Only the original UN/ECE texts have legal effect under international public law. The status and date of entry into force of this Regulation should be checked in the latest version of the UN/ECE status document TRANS/WP.29/343, available at:

http://www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29fdocstts.html

Regulation No 96 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of compression ignition (C.I.) engines to be installed in agricultural and forestry tractors and in non-road mobile machinery with regard to the emissions of pollutants by the engine

Incorporating all valid text up to:

04 series of amendments - Date of entry into force: 13 February 2014

CONTENTS

ANNEXES

1. SCOPE

This Regulation applies to the emission of gaseous and particulate pollutants from C.I. engines:

Used in category T vehicles (1) having an installed net power higher than 18 kW but not more than 560 kW,

Used in non-road mobile machinery (1) having an installed net power higher than 18 kW but not more than 560 kW, operated under variable speed.

Used in non-road mobile machinery (1) having an installed net power higher than 18 kW, but not more than 560 kW, operated under constant speed.

2. DEFINITIONS AND ABBREVIATIONS

2.1. For the purpose of this Regulation,

"Adjustment factors" mean additive (upward adjustment factor and downward adjustment factor) or multiplicative factors to be considered during the periodic (infrequent) regeneration;

"Ageing cycle" means the machine or engine operation (speed, load, power) to be executed during the service accumulation period;

"Applicable emission limit" means an emission limit to which an engine is subject;

"Approval of an engine" means the approval of an engine type or family with regard to the level of emission of gaseous and particulate pollutants by the engine;

"Aqueous condensation" means the precipitation of water-containing constituents from a gas phase to a liquid phase. Aqueous condensation is a function of humidity, pressure, temperature, and concentrations of other constituents such as sulphuric acid. These parameters vary as a function of engine intake-air humidity, dilution-air humidity, engine air-to-fuel ratio, and fuel composition - including the amount of hydrogen and sulphur in the fuel;

"Atmospheric pressure" means the wet, absolute, atmospheric static pressure. Note that if the atmospheric pressure is measured in a duct, negligible pressure losses shall be ensured between the atmosphere and the measurement location, and changes in the duct's static pressure resulting from the flow shall be accounted for;

"Calibration" means the process of setting a measurement system's response so that its output agrees with a range of reference signals. Contrast with "verification";

"Calibration gas" means a purified gas mixture used to calibrate gas analysers. Calibration gases shall meet the specifications of paragraph 9.5.1. of Annex 4B. Note that calibration gases and span gases are qualitatively the same, but differ in terms of their primary function. Various performance verification checks for gas analysers and sample handling components might refer to either calibration gases or span gases;

"Confirmed and active DTC" means a DTC that is stored during the time the NCD system concludes that a malfunction exists.

"Constant-speed engine" means an engine whose type approval or certification is limited to constant-speed operation. Engines whose constant-speed governor function is removed or disabled are no longer constant-speed engines;

"Constant-speed operation" means engine operation with a governor that automatically controls the operator's demand to maintain engine speed, even under changing load. Governors do not always maintain exactly constant speed. Typically, speed can decrease (0,1 to 10) per cent below the speed at zero load, such that the minimum speed occurs near the engine's point of maximum power;

"Continuous regeneration" means the regeneration process of an exhaust after-treatment system that occurs either in a sustained manner or at least once over the applicable transient test cycle or ramped-modal cycle; in contrast to periodic (infrequent) regeneration;

"Conversion efficiency of non-methane cutter (NMC) E" means the efficiency of the conversion of a NMC that is used for removing the non-methane hydrocarbons from the sample gas by oxidizing all hydrocarbons except methane. Ideally, the conversion for methane is 0 per cent (ECH4 = 0) and for the other hydrocarbons represented by ethane is 100 per cent (EC2H6 = 100 per cent). For the accurate measurement of NMHC, the two efficiencies shall be determined and used for the calculation of the NMHC emission mass flow rate for methane and ethane. Contrast with "penetration fraction";

"Critical emission-related components" means the components which are designed primarily for emission control, that is, any exhaust after-treatment system, the electronic engine control unit and its associated sensors and actuators, and the EGR system including all related filters, coolers, control valves and tubing;

"Delay time" means the difference in time between the change of the component to be measured at the reference point and a system response of 10 per cent of the final reading (t 10) with the sampling probe being defined as the reference point. For the gaseous components, this is the transport time of the measured component from the sampling probe to the detector (see Figure 3.1);

"DeNOx system" means an exhaust after-treatment system designed to reduce emissions of oxides of nitrogen (NOx) (e.g. passive and active lean NOx catalysts, NOx adsorbers and selective catalytic reduction (SCR) systems);

"Dew point" means a measure of humidity stated as the equilibrium temperature at which water condenses under a given pressure from moist air with a given absolute humidity. Dew point is specified as a temperature in ° C or K, and is valid only for the pressure at which it is measured;

"Discrete-mode" means relating to a discrete-mode type of steady-state test, as described in paragraph 7.4.1.1. of Annex 4B and in Annex 5;

"Drift" means the difference between a zero or calibration signal and the respective value reported by a measurement instrument immediately after it was used in an emission test, as long as the instrument was zeroed and spanned just before the test;

"Electronic control unit" means an engine's electronic device that uses data from engine sensors to control engine parameters;

"Emission control system" means any device, system, or element of design that controls or reduces the emissions of regulated pollutants from an engine;

"Emission control strategy" means a combination of an emission control system with one base emission control strategy and with one set of auxiliary emission control strategies, incorporated into the overall design of an engine or non-road mobile machinery into which the engine is installed;

"Emission durability period" means the number of hours indicated in Annex 8 used to determine the deterioration factors;

"Emission-related maintenance" means the maintenance which substantially affects emissions or which is likely to affect emissions performance deterioration of the vehicle or the engine during normal in-use operation;

"Engine-after-treatment system family" means a manufacturer's grouping of engines that complies with the definition of engine family, but which are further grouped into a family of engine families utilising a similar exhaust after-treatment system;

"Engine family" means a manufacturer's grouping of engines which, through their design, are expected to have similar exhaust emission characteristics and comply with the requirements in paragraph 7. of this Regulation;

"Engine governed speed" means the engine operating speed when it is controlled by the installed governor;

"Engine system" means the engine, the emission control system and the communication interface (hardware and messages) between the engine system electronic control unit(s) (ECU) and any other powertrain or vehicle control unit;

"Engine type" means a category of engines which do not differ in such essential engine characteristics as defined in paragraphs 1. to 4. of Annex 1A, Appendix 3 to this Regulation;

"Exhaust after-treatment system" means a catalyst, particulate filter, deNOx system, combined deNOx particulate filter or any other emission-reducing device that is installed downstream of the engine. This definition excludes exhaust gas recirculation (EGR) and turbochargers, which are considered an integral part of the engine;

"Exhaust-gas recirculation" means a technology that reduces emissions by routing exhaust gases that have been exhausted from the combustion chamber(s) back into the engine to be mixed with incoming air before or during combustion. The use of valve timing to increase the amount of residual exhaust gas in the combustion chamber(s) that is mixed with incoming air before or during combustion is not considered exhaust-gas recirculation for the purposes of this Regulation;

"Full flow dilution method" means the process of mixing the total exhaust flow with dilution air prior to separating a fraction of the diluted exhaust stream for analysis;

"Gaseous pollutants" means carbon monoxide, hydrocarbons (assuming a ratio of C1H1.85) and, oxides of nitrogen, the last named being expressed in nitrogen dioxide (NO2) equivalent;

"HEPA filter" means high-efficiency particulate air filters that are rated to achieve a minimum initial particle-removal efficiency of 99.97 per cent using ASTM F 1471–93 or equivalent standard;

"Hydrocarbon (HC)" means THC, NMHC as applicable. Hydrocarbon generally means the hydrocarbon group on which the emission standards are based for each type of fuel and engine;

"High speed (nhi)" means the highest engine speed where 70 per cent of the rated power (Annex 4A) or the maximum power (Annex 4B) occurs;

"Idle speed" means the lowest engine speed with minimum load (greater than or equal to zero load), where an engine governor function controls engine speed. For engines without a governor function that controls idle speed, idle speed means the manufacturer-declared value for lowest engine speed possible with minimum load. Note that warm idle speed is the idle speed of a warmed-up engine;

If the declared maximum torque speed is greater than 75 per cent of the rated speed then the intermediate speed shall be 75 per cent of the rated speed.

If the declared maximum torque speed is less than 60 per cent of the rated speed, then the intermediate speed shall be 60 per cent of the rated speed;

For engines which are designed to operate over a speed range on a full load torque curve, the intermediate speed shall be the declared maximum torque speed if it occurs between 60 per cent and 75 per cent of the rated speed;

"Intermediate speed" means that engine speed which meets one of the following requirements:

"Linearity" means the degree to which measured values agree with respective reference values. Linearity is quantified using a linear regression of pairs of measured values and reference values over a range of values expected or observed during testing;

"Low speed (nlo)" means the lowest engine speed where 50 per cent of the rated power (Annex 4A) or the maximum power (Annex 4B) occurs;

"Maximum power (Pmax)" means the maximum power in kW as designed by the manufacturer;

"Maximum torque speed" means the engine speed at which the maximum torque is obtained from the engine, as specified by the manufacturer;

"Means of a quantity" based upon flow-weighted mean values means the mean level of a quantity after it is weighted proportionally to the corresponding flow rate;

"Net power" means the power in "ECE kW" obtained on the test bench at the end of the crankshaft, or its equivalent, measured in accordance with the method described in Regulation No. 120 on the measurement of the net power, net torque and specific fuel consumption of internal combustion engines for agricultural and forestry tractors and non-road mobile machinery.

"Non-emission-related maintenance" means maintenance which does not substantially affect emissions and which does not have a lasting effect on the emissions performance deterioration of the machine or the engine during normal in-use operation once the maintenance is performed;

Identifying the likely cause of NOx control malfunctions by means of information stored in computer memory and/or communicating that information off-board;

"NOx Control Diagnostic system (NCD)" means a system on-board the engine which has the capability of

"NOx Control Malfunction (NCM)" means an attempt to tamper with the NOx control system of an engine or a malfunction affecting that system that might be due to tampering, that is considered by this Regulation as requiring the activation of a warning or an inducement system once detected;

"Open crankcase emissions" means any flow from an engine's crankcase that is emitted directly into the environment;

"Operator demand" means an engine operator's input to control engine output. The "operator" may be a person (i.e. manual), or a governor (i.e., automatic) that mechanically or electronically signals an input that demands engine output. Input may be from an accelerator pedal or signal, a throttle-control lever or signal, a fuel lever or signal, a speed lever or signal, or a governor setpoint or signal;

"Oxides of nitrogen" means compounds containing only nitrogen and oxygen as measured by the procedures specified in this Regulation. Oxides of nitrogen are expressed quantitatively as if the NO is in the form of NO2, such that an effective molar mass is used for all oxides of nitrogen equivalent to that of NO2;

"Parent engine" means an engine selected from an engine family in such a way that its emissions characteristics are representative for that engine family and that it complies with the requirements set out in Annex 1B of this Regulation;

"Partial pressure" means the pressure, p, attributable to a single gas in a gas mixture. For an ideal gas, the partial pressure divided by the total pressure is equal to the constituent's molar concentration, x;

"Particulate after-treatment device" means an exhaust after-treatment system designed to reduce emissions of particulate pollutants (PM) through a mechanical, aerodynamic, diffusional or inertial separation;

"Partial flow dilution method" means the process of separating a part from the total exhaust flow, then mixing it with an appropriate amount of dilution air prior to the particulate sampling filter;

"Particulate matter (PM)" means any material collected on a specified filter medium after diluting C.I. engine exhaust gas with clean filtered air so that the temperature does not exceed 325 K (52 °C);

"Penetration fraction PF" means the deviation from ideal functioning of a non-methane cutter (see Conversion efficiency of non-methane cutter (NMC) E). An ideal non-methane cutter would have a methane penetration fraction, PFCH4 , of 1,000 (that is, a methane conversion efficiency ECH4 of 0), and the penetration fraction for all other hydrocarbons would be 0,000, as represented by PFC2H6 (that is, an ethane conversion efficiency EC2H6 of 1). The relationship is:

"Per cent load" means the fraction of the maximum available torque at an engine speed;

"Periodic (or infrequent) regeneration" means the regeneration process of an exhaust after-treatment system that occurs periodically in typically less than 100 hours of normal engine operation. During cycles where regeneration occurs, emission limits may be exceeded;

"Placing on the market" means the action of making available a product covered by this Regulation on the market of a country applying this Regulation, for payment or free of charge, with a view to distribution and/or use in the country;

"Probe" means the first section of the transfer line which transfers the sample to next component in the sampling system;

"Ramped modal steady state test cycle" means a test cycle with a sequence of steady state engine test modes with defined speed and torque criteria at each mode and defined speed and torque ramps between these modes;

"Rated speed" means the maximum full load speed allowed by the governor, as designed by the manufacturer, or, if such a governor is not present, the speed at which the maximum power is obtained from the engine, as designed by the manufacturer;

"Reagent" means any consumable or non-recoverable medium required and used for the effective operation of the exhaust after-treatment system;

"Regeneration" means an event during which emissions levels change while the aftertreatment performance is being restored by design. Two types of regeneration can occur: continuous regeneration (see paragraph 6.6.1. of Annex 4B) and infrequent (periodic) regeneration (see paragraph 6.6.2. of Annex 4B);

"Response time" means the difference in time between the change of the component to be measured at the reference point and a system response of 90 per cent of the final reading (t90) with the sampling probe being defined as the reference point, whereby the change of the measured component is at least 60 per cent full scale (FS) and the devices for gas switching shall be specified to perform the gas switching in less than 0,1 s. The system response time consists of the delay time to the system and of the rise time of the system;

"Rise time" means the difference in time between the 10 per cent and 90 per cent response of the final reading (t90 – t10);

"Scan-tool" means an external test equipment used for off-board communication with the NCD system;

"Service accumulation schedule" means the ageing cycle and the service accumulation period for determining the deterioration factors for the engine-after-treatment system family;

"Shared atmospheric pressure meter" means an atmospheric pressure meter whose output is used as the atmospheric pressure for an entire test facility that has more than one dynamometer test cell;

"Shared humidity measurement" means a humidity measurement that is used as the humidity for an entire test facility that has more than one dynamometer test cell;

"Span" means to adjust an instrument so that it gives a proper response to a calibration standard that represents between 75 per cent and 100 per cent of the maximum value in the instrument range or expected range of use;

"Span gas" means a purified gas mixture used to span gas analysers. Span gases shall meet the specifications of paragraph 9.5.1. Note that calibration gases and span gases are qualitatively the same, but differ in terms of their primary function. Various performance verification checks for gas analysers and sample handling components might refer to either calibration gases or span gases;

"Stand-alone" means something that has no dependencies; it can "stand alone";

"Steady-state" means relating to emission tests in which engine speed and load are held at a finite set of nominally constant values. Discrete-mode tests or ramped-modal tests are steady-state tests;

"Stoichiometric" means relating to the particular ratio of air and fuel such that if the fuel were fully oxidized, there would be no remaining fuel or oxygen;

"Storage medium" means a particulate filter, sample bag, or any other storage device used for batch sampling;

"Test (or duty) cycle" means a sequence of test points each with a defined speed and torque to be followed by the engine under steady state or transient operating conditions. Duty cycles are specified in the Annex 5. A single duty cycle may consist of one or more test intervals;

"Test interval" means a duration of time over which brake-specific emissions are determined. In cases where multiple test intervals occur over a duty cycle, the Regulation may specify additional calculations that weigh and combine results to arrive at composite values for comparison against the applicable emission limits;

"Tolerance" means the interval in which 95 per cent of a set of recorded values of a certain quantity shall lie, with the remaining 5 per cent of the recorded values deviating from the tolerance interval. The specified recording frequencies and time intervals shall be used to determine if a quantity is within the applicable tolerance;

"Total hydrocarbon (THC)" means the combined mass of organic compounds measured by the specified procedure for measuring total hydrocarbon, expressed as a hydrocarbon with a hydrogen-to-carbon mass ratio of 1,85:1;

"Transformation time" means the difference in time between the change of the component to be measured at the reference point and a system response of 50 per cent of the final reading (t50) with the sampling probe being defined as the reference point. The transformation time is used for the signal alignment of different measurement instruments. See Figure 3.1;

"Transient test cycle" means a test cycle with a sequence of normalized speed and torque values that vary relatively quickly with time (NRTC);

"Type approval" means the approval of an engine type with regard to its emissions measured in accordance with the procedures specified in this Regulation;

"Updating-recording" means the frequency at which the analyser provides new, current, values;

"Useful life" means the relevant period of distance and/or time over which compliance with the relevant gaseous and particulate emission limits has to be assured;

"Verification" means to evaluate whether or not a measurement system's outputs agree with a range of applied reference signals to within one or more predetermined thresholds for acceptance. Contrast with "calibration";

"To zero" means to adjust an instrument so it gives a zero response to a zero calibration standard, such as purified nitrogen or purified air for measuring concentrations of emission constituents;

"Zero gas" means a gas that yields a zero response in an analyser. This may either be purified nitrogen, purified air, a combination of purified air and purified nitrogen.

Figure 1

Definitions of system response: delay time (paragraph 2.1.17.), response time (paragraph 2.1.72.), rise time (paragraph 2.1.73.) and transformation time (paragraph 2.1.89.)

2.2. Symbols and abbreviations

2.2.1. Symbols

The symbols are explained in Annex 4A, paragraph 1.4. and Annex 4B, paragraph 3.2. respectively.

2.2.2. Symbols and abbreviations for the chemical components

Ar: Argon

C1: Carbon 1 equivalent hydrocarbon

CH4: Methane

C2H6: Ethane

C3H8: Propane

CO: Carbon monoxide

CO2: Carbon dioxide

DOP: Di-octylphthalate

H: Atomic hydrogen

H2: Molecular hydrogen

HC: Hydrocarbon

H2O: Water

He: Helium

N2: Molecular nitrogen

NMHC: Non-methane hydrocarbon

NOx: Oxides of nitrogen

NO: Nitric oxide

NO2: Nitrogen dioxide

O2: Oxygen

PM: Particulate matter

PTFE: Polytetrafluoroethylene

S: Sulphur

THC: Total hydrocarbon

2.2.3. Abbreviations

ASTM: American Society for Testing and Materials

BMD: Bag mini-diluter

BSFC: Brake-specific fuel consumption

CFV: Critical Flow Venturi

CI: Compression-ignition

CLD: Chemiluminescent Detector

CVS: Constant Volume Sampler

DeNOx: NOx after-treatment system

DF: Deterioration factor

ECM: Electronic control module

EFC: Electronic flow control

EGR: Exhaust gas recirculation

FID: Flame Ionization Detector

GC: Gas Chromatograph

HCLD: Heated Chemiluminescent Detector

HFID: Heated Flame Ionization Detector

IBP: Initial boiling point

ISO: International Organization for Standardization

LPG: Liquefied Petroleum Gas

NDIR: Nondispersive infrared (Analyser)

NDUV: Nondispersive ultraviolet (Analyser)

NIST: US National Institute for Standards and Technology

NMC: Non-Methane Cutter

PDP: Positive Displacement Pump

%FS: Per cent of full scale

PFD: Partial Flow Dilution

PFS: Partial Flow System

PTFE: Polytetrafluoroethylene (commonly known as Teflon™)

RMC: Ramped-modal cycle

RMS: Root-mean square

RTD: Resistive temperature detector

SAE: Society of Automotive Engineers

SSV: Subsonic Venturi

UCL: Upper confidence limit

UFM: Ultrasonic flow-meter

3. APPLICATION FOR APPROVAL

3.1. Application for approval of an engine as a separate technical unit

The application for approval of an engine or an engine family with regard to the level of the emission of gaseous and particulate pollutants shall be submitted by the engine manufacturer or by a duly accredited representative.

A description of the engine type comprising the particulars referred to in Annex 1A of this Regulation and if applicable the particulars of the engine family as referred to in Annex 1B of this Regulation.

It shall be accompanied by the undermentioned documents in triplicate and the following particulars:

An engine conforming to the engine type characteristics described in Annex 1A shall be submitted to the technical service responsible for conducting the approval tests defined in paragraph 5. If the technical service determines that the submitted engine does not fully represent the engine family described in Annex 1A, Appendix 2, an alternative and, if necessary, an additional engine shall be submitted for test according to paragraph 5.

4. APPROVAL

If the engine submitted for approval pursuant to paragraph 3.1. of this Regulation meets the requirements of paragraph 5.2. below, approval of that type of engine or family of engines shall be granted.

An approval number shall be assigned to each type or family approved. Its first two digits shall indicate the series of amendments incorporating the most recent major technical amendments made to the Regulation at the time of issue of the approval. The same Contracting Party shall not assign the same number to another engine type or family.

Notice of approval or of extension or refusal of approval of an engine type or family pursuant to this Regulation shall be communicated to the Parties to the 1958 Agreement which apply this Regulation, by means of a form conforming to the model in Annex 2, as applicable, to this Regulation. Values measured during the type test shall also be shown.

An additional symbol consisting of two letters, the first of which shall be a letter from D to R indicating the emission level (paragraph 5.2.1.) according to which the engine or the engine family has been approved, the second of which shall be either the letter A if the engine family is certified for variable speed operation or the letter B if the engine family is certified for constant speed operation.

The number of this Regulation, followed by the letter "R", a dash and the approval number to the right of the circle prescribed in paragraph 4.4.1.

A circle surrounding the letter "E" followed by the distinguishing number of the country which has granted approval (2) ;

There shall be affixed, conspicuously and in a readily accessible place to every engine conforming to an engine type or family approved under this Regulation, an international approval mark consisting of:

If the engine conforms to an approved type or family under one or more Regulations Annexed to the Agreement, in the country which has granted approval under this Regulation, the symbol prescribed need not be repeated; in such a case, the regulation and approval numbers and the additional symbols of all the Regulations under which approval has been granted under this Regulation shall be placed in vertical columns to the right of the symbol prescribed in paragraph 4.4.2.

The approval mark shall be placed close to or on the data plate affixed by the manufacturer to the approved type.

Annex 3 to this Regulation gives examples of arrangements of approval marks.

The trademark or trade name of the manufacturer of the engine;

The engine approved as a technical unit shall bear, in addition to the approval mark:

These marks shall be clearly legible and indelible.

5. SPECIFICATION AND TESTS

5.1. General

The components liable to affect the emission of gaseous and particulate pollutants shall be so designed, constructed and assembled as to enable the engine, in normal use, despite the vibrations to which it may be subjected, to comply with the provisions of this Regulation.

5.1.1. The technical measures taken by the manufacturer shall be such as to ensure that the mentioned emissions are effectively limited, pursuant to this Regulation, throughout the normal life of the engine and under normal conditions of use. These provisions are deemed to be met:

If the provisions of paragraphs 5.2.1. and 7.2.2.1. are respectively complied with, and

If, in addition, for engines of power bands L and upwards, the provisions of paragraph 5.3. are complied with.

5.1.2. For engines of power bands H and upwards, the manufacturer shall prove the durability of the engine and after-treatment device, if applicable, in accordance with Annex 8.

5.1.3. Systematic replacement of emission related components, after a certain running time of the engine, is permissible. Any adjustment, repair, disassembly, cleaning or replacement of engine components or systems which is performed on a periodic basis to prevent malfunction of the engine, shall only be done to the extent that is technologically necessary to ensure proper functioning of the emission control system. Accordingly, scheduled maintenance requirements shall be included in the customer's manual and be approved before an approval is granted. For engines of power bands L and upwards, further information shall be included according to the requirements of paragraph 5.3.3.

5.1.4. The corresponding extract from the manual with respect to maintenance/replacements of the after-treatment device(s) shall be included in the information document as set out in the appendices of Annex 1A to this Regulation.

5.2. Specifications concerning the emissions of pollutants

The gaseous and particulate components emitted by the engine submitted for testing shall be measured by the methods described in Annex 4A for the power bands up to P, and in Annex 4B for power bands Q and R. At the request of the manufacturer and with the agreement of the Type Approval Authority the methods described in Annex 4B may be used for power bands up to P.

5.2.1. The emissions of the carbon monoxide, the emissions of hydrocarbons, the emissions of the oxides of nitrogen and the emissions of particulate matter obtained shall not exceed the amount shown in the table below:

The limit values for power bands H to R shall include deterioration factors calculated in accordance with Annex 8.

5.2.2. Where, as defined, according to Annex 1B, one engine family covers more than one power band, the emission values of the parent engine (type approval) and of all engine types within the same family (COP) shall meet the more stringent requirements of the higher power band.

5.2.3. In addition, the following requirements shall apply:

Durability requirements as set out in Annex 8 to this Regulation;

Engine control area provisions as set out in paragraph 5.3.5. of this Regulation for tests of engines of power bands Q and R only;

CO2 reporting requirements as set out in Appendix 1 of Annex 10 for tests according to Annex 4A or Appendix 2 of Annex 10 to this Regulation for tests according to Annex 4B to this Regulation;

The requirements set out in paragraph 5.3 for electronically controlled engines of power bands L to R.

5.3. Type approval requirements for power bands L to R

5.3.1. This paragraph shall apply to the type approval of electronically controlled engines, which use electronic control to determine both the quantity and timing of injecting fuel (hereafter 'engine'). This paragraph shall apply irrespective of the technology applied to such engines so as to comply with the emission limit values set out in paragraph 5.2.1. of this Regulation.

5.3.2. General requirements

5.3.2.1. Requirements for base emission control strategy

5.3.2.1.1. The base emission control strategy, activated throughout the speed and torque operating range of the engine, shall be designed as to enable the engine to comply with the provisions of this Regulation.

5.3.2.1.2. Any base emission control strategy that can distinguish engine operation between a standardized type approval test and other operating conditions and subsequently reduce the level of emission control when not operating under conditions substantially included in the type approval procedure is prohibited.

5.3.2.2. Requirements for auxiliary emission control strategy

5.3.2.2.1. An auxiliary emission control strategy may be used by an engine or a non-road mobile machine, provided that the auxiliary emission control strategy, when activated, modifies the base emission control strategy in response to a specific set of ambient and/or operating conditions but does not permanently reduce the effectiveness of the emission control system.

Where the auxiliary emission control strategy is activated during the type approval test, paragraphs 5.3.2.2.2. and 5.3.2.2.3. shall not apply.

Where the auxiliary emission control strategy is not activated during the type approval test, it shall be demonstrated that the auxiliary emission control strategy is active only for as long as required for the purposes identified in paragraph 5.3.2.2.3.

5.3.2.2.2. The control conditions applicable for power bands L to P and power bands Q to R are the following:

Where the auxiliary emission control strategy is activated when the engine is operating within the control conditions set out in points (i), (ii) and (iii), the strategy shall only be activated exceptionally.

An ambient temperature within the range 275 K to 303 K (2 °C to 30 °C);

Where the auxiliary emission control strategy is activated when the engine is operating within the control conditions set out in points (i), (ii) and (iii), the strategy shall only be activated when demonstrated to be necessary for the purposes identified in paragraph 5.3.2.2.3. and approved by the Type Approval Authority.

Less than or equal to the temperature determined by the following equation at the specified atmospheric pressure: , where: Tc is the calculated ambient air temperature, K and Pb is the atmospheric pressure, kPa.

By derogation from the requirements of point (b), an auxiliary emission control strategy may be used on a engine equipped with exhaust gas recirculation (EGR) of power bands Q to R when the ambient temperature is below 275 K (2 °C) and if one of the two following criteria is met:

5.3.2.2.3. An auxiliary emission control strategy may be activated in particular for the following purposes:

By on-board signals, for protecting the engine (including air-handling device protection) and/or non-road mobile machine into which the engine is installed from damage;

For prevention of excessive emissions, during cold start or warming-up, during shut-down;

If used to trade-off the control of one regulated pollutant under specific ambient or operating conditions, for maintaining control of all other regulated pollutants, within the emission limit values that are appropriate for the engine concerned. The purpose is to compensate for naturally occurring phenomena in a manner that provides acceptable control of all emission constituents.

5.3.2.2.4. The manufacturer shall demonstrate to the technical service at the time of the type approval test that the operation of any auxiliary emission strategy complies with the provisions of paragraph 5.3.2.2. The demonstration shall consist of an evaluation of the documentation referred to in paragraph 5.3.2.3.

5.3.2.2.5. Any operation of an auxiliary emission control strategy not compliant with paragraph 5.3.2.2. is prohibited.

5.3.2.3. Documentation requirements

5.3.2.3.1. The manufacturer shall provide an information folder accompanying the application for type approval at the time of submission to the technical service, which ensures access to any element of design and emission control strategy and the means by which the auxiliary strategy directly or indirectly controls the output variables. The information folder shall be made available in two parts:

The documentation package, annexed to the application for type approval, shall include a full overview of the emission control strategy. Evidence shall be provided that all outputs permitted by a matrix, obtained from the range of control of the individual unit inputs, have been identified. This evidence shall be attached to the information folder as referred to in Annex 1 A.

The tolerance used to satisfy the requirements in paragraph 5.3.3.7.2., regardless of the used means.

A detailed description of algorithms or sensors (where applicable) used for identifying, analysing, or diagnosing incorrect operation of the NOx control system;

A justification for the use of any auxiliary emission control strategy applied to the engine, accompanied by material and test data, demonstrating the effect on exhaust emissions. This justification may be based on test data, sound engineering analysis, or a combination of both;

A description of the control logic and of timing strategies and switch points, during all modes of operation for the fuel and other essential systems, resulting in effective emissions control (such as exhaust gas recirculation system (EGR) or reagent dosing);

The additional material, presented to the technical service but not annexed to the application for type approval, shall include all the modified parameters by any auxiliary emission control strategy and the boundary conditions under which this strategy operates and in particular:

5.3.2.3.2. The additional material referred to in sub-paragraph (b) of paragraph 5.3.2.3.1. shall be treated as strictly confidential. It shall be made available to the Type Approval Authority on request. The Type Approval Authority shall treat this material as confidential.

5.3.3. Requirements on NOx control measures for engines of power bands L to P

5.3.3.1. The manufacturer shall provide information that fully describes the functional operational characteristics of the NOx control measures using the documents set out in paragraph 2. of Appendix 1 and paragraph 2. of Appendix 3 to Annex 1A.

5.3.3.2. If the emission control system requires a reagent, the characteristics of that reagent, including the type of reagent, information on concentration when the reagent is in solution, operational temperature conditions and reference to international standards for composition and quality shall be specified by the manufacturer, in paragraph 2.2.1.13. of Appendix 1 and in paragraph 3.2.1.13. of Appendix 3 to Annex 1A.

5.3.3.3. The engine emission control strategy shall be operational under all environmental conditions regularly pertaining in the territory of the Contracting Parties, especially at low ambient temperatures.

5.3.3.4. The manufacturer shall demonstrate that the emission of ammonia during the applicable emission test cycle of the type approval procedure, when a reagent is used, does not exceed a mean value of 25 ppm.

5.3.3.5. If separate reagent containers are installed on or connected to a non-road mobile machine, means for taking a sample of the reagent inside the containers shall be included. The sampling point shall be easily accessible without requiring the use of any specialized tool or device.

5.3.3.6. Use and maintenance requirements

5.3.3.6.1. The type approval shall be made conditional, in accordance with paragraph 5.1.3., upon providing to each operator of non-road mobile machinery written instructions comprising the following:

Detailed warnings, explaining possible malfunctions generated by incorrect operation, use or maintenance of the installed engine, accompanied by respective rectification measures;

Detailed warnings on the incorrect use of the machine resulting in possible malfunctions of the engine, accompanied by respective rectification measures;

Information on the correct use of the reagent, accompanied by an instruction on refilling the reagent between normal maintenance intervals;

No deliberate misuse of the engine has taken place, in particular de-activating or not maintaining an EGR or reagent dosing system.

Prompt action has been taken for rectifying incorrect operation, use or maintenance in accordance with the rectification measures indicated by the warnings referred to in sub-paragraphs (a) and (b);

The engine is operated, used and maintained in accordance with the instructions provided;

A clear warning, that the type approval certificate, issued for the type of engine concerned, is valid only when all of the following conditions are met:

The instructions shall be written in a clear and non-technical manner using the same language as is used in the operator's manual on non-road mobile machinery or engine.

5.3.3.7. Reagent control (where applicable)

5.3.3.7.1. The type approval shall be made conditional, in accordance with the provisions of paragraph 6.1., upon providing indicators or other appropriate means, according to the configuration of the non-road mobile machinery, informing the operator on:

The amount of reagent remaining in the reagent storage container and by an additional specific signal, when the remaining reagent is less than 10 per cent of the full container's capacity;

When the reagent container becomes empty, or almost empty;

When the reagent in the storage tank does not comply with the characteristics declared and recorded in paragraph 2.2.1.13. of Appendix 1 and paragraph 2.2.1.13. of Appendix 3 to Annex 1A, according to the installed means of assessment;

When the dosing activity of the reagent is interrupted, in cases other than those executed by the engine ECU or the dosing controller, reacting to engine operating conditions where the dosing is not required, provided that these operating conditions are made available to the Type Approval Authority.

5.3.3.7.2. By the choice of the manufacturer the requirements of reagent compliance with the declared characteristics and the associated NOx emission tolerance shall be satisfied by one of the following means:

Direct means, such as the use of a reagent quality sensor.

Indirect means, such as the use of a NOx sensor in the exhaust to evaluate reagent effectiveness.

Any other means provided that its efficacy is at least equal to the one resulting by the use of the means of sub-paragraphs (a) or (b) and the main requirements of this paragraph are maintained.

5.3.4. Requirements on NOx control measures for engines of power bands Q to R

5.3.4.1. The manufacturer shall provide information that fully describes the functional operational characteristics of the NOx control measures using the documents set out in paragraph 2 of Appendix 1 to Annex 1A and in paragraph 2 of Appendix 3 to Annex 1A.

5.3.4.2. The engine emission control strategy shall be operational under all environmental conditions regularly pertaining in the territory of the Contracting Parties especially at low ambient temperatures. This requirement is not restricted to the conditions under which a base emission control strategy must be used as specified in paragraph 5.3.2.2.2.

5.3.4.3. When a reagent is used, the manufacturer shall demonstrate that the emission of ammonia over the hot NRTC or NRSC at the type approval procedure does not exceed a mean value of 10 ppm.

5.3.4.4. If reagent containers are installed on or connected to a non-road mobile machine, means for taking a sample of the reagent inside the containers must be included. The sampling point must be easily accessible without requiring the use of any specialised tool or device.

5.3.4.5. The type approval shall be made conditional, in accordance with paragraph 6.1., upon the following:

Providing to each operator of non-road mobile machinery written maintenance instructions, as specified in Annex 9 to this Regulation;

Providing to the OEM installation documents for the engine, inclusive of the emission control system that is part of the approved engine type;

Providing to the OEM instructions for an operator warning system, an inducement system and (where applicable) reagent freeze protection;

The application of provisions on operator instruction, installation documents, operator warning system, inducement system and reagent freeze protection that are set out in Annex 9 to this Regulation.

5.3.5. Control area for power bands Q to R

For engines of power bands Q to R the emissions sampled within the control area defined in paragraph 5.3.5. shall not exceed by more than 100 per cent the limit values of the emissions in paragraph 5.2.1. of this Regulation.

5.3.5.1. Demonstration requirements

The technical service shall select up to three random load and speed points within the control area for testing. The technical service shall also determine a random running order of the test points. The test shall be run in accordance with the principal requirements of the NRSC, but each test point shall be evaluated separately. Each test point shall meet the limit values defined in paragraph 5.3.5.

5.3.5.2. Test requirements

The test shall be carried out as follows:

The test shall be carried out immediately after the discrete mode test cycles as described in points (a) to (e) of paragraph 7.8.1.2. of Annex 4B to this Regulation but before the post test procedures (f) or alternatively after the Ramped Modal Cycle (RMC) test in points (a) to (d) of paragraph 7.8.2.2. of Annex 4B to this Regulation but before the post test procedures (e) as relevant;

The tests shall be carried out as required in points (b) to (e) of paragraph 7.8.1.2. of Annex 4B to this Regulation using the multiple filter method (one filter for each test point) for each of the three chosen test points;

A specific emission value shall be calculated (in g/kWh) for each test point;

Emissions values may be calculated on a molar basis using Appendix A.7 or on a mass basis using Appendix A.8 of Annex 4B to this Regulation, but should be consistent with the method used for the discrete mode or RMC test;

For gaseous summation calculations the Nmode shall be set to 1 and a weighting factor of 1 shall be used;

For particulate calculations use the multiple filter method and for summation calculations the Nmode shall be set to 1 and a weighting factor of 1 shall be used.

5.3.5.3. Control area requirements

5.3.5.3.1. Engine control area

The control area (see figure 2) is defined as follows:

speed range: speed A to high speed;

where:

.

High speed and Low speed as defined in Annex 4B to this Regulation shall be used.

If the measured engine speed A is within ± 3 per cent of the engine speed declared by the manufacturer, the declared engine speeds shall be used. If the tolerance is exceeded for any of the test speeds, the measured engine speeds shall be used.

5.3.5.3.2. The following engine operating conditions shall be excluded from testing:

The manufacturer may request that the Technical Service excludes operating points from the control area defined in paragraph 5.5.1. and 5.5.2. during the certification/type approval. The Technical Service may grant this exclusion if the manufacturer can demonstrate that the engine is never capable of operating at such points when used in any machine combination.

Figure 2

Control area

5.3.6 Verifying Emissions of Crankcase Gases for engines of power bands Q to R

5.3.6.1. No crankcase emissions shall be discharged directly into the ambient atmosphere, with the exception given in paragraph 5.3.6.3.

5.3.6.2. Engines may discharge crankcase emissions into the exhaust upstream of any after treatment device during all operation.

5.3.6.3. Engines equipped with turbochargers, pumps, blowers, or superchargers for air induction may discharge crankcase emissions to the ambient atmosphere. In this case the crankcase emissions shall be added to the exhaust emissions (either physically or mathematically) during all emission testing in accordance with paragraph 6.10. of Annex 4B to this Regulation.

5.4. Selection of engine power category

5.4.1. For the purposes of establishing the conformity of variable speed engines defined by paragraphs 1.1. and 1.2. of this Regulation with the emission limits given in paragraph 5.2.1. of this Regulation, they shall be allocated to power bands on the basis of the highest value of the net power measured in accordance with paragraph 2.1.49. of this Regulation.

5.4.2. For other engine types rated net power shall be used.

6. INSTALLATION ON THE VEHICLE

The engine installation on the vehicle shall comply with the following characteristics in respect to the approval of the engine.

Intake depression shall not exceed that specified for the approved engine in Annex 1A, Appendix 1 or 3 to this Regulation as applicable.

Exhaust back pressure shall not exceed that specified for the approved engine in Annex 1A, Appendix 1 or 3 to this Regulation as applicable.

The operator shall be informed on the reagent control as defined in paragraph 5.3.3.7.1. or Annex 9 to this Regulation, if applicable.

The OEM shall be provided with the installation documents and instructions as defined in paragraph 5.3.4.5., if applicable.

7. CONFORMITY OF PRODUCTION

The conformity of production procedures shall comply with those set out in the Agreement, Appendix 2 (E/ECE/324-E/ECE/TRANS/505/Rev.2) with the following requirements:

The Type Approval Authority which has granted approval may at any time verify the conformity control methods applicable to each production unit.

In every inspection, the test books and production survey record shall be presented to the visiting inspector.

k is a statistical factor depending on n and given in the following table:

l is the limit value laid down in paragraph 5.2.1. for each pollutant considered;

x is any one of the individual results obtained with the sample n;

An engine is taken from the series and subjected to the test described in Annex 4A or Annex 4B according to paragraph 5.2. The emissions of the carbon monoxide, the emissions of the hydrocarbons, the emissions of the oxides of nitrogen and the emissions of particulate obtained shall not exceed the amounts shown in the table in paragraph 5.2.1., subject to the requirements of paragraph 5.2.2.

When the quality level appears unsatisfactory or when it seems necessary to verify the validity of the data presented in application of paragraph 5.2., the following procedure is adopted:

The Technical Service responsible for verifying the conformity of production shall carry out tests on engines which have been run-in partially or completely, according to the manufacturer's specifications.

The normal frequency of inspections authorized by the Type Approval Authority shall be one per year. If the requirements of paragraph 7.2.2.1. are not met, the Type Approval Authority shall ensure that all necessary steps are taken to re-establish the conformity of production as rapidly as possible.

8. PENALTIES FOR NON-CONFORMITY OF PRODUCTION

The approval granted in respect of an engine type or family pursuant to this Regulation may be withdrawn if the requirements laid down in paragraph 7.2. are not complied with or if the engine or engines taken fail to pass the tests prescribed in paragraph 7.2.2.1.

If a Contracting Party to the Agreement applying this Regulation withdraws an approval it has previously granted, it shall forthwith so notify the other Contracting Parties applying this Regulation by means of a communication form conforming to the model in Annex 2 to this Regulation.

9. MODIFICATIONS AND EXTENSION OF APPROVAL OF THE APPROVED TYPE

Every modification of the approved type or family shall be notified to the Type Approval Authority which approved the type. The Type Approval Authority may then either:

Consider that the modifications made are unlikely to have an appreciable adverse effect and that in any case the modified type still complies with the requirement; or

Confirmation or refusal of approval, specifying the alterations, shall be communicated by the procedure specified to the Parties to the Agreement applying this Regulation.

The Type Approval Authority issuing the extension of approval shall assign a series number for such an extension and inform thereof the other Contracting Parties to the 1958 Agreement applying this Regulation by means of a communication form conforming to the model in Annex 2 to this Regulation.

10. PRODUCTION DEFINITIVELY DISCONTINUED

If the holder of the approval completely ceases to manufacture the type or family approved in accordance with this Regulation he shall so inform the authority which granted the approval. Upon receiving the relevant communication that authority shall inform thereof the other Parties to the Agreement which apply this Regulation by means of a communication form conforming to the model in Annex 2 to this Regulation.

11. TRANSITIONAL PROVISIONS

As from the official date of entry into force of the 02 series of amendments, no Contracting Party applying this Regulation shall refuse to grant approval under this Regulation as amended by the 02 series of amendments.

As from the date of entry into force of the 02 series of amendments, Contracting Parties applying this Regulation may refuse to grant approvals to variable speed engines, or engine families, of the power bands H, I, J and K which do not meet the requirements of this Regulation as amended by the 02 series of amendments.

As from the date of entry into force of the 02 series of amendments, Contracting Parties applying this Regulation may refuse the placing on the market of variable speed engines, or engine families, included in the power bands H, I, J and K not approved under this Regulation as amended by the series 02 of amendments.

As from 1 January 2010, Contracting Parties applying this Regulation may refuse to grant approvals to constant speed engines, or engine families, of the power bands H, I and K which do not meet the requirements of this Regulation as amended by the 02 series of amendments.

As from 1 January 2011, Contracting Parties applying this Regulation may refuse to grant approvals to constant speed engines, or engine families, of the power band J which do not meet the requirements of this Regulation as amended by the 02 series of amendments.

As from 1 January 2011, Contracting Parties applying this Regulation may refuse the placing on the market of constant speed engines, or engine families, included in the power bands H, I and K not approved under this Regulation as amended by the series 02 of amendments.

As from 1 January 2012, Contracting Parties applying this Regulation may refuse the placing on the market of constant speed engines, or engine families, included in the power band J not approved under this Regulation as amended by the series 02 of amendments.

By derogation to the provisions stipulated on paragraphs 11.3., 11.6. and 11.7., Contracting Parties applying this Regulation may postpone each date mentioned in the above paragraphs for two years in respect of engines with a production date prior to the said dates.

By derogation to the provisions stipulated in paragraphs 11.3., 11.6. and 11.7., Contracting Parties applying this Regulation may continue to permit the placing on the market of engines approved on the basis of a previous technical standard, provided that the engines are intended as replacement for fitting in vehicles in use, and that it is not technically feasible for the engines in question to satisfy the new requirements of the 02 series of amendments.

As from the official date of entry into force of the 03 series of amendments, no Contracting Party applying this Regulation shall refuse to grant approval under this Regulation as amended by the 03 series of amendments.

As from the date of entry into force of the 03 series of amendments, Contracting Parties applying this Regulation may refuse to grant approvals to variable speed engines, or engine families, of the power bands L, M, N and P which do not meet the requirements of this Regulation as amended by the 03 series of amendments.

As from 1 January 2013, Contracting Parties applying this Regulation may refuse to grant approvals to variable speed engines, or engine families, of the power band Q which do not meet the requirements of this Regulation as amended by the 03 series of amendments.

As from 1 October 2013, Contracting Parties applying this Regulation may refuse to grant approvals to variable speed engines, or engine families, of the power band R which do not meet the requirements of this Regulation as amended by the 03 series of amendments.

As from the date of entry into force of the 03 series of amendments, Contracting Parties applying this Regulation may refuse the placing on the market of variable speed engines, or engine families, included in the power bands L, M, N and P not approved under this Regulation as amended by the series 03 of amendments.

As from 1 January 2014, Contracting Parties applying this Regulation may refuse the placing on the market of variable speed engines, or engine families, included in the power band Q not approved under this Regulation as amended by the series 03 of amendments.

As from 1 October 2014, Contracting Parties applying this Regulation may refuse the placing on the market of variable speed engines, or engine families, included in the power band R not approved under this Regulation as amended by the series 03 of amendments.

By derogation to the provisions stipulated in paragraphs 11.14. to 11.16. Contracting Parties applying this Regulation shall postpone each date mentioned in the above paragraphs for two years in respect of engines with a production date prior to the said dates.

By derogation to the provisions stipulated in paragraphs 11.14., 11.15. and 11.16., Contracting Parties applying this Regulation may continue to permit the placing on the market of engines approved on the basis of a previous technical standard, provided that the engines are intended as replacement for fitting in vehicles in use, and that it is not technically feasible for the engines in question to satisfy the new requirements of the 03 series of amendments.

Tractors designed for working with high-growing crops, such as vines. They feature a raised chassis or section of chassis, enabling them to advance in parallel with the crop with left and right wheels on either side of one or more rows of the crop. They are intended for carrying or operating tools which may be fitted at the front, between the axles, at the rear or on a platform. When the tractor is in working position the ground clearance perpendicular to the crop rows exceeds 1 000 mm. Where the height of the centre of gravity of the tractor (3) (measured in relation to the ground, using the tyres normally fitted) divided by the average minimum track width of all of the axles exceeds 0,90, the maximum design speed shall not exceed 30 km/h.

Tractors with a maximum design speed of not more than 40 km/h, with a minimum track width of less than 1,150 mm, with an unladen mass, in running order, of more than 600 kg and with a ground clearance of not more than 600 mm. However, where the height of the centre of gravity of the tractor (3) (measured in relation to the ground) divided by the average minimum track width for each axle exceeds 0,90, the maximum design speed is restricted to 30 km/h;

By derogation to the provisions stipulated in paragraphs 11.11. to 11.16., the following additional transition clauses from 11.20. to 11.29. shall apply in respect of category T vehicles with the following specific characteristics

As from 1 January 2013, Contracting Parties applying this Regulation may refuse to grant approvals to variable speed engines, or engine families, of the power band L, intended for installation on the vehicles defined in paragraph 11.19., which do not meet the requirements of this Regulation as amended by the 03 series of amendments.

As from 1 January 2014, Contracting Parties applying this Regulation may refuse to grant approvals to variable speed engines, or engine families, of the power bands M and N, intended for installation on the vehicles defined in paragraph 11.19., which do not meet the requirements of this Regulation as amended by the 03 series of amendments.

As from 1 January 2015, Contracting Parties applying this Regulation may refuse to grant approvals to variable speed engines, or engine families, of the power band P, intended for installation on the vehicles defined in paragraph 11.19., which do not meet the requirements of this Regulation as amended by the 03 series of amendments.

As from 1 January 2016, Contracting Parties applying this Regulation may refuse to grant approvals to variable speed engines, or engine families, of the power band Q, intended for installation on the vehicles defined in paragraph 11.19., which do not meet the requirements of this Regulation as amended by the 03 series of amendments.

As from 1 October 2016, Contracting Parties applying this Regulation may refuse to grant approvals to variable speed engines, or engine families, of the power band R, intended for installation on the vehicles defined in paragraph 11.19., which do not meet the requirements of this Regulation as amended by the 03 series of amendments.

As from 1 January 2014, Contracting Parties applying this Regulation may refuse the placing on the market of variable speed engines, or engine families, included in the power band L, intended for installation on the vehicles defined in paragraph 11.19., not approved under this Regulation as amended by the 03 series of amendments.

As from 1 January 2015, Contracting Parties applying this Regulation may refuse the placing on the market of variable speed engines, or engine families, included in the power bands M and N, intended for installation on the vehicles defined in paragraph 11.19., not approved under this Regulation as amended by the 03 series of amendments.

As from 1 January 2016, Contracting Parties applying this Regulation may refuse the placing on the market of variable speed engines, or engine families, included in the power band P, intended for installation on the vehicles defined in paragraph 11.19., not approved under this Regulation as amended by the 03 series of amendments.

As from 1 January 2017, Contracting Parties applying this Regulation may refuse the placing on the market of variable speed engines, or engine families, included in the power band Q, intended for installation on the vehicles defined in paragraph 11.19., not approved under this Regulation as amended by the 03 series of amendments.

As from 1 October 2017, Contracting Parties applying this Regulation may refuse the placing on the market of variable speed engines, or engine families, included in the power band R, intended for installation on the vehicles defined in paragraph 11.19., not approved under this Regulation as amended by the 03 series of amendments.

By derogation to the provisions stipulated in paragraphs 11.25. to 11.29. Contracting Parties applying this Regulation shall postpone each date mentioned in the above paragraphs for two years in respect of engines with a production date prior to the said dates.

12. NAMES AND ADDRESSES OF TECHNICAL SERVICES RESPONSIBLE FOR CONDUCTING APPROVAL TESTS AND OF TYPE APPROVAL AUTHORITIES

The Contracting Parties to the 1958 Agreement applying this Regulation shall communicate to the United Nations Secretariat the names and addresses of the Technical Services responsible for conducting approval tests and the Type Approval Authorities which grant approval and to which forms certifying approval or extension or refusal or withdrawal of approval, issued in other countries are to be sent.

(1) As defined in the Consolidated Resolution on the Construction of Vehicles (R.E.3) (ECE/TRANS/WP.29/78/Rev.2, para. 2) - www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29resolutions.html

(2) The distinguishing numbers of the Contracting Parties to the 1958 Agreement are reproduced in Annex 3 to the Consolidated Resolution on the Construction of Vehicles (R.E.3), document ECE/TRANS/WP.29/78/Rev.2/Amend.1 - www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29resolutions.html

(3) Centre of gravity of the tractor in accordance with standard ISO 789-6: 1982.

5.1. Maximum lift and angles of opening and closing in relation to dead centres or equivalent data: …

3.2.1.3. Delivery: … mm3 per stroke (2) or cycle at pump speed of … min–1 at full injection, or characteristic diagram.

2.2. Additional anti-pollution devices (if any, and if not covered by another heading)

1.15.4. Maximum exhaust temperature at the point in the exhaust pipe(s) adjacent to the outer flange(s) of the exhaust manifold(s): … K

In addition, for each engine type within the family, the information required in Annex 1B – Appendix 3 shall be submitted to the Type Approval Authority.

Proof of identical (or lowest for the parent engine) ratio: system capacity/fuel delivery per stroke, pursuant to diagram number(s): …

5.1. Maximum lift and angles of opening and closing in relation to dead centres or equivalent data: …

3.2.1.3. Delivery: … mm3 per stroke (2) or cycle at pump speed of: … min–1 at full injection, or characteristic diagram.

2.2. Additional anti-pollution devices (if any, and if not covered by another heading)

1.15.4. Maximum exhaust temperature at the point in the exhaust pipe(s) adjacent to the outer flange(s) of the exhaust manifold(s): … K

Name and address of manufacturer's authorized representative (if any): …

Specification of machinery to be propelled by the engine (2) : …

Type and commercial description of the parent – and (if applicable) of the family engine(s): …

Information document No … relating to the type approval and referring to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery

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.

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 criterion, 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 characterized 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 levels of the engines within that family.

When an engine has been certified with after-treatment system, whether as parent engine or as member of a family, whose parent engine is equipped with the same after-treatment system, then this engine, when equipped without after-treatment system, shall not be added to the same engine family.

If it requires specific fuel characteristics (e.g. particulate traps requiring special additives in the fuel to ensure the regeneration process), the decision to include it in the same family shall be based on technical elements provided by the manufacturer. These elements shall indicate that the expected emission level of the equipped engine complies with the same limit value as the non-equipped engine.

When an engine has been certified without an after-treatment system, whether as parent engine or as member of the family, then this engine, when equipped with an oxidation catalyst (not with particulate trap), may be included in the same engine family, if it does not require different fuel characteristics.

The function and combination of the following devices are regarded as membership criteria for an engine family:

The electronic governing of speed does not need to be in a different family from those with mechanical governing. The need to separate electronic engines from mechanical engines should only apply to the fuel injection characteristics, such as timing, pressure, rate shape, etc.

In the case of electronically controlled engines, the manufacturer shall present the technical elements explaining the grouping of these engines in the same family, i.e. the reasons why these engines can be expected to satisfy the same emission requirements.

The presence or absence of an electronic control unit (ECU) on the engine is regarded as a basic parameter of the family.

Within 70 per cent and 100 per cent for engines with a unit cylinder displacement < 0,75 dm3 of the largest displacement within the engine family.

Within 85 per cent and 100 per cent for engines with a unit cylinder displacement ≥ 0,75 dm3 of the largest displacement within the engine family.

Engines with the same block may belong to the same family as long as their bore centre-to-centre dimensions are the same.

In addition to the parameters listed in paragraph 1.3., the manufacturer may introduce additional criteria allowing the definition of families of a more restricted size. These parameters are not necessarily parameters that have an influence on the level of emissions.

In case of devices or features, which are not listed in paragraph 1.3. and which have a strong influence on the level of emissions, this equipment shall be identified by the manufacturer using good engineering judgment, and shall be notified to the Type Approval Authority. It shall then be taken into account as a criterion for creating a new engine family.

In some cases there may be interaction between parameters, which may cause emissions to change. This shall be taken into consideration to ensure that only engines with similar exhaust emission characteristics are included within the same engine family. These cases shall be identified by the manufacturer and notified to the Type Approval Authority. It shall then be taken into account as a criterion for creating a new engine family.

An engine family is characterized by design parameters. These shall be common to all engines within the family. The engine manufacturer may decide which engines belong to an engine family, as long as the membership criteria listed in paragraph 1.3. are respected. The engine family shall be approved by the Type Approval Authority. The manufacturer shall provide to the Type Approval Authority the appropriate information relating to the emission levels of the members of the engine family.

CHARACTERISTICS OF THE ENGINE FAMILY AND CHOICE OF THE PARENT ENGINE

(10) In the case of several parent engines, each of them shall be indicated.

(9) Indicate figure numbers of system used as defined in Annex 4A, Appendix 4, or paragraph 9. of Annex 4B to this regulation, as applicable.

(7) Replace with values at engine speed corresponding to 100 per cent normalised speed if NRSC test uses this speed.

(5) Insert engine speed corresponding to 100 per cent normalised speed if NRSC test uses this speed.

(4) Insert values at engine speed corresponding to 100 per cent normalised speed if NRSC test uses this speed.

(3) Shall not be greater than 10 per cent of the power measured during the test.

(1) For the case of several parent engines, the following are to be indicated for each of them.

Regeneration related data shall be reported for engines of power bands Q and R.

Specify the DF values and the emission results in the following table (9) :

3. Information concerning the conduct of the NRTC test (if applicable) (10) :

Specify the DF values and the emission results in the following table (7) :

Total power absorbed by engine driven equipment as per paragraph 1.3.2. of this appendix taking into account Annex 7 (kW) (b)

1.3.2. Power absorbed at indicated engine speeds (as specified by the manufacturer):

(state percentage of oil in mixture if lubricant and fuel are mixed)

The above approval mark affixed to an engine shows that the engine type concerned has been approved in the Netherlands (E4) pursuant to Regulations Nos. 96 (according to the level corresponding to power band F as a variable speed engine, as indicated by the the letter A) and 120. The first two digits of the approval number indicate that, at the dates when the respective approvals were granted, Regulation No. 96 was in its amended form (03 series of amendments) and 120 in its original version.

The above approval mark affixed to an engine shows that the engine type concerned has been approved in the Netherlands (E4) pursuant to Regulation No. 96 (according to the level corresponding to power band F as a variable speed engine, as indicated by the the letter A) and under approval number 031857. The first two digits of the approval number indicate that Regulation No. 96 was in its amended form (03 series of amendments) when the approval was granted.

(1) Figures 4 to 12 show many types of partial flow dilution systems, which normally can be used for the steady-state test (NRSC). But, because of very severe constraints of the transient tests, only those partial flow dilution systems (Figures 4 to 12) able to fulfill all the requirements quoted in paragraph 2.4. Appendix 1, Annex 4A - Partial flow dilution system specifications -, are accepted for the transient test (NRTC).

At high engine loads, the above parts may be cooled by a non-aggressive means such as a circulating fan, as long as the temperature of the cooling medium is not below 293 K (20 °C).

Note: If the ambient temperature in the vicinity of PSP, PTT, SDT, and FH is below 239 K (20 °C), 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 respective descriptions is recommended. It is also recommended that the filter face temperature during sampling be not below 293 K (20 °C).

The ball valve shall have a diameter not less than the inside diameter of the sampling tube and a switching time of less than 0,5 s.

The gas meter or flow instrumentation shall be located so that the inlet gas temperature remains at 298 K (25 °C) ± 5 K.

The gas meter or flow instrumentation shall be located sufficiently distant from the sample pump so that the inlet gas temperature remains constant (±3 K), if flow correction by FC3 is not used.

A flow controller shall be used to compensate the particulate sample flow rate for temperature and backpressure variations in the sample path, if no other means are available. The flow controller is required if electronic flow compensation EFC (Figure 13) is used.

The dilution air pump shall be located so that the secondary dilution air is supplied at a temperature of 298 K (25 °C) ± 5 K.

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.

May be heated to no greater than 325 K (52 °C) wall temperature by direct heating or by dilution air pre-heating, provided the air temperature does not exceed 325 K (52 °C);

For primary and back-up filters one filter housing or separate filter housings may be used. The requirements of Annex 4A, Appendix 1, paragraph 1.5.1.3. have to be met.

May be heated to no greater than 325 K (52 °C) wall temperature by direct heating or by dilution air pre-heating, provided the air temperature does not exceed 325 K (52 °C) prior to the introduction of the exhaust in the dilution tunnel;

The secondary dilution tunnel should have a minimum diameter of 75 mm and should be sufficient length so as to provide a residence time of at least 0,25 s for the doubly-diluted sample. The primary filter holder, FH, shall be located within 300 mm of the exit of the SDT.

May be heated to no greater than 325 K (52 °C) wall temperature by direct heating or by dilution air pre-heating, provided the air temperature does not exceed 325 K (52 °C) prior to the introduction of the exhaust in the dilution tunnel;

The full flow double dilution system from the probe tip to the secondary dilution tunnel.

The partial flow dilution total sampling type from the end of the dilution tunnel to the filter holder;

The partial flow dilution fractional sampling type and the full flow single dilution system from the probe tip to the filter holder;

The particulate transfer tube shall not exceed 1 020 mm in length, and shall be minimized in length whenever possible.

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 (Figure 13) is used, the total diluted exhaust gas flow is used as command signal for FC3.

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 compensation EFC (Figure 13) is used, the diluted exhaust gas flow is used as command signal for FC3.

May be heated to no greater than 325 K (52 °C) wall temperature by direct heating or by dilution air pre-heating, provided the air temperature does not exceed 325 K (52 °C) prior to the introduction of the exhaust in the dilution tunnel;

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 centre-line of the dilution systems (paragraph 1.2.1.), approximately 10 tunnel diameters downstream of the point where the exhaust enters the dilution tunnel;

The particulate sampling probe shown in the figures is the leading section of the particulate transfer tube PTT. The probe:

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 shall be minimized.

In this Regulation, the double dilution system DDS (Figure 15) of a full flow dilution system is considered as a specific modification of a typical particulate sampling system as shown in Figure 14. 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.

The particulate sampling system is required for collecting the particulates on the particulate filter. In the case of total sampling partial flow dilution, which consists of passing the entire dilute exhaust sample through the filters, dilution (paragraph 1.2.1.1., Figures 7 and 11) and sampling system usually form an integral unit. In the case of fractional sampling partial flow dilution or full flow dilution, which consists of passing through the filters only a portion of the diluted exhaust, the dilution (paragraph 1.2.1.1, Figures 4, 5, 6, 8, 9, 10 and 12 and paragraph 1.2.1.2., Figure 13) and sampling systems usually form different units.

May be heated to no greater than 325 K (52 °C) wall temperature by direct heating or by dilution air pre-heating, provided the air temperature does not exceed 325 K (52 °C) prior to the introduction of the exhaust in the dilution tunnel;

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 centre-line of the dilution systems approximately 10 tunnel diameters downstream of the point where the exhaust enters the dilution tunnel;

The probe is the leading section of PTT and

It is recommended that the dilution air be filtered and charcoal scrubbed to eliminate background hydrocarbons. The dilution air shall have a temperature of 298 K (25 °C) ± 5 K. At the manufacturer's 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.

When using double dilution, a sample from the dilution tunnel is transferred to the secondary dilution tunnel where it is further diluted, and then passed through the sampling filters (paragraph 1.2.2., Figure 15). The flow capacity of the PDP or CFV or SSV shall be sufficient to maintain the diluted exhaust stream in the DT at a temperature of less than or equal to 464 K (191 °C) at the sampling zone. The secondary dilution system shall provide sufficient secondary dilution air to maintain the doubly-diluted exhaust stream at a temperature of less than or equal to 325 K (52 °C) immediately before the primary particulate filter.

When using single dilution, a sample from the dilution tunnel is transferred to the particulate sampling system (paragraph 1.2.2., Figure 14). The flow capacity of the PDP or CFV or SSV shall be sufficient to maintain the diluted exhaust at a temperature of less than or equal to 325 K (52 °C) immediately before the primary particulate filter.

The engine exhaust shall be directed downstream at the point where it is introduced into the dilution tunnel, and thoroughly mixed.

Shall be at least 75 mm in diameter;

Shall be small enough in diameter to cause turbulent flow (Reynolds number greater than 4 000) of sufficient length to cause complete mixing of the exhaust and dilution air. A mixing orifice may be used;

If the temperature at the inlet to either the PDP or CFV or SSV 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 (Figures 14 and 15), accordingly.

The heat exchanger shall be of sufficient capacity to maintain the temperature within the limits required above.

SSV measures total diluted exhaust flow as a function of inlet pressure, inlet temperature, pressure drop between the SSV inlet and throat. Static exhaust backpressure measured with the SSV system operating shall remain within ±1,5 kPa of the static pressure measured without connection to the SSV at identical engine speed and load. The gas mixture temperature immediately ahead of the SSV shall be within ±11 K of the average operating temperature observed during the test, when no flow compensation is used.

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.

Flow compensation can only be used if the temperature at the inlet of the PDP does not exceed 50 °C (323 K).

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.

The PDP meters total diluted exhaust flow from the number of the pump revolutions and the pump displacement. The exhaust system back pressure shall not be artificially lowered by the PDP or dilution air inlet system. Static exhaust back pressure measured with the CVS system operating shall remain within ±1,5 kPa of the static pressure measured without connection to the CVS at identical engine speed and load.

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 with a positive displacement pump PDP or with a critical flow venturi CFV or with a sub-sonic venturi SSV. 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.

The exhaust pipe length from the exit of the engine exhaust manifold, turbocharger outlet or after-treatment device to the dilution tunnel is required to be not more than 10 m. If the system exceeds 4 m in length, then all tubing in excess of 4 m shall be insulated, except for an in-line smoke-meter, if used. The radial thickness of the insulation shall be at least 25 mm. The thermal conductivity of the insulating material shall have a value no greater than 0,1 W/(m · K) measured at 673 K (400 °C). 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 length to diameter ratio of 12 or less.

The gaseous emissions may also be determined in the dilution tunnel of a full flow dilution system. Therefore, the sampling probes for the gaseous components are shown in Figure 13 but do not appear in the description list. The respective requirements are described in paragraph 1.1.1.

For subsequent collection of the particulates, a sample of the dilute exhaust gas is passed to the particulate sampling system (paragraph 1.2.2., Figures 14 and 15). If this is done directly, it is referred to as single dilution. 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 with single dilution. Although partly a dilution system, the double dilution system is described as a modification of a particulate sampling system in paragraph 1.2.2. (Figure 15), since it shares most of the parts with a typical particulate sampling system.

A dilution system is described based upon the dilution of the total exhaust using the constant volume sampling (CVS) concept. The total volume of the mixture of exhaust and dilution air shall be measured. Either a PDP or a CFV or a SSV system may be used.

The heat exchanger shall be of sufficient capacity to maintain the temperature at the inlet to the suction blower SB within ±11 K of the average operating temperature observed during the test.

At high engine loads, the tunnel may be cooled by a non-aggressive means such as a circulating fan, as long as the temperature of the cooling medium is not below 293 K (20 °C).

Note: If the ambient temperature in the vicinity of the dilution tunnel (DT) is below 293 K (20 °C), 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.

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.

May be heated to no greater than 325 K (52 °C) wall temperature by direct heating or by dilution air pre-heating, provided the air temperature does not exceed 325 K (52 °C) prior to the introduction of the exhaust in the dilution tunnel;

Is recommended to be at least 25 mm in diameter for the total sampling type;

Shall be at least 75 mm in diameter for the fractional sampling type;

A nominal wall thickness of not less than 1,5 mm for dilution tunnels of equal to or less than 75 mm inside diameter;

A thickness to diameter ratio of 0,025 or less for dilution tunnels of greater than 75 mm inside diameter;

Shall be of a sufficient length to cause complete mixing of the exhaust and dilution air under turbulent flow conditions;

May be heated to no greater than 325 K (52 °C) wall temperature by direct heating or by dilution air pre-heating, provided the air temperature does not exceed 325 K (52 °C) prior to the introduction of the exhaust in the dilution tunnel;

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 centre-line of the dilution systems approximately 10 tunnel diameters downstream of the point where the exhaust enters the dilution tunnel;

The probe is the leading section of PTT and

At the manufacturer's 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.

It is recommended that the dilution air be filtered and charcoal scrubbed to eliminate background hydrocarbons. The dilution air shall have a temperature of 298 K (25 °C) ± 5 K.

For fractional sampling systems only. SB may be used to measure the dilute exhaust gas flow, if calibrated.

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 measure the dilution air flow, if calibrated.

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.

Gas meter or other flow instrumentation to measure the dilution air flow. FM1 is optional if PB is calibrated to measure the flow.

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 flow or fuel flow signal and/or to the CO2 or NOx differential signal.

A venturi is installed in the dilution tunnel DT to create a negative pressure 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.

A damping chamber shall be installed at the exit of the multiple tube unit to minimize the pressure oscillations in the exhaust pipe EP.

Two pressure control valves are necessary for the twin venturi/twin orifice system for proportional flow splitting by controlling the backpressure of EP and the pressure in DT. The valves shall be located downstream of SP in EP and between PB and DT.

For a multi-tube system (Figure 10) a flow controller is necessary for proportional exhaust splitting to maintain a differential pressure of zero between the outlet of the multi-tube unit and the exit of TT. The adjustment can be done by controlling the injection air flow rate into DT at the exit of TT.

In the case of a pressure controlled system the remaining error in the control loop shall not exceed ±3 Pa. The pressure oscillations in the dilution tunnel shall not exceed ±250 Pa on average.

Adjusting the suction blower (SB) to a constant mass flow of the diluted exhaust 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 5).

Controlling the speed or flow of the suction blower (SB) and keeping the speed of the pressure blower (PB) constant during each mode (Figure 4); or

For the isokinetic systems (Figures 4 and 5) a flow controller is necessary to maintain a differential pressure of zero between EP and ISP. The adjustment can be done by:

The differential pressure transducer shall have a range of ±500 Pa or less.

If the tube is 1 metre or less in length, it is to be insulated with material with a maximum thermal conductivity of 0,05 W/(m · K) with a radial insulation thickness corresponding to the diameter of the probe. If the tube is longer than 1 metre, it shall be insulated and heated to a minimum wall temperature of 523 K (250 °C).

Exiting on the centre-line of the dilution tunnel and pointing downstream.

Equal to or greater than the probe diameter, but not more than 25 mm in diameter;

As short as possible, but not more than 5 m in length;

The accuracy of the measuring systems has to be such that the accuracy of G EDFW, i is within ±4 per cent.

CO2 or NOx analysers may be used (with carbon balance method CO2 only). 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.

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 shall 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 proportional, 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.

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 controlling the pressures in EP and DT.

A control system is necessary for isokinetic exhaust splitting by maintaining a differential pressure of zero between EP and ISP. Under these conditions exhaust gas velocities in EP and ISP are identical and the mass flow through ISP is a constant fraction of the exhaust gas flow. The ISP has to be connected to a differential pressure transducer. The control to provide a differential pressure of zero between EP and ISP is done with blower speed or flow controller.

The isokinetic sampling probe shall be installed facing upstream on the exhaust pipe centre-line 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.

The minimum inside diameter shall be 4 mm. The minimum diameter ratio between exhaust pipe and probe shall be four. The probe shall be an open tube facing upstream on the exhaust pipe centre-line, or a multiple hole probe as described under SP1 in paragraph 1.1.1.

For systems without isokinetic probes, it is recommended to have a straight pipe of six pipe diameters upstream and three pipe diameters downstream of the tip of the probe.

For an isokinetic system, the exhaust pipe shall be free of elbows, bends and sudden diameter changes for at least six pipe diameters upstream and three pipe diameters downstream of the tip of the probe. The gas velocity at the sampling zone shall be higher than 10 m/s except at idle mode. Pressure oscillations of the exhaust gas shall not exceed ±500 Pa on the average. Any steps to reduce pressure oscillations beyond using a chassis-type exhaust system (including silencer and after-treatment device) shall not alter engine performance nor cause the deposition of particulates.

The 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 recommended. The use of flexible sections shall be limited to a length to diameter ratio of 12 or less. Bends will be minimized to reduce inertial deposition. If the system includes a test bed silencer, the silencer may also be insulated.

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 with the particulate sampling system is returned into DT. G EXH, G AIR or G FUEL may 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 calculated from these two flow rates.

The dilution air flow is controlled by the flow controller FC2, which may use G EXH, G AIR or G FUEL as 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 flow measurement device FM1, the total flow rate with the flow measurement device FM3 of the particulate sampling system (Figure 14). The dilution ratio is calculated from these two flow rates.

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 (Figure 13).

Raw exhaust gas is transferred from the exhaust pipe EP to the dilution tunnel 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 bed 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 (CO2 or 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.

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 pressure blower PB and DT. The tracer gas concentrations (CO2 or NOx) are measured in the raw exhaust gas, the diluted exhaust gas, and the dilution