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 49 of the Economic Commission for Europe of the United Nations (UN/ECE) — Emissions of C.I. and P.I. (NG and LPG) engines

Uniform provisions concerning the measures to be taken against the emission of gaseous and particulate pollutants from compression-ignition engines for use in vehicles, and the emission of gaseous pollutants from positive-ignition engines fuelled with natural gas or liquefied petroleum gas for use in vehicles

(Revision 4)

Incorporating all valid text up to:

05 Series of amendments — Date of entry into force:

CONTENTS

CHAPTER

ANNEXES

1. SCOPE

This Regulation applies to vehicles of categories M and N 1/ and their engines, as shown in table A, with regard to the tests foreseen for these engines in table B. It also applies to the installation of these engines on vehicles.

vehicles of categories N1, N2 and M2 1/ fitted with compression — ignition engines fuelled with diesel and vehicles of category N1 1/ fitted with positive-ignition engines fuelled with natural gas (NG) or liquefied petroleum gas (LPG).

positive-ignition engines fuelled with natural gas (NG) or liquefied petroleum gas (LPG) to be mounted in vehicles of category N1. 1/

compression-ignition engines to be mounted in vehicles of categories N1, N2 and M2 1/ fuelled with diesel;

The following do not need to be approved according to this Regulation, if they are part of a vehicle approved according to Regulation No 83:

2. DEFINITIONS

‘-shift factor (Sλ)’ means an expression that describes the required flexibility of the engine management system regarding a change of the excess-air ratio if the engine is fuelled with a gas composition different from pure methane (see Annex 7 for the calculation of Sλ).

‘Wobbe index (lower Wl; or upper Wu)’ means the ratio of the corresponding calorific value of a gas per unit volume and the square root of its relative density under the same reference conditions:

‘vehicle type’ means a category of power driven vehicles which do not differ in such essential respects as the vehicle and engine characteristics as specified in Annex 1 of this Regulation;

‘useful life’ means, for vehicles and engines that are approved to either row B1, row B2 or row C of the table given in paragraph 5.2.1. of this Regulation, the relevant period of distance and/or time that is defined in paragraph 5.3. (durability of emission control systems) of this Regulation over which compliance with the relevant gaseous, particulate and smoke emission limits has to be assured as part of the approval;

‘transformation time’ means the time between the change of the component to be measured at the sampling probe and a system response of 50 per cent of the final reading (t50). The transformation time is used for the signal alignment of different measurement instruments;

‘test cycle’ means a sequence of test points each with a defined speed and torque to be followed by the engine under steady state (ESC test) or transient operating conditions (ETC, ELR test);

‘smoke’ means particles suspended in the exhaust stream of a diesel engine which absorb, reflect, or refract light;

‘self adaptability’ means any engine device allowing the air/fuel ratio to be kept constant;

‘rise time’ means the time between the 10 per cent and 90 per cent response of the final reading (t90 - t10). This is the instrument response after the component to be measured has reached the instrument. For the rise time, the sampling probe is defined as the reference point;

‘response time’ means the difference in time between a rapid change of the component to be measured at the reference point and the appropriate change in the response of the measuring system whereby the change of the measured component is at least 60 per cent FS and takes place in less than 0,1 second. The system response time (t90) consists of the delay time to the system and of the rise time of the system (see also ISO 16183);

‘reference speed (nref)’ means the 100 per cent speed value to be used for denormalizing the relative speed values of the ETC test, as set out in Appendix 2 to Annex 4A to this Regulation;

‘recalibration’ means a fine tuning of an NG engine in order to provide the same performance (power, fuel consumption) in a different range of natural gas;

‘reagent’ means any medium that is stored on-board the vehicle in a tank and provided to the exhaust aftertreatment system (if required) upon request of the emission control system;

‘rated speed’ means the maximum full load engine speed allowed by the governor, or, if such a governor is not present, the speed at which the maximum power is obtained from the engine, as specified by the manufacturer in paragraph 2. of Appendix 2 to Annex 1;

‘periodic regeneration’ means the regeneration process of an emission control device that occurs periodically in less than 100 hours of normal engine operation. During cycles where regeneration occurs, emission standards can be exceeded.

‘per cent load’ means the fraction of the maximum available torque at an engine speed;

‘particulate pollutants’ means any material collected on a specified filter medium after diluting the exhaust with clean filtered air so that the temperature does not exceed 325 K (52 oC);

‘particulate aftertreatment device’ means an exhaust aftertreatment system designed to reduce emissions of particulate pollutants (PT) through a mechanical, aerodynamic, diffusional or inertial separation;

‘parent engine’ means an engine selected from an engine family in such a way that its emissions characteristics will be representative for that engine family;

‘opacimeter’ means an instrument designed to measure the opacity of smoke particles by means of the light extinction principle;

‘OBD-engine family’ means, for approval of the OBD system according to the requirements of Annex 9A to this Regulation, a manufacturer's grouping of engine systems having common OBD system design parameters according to paragraph 7.3. of this Regulation;

‘OBD’ means an on-board diagnostic system for emission control, which has the capability of detecting the occurrence of a malfunction and of identifying the likely area of malfunction by means of fault codes stored in computer memory;

‘net power’ means the power in kW obtained on the test bench at the end of the crankshaft, or its equivalent, measured in accordance with the method of measuring power as set out in Regulation No 85;

‘NG gas range’ means one of the H or L range as defined in European Standard EN 437, dated November 1993;

‘multi-setting engine’ means an engine containing more than one engine setting;

‘malfunction indicator (MI)’ means a visual indicator that clearly informs the driver of the vehicle in the event of a malfunction in the sense of this Regulation;

A manufacturer may nevertheless consider a deterioration or failure that would result in emissions not exceeding the OBD threshold limits as a malfunction;

any case where the OBD system is not able to fulfil the monitoring requirements of this Regulation.

any deterioration or failure, including electrical failures, of the emission control system, that would result in emissions exceeding the OBD threshold limits or, when applicable, in failing to reach the range of functional performance of the exhaust aftertreatment system where the emission of any regulated pollutant would exceed the OBD threshold limits;

‘major functional failure’ (7) means a permanent or temporary malfunction of any exhaust aftertreatment system that is expected to result in an immediate or delayed increase of the gaseous or particulate emissions of the engine system and which cannot be properly estimated by the OBD system;

‘low speed (nlo)’ means the lowest engine speed where 50 per cent of the declared maximum power occurs;

‘high speed (nhi)’ means the highest engine speed where 70 per cent of the declared maximum power occurs;

‘gaseous pollutants’ means carbon monoxide, hydrocarbons (assuming a ratio of CH1,85 for diesel, CH2,525 for LPG and CH2,93 for NG (NMHC) and an assumed molecule CH3O0,5 for ethanol-fuelled diesel engines), methane (assuming a ratio of CH4 for NG) and oxides of nitrogen, the last-named being expressed in nitrogen dioxide (NO2) equivalent;

‘exhaust aftertreatment system’ means a catalyst (oxidation or 3-way), 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, which, where fitted, is considered an integral part of the engine system;

‘engine type’ means a category of engines which do not differ in such essential respects as engine characteristics as described in Annex 1 to this Regulation;

‘engine setting’ means a specific engine/vehicle configuration that includes the emission control strategy (ECS), one single engine performance rating (the approved full-load curve) and, if used, one set of torque limiters;

‘engine speeds A, B and C’ means the test speeds within the engine operating speed range to be used for the ESC test and the ELR test, as set out in Appendix 1 to Annex 4A to this Regulation;

‘engine operating speed range’ means the engine speed range, most frequently used during engine field operation, which lies between the low and high speeds, as set out in Appendix 1 to Annex 4A to this Regulation;

‘engine family’ means a manufacturer's grouping of engine systems which, through their design as defined in paragraph 7. of this Regulation, have similar exhaust emission characteristics; all members of the family shall comply with the applicable emission limit values;

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

‘engine-aftertreatment system family’ means, for testing over a service accumulation schedule to establish deterioration factors according to Annex 7 to this Regulation and for checking the conformity of in-service vehicles/engines according to Annex 8 to this Regulation, a manufacturer's grouping of engines that comply with the definition of engine family but which are further grouped into engines utilising a similar exhaust after-treatment system;

‘emission default mode’ means an AECS activated in the case of a malfunction of the ECS detected by the OBD system that results in the MI being activated and that does not require an input from the failed component or system;

‘emission control monitoring system’ means the system that ensures correct operation of the NOx control measures implemented in the engine system according to the requirements of paragraph 5.5.

‘emission control system’ means the exhaust aftertreatment system, the electronic management controller(s) of the engine system and any emission-related component of the engine system in the exhaust which supplies an input to or receives an output from this(these) controller(s), and when applicable the communication interface (hardware and messages) between the engine system electronic control unit(s) (EECU) and any other power train or vehicle control unit with respect to emissions management;

‘emission control strategy (ECS)’ means an element or set of elements of design that is incorporated into the overall design of an engine system or vehicle for the purposes of controlling exhaust emissions that includes one BECS and one set of AECS;

‘emissions-related defect’ means a deficiency or deviation from normal production tolerances in design, materials or workmanship in a device, system or assembly that affects any parameter, specification or component belonging to the emission control system. A missing component may be considered to be an ‘emissions-related defect’;

‘ETC test’ means a test cycle consisting of 1 800 second-by-second transient modes to be applied in accordance with paragraph 5.2.;

‘ESC test’ means a test cycle consisting of 13 steady state modes to be applied in accordance with paragraph 5.2.;

‘ELR test’ means a test cycle consisting of a sequence of load steps at constant engine speeds to be applied in accordance with paragraph 5.2.;

‘delay time’ means the 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 (t10). For the gaseous components, this is basically the transport time of the measured component from the sampling probe to the detector. For the delay time, the sampling probe is defined as the reference point;

‘deNOx system’ means an exhaust aftertreatment system designed to reduce emissions of oxides of nitrogen (NOx) (e.g. there are presently passive and active lean NOx catalysts, NOx adsorbers and selective catalytic reduction (SCR) systems);

an OBD or an emission control monitoring strategy that discriminates between operation on a standardized approval test and other operations and provides a lower level of monitoring capability (timely and accurately) under conditions not substantially included in the applicable approval test procedures;

a BECS that discriminates between operation on a standardized approval test and other operations and provides a lesser level of emission control under conditions not substantially included in the applicable approval test procedures, or;

an AECS that reduces the effectiveness of the emission control relative to the BECS under conditions that may reasonably be expected to be encountered in normal vehicle operation and use;

‘declared maximum power (Pmax)’ means the maximum power in EC kW (net power) as declared by the manufacturer in his application for approval;

‘control area’ means the area between the engine speeds A and C and between 25 to 100 per cent load;

‘continuous regeneration’ means the regeneration process of an exhaust aftertreatment system that occurs either permanently or at least once per ETC test. Such a regeneration process will not require a special test procedure;

‘combined deNOx- particulate filter’ means an exhaust aftertreatment system designed to concurrently reduce emissions of oxides of nitrogen (NOx) and particulate pollutants (PT);

‘base emission control strategy (BECS)’ means an emission control strategy that is active throughout the speed and load operating range of the engine unless an AECS is activated. Examples for BECS are, but are not limited to:

‘auxiliary emission control strategy (AECS)’ means an emission control strategy that becomes active or that modifies the base emission control strategy for a specific purpose or purposes and in response to a specific set of ambient and/or operating conditions, e.g. vehicle speed, engine speed, gear used, intake temperature, or intake pressure;

‘approval of a vehicle’ means the approval of vehicle type with regard to the level of the emission of gaseous and particulate pollutants and smoke by its engine as well as the on-board diagnostic (OBD) system and the engine installation on the vehicle;

‘approval of an engine (engine family)’ means the approval of an engine type (engine family) with regard to the level of the emission of gaseous and particulate pollutants, smoke and the on-board diagnostic (OBD) system;

For the purposes of this Regulation, the following definitions shall apply:

ISO 16183: 2002 Heavy duty engines — Measurement of gaseous emissions from raw exhaust gas and of particulate emissions using partial flow dilution systems under transient test conditions.

ISO 15031-3: 2004 Road vehicles — Communication between vehicle and external equipment for emissions related diagnostics — Part 3: Diagnostic connector and related electrical circuits, specification and use.

3. APPLICATION FOR APPROVAL

3.1. Application for approval for a type of engine or engine family as a separate technical unit

Should the application concern an engine equipped with an on-board diagnostic (OBD) system, the requirements of paragraph 3.4. shall be fulfilled.

The application for approval of an engine type or engine family with regard to the requirements listed in table B, paragraph 1.1. shall be submitted by the engine manufacturer or by a duly accredited representative.

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

A description of the engine type or engine family, if applicable, comprising the particulars referred to in Annex 1 to this Regulation.

An engine conforming to the ‘engine type’ or ‘parent engine’ characteristics described in Annex 1 shall be submitted to the technical service responsible for conducting the approval tests defined in paragraph 5.

3.2. Application for approval for a vehicle type in respect of its engine

Should the application concern an engine equipped with an on-board diagnostic (OBD) system, the requirements of paragraph 3.4. shall be fulfilled.

The application for approval of a vehicle type with regard to the requirements for its engine, or engine family, listed in table B of paragraph 1.1. and the installation of the engine on the vehicle shall be submitted by the vehicle manufacturer or by a duly accredited representative.

It shall be accompanied by the below-mentioned documents in triplicate and the following particulars:

A description of the vehicle type, of the engine-related vehicle parts and of the engine type or engine family, if applicable, comprising the particulars referred to in Annex 1 to this Regulation.

The manufacturer shall provide a description of the indicator and warning mode used to signal the lack of required reagent to a driver of the vehicle.

The manufacturer shall provide a description of the malfunction indicator (MI) used by the OBD system to signal the presence of a fault to a driver of the vehicle.

A vehicle conforming to the ‘vehicle type’ characteristics defined in Annex 1 shall be submitted to the technical service responsible for conducting the approval tests defined in paragraphs 5 and 6.

3.3. Application for approval for a vehicle type with an approved engine

The application for approval of a vehicle type with regard to the installation of an approved engine on the vehicle shall be submitted by the vehicle manufacturer or by a duly accredited representative.

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

a description of the vehicle type and of engine-related vehicle parts comprising the particulars referred to in Annex 1, as applicable, and a copy of the approval communication form (Annex 2A) for the engine or engine family, if applicable, as a separate technical unit which is installed in the vehicle type.

The manufacturer shall provide a description of the indicator and warning mode used to signal the lack of required reagent to a driver of the vehicle.

The manufacturer shall provide a description of the malfunction indicator (MI) used by the OBD system to signal the presence of a fault to a driver of the vehicle.

A vehicle conforming to the ‘vehicle type’ characteristics defined in Annex 1 shall be submitted to the technical service responsible for conducting the approval tests defined in paragraph 6.

3.4. On-board diagnostic systems

The application for approval of a vehicle or an engine (engine family) equipped with an on-board diagnostic (OBD) system shall be accompanied by the information required in paragraph 9. of Appendix 1 to Annex 1 (description of the (parent) engine) and/or paragraph 6. of Appendix 3 to Annex 1 (description of an engine type within the family) together with:

Detailed written information fully describing the functional operation characteristics of the OBD system, including a listing of all relevant parts of the engine's emission control system, i.e. sensors, actuators and components, that are monitored by the OBD system;

Where applicable, a declaration by the manufacturer of the parameters that are used as a basis for major functional failure monitoring and, in addition:

The manufacturer shall provide the technical service with a description of potential failures within the emission control system that will have an effect on emissions. This information shall be subject to discussion and agreement between the technical service and the vehicle manufacturer.

Where applicable, a description of the communication interface (hardware and messages) between the engine electronic control unit (EECU) and any other powertrain or vehicle control unit when the exchanged information has an influence on the correct functioning of the emission control system.

Where appropriate, copies of other approvals with the relevant data to enable extensions of approvals.

If applicable, the particulars of the engine family as referred to in paragraph 7. of this Regulation.

The manufacturer shall describe provisions taken to prevent tampering with and modification of the EECU or any interface parameter considered in paragraph 3.4.1.3.

4. APPROVAL

4.1. Granting of a universal fuel approval

A universal fuel approval is granted subject to the following requirements.

In the case of diesel or ethanol fuel the parent engine meets the requirements of this Regulation on the reference fuel specified in Annex 5.

The parent engine shall meet the requirements of this Regulation on the reference fuels GR (fuel 1) and G25 (fuel 2), as specified in Annex 5, without any readjustment to the fuelling between the two tests. However, one adaptation run over one ETC cycle without measurement is permitted after the change of the fuel. Before testing, the parent engine shall be run-in using the procedure given in paragraph 3. of Appendix 2 to Annex 4A.

In the case of natural gas the parent engine should demonstrate its capability to adapt to any fuel composition that may occur across the market. In the case of natural gas there are generally two types of fuel, high calorific fuel (H-gas) and low calorific fuel (L-gas), but with a significant spread within both ranges; they differ significantly in their energy content expressed by the Wobbe Index and in their -shift factor (Sλ). The formulae for the calculation of the Wobbe index and Sλ are given in paragraph. Natural gases with a -shift factor between 0,89 and 1,08 (0,89 ≤ Sλ ≤ 1,08) are considered to belong to H-range, while natural gases with a -shift factor between 1,08 and 1,19 (1,08 ≤ Sλ ≤ 1,19) are considered to belong to L-range. The composition of the reference fuels reflects the extreme variations of Sλ.

On the manufacturer's request the engine may be tested on a third fuel (fuel 3) if the -shift factor (Sλ) lies between 0,89 (i.e. the lower range of GR) and 1,19 (i.e. the upper range of G25), for example when fuel 3 is a market fuel. The results of this test may be used as a basis for the evaluation of the conformity of the production.

In the case of an engine fuelled with natural gas which is self-adaptive for the range of H-gases on the one hand and the range of L-gases on the other hand, and which switches between the H-range and the L-range by means of a switch, the parent engine shall be tested on the relevant reference fuel as specified in Annex 5 for each range, at each position of the switch. The fuels are GR (fuel 1) and G23 (fuel 3) for the H-range of gases and G25 (fuel 2) and G23 (fuel 3) for the L-range of gases. The parent engine shall meet the requirements of this Regulation at both positions of the switch without any readjustment to the fuelling between the two tests at each position of the switch. However, one adaptation run over one ETC cycle without measurement is permitted after the change of the fuel. Before testing, the parent engine shall be run-in using the procedure given in paragraph 3. of Appendix 2 to Annex 4A.

At the manufacturer's request the engine may be tested on a third fuel instead of G23 (fuel 3) if the -shift factor (Sλ) lies between 0,89 (i.e. the lower range of GR) and 1,19 (i.e. the upper range of G25), for example when fuel 3 is a market fuel. The results of this test may be used as a basis for the evaluation of the conformity of the production.

In the case of natural gas engines, the ratio of the emission results ‘r’ shall be determined for each pollutant as follows:

In the case of LPG the parent engine should demonstrate its capability to adapt to any fuel composition that may occur across the market. In the case of LPG there are variations in C3/C4 composition. These variations are reflected in the reference fuels. The parent engine should meet the emission requirements on the reference fuels A and B as specified in Annex 5 without any readjustment to the fuelling between the two tests. However, one adaptation run over one ETC cycle without measurement is permitted after the change of the fuel. Before testing, the parent engine shall be run-in using the procedure defined in paragraph 3. of Appendix 2 to Annex 4A.

The ratio of emission results ‘r’ shall be determined for each pollutant as follows:

4.2. Granting of a fuel range restricted approval

Fuel range restricted approval is granted subject to the following requirements.

The parent engine shall be tested on the relevant reference fuel, as specified in Annex 5, for the relevant range. The fuels are GR (fuel 1) and G23 (fuel 3) for the H-range of gases and G25 (fuel 2) and G23 (fuel 3) for the L-range of gases. The parent engine shall meet the requirements of this Regulation without any readjustment to the fuelling between the two tests. However, one adaptation run over one ETC cycle without measurement is permitted after the change of the fuel. Before testing, the parent engine shall be run-in using the procedure defined in paragraph 3. of Appendix 2 to Annex 4A.

Exhaust emissions approval of an engine running on natural gas and laid out for operation on either the range of H-gases or on the range of L-gases

At the manufacturer's request the engine may be tested on a third fuel instead of G23 (fuel 3) if the -shift factor (Sλ) lies between 0,89 (i.e. the lower range of GR) and 1,19 (i.e. the upper range of G25), for example when fuel 3 is a market fuel. The results of this test may be used as a basis for the evaluation of the conformity of the production.

The ratio of emission results ‘r’ shall be determined for each pollutant as follows:

On delivery to the customer the engine shall bear a label (see paragraph 4.11.) stating for which range of gases the engine is approved.

Exhaust emissions approval of an engine running on natural gas or LPG and laid out for operation on one specific fuel composition:

The parent engine shall meet the emission requirements on the reference fuels GR and G25 in the case of natural gas, or the reference fuels A and B in the case of LPG, as specified in Annex 5. Between the tests fine-tuning of the fuelling system is allowed. This fine-tuning will consist of a recalibration of the fuelling database, without any alteration to either the basic control strategy or the basic structure of the database. If necessary the exchange of parts that are directly related to the amount of fuel flow (such as injector nozzles) is allowed.

At the manufacturer's request the engine may be tested on the reference fuels GR and G23, or on the reference fuels G25 and G23, in which case the approval is only valid for the H-range or the L-range of gases respectively.

Refer to para. 4.2.2. NG-engine laid out for operation on one specific fuel composition

at manufacturer's request engine may be tested on a market fuel (3) instead of G23, if Sλ = 0,89 - 1,19

Refer to para. 4.2.1. NG-engine laid out for operation on either H-range gas or L-range gas

at manufacturer's request engine may be tested on a market fuel (3) instead of G23, if Sλ = 0,89 - 1,19

Refer to para. 4.1.3. NG-engine which is self adaptive by a switch

at manufacturer's request engine may be tested on an additional market fuel (3), if Sλ = 0,89 - 1,19

On delivery to the customer the engine shall bear a label (see paragraph 4.11.) stating for which fuel composition the engine has been calibrated.

4.3. Exhaust emissions approval of a member of a family

With the exception of the case mentioned in paragraph 4.3.2., the approval of a parent engine shall be extended to all family members without further testing, for any fuel composition within the range for which the parent engine has been approved (in the case of engines described in paragraph 4.2.2.) or the same range of fuels (in the case of engines described in either paragraphs 4.1. or 4.2.) for which the parent engine has been approved.

In case of an application for approval of an engine, or a vehicle in respect of its engine, that engine belonging to an engine family, if the technical service determines that, with regard to the selected parent engine the submitted application does not fully represent the engine family defined in Annex 1, Appendix 2, an alternative and if necessary an additional reference test engine may be selected by the technical service and tested.

An approval number shall be assigned to each type approved. Its first two digits (at present 05, corresponding to 05 series of amendments) 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 vehicle type.

Notice of approval or of extension or of refusal of approval or production definitely discontinued of an engine type or vehicle type 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 annexes 2A or 2B, as applicable, to this Regulation. Values measured during the type test shall also be shown.

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

a circle surrounding the letter ‘E’ followed by the distinguishing number of the country which has granted approval (8) ;

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 4.6.1.

However, the approval mark shall contain an additional character after the letter ‘R’, the purpose of which is to distinguish the emission stages (emission limits, OBD, etc.) for which the approval has been granted according to the following table:

For NG fuelled engines the approval mark shall contain a suffix after the national symbol, the purpose of which is to distinguish which range of gases the approval has been granted. This mark will be as follows;

H in case of the engine being approved and calibrated for the H-range of gases;

L in case of the engine being approved and calibrated for the L-range of gases;

HL in case of the engine being approved and calibrated for both the H-range and L-range of gases;

Ht in case of the engine being approved and calibrated for a specific gas composition in the H-range of gases and transformable to another specific gas in the H-range of gases by fine tuning of the engine fuelling;

Lt in case of the engine being approved and calibrated for a specific gas composition in the L-range of gases and transformable to another specific gas in the L-range of gases after fine tuning of the engine fuelling;

HLt in the case of the engine being approved and calibrated for a specific gas composition in either the H-range or the L-range of gases and transformable to another specific gas in either the H-range or the L-range of gases by fine tuning of the engine fuelling.

If the vehicle or engine conforms to an approved type under one or more other Regulations annexed to the Agreement, in the country which has granted approval under this Regulation, the symbol prescribed in paragraph 4.6.1. 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 4.6.1.

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

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

In the case of NG and LPG fuelled engines with a fuel range restricted type approval, the following labels are applicable:

If lack of space prevents such labelling, a simplified code may be used. In this event, explanatory notes containing all the above information shall be easily accessible to any person filling the fuel tank or performing maintenance or repair on the engine and its accessories, as well as to the authorities concerned. The site and content of these explanatory notes will be determined by agreement between the manufacturer and the approval authority.

The letters and figures shall be at least 4 mm in height.

In the case of paragraph 4.2.2.3., the label shall state ‘ONLY FOR USE WITH NATURAL GAS SPECIFICATION ......’ or ‘ONLY FOR USE WITH LIQUEFIED PETROLEUM GAS SPECIFICATION ......’, as applicable. All the information in the relevant table(s) in Annex 5 shall be given with the individual constituents and limits specified by the engine manufacturer.

In the case of paragraph 4.2.1.3., the label shall state ‘ONLY FOR USE WITH NATURAL GAS RANGE H’. If applicable, ‘H’ is replaced by ‘L’.

The following information shall be given:

Labels shall be durable for the useful life of the engine. Labels shall be clearly legible and their letters and figures shall be indelible. Additionally, labels shall be attached in such a manner that their fixing is durable for the useful life of the engine, and the labels cannot be removed without destroying or defacing them.

Labels shall be secured to an engine part necessary for normal engine operation and not normally requiring replacement during engine life. Additionally, these labels shall be located so as to be readily visible to the average person after the engine has been completed with all the auxiliaries necessary for engine operation.

In case of an application for approval for a vehicle type in respect of its engine, the marking specified in paragraph 4.11. shall also be placed close to fuel filling aperture.

In case of an application for approval for a vehicle type with an approved engine, the marking specified in paragraph 4.11. shall also be placed close to the fuel filling aperture.

5. SPECIFICATIONS AND TESTS

5.1. General

The components liable to affect, where appropriate, the emission of gaseous and particulate pollutants from diesel and gas engines shall be so designed, constructed, assembled and installed as to enable the engine, in normal use, to comply with the provisions of this Regulation.

The use of a multi-setting engine is forbidden until appropriate and robust provisions for multi-setting engines are laid down in this Regulation.

Any element of design and emission control strategy (ECS) liable to affect the emission of gaseous and particulate pollutants from diesel engines and the emission of gaseous pollutants from gas engines shall be so designed, constructed, assembled and installed as to enable the engine, in normal use, to comply with the provisions of this Regulation. ECS consists of the base emission control strategy (BECS) and usually one or more auxiliary emission control strategies (AECS).

The base emission control strategy (BECS) shall be so designed as to enable the engine, in normal use, to comply with the provisions of this Regulation. Normal use is not restricted to the conditions of use as specified in paragraph 5.1.5.4.

is activated only exceptionally within the conditions of use specified in paragraph 5.1.5.4. for the purposes defined in paragraph 5.1.5.6. and not longer than is needed for these purposes.

operates only outside the conditions of use specified in paragraph 5.1.5.4. for the purposes defined in paragraph 5.1.5.5. or,

An auxiliary emission control strategy (AECS) may be installed to an engine or on a vehicle provided that the AECS:

An auxiliary emission control strategy (AECS) that operates within the conditions of use specified in paragraph 5.1.5.4. and which results in the use of a different or modified emission control strategy (ECS) to that normally employed during the applicable emission test cycles will be permitted if, in complying with the requirements of paragraph 5.1.7., it is fully demonstrated that the measure does not permanently reduce the effectiveness of the emission control system. In all other cases, such strategy shall be considered to be a defeat strategy.

An auxiliary emission control strategy (AECS) that operates outside the conditions of use specified in paragraph 5.1.5.4. will be permitted if, in complying with the requirements of paragraph 5.1.7., it is fully demonstrated that the measure is the minimum strategy necessary for the purposes of paragraph 5.1.5.6. with respect to environmental protection and other technical aspects. In all other cases, such a strategy shall be considered to be a defeat strategy.

an ambient temperature within the range 275 K to 303 K (2 oC to 30 oC) (12) (13) and;

an altitude not exceeding 1 000 metres (or equivalent atmospheric pressure of 90 kPa), and;

As provided for in paragraph 5.1.5.1., the following conditions of use apply under steady state and transient engine operations:

An auxiliary emission control strategy (AECS) may be installed to an engine, or on a vehicle, provided that the operation of the AECS is included in the applicable approval test and is activated according to paragraph 5.1.5.6.

if it is used to trade-off the control of one regulated pollutant under specific ambient or operating conditions in order to maintain control of all other regulated pollutants within the emission limit values that are appropriate for the engine in question. The overall effects of such an AECS is to compensate for naturally occurring phenomena and do so in a manner that provides acceptable control of all emission constituents.

for such purposes as excessive emissions prevention, cold start or warming-up, or;

for purposes such as operational safety, emission default modes and limp-home strategies, or;

only by on-board signals for the purpose of protecting the engine system (including air-handling device protection) and/or vehicle from damage, or;

A torque limiter will be permitted if it complies with the requirements of paragraph 5.1.6.2. or 5.5.5. In all other cases, a torque limiter shall be considered to be a defeat strategy.

is activated in the same manner to limit the performance of a vehicle in order to encourage the driver to take the necessary measures in order to ensure the correct functioning of NOx control measures within the engine system.

in case of power take-off or powertrain protection the torque is limited to a constant value, independent from the engine speed, while never exceeding the full-load torque, and;

the torque limiter does not modify the emission control strategy (ECS), and;

the torque limiter is activated only by on-board signals for the purpose of protecting the powertrain or vehicle construction from damage and/or for the purpose of vehicle safety, or for power take-off activation when the vehicle is stationary, or for measures to ensure the correct functioning of the deNOx system, and;

A torque limiter may be installed to an engine, or on a vehicle, provided that:

This additional material shall remain strictly confidential, and be made available to the approval authority on request. The approval authority will keep this material confidential.

The additional material shall also contain a justification for the use of any AECS and include additional material and test data to demonstrate the effect on exhaust emissions of any AECS installed to the engine or on the vehicle. The justification for the use of an AECS may be based on test data and/or sound engineering analysis.

additional material that shows the parameters that are modified by any auxiliary emission control strategy (AECS) and the boundary conditions under which the AECS operates. The additional material shall include a description of the fuel system control logic, timing strategies and switch points during all modes of operation. It shall also include a description of the torque limiter described in paragraph 5.5.5. of this Regulation.

the formal documentation package, which shall be supplied to the technical service at the time of submission of the approval application, shall include a full description of the ECS and, if applicable, the torque limiter. This documentation may be brief, provided that it exhibits evidence that all outputs permitted by a matrix obtained from the range of control of the individual unit inputs have been identified. This information shall be attached to the documentation required in paragraph 3. of this Regulation;

The manufacturer shall provide a documentation package that gives access to any element of design and emission control strategy (ECS), and torque limiter of the engine system and the means by which it controls its output variables, whether that control is direct or indirect. The documentation shall be made available in two parts:

Specifically for the approval of engines according to row A of the tables in paragraph 5.2.1. (engines not normally tested on ETC)

To verify whether any strategy or measure should be considered a defeat strategy according to the definitions given in paragraph 2., the approval authority and/or the technical service may additionally request a NOx screening test using the ETC which may be carried out in combination with either the approval test or the procedures for checking the conformity of production.

In verifying whether any strategy or measure should be considered a defeat strategy according to the definitions given in paragraph 2., an additional margin of 10 per cent, related to the appropriate NOx limit value, shall be accepted.

Any vehicle with an Emission Control Unit shall include features to deter modification, except as authorized by the manufacturer. The manufacturer shall authorize modifications if these modifications are necessary for the diagnosis, servicing, inspection, retrofitting or repair of the vehicle. Any reprogrammable computer codes or operating parameters shall be resistant to tampering and afford a level of protection at least as good as the provisions in ISO 15031-7 (SAE J2186) provided that the security exchange is conducted using the protocols and diagnostic connector as prescribed in paragraph 6. of Annex 9A to this Regulation. Any removable calibration memory chips shall be plotted, encased in a sealed container or protected by electronic algorithms and shall not be changeable without the use of specialised tools and procedures.

Computer-coded engine operating parameters shall not be changeable without the use of specialised tools and procedures (e.g. soldered or potted computer components or sealed (or soldered) computer enclosures).

Manufacturers shall take adequate steps to protect the maximum fuel delivery setting from tampering while a vehicle is in-service.

Manufacturers may apply to the approval authority for an exemption from one of these requirements for those vehicles that are unlikely to require protection. The criteria that the approval authority will evaluate in considering an exemption will include, but are not limited to, the current availability of performance chips, the high-performance capability of the vehicle and the projected sales volume of the vehicle.

Manufacturers using programmable computer code systems (e.g. electrical erasable programmable read-only memory, EEPROM) shall deter unauthorized reprogramming. Manufacturers shall include enhanced tamper-protection strategies and write protect features requiring electronic access to an off-site computer maintained by the manufacturer. Alternative methods giving an equivalent level of tamper protection may be approved by the authority.

5.2. Specifications concerning the emission of gaseous and particulate pollutants and smoke

For type approval testing to either row B1 or B2 or row C of the tables in paragraph 5.2.1. the emissions shall be determined on the ESC, ELR and ETC tests.

For gas engines, the gaseous emissions shall be determined on the ETC test.

The ESC and ELR test procedures are described in Annex 4A, Appendix 1, the ETC test procedure in Annex 4A, Appendices 2 and 3.

The emissions of gaseous pollutants and particulate pollutants, if applicable, and smoke, if applicable, by the engine submitted for testing shall be measured by the methods described in Annex 4A, Appendix 4. Annex 4A, Appendix 7 describes the recommended analytical systems for the gaseous pollutants, the recommended particulate sampling systems, and the recommended smoke measurement system.

Other systems or analyzers may be approved by the Technical Service if it is found that they yield equivalent results on the respective test cycle. The determination of system equivalency shall be based upon a 7-sample pair (or larger) correlation study between the system under consideration and one of the reference systems of this Regulation. For particulate emissions, only the full flow dilution system or the partial flow dilution system meeting the requirements of ISO 16183 are recognized as equivalent reference systems. ‘Results’ refer to the specific cycle emissions value. The correlation testing shall be performed at the same laboratory, test cell, and on the same engine, and is preferred to be run concurrently. The equivalency of the sample pair averages shall be determined by F-test and t-test statistics as described in Appendix 4 to this Regulation obtained under these laboratory, test cell and engine conditions. Outliers shall be determined in accordance with ISO 5725 and excluded from the database. For introduction of a new system into this Regulation, determination of equivalency shall be based upon the calculation of repeatability and reproducibility, as described in ISO 5725.

The specific mass of the carbon monoxide, of the non-methane hydrocarbons, of the methane, of the oxides of nitrogen and of the particulates as determined on the ETC test shall not exceed the amounts shown in table 2.

The specific mass of the carbon monoxide, of the total hydrocarbons, of the oxides of nitrogen and of the particulates as determined on the ESC test and of the smoke opacity, as determined on the ELR test, shall not exceed the amounts shown in table 1.

A manufacturer may choose to measure the mass of total hydrocarbons (THC) on the ETC test instead of measuring the mass of non-methane hydrocarbons. In this case, the limit for the mass of total hydrocarbons is the same as shown in table 2 for the mass of non-methane hydrocarbons.

The specific mass of the oxides of nitrogen measured at the random check points within the control area of the ESC test shall not exceed by more than 10 per cent the values interpolated from the adjacent test modes (reference Annex 4A, Appendix 1, paragraphs 5.6.2. and 5.6.3.).

The smoke value on the random test speed of the ELR shall not exceed the highest smoke value of the two adjacent test speeds by more than 20 per cent, or by more than 5 per cent of the limit value, whichever is greater.

5.3. Durability and deterioration factors

The manufacturer shall demonstrate that a compression-ignition or gas engine approved by reference to the emission limits set out in row B1 or row B2 or row C of the tables in paragraph 5.2.1. will comply with those emission limits for a useful life of:

100 000 km or five years, whichever is the sooner, in the case of engines to be fitted to vehicles of category N1, M1 > 3,5 tons and M2;

200 000 km or six years, whichever is the sooner, in the case of engines to be fitted to vehicles of category N2, N3 with a maximum technically permissible mass not exceeding 16 tonnes and M3 Class I, Class II and Class A, and Class B with a maximum technically permissible mass not exceeding 7,5 tonnes;

500 000 km or seven years, whichever is the sooner, in the case of engines to be fitted to vehicles of category N3 with a maximum technically permissible mass exceeding 16 tonnes and M3, Class III and Class B with a maximum technically permissible mass exceeding 7,5 tonnes.

For the purposes of this Regulation, the manufacturer shall determine deterioration factors that will be used to demonstrate that the gaseous and particulate emissions of an engine family or engine-aftertreatment system family remain in conformity with the appropriate emission limits specified in the tables in paragraph 5.2.1. over the appropriate durability period laid down in paragraph 5.3.1.

The procedures for demonstrating the compliance of an engine or engine-aftertreatment system family with the relevant emission limits over the appropriate durability period are given in Annex 7 to this Regulation.

5.4. On-board diagnostic (OBD) system

A compression-ignition engine approved by reference to the emission limit values set out in row B1 or row C of the tables in paragraph 5.2.1. or a vehicle propelled by such an engine shall be fitted with an on-board diagnostic (OBD) system that signals the presence of a fault to the driver if the OBD threshold limits set out in row B1 or row C of the table in paragraph 5.4.4. are exceeded. The OBD system for emission control shall be in accordance with the requirements of Annex 9A to this Regulation.

a catalyst, where fitted as a separate unit, whether or not it is part of a deNOx system or a diesel particulate filter;

In the case of exhaust after-treatment systems, the OBD system may monitor for major functional failure of any of the following:

From 1 October 2008 for new approvals and from 1 October 2009 for all approvals, a compression-ignition or a gas engine approved by reference to the emission limit values set out in row B2 or row C of the tables in paragraph 5.2.1., or a vehicle propelled by such an engine shall be fitted with an OBD system that signals the presence of a fault to the driver if the OBD threshold limits set out in row B2 or row C of the table in paragraph 5.4.4. are exceeded. The on-board diagnostic (OBD) system for emission control shall be in accordance with the requirements of Annex 9A to this Regulation.

The OBD system shall also include an interface between the engine electronic control unit (EECU) and any other engine or vehicle electrical or electronic systems that provide an input to or receive an output from the EECU and which affect the correct functioning of the emission control system, such as the interface between the EECU and a transmission electronic control unit.

The OBD threshold limits shall be as follows:

Full and uniform access to OBD information shall be provided for the purposes of testing, diagnosis, servicing and repair in keeping with the relevant provisions of ECE Regulation No 83 and provisions regarding replacement components ensuring compatibility with OBD systems.

The approval authority shall inform the other Contracting Parties of the circumstances of each approval granted under this provision.

is less than 50 units per year, may obtain approval on the basis of the requirements of the present Regulation where the complete emission control system (i.e. the engine and after-treatment system) are monitored only for circuit continuity.

is less than 500 units per year, may obtain approval on the basis of the requirements of the present Regulation where the engine is monitored only for circuit continuity and the after-treatment system is monitored for major functional failure;

As an alternative to the requirements of this paragraph, engine manufacturers whose world-wide annual production of a type of engine, belonging to an OBD engine family:

5.5. Requirements to ensure correct operation of NOx control measures

This paragraph is applicable to compression-ignition engine systems irrespective of the technology used to comply with the emission limit values provided in the tables in paragraph 5.2.1.

The application dates shall be in accordance with paragraph 13. of this Regulation.

Any engine system covered by this paragraph shall be designed, constructed and installed so as to be capable of meeting these requirements over the useful life of the engine.

Information that fully describes the functional operational characteristics of an engine system covered by this paragraph shall be provided by the manufacturer in Annex 1.

In its application for approval, if the engine system requires a reagent, the manufacturer shall specify the characteristics of all reagent(s) consumed by any exhaust aftertreatment system, e.g. type and concentrations, operational temperature conditions, reference to international standards etc.

Subject to requirements set out in paragraph 5.1., any engine system covered by this paragraph shall retain its emission control function during all conditions regularly pertaining in the territory of the Contracting Parties, especially at low ambient temperatures.

For the purpose of approval, the manufacturer shall demonstrate to the Technical Service that for engine systems that require a reagent, any emission of ammonia does not exceed, over the applicable emissions test cycle, a mean value of 25 ppm.

For engine systems requiring a reagent, each separate reagent tank installed on a vehicle shall include means for taking a sample of any fluid inside the tank. The sampling point shall be easily accessible without the use of any specialised tool or device.

The manufacturer shall furnish or cause to be furnished to all owners of new heavy-duty vehicles or new heavy-duty engines written instructions that shall state that if the vehicle emission control system is not functioning correctly, the driver shall be informed of a problem by the malfunction indicator (MI) and the engine shall consequentially operate with a reduced performance.

The instructions will indicate requirements for the proper use and maintenance of vehicles, including where relevant the use of consumable reagents.

The instructions shall be written in clear and non-technical language and in the language of the country in which a new heavy-duty vehicle or new heavy-duty engine is sold or registered.

The instructions shall specify if consumable reagents have to be refilled by the vehicle operator between normal maintenance intervals and shall indicate a likely rate of reagent consumption according to the type of new heavy-duty vehicle.

The instructions shall specify that use of and refilling of a required reagent of the correct specifications when indicated is mandatory for the vehicle to comply with the certificate of conformity issued for that vehicle or engine type.

The instructions shall state that it may be a criminal offence to use a vehicle that does not consume any reagent if it is required for the reduction of pollutant emissions and that, in consequence, any favourable conditions for the purchase or operation of the vehicle obtained in the country of registration or other country in which the vehicle is used may become invalid.

Incorrect operation of the engine system with respect to NOx emissions control (for example due to lack of any required reagent, incorrect EGR flow or deactivation of EGR) shall be determined through monitoring of the NOx level by sensors positioned in the exhaust stream.

Any deviation in NOx level more than 1,5 g/kWh above the applicable limit value given in the tables of paragraph 5.2.1., shall result in the driver being informed by activation of the MI as referred to in paragraph 3.6.5. of Annex 9A to this Regulation.

The reasons for the NOx exceedance shall, at a minimum, and where applicable, be identified in the cases of empty reagent tank, interruption of reagent dosing activity, insufficient reagent quality, too low reagent consumption, incorrect EGR flow or deactivation of the EGR. In all other cases, the manufacturer is permitted to refer to a non-erasable fault code ‘high NOx — root cause unknown’.

In addition, a non-erasable fault code identifying the reason why NOx exceeds the levels specified in paragraph 5.5.3.2. shall be stored in accordance with paragraph 3.9.2. of Annex 9A to this Regulation for at least 400 days or 9 600 hours of engine operation.

If the NOx level exceeds the OBD threshold limit values given in the table in Paragraph 5.4.4., a torque limiter shall reduce the performance of the engine according to the requirements of paragraph 5.5.5. in a manner that is clearly perceived by the driver of the vehicle. When the torque limiter is activated the driver shall continue to be alerted according to the requirements of paragraph 5.5.3.2. and a non-erasable fault code shall be stored in accordance with paragraph 5.5.3.3.

In the case of engine systems that rely on the use of EGR and no other aftertreatment system for NOx emissions control, the manufacturer may utilise an alternative method to the requirements of paragraph 5.5.3.1. for the determination of the NOx level. At the time of type approval the manufacturer shall demonstrate that the alternative method is equally timely and accurate in determining the NOx level compared to the requirements of paragraph 5.5.3.1. and that it triggers the same consequences as those referred to in paragraphs 5.5.3.2., 5.5.3.3. and 5.5.3.4.

The reagent indicator shall be placed in close proximity to the fuel level indicator.

below the level corresponding to the driving distance possible with the fuel reserve level specified by the manufacturer.

below 10 per cent of the tank or a higher percentage at the choice of the manufacturer, or;

For vehicles that require the use of a reagent to fulfil the requirements of this paragraph, the driver shall be informed of the level of reagent in the on-vehicle reagent storage tank through a specific mechanical or electronic indication on the vehicle's dashboard. This shall include a warning when the level of reagent goes:

The driver shall be informed, according to the requirements of paragraph 3.6.5. of Annex 9A to this Regulation, if the reagent tank becomes empty.

As soon as the reagent tank becomes empty, the requirements of paragraph 5.5.5. shall apply in addition to the requirements of paragraph 5.5.4.2.

A manufacturer may choose to comply with the paragraphs 5.5.4.5. to 5.5.4.12. as an alternative to complying with the requirements of paragraph 5.5.3.

Engine systems shall include a means of determining that a fluid corresponding to the reagent characteristics declared by the manufacturer and recorded in Annex 1 to this Regulation is present on the vehicle.

If the fluid in the reagent tank does not correspond to the minimum requirements declared by the manufacturer as recorded in Annex 1 to this Regulation the additional requirements of paragraph 5.5.4.12. shall apply.

Average reagent consumption and average demanded reagent consumption by the engine system either over the previous complete 48 hour period of engine operation or the period needed for a demanded reagent consumption of at least 15 litres, whichever is longer, shall be available via the serial port of the standard diagnostic connector as referred to in paragraph 6.8.3. of Annex 9A to this Regulation.

flow of reagent or injection of reagent as close as technically possible to the point of injection into an exhaust aftertreatment system.

In order to monitor reagent consumption, at least the following parameters within the engine shall be monitored:

Any deviation more than 50 per cent in average reagent consumption and average demanded reagent consumption by the engine system over the period defined in paragraph 5.5.4.8. shall result in application of the measures laid down in paragraph 5.5.4.12.

In the case of interruption in reagent dosing activity the measures laid down in paragraph 5.5.4.12. shall apply. This is not required where such interruption is demanded by the engine ECU because engine operating conditions are such that the engine's emission performance does not require reagent dosing, provided that the manufacturer has clearly informed the approval authority when such operating conditions apply.

Any failure detected with respect to paragraphs 5.5.4.6., 5.5.4.10. or 5.5.4.11. shall trigger the same consequences in the same order as those referred to in paragraphs 5.5.3.2., 5.5.3.3. or 5.5.3.4.

Any engine system covered by this paragraph shall include a torque limiter that will alert the driver that the engine system is operating incorrectly or the vehicle is being operated in an incorrect manner and thereby encourage the prompt rectification of any fault(s).

The torque limiter shall be activated when the vehicle becomes stationary for the first time after the conditions of either paragraphs 5.5.3.4., 5.5.4.3., 5.5.4.6., 5.5.4.10. or 5.5.4.11. have occurred.

75 per cent of the engine maximum torque for vehicles of category N1, N2, N3 ≤ 16 tons, 3,5 < M1 ≤ 7,5 tons, M2, M3/I, M3/II, M3/A and M3/B ≤ 7,5 tons.

60 per cent of the engine maximum torque for vehicles of category N3 > 16 tons, M1 > 7,5 tons, M3/III and M3/B > 7,5 tons (18) ;

Where the torque limiter comes into effect, the engine torque shall not, in any case, exceed a constant value of:

Requirements for documentation and the torque limiter are set out in paragraphs 5.5.5.5. to 5.5.5.8.

Detailed written information fully describing the functional operation characteristics of the emission control monitoring system and the torque limiter shall be specified according to the documentation requirements of paragraph 5.1.7.1.(b). Specifically, the manufacturer shall provide information on the algorithms used by the ECU for relating the NOx concentration to the specific NOx emission (in g/kWh) on the ETC in accordance with paragraph 5.5.6.5.

The torque limiter shall be deactivated when the engine speed is at idle if the conditions for its activation have ceased to exist. The torque limiter shall not be automatically deactivated without the reason for its activation being remedied.

Deactivation of the torque limiter shall not be feasible by means of a switch or a maintenance tool.

The torque limiter shall not apply to engines or vehicles for use by the armed services, by rescue services and by fire-services and ambulances. Permanent deactivation shall only be done by the engine or vehicle manufacturer, and a special engine type within the engine family shall be designated for proper identification.

This paragraph does not apply in the case of monitoring for reagent level in the storage tank where monitoring shall be conducted under all conditions of use.

at all ambient temperatures between 266 K and 308 K (- 7 oC and 35 oC);

The emission control monitoring system may be deactivated when a limp-home strategy is active and which results in a torque reduction greater than the levels indicated in paragraph 5.5.5.3. for the appropriate vehicle category.

If an emission default mode is active, the emission control monitoring system shall remain operational and comply with the provisions of paragraph 5.5.

The incorrect operation of NOx control measures shall be detected within four OBD test cycles as referred to in the definition given in paragraph 6.1. of Appendix 1 of Annex 9A to this Regulation.

Algorithms used by the ECU for relating the actual NOx concentration to the specific NOx emission (in g/kWh) on the ETC shall not be considered to be a defeat strategy.

If an AECS that has been approved by the approval authority in accordance with paragraph 5.1.5. becomes operational, any increase in NOx due to the operation of the AECS may be applied to the appropriate NOx level referred to in paragraph 5.5.3.2. In all such cases, the influence of the AECS on the NOx threshold shall be described in accordance with paragraph 5.5.5.5.

Examples of sensors that affect the diagnostic capability are those directly measuring NOx concentration, urea quality sensors, and sensors used for monitoring reagent dosing activity, reagent level, reagent consumption or EGR rate.

The emission control monitoring system shall be monitored for electrical failures and for removal or deactivation of any sensor that prevents it from diagnosing an emission increase as required by paragraphs 5.5.3.2. and 5.5.3.4.

If a failure of the emission control monitoring system is confirmed, the driver shall be immediately alerted by the activation of the warning signal according to paragraph 3.6.5. of Annex 9A to this Regulation.

The period laid down in the first subparagraph shall be reduced to 36 hours from the dates specified in paragraphs 13.2.3. and 13.3.3.

The torque limiter shall be activated in accordance with paragraph 5.5.5. if the failure is not remedied within 50 hours of engine operation.

Fault code(s) associated with a failure of the emission control monitoring system shall not be capable of being cleared from the system memory by any scan tool.

When the emission control monitoring system has determined that the failure has ceased to exist, the fault code(s) associated with that failure may be cleared from the system memory, except in the cases referred to in paragraph 5.5.7.5., and the torque limiter, if applicable, shall be deactivated according to paragraph 5.5.5.6.

In the case of the removal or deactivation of elements of the emission control monitoring system, in accordance with paragraph 5.5.7.1., a non-erasable fault code shall be stored in accordance with paragraph 3.9.2. of Annex 9A to this Regulation for a minimum of 400 days or 9 600 hours of engine operation.

As part of the application for approval provided for in paragraph 3., the manufacturer shall demonstrate the conformity of the provisions of this paragraph by tests on an engine dynamometer in accordance with paragraphs 5.5.8.2. to 5.5.8.7.

The parent engine is selected by the manufacturer in agreement with the type approval authority.

This demonstration may be performed by presenting to the approval authorities such elements as algorithms, functional analyses, etc.

The compliance of an engine family or an OBD engine family to the requirements of this paragraph may be demonstrated by testing the emission control monitoring system of one of the members of the family (the parent engine), provided the manufacturer demonstrates to the type approval authority that the emission control monitoring systems are similar within the family.

The reaction of the system (torque reduction, warning signal, etc.) shall be demonstrated by running the engine on four OBD test cycles.

The influence of the incorrect operation is validated by measuring the NOx level over the ETC on an engine test bed.

An incorrect operation of the NOx control measures or a failure of the emission control monitoring system is selected by the authority within a list of incorrect operations provided by the manufacturer.

The testing of the emission control monitoring system consists of the following three phases:

A minimum of two and a maximum of three incorrect operations of the NOx control system or failures of the emission control monitoring system shall be selected by the type approval authority from this list.

Typical examples of incorrect operations for this list are an empty reagent tank, an incorrect operation leading to an interruption of reagent dosing activity, an insufficient reagent quality, an incorrect operation leading to low reagent consumption, an incorrect EGR flow or a deactivation of the EGR.

For the selection phase, the manufacturer shall provide the type approval authority with a description of the monitoring strategies used to determine potential incorrect operation of any NOx control measure and potential failures in the emission control monitoring system that would lead either to activation of the torque limiter or to activation of the warning signal only.

The torque limiter shall be deactivated during the qualification phase.

Emissions qualification is not required in case of an empty reagent tank or for demonstrating a failure of the emission control monitoring system.

For the qualification phase, the NOx emissions shall be measured over the ETC test cycle, according to the provisions of Appendix 2 to Annex 4A. The result of the ETC test shall be used to determine in which way the NOx control monitoring system is expected to react during the demonstration process (torque reduction and/or warning signal). The failure shall be simulated in a way that the NOx level does not exceed by more than 1 g/kWh any of the threshold levels given in paragraphs 5.5.3.2. or 5.5.3.4.

No failure other than the ones which are being considered for demonstration purposes shall be present.

For the demonstration phase, the engine shall be run over a maximum of four OBD test cycles.

Prior to starting the test sequence of paragraph 5.5.8.3.3., the emission control monitoring system shall be set to a ‘no failure’ status.

Depending on the NOx level selected, the system shall activate a warning signal and in addition, if applicable, the torque limiter at any time before the end of the detection sequence. The detection sequence may be stopped once the NOx control monitoring system has properly reacted.

In the case of an emission control monitoring system principally based on monitoring the NOx level by sensors positioned in the exhaust stream, the manufacturer may choose to directly monitor certain system functionalities (e.g. interruption of dosing activity, closed EGR valve) for the determination of compliance. In that case, the selected system functionality shall be demonstrated.

The level of torque reduction required in paragraph 5.5.5.3. by the torque limiter shall be approved together with the general engine performance approval in accordance with Regulation No 85. For the demonstration process, the manufacturer shall demonstrate to the approval authority the inclusion of the correct torque limiter into the engine ECU. Separate torque measurement during the demonstration is not required.

As an alternative to paragraphs 5.5.8.3.3. to 5.5.8.3.5., the demonstration of the emission control monitoring system and the torque limiter may be performed by testing a vehicle. The vehicle shall be driven on the road or on a test track with the selected incorrect operations or failures of the emission control monitoring system to demonstrate that the warning signal and activation of the torque limiter will operate in accordance with the requirements of paragraph 5.5., and, in particular, those in paragraphs 5.5.5.2. and 5.5.5.3.

that the approval authority has approved the elements of design showing that this non-erasable information is stored in accordance with paragraph 3.9.2. of Annex 9A to this Regulation for a minimum of 400 days or 9 600 hours of engine operation.

that it is possible to confirm the time spent during the detection sequence with the warning signal activated by reading the non-erasable counter referred to in paragraph 3.9.2. of Annex 9A to this Regulation, and that it can be shown to the satisfaction of the type approval authority that the scan tool cannot erase it, and;

that it is possible to confirm via the OBD scan tool the presence in the OBD computer memory of the appropriate non-erasable fault code described in paragraph 5.5.3.3. and that it can be shown to the satisfaction of the type approval authority that the scan tool cannot erase it, and;

If the storage in the computer memory of a non-erasable fault code is required for complying with the requirements of paragraph 5.5., the following three conditions shall be met by the end of demonstration sequence:

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 2A;

exhaust back pressure shall not exceed that specified for the approved engine in Annex 2A;

power absorbed by the engine-driven auxiliaries shall not exceed that specified for the approved engine in Annex 2A.

volume of the exhaust system shall not differ by more than 40 per cent of that specified for the approved engine in Annex 2A.

7. ENGINE FAMILY

7.1. Parameters defining the engine family

The engine family, as determined by the engine manufacturer shall comply with the provisions of ISO 16185.

7.2. Choice of the parent engine

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 criteria, the parent engine shall be selected using the secondary criteria of highest fuel delivery per stroke at rated speed. Under certain circumstances, the approval authority may conclude that the worst case emission rate of the family can best be 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 level of the engines within that family.

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 level of the engines within that family.

the highest fuel delivery per stroke at the speed of declared rated power;

The parent engine of the family shall be selected using the primary criteria of the largest displacement. In the event that two or more engines share this primary criteria, the parent engine shall be selected using the secondary criteria in the following order:

7.3. Parameters for defining an OBD-engine family

The OBD-engine family may be defined by basic design parameters that shall be common to engine systems within the family.

In order that engine systems may be considered to belong to the same OBD-engine family, the following list of basic parameters shall be common:

unless these methods have been shown as equivalent by the manufacturer by means of relevant engineering demonstration or other appropriate procedures.

engines that do not belong to the same engine family may still belong to the same OBD-engine family provided the above-mentioned criteria are satisfied.

8. 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:

Every engine or vehicle bearing an approval mark as prescribed under this Regulation shall be so manufactured as to conform, with regard to the description as given in the approval form and its annexes, to the approved type.

As a general rule, conformity of production with regard to limitation of emissions is checked based on the description given in the communication form and its annexes.

If emissions of pollutants are to be measured and an engine approval has had one or several extensions, the tests will be carried out on the engine(s) described in the information package relating to the relevant extension.

After submission of the engine to the authorities, the manufacturer shall not carry out any adjustment to the engines selected.

Three engines are randomly taken in the series. Engines that are subject to testing only on the ESC and ELR tests or only on the ETC test for type approval to row A of the tables in paragraph 5.2.1. are subject to those applicable tests for the checking of production conformity. With the agreement of the authority, all other engines type approved to row A, B1 or B2, or C of the tables in paragraph 5.2.1. are subjected to testing either on the ESC and ELR cycles or on the ETC cycle for the checking of the production conformity. The limit values are given in paragraph 5.2.1. of this Regulation.

At the manufacturer's request, the tests may be carried out in accordance with Appendix 3 to this Regulation.

The tests are carried out according to Appendix 2 to this Regulation, where the competent authority is not satisfied with the production standard deviation given by the manufacturer.

The tests are carried out according to Appendix 1 to this Regulation where the competent authority is satisfied with the production standard deviation given by the manufacturer.

If no decision is reached, the manufacturer may at any time decide to stop testing. In that case a fail decision is recorded.

If no pass decision is reached for all the pollutants and if no fail decision is reached for one pollutant, a test is carried out on another engine (see figure 2).

When a pass decision has been reached for one pollutant, this decision may not be changed by any additional tests made in order to reach a decision for the other pollutants.

On the basis of a test of the engine by sampling, the production of a series is regarded as conforming where a pass decision is reached for all the pollutants and non conforming where a fail decision is reached for one pollutant, in accordance with the test criteria applied in the appropriate Appendix.

The tests will be carried out on newly manufactured engines. Gas fuelled engines shall be run-in using the procedure defined in paragraph 3. of Appendix 2 to Annex 4A.

However, at the request of the manufacturer, the tests may be carried out on diesel or gas engines which have been run-in more than the period referred to in paragraph 8.3.2., up to a maximum of 100 hours. In this case, the running-in procedure will be conducted by the manufacturer who shall undertake not to make any adjustments to those engines.

the values at zero hour multiplied by the evolution coefficient for the other engines.

the values at ‘x’ hours for the first engine;

In this case, the values to be taken will be:

The subsequent test engines will not be subjected to the running-in procedure, but their zero hour emissions will be modified by the evolution coefficient.

It may be less than one.

the evolution coefficient of the emissions between zero and ‘x’ hours will be calculated for each pollutant:

the pollutant emissions will be measured at zero and at ‘x’ hours on the first engine tested,

the first engine tested, with the determination of an evolution coefficient as follows:

all the engines that are tested, or;

When the manufacturer asks to conduct a running-in procedure in accordance with paragraph 8.3.2.1., it may be carried out on:

For diesel and LPG fuelled engines, all these tests may be conducted with commercial fuel. However, at the manufacturer's request, the reference fuels described in Annex 5 may be used. This implies tests, as described in paragraph 4. of this Regulation, with at least two of the reference fuels for each gas engine.

However, at the manufacturer's request, the reference fuels described in Annex 5 may be used. This implies tests, as described in paragraph 4. of this Regulation.

for HL marked engines with a commercial fuel within the extreme range of the -shift factor (0,89 ≤ S ≤ 1,19).

For NG fuelled engines, all these tests may be conducted with commercial fuel in the following way:

In the case of dispute caused by the non-compliance of gas fuelled engines when using a commercial fuel, the tests shall be performed with a reference fuel on which the parent engine has been tested, or with the possible additional fuel 3 as referred to in paragraphs 4.1.3.1. and 4.2.1.1. on which the parent engine may have been tested. Then, the result has to be converted by a calculation applying the relevant factor(s) ‘r’, ‘ra’ or ‘rb’ as described in paragraphs 4.1.4., 4.1.5.1. and 4.2.1.2. If ‘r’, ‘ra’ or ‘rb’ are less than 1 no correction shall take place. The measured results and the calculated results shall demonstrate that the engine meets the limit values with all relevant fuels (fuels 1, 2 and, if applicable, fuel 3 in the case of natural gas engines and fuels A and B in the case of LPG engines).

Tests for conformity of production of a gas fuelled engine laid out for operation on one specific fuel composition shall be performed on the fuel for which the engine has been calibrated.

8.4. On-board diagnostics (OBD)

If a verification of the conformity of production of the OBD system is to be carried out, it shall be conducted in accordance with the following:

When the approval authority determines that the quality of production seems unsatisfactory an engine is randomly taken from the series and subjected to the tests described in Appendix 1 to Annex 9A to this Regulation. The tests may be carried out on an engine that has been run-in up to a maximum of 100 hours.

The production is deemed to conform if this engine meets the requirements of the tests described in Appendix 1 to Annex 9A to this Regulation.

If the engine taken from the series does not satisfy the requirements of paragraph 8.4.2., a further random sample of four engines shall be taken from the series and subjected to the tests described in Appendix 1 to Annex 9A to this Regulation. The tests may be carried out on engines that have been run-in up to a maximum of 100 hours.

The production is deemed to conform if at least three engines out of the further random sample of four engines meet the requirements of the tests described in Appendix 1 to Annex 9A to this Regulation.

9. CONFORMITY OF IN-SERVICE VEHICLES/ENGINES

For the purpose of this Regulation, the conformity of in-service vehicles/engines shall be checked periodically over the useful life period of an engine installed in a vehicle.

With reference to approvals granted for emissions, additional measures are appropriate for confirming the functionality of the emission control devices during the useful life of an engine installed in a vehicle under normal conditions of use.

The procedures to be followed regarding the conformity of in-service vehicles/engines are given in Annex 8 to this Regulation.

10. PENALTIES FOR NON-CONFORMITY OF PRODUCTION

The approval granted in respect of an engine or vehicle type pursuant to this Regulation may be withdrawn if the requirements laid down in paragraph 8.1. are not complied with, or if the engine(s) or vehicle(s) taken fail to pass the tests prescribed in paragraph 8.3.

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 Annexes 2A or 2B to this Regulation.

11. MODIFICATION AND EXTENSION OF APPROVAL OF THE APPROVED TYPE

Every modification of the approved type shall be notified to the administrative department which approved the type. The department 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 in paragraph 4.5. to the Contracting Parties to the Agreement applying this Regulation.

The competent authority issuing the extension of approval shall assign a series number for such an extension and inform thereof the other Parties to the 1958 Agreement applying this Regulation by means of a communication form conforming to the model in Annexes 2A or 2B to this Regulation.

12. PRODUCTION DEFINITELY DISCONTINUED

If the holder of the approval completely ceases to manufacture the type 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 1958 Agreement which apply this Regulation by means of a communication form conforming to the model in Annexes 2A or 2B to this Regulation.

13. TRANSITIONAL PROVISIONS

13.1. General

As from the official date of entry into force of the 05 series of amendments, no Contracting Party applying this Regulation may refuse to grant ECE approval under this Regulation as amended by the 05 series of amendments.

The engine shall be subject to the relevant tests set out in paragraph 5. and shall comply with paragraphs 13.2.1., 13.2.2. and 13.2.3.

As from the date of entry into force of the 05 series of amendments, Contracting Parties applying this Regulation shall grant ECE approvals only if the engine meets the requirements of this Regulation as amended by the 05 series of amendments.

13.2. New type approvals

the relevant emission limits of Rows B1, B2 or C in the tables to paragraph 5.2.1. of this Regulation;

Notwithstanding the provisions of paragraphs 13.4. and 13.5., Contracting Parties applying this Regulation shall, from the date of entry into force of the 05 series of amendments to this Regulation, grant an ECE approval to an engine only if that engine satisfies:

Notwithstanding the provisions of paragraphs 13.4. and 13.5., Contracting Parties applying this Regulation shall, from 9 November 2006, grant an ECE approval to an engine only if that engine satisfies all conditions set out in paragraph 13.2.1. and the additional provisions set out in paragraph 5.5. of this Regulation.

the relevant emission limits of rows B2 or C in the tables to paragraph 5.2.1.

Notwithstanding the provisions of paragraphs 13.4.1. and 13.5., Contracting Parties applying this Regulation shall, from 1 October 2008, grant an ECE approval to an engine only if that engine satisfies:

13.3. Limit of validity of old type approvals

As from the official date of entry into force of the 05 series of amendments, type approvals granted to this Regulation as amended by the 04 series of amendments shall cease to be valid.

As from 01 October 2007, type approvals granted to this Regulation as amended by the 05 series of amendments, which do not comply with the requirement of paragraph 13.2.2., shall cease to be valid.

As from 01 October 2009, type approvals granted to this Regulation as amended by the 05 series of amendments, which do not comply with the requirements of paragraph 13.2.3., shall cease to be valid.

13.4. Gas engines

Gas engines do not need to comply with provisions set out in paragraphs 5.5.

Gas engines do not need to comply with the provisions set out in paragraph 5.4.1. (OBD stage 1).

13.5. Replacement engines for vehicles in use

Contracting Parties applying this Regulation may continue to grant approvals to those engines which comply with the requirements of this Regulation as amended by any previous series of amendments, or to any level of the Regulation as amended by the 05 series of amendments, provided that the engine is intended as a replacement for a vehicle in-use and for which that earlier standard was applicable at the date of that vehicle's entry into service.

14. NAMES AND ADDRESSES OF TECHNICAL SERVICES RESPONSIBLE FOR CONDUCTING APPROVAL TESTS AND OF ADMINISTRATIVE DEPARTMENTS

The 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 administrative departments 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) Natural Gas.

(2) Liquefied Petroleum Gas.

(3) Regulation No 83 applies only for vehicles with a reference mass ≤ 2 840 kg as an extension of an approval given for a vehicle of categories M1 or N1.

(4) ‘R49 or R83’ means that manufacturers can obtain type approval according to this Regulation or to Regulation No 83, see paragraph 1.2.

(5) Only applicable to stage C in Table 2 of paragraph 5.2.1.

(6) Application dates according to paragraph 5.4.2.

(7) Paragraph 5.4.1. of this Regulation provides for the monitoring for major functional failure instead of monitoring for the degradation or the loss of catalytic/filtering efficiency of an exhaust aftertreatment system. Examples of major functional failure are given in paragraphs 3.2.3.2. and 3.2.3.3. of Annex 9A to this Regulation.

(8) 1 for Germany, 2 for France, 3 for Italy, 4 for the Netherlands, 5 for Sweden, 6 for Belgium, 7 for Hungary, 8 for the Czech Republic, 9 for Spain, 10 for Serbia, 11 for the United Kingdom, 12 for Austria, 13 for Luxembourg, 14 for Switzerland, 15 (vacant), 16 for Norway, 17 for Finland, 18 for Denmark, 19 for Romania, 20 for Poland, 21 for Portugal, 22 for the Russian Federation, 23 for Greece, 24 for Ireland, 25 for Croatia, 26 for Slovenia, 27 for Slovakia, 28 for Belarus, 29 for Estonia, 30 (vacant), 31 for Bosnia and Herzegovina, 32 for Latvia, 33 (vacant), 34 for Bulgaria, 35 (vacant), 36 for Lithuania, 37 for Turkey, 38 (vacant), 39 for Azerbaijan, 40 for The former Yugoslav Republic of Macedonia, 41 (vacant), 42 for the European Community (Approvals are granted by its Member States using their respective ECE symbol), 43 for Japan, 44 (vacant), 45 for Australia, 46 for Ukraine, 47 for South Africa, 48 for New Zealand, 49 for Cyprus, 50 for Malta, 51 for the Republic of Korea, 52 for Malaysia, 53 for Thailand and 56 for Montenegro. Subsequent numbers shall be assigned to other countries in the chronological order in which they ratify or accede to the Agreement Concerning the Adoption of Uniform Technical Prescriptions for Wheeled Vehicles, Equipment and Parts which can be Fitted and/or be Used on Wheeled Vehicles and the Conditions for Reciprocal Recognition of Approvals Granted on the Basis of these Prescriptions, and the numbers thus assigned shall be communicated by the Secretary-General of the United Nations to the Contracting Parties to the Agreement.

(9) In accordance with tables of paragraph 5.2.1. of this Regulation.

(10) In accordance with paragraph 5.4. of this Regulation, gas engines are excluded from OBD stage I.

(11) In accordance with paragraph 5.5. of this Regulation.

(12) Up to 1 October 2008, the following applies: ‘an ambient temperature within the range 279 K to 303 K (6 oC to 30 oC)’.

(13) This temperature range will be reconsidered as part of the review of this Regulation with special emphasis on the appropriateness of the lower temperature boundary.

(14) For engines having a swept volume of less than 0,75 dm3 per cylinder and a rated power speed of more than 3 000 min-1.

(15) For NG engines only.

(16) Not applicable for gas fuelled engines at stages B1 and B2.

(17) For engines having a swept volume of less than 0,75 dm3 per cylinder and a rated power speed of more than 3 000 min-1.

(18) As defined in the Consolidated Resolution on the Construction of Vehicles (R.E.3).

(19) In accordance with tables of paragraph 5.2.1. of this Regulation.

(20) In accordance with paragraph 5.4. of this Regulation, gas engines are excluded from OBD stage I.

(21) In accordance with paragraph 5.5. of this Regulation.

otherwise, an additional engine is tested according to paragraph 8.3.1. and the calculation procedure is applied to the sample increased by one more unit.

if the test statistic result is less than the fail decision number for the sample size given in table 3, a fail decision is reached for the pollutant;

if the test statistic result is greater than the pass decision number for the sample size given in table 3, a pass decision is reached for the pollutant;

For each sample the sum of the standardized deviations to the limit is calculated using the following formula:

an estimate of the production standard deviation (after taking the natural logarithm of the measurements);

the natural logarithm of the measurement (after having applied the relevant DF) for the i-th engine of the sample;

the natural logarithm of the limit value for the pollutant;

The following procedure is used for each of the pollutants given in paragraph 5.2.1. of this Regulation (see figure 2):

With a minimum sample size of three engines the sampling procedure is set so that the probability of a lot passing a test with 40 per cent of the engines defective is 0,95 (producer's risk = 5 per cent) while the probability of a lot being accepted with 65 per cent of the engines defective is 0,10 (consumer's risk = 10 per cent).

This appendix describes the procedure to be used to verify production conformity for the emissions of pollutants when the manufacturer's production standard deviation is satisfactory.

The following recursive formulae are useful for calculating successive values of the test statistic:

If the natural logarithms of the measured values (after having applied the relevant DF) in the series are x1, x2, … xi and L is the natural logarithm of the limit value for the pollutant, then, define:

The values of the pollutants given in paragraph 5.2.1. of this Regulation, after having applied the relevant DF, are considered to be log normally distributed and should be transformed by taking their natural logarithms. Let m0 and m denote the minimum and maximum sample size respectively (m0 = 3 and m = 32) and let n denote the current sample number.

With a minimum sample size of three engines the sampling procedure is set so that the probability of a lot passing a test with 40 per cent of the engines defective is 0,95 (producer's risk = 5 per cent) while the probability of a lot being accepted with 65 per cent of the engines defective is 0,10 (consumer's risk = 10 per cent).

This appendix describes the procedure to be used to verify production conformity for the emissions of pollutants when the manufacturer's production standard deviation is either unsatisfactory or unavailable.

In table 5 the pass and fail decision numbers are calculated by means of the International Standard ISO 8422/1991.

otherwise, an additional engine is tested according to paragraph 8.3.1. of this Regulation and the calculation procedure is applied to the sample increased by one more unit.

if the test statistic is greater than or equal to the fail decision number for the sample size given in table 5, a fail decision is reached for the pollutant;

if the test statistic is less than or equal to the pass decision number for the sample size given in table 5, a pass decision is reached for the pollutant;

Calculate for the sample the test statistic quantifying the number of non-conforming engines, i.e. xi ≥ L.

an estimate of the production standard deviation (after taking the natural logarithm of the measurements);

the natural logarithm of the measurement (after having applied the relevant DF) for the i-th engine of the sample;

the natural logarithm of the limit value for the pollutant;

The following procedure is used for each of the pollutants given in paragraph 5.2.1. of this Regulation (see figure 2):

With a minimum sample size of three engines the sampling procedure is set so that the probability of a lot passing a test with 30 per cent of the engines defective is 0,90 (producer's risk = 10 per cent) while the probability of a lot being accepted with 65 per cent of the engines defective is 0,10 (consumer's risk = 10 per cent).

This appendix describes the procedure to be used to verify, at the manufacturer's request, production conformity for the emissions of pollutants.

if F ≥ Fcrit and t ≥ tcrit, then the candidate system is different from the reference system of this Regulation.

if F < Fcrit and t < tcrit, then the candidate system is equivalent to the reference system of this Regulation;

Compare the calculated F and t values with the critical F and t values corresponding to the respective number of tests indicated in table below. If larger sample sizes are selected, consult statistical tables for 5 per cent significance (95 per cent confidence) level.

(the greater of the two standard deviations SR or SC shall be in the numerator)

Calculate the mean values xR and xC and the standard deviations sR and sC.

Conduct at least 7 tests with the candidate and reference systems preferably operated in parallel. The number of tests is referred to as nR and nC.

The following procedure shall be followed. The subscripts R and C refer to the reference and candidate system, respectively:

This statistical method examines the hypothesis that the population standard deviation and mean value for an emission measured with the candidate system do not differ from the standard deviation and population mean value for that emission measured with the reference system. The hypothesis shall be tested on the basis of a 5 per cent significance level of the F and t values. The critical F and t values for 7- to 10-sample pairs are given in the table below. If the F and t values calculated according to the formulae below are greater than the critical F and t values, the candidate system is not equivalent.

The determination of system equivalency according to paragraph 5.2. of this Regulation shall be based on a 7-sample pair (or larger) correlation study between the candidate system and one of the accepted reference systems of this Regulation using the appropriate test cycle(s). The equivalency criteria to be applied shall be the F-test and the two-sided student t-test.

Where paragraph 5.1.2.1. of Annex 9A to this Regulation is not applicable in the case of replacement or service components, the information provided in Annex 2A can be limited to the one mentioned in paragraph 1.3.2.

The information required by this paragraph shall be repeated in Annex 2A to this Regulation.

The complete information package should be made available to the approval authority as part of the additional material requested in paragraph 5.1.7.1. ‘documentation requirements’ of this Regulation.

The information required by this appendix may be limited to the complete list of the fault codes recorded by the OBD system where paragraph 5.1.2.1. of Annex 9A to this Regulation is not applicable as in the case of replacement or service components. This information may, for example, be defined by completing the two first columns of the table of paragraph 1.3.1. above.

The information required by this paragraph may, for example, be defined by completing a table as follows, which shall be attached to this annex:

A comprehensive document describing all sensed components with the strategy for fault detection and MI activation (fixed number of driving cycles or statistical method), including a list of relevant secondary sensed parameters for each component monitored by the OBD system. A list of all OBD output codes and format used (with an explanation of each) associated with individual emission related powertrain components and individual non-emission related components, where monitoring of the co