 2.3.1.2).
2.2.4. The probe must extract a representative sample of the diluted
gases.
2.2.5. The system must make it possible to measure the total volume of
the diluted exhaust gases from the vehicle being tested.1970L0220 — EN — 06.02.2001 — 018.001 — 77
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Figure III.5.2.2
Diagramofvariable-dilutionsystemformeasuringexhaust-gasemissions
1970L0220 — EN — 06.02.2001 — 018.001 — 78
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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
it upmust be such that they do not affect the p ollutant concentra-
tion in the diluted exhaust gases. Should any component in the
system (heat exchanger, cyclone separator, blower, etc.) change
the concentration of any of the pollutants in the diluted exhaust
gases and the fault cannot be corrected, then sampling for that
pollutant must be carried out before that component.
2.2.7. If the vehicle tested is equipped with an exhaust system
comprising more than one tailpipe, the connecting tubes must be
connected together by a manifold installed as near as possible to
the vehicle.
2.2.8. The gas samples must be collected in sampling bags of adequate
capacity so as not to hinder the gas flow during the sampling
period. These bags must be made of such materials as will not
affect the concentration of pollutant gases (see 2.3.4.4).
2.2.9. The variable-dilution system must be so designed as to enable the
exhaust gases to be sampled without appreciably changing the
back-pressure at the exhaust pipe outlet (see 2.3.1.1).
2.3. Specificrequirements
2.3.1. Exhaust-gas collection and dilution device
2.3.1.1. The connection tube between the vehicle exhaust tailpipe(s) and
the mixing chamber must be as short as possible; it must in no
case:
— cause the static pressure at the exhaust tailpipe(s) on the
vehicle being tested to differ by more than ± 0,75 kPa at
50 km/h or more than ± 1,25 kPa for the whole duration of
the test from the static pressures recorded when nothing is
connected to the vehicle tailpipes. The pressure must be
measured in the exhaust tailpipe or in an extension having
the same diameter, as near as possible to the end of the pipe,
— change the nature of the exhaust gas.
2.3.1.2. There must be a mixing chamber in which the vehicle exhaust
gases and the dilution air are mixed so as to produce a homoge-
neous mixture at the chamber outlet.
The homogeneity of the mixture in any cross-section at the loca-
tion of the sampling probe must not vary by more than ± 2 %
from the average of the values obtained at least five points)
located at equal intervals on the diameter of the gas stream. In
order to minimize the effects on the conditions at the exhaust tail-
pipe and to limit the drop in pressure inside the dilution air-
conditioning device, if any, the pressure inside the mixing
chamber must not differ by more than 0,25 kPa from atmospheric
pressure.
2.3.2. Suction device/volume measuring device
This device may have a range of fixed speeds so as to ensure
sufficient flow to prevent any water condensation. This result is
generally obtained by keeping the concentration of CO2in the
dilute exhaust-gas sampling bag lower than 3 % by volume.
2.3.3. Volume measurement
2.3.3.1. The volume measuring device must retain its calibration accuracy
to within ± 2 % under all operating conditions. If the device
cannot compensate for variations in the temperature of the
mixture of exhaust gases and dilution air at the measuring point,
a heat exchanger must be used to maintain the temperature to
within ± 6 K of the specified operating temperature.
If necessary, a cyclone separator can be used to protect the
volume measuring device.
2.3.3.2. A temperature sensor must be installed immediately before the
volume measuring device. This temperature sensor must have an
accuracy and a precision of ± 1 K and a response time of 0,1
second at 62 % of a given temperature variation (value measured
in silicone oil).
2.3.3.3. The pressure measurements must have a precision and an accu-
racy of ± 0,4 kPa during the test.1970L0220 — EN — 06.02.2001 — 018.001 — 79
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2.3.3.4. The measurement of the pressure difference from atmospheric
pressure is taken before and, if necessary, after the volume
measuring device.
2.3.4. Gas sampling
2.3.4.1. Dilute exhaust gases2.3.4.1.1. The sample of dilute exhaust gases is taken before the suction
device but after the conditioning devices (if any).
2.3.4.1.2. The flow-rate must not deviate by more than ± 2 % from the
average.
2.3.4.1.3. The sampling rate must not fall below 5 litres per minute and
must not exceed 0,2 % of the flow-rate of the dilute exhaust
gases.
2.3.4.1.4. An equivalent limit applies to constant-mass sampling systems.
2.3.4.2. Dilution air
2.3.4.2.1. A sample of the dilution air is taken at a constant flow-rate near
the ambient air inlet (after the filter if one is fitted).
2.3.4.2.2. The air must not be contaminated by exhaust gases from the
mixing area.
2.3.4.2.3. The sampling rate for the dilution air must be comparable to that
used in the case of the dilute exhaust gases.
2.3.4.3. Sampling operations
2.3.4.3.1. The materials used for the sampling operations must be such that
they do not change the pollutant concentration.
2.3.4.3.2. Filters may be used in order to extract the solid particles from the
sample.
2.3.4.3.3. Pumps are required in order to convey the sample to the sampling
bag(s).
2.3.4.3.4. Flow control valves and flow-meters are needed in order to obtain
the flow-rates required for sampling.
2.3.4.3.5. Quick-fastening gas-tight connections may be used between the
three-way valves and the sampling bags, the connections sealing
themselves automatically on the bag side. Other systems may be
used for conveying the samples to the analyzer (three-way stop
valves, for example).
2.3.4.3.6. The various valves used for directing the sampling gases must be
of the quick-adjusting and quick-acting type.
2.3.4.4. Storage of the sample
The gas samples are collected in sampling bags of adequate capa-
city so as not to reduce the sampling rate. The bags must be made
of such a material as will not change the concentration of
synthetic pollutant gases by more than ± 2 % after 20 minutes.
2.4. Additional sampling unit for the testing of vehicles equipped
withacompression-ignitionengine
2.4.1. By way of a departure from the taking of gas samples from vehi-
cles equipped with spark-ignition engines, the hydrocarbon and
particulate sampling points are located in a dilution tunnel.
2.4.2. In order to reduce heat losses in the exhaust gases between the
exhaust tail pipe and the dilution tunnel inlet, the pipe may not
be more than 3,6 m long, or 6,1 m long if heat insulated. Its
internal diameter may not exceed 105 mm.1970L0220 — EN — 06.02.2001 — 018.001 — 80
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Figure III.5.2.4.4.
Particulate samplingprobeconfiguration
1970L0220 — EN — 06.02.2001 — 018.001 — 81
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2.4.3. Predominantly turbulent flow conditions (Reynolds
number≥4 000) must apply in the dilution tunnel, which
consists of a straight tube of electrically-conductive material, in
order to guarantee that the diluted exhaust gas is homogeneous
at the sampling points and that the samples consist of representa-
tive gases and particulates. The dilution tunnel must be at least
200 mm in diameter and the system must be earthed.
2.4.4. The particulate sampling system consists of a sampling probe in
the dilution tunnel and two series-mounted filters. Quick-acting
valves are located both upand downstream of the two filters in
the direction of flow.
The configuration of the sample probe must be as indicated in
Figure III.5.2.4.4.
2.4.5. The particulate sampling probe must be arranged as follows:
It must be installed in the vicinity of the tunnel centreline,
roughly 10 tunnel diameters downstream of the gas inlet, and
have an internal diameter of at least 12 mm.
The distance from the sampling tip to the filter mount must be at
least five probe diameters, but must not exceed 1 020 mm.
2.4.6. The sample gas flow measuring unit consists of pumps, gas flow
regulators and flow measuring units.
2.4.7. The hydrocarbon sampling system consists of a heated sampling
probe, line, filter and pump. The sampling probe must be
installed in such a way, at the same distance from the exhaust
gas inlet as the particulate sampling probe, that neither interferes
with samples taken by the other. It must have a minimum internal
diameter of 4 mm.
2.4.8. All heated parts must be maintained at a temperature of 463 K
(190 ºC) ± 10 K by the heating system.
2.4.9. If it is not possible to compensate for variations in the flow rate
there must be a heat exchanger and a temperature control device
as specified in 2.3.3.1 so as to ensure that the flow rate in the
system is constant and the sampling rate is accordingly propor-
tional.
3. DESCRIPTION OF THE DEVICES
3.1. Variable dilution device with positive displacement pump
(PDP-CVS) (Figure III.5.3.1.)
3.1.1. The positive displacement pump — constant volume sampler
(PDP-CVS) satisfies the requirements of this Annex by metering
at a constant temperature and pressure through the pump. The
total volume is measured by counting the revolutions made by
the calibrated positive displacement pump. The proportional
sample is achieved by sampling with pump, flow-meter and flow
control valve at a constant flow-rate.
3.1.2. Figure III.5.3.1 is a schematic drawing of such a sampling
system. Since various configurations can produce accurate results
exact conformity with the drawing is not essential. Additional
components such as instruments, valves, solenoids and switches
may be used to provide additional information and coordinate
the functions of the component system.
3.1.3. The collecting equipment consists of:
3.1.3.1. a filter (D) for the dilution air, which can be preheated if neces-
sary. This filter must consist of activated charcoal sandwiched
between two layers of paper, and shall be used to reduce and
stabilize the hydrocarbon concentrations of ambient emissions in
the dilution air;
3.1.3.2. a mixing chamber (M) in which exhaust gas and air are mixed
homogeneously;1970L0220 — EN — 06.02.2001 — 018.001 — 82
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Figure III.5.3.1
Constantvolumesamplerwithpositivedisplacementpump(PDP-CVS)
1970L0220 — EN — 06.02.2001 — 018.001 — 83
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3.1.3.3. a heat exchanger (H) of a capacity sufficient to ensure that
throughout the test the temperature of the air/exhaust-gas mixture
measured at a point immediately upstream of the positive displa-
cement pump is within ± 6 K of the designed operating
temperature. This device must not affect the pollutant concentra-
tions of diluted gases taken off after for analysis;
3.1.3.4. a temperature control system (TC), used to preheat the heat
exchanger before the test and to control its temperature during
the test, so that deviations from the designed operating tempera-
ture are limited to ± 6 K;
3.1.3.5. the positive displacement pump (PDP), used to transport a
constant-volume flow of the air/exhaust-gas mixture; the flow
capacity of the pump must be large enough to eliminate water
condensation in the system under all operating conditions which
may occur during a test; this can be generally ensured by using
a positive displacement pump with a flow capacity:
3.1.3.5.1. — twice as high as the maximum flow of exhaust gas produced
by accelerations of the driving cycle, or
3.1.3.5.2. — sufficient to ensure that the CO2concentration in the dilute-
exhaust sample bag is ►M14less than 3 % by volume for petrol
and diesel, less than 2,2 % by volume for LPG and less than
1,5 % by volume for NG; ◄
3.1.3.6. a temperature sensor (T1) (accuracy and precision ± 1 K), fitted at
a point immediately upstream of the positive displacement pump;
it must be designed to monitor continuously the temperature of
diluted exhaust-gas mixture during the test;
3.1.3.7. a pressure gauge (G1) (accuracy and precision ± 0,4 kPa) fitted
immediately upstream of the volume meter and used to register
the pressure gradient between the gas mixture and the ambient
air;
3.1.3.8. another pressure gauge (G2) (accuracy and precision ± 0,4 kPa)
fitted so that the different pressure between pump inlet and
pump outlet can be registered;
3.1.3.9. two sampling outlets (S1and S2) for taking constant samples of
the dilution air and of the diluted exhaust-gas/air mixture;
3.1.3.10. a filter (F), to extract solid particles from the flows of gas
collected for analysis;
3.1.3.11. pumps (P), to collect a constant flow of the dilution air as well as
the diluted exhaust-gas/air mixture during the test;
3.1.3.12. flow controllers (N), to ensure a constant uniform flow of the gas
samples taken during the course of the test from sampling probes
S1and S2; and flow of the gas samples must be such that, at the
end of each test, the quantity of the samples is sufficient for
analysis ( =10 litres per minute);
3.1.3.13. flow-meters (FL), for adjusting and monitoring the constant flow
of gas samples during the test;
3.1.3.14. quick-acting valves (V), to divert a constant flow of gas samples
into the sampling bags or to the outside vent;
3.1.3.15. gas-tight, quick-lock coupling elements (Q) between the quick-
acting valves and the sampling bags; the coupling must close
automatically on the sampling-bag side; as an alternative, other
ways of transporting the samples to the analyzer may be used
(three-way stopcocks, for instance);
3.1.3.16. bags (B), for collecting samples of the diluted exhaust gas and of
the dilution air during the test; they must be of sufficient capacity
not to impede the sample flow; the bag material must be such as
to affect neither the measurements themselves nor the chemical
composition of the gas samples (for instance: laminated polyethy-
lene/polyamide films, or fluorinated polyhydrocarbons);
3.1.3.17. a digital counter (C), to register the number of revolutions
performed by the positive displacement pump during the test;1970L0220 — EN — 06.02.2001 — 018.001 — 84
▼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.5.3.1 must be used when testing diesel-engined vehicles:
Fh is a heated filter,
S3is a sample point close to the mixing chamber,
Vhis a heated multiway valve,
Q is a quick connector to allow the ambient air sample BA
to be analysed on the HFID,
HFID is a heated flame ionization analyzer,R and I are means of integrating and recording the instantaneous
hydrocarbon concentrations,
Lh is a heated sample line.
All heated components must be maintained at 463 K
(190 ºC) ± 10 K.
Particulate sampling systemS
4sampling probe in the dilution tunnel,
Fpfilter unit consisting of two series-mounted filters;
switching arrangement for further parallel-mounted pairs
of filters,
sampling line,pumps, flow regulators, flow measuring units.
3.2. Critical-flow venturi dilution device (CFV-CVS) (Figure
III.5.3.2.)
3.2.1. Using a critical-flow venturi in connection with the CVS
sampling procedure is based on the principles of flow mechanics
for critical flow. The variable mixture flow rate of dilution and
exhaust gas is maintained as sonic velocity which is directly
proportional to the square root of the gas temperature. Flow is
continually monitored, computed and integrated over the test.
If an additional critical-flow sampling venturi is used, the propor-
tionality of the gas samples taken is ensured. As both pressure
and temperature are equal at the two venturi inlets the volume
of the gas flow diverted for sampling is proportional to the total
volume of diluted exhaust-gas mixture produced, and thus the
requirements of this Annex are met.
3.2.2. Figure III.5.3.2 is a schematic drawing of such a sampling
system. Since various configurations can produce accurate results,
exact conformity with the drawing is not essential. Additional
components such as instruments, valve, solenoids, and switches
may be used to provide additional information and coordinate
the functions of the component system.
3.2.3. The collecting equipment consists of:
3.2.3.1. a filter (D) for the dilution air, which can be preheated if neces-
sary: the filter must consist of activated charcoal sandwiched
between layers of paper, and must be used to reduce and stabilize
the hydrocarbon background emission of the dilution air;
3.2.3.2. a mixing chamber (M), in which exhaust gas and air are mixed
homogeneously;
3.2.3.3. a cyclone separator (CS), to extract particles;
3.2.3.4. two sampling probes (S
1and S2) for taking samples of the dilu-
tion air and of the diluted exhaust gas/air mixture;
3.2.3.5. a sampling critical flow venturi (SV), to take proportional
samples of the diluted exhaust gas at sampling probe S2;
3.2.3.6. a filter (F), to extract solid particles from the gas flows diverted
for analysis;
3.2.3.7. pumps (P), to collect part of the flow of air and diluted exhaust
gas in bags during the test;
3.2.3.8. a flow controller (N), to ensure a constant flow of the gas
samples taken in the course of the test from sampling probe S1;1970L0220 — EN — 06.02.2001 — 018.001 — 85
▼M9
the flow of the gas samples must be such that, at the end of the
test, the quantity of the samples is sufficient for analysis (10 litres
per minute);
3.2.3.9. a snubber (PS), in the sampling line;1970L0220 — EN — 06.02.2001 — 018.001 — 86
▼M9
Figure III.5.3.2
Constantvolumesamplerwithcritical-flow venturi(CFV-CVSSystem)
1970L0220 — EN — 06.02.2001 — 018.001 — 87
▼M9
3.2.3.10. flow meters (FL), for adjusting and monitoring the flow of gas
samples during tests;
3.2.3.11. quick-acting solenoid valves (V), to divert a constant flow of gas
samples into the sampling bags or the vent;
3.2.3.12. gas-tight, quick-lock coupling elements (Q), between the quick-
acting valves and the sampling bags; the couplings must close
automatically on the sampling bag side; as an alternative, other
ways of transporting the samples to the analyzer may be used
(three-way stopcocks, for instance);
3.2.3.13. bags (B), for collecting samples of the diluted exhaust gas and the
dilution air during the tests; they must be of sufficient capacity
not to impede the sample flow; the bag material must be such as
to affect neither the measurements themselves nor the chemical
composition of the gas samples (for instance: laminated polyethy-
lene/polyamide films, or fluorinated polyhydrocarbons);
3.2.3.14. a pressure gauge (G), which is precise and accurate to
within ± 0,4 kPa;
3.2.3.15. a temperature sensor (T), which is precise and accurate to
within ± 1 K and have a response time of 0,1 seconds to 62 %
of a temperature change (as measured in silicon oil);
3.2.3.16. a measuring critical flow venturi tube (MV), to measure the flow
volume of the diluted exhaust gas;
3.2.3.17. a blower (BL), of sufficient capacity to handle the total volume
of diluted exhaust gas;
3.2.3.18. the capacity of the CFV-CVS system must be such that under all
operating conditions which may possibly occur during a test there
will be no condensation of water. This is generally ensured by
using a blower whose capacity is:
3.2.3.18.1. twice as high as the maximum flow of exhaust gas produced by
accelerations of the driving cycle, or
3.2.3.18.2. sufficient to ensure that the CO2concentration in the dilute
exhaust sample bag is less than 3 % by volume.
3.2.4. Additional equipment required when testing diesel-engined vehi-
cles
To comply 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 is a heated filter,
S3is a sample point close to the mixing chamber,
Vhis a heated multiway valve,
Q is a quick connector to allow the ambient air sample BA
to be analyzed on the HFID,
HFID is a heated flame ionization analyzer,
R and I are a means of integrating and recording the instanta-
neous hydrocarbon concentrations,
Lh is a heated sample line.
All heated components must be maintained at 463 K
(190 ºC) ± 10 K.
If compensation for varying flow is not possible, then a heat
exchanger (H) and temperature control system (TC) as described
in 2.2.3 will be required to ensure constant flow through the
venturi (MV) and thus proportional flow through S3.1970L0220 — EN — 06.02.2001 — 018.001 — 88
▼M9
Particulate sampling system
S4sampling probe in dilution tunnel,
Fpfilter unit consisting of two series-mounted filters;
switching unit for further parallel-mounted pairs of
filters,
sampling line,pumps, flow regulators, flow measuring units.1970L0220 — EN — 06.02.2001 — 018.001 — 89
▼M12
▼M9
Appendix 6
METHODOFCALIBRATINGTHEEQUIPMENT
1. ESTABLISHMENT OF THE CALIBRATION CURVE
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. The analyzer calibration curve is established by at least five cali-
bration points spaced as uniformly as possible. The nominal
concentration of the calibration gas of the highest concentration
must be not less than 80 % of the full scale.
1.3. The calibration curve is calculated by the least squares method. If
the resulting polynomial degree is greater than three, the number
of calibration points must be at least equal to this polynomial
degree plus two.
1.4. The calibration curve must not differ by more than 2 % from the
nominal value of each calibration gas.
1.5. Traceofthecalibrationcurve
From the trace of the calibration curve and the calibration points
it is possible to verify that the calibration has been carried out
correctly. The different characteristic parameters of the analyzer
must be indicated, particularly:
— the scale,
— the sensitivity,
— the zero point,— the date of carrying out the calibration.
1.6. If it can be shown to the satisfaction of the technical service that
alternative technology (e.g. computer, electronically controlled
range switch, etc.) can give equivalent accuracy, then these alter-
natives may be used.
1.7. Verificationofthecalibration
1.7.1. Each normally used operating range must be checked prior to
each analysis in accordance with the following:
1.7.2. The calibration is checked by using a zero gas and a span gas
whose nominal value is within 80 to 95 % of the supposed value
to be analyzed.
1.7.3. If, for the two points considered, the value found does not differ
by more than ± 5 % of the full scale from the theoretical value,
the adjustment parameters may be modified. Should this not be
the case, a new calibration curve must be established in accor-
dance with section 1.
1.7.4. After testing, zero gas and the same span gas are used for re-
checking. The analysis is considered acceptable if the difference
between the two measuring results is less than 2 %.
2. CHECK FOR FID, HYDROCARBON RESPONSE2.1. Detectorresponseoptimization
The FID must be adjusted, as specified by the instrument manu-
facturer. Propane in air should be used, to optimize the response,
on the most common operating range.
2.2. CalibrationoftheHCanalyzer
The analyzer should be calibrated using propane in air and puri-
fied synthetic air. See section 4.5.2 of Annex III (calibration and
span gases).
Establish a calibration curve as described in sections 1.1 to 1.5 of
this Appendix.1970L0220 — EN — 06.02.2001 — 018.001 — 90
▼M9
2.3. Responsefactorsofdifferenthydrocarbonsandrecommended
limits
The response factor (Rf) for a particular hydrocarbon species is
the ratio of the FID C1reading to the gas cylinder concentration,
expressed as ppm C1.
The concentration of the test gas must be at a level to give a
response of approximately 80 % of full scale deflection, for the
operating range. The concentration must be known, to an accu-
racy of ± 2 % in reference to a gravimetric standard expressed
in volume. In addition the gas cylinder must be pre-conditioned
for 24 hours at a temperature between 293 and 303 K (20 and
30 ºC).
Response factors are determined when introducing an analyzer
into service and thereafter at major service intervals. The test
gases to be used and the recommended response factor are:
— methane and purified air 1,00 < Rf < 1,15,
or
1,00 < Rf < 1,05
for NG-fuelled
vehicles,
— propylene and purified air 0,90 < Rf < 1,00,
— toluene and purified air 0,90 < Rf < 1,00.
Relative to a response factor (Rf) of 1,00 for propane and purified
air.
2.4. Oxygeninterference checkandrecommendedlimits
The response factor should be determined as described in 2.3.
The test gas to be used and recommended response factor range
are:
— Propane and nitrogen 0,95 ≤Rf≤1,05
3. EFFICIENCY TEST OF THE NOxCONVERTER
The efficiency of the converter used for the conversion of NO2into NO is tested as follows:Using the test set upas shown in Figure III.6.3 and the p rocedure
described below, the efficiency of converters can be tested by
means of an ozonator.
3.1. Calibrate the CLA in the most common operating range following
the manufacturer's specifications using zero and span gas (the NO
content of which must amount to about 80 % of the operating
range and the NO
2concentration of the gas mixture to less than
5 % of the NO concentration). The NOxanalyzer must be in the
NO mode so that the span gas does not pass through the
converter. Record the indicated concentration.
3.2. Via a T-fitting, oxygen or synthetic air is added continuously to
the gas flow until the concentration indicated is about 10 % less
than the indicated calibration concentration given in 3.1. Record
the indicated concentration (C). The ozonator is kept deactivated
throughout this process.
3.3. The ozonator is now activated to generate enough ozone to bring
the NO concentration down to 20 % (minimum 10 %) of the cali-
bration concentration given in 3.1. Record the indicated
concentration (d).
3.4. The NOxanalyzer is then switched to the NOxmode which means
that the gas mixture (consisting of NO, NO2,O2and N2) now
passes through the converter. Record the indicated concentration
(a).
3.5. The ozonator is now deactivated. The mixture of gases described
in 3.2 passes through the converter into the detector. Record the
indicated concentration (b).1970L0220 — EN — 06.02.2001 — 018.001 — 91
▼M14
▼M9
▼M9
3.6. With the ozonator deactivated, the flow of oxygen or synthetic air
is also shut off. The NOxreading of the analyzer must then be no
more than 5 % above the figure given in 3.1.
3.7. The efficiency of the NOxconverter is calculated as follows:
Efficiency % ðÞ ¼1þa/C0b
c/C0d/C18/C19
/C1100
Figure III.6.3
DiagramofNOxconverterefficiency device
3.8. The efficiency of the converter must not be less than 95 %.
3.9. The efficiency of the converter must be tested at least once a
week.
4. CALIBRATION OF THE CVS SYSTEM
4.1. The CVS system must be calibrated by using an accurate flow-
meter and a restricting device. The flow through the system
must be measured at various pressure readings and the control
parameters of the system measured and related to the flows.
4.1.1. Various types of flow-meter may be used, e.g. calibrated venturi,
laminar flow-meter, calibrated turbine-meter, provided that they
are dynamic measurement systems and can meet the requirements
of sections 4.2.2 and 4.2.3 of Annex III.
4.1.2. The following sections give details of methods of calibrating PDP
and CFV units, using a laminar flow-meter, which gives the
required accuracy, together with a statistical check on the calibra-
tion validity.1970L0220 — EN — 06.02.2001 — 018.001 — 92
▼M9
4.2. Calibrationofthepositivedisplacementpump(PDP)
4.2.1. The following calibration procedure outlines the equipment, the
test configuration and the various parameters which are measured
to establish the flow-rate of the CVS pump. All the 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
which relates the pump flow and the correlation function is then
determined. In the event that a CVS has a multiple speed drive, a
calibration for each range used must be performed.
4.2.2. This calibration procedure is based on the measurement of the
absolute values of the pump and flow-meter parameters that
relate the flow-rate at each point. Three conditions must be main-
tained to ensure the accuracy and integrity of the calibration
curve.
4.2.2.1. The pump pressures must be measured at tappings on the pump
rather than at the external piping on the pump inlet and outlet.
Pressure taps that are mounted at the top centre and bottom centre
of the pump drive headplate are exposed to the actual pump
cavity pressures, and therefore reflect the absolute pressure differ-
entials.
4.2.2.2. Temperature stability must be maintained during the calibration.
The laminar flow-meter is sensitive to inlet temperature oscilla-
tions which cause the data points to be scattered. Gradual
changes of ± 1 K in temperature are acceptable as long as they
occur over a period of several minutes.
4.2.2.3. All connections between the flow-meter and the CVS pump must
be free of any leakage.
4.2.3. During an exhaust emission test, the measurement of these same
pump parameters enables the user to calculate the flow-rate from
the calibration equation.
4.2.3.1. Figure III.6.4.2.3.1 of this Appendix shows one possible test set-
up. Variations are permissible, provided that they are approved by
the authority granting the approval as being of comparable accu-
racy. If the set-up shown in Figure III.5.3.2 of Appendix 5 is
used, the following data must be found within the limits of preci-
sion given:
barometric pressure (corrected) (PB) ± 0,03 kPa
ambient temperature (T) ± 0,2 Kair temperature at LFE (ETI) ± 0,15 K
pressure depression upstream of LFE
(EPI)± 0,01 kPa
pressure drop across the LFE matrix
(EDP)± 0,0015 kPa
air temperature at CVS pump inlet
(PTI)± 0,2 K
air temperature at CVS pump outlet
(PTO)± 0,2 K
pressure depression at CVS pump
inlet (PPI)± 0,22 kPa
pressure head at CVS pump outlet
(PPO)± 0,22 kPa
pump revolutions during test period
(n)± 1 rev
elapsed time for period (minimum
250 s) (t)± 0,1 s.
4.2.3.2. After the system has been connected as shown in Figure
III.6.4.2.3.1, set the variable restrictor in the wide-open position
and run the CVS pump for 20 minutes before starting the calibra-
tion.1970L0220 — EN — 06.02.2001 — 018.001 — 93
▼M9
4.2.3.3. Reset the restrictor valve to a more restricted condition in an
increment of pump inlet depression (about 1 kPa) that will yield
a minimum of six data points for the total calibration. Allow the
system to stabilize for three minutes and repeat the data acquisi-
tion.
Figure III.6.4.2.3.1
PDP-CVScalibrationconfiguration
4.2.4. Data analysis
4.2.4.1. The air flow-rate (Qs) at each test point is calculated in standard
m3/min from the flow-meter data using the manufacturer's
prescribed method.
4.2.4.2. The air flow-rate is then converted to pump flow (Vo)i nm3/rev at
absolute pump inlet temperature and pressure.
Vo¼Qs
n/C1Tp
273 ;2/C1101 ;33
Pp
where:
Vo= pump flow-rate at Tpand Ppgiven in m3/rev,
Qs= air flow at 101,33 kPa and 273,2 K given in m3/min,
T = pump inlet temperature (K),
Pp= absolute pump inlet pressure,
n = pump speed in revolutions per minute.
To compensate for the interaction of pump speed pressure varia-
tions at the pump and the pump slip rate, the correlation function
(Xo) between the pump speed (n), the pressure differential from
pump inlet to pump outlet and the absolute pump outlet pressure
is then calculated as follows:1970L0220 — EN — 06.02.2001 — 018.001 — 94
▼M9
Xo¼1
nﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ
∆Pp
Pes
where:
Xo= correlation function,
∆Pp= pressure differential from pump inlet to pump outlet
(kPa),
Pe= absolute outlet pressure (PPO + PB(kPa).
A linear least-square fit is performed to generate the calibration
equations which have the formulae:
Vo=Do−M( Xo)
n=A−B( ∆Pp)
Do, M, A and B are the slope-intercept constants describing the
lines.
4.2.4.3. A CVS system that has multiple speeds must be calibrated on
each speed used. The calibration curves generated for the ranges
must be approximately parallel and the intercept values (Do) must
increase as the pump flow range decreases.
If the calibration has been performed carefully, the calculated
values from the equation will be within ± 0,5 % of the measured
value of Vo. Values of M will vary from one pump to another.
Calibration is performed at pump start-up and after major mainte-
nance.
4.3. Calibrationofthecritical-flow venturi(CFV)
4.3.1. Calibration of the CFV is based upon the flow equation for a
critical venturi:
Qs¼Kv/C1Pﬃﬃﬃ
Tp
where:
Qs= flow,
Kv= calibration coefficient,
P = absolute pressure (kPa),
T = absolute temperature (K).
Gas flow is a function of inlet pressure and temperature.The calibration procedure described below establishes the value
of the calibration coefficient at measured values of pressure,
temperature and air flow.
4.3.2. The manufacturer's recommended procedure must be followed for
calibrating electronic portions of the CFV.
4.3.3. Measurements for flow calibration of the critical flow venturi are
required and the following data must be found within the limits
of precision given:
barometric pressure (corrected) (P
B) ± 0,03 kPa,
LFE air temperature, flow-meter
(ETI)± 0,15 K,
pressure depression upstream of LFE
(EPI)± 0,01 kPa,
pressure drop across (EDP) LFE
matrix± 0,0015 kPa,
air flow (Qs) ± 0,5 %,
CFV inlet depression (PPI) ± 0,02 kPa,
temperature at venturi inlet (Tv) ± 0,2 K.1970L0220 — EN — 06.02.2001 — 018.001 — 95
▼M9
4.3.4. The equipment must be set up as shown in Figure III.6.4.3.4 and
checked for leaks. Any leaks between the flow-measuring device
and the critical-flow venturi seriously affect the accuracy of the
calibration.
Figure III.6.4.3.4
CFV-CVScalibrationconfiguration
4.3.5. The variable-flow restrictor must be set to the open position, the
blower started and the system stabilized. Data from all instru-
ments must be recorded.
4.3.6. The flow restrictor must be varied and at least eight readings
across the critical flow range of the venturi must be made.
4.3.7. The data recorded during the calibration must be used in the
following calculations. The air flow-rate (Qs) at each test point
is calculated from the flow-meter data using the manufacturer's
prescribed method.
Calculate values of the calibration coefficient for each test point:
Kv¼Qs/C1ﬃﬃﬃﬃﬃTvp
Pv
where:
Qs= flow-rate in m/min at 273,2 K and 101,33 kPa,
Tv= temperature at the venturi inlet (K),
Pv= absolute pressure at the venturi inlet (kPa).
Plot Kvas a function of venturi inlet pressure. For sonic flow Kvwill have a relatively constant value. As pressure decreases1970L0220 — EN — 06.02.2001 — 018.001 — 96
▼M9
(vacuum increases) the venturi become unchoked and Kvdecreases. The resultant Kvchanges are not permissible.
For a minimum of eight points and the critical region calculate an
average Kvand the standard deviation.
If the standard deviation exceeds 0,3 % of the average Kvtake
corrective action.1970L0220 — EN — 06.02.2001 — 018.001 — 97
▼M9
Appendix 7
TOTALSYSTEMVERIFICATION
1. To comply with the requirements of section 4.7 of Annex III, the
total accuracy of the CVS sampling system and analytical system
must be determined by introducing a known mass of a pollutant
gas into the system whilst it is being operated as if during a
normal test and then analyzing and calculating the pollutant
mass according to the formulae in Appendix 8 to this Annexexcept that the density of propane is taken as 1,967 grams per
litre at standard conditions. The following two techniques are
known to give sufficient accuracy.
2. Metering a constant flow of pure gas (CO or C
3H8) using a
critical-flow orifice device
2.1. A known quantity of pure gas (CO or C3H8) is fed into the CVS
system through the calibrated critical orifice. If the inlet pressure
is high enough, the flow-rate (q), which is adjusted by means of
the critical-flow orifice, is independent of orifice outlet pressure
(critical flow). If deviations exceeding 5 % occur, the cause of
the malfunction must be located and determined. The CVS
system is operated as in an exhaust emission test for about 5 to
10 minutes. The gas collected in the sampling bag is analyzed
by the usual equipment and the results compared to the concen-
tration of the gas samples which was known beforehand.
3. Metering a limited quantity of pure gas (CO or C3H8) by means
of a gravimetric technique
3.1. The following gravimetric procedure may be used to verify the
CVS system. The weight of a small cylinder filled with either
carbon monoxide or propane is determined 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 — 06.02.2001 — 018.001 — 98
▼M9
Appendix 8
CALCULATIONOFTHEEMISSIONOFPOLLUTANTS
1. GENERAL
1.1. Emissions of gaseous pollutants are calculated by means of the
following equation:
(1) Mi¼Vmix/C1Qi/C1kH/C1Ci/C110/C06
d
where:
Mi= mass emission of the pollutant i in grams per kilo-
metre,
Vmix= volume of the diluted exhaust gas expressed in litres
per test and corrected to standard conditions (273,2 K
and 101,33 kPa),
Qi= density of the pollutant i in grams per litre at normal
temperature and pressure (273,2 K and 101,33 kPa),
kH= humidity correction factor used for the calculation of
the mass emissions of oxides of nitrogen (there is no
humidity correction for HC and CO),
Ci= concentration of the pollutant i in the diluted exhaust
gas expressed in ppm and corrected by the amount of
the pollutant i contained in the dilution air,
d = actual distance corresponding to the operating cycle in
km.
1.2. Volumedetermination
1.2.1. Calculation of the volume when a variable dilution device with
constant flow control by orifice or venturi is used. Record
continuously the parameters showing the volumetric flow, and
calculate the total volume for the duration of the test.
1.2.2. Calculation of volume when a positive displacement pump is
used. The volume of diluted exhaust gas in systems comprising
a positive displacement pump is calculated with the following
formula:
V=Vo·N
where:
V = volume of the diluted exhaust gas expressed in litres per
test (prior to correction),
Vo= volume of gas delivered by the positive displacement
pump on testing conditions in litres per revolution,
N = number of revolutions per test.
1.2.3. Correction of the diluted exhaust-gas volume to standard condi-
tions. The diluted exhaust-gas volume is corrected by means of
the following formula:
(2) Vmix¼V/C1K1/C1PB/C0P1
Tp
in which:
(3) K1¼273 ;2K
101 ;33 kPa¼2;6961 K /C1kPa/C01/C0/C1
where:
PB= barometric pressure in the test room in kPa,
P1= vacuum at the inlet to the positive displacement pump in
kPa relative to the ambient barometric pressure,
Tp= average temperature of the diluted exhaust gas entering
the positive displacement pump during the test (K).1970L0220 — EN — 06.02.2001 — 018.001 — 99
▼M9
1.3. Calculationofthecorrectedconcentrationofpollutantsinthe
samplingbag
(4) Ci¼Ce/C0Cd1/C01
DF/C18/C19
where:
Ci= concentration of the pollutant i in the diluted exhaust gas,
expressed in ppm and corrected by the amount of i
contained in the dilution air,
Ce= measured concentration of pollutant i in the diluted
exhaust gas, expressed in ppm,
Cd= measured concentration of pollutant i in the air used for
dilution, expressed in ppm,
DF = dilution factor.
The dilution factor is calculated as follows:
DF¼13;4
Cco2þCHCþCco ðÞ 10/C04for petrol and diesel fuel ð5aÞ
DF¼11;9
Cco2þCHCþCco ðÞ 10/C04for LPG ð5bÞ
DF¼9;5
Cco2þCHCþCco ðÞ 10/C04for natural gas ð5cÞ
in this equation:
CCO2= concentration of CO2in the diluted exhaust gas
contained in the sampling bag, expressed in %
volume,
CHC= concentration of HC in the diluted exhaust gas
contained in the sampling bag, expressed in ppm
carbon equivalent,
CCO= concentration of CO in the diluted exhaust gas
contained in the sampling bag, expressed in ppm.
1.4. DeterminationoftheNOhumiditycorrection factor
In order to correct the influence of humidity on the results of
oxides of nitrogen, the following calculations are applied:
(6) kH¼1
1/C00;0329 H /C010;71 ðÞ
in which:
H¼6;211/C1Ra/C1Pd
PB/C0Pd/C1Ra/C110/C02
where:
H = absolute humidity expressed in grams of water per kilo-
gram of dry air,
Ra= relative humidity of the ambient air expressed as a
percentage,
Pd= saturation vapour pressure at ambient temperature
expressed in kPa,
PB= atmospheric pressure in the room, expressed in kPa.
1.5. Example
1.5.1. Data
1.5.1.1. Ambient conditions:1970L0220 — EN — 06.02.2001 — 018.001 — 100
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ambient temperature: 23 ºC = 296,2 K,
barometric pressure: PB= 101,33 kPa,
relative humidity: Ra=6 0% ,
saturation vapour pressure: Pd= 2,81 kPa of H2O at 23 ºC.
1.5.1.2. Volume measured and reduced to standard conditions (paragraph
1)
V = 51,961 m3
1.5.1.3. Analyzer readings:
Diluted exhaust Dilution-air
HC(1) 92 ppm 3,0 ppm
CO 470 ppm 0 ppm
NOx70 ppm 0 ppm
CO21,6 % vol 0,03 % vol
(1) In ppm carbon equivalent.
1.5.2. Calculation
1.5.2.1. Humidity correction factor (KH) (see formula (6))
H¼6;211/C1Ra/C1Pd
PB/C0Pd/C1Ra/C110/C02
H¼6;211/C160/C13;2
101 ;33/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. Dilution factor (DF) (see formula (5))
DF¼13;4
CCO2þCHCþCCO ðÞ 10/C04
DF¼13;4
1;6þ92þ4;70 ðÞ 10/C04
DF = 8,091
1.5.2.3. Calculation of the corrected concentration of pollutants in the
sampling bag:
HC, mass emissions (see formulae (4) and (1))
Ci¼Ce/C0Cd1/C01
DF/C18/C19
Ci¼92/C031 /C01
8;091/C18/C19
C = 89,3711970L0220 — EN — 06.02.2001 — 018.001 — 101
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MHC¼CHC/C1Vmix/C1QHC/C11
d
QHC= 0.619 in the case of petrol or diesel
QHC= 0.649 in the case of LPG
QHC= 0.714 in the case of NG
MHC¼89;371/C151;961/C10;619/C110/C06/C11
d
MHC¼2;88
dg=km
CO, mass emissions (see formula (1))
MCO¼CCO/C1Vmix/C1QCO/C11
d
QCO= 1,25
MCO¼470/C151;961/C11;25/C110/C06/C11
d
MCO¼30;5
dg=km
NOxmass emissions (see formula (1))
MNOx¼CNOx/C1Vmix/C1QNOx/C1kH/C11
d
QNOx= 2,05
MNOX¼70/C151961 /C12;05/C10;9934 /C110/C061
d
MNOX¼7;41
dg=km
2. SPECIAL PROVISIONS RELATING TO VEHICLES
EQUIPPED WITH COMPRESSION-IGNITION ENGINES
2.1. HCmeasurementforcompression-ignitionengines
The average HC concentration used in determining the HC mass
emissions from compression-ignition engines is calculated with
the aid of the following formula:
(7) ce¼Zt2
t1cHC/C1dt
t2/C0t1
where:
∫t1t
2CHC· dt = integral of the recording of the heated FID
over the test (t2−t1),1970L0220 — EN — 06.02.2001 — 018.001 — 102
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Ce= concentration of HC measured in the diluted
exhaust in ppm of Ci,
Ciis substituted directly for CHCin all relevant equations.
2.2. Determinationofparticulates
Particulate emission Mp(g/km) is calculated by means of the
following equation:
Mp¼VmixþVep/C0/C1
/C1Pe
Vep/C1d
where exhaust gases are vented outside tunnel,
Mp¼Vmix/C1Pe
Vep/C1d
where exhaust gases are returned to the tunnel,
where:V
mix: volume of diluted exhaust gases (see 1.1), under standard
conditions,
Vep: volume of exhaust gas flowing through particulate filter
under standard conditions,
Pe: particulate mass collected by filters,
d: actual distance corresponding to the operating cycle in
km,
Mp: particulate emission in g/km.1970L0220 — EN — 06.02.2001 — 018.001 — 103
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ANNEX IV
TYPEIITEST
(Carbonmonoxideemissiontestatidlingspeed)
1. INTRODUCTION
This Annex describes the procedure for the type II test defined in
5.3.2 of Annex I.
2. CONDITIONS OF MEASUREMENT
2.1. The fuel must be the reference fuel, specifications for which are
given in Annex VIII.
2.2. During the test, the environmental temperature must be between
293 and 303 K (20 and 30 ºC).
The engine shall be warmed upuntil all temp eratures of cooling
and lubrication means and the pressure of lubrication means have
reached equilibrium.
2.2.1. Vehicles that are fuelled either with petrol or with LPG or NG
shall be tested with the reference fuel(s) used for the type I test.
2.3. In the case of vehicles with manually operated or semi-automatic-
shift gearboxes the test must be carried out with the gear lever in
the ‘neutral’ position and with the clutch engaged.
2.4. In the case of vehicles with automatic gear-boxes the test is
carried out with the gear selector in either the ‘neutral’ or the
‘parking’ position.
2.5. Componentsforadjustingtheidlingspeed
2.5.1. Definition
For the purposes of this Directive, ‘components for adjusting the
idling speed’ means controls for changing the idling conditions of
the engine which may be easily operated by a mechanic using
only the tools described in 2.5.1.1. In particular, devices for cali-
brating fuel and air flows are not considered as adjustment
components if their setting requires the removal of the set-stops,
an operation which cannot normally be performed except by a
professional mechanic.
2.5.1.1. Tools which may be used to control components for adjusting the
idling speed: screwdrivers (ordinary or cross-headed), spanners
(ring, open-end or adjustable), pliers, Allen keys.
2.5.2. Determination of measurement points
2.5.2.1. A measurement at the setting in accordance with the conditions
fixed by the manufacturer is performed first.
2.5.2.2. For each adjustment component with a continuous variation, a
sufficient number of characteristic positions are determined.
2.5.2.3. The measurement of the carbon-monoxide content of exhaust
gases must be carried out for all the possible positions of the
adjustment components, but for components with a continuous
variation only the positions defined in 2.5.2.2 are adopted.
2.5.2.4. The type II test is considered satisfactory if at least one of the
two following conditions is met:
2.5.2.4.1. none of the values measured in accordance with 2.5.2.3 exceeds
the limit values;
2.5.2.4.2. the maximum content obtained by continuously varying one of
the adjustment components while the other components are kept
stable does not exceed the limit value, this condition being met
for the various combinations of adjustment components other
than the one which was varied continuously.1970L0220 — EN — 06.02.2001 — 018.001 — 104
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2.5.2.5. The possible positions of the adjustment components are limited:
2.5.2.5.1. on the one hand, by the larger of the following two values: the
lowest idling speed which the engine can reach; the speed recom-
mended by the manufacturer, minus 100 revolutions per minute;
2.5.2.5.2. on the other hand, by the smallest of the following three values:
the highest speed the engine can attain by activation of the idling
speed components; the speed recommended by the manufacturer,
plus 250 revolutions per minute; the cut-in speed of automatic
clutches.
2.5.2.6. In addition, settings incompatible 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
the carburettors must have the same setting.
3. SAMPLING OF GASES
3.1. The sampling probe is placed in the pipe connecting the exhaust
with the sampling bag and as close as possible to the exhaust.
3.2. The concentration in CO (CCO) and CO2(CCO2) is determined from
the measuring instrument readings or recordings, by use of appro-
priate calibration curves.
3.3. The corrected concentration for carbon monoxide regarding four-
stroke engines is:
CCOcorr¼CCO15
CCOþCCO2(Vol. %)
3.4. The concentration in CCO(see 3.2) measured according to the
formulae contained in 3.3 need not be corrected if the total of
the concentrations measured (CCO+CCO2) is at least 15 for four-
stroke engines.1970L0220 — EN — 06.02.2001 — 018.001 — 105
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ANNEX V
TYPEIIITEST
(Verifyingemissionsofcrankcasegases)
1. INTRODUCTION
This Annex describes the procedure for the type III test defined
in section 5.3.3 of Annex I.
2. GENERAL PROVISIONS
2.1. The type III test is carried out on the vehicle with a positive-igni-
tion engine which has been subjected to the type I or type III test
as applicable.
2.2. The engines tested must include leak-proof engines other than
those so designed that even a slight leak may cause unacceptable
operating faults (such as flat-twin engines).
3. TEST CONDITIONS
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
conditions of engine operation:
Condition No Vehicle speed (km/h)
1 Idling
2 50 ± 2 (in 3rd gear or ‘drive’)
3 50 ± 2 (in 3rd gear or ‘drive’)
Condition No Power absorbed by brake
1 Nil
2 That corresponding to the settings for
►M12type I test at 50 km/h ◄
3 That for conditions No 2, multiplied by a factor
of 1,7
4. TEST METHOD
4.1. For the operation conditions as listed in 3.2 reliable function of
the crankcase ventilation system must be checked.
5. METHOD OF VERIFICATION OF THE CRANKCASE VENTI-
LATION SYSTEM
(Refer also to Figure V.5.)
5.1. The engine's apertures must be left as found.5.2. The pressure in the crankcase is measured at an appropriate loca-
tion. It is measured at the dipstick hole with an inclined-tube
manometer.
5.3. The vehicle is deemed satisfactory if, in every condition of
measurement defined in 3.2, the pressure measured in the crank-
case does not exceed the atmospheric pressure prevailing at the
time of measurement.
5.4. For the test by the method described above, the pressure in the
intake manifold is measured to within ± 1 kPa.
5.5 The vehicle speed as indicated at the dynamometer is measured
to within ± 2 km/h.1970L0220 — EN — 06.02.2001 — 018.001 — 106
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5.6. The pressure measured in the crankcase is measured to
within ± 0,01 kPa.
5.7. If in one of the conditions of measurement defined in 3.2 the
pressure measured in the crankcase exceeds the atmospheric pres-
sure, an additional test as defined in section 6 is performed if so
requested by the manufacturer.
6. ADDITIONAL TEST METHOD
6.1. The engine's apertures must be left as found.6.2. A flexible bag impervious to crankcase gases and having a capa-
city of approximately five litres is connected to the dipstick hole.
The bag must be empty before each measurement.
6.3. The bag must be closed before each measurement. It must be
opened to the crankcase for five minutes for each condition of
measurement prescribed in 3.2.
6.4. The vehicle is deemed satisfactory if in every condition of
measurement defined in 3.2 no visible inflation of the bag occurs.
6.5. Remark
6.5.1. If the structural layout of the engine is such that the test cannot
be performed by the methods described in section 6, the measure-
ments must be effected by that method modified as follows:
6.5.2. before the test, all apertures other than that required for the
recovery of the gases are closed;
6.5.3. the bag is placed on a suitable take-off which does not introduce
any additional loss of pressure and is installed on the recycling
circuit of the device directly at the engine-connection aperture.1970L0220 — EN — 06.02.2001 — 018.001 — 107
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Figure V.5.
TypeIIItest
1970L0220 — EN — 06.02.2001 — 018.001 — 108
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ANNEX VI
TYPEIVTEST
THEDETERMINATIONOFEVAPORATIVEEMISSIONSFROMVEHI-
CLESWITHSPARK-IGNITIONENGINES
1. INTRODUCTION
This Annex describes the procedure for the Type IV test in accor-
dance with section 5.3.4 of Annex I.
This procedure describes a method for a determination of the loss
of hydrocarbons by evaporation from the fuel systems of vehicles
with positive-ignition engines.
2. DESCRIPTION OF TEST
The evaporative emission test (Figure VI.1) is designed to deter-
mine hydrocarbon evaporative emissions as a consequence of
diurnal temperatures fluctuation, hot soaks during parking, and
urban driving. The test consists of these phases:
— test preparation including an urban (Part One) and extra-urban
(Part Two) driving cycle,
— hot soak loss determination,
— diurnal loss determination.
Mass emissions of hydrocarbons from the hot soak and the
diurnal loss phases are added up to provide an overall result for
the test.
3. VEHICLE AND FUEL3.1. Vehicle
3.1.1. The vehicle must be in good mechanical condition and have been
run in and driven at least 3 000 km before the test. The evapora-
tive emission control system must be connected and have been
functioning correctly over this period and the carbon canister(s)
must have been subject to normal use, neither undergoing
abnormal purging nor abnormal loading.
3.2. Fuel
3.2.1. The appropriate reference fuel must be used, as defined in Annex
IX to this Directive.
4. TEST EQUIPMENT FOR EVAPORATIVE TEST4.1. Chassisdynamometer
The chassis dynamometer must meet the requirements of Annex
III.
4.2. Evaporativeemissionmeasurementenclosure
The evaporative emission measurement enclosure must be a gas-
tight rectangular measuring chamber able to contain the vehicle
under test. The vehicle must be accessible from all sides and the
enclosure when sealed must be gas tight in accordance with
Appendix 1. The inner surface of the enclosure must be imperme-
able and non-reactive to hydrocarbons. The temperature
conditioning system must be capable of controlling the internal
enclosure air temperature to follow the prescribed temperature
versus time profile throughout the test, and an average tolerance
of ± 1 K over the duration of the test.
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
278 ºK (5 ºC) nor more than 320 ºK (55 ºC) at any time during
the diurnal emission test.1970L0220 — EN — 06.02.2001 — 018.001 — 109
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Wall design must be such as to promote good dissipation of heat.
Interior surface temperatures must not be below 293 ºK (20 ºC),
nor above 325 ºK (52 ºC) for the duration of the hot soak test.
To accommodate the volume changes due to enclosure tempera-
ture changes, either a variable-volume or fixed-volume enclosure
may be used.
4.2.1. Variable-volume enclosure
The variable-volume enclosure expands and contracts in response
to the temperature change of the air mass in the enclosure. Two
potential means of accommodating the internal volume changes
are movable panel(s), or a bellows design, in which an imperme-
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
Appendix 1 over the specified temperature range.
Any method of volume accommodation must limit the differential
between the enclosure internal pressure and the barometric pres-
sure to a maximum value of ± 5 hPa.
The enclosure must be capable of latching to a fixed volume. A
variable volume enclosure must be capable of accommodating a
± 7 % change from its ‘nominal volume’ (see Appendix 1 section
2.1.1), taking into account temperature and barometric pressure
variation during testing.
4.2.2. Fixed-volume enclosure
The fixed-volume enclosure must be constructed with rigid panels
that maintain a fixed enclosure volume, and meet the require-
ments below.
4.2.2.1. The enclosure must be equipped with an outlet flow stream that
withdrawns air at a low, constant rate from the enclosure
throughout the test. An inlet flow stream may provide make-upair to balance the outgoing flow with incoming ambient air. Inlet
air must be filtered with activated carbon to provide a relatively
constant hydrocarbon level. Any method of volume accommoda-
tion must maintain the differential between the enclosure internal
pressure and the barometric pressure between 0 and −5 hPa.
4.2.2.2. The equipment must be capable of measuring the mass of hydro-
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
may be continuously analysed using an on-line FID analyser and
integrated with the flow measurements to provide a continuous
record of the mass hydrocarbon removal.
4.3. Analyticalsystems
4.3.1. Hydrocarbon analyser
4.3.1.1. The atmosphere within the chamber is monitored using a hydro-
carbon detector of the flame ionization detector (FID) type.
Sample gas must be drawn from the mid-point of one side wall
or roof of the chamber and any bypass flow must be returned to
the enclosure, preferably to a point immediately downstream of
the mixing fan.
4.3.1.2. The hydrocarbon analyser must have a response time to 90 % of
final reading of less than 1,5 seconds. Its stability must be better
than 2 % of full scale at zero and at 80 % ± 20 % of full scale
over a 15-minute period for all operational ranges.
4.3.1.3. The repeatability of the analyser expressed as one standard devia-
tion must be better than 1 % of full scale deflection at zero and at
80 % ± 20 % of full scale on all ranges used.
4.3.1.4. The operational ranges of the analyser must be chosen to give
best resolution over the measurement, calibration and leak
checking procedures.
4.3.2. Hydrocarbon analyser data recording system
4.3.2.1. The hydrocarbon analyser must be fitted with a device to record
electrical signal output either by strip chart recorder or other data1970L0220 — EN — 06.02.2001 — 018.001 — 110
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processing system at a frequency of at least once per minute. The
recording system must have operating characteristics at least
equivalent to the signal being recorded and must provide a
permanent record of results. The record 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
each test).1970L0220 — EN — 06.02.2001 — 018.001 — 111
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Figure VI.1
Evaporativeemissiondetermination
Note:1. Evaporative emission control families — details clarified.
2. Tailpipe emissions may be measured during type I test drive, but these are not used for legislative
purposes. Exhaust emission legislative test remains separate.1970L0220 — EN — 06.02.2001 — 018.001 — 112
▼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 2 000 W capacity
is suitable. The heating system must apply heat evenly to the
tank walls beneath the level of the fuel so as not to cause local
overheating of the fuel. Heat must not be applied to the vapour
in the tank above the fuel.
4.4.2. The tank heating device must make it possible to heat the fuel in
the tank evenly by 14 ºK from 289 ºK (16 ºC) within 60 minutes,
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
into the enclosure from the vertical centre line of each side wall
at a height of 0,9 ± 0,2 m.
4.5.2. The temperatures of the fuel tank(s) are recorded by means of the
sensor positioned in the fuel tank as in 5.1.1 in the case of use of
the gasoline canister load option (5.1.5).
4.5.3. Temperatures must, throughout the evaporative emission
measurements, be recorded or entered into a data processing
system at a frequency of at least once per minute.
4.5.4. The accuracy of the temperature recording system must be within
± 1,0 ºK and the temperature must be capable of being resolved
to ± 04, ºK.
4.5.5. The recording or data processing system must be capable of
resolving time to ± 15 seconds.
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 system at a frequency of at least once per
minute.
4.6.2. The accuracy of the pressure recording system must be within
± 2 hPa and the pressure must be capable of being resolved to
± 0,2 hPa.
4.6.3. The recording or data processing system must be capable of
resolving time to ± 15 seconds.
4.7. Fans
4.7.1. By the use of one or more fans or blowers with the SHED door(s)
open it must be possible to reduce the hydrocarbon concentration
in the chamber to the ambient hydrocarbon level.
4.7.2. The chamber must have one or more fans or blowers of likely
capacity 0,1 to 0,5 m3s−1with which to thoroughly mix the atmo-
sphere in the enclosure. It must be possible to attain an even
temperature and hydrocarbon concentration in the chamber during
measurements. The vehicle in the enclosure must not be subjected
to a direct stream of air from the fans or blowers.
4.8. Gases
4.8.1. The following pure gases must be available for calibration and
operation:
— purified synthetic air (purity: < 1 ppm C1equivalent ≤1ppm
CO,≤400 ppm CO2,≤0,1 ppm NO); oxygen content
between 18 % and 21 % by volume,
— hydrocarbon analyser fuel gas (40 % ± 2 % hydrogen, and
balance helium with less than 1 ppm C1equivalent hydro-
carbon, less than 400 ppm CO2),
— propane (C3H8), 99,5 % minimum purity,1970L0220 — EN — 06.02.2001 — 018.001 — 113
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— butane (C4H10), 98 % minimum purity,
— nitrogen (N2), 98 % minimum purity.
4.8.2. Calibration and span gases must be available containing mixtures
of propane (C3H8) and purified synthetic air. The true concentra-
tions of a calibration gas must be within ± 2 % of stated figures.
The accuracy of the diluted gases obtained when using a gas
divider must be to within ± 2 % of the true value. The concentra-
tions specified in Appendix 1 may also be obtained by the use of
a gas divider using synthetic air as the diluent gas.
4.9. Additionalequipment
4.9.1. The absolute humidity in the tests area must be measurable to
within ± 5 %.
5. TEST PROCEDURE
5.1. Testpreparation
5.1.1. The vehicle is mechanically prepared before the test as follows:
— the exhaust system of the vehicle must not exhibit any leaks,
— the vehicle may be steam cleaned before the test,
— in the case of use of the gasoline canister load option (5.1.5)
the fuel tank of the vehicle must be equipped with a tempera-
ture sensor to enable the temperature to be measured at the
mid-point of the fuel in the fuel tank when filled to 40 % of
its capacity,
— additional fittings, adapters of devices may be fitted to the
fuel system in order to allow a complete draining of the fuel
tank. For this purpose it is not necessary to modify the shell
of the tank,
— the manufacturer may propose a test method in order to take
into account the loss of hydrocarbons by evaporation coming
only from the fuel system of the vehicle.
5.1.2. The vehicle is taken into the test area where the ambient tempera-
ture is between 293 ºK and 303 ºK (20 and 30 ºC).
5.1.3. The ageing of the canister(s) has to be verified. This may be done
by demonstrating that it has accumulated a minimum of 3 000 km.
If this demonstration is not given, the following procedure isused. In the case of a multiple canister system each canister
must undergo the procedure separately.
5.1.3.1. The canister is removed from the vehicle. Special care must be
taken during this stepto avoid damage to comp onents and the
integrity of the fuel system.
5.1.3.2. The weight of the canister must be checked.
5.1.3.3. The canister is connected to a fuel tank, possibly an external one,
filled with reference fuel, to 40 % volume of the fuel tank(s).
5.1.3.4. The fuel temperature in the fuel tank must be between 283 ºK
(10 ºC) and 287 ºK (14 ºC).
5.1.3.5. The (external) fuel tank is heated from 288 ºK to 318 ºK (15 º to
45 ºC) (1 ºC increase every 9 minutes).
5.1.3.6. If the canister reaches breakthrough before the temperature
reaches 318 ºK (45 ºC), the heat source must be turned off.
Then the canister is weighed. If the canister did not reach break-
through during the heating to 318 ºK (45º ºC), the procedure from
5.1.3.3 must be repeated until breakthrough occurs.
5.1.3.7. Breakthrough may be checked as is described in 5.1.5 and 5.1.6
of this Annex, or with the use of another sampling and analytical
arrangement capable of detecting the emission of hydrocarbons
from the canister at breakthrough.
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. The weight of the canister must be checked.
5.1.3.10. The steps of the procedure in 5.1.3.4 to 5.1.3.9 must be repeated
nine times. The test may be terminated prior to that, after not less1970L0220 — EN — 06.02.2001 — 018.001 — 114
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than three ageing cycles, if the weight of the canister after the last
cycles has stabilized.
5.1.3.11. The evaporative emission canister is reconnected and the vehicle
restored to its normal operating condition.
5.1.4. One of the methods specified in 5.1.5 and 5.1.6 must be used to
precondition the evaporative canister. For vehicles with multiple
canisters, each canister must be preconditioned separately.
5.1.4.1. Canister emissions are measured to determine breakthrough.
Breakthrough is here defined as the point at which the cumulative
quantity of hydrocarbons emitted is equal to 2 grams.
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 downstream of the vehicle's
canister. The auxiliary canister must be well purged with dry air
prior to loading.
5.1.4.3. The measuring chamber must be purged for several minutes
immediately before the test until a stable background is obtained.
The chamber air mixing fan(s) must be switched on at this time.
The hydrocarbon analyser must be zeroed and spanned immedi-
ately before the test.
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
tank drain(s). This must be done so as not to abnormally purge or
abnormally load the evaporative control devices fitted to the
vehicle. Removal of the fuel capis normally sufficient to achieve
this.
5.1.5.2. The fuel tank(s) is (are) refilled with test fuel at a temperature of
between 283 ºK to 287 ºK (10 to 14 ºC) to 40 % ± 2 % of the
tank's normal volumetric capacity. The fuel cap(s) of the vehicle
must be fitted at this point.
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.
The fuel tank temperature sensor is connected to the temperature
recording system. A heat source must be properly positioned with
respect to the fuel tank(s) and connected to the temperature
controller. The heat source is specified in 4.4. In the case of vehi-
cles fitted with more than one fuel tank, all the tanks must be
heated in the same way as described below. The temperatures of
the tanks must be identical to within ± 1,5 ºK.
5.1.5.4. The fuel may be artificially heated to the starting diurnal
temperature of 293 ºK (20 ºC) ± 1 ºK.
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
measurement initiated of the hydrocarbon level in the enclosure.
5.1.5.6. When the fuel temperature of the fuel tank reaches 293 ºK (20 ºC)
a linear heat build of 15 ºK (15 ºC) begins. The fuel must be
heated in such a way that the temperature of the fuel during the
heating conforms to the function below to within ± 1,5 ºK. The
elapsed time of the heat build and temperature rise is recorded.
Tr=T0+ 0,2333 × t
where:T
r= required temperature (K);
To= initial temperature (K);
t = time from start of the tank heat build in minutes.
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
from the evaporative emission enclosure and the entire procedure
outlined in 5.1.7 repeated until breakthrough occurs.1970L0220 — EN — 06.02.2001 — 018.001 — 115
▼M15
5.1.6. Butane loading to breakthrough
5.1.6.1. If the enclosure is used for the determination of the breakthrough
(see 5.1.4.2) the vehicle must be placed, with the engine shut off,
in the evaporative emission enclosure.
5.1.6.2. The evaporative emission canister must be prepared for the
canister loading operation. The canister must not be removed
from the vehicle, unless access to it in its normal 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 stepto avoid damage to the comp onents and
the integrity of the fuel system.
5.1.6.3. The canister is loaded with a mixture composed of 50 % 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
must be shut off.
5.1.6.5. The evaporative emission canister must then be reconnected and
the vehicle restored to its normal operating condition.
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
tank drain(s). This must be done so as not to abnormally purge or
abnormally load the evaporative control devices fitted to the
vehicle. Removal of the fuel capis normally sufficient to achieve
this.
5.1.7.2. The fuel tank(s) is (are) refilled with test fuel at a temperature of
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
be fitted at this point.
5.2. Preconditioningdrive
5.2.1. Within one hour from the completing of canister loading in
accordance with 5.1.5 or 5.1.6 the vehicle is placed on the chassis
dynamometer and driven through one Part One and two Part Two
driving cycles of Type I test as specified in Annex III. Exhaust
emissions are not sampled during this operation.
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 ± 3 ºK of it at the end of the period.
5.4. Dynamometertest
5.4.1. After conclusion of the soak period the vehicle is driven through
a complete Type I test drive as described in Annex III (cold start
urban and extra urban test). Then the engine is shut off. 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. Within two minutes of completing the Type I test drive specified
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
be sampled during this operation.
5.5. Hotsoakevaporativeemissionstest
5.5.1. Before the completion of the conditioning drive the measuring
chamber must be purged for several minutes until a stable hydro-
carbon background is obtained. The enclosure mixing fan(s) must
also be turned on at this time.
5.5.2. The hydrocarbon analyser must be zeroed and spanned immedi-
ately prior to the test.1970L0220 — EN — 06.02.2001 — 018.001 — 116
▼M15
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
measuring chamber with a minimum use of the accelerator pedal.
The engine must be turned off before any part of the vehicle
enters the measuring chamber. The time at which the engine is
switched off is recorded on the evaporative emission measure-
ment data recording system and temperature recording begins.
The vehicle's windows and luggage compartments must be
opened at this stage, if not already opened.
5.5.4. The vehicle must be pushed or otherwise moved into the
measuring chamber with the engine switched off.
5.5.5. The enclosure doors are closed and sealed gas-tight within two
minutes of the engine being switched off and within seven
minutes of the end of the conditioning drive.
5.5.6. The start of a 60 ± 0,5 minute hot soak period begins when the
chamber is sealed. The hydrocarbon concentration, temperature
and barometric pressure are measured to give the initial readings
CHC,iPiand Tifor the hot soak test. These figures are used in the
evaporative emission calculation, section 6. The ambient SHED
temperature T must not be less than 296 ºK and no more than
304 ºK during the 60-minute hot soak period.
5.5.7. The hydrocarbon analyser must be zeroed and spanned immedi-
ately before the end of the 60 ± 0,5 minute test period.
5.5.8. At the end of the 60 ± 0,5 minute test period the hydrocarbon
concentration in the chamber must be measured. The temperature
and the barometric pressure are also measured. These are the final
readings CHC,f,Pfand Tffor the hot soak test used for the calcula-
tion in section 6.
5.6. Soak
5.6.1. The test vehicle must be pushed or otherwise moved to the soak
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
soak test and the start of the diurnal emission test. For at least 6
hours of this period the vehicle must be soaked at 293 ºK ± 2 ºK
(20 ºC ± 2 ºC).
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
temperature deviation from the profile, calculated using the abso-
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
this time.
5.7.3. The test vehicle, with the engine shut off and the test vehicle
windows and luggage compartment(s) opened must be moved
into the measuring chamber. The mixing fan(s) must be adjusted
in such a way as to maintain a minimum air circulation of 8 km/h
under the fuel tank of the test vehicle.
5.7.4. The hydrocarbon analyser must be zeroed and spanned immedi-
ately before the test.
5.7.5. The enclosure doors must be closed and gas-tight sealed.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
diurnal test. This is the point where time tStart=0 .
5.7.7. The hydrocarbon analyser must be zeroed and spanned immedi-
ately before the end of the test.
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 — 06.02.2001 — 018.001 — 117
▼M15
in 5.7.6. The time elapsed is recorded. The hydrocarbon concen-
tration, temperature and barometric pressure are measured to give
the final readings CHC,i,Pfand Tffor the diurnal test used for the
calculation in section 6. This completes the evaporative emission
test procedure.
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 from each of theses phases is
calculated using the initial and final hydrocarbon concentrations,
temperatures and pressures in the enclosure, together with the net
enclosure volume.
The formula below is used:
MHC¼k/C1V/C110/C04/C1CHC ;f/C1Pf
Tf/C0CHC ;i/C1Pi
Ti/C18/C19
þMHC ;out/C0MHC ;i
where:
MHC= hydrocarbon mass in grams
MHC,out= mass of hydrocarbon exiting the enclosure, in the
case of fixed-volume enclosures for diurnal emis-
sion testing (grams).
MHC,i= mass of hydrocarbon entering the enclosure, in the
case of fixed-volume enclosures for diurnal emis-
sion testing (grams).
CHC= measured hydrocarbon concentration in the enclo-
sure (ppm (volume) C1equivalent),
V = net enclosure volume in cubic metres corrected for
the volume of the vehicle, with the windows and
the luggage compartment open. If the volume of
the vehicle is not determined a volume of 1,42 m3
is subtracted.
T = ambient chamber temperature, in ºK,
P = barometric pressure in kPA,
H/C = hydrogen to carbon ration,
k = 1,2 · (12 + H/C);
where:i is the initial reading,
f is the final reading,
H/C is taken to be 2,33 for diurnal test losses,
H/C is taken to be 2,20 for hot soak losses.
6.2. Overall resultsoftest
The overall hydrocarbon mass emission for the vehicle is taken to
be:
M
total=MDI+MHS
where:M
total= overall mass emissions of the vehicle (grams),
MDI= hydrocarbon mass emission for diurnal test (grams),
MHS= hydrocarbon mass emission for the hot soak (grams).
7. CONFORMITY OF PRODUCTION
7.1. For routine end-of-production-line testing, the holder of the
approval may demonstrate compliance by sampling vehicles
which shall meet the following requirements.
7.2. Testforleakage
7.2.1. Vents to the atmosphere from the emission control system shall
be isolated.1970L0220 — EN — 06.02.2001 — 018.001 — 118
▼M9
▼M9
7.2.2. A pressure of 370 ± 10 mm of H2O must be applied to the fuel
system.
7.2.3. The pressure must be allowed to stabilize prior to isolating the
fuel system from the pressure source.
7.2.4. Following isolation of the fuel system, the pressure must not drop
by more than 50 mm of H2O in five minutes.
7.3. Testforventing
7.3.1. Vents to the atmosphere from the emission control must be
isolated.
7.3.2. A pressure of 370 ± 10 mm of H2O must be applied to the fuel
system.
7.3.3. The pressure must be allowed to stabilize prior to isolating the
fuel system from the pressure source.
7.3.4. The venting outlets from the emission control systems to the
atmosphere must be reinstated to the production condition.
7.3.5. The pressure of the fuel system must drop to below 100 mm of
H2O in not less than 30 seconds but within two minutes.
7.3.6. At the request of the manufacturer the functional capacity for
venting can be demonstrated by equivalent alternative procedure.
The specific procedure should be demonstrated by the manufac-
turer to the technical service during the type approval procedure.
7.4. Purgetest
7.4.1. Equipment capable of detecting an airflow rate of 1,0 litres in one
minute must be attached to the purge inlet and a pressure vessel
of sufficient size to have negligible effect on the purge system
must be connected via a switching valve to the purge inlet, or
alternatively,
7.4.2. the manufacturer may use a flow meter of his own choice, if
acceptable to the competent authority.
7.4.3. The vehicle must be operated in such a manner that any design
feature of the purge system that could restrict purge operation is
detected and the circumstances noted.
7.4.4. Whilst the engine is operating within the bounds noted in 7.4.3,
the air flow must be determined by either:
7.4.4.1. the device indicated in 7.4.1 being switched in. A pressure drop
from atmospheric to a level indicating that a volume of 1,0 litres
of air has flowed into the evaporative emission control system
within one minute must be observed; or
7.4.4.2. if an alternative flow measuring device is used, a reading of no
less than 1,0 litre per minute must be detectable.
7.4.4.3. At the request of the manufacturer an alternative purge test proce-
dure can be used, if the procedure has been presented to and has
been accepted by the technical service during the type approval
procedure.
7.5. The competent authority which has granted type-approval may at
any time verify the conformity control methods applicable to
each production unit.
7.5.1. The inspector must take a sufficiently large sample from the
series.
7.5.2. The inspector may test these vehicles by application of either
7.1.4 or 7.1.5 of Annex I.
7.5.3. If in pursuance of section 7.1.5 of Annex I the vehicle's test result
falls outside the agreed limits of section 5.3.4.2 of Annex I, the
manufacturer may request that the approval procedure referred to
in 7.1.4 of Annex I be applied.
7.5.3.1. The manufacturer must not be allowed to adjust, repair or modify
any of the vehicles, unless they failed to comply with the require-1970L0220 — EN — 06.02.2001 — 018.001 — 119
▼M12
▼M9
▼M12
▼M9
▼M9
ments of section 7.1.4 of Annex I and unless such work is docu-
mented in the manufacturer's vehicle assembly and inspection
procedures.
7.5.3.2. The manufacturer may request a single re-test for a vehicle whose
evaporative emission characteristics are likely to have changed
due to his actions under 7.5.3.1.
7.6. If the requirements of 7.5 are not met, the competent authority
must ensure that all necessary steps are taken to re-establish
conformity of production as rapidly as possible.1970L0220 — EN — 06.02.2001 — 018.001 — 120
▼M9
Appendix 1
CALIBRATION OF EQUIPMENT FOR EVAPORATIVE EMISSION
TESTING
1. CALIBRATION FREQUENCY AND METHODS
1.1. All equipment must be calibrated before its initial use and then
calibrated as often as necessary and in any case in the month
before type-approval testing. The calibration methods to besued
are described in this Appendix.
1.2. Normally the series of temperatures which are mentioned firstly
must be used. The series of temperatures within square brackets
may alternatively be used.
2. CALIBRATION OF THE ENCLOSURE
2.1. Initialdeterminationofenclosureinternalvolume
2.1.1. Before its initial use, the internal volume of the chamber must be
determined as follows. The internal dimensions of the chamber
are carefully measured, allowing for any irregularities such as
bracing struts. The internal volume of the chamber is determined
from these measurements.
For variable-volume enclosures, the enclosure must be latched to
a fixed volume when the enclosure is held at an ambient tempera-
ture of 303 ºK (30 ºC) [(302 ºK (29 ºC)]. This nominal volume
must be repeatable within ± 0,5 % of the reported value.
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
windows open may be used instead of the 1,42 m3.
2.1.3. The chamber must be checked as in 2.3. If the propane mass does
not agree with the injected mass to within ± 2 % then corrective
action is required.
2.2. Determinationofchamberbackgroundemissions
This operation determines that the chamber does not contain any
materials that emit significant amounts of hydrocarbons. The
check must be carried out at the enclosure's introduction to
service, after any operations in the enclosure which may affect
background emissions and at a frequency of at least once per
year.
2.2.1. Variable-volume enclosures may be operated in either 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
mentioned below.
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)]
throughout the four-hour period mentioned below.
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
sampling period begins.
2.2.4. The analyser (if required) must be calibrated, then zeroed and
spanned.
2.2.5. The enclosure must be purged until a stable hydrocarbon reading
is obtained, and the mixing fan turned on if not already on.
2.2.6. The chamber is then sealed and the background hydrocarbon
concentration, temperature and barometric pressure are measured.
These are the initial readings CHC,i,Piand Tiused in the enclosure
background calculation.
2.2.7. The enclosure is allowed to stand undisturbed with the mixing fan
on for a period of four hours.1970L0220 — EN — 06.02.2001 — 018.001 — 121
▼M15
▼M15
2.2.8. At the end of this time the same analyser is used to measure the
hydrocarbon concentration in the chamber. The temperature and
the barometric pressure are also measured. These are the final
readings CHC,f,Pfand Tf.
2.2.9. The change in mass of hydrocarbons in the enclosure must be
calculated over the time of the test in accordance with 2.4 and
must not exceed 0,05 g.
2.3. Calibrationandhydrocarbonretentiontestofthechamber
The calibration and hydrocarbon retention test in the chamber
provides a check on the calculated volume in 2.1 and also
measures any leak rate. The enclosure leak rate must be deter-
mined at the enclosure's introduction to service, after any
operations in the enclosure which may affect the integrity of the
enclosure, and at least monthly thereafter. If six consecutive
monthly retention checks are successfully completed without
corrective action, the enclosure leak rate may be determined quar-
terly thereafter as long as no corrective action is required.
2.3.1. The enclosure must be purged until a stable hydrocarbon concen-
tration is reached. The mixing fan is turned on, if not already
switched on. The hydrocarbon analyser is zeroed, calibrated if
required, and spanned.
2.3.2. On variable-volume enclosures the enclosure must be latched to
the nominal volume position. On fixed-volume enclosures the
outlet and inlet flow streams must be closed.
2.3.3. The ambient temperature control system is then turned on (if not
already on) and adjusted for an initial temperature of 308 ºK
(35 ºC) [309 ºK (36 ºC)].
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
the enclosure calibration.
2.3.5. A quantity of approximately 4 grams of propane is injected into
the enclosure. The mass of propane must be measured to an accu-
racy and precision of ± 02, % of the measured value.
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
as the initial readings CHC,i,Piand Tifor the retention check.
2.3.7. On the basis of the readings taken in 2.3.4 and 2.3.6 and the
formula in 2.4, the mass of propane in the enclosure is calculated.
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
from the nominal volume configuration. For fixed-volume enclo-
sures, the outlet and inlet flow streams must be opened.
2.3.9. The process is then begun of cycling the ambient temperature
from 308 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
308,6 ºK (35,6 ºC)] over a 24-hour period according to the profile
[alternative profile] specified in Appendix 2 within 15 minutes of
sealing the enclosure. (Tolerances as specified in section 5.7.1 of
Annex VI).
2.3.10. At the completion of the 24-hour cycling period, the final hydro-
carbon concentration, temperature and barometric pressure are
measured and recorded. These are the final readings CHC,f,Tfand
Pffor the hydrocarbon retention check.
2.3.11. Using the formula in 2.4, the hydrocarbon mass is then calculated
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
The calculation of net hydrocarbon mass change within the enclo-
sure is used to determine the chamber's hydrocarbon background1970L0220 — EN — 06.02.2001 — 018.001 — 122
▼M15
and leak rate. Initial and final readings of hydrocarbon concentra-
tion, temperature and barometric pressure are used in the
following formula to calculate the mass change.
MHC¼k/C1V/C110/C04/C1CHC ;f/C1Pf
Tf/C0CHC ;i/C1Pi
Ti/C18/C19
þMHC ;out/C0MHC ;i
where:
MHC= hydrocarbon mass in grams
MHC,out= mass of hydrocarbon exiting the enclosure, in the
case of fixed-volume enclosures for diurnal emis-
sion testing (grams)
MHC,i= mass of hydrocarbon entering the enclosure, in the
case of fixed volume enclosures for diurnal emis-
sion testing (grams)
CHC= hydrocarbon concentration in the enclosure (ppm
carbon (NB: ppm carbon = ppm propane × 3))
V = enclosure volume in cubic metres as measured in
section 2.1.1.
T = ambient temperature in the enclosure in K,P = barometric pressure in kPa,
k = 17,6;
where:
i is the initial reading.
f is the final reading
3. CHECKING OF FID HYDROCARBON ANALYZER
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
on the most common operating range.
3.2. CalibrationoftheHCanalyzer
The analyzer should be calibrated using propane in air and puri-
fied synthetic air. See section 4.5.2 of Annex III (Calibration and
span gases).
Establish a calibration curve as described in sections 4.1 to 4.5 of
this Appendix.
3.3. Oxygeninterference checkandrecommendedlimits
The response factor (Rf) for a particular hydrocarbon species is
the ratio of the FID C
1reading to the gas cylinder concentration,
expressed as ppm C1.
The concentration of the test gas must be at a level to give a
response of approximately 80 % of full scale deflection, for the
operating range. The concentration must be known, to an accu-
racy of ± 2 % in reference to a gravimetric standard expressed
in volume. In addition the gas cylinder must be preconditioned
for 24 hours at a temperature between 293 K and 303 K (20 º
and 30 ºC).
Response factors should be determined when introducing an
analyzer into service and thereafter at major service intervals.
The reference gas to be used is propane with balance purified
air which is taken to give a response factor of 1,00.
The test gas to be used for oxygen interference and the recom-
mended response factor range are given below:
Propane and nitrogen 0,95 ≤Rf≤1,05.1970L0220 — EN — 06.02.2001 — 018.001 — 123
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4. CALIBRATION OF THE HYDROCARBON ANALYZER
Each of the normally used operating ranges are calibrated by the
following procedure:
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
concentrations to be at least 80 % of the full scale.
4.2. Calculate the calibration curve by the method of least squares. If
the resulting polynominal degree is greater than 3, then the
number of calibration points must be at least the number of the
polynominal degree plus 2.
4.3. The calibration curve must not differ by more than 2 % from the
nominal value of each calibration gas.
4.4. Using the coefficients of the polynominal derived from 3.2, a
table of indicated reading against true concentration shall be
drawn upin step s of no greater than 1 % of full scale. This is to
be carried out for each analyzer range calibrated. The table shall
also contain other relevant data such as:
date of calibration,
span and zero potentiometer readings (where applicable),nominal scale,
reference data of each calibration gas used,
the actual and indicated value of each calibration gas used
together with the percentage differences,
FID fuel and type,
FID air pressure.
4.5. If it can be shown to the satisfaction of the Regulatory Agency
that alternative technology (e.g. computer, electronically
controlled range switch) can give equivalent accuracy, then those
alternatives may be used.1970L0220 — EN — 06.02.2001 — 018.001 — 124
▼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 — 06.02.2001 — 018.001 — 125
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ANNEX VII
TYPEVITEST
(Verifying the average low ambient temperature carbon monoxide and hydro-
carbon tailpipe emissions after a cold start)
1. INTRODUCTION
This Annex applies only to vehicles with positive-ignition
engines. It describes the equipment required and the procedure
for the Type VI test defined in section 5.3.5 of Annex I in order
to verify the emissions of carbon monoxide and hydrocarbons at
low ambient temperatures. Topics addressed in this Annex
include:
1. Equipment requirements;
2. Test conditions;
3. Test procedures and data requirements.
2. TEST EQUIPMENT2.1. Summary
2.1.1. This chapter deals with the equipment needed for low ambient
temperature exhaust emission tests on positive-ignition vehicles.
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 are not
prescribed. Sections 2.2 to 2.6 describe deviations applicable to
Type VI low ambient temperature testing.
2.2. Chassisdynamometer
2.2.1. The requirements of section 4.1 of Annex III apply. The dynam-
ometer must be adjusted to simulate the operation of a vehicle on
the road at 266 ºK (−7 º C). Such adjustment may be based on a
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
use of other methods of determining the driving resistance.
2.2.2. For calibration of the dynamometer the provisions of Appendix 2
of Annex III apply.
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 m
2/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
carbon monoxide, carbon dioxide, and hydrocarbon testing.
2.4.2. For calibrations of the analytical equipment the provisions of
Appendix 6 of Annex III apply.
2.5. Gases
2.5.1. The provisions of section 4.5 of Annex III apply, where they are
relevant.
2.6. Additionalequipment
2.6.1. For equipment used for the measurement of volume, temperature,
pressure and humidity the provisions in sections 4.4 and 4.6 of
Annex III apply.1970L0220 — EN — 06.02.2001 — 018.001 — 126
▼M15
3. TEST SEQUENCE AND FUEL
3.1. General requirements
3.1.1. The test sequence in Figure VII.1 shows the steps encountered as
the test vehicle undergoes the procedures for the Type VI test.
Ambient temperature levels encountered by the test vehicle must
average: 266 ºK (−7 ºC) ± 3 ºK and must:
not be less than 260 ºK (−13 ºC), no more than 272 ºK (−1 ºC).
The temperature may:not fall below 263 ºK (−10 ºC), or exceed 269 ºK (−4 ºC)
for more than three consecutive minutes.
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). The ambient temperature reported must be an arithmetic
average of the test cell temperatures measured at constant inter-
vals no more than one minute apart.
3.2. Testprocedure
The part one urban driving cycle according to Figure III.1.1 in
Annex III - Appendix 1, consists of four elementary urban cycles
which together makes a complete part one cycle.
3.2.1. Start of engine, start of the sampling and the operation of the first
cycle must be in accordance with Table III.1.2 and Figure III.1.2.
3.3. Preparationforthetest
3.3.1. For the test vehicle the provisions of section 3.1 of Annex III
apply. For setting the equivalent inertia mass on the dynamometer
the provisions of section 5.1 of Annex III apply.1970L0220 — EN — 06.02.2001 — 018.001 — 127
▼M15
Figure VII.1
Procedure forlowambienttemperature test
1970L0220 — EN — 06.02.2001 — 018.001 — 128
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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
chose to use the test fuel specified in section 1 of Annex IX.
4. VEHICLE PRECONDITIONING4.1. Summary
4.1.1. To ensure reproducible emission tests, the test vehicles must be
conditioned in a uniform manner. The conditioning consists of a
preparatory drive on a chassis dynamometer followed by a soak
period before the emission test according to 4.3.
4.2. Preconditioning
4.2.1. The fuel tank(s) must be filled with the specified test fuel. If the
existing fuel in the fuel tank(s) does not meet the specifications
contained in 3.4.1, the existing fuel must be drained prior to the
fuel fill. The test fuel must be at a temperature less than or equal
to 289 ºK (+ 16 ºC). For the above operations the evaporative
emission control system must neither be abnormally purged nor
abnormally loaded.
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
the request of the manufacturer, vehicles with a positive-ignition
engine may be preconditioned with one Part I and two Part II
driving cycles.
4.2.4. During the preconditioning the test cell temperature must remain
relatively constant and not be higher than 303 ºK (30 ºC).
4.2.5. The drive-wheel tyre pressure must be set in accordance with the
provisions of section 5.3.2 of Annex III.
4.2.6. Within ten minutes of completion of the preconditioning, the
engine must be switched off.
4.2.7. If requested by the manufacturer and approved by the technical
service, additional preconditioning may in exceptional cases be
allowed. The technical service may also choose to conduct addi-
tional preconditioning. The additional preconditioning consists of
one or more driving schedules of the part one cycle as described
in Annex III — Appendix 1. The extent of such additional
preconditioning must be recorded in the test report.
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
emission test.
4.3.2. Standard method . The vehicle is stored for not less than 12 hours
nor for more than 36 hours prior to the low ambient temperature
tailpipe emission test. The ambient temperature (dry bulb) during
this period must be maintained at an average termperature of:
266 ºK (−7 ºC) ± 3 ºK during each hour of this period and must
not be less than 260 ºK (−13 ºC) nor more than 272 (−1 ºC). In
addition, the temperature may not fall below 263 ºK (−10 ºC) nor
more than 269 ºK (−4 ºC) for more than three consecutive
minutes.
4.3.3. Forced method (
1). The vehicle must be stored for not more than
36 hours prior to the low ambient temperature tailpipe emission
test.
4.3.3.1. The vehicle must not be stored at ambient temperatures which
exceed 303 ºK (30 ºC) during this period.1970L0220 — EN — 06.02.2001 — 018.001 — 129
(1) The provisions concerning ‘forced cool down methods’ must be re-examined without
delay in accordance with the procedure laid down in Article 13 of Directive 70/156/
EEC.
▼M15
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.
4.3.3.3. The ambient temperature need only be stringently controlled after
the vehicle has been cooled to:
266 ºK (−7 ºC) ± 2 ºK,
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
bottom of the oil sump. If tow or more diverse locations in the oil
are monitored, they must all meet the temperature requirements.
4.3.3.4. The vehicle must be stored for at least one hour after is has been
cooled to 266 ºK (−7 ºC) ± 2 ºK, prior to the low ambient
temperature tailpipe emission test. The ambient temperature (dry
bulb) during this period must average 266 ºK (−7 ºC) ± 3 ºK, and
must:
not be less than 260 ºK (−13 ºC) nor more than 272 ºK (−1 ºC),
In addition, the temperature may:
not fall below 263 ºK (−10 ºC) or exceed 269 ºK (−4 ºC),for more than three consecutive minutes.
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
ambient temperature (dry bulb) during this period
must average 266 ºK (−7 ºC) ± 3 ºK and must not be less than
260 ºK (−13 ºC) nor more than 272 ºK (−1 ºC).
In addition, the temperature may:
not fall below 263 ºK (−10 ºC) or exceed 269 ºK (−4 ºC), for
more than three consecutive minutes.
5. DYNAMOMETER PROCEDURE
5.1. Summary
5.1.1. The emission sampling is performed over a test procedure
consisting of the part one cycle (Annex III — Appendix 1 Figure
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.
The tailpipe emissions are diluted with ambient air and a continu-
ously proportional sample is collected for analysis. The exhaust
gases collected in the bag are analysed for hydrocarbons, carbon
monoxide, and carbon dioxide. A parallel sample of the dilution
air is similarly analysed for carbon monoxide, hydrocarbons and
carbon dioxide.
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) and to the vehicle.
5.2.1.2. For front-engined vehicles, the fan must be positioned in front of
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
the vehicle.
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 roller1970L0220 — EN — 06.02.2001 — 018.001 — 130
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speed. The final selection of the blower must have the following
characteristics:
— area: at least 0,2 m2,
— height of the lower edge above ground: approximately 20 cm.
As an alternative the blower speed must be at least 6 m/s
(21,6 km/h). At the request of the manufacturer, for special vehi-
cles (e. g. vans, off-road) the height of the cooling fan may be
modified.
5.2.1.4. The vehicle speed as measured from the dynamometer roll(s)
must be used (section 4.1.4.4 of Annex III).
5.2.3. Preliminary testing cycles may be carried out if necessary, to
determine how best to actuate the accelerator and brake controls
so as to achieve a cycle approximating to the theoretical cycle
within the prescribed limits, or to permit sampling system adjust-
ment. Such driving must be carried out before ‘START’
according to Figure VII.1.
5.2.4. Humidity in the air must be kept low enough to prevent conden-
sation on the dynamometer roll(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. The test vehicle may not be used to make the adjustment.
The dynamometer, using automatic control of preselectable power
settings, may be set at any time prior to the beginning of the
emission test.
5.2.8. Before the emission test driving schedule may begin, the test cell
temperature must be 266 ºK (−7 ºC) ± 2 ºK, as measured in the
air stream of the cooling fan with a maximum distance of 1 m-
1,5 m from the vehicle.
5.2.9. During operation of the vehicle the heating and defrosting devices
must be shut off.
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 is performed while operating the vehicle in
its primary designed driving mode.
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-upp rocedure and ends on
conclusion of the final idling period of the last elementary cycle
of the part one (urban driving cycle), after 780 seconds.
The first driving cycle starts with a period of 11 seconds idling as
soon as the engine has started.
5.3.2. For the analysis of the sampled emissions the provisions of
section 7.2 of Annex III apply. In performing the exhaust sample
analysis the technical service must exercise care to prevent
condensation of water vapour in the exhaust gas sampling bags.
5.3.3. For the calculations of the mass emissions the provisions of
section 8 of Annex III apply.1970L0220 — EN — 06.02.2001 — 018.001 — 131
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6. OTHER REQUIREMENTS
6.1. Irrationalemissioncontrolstrategy
6.1.1. Any irrational emission control strategy which results in a reduc-
tion in effectiveness of the emission control system under normal
operating conditions at low temperature driving, so far as not
covered by the standardized emission tests, may be considered a
defeat device.1970L0220 — EN — 06.02.2001 — 018.001 — 132
▼M9
ANNEX►M15VIII◄
Description of the ageing test for verifying the durability of anti-pollution
devices
1. INTRODUCTION
This Annex described the test for verifying the durability of anti-
pollution devices equipping vehicles with positive-ignition or
compression-ignition engines during an ageing test of 80000 km.
2. TEST VEHICLE
2.1. The vehicle must be in good mechanical order; the engine and the
anti-pollution devices must be new.
The vehicle may be the same as that presented for the type I test;
this type I test has to be done after the vehicle has run at least
3 000 km of the ageing cycle of section 5.1.
3. FUEL
The durability test is conducted with a suitable commercially
available fuel.
4. VEHICLE MAINTENANCE AND ADJUSTMENTS
Maintenance, adjustments as well as the use of the test vehicle's
controls shall be those recommended by the manufacturer.
5. VEHICLE OPERATION ON TRACK, ROAD OR ON CHASSIS
DYNAMOMETER
5.1. Operatingcycle
During operation on track, road or on roller test bench, the
distance must be covered according to the driving schedule
(Figure VII.5.1) described below:
— the durability test schedule is composed of 11 cycles covering
6 kilometres each,
— during the first nine cycles, the vehicle is stopped four times
in the middle of the cycle, with the engine idling each time
for 15 seconds,
— normal acceleration and deceleration,
— five decelerations in the middle of each cycle, dropping from
cycle speed to 32 km/h, and the vehicle is gradually acceler-
ated again until cycle speed is attained,
— the 10th cycle is carried out at a steady speed of 89 km/h,
— 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
by an idle period of 15 seconds and a second maximum accel-
eration.
The schedule is then restarted from the beginning. The maximum
speed of each cycle is given in the following Table.
Table►M15VIII◄.5.1.
Maximumspeedofeachcycle
CycleCycle speed
in km/h
16 4
24 8
36 4
46 455 664 8
75 6
87 21970L0220 — EN — 06.02.2001 — 018.001 — 133
▼M14
▼M9
▼M9
CycleCycle speed
in km/h
95 6
10 8911 1131970L0220 — EN — 06.02.2001 — 018.001 — 134
▼M9
Figure►M15VIII◄.5.1
Drivingschedule
1970L0220 — EN — 06.02.2001 — 018.001 — 135
▼M9
5.1.1. At the request of the manufacturer, an alternative road test sche-
dule may be used. Such alternative test schedules shall be
approved by the technical service in advance of the test and
must have substancially the same average speed, distribution of
speeds, number of stops per kilometres and number of accelera-
tions per kilometres as the driving schedule used on track or
roller test bench, as detailed in 5.1 and Figure VII.5.1.
5.1.2. The durability test, or if the manufacturer has chosen, the modi-
fied durability test shall be conducted until the vehicle has
covered a minimum of 80000 km.
5.2. Testequipment
5.2.1. Chassis dynamometer
5.2.1.1. When the durability test is performed on a chassis dynamometer,
the dynamometer must enable the cycle described in 5.1 to be
carried out. In particular, it must be equipped with systems simu-lating inertia and resistance to progress.
5.2.1.2. The brake must be adjusted in order to absorb the power exerted
on the driving wheels at a steady speed of 80 km/h. Methods to
be applied to determine this power and to adjust the brake are the
same as those described in Appendix 3 to Annex III.
5.2.1.3. The vehicle cooling system should enable the vehicle to operate
at temperatures similar to those obtained on road (oil, water,
exhaust system, etc.).
5.2.1.4. Certain other test bench adjustments and features are deemed to
be identical, where necessary, to those described in Annex III of
this Directive (inertia, for example, which may be mechanical or
electronic).
5.2.1.5. The vehicle may be moved, where necessary, to a different bench
in order to conduct emission measurement tests.
5.2.2. Operation on track or road
When the durability test is completed on track or road, the vehi-
cle's reference mass will be at least equal to that retained for tests
conducted on a chassis dynamometer.
6. MEASURING EMISSIONS OF POLLUTANTS
At the start of the test (0 km), and every 10000 km (± 400 km)
or more frequently, at regular intervals until having covered
80000 km, tailpipe emissions are measured in accordance with
the type I test as defined in section 5.3.1 of Annex I. The limit
values to be complied with are those laid down in section
5.3.1.4 of Annex I.
All exhaust emissions results must be plotted as a function of the
running distance on the system rounded to the nearest kilometre
and the best fit straight line fitted by the method of least squares
shall be drawn through all these data points. This calculation shall
not take into account the test results at 0 km.
The data will be acceptable for use in the calculation of the dete-
rioration factor only if the interpolated 6 400 km and 80000 km
points on this line are within the above mentioned limits. The
data are still acceptable when a best fit straight line crosses an
applicable limit with a negative slope (the 6 400 km interpolated
point is higher than the 80000 km interpolated point) but the
80000 km actual data point is below the limit.
A multiplicative exhaust emission deterioration factor shall be
calculated for each pollutant as follows:
D:E:F:¼Mi2
Mi1
where:
Mi1= mass emission of the pollutant i in grams per km inter-
polated to 6400 km,
Mi2= mass emission of the pollutant i in grams per km inter-
polated to 80000 km.1970L0220 — EN — 06.02.2001 — 018.001 — 136
▼M15
▼M9
▼M9
These interpolated values must be carried out to a minimum of
four places to the right of the decimal point before dividing one
by the other to determine the deterioration factor. The result must
be rounded to three places to the right of the decimal point.
If a deterioration factor is less than one, it is deemed to be equal
to one.1970L0220 — EN — 06.02.2001 — 018.001 — 137
▼M15
ANNEX IX
SPECIFICATIONSOFREFERENCEFUELS
1. TECHNICAL DATA OF THE REFERENCE FUEL TO BE USED FOR TESTING VEHICLES
EQUIPPED WITH POSITIVE-IGNITION ENGINES
Type:Unleadedpetrol
Parameter UnitLimits (1)
Test MethodPublica-
tionMinimum Maximum
Research octane number, RON 95,0 — EN 25164 1993
Motor octane number, MON 85,0 — EN 25163 1993
Density at 15 ºCN kg/m3748 762 ISO 3675 1995
Reid vapour pressure kPa 56,0 60,0 EN 12 1993
Distillation:
— initial boiling point ºC 24 40 EN-ISO 3405 1988
— evaporated at 100 ºC % v/v 49,0 57,0 EN-ISO 3405 1988
— evapored at 150 ºC % v/v 81,0 87,0 EN-ISO 3405 1988
— final boiling point ºC 190 215 EN-ISO 3405 1998
Residue % — 2 EN-ISO 3405 1998
Hydrocarbon analysis:
— olefins % v/v — 10 ASTM D
13191995
— aromatics (3) % v/v 28,0 40,0 ASTM D
13191995
— benzene % v/v — 1,0 pr. EN 12177 [1998] (2)
— saturates % v/v — balance ASTM D
13191995
Carbon/hydrogen ratio report report
Oxidation stability (4) min. 480 — EN-ISO 7536 1996
Oxygen content (5) % m/m — 2,3 EN 1601 [1997] (2)
Existent gum mg/ml — 0,04 EN-ISO 6246 [1997] (2)
Sulphur content (6) mg/kg — 100 pr. EN-ISO/
DIS 14596[1998] (2)
Copper corrosion at 50 ºC — 1 EN-ISO 2160 1995
Lead content g/l — 0,005 EN 237 1996
Phosphorus content g/l — 0,0013 ASTM D
32311994
(1) The values quoted in the specification are ‘true values’. In establishment of their limit values the terms of
ISO 4259 ‘Petroleum products — Determination and application of precision data in relation to methods oftest’ have been applied and in fixing a minimum value, a minimum difference of 2R above zero has beentaken into account; in fixing a maximum and minimum value, the minimum difference is 4R (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 is 2R and at the mean value in thecase of quotations of maximum and minimum limits. Should it be necessary to clarify the question as towhether a fuel meets the requirements of the specifications, the terms of ISO 4259 should be applied.
(
2) The month of publication will be completed in due course.
(3) The reference fuel used to approve a vehicle against the limit values set out in row B of the table in section
5.3.1.4 of Annex I to this Directive shall have a maximum aromatics content of 35 % v/v. The Commissionwill as soon as possible, but no later than 31 December 1999, bring forward a modification to this Annexreflecting the market average for fuel aromatics content in respect of the fuel defined in Annex III of Direc-
tive 98/70/EC.
(
4) The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise refinery gasoline
streams, but detergent/dispersive additives and solvent oils must not be added.
(5) The actual oxygen content of the fuel for the Type I and IV tests shall be reported. In addition the maximum
oxygen content of 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 the Annex I to this Directive shall be 2,3 %. The Commission will as soon as
possible, but no later than 31 December 1999, bring forward a modification to this Annex reflecting themarket average for fuel oxygen content of the fuel defined in Annex III of Directive 98/70/EC.
(
6) The actual sulphur content of the fuel used for the Type I test 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
Annex I to this Directive shall have a maximum sulphur content of 50 ppm. The Commission will as soon1970L0220 — EN — 06.02.2001 — 018.001 — 138
▼M15
as possible, but no later than 31 December 1999, bring forward a modification to this Annex reflecting the
market average for fuel sulphur content in respect of the fuel defined in Annex III of Directive 98/70/EC.1970L0220 — EN — 06.02.2001 — 018.001 — 139
▼M15
2. TECHNICAL DATA OF THE REFERENCE FUEL TO BE USED FOR TESTING VEHICLES
EQUIPPED WITH A DIESEL ENGINE
Type:Dieselfuel
Parameter UnitLimits (1)
Test MethodPublica-
tionMin Max
Cetane number (2) 52,0 54,0 EN-ISO 5165 1998 (3)
Density at 15 ºC kg/m3833 837 EN-ISO 3675 1995
Distillation
— 50 % point ºC 245 — EN-ISO 3405 1988
— 95 % point ºC 345 350 EN-ISO 3405 1988
— final boiling point ºC — 370 EN-ISO 3405 1988
Flash point ºC 55 — EN 22719 1993CFPP ºC — −5 EN 116 1981
Viscosity at 40 ºC mm
2/s 2,5 3,5 EN-ISO 3104 1996
Polycyclic aromatic hydrocar-
bons% m/m 3 6,0 IP 391 1995
Sulphur content (4) mg/kg — 300 pr. EN-ISO/
DIS 145961998 (3)
Copper corrosion — 1 EN-ISO 2160 1995
Conradson carbon residue (10 %
DR)% m/m — 0,2 EN-ISO 10370 1995
Ash content % m/m — 0,01 EN-ISO 6245 1995
Water content % m/m — 0,05 EN-ISO 12937 [1998] (3)
Neutralisation (stron acid)
numbermg
KOH/g— 0,02 ASTM D 974-
951998 (3)
Oxidation stability (5) mg/ml — 0,025 EN-ISO 12205 1996
New and better method for
polycyclic aromatics under
development% m/m — — EN 12916 [1997] (3)
(1) The values quoted in the specification are ‘true values’. In establishment of their limit values the terms of
ISO 4259 ‘Petroleum products — Determination and application of precision data in relation to methods oftest’ have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been
taken into account; in fixing a maximum and minimum value, the minimum difference is 4R (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 is 2R and at the mean value in thecase of quotations of maximum and minimum limits. Should it be necessary to clarify the question as to
whether a fuel meets the requirements of the specifications, the terms of ISO 4259 should be applied.
(
2) The range for cetane number is not in accordance with the requirement of a minimum range of 4R.
However, in the case of a dispute between fuel supplier and fuel user, the terms in ISO 4259 may be usedto resolve such disputes provided replicate measurements, of sufficient number to archive the necessaryprecision, are made in preference to single determinations.
(
3) The month of publication will be completed in due course.
(4) The actual sulphur content of the fuel used for the Type I test 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 ofAnnex I to this Directive shall have a maximum sulphur content of 50 ppm. The Commission will as soonas possible, but no later than 31 December 1999, bring forward a modification to this Annex reflecting the
market average for fuel sulphur content in respect of the fuel defined in Annex III of Directive 98/70/EC.
(
5) Even though oxidation stability is controlled, it is likely that shelf life will be limited. Advice should be
sought from the supplier as to storage conditions and life.1970L0220 — EN — 06.02.2001 — 018.001 — 140
▼M15
►C43. TECHNICAL DATA ◄OF THE REFERENCE FUEL TO BE USED FOR TESTING
VEHICLES EQUIPPED WITH POSITIVE-IGNITION ENGINES AT LOW AMBIENT
TEMPERATURE TYPE VI TEST (1)
Type:Unleadedpremiumpetrol
Parameter UnitLimits (2)
Test MethodPublica-
tionMin Max
Research octane number, RON 95,0 — EN 25164 1993
Motor octane number, MON 85,0 — EN 25163 1993
Density at 15 ºC kg/m3748 775 ISO 3675 1995
Reid vapour presssure kPa 56,0 95,0 EN 12 1993
Distillation
— initial boiling point ºC 24 40 EN-ISO 3405 1988— evaporated at 100 ºC % v/v 49,0 57,0 EN-ISO 3405 1988
— evaporated at 150 ºC % v/v 81,0 87,0 EN-ISO 3405 1988
— final boiling point ºC 190 215 EN-ISO 3405 1988
Residue % — 2 EN-ISO 3405
Hydrocarbon analysis:
— olefins % v/v — 10 ASTM D
13191995
— aromatics (
4) % v/v 28,0 40,0 ASTM D
13191995
— benzene % v/v — 1,0 pr. EN 12177 [1998] (3)
— saturates — balance ASTM D
13191995
Carbon/hydrogen ratio report report
Oxidation stability (5) mn. 480 — EN-ISO 7536 1996
Oxygen content (6) % m/m — 2,3 EN 1601 [1997] (3)
Existent gum mg/ml — 0,04 EN-ISO 6246 [1997] (3)
Sulphur content (7) mg/kg — 100 pr. EN-ISO/
DIS 14596[1998] (3)
Copper corrosion at 50 ºC — 1 EN-ISO 2160 1995
Lead content g/l — 0,005 EN 237 1996
Phosphorous content g/l — 0,0013 ASTM D
32311994
(1) Petrol having the specification in the above table must be used in low ambient temperature Type VI testing,
if the manufacturer does not specifically choose the fuel in section 1 of this Annex in accordance withsection 3.4 of Annex VII.
(
2) The values quoted in the specification are ‘true values’. In establishment of their limit values the terms of
ISO 4259 ‘Petroleum products — Determination and application of precision data in relation to methods of
test’ have been applied and in fixing a minimum value, a minimum difference of 2R above zero has beentaken into account; in fixing a maximum and minimum value, the minimum difference is 4R (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 is 2R and at the mean value in the
case of quotations of maximum and minimum limits. Should it be necessary to clarify the question as towhether a fuel meets the requirements of the specifications, the terms of ISO 4259 should be applied.
(
3) The month of publication will be completed in due course.
(4) The reference fuel used to approve a vehicle against the limit values set out in row B of the table in section
5.3.1.4 of Annex I to this Directive shall have a maximum aromatics content of 35 % v/v. The Commission
will as soon as possible, but no later than 31 December 1999, bring forward a modification to this Annexreflecting the market average for fuel aromatics content in respect of the fuel defined in Annex III of Direc-tive 98/70/EC.
(
5) The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise refinery gasoline
streams, but detergent/dispersive additives and solvent oils must not be added.
(6) The actual oxygen content of the ►C4fuel used for the Type VI test ◄shall be reported. In addition the
maximum oxygen content of the reference fuel used to approve a vehicle against the limit values set out inrow B of the table in section 5.1.3.4 of Annex I to this Directive shall be 2,3 %. The Commission will assoon as possible, but no later than 31 December 1999, bring forward a modification to this Annex reflecting
the market average for fuel oxygen content in respect of the fuel defined in Annex III of Directive 98/70/
EC.
(
7) The actual sulphur content of the ►C4fuel used for the Type VI test ◄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 section5.1.3.4 of Annex I to this Directive shall have a maximum sulphur content of 50 ppm. The Commission
will as soon as possible, but no later than 31 December 1999, bring forward a modification to this Annex1970L0220 — EN — 06.02.2001 — 018.001 — 141
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reflecting the market average for fuel sulphur content in respect of the fuel defined in Annex III of Directive
98/70/EC.1970L0220 — EN — 06.02.2001 — 018.001 — 142
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ANNEX IX a
SPECIFICATIONSOFGASEOUSREFERENCEFUELS
1.TechnicaldataoftheLPGreference fuels
Fuel A Fuel B Test method
Composition % vol. ISO 7941
C3 % vol. 30 ± 2 85 ± 2
C4 % vol. balance balance<C3,> C4 % vol. max. 2 % max. 2 %Olefins % vol. 9 ± 3 12 ± 3
Evaporative residue ppm max. 50 max. 50 NFM 41-015
Water content none none visual inspec-
tion
Sulphur content ppm mass(*) max. 50 max. 50 EN 24260
Hydrogen sulphide none noneCopper corrosion rating class 1 class 1 ISO 625 1 (**)odour characteristic characteristicMON min. 89 min. 89 EN 589
Annex B
(*) Value to be determined at standard conditions (293,2 K (20 ºC) and 101,3 kPa).
(**) This method may not accurately determine the presence of corrosive materials if the sample contains corro-
sion inhibitors or other chemicals which diminish the corrosivity of the sample to the copper strip.Therefore, the addition of such compounds for the sole purpose of biasing the test method is prohibited.
2.TechnicaldataofNGreference fuels
Refertence fuelG20
Characteristics Units Basis Limits Test Method
Minim-
umMaxim-
um
Composition:
Methane 100 99 100Balance % mole — — 1 ISO 6974
[Inerts + C
2/C2+]
N2
Sulphur content mg/m3(*) — — 50 ISO 6326-51970L0220 — EN — 06.02.2001 — 018.001 — 143
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Reference fuelG25
Characteristics Units Basis Limits Test method
Minim-
umMaxim-
um
Composition:
Methane 86 84 88
Balance % mole — — 1 ISO 6974
[Inerts + C2/C2+]
N214 12 16
Sulphur content mg/m3(*) — — 50 ISO 6326-5
(*) Value to be determined as standard conditions (293,2 K (20 ºC) and 101,3 kPa).
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:
Wobbe Index ¼Hgaspρair=pρgas
with
Hgas= calorific value of the fuel in MJ/m3at 0ºC
ρair= density of air at 0ºC
ρgas= density of fuel at 0ºC
The Wobbe Index is said to be gross or net according to whether the calorific
value is the gross or net calorific value.1970L0220 — EN — 06.02.2001 — 018.001 — 144
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ANNEX►M15X◄
MODEL
(Maximum format: A4 (210 × 297 mm))
EEC TYPE-APPROVAL CERTIFICATE
1970L0220 — EN — 06.02.2001 — 018.001 — 145
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Appendix
Addendum to EEC type-approval certificate No …
concerning the type-approval of a vehicle with regard to Directive 70/220/EEC, as last amended by Direc-
tive …/…/EC
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►(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 — 06.02.2001 — 018.001 — 147
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ANNEX XI
ON-BOARDDIAGNOSTICS(OBD)FORMOTORVEHICLES
1. INTRODUTION
This Annex applies to the functional aspects of on-board diagnostic
(OBD) system for the emission control of motor vehicles.
2. DEFINITIONS
For the purposes of this Annex:
2.1. ‘OBD’ means an on-board diagnostic system for emission control
which must have the capability of identifying the likely area of
malfunction by means of fault codes stored in computer memory.
2.2. ‘Vehicle type’ means a category of power-driven vehicles which do not
differ in such essential engine and OBD system characteristics as
defined in Appendix 2.
2.3. ‘Vehicle family’ means a manufacturer's grouping of vehicles which,
through their design, are expected to have similar exhaust emission
and OBD system characteristics. Each engine of this family must have
complied with the requirements of this Directive.
2.4. ‘Emission control system’ means the electronic engine management
controller and any emission-related component in the exhaust or
evaporative system which supplies an input to or receives an output
from this controller.
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
the OBD system itself.
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 system by
means of a pump or aspirator valve or other means that is intended to
aid in the oxidation of HC and CO contained in the exhaust gas stream.
2.8. ‘Engine misfire’ means lack of combustion in the cylinder of a positive-
ignition engine due to absence of spark, poor fuel metering, poor
compression or any other cause. In terms of OBD monitoring it is that
percentage of misfires out of a total number of firing events (as
declared by the manufacturer) that would result in emissions exceeding
the limits given in section 3.3.2 or. that percentage that could lead to an
exhaust catalyst, or catalysts, overheating causing irreversible damage.
2.9. ‘Type I test’ means the driving cycle (Parts One and Two) used for
emission approvals, as detailed in Annex III, Appendix 1.
2.10. ‘A driving cycle’ consists of engine start-up, driving mode where a
malfunction would be detected if present, and engine shut-off.
2.11. ‘A warm-upcycle’ means sufficient vehicle op eration such that the
coolant temperature has risen by a least 22 ºK from engine starting
and reaches a minimum temperature of 343 ºK (70 ºC).
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
fuel calibration schedule than short-term trim adjustments. These long-
term adjustments compensate for vehicle differences and gradual
changes that occur over time.1970L0220 — EN — 06.02.2001 — 018.001 — 148
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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
not engine specific and provides the service technician with an indica-
tion of the proportion of engine capacity that is being used (with wide
open throttle as 100 %);
CLV ¼Current airflow
Peak airflow ðat sea level Þ/C2Atmospheric pressure ðat sea level Þ
Barometric pressure
2.14. ‘Permanent emission default mode’ refers to a case where the engine
management controller permanently switches to a setting that does not
require an input from a failed component or system where such a failed
component or system would result in an increase in emissions from the
vehicle to a level above the limits given in section 3.3.2.
2.15. ‘Power take-off unit’ means an engine-driven output provision for the
purposes of powering auxiliary, vehicle mounted, equipment.
2.16. ‘Access’ means the availability of all emission-related OBD data
including all fault codes required for the inspection, 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,
section 6.5.3.5 of this Annex).
2.17. ‘Unrestricted’ means
— access not dependent on an access code obtainable only from the
manufacturer, or a similar device, or
— access allowing evaluation of the data produced without the need
for any unique decoding information, unless that information itself
is standardised.
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
harmonisation in the motor vehicle industry, and whose use is expressly
permitted in this Directive.
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
software calibration identification number applicable to a vehicle type,
instructions for individual and special cases, information provided
concerning tools and equipment, data record information and two-direc-
tional monitoring and test data. The manufacturer shall not be obliged
to make available that information which is covered by intellectual
property rights or constitutes specific know-how of manufacturers and/
or OEM suppliers; in this case the necessary technical information shall
not be improperly withheld.
2.20. ‘Deficiency’ means, in respect of vehicle OBD systems, that up to two
separate components or systems that are monitored contain temporary
or permanent operating characteristics that impair the otherwise effi-
cient OBD monitoring of those components or systems or do not meetall of the other detailed requirements for OBD. Vehicles may be type-
approved, registered and sold with such deficiencies according to the
requirements of Section 4 of this Annex.
3. REQUIREMENTS AND TESTS
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
achieving this objective the approval authority must accept that vehicleswhich 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 system signals a failure to the driver of
the vehicle.1970L0220 — EN — 06.02.2001 — 018.001 — 149
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3.1.1. Access to the OBD system required for the inspection, diagnosis, servi-
cing or repair of the vehicle must be unrestricted and standardised. All
emission-related fault codes must be consistent with Section 6.5.3.4 of
Appendix 1 to this Annex.
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
all subsequent amendments and supplements) available upon reasonable
and non-discriminatory payment and shall notify the approval authority
accordingly.
In the event of failure to comply with these provisions the approval
authority shall take appropriate measures to ensure that repair informa-
tion is available, in accordance with the procedures laid down for type-
approval and in-service surveys.
3.2. The OBD system must be so designed, constructed and installed in a
vehicle as to enable it to comply with the requirements of this Annex
during conditions of normal use.
3.2.1. Temporary disablement of the OBD system
3.2.1.1. A manufacturer may disable the OBD system if its ability to monitor is
affected by low fuel levels. Disablement must not occur when the fuel
tank level is above 20 % of the nominal capacity of the fuel tank.
3.2.1.2. A manufacturer may disable the OBD system at ambient engine starting
temperatures below 266 ºK (−7 ºC) or at elevations over 2 500 metres
above sea level provided the manufacturer submits data and/or an engi-
neering evaluation which adequately demonstrate that monitoring would
be unreliable when such conditions exist. A manufacturer may also
request disablement of the OBD system at other ambient engine starting
temperatures if he demonstrates to the authority with data and/or an
engineering evaluation that misdiagnosis would occur under such condi-
tions.
3.2.1.3. For vehicles designed to accommodate the installation of power take-off
units, disablement of affected monitoring systems is permitted provided
disablement occurs only when the power take-off unit is active.
3.2.2. Engine misfire — vehicles equipped with positive-ignition engines
3.2.2.1. Manufacturers may adopt higher misfire percentage malfunction criteria
than those declared to the authority, under specific engine speed and
load conditions where it can be demonstrated to the authority that the
detection of lower levels of misfire would be unreliable.
3.2.2.2. When a manufacturer can demonstrate to the authority that the detec-
tion of higher levels of misfire percentages is still not feasible, or that
misfire cannot be distinguished from other effects (e.g. rough roads,
transmission shifts, after engine starting; etc.) the misfire monitoring
system may be disabled when such conditions exist.
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
durability testing. When no Type V durability testing is carried out, or
at the request of the manufacturer, a suitably aged and representativevehicle may be used for these OBD demonstration tests.
3.3.2. The OBD system must indicate the failure of an emission-related
component or system when that failure results in emissions exceeding
the threshold limits given below:1970L0220 — EN — 06.02.2001 — 018.001 — 150
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Reference mass
(RW)
(kg)Mass of carbon
monoxideMass of total
hydrocarbonsMass of oxides
of nitrogenMass
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) For compression ignition engines.
(2) Except vehicles the maximum mass of which exceeds 2 500 kg.
(3) And those category M vehicles which are specified in note 2.
(4) The Commission proposal referred to in Article 3(1) of this Directive shall contain the threshold limit
values for OBD for 2005/6 for M1and N1vehicles.
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, monitor for:
3.3.3.1. reduction in the efficiency of the catalytic converter with respect to the
emissions of HC only. Manufacturers may monitor the front catalyst
alone or in combination with the next catalyst(s) downstream. Each
monitored catalyst or catalyst combination shall be considered malfunc-
tioning when the emissions exceed the HC threshold given in the table
in Section 3.3.2;
3.3.3.2. the presence of engine misfire in the engine operating region bounded
by the following lines:
(a) a maximum speed of 4 500min−1or 1 000 min−1greater than the
highest speed occurring during a Type I test cycle, whichever is
the lower;
(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 at 3 000 min−1and a point on the maximum speed line
defined in (a) above with the engine's manifold vacuum at 13,33 kPa
lower than that at the positive torque line.
3.3.3.3. oxygen sensor deterioration
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
exceeding the limits given in 3.3.2;
3.3.3.5. unless otherwise monitored, any other emission-related powertrain
component connected to a computer, including any relevant sensors to
enable monitoring functions to be carried out, must be monitored for
circuit continuity;
3.3.3.6. the electronic evaporative emission purge control must, at a minimum,
be monitored for circuit continuity.
3.3.4. Monitoring requirements for vehicles equipped with compression-igni-
tion engines
In satisfying the requirements of 3.3.2 the OBD system must monitor:
3.3.4.1. Where fitted, reduction in the efficiency of the catalytic converter;1970L0220 — EN — 06.02.2001 — 018.001 — 151
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3.3.4.2. Where fitted, the functionality and integrity of the particulate trap;
3.3.4.3. The fuel-injection system electronic fuel quantity and timing actuator(s)
is/are monitored for circuit continuity and total functional failure;
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
given in 3.3.2.
3.4. A sequence of diagnostic checks must be initiated at each engine start
and completed at least once provided that the correct test conditions are
met. The test conditions must be selected in such a way that they all
occur under normal driving as represented by the Type I test.
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
routines to the driver. The MI must be visible in all reasonable lighting
conditions. When activated, it must display a symbol in conformity
with ISO 2575(1). A vehicle must not be equipped with more than one
general purpose MI for emission-related problems. Separate specific
purpose telltales (e. g. brake system, fasten seat belt, oil pressure, etc.)
are permitted. The use of red for an MI is prohibited.
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.
Strategies requiring on average more than 10 driving cycles for MI acti-
vation are not accepted. The MI must also activate whenever the engine
control enters a permanent emission default mode of operation if the
emission limits given in 3.3.2 are exceeded. The MI must operate in a
distinct warning mode, e. g. a flashing light, under any period during
which engine misfire occurs at a level likely to cause catalyst damage,
as specified by the manufacturer. The MI must 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
previously been detected.
3.6.Faultcodestorage
The OBD system must record code(s) indicating the status of the emis-
sion-control system. Separate status codes must be used to identify
correctly functioning emission control systems and those emission
control systems which need further vehicle operation to be fully evalu-
ated. Fault codes that cause MI activation due to deterioration or
malfunction or permanent emission default modes of operation must
be stored and that fault code must identify the type of malfunction.
3.6.1. The distance travelled by the vehicle while the MI is activated must be
available at any instant through the serial port on the standard link
connector(2).1970L0220 — EN — 06.02.2001 — 018.001 — 152
(1) International Standard ISO 2575-1982 (E), entitled ‘Road vehicles — Symbols for
controls indicators and tell-tales’, Symbol Number 4.36.
(2) This requirement is only applicable from 1 January 2003 to new types of vehicles with
an electronic speed input to the engine management. It applies to all new types of vehi-
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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
or multiple cylinder misfire fault code is stored.
3.7.ExtinguishingtheMI
3.7.1. If misfire at levels likely to cause catalyst damage (as specified by the
manufacturer) is not present any more, or if the engine is operated after
changes to speed and load conditions where the level of misfire will not
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 was detected and may be switched to the normal activated mode
on subsequent driving cycles. If the MI is switched back to the previous
state of activation, the corresponding fault codes and stored freeze-
frame conditions may be erased.
3.7.2. For all other malfunctions, the MI may be de-activated after three
subsequent sequential driving cycles during which the monitoring
system responsible for activating the MI ceases to detect the malfunc-
tion and if no other malfunction has been identified that would
independently activate the MI.
3.8.Erasingafaultcode
3.8.1. The OBD system may erase a fault code and the distance travelled and
freeze-frame information if the same fault is not re-registered in at least
40 engine warm-upcycles.
4. REQUIREMENTS RELATING TO THE TYPE-APPROVAL OF ON-
BOARD DIAGNOSTIC SYSTEMS
4.1. A manufacturer may request to the authority that an OBD system be
accepted for type-approval even though the system contains one or
more deficiencies such that the specific requirements of this Annex are
not fully met.
4.2. In considering the request, the authority shall determine whether
compliance with the requirements of this Annex is infeasible or unrea-
sonable.
The authority shall take into consideration data from the manufacturer
that details such factors as, but not limited to, technical feasibility, 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 system will be effective in complying
with the requirements of this directive and that the manufacturer has
demonstrated an acceptable level of effort toward compliance with the
requirements of this Directive.
4.2.1. The authority will not accept any deficiency request that includes the
complete lack of a required diagnostic monitor.
4.2.2. The authority will not accept any deficiency request that does not
respect the OBD threshold limits in Section 3.3.2.
4.3. In determining the identified order of deficiencies, deficiencies relating
to sections 3.3.3.1, 3.3.3.2 and 3.3.3.3 of this Annex for positive-igni-
tion engines and sections 3.3.4.1, 3.3.4.2 and 3.3.4.3 of this Annex for
compression-ignition engines shall be identified first.
4.4. Prior to or at the time of type-approval, no deficiency shall be granted
in respect of the requirements of Section 6.5, except Section 6.5.3.4, of
Appendix 1 to this Annex.
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
demonstrated that substantial vehicle hardware modifications and addi-
tional lead-time beyond two years would be necessary to correct the
deficiency. In such a case, the deficiency may be carried-over for aperiod not exceeding three years.
4.5.2. A manufacturer may request that the original type-approval authority
grant a deficiency retrospectively when such a deficiency is discovered
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 — 06.02.2001 — 018.001 — 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
exceeding three years.
4.6. The authority shall notify its decision in granting a deficiency request to
all authorities in other Member States according to the requirements of
Article 4 to Directive 70/156/EEC.1970L0220 — EN — 06.02.2001 — 018.001 — 154
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Appendix 1
FUNCTIONAL ASPECTS OF ON-BOARD DIAGNOSTIC (OBD)
SYSTEMS
1. INTRODUCTION
This Appendix describes the procedure of the test according to section
5 of this Annex. The procedure describes a method for checking the
function of the on-board diagnostic (OBD) system installed on the
vehicle by failure simulation of relevant systems in the engine manage-
ment or emission control system. It also sets procedures for determining
the durability of OBD systems.
The manufacturer must make available the defective components and/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
section 3.3.2 by more than 20 %.
When the vehicle is tested with the defective component or device
fitted, the OBD system is approved if the MI is activated. The OBD
system is also approved if the MI is activated below the OBD threshold
limits.
2. DESCRIPTION OF TEST
2.1. The testing of OBD systems consists of the following phases:
— simulation of malfunction of a component of the engine manage-
ment or emission control system,
— preconditioning of the vehicle with a simulated malfunction over
preconditioning specified in Section 6.2.1 or Section 6.2.2,
— driving the vehicle with a simulated malfunction over the Type I
test cycle and measuring the emissions of the vehicle,
— determining whether the OBD system reacts to the simulated
malfunction and indicates malfunction in an appropriate manner to
the vehicle driver.
2.2. Alternatively, at the request of the manufacturer, malfunction of one or
more components may be electronically simulated according to the
requirements of section 6.
2.3. Manufacturers may request that monitoring take place outside the Type
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. TEST VEHICLE AND FUEL
3.1.Vehicle
The test vehicle must meet the requirements of section 3.1 of Annex
III.
3.2.Fuel
The appropriate reference fuel as described in Annex IX must be used
for testing.
4. TEST TEMPERATURE AND PRESSURE
4.1. The test temperature and pressure must meet the requirements of the
Type I test as described in Annex III.
5. TEST EQUIPMENT5.1.Chassisdynamometer
The chassis dynamometer must meet the requirements of Annex III.1970L0220 — EN — 06.02.2001 — 018.001 — 155
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6. OBD TEST PROCEDURE
6.1. The operating cycle on the chassis dynamometer must meet the require-
ments of Annex III.
6.2.Vehiclepreconditioning
6.2.1. According to the engine type and after introduction of one of the failure
modes given in 6.3, the vehicle must be preconditioned by driving at
least two consecutive Type I tests (Parts One and Two). For compres-
sion-ignition engined vehicles an additional preconditioning of two Part
Two cycles is permitted.
6.2.2. At the request of the manufacturer, alternative preconditioning methods
may be used.
6.3.Failuremodestobetested
6.3.1. Positive-ignition engined vehicles:
6.3.1.1. Replacement of the catalyst with a deteriorated or defective catalyst or
electronic simulation of such a failure.
6.3.1.2. Engine misfire conditions according to the conditions for misfire moni-
toring given in section 3.3.3.2 of this Annex.
6.3.1.3. Replacement of the oxygen sensor with a deteriorated or defective
oxygen sensor or electronic simulation of such a failure.
6.3.1.4. Electrical disconnection of any other emission-related component
connected to a powertrain management computer.
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-
tive catalyst or electronic simulation of such a failure.
6.3.2.2. Where fitted, total removal of the particulate trap or, where sensors are
an integral part of the trap, a defective trap assembly.
6.3.2.3. Electrical disconnection of any fuelling system electronic fuel quantity
and timing actuator.
6.3.2.4. Electrical disconnection of any other emission-related component
connected to a powertrain management computer.
6.3.2.5. In meeting the requirements of 6.3.2.3 and 6.3.2.4, and with the agree-
ment of the approval authority, the manufacturer must take appropriate
steps to demonstrate that the OBD system will indicate a fault when
disconnection occurs.
6.4.OBDsystemtest
6.4.1. Vehicles fitted with positive-ignition engines:
6.4.1.1. After vehicle preconditioning according to 6.2, the test vehicle is driven
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. The technical service may substitute those conditions by others
in accordance with 6.4.1.6. However, the total number of failures simu-
lated must not exceed 4 for the purpose of type-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-
sions exceeding any of the limits given in 3.3.2.
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
given in section 3.3.2 of this Annex.1970L0220 — EN — 06.02.2001 — 018.001 — 156
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6.4.1.5. Electrical disconnection of the electronic evaporative purge control
device (if equipped).
6.4.1.6. Electrical disconnection of any other emission-related powertrain
component connected to a computer that results in emissions exceeding
any of the limits given in section 3.3.2 of this Annex.
6.4.2. Vehicles fitted with compression-ignition engines:
6.4.2.1. After vehicle preconditioning according to 6.2, the test vehicle is driven
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. The technical service may substitute those conditions by others
in accordance with 6.4.2.5. However, the total number of failures simu-
lated must not exceed four for the purposes of type approval.
6.4.2.2. Where fitted, replacement of a catalyst with a deteriorated or defective
catalyst or electronic simulation of a deteriorated or defective catalyst
that results in emissions exceeding limits given in section 3.3.2 of this
Annex.
6.4.2.3. Where fitted, total removal of the particulate trap or replacement of the
particulate trap with a defective particulate trap meeting the conditions
of 6.3.2.2 that results in emissions exceeding the limits given in section
3.3.2 of this Annex.
6.4.2.4. With reference to 6.3.2.5, disconnection of any fuelling system elec-
tronic fuel quantity and timing actuator that results in emissions
exceeding any of the limits given in section 3.3.2 of this Annex.
6.4.2.5. With reference to 6.3.2.5, disconnection of any other emission-related
powertrain component connected to a computer that results in emissions
exceeding any of the limits given in section 3.3.2 of this Annex.
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
stored in computer memory. Should a subsequent fuel system or misfire
malfunction occur, any previously stored freeze-frame conditions must
be replaced by the fuel system or misfire conditions (whichever occurs
first). Stored engine conditions must include, but are not limited to
calculated load value, engine speed, fuel trim value(s) (if available),
fuel pressure (if available), vehicle speed (if available), coolant
temperature, intake manifold pressure (if available), closed- or open-
loopop eration (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.
Only one frame of data is required. Manufacturers may choose to store
additional frames provided that at least the required frame can be read
by a generic scan tool meeting the specifications of 6.5.3.2 and 6.5.3.3.
If the fault code causing the conditions to be stored is erased in accor-
dance with section 3.7 of this Annex, the stored engine conditions may
also be erased.
6.5.1.2. If available, the following signals in addition to the required freeze-
frame information must be made available on demand through the serial
port on the standardized data link connector, if the information is avail-
able to the on-board computer or can be determined using information
available to the on-board computer: diagnostic trouble codes, engine
coolant temperature, fuel control system status (closed-loop, open-loop,
other), fuel trim, ignition timing advance, intake air temperature, mani-
fold air pressure, air flow rate, engine speed, throttle position sensor
output value, secondary air status (upstream, downstream or atmo-
sphere), calculated load value, vehicle speed and fuel pressure.
The signals must be provided in standard units based on the specifica-
tions given in 6.5.3. Actual signals must be clearly identified separately
from default value or limp-home signals.
6.5.1.3. For all emission control systems for which specific on-board evaluation
tests are conducted (catalyst, oxygen sensor, etc.), except misfire detec-tion, fuel system monitoring and comprehensive component monitoring,
the results of the most recent test performed by the vehicle and the
limits to which the system is compared must be made available through
the serial data port on the standardized data link connector according to
the specifications given in 6.5.3. For the monitored components and
systems excepted above, a pass/fail indication for the most recent test
results must be available through the data link connector.1970L0220 — EN — 06.02.2001 — 018.001 — 157
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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
system consistent with 6.5.3.3 must be available through the serial
data port on the standardized data link connector according to the speci-
fications given in 6.5.3.
6.5.1.5. From 1 January 2003 for new types and from 1 January 2005 for all
types of vehicles entering into service, the software calibration identifi-
cation number shall be made available through the serial port on the
standardised data link connector. The software calibration identification
number shall be provided in a standardised format.
6.5.2. The emission control diagnostic system is not required to evaluate
components during malfunction if such evaluation would result in a
risk to safety or component failure.
6.5.3. The emission control diagnostic system must provide for standardised
and unrestricted access and conform with 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 this is the case, the appropriate SAE reference appears in
parentheses.
6.5.3.1. One of the following standards with the restrictions as described must
be used as the on-board to off board communications link:
ISO 9141-2 ‘Road Vehicles — Diagnostic Systems — CARB Require-
ments for the Interchange of Digital Information’;
ISO FDIS 11519-4 ‘Road Vehicles — Low Speed Serial Data Commu-
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 —
Keyword Protocol 2000’.
ISO WD 15765-4 ‘Road vehicles — Diagnostic systems Diagnostics on
CAN — Part 4: Requirements for emissionrelated systems’.
6.5.3.2. Test equipment and diagnostic tools needed to communicate with OBD
systems must meet or exceed the functional specification given in ISO
DIS 15031-4 — dated June 1998 (SAE J1978 — dated February 1998).
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
September 1997) and must be available using a diagnostic tool meeting
the requirements of ISO DIS 15031-4 — dated June 1998 (SAE J1978
— dated February 1998).
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 ISO DIS 15031-6 — dated October 1998 (SAE J2012 — dated
July 1996), relating to ‘Powertrain system diagnostic trouble codes’ (P0
fault codes). If such identification is not possible, the manufacturer may
use diagnostic trouble codes according to Sections 5.3 and 5.6 of ISO
DIS 15031-6 dated October 1998 (SAE J2012 — dated July 1996) (P1
fault codes). The fault codes must be fully accessible by standardised
diagnostic equipment complying with the provisions of 6.5.3.2.
The note in Section 6.3 of ISO 15031-6 (SAE J2012 — dated July
1996) immediately preceding the list of fault codes in the same section
does not apply.
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
approval authority such that it is readily accessible by service personnel
but protected from accidental damage during normal conditions of use.
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 such case, the necessary
technical information must not be withheld improperly.1970L0220 — EN — 06.02.2001 — 018.001 — 158
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Entitled to such information is any person engaged in commercially
servicing or repairing, road-side rescuing, inspecting or testing of vehi-
cles or in manufacturing or selling replacement or retro-fit components,
diagnostic tools and test equipment.1970L0220 — EN — 06.02.2001 — 018.001 — 159
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Appendix 2
ESSENTIALCHARACTERISTICSOFTHEVEHICLEFAMILY
1. PARAMETERS DEFINING THE OBD FAMILY
The OBD family may be defined by basic design parameters which must be
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
included within an OBD family.
2. To this end, those vehicle types whose parameters described below are iden-
tical are considered to belong to the same engine-emission control/OBD
system combination.
Engine:
— combustion process (i. e. positive-ignition, compression-ignition, two-
stroke, four-stroke),
— method of engine fuelling (i. e. carburettor or fuel injection).
Emission control system:
— type of catalytic converter (i. e. oxidation, three-way, heated catalyst,
other),
— type of particulate trap,— secondary air injection (i. e. with or without),
— exhaust gas recirculation (i. e. with or without)
OBD parts and functioning:
— the methods of OBD functional monitoring, malfunction detection and
malfunction indication to the vehicle driver.1970L0220 — EN — 06.02.2001 — 018.001 — 160
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ANNEX XII
EC TYPE-APPROVAL FOR A VEHICLE FUELLED BY LPG OR
NATURALGASWITHREGARDTOITSEMISSIONS
1. INTRODUCTION
This Annex describes the special requirements that apply in the case of
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
testing on LPG or natural gas is concerned.
In the case of LPG and natural gas there is on the market a large varia-
tion in fuel composition, requiring the fuelling system to adapt its
fuelling rates to these compositions. To demonstrate this capability,
the vehicle has to be tested in the test type I on two extreme reference
fuels and demonstrate the self-adaptability of the fuelling system.
Whenever the self adaptability of a fuelling system has been demon-
strated on a vehicle, such a vehicle may be considered as a parent of a
family. Vehicles that comply with the requirements of members of that
family, if fitted with the same fuelling system, need to be tested on only
one fuel.
2. DEFINITIONS
For the purpose of this Annex:
2.1. A parent vehicle means a vehicle that is selected to act as the vehicle
on which the self adaptability of a fuelling system is going to be
demonstrated, and to which the members of a family refer. It is possible
to have more than one parent vehicle in a family.
2.2. A member of the family is a vehicle that shares the following essential
characteristics with its parent(s):
2.2.1. (a) It is produced by the same vehicle manufacturer.
(b) It is subject to the same emission limits.
(c) If the gas fuelling system has a central metering for the whole
engine:
It has a certified power output between 0,7 and 1,15 times that of
the engine of the parent vehicle.
If the gas fuelling system has an individual metering per cylinder:It has a certified power output per cylinder between 0,7 and 1,15
times that of the engine of the parent vehicle.
(d) If fitted with a catalyst system, it has the same type of catalyst i.e.
three-way, oxidation, de NOx.
(e) It has a gas fuelling system (including the pressure regulator) from
the same system manufacturer and of the same type: induction,
vapour injection (single point, multipoint), liquid injection (single
point, multipoint).
(f) This gas fuelling system is controlled by an ECU of the same type
and technical specification, containing the same software principles
and control strategy.
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
with the exception of their certified power output, respectively P1 and
P2 (P1 < P2), and both are tested as if they were parent vehicles, the
family relation will be considered valid for any vehicle with a certified
power output between 0,7 * P1 and 1,15 * P2.
3. GRANTING OF AN EC TYPE-APPROVAL
EC type-approval is granted subject to the following requirements:
3.1. Exhaust emissions approval of a parent vehicle:
The parent vehicle should demonstrate its capability to adapt to any
fuel composition that may occur across the market. In the case of LPG
there are variations in C3/C4 composition. 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
reflected in the reference fuels.1970L0220 — EN — 06.02.2001 — 018.001 — 161
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3.1.1. The parent vehicle(s) shall be tested in the test type I on the two
extreme reference fuels of Annex IXa.
3.1.1.1. If the transition from one fuel to another is in practice aided through the
use of a switch, this switch shall not be used during type approval. In
such a case on the manufacturer's request and with the agreement of the
technical service the pre-conditioning cycle referred to in point 5.3.1 of
Annex III may be extended.
3.1.2. The vehicle(s) is (are) considered to conform if, with both reference
fuels, the vehicle complies with the emission limits.
3.1.3. The ratio of emission results ‘r’ should be determined for each pollutant
as follows:
r¼femission result on one reference fuel g
femission result on the other reference fuel g
3.2. Exhaust emissions approval of a member of the family:
For a member of the family a test of type I shall be performed with one
reference fuel. This reference fuel may be either reference fuel. The
vehicle is considered to comply if the following requirements are met:
3.2.1. The vehicle complies with the definition of a family member as defined
under point 2.2.
3.2.2. The test results for each pollutant will be multiplied with its 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 on reference fuel 2 or on both reference
fuels, so that no correction is needed.
3.2.3. The vehicle shall comply with the emission limits valid for the relevant
category for both measured and calculated emissions.
4. GENERAL CONDITIONS
4.1. Tests for conformity of production may be performed with a 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
fuel analysis needs to be present.1970L0220 — EN — 06.02.2001 — 018.001 — 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-
lytic converters to be fitted on one or more given types of motor vehicles
of categories M1and N1(1) as replacement parts(2).
2. DEFINITIONS
For the purpose of this Annex:
2.1. ‘Original equipment catalytic converter’, see point 2.17 of Annex I.
2.2. ‘Replacement catalytic converter’, see point 2.18 of Annex I.2.3. ‘Type of catalytic converter’ means catalytic converters which do not
differ in such essential aspects as:
2.3.1. number of coated substrates, structure and material;
2.3.2. type of catalytic activity (oxidising, three-way, etc.);
2.3.3. volume, ratio of frontal area and substrate length;2.3.4. catalyst material content;
2.3.5. catalyst material ratio;
2.3.6. cell density;2.3.7. dimensions and shape;
2.3.8. thermal protection.
2.4. ‘Vehicle type’, see point 2.1 of Annex I.2.5. ‘Approval of a replacement catalytic converter’ means the approval of a
converter intended to be fitted as a replacement part on one or more
specific types of vehicles with regard to the limitation of pollutant emis-
sions, noise level and effect on vehicle performance.
3. APPLICATION FOR EC TYPE-APPROVAL
3.1. An application for EC type-approval pursuant to Article 3(4) of Directive
70/156/EEC of a type of replacement catalytic converter shall be
submitted by the manufacturer.
3.2. A model for the information document is given in Appendix 1 to this
Annex.
3.3. The following must be submitted to the technical service responsible for
the type-approval test:
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
Annex III to this Directive.
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
and set to manufacturer's specification prior to emission testing.
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
name or mark and its commercial designation.1970L0220 — EN — 06.02.2001 — 018.001 — 163
(1) As defined in Annex II Section A to Directive 70/156/EEC.
(2) This Annex does not apply to replacement catalytic converters intended to be fitted on
vehicles of categories M1and N1equipped with an on-board diagnostic (OBD) system.
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4. GRANTING OF EC TYPE-APPROVAL
4.1. If the relevant requirements are satisfied, EC type-approval pursuant to
Article 4(3) of Directive 70/156/EEC shall be granted.
4.2. A model for the EC type-approval certificate is given in Appendix 2 to
this Annex.
4.3. An approval number in accordance with Annex VII to Directive 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
on a number of different vehicle types.
5. EC TYPE-APPROVAL MARKING
5.1. Every replacement catalytic converter conforming to the type approved
under this Directive as a separate technical unit shall bear an EC type-
approval mark.
5.2. This mark shall consist of a rectangle surrounding the letter ‘e’ followed
by the distinguishing number or letters of the Member State which has
granted the EC type-approval:
1 for Germany
2 for France3 for Italy
4 for the Netherlands
5 for Sweden6 for Belgium
9 for Spain
11 for the United Kingdom12 for Austria
13 for Luxembourg
17 for Finland18 for Denmark21 for Portugal
23 for Greece
IRL for Ireland
It must also include in the vicinity of the rectangle the ‘base approval
number’ contained in point 4 of the type-approval number referred to in
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-
approval was granted. In this Directive, the sequence number is 00.
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
approval mark and approval data referred to above.
6. REQUIREMENTS
6.1. General requirements
6.1.1. The replacement catalytic converter shall be designed, constructed and
capable of being mounted so as to enable the vehicle to comply with the
provisions of this Directive which it was originally in compliance with
and that pollutant emissions are effectively limited throughout the normal
life of the vehicle under normal conditions of use.
6.1.2. The installation of the replacement catalytic converter shall be at the
exact position of the original equipment catalytic converter, and the posi-
tion on the exhaust line of the oxygen probe(s), if applicable, shall not be
modified.
6.1.3. If the original equipment catalytic converter includes thermal protection,
the replacement catalytic converter shall include equivalent protection.
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, having regard to the conditions of use of the vehicle.
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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
be subjected to a Type I test under the conditions described in the corre-
sponding Annex to this Directive in order to compare its performance
with the original catalytic converter according to the procedure described
below.
6.2.1. Determination of the basis for comparison
The vehicle(s) shall be fitted with a new original catalytic converter (see
point 3.3.1) which shall be run in with 12 extra urban cycles (type I test
part 2).
After this preconditioning, the vehicle(s) shall be kept in a room in which
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
shall be made.
6.2.2. Exhaust gas test with replacement catalytic converter
The original equipment catalytic converter of the test vehicle(s) shall be
replaced by the replacement catalytic converter (see point 3.3.2) which
shall be run in with 12 extra urban cycles (type I test part 2).
After this preconditioning, the vehicle(s) shall be kept in a room in which
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
shall be made.
6.2.3. Evaluation of the emission of pollutants of vehicles equipped with repla-
cement catalytic converters
The test vehicle(s) with the original equipment catalytic converter shall
comply with the limit values according to the type-approval of the vehi-
cle(s) including, if applicable, the deterioration factors applied during the
type-approval of the vehicle(s).
The requirements regarding emissions of the vehicle(s) equipped with the
replacement catalytic converter shall be deemed to be fulfilled if the
results meet for each regulated pollutant (CO, HC + NOxand particulates)
the following conditions:
M≤0,85 S + 0,4 G (1)
M≤G (2)
where:
M mean value of the emissions of one pollutant (CO or particulates) or
the sum of two pollutants (HC + NOx) obtained from the three type I
tests with the replacement catalytic converter.
S mean value of the emissions of one pollutant (CO or particulates) or
the sum of two pollutants (HC + NOx) obtained from the three type I
tests with the original catalytic converter.
G limit value of the emissions of one pollutant (CO or particulates) or of
the sum of two pollutants (HC + NOx) according to the type-approval
of the vehicle(s) divided by, if applicable, the deterioration factors
determined in accordance with point 6.4.
Where approval is applied for different types of vehicles from the same
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-
ment with the technical service responsible for approval.
6.3. Requirements regarding noise and exhaust back-pressure
The replacement catalytic converter shall satisfy the technical require-
ments of Annex II to Directive 70/157/EEC.
6.4. Requirements regarding durability
The replacement catalytic converter shall comply with the requirements
of point 5.3.5 of Annex I to this Directive, i.e. type V test or deterioration
factors from the following table for the results of the type I tests.1970L0220 — EN — 06.02.2001 — 018.001 — 165
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TableXIII.6.4
Engine categoryDeterioration factors
CO HC + NOxParticulates
Positive ignition 1,2 1,2 —
Compression ignition 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, the provisions of Article 5 of Directive 70/156/EEC shall apply.
8. CONFORMITY OF PRODUCTION
Measures to ensure the conformity of production shall be taken in accor-
dance with the provisions laid down in Article 10 of Directive 70/156/
EEC.
8.2. Special provisions8.2.1. The checks referred to in point 2.2 of Annex X to Directive 70/156/EEC
shall include compliance with the characteristics as defined under point
2.3 to this Annex.
8.2.2. For the application of point 2.4.4 of Annex X to 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
sample that has been proven to conform to the approved type). Emissions
values measured with the sample under verification shall then on average
not exceed by more than 15 % the mean values measured with the
sample used for reference.1970L0220 — EN — 06.02.2001 — 018.001 — 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 …)
The following information, if applicable, must be supplied in triplicate and include a list of contents.
Any drawings mutst be supplied in appropriate scale and sufficient detail on size A4 or on a folder of
A4 format. Photographs, if any, must show sufficient detail.
If the system, components or separate technical units have electronic controls, information concerning
their performance must be supplied.
1970L0220 — EN — 06.02.2001 — 018.001 — 167
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Appendix 2
Model
(Maximumformat:A4(210mm×297mm)
ECTYPE-APPROVALCERTIFICATE
1970L0220 — EN — 06.02.2001 — 018.001 — 168
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1970L0220 — EN — 06.02.2001 — 018.001 — 169
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Addendum
to EC type-approval certificate No …
concerning the separate technical unit type-approval of replacement catalytic converters for motor
vehicles with regard to Directive 70/220/EEC as last amended by Directive …
1970L0220 — EN — 06.02.2001 — 018.001 — 170
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Appendix 3
ModelfortheECtype-approvalmarks
(see point 5.2 of this Annex)
The above approval mark affixed to a component of a replacement catalytic converter shows that the
type concerned has been approved in France (e 2), pursuant to this Directive. The first tow digits of
the approval number (00) refer to the sequence number assigned to the most recent amendments madeto Directive 70/220/EEC. The following four digits (1234) are those allocated by the approval
authority to the replacement catalytic converter as the base approval number.1970L0220 — EN — 06.02.2001 — 018.001 — 171