(13)

Appendix 1 is amended as follows: (a) in point 1, the first paragraph is replaced by the following: ‘This Appendix describes the procedure to determine pollutant emissions from on-vehicle on-road measurements using Portable Emissions Measurement Systems (hereinafter “PEMS”). The pollutant emissions to be measured from the exhaust of the engine include the following components: carbon monoxide, total hydrocarbons, nitrogen oxides and PM number for compression ignition engines and carbon monoxide, non-methane hydrocarbons, methane, nitrogen oxides and PM number for positive ignition engines. Additionally, carbon dioxide shall be measured to enable the calculation procedures described in Section 4.’; (b) point 2.1.1. is replaced by the following: ‘2.1.1. Gas analysers and PM number analysers to measure the concentrations of regulated pollutants in the exhaust gas.’; (c) in point 2.2., Table 1 is replaced by the following: ‘Table 1 Test parameters Parameter Unit Source THC concentration (4) ppm Gas analyser CO concentration (4) ppm Gas analyser NOx concentration (4) ppm Gas analyser CO2 concentration (4) ppm Gas analyser CH4 concentration (4) (5) ppm Gas analyser PM number concentration #/cm3 PM number analyser Dilution setting (if applicable) - PM number analyser Exhaust gas flow kg/h Exhaust Flow Meter (hereinafter “EFM”) Exhaust temperature K EFM Ambient temperature (6) K Sensor Ambient pressure kPa Sensor Engine torque (6) Nm ECU or Sensor Engine speed rpm ECU or Sensor Engine fuel flow g/s ECU or Sensor Engine coolant temperature K ECU or Sensor Engine intake air temperature (5) K Sensor Vehicle ground speed km/h ECU and GPS Vehicle latitude degree GPS Vehicle longitude degree GPS (d) in Section 2.4, the following points are added: ‘2.4.6. Installation of PM number analyser The installation and operation of the PEMS shall be leak-tight and minimise heat loss. To avoid the generation of particles, connectors shall be thermally stable at the exhaust gas temperatures expected during the test. Where elastomer connectors are used to connect the vehicle exhaust outlet and the connecting tube, those connectors shall have no contact with the exhaust gas to avoid artefacts at high engine load. 2.4.7. Sampling of PM number emissions Emissions sampling shall be representative and conducted at locations of well-mixed exhaust gas where the influence of ambient air downstream of the sampling point is minimal. Where applicable, emissions shall be sampled downstream of the exhaust mass flow meter, respecting a distance of at least 150 mm to the flow sensing element. The sampling probe shall be fitted at least 3 times the inner diameter of the exhaust pipe upstream of the point at which the exhaust exits into the environment. The exhaust shall be sampled from the centre of the exhaust stream. Where several probes are used for emissions sampling, the particle sampling probe shall be placed upstream of the other sampling probes. The particle sampling probe shall not interfere with the sampling of gaseous pollutants. The type and specifications of the probe and its mounting shall be documented in detail, either in the test report of the Technical Service (in the case of testing at type approval) or in the vehicle manufacturer’s own documentation (in case of in-service conformity testing). Where particles are sampled and not diluted at the tailpipe, the sampling line from the raw exhaust sample point to the point of dilution or particle detector shall be heated to a minimum of 373 K (100 °C). All parts of the sampling system, from the exhaust pipe to the particle detector, which are in contact with raw or diluted exhaust gas, shall be designed to minimise the deposition of particles. All parts shall be made from anti-static material to prevent electrostatic effects.’; (e) in Section 2.5, the following point is added: ‘2.5.5. Checking the PM number analyser The PEMS shall function free of errors and critical warnings. The zero level of the PM number analyser shall be recorded by sampling high efficiency particulate filtered ambient air (HEPA) at the inlet of the sampling line in the 12 hour-period before test start. The signal shall be recorded at a constant frequency of at least 1,0 Hz averaged over a period of 2 minutes. The final absolute concentration shall be within the manufacturer’s specifications and, in addition, shall not exceed 5 000 particles per cubic centimetre.’; (f) point 2.6.1. is replaced by the following: ‘2.6.1. Test start For the purposes of the test procedure, “test start” shall mean the first ignition of the internal combustion engine. Emissions sampling, measurement of the exhaust parameters and recording of the engine and ambient data shall commence prior to the test start. Artificial warming up of the emission control systems of the vehicle prior to the test start shall be prohibited. At test start, the temperature of the coolant shall not exceed the ambient temperature by more than 5 °C, and shall not exceed 303 K (30 °C). The data evaluation shall start once the coolant temperature has reached 303 K (30 °C) for the first time or once the coolant temperature is stabilised within +/– 2 K over a period of 5 minutes, whichever occurs first, but in any event no later than 10 minutes after test start.’; (g) point 2.6.3 is replaced by the following: ‘2.6.3 Test end Test end is reached when the vehicle has completed the trip and the internal combustion engine is switched off. The internal combustion engine shall be switched off as soon as practicable at the end of the trip. Data shall continue to be recorded until the response time of the sampling systems has elapsed.’; (h) in Section 2.7., point 2.7.4. paragraph (a) is replaced by the following: ‘(a) if the difference between the pre-test and post-test results is less than 2 % as specified in points 2.7.2 and 2.7.3, the measured concentrations may be used uncorrected or shall, at the request of the manufacturer, be corrected for drift according to point 2.7.5.’; (i) in Section 2.7, the following point is added: ‘2.7.6 Checking the PM number analyser The zero level of the PM number analyser shall be checked before test start and after test end and recorded in accordance with the requirements of point 2.5.5.’; (j) points 3.1.1., 3.1.2. and 3.1.3. are replaced by the following: ‘3.1.1. Analysers data The data from the gas analysers shall be properly aligned using the procedure laid down in paragraph 9.3.5 of Annex 4 to UNECE Regulation No 49. The data from the PM number analyser shall be time aligned with its own transformation time, according to the instrument manufacturer’s instructions. 3.1.2. Analysers and Exhaust Flow Meter (EFM) data The data from the gas analysers and the PM number analysers shall be properly aligned with the data of the EFM using the procedure in point 3.1.4. 3.1.3. PEMS and engine data The data from the PEMS (gas analysers, PM number analyser and EFM) shall be properly aligned with the data from the engine ECU using the procedure in point 3.1.4.’; (k) in point 3.1.4, ‘1: Gas analysers (THC, CO, CO2, NOx concentrations);’ is replaced by the following: ‘1 : Gas analysers (THC, CO, CO2, NOx concentrations) and PM number analyser;’ (l) in Section 3, the following point is added: ‘3.6. Calculation of the instantaneous PM number emissions The instantaneous PM number (PNi) emissions [#/s] shall be determined by multiplying the instantaneous concentration of the PM number [#/cm3] with the instantaneous exhaust mass flow rate [kg/s], both corrected and aligned for the transformation time, according to paragraph 1.4.3. of Appendix 3. All negative instantaneous emissions values shall enter subsequent data evaluations as zero. All significant digits of intermediate results shall enter the calculation of the instantaneous emissions. The following formula shall apply for the purposes of determining the instantaneous PM number emissions: where: PNi is the instantaneous PM number emissions [#/s] cPNi is the measured PM number concentration [#/m3] normalised at 273 K (0 °C) including internal dilution and particle losses qmewi is the measured exhaust mass flow rate [kg/s] ρe is the density of the exhaust gas [kg/m3] at 273 K (0 °C).’; (m) points 4.2.1 and 4.2.1.1. are replaced by the following: ‘4.2.1. Calculation of the specific emissions The specific emissions e ([mg/kWh] or [#/kWh]) shall be calculated for each window and each pollutant in the following way: where: m is the mass emission of the pollutant [mg/window] or the PM number [#/window] W(t2,i) – W(t1,i) is the engine work during the ith averaging window [kWh]. 4.2.1.1. Calculation of the specific emissions for a declared market fuel If a test pursuant to this Annex was performed with a market fuel declared in point 3.2.2.2.1 of Part 1 in Appendix 4 to Annex I, the specific emissions e ([mg/kWh] or [#/kWh]) shall be calculated for each window and each pollutant by multiplying the specific emissions determined in accordance with point 4.2.1. with the power correction factor determined pursuant to point 1.1.2 (a1) of Annex I.’; (n) point 4.2.3. is replaced by the following: ‘4.2.3. Calculation of the conformity factors The conformity factors shall be calculated for each individual valid window and each individual pollutant in the following way: where: e is the brake-specific emission of the gaseous pollutant [mg/kWh] or [#/kWh]; L is the applicable limit [mg/kWh] or [#/kWh].’; (o) point 4.3.2. is replaced by the following: ‘4.3.2. Calculation of the conformity factors The conformity factors shall be calculated for each individual valid window and each individual pollutant in the following way: Where: where: m is the mass emission of the gaseous pollutant [mg/window], or the PM number [#/window]; mCO2(t2,i) – mCO2(t1,i) is the CO2 mass during the ith averaging window [kg]; mCO2,ref is the engine CO2 mass determined for the WHTC [kg]; mL is the mass emission of the gaseous pollutant or the PM number corresponding to the applicable limit on the WHTC [mg] or [#] respectively].’; (p) in Section 4, the following points are added: ‘4.4. Calculation of the final conformity factor for the test 4.4.1. The final conformity factor for the test (CF final ) for each pollutant shall be calculated as follows: where: CFcold is the conformity factor of the period of cold operation of the test, which shall be equal to the highest conformity factor of the moving averaging windows starting below 343 K (70 °C) coolant temperature, determined for that pollutant in accordance with the calculation procedures specified in points 4.1. and either 4.2. or, as applicable, 4.3.; CFwarm is the conformity factor of the period of warm operation of the test, which shall be equal to the 90th cumulative percentile of the conformity factors determined for that pollutant in accordance with the calculation procedures specified in points 4.1 and either 4.2. or, as applicable, 4.3., when the data evaluation is started after the coolant temperature has reached 343 K (70 °C) for the first time.’;