1988L0077 — EN — 16.02.2000 — 002.001 — 1
This document is meant purely as a documentation tool and the institutions do not assume any liability for its contents
►B ►M3 COUNCILDIRECTIVE
of3December 1987
on the approximation of the laws of the Member States relating to the measures to be taken
against the emission of gaseous and particulate pollutants from compression ignition engines foruse in vehicles, and the emission of gaseous pollutants from positive ignition engines fuelled with
naturalgasorliquefiedpetroleumgasforuseinvehicles
(88/77/EEC) ◄
(OJ L 36, 9.2.1988, p. 33)
Amended by:
Official Journal
No page date
►M1Council Directive of 1 October 1991 L 295 1 25.10.1991
►M2Directive 96/1/EC of the European Parliament and of the Council of 22
January 1996L 40 1 17.2.1996
►M3Directive 1999/96/EC of the European Parliament and of the Council of
13 December 1999L 44 1 16.2.2000
Amended by:
►A1Act of Accession of Austria, Sweden and Finland C241 21 29.8.1994
(adapted by Council Decision 95/1/EC, Euratom, ECSC) L 1 1 1.1.1995
Corrected by:►
C1Corrigendum, OJ L 155, 28.6.1996, p. 64 (96/1/EC)
▼B
Council Directive
of3December 1987
on the approximationof the lawsofthe Member States relating to
themeasurestobetakenagainsttheemissionofgaseousandparti-culate pollutants from compression ignition engines for use invehicles, and the emission of gaseous pollutants from positive igni-tionenginesfuelledwithnaturalgasorliquefiedpetroleumgasfor
useinvehicles
(88/77/EEC)
THE COUNCIL OF THE EUROPEAN COMMUNITIES,
Having regard to the Treaty establishing the European Economic
Community, and in particular Article 100A thereof,
Having regard to the proposal from the Commission(1),
In cooperation withth e European Parliament(2),
Having regard to the opinion of the Economic and Social
Committee(3),
Whereas it is important to adopt measures with the aim of progres-
sively establishing the internal market over a period expiring on 31
December 1992; whereas the internal market shall comprise an area
without internal frontiers in which the free movement of goods,persons, services and capital is ensured;
Whereas the first programme of action of the European Communities
on the protection of the environment, approved by the Council on 22November 1973, called for account to be taken of the latest scientificadvances in combating atmospheric pollution caused by gases emittedfrom motor vehicles and for Directives adopted previously to beamended accordingly; whereas the third programme of action provides
for additional efforts to be made to reduce considerably the present
level of emissions of pollutants from motor vehicles;
Whereas the technical requirements which motor vehicles must satisfy
pursuant to national laws relate, inter alia , to the emission of gaseous
pollutants from diesel engines for use in vehicles;
Whereas those requirements differ from one Member State to another;
whereas these differences could restrict the free circulation of the
products in question;
whereas (SIC! Whereas) it is therefore necessary that all the Member
States adopt the same requirements either in addition to or in place oftheir existing rules, in order, in particular, to permit the implementa-
tion, for each vehicle type, of the EEC type-approval, which was the
subject of Council Directive 70/156/EEC of 6 February 1970 on theapproximation of the laws of the Member States relating to the type-approval of motor vehicles and their trailers(
4), as last amended by
Directive 87/403/EEC(5);
Whereas it is desirable to follow the technical requirements adopted by
the United Nations Economic Commission for Europe in its RegulationNo 49 (uniform provisions concerning the approval of diesel engineswith regard to the emission of gaseous pollutants), which is annexed
to the Agreement of 20 March 1958 concerning the adoption of
uniform conditions of approval and reciprocal recognition of approvalfor motor vehicle equipment and parts;1988L0077 — EN — 16.02.2000 — 002.001 — 2
(1) OJ No C 193, 31. 7. 1986, p. 3.
(2) Position of Parliament on 18 November 1987 (OJ No C 345, 21. 12. 1987,
p. 61).
(3) OJ No C 333, 29. 12. 1986, p. 17.
(4) OJ No L 42, 23. 2. 1970, p. 1.
(5) OJ No L 220, 8. 8. 1987, p. 44.▼M3
▼B
▼B
Whereas the Commission has undertaken to submit proposals to the
Council, not later than the end of 1988, regarding a further reductionof the limit values for the three pollutants which are the subject of
this Directive and the fixing of limit values for particulate emissions,
HAS ADOPTED THIS DIRECTIVE:
Article 1
For the purposes of this Directive:
— ‘vehicle’ means any vehicle as defined in Annex II section A to
Directive 70/156/EEC propelled by a compression ignition or gasengine, with the exception of vehicles of category M
1witha tech -
nically permissible maximum laden mass less than or equal to 3,5
t,
— ‘compression ignition or gas engine’ means the motive propulsion
source of a vehicle for which type approval, as a separate technicalunit as defined in Article 2 of Directive 70/156/EEC, can begranted.
— ‘EEV’ means enhanced environmentally friendly vehicle which is
a vehicle propelled by an engine which complies with the permis-
sive emission limit values given in row C of the Tables given insection 6.2.1 of Annex I.
Article 2
1. From 1 July 1988, no Member State may, on grounds relating to
the gaseous pollutants emitted from an engine:
— refuse to grant EEC type-approval, or to issue the document
provided for in the last indent of Article 10 (1) of Directive 70/
156/EEC, or to grant national type-approval for a type of vehicle
propelled by a diesel engine, or
— prohibit the registration, sale, entry into service or use of such new
vehicles, or
— refuse to grant EEC type-approval, or to grant national type-
approval for a type of diesel engine, or
— prohibit the sale or use of new diesel engines,
if the requirements of the Annexes to this Directive are satisfied.
2. From 1 July 1988, Member States may, on grounds relating to
gaseous pollutants emitted from an engine:
— refuse to grant national type-approval for a type of vehicle
propelled by a diesel engine, or
— refuse to grant national type-approval for a diesel-engine type,
if the requirements of the Annexes to this Directive are not satisfied.
3. Until 30 September 1990, paragraph2 sh all not apply to types of
vehicles propelled by a diesel engine, and to diesel-engine types if the
diesel engine is described in the Annex to a type approval certificate
granted before that date in accordance with Directive 72/306/EEC.
4. From 1 October 1990 Member States may, on grounds relating to
gaseous pollutants emitted from an engine:
— prohibit the registration, sale, entry into service and use of new
vehicles, propelled by a diesel engine,
or
— prohibit the sale and use of new diesel engines
if the requirements of the Annexes to this Directive are not satisfied.1988L0077 — EN — 16.02.2000 — 002.001 — 3
▼M3
▼B
▼B
Article 3
1. The Member State which has granted type-approval of a type of
diesel engine shall take the necessary measures to ensure that it is
informed of any modification of a part or characteristic referred to in
section 2.3 of Annex I. The competent authorities of that Member Stateshall decide whether fresh tests should be carried out on the modifiedengine and a fresh report drawn up. Where the tests reveal failure tocomply with this Directive, the modification shall not be approved.
2. The Member State which has granted type-approval of a vehicle
type in respect of its diesel engine shall take the necessary measures to
ensure that it is informed of any modification of such vehicle type as
regards the engine installed. The competent authorities of that MemberState shall decide whether after such a modification, measures in appli-cation of Directive 70/156/EEC, especially of Article 4 or of Article 6thereof, must be taken.
Article 4
The modifications necessary for adapting the requirements of the
Annexes so as to take account of technical progress shall be adopted
in accordance withth e procedure laid down in Article 13 of Directive
70/156/EEC.
Article 5
1. Member States shall bring into force the laws, regulations, and
administrative provisions necessary to comply withth e Directive by 1July 1988. They shall forthwith inform the Commission thereof.
2. As soon as this Directive has been notified, Member States shall
also ensure that the Commission is informed, in sufficient time for it tosubmit its comments of any draft major laws, regulations or administra-
tive provisions which they intend to adopt in the field covered by this
Directive.
Article 6
Not later than the end of 1988, the Council will consider, on the basis
of a proposal from the Commission, a further reduction of the limitvalues for the three pollutants concerned by this Directive and thefixing of limit values for particulate emissions.
Article 7
This Directive is addressed to the Member States.1988L0077 — EN — 16.02.2000 — 002.001 — 4
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ANNEX I
SCOPE, DEFINITIONS AND ABBREVIATIONS, APPLICATION FOR
EC-TYPE-APPROVAL, SPECIFICATIONS AND TESTS AND CONFOR-
MITYOFPRODUCTION
1. SCOPE
This Directive applies to the gaseous and particulate pollutants from
all motor vehicles equipped with compression-ignition engines and
to the gaseous pollutants from all motor vehicles equipped with posi-
tive ignition engines fuelled withnatural gas or LPG, and to
compression-ignition and positive ignition engines as specified in
Article 1 with the exception of those vehicles of category N1,N2and
M2for which type-approval has been granted under Council Directive
70/220/EEC(1), as last amended by Commission Directive 98/77/
EC(2).
2. DEFINITIONS AND ABBREVIATIONS
For the purposes of this Directive:
2.1. ‘test cycle’ means a sequence of test points eachwitha defined speed
and torque to be followed by the engine under steady state (ESC test)
or transient operating conditions (ETC, ELR test);
2.2. ‘approval of an engine (engine family)’ means the approval of an
engine type (engine family) with regard to the level of the emission
of gaseous and particulate pollutants;
2.3. ‘diesel engine’ means an engine which works on the compression-
ignition principle;
‘gas engine’ means an engine which is fuelled with natural gas (NG)
or liquid petroleum gas (LPG);
2.4. ‘engine type’ means a category of engines which do not differ in such
essential respects as engine characteristics as defined in Annex II to
this Directive;
2.5. ‘engine family’ means a manufacturers grouping of engines which,
through their design as defined in Annex II, Appendix 2 to this Direc-
tive, have similar exhaust emission characteristics; all members of the
family must comply withth e applicable emission limit values;
2.6. ‘parent engine’ means an engine selected from an engine family in
such a way that its emissions characteristics will be representative
for that engine family;
2.7. ‘gaseous pollutants’ means carbon monoxide, hydrocarbons (assuming
a ratio of CH1.85for diesel, CH2.525for LPG and CH2.93for NG
(NMHC)), methane (assuming a ratio of CH4for NG) and oxides of
nitrogen, the last-named being expressed in nitrogen dioxide (NO2)
equivalent;
‘particulate pollutants’ means any material collected on a specified
filter medium after diluting the exhaust with clean filtered air so that
the temperature does not exceed 325 K (52 ºC);
2.8. ‘smoke’ means particles suspended in the exhaust stream of a diesel
engine which absorb, reflect, or refract light;
2.9. ‘net power’ means the power in EC kW obtained on the test bench at
the end of the crankshaft, or its equivalent, measured in accordance
with the EC method of measuring power as set out in Commission
Directive 80/1269/EEC(3), as last amended by Directive 97/21/EC(4);
2.10. ‘declared maximum power (Pmax)’ means the maximum power in EC
kW (net power) as declared by the manufacturer in his application for
type-approval;
2.11. ‘per cent load’ means the fraction of the maximum available torque at
an engine speed;1988L0077 — EN — 16.02.2000 — 002.001 — 5
(1) OJ L 76, 6.4.1970, p. 1.
(2) OJ L 286, 23.10.1998, p. 1.
(3) OJ L 375, 31.12.1980, p. 46.
(4) OJ L 125, 16.5.1997, p. 31.
▼M3
2.12. ‘ESC test’ means a test cycle consisting of 13 steady state modes to
be applied in accordance withsection 6.2 of th is Annex;
2.13. ‘ELR test’ means a test cycle consisting of a sequence of load steps at
constant engine speeds to be applied in accordance withsection 6.2 of
this Annex;
2.14. ‘ETC test’ means a test cycle consisting of 1 800 second-by-second
transient modes to be applied in accordance withsection 6.2 of th is
Annex;
2.15. ‘engine operating speed range’ means the engine speed range, most
frequently used during engine field operation, which lies between the
low and high speeds, as set out in Annex III to this Directive;
2.16. ‘low speed (nloo)’ means the lowest engine speed where 50 % of the
declared maximum power occurs;
2.17. ‘high speed (nhi)’ means the highest engine speed where 70 % of the
declared maximum power occurs;
2.18. ‘engine speeds A, B and C’ means the test speeds within the engine
operating speed range to be used for the ESC test and the ELR test, as
set out in Annex III, Appendix 1 to this Directive;
2.19. ‘control area’ means the area between the engine speeds A and C and
between 25 to 100 per cent load;
2.20. ‘reference speed (nref)’ means the 100 per cent speed value to be used
for denormalising the relative speed values of the ETC test, as set out
in Annex III, Appendix 2 to this Directive;
2.21. ‘opacimeter’ means an instrument designed to measure the opacity of
smoke particles by means of the light extinction principle;
2.22. ‘NG gas range’ means one of the H or L range as defined in
European Standard EN 437, dated November 1993;
2.23. ‘self adaptability’ means any engine device allowing the air/fuel ratio
to be kept constant;
2.24. ‘recalibration’ means a fine tuning of an NG engine in order to
provide the same performance (power, fuel consumption) in a
different range of natural gas;
2.25. ‘Wobbe Index (lower Wl; or upper Wu)’ means the ratio of the corre-
sponding calorific value of a gas per unit volume and the square root
of its relative density under the same reference conditions:
W¼HGas/C2ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ
ρair=ρgasq
2.26. ‘ λ-shift factor (Sλ)’ means an expression that describes the required
flexibility of the engine management system regarding a change of
the excess-air ratio λif the engine is fuelled with a gas composition
different from pure methane (see Annex VII for the calculation of Sλ).
2.27. ‘EEV’ means Enhanced Environmentally Friendly Vehicle which is a
type of vehicle propelled by an engine complying with the permissive
emission limit values given in row C of the Tables in section 6.2.1 of
this Annex;
2.28. ‘Defeat Device’ means any element of engine or vehicle design which
measures or senses vehicle speed, engine speed, gear used, tempera-
ture, intake pressure or any other parameter, with a view to
activating, modulating delaying or deactivating the operation of any
component of the emission control system so that the effectiveness
of the emission control system is reduced under conditions encoun-
tered in normal vehicle use.
Sucha device will not be regarded as a defeat device if:
— the need for the device is justified temporarily to protect the
engine against intermittent operating conditions that could lead to
damage or failure and no other measures are applicable for the
same purpose which do not reduce the effectiveness of the emis-
sion control system;
— the device operates only when needed during engine starting and/
or warming-up and no other measures are applicable for the same
purpose which do not reduce the effectiveness of the emission
control system.1988L0077 — EN — 16.02.2000 — 002.001 — 6
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Figure 1
Specificdefinitionsofthetestcycles
2.29.Symbolsandabbreviations
2.29.1. Symbols for test parameters
Symbol Unit Term
APm2Cross sectional area of the isokinetic sampling probe
ATm2Cross sectional area of the exhaust pipe
CEE— Ethane efficiency
CEM— Methane efficiency
C1 — Carbon 1 equivalent hydrocarbon
conc ppm/vol. % Subscript denoting concentration
D0m3/s Intercept of PDP calibration function
DF — Dilution factor
D — Bessel function constant
E — Bessel function constant
EZg/kWhInterpolated NOxemission of the control point
fa— Laboratory atmospheric factor
fcs−1Bessel filter cut-off frequency
FFH— Fuel specific factor for the calculation of wet concen-
tration for dry concentration
FS— Stoichiometric factor
GAIRWkg/hIntake air mass flow rate on wet basis
GAIRDkg/hIntake air mass flow rate on dry basis
GDILWkg/hDilution air mass flow rate on wet basis
GEDFWkg/hEquivalent diluted exh aust gas mass flow rate on wet
basis
GEXHWkg/hExh aust gas mass flow rate on wet basis
GFUELkg/hFuel mass flow rate
GTOTWkg/hDiluted exh aust gas mass flow rate on wet basis
H MJ/m3Calorific value
HREFg/kg Reference value of absolute humidity (10,71g/kg)
Hag/kg Absolute humidity of the intake air
Hdg/kg Absolute humidity of the dilution air
HTCRAT mol/mol Hydrogen-to-Carbon ratio1988L0077 — EN — 16.02.2000 — 002.001 — 7
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Symbol Unit Term
i — Subscript denoting an individual mode
K — Bessel constantkm
−1Light absorption coefficient
KH,D— Humidity correction factor for NOxfor diesel engines
KH,G— Humidity correction factor for NOxfor gas engines
KVCFV calibration function
KW,a— Dry to wet correction factor for the intake air
KW,d— Dry to wet correction factor for the dilution air
KW,e— Dry to wet correction factor for the diluted exhaust
gas
KW,r— Dry to wet correction factor for the raw exhaust gas
L % Percent torque related to the maximum torque for the
test engine
Lam Effective optical pathlength
m Slope of PDP calibration functionmass g/hor g Subscript denoting emissions mass flow (rate)M
DILkg Mass of the dilution air sample passed through the
particulate sampling filters
Mdmg Particulate sample mass of the dilution air collected
Mfmg Particulate sample mass collected
Mf,pmg Particulate sample mass collected on primary filter
Mf,bmg Particulate sample mass collected on back-up filter
MSAMMass of the diluted exhaust sample passed through
the particulate sampling filters
MSECkg Mass of secondary dilution air
MTOTWkg Total CVS mass over the cycle on wet basis
MTOTW,ikg Instantaneous CVS mass on wet basis
N % OpacityN
P— Total revolutions of PDP over the cycle
NP,i— Revolutions of PDP during a time interval
n min−1Engine speed
nps−1PDP speed
nhimin−1Highengine speed
nlomin−1Low engine speed
nrefmin−1Reference engine speed for ETC test
pakPa Saturation vapour pressure of the engine intake air
pAkPa Absolute pressure
pBkPa Total atmospheric pressure
pdkPa Saturation vapour pressure of the dilution air
pskPa Dry atmospheric pressure
p1kPa Pressure depression at pump inlet
P(a) kW Power absorbed by auxiliaries to be fitted for testP(b) kW Power absorbed by auxiliaries to be removed for testP(n) kW Net power non-correctedP(m) kW Power measured on test bedΩ — Bessel constant
Q
sm3/s CVS volume flow rate
q — Dilution ratio
r — Ratio of cross sectional areas of isokinetic probe and
exhaust pipe1988L0077 — EN — 16.02.2000 — 002.001 — 8
▼M3
Symbol Unit Term
Ra% Relative humidity of the intake air
Rd% Relative humidity of the dilution air
Rf— FID response factor
ρ kg/m3density
S kW Dynamometer setting
Sim−1Instantaneous smoke value
Sλ— λ-shift factor
T K Absolute temperature
TaK Absolute temperature of the intake air
t s Measuring time
tes Electrical response time
tfs Filter response time for Bessel function
tps Physical response time
∆t s Time interval between successive smoke data (= 1/
sampling rate)
∆tis Time interval for instantaneous CFV flow
τ % Smoke transmittance
V0m3/rev PDP volume flow rate at actual conditions
W — Wobbe index
WactkWhActual cycle work of ETC
WrefkWhReference cycle work of ETC
WF — Weighting factor
WFE— Effective weighting factor
X0m3/rev Calibration function of PDP volume flow rate
Yim−11 s Bessel averaged smoke value
2.29.2. Symbols for the Chemical Components
CH4Methane
C2H6Ethane
C3H8Propane
CO Carbon monoxide
DOP Di-octylphtalate
CO2Carbon dioxide
HC Hydrocarbons
NMHC Non-methane hydrocarbons
NOxOxides of nitrogen
NO Nitric oxide
NO2Nitrogen dioxide
PT Particulates
2.29.3. Abbreviations
CFV Critical flow venturi
CLD Chemiluminescent detector
ELR European load response test
ESC European steady state cycle
ETC European transient cycle
FID Flame ionisation detector
GC Gas chromatograph
HCLD Heated chemiluminescent detector
HFID Heated flame ionisation detectorLPG Liquefied petroleum gas
NDIR Non-dispersive infrared analyser
NG Natural gas
NMC Non-methane cutter1988L0077 — EN — 16.02.2000 — 002.001 — 9
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3. APPLICATION FOR EC TYPE-APPROVAL
3.1.Application for EC Type-Approval for a Type of Engine or
EngineFamily asaSeparateTechnicalUnit
3.1.1. The application for approval of an engine type or engine family with
regard to the level of the emission of gaseous and particulate pollu-
tants for diesel engines and with regard to the level of the emission
of gaseous pollutants for gas engines shall be submitted by the engine
manufacturer or by a duly accredited representative.
3.1.2. It shall be accompanied by the undermentioned documents in tripli-
cate and the following particulars:
3.1.2.1. A description of the engine type or engine family, if applicable,
comprising the particulars referred to in Annex II to this Directive
which conform to the requirements of Articles 3 and 4 of Directive
70/156/EEC.
3.1.3. An engine conforming to the ‘engine type’ or ‘parent engine’ charac-
teristics described in Annex II shall be submitted to the technical
service responsible for conducting the approval tests defined in
section 6.
3.2.Applicationfor ECType-Approvalfor a Vehicle Typein Respect
ofitsEngine
3.2.1. The application for approval of a vehicle with regard to emission of
gaseous and particulate pollutants by its diesel engine or engine
family and with regard to the level of the emission of gaseous pollu-
tants by its gas engine or engine family shall be submitted by the
vehicle manufacturer or a duly accredited representative.
3.2.2. It shall be accompanied by the undermentioned documents in tripli-
cate and the following particulars:
3.2.2.1. A description of the vehicle type, of the engine-related vehicle parts
and of the engine type or engine family, if applicable, comprising the
particulars referred to in Annex II, along withth e documentation
required in application of Article 3 of Directive 70/156/EEC,
3.3.Application for EC Type-Approval for a Vehicle Type with an
ApprovedEngine
3.3.1. The application for approval of a vehicle with regard to emission of
gaseous and particulate pollutants by its approved diesel engine or
engine family and with regard to the level of the emission of gaseous
pollutants by its approved gas engine or engine family shall be
submitted by the vehicle manufacturer or a duly accredited represen-
tative.
3.3.2. It shall be accompanied by the undermentioned documents in tripli-
cate and the following particulars:
3.3.2.1. a description of the vehicle type and of engine-related vehicle parts
comprising the particulars referred to in Annex II, as applicable, and
a copy of the EC Type-Approval Certificate (Annex VI) for the
engine or engine family, if applicable, as a separate technical unit
which is installed in the vehicle type, along with the documentation
required in application of Article 3 of Directive 70/156/EEC.
4. EC TYPE-APPROVAL4.1.GrantingofauniversalfuelECtype-approval
A universal fuel EC type-approval is granted subject to the following
requirements:
4.1.1. In the case of diesel fuel the parent engine meets the requirements of
this Directive on the reference fuel specified in Annex IV.
4.1.2. In the case of natural gas the parent engine should demonstrate its
capability to adapt to any fuel composition that may occur across the
market. 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 their energy content expressed by the Wobbe Index and in their λ-
shift factor (S
λ). The formulae for the calculation of the Wobbe index
and Sλare given in sections 2.25 and 2.26. The composition of the
reference fuels reflects the variations of those parameters.1988L0077 — EN — 16.02.2000 — 002.001 — 10
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The parent engine shall meet the requirements of this Directive on the
reference fuels G20 and G25, as specified in Annex IV, without any
readjustment to the fuelling between the two tests. However, one
adaptation run over one ETC cycle without measurement is permitted
after the change of the fuel. Before testing, the parent engine shall be
run-in using the procedure given in paragraph 3 of Appendix 2 to
Annex III.
4.1.3. In the case of an engine fuelled with natural gas which is self-adap-
tive for the range of H-gases on the one hand and the range of L-
gases on the other hand, and which switches between the H-range
and the L-range by means of a switch, the parent engine shall be
tested on the two relevant reference fuels as specified in Annex IV
for each range, at each position of the switch. The fuels are G20
(fuel 1) and G23 (fuel 2) for the H-range of gases, G23 (fuel 1) and
G25 (fuel 2) for the L-range of gases. The parent engine shall meet
the requirements of this Directive at both positions of the switch
without any readjustment to the fuelling between the two tests at
each position of the switch. However, one adaptation run over one
ETC cycle without measurement is permitted after the change of the
fuel. Before testing the parent engine shall be run-in using the proce-
dure given in paragraph3 of Appendix 2 to Annex III.
4.1.3.1. On the manufacturer's request the engine may be tested on a third fuel
(fuel 3) if the λ-shift factor (Sλ) lies between those of the fuels G20
and G25, e.g. when fuel 3 is a market fuel. The results of this test
may be used as a basis for the evaluation of the conformity of the
production.
4.1.3.2. The ratio of emission results ‘r’ shall be determined for each pollutant
as follows:
r¼emission result on reference fuel 2
emission result on reference fuel 1
or,
ra¼emission result on reference fuel 2
emission result on reference fuel 3
and,
rb¼emission result on reference fuel 1
emission result on reference fuel 3
4.1.4. In the case of LPG the parent engine 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/C4composition. These
variations are reflected in the reference fuels. The parent engine
should meet the emission requirements on the reference fuels A and
B as specified in Annex IV without any readjustment to the fuellingbetween the two tests. However, one adaptation run over one ETC
cycle without measurement is permitted after the change of the fuel.
Before testing the parent engine shall be run-in using the procedure
defined in paragraph3 of Appendix 2 to Annex III.
4.1.4.1. The ratio of emission results ‘r’ shall be determined for each pollutant
as follows:
r¼emission result on reference fuel 2
emission result on reference fuel 1
4.2.Grantingofafuelrangerestricted ECtype-approval
At the present state of technology it is not yet possible to make lean-
burn natural gas engines self-adaptive. Yet these engines offer an
advantage in efficiency and CO2emission. If a user has the guarantee
of a supply of fuel of uniform composition, he may opt for a leanburn
engine. Suchan engine could be given a fuel restricted approval. In1988L0077 — EN — 16.02.2000 — 002.001 — 11
▼M3
the interest of international harmonisation it is regarded desirable that
a specimen of suchan engine is granted international approval. Fuel
restricted variants would then need to be identical except for the
contents of the database of the ECU of the fuelling system, and such
parts of the fuelling system (such as injector nozzles) that need to be
adapted to the different fuel flow.
Fuel range restricted EC type-approval is granted subject to the
following requirements:
4.2.1. Exhaust emissions approval of an engine running on natural gas and
laid out for operation on either the range of H-gases or on the range
of L-gases
The parent engine shall be tested on the two relevant reference fuels
as specified in Annex IV for the relevant range. The fuels are G20
(fuel 1) and G23 (fuel 2) for the H-range of gases, G23 (fuel 1) and
G25 (fuel 2) for the L-range of gases. The parent engine shall meet
the emission requirements without any readjustment to the fuelling
between the two tests. However, one adaptation run over one ETC
cycle without measurement is permitted after the change of the fuel.
Before testing the parent engine shall be run-in using the procedure
defined in paragraph3 of Appendix 2 to Annex III.
4.2.1.1. On the manufacturer's request it may be tested on a third fuel (fuel 3)
if the λ-shift factor (Sλ) lies between those of the fuels G20 and G23,
or G23 and G25 respectively, e.g. when fuel 3 is a market fuel. The
results of this test may be used as a basis for the evaluation of the
conformity of the production.
4.2.1.2. The ratio of emission results ‘r’ shall be determined for each pollutant
as follows:
r¼emission result on reference fuel 2
emission result on reference fuel 1
or,
ra¼emission result on reference fuel 2
emission result on reference fuel 3
and,
rb¼emission result on reference fuel 1
emission result on reference fuel 3
4.2.1.3. Upon delivery to the customer the engine shall bear a label (see para-
graph 5.1.5) stating for which range of gases the engine is approved.
4.2.2. Exhaust emissions approval of an engine running on natural gas or
LPG and laid out for operation on one specific fuel composition
4.2.2.1. The parent engine shall meet the emission requirements on the refer-
ence fuels G20 and G25 in the case of natural gas, or the reference
fuels A and B in the case of LPG, as specified in Annex IV. Between
the tests fine-tuning of the fuelling system is allowed. This fine-
tuning will consist of a recalibration of the fuelling database, without
any alteration to either the basic control strategy or the basic structure
of the database. If necessary the exchange of parts that are directly
related to the amount of fuel flow (such as injector nozzles) is
allowed.
4.2.2.2. If the manufacturer so desires the engine may be tested on the refer-
ence fuels G20 and G23, or G23 and G25, in which case the type
approval is only valid for the H-range or the L-range of gases respec-
tively.
4.2.2.3. Upon delivery to the customer the engine shall bear a label (see para-
graph 5.1.5) stating for which fuel composition the engine has been
calibrated.1988L0077 — EN — 16.02.2000 — 002.001 — 12
▼M3
4.3.Exhaustemissionsapprovalofamemberofafamily
4.3.1. With the exception of the case mentioned in paragraph 4.3.2, the
approval of a parent engine shall be extended to all family members
without further testing, for any fuel composition within the range for
which the parent engine has been approved (in the case of enginesdescribed in paragraph 4.2.2) or the same range of fuels (in the case
of engines described in either paragraphs 4.1 or 4.2) for which the
parent engine has been approved.
4.3.2. Secondarytest engine
In case of an application for type approval of an engine, or a vehicle
in respect of its engine, that engine belonging to an engine family, if
the approval authority determines that, with regard to the selected
parent engine the submitted application does not fully represent the
engine family defined in Annex I, Appendix 1, an alternative and if
necessary an additional reference test engine may be selected by the
approval authority and tested.
4.4.Type-approvalcertificate
A certificate conforming to the model specified in Annex VI shall be
issued for approval referred to under sections 3.1, 3.2 and 3.3.
5. ENGINE MARKINGS
5.1. The engine approved as a technical unit must bear:
5.1.1. the trademark or trade name of the manufacturer of the engine;5.1.2. the manufacturer's commercial description;5.1.3. the EC type-approval number preceded by the distinctive letter(s) or
number(s) of the country granting EC type-approval(
1);
5.1.4. in case of an NG engine one of the following markings to be placed
after the EC type approval number:
— H in case of the engine being approved and calibrated for the H-
range of gases;
— L in case of the engine being approved and calibrated for the L-
range of gases;
— HL in case of the engine being approved and calibrated for both
the H-range and L-range of gases;
—Htin case of the engine being approved and calibrated for a
specific gas composition in the H-range of gases and transform-
able to another specific gas in the H-range of gases by fine
tuning of the engine fuelling;
—Ltin case of the engine being approved and calibrated for a
specific gas composition in the L-range of gases and transform-
able to another specific gas in the L-range of gases after fine
tuning of the engine fuelling;
—H Ltin the case of the engine being approved and calibrated for a
specific gas composition in either the H-range or the L-range of
gases and transformable to another specific gas in either the H-
range or the L-range of gases by fine tuning of the engine fuel-
ling.
5.1.5. Labels
In the case of NG and LPG fuelled engines with a fuel range
restricted type approval, the following labels are applicable:
5.1.5.1. Content
The following information must be given:In the case of paragraph 4.2.1.3, the label shall state ‘ONLY FOR
USE WITH NATURAL GAS RANGE H’. If applicable, ‘H’ is
replaced by ‘L’.
In the case of paragraph 4.2.2.3, the label shall state ‘ONLY FOR
USE WITH NATURAL GAS SPECIFICATION …’ or ‘ONLY FOR
USE WITH LIQUEFIED PETROLEUM GAS SPECIFICATION …’,1988L0077 — EN — 16.02.2000 — 002.001 — 13
(1) 1 = Germany, 2 = France, 3 = Italy, 4 = Netherlands, 5 = Sweden, 6 = Belgium, 9 =
Spain, 11 = United Kingdom, 12 = Austria, 13 = Luxembourg, 16 = Norway, 17 =Finland, 18 = Denmark, 21 = Portugal, 23 = Greece, FL = Liechtenstein, IS = Iceland,
IRL = Ireland.
▼M3
as applicable. All the information in the appropriate table(s) in Annex
IV shall be given with the individual constituents and limits specified
by the engine manufacturer.
The letters and figures must be at least 4 mm in height.
Note:
If lack of space prevents suchlabelling, a simplified code may be
used. In this event, explanatory notes containing all the above infor-
mation must be easily accessible to any person filling the fuel tank or
performing maintenance or repair on the engine and its accessories, as
well as to the authorities concerned. The site and content of these
explanatory notes will be determined by agreement between the
manufacturer and the approval authority.
5.1.5.2. Properties
Labels must be durable for the useful life of the engine. Labels must
be clearly legible and their letters and figures must be indelible. Addi-
tionally, labels must be attached in such a manner that their fixing is
durable for the useful life of the engine, and the labels cannot be
removed without destroying or defacing them.
5.1.5.3. Placing
Labels must be secured to an engine part necessary for normal engine
operation and not normally requiring replacement during engine life.
Additionally, these labels must be located so as to be readily visible
to the average person after the engine has been completed with all the
auxiliaries necessary for engine operation.
5.2. In case of an application for EC type-approval for a vehicle type in
respect of its engine, the marking specified in section 5.1.5 shall also
be placed close to fuel filling aperture.
5.3. In case of an application for EC type-approval for a vehicle type with
an approved engine, the marking specified in section 5.1.5 shall also
be placed close to the fuel filling aperture.
6. SPECIFICATIONS AND TESTS6.1.General
The components liable to affect the emission of gaseous and particu-
late pollutants from diesel engines and the emission of gaseous
pollutants from gas engines shall be so designed, constructed and
assembled as to enable the engine, in normal use, to comply with
the provisions of this Directive.
6.1.1. The use of a defeat device and/or irrational emissions control strategy
is forbidden. If the type-approval authority suspects that a vehicle
type utilises defeat device(s) and/or any irrational emission control
strategy under certain operating conditions, upon request the manufac-
turer has to provide information on the operation and effect on
emissions of the use of such devices and/or control strategy. Such
information shall include a description of all emission control compo-
nents, fuel control system logic including timing strategies and switch
points during all modes of operation. These information should
remain strictly confidential and not be attached to the documentation
required in Annex I, section 3.
6.2.Specifications Concerning the Emission of Gaseous and Particu-
latePollutantsandSmoke
For type approval to row A of the tables in section 6.2.1, the emis-
sions shall be determined on the ESC and ELR tests with
conventional diesel engines including those fitted with electronic fuel
injection equipment, exhaust gas recirculation (EGR), and/or oxida-
tion catalysts. Diesel engines fitted withadvanced exh aust
aftertreatment systems including the NO
xcatalysts and/or particulate
traps, shall additionally be tested on the ETC test.
For type approval testing to either row B1 or B2 or row C of the
tables in section 6.2.1 the emissions shall be determined on the ESC,
ELR and ETC tests.
For gas engines, the gaseous emissions shall be determined on the
ETC test.1988L0077 — EN — 16.02.2000 — 002.001 — 14
▼M3
The ESC and ELR test procedures are described in Annex III,
Appendix 1, the ETC test procedure in Annex III, Appendices 2 and
3.
The emissions of gaseous pollutants and particulate pollutants, if
applicable, and smoke, if applicable, by the engine submitted for
testing shall be measured by the methods described in Annex III,
Appendix 4. Annex V describes the recommended analytical systems
for the gaseous pollutants, the recommended particulate sampling
systems, and the recommended smoke measurement system.
Other systems or analysers may be approved by the Technical Service
if it is found that they yield equivalent results on the respective test
cycle. The determination of system equivalency shall be based upon
a 7 sample pair (or larger) correlation study between the system under
consideration and one of the reference systems of this Directive. For
particulate emissions only the full flow dilution system is recognised
as the reference system. ‘Results’ refer to the specific cycle emissions
value. The correlation testing shall be performed at the same labora-
tory, test cell, and on the same engine, and is preferred to be run
concurrently. The equivalency criterion is defined as a ± 5 % agree-
ment of the sample pair averages. For introduction of a new system
into the Directive the determination of equivalency shall be based
upon the calculation of repeatability and reproducibility, as described
in ISO 5725.
6.2.1. Limit Values
The specific mass of the carbon monoxide, of the total hydrocarbons,
of the oxides of nitrogen and of the particulates, as determined on the
ESC test, and of the smoke opacity, as determined on the ELR test,shall not exceed the amounts shown in Table 1.
Table 1
Limit values — ESC and ELR tests
RowMass of
carbon
monoxideMass of
hydrocar-
bonsMass of
nitrogen
oxidesMass of particulates Smoke
(CO) g/
kWh(HC) g/
kWh(NOx)g /
kWh(PT) g/kWhm−1
A (2000) 2,1 0,66 5,0 0,10 0,13 (1) 0,8
B1 (2005) 1,5 0,46 3,5 0,02 0,5B2 (2008) 1,5 0,46 2,0 0,02 0,5C (EEV) 1,5 0,25 2,0 0,02 0,15
(1) For engines having a swept volume of less than 0,75 dm3per cylinder and a rated power speed of
more than 3 000 min−1.
For diesel engines that are additionally tested on the ETC test, and
specifically for gas engines, the specific masses of the carbon
monoxide, of the non-methane hydrocarbons, of the methane (where
applicable), of the oxides of nitrogen and of the particulates (where
applicable) shall not exceed the amounts shown in Table 2.
Table 2
Limit values — ETC tests (1)
RowMass of
carbon
monoxideMass of
non-
methane
hydrocar-
bonsMass of
methaneMass of
nitrogen
oxidesMass of particulates
(PT)
(CO) g/
kWh(NMHC) g/
kWh(CH4)(2)g /
kWh(NOx)g /
kWh(PT) (3) g/kWh
A (2000) 5,45 0,78 1,6 5,0 0,16 0,21 (4)
B1 (2005) 4,0 0,55 1,1 3,5 0,031988L0077 — EN — 16.02.2000 — 002.001 — 15
▼M3
RowMass of
carbon
monoxideMass of
non-
methane
hydrocar-
bonsMass of
methaneMass of
nitrogen
oxidesMass of particulates
(PT)
(CO) g/
kWh(NMHC) g/
kWh(CH4)(2)g /
kWh(NOx)g /
kWh(PT) (3) g/kWh
B2 (2008) 4,0 0,55 1,1 2,0 0,03
C (EEV) 3,0 0,40 0,65 2,0 0,02
(1) The conditions for verifying the acceptability of the ETC tests (see Annex III, Appendix 2, section
3.9) when measuring the emissions of gas fuelled engines against the limit values applicable in rowA shall be re-examined and, where necessary, modified in accordance with the procedure laid down
in Article 13 of Directive 70/156/EEC.
(
2) For NG engines only.
(3) Not applicable for gas fulled engines at stage A and stages B1 and B2.
(4) For engines having a swept volume of less than 0,75 dm3per cylinder and a rated power speed of
more than 3 000 min−1.
6.2.2. Hydrocarbon measurement for diesel and gas fuelled engines
6.2.2.1. A manufacturer may choose to measure the mass of total hydrocar-
bons (THC) on the ETC test instead of measuring the mass of non-
methane hydrocarbons. In this case, the limit for the mass of total
hydrocarbons is the same as shown in table 2 for the mass of non-
methane hydrocarbons.
6.2.3. Specific requirements for diesel engines
6.2.3.1. The specific mass of the oxides of nitrogen measured at the random
check points within the control area of the ESC test must not exceed
by more than 10 per cent the values interpolated from the adjacent
test modes (reference Annex III, Appendix 1 sections 4.6.2 and 4.6.3).
6.2.3.2. The smoke value on the random test speed of the ELR must not
exceed the highest smoke value of the two adjacent test speeds by
more than 20 per cent, or by more than 5 per cent of the limit value,
whichever is greater.
7. INSTALLATION ON THE VEHICLE
7.1. The engine installation on the vehicle shall comply with the following
characteristics in respect to the type-approval of the engine:
7.1.1. intake depression shall not exceed that specified for the type-approved
engine in Annex VI;
7.1.2. exhaust back pressure shall not exceed that specified for the type-
approved engine in Annex VI;
7.1.3. power absorbed by the auxiliaries needed for operating the engine
shall not exceed that specified for the type-approved engine in Annex
VI.
7.1.4. power absorbed by the auxiliaries needed for operating the engine
shall not exceed that specified for the type-approved engine in Annex
VI.
8. ENGINE FAMILY
8.1.Parameters definingtheenginefamily
The engine family, as determined by the engine manufacturer, may be
defined by basic characteristics which must be common to engines
within the family. In some cases there may be interaction of para-
meters. These effects must also be taken into consideration to ensure
that only engines with similar exhaust emission characteristics are
included within an engine family.
In order that engines may be considered to belong to the same engine
family, the following list of basic parameters must be common:
8.1.1. Combustion cycle:
— 2 cycle
— 4 cycle1988L0077 — EN — 16.02.2000 — 002.001 — 16
▼M3
8.1.2. Cooling medium:
— air
— water— oil
8.1.3. For gas engines and engines withaftertreatment
— Number of cylinders
(other diesel engines with fewer cylinders than the parent engine may
be considered to belong to the same engine family provided the fuel-
ling system meters fuel for eachindividual cylinder).
8.1.4. Individual cylinder displacement:
— engines to be within a total spread of 15 %
8.1.5. Method of air aspiration:
— naturally aspirated
— pressure charged
— pressure charged with charge air cooler
8.1.6. Combustion chamber type/design:
— pre-chamber
— swirl chamber— open chamber
8.1.7. Valve and porting — configuration, size and number:
— cylinder head
— cylinder wall— crankcase
8.1.8. Fuel injection system (diesel engines):
— pump-line-injector
— in-line pump— distributor pump
— single element
— unit injector
8.1.9. Fuelling system (gas engines):
— mixing unit
— gas induction/injection (single point, multi-point)— liquid injection (single point, multi-point).
8.1.10. Ignition system (gas engines)
8.1.11. Miscellaneous features:
— exhaust gas recirculation
— water injection/emulsion— secondary air injection— charge cooling system
8.1.12. Exhaust aftertreatment:
— 3-way-catalyst
— oxidation catalyst— reduction catalyst— thermal reactor— particulate trap
8.2.ChoiceoftheParentEngine
8.2.1. Diesel Engines
The parent engine of the family shall be selected using the primary
criteria of the highest fuel delivery per stroke at the declared
maximum torque speed. In the event that two or more engines share
this primary criteria, the parent engine shall be selected using the
secondary criteria of highest fuel delivery per stroke at rated speed.
Under certain circumstances, the approval authority may conclude
that the worst case emission rate of the family can best be charac-
terised by testing a second engine. Thus, the approval authority may
select an additional engine for test based upon features which indicate
that it may have the highest emission level of the engines within that
family.1988L0077 — EN — 16.02.2000 — 002.001 — 17
▼M3
If engines within the family incorporate other variable features which
could be considered to affect exhaust emissions, these features shall
also be identified and taken into account in the selection of the parent
engine.
8.2.2. Gas Engines
The parent engine of the family shall be selected using the primary
criteria of the largest displacement. In the event that two or more
engines share this primary criteria, the parent engine shall be selected
using the secondary criteria in the following order:
— the highest fuel delivery per stroke at the speed of declared rated
power;
— the most advanced spark timing;— the lowest EGR rate;— no air pump or lowest actual air flow pump.
Under certain circumstances, the approval authority may conclude
that the worst case emission rate of the family can best be charac-
terised by testing a second engine. Thus, the approval authority may
select an additional engine for test based upon features which indicate
that it may have the highest emission level of the engines within that
family.
9. PRODUCTION CONFORMITY
9.1. Measures to ensure production conformity must be taken in accor-
dance withth e provisions of Article 10 of Directive 70/156/EEC.
Production conformity is checked on the basis of the description in
the type-approval certificates set out in Annex VI to this Directive.
Sections 2.4.2 and 2.4.3 of Annex X to Directive 70/156/EEC are
applicable where the competent authorities are not satisfied with the
auditing procedure of the manufacturer.
9.1.1. If emissions of pollutants are to be measured and an engine type-
approval has had one or several extensions, the tests will be carried
out on the engine(s) described in the information package relating to
the relevant extension.
9.1.1.1. Conformity of the engine subjected to a pollutant test:
After submission of the engine to the authorities, the manufacturer
shall not carry out any adjustment to the engines selected.
9.1.1.1.1. Three engines are randomly taken in the series. Engines that are
subject to testing only on the ESC and ELR tests or only on the
ETC test for type approval to row A of the tables in section 6.2.1
are subject to those applicable tests for the checking of production
conformity. With the agreement of the authority, all other engines
type approved to row A, B1 or B2, or C of the tables in section
6.2.1 are subjected to testing either on the ESC and ELR cycles or
on the ETC cycle for the checking of the production conformity.
The limit values are given in section 6.2.1 of this Annex.
9.1.1.1.2. The tests are carried out according to Appendix 1 to this Annex,
where the competent authority is satisfied with the production stan-
dard deviation given by the manufacturer, in accordance with Annex
X to Directive 70/156/EEC, which applies to motor vehicles and their
trailers.
The tests are carried out according to Appendix 2 to this Annex,
where the competent authority is not satisfied with the production
standard deviation given by the manufacturer, in accordance with
Annex X to Directive 70/156/EEC, which applies to motor vehicles
and their trailers.
At the manufacturer's request, the tests may be carried out in accor-
dance withAppendix 3 to th is Annex.
9.1.1.1.3. On the basis of a test of the engine by sampling, the production of a
series is regarded as conforming where a pass decision is reached for
all the pollutants and non conforming where a fail decision is reached
for one pollutant, in accordance with the test criteria applied in the
appropriate Appendix.
When a pass decision has been reached for one pollutant, this deci-
sion may not be changed by any additional tests made in order to
reach a decision for the other pollutants.1988L0077 — EN — 16.02.2000 — 002.001 — 18
▼M3
If no pass decision is reached for all the pollutants and if no fail deci-
sion is reached for one pollutant, a test is carried out on another
engine (see Figure 2).
If no decision is reached, the manufacturer may at any time decide to
stop testing. In that case a fail decision is recorded.
9.1.1.2. The tests will be carried out on newly manufactured engines. Gas
fuelled engines shall be run-in using the procedure defined in para-
graph3 of Appendix 2 to Annex III.
9.1.1.2.1. However, at the request of the manufacturer, the tests may be carried
out on diesel or gas engines which have been run-in more than the
period referred to in section 9.1.1.2, up to a maximum of 100 hours.
In this case, the running-in procedure will be conducted by the manu-
facturer who shall undertake not to make any adjustments to those
engines.
9.1.1.2.2. When the manufacturer asks to conduct a running-in procedure in
accordance withsection 9.1.1.2.1, it may be carried out on:
— all the engines that are tested,
or,
— the first engine tested, with the determination of an evolution
coefficient as follows:
— the pollutant emissions will be measured at zero and at ‘x’
hours on the first engine tested,
— the evolution coefficient of the emissions between zero and ‘x’
hours will be calculated for each pollutant:
Emissions ‘x’ hoursEmissions zero hours
It may be less than one.
The subsequent test engines will not be subjected to the running-in
procedure, but their zero hour emissions will be modified by the
evolution coefficient.
In this case, the values to be taken will be:
— the values at ‘x’ hours for the first engine,
— the values at zero hour multiplied by the evolution coefficient for
the other engines.
9.1.1.2.3. For diesel and LPG fuelled engines, all these tests may be conducted
with commercial fuel. However, at the manufacturer's request, the
reference fuels described in Annex IV may be used. This implies
tests, as described in section 4 of this Annex, with at least two of
the reference fuels for each gas engine.
9.1.1.2.4. For NG fuelled engines, all these tests may be conducted with
commercial fuel in the following way:
— for H marked engines with a commercial fuel within the H range;
— for L marked engines with a commercial fuel within the L range;
— for HL marked engines with a commercial fuel within the H or
the L range.
However, at the manufacturer's request, the reference fuels described
in Annex IV may be used. This implies tests, as described in section 4
of this Annex, with at least two of the reference fuels for each gas
engine.
9.1.1.2.5. In the case of dispute caused by the non-compliance of gas fuelled
engines when using a commercial fuel, the tests shall be performed
with a reference fuel on which the parent engine has been tested, or
with the possible additional fuel 3 as referred to in paragraphs 4.1.3.1
and 4.2.1.1 on which the parent engine may have been tested. Then,
the result has to be converted by a calculation applying the relevant
factor(s) ‘r’, ‘r
a’o r‘ rb’ as described in paragraphs 4.1.3.2, 4.1.4.1
and 4.2.1.2. If r, raor rbare less than one no correction shall take
place. The measured results and the calculated results must demon-
strate that the engine meets the limit values with all relevant fuels
(fuels 1, 2 and, if applicable, fuel 3).
9.1.1.2.6. Tests for conformity of production of a gas fuelled engine laid out for
operation on one specific fuel composition shall be performed on the
fuel for which the engine has been calibrated.1988L0077 — EN — 16.02.2000 — 002.001 — 19
▼M3
Figure 2
Schematicofproductionconformitytesting
1988L0077 — EN — 16.02.2000 — 002.001 — 20
▼M3
Appendix 1
PROCEDURE FOR PRODUCTION CONFORMITY TESTING WHEN STAN-
DARD DEVIATION IS SATISFACTORY
1. This Appendix describes the procedure to be used to verify production
conformity for the emissions of pollutants when the manufacturer's produc-
tion standard deviation is satisfactory.
2. With a minimum sample size of three engines the sampling procedure is set
so that the probability of a lot passing a test with 40 % of the engines defec-
tive is 0,95 (producer's risk = 5 %) while the probability of a lot being
accepted with65 % of th e engines defective is 0,10 (consumer's risk = 10 %).
3. The following procedure is used for each of the pollutants given in Section
6.2.1 of Annex I (see Figure 2):
Let:
L = the natural logarithm of the limit value for the pollutant;
χi= the natural logarithm of the measurement for the i-th engine 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. For each sample the sum of the standardised deviations to the limit is calcu-
lated using the following formula:
1
SXn
i¼1L/C0χi ðÞ
5. Then:
— if the test statistic result is greater than the pass decision number for the
sample size given in table 3, a pass decision is reached for the pollutant;
— if the test statistic result is less than the fail decision number for the
sample size given in table 3, a fail decision is reached for the pollutant;
— otherwise, an additional engine is tested according to Section 9.1.1.1 of
Annex I and the calculation procedure is applied to the sample increased
by one more unit.1988L0077 — EN — 16.02.2000 — 002.001 — 21
▼M3
Table 3
Pass and Fail Decision Numbers of Appendix 1 Sampling Plan
Minimum sample size: 3
Cumulative number of
engines tested (sample
size)Pass decision number AnFail decision number Bn
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 − 6,37329 1,611 − 6,439
30 1,545 − 6,505
31 1,479 − 6,571
32 − 2,112 − 2,1121988L0077 — EN — 16.02.2000 — 002.001 — 22
▼M3
Appendix 2
PROCEDURE FOR PRODUCTION CONFORMITY TESTING WHEN STAN-
DARD DEVIATION IS UNSATISFACTORY OR UNAVAILABLE
1. This Appendix describes the procedure to be used to verify production
conformity for the emissions of pollutants when the manufacturer's produc-
tion standard deviation is either unsatisfactory or unavailable.
2. With a minimum sample size of three engines the sampling procedure is set
so that the probability of a lot passing a test with 40 % of the engines defec-
tive is 0,95 (producer's risk = 5 %) while the probability of a lot being
accepted with65 % of th e engines defective is 0,10 (consumer's risk = 10 %).
3. The values of the pollutants given in section 6.2.1 of Annex I are considered
to be log normally distributed and should be transformed by taking their
natural logarithms. Let m0and m denote the minimum and maximum sample
size respectively (m0= 3 and m = 32) and let n denote the current sample
number.
4. If the natural logarithms of the values measured in the series are χ1,χ2,…χiand L is the natural logarithm of the limit value for the pollutant, then, define
di=χi−L
and,
dn¼1
nXn
i¼1di
V2
n¼1
nXn
i¼1di/C0dn/C0/C1 2
5. Table 4 shows values of the pass (An) and fail (Bn) decision numbers against
current sample number. The test statistic result is the ratio and shall be used
to determine whether the series has passed or failed as follows: dn=Vnand
shall be used to determine whether the series has passed or failed as follows:
For m0≤n≤m:
— pass the series ifdn
Vn/C20An
— fail the series ifdn
Vn/C21Bn
— take another measurement if A n/C20dn
Vn/C21Bn
6. Remarks
The following recursive formulae are useful for calculating successive values
of the test statistic:
dn¼1/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;V1¼0/C0/C11988L0077 — EN — 16.02.2000 — 002.001 — 23
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Table 4
Table 4 Pass and Fail Decision Numbers of Appendix 2 Sampling Plan
Minimum sample size: 3
Cumulative number of
engines tested (sample
size)Pass decision number AnFail decision number 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 0,1160329 − 0,06159 0,09480
30 − 0,02892 0,07493
31 − 0,00449 0,05629
32 − 0,03876 0,038761988L0077 — EN — 16.02.2000 — 002.001 — 24
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Appendix 3
PROCEDURE FOR PRODUCTION CONFORMITY TESTING AT MANU-
FACTURER'S REQUEST
1. This Appendix describes the procedure to be used to verify, at the manufac-
turer's request, production conformity for the emissions of pollutants.
2. With a minimum sample size of three engines the sampling procedure is set
so that the probability of a lot passing a test with 30 % of the engines defec-
tive is 0,90 (producer's risk = 10 %) while the probability of a lot being
accepted with65 % of th e engines defective is 0,10 (consumer's risk = 10 %).
3. The following procedure is used for each of the pollutants given in Section
6.2.1 of Annex I (see Figure 2):
Let:
L = the limit value for the pollutant,
xi= the value of the measurement for the i-th engine of the sample,
n = the current sample number.
4. Calculate for the sample the test statistic quantifying the number of non-
conforming engines, i.e. xi≥L:
5. Then:
— if the test statistic is less than or equal to the pass decision number for the
sample size given in Table 5, a pass decision is reached for the pollutant;
— if the test statistic is greater than or equal to the fail decision number for
the sample size given in Table 5, a fail decision is reached for the pollu-
tant;
— otherwise, an additional engine is tested according to Section 9.1.1.1 of
Annex I and the calculation procedure is applied to the sample increased
by one more unit.
In Table 5 the pass and fail decision numbers are calculated by means of the
International Standard ISO 8422/1991.1988L0077 — EN — 16.02.2000 — 002.001 — 25
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Table 5
Pass and Fail Decision Numbers of Appendix 3 Sampling Plan
Minimum sample size: 3
Cumulative number of
engines tested (sample
size)Pass decision number Fail decision number
3— 3
404
504
615
715
826
926
10 3 7
11 3 7
12 4 8
13 4 8
14 5 9
15 5 9
16 6 10
17 6 10
18 7 11
19 8 91988L0077 — EN — 16.02.2000 — 002.001 — 26
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ANNEX II
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Appendix 1
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Appendix 2
ESSENTIAL CHARACTERISTICS OF THE ENGINE FAMILY
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Appendix 3
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1988L0077 — EN — 16.02.2000 — 002.001 — 43
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Appendix 4
CHARACTERISTICS OF THE ENGINE-RELATED VEHICLE PARTS
1988L0077 — EN — 16.02.2000 — 002.001 — 44
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ANNEX III
TESTPROCEDURE
1. INTRODUCTION
1.1. This Annex describes the methods of determining emissions of gaseous
components, particulates and smoke from the engines to be tested. Three
test cycles are described that shall be applied according to the provisions
of Annex I, section 6.2:
— the ESC which consists of a steady state 13-mode cycle,
— the ELR which consists of transient load steps at different speeds,
which are integral parts of one test procedure, and are run concur-
rently,
— the ETC which consists of a second-by-second sequence of transient
modes.
1.2. The test shall be carried out with the engine mounted on a test bench and
connected to a dynamometer.
1.3.Measurementprinciple
The emissions to be measured from the exhaust of the engine include the
gaseous components (carbon monoxide, total hydrocarbons for diesel
engines on the ESC test only; non-methane hydrocarbons for diesel and
gas engines on the ETC test only; methane for gas engines on the ETC
test only and oxides of nitrogen), the particulates (diesel engines only)
and smoke (diesel engines on the ELR test only). Additionally, carbon
dioxide is often used as a tracer gas for determining the dilution ratio of
partial and full flow dilution systems. Good engineering practice recom-
mends the general measurement of carbon dioxide as an excellent tool for
the detection of measurement problems during the test run.
1.3.1.ESC Test
During a prescribed sequence of warmed-up engine operating conditions
the amounts of the above exhaust emissions shall be examined continu-
ously by taking a sample from the raw exhaust gas. The test cycle
consists of a number of speed and power modes which cover the typical
operating range of diesel engines. During eachmode th e concentration of
each gaseous pollutant, exhaust flow and power output shall be deter-
mined, and the measured values weighted. The particulate sample shall
be diluted withconditioned ambient air. One sample over th e complete
test procedure shall be taken, and collected on suitable filters. The grams
of each pollutant emitted per kilowatt hour shall be calculated as
described in Appendix 1 to this Annex. Additionally, NOxshall be
measured at three test points within the control area selected by the Tech-
nical Service(1) and the measured values compared to the values
calculated from those modes of the test cycle enveloping the selected
test points. The NOxcontrol check ensures the effectiveness of the emis-
sion control of the engine within the typical engine operating range.
1.3.2.ELR Test
During a prescribed load response test, the smoke of a warmed-up engine
shall be determined by means of an opacimeter. The test consists of
loading the engine at constant speed from 10 % to 100 % load at three
different engine speeds. Additionally, a fourthload step selected by th e
Technical Service (1) shall be run, and the value compared to the values
of the previous load steps. The smoke peak shall be determined using an
averaging algorithm, as described in Appendix 1 to this Annex.
1.3.3.ETC Test
During a prescribed transient cycle of warmed-up engine operating condi-
tions, which is based closely on road-type-specific driving patterns of
heavy-duty engines installed in trucks and buses, the above pollutants
shall be examined after diluting the total exhaust gas with conditioned
ambient air. Using the engine torque and speed feedback signals of the
engine dynamometer, the power shall be integrated with respect to time
of the cycle resulting in the work produced by the engine over the cycle.
The concentration of NOxand HC shall be determined over the cycle by
integration of the analyser signal. The concentration of CO, CO2, and1988L0077 — EN — 16.02.2000 — 002.001 — 45
(1) The test points shall be selected using approved statistical methods of randomisation.
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NMHC may be determined by integration of the analyser signal or by bag
sampling. For particulates, a proportional sample shall be collected on
suitable filters. The diluted exhaust gas flow rate shall be determined
over the cycle to calculate the mass emission values of the pollutants.
The mass emission values shall be related to the engine work to get the
grams of eachpollutant emitted per kilowatt h our, as described in
Appendix 2 to this Annex.
2. TEST CONDITIONS2.1.EngineTestConditions
2.1.1. The absolute temperature (T
a) of the engine air at the inlet to the engine
expressed in Kelvin, and the dry atmospheric pressure (ps), expressed in
kPa shall be measured and the parameter F shall be determined according
to the following provisions:
(a) for diesel engines:
Naturally aspirated and mechanically supercharged engines:
F¼99
ps/C18/C19
/C3Ta
298/C18/C190;7
Turbocharged engines with or without cooling of the intake air:
F¼99
ps/C18/C190;7
/C3Ta
298/C18/C191;5
(b) for gas engines:
F¼99
ps/C18/C191;2
/C3Ta
298/C18/C190;6
2.1.2.Test Validity
For a test to be recognised as valid, the parameter F shall be such that:
0,96≤F≤1,06
2.2.EngineswithChargeAirCooling
The charge air temperature shall be recorded and shall be, at the speed of
the declared maximum power and full load, within ± 5 K of the
maximum charge air temperature specified in Annex II, Appendix 1,
section 1.16.3. The temperature of the cooling medium shall be at least
293 K (20 ºC).
If a test shop system or external blower is used, the charge air tempera-
ture shall be within ± 5 K of the maximum charge air temperature
specified in Annex II, Appendix 1, section 1.16.3 at the speed of the
declared maximum power and full load. The setting of the charge air
cooler for meeting the above conditions shall be used for the whole test
cycle.
2.3.EngineAirIntakeSystem
An engine air intake system shall be used presenting an air intake restric-
tion within ± 100 Pa of the upper limit of the engine operating at the
speed at the declared maximum power and full load.
2.4.EngineExhaustSystem
An exhaust system shall be used presenting an exhaust back pressure
within ± 1 000 Pa of the upper limit of the engine operating at the speed
of declared maximum power and full load and a volume within ± 40 %
of that specified by the manufacturer. A test shop system may be used,
provided it represents actual engine operating conditions. The exhaust
system shall conform to the requirements for exhaust gas sampling, as
set out in Annex III, Appendix 4, section 3.4 and in Annex V, section
2.2.1, EP and section 2.3.1, EP.
If the engine is equipped with an exhaust aftertreatment device, the
exhaust pipe must have the same diameter as found in-use for at least 41988L0077 — EN — 16.02.2000 — 002.001 — 46
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pipe diameters upstream to the inlet of the beginning of the expansion
section containing the aftertreatment device. The distance from the
exhaust manifold flange or turbocharger outlet to the exhaust aftertreat-
ment device shall be the same as in the vehicle configuration or within
the distance specifications of the manufacturer. The exhaust backpressure
or restriction shall follow the same criteria as above, and may be set with
a valve. The aftertreatment container may be removed during dummy
tests and during engine mapping, and replaced withan equivalent
container having an inactive catalyst support.
2.5.CoolingSystem
An engine cooling system withsufficient capacity to maintain th e engine
at normal operating temperatures prescribed by the manufacturer shall be
used.
2.6.LubricatingOil
Specifications of the lubricating oil used for the test shall be recorded and
presented with the results of the test, as specified in Annex II, Appendix
1, section 7.1.
2.7.Fuel
The fuel shall be the reference fuel specified in Annex IV.
The fuel temperature and measuring point shall be specified by the manu-
facturer within the limits given in Annex II, Appendix 1, section 1.16.5.
The fuel temperature shall not be lower than 306 K (33 ºC). If not speci-
fied, it shall be 311 K ± 5 K (38 ºC ± 5 ºC) at the inlet to the fuel supply.
For NG and LPG fuelled engines, the fuel temperature and measuring
point shall be within the limits given in Annex II, Appendix 1, section
1.16.5 or in Annex II, Appendix 3, section 1.16.5 in cases where the
engine is not a parent engine.
2.8.TestingofExhaustAftertreatment Systems
If the engine is equipped with an exhaust aftertreatment system, the emis-
sions measured on the test cycle(s) shall be representative of the
emissions in the field. If this cannot be achieved with one single test
cycle (e.g. for particulate filters withperiodic regeneration), several test
cycles shall be conducted and the test results averaged and/or weighted.
The exact procedure shall be agreed by the engine manufacturer and the
Technical Service based upon good engineering judgement.1988L0077 — EN — 16.02.2000 — 002.001 — 47
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Appendix 1
ESC AND ELR TEST CYCLES
1. ENGINE AND DYNAMOMETER SETTINGS
1.1DeterminationofEngineSpeedsA,BandC
The engine speeds A, B and C shall be declared by the manufacturer in
accordance withth e following provisions:
The high speed nhishall be determined by calculating 70 % of the
declared maximum net power P(n), as determined in Annex II, Appendix
1, section 8.2. The highest engine speed where this power value occurs
on the power curve is defined as nhi.
The low speed nloshall be determined by calculating 50 % of the
declared maximum net power P(n), as determined in Annex II, Appendix
1, section 8.2. The lowest engine speed where this power value occurs on
the power curve is defined as nlo.
The engine speeds A, B and C shall be calculated as follows:
Speed A = nlo+2 5%( nhi−nlo)
Speed B = nlo+5 0%( nhi−nlo)
Speed C = nlo+7 5%( nhi−nlo)
The engine speeds A, B and C may be verified by either of the following
methods:
a) Additional test points shall be measured during engine power approval
according to Directive 80/1269/EEC for an accurate determination of
nhiand nlo. The maximum power, nhiand nloshall be determined from
the power curve, and engine speeds A, B and C shall be calculated
according to the above provisions.
b) The engine shall be mapped along the full load curve, from maximum
no load speed to idle speed, using at least 5 measurement points per
1000 rpm intervals and measurement points within ± 50 rpm of the
speed at declared maximum power. The maximum power, nhiand nloshall be determined from this mapping curve, and engine speeds A,B and C shall be calculated according to the above provisions.
If the measured engine speeds A, B and C are within ± 3 % of the engine
speeds as declared by the manufacturer, the declared engine speeds shall
be used for the emissions test. If the tolerance is exceeded for any of the
engine speeds, the measured engine speeds shall be used for the emis-
sions test.
1.2.DeterminationofDynamometerSettings
The torque curve at full load shall be determined by experimentation to
calculate the torque values for the specified test modes under net condi-
tions, as specified in Annex II, Appendix 1, section 8.2. The power
absorbed by engine-driven equipment, if applicable, shall be taken into
account. The dynamometer setting for each test mode shall be calculated
using the formula:
s¼PnðÞ/C3L
100if tested under net conditions
s¼PnðÞ/C3L
100þPaðÞ /C0PbðÞ ðÞ if not tested under net conditions
where:s = dynamometer setting, kW
P(n) = net engine power as indicated in Annex II, Appendix 1, Section
8.2, kW
L = per cent load as indicated in Section 2.7.1, %P(a) = power absorbed by auxiliaries to be fitted as indicated in Annex
II, Appendix 1, Section 6.1
P(b) = power absorbed by auxiliaries to be removed as indicated in
Annex II, Appendix 1, section 6.21988L0077 — EN — 16.02.2000 — 002.001 — 48
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2. ESC TEST RUN
At the manufacturers request, a dummy test may be run for conditioning
of the engine and exhaust system before the measurement cycle.
2.1.PreparationoftheSamplingFilters
At least one hour before the test, each filter (pair) shall be placed in a
closed, but unsealed petri dish and placed in a weighing chamber for
stabilisation. At the end of the stabilisation period, each filter (pair) shall
be weighed and the tare weight shall be recorded. The filter (pair) shall
then be stored in a closed petri dish or sealed filter holder until needed
for testing. If the filter (pair) is not used within eight hours of its removal
from the weighing chamber, it must be conditioned and reweighed before
use.
2.2.InstallationoftheMeasuringEquipment
The instrumentation and sample probes shall be installed as required.
When using a full flow dilution system for exhaust gas dilution, the tail-
pipe shall be connected to the system.
2.3.StartingtheDilutionSystemandtheEngine
The dilution system and the engine shall be started and warmed up until
all temperatures and pressures have stabilised at maximum power
according to the recommendation of the manufacturer and good engi-
neering practice.
2.4.StartingtheParticulate SamplingSystem
The particulate sampling system shall be started and running on by-pass.
The particulate background level of the dilution air may be determined by
passing dilution air through the particulate filters. If filtered dilution air is
used, one measurement may be done prior to or after the test. If the dilu-
tion air is not filtered, measurements at the beginning and at the end of
the cycle, may be done, and the values averaged.
2.5.AdjustmentoftheDilutionRatio
The dilution air shall be set such that the temperature of the diluted
exhaust gas measured immediately prior to the primary filter shall not
exceed 325 K (52 ºC) at any mode. The dilution ratio (q) shall not be
less than 4.
For systems that use CO2or NOxconcentration measurement for dilution
ratio control, the CO2or NOxcontent of the dilution air must be measured
at the beginning and at the end of each test. The pre- and post test back-
ground CO2or NOxconcentration measurements of the dilution air must
be within 100 ppm or 5 ppm of each other, respectively.
2.6.CheckingtheAnalysers
The emission analysers shall be set at zero and spanned.
2.7.TestCycle
2.7.1. The following 13-mode cycle shall be followed in dynamometer opera-
tion on the test engine:
Mode
NumberEngine Speed Percent LoadWeighting
FactorMode Length
1 idle — 0,15 4 minutes
2 A 100 0,08 2 minutes
3 B 50 0,10 2 minutes
4 B 75 0,10 2 minutes
5 A 50 0,05 2 minutes
6 A 75 0,05 2 minutes7 A 25 0,05 2 minutes
8 B 100 0,09 2 minutes
9 B 25 0,10 2 minutes
10 C 100 0,08 2 minutes1988L0077 — EN — 16.02.2000 — 002.001 — 49
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Mode
NumberEngine Speed Percent LoadWeighting
FactorMode Length
11 C 25 0,05 2 minutes
12 C 75 0,05 2 minutes
13 C 50 0,05 2 minutes
2.7.2.Test Sequence
The test sequence shall be started. The test shall be performed in the
order of the mode numbers as set out in section 2.7.1.
The engine must be operated for the prescribed time in each mode,
completing engine speed and load changes in the first 20 seconds. The
specified speed shall be held to within ± 50 rpm and the specified torque
shall be held to within ± 2 % of the maximum torque at the test speed.
At the manufacturers request, the test sequence may be repeated a suffi-
cient number of times for sampling more particulate mass on the filter.
The manufacturer shall supply a detailed description of the data evalua-
tion and calculation procedures. The gaseous emissions shall only be
determined on the first cycle.
2.7.3.Analyser Response
The output of the analysers shall be recorded on a strip chart recorder or
measured with an equivalent data acquisition system with the exhaust gas
flowing through the analysers throughout the test cycle.
2.7.4.Particulate Sampling
One pair of filters (primary and back-up filters, see Annex III, Appendix
4) shall be used for the complete test procedure. The modal weighting
factors specified in the test cycle procedure shall be taken into account
by taking a sample proportional to the exhaust mass flow during each
individual mode of the cycle. This can be achieved by adjusting sample
flow rate, sampling time, and/or dilution ratio, accordingly, so that the
criterion for the effective weighting factors in section 5.6 is met.
The sampling time per mode must be at least 4 seconds per 0,01
weighting factor. Sampling must be conducted as late as possible within
each mode. Particulate sampling shall be completed no earlier than
5 seconds before the end of each mode.
2.7.5.Engine Conditions
The engine speed and load, intake air temperature and depression,
exhaust temperature and backpressure, fuel flow and air or exhaust flow,
charge air temperature, fuel temperature and humidity shall be recorded
during eachmode, withth e speed and load requirements (see section
2.7.2) being met during the time of particulate sampling, but in any case
during the last minute of each mode.
Any additional data required for calculation shall be recorded (see
sections 4 and 5).
2.7.6.NOxCheck within the Control Area
The NOxcheck within the control area shall be performed immediately
upon completion of mode 13.
The engine shall be conditioned at mode 13 for a period of three minutes
before the start of the measurements. Three measurements shall be made
at different locations within the control area, selected by the Technical
Service(1). The time for each measurement shall be 2 minutes.
The measurement procedure is identical to the NOxmeasurement on the
13-mode cycle, and shall be carried out in accordance with sections 2.7.3,
2.7.5, and 4.1 of this Appendix, and Annex III, Appendix 4, section 3.
The calculation shall be carried out in accordance with section 4.1988L0077 — EN — 16.02.2000 — 002.001 — 50
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2.7.7.Rechecking the Analysers
After the emission test a zero gas and the same span gas shall be used for
rechecking. The test will be considered acceptable if the difference
between the pre-test and post-test results is less than 2 % of the span
gas value.
3. ELR TEST RUN
3.1.InstallationoftheMeasuringEquipment
The opacimeter and sample probes, if applicable, shall be installed after
the exhaust silencer or any aftertreatment device, if fitted, according to
the general installation procedures specified by the instrument manufac-
turer. Additionally, the requirements of section 10 of ISO IDS 11614
shall be observed, where appropriate.
Prior to any zero and full scale checks, the opacimeter shall be warmed
up and stabilised according to the instrument manufacturer's recommen-
dations. If the opacimeter is equipped with a purge air system to prevent
sooting of the meter optics, this system shall also be activated and
adjusted according to the manufacturer's recommendations.
3.2.CheckingoftheOpacimeter
The zero and full scale checks shall be made in the opacity readout mode,
since the opacity scale offers two truly definable calibration points,
namely 0 % opacity and 100 % opacity. The light absorption coefficient
is then correctly calculated based upon the measured opacity and the LA,
as submitted by the opacimeter manufacturer, when the instrument is
returned to the k readout mode for testing.
With no blockage of the opacimeter light beam, the readout shall be
adjusted to 0,0 % ± 1,0 % opacity. With the light being prevented from
reaching the receiver, the readout shall be adjusted to 100,0 % ± 1,0 %
opacity.
3.3.TestCycle
3.3.1.Conditioning of the Engine
Warming up of the engine and the system shall be at maximum power in
order to stabilise the engine parameters according to the recommendation
of the manufacturer. The preconditioning phase should also protect the
actual measurement against the influence of deposits in the exhaust
system from a former test.
When the engine is stabilised, the cycle shall be started within 20 ± 2 s
after the preconditioning phase. At the manufacturers request, a dummy
test may be run for additional conditioning before the measurement cycle.
3.3.2.Test Sequence
The test consists of a sequence of three load steps at each of the three
engine speeds A (cycle 1), B (cycle 2) and C (cycle 3) determined in
accordance withAnnex III, section 1.1, followed by cycle 4 at a speed
within the control area and a load between 10 % and 100 %, selected
by the Technical Service(1). The following sequence shall be followed
in dynamometer operation on the test engine, as shown in Figure 3.1988L0077 — EN — 16.02.2000 — 002.001 — 51
(1) The test points shall be selected using approved statistical methods of randomisation.
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Figure 3
SequenceofELRTest
(a) The engine shall be operated at engine speed A and 10 per cent load
for 20 ± 2 s. The specified speed shall be held to within ± 20 rpm
and the specified torque shall be held to within ± 2 % of the
maximum torque at the test speed.
(b) At the end of the previous segment, the speed control lever shall be
moved rapidly to, and held in, the wide open position for 10 ± 1 s.
The necessary dynamometer load shall be applied to keep the engine
speed within ± 150 rpm during the first 3 s, and within ± 20 rpm
during the rest of the segment.
(c) The sequence described in (a) and (b) shall be repeated two times.
(d) Upon completion of the third load step, the engine shall be adjusted
to engine speed B and 10 per cent load within 20 ± 2 s.
(e) The sequence (a) to (c) shall be run with the engine operating at
engine speed B.
(f) Upon completion of the third load step, the engine shall be adjusted
to engine speed C and 10 per cent load within 20 ± 2 s.
(g) The sequence (a) to (c) shall be run with the engine operating at
engine speed C.
(h) Upon completion of the third load step, the engine shall be adjusted
to the selected engine speed and any load above 10 per cent within
20 ± 2 s.
(i) The sequence (a) to (c) shall be run with the engine operating at the
selected engine speed.
3.4.CycleValidation
The relative standard deviations of the mean smoke values at each test
speed (SVA,S VB,S VC, as calculated in accordance withsection 6.3.3 of
this Appendix from the three successive load steps at each test speed)
shall be lower than 15 % of the mean value, or 10 % of the limit value
shown in Table 1 of Annex I, whichever is greater. If the difference is
greater, the sequence shall be repeated until 3 successive load steps
meet the validation criteria.
3.5.RecheckingoftheOpacimeter
The post-test opacimeter zero drift value shall not exceed ± 5,0 % of the
limit value shown in Table 1 of Annex I.
4. CALCULATION OF THE GASEOUS EMISSIONS
4.1.DataEvaluation
For the evaluation of the gaseous emissions, the chart reading of the last
30 seconds of each mode shall be averaged, and the average concentra-
tions (conc) of HC, CO and NOxduring eachmode sh all be determined
from the average chart readings and the corresponding calibration data. A1988L0077 — EN — 16.02.2000 — 002.001 — 52
▼M3
different type of recording can be used if it ensures an equivalent data
acquisition.
For the NOxcheck within the control area, the above requirements apply
for NOx, only.
The exhaust gas flow GEXHWor the diluted exhaust gas flow GTOTW, if used
optionally, shall be determined in accordance with Annex III, Appendix
4, section 2.3.
4.2.Dry/wetcorrection
The measured concentration shall be converted to a wet basis according
to the following formulae, if not already measured on a wet basis.
conc (wet) = Kw* conc (dry)
For the raw exhaust gas:
KW;r¼1/C0FFH/C3GFUEL
GAIRD/C18/C19
/C0KW2
and,
F
FH¼1;969
1þGFUEL
GAIRW/C18/C19
For the diluted exhaust gas:
KW;e;1¼1/C0HTCRAT /C3CO2% wetðÞ
200/C18/C19
/C0KW1
or
KW;e;2¼1/C0KW1 ðÞ
1þHTCRAT /C3CO2% dryðÞ
2000
BB@1
CCA
For the dilution air For the intake air (if different from
the dilution air)
K
W;d¼1/C0KW1 KW;a¼1/C0KW2
KW1¼1;608/C3Hd
1000 þ1;608/C3Hd ðÞKW2¼1;608/C3Ha
1000 þ1;608/C3Ha ðÞ
Hd¼6;220/C3Rd/C3pd
pB/C0pd/C3Rd/C310/C02Ha¼6;220/C3Ra/C3pa
pB/C0pa/C3Ra/C310/C02
where:
Ha,Hd= g water per kg dry air
Rd,Ra= relative humidity of the dilution/intake air, %
pd,pa= saturation vapour pressure of the dilution/intake air, kPa
pB= total barometric pressure, kPa
4.3.NOxCorrectionforHumidityandTemperature
As the NOxemission depends on ambient air conditions, the NOxconcen-
tration shall be corrected for ambient air temperature and humidity with
the factors given in the following formulae:1988L0077 — EN — 16.02.2000 — 002.001 — 53
▼M3
KH;D¼1
1þA/C3Ha/C010;71 ðÞ þ B/C3Ta/C0298 ðÞ
with:
A = 0,309 GFUEL/GAIRD− 0,0266
B = − 0,209 GFUEL/GAIRD+ 0,00954
Ta= temperature of the air, K
Ha= humidity of the intake air, g water per kg dry air
Ha¼6;220/C3Ra/C3pa
pB/C0pa/C3Ra/C310/C02
in which.
Ra= relative humidity of the intake air, %
pa= saturation vapour pressure of the intake air, kPa
pB= total barometric pressure, kPa
4.4.CalculationoftheEmissionMassFlowRates
The emission mass flow rates (g/h) for each mode shall be calculated as
follows, assuming the exhaust gas density to be 1,293 kg/m3at 273 K
(0 ºC) and 101,3 kPa:
(1) NOx mass= 0,001587 * NOx conc*KH,D*GEXHW
(2) COx mass= 0,000966 * COconc*GEXHW
(3) HCmass= 0,000479 * HCconc*GEXHW
where NOx conc,C Oconc,H Cconc(1) are the average concentrations (ppm) in
the raw exhaust gas, as determined in section 4.1.
If, optionally, the gaseous emissions are determined with a full flow dilu-
tion system, the following formulae shall be applied:
(1) NOx mass= 0,001587 * NOx conc*KH,D*GTOTW
(2) COx mass= 0,000966 * COconc*GTOTW
(3) HCmass= 0,000479 * HCconc*GTOTW
where NOx conc,C Oconc,H Cconc(1) are the average background corrected
concentrations (ppm) of each mode in the diluted exhaust gas, as deter-
mined in Annex III, Appendix 2, section 4.3.1.1.
4.5.CalculationoftheSpecificEmissions
The emissions (g/kWh) shall be calculated for all individual components
in the following way:
NOx¼X
NOx;mass/C3WFiX
PnðÞi/C3WFi
CO¼X
COmass/C3WFiX
PnðÞi/C3WFi
HC¼X
HCmass/C3WFiX
PnðÞi/C3WFi
The weighting factors (WF) used in the above calculation are according
to section 2.7.1.1988L0077 — EN — 16.02.2000 — 002.001 — 54
(1) Based on C1 equivalent.
▼M3
4.6.CalculationoftheAreaControlValues
For the three control points selected according to section 2.7.6, the NOxemission shall be measured and calculated according to section 4.6.1
and also determined by interpolation from the modes of the test cycle
closest to the respective control point according to section 4.6.2. The
measured values are then compared to the interpolated values according
to section 4.6.3.
4.6.1.Calculation of the Specific Emission
The NOxemission for each of the control points (Z) shall be calculated as
follows:
NOx mass,Z= 0,001587 * NOx conc,Z*KH,D*GEXHW
NOx,Z=N Ox mass,Z/P(n)Z
4.6.2.Determination of the Emission Value from the Test Cycle
The NOxemission for each of the control points shall be interpolated
from the four closest modes of the test cycle that envelop the selected
control point Z as shown in Figure 4. For these modes (R, S, T, U), the
following definitions apply:
Speed(R) = Speed(T) = nRT
Speed(S) = Speed(U) = nSU
Per cent load(R) = Per cent load(S)
Per cent load(T) = Per cent load(U).
The NOxemission of the selected control point Z shall be calculated as
follows:
EZ=ERS+( ETU−ERS)·( MZ−MRS)/( MTU−MRS)
and:
ETU=ET+( EU−ET)·( nZ−nRT)/( nSU−nRT)
ERS=ER+( ES−ER)·( nZ−nRT)/( nSU−nRT)
MTU=MT+( MU−MT)·( nZ−nRT)/( nSU−nRT)
MRS=MR+( MS−MR)·( nZ−nRT)/( nSU−nRT)
where,E
R,ES,ET,EU= specific NOxemission of the enveloping modes
calculated in accordance withSection 4.6.1.
MR,MS,MT,MU= engine torque of the enveloping modes
Figure 4
InterpolationofNOxControlPoint
1988L0077 — EN — 16.02.2000 — 002.001 — 55
▼M3
4.6.3.Comparison of NOxEmission Values
The measured specific NOxemission of the control point Z (NOx,Z)i s
compared to the interpolated value (EZ) as follows:
NOx,diff= 100 * (NOx,z−Ez)/Ez
5. CALCULATION OF THE PARTICULATE EMISSION
5.1.DataEvaluation
For the evaluation of the particulates, the total sample masses (MSAM,i)
through the filters shall be recorded for each mode.
The filters shall be returned to the weighing chamber and conditioned for
at least one hour, but not more than 80 hours, and then weighed. The
gross weight of the filters shall be recorded and the tare weight (see
section 1 of this Appendix) subtracted. The particulate mass Mfis the
sum of the particulate masses collected on the primary and back-upfilters.
If background correction is to be applied, the dilution air mass (M
DIL)
through the filters and the particulate mass (Md) shall be recorded. If
more than one measurement was made, the quotient Md/MDILmust be
calculated for eachsingle measurement and th e values averaged.
5.2.PartialFlowDilutionSystem
The final reported test results of the particulate emission shall be deter-
mined through the following steps. Since various types of dilution rate
control may be used, different calculation methods for GEDFWapply. All
calculations shall be based upon the average values of the individual
modes during the sampling period.
5.2.1.Isokinetic Systems
GEDFW,i=GEXHW,i*qi
qi¼GDILW ;1þGEXHW ;i/C3r/C0/C1
GEXHW ;i/C3r/C0/C1
where r corresponds to the ratio of the cross sectional areas of the isoki-
netic probe and the exhaust pipe:
R¼Ap
AT
5.2.2.Systems with Measurement of CO2or NOxConcentration
GEDFW,i=GEXHW,i*qi
qi¼concE;i/C0concA;i
concD;i/C0concA;i
where:
concE= wet concentration of the tracer gas in the raw exhaust
concD= wet concentration of the tracer gas in the diluted exhaust
concA= wet concentration of the tracer gas in the dilution air
Concentrations measured on a dry basis shall be converted to a wet basis
according to Section 4.2 of this Appendix.1988L0077 — EN — 16.02.2000 — 002.001 — 56
▼M3
5.2.3.Systems with CO2Measurement and Carbon Balance Method (1)
GEDFW ;i¼206 ;5/C3GFUEL ;i
CO2D;i/C0CO2A;i
where:
CO2D=C O2concentration of the diluted exhaust
CO2A=C O2concentration of the dilution air
(concentrations in vol % on wet basis)
This equation is based upon the carbon balance assumption (carbon atoms
supplied to the engine are emitted as CO2) and determined through the
following steps:
GEDFW,i=GEXHW,i*qi
and
qi¼206 ;5/C3GFUEL ;i
GEXHW ;i/C3CO2D;i/C0CO2A;i/C0/C1
5.2.4.Systems with Flow Measurement
GEDFW,i=GEXHW,i*qi
qi¼GTOTW ;i
GTOTW ;i/C0GDILW ;i/C0/C1
5.3.FullFlowDilutionSystem
The reported test results of the particulate emission shall be determined
through the following steps. All calculations shall be based upon the
average values of the individual modes during the sampling period.
GEDFW,i=GTOTW,i
5.4.CalculationoftheParticulate MassFlowRate
The particulate mass flow rate shall be calculated as follows:
PTmass¼Mf
MSAM/C3GEDFW
1000
where
GEDFW=Xi¼n
i¼1GEDFW ;i/C3WFi
MSAM=Xi¼n
i¼1MSAM ;i
i =1, … n
determined over the test cycle by summation of the average values of the
individual modes during the sampling period.
The particulate mass flow rate may be background corrected as follows:
PTmass¼Mf
MSAM/C0Md
MDIL/C3Xi¼n
i¼11/C01
DFi/C18/C19
/C3WFi ! !"#
/C3GEDFW
1000
If more than one measurement is made, (Md/MDIL) shall be replaced with
Md=MDIL ðÞ :1988L0077 — EN — 16.02.2000 — 002.001 — 57
(1) The value is only valid for the reference fuel specified in Annex I.
▼M3
DFi= 13,4/(concCO2+ (concCO + concHC)*10−4)) for the individual
modes
or,DF
i= 13,4/concCO2for the individual modes.
5.5.CalculationoftheSpecificEmission
The particulate emission shall be calculated in the following way:
PT¼PTmassPPnðÞi/C3WFi
5.6.Effective WeightingFactor
The effective weighting factor WFE,ifor eachmode sh all be calculated in
the following way:
WFE;i¼MSAM ;i/C3GEDFW
MSAM/C3GEDFW ;i
The value of the effective weighting factors shall be within ± 0,003
(± 0,005 for the idle mode) of the weighting factors listed in Section
2.7.1.
6. CALCULATION OF THE SMOKE VALUES6.1.BesselAlgorithm
The Bessel algorithm shall be used to compute the 1 s average values
from the instantaneous smoke readings, converted in accordance with
section 6.3.1. The algorithm emulates a low pass second order filter, and
its use requires iterative calculations to determine the coefficients. These
coefficients are a function of the response time of the opacimeter system
and the sampling rate. Therefore, section 6.1.1 must be repeated when-
ever the system response time and/or sampling rate changes.
6.1.1.Calculation of Filter Response Time and Bessel Constants
The required Bessel response time (t
F) is a function of the physical and
electrical response times of the opacimeter system, as specified in Annex
III, Appendix 4, section 5.2.4, and shall be calculated by the following
equation:
tF¼ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ
1/C0t2
pþt2
e/C16/C17r
where:
tp= physical response time, s
te= electrical response time, s
The calculations for estimating the filter cut-off frequency (fc) are based
on a step input 0 to 1 in ≤0,01 s (see Annex VII). The response time is
defined as the time between when the Bessel output reaches 10 % (t10)
and when it reaches 90 % (t90) of this step function. This must be
obtained by iterating on fcuntil t90-t10≈tF. The first iteration for fcis given
by the following formula:
fc=π/ (10 * tF)
The Bessel constants E and K shall be calculated by the following equa-
tions:
E¼1
1þΩ/C3ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ
3/C3DþD/C3Ω2p
K=2*E*( D* Ω2−1)−11988L0077 — EN — 16.02.2000 — 002.001 — 58
▼M3
where:
D = 0,618034
∆t = 1/sampling rate
Ω= 1/[tan( π*∆t*fc)]
6.1.2.Calculation of the Bessel Algorithm
Using the values of E and K, the 1 s Bessel averaged response to a step
input Sishall be calculated as follows:
Yi=Yi−1+E*( Si+2*Si−1+Si−2−4*Yi−2)+K*( Yi−1−Yi−2)
where:S
i-2=Si-1=0
Si=1
Yi-2=Yi-1=0
The times t10and t90shall be interpolated. The difference in time between
t90and t10defines the response time tFfor that value of fc. If this response
time is not close enough to the required response time, iteration shall be
continued until the actual response time is within 1 % of the required
response as follows:
|(t90−t10)−tF|≤0,01 * tF
6.2.DataEvaluation
The smoke measurement values shall be sampled with a minimum rate of
20 Hz.
6.3.DeterminationofSmoke
6.3.1.Data Conversion
Since the basic measurement unit of all opacimeters is transmittance, the
smoke values shall be converted from transmittance ( τ)to the light
absorption coefficient (k) as follows:
k¼/C01
LA/C3In 1 /C0N
100/C18/C19
and
N = 100 − τ
where:k = light absorption coefficient, m
-1
LA= effective optical pathlength , as submitted by instrument manu-
facturer, m
N = opacity, %
τ= transmittance, %
The conversion shall be applied, before any further data processing is
made.
6.3.2.Calculation of Bessel Averaged Smoke
The proper cut-off frequency fcis the one that produces the required filter
response time tF. Once this frequency has been determined through the
iterative process of section 6.1.1, the proper Bessel algorithm constants
E and K shall be calculated. The Bessel algorithm shall then be applied
to the instantaneous smoke trace (k-value), as described in section 6.1.2:
Yi=Yi−1+E*( Si+2*Si−1+Si−2−4*Yi−2)+K*( Yi−1−Yi−2)
The Bessel algorithm is recursive in nature. Thus, it needs some initial
input values of Si-1and Si-2and initial output values Yi-1and Yi-2to get
the algorithm started. These may be assumed to be 0.
For each load step of the three speeds A, B and C, the maximum 1s value
Ymaxshall be selected from the individual Yivalues of eachsmoke trace.1988L0077 — EN — 16.02.2000 — 002.001 — 59
▼M3
6.3.3.Final Result
The mean smoke values (SV) from each cycle (test speed) shall be calcu-
lated as follows:
For test speed A:
SVA=( Ymax1,A+Ymax2,A+Ymax3,A)/3
For test speed B:
SVB=( Ymax1,B+Ymax2,B+Ymax3,B)/3
For test speed C:
SVC=( Ymax1,C+Ymax2,C+Ymax3,C)/3
where:
Ymax1,Ymax2,Ymax3= highest 1 s Bessel averaged smoke value at each of
the three load steps
The final value shall be calculated as follows:
SV = (0,43 * SVA) + (0,56 * SVB) + (0,01 * SVC)1988L0077 — EN — 16.02.2000 — 002.001 — 60
▼M3
Appendix 2
ETC TEST CYCLE
1. ENGINE MAPPING PROCEDURE
1.1.DeterminationoftheMappingSpeedRange
For generating the ETC on the test cell, the engine needs to be mapped
prior to the test cycle for determining the speed vs. torque curve. Theminimum and maximum mapping speeds are defined as follows:
Minimum mapping speed = idle speed
Maximum mapping speed = n
hi* 1,02 or speed where full load torque
drops off to zero, whichever is lower
1.2.Performing theEnginePowerMap
The engine shall be warmed up at maximum power in order to stabilise
the engine parameters according to the recommendation of the manu-
facturer and good engineering practice. When the engine is stabilised,
the engine map shall be performed as follows:
(a) the engine shall be unloaded and operated at idle speed;
(b) the engine shall be operated at full load setting of the injection
pump at minimum mapping speed;
(c) the engine speed shall be increased at an average rate of
8 ± 1 min−1/s from minimum to maximum mapping speed. Engine
speed and torque points shall be recorded at a sample rate of a least
one point per second.
1.3.MappingCurveGeneration
All data points recorded under section 1.2 shall be connected using
linear interpolation between points. The resulting torque curve is the
mapping curve and shall be used to convert the normalised torque
values of the engine cycle into actual torque values for the test cycle,
as described in section 2.
1.4.AlternateMapping
If a manufacturer believes that the above mapping techniques are
unsafe or unrepresentative for any given engine, alternate mapping
techniques may be used. These alternate techniques must satisfy the
intent of the specified mapping procedures to determine the maximum
available torque at all engine speeds achieved during the test cycles.
Deviations from the mapping techniques specified in this section for
reasons of safety or representativeness shall be approved by the Tech-
nical Service along with the justification for their use. In no case,
however, shall descending continual sweeps of engine speed be used
for governed or turbocharged engines.
1.5.ReplicateTests
An engine need not be mapped before eachand every test cycle. An
engine shall be remapped prior to a test cycle if:
— an unreasonable amount of time has transpired since the last map,
as determined by engineering judgement,
or,
— physical changes or recalibrations have been made to the engine
which may potentially affect engine performance.
2. GENERATION OF THE REFERENCE TEST CYCLE
The transient test cycle is described in Appendix 3 to this Annex. The
normalised values for torque and speed shall be changed to the actual
values, as follows, resulting in the reference cycle.1988L0077 — EN — 16.02.2000 — 002.001 — 61
▼M3
2.1.ActualSpeed
The speed shall be unnormalised using the following equation:
Actual speed ¼% speed reference speed — idle speed ðÞ
100þidle speed
The reference speed (nref) corresponds to the 100 % speed values speci-
fied in the engine dynamometer schedule of Appendix 3. It is defined
as follows (see Figure 1 of Annex I):
nref=nlo+9 5%*( nhi−nlo)
where nhiand nloare either specified according to Annex I, section 2 or
determined according to Annex III, Appendix 1, section 1.1.
2.2.Actualtorque
The torque is normalised to the maximum torque at the respective
speed. The torque values of the reference cycle shall be unnormalised,
using the mapping curve determined according to section 1.3, as
follows:
Actual torque ¼% torque /C3max :torque
100
for the respective actual speed as determined in Section 2.1.
The negative torque values of the motoring points (‘m’) shall take on,
for purposes of reference cycle generation, unnormalised values deter-
mined in either of the following ways:
— negative 40 % of the positive torque available at the associated
speed point,
— mapping of the negative torque required to motor the engine from
minimum to maximum mapping speed,
— determination of the negative torque required to motor the engine at
idle and reference speeds and linear interpolation between these two
points.
2.3.ExampleoftheUnnormalisationProcedure
As an example, the following test point shall be unnormalised:% speed = 43
% torque = 82
Given the following values:reference speed = 2 200 min
−1
idle speed = 600 min−1
results in,
actual speed ¼43/C32200 /C0600 ðÞ
100þ600¼1288 min/C01
actual torque ¼82/C3700
100¼574 Nm
where the maximum torque observed from the mapping curve at
1 288 min−1is 700 Nm.
3. EMISSIONS TEST RUN
At the manufacturers request, a dummy test may be run for condi-
tioning of the engine and exhaust system before the measurement cycle.
NG and LPG fuelled engines shall be run-in using the ETC test. The
engine shall be run over a minimum of two ETC cycles and until the
CO emission measured over one ETC cycle does not exceed by more
than 10 % the CO emission measured over the previous ETC cycle.1988L0077 — EN — 16.02.2000 — 002.001 — 62
▼M3
3.1.PreparationoftheSamplingFilters(DieselEnginesOnly)
At least one hour before the test, each filter (pair) shall be placed in a
closed, but unsealed petri dish and placed in a weighing chamber for
stabilisation. At the end of the stabilisation period, each filter (pair)
shall be weighed and the tare weight shall be recorded. The filter
(pair) shall then be stored in a closed petri dish or sealed filter holder
until needed for testing. If the filter (pair) is not used within eight hours
of its removal from the weighing chamber, it must be conditioned and
reweighed before use.
3.2.InstallationoftheMeasuringEquipment
The instrumentation and sample probes shall be installed as required.
The tailpipe shall be connected to the full flow dilution system.
3.3.StartingtheDilutionSystemandtheEngine
The dilution system and the engine shall be started and warmed up until
all temperatures and pressures have stabilised at maximum power
according to the recommendation of the manufacturer and good engi-
neering practice.
3.4.StartingtheParticulate SamplingSystem(DieselEnginesOnly)
The particulate sampling system shall be started and running on by-
pass. The particulate background level of the dilution air may be deter-
mined by passing dilution air through the particulate filters. If filtered
dilution air is used, one measurement may be done prior to or after
the test. If the dilution air is not filtered, measurements at the beginning
and at the end of the cycle, may be done, and the values averaged.
3.5.AdjustmentoftheFullFlowDilutionSystem
The total diluted exhaust gas flow shall be set to eliminate water
condensation in the system, and to obtain a maximum filter face
temperature of 325 K (52 ºC) or less (see Annex V, section 2.3.1, DT).
3.6.CheckingtheAnalysers
The emission analysers shall be set at zero and spanned. If sample bags
are used, they shall be evacuated.
3.7.EngineStartingProcedure
The stabilised engine shall be started according to the manufacturer's
recommended starting procedure in the owner's manual, using either a
production starter motor or the dynamometer. Optionally, the test may
start directly from the engine preconditioning phase without shutting the
engine off, when the engine has reached the idle speed.
3.8.TestCycle
3.8.1. Test Sequence
The test sequence shall be started, if the engine has reached idle speed.
The test shall be performed according to the reference cycle as set out
in section 2 of this Appendix. Engine speed and torque command set
points shall be issued at 5 Hz (10 Hz recommended) or greater. Feed-
back engine speed and torque shall be recorded at least once every
second during the test cycle, and the signals may be electronically
filtered.
3.8.2. Analyser Response
At the start of the engine or test sequence, if the cycle is started directly
from the preconditioning, the measuring equipment shall be started,
simultaneously:
— start collecting or analysing dilution air;
— start collecting or analysing diluted exhaust gas;
— start measuring the amount of diluted exhaust gas (CVS) and the
required temperatures and pressures;
— start recording the feedback data of speed and torque of the dynam-
ometer.
HC and NOxshall be measured continuously in the dilution tunnel with
a frequency of 2 Hz. The average concentrations shall be determined by
integrating the analyser signals over the test cycle. The system response1988L0077 — EN — 16.02.2000 — 002.001 — 63
▼M3
time shall be no greater than 20 s, and shall be coordinated with CVS
flow fluctuations and sampling time/test cycle offsets, if necessary. CO,
CO2, NMHC and CH4shall be determined by integration or by
analysing the concentrations in the sample bag, collected over the cycle.
The concentrations of the gaseous pollutants in the dilution air shall be
determined by integration or by collecting into the background bag. All
other values shall be recorded with a minimum of one measurement per
second (1 Hz).
3.8.3. Particulate Sampling (Diesel Engines Only)
At the start of the engine or test sequence, if the cycle is started directly
from the preconditioning, the particulate sampling system shall be
switched from by-pass to collecting particulates.
If no flow compensation is used, the sample pump(s) shall be adjusted
so that the flow rate through the particulate sample probe or transfer
tube is maintained at a value within ± 5 % of the set flow rate. If
flow compensation (i.e., proportional control of sample flow) is used,
it must be demonstrated that the ratio of main tunnel flow to particulate
sample flow does not change by more than ± 5 % of its set value
(except for the first 10 seconds of sampling).
Note:For double dilution operation, sample flow is the net difference
between the flow rate through the sample filters and the
secondary dilution air flow rate.
The average temperature and pressure at the gas meter(s) or flow instru-
mentation inlet shall be recorded. If the set flow rate cannot be
maintained over the complete cycle (within ± 5 %) because of high
particulate loading on the filter, the test shall be voided. The test shall
be rerun using a lower flow rate and/or a larger diameter filter.
3.8.4. Engine Stalling
If the engine stalls anywhere during the test cycle, the engine shall be
preconditioned and restarted, and the test repeated. If a malfunction
occurs in any of the required test equipment during the test cycle, the
test shall be voided.
3.8.5. Operations After Test
At the completion of the test, the measurement of the diluted exhaust
gas volume, the gas flow into the collecting bags and the particulate
sample pump shall be stopped. For an integrating analyser system,
sampling shall continue until system response times have elapsed.
The concentrations of the collecting bags, if used, shall be analysed as
soon as possible and in any case not later than 20 minutes after the end
of the test cycle.
After the emission test, a zero gas and the same span gas shall be used
for re-checking the analysers. The test will be considered acceptable if
the difference between the pre-test and post-test results is less than 2 %
of the span gas value.
For diesel engines only, the particulate filters shall be returned to the
weighing chamber no later than one hour after completion of the test
and shall be conditioned in a closed, but unsealed petri dish for at least
one hour, but not more than 80 hours before weighing.
3.9.VerificationoftheTestRun
3.9.1. Data Shift
To minimise the biasing effect of the time lag between the feedback
and reference cycle values, the entire engine speed and torque feedback
signal sequence may be advanced or delayed in time withrespect to th e
reference speed and torque sequence. If the feedback signals are shifted,
both speed and torque must be shifted the same amount in the same
direction.
3.9.2. Calculation of the Cycle Work
The actual cycle work Wact(kWh) shall be calculated using each pair of
engine feedback speed and torque values recorded. This shall be done
after any feedback data shift has occurred, if this option is selected.
The actual cycle work Wactis used for comparison to the reference
cycle work Wrefand for calculating the brake specific emissions (see
sections 4.4 and 5.2). The same methodology shall be used for inte-
grating bothreference and actual engine power. If values are to be1988L0077 — EN — 16.02.2000 — 002.001 — 64
▼M3
determined between adjacent reference or adjacent measured values,
linear interpolation shall be used.
In integrating the reference and actual cycle work, all negative torque
values shall be set equal to zero and included. If integration is
performed at a frequency of less than 5 Hertz, and if, during a given
time segment, the torque value changes from positive to negative or
negative to positive, the negative portion shall be computed and set
equal to zero. The positive portion shall be included in the integrated
value.
Wactshall be between − 15 % and + 5 % of Wref
3.9.3. Validation Statistics of the Test Cycle
Linear regressions of the feedback values on the reference values shall
be performed for speed, torque and power. This shall be done after any
feedback data shift has occurred, if this option is selected. The method
of least squares shall be used, with the best fit equation having the
form:
y=m x+b
where:
y = feedback (actual) value of speed (min−1), torque (Nm), or power
(kW)
m = slope of the regression line
x = reference value of speed (min−1), torque (Nm), or power (kW)
b = y intercept of the regression line
The standard error of estimate (SE) of y on x and the coefficient of
determination (r2) shall be calculated for each regression line.
It is recommended that this analysis be performed at 1 Hertz. All nega-
tive reference torque values and the associated feedback values shall be
deleted from the calculation of cycle torque and power validation statis-
tics. For a test to be considered valid, the criteria of table 6 must be
met.
Table 6
Regression Line Tolerances
Speed Torque Power
Standard error of esti-
mate (SE) of Y on Xmax.
100 min−
1max. 13 % of power
map maximum engine
torquemax. 8 % of power map
maximum engine power
Slope of the regression
line, m0,95 to
1,030,83 — 1,03 0,89 — 1,03
Coefficient of determi-
nation, r2min.0,9700min. 0,8800 min. 0,9100
Y intercept of the
regression line, b±50min
−
1 ±2 0N mo r±2%
max. torque whichever
is greater± 4 kW or ± 2 % of
max. power whichever
is greater
Point deletions from the regression analyses are permitted where noted
in Table 7.
Table 7
Permitted Point Deletions From Regression Analysis
Conditions Points to be deleted
Full load and torque feedback <
torque referenceTorque and/or power
No load, not an idle point, and
torque feedback > torque refer-
enceTorque and/or power1988L0077 — EN — 16.02.2000 — 002.001 — 65
▼M3
Conditions Points to be deleted
No load/closed throttle, idle point
and speed > reference idle speedSpeed and/or power
4. CALCULATION OF THE GASEOUS EMISSIONS
4.1.DeterminationoftheDilutedExhaustGasFlow
The total diluted exhaust gas flow over the cycle (kg/test) shall be
calculated from the measurement values over the cycle and the corre-
sponding calibration data of the flow measurement device (V0for PDP
or KVfor CFV, as determined in Annex III, Appendix 5, section 2). The
following formulae shall be applied, if the temperature of the diluted
exhaust is kept constant over the cycle by using a heat exchanger (± 6
K for a PDP-CVS, ± 11 K for a CFV-CVS, see Annex V, section 2.3).
For the PDP-CVS system:
MTOTW= 1,293 * V0*Np*( pB−p1) * 273 / (101,3 * T)
where:
MTOTW= mass of the diluted exhaust gas on wet basis over the
cycle, kg
V0= volume of gas pumped per revolution under test condi-
tions, m3/rev
NP= total revolutions of pump per test
pB= atmospheric pressure in the test cell, kPa
p1= pressure depression below atmospheric at pump inlet, kPa
T = average temperature of the diluted exhaust gas at pump
inlet over the cycle, K
For the CFV-CVS system:
MTOTW= 1,293 * t * Kv*pA/T0,5
where:M
TOTW= mass of the diluted exhaust gas on wet basis over the
cycle, kg
t = cycle time, sK
v= calibration coefficient of the critical flow venturi for stan-
dard conditions
pA= absolute pressure at venturi inlet, kPa
T = absolute temperature at venturi inlet, K
If a system with flow compensation is used (i.e. without heat
exchanger), the instantaneous mass emissions shall be calculated and
integrated over the cycle. In this case, the instantaneous mass of the
diluted exhaust gas shall be calculated as follows.
For the PDP-CVS system:
MTOTW,i= 1,293 * V0*Np,i*( pB−p1) * 273 / (101,3 · T)
where:
MTOTW,i= instantaneous mass of the diluted exhaust gas on wet
basis, kg
Np,i= total revolutions of pump per time interval
For the CFV-CVS system:
MTOTW,i= 1,293 * ∆ti*Kv*pA/T0,5
where:
MTOTW,i= instantaneous mass of the diluted exhaust gas on wet
basis, kg
∆ti= time interval, s
If the total sample mass of particulates (MSAM) and gaseous pollutants
exceeds 0,5 % of the total CVS flow (MTOTW), the CVS flow shall be1988L0077 — EN — 16.02.2000 — 002.001 — 66
▼M3
corrected for MSAM or the particulate sample flow shall be returned to
the CVS prior to the flow measuring device (PDP or CFV).
4.2.NOxCorrectionforHumidity
As the NOxemission depends on ambient air conditions, the NOxconcentration shall be corrected for ambient air humidity with the
factors given in the following formulae.
(a) for diesel engines:
KH;D¼1
1/C00;0182 /C3Ha/C010;71 ðÞ
(b) for gas engines:
KH;G¼1
1/C00;0329 /C3Ha/C010;71 ðÞ
where:
Ha= humidity of the intake air water per kg dry air
in which:
Ha¼6;220/C3Ra/C3pa
pB/C0pa/C3Ra/C310/C02
Ra= relative humidity of the intake air, %
pa= saturation vapour pressure of the intake air, kPa
pB= total barometric pressure, kPa
4.3.CalculationoftheEmissionMassFlow
4.3.1. Systems with Constant Mass Flow
For systems with heat exchanger, the mass of the pollutants (g/test)
shall be determined from the following equations:
(1) NOx mass= 0,001587 * NOx conc*KH,D*MTOTW(diesel engines)
(2) NOx mass= 0,001587 * NOx conc*KH,G*MTOTW(gas engines)
(3) COmass= 0,000966 * COconc*MTOTW
(4) HCmass= 0,000479 * HCconc*MTOTW′(diesel engines)
(5) HCmass= 0,000502 * HCconc*MTOTW′(LPG fuelled engines)
(6) NMHCmass= 0,000516 * NMHCconc*MTOTW′(NG fuelled engines)
(7) CH4 mass= 0,000552 * CH4 conc*MTOTW(NG fuelled engines)
where:
NOx conc,C Oconc,H Cconc(1), NMHCconc= average background corrected
concentrations over the cycle
from integration (mandatory
for NOxand HC) or bag
measurement, ppm
MTOTW= total mass of diluted exhaust gas over the cycle as deter-
mined in Section 4.1, kg
KH,D= humidity correction factor for diesel engines as deter-
mined in Section 4.2
KH,G= humidity correction factor for gas engines as determined
in Section 4.2
Concentrations measured on a dry basis shall be converted to a wet
basis in accordance withAnnex III, Appendix 1, section 4.2.
The determination of NMHCconcdepends on the method used (see
Annex III, Appendix 4, section 3.3.4). In bothcases, th e CH4concentra-1988L0077 — EN — 16.02.2000 — 002.001 — 67
(1) Based on C1 equivalent.
▼M3
tion shall be determined and subtracted from the HC concentration as
follows:
(a) GC method
NMHCconc=H Cconc−C H4 conc
(b) NMC method
NMHC conc¼HC w =o CutterðÞ /C3 1/C0CEM ðÞ /C0 HC wCutterðÞ
CEE/C0CEM
where:
HC(wCutter) = HC concentration with the sample gas flowing through
the NMC
HC(w/oCutter) = HC concentration with the sample gas bypassing the
NMC
CEM= methane efficiency as determined per Annex III, Appendix 5,
Section 1.8.4.1
CEE= ethane efficiency as determined per Annex III, Appendix 5,
Section 1.8.4.2
4.3.1.1. Determination of the Background Corrected Concentrations
The average background concentration of the gaseous pollutants in the
dilution air shall be subtracted from measured concentrations to get the
net concentrations of the pollutants. The average values of the back-
ground concentrations can be determined by the sample bag method or
by continuous measurement withintegration. Th e following formula
shall be used.
conc = conce− concd* (1 − (1/DF))
where:
conc = concentration of the respective pollutant in the diluted
exhaust gas, corrected by the amount of the respective pollu-
tant contained in the dilution air, ppm
conce= concentration of the respective pollutant measured in the
diluted exhaust gas, ppm
concd= concentration of the respective pollutant measured in the
dilution air, ppm
DF = dilution factor
The dilution factor shall be calculated as follows:
(a) for diesel and LPG fuelled gas engines
DF¼FS
CO2;conceþHCconceþCOconce ðÞ /C310/C04
(b) for NG-fuelled gas engines
DF¼FS
CO2;conceþNMHC conceþCOconce ðÞ /C3 10/C04
where:
CO2, conce= concentration of CO2in the diluted exhaust gas, %
vol
HCconce= concentration of HC in the diluted exhaust gas, ppm
C1
NMHCconce= concentration of NMHC in the diluted exhaust gas,
ppm C1
COconce= concentration of CO in the diluted exhaust gas, ppm
FS= stoichiometric factor
Concentrations measured on dry basis shall be converted to a wet basis
in accordance withAnnex III, Appendix 1, Section 4.2.1988L0077 — EN — 16.02.2000 — 002.001 — 68
▼M3
The stoichiometric factor shall be calculated as follows:
FS¼100/C3χ
χþy
2þ3;76/C3χþy
4/C16/C17/C16/C17
where:
x, y = fuel composition CxHy
Alternatively, if the fuel composition is not known, the following stoi-
chiometric factors may be used:
FS(diesel) = 13,4
FS(LPG) = 11,6
FS(NG) = 9,5
4.3.2. Systems with Flow Compensation
For systems without heat exchanger, the mass of the pollutants (g/test)
shall be determined by calculating the instantaneous mass emissions
and integrating the instantaneous values over the cycle. Also, the back-
ground correction shall be applied directly to the instantaneous
concentration value. The following formulae shall be applied:
(1) NO x mass ¼Xn
i¼1MTOTW ;i/C3NOx conce ;i/C30;001587 /C3KH;D/C0/C1
/C0MTOTW /C3NOx concd /C31/C01=DF ðÞ /C3 0;001587 /C3KH;D/C0/C1
diesel enginesðÞ
(2) NO x mass ¼Xn
i¼1MTOTW ;i/C3NOx conce ;i/C30;001587 /C3KH;G/C0/C1
/C0MTOTW /C3NOx concd /C31/C01=DF ðÞ /C30;001587 /C3KH;G/C0/C1
gas enginesðÞ
(3) CO mass¼Xn
i¼1MTOTW ;i/C3COconce ;i/C30;000966/C0/C1
/C0MTOTW /C3COconcd /C31/C01=DF ðÞ /C3 0;000966 ðÞ
(4) HC mass¼Xn
i¼1MTOTW ;i/C3HCconce ;i/C30;000479/C0/C1
/C0MTOTW /C3HCconcd /C31/C01=DF ðÞ /C3 0;000479 ðÞ diesel enginesðÞ
(5) HC mass¼Xn
i¼1MTOTW ;i/C3HCconce ;i/C30;000502/C0/C1
/C0MTOTW /C3HCconcd /C31/C01=DF ðÞ /C3 0;000502 ðÞ LPG enginesðÞ
(6) NMHC mass¼Xn
i¼1MTOTW ;i/C3NMHC conce ;i/C30;000516/C0/C1
/C0MTOTW /C3NMHC concd /C31/C01=DF ðÞ /C3 0;000516 ðÞ NG enginesðÞ
(7) CH 4 mass ¼Xn
i¼1MTOTW ;i/C3CH4 conce ;i/C30;000552/C0/C1
/C0MTOTW /C3CH4 concd /C31/C01=DF ðÞ /C3 0;000552 ðÞ NG enginesðÞ
where:
conce= concentration of the respective pollutant measured in the
diluted exhaust gas, ppm
concd= concentration of the respective pollutant measured in the
dilution air, ppm
MTOTW,i= instantaneous mass of the diluted exhaust gas (see
Section 4.1), kg
MTOTW= total mass of diluted exhaust gas over the cycle (see
Section 4.1), kg
KH,D= humidity correction factor for diesel engines as deter-
mined in Section 4.2
KH,G= humidity correction factor for gas engines as determined
in Section 4.2
DF = dilution factor as determined in Section 4.3.1.1
4.4.CalculationoftheSpecificEmissions
The emissions (g/kWh) shall be calculated for all individual compo-
nents in the following way:
NOx¼NOx mass =Wactdiesel and gas enginesðÞ
CO¼COmass =Wactdiesel and gas enginesðÞ1988L0077 — EN — 16.02.2000 — 002.001 — 69
▼M3
HC¼HCmass =Wactdiesel and LPG fuelled gas enginesðÞ
NMHC ¼NMHC mass =WactNG fuelled gas enginesðÞ
CH4¼CH4 mass =WactNG fuelled gas enginesðÞ
where:
Wact= actual cycle work as determined in Section 3.9.2, kWh
5. CALCULATION OF THE PARTICULATE EMISSION (DIESEL
ENGINES ONLY)
5.1.CalculationoftheMassFlow
The particulate mass (g/test) shall be calculated as follows:
PTmass¼Mf
MSAM/C3MTOTW
1000
where:
Mf= particulate mass sampled over the cycle, mg
MTOTW= total mass of diluted exhaust gas over the cycle as deter-
mined in section 4.1, kg
MSAM= mass of diluted exhaust gas taken from the dilution
tunnel for collecting particulates, kg
and:M
f=Mf,p+Mf,bif weighed separately, mg
Mf,p= particulate mass collected on the primary filter, mg
Mf,b= particulate mass collected on the back-up filter, mg
If a double dilution system is used, the mass of the secondary dilution
air shall be subtracted from the total mass of the double diluted exhaust
gas sampled through the particulate filters.
MSAM=MTOT−MSEC
where:
MTOT= mass of double diluted exhaust gas through particulate
filter, kg
MSEC= mass of secondary dilution air, kg
If the particulate background level of the dilution air is determined in
accordance withsection 3.4, th e particulate mass may be background
corrected. In this case, the particulate mass (g/test) shall be calculated
as follows:
PTmass¼Mf
MSAM/C0Md
MDIL/C31/C01
DF/C18/C19/C18/C19/C20/C21
/C3MTOTW
1000
where:
Mf,MSAM,MTOTW= see above
MDIL= mass of primary dilution air sampled by background particu-
late sampler, kg
Md= mass of the collected background particulates of the primary
dilution air, mg
DF = dilution factor as determined in section 4.3.1.1
5.2.CALCULATIONOFTHESPECIFICEMISSION
The particulate emission (g/kWh) shall be calculated in the following
way:1988L0077 — EN — 16.02.2000 — 002.001 — 70
▼M3
PT¼PTmass =Wact
where:
Wact= actual cycle work as determined in Section 3.9.2, kWh.1988L0077 — EN — 16.02.2000 — 002.001 — 71
▼M3
Appendix 3
ETC ENGINE DYNAMOMETER SCHEDULE
Time
sNorm. Speed
%Norm. Torque
%
100
200
300
400
500
600700
800
900
10 0 0
11 0 0
12 0 0
13 0 0
14 0 0
15 0 0
16 0,1 1,5
17 23,1 21,5
18 12,6 28,5
19 21,8 71
20 19,7 76,8
21 54,6 80,9
22 71,3 4,9
23 55,9 18,1
24 72 85,4
25 86,7 61,8
26 51,7 0
27 53,4 48,9
28 34,2 87,6
29 45,5 92,7
30 54,6 99,5
31 64,5 96,8
32 71,7 85,4
33 79,4 54,8
34 89,7 99,4
35 57,4 0
36 59,7 30,6
37 90,1 ‘m’
38 82,9 ‘m’
39 51,3 ‘m’
40 28,5 ‘m’
41 29,3 ‘m’
42 26,7 ‘m’
43 20,4 ‘m’
44 14,1 0
45 6,5 0
46 0 0
47 0 0
48 0 0
49 0 0
50 0 0
51 0 0
52 0 0
53 0 0
54 0 0
55 0 0
56 0 0
57 0 0
58 0 0
59 0 0
60 0 0
61 0 0
62 25,5 11,1
63 28,5 20,9
64 32 73,9
65 4 82,3
66 34,5 80,4
67 64,1 86
68 58 0
69 50,3 83,4
70 66,4 99,1
71 81,4 99,61988L0077 — EN — 16.02.2000 — 002.001 — 72
▼M3
Time
sNorm. Speed
%Norm. Torque
%
72 88,7 73,4
73 52,5 0
74 46,4 58,5
75 48,6 90,9
76 55,2 99,4
77 62,3 99
78 68,4 91,5
79 74,5 73,7
80 38 0
81 41,8 89,6
82 47,1 99,2
83 52,5 99,8
84 56,9 80,8
85 58,3 11,8
86 56,2 ‘m’
87 52 ‘m’
88 43,3 ‘m’
89 36,1 ‘m’
90 27,6 ‘m’
91 21,1 ‘m’
92 8 0
93 0 0
94 0 0
95 0 0
96 0 0
97 0 0
98 0 0
99 0 0
100 0 0
101 0 0
102 0 0
103 0 0
104 0 0
105 0 0
106 0 0
107 0 0
108 11,6 14,8
109 0 0
110 27,2 74,8
111 17 76,9
112 36 78
113 59,7 86
114 80,8 17,9
115 49,7 0
116 65,6 86
117 78,6 72,2
118 64,9 ‘m’
119 44,3 ‘m’
120 51,4 83,4
121 58,1 97
122 69,3 99,3
123 72 20,8
124 72,1 ‘m’
125 65,3 ‘m’
126 64 ‘m’
127 59,7 ‘m’
128 52,8 ‘m’
129 45,9 ‘m’
130 38,7 ‘m’
131 32,4 ‘m’
132 27 ‘m’
133 21,7 ‘m’
134 19,1 0,4
135 34,7 14
136 16,4 48,6
137 0 11,2
138 1,2 2,1
139 30,1 19,3
140 30 73,9
141 54,4 74,4142 77,2 55,6
143 58,1 0
144 45 82,1
145 68,7 98,1
146 85,7 67,21988L0077 — EN — 16.02.2000 — 002.001 — 73
▼M3
Time
sNorm. Speed
%Norm. Torque
%
147 60,2 0
148 59,4 98
149 72,7 99,6
150 79,9 45
151 44,3 0
152 41,5 84,4
153 56,2 98,2
154 65,7 99,1
155 74,4 84,7
156 54,4 0
157 47,9 89,7
158 54,5 99,5
159 62,7 96,8
160 62,3 0
161 46,2 54,2
162 44,3 83,2
163 48,2 13,3
164 51 ‘m’
165 50 ‘m’
166 49,2 ‘m’
167 49,3 ‘m’
168 49,9 ‘m’
169 51,6 ‘m’
170 49,7 ‘m’
171 48,5 ‘m’
172 50,3 72,5
173 51,1 84,5
174 54,6 64,8
175 56,6 76,5
176 58 ‘m’
177 53,6 ‘m’
178 40,8 ‘m’
179 32,9 ‘m’
180 26,3 ‘m’
181 20,9 ‘m’
182 10 0
183 0 0
184 0 0
185 0 0
186 0 0
187 0 0
188 0 0
189 0 0
190 0 0
191 0 0
192 0 0
193 0 0
194 0 0
195 0 0
196 0 0
197 0 0
198 0 0
199 0 0
200 0 0
201 0 0
202 0 0
203 0 0
204 0 0
205 0 0
206 0 0
207 0 0
208 0 0
209 0 0
210 0 0
211 0 0
212 0 0
213 0 0
214 0 0
215 0 0
216 0 0217 0 0
218 0 0
219 0 0
220 0 0
221 0 01988L0077 — EN — 16.02.2000 — 002.001 — 74
▼M3
Time
sNorm. Speed
%Norm. Torque
%
222 0 0
223 0 0
224 0 0
225 21,2 62,7
226 30,8 75,1
227 5,9 82,7
228 34,6 80,3
229 59,9 87
230 84,3 86,2
231 68,7 ‘m’
232 43,6 ‘m’
233 41,5 85,4
234 49,9 94,3
235 60,8 99
236 70,2 99,4
237 81,1 92,4
238 49,2 0
239 56 86,2
240 56,2 99,3
241 61,7 99
242 69,2 99,3
243 74,1 99,8
244 72,4 8,4
245 71,3 0
246 71,2 9,1
247 67,1 ‘m’
248 65,5 ‘m’
249 64,4 ‘m’
250 62,9 25,6
251 62,2 35,6
252 62,9 24,4
253 58,8 ‘m’
254 56,9 ‘m’
255 54,5 ‘m’
256 51,7 17
257 56,2 78,7
258 59,5 94,7
259 65,5 99,1
260 71,2 99,5
261 76,6 99,9
262 79 0
263 52,9 97,5
264 53,1 99,7
265 59 99,1
266 62,2 99
267 65 99,1
268 69 83,1
269 69,9 28,4
270 70,6 12,5
271 68,9 8,4
272 69,8 9,1
273 69,6 7
274 65,7 ‘m’
275 67,1 ‘m’
276 66,7 ‘m’
277 65,6 ‘m’
278 64,5 ‘m’
279 62,9 ‘m’
280 59,3 ‘m’
281 54,1 ‘m’
282 51,3 ‘m’
283 47,9 ‘m’
284 43,6 ‘m’
285 39,4 ‘m’
286 34,7 ‘m’
287 29,8 ‘m’
288 20,9 73,4
289 36,9 ‘m’
290 35,5 ‘m’
291 20,9 ‘m’292 49,7 11,9
293 42,5 ‘m’
294 32 ‘m’
295 23,6 ‘m’
296 19,1 01988L0077 — EN — 16.02.2000 — 002.001 — 75
▼M3
Time
sNorm. Speed
%Norm. Torque
%
297 15,7 73,5
298 25,1 76,8
299 34,5 81,4
300 44,1 87,4
301 52,8 98,6
302 63,6 99
303 73,6 99,7
304 62,2 ‘m’
305 29,2 ‘m’
306 46,4 22
307 47,3 13,8
308 47,2 12,5
309 47,9 11,5
310 47,8 35,5
311 49,2 83,3
312 52,7 96,4
313 57,4 99,2
314 61,8 99
315 66,4 60,9
316 65,8 ‘m’
317 59 ‘m’
318 50,7 ‘m’
319 41,8 ‘m’
320 34,7 ‘m’
321 28,7 ‘m’
322 25,2 ‘m’
323 43 24,8
324 38,7 0
325 48,1 31,9
326 40,3 61
327 42,4 52,1
328 46,4 47,7
329 46,9 30,7
330 46,1 23,1
331 45,7 23,2
332 45,5 31,9
333 46,4 73,6
334 51,3 60,7
335 51,3 51,1
336 53,2 46,8
337 53,9 50
338 53,4 52,1
339 53,8 45,7
340 50,6 22,1
341 47,8 26
342 41,6 17,8
343 38,7 29,8
344 35,9 71,6
345 34,6 47,3
346 34,8 80,3
347 35,9 87,2
348 38,8 90,8
349 41,5 94,7
350 47,1 99,2
351 53,1 99,7
352 46,4 0
353 42,5 0,7
354 43,6 58,6
355 47,1 87,5
356 54,1 99,5
357 62,9 99
358 72,6 99,6
359 82,4 99,5
360 88 99,4
361 46,4 0
362 53,4 95,2
363 58,4 99,2
364 61,5 99
365 64,8 99
366 68,1 99,2367 73,4 99,7
368 73,3 29,8
369 73,5 14,6
370 68,3 0
371 45,4 49,91988L0077 — EN — 16.02.2000 — 002.001 — 76
▼M3
Time
sNorm. Speed
%Norm. Torque
%
372 47,2 75,7
373 44,5 9
374 47,8 10,3
375 46,8 15,9
376 46,9 12,7
377 46,8 8,9
378 46,1 6,2
379 46,1 ‘m’
380 45,5 ‘m’
381 44,7 ‘m’
382 43,8 ‘m’
383 41 ‘m’
384 41,1 6,4
385 38 6,3
386 35,9 0,3
387 33,5 0
388 53,1 48,9
389 48,3 ‘m’
390 49,9 ‘m’
391 48 ‘m’
392 45,3 ‘m’
393 41,6 3,1
394 44,3 79
395 44,3 89,5
396 43,4 98,8
397 44,3 98,9
398 43 98,8
399 42,2 98,8
400 42,7 98,8
401 45 99
402 43,6 98,9
403 42,2 98,8
404 44,8 99
405 43,4 98,8
406 45 99
407 42,2 54,3
408 61,2 31,9
409 56,3 72,3
410 59,7 99,1
411 62,3 99
412 67,9 99,2
413 69,5 99,3
414 73,1 99,7
415 77,7 99,8
416 79,7 99,7
417 82,5 99,5
418 85,3 99,4
419 86,6 99,4
420 89,4 99,4
421 62,2 0
422 52,7 96,4
423 50,2 99,8
424 49,3 99,6
425 52,2 99,8
426 51,3 100
427 51,3 100
428 51,1 100
429 51,1 100
430 51,8 99,9
431 51,3 100
432 51,1 100
433 51,3 100
434 52,3 99,8
435 52,9 99,7
436 53,8 99,6
437 51,7 99,9
438 53,5 99,6
439 52 99,8
440 51,7 99,9
441 53,2 99,7442 54,2 99,5
443 55,2 99,4
444 53,8 99,6
445 53,1 99,7
446 55 99,41988L0077 — EN — 16.02.2000 — 002.001 — 77
▼M3
Time
sNorm. Speed
%Norm. Torque
%
447 57 99,2
448 61,5 99
449 59,4 5,7
450 59 0
451 57,3 59,8
452 64,1 99
453 70,9 90,5
454 58 0
455 41,5 59,8
456 44,1 92,6
457 46,8 99,2
458 47,2 99,3
459 51 100
460 53,2 99,7
461 53,1 99,7
462 55,9 53,1
463 53,9 13,9
464 52,5 ‘m’
465 51,7 ‘m’
466 51,5 52,2
467 52,8 80
468 54,9 95
469 57,3 99,2
470 60,7 99,1
471 62,4 ‘m’
472 60,1 ‘m’
473 53,2 ‘m’
474 44 ‘m’
475 35,2 ‘m’
476 30,5 ‘m’
477 26,5 ‘m’
478 22,5 ‘m’
479 20,4 ‘m’
480 19,1 ‘m’
481 19,1 ‘m’
482 13,4 ‘m’
483 6,7 ‘m’
484 3,2 ‘m’
485 14,3 63,8
486 34,1 0
487 23,9 75,7
488 31,7 79,2
489 32,1 19,4
490 35,9 5,8
491 36,6 0,8
492 38,7 ‘m’
493 38,4 ‘m’
494 39,4 ‘m’
495 39,7 ‘m’
496 40,5 ‘m’
497 40,8 ‘m’
498 39,7 ‘m’
499 39,2 ‘m’
500 38,7 ‘m’
501 32,7 ‘m’
502 30,1 ‘m’
503 21,9 ‘m’
504 12,8 0
505 0 0
506 0 0
507 0 0
508 0 0
509 0 0
510 0 0
511 0 0
512 0 0
513 0 0
514 30,5 25,6
515 19,7 56,9
516 16,3 45,1517 27,2 4,6
518 21,7 1,3
519 29,7 28,6
520 36,6 73,7
521 61,3 59,51988L0077 — EN — 16.02.2000 — 002.001 — 78
▼M3
Time
sNorm. Speed
%Norm. Torque
%
522 40,8 0
523 36,6 27,8
524 39,4 80,4
525 51,3 88,9
526 58,5 11,1
527 60,7 ‘m’
528 54,5 ‘m’
529 51,3 ‘m’
530 45,5 ‘m’
531 40,8 ‘m’
532 38,9 ‘m’
533 36,6 ‘m’
534 36,1 72,7
535 44,8 78,9
536 51,6 91,1
537 59,1 99,1
538 66 99,1
539 75,1 99,9
540 81 8
541 39,1 0
542 53,8 89,7
543 59,7 99,1
544 64,8 99
545 70,6 96,1
546 72,6 19,6
547 72 6,3
548 68,9 0,1
549 67,7 ‘m’
550 66,8 ‘m’
551 64,3 16,9
552 64,9 7
553 63,6 12,5
554 63 7,7
555 64,4 38,2
556 63 11,8
557 63,6 0
558 63,3 5
559 60,1 9,1
560 61 8,4
561 59,7 0,9
562 58,7 ‘m’
563 56 ‘m’
564 53,9 ‘m’
565 52,1 ‘m’
566 49,9 ‘m’
567 46,4 ‘m’
568 43,6 ‘m’
569 40,8 ‘m’
570 37,5 ‘m’
571 27,8 ‘m’
572 17,1 0,6
573 12,2 0,9
574 11,5 1,1
575 8,7 0,5
576 8 0,9
577 5,3 0,2
578 4 0
579 3,9 0
580 0 0
581 0 0
582 0 0
583 0 0
584 0 0
585 0 0
586 0 0
587 8,7 22,8
588 16,2 49,4
589 23,6 56
590 21,1 56,1
591 23,6 56592 46,2 68,8
593 68,4 61,2
594 58,7 ‘m’
595 31,6 ‘m’
596 19,9 8,81988L0077 — EN — 16.02.2000 — 002.001 — 79
▼M3
Time
sNorm. Speed
%Norm. Torque
%
597 32,9 70,2
598 43 79
599 57,4 98,9
600 72,1 73,8
601 53 0
602 48,1 86
603 56,2 99
604 65,4 98,9
605 72,9 99,7
606 67,5 ‘m’
607 39 ‘m’
608 41,9 38,1
609 44,1 80,4
610 46,8 99,4
611 48,7 99,9
612 50,5 99,7
613 52,5 90,3
614 51 1,8
615 50 ‘m’
616 49,1 ‘m’
617 47 ‘m’
618 43,1 ‘m’
619 39,2 ‘m’
620 40,6 0,5
621 41,8 53,4
622 44,4 65,1
623 48,1 67,8
624 53,8 99,2
625 58,6 98,9
626 63,6 98,8
627 68,5 99,2
628 72,2 89,4
629 77,1 0
630 57,8 79,1
631 60,3 98,8
632 61,9 98,8
633 63,8 98,8
634 64,7 98,9
635 65,4 46,5
636 65,7 44,5
637 65,6 3,5
638 49,1 0
639 50,4 73,1
640 50,5 ‘m’
641 51 ‘m’
642 49,4 ‘m’
643 49,2 ‘m’
644 48,6 ‘m’
645 47,5 ‘m’
646 46,5 ‘m’
647 46 11,3
648 45,6 42,8
649 47,1 83
650 46,2 99,3
651 47,9 99,7
652 49,5 99,9
653 50,6 99,7
654 51 99,6
655 53 99,3
656 54,9 99,1
657 55,7 99
658 56 99
659 56,1 9,3
660 55,6 ‘m’
661 55,4 ‘m’
662 54,9 51,3
663 54,9 59,8
664 54 39,3
665 53,8 ‘m’
666 52 ‘m’667 50,4 ‘m’
668 50,6 0
669 49,3 41,7
670 50 73,2
671 50,4 99,71988L0077 — EN — 16.02.2000 — 002.001 — 80
▼M3
Time
sNorm. Speed
%Norm. Torque
%
672 51,9 99,5
673 53,6 99,3
674 54,6 99,1
675 56 99
676 55,8 99
677 58,4 98,9
678 59,9 98,8
679 60,9 98,8
680 63 98,8
681 64,3 98,9
682 64,8 64
683 65,9 46,5
684 66,2 28,7
685 65,2 1,8
686 65 6,8
687 63,6 53,6
688 62,4 82,5
689 61,8 98,8
690 59,8 98,8
691 59,2 98,8
692 59,7 98,8
693 61,2 98,8
694 62,2 49,4
695 62,8 37,2
696 63,5 46,3
697 64,7 72,3
698 64,7 72,3
699 65,4 77,4
700 66,1 69,3
701 64,3 ‘m’
702 64,3 ‘m’
703 63 ‘m’
704 62,2 ‘m’
705 61,6 ‘m’
706 62,4 ‘m’
707 62,2 ‘m’
708 61 ‘m’
709 58,7 ‘m’
710 55,5 ‘m’
711 51,7 ‘m’
712 49,2 ‘m’
713 48,8 40,4
714 47,9 ‘m’
715 46,2 ‘m’
716 45,6 9,8
717 45,6 34,5
718 45,5 37,1
719 43,8 ‘m’
720 41,9 ‘m’
721 41,3 ‘m’
722 41,4 ‘m’
723 41,2 ‘m’
724 41,8 ‘m’
725 41,8 ‘m’
726 43,2 17,4
727 45 29
728 44,2 ‘m’
729 43,9 ‘m’
730 38 10,7
731 56,8 ‘m’
732 57,1 ‘m’
733 52 ‘m’
734 44,4 ‘m’
735 40,2 ‘m’
736 39,2 16,5
737 38,9 73,2
738 39,9 89,8
739 42,3 98,6
740 43,7 98,8
741 45,5 99,1742 45,6 99,2
743 48,1 99,7
744 49 100
745 49,8 99,9
746 49,8 99,91988L0077 — EN — 16.02.2000 — 002.001 — 81
▼M3
Time
sNorm. Speed
%Norm. Torque
%
747 51,9 99,5
748 52,3 99,4
749 53,3 99,3
750 52,9 99,3
751 54,3 99,2
752 55,5 99,1
753 56,7 99
754 61,7 98,8
755 64,3 47,4
756 64,7 1,8
757 66,2 ‘m’
758 49,1 ‘m’
759 52,1 46
760 52,6 61
761 52,9 0
762 52,3 20,4
763 54,2 56,7
764 55,4 59,8
765 56,1 49,2
766 56,8 33,7
767 57,2 96
768 58,6 98,9
769 59,5 98,8
770 61,2 98,8
771 62,1 98,8
772 62,7 98,8
773 62,8 98,8
774 64 98,9
775 63,2 46,3
776 62,4 ‘m’
777 60,3 ‘m’
778 58,7 ‘m’
779 57,2 ‘m’
780 56,1 ‘m’
781 56 9,3
782 55,2 26,3
783 54,8 42,8
784 55,7 47,1
785 56,6 52,4
786 58 50,3
787 58,6 20,6
788 58,7 ‘m’
789 59,3 ‘m’
790 58,6 ‘m’
791 60,5 9,7
792 59,2 9,6
793 59,9 9,6
794 59,6 9,6
795 59,9 6,2
796 59,9 9,6
797 60,5 13,1
798 60,3 20,7
799 59,9 31
800 60,5 42
801 61,5 52,5
802 60,9 51,4
803 61,2 57,7
804 62,8 98,8
805 63,4 96,1
806 64,6 45,4
807 64,1 5
808 63 3,2
809 62,7 14,9
810 63,5 35,8
811 64,1 73,3
812 64,3 37,4
813 64,1 21
814 63,7 21
815 62,9 18
816 62,4 32,7817 61,7 46,2
818 59,8 45,1
819 57,4 43,9
820 54,8 42,8
821 54,3 65,21988L0077 — EN — 16.02.2000 — 002.001 — 82
▼M3
Time
sNorm. Speed
%Norm. Torque
%
822 52,9 62,1
823 52,4 30,6
824 50,4 ‘m’
825 48,6 ‘m’
826 47,9 ‘m’
827 46,8 ‘m’
828 46,9 9,4
829 49,5 41,7
830 50,5 37,8
831 52,3 20,4
832 54,1 30,7
833 56,3 41,8
834 58,7 26,5
835 57,3 ‘m’
836 59 ‘m’
837 59,8 ‘m’
838 60,3 ‘m’
839 61,2 ‘m’
840 61,8 ‘m’
841 62,5 ‘m’
842 62,4 ‘m’
843 61,5 ‘m’
844 63,7 ‘m’
845 61,9 ‘m’
846 61,6 29,7
847 60,3 ‘m’
848 59,2 ‘m’
849 57,3 ‘m’
850 52,3 ‘m’
851 49,3 ‘m’
852 47,3 ‘m’
853 46,3 38,8
854 46,8 35,1
855 46,6 ‘m’
856 44,3 ‘m’
857 43,1 ‘m’
858 42,4 2,1
859 41,8 2,4
860 43,8 68,8
861 44,6 89,2
862 46 99,2
863 46,9 99,4
864 47,9 99,7
865 50,2 99,8
866 51,2 99,6
867 52,3 99,4
868 53 99,3
869 54,2 99,2
870 55,5 99,1
871 56,7 99
872 57,3 98,9
873 58 98,9
874 60,5 31,1
875 60,2 ‘m’
876 60,3 ‘m’
877 60,5 6,3
878 61,4 19,3
879 60,3 1,2
880 60,5 2,9
881 61,2 34,1
882 61,6 13,2
883 61,5 16,4
884 61,2 16,4
885 61,3 ‘m’
886 63,1 ‘m’
887 63,2 4,8
888 62,3 22,3
889 62 38,5
890 61,6 29,6
891 61,6 26,6892 61,8 28,1
893 62 29,6
894 62 16,3
895 61,1 ‘m’
896 61,2 ‘m’1988L0077 — EN — 16.02.2000 — 002.001 — 83
▼M3
Time
sNorm. Speed
%Norm. Torque
%
897 60,7 19,2
898 60,7 32,5
899 60,9 17,8
900 60,1 19,2
901 59,3 38,2
902 59,9 45
903 59,4 32,4
904 59,2 23,5
905 59,5 40,8
906 58,3 ‘m’
907 58,2 ‘m’
908 57,6 ‘m’
909 57,1 ‘m’
910 57 0,6
911 57 26,3
912 56,5 29,2
913 56,3 20,5
914 56,1 ‘m’
915 55,2 ‘m’
916 54,7 17,5
917 55,2 29,2
918 55,2 29,2
919 55,9 16
920 55,9 26,3
921 56,1 36,5
922 55,8 19
923 55,9 9,2
924 55,8 21,9
925 56,4 42,8
926 56,4 38
927 56,4 11
928 56,4 35,1
929 54 7,3
930 53,4 5,4
931 52,3 27,6
932 52,1 32
933 52,3 33,4
934 52,2 34,9
935 52,8 60,1
936 53,7 69,7
937 54 70,7
938 55,1 71,7
939 55,2 46
940 54,7 12,6
941 52,5 0
942 51,8 24,7
943 51,4 43,9
944 50,9 71,1
945 51,2 76,8
946 50,3 87,5
947 50,2 99,8
948 50,9 100
949 49,9 99,7
950 50,9 100
951 49,8 99,7
952 50,4 99,8
953 50,4 99,8
954 49,7 99,7
955 51 100
956 50,3 99,8
957 50,2 99,8
958 49,9 99,7
959 50,9 100
960 50 99,7
961 50,2 99,8
962 50,2 99,8
963 49,9 99,7
964 50,4 99,8
965 50,2 99,8
966 50,3 99,8967 49,9 99,7
968 51,1 100
969 50,6 99,9
970 49,9 99,7
971 49,6 99,61988L0077 — EN — 16.02.2000 — 002.001 — 84
▼M3
Time
sNorm. Speed
%Norm. Torque
%
972 49,4 99,6
973 49 99,5
974 49,8 99,7
975 50,9 100
976 50,4 99,8
977 49,8 99,7
978 49,1 99,5
979 50,4 99,8
980 49,8 99,7
981 49,3 99,5
982 49,1 99,5
983 49,9 99,7
984 49,1 99,5
985 50,4 99,8
986 50,9 100
987 51,4 99,9
988 51,5 99,9
989 52,2 99,7
990 52,8 74,1
991 53,3 46
992 53,6 36,4
993 53,4 33,5
994 53,9 58,9
995 55,2 73,8
996 55,8 52,4
997 55,7 9,2
998 55,8 2,2
999 56,4 33,6
1 000 55,4 ‘m’
1 001 55,2 ‘m’
1 002 55,8 26,3
1 003 55,8 23,3
1 004 56,4 50,2
1 005 57,6 68,3
1 006 58,8 90,2
1 007 59,9 98,9
1 008 62,3 98,8
1 009 63,1 74,4
1 010 63,7 49,4
1 011 63,3 9,8
1 012 48 0
1 013 47,9 73,5
1 014 49,9 99,7
1 015 49,9 48,8
1 016 49,6 2,3
1 017 49,9 ‘m’
1 018 49,3 ‘m’
1 019 49,7 47,5
1 020 49,1 ‘m’
1 021 49,4 ‘m’
1 022 48,3 ‘m’
1 023 49,4 ‘m’
1 024 48,5 ‘m’
1 025 48,7 ‘m’
1 026 48,7 ‘m’
1 027 49,1 ‘m’
1 028 49 ‘m’
1 029 49,8 ‘m’
1 030 48,7 ‘m’
1 031 48,5 ‘m’
1 032 49,3 31,3
1 033 49,7 45,3
1 034 48,3 44,5
1 035 49,8 61
1 036 49,4 64,3
1 037 49,8 64,4
1 038 50,5 65,6
1 039 50,3 64,5
1 040 51,2 82,9
1 041 50,5 861 042 50,6 89
1 043 50,4 81,4
1 044 49,9 49,9
1 045 49,1 20,1
1 046 47,9 241988L0077 — EN — 16.02.2000 — 002.001 — 85
▼M3
Time
sNorm. Speed
%Norm. Torque
%
1 047 48,1 36,2
1 048 47,5 34,5
1 049 46,9 30,3
1 050 47,7 53,5
1 051 46,9 61,6
1 052 46,5 73,6
1 053 48 84,6
1 054 47,2 87,7
1 055 48,7 80
1 056 48,7 50,4
1 057 47,8 38,6
1 058 48,8 63,1
1 059 47,4 5
1 060 47,3 47,4
1 061 47,3 49,8
1 062 46,9 23,9
1 063 46,7 44,6
1 064 46,8 65,2
1 065 46,9 60,4
1 066 46,7 61,5
1 067 45,5 ‘m’
1 068 45,5 ‘m’
1 069 44,2 ‘m’
1 070 43 ‘m’
1 071 42,5 ‘m’
1 072 41 ‘m’
1 073 39,9 ‘m’
1 074 39,9 38,2
1 075 40,1 48,1
1 076 39,9 48
1 077 39,4 59,3
1 078 43,8 19,8
1 079 52,9 0
1 080 52,8 88,9
1 081 53,4 99,5
1 082 54,7 99,3
1 083 56,3 99,1
1 084 57,5 99
1 085 59 98,9
1 086 59,8 98,9
1 087 60,1 98,9
1 088 61,8 48,3
1 089 61,8 55,6
1 090 61,7 59,8
1 091 62 55,6
1 092 62,3 29,6
1 093 62 19,3
1 094 61,3 7,9
1 095 61,1 19,2
1 096 61,2 43
1 097 61,1 59,7
1 098 61,1 98,8
1 099 61,3 98,8
1 100 61,3 26,6
1 101 60,4 ‘m’
1 102 58,8 ‘m’
1 103 57,7 ‘m’
1 104 56 ‘m’
1 105 54,7 ‘m’
1 106 53,3 ‘m’
1 107 52,6 23,2
1 108 53,4 84,2
1 109 53,9 99,4
1 110 54,9 99,3
1 111 55,8 99,2
1 112 57,1 99
1 113 56,5 99,1
1 114 58,9 98,9
1 115 58,7 98,9
1 116 59,8 98,91 117 61 98,8
1 118 60,7 19,2
1 119 59,4 ‘m’
1 120 57,9 ‘m’
1 121 57,6 ‘m’1988L0077 — EN — 16.02.2000 — 002.001 — 86
▼M3
Time
sNorm. Speed
%Norm. Torque
%
1 122 56,3 ‘m’
1 123 55 ‘m’
1 124 53,7 ‘m’
1 125 52,1 ‘m’
1 126 51,1 ‘m’
1 127 49,7 25,8
1 128 49,1 46,1
1 129 48,7 46,9
1 130 48,2 46,7
1 131 48 70
1 132 48 70
1 133 47,2 67,6
1 134 47,3 67,6
1 135 46,6 74,7
1 136 47,4 13
1 137 46,3 ‘m’
1 138 45,4 ‘m’
1 139 45,5 24,8
1 140 44,8 73,8
1 141 46,6 99
1 142 46,3 98,9
1 143 48,5 99,4
1 144 49,9 99,7
1 145 49,1 99,5
1 146 49,1 99,5
1 147 51 100
1 148 51,5 99,9
1 149 50,9 100
1 150 51,6 99,9
1 151 52,1 99,7
1 152 50,9 100
1 153 52,2 99,7
1 154 51,5 98,3
1 155 51,5 47,2
1 156 50,8 78,4
1 157 50,3 83
1 158 50,3 31,7
1 159 49,3 31,3
1 160 48,8 21,5
1 161 47,8 59,4
1 162 48,1 77,1
1 163 48,4 87,6
1 164 49,6 87,5
1 165 51 81,4
1 166 51,6 66,7
1 167 53,3 63,2
1 168 55,2 62
1 169 55,7 43,9
1 170 56,4 30,7
1 171 56,8 23,4
1 172 57 ‘m’
1 173 57,6 ‘m’
1 174 56,9 ‘m’
1 175 56,4 4
1 176 57 23,4
1 177 56,4 41,7
1 178 57 49,2
1 179 57,7 56,6
1 180 58,6 56,6
1 181 58,9 64
1 182 59,4 68,2
1 183 58,8 71,4
1 184 60,1 71,3
1 185 60,6 79,1
1 186 60,7 83,3
1 187 60,7 77,1
1 188 60 73,5
1 189 60,2 55,5
1 190 59,7 54,4
1 191 59,8 73,31 192 59,8 77,9
1 193 59,8 73,9
1 194 60 76,5
1 195 59,5 82,3
1 196 59,9 82,81988L0077 — EN — 16.02.2000 — 002.001 — 87
▼M3
Time
sNorm. Speed
%Norm. Torque
%
1 197 59,8 65,8
1 198 59 48,6
1 199 58,9 62,2
1 200 59,1 70,4
1 201 58,9 62,1
1 202 58,4 67,4
1 203 58,7 58,9
1 204 58,3 57,7
1 205 57,5 57,8
1 206 57,2 57,6
1 207 57,1 42,6
1 208 57 70,1
1 209 56,4 59,6
1 210 56,7 39
1 211 55,9 68,1
1 212 56,3 79,1
1 213 56,7 89,7
1 214 56 89,4
1 215 56 93,1
1 216 56,4 93,1
1 217 56,7 94,4
1 218 56,9 94,8
1 219 57 94,1
1 220 57,7 94,3
1 221 57,5 93,7
1 222 58,4 93,2
1 223 58,7 93,2
1 224 58,2 93,7
1 225 58,5 93,1
1 226 58,8 86,2
1 227 59 72,9
1 228 58,2 59,9
1 229 57,6 8,5
1 230 57,1 47,6
1 231 57,2 74,4
1 232 57 79,1
1 233 56,7 67,2
1 234 56,8 69,1
1 235 56,9 71,3
1 236 57 77,3
1 237 57,4 78,2
1 238 57,3 70,6
1 239 57,7 64
1 240 57,5 55,6
1 241 58,6 49,6
1 242 58,2 41,1
1 243 58,8 40,6
1 244 58,3 21,1
1 245 58,7 24,9
1 246 59,1 24,8
1 247 58,6 ‘m’
1 248 58,8 ‘m’
1 249 58,8 ‘m’
1 250 58,7 ‘m’
1 251 59,1 ‘m’
1 252 59,1 ‘m’
1 253 59,4 ‘m’
1 254 60,6 2,6
1 255 59,6 ‘m’
1 256 60,1 ‘m’
1 257 60,6 ‘m’
1 258 59,6 4,1
1 259 60,7 7,1
1 260 60,5 ‘m’
1 261 59,7 ‘m’
1 262 59,6 ‘m’
1 263 59,8 ‘m’
1 264 59,6 4,9
1 265 60,1 5,9
1 266 59,9 6,11 267 59,7 ‘m’
1 268 59,6 ‘m’
1 269 59,7 22
1 270 59,8 10,3
1 271 59,9 101988L0077 — EN — 16.02.2000 — 002.001 — 88
▼M3
Time
sNorm. Speed
%Norm. Torque
%
1 272 60,6 6,2
1 273 60,5 7,3
1 274 60,2 14,8
1 275 60,6 8,2
1 276 60,6 5,5
1 277 61 14,3
1 278 61 12
1 279 61,3 34,2
1 280 61,2 17,1
1 281 61,5 15,7
1 282 61 9,5
1 283 61,1 9,2
1 284 60,5 4,3
1 285 60,2 7,8
1 286 60,2 5,9
1 287 60,2 5,3
1 288 59,9 4,6
1 289 59,4 21,5
1 290 59,6 15,8
1 291 59,3 10,1
1 292 58,9 9,4
1 293 58,8 9
1 294 58,9 35,4
1 295 58,9 30,7
1 296 58,9 25,9
1 297 58,7 22,9
1 298 58,7 24,4
1 299 59,3 61
1 300 60,1 56
1 301 60,5 50,6
1 302 59,5 16,2
1 303 59,7 50
1 304 59,7 31,4
1 305 60,1 43,1
1 306 60,8 38,4
1 307 60,9 40,2
1 308 61,3 49,7
1 309 61,8 45,9
1 310 62 45,9
1 311 62,2 45,8
1 312 62,6 46,8
1 313 62,7 44,3
1 314 62,9 44,4
1 315 63,1 43,7
1 316 63,5 46,1
1 317 63,6 40,7
1 318 64,3 49,5
1 319 63,7 27
1 320 63,8 15
1 321 63,6 18,7
1 322 63,4 8,4
1 323 63,2 8,7
1 324 63,3 21,6
1 325 62,9 19,7
1 326 63 22,1
1 327 63,1 20,3
1 328 61,8 19,1
1 329 61,6 17,1
1 330 61 0
1 331 61,2 22
1 332 60,8 40,3
1 333 61,1 34,3
1 334 60,7 16,1
1 335 60,6 16,6
1 336 60,5 18,5
1 337 60,6 29,8
1 338 60,9 19,5
1 339 60,9 22,3
1 340 61,4 35,8
1 341 61,3 42,91 342 61,5 31
1 343 61,3 19,2
1 344 61 9,3
1 345 60,8 44,2
1 346 60,9 55,31988L0077 — EN — 16.02.2000 — 002.001 — 89
▼M3
Time
sNorm. Speed
%Norm. Torque
%
1 347 61,2 56
1 348 60,9 60,1
1 349 60,7 59,1
1 350 60,9 56,8
1 351 60,7 58,1
1 352 59,6 78,4
1 353 59,6 84,6
1 354 59,4 66,6
1 355 59,3 75,5
1 356 58,9 49,6
1 357 59,1 75,8
1 358 59 77,6
1 359 59 67,8
1 360 59 56,7
1 361 58,8 54,2
1 362 58,9 59,6
1 363 58,9 60,8
1 364 59,3 56,1
1 365 58,9 48,5
1 366 59,3 42,9
1 367 59,4 41,4
1 368 59,6 38,9
1 369 59,4 32,9
1 370 59,3 30,6
1 371 59,4 30
1 372 59,4 25,3
1 373 58,8 18,6
1 374 59,1 18
1 375 58,5 10,6
1 376 58,8 10,5
1 377 58,5 8,2
1 378 58,7 13,7
1 379 59,1 7,8
1 380 59,1 6
1 381 59,1 6
1 382 59,4 13,1
1 383 59,7 22,3
1 384 60,7 10,5
1 385 59,8 9,8
1 386 60,2 8,8
1 387 59,9 8,7
1 388 61 9,1
1 389 60,6 28,2
1 390 60,6 22
1 391 59,6 23,2
1 392 59,6 19
1 393 60,6 38,4
1 394 59,8 41,6
1 395 60 47,3
1 396 60,5 55,4
1 397 60,9 58,7
1 398 61,3 37,9
1 399 61,2 38,3
1 400 61,4 58,7
1 401 61,3 51,3
1 402 61,4 71,1
1 403 61,1 51
1 404 61,5 56,6
1 405 61 60,6
1 406 61,1 75,4
1 407 61,4 69,4
1 408 61,6 69,9
1 409 61,7 59,6
1 410 61,8 54,8
1 411 61,6 53,6
1 412 61,3 53,5
1 413 61,3 52,9
1 414 61,2 54,1
1 415 61,3 53,2
1 416 61,2 52,21 417 61,2 52,3
1 418 61 48
1 419 60,9 41,5
1 420 61 32,2
1 421 60,7 221988L0077 — EN — 16.02.2000 — 002.001 — 90
▼M3
Time
sNorm. Speed
%Norm. Torque
%
1 422 60,7 23,3
1 423 60,8 38,8
1 424 61 40,7
1 425 61 30,6
1 426 61,3 62,6
1 427 61,7 55,9
1 428 62,3 43,4
1 429 62,3 37,4
1 430 62,3 35,7
1 431 62,8 34,4
1 432 62,8 31,5
1 433 62,9 31,7
1 434 62,9 29,9
1 435 62,8 29,4
1 436 62,7 28,7
1 437 61,5 14,7
1 438 61,9 17,2
1 439 61,5 6,1
1 440 61 9,9
1 441 60,9 4,8
1 442 60,6 11,1
1 443 60,3 6,9
1 444 60,8 7
1 445 60,2 9,2
1 446 60,5 21,7
1 447 60,2 22,4
1 448 60,7 31,6
1 449 60,9 28,9
1 450 59,6 21,7
1 451 60,2 18
1 452 59,5 16,7
1 453 59,8 15,7
1 454 59,6 15,7
1 455 59,3 15,7
1 456 59 7,5
1 457 58,8 7,1
1 458 58,7 16,5
1 459 59,2 50,7
1 460 59,7 60,2
1 461 60,4 44
1 462 60,2 35,3
1 463 60,4 17,1
1 464 59,9 13,5
1 465 59,9 12,8
1 466 59,6 14,8
1 467 59,4 15,9
1 468 59,4 22
1 469 60,4 38,4
1 470 59,5 38,8
1 471 59,3 31,9
1 472 60,9 40,8
1 473 60,7 39
1 474 60,9 30,1
1 475 61 29,3
1 476 60,6 28,4
1 477 60,9 36,3
1 478 60,8 30,5
1 479 60,7 26,7
1 480 60,1 4,7
1 481 59,9 0
1 482 60,4 36,2
1 483 60,7 32,5
1 484 59,9 3,1
1 485 59,7 ‘m’
1 486 59,5 ‘m’
1 487 59,2 ‘m’
1 488 58,8 0,6
1 489 58,7 ‘m’
1 490 58,7 ‘m’
1 491 57,9 ‘m’1 492 58,2 ‘m’
1 493 57,6 ‘m’
1 494 58,3 9,5
1 495 57,2 6
1 496 57,4 27,31988L0077 — EN — 16.02.2000 — 002.001 — 91
▼M3
Time
sNorm. Speed
%Norm. Torque
%
1 497 58,3 59,9
1 498 58,3 7,3
1 499 58,8 21,7
1 500 58,8 38,9
1 501 59,4 26,2
1 502 59,1 25,5
1 503 59,1 26
1 504 59 39,1
1 505 59,5 52,3
1 506 59,4 31
1 507 59,4 27
1 508 59,4 29,8
1 509 59,4 23,1
1 510 58,9 16
1 511 59 31,5
1 512 58,8 25,9
1 513 58,9 40,2
1 514 58,8 28,4
1 515 58,9 38,9
1 516 59,1 35,3
1 517 58,8 30,3
1 518 59 19
1 519 58,7 3
1 520 57,9 0
1 521 58 2,4
1 522 57,1 ‘m’
1 523 56,7 ‘m’
1 524 56,7 5,3
1 525 56,6 2,1
1 526 56,8 ‘m’
1 527 56,3 ‘m’
1 528 56,3 ‘m’
1 529 56 ‘m’
1 530 56,7 ‘m’
1 531 56,6 3,8
1 532 56,9 ‘m’
1 533 56,9 ‘m’
1 534 57,4 ‘m’
1 535 57,4 ‘m’
1 536 58,3 13,9
1 537 58,5 ‘m’
1 538 59,1 ‘m’
1 539 59,4 ‘m’
1 540 59,6 ‘m’
1 541 59,5 ‘m’
1 542 59,6 0,5
1 543 59,3 9,2
1 544 59,4 11,2
1 545 59,1 26,8
1 546 59 11,7
1 547 58,8 6,4
1 548 58,7 5
1 549 57,5 ‘m’
1 550 57,4 ‘m’
1 551 57,1 1,1
1 552 57,1 0
1 553 57 4,5
1 554 57,1 3,7
1 555 57,3 3,3
1 556 57,3 16,8
1 557 58,2 29,3
1 558 58,7 12,5
1 559 58,3 12,2
1 560 58,6 12,7
1 561 59 13,6
1 562 59,8 21,9
1 563 59,3 20,9
1 564 59,7 19,2
1 565 60,1 15,9
1 566 60,7 16,71 567 60,7 18,1
1 568 60,7 40,6
1 569 60,7 59,7
1 570 61,1 66,8
1 571 61,1 58,81988L0077 — EN — 16.02.2000 — 002.001 — 92
▼M3
Time
sNorm. Speed
%Norm. Torque
%
1 572 60,8 64,7
1 573 60,1 63,6
1 574 60,7 83,2
1 575 60,4 82,2
1 576 60 80,5
1 577 59,9 78,7
1 578 60,8 67,9
1 579 60,4 57,7
1 580 60,2 60,6
1 581 59,6 72,7
1 582 59,9 73,6
1 583 59,8 74,1
1 584 59,6 84,6
1 585 59,4 76,1
1 586 60,1 76,9
1 587 59,5 84,6
1 588 59,8 77,5
1 589 60,6 67,9
1 590 59,3 47,3
1 591 59,3 43,1
1 592 59,4 38,3
1 593 58,7 38,2
1 594 58,8 39,2
1 595 59,1 67,9
1 596 59,7 60,5
1 597 59,5 32,9
1 598 59,6 20
1 599 59,6 34,4
1 600 59,4 23,9
1 601 59,6 15,7
1 602 59,9 41
1 603 60,5 26,3
1 604 59,6 14
1 605 59,7 21,2
1 606 60,9 19,6
1 607 60,1 34,3
1 608 59,9 27
1 609 60,8 25,6
1 610 60,6 26,3
1 611 60,9 26,1
1 612 61,1 38
1 613 61,2 31,6
1 614 61,4 30,6
1 615 61,7 29,6
1 616 61,5 28,8
1 617 61,7 27,8
1 618 62,2 20,3
1 619 61,4 19,6
1 620 61,8 19,7
1 621 61,8 18,7
1 622 61,6 17,7
1 623 61,7 8,7
1 624 61,7 1,4
1 625 61,7 5,9
1 626 61,2 8,1
1 627 61,9 45,8
1 628 61,4 31,5
1 629 61,7 22,3
1 630 62,4 21,7
1 631 62,8 21,9
1 632 62,2 22,2
1 633 62,5 31
1 634 62,3 31,3
1 635 62,6 31,7
1 636 62,3 22,8
1 637 62,7 12,6
1 638 62,2 15,2
1 639 61,9 32,6
1 640 62,5 23,1
1 641 61,7 19,41 642 61,7 10,8
1 643 61,6 10,2
1 644 61,4 ‘m’
1 645 60,8 ‘m’
1 646 60,7 ‘m’1988L0077 — EN — 16.02.2000 — 002.001 — 93
▼M3
Time
sNorm. Speed
%Norm. Torque
%
1 647 61 12,4
1 648 60,4 5,3
1 649 61 13,1
1 650 60,7 29,6
1 651 60,5 28,9
1 652 60,8 27,1
1 653 61,2 27,3
1 654 60,9 20,6
1 655 61,1 13,9
1 656 60,7 13,4
1 657 61,3 26,1
1 658 60,9 23,7
1 659 61,4 32,1
1 660 61,7 33,5
1 661 61,8 34,1
1 662 61,7 17
1 663 61,7 2,5
1 664 61,5 5,9
1 665 61,3 14,9
1 666 61,5 17,2
1 667 61,1 ‘m’
1 668 61,4 ‘m’
1 669 61,4 8,8
1 670 61,3 8,8
1 671 61 18
1 672 61,5 13
1 673 61 3,7
1 674 60,9 3,1
1 675 60,9 4,7
1 676 60,6 4,1
1 677 60,6 6,7
1 678 60,6 12,8
1 679 60,7 11,9
1 680 60,6 12,4
1 681 60,1 12,4
1 682 60,5 12
1 683 60,4 11,8
1 684 59,9 12,4
1 685 59,6 12,4
1 686 59,6 9,1
1 687 59,9 0
1 688 59,9 20,4
1 689 59,8 4,4
1 690 59,4 3,1
1 691 59,5 26,3
1 692 59,6 20,1
1 693 59,4 35
1 694 60,9 22,1
1 695 60,5 12,2
1 696 60,1 11
1 697 60,1 8,2
1 698 60,5 6,7
1 699 60 5,1
1 700 60 5,1
1 701 60 9
1 702 60,1 5,7
1 703 59,9 8,5
1 704 59,4 6
1 705 59,5 5,5
1 706 59,5 14,2
1 707 59,5 6,2
1 708 59,4 10,3
1 709 59,6 13,8
1 710 59,5 13,9
1 711 60,1 18,9
1 712 59,4 13,1
1 713 59,8 5,4
1 714 59,9 2,9
1 715 60,1 7,1
1 716 59,6 121 717 59,6 4,9
1 718 59,4 22,7
1 719 59,6 22
1 720 60,1 17,4
1 721 60,2 16,61988L0077 — EN — 16.02.2000 — 002.001 — 94
▼M3
Time
sNorm. Speed
%Norm. Torque
%
1 722 59,4 28,6
1 723 60,3 22,4
1 724 59,9 20
1 725 60,2 18,6
1 726 60,3 11,9
1 727 60,4 11,6
1 728 60,6 10,6
1 729 60,8 16
1 730 60,9 17
1 731 60,9 16,1
1 732 60,7 11,4
1 733 60,9 11,3
1 734 61,1 11,2
1 735 61,1 25,6
1 736 61 14,6
1 737 61 10,4
1 738 60,6 ‘m’
1 739 60,9 ‘m’
1 740 60,8 4,8
1 741 59,9 ‘m’
1 742 59,8 ‘m’
1 743 59,1 ‘m’
1 744 58,8 ‘m’
1 745 58,8 ‘m’
1 746 58,2 ‘m’
1 747 58,5 14,3
1 748 57,5 4,4
1 749 57,9 0
1 750 57,8 20,9
1 751 58,3 9,2
1 752 57,8 8,2
1 753 57,5 15,3
1 754 58,4 38
1 755 58,1 15,4
1 756 58,8 11,8
1 757 58,3 8,1
1 758 58,3 5,5
1 759 59 4,1
1 760 58,2 4,9
1 761 57,9 10,1
1 762 58,5 7,5
1 763 57,4 7
1 764 58,2 6,7
1 765 58,2 6,6
1 766 57,3 17,3
1 767 58 11,4
1 768 57,5 47,4
1 769 57,4 28,8
1 770 58,8 24,3
1 771 57,7 25,5
1 772 58,4 35,5
1 773 58,4 29,3
1 774 59 33,8
1 775 59 18,7
1 776 58,8 9,8
1 777 58,8 23,9
1 778 59,1 48,2
1 779 59,4 37,2
1 780 59,6 29,1
1 781 50 25
1 782 40 20
1 783 30 15
1 784 20 10
1 785 10 5
1 786 0 0
1 787 0 0
1 788 0 0
1 789 0 0
1 790 0 0
1 791 0 01 792 0 0
1 793 0 0
1 794 0 0
1 795 0 0
1 796 0 01988L0077 — EN — 16.02.2000 — 002.001 — 95
▼M3
Time
sNorm. Speed
%Norm. Torque
%
1 797 0 0
1 798 0 0
1 799 0 0
1 800 0 0
‘m’ = motoring.1988L0077 — EN — 16.02.2000 — 002.001 — 96
▼M3
A graphical display of the ETC dynamometer schedule is shown in Figure 5.
Figure 5
ETCdynamometerschedule
1988L0077 — EN — 16.02.2000 — 002.001 — 97
▼M3
Appendix 4
MEASUREMENT AND SAMPLING PROCEDURES
1. INTRODUCTION
Gaseous components, particulates, and smoke emitted by the engine
submitted for testing shall be measured by the methods described in
Annex V. The respective sections of Annex V describe the recom-
mended analytical systems for the gaseous emissions (section 1), the
recommended particulate dilution and sampling systems (section 2),
and the recommended opacimeters for smoke measurement (section 3).
For the ESC, the gaseous components shall be determined in the raw
exhaust gas. Optionally, they may be determined in the diluted exhaust
gas, if a full flow dilution system is used for particulate determination.
Particulates shall be determined with either a partial flow or a full flow
dilution system.
For the ETC, only a full flow dilution system shall be used for deter-
mining gaseous and particulate emissions, and is considered the
reference system. However, partial flow dilution systems may be
approved by the Technical Service, if their equivalency according to
section 6.2 to Annex I is proven, and if a detailed description of the
data evaluation and calculation procedures is submitted to the Technical
Service.
2. DYNAMOMETER AND TEST CELL EQUIPMENT
The following equipment shall be used for emission tests of engines on
engine dynamometers.
2.1.Enginedynamometer
An engine dynamometer shall be used with adequate characteristics to
perform the test cycles described in Appendices 1 and 2 to this Annex.
The speed measuring system shall have an accuracy of ± 2 % of
reading. The torque measuring system shall have an accuracy of ± 3 %
of reading in the range > 20 % of full scale, and an accuracy of ± 0,6 %
of full scale in the range ≤20 % of full scale.
2.2.Otherinstruments
Measuring instruments for fuel consumption, air consumption, tempera-
ture of coolant and lubricant, exhaust gas pressure and intake manifold
depression, exhaust gas temperature, air intake temperature, atmo-
spheric pressure, humidity and fuel temperature shall be used, as
required. These instruments shall satisfy the requirements given in table
8:
Table 8
Accuracy of Measuring Instruments
Measuring Instrument Accuracy
Fuel Consumption ± 2 % of Engine's Maximum Value
Air Consumption ± 2 % of Engine's Maximum Value
Temperatures ≤600 K (327 ºC) ± 2 K Absolute
Temperatures > 600 K (327 ºC) ± 1 % of Reading
Atmospheric Pressure ± 0,1 kPa Absolute
Exhaust Gas Pressure ± 0,2 kPa Absolute
Intake Depression ± 0,05 kPa Absolute
Other Pressures ± 0,1 kPa Absolute
Relative Humidity ± 3 % Absolute
Absolute Humidity ± 5 % of Reading1988L0077 — EN — 16.02.2000 — 002.001 — 98
▼M3
2.3.ExhaustGasFlow
For calculation of the emissions in the raw exhaust, it is necessary to
know the exhaust gas flow (see section 4.4 of Appendix 1). For the
determination of the exhaust flow either of the following methods may
be used:
a) Direct measurement of the exhaust flow by flow nozzle or equiva-
lent metering system;
b) Measurement of the air flow and the fuel flow by suitable metering
systems and calculation of the exhaust flow by the following equa-
tion:
GEXHW=GAIRW+GFUEL(for wet exhaust mass)
The accuracy of exhaust flow determination shall be ± 2,5 % of reading
or better.
2.4.Dilutedexhaustgasflow
For calculation of the emissions in the diluted exhaust using a full flow
dilution system (mandatory for the ETC), it is necessary to know the
diluted exhaust gas flow (see section 4.3 of Appendix 2). The total
mass flow rate of the diluted exhaust (GTOTW) or the total mass of the
diluted exhaust gas over the cycle (MTOTW) shall be measured with a
PDP or CFV (Annex V, section 2.3.1). The accuracy shall be ± 2 %
of reading or better, and shall be determined according to the provisions
of Annex III, Appendix 5, section 2.4.
3. DETERMINATION OF THE GASEOUS COMPONENTS
3.1.Generalanalyserspecifications
The analysers shall have a measuring range appropriate for the accuracy
required to measure the concentrations of the exhaust gas components
(section 3.1.1). It is recommended that the analysers be operated such
that the measured concentration falls between 15 % and 100 % of full
scale.
If read-out systems (computers, data loggers) can provide sufficient
accuracy and resolution below 15 % of full scale, measurements below
15 % of full scale are also acceptable. In this case, additional calibra-
tions of at least 4 non-zero nominally equally spaced points are to be
made to ensure the accuracy of the calibration curves according to
Annex III, Appendix 5, section 1.5.5.2.
The electromagnetic compatibility (EMC) of the equipment shall be on
a level as to minimise additional errors.
3.1.1. Measurement Error
The total measurement error, including the cross sensitivity to other
gases (see Annex III, Appendix 5, section 1.9), shall not exceed ± 5 %
of the reading or ± 3,5 % of full scale, whichever is smaller. For
concentrations of less than 100 ppm the measurement error shall not
exceed ± 4 ppm.
3.1.2. Repeatability
The repeatability, defined as 2,5 times the standard deviation of 10
repetitive responses to a given calibration or span gas, has to be not
greater than ± 1 % of full scale concentration for each range used above
155 ppm (or ppmC) or ± 2 % of eachrange used below 155 ppm (or
ppmC).
3.1.3. Noise
The analyser peak-to-peak response to zero and calibration or span
gases over any 10 seconds period shall not exceed 2 % of full scale
on all ranges used.
3.1.4. Zero Drift
The zero drift during a one hour period shall be less than 2 % of full
scale on the lowest range used. The zero response is defined as the
mean response, including noise, to a zero gas during a 30 seconds
time interval.1988L0077 — EN — 16.02.2000 — 002.001 — 99
▼M3
3.1.5. Span Drift
The span drift during a one hour period shall be less than 2 % of full
scale on the lowest range used. Span is defined as the difference
between the span response and the zero response. The span response is
defined as the mean response, including noise, to a span gas during a
30 seconds time interval.
3.2.GasDrying
The optional gas drying device must have a minimal effect on the
concentration of the measured gases. Chemical dryers are not an accep-
table method of removing water from the sample.
3.3.Analysers
Sections 3.3.1 to 3.3.4 describe the measurement principles to be used.
A detailed description of the measurement systems is given in Annex
V. The gases to be measured shall be analysed with the following
instruments. For non-linear analysers, the use of linearising circuits is
permitted.
3.3.1. Carbon Monoxide (CO) Analysis
The carbon monoxide analyser shall be of the Non-Dispersive InfraRed
(NDIR) absorption type.
3.3.2. Carbon Dioxide (CO2) Analysis
The carbon dioxide analyser shall be of the Non-Dispersive InfraRed
(NDIR) absorption type.
3.3.3. Hydrocarbon (HC) analysis
For diesel and LPG fuelled gas engines, the hydrocarbon analyser shall
be of the Heated Flame Ionisation Detector (HFID) type with detector,
valves, pipework, etc. heated so as to maintain a gas temperature of
463K ± 10K (190 ± 10 ºC). For NG fuelled gas engines, the hydro-
carbon analyser may be of the non heated Flame Ionisation Detector
(FID) type depending upon the method used (see Annex V, section 1.3).
3.3.4. Non-Methane Hydrocarbon (NMHC) Analysis (NG Fuelled Gas
Engines Only)
Non-methane hydrocarbons shall be determined by either of the
following methods:
3.3.4.1. Gas Chromatographic (GC) Method
Non-methane hydrocarbons shall be determined by subtraction of the
methane analysed with a Gas Chromatograph (GC) conditioned at 423
K (150 ºC) from the hydrocarbons measured according to section 3.3.3.
3.3.4.2. Non-Methane Cutter (NMC) Method
The determination of the non-methane fraction shall be performed with
a heated NMC operated in line with an FID as per section 3.3.3 by
subtraction of the methane from the hydrocarbons.
3.3.5. Oxides of Nitrogen (NOx) Analysis
The oxides of nitrogen analyser shall be of the ChemiLuminescent
Detector (CLD) or Heated ChemiLuminescent Detector (HCLD) type
witha NO2/NO converter, if measured on a dry basis. If measured on
a wet basis, a HCLD withconverter maintained above 328 K (55 ºC)
shall be used, provided the water quench check (see Annex III,
Appendix 5, section 1.9.2.2) is satisfied.
3.4.SamplingofGaseousEmissions
3.4.1. Raw Exhaust Gas (ESC only)
The gaseous emissions sampling probes must be fitted at least 0,5 m or
3 times the diameter of the exhaust pipe-whichever is the larger-
upstream of the exit of the exhaust gas system as far as applicable and
sufficiently close to the engine as to ensure an exhaust gas temperature
of at least 343 K (70 ºC) at the probe.
In the case of a multi-cylinder engine with a branched exhaust mani-
fold, the inlet of the probe shall be located sufficiently far downstream
so as to ensure that the sample is representative of the average exhaust
emissions from all cylinders. In multi-cylinder engines having distinct
groups of manifolds, suchas in a ‘Vee’ engine configuration, it is1988L0077 — EN — 16.02.2000 — 002.001 — 100
▼M3
permissible to acquire a sample from eachgroup individually and
calculate an average exhaust emission. Other methods which have
been shown to correlate with the above methods may be used. For
exhaust emission calculation the total exhaust mass flow must be used.
If the engine is equipped with an exhaust aftertreatment system, the
exhaust sample shall be taken downstream of the exhaust aftertreatment
system.
3.4.2. Diluted Exhaust Gas (mandatoryfor ETC, optional for ESC)
The exhaust pipe between the engine and the full flow dilution system
shall conform to the requirements of Annex V, section 2.3.1, EP.
The gaseous emissions sample probe(s) shall be installed in the dilution
tunnel at a point where the dilution air and exhaust gas are well mixed,
and in close proximity to the particulates sampling probe.
For the ETC, sampling can generally be done in two ways:
— the pollutants are sampled into a sampling bag over the cycle and
measured after completion of the test;
— the pollutants are sampled continuously and integrated over the
cycle; this method is mandatory for HC and NOx.
4. DETERMINATION OF THE PARTICULATES
The determination of the particulates requires a dilution system. Dilu-
tion may be accomplished by a partial flow dilution system (ESC
only) or a full flow dilution system (mandatory for ETC). The flow
capacity of the dilution system shall be large enough to completely
eliminate water condensation in the dilution and sampling systems,
and maintain the temperature of the diluted exhaust gas at or below
325K (52 ºC) immediately upstream of the filter holders. Dehumidi-
fying the dilution air before entering the dilution system is permitted,
and especially useful if dilution air humidity is high. The temperature
of the dilution air shall be 298 K ± 5 K (25 ºC ± 5 ºC). If the ambient
temperature is below 293K (20 ºC), dilution air pre-heating above the
upper temperature limit of 303K (30 ºC) is recommended. However,
the dilution air temperature must not exceed 325 K (52 ºC) prior to
the introduction of the exhaust in the dilution tunnel.
The partial flow dilution system has to be designed to split the exhaust
stream into two fractions, the smaller one being diluted with air and
subsequently used for particulate measurement. For this it is essential
that the dilution ratio be determined very accurately. Different splitting
methods can be applied, whereby the type of splitting used dictates to a
significant degree the sampling hardware and procedures to be used
(Annex V, section 2.2). The particulate sampling probe shall be
installed in close proximity to the gaseous emissions sampling probe,
and the installation shall comply with the provisions of section 3.4.1.
To determine the mass of the particulates, a particulate sampling
system, particulate sampling filters, a microgram balance, and a
temperature and humidity controlled weighing chamber, are required.
For particulate sampling, the single filter method shall be applied which
uses one pair of filters (see section 4.1.3) for the whole test cycle. For
the ESC, considerable attention must be paid to sampling times and
flows during the sampling phase of the test.
4.1.Particulate SamplingFilters
4.1.1. Filter Specification
Fluorocarbon coated glass fibre filters or fluorocarbon based membrane
filters are required. All filter types shall have a 0,3 µm DOP (di-
octylphthalate) collection efficiency of at least 95 % at a gas face velo-
city between 35 and 80 cm/s.
4.1.2. Filter Size
Particulate filters must have a minimum diameter of 47 mm (37 mm
stain diameter). Larger diameter filters are acceptable (section 4.1.5).
4.1.3. Primaryand Back-up Filters
The diluted exhaust shall be sampled by a pair of filters placed in series
(one primary and one back-up filter) during the test sequence. The
back-up filter shall be located no more than 100 mm downstream of,
and shall not be in contact with the primary filter. The filters may be1988L0077 — EN — 16.02.2000 — 002.001 — 101
▼M3
weighed separately or as a pair with the filters placed stain side to stain
side.
4.1.4. Filter Face Velocity
A gas face velocity through the filter of 35 to 80 cm/s shall be
achieved. The pressure drop increase between the beginning and the
end of the test shall be no more than 25 kPa.
4.1.5. Filter Loading
The recommended minimum filter loading shall be 0,5 mg/1 075 mm2
stain area. For the most common filter sizes the values are shown in
Table 9.
Table 9
Recommended Filter Loadings
Filter Diameter
(mm)Recommended Stain
(mm)Recommended
Minimum
loading (mg)
47 37 0,5
70 60 1,3
90 80 2,3
110 100 3,6
4.2.WeighingChamberandAnalyticalBalanceSpecifications
4.2.1. Weighing Chamber Conditions
The temperature of the chamber (or room) in which the particulate
filters are conditioned and weighed shall be maintained to within
295K ± 3 K (22 ºC ± 3 ºC) during all filter conditioning and weighing.
The humidity shall be maintained to a dewpoint of 282,5K ± 3 K (9,5 ºC
± 3 ºC) and a relative humidity of 45 % ± 8 %.
4.2.2. Reference Filter Weighing
The chamber (or room) environment shall be free of any ambient
contaminants (such as dust) that would settle on the particulate filters
during their stabilisation. Disturbances to weighing room specifications
as outlined in section 4.2.1 will be allowed if the duration of the distur-
bances does not exceed 30 minutes. The weighing room should meet
the required specifications prior to personal entrance into the weighing
room. At least two unused reference filters or reference filter pairs shall
be weighed within 4 hours of, but preferably at the same time as the
sample filter (pair) weighings. They shall be the same size and material
as the sample filters.
If the average weight of the reference filters (reference filter pairs)
changes between sample filter weighings by more than ± 5 % (± 7,5 %
for the filter pair respectively) of the recommended minimum filter
loading (section 4.1.5.), then all sample filters shall be discarded and
the emissions test repeated.
If the weighing room stability criteria outlined in section 4.2.1 is not
met, but the reference filter (pair) weighings meet the above criteria,
the engine manufacturer has the option of accepting the sample filter
weights or voiding the tests, fixing the weighing room control system
and rerunning the test.
4.2.3. Analytical Balance
The analytical balance used to determine the weights of all filters shall
have a precision (standard deviation) of 20 µg and a resolution of 10 µg
(1 digit = 10 µg). For filters less than 70 mm diameter, the precision
and resolution shall be 2 µg and 1 µg, respectively.
4.3.AdditionalSpecificationsforParticulate Measurement
All parts of the dilution system and the sampling system from the
exhaust pipe up to the filter holder, which are in contact with raw and
diluted exhaust gas, must be designed to minimise deposition or altera-
tion of the particulates. All parts must be made of electrically
conductive materials that do not react with exhaust gas components,
and must be electrically grounded to prevent electrostatic effects.1988L0077 — EN — 16.02.2000 — 002.001 — 102
▼M3
5. DETERMINATION OF SMOKE
This section provides specifications for the required and optional test
equipment to be used for the ELR test. The smoke shall be measured
with an opacimeter having an opacity and a light absorption coefficient
readout mode. The opacity readout mode shall only be used for calibra-
tion and checking of the opacimeter. The smoke values of the test cycle
shall be measured in the light absorption coefficient readout mode.
5.1.GeneralRequirements
The ELR requires the use of a smoke measurement and data processing
system which includes three functional units. These units may be inte-
grated into a single component or provided as a system of
interconnected components. The three functional units are:
— An opacimeter meeting the specifications of Annex V, section 3.
— A data processing unit capable of performing the functions
described in Annex III, Appendix 1, section 6.
— A printer and/or electronic storage medium to record and output the
required smoke values specified in Annex III, Appendix 1, section
6.3.
5.2.SpecificRequirements
5.2.1. Linearity
The linearity shall be within ± 2 % opacity.
5.2.2. Zero Drift
The zero drift during a one hour period shall not exceed ± 1 % opacity.
5.2.3. Opacimeter Displayand Range
For display in opacity, the range shall be 0-100 % opacity, and the
readability 0,1 % opacity. For display in light absorption coefficient,
the range shall be 0-30 m−1light absorption coefficient, and the read-
ability 0,01 m−1light absorption coefficient.
5.2.4. Instrument Response Time
The physical response time of the opacimeter shall not exceed 0,2 s.
The physical response time is the difference between the times when
the output of a rapid response receiver reaches 10 and 90 % of the
full deviation when the opacity of the gas being measured is changed
in less than 0,1 s.
The electrical response time of the opacimeter shall not exceed 0,05 s.
The electrical response time is the difference between the times when
the opacimeter output reaches 10 and 90 % of the full scale when the
light source is interrupted or completely extinguished in less than 0,01 s.
5.2.5. Neutral DensityFilters
Any neutral density filter used in conjunction withopacimeter calibra-
tion, linearity measurements, or setting span shall have its value known
to within 1,0 % opacity. The filter's nominal value must be checked for
accuracy at least yearly using a reference traceable to a national or
international standard.
Neutral density filters are precision devices and can easily be damaged
during use. Handling should be minimised and, when required, should
be done with care to avoid scratching or soiling of the filter.1988L0077 — EN — 16.02.2000 — 002.001 — 103
▼M3
Appendix 5
CALIBRATION PROCEDURE
1. CALIBRATION OF THE ANALYTICAL INSTRUMENTS
1.1.Introduction
Each analyser shall be calibrated as often as necessary to fulfil the
accuracy requirements of this Directive. The calibration method thatshall be used is described in this section for the analysers indicated in
Annex III, Appendix 4, section 3 and Annex V, section 1.
1.2.CalibrationGases
The shelf life of all calibration gases must be respected.The expiration date of the calibration gases stated by the manufacturer
shall be recorded.
1.2.1. Pure Gases
The required purity of the gases is defined by the contamination limits
given below. The following gases must be available for operation:
Purified nitrogen
(Contamination ≤1 ppm C1, ≤1 ppm CO, ≤400 ppm CO
2,
≤0,1 ppm NO)
Purified oxygen
(Purity > 99,5 % vol O2)
Hydrogen-helium mixture
(40 ± 2 % hydrogen, balance helium)
(Contamination ≤1 ppm C1, ≤400 ppm CO2)
Purified synthetic air
(Contamination ≤1 ppm C1, ≤1 ppm CO, ≤400 ppm CO2,
≤0,1 ppm NO)
(Oxygen content between 18-21 % vol.)
Purified propane or CO for the CVS verification
1.2.2. Calibration and Span Gases
Mixtures of gases having the following chemical compositions shall be
available:
C3H8and purified synthetic air (see section 1.2.1);
CO and purified nitrogen;NO
xand purified nitrogen (the amount of NO2contained in this calibra-
tion gas must not exceed 5 % of the NO content);
CO2and purified nitrogen
CH4and purified synthetic air
C2H6and purified synthetic air
Note:Other gas combinations are allowed provided the gases do not
react withone anoth er.
The true concentration of a calibration and span gas must be within
± 2 % of the nominal value. All concentrations of calibration gas shall
be given on a volume basis (volume percent or volume ppm).
The gases used for calibration and span may also be obtained by means
of a gas divider, diluting withpurified N2or withpurified synth etic air.
The accuracy of the mixing device must be such that the concentration
of the diluted calibration gases may be determined to within ± 2 %.
1.3.OperatingProcedure forAnalysersandSamplingSystem
The operating procedure for analysers shall follow the start-up and
operating instructions of the instrument manufacturer. The minimum
requirements given in sections 1.4 to 1.9 shall be included.1988L0077 — EN — 16.02.2000 — 002.001 — 104
▼M3
1.4.Leakagetest
A system leakage test shall be performed. The probe shall be discon-
nected from the exhaust system and the end plugged. The analyser
pump shall be switched on. After an initial stabilisation period all flow
meters should read zero. If not, the sampling lines shall be checked and
the fault corrected.
The maximum allowable leakage rate on the vacuum side shall be 0,5 %
of the in-use flow rate for the portion of the system being checked. The
analyser flows and bypass flows may be used to estimate the in-use
flow rates.
Another method is the introduction of a concentration step change at
the beginning of the sampling line by switching from zero to span gas.
If after an adequate period of time the reading shows a lower concen-
tration compared to the introduced concentration, this points to
calibration or leakage problems.
1.5.CalibrationProcedure
1.5.1. Instrument Assembly
The instrument assembly shall be calibrated and calibration curves
checked against standard gases. The same gas flow rates shall be used
as when sampling exhaust.
1.5.2. Warming-up Time
The warming-up time should be according to the recommendations of
the manufacturer. If not specified, a minimum of two hours is recom-
mended for warming up the analysers.
1.5.3. NDIR and HFID Analyser
The NDIR analyser shall be tuned, as necessary, and the combustion
flame of the HFID analyser shall be optimised (section 1.8.1).
1.5.4. Calibration
Eachnormally used operating range sh all be calibrated.
Using purified synthetic air (or nitrogen), the CO, CO2,N Oxand HC
analysers shall be set at zero.
The appropriate calibration gases shall be introduced to the analysers,
the values recorded, and the calibration curve established according to
section 1.5.5.
The zero setting shall be rechecked and the calibration procedure
repeated, if necessary.
1.5.5. Establishment of the Calibration Curve
1.5.5.1. General Guidelines
The analyser calibration curve shall be established by at least five cali-
bration points (excluding zero) spaced as uniformly as possible. The
highest nominal concentration must be equal to or higher than 90 % of
full scale.
The calibration curve shall be calculated by the method of least squares.
If the resulting polynomial degree is greater than 3, the number of cali-
bration points (zero included) must be at least equal to this polynomial
degree plus 2.
The calibration curve must not differ by more than ± 2 % from the
nominal value of eachcalibration point and by more th an ± 1 % of
full scale at zero.
From the calibration curve and the calibration points, it is possible to
verify that the calibration has been carried out correctly. The different
characteristic parameters of the analyser must be indicated, particularly:
— the measuring range;
— the sensitivity;
— the date of carrying out the calibration.
1.5.5.2. Calibration below 15 % of Full Scale
The analyser calibration curve shall be established by at least 4 addi-
tional calibration points (excluding zero) spaced nominally equally
below 15 % of full scale.
The calibration curve is calculated by the method of least squares.1988L0077 — EN — 16.02.2000 — 002.001 — 105
▼M3
The calibration curve must not differ by more than ± 4 % from the
nominal value of eachcalibration point and by more th an ± 1 % of
full scale at zero.
1.5.5.3. Alternative Methods
If it can be shown that alternative technology (e.g. computer, electroni-
cally controlled range switch, etc.) can give equivalent accuracy, then
these alternatives may be used.
1.6.VerificationoftheCalibration
Each normally used operating range shall be checked prior to each
analysis in accordance withth e following procedure.
The calibration shall be checked by using a zero gas and a span gas
whose nominal value is more than 80 % of full scale of the measuring
range.
If, for the two points considered, the value found does not differ by
more than ± 4 % of full scale from the declared reference value, the
adjustment parameters may be modified. Should this not be the case, a
new calibration curve shall be established in accordance with section
1.5.5.
1.7.Efficiency testoftheNOxConverter
The efficiency of the converter used for the conversion of NO2into NO
shall be tested as given in sections 1.7.1 to 1.7.8 (Figure 6).
1.7.1. Test Set-up
Using the test set-up as shown in Figure 6 (see also Annex III,
Appendix 4, section 3.3.5) and the procedure below, the efficiency of
converters can be tested by means of an ozonator.
1.7.2. Calibration
The CLD and the HCLD shall be calibrated in the most common oper-
ating range following the manufacturer's specifications using zero and
span gas (the NO content of which must amount to about 80 % of the
operating range and the NO2concentration of the gas mixture to less
than 5 % of the NO concentration). The NOxanalyser must be in the
NO mode so that the span gas does not pass through the converter.
The indicated concentration has to be recorded.
1.7.3. Calculation
The efficiency of the NOxconverter is calculated as follows:
Efficiency % ðÞ ¼1þa/C0b
c/C0d/C18/C19
/C3100
where,
ai st heN Oxconcentration according to section 1.7.6
bi st heN Oxconcentration according to section 1.7.7
c is the NO concentration according to section 1.7.4
d is the NO concentration according to section 1.7.5
1.7.4. Adding of Oxygen
Via a T-fitting, oxygen or zero air is added continuously to the gas flow
until the concentration indicated is about 20 % less than the indicated
calibration concentration given in section 1.7.2 ( The analyser is in the
NO mode ). The indicated concentration c shall be recorded. The
ozonator is kept deactivated throughout the process.
1.7.5. Activation of the Ozonator
The ozonator is now activated to generate enough ozone to bring the
NO concentration down to about 20 % (minimum 10 %) of the calibra-
tion concentration given in section 1.7.2. The indicated concentration d
shall be recorded ( The analyser is in the NO mode ).
1.7.6. NOxMode
The NO analyser is then switched to the NOxmode so that the gas
mixture (consisting of NO, NO2,O2and N2) now passes through the
converter. The indicated concentration a shall be recorded. ( The
analyser is in the NOxmode).1988L0077 — EN — 16.02.2000 — 002.001 — 106
▼M3
1.7.7. Deactivation of the Ozonator
The ozonator is now deactivated. The mixture of gases described in
section 1.7.6 passes through the converter into the detector. The indi-
cated concentration b shall be recorded. ( The analyser is in the NOxmode).
1.7.8. NO Mode
Switched to NO mode with the ozonator deactivated, the flow of
oxygen or synthetic air is also shut off. The NOxreading of the analyser
shall not deviate by more than ± 5 % from the value measured
according to section 1.7.2. ( The analyser is in the NO mode ).
1.7.9. Test Interval
The efficiency of the converter must be tested prior to each calibration
of the NOxanalyser.
1.7.10. EfficiencyRequirement
The efficiency of the converter shall not be less than 90 %, but a higher
efficiency of 95 % is strongly recommended.
Note:If, with the analyser in the most common range, the ozonator
cannot give a reduction from 80 % to 20 % according to section
1.7.5, then the highest range which will give the reduction shall
be used.
Figure 6
SchematicofNOxconverter efficiency device
1.8.AdjustmentoftheFID
1.8.1. Optimisation of the Detector Response
The FID must be adjusted as specified by the instrument manufacturer.
A propane in air span gas should be used to optimise the response on
the most common operating range.
With the fuel and air flow rates set at the manufacturer's recommenda-
tions, a 350 ± 75 ppm C span gas shall be introduced to the analyser.
The response at a given fuel flow shall be determined from the differ-
ence between the span gas response and the zero gas response. The fuel
flow shall be incrementally adjusted above and below the manufac-
turer's specification. The span and zero response at these fuel flows
shall be recorded. The difference between the span and zero response
shall be plotted and the fuel flow adjusted to the rich side of the curve.
1.8.2. Hydrocarbon Response Factors
The analyser shall be calibrated using propane in air and purified
synthetic air, according to section 1.5.1988L0077 — EN — 16.02.2000 — 002.001 — 107
▼M3
Response factors shall be determined when introducing an analyser into
service and after major service intervals. The response factor (Rf) for a
particular hydrocarbon species is the ratio of the FID C1 reading to the
gas concentration in the cylinder expressed by ppm C1.
The concentration of the test gas must be at a level to give a response
of approximately 80 % of full scale. The concentration must be known
to an accuracy of ± 2 % in reference to a gravimetric standard
expressed in volume. In addition, the gas cylinder must be precondi-
tioned for 24 hours at a temperature of 298 K ± 5 K (25 ºC ± 5 ºC).
The test gases to be used and the recommended relative response factor
ranges are as follows:
Methane and purified synthetic air 1,00 ≤Rf≤1,15
Propylene and purified synthetic air 0,90 ≤Rf≤1,10
Toluene and purified synthetic air 0,90 ≤Rf≤1,10
These values are relative to the response factor (Rf) of 1,00 for propane
and purified synthetic air.
1.8.3. Oxygen Interference Check
The oxygen interference check shall be determined when introducing an
analyser into service and after major service intervals.
The response factor is defined and shall be determined as described in
section 1.8.2. The test gas to be used and the recommended relative
response factor range are as follows:
Propane and nitrogen 0,95 ≤Rf≤1,05
This value is relative to the response factor (Rf) of 1,00 for propane and
purified synthetic air.
The FID burner air oxygen concentration must be within ± 1 mole % of
the oxygen concentration of the burner air used in the latest oxygen
interference check. If the difference is greater, the oxygen interference
must be checked and the analyser adjusted, if necessary.
1.8.4. Efficiencyof the Non-Methane Cutter (NMC, For NG Fuelled Gas
Engines Only)
The NMC is used for the removal of the non-methane hydrocarbons
from the sample gas by oxidising all hydrocarbons except methane.
Ideally, the conversion for methane is 0 %, and for the other hydrocar-
bons represented by ethane is 100 %. For the accurate measurement of
NMHC, the two efficiencies shall be determined and used for the calcu-
lation of the NMHC emission mass flow rate (see Annex III, Appendix
2, section 4.3).
1.8.4.1. Methane Efficiency
Methane calibration gas shall be flown through the FID with and
without bypassing the NMC and the two concentrations recorded. The
efficiency shall be determined as follows:
CEM¼1/C0concw
concw=o
where,
concw= HC concentration withCH4flowing through the NMC
concw/o= HC concentration withCH4bypassing the NMC
1.8.4.2. Ethane Efficiency
Ethane calibration gas shall be flown through the FID with and without
bypassing the NMC and the two concentrations recorded. The effi-
ciency shall be determined as follows:
CEE¼1/C0concw
concw=o
where,
concw= HC concentration withC2H6flowing through the NMC
concw/o= HC concentration withC2H6bypassing the NMC1988L0077 — EN — 16.02.2000 — 002.001 — 108
▼M3
1.9.Interference EffectswithCO,CO2,andNOxAnalysers
Gases present in the exhaust other than the one being analysed can
interfere withth e reading in several ways. Positive interference occurs
in NDIR instruments where the interfering gas gives the same effect as
the gas being measured, but to a lesser degree. Negative interference
occurs in NDIR instruments by the interfering gas broadening the
absorption band of the measured gas, and in CLD instruments by the
interfering gas quenching the radiation. The interference checks in
sections 1.9.1 and 1.9.2 shall be performed prior to an analyser's initial
use and after major service intervals.
1.9.1. CO Analyser Interference Check
Water and CO2can interfere with the CO analyser performance. There-
fore, a CO2span gas having a concentration of 80 to 100 % of full scale
of the maximum operating range used during testing shall be bubbled
through water at room temperature and the analyser response recorded.
The analyser response must not be more than 1 % of full scale for
ranges equal to or above 300 ppm or more than 3 ppm for ranges below
300 ppm.
1.9.2. NOxAnalyser Quench Checks
The two gases of concern for CLD (and HCLD) analysers are CO2and
water vapour. Quench responses to these gases are proportional to their
concentrations, and therefore require test techniques to determine the
quench at the highest expected concentrations experienced during
testing.
1.9.2.1. CO2QuenchCh eck
AC O2span gas having a concentration of 80 to 100 % of full scale of
the maximum operating range shall be passed through the NDIR
analyser and the CO2value recorded as A. It shall then be diluted
approximately 50 % with NO span gas and passed through the NDIR
and (H)CLD, withth e CO2and NO values recorded as B and C, respec-
tively. The CO2shall then be shut off and only the NO span gas be
passed through the (H)CLD and the NO value recorded as D.
The quench, which must not be greater than 3 % of full scale, shall be
calculated as follows:
% Quench ¼1/C0C/C3A ðÞ
D/C3A ðÞ /C0 D/C3B ðÞ/C18/C19/C20/C21
/C3100
where,
A is the undiluted CO2concentration measured withNDIR in %
B is the diluted CO2concentration measured withNDIR in %
C is the diluted NO concentration measured with (H)CLD in ppm
D is the undiluted NO concentration measured with (H)CLD in ppm
Alternative methods of diluting and quantifying of CO2and NO span
gas values suchas dynamic mixing/blending can be used.
1.9.2.2. Water QuenchCh eck
This check applies to wet gas concentration measurements only. Calcu-
lation of water quenchmust consider dilution of th e NO span gas with
water vapour and scaling of water vapour concentration of the mixture
to that expected during testing.
A NO span gas having a concentration of 80 to 100 % of full scale of
the normal operating range shall be passed through the (H)CLD and the
NO value recorded as D. The NO span gas shall then be bubbled
through water at room temperature and passed through the (H)CLD
and the NO value recorded as C. The analyser's absolute operating pres-
sure and the water temperature shall be determined and recorded as E
and F, respectively. The mixture's saturation vapour pressure that corre-
sponds to the bubbler water temperature F shall be determined and
recorded as G. The water vapour concentration (H, in %) of the mixture
shall be calculated as follows:
H = 100 * (G/E)
The expected diluted NO span gas (in water vapour) concentration (De)
shall be calculated as follows:1988L0077 — EN — 16.02.2000 — 002.001 — 109
▼M3
De= D * (1 − H/100)
For diesel exhaust, the maximum exhaust water vapour concentration
(Hm, in %) expected during testing shall be estimated, under the
assumption of a fuel atom H/C ratio of 1,8:1, from the undiluted CO2span gas concentration (A, as measured in section 1.9.2.1) as follows:
Hm= 0,9 * A
The water quench, which must not be greater than 3 %, shall be calcu-
lated as follows:
% quench= 100 * ((De− C)/De)*( Hm/H)
where,
De= is the expected diluted NO concentration in ppm
C = is the diluted NO concentration in ppmH
m= is the maximum water vapour concentration in %
H = is the actual water vapour concentration in %
Note:It is important that the NO span gas contains minimal NO2concentration for this check, since absorption of NO2in water
has not been accounted for in the quench calculations.
1.10.CalibrationIntervals
The analysers shall be calibrated according to section 1.5 at least every
3 months or whenever a system repair or change is made that could
influence calibration.
2. CALIBRATION OF THE CVS-SYSTEM
2.1.General
The CVS system shall be calibrated by using an accurate flowmeter
traceable to national or international standards and a restricting device.
The flow through the system shall be measured at different restriction
settings, and the control parameters of the system shall be measured
and related to the flow.
Various types of flowmeters may be used, e.g. calibrated venturi, cali-
brated laminar flowmeter, calibrated turbinemeter.
2.2.CalibrationofthePositiveDisplacementPump(PDP)
All parameters related to the pump shall be simultaneously measured
with the parameters related to the flowmeter which is connected in
series with the pump. The calculated flow rate (in m3/min at pump inlet,
absolute pressure and temperature) shall be plotted versus a correlation
function which is the value of a specific combination of pump para-
meters. The linear equation which relates the pump flow and the
correlation function shall then be determined. If a CVS has a multiple
speed drive, the calibration shall be performed for each range used.
Temperature stability shall be maintained during calibration.
2.2.1. Data Analysis
The air flowrate (Qs) at eachrestriction setting (minimum 6 settings)
shall be calculated in standard m3/min from the flowmeter data using
the manufacturer's prescribed method. The air flow rate shall then be
converted to pump flow (V0)i nm3/rev at absolute pump inlet tempera-
ture and pressure as follows:
V0¼Qs
n/C3T
273/C3101 ;3
pA
where,
Qs= air flow rate at standard conditions (101,3 kPa, 273 K), m3/s
T = temperature at pump inlet, Kp
A= absolute pressure at pump inlet (pB-p1), kPa
n = pump speed, rev/s
To account for the interaction of pressure variations at the pump and
the pump slip rate, the correlation function (X0) between pump speed,1988L0077 — EN — 16.02.2000 — 002.001 — 110
▼M3
pressure differential from pump inlet to pump outlet and absolute pump
outlet pressure shall be calculated as follows:
X0¼1
n/C3ﬃﬃﬃﬃﬃﬃﬃﬃ
∆pp
pAs
where,
∆pp= pressure differential from pump inlet to pump outlet, kPa
pA= absolute outlet pressure at pump outlet, kPa
A linear least-square fit shall be performed to generate the calibration
equation as follows:
V0=D0−m*( X0)
D0and m are the intercept and slope constants, respectively, describing
the regression lines.
For a CVS system withmultiple speeds, th e calibration curves gener-
ated for the different pump flow ranges shall be approximately
parallel, and the intercept values (D0) shall increase as the pump flow
range decreases.
The calculated values from the equation shall be within ± 0,5 % of the
measured value of V0. Values of m will vary from one pump to another.
Particulate influx over time will cause the pump slip to decrease, as
reflected by lower values for m. Therefore, calibration shall be
performed at pump start-up, after major maintenance, and if the total
system verification (section 2.4) indicates a change of the slip rate.
2.3.CalibrationoftheCriticalFlowVenturi(CFV)
Calibration of the CFV is based upon the flow equation for a critical
venturi. Gas flow is a function of inlet pressure and temperature, as
shown below:
Qs¼Kv/C3pAﬃﬃﬃ
Tp
where,
Kv= calibration coefficient
pA= absolute pressure at venturi inlet, kPa
T = temperature at venturi inlet, K
2.3.1. Data Analysis
The air flowrate (Qs) at eachrestriction setting (minimum 8 settings)
shall be calculated in standard m3/min from the flowmeter data using
the manufacturer's prescribed method. The calibration coefficient shall
be calculated from the calibration data for each setting as follows:
Kv¼Qs/C3ﬃﬃﬃ
Tp
pA
where,
Qs= air flow rate at standard conditions (101,3 kPa, 273 K), m3/s
T = temperature at the venturi inlet, Kp
A= absolute pressure at venturi inlet, kPa
To determine the range of critical flow, Kvshall be plotted as a function
of venturi inlet pressure. For critical (choked) flow, Kvwill have a rela-
tively constant value. As pressure decreases (vacuum increases), the
venturi becomes unchoked and Kvdecreases, which indicates that the
CFV is operated outside the permissible range.
For a minimum of eight points in the region of critical flow, the
average Kvand the standard deviation shall be calculated. The standard
deviation shall not exceed ± 0,3 % of the average KV.1988L0077 — EN — 16.02.2000 — 002.001 — 111
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2.4.TotalSystemVerification
The total accuracy of the CVS sampling system and analytical system
shall be determined by introducing a known mass of a pollutant gas into
the system while it is being operated in the normal manner. The pollu-
tant is analysed, and the mass calculated according to Annex III,
Appendix 2, section 4.3 except in the case of propane where a factor
of 0,000472 is used in place of 0,000479 for HC. Either of the
following two techniques shall be used.
2.4.1. Metering with a Critical Flow Orifice
A known quantity of pure gas (carbon monoxide or propane) shall be
fed into the CVS system through a calibrated critical orifice. If the inlet
pressure is high enough, the flow rate, which is adjusted by means of
the critical flow orifice, is independent of the orifice outlet pressure ( ≡
critical flow). The CVS system shall be operated as in a normal exhaust
emission test for about 5 to 10 minutes. A gas sample shall be analysed
with the usual equipment (sampling bag or integrating method), and the
mass of the gas calculated. The mass so determined shall be within
± 3 % of the known mass of the gas injected.
2.4.2. Metering byMeans of a Gravimetric Technique
The weight of a small cylinder filled with carbon monoxide or propane
shall be determined with a precision of ± 0,01 gram. For about 5 to
10 minutes, the CVS system shall be operated as in a normal exhaust
emission test, while carbon monoxide or propane is injected into the
system. The quantity of pure gas discharged shall be determined by
means of differential weighing. A gas sample shall be analysed with
the usual equipment (sampling bag or integrating method), and the
mass of the gas calculated. The mass so determined shall be within
± 3 % of the known mass of the gas injected.
3. CALIBRATION OF THE PARTICULATE MEASURING SYSTEM
3.1.Introduction
Each component shall be calibrated as often as necessary to fulfil the
accuracy requirements of this Directive. The calibration method to be
used is described in this section for the components indicated in Annex
III, Appendix 4, section 4 and Annex V, section 2.
3.2.FlowMeasurement
The calibration of gas flow meters or flow measurement instrumenta-
tion shall be traceable to international and/or national standards. The
maximum error of the measured value shall be within ± 2 % of reading.
If the gas flow is determined by differential flow measurement, the
maximum error of the difference shall be such that the accuracy of
GEDFis within ± 4 % (see also Annex V, section 2.2.1, EGA). It can
be calculated by taking the Root-Mean-Square of the errors of each
instrument.
3.3.CheckingthePartialFlowConditions
The range of the exhaust gas velocity and the pressure oscillations shall
be checked and adjusted according to the requirements of Annex V,
section 2.2.1, EP, if applicable.
3.4.CalibrationIntervals
The flow measurement instrumentation shall be calibrated at least every
3 months or whenever a system repair or change is made that could
influence calibration.
4. CALIBRATION OF THE SMOKE MEASUREMENT EQUIPMENT
4.1.Introduction
The opacimeter shall be calibrated as often as necessary to fulfil the
accuracy requirements of this Directive. The calibration method to be
used is described in this section for the components indicated in Annex
III, Appendix 4, section 5 and Annex V, section 3.1988L0077 — EN — 16.02.2000 — 002.001 — 112
▼M3
4.2.CalibrationProcedure
4.2.1. Warming-up Time
The opacimeter shall be warmed up and stabilised according to the
manufacturer's recommendations. If the opacimeter is equipped with a
purge air system to prevent sooting of the instrument optics, this systemshould also be activated and adjusted according to the manufacturer's
recommendations.
4.2.2. Establishment of the LinearityResponse
The linearity of the opacimeter shall be checked in the opacity readout
mode as per the manufacturer's recommendations. Three neutral density
filters of known transmittance, which shall meet the requirements of
Annex III, Appendix 4, section 5.2.5, shall be introduced to the opaci-
meter and the value recorded. The neutral density filters shall have
nominal opacities of approximately 10 %, 20 % and 40 %.
The linearity must not differ by more than ± 2 % opacity from the
nominal value of the neutral density filter. Any non-linearity exceeding
the above value must be corrected prior to the test.
4.3.CalibrationIntervals
The opacimeter shall be calibrated according to section 4.2.2 at least
every 3 months or whenever a system repair or change is made that
could influence calibration.1988L0077 — EN — 16.02.2000 — 002.001 — 113
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ANNEX IV
TECHNICAL CHARACTERISTICS OF REFERENCE FUEL
PRESCRIBED FOR APPROVAL TESTS AND TO VERIFY CONFOR-
MITYOFPRODUCTION
1. DIESEL FUEL (1)
Parameter UnitLimits (2)
Test Method Publication
Minimum Maximum
Cetane number (3) 52 54 EN-ISO 5165 1998(4)
Density at15 ºC kg/m3833 837 EN-ISO 3675 1995
Distillation:
— 50 % point ºC 245 — EN-ISO 3405 1998
— 95 % point ºC 345 350 EN-ISO 3405 1998
— final boiling point ºC — 370 EN-ISO 3405 1998
Flashpoint ºC 55 — EN 27719 1993
CFPP ºC — − 5 EN 116 1981
Viscosity at 40 ºC mm2/s 2,5 3,5 EN-ISO 3104 1996
Polycyclic aromatic hy-
drocarbons % m/m 3,0 6,0 IP 391 (*) 1995
Sulphur content (5)
mg/kg — 300pr. EN-ISO/DIS
14596 1998(6)
Copper corrosion — 1 EN-ISO 2160 1995
Conradson carbon resi-
due (10 % DR) % m/m — 0,2 EN-ISO 10370
Ashcontent % m/m — 0,01 EN-ISO 6245 1995
Water content % m/m — 0,05 EN-ISO 12937 1995
Neutralisation (strong
acid) numbermg KOH/
g — 0,02ASTM D 974-
95 1998(4)
Oxidation stability (6) mg/ml — 0,025 EN-ISO 12205 1996
(*) New and better
method for polycyclic
aromatics under devel-
opment % m/m — — EN 12916 [1997](4)
(1) If it is required to calculate the thermal efficiency of an engine or vehicle, the calorific value of the fuel can
be calculated from: Specific energy (calorific value) (net) in MJ/kg = (46,423 − 8,792d2+ 3,170d) (1 − (x +
y + s)) + 9,420s − 2,499x
where,d = the density at 15 ºCx = the proportion by mass of water (% divided by 100)y = the proportion by mass of ash (% divided by 100)
s = the proportion by mass of sulphur (% divided by 100).
(
2) The values quoted in the specification are ‘true values’. In establishment of their limit values the terms of
ISO 4259, Petroleums 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 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 a fuelshould nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value inthe case of quotations of maximum and minimum limits. Should it be necessary to clarifiy the question as to
whether a fuel meets the requirements of the specification, the terms of ISO 4259 should be applied.
(
3) The range for cetane number is not in accordance with the requirement of a minimum range of 4R. However,
in the case of dispute between fuel supplier and fuel user, the terms in ISO 4259 can be used to resolve suchdisputes provided replicate measurements, of sufficient number to achieve the necessary precision, are madein preference to single determinations.
(
4) The month of publication will be completed in due course.
(5) The actual sulphur content of the fuel used for the test shall be reported. In addition, the sulphur content of
the reference fuel used to approve a vehicle or engine against the limit values set out in row B of the Tablein section 6.2.1. of Annex I to this Directive shall have a maximum sulphur content of 50 ppm. TheCommission will as soon 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 IV
to Directive 98/70/EC.
(
6) Even though oxidation stability is controlled, it is likely that shelf life will be limited. Advice should be
sought from the supplier as to storage conditions and life.1988L0077 — EN — 16.02.2000 — 002.001 — 114
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2. NATURAL GAS (NG)
European market fuels are available in two ranges:
— the H range, whose extreme reference fuels are G20 and G23,
— the L range, whose extreme reference fuels are G23 and G25.
The characteristics of G20, G23 and G25 reference fuels are summarised
below:
Reference fuelG20
Characteristics Units BasisLimits
Test method
Min. Max.
Composition:
Methane 100 99 100
Balance % mole — — 1 ISO 6974
[Inerts + C2/C2+]
N2
Sulphur content mg/m3(1) — — 50 ISO 6326-5
(1) Value to be determined at standard conditions (293,2 K (20 ºC) and 101,3 kPa).
Reference fuelG23
Characteristics Units BasisLimits
Test method
Min. Max.
Composition:
Methane 92,5 91,5 93,5
Balance % mole — — 1 ISO 6974
[Inerts + C2/C2+]
N27,5 6,5 8,5
Sulphur content mg/m3(1) — — 50 ISO 6326-5
(1) Value to be determined at standard conditions (293,2 K (20 ºC) and 101,3 kPa).
Reference fuelG23
Characteristics Units BasisLimits
Test method
Min. Max.
Composition:
Methane 86 84 88
Balance % mole — — 1 ISO 6974
[Inerts + C2/C2+]
N214 12 16
Sulphur content mg/m3(1) — — 50 ISO 6326-5
(1) Value to be determined at standard conditions (293,2 K (20 ºC) and 101,3 kPa).1988L0077 — EN — 16.02.2000 — 002.001 — 115
▼M3
3. LIQUEFIED PETROLEUM GAS (LPG)
Parameter UnitLimits fuel A Limits fuel B
Test methodMinimu-
mMaximu-
mMinimu-
mMaximu-
m
Motor octane
number93,5 93,5 EN 589 Annex B
Compositionset-
zung
C3-content % vol 48 52 83 87
C4content % vol 48 52 13 17 ISO 7941
Olefins % vol 0 12 9 15
Evaporation
residuemg/kg 50 50 NFM 41-015
Total sulphur
contentppm
weight (1)50 50 EN 24260
Hydrogen
sulphide— None None ISO 8819
Copper strip
corrosionRating Class 1 Class 1 ISO 6251(2)
Water at 0 ºC Free Free Visual inspection
(1) Value to be determined at standard conditions 293,2 K (20 ºC) and 101,3 kPa.
(2) 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.1988L0077 — EN — 16.02.2000 — 002.001 — 116
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ANNEX V
ANALYTICALANDSAMPLINGSYSTEMS
1. DETERMINATION OF THE GASEOUS EMISSIONS
1.1.Introduction
Section 1.2 and figures 7 and 8 contain detailed descriptions of the
recommended sampling and analysing systems. Since various configura-
tions can produce equivalent results, exact conformance withfigures 7
and 8 is not required. Additional components suchas instruments, valves,
solenoids, pumps, and switches may be used to provide additional infor-
mation and coordinate the functions of the component systems. Other
components which are not needed to maintain the accuracy on some
systems, may be excluded if their exclusion is based upon good engi-
neering judgement.
Figure 7
Flow diagram of raw exhaustgasanalysissystem for CO, CO2,N Ox,
HCESConly
1.2.DescriptionoftheAnalyticalSystem
An analytical system for the determination of the gaseous emissions in
the raw (Figure 7, ESC only) or diluted (Figure 8, ETC and ESC) exhaust
gas is described based on the use of:
— HFID analyser for the measurement of hydrocarbons;
— NDIR analysers for the measurement of carbon monoxide and carbon
dioxide;
— HCLD or equivalent analyser for the measurement of the oxides of
nitrogen;
The sample for all components may be taken with one sampling probe or
withtwo sampling probes located in close proximity and internally split
to the different analysers. Care must be taken that no condensation of
exhaust components (including water and sulphuric acid) occurs at any
point of the analytical system.1988L0077 — EN — 16.02.2000 — 002.001 — 117
▼M3
Figure 8
Flow diagram of diluted exhaust gas analysis system for CO, CO2,
NOx,HCETC,optionalforESC
1.2.1.Components of figures 7 and 8
EPExhaustpipe
Exhaustgassamplingprobe(Figure7only)A stainless steel straight closed end multi-hole probe is recommended.
The inside diameter shall not be greater than the inside diameter of the
sampling line. The wall thickness of the probe shall not be greater than
1 mm. There shall be a minimum of 3 holes in 3 different radial planes
sized to sample approximately the same flow. The probe must extend
across at least 80 % of the diameter of the exhaust pipe. One or two
sampling probes may be used.
SP2DilutedexhaustgasHCsamplingprobe(Figure 8only)The probe shall:
— be defined as the first 254 mm to 762 mm of the heated sampling line
HSL1;
— have a 5 mm minimum inside diameter;— be installed in the dilution tunnel DT (see section 2.3, Figure 20) at a
point where the dilution air and exhaust gas are well mixed (i.e.
approximately 10 tunnel diameters downstream of the point where
the exhaust enters the dilution tunnel);
— be sufficiently distant (radially) from other probes and the tunnel wall
so as to be free from the influence of any wakes or eddies;
— be heated so as to increase the gas stream temperature to 463 K ± 10 K
(190 ºC ± 10 ºC) at the exit of the probe.
SP3 Diluted exhaust gas CO, CO
2,N Oxsampling probe (Figure 8
only)
The probe shall:
— be in the same plane as SP 2;
— be sufficiently distant (radially) from other probes and the tunnel wall
so as to be free from the influence of any wakes or eddies;
— be heated and insulated over its entire length to a minimum tempera-
ture of 328 K (55 ºC) to prevent water condensation.
HSL1HeatedsamplinglineThe sampling line provides a gas sample from a single probe to the split
point(s) and the HC analyser.1988L0077 — EN — 16.02.2000 — 002.001 — 118
▼M3
The sampling line shall:
— have a 5 mm minimum and a 13,5 mm maximum inside diameter;
— be made of stainless steel or PTFE.— maintain a wall temperature of 463 K ± 10 K (190 ºC ± 10 ºC) as
measured at every separately controlled heated section, if the
temperature of the exhaust gas at the sampling probe is equal to or
below 463 K (190 ºC);
— maintain a wall temperature greater than 453 K (180 ºC), if the
temperature of the exhaust gas at the sampling probe is above 463 K
(190 ºC);
— maintain a gas temperature of 463 K ± 10 K (190 ºC ± 10 ºC) imme-
diately before the heated filter F2 and the HFID;
HSL2HeatedNO
xsamplingline
The sampling line shall:
— maintain a wall temperature of 328 K to 473 K (55 ºC to 200 ºC), up
to the converter C when using a cooling bath B, and up to the
analyser when a cooling bath B is not used.
— be made of stainless steel or PTFE.
SLSamplinglineforCOandCO2
The line shall be made of PTFE or stainless steel. It may be heated or
unheated.
BKBackgroundbag(optional;Figure8only)
For the sampling of the background concentrations.BGSamplebag(optional;Figure 8COandCO
2only)
For the sampling of the sample concentrations.
F1Heatedpre-filter (optional)
The temperature shall be the same as HSL1.F2HeatedfilterThe filter shall extract any solid particles from the gas sample prior to the
analyser. The temperature shall be the same as HSL1. The filter shall be
changed as needed.
PHeatedsamplingpump
The pump shall be heated to the temperature of HSL1.HCHeated flame ionisation detector (HFID) for the determination of the
hydrocarbons. The temperature shall be kept at 453 K to 473 K (180 ºC
to 200 ºC).
CO,CO
2
NDIR analysers for the determination of carbon monoxide and carbon
dioxide (optional for the determination of the dilution ratio for PT
measurement).
NOCLD or HCLD analyser for the determination of the oxides of nitrogen. If
a HCLD is used it shall be kept at a temperature of 328 K to 473 K (55 ºC
to 200 ºC).
CConverter
A converter shall be used for the catalytic reduction of NO
2to NO prior
to analysis in the CLD or HCLD.
BCoolingbath(optional)
To cool and condense water from the exhaust sample. The bath shall be
maintained at a temperature of 273 K to 277 K (0 ºC to 4 ºC) by ice or
refrigeration. It is optional if the analyser is free from water vapour inter-ference as determined in Annex III, Appendix 5, sections 1.9.1 and 1.9.2.
If water is removed by condensation, the sample gas temperature or dew
point shall be monitored either within the water trap or downstream. The
sample gas temperature or dew point must not exceed 280 K (7 ºC).
Chemical dryers are not allowed for removing water from the sample.1988L0077 — EN — 16.02.2000 — 002.001 — 119
▼M3
T1,T2,T3Temperature sensor
To monitor the temperature of the gas stream.T4TemperaturesensorTo monitor the temperature of the NO
2-NO converter.
T5Temperaturesensor
To monitor the temperature of the cooling bath.
G1,G2,G3PressuregaugeTo measure the pressure in the sampling lines.R1,R2PressureregulatorTo control the pressure of the air and the fuel, respectively, for the HFID.
R3,R4,R5Pressureregulator
To control the pressure in the sampling lines and the flow to the analy-
sers.
FL1,FL2,FL3Flowmeter
To monitor the sample by-pass flow rate.FL4toFL6Flowmeter (optional)To monitor the flow rate through the analysers.V1toV5Selectorvalve
Suitable valving for selecting sample, span gas or zero gas flow to the
analysers.
V6,V7Solenoidvalve
To by-pass the NO
2-NO converter.
V8NeedlevalveTo balance the flow through the NO
2-NO converter C and the by-pass.
V9,V10NeedlevalveTo regulate the flows to the analysers.
V11,V12Togglevalve(optional)
To drain the condensate from the bath B.
1.3.NMHCAnalysis(NGFuelledGasEnginesOnly)
1.3.1.Gas Chromatographic Method (GC, Figure 9)
When using the GC method, a small measured volume of a sample is
injected onto an analytical column through which it is swept by an inert
carrier gas. The column separates various components according to their
boiling points so that they elute from the column at different times. They
then pass through a detector which gives an electrical signal that depends
on their concentration. Since it is not a continuous analysis technique, it
can only be used in conjunction with the bag sampling method as
described in Annex III, Appendix 4, section 3.4.2.
For NMHC an automated GC with a FID shall be used. The exhaust gas
shall be sampled into a sampling bag from which a part shall be taken
and injected into the GC. The sample is separated into two parts (CH
4/
Air/CO and NMHC/CO2/H2O) on the Porapak column. The molecular
sieve column separates CH4from the air and CO before passing it to the
FID where its concentration is measured. A complete cycle from injection
of one sample to injection of a second can be made in 30 s. To determine
NMHC, the CH4concentration shall be subtracted from the total HC
concentration (see Annex III, Appendix 2, section 4.3.1).
Figure 9 shows a typical GC assembled to routinely determine CH4.
Other GC methods can also be used based on good engineering judge-
ment.1988L0077 — EN — 16.02.2000 — 002.001 — 120
▼M3
Figure 9
Flowdiagramformethaneanalysis(GCmethod)
Components of Figure 9
PCPorapakcolumnPorapak N, 180/300 µm (50/80 mesh), 610 mm length × 2,16 mm ID
shall be used and conditioned at least 12 h at 423 K (150 ºC) with carrier
gas prior to initial use.
MSCMolecular sievecolumn
Type 13X, 250/350 µm (45/60 mesh), 1220 mm length × 2,16 mm ID
shall be used and conditioned at least 12 h at 423 K (150 ºC) with carrier
gas prior to initial use.
OVOvenTo maintain columns and valves at stable temperature for analyser opera-
tion, and to condition the columns at 423 K (150 ºC).
SLPSampleloop
A sufficient lengthof stainless steel tubing to obtain approximately 1 cm
3
volume.PPump
To bring the sample to the gas chromatograph.
DDryerA dryer containing a molecular sieve shall be used to remove water and
other contaminants which might be present in the carrier gas.
HC
Flame ionisation detector (FID) to measure the concentration of methane.V1SampleinjectionvalveTo inject the sample taken from the sampling bag via SL of Figure 8. It
shall be low dead volume, gas tight, and heatable to 423 K (150 ºC).
V3Selector valveTo select span gas, sample, or no flow.V2,V4,V5,V6,V7,V8NeedlevalveTo set the flows in the system.1988L0077 — EN — 16.02.2000 — 002.001 — 121
▼M3
R1,R2,R3Pressureregulator
To control the flows of the fuel (= carrier gas), the sample, and the air,
respectively.
FCFlowcapillary
To control the rate of air flow to the FID
G1,G2,G3PressuregaugeTo control the flows of the fuel (= carrier gas), the sample, and the air,
respectively.
F1,F2,F3,F4,F5Filter
Sintered metal filters to prevent grit from entering the pump or the instru-
ment.
FL1
To measure the sample by-pass flow rate.
1.3.2.Non-Methane Cutter Method (NMC, Figure 10)
The cutter oxidises all hydrocarbons except CH
4to CO2and H2O, so that
by passing the sample through the NMC only CH4is detected by the FID.
If bag sampling is used, a flow diverter system shall be installed at SL
(see section 1.2, Figure 8) with which the flow can be alternatively
passed through or around the cutter according to the upper part of Figure
10. For NMHC measurement, bothvalues (HC and CH4) shall be
observed on the FID and recorded. If the integration method is used, an
NMC in line with a second FID shall be installed parallel to the regular
FID into HSL1 (see section 1.2, Figure 8) according to the lower part of
Figure 10. For NMHC measurement, the values of the two FID's (HC and
CH4) shall be observed and recorded.
The cutter shall be characterised at or above 600 K (327 ºC) prior to test
work withrespect to its catalytic effect on CH4and C2H6at H2O values
representative of exhaust stream conditions. The dewpoint and O2level of
the sampled exhaust stream must be known. The relative response of the
FID to CH4must be recorded (see Annex III, Appendix 5, section 1.8.2).
Figure 10
Flow diagram for methane analysis with the non-methane cutter
(NMC)
1988L0077 — EN — 16.02.2000 — 002.001 — 122
▼M3
Components of Figure 10
NMCNon-methanecutter
To oxidise all hydrocarbons except methane.HCHeated flame ionisation detector (HFID) to measure the HC and CH
4concentrations. The temperature shall be kept at 453 K to 473 K (180 ºC
to 200 ºC).
V1Selector valveTo select sample, zero and span gas. V1 is identical withV2 of Figure 8.V2,V3Solenoidvalve
To by-pass the NMC.
V4NeedlevalveTo balance the flow through the NMC and the by-pass.R1PressureregulatorTo control the pressure in the sampling line and the flow to the HFID. R1
is identical withR3 of Figure 8.
FL1FlowmeterTo measure the sample by-pass flow rate. FL1 is identical with FL1 of
Figure 8.
2. EXHAUST GAS DILUTION AND DETERMINATION OF THE
PARTICULATES
2.1.Introduction
Sections 2.2, 2.3 and 2.4 and figures 11 to 22 contain detailed descrip-
tions of the recommended dilution and sampling systems. Since various
configurations can produce equivalent results, exact conformance with
these figures is not required. Additional components such as instruments,
valves, solenoids, pumps, and switches may be used to provide additional
information and coordinate the functions of the component systems.
Other components which are not needed to maintain the accuracy on
some systems, may be excluded if their exclusion is based upon good
engineering judgement.
2.2.PartialFlowDilutionSystem
A dilution system is described in figures 11 to 19 based upon the dilution
of a part of the exhaust stream. Splitting of the exhaust stream and the
following dilution process may be done by different dilution system
types. For subsequent collection of the particulates, the entire dilute
exhaust gas or only a portion of the dilute exhaust gas is passed to the
particulate sampling system (section 2.4, Figure 21). The first method is
referred to as total sampling type , the second method as fractional
sampling type .
The calculation of the dilution ratio depends upon the type of system
used. The following types are recommended:
Isokinetic systems (Figures 11, 12)
With these systems, the flow into the transfer tube is matched to the bulk
exhaust flow in terms of gas velocity and/or pressure, thus requiring an
undisturbed and uniform exhaust flow at the sampling probe. This is
usually achieved by using a resonator and a straight approach tube
upstream of the sampling point. The split ratio is then calculated from
easily measurable values like tube diameters. It should be noted that
isokinesis is only used for matching the flow conditions and not for
matching the size distribution. The latter is typically not necessary, as
the particles are sufficiently small as to follow the fluid streamlines.
Flow controlled systems with concentration measurement (Figures 13 to
17)
With these systems, a sample is taken from the bulk exhaust stream by
adjusting the dilution air flow and the total dilute exhaust flow. The dilu-
tion ratio is determined from the concentrations of tracer gases, such as
CO
2or NOxnaturally occurring in the engine exhaust. The concentrations
in the dilute exhaust gas and in the dilution air are measured, whereas the1988L0077 — EN — 16.02.2000 — 002.001 — 123
▼M3
concentration in the raw exhaust gas can be either measured directly or
determined from fuel flow and the carbon balance equation, if the fuel
composition is known. The systems may be controlled by the calculated
dilution ratio (Figures 13, 14) or by the flow into the transfer tube
(Figures 12, 13, 14).
Flow controlled systems with flow measurement (Figures 18, 19)
With these systems, a sample is taken from the bulk exhaust stream by
setting the dilution air flow and the total dilute exhaust flow. The dilution
ratio is determined from the difference of the two flows rates. Accurate
calibration of the flow meters relative to one another is required, since
the relative magnitude of the two flow rates can lead to signicicant errors
at higher dilution ratios (of 15 and above). Flow control is very straight
forward by keeping the dilute exhaust flow rate constant and varying the
dilution air flow rate, if needed.
When using partial flow dilution systems, attention must be paid to
avoiding the potential problems of loss of particulates in the transfer
tube, ensuring that a representative sample is taken from the engine
exhaust, and determination of the split ratio. The systems described pay
attention to these critical areas.
Figure 11
Partial flow dilution system with isokinetic probe and fractional
sampling(SBcontrol)
Raw exhaust gas is transferred from the exhaust pipe EP to the dilutiontunnel DT through the transfer tube TT by the isokinetic sampling probe
ISP. The differential pressure of the exhaust gas between exhaust pipe
and inlet to the probe is measured with the pressure transducer DPT.
This signal is transmitted to the flow controller FC1 that controls the
suction blower SB to maintain a differential pressure of zero at the tip
of the probe. Under these conditions, exhaust gas velocities in EP and
ISP are identical, and the flow through ISP and TT is a constant fraction
(split) of the exhaust gas flow. The split ratio is determined from the
cross sectional areas of EP and ISP. The dilution air flow rate is
measured with the flow measurement device FM1. The dilution ratio is
calculated from the dilution air flow rate and the split ratio.1988L0077 — EN — 16.02.2000 — 002.001 — 124
▼M3
Figure 12
Partial flow dilution system with isokinetic probe and fractional
sampling(PBcontrol)
Raw exhaust gas is transferred from the exhaust pipe EP to the dilutiontunnel DT through the transfer tube TT by the isokinetic sampling probe
ISP. The differential pressure of the exhaust gas between exhaust pipe
and inlet to the probe is measured with the pressure transducer DPT.
This signal is transmitted to the flow controller FC1 that controls the
pressure blower PB to maintain a differential pressure of zero at the tip
of the probe. This is done by taking a small fraction of the dilution air
whose flow rate has already been measured with the flow measurement
device FM1, and feeding it to TT by means of a pneumatic orifice. Under
these conditions, exhaust gas velocities in EP and ISP are identical, and
the flow through ISP and TT is a constant fraction (split) of the exhaust
gas flow. The split ratio is determined from the cross sectional areas of
EP and ISP. The dilution air is sucked through DT by the suction blower
SB, and the flow rate is measured with FM1 at the inlet to DT. The dilu-
tion ratio is calculated from the dilution air flow rate and the split ratio.
Figure 13
PartialflowdilutionsystemwithCO
2orNOxconcentrationmeasure-
mentandfractionalsampling
1988L0077 — EN — 16.02.2000 — 002.001 — 125
▼M3
Raw exhaust gas is transferred from the exhaust pipe EP to the dilution
tunnel DT through the sampling probe SP and the transfer tube TT. The
concentrations of a tracer gas (CO2or NOx) are measured in the raw and
diluted exhaust gas as well as in the dilution air with the exhaust gas
analyser(s) EGA. These signals are transmitted to the flow controller
FC2 that controls either the pressure blower PB or the suction blower
SB to maintain the desired exhaust split and dilution ratio in DT. The
dilution ratio is calculated from the tracer gas concentrations in the raw
exhaust gas, the diluted exhaust gas, and the dilution air.
Figure 14
Partial flow dilution system with CO2concentration measurement,
carbonbalanceandtotalsampling
Raw exhaust gas is transferred from the exhaust pipe EP to the dilution
tunnel DT through the sampling probe SP and the transfer tube TT. The
CO2concentrations are measured in the diluted exhaust gas and in the
dilution air with the exhaust gas analyser(s) EGA. The CO2and fuel
flow GFUELsignals are transmitted either to the flow controller FC2, or
to the flow controller FC3 of the particulate sampling system (see Figure
21). FC2 controls the pressure blower PB, FC3 the sampling pump P (see
Figure 21), thereby adjusting the flows into and out of the system so as to
maintain the desired exhaust split and dilution ratio in DT. The dilution
ratio is calculated from the CO2concentrations and GFUELusing the
carbon balance assumption.1988L0077 — EN — 16.02.2000 — 002.001 — 126
▼M3
Figure 15
Partial flow dilution system with single venturi, concentration
measurementandfractionalsampling
Raw exhaust gas is transferred from the exhaust pipe EP to the dilutiontunnel DT through the sampling probe SP and the transfer tube TT due to
the negative pressure created by the venturi VN in DT. The gas flow rate
through TT depends on the momentum exchange at the venturi zone, and
is therefore affected by the absolute temperature of the gas at the exit of
TT. Consequently, the exhaust split for a given tunnel flow rate is not
constant, and the dilution ratio at low load is slightly lower than at high
load. The tracer gas concentrations (CO
2or NOx) are measured in the raw
exhaust gas, the diluted exhaust gas, and the dilution air with the exhaust
gas analyser(s) EGA, and the dilution ratio is calculated from the values
so measured.
Figure 16
Partialflowdilutionsystemwithtwinventuriortwinorifice,concen-
trationmeasurementandfractionalsampling
1988L0077 — EN — 16.02.2000 — 002.001 — 127
▼M3
Raw exhaust gas is transferred from the exhaust pipe EP to the dilution
tunnel DT through the sampling probe SP and the transfer tube TT by a
flow divider that contains a set of orifices or venturis. The first one (FD1)
is located in EP, the second one (FD2) in TT. Additionally, two pressure
control valves (PCV1 and PCV2) are necessary to maintain a constant
exhaust split by controlling the backpressure in EP and the pressure in
DT. PCV1 is located downstream of SP in EP, PCV2 between the pres-
sure blower PB and DT. The tracer gas concentrations (CO2or NOx) are
measured in the raw exhaust gas, the diluted exhaust gas, and the dilution
air with the exhaust gas analyser(s) EGA. They are necessary for
checking the exhaust split, and may be used to adjust PCV1 and PCV2
for precise split control. The dilution ratio is calculated from the tracer
gas concentrations.
Figure 17
Partial flow dilution system with multiple tube splitting, concentra-
tionmeasurementandfractionalsampling
Raw exhaust gas is transferred from the exhaust pipe EP to the dilutiontunnel DT through the transfer tube TT by the flow divider FD3 that
consists of a number of tubes of the same dimensions (same diameter,
length and bend radius) installed in EP. The exhaust gas through one of
these tubes is lead to DT, and the exhaust gas through the rest of the
tubes is passed through the damping chamber DC. Thus, the exhaust split
is determined by the total number of tubes. A constant split control
requires a differential pressure of zero between DC and the outlet of TT,
which is measured with the differential pressure transducer DPT. A
differential pressure of zero is achieved by injecting fresh air into DT at
the outlet of TT. The tracer gas concentrations (CO
2or NOx) are
measured in the raw exhaust gas, the diluted exhaust gas, and the dilution
air with the exhaust gas analyser(s) EGA. They are necessary for
checking the exhaust split and may be used to control the injection air
flow rate for precise split control. The dilution ratio is calculated from
the tracer gas concentrations.1988L0077 — EN — 16.02.2000 — 002.001 — 128
▼M3
Figure 18
Partialflowdilutionsystemwithflowcontrol andtotalsampling
Raw exhaust gas is transferred from the exhaust pipe EP to the dilution
tunnel DT through the sampling probe SP and the transfer tube TT. The
total flow through the tunnel is adjusted with the flow controller FC3 and
the sampling pump P of the particulate sampling system (see Figure 18).
The dilution air flow is controlled by the flow controller FC2, which may
use GEXHW,GAIRW,o rGFUELas command signals, for the desired exhaust
split. The sample flow into DT is the difference of the total flow and
the dilution air flow. The dilution air flow rate is measured with the
flow measurement device FM1, the total flow rate with the flow measure-
ment device FM3 of the particulate sampling system (see Figure 21). The
dilution ratio is calculated from these two flow rates.
Figure 19
Partialflowdilutionsystemwithflowcontrolandfractionalsampling
1988L0077 — EN — 16.02.2000 — 002.001 — 129
▼M3
Raw exhaust gas is transferred from the exhaust pipe EP to the dilution
tunnel DT through the sampling probe SP and the transfer tube TT. The
exhaust split and the flow into DT is controlled by the flow controller
FC2 that adjusts the flows (or speeds) of the pressure blower PB and the
suction blower SB, accordingly. This is possible since the sample taken
withth e particulate sampling system is returned into DT. GEXHW,GAIRW,
or GFUELmay be used as command signals for FC2. The dilution air
flow rate is measured with the flow measurement device FM1, the total
flow with the flow measurement device FM2. The dilution ratio is calcu-
lated from these two flow rates.
2.2.1.Components of Figures 11 to 19
EPExhaustpipeThe exhaust pipe may be insulated. To reduce the thermal inertia of the
exhaust pipe a thickness to diameter ratio of 0,015 or less is recom-
mended. The use of flexible sections shall be limited to a length to
diameter ratio of 12 or less. Bends shall be minimised to reduce inertial
deposition. If the system includes a test bed silencer the silencer may also
be insulated.
For an isokinetic system, the exhaust pipe must be free of elbows, bends
and sudden diameter changes for at least 6 pipe diameters upstream and 3
pipe diameters downstream of the tip of the probe. The gas velocity at the
sampling zone must be higher than 10 m/s except at idle mode. Pressure
oscillations of the exhaust gas must not exceed ± 500 Pa on the average.
Any steps to reduce pressure oscillations beyond using a chassis-type
exhaust system (including silencer and aftertreatment devices) must not
alter engine performance nor cause the deposition of particulates.
For systems without isokinetic probe, it is recommended to have a
straight pipe of 6 pipe diameters upstream and 3 pipe diameters down-
stream of the tip of the probe.
SPSamplingprobe(Figures10,14,15,16,18,19)
The minimum inside diameter shall be 4 mm. The minimum diameter
ratio between exhaust pipe and probe shall be 4. The probe shall be an
open tube facing upstream on the exhaust pipe centreline, or a multiple
hole probe as described under SP1 in section 1.2.1, Figure 5.
ISPIsokineticsamplingprobe(Figures11,12)
The isokinetic sampling probe must be installed facing upstream on the
exhaust pipe centreline where the flow conditions in section EP are met,
and designed to provide a proportional sample of the raw exhaust gas.
The minimum inside diameter shall be 12 mm.
A control system is necessary for isokinetic exhaust splitting by main-
taining a differential pressure of zero between EP and ISP. Under these
conditions exhaust gas velocities in EP and ISP are identical and themass flow through ISP is a constant fraction of the exhaust gas flow.
ISP has to be connected to a differential pressure transducer DPT. The
control to provide a differential pressure of zero between EP and ISP is
done withth e flow controller FC1.
FD1,FD2Flowdivider(Figure16)
A set of venturis or orifices is installed in the exhaust pipe EP and in the
transfer tube TT, respectively, to provide a proportional sample of the
raw exhaust gas. A control system consisting of two pressure control
valves PCV1 and PCV2 is necessary for proportional splitting by control-
ling the pressures in EP and DT.
FD3Flowdivider(Figure17)
A set of tubes (multiple tube unit) is installed in the exhaust pipe EP to
provide a proportional sample of the raw exhaust gas. One of the tubes
feeds exhaust gas to the dilution tunnel DT, whereas the other tubes exit
exhaust gas to a damping chamber DC. The tubes must have the same
dimensions (same diameter, length, bend radius), so that the exhaust split
depends on the total number of tubes. A control system is necessary for
proportional splitting by maintaining a differential pressure of zero
between the exit of the multiple tube unit into DC and the exit of TT.
Under these conditions, exhaust gas velocities in EP and FD3 are propor-
tional, and the flow TT is a constant fraction of the exhaust gas flow. The
two points have to be connected to a differential pressure transducer
DPT. The control to provide a differential pressure of zero is done with
the flow controller FC1.1988L0077 — EN — 16.02.2000 — 002.001 — 130
▼M3
EGAExhaustgasanalyser(Figures13,14,15,16,17)
CO2or NOxanalysers may be used (withcarbon balance meth od CO2only). The analysers shall be calibrated like the analysers for the
measurement of the gaseous emissions. One or several analysers may be
used to determine the concentration differences. The accuracy of the
measuring systems has to be such that the accuracy of GEDFW,iis within
±4% .
TTTransfertube(Figures11to19)The transfer tube shall be:
— As short as possible, but not more than 5 m in length.
— Equal to or greater than the probe diameter, but not more than 25 mm
in diameter.
— Exiting on the centreline of the dilution tunnel and pointing down-
stream.
If the tube is 1 meter or less in length, it shall be insulated with material
witha maximum th ermal conductivity of 0,05 W/m*K witha radial insu-
lation thickness corresponding to the diameter of the probe. If the tube is
longer than 1 meter, it must be insulated and heated to a minimum wall
temperature of 523 K (250 ºC).
DPTDifferential pressuretransducer(Figures11,12,17)
The differential pressure transducer shall have a range of ± 500 Pa or
less.
FC1Flowcontroller (Figures11,12,17)
Forisokinetic systems (Figures 11,12),a flow controller is necessary to
maintain a differential pressure of zero between EP and ISP. The adjust-
ment can be done by:
a) controlling the speed or flow of the suction blower SB and keeping
the speed or flow of the pressure blower PB constant during each
mode (Figure 11) or
b) adjusting the suction blower SB to a constant mass flow of the diluted
exhaust gas and controlling the flow of the pressure blower PB, and
therefore the exhaust sample flow in a region at the end of the transfer
tube TT (Figure 12).
In the case of a pressure controlled system the remaining error in the
control loop must not exceed ± 3 Pa. The pressure oscillations in the dilu-
tion tunnel must not exceed ± 250 Pa on the average.
For amulti tube system (Figure 17), a flow controller is necessary for
proportional exhaust splitting to maintain a differential pressure of zero
between the exit of the multi tube unit and the exit of TT. The adjustment
is done by controlling the injection air flow rate into DT at the exit of
TT.
PCV1,PCV2Pressurecontrolvalve(Figure16)
Two pressure control valves are necessary for the twin venturi/twin
orifice system for proportional flow splitting by controlling the backpres-
sure of EP and the pressure in DT. The valves shall be located
downstream of SP in EP and between PB and DT.
DCDampingchamber(Figure17)
A damping chamber shall be installed at the exit of the multiple tube unit
to minimise the pressure oscillations in the exhaust pipe EP.
VNVenturi(Figure15)
A venturi is installed in the dilution tunnel DT to create a negative pres-
sure in the region of the exit of the transfer tube TT. The gas flow rate
through TT is determined by the momentum exchange at the venturi
zone, and is basically proportional to the flow rate of the pressure blower
PB leading to a constant dilution ratio. Since the momentum exchange is
affected by the temperature at the exit of TT and the pressure difference
between EP and DT, the actual dilution ratio is slightly lower at low load
than at high load.
FC2Flowcontroller (Figures13,14,18,19,optional)A flow controller may be used to control the flow of the pressure blower
PB and/or the suction blower SB. It may be connected to the exhaust,
intake air, or fuel flow signals and/or to the CO
2or NOxdifferential1988L0077 — EN — 16.02.2000 — 002.001 — 131
▼M3
signals. When using a pressurised air supply (Figure 18), FC2 directly
controls the air flow.
FM1Flowmeasurementdevice (Figures11,12,18,19)
Gas meter or other flow instrumentation to measure the dilution air flow.
FM1 is optional if the pressure blower PB is calibrated to measure the
flow.
FM2Flowmeasurementdevice (Figure19)
Gas meter or other flow instrumentation to measure the diluted exhaust
gas flow. FM2 is optional if the suction blower SB is calibrated to
measure the flow.
PBPressuresblower(Figures11,12,13,14,15,16,19)
To control the dilution air flow rate, PB may be connected to the flow
controllers FC1 or FC2. PB is not required when using a butterfly valve.
PB may be used to to measure the dilution air flow, if calibrated.
SBSuctionblower(Figures11,12,13,16,17,19)
For fractional sampling systems only. SB may be used to measure the
diluted exhaust gas flow, if calibrated.
DAFDilutionairfilter (Figures11to19)
It is recommended that the dilution air be filtered and charcoal scrubbed
to eliminate background hydrocarbons. At the engine manufacturers
request the dilution air shall be sampled according to good engineering
practice to determine the background particulate levels, which can then
be subtracted from the values measured in the diluted exhaust.
DTDilutiontunnel(Figures11to19)
The dilution tunnel:
— shall be of a sufficient length to cause complete mixing of the exhaust
and dilution air under turbulent flow conditions;
— shall be constructed of stainless steel with:
— thickness/diamter ratio of 0,025 or less for dilution tunnels with
inside diameters greater than 75 mm;
— a nominal thickness of no less then 1,5 mm for dilution tunnels
withinside diameters of equal to or less th an 75 mm;
— shall be at least 75 mm in diameter for the fractional sampling type;
— is recommended to be at least 25 mm in diameter for the total
sampling type;
— may be heated to no greater than 325 K (52 ºC) wall temperature by
direct heating or by dilution air pre-heating, provided the air tempera-
ture does not exceed 325 K (52 ºC) prior to the introduction of the
exhaust in the dilution tunnel;
— may be insulated.
The engine exhaust shall be thoroughly mixed with the dilution air. For
fractional sampling systems, the mixing quality shall be checked after
introduction into service by means of a CO2-profile of the tunnel with
the engine running (at least four equally spaced measuring points). If
necessary, a mixing orifice may be used.
Note:If the ambient temperature in the vicinity of the dilution tunnel
(DT) is below 293K (20 ºC), precautions should be taken to avoid
particle losses onto the cool walls of the dilution tunnel. Therefore,
heating and/or insulating the tunnel within the limits given above
is recommended.
At high engine loads, the tunnel may be cooled by a non-aggres-
sive means suchas a circulating fan, as long as th e temperature of
the cooling medium is not below 293K (20 ºC).
HEHeatexchanger(Figures16,17)
The heat exchanger shall be of sufficient capacity to maintain the
temperature at the inlet to the suction blower SB within ± 11K of the
average operating temperature observed during the test.
2.3Fullflowdilutionsystem
A dilution system is described in Figure 20 based upon the dilution of the
total exhaust using the CVS (Constant Volume Sampling) concept. The
total volume of the mixture of exhaust and dilution air must be measured.
Either a PDP or a CFV system may be used.1988L0077 — EN — 16.02.2000 — 002.001 — 132
▼M3
For subsequent collection of the particulates, a sample of the dilute
exhaust gas is passed to the particulate sampling system (section 2.4,
figures 21 and 22). If this is done directly, it is referred to as single dilu-
tion. If the sample is diluted once more in the secondary dilution tunnel,
it is referred to as double dilution . This is useful, if the filter face
temperature requirement cannot be met withsingle dilution. Alth ough
partly a dilution system, the double dilution system is described as a
modification of a particulate sampling system in section 2.4, Figure 22,
since it shares most of the parts with a typical particulate sampling
system.
Figure 20
Fullflowdilutionsystem
The total amount of raw exhaust gas is mixed in the dilution tunnel DT
with the dilution air. The diluted exhaust gas flow rate is measured either
witha Positive Displacement Pump PDP or witha Critical Flow Venturi
CFV. A heat exchanger HE or electronic flow compensation EFC may be
used for proportional particulate sampling and for flow determination.Since particulate mass determination is based on the total diluted exhaust
gas flow, the dilution ratio is not required to be calculated.
2.3.1.Components of Figure 20
EPExhaustpipe
The exhaust pipe length from the exit of the engine exhaust manifold,
turbocharger outlet or aftertreatment device to the dilution tunnel shall
not exceed 10 m. If the exhaust pipe downstream of the engine exhaust
manifold, turbocharger outlet or aftertreatment device exceeds 4 m in
length, then all tubing in excess of 4 m shall be insulated, except for an
in-line smokemeter, if used. The radial thickness of the insulation must
be at least 25 mm. The thermal conductivity of the insulating material
must have a value no greater than 0,1 W/mK measured at 673 K. To
reduce the thermal inertia of the exhaust pipe a thickness to diameter
ratio of 0,015 or less is recommended. The use of flexible sections shall
be limited to a lengthto diameter ratio of 12 or less.
PDPPositivedisplacementpump
The PDP meters total diluted exhaust flow from the number of the pump
revolutions and the pump displacement. The exhaust system backpressure
must not be artificially lowered by the PDP or dilution air inlet system.
Static exhaust backpressure measured with the PDP system operating
shall remain within ± 1,5 kPa of the static pressure measured without
connection to the PDP at identical engine speed and load. The gas
mixture temperature immediately ahead of the PDP shall be within ± 6
K of the average operating temperature observed during the test, when
no flow compensation is used. Flow compensation may only be used if
the temperature at the inlet to the PDP does not exceed 323K (50 ºC)1988L0077 — EN — 16.02.2000 — 002.001 — 133
▼M3
CFVCritical FlowVenturi
CFV measures total diluted exhaust flow by maintaining the flow at
choked conditions (critical flow). Static exhaust backpressure measured
with the CFV system operating shall remain within ± 1,5 kPa of the static
pressure measured without connection to the CFV at identical engine
speed and load. The gas mixture temperature immediately ahead of the
CFV shall be within ± 11 K of the average operating temperature
observed during the test, when no flow compensation is used.
HEHeatexchanger(optional,ifEFCisused)The heat exchanger shall be of sufficient capacity to maintain the
temperature within the limits required above.
EFCElectronic flowcompensation(optional,ifHEisused)If the temperature at the inlet to either the PDP or CFV is not kept within
the limits stated above, a flow compensation system is required for
continuous measurement of the flow rate and control of the proportional
sampling in the particulate system. To that purpose, the continuously
measured flow rate signals are used to correct the sample flow rate
through the particulate filters of the particulate sampling system (see
section 2.4, figures 21, 22), accordingly.
DTDilutiontunnelThe dilution tunnel:
— shall be small enough in diameter to cause turbulent flow (Reynolds
Number greater than 4000) and of sufficient length to cause complete
mixing of the exhaust and dilution air; a mixing orifice may be used;
— shall be at least 460 mm in diameter with a single dilution system;— shall be at least 210 mm in diameter with a double dilution system;— may be insulated.
The engine exhaust shall be directed downstream at the point where it is
introduced into the dilution tunnel, and thoroughly mixed.
When using single dilution, a sample from the dilution tunnel is trans-
ferred to the particulate sampling system (section 2.4, Figure 21). The
flow capacity of the PDP or CFV must be sufficient to maintain the
diluted exhaust at a temperature of less than or equal to 325 K (52 ºC)
immediately before the primary particulate filter.
When using double dilution, a sample from the dilution tunnel is trans-
ferred to the secondary dilution tunnel where it is further diluted, and
then passed through the sampling filters (section 2.4, Figure 22). The
flow capacity of the PDP or CFV must be sufficient to maintain the
diluted exhaust stream in the DT at a temperature of less than or equal
to 464 K (191 ºC) at the sampling zone. The secondary dilution system
must provide sufficient secondary dilution air to maintain the doubly-
diluted exhaust stream at a temperature of less than or equal to 325 K
(52 ºC) immediately before the primary particulate filter.
DAFDilutionairfilterIt is recommended that the dilution air be filtered and charcoal scrubbed
to eliminate background hydrocarbons. At the engine manufacturers
request the dilution air shall be sampled according to good engineering
practice to determine the background particulate levels, which can then
be subtracted from the values measured in the diluted exhaust.
PSPParticulate samplingprobeThe probe is the leading section of PTT and:
— shall be installed facing upstream at a point where the dilution air and
exhaust gas are well mixed, i.e. on the dilution tunnel (DT) centreline
approximately 10 tunnel diameters downstream of the point where the
exhaust enters the dilution tunnel;
— shall be of 12 mm minimum inside diameter;— may be heated to no greater than 325 K (52 ºC) wall temperature by
direct heating or by dilution air pre-heating, provided the air tempera-
ture does not exceed 325 K (52 ºC) prior to the introduction of the
exhaust in the dilution tunnel;
— may be insulated.
2.4.Particulate SamplingSystem
The particulate sampling system is required for collecting the particulates
on the particulate filter. In the case of total sampling partial flow dilution ,1988L0077 — EN — 16.02.2000 — 002.001 — 134
▼M3
which consists of passing the entire diluted exhaust sample through the
filters, dilution (section 2.2, figures 14, 18) and sampling system usually
form an integral unit. In the case of fractional sampling partial flow dilu-
tionorfull flow dilution , which consists of passing through the filters
only a portion of the diluted exhaust, the dilution (section 2.2, figures
11,12,13,15,16,17,19; section 2.3, Figure 20) and sampling systems
usually form different units.
In this Directive, the double dilution system (Figure 22) of a full flow
dilution system is considered as a specific modification of a typical parti-
culate sampling system as shown in Figure 21. The double dilution
system includes all important parts of the particulate sampling system,
like filter holders and sampling pump, and additionally some dilution
features, like a dilution air supply and a secondary dilution tunnel.
In order to avoid any impact on the control loops, it is recommended that
the sample pump be running throughout the complete test procedure. For
the single filter method, a bypass system shall be used for passing the
sample through the sampling filters at the desired times. Interference of
the switching procedure on the control loops must be minimised.
Figure 21
Particulate samplingsystem
A sample of the diluted exhaust gas is taken from the dilution tunnel DT
of a partial flow or full flow dilution system through the particulate
sampling probe PSP and the particulate transfer tube PTT by means of
the sampling pump P. The sample is passed through the filter holder(s)
FH that contain the particulate sampling filters. The sample flow rate is
controlled by the flow controller FC3. If electronic flow compensationEFC (see Figure 20) is used, the diluted exhaust gas flow is used as
command signal for FC3.
Figure 22
Doubledilutionsystem(fullflowsystemonly)
1988L0077 — EN — 16.02.2000 — 002.001 — 135
▼M3
A sample of the diluted exhaust gas is transferred from the dilution tunnel
DT of a full flow dilution system through the particulate sampling probe
PSP and the particulate transfer tube PTT to the secondary dilution tunnel
SDT, where it is diluted once more. The sample is then passed through
the filter holder(s) FH that contain the particulate sampling filters. The
dilution air flow rate is usually constant whereas the sample flow rate is
controlled by the flow controller FC3. If electronic flow compensation
EFC (see Figure 20) is used, the total diluted exhaust gas flow is used
as command signal for FC3.
2.4.1.Components of figures 21 and 22
PTTParticulate transfertube(Figures21,22)The particulate transfer tube must not exceed 1 020 mm in length, and
must be minimised in length whenever possible. Where applicable (i.e.
for partial flow dilution fractional sampling systems and for full flow
dilution systems), the length of the sampling probes (SP, ISP, PSP,
respectively, see sections 2.2 and 2.3) shall be included.
The dimensions are valid for:
—t hepartial flow dilution fractional sampling type and the full flow
single dilution system from the tip of the probe (SP, ISP, PSP, respec-
tively) to the filter holder;
—t hepartial flow dilution total sampling type from the end of the dilu-
tion tunnel to the filter holder;
—t hefull flow double dilution system from the tip of the probe (PSP) to
the secondary dilution tunnel.
The transfer tube:
— may be heated to no greater than 325K (52 ºC) wall temperature by
direct heating or by dilution air pre-heating, provided the air tempera-
ture does not exceed 325 K (52 ºC) prior to the introduction of the
exhaust in the dilution tunnel;
— may be insulated.
SDTSecondarydilutiontunnel(Figure22)The secondary dilution tunnel should have a minimum diameter of
75 mm, and should be of sufficient length so as to provide a residence
time of at least 0,25 seconds for the doubly-diluted sample. The primary
filter holder FH shall be located within 300 mm of the exit of the SDT.
The secondary dilution tunnel:
— may be heated to no greater than 325 K (52 ºC) wall temperature by
direct heating or by dilution air pre-heating, provided the air tempera-
ture does not exceed 325 K (52 ºC) prior to the introduction of the
exhaust in the dilution tunnel;
— may be insulated.
FHFilter holder(s)(Figures21,22)
For primary and back-up filters one filter housing or separate filter hous-
ings may be used. The requirements of Annex III, Appendix 4, section
4.1.3 shall be met.
The filter holder(s):
— may be heated to no greater than 325 K (52 ºC) wall temperature by
direct heating or by dilution air pre-heating, provided the air tempera-
ture does not exceed 325 K (52 ºC) prior to the introduction of the
exhaust in the dilution tunnel;
— may be insulated.
PSamplingpump(Figures21,22)
The particulate sampling pump shall be located sufficiently distant from
the tunnel so that the inlet gas temperature is maintained constant (± 3
K), if flow correction by FC3 is not used.
DPDilutionairpump(Figure22)The dilution air pump shall be located so that the secondary dilution air is
supplied at a temperature of 298 K ± 5 K (25 ºC ± 5 ºC), if the dilution
air is not preheated.
FC3Flowcontroller (Figures21,22)
A flow controller shall be used to compensate the particulate sample flow
rate for temperature and backpressure variations in the sample path, if no1988L0077 — EN — 16.02.2000 — 002.001 — 136
▼M3
other means are available. The flow controller is required if electronic
flow compensation EFC (see Figure 20) is used.
FM3Flowmeasurementdevice (Figures21,22)The gas meter or flow instrumentation for the particulate sample flow
shall be located sufficiently distant from the sampling pump P so that
the inlet gas temperature remains constant (± 3 K), if flow correction by
FC3 is not used.
FM4Flowmeasurementdevice (Figure22)The gas meter or flow instrumentation for the dilution air flow shall be
located so that the inlet gas temperature remains at 298 K ± 5 K (25 ºC
± 5 ºC).
BVBallvalve(optional)The ball valve shall have an inside diameter not less than the inside
diameter of the particulate transfer tube PTT, and a switching time of
less than 0,5 seconds.
Note:If the ambient temperature in the vicinity of PSP, PTT, SDT, and
FH is below 293K (20 ºC), precautions should be taken to avoid
particle losses onto the cool wall of these parts. Therefore, heating
and/or insulating these parts within the limits given in the respec-
tive descriptions is recommended. It is also recommended that the
filter face temperature during sampling be not below 293K (20 ºC).
At high engine loads, the above parts may be cooled by a non-
aggressive means suchas a circulating fan, as long as th e tempera-
ture of the cooling medium is not below 293K (20 ºC).
3. DETERMINATION OF SMOKE3.1.Introduction
Sections 3.2 and 3.3 and figures 23 and 24 contain detailed descriptions
of the recommended opacimeter systems. Since various configurations
can produce equivalent results, exact conformance withfigures 23 and
24 is not required. Additional components suchas instruments, valves,
solenoids, pumps, and switches may be used to provide additional infor-
mation and coordinate the functions of the component systems. Other
components which are not needed to maintain the accuracy on some
systems, may be excluded if their exclusion is based upon good engi-
neering judgement.
The principle of measurement is that light is transmitted through a
specific length of the smoke to be measured and that proportion of the
incident light which reaches a receiver is used to assess the light obscura-
tion properties of the medium. The smoke measurement depends upon the
design of the apparatus, and may be done in the exhaust pipe (full flow
in-line opacimeter), at the end of the exhaust pipe (full flow end-of-line
opacimeter) or by taking a sample from the exhaust pipe (partial flow
opacimeter). For the determination of the light absorption coefficient
from the opacity signal, the optical path length of the instrument shall
be supplied by the instrument manufacturer.
3.2.FullFlowOpacimeter
Two general types of full flow opacimeters may be used (Figure 23).
With the in-line opacimeter, the opacity of the full exhaust plume within
the exhaust pipe is measured. With this type of opacimeter, the effective
optical pathlengthis a function of th e opacimeter design.
With the end-of-line opacimeter, the opacity of the full exhaust plume is
measured as it exits the exhaust pipe. With this type of opacimeter, the
effective optical path length is a function of the exhaust pipe design and
the distance between the end of the exhaust pipe and the opacimeter.1988L0077 — EN — 16.02.2000 — 002.001 — 137
▼M3
Figure 23
Fullflowopacimeter
3.2.1.Components of Figure 23
EPExhaustPipe
With an in-line opacimeter, there shall be no change in the exhaust pipe
diameter within 3 exhaust pipe diameters before or after the measuring
zone. If the diameter of the measuring zone is greater than the diameter
of the exhaust pipe, a pipe gradually convergent before the measuring
zone is recommended.
With an end-of-line opacimeter, the terminal 0,6 m of the exhaust pipe
shall be of circular cross section and be free from elbows and bends.
The end of the exhaust pipe shall be cut off squarely. The opacimeter
shall be mounted centrally to the plume within 25 ± 5 mm of the end of
the exhaust pipe.
OPLOpticalPathLength
The length of the smoke obscured optical path between the opacimeter
light source and the receiver, corrected as necessary for non-uniformity
due to density gradients and fringe effect. The optical path length shall
be submitted by the instrument manufacturer taking into account any
measures against sooting (e.g. purge air). If the optical path length is not
available, it shall be determined in accordance with ISO IDS 11614,
section 11.6.5. For the correct determination of the optical path length, a
minimum exhaust gas velocity of 20 m/s is required.
LSLightsource
The light source shall be an incandescent lamp with a colour temperature
in the range of 2 800 to 3 250 K or a green light emitting diode (LED)
with a spectral peak between 550 and 570 nm. The light source shall be
protected against sooting by means that do not influence the optical path
lengthbeyond th e manufacturers specifications.
LDLightdetector
The detector shall be a photocell or a photodiode (with a filter, if neces-
sary). In the case of an incandescent light source, the receiver shall have
a peak spectral response similar to the phototopic curve of the human eye
(maximum response) in the range of 550 to 570 nm, to less than 4 % of
that maximum response below 430 nm and above 680 nm. The light
detector shall be protected against sooting by means that do not influence
the optical path length beyond the manufacturers specifications.
CLCollimatinglensThe light output shall be collimated to a beam with a maximum diameter
of 30 mm. The rays of the light beam shall be parallel within a tolerance
of 3º of the optical axis.1988L0077 — EN — 16.02.2000 — 002.001 — 138
▼M3
T1Temperaturesensor(optional)
The exhaust gas temperature may be monitored over the test.
3.3.PartialFlowOpacimeter
With the partial flow opacimeter (Figure 24), a representative exhaust
sample is taken from the exhaust pipe and passed through a transfer line
to the measuring chamber. With this type of opacimeter, the effective
optical path length is a function of the opacimeter design. The response
times referred to in the following section apply to the minimum flow rate
of the opacimeter, as specified by the instrument manufacturer.
Figure 24
Partial flowopacimeter
3.3.1.Components of Figure 24
EPExhaustPipeThe exhaust pipe shall be a straight pipe of at least 6 pipe diameters
upstream and 3 pipe diameters downstream of the tip of the probe.
SPSamplingprobeThe sampling probe shall be an open tube facing upstream on or about
the exhaust pipe centreline. The clearance with the wall of the tailpipe
shall be at least 5 mm. The probe diameter shall ensure a representative
sampling and a sufficient flow through the opacimeter.
TTTransfertubeThe transfer tube shall:
— Be as short as possible and ensure an exhaust gas temperature of
373 ± 30 K (100 ºC ± 30 ºC) at the entrance to the measuring
chamber.
— Have a wall temperature sufficiently above the dew point of the
exhaust gas to prevent condensation.
— Be equal to the diameter of the sampling probe over the entire length.— Have a response time of less than 0,05 s at minimum instrument flow,
as determined according to Annex III, Appendix 4, section 5.2.4.
— Have no significant effect on the smoke peak.
FMFlowmeasurementdeviceFlow instrumentation to detect the correct flow into the measuring
chamber. The minimum and maximum flow rates shall be specified by
the instrument manufacturer, and shall be such that the response time
requirement of TT and the optical path length specifications are met.1988L0077 — EN — 16.02.2000 — 002.001 — 139
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The flow measurement device may be close to the sampling pump, P, if
used.
MCMeasuringchamber
The measuring chamber shall have a non-reflective internal surface, or
equivalent optical environment. The impingement of stray light on thedetector due to internal reflections of diffusion effects shall be reduced
to a minimum.
The pressure of the gas in the measuring chamber shall not differ from
the atmospheric pressure by more than 0,75 kPa. Where this is not
possible by design, the opacimeter reading shall be converted to atmo-
spheric pressure.
The wall temperature of the measuring chamber shall be set to within
± 5 K between 343 K (70 ºC) and 373 K (100 ºC), but in any case suffi-
ciently above the dew point of the exhaust gas to prevent condensation.
The measuring chamber shall be equipped with appropriate devices for
measuring the temperature.
OPLOpticalPathLength
The length of the smoke obscured optical path between the opacimeter
light source and the receiver, corrected as necessary for non-uniformity
due to density gradients and fringe effect. The optical path length shall
be submitted by the instrument manufacturer taking into account any
measures against sooting (e.g. purge air). If the optical path length is not
available, it shall be determined in accordance with ISO IDS 11614,
section 11.6.5.
LSLightsourceThe light source shall be an incandescent lamp with a colour temperature
in the range of 2 800 to 3 250 K or a green light emitting diode (LED)
with a spectral peak between 550 and 570 nm. The light source shall be
protected against sooting by means that do not influence the optical path
lengthbeyond th e manufacturers specifications.
LDLightdetector
The detector shall be a photocell or a photodiode (with a filter, if neces-
sary). In the case of an incandescent light source, the receiver shall have
a peak spectral response similar to the phototopic curve of the human eye
(maximum response) in the range of 550 to 570 nm, to less than 4 % of
that maximum response below 430 nm and above 680 nm. The light
detector shall be protected against sooting by means that do not influence
the optical path length beyond the manufacturers specifications.
CLCollimatinglens
The light output shall be collimated to a beam with a maximum diameter
of 30 mm. The rays of the light beam shall be parallel within a tolerance
of 3º of the optical axis.
T1TemperaturesensorTo monitor the exhaust gas temperature at the entrance to the measuring
chamber.
PSamplingpump(optional)A sampling pump downstream of the measuring chamber may be used to
transfer the sample gas through the measuring chamber.1988L0077 — EN — 16.02.2000 — 002.001 — 140
▼M3
ANNEX VI
ECTYPE-APPROVALCERTIFICATE
1988L0077 — EN — 16.02.2000 — 002.001 — 141
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Appendix
1988L0077 — EN — 16.02.2000 — 002.001 — 142
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ANNEX VII
EXAMPLEOFCALCULATIONPROCEDURE
1. ESC TEST
1.1.Gaseousemissions
The measurement data for the calculation of the individual mode results are shown below. In this
example, CO and NOxare measured on a dry basis, HC on a wet basis. The HC concentration is
given in propane equivalent (C3) and has to be multiplied by 3 to result in the C1 equivalent. The
calculation procedure is identical for the other modes.
PTaHaGEXHGAIRWGFUELHC CO NOx
(kW) (K) (g/kg) (kg) (kg) (kg) (ppm) (ppm) (ppm)
82,9 294,8 7,81 563,38 545,29 18,09 6,3 41,2 495
Calculation of the dryto wet correction factor KW,r(Annex III, Appendix 1, section 4.2):
FFH¼1;969
1þ18;09
545 ;29/C18/C19 ¼1;9058 and K W2¼1;608/C37;81
1000 þ1;608/C37;81 ðÞ¼0;0124
KW;r¼1/C01;9058 /C318;09
541 ;06/C18/C19
/C00;0124 ¼0;9239
Calculation of the wet concentrations:
CO = 41,2 * 0,9239 = 38,1 ppm
NOx= 495 * 0,9239 = 457 ppm
Calculation of the NOxhumiditycorrection factor KH,D(Annex III, Appendix 1, section 4.3):
A = 0,309 * 18,09/541,06 − 0,0266 = −0,0163
B = − 0,209 * 18,09/541,06 + 0,00954 = 0,0026
KH;D¼1
1/C00;0163 /C37;81/C010;71 ðÞ þ 0;0026 /C3294 ;8/C0298 ðÞ¼0;9625
Calculation of the emission mass flow rates (Annex III, Appendix 1, section 4.4):
NOx= 0,001587 * 457 * 0,9625 * 563,38 = 393,27 g/h
CO = 0,000966 * 38,1 * 563,38 = 20,735 g/h
HC = 0,000479 * 6,3 * 3 * 563,38 = 5,100 g/h
Calculation of the specific emissions (Annex III, Appendix 1, section 4.5):
The following example calculation is given for CO; the calculation procedure is identical for the
other components.
The emission mass flow rates of the individual modes are multiplied by the respective weighting
factors, as indicated in Annex III, Appendix 1, section 2.7.1, and summed up to result in the
mean emission mass flow rate over the cycle:
CO = (6,7 * 0,15) + (24,6 * 0,08) + (20,5 * 0,10) + (20,7 * 0,10) + (20,6 * 0,05) + (15,0 * 0,05)
+ (19,7 * 0,05) + (74,5 * 0,09) + (31,5 * 0,10) + (81,9 * 0,08) + (34,8 * 0,05) + (30,8 *
0,05) + (27,3 * 0,05)
= 30,91 g/h
The engine power of the individual modes is multiplied by the respective weighting factors, as
indicated in Annex III, Appendix 1, section 2.7.1, and summed up to result in the mean cycle
power:1988L0077 — EN — 16.02.2000 — 002.001 — 143
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P(n) = (0,1 * 0,15) + (96,8 * 0,08) + (55,2 * 0,10) + (82,9 * 0,10) + (46,8 * 0,05) + (70,1 * 0,05)
+ (23,0 * 0,05) + (114,3 * 0,09) + (27,0 * 0,10) + (122,0 * 0,08) + (28,6 * 0,05) + (87,4 *
0,05) + (57,9 * 0,05)
= 60,006 kW
CO¼30;91
60;006¼0;0515 g =kWh
Calculation of the specific NOxemission of the random point (Annex III, Appendix 1, section
4.6.1):
Assume the following values have been determined on the random point:n
Z= 1 600 min−1
MZ= 495 Nm
NOx mass,Z= 487,9 g/h(calculated according to th e previous formulae)
P(n)Z=8 3k W
NOx,Z= 487,9/83 = 5,878 g/kWh
Determination of the emission value from the test cycle (Annex III, Appendix 1, section 4.6.2):
Assume the values of the four enveloping modes on the ESC to be as follows:
nRTnSUERESETEUMRMSMTMU
1368 1 785 5,943 5,565 5,889 4,973 515 460 681 610
ETU= 5,889 + (4,973 − 5,889) * (1 600 − 1 368) / (1 785 − 1 368) = 5,377 g/kWh
ERS= 5,943 + (5,565 − 5,943) * (1 600 − 1 368) / (1 785 − 1368) = 5,732 g/kWh
MTU= 681 + (601 − 681) * (1 600 − 1 368) / (1 785 − 1368) = 641,3 Nm
MRS= 515 + (460 − 515) * (1 600 − 1368) / (1 785 − 1 368) = 484,3 Nm
EZ= 5,732 + (5,377 − 5,732) * (495 − 484,3) / (641,3 − 484,3) = 5,708 g/kWh
Comparison of the NOxemission values (Annex III, Appendix 1, section 4.6.3):
NOx diff= 100 * (5,878 − 5,708) / 5,708 = 2,98 %
1.2.Particulate emissions
Particulate measurement is based on the principle of sampling the particulates over the complete
cycle, but determining the sample and flow rates (MSAMand GEDF) during the individual modes.
The calculation of GEDFdepends on the system used. In the following examples, a system with
CO2measurement and carbon balance method and a system with flow measurement are used.
When using a full flow dilution system, GEDFis directly measured by the CVS equipment.
Calculation of GEDF(Annex III, Appendix 1, sections 5.2.3 and 5.2.4):
Assume the following measurement data of mode 4. The calculation procedure is identical for the
other modes.
GEXHGFUELGDILWGTOTWCO2DCO2A
(kg/h) (kg/h) (kg/h) (kg/h) (%) (%)
334,02 10,76 5,4435 6,0 0,657 0,040
(a) carbon balance method
GEDFW ¼206 ;5/C310;76
0;657/C00;040¼3601 ;2k g =h
(b) flow measurement method
q¼6;0
6;0/C05;4435 ðÞ¼10;78
GEDFW= 334,02 * 10,78 = 3 600,7 kg/h1988L0077 — EN — 16.02.2000 — 002.001 — 144
▼M3
Calculation of the mass flow rate (Annex III, Appendix 1, section 5.4):
The GEDFWflow rates of the individual modes are multiplied by the respec-
tive weighting factors, as indicated in Annex III, Appendix 1, section 2.7.1,
and summed up to result in the mean GEDFover the cycle. The total sample
rate MSAMis summed up from the sample rates of the individual modes.
GEDFW= (3 567 * 0,15) + (3 592 * 0,08) + (3 611 * 0,10) + (3600 * 0,10)
+ (3 618 * 0,05) + (3 600 * 0,05) + (3 640 * 0,05) + (3 614 *
0,09) + (3 620 * 0,10) + (3 601 * 0,08) + (3 639 * 0,05) +
(3 582 * 0,05) + (3 635 * 0,05)
= 3 604,6 kg/h
MSAM= 0,226 + 0,122 + 0,151 + 0,152 + 0,076 + 0,076 + 0,076 + 0,136 +
0,151 + 0,121 + 0,076 + 0,076 + 0,075
= 1,515 kg
Assume the particulate mass on the filters to be 2,5 mg, then
PTmass=2;5
1;515*3 604 ;6
1 000= 5,948 g/h
Background correction (optional)
Assume one background measurement with the following values. The
calculation of the dilution factor DF is identical to section 3.1 of this
Annex and not shown here.
Md= 0,1 mg; MDIL= 1,5 kg
Sum of DF = ((1 - 1/119,15) * 0,15) + [(1 - 1/8,89) * 0,08] + [(1 - 1/14,75)
* 0,10] + [(1 - 1/10,10) * 0,10] + [(1 - 1/18,02) * 0,05] + [(1
- 1/12,33) * 0,05] + [(1 - 1/32,18) * 0,05] + [(1 - 1/6,94) *
0,09] + [(1 - 1/25,19) * 0,10] + [(1 - 1/6,12) * 0,08] + [(1 - 1/
20,87) * 0,05] + [(1 - 1/8,77) * 0,05] + ((1 - 1/12,59) * 0,05)
= 0,923
PTmass¼2;5
1;515/C00;1
1;5/C30;923/C18/C19
/C33604 ;6
1000¼5;726 g =h
Calculation of the specific emission (Annex III, Appendix 1, section 5.5):
P(n) = (0,1 * 0,15) + (96,8 * 0,08) + (55,2 * 0,10) + (82,9 * 0,10) + (46,8 *
0,05) + (70,1 * 0,05) + (23,0 * 0,05) + (114,3 * 0,09) + (27,0 *
0,10) + (122,0 * 0,08) + (28,6 * 0,05) + (87,4 * 0,05) + (57,9 *
0,05)
= 60,006 kW
PT¼5;948
60;006¼0;099 g =kWh
if background corrected PT¼5;726
60;006¼0;095 g =kWh ;
Calculation of the specific weighting factor (Annex III, Appendix 1, section
5.6):
Assume the values calculated for mode 4 above, then
WFE;i¼0;152/C33604 ;6
1;515/C33600 ;7¼0;1004
This value is within the required value of 0,10 ± 0,003.
2. ELR TEST
Since Bessel filtering is a completely new averaging procedure in European
exhaust legislation, an explanation of the Bessel filter, an example of the
design of a Bessel algorithm, and an example of the calculation of the final
smoke value is given below. The constants of the Bessel algorithm only
depend on the design of the opacimeter and the sampling rate of the data
acquisition system. It is recommended that the opacimeter manufacturer
provide the final Bessel filter constants for different sampling rates and1988L0077 — EN — 16.02.2000 — 002.001 — 145
▼M3
that the customer use these constants for designing the Bessel algorithm
and for calculating the smoke values.
2.1.General RemarksontheBesselFilter
Due to high frequency distortions, the raw opacity signal usually shows a
highly scattered trace. To remove these high frequency distortions a Bessel
filter is required for the ELR-Test. The Bessel filter itself is a recursive,
second-order low-pass filter which guarantees the fastest signal rise without
overshoot.
Assuming a real time raw exhaust plume in the exhaust tube, each opaci-
meter shows a delayed and differently measured opacity trace. The delay
and the magnitude of the measured opacity trace is primarily dependent
on the geometry of the measuring chamber of the opacimeter, including
the exhaust sample lines, and on the time needed for processing the signal
in the electronics of the opacimeter. The values that characterise these two
effects are called the physical and the electrical response time which repre-
sent an individual filter for eachtype of opacimeter.
The goal of applying a Bessel filter is to guarantee a uniform overall filter
characteristic of the whole opacimeter system, consisting of:
— physical response time of the opacimeter (tp)
— electrical response time of the opacimeter (te)
— filter response time of the applied Bessel filter (tF)
The resulting overall response time of the system tAveris given by:
tAver¼ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ
t2
Fþt2
pþt2
eq
and must be equal for all kinds of opacimeters in order to give the same
smoke value. Therefore, a Bessel filter has to be created in such a way,
that the filter response time (tF) together with the physical (tp) and electrical
response time (te) of the individual opacimeter must result in the required
overall response time (tAver). Since tpand teare given values for eachindi-
vidual opacimeter, and tAveris defined to be 1,0 s in this Directive, tFcan be
calculated as follows:
tF¼ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ
t2
Averþt2
pþt2
eq
By definition, the filter response time tFis the rise time of a filtered output
signal between 10 % and 90 % on a step input signal. Therefore the cut-off
frequency of the Bessel filter has to be iterated in such a way, that the
response time of the Bessel filter fits into the required rise time.
Figure a
Tracesofastepinputsignalandthefilteredoutputsignal
InFigure a, the traces of a step input signal and Bessel filtered output
signal as well as the response time of the Bessel filter (tF) are shown.1988L0077 — EN — 16.02.2000 — 002.001 — 146
▼M3
Designing the final Bessel filter algorithm is a multi step process which
requires several iteration cycles. The scheme of the iteration procedure is
presented below.
1988L0077 — EN — 16.02.2000 — 002.001 — 147
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2.2.CalculationoftheBesselalgorithm
In this example a Bessel algorithm is designed in several steps according to
the above iteration procedure which is based upon Annex III, Appendix 1,
section 6.1.
For the opacimeter and the data acquisition system, the following charac-
teristics are assumed:
— physical response time tp0,15 s
— electrical response time te0,05 s
— overall response time tAver1,00 s (by definition in this Directive)
— sampling rate 150 Hz
Step 1 Required Bessel filter response time tF:
tF¼ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ
12/C00;152þ0;052/C0/C1q
¼0;987421 s
Step 2 Estimation of cut-off frequencyand calculation of Bessel
constants E, K for first iteration:
fc= 3,1415/(10 * 0,987421) = 0,318152 Hz
∆t = 1/150 = 0,006667 s
Ω= 1/[tan (3,1415 * 0,006667 * 0,318152)] = 150,076644
E=1
1þ150 ;076644 /C3ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ
3/C30;618034 þ0;618034 /C3150 ;0766442p ¼7;07948 E /C05
K = 2 * 7,07948 E − 5 * (0,618034 * 150,0766442− 1) − 1 = 0,970783
This gives the Bessel algorithm:
Yi=Yi−1+ 7,07948 E − 5 * (Si+2*Si−1+Si−2−4*Yi−2) + 0,970783 *
(Yi−1−Yi−2)
where Sirepresents the values of the step input signal (either ‘0’ or ‘1’) and
Yirepresents the filtered values of the output signal.
Step 3 Application of Bessel filter on step input:The Bessel filter response time t
Fis defined as the rise time of the filtered
output signal between 10 % and 90 % on a step input signal. For deter-
mining the times of 10 % (t10) and 90 % (t90) of the output signal, a
Bessel filter has to be applied to a step input using the above values of fc,
E and K.
The index numbers, the time and the values of a step input signal and the
resulting values of the filtered output signal for the first and the second
iteration are shown in Table B. The points adjacent to t10and t90are marked
in bold numbers.
In Table B, first iteration, the 10 % value occurs between index number 30
and 31 and the 90 % value occurs between index number 191 and 192. For
the calculation of tF,iterthe exact t10and t90values are determined by linear
interpolation between the adjacent measuring points, as follows:
t10=tlower+∆t * (0,1 − outlower)/(outupper− outlower)
t90=tlower+∆t * (0,9 − outlower)/(outupper− outlower)
where outupperand outlower, respectively, are the adjacent points of the Bessel
filtered output signal, and tloweris the time of the adjacent time point, as
indicated in Table B.
t10= 0,200000 + 0,006667 * (0,1 − 0,099208)/(0,104794 − 0,099208) =
0,200945 s
t90= 0,273333 + 0,006667 * (0,9 − 0,899147)/(0,901168 − 0,899147) =
1,276147 s
Step 4 Filter response time of first iteration cycle:
tF,iter= 1,276147 − 0,200945 = 1,075202 s1988L0077 — EN — 16.02.2000 — 002.001 — 148
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Step 5 Deviation between required and obtained filter response
time of first iteration cycle:
∆= (1,075202 − 0,987421)/0,987421 = 0,081641
Step 6 Checking the iteration criteria:
|∆|≤0,01 is required. Since 0,081641 > 0,01, the iteration criteria is not
met and a further iteration cycle has to be started. For this iteration cycle, a
new cut-off frequency is calculated from fcand∆as follows:
fc,new= 0,318152 * (1 + 0,081641) = 0,344126 Hz
This new cut-off frequency is used in the second iteration cycle, starting at
step 2 again. The iteration has to be repeated until the iteration criteria is
met. The resulting values of the first and second iteration are summarised
in table A.
Table A
Valuesofthefirstandseconditeration
Parameter 1. Iteration 2. Iteration
fc(Hz) 0,318152 0,344126
E (−) 7,07948 E-5 8,272777 E-5
K (−) 0,970783 0,968410
t10(s) 0,200945 0,185523
t90(s) 1,276147 1,179562
tF,iter(s) 1,075202 0,994039
∆ (−) 0,081641 0,006657
fc,new(Hz) 0,344126 0,346417
Step 7 Final Bessel algorithm:
As soon as the iteration criteria has been met, the final Bessel filter
constants and the final Bessel algorithm are calculated according to step
2. In this example, the iteration criteria has been met after the second itera-
tion ( ∆= 0,006657 ≤0,01). The final algorithm is then used for
determining the averaged smoke values (see next section 2.3).
Yi=Yi−1+ 8,272777 E − 5 * (Si+2*Si−1+Si−2−4*Yi−2) + 0,968410
*( Yi−1−Yi−2)1988L0077 — EN — 16.02.2000 — 002.001 — 149
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Table B
ValuesofstepinputsignalandBesselfilteredoutputsignalforthefirstand
seconditeration cycle
Index i TimeStep Input
Signal SiFiltered Output Signal Yi
[−] [s] [−][−]
1. Iteration 2. Iteration
− 2 − 0,013333 0 0,000000 0,000000
− 1 − 0,006667 0 0,000000 0,000000
0 0,000000 1 0,000071 0,0000831 0,006667 1 0,000352 0,0004112 0,013333 1 0,000908 0,0010603 0,020000 1 0,001731 0,0020194 0,026667 1 0,002813 0,0032785 0,033333 1 0,004145 0,004828
== == =
24 0,160000 1 0,067877 0,077876
25 0,166667 1 0,072816 0,08347626 0,173333 1 0,077874 0,08920527 0,180000 1 0,083047 0,09505628 0,186667 1 0,088331 0,10102429 0,193333 1 0,093719 0,10710230 0,200000 1 0,099208 0,11328631 0,206667 1 0,104794 0,11957032 0,213333 1 0,110471 0,12594933 0,220000 1 0,116236 0,13241834 0,226667 1 0,122085 0,13897235 0,233333 1 0,128013 0,145605
36 0,240000 1 0,134016 0,152314
37 0,246667 1 0,140091 0,159094== == =
175 1,166667 1 0,862416 0,895701176 1,173333 1 0,864968 0,897941177 1,180000 1 0,867484 0,900145178 1,186667 1 0,869964 0,902312179 1,193333 1 0,872410 0,904445180 1,200000 1 0,874821 0,906542181 1,206667 1 0,877197 0,908605182 1,213333 1 0,879540 0,910633183 1,220000 1 0,881849 0,912628
184 1,226667 1 0,884125 0,914589
185 1,233333 1 0,886367 0,916517186 1,240000 1 0,888577 0,918412187 1,246667 1 0,890755 0,920276188 1,253333 1 0,892900 0,922107189 1,260000 1 0,895014 0,923907190 1,266667 1 0,897096 0,925676191 1,273333 1 0,899147 0,927414192 1,280000 1 0,901168 0,9291211988L0077 — EN — 16.02.2000 — 002.001 — 150
▼M3
Index i TimeStep Input
Signal SiFiltered Output Signal Yi
[−] [s] [−][−]
1. Iteration 2. Iteration
193 1,286667 1 0,903158 0,930799
194 1,293333 1 0,905117 0,932448
195 1,300000 1 0,907047 0,934067
== == =1988L0077 — EN — 16.02.2000 — 002.001 — 151
▼M3
2.3.CalculationofthesmokeValues
In the scheme below the general procedure of determining the final smoke
value is presented.
1988L0077 — EN — 16.02.2000 — 002.001 — 152
▼M3
In figure b, the traces of the measured raw opacity signal, and of the unfil-
tered and filtered light absorption coefficients (k-value) of the first load
step of an ELR-Test are shown, and the maximum value Ymax1,A(peak) of
the filtered k trace is indicated. Correspondingly, table C contains the
numerical values of index i, time (sampling rate of 150 Hz), raw opacity,
unfiltered k and filtered k. Filtering was conducted using the constants of
the Bessel algorithm designed in section 2.2 of this Annex. Due to the large
amount of data, only those sections of the smoke trace around the begin-
ning and the peak are tabled.
Figure b
Traces of measured opacity N, of unfiltered smoke k and of filtered
smokek
The peak value (i = 272) is calculated assuming the following data of tableC. All other individual smoke values are calculated in the same way. For
starting the algorithm, S
−1,S−2,Y−1and Y−2are set to zero.
LA(m) 0,430
Index i 272
N (%) 16,783
S271(m−1) 0,427392
S270(m−1) 0,427532
Y271(m−1) 0,542383
Y270(m−1) 0,542337
Calculation of the k-value (Annex III, Appendix 1, section 6.3.1):
k¼/C01
0;430/C3ln 1 /C016;783
100/C18/C19
¼0;427252 m/C01
This value corresponds to S272in the following equation.
Calculation of Bessel averaged smoke (Annex III, Appendix 1, section
6.3.2):
In the following equation, the Bessel constants of the previous Section 2.2
are used. The actual unfiltered k-value, as calculated above, corresponds to
S272(Si). S271(Si-1) and S270(Si-2) are the two preceding unfiltered k-values,
Y271(Yi-1) and Y270(Yi-2) are the two preceding filtered k-values.
Y272= 0,542383 + 8,272777 E − 5 * (0,427252 + 2 * 0,427392 + 0,427532
− 4 * 0,542337) + 0,968410 * (0,542383 − 0,542337)
= 0,542389 m−11988L0077 — EN — 16.02.2000 — 002.001 — 153
▼M3
This value corresponds to Ymax1,Ain the following equation.
Calculation of the final smoke value (Annex III, Appendix 1, section 6.3.3):From each smoke trace, the maximum filtered k-value is taken for the
further calculation. Assume the following values
SpeedYmax(m−1)
Cycle 1 Cycle 2 Cycle 3
A 0,5424 0,5435 0,5587
B 0,5596 0,5400 0,5389C 0,4912 0,5207 0,5177
SV
A= (0,5424 + 0,5435 + 0,5587) / 3 = 0,5482 m−1
SVB= (0,5596 + 0,5400 + 0,5389) / 3 = 0,5462 m−1
SVC= (0,4912 + 0,5207 + 0,5177) / 3 = 0,5099 m−1
SV = (0,43 * 0,5482) + (0,56 * 0,5462) + (0,01 * 0,5099) = 0,5467 m−1
Cycle validation (Annex III, Appendix 1, section 3.4)
Before calculating SV, the cycle must be validated by calculating the rela-
tive standard deviations of the smoke of the three cycles for each speed.
Speed Mean SV (m−1)absolute standard
deviation (m−1)relative standard
deviation (%)
A 0,5482 0,0091 1,7
B 0,5462 0,0116 2,1
C 0,5099 0,0162 3,2
In this example, the validation criteria of 15 % are met for each speed.1988L0077 — EN — 16.02.2000 — 002.001 — 154
▼M3
Table C
ValuesofopacityN,unfilteredandfilteredk-valueatbeginningofloadstep
Index i Time Opacity Nunfiltered k-
valuefiltered k-value
[−] [s] [%] [m−1] [m−1]
− 2 0,000000 0,000000 0,000000 0,000000
− 1 0,000000 0,000000 0,000000 0,000000
0 0,000000 0,000000 0,000000 0,000000
1 0,006667 0,020000 0,000465 0,000000
2 0,013333 0,020000 0,000465 0,000000
3 0,020000 0,020000 0,000465 0,000000
4 0,026667 0,020000 0,000465 0,000001
5 0,033333 0,020000 0,000465 0,000002
6 0,040000 0,020000 0,000465 0,0000027 0,046667 0,020000 0,000465 0,000003
8 0,053333 0,020000 0,000465 0,000004
9 0,060000 0,020000 0,000465 0,000005
10 0,066667 0,020000 0,000465 0,000006
11 0,073333 0,020000 0,000465 0,000008
12 0,080000 0,020000 0,000465 0,000009
13 0,086667 0,020000 0,000465 0,000011
14 0,093333 0,020000 0,000465 0,000012
15 0,100000 0,192000 0,004469 0,000014
16 0,106667 0,212000 0,004935 0,000018
17 0,113333 0,212000 0,004935 0,000022
18 0,120000 0,212000 0,004935 0,000028
19 0,126667 0,343000 0,007990 0,000036
20 0,133333 0,566000 0,013200 0,000047
21 0,140000 0,889000 0,020767 0,000061
22 0,146667 0,929000 0,021706 0,000082
23 0,153333 0,929000 0,021706 0,000109
24 0,160000 1,263000 0,029559 0,000143
25 0,166667 1,455000 0,034086 0,000185
26 0,173333 1,697000 0,039804 0,000237
27 0,180000 2,030000 0,047695 0,00030128 0,186667 2,081000 0,048906 0,000378
29 0,193333 2,081000 0,048906 0,000469
30 0,200000 2,424000 0,057067 0,000573
31 0,206667 2,475000 0,058282 0,000693
32 0,213333 2,475000 0,058282 0,000827
33 0,220000 2,808000 0,066237 0,000977
34 0,226667 3,010000 0,071075 0,001144
35 0,233333 3,253000 0,076909 0,001328
36 0,240000 3,606000 0,085410 0,001533
37 0,246667 3,960000 0,093966 0,001758
38 0,253333 4,455000 0,105983 0,002007
39 0,260000 4,818000 0,114836 0,002283
40 0,266667 5,020000 0,119776 0,002587
== = = =1988L0077 — EN — 16.02.2000 — 002.001 — 155
▼M3
Values of opacity N, unfiltered and filtered k-value around Ymax1,A(≡peak
value,indicatedinboldnumber)
Index i Time Opacity Nunfiltered k-
valuefiltered k-value
[−] [s] [%] [m−1] [m−1]
== = = =
259 1,726667 17,182000 0,438429 0,538856260 1,733333 16,949000 0,431896 0,539423261 1,740000 16,788000 0,427392 0,539936262 1,746667 16,798000 0,427671 0,540396263 1,753333 16,788000 0,427392 0,540805264 1,760000 16,798000 0,427671 0,541163265 1,766667 16,798000 0,427671 0,541473266 1,773333 16,788000 0,427392 0,541735267 1,780000 16,788000 0,427392 0,541951268 1,786667 16,798000 0,427671 0,542123269 1,793333 16,798000 0,427671 0,542251270 1,800000 16,793000 0,427532 0,542337271 1,806667 16,788000 0,427392 0,542383272 1,813333 16,783000 0,427252 0,542389
273 1,820000 16,780000 0,427168 0,542357274 1,826667 16,798000 0,427671 0,542288275 1,833333 16,778000 0,427112 0,542183276 1,840000 16,808000 0,427951 0,542043277 1,846667 16,768000 0,426833 0,541870278 1,853333 16,010000 0,405750 0,541662279 1,860000 16,010000 0,405750 0,541418280 1,866667 16,000000 0,405473 0,541136281 1,873333 16,010000 0,405750 0,540819282 1,880000 16,000000 0,405473 0,540466283 1,886667 16,010000 0,405750 0,540080284 1,893333 16,394000 0,416406 0,539663285 1,900000 16,394000 0,416406 0,539216286 1,906667 16,404000 0,416685 0,538744287 1,913333 16,394000 0,416406 0,538245288 1,920000 16,394000 0,416406 0,537722289 1,926667 16,384000 0,416128 0,537175290 1,933333 16,010000 0,405750 0,536604291 1,940000 16,010000 0,405750 0,536009292 1,946667 16,000000 0,405473 0,535389293 1,953333 16,010000 0,405750 0,534745294 1,960000 16,212000 0,411349 0,534079295 1,966667 16,394000 0,416406 0,533394
296 1,973333 16,394000 0,416406 0,532691
297 1,980000 16,192000 0,410794 0,531971298 1,986667 16,000000 0,405473 0,531233299 1,993333 16,000000 0,405473 0,530477300 2,000000 16,000000 0,405473 0,529704
== = = =1988L0077 — EN — 16.02.2000 — 002.001 — 156
▼M3
3. ETC TEST
3.1.Gaseousemissions(DieselEngine)
Assume the following test results for a PDP-CVS system
V0(m3/rev) 0,1776
Np(rev) 23073
pB(kPa) 98,0
p1(kPa) 2,3
T (K) 322,5
Ha(g/kg) 12,8
NOx conce(ppm) 53,7
NOx concd(ppm) 0,4
COconce(ppm) 38,9
COconcd(ppm) 1,0
HCconce(ppm) 9,00
HCconcd(ppm) 3,02
CO2,conce( %) 0,723
Wact(kWh) 62,72
Calculation of the diluted exhaust gas flow (Annex III, Appendix 2, section
4.1):
MTOTW= 1,293 * 0,1776 * 23073 * (98,0 − 2,3) * 273 / (101,3 * 322,5)
= 4 237,2 kg
Calculation of the NOxcorrection factor (Annex III, Appendix 2, section
4.2):
KH;D¼1
1/C00;0182 /C312;8/C010;71 ðÞ¼1;039
Calculation of the background corrected concentrations (Annex III,
Appendix 2, section 4.3.1.1):
Assuming a diesel fuel of the composition C1H1,8
FS¼100/C31
1þ1;8=2 ðÞ þ 3;76/C31þ1;8=4 ðÞðÞ ½/C138¼13;6
DF¼13;6
0;723þ9;00þ38;9 ðÞ /C3 10/C04¼18;69
NOx conc= 53,7 − 0,4 * (1 − (1/18,69)) = 53,3 ppm
COconc= 38,9 − 1,0 * (1 − (1/18,69)) = 37,9 ppm
HCconc= 9,00 − 3,02 * (1 − (1/18,69)) = 6,14 ppm
Calculation of the emissions mass flow (Annex III, Appendix 2, section
4.3.1):
NOx mass= 0,001587 * 53,3 * 1,039 * 4237,2 = 372,391 g1988L0077 — EN — 16.02.2000 — 002.001 — 157
▼M3
COmass= 0,000966 * 37,9 * 4 237,2 = 155,129 g
HCmass= 0,000479 * 6,14 * 4 237,2 = 12,462 g
Calculation of the specific emissions (Annex III, Appendix 2, section 4.4):
NOx¼372 ;391 =62;72¼5;94 g =kWh
CO¼155 ;129 =62;72¼2;47 g =kWh
HC—¼12;462 =62;72¼0;199 g =kWh
3.2.Particulate emissions(DieselEngine)
Assume the following test results for a PDP-CVS system with double dilu-
tion
MTOTW(kg) 4 237,2
Mf,p(mg) 3,030
Mf,b(mg) 0,044
MTOT(kg) 2,159
MSEC(kg) 0,909
Md(mg) 0,341
MDIL(kg) 1,245
DF 18,69
Wact(kWh) 62,72
Calculation of the mass emission (Annex III, Appendix 2, section 5.1):
Mf= 3,030 + 0,044 = 3,074 mg
MSAM= 2,159 − 0,909 = 1,250 kg
PTmass¼3;074
1;250/C34237 ;2
1000¼10;42 g
Calculation of the background corrected mass emission (Annex III,
Appendix 2, section 5.1):
PTmass¼3;074
1;250/C00;341
1;245/C31/C01
18;69/C18/C19/C18/C19/C20/C21
/C34237 ;2
1000¼9;32 g
Calculation of the specific emission (Annex III, Appendix 2, section 5.2):
PT¼10;42=62;72¼0;166 g =kWh
PT¼9;32=62;72¼0;149 g =kWh ;if background corrected
3.3.GaseousEmissions(CNGEngine)
Assume the following test results for a PDP-CVS system with double dilu-
tion1988L0077 — EN — 16.02.2000 — 002.001 — 158
▼M3
MTOTW(kg) 4 237,2
Ha(g/kg) 12,8
NOx conce(ppm) 17,2
NOx concd(ppm) 0,4
COconce(ppm) 44,3
COconcd(ppm) 1,0
HCconce(ppm) 27,0
HCconcd(ppm) 3,02
CH4 conce(ppm) 18,0
CH4 concd(ppm) 1,7
CO2,conce(%) 0,723
Wact(kWh) 62,72
Calculation of the NOx, correction factor (Annex III, Appendix 2, section
4.2):
KH;G¼1
1/C00;0329 /C312;8/C010;71 ðÞ¼1;074
Calculation of the NMHC concentration (Annex III, Appendix 2, section
4.3.1):
(a) GC method
NMHCconce= 27,0 − 18,0 = 9,0 ppm
(b) NMC method
Assuming a methane efficiency of 0,04 and an ethane efficiency of
0,98 (see Annex III, Appendix 5, section 1.8.4)
NMHC conce¼27;0/C31/C00;04 ðÞ /C0 18;0
0;98/C00;04¼8;4 ppm
Calculation of the background corrected concentrations (Annex III,
Appendix 2, section 4.3.1.1):
Assuming a G20 reference fuel (100 % methane) of the composition C1H4:
FS¼100/C31
1þ4=2ðÞ þ 3;76/C31þ4=4ðÞðÞ ½/C138¼9;5
DF¼9;5
0;723þ27;0þ44;3 ðÞ /C3 10/C04¼13;01
For NMHC, the background concentration is the difference between HCconcdand CH4 concd
NOx conc= 17,2 − 0,4 * (1 − (1/13,01)) = 16,8 ppm
COconc= 44,3 − 1,0 * (1 − (1/13,01)) = 43,4 ppm
NMHCconc= 8,4 − 1,32 * (1 − (1/13,01)) = 7,2 ppm
CH4 conc= 18,0 − 1,7 * (1 − (1/13,01)) = 16,4 ppm1988L0077 — EN — 16.02.2000 — 002.001 — 159
▼M3
Calculation of the emissions mass flow (Annex III, Appendix 2, section
4.3.1):
NOx mass= 0,001587 * 16,8 * 1,074 * 4 237,2 = 121,330 g
COmass= 0,000966 * 43,4 * 4 237,2 = 177,642 g
NMHCmass= 0,000502 * 7,2 * 4 237,2 = 15,315 g
CH4 mass= 0,000554 * 16,4 * 4 237,2 = 38,498 g
Calculation of the specific emissions (Annex III, Appendix 2, section 4.4):
NOx¼121 ;330 =62;72¼1;93 g =kWh
CO¼177 ;642 =62;72¼2;83 g =kWh
NMHC ¼15;315 =62;72¼0;244 g =kWh
CH4¼38;498 =62;72¼0;614 g =kWh
4.λ-SHIFT FACTOR (Sλ)
4.1.Calculationofthe λ-shiftfactor(Sλ)(1)
Sλ¼2
1/C0inert %
100/C18/C19
nþm
4/C16/C17
/C0O2/C3
100
where:
Sλ=λ-shift factor;
inert % = % by volume of inert gases in the fuel (i.e. N2,C O2, He, etc.);
O2* = % by volume of original oxygen in the fuel;
n and m = refer to average CnHmrepresenting the fuel hydrocarbons, i.e:
n¼1/C2CH4%
100/C20/C21
þ2/C2C2%
100/C20/C21
þ3/C2C3%
100/C20/C21
þ4/C2C4%
100/C20/C21
þ5/C2C5%
100/C20/C21
þ::
1/C0diluent %
100
m¼4/C2CH4%
100/C20/C21
þ4/C2C2H4%
100/C20/C21
þ6/C2C2H6%
100/C20/C21
þ...8/C2C3H8%
100/C20/C21
þ::
1/C0diluent %
100
where:
CH4= % by volume of methane in the fuel;
C2= % by volume of all C2hydrocarbons (e.g.: C2H6,C2H4, etc.) in
the fuel;
C3= % by volume of all C3hydrocarbons (e.g.: C3H8,C3H6, etc.) in
the fuel;
C4= % by volume of all C4hydrocarbons (e.g.: C4H10,C4H8, etc.) in
the fuel;
C5= % by volume of all C5hydrocarbons (e.g.: C5H12,C5H10, etc.)
in the fuel;
diluent = % by volume of dilution gases in the fuel (i.e.: O2*, N2,C O2,
He, etc.).1988L0077 — EN — 16.02.2000 — 002.001 — 160
(1) Stoichiometric Air/Fuel ratios of automotive fuels — SAE J1829, June 1987. John B.
Heywood, Internal combustion engine fundamentals , McGraw-Hill, 1988, Chapter 3.4
‘Combustion stoichiometry’ (pp. 68 to 72).
▼M3
4.2.Examplesforthecalculationofthe λ-shiftfactorSλ:
Example 1: G25:C H4=8 6% ,N2= 14 % (by volume)
n¼1/C2CH4%
100/C20/C21
þ2/C2C2%
100/C20/C21
þ::
1/C0diluent %
100¼1/C20;86
1/C014
100¼0;86
0;86¼1
m¼4/C2CH4%
100/C20/C21
þ4/C2C2H4%
100/C20/C21
þ::
1/C0diluent %
100¼4/C20;86
0;86¼4
Sλ¼2
1/C0inert %
100/C18/C19
nþm
4/C16/C17
/C0O2/C3
100¼2
1/C014
100/C18/C19
/C21þ4
4/C18/C19 ¼1;16
Example 2: Gxy:C H4=8 7% ,C2H6= 13 % (by volume)
n¼1/C2CH4%
100hi
þ2/C2C2%
100/C20/C21
þ::
1/C0diluent %
100¼1/C20;87þ2/C20;13
1/C00
100¼1;13
1¼1;13
m¼4/C2CH4%
100/C20/C21
þ6/C2C2H6%
100/C20/C21
þ::
1/C0diluent %
100¼4/C20;87þ6/C20;13
1¼4;26
Sλ¼2
1/C0inert %
100/C18/C19
nþm
4/C16/C17
/C0O2/C3
100¼2
1/C00
100/C18/C19
/C21;13þ4;26
4/C18/C19 ¼0;911
Example 3: USA: CH4=8 9% ,C2H6= 4,5 %, C3H8= 2,3 %, C6H14= 0,2 %, O2= 0,6 %, N2=4%
n¼1/C2CH4%
100/C20/C21
þ2/C2C2%
100/C20/C21
þ::
1/C0diluent %
100¼1/C20;89þ2/C20;045þ3/C20;023þ4/C20;002
1/C00;64þ4 ðÞ
100¼1;11
m¼4/C2CH4%
100/C20/C21
þ4/C2C2H4%
100/C20/C21
þ6/C2C2H6%
100/C20/C21
þ::þ8/C2C3H8%
100/C20/C21
1/C0diluent %
100
¼4/C20;89þ4/C20;045þ8/C20;023þ14/C20;002
1/C00;6þ4
100¼4;24
Sλ¼2
1/C0inert %
100/C18/C19
nþm
4/C16/C17
/C0O2/C3
100¼2
1/C04
100/C18/C19
/C21;11þ4;24
4/C18/C19
/C00;6
100¼0;961988L0077 — EN — 16.02.2000 — 002.001 — 161