Id-Direttiva tal-Kunsill

tat-3 ta’ Diċembru 1987

dwar l-approssimazzjoni tal-liġijiet ta’ l-Istati Membri li għandhom x’jaqsmu mal-miżuri li għandhom jittieħdu kontra l-emissjoni ta’ sustanzi li jniġġsu gassużi minn magni li jaħdmu bid-diesel għall-użu f’vetturi

(88/77/KEE)

IL-KUNSILL TAL-KOMUNITAJIET EWROPEJ

Wara li kkunsidra t-Trattat li jistabbilixxi l-Komunità Ekonomika Ewropea, u b’mod partikolari l-Artikolu 100A tieghu,

Wara li kkunsidra l-proposta tal-Kummissjoni [1],

F’kooperazzjoni mal-Parlament Ewropew [2],

Wara li kkunsidra l-opinjoni tal-Kumitat Ekonomiku u Soċjali [3],

Billi hiwa importanti li jiġu adottati miżuri bl-għan li jiġi stabbilit progressivament is-suq intern matul perjodu li jintemm fil-31 ta’ Diċembru 1992; billi s-suq intern għandu jikkomprendi żona mingħajr fruntieri interni fejn il-moviment liberu ta’ merkanzija, persuni, servizzi u kapital ikun assikurat;

Billi l-ewwel programm ta’ azzjoni tal-Komunitajiet Ewropej għall-protezzjoni ta’ l-ambjent, approvat mill-Kunsill fit-22 ta’ Novembru 1973, għamel sejħa biex jitqiesu l-aħħar żviluppi xjentifiċi fil-ġlieda kontra tniġġiż atmosferiku kkawżat minn gassijiet li joħorġu minn vetturi bil-mutur u biex Direttivi adottati qabel jiġu emendati kif xieraq; billi t-tielet programm ta’ azzjoni jipprovdi għal sforzi addizzjonali sabiex jirriduċu konsiderevolment il-livell preżenti ta’ emissjonijiet ta’ sustanzi li jniġġsu minn vetturi bil-mutur;

Billi l-ħtiġiet tekniċi li vetturi bil-mutur għandhom jissoddisfaw skond il-liġijiet nazzjonali jirrelataw, inter alia, ma’ l-emissjoni ta’ pollutanti gassużi mill-magni li jaħdmu bid-diesel għall-użu f’vetturi;

Billi dawk il-ħtiġiet ivarjaw minn Stat Membru għal ieħor; billi dawn id-differenzi jistgħu jirrestrinġu ċ-ċirkolazzjoni libera tal-prodotti in kwestjoni; billi huwa għalhekk neċessarju li l-Istati Membri kollha jadottaw l-istess ħtiġiet jew bħala żjieda jew minflok ir-regoli eżistenti tagħhom sabiex, b’mod partikolari, jippermettu l-implimentazzjoni, għal kull tip ta’ vettura, ta’ l-approvazzjoni tat-tip tal-KEE, li kienet is-suġġett tad-Direttiva tal-Kunsill 70/156/KEE tas-6 ta’ Frar 1970 dwar l-approssimazzjoni tal-liġijiet ta’ l-Istati Membri li għandhom x’jaqsmu ma’ l-approvazzjoni tat-tip ta’ vetturi bil-mutur u l-karrijiet tagħhom [4], kif l-aħħar emendata bid-Direttiva 87/403/KEE [5];

Billi huwa mixtieq li jiġu segwiti l-ħtiġiet tekniċi adottati mill-Kummissjoni Ekonomika għall-Ewropa tan-Nazzjonijiet Uniti fir-Regolament tagħha Nru 49 (dispożizzjonijiet uniformi dwar l-approvazzjoni ta’ magni li jaħdmu bid-diesel fir-rigward ta’ emissjoni ta’ sustanzi li jniġġsu gassużi), li hu anness mal-Ftehim ta’ l-20 ta’ Marzu 1958 li jikkonċerna l-adozzjoni ta’ kondizzjonijiet uniformi għall-approvazzjoni u r-rikonoxximent reċiproku ta’ tagħmir u partijiet ta’ vetturi bil-mutur;

Billi l-Kummissjoni impenjat ruhha li tissottometti lill-Kunsill, mhux iktar tard mill-aħħar ta’ l-1988, proposti rigward iktar tnaqqis fil-valuri ta’ limitu għat-tliet sustanzi li jniġġsu li huma s-suġġett ta’ din id-Direttiva u l-iffissar ta’ valuri ta’ limitu għall-emissjonijiet ta’ partikuli separati,

ADOTTA DIN ID-DIRETTIVA:

Artikolu 1

Għall-iskopijiet ta’ din id-Direttiva:

- "vettura" tfisser kull vettura misjuqa minn magna li taħdem bid-diesel, intenzjonata għall-użu fit-triq, bil-karozzerija jew mingħajrha, li għandha mill-inqas erba’ roti u b’veloċita’ massima ddisinjata li teċċedi l-25km/siegħa, bl-eċċezzjoni ta’ vetturi tal-kategorija M1 kif definit fis-sezzjoni 0.4 ta’ l-Anness I tad-Direttiva 70/156/KEE, li għandhom massa totali li ma tiskorrix it-3,5 tunnellati, u vetturi li jimxu fuq il-linji, tratturi u magni għall-agrokoltura u vetturi tax-xogħlijiet pubbliċi

- "tip ta’ magna diesel" tfisser magna li taħdem bid-diesel li tista’ tingħata approvazzjoni tat-tip għal unità teknika separata fit-tifsira ta’ l-Artikolu 9a tad-Direttiva 70/156/KEE.

Artikolu 2

1. Mill-1 ta’ Lulju 1988, ebda Stat Membru ma jista’, għal raġunijiet relatati mas-sustanzi li jniggsu gassużi li joħorġu minn magna:

- jirrifjuta li jagħti approvazzjoni tat-tip tal-KEE, jew li joħroġ id-dokument previst fl-aħħar inċiż ta’ l-Artikolu 10(1) tad-Direttiva 70/156/KEE, jew li jagħti approvazzjoni tat-tip nazzjonali għal tip ta’ vettura misjuqa minn magna li taħdem bid-diesel, jew

- jipprojbixxi r-reġistrazzjoni, l-bejgħ, id-dħul fis-servizz jew l-użu ta’ vetturi ġodda bħal dawn, jew

- jirrifjuta li jagħti approvazzjoni tat-tip tal-KEE, jew li jagħti approvazzjoni tat-tip nazzjonali għal tip ta’ magna li taħdem bid-diesel, jew

- jipprojbixxi l-bejgħ jew l-użu ta’ magni ġodda li jaħdmu bid-diesel,

jekk il-ħtiġiet ta’ l-Annessi ta’ din id-Direttiva jkunu sodisfatti.

2. Mill-1 ta’ Lulju ta’ l-1988, l-Istati Membri jistgħu, għal raġunijiet relatati ma’ sustanzi li jniggsu gassużi li joħorġu minn magna:

- jirrifjutaw li jagħtu approvazzjoni tat-tip nazzjonali għal tip ta’ vettura misjuqa minn magna li taħdem bid-diesel,

jew

- li jagħtu approvazzjoni tat-tip nazzjonali għal tip ta’ magna li taħdem bid-diesel,

jekk il-ħtiġiet ta’ l-Annessi ta’ din id-Direttiva ma humiex sodisfatti.

3. Sat-30 ta’ Settembru 1990, il-paragrafu 2 ma għandux japplika għal tipi ta’ vetturi misjuqa minn magna li taħdem bid-diesel, u għal tipi ta’ magni li jaħdmu bid-diesel jekk il-magna diesel tkun deskritta fl-Anness ta’ ċertifikat ta’ approvazzjoni tat-tip maħruġ qabel dik id-data b’ konformità mad-Direttiva 72/306/KEE.

4. Mill-1 ta’ Ottubru 1990 l-Istati Membri jistgħu, għal raġunijiet relatati mas-sustanzi li jniġġsu gassużi li joħorġu minn magna:

- jipprojbixxu r-reġistrazzjoni, il-bejgħ, id-dħul fis-servizz u l-użu ta’ vetturi ġodda misjuqa minn magna li taħdem bid-diesel,

jew

- jipprojbixxi l-bejgħ u l-użu ta’ magni ġodda li jaħdmu bid-diesel

jekk il-ħtiġiet ta’ l-Annessi ta’ din id-Direttiva ma humiex sodisfatti.

Artikolu 3

1. L-Istat Membru li jkun ta approvazzjoni tat-tip għal tip ta’ magna li taħdem bid-diesel għandu jieħu l-miżuri neċessarji sabiex jassikura li hu jkun infurmat bi kwalunkwe modifika ta’ xi parti jew karatteristika msemmija f’sezzjoni 2.3 ta’ l-Anness I. L-awtoritajiet kompetenti ta’ dak l-Istat Membru għandhom jiddeċiedu jekk għandhomx isiru testijiet ġodda fuq il-magna modifikata u jekk għandux isir rapport ġdid. Fejn it-testijiet jiżvelaw nuqqas ta’ konformità ma’ din id-Direttiva, il-modifika ma għandhiex tiġi approvata.

2. L-Istat Membru li jkun ta approvazzjoni tat-tip għal tip ta’ vettura fir-rigward tal-magna diesel tagħha għandu jieħu l-miżuri neċessarji sabiex jassikura li jkun infurmat bi kwalunkwe modifika lil din it-tip ta’ vettura fir-rigward tal-magna installata. L-awtoritajiet kompetenti ta’ dan l-Istat Membru għandhom jiddeċiedu jekk wara din il-modifika għandhomx jittieħdu miżuri b’applikazzjoni tad-Direttiva 70/156/KEE, speċjalment ta’ l-Artikolu 4 jew l-Artikolu 6 tagħha.

Artikolu 4

Il-modifiki neċessarji għall-adattament tal-ħtiġiet ta’ l-Annessi sabiex jitqies il-progress tekniku għandhom jiġu adottati skond il-proċedura stabbilita fl-Artikolu 13 tad-Direttiva 70/156/KEE.

Artikolu 5

1. L-Istati Membri għandhom idaħħlu fis-seħħ il-liġijiet, regolamenti u dispożizzjonijiet amministrattivi neċessarji sabiex jikkonformaw ma’ din id-Direttiva sa l-1 ta’ Lulju 1988. Għandhom minnufih jinfurmaw lill-Kummissjoni b’dan.

2. Malli din id-Direttiva tiġi notifikata, l-Istati Membri għandhom jassiguraw ukoll li l-Kummissjoni tiġi infurmata, fi żmien suffiċjenti sabiex hija tissottometti l-kummenti taghha fuq kull abbozz ta’ ligijiet regolamenti jew dispożizzjonijiet amministrattivi principali, li huma jkunu bi hsiebhom jadottaw fil-qasam kopert b’ din id-Direttiva.

Artikolu 6

Mhux iktar tard mill-aħħar ta’ l-1988, il-Kunsill ser jikkunsidra, fuq il-bażi ta’ proposta mill-Kummissjoni, aktar tnaqqis fil-valuri ta’ limitu għat-tliet sustanzi li jniġġsu kkonċernati b’din id-Direttiva u l-iffissar ta’ valuri ta’ limitu għal emissjonijiet ta’ partikuli separati

Artikolu 7

Din id-Direttiva hija indirizzata lill-Istati Membri.

Magħmula fi Brussel, fit-3 ta’ Diċembru 1987.

Għall-Kunsill

Il-President

Chr. Christensen

[1] ĠU C 193, ta’ l-31.7.1986, p.3.

[2] Pożizzjoni tal-Parlament tat-18 ta’ Novembru 1987 (ĠU C 345, ta’ l-21.12.1987, p.61),

[3] ĠU C 333, tad-29.12.1986, p. 17.

[4] ĠU L 42, tat-23.2.1970, p. 1.

[5] ĠU L 220, tat-8.8.1987, p. 44.

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ANNEX I

SCOPE, DEFINITIONS AND ABBREVATIONS, APPLICATION FOR EEC TYPE-APPROVAL SPECIFICATIONS AND TESTS AND CONFORMITY OF PRODUCTION

1. SCOPE

This Directive applies to the gaseous pollutants from all motor vehicles equipped with compression-ignition engines and to compression-ignition engines as specified in Article 1 with the exception of those vehicles of category N1, N2 and M2 for which type-approval has been granted under Directive 70/220/EEC [1], as last amended by Directive 88/76/EEC [2].

2. DEFINITIONS AND ABBREVIATIONS

For the purposes of this Directive:

2.1. Approval of an engine means the approval of an engine type with regard to the level of the emission of gaseous pollutants;

2.2. diesel engine means an engine which works on the compression-ignition principle;

2.3. engine type means a category of engines which do not differ in such essential respects as engine characteristics as defined in Annex II to this Directive;

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

2.5. net power means the power in EEC kW obtained on the test bench at the end of the crankshaft, or its equivalent, measured in accordance with the EEC method of measuring power as set out in Directive 80/1269/EEC [3];

2.6. rated speed means the maximum full load speed allowed by the governor as specified by the manufacturer in his sales and service literature;

2.7. per cent load means the fraction of the maximum available torque at an engine speed;

2.8. intermediate speed means the speed corresponding to the maximum torque value if such speed is within the range of 60 to 75 % of rated speed; in other cases it means a speed equal to 60 % of rated speed;

2.9. Abbreviations and units

P | kW | net power output non-corrected |

CO | g/kWh | carbon monoxide emission |

HC | g/kWh | hydrocarbon emission |

NOx | g/kWh | emission of oxides of nitrogen |

conc | ppm | concentration (ppm by volume) |

mass | g/h | pollutant mass flow |

WF | | weighting factor |

GEXH | kg/h | exhaust gas mass flow rate on wet basis |

V′EXH | m3/h | exhaust gas volume flow rate on dry basis |

V″EXH | m3/h | exhaust gas volume flow rate on wet basis |

GAIR | kg/h | intake air mass flow rate |

VAIR | m3/h | intake air volume flow rate (wet air at 0 °C and 101,3 kPa) |

GFUEL | kg/h | fuel mass flow rate |

HFID | | heated flame ionization detector |

NDUVR | | non-dispersive ultraviolet resonance absorbtion |

NDIR | | non-dispersive infra-red |

CLA | | chemiluminescent analyser |

HCLA | | heated chemiluminescent analyser |

3. APPLICATION FOR EEC TYPE-APPROVAL

3.1. Application for EEC type-approval for a type of engine as a separate technical unit

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

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

3.1.2.1. a description of the engine type comprising the particulars referred to in Annex II to this Directive which conform to the requirements of Article 9a of Directive 70/156/EEC.

3.1.3. An engine conforming to the engine type characteristics described in Annex II shall be submitted to the technical service responsible for conducting the approval tests defined in section 6.

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

3.2.1. The application for approval of a vehicle with regard to emission of gaseous pollutants by its engine shall be submitted by the vehicle manufacturer or a duly accredited representative.

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

3.2.2.1. a description of the vehicle type and of engine-related vehicle parts comprising the particulars referred to in Annex II, along with the documentation required in application of Article 3 of Directive 70/156/EEC,

or

3.2.2.2. a description of the vehicle type and of engine-related vehicle parts comprising the particulars referred to in Annex II, as applicable, and a copy of the EEC Type-Approval Certificate (Annex VIII) for the engine as a separate technical unit which is installed in the vehicle type, along with the documentation required in application of Article 3 of Directive 70/156/EEC.

4. EEC TYPE-APPROVAL

4.1. A certificate conforming to the model specified in Annex VIII shall be issued for approval referred to under sections 3.1 and 3.2.

5. ENGINE MARKINGS

5.1. The engine approved as a technical unit must bear:

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

5.1.2. the manufacturer's commercial description;

5.1.3. the EEC type-approval number preceded by the distinctive letter(s) of the country granting EEC type-approval [5].

5.2. These marks must be clearly legible and indelible.

6. SPECIFICATIONS AND TESTS

6.1. General

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

6.2. Specifications concerning the emission of gaseous pollutants

The emission of gaseous pollutants by the engine submitted for testing shall be measured by the method described in Annex III. Other methods may be approved if it is found that they yield equivalent results.

6.2.1. The mass of the carbon monoxide, the mass of the hydrocarbons and the mass of the oxides of nitrogen obtained shall not exceed the amounts shown in the table below:

Mass of carbon monoxide (CO) grams per kWh | Mass of hydrocarbons (HC) grams per kWh | Mass of nitrogen oxides (NOx) grams per kWh |

11,2 | 2,4 | 14,4 |

7. INSTALLATION ON THE VEHICLE

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

7.1.1. intake depression shall not exceed that specified for the type-approved engine in Annex VIII;

7.1.2. exhaust back pressure shall not exceed that specified for the type-approved engine in Annex VIII;

7.1.3. maximum power absorbed by the engine-driven equipment shall not exceed the maximum permissible power specified for the type-approved engine in Annex VIII.

8. CONFORMITY OF PRODUCTION

8.1. Every engine bearing an EEC type-approval number pursuant to this Directive shall conform to the engine-type approved.

8.2. In order to verify conformity as prescribed in section 8.1, an engine bearing an EEC type-approval number shall be taken from the series.

8.3. As a general rule, conformity of the engine with the approved type shall be verified on the basis of the description given in the type-approval certificate and its annexes and, if necessary, an engine shall be subjected to the test referred to in section 6.2.

8.3.1. For verifying the conformity of the engine in a test, the following procedure is adopted:

8.3.1.1. An engine is taken from the series and subjected to the test described in Annex III. The mass of the carbon monoxide, the mass of the hydrocarbons and the mass of the oxides of nitrogen obtained shall not exceed the amounts shown in the table below:

Mass of carbon monoxide (CO) grams per kWh | Mass of hydrocarbons (HC) grams per kWh | Mass of nitrogen oxides (NOx) grams per kWh |

12,3 | 2,6 | 15,8 |

8.3.1.2. If the engine taken from the series does not satisfy the requirements of section 8.3.1.1, the manufacturer may ask for measurements to be performed on a sample of engines taken from the series and including the engine originally taken. The manufacturer shall determine the size (n) of the sample, in agreement with the technical service. Engines other than the engine originally taken shall be subjected to a test. The arithmetical mean (

x

) of the results obtained with the sample shall then be determined for each gaseous pollutant. The production of the series shall then be deemed to conform if the following condition is met:

x

+ k·S ≤ L

[6]

where:

L is the limit value laid down in section 8.3.1.1 for each gaseous pollutant considered, and

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

n | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 |

k | 0,973 | 0,613 | 0,489 | 0,421 | 0,376 | 0,342 | 0,317 | 0,296 | 0,279 |

n | 11 | 12 | 13 | 14 | 15 | 16 | 17 | 18 | 19 |

k | 0,265 | 0,253 | 0,242 | 0,233 | 0,224 | 0,216 | 0,210 | 0,203 | 0,198 |

If n ≥ 20, | k = 0,8602n- |

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

[1] OJ No L 76, 6. 4. 1970, p. 1.

[2] See page 1 of this Official Journal.

[3] OJ No L 375, 31. 12. 1980, p. 46.

[5] B = Belgium, D = Federal Republic of Germany, DK = Denmark, E = Spain, F = France, GR = Greece, I = Italy, IRL = Ireland, L = Luxembourg, N L = Netherlands, P = Portugal, UK = United Kingdom.

[6] S2 = ∑x − x-2n − 1, where x is any one of the individual results obtained with the sample n.

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ANNEX II

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Appendix 1

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Appendix 2

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ANNEX III

TEST PROCEDURE

1. INTRODUCTION

1.1. This Annex describes the method of determining emissions of gaseous pollutants from the engines to be tested.

1.2. The test shall be carried out with the engine mounted on a test bench and connected to a dynamometer.

2. MEASUREMENT PRINCIPLE

The gaseous emissions from the exhaust of the engine include hydrocarbons, carbon monoxide and oxides of nitrogen. During a prescribed sequence of warmed-up-engine operating conditions the amounts of the above gases in the exhaust shall be examined continuously. The prescribed sequence of operations consists of a number of speed and power modes which span the typical operating range of diesel engines. During each mode the concentration of each pollutant, exhaust flow and power output shall be determined and the measured values weighted and used to calculate the grams of each pollutant emitted per kilowatt hour, as described in this Annex.

3. EQUIPMENT

3.1. Dynamometer and engine equipment

The following equipment shall be used for emission tests of engines on engine dynamometers:

3.1.1. an engine dynamometer with adequate characteristics to perform the test cycle described in section 4.1;

3.1.2. measuring instruments for speed, torque, fuel consumption, air consumption, temperature of coolant and lubricant, exhaust gas pressure and inlet manifold depression, exhaust gas temperature, air inlet temperature, atmospheric pressure, humidity and fuel temperature. The accuracy of these instruments shall satisfy the EEC method of measuring the power of the internal combustion engines of road vehicles;

3.1.3. an engine cooling system with sufficient capacity to maintain the engine at normal operating temperatures for the duration of the prescribed engine tests;

3.1.4. a non-insulated and uncooled exhaust system extending at least 0,5 metres past the point where the exhaust probe is located, and presenting an exhaust backpressure within ± 650 Pa (± 5 mm Hg) of the upper limit at the maximum rated power, as established by the engine manufacturer's sale and service literature for vehicle application;

3.1.5. an engine air inlet system presenting an air inlet restriction within ± 300 Pa (30 mm H2O) of the upper limit for the engine operating condition which results in maximum air flow, as established by the engine manufacturer for an air cleaner, for the engine being tested.

3.2. Analytical and sampling equipment

The system shall comprise one HFID analyser for the measurement of the unburned hydrocarbons (HC), and NDIR analyser for measurement of carbon monoxide (CO) and a CLA, HCLA or equivalent analyser for measurement of oxides of nitrogen (NOx). Due to the heavy hydrocarbons present in the diesel exhaust, the HFID system shall be heated and maintained at a temperature of 453 to 473 K (180 to 200 °C).

The accuracy of the analysers shall be ± 2,5 % of full-scale deflection or better. The scale of measurement of the analysers shall be selected appropriately in relation to the values measured.

3.3. Gases

3.3.1. The system must be free of gas leaks. The design and materials used must be such that the system does not influence the pollutant concentration in the exhaust gas. The following gases may be used:

Analyser | Span gas | Zero gas |

CO | CO in N2 | nitrogen or dry purified air |

HC | C3H8 in air | dry purified air |

NOx | NO in N2 | nitrogen or dry purified air |

3.4. Support gases

3.4.1. The following gases must be available if necessary for operation:

3.4.2. Purified nitrogen (purity ≤ 1 ppm C, ≤ 1 ppm CO, ≤ 400 ppm CO2, ≤ 0,1 ppm NO);

3.4.3. Purified oxygen (purity ≥ 99,5 % vol O2);

3.4.4. Hydrogen mixture (40 ± 2 % hydrogen, balance nitrogen or helium) (purity ≤ 1 ppm C, ≤ 400 ppm CO2);

3.4.5. Purified synthetic air (purity ≤ 1 ppm C, ≤ 1 ppm CO, ≤ 400 ppm CO2, ≤ 0,1 ppm NO) oxygen content between 18 and 21 % vol.

3.5. Calibration gases

3.5.1. The true concentration of a calibration gas must be within ± 2 % of the stated figure.

3.5.2. The gases used for calibration may also be obtained by means of a gas divider, diluting with purified N2 or with purified synthetic air. The accuracy of the mixing device must be such that the concentrations of the diluted calibration gases may be determined to within ± 2 %.

Annex V describes the analytical systems in current use. Other systems or analysers which have proved to give equivalent results may be used.

4. TEST PROCEDURE

4.1. Test cycle

The following 13-mode cycle shall be followed in dynamometer operation on the test engine:

Mode No | Engine speed | Per cent load |

1 | idle | — |

2 | intermediate | 10 |

3 | intermediate | 25 |

4 | intermediate | 50 |

5 | intermediate | 75 |

6 | intermediate | 100 |

7 | idle | — |

8 | rated | 100 |

9 | rated | 75 |

10 | rated | 50 |

11 | rated | 25 |

12 | rated | 10 |

13 | idle | — |

4.2. Measurement of exhaust gas flow

For calculation of the emission it is necessary to know the exhaust gas flow (see section 4.8.1.1). For determination of exhaust flow either of the following methods may be used:

(a) Direct measurement of the exhaust flow by flow nozzle or equivalent metering system;

(b) Measurement of the air flow and the fuel flow by suitable metering systems and calculation of the exhaust flow by the following equations:

GEXH = GAIR + GFUEL

or

V′EXH = VAIR − 0,75 GFUEL (dry exhaust volume)

or

V″EXH = VAIR + 0,77 GFUEL (wet exhaust volume)

The accuracy of exhaust flow determination shall be ± 2,5 % or better. The concentration of carbon monoxide and nitric oxide are measured in the dry exhaust. For this reason the CO and NOx emissions shall be calculated using the dry exhaust gas volume V′EXH. However in the case of an analytical system with heated sampling line, the NOx emissions shall be calculated using the wet exhaust gas volume V″EXH. If the exhaust mass flow rate (GEXH) is used in the calculation the CO and NOx concentrations shall be related to the wet exhaust. Calculation of the HC emission shall include GEXH and V″EXH according to the measuring method used.

4.3. Operating procedure for analysers and sampling system

The operating procedure for analysers shall follow the start-up and operating instructions of the instrument manufacturer. The following minimum requirements shall be included.

4.3.1. Calibration procedure

The calibration procedure shall be carried out within one month preceding the emission test. The instrument assembly shall be calibrated and calibration curves checked against standard gases. The same gas flow rates shall be used as when sampling exhaust.

4.3.1.1. A minimum of two hours shall be allowed for warming up the analysers.

4.3.1.2. A system leakage test shall be performed. The probe shall be disconnected from the exhaust system and the end plugged. The analyser pump shall be switched on. After an initial stabilization period all flow meters and pressure gauges should read zero. If not, the sampling line(s) shall be checked and the fault corrected.

4.3.1.3. The NDIR analyser shall be tuned, where appropriate, and the flame combustion of the HFID analyser optimized.

4.3.1.4. Using purified dry air (or nitrogen), the CO and NOx analysers shall be set at zero; dry air shall be purified for the HC analyser. Using appropriate calibrating gases, the analysers shall be reset.

4.3.1.5. The zero setting shall be rechecked and the procedure described in section 4.3.1.4 above repeated, if necessary.

4.3.2. Establishment of the calibration curve

4.3.2.1. The analyser calibration curve is established by at least five calibration points spaced as uniformly as possible. The nominal concentration of the calibration gas of the highest concentration must be not less than 80 % of the full scale.

4.3.2.2. The calibration curve is calculated by the least square method.

If the resulting polynominal degree is greater than 3, the number of calibration points must be at least equal to this polynominal degree plus 2.

4.3.2.3. The calibration curve must not differ by more than 2 %, from the nominal value of each calibration gas.

4.3.2.4. Trace of the calibration curve

From the trace of the calibration curve and the calibration points, it is possible to verify that the calibration has been carried out correctly. The different characteristic parameters of the analyser must be indicated, particularly:

- the scale,

- the sensitivity,

- the zero point,

- the date of carrying out the calibration.

4.3.2.5. If it can be shown to the satisfaction of the technical service that alternative technology (e.g. computer, electronically controlled range switch, etc.) can give equivalent accuracy, then these alternatives may be used.

4.3.3. Efficiency test of the NOx converter

4.3.3.1. The efficiency of the converter used for the conversion of NOx into NO is tested as follows.

4.3.3.2. Using the test set up as shown at the end of this Annex and the procedure below, the efficiency of converters can be tested by means of an ozonator.

4.3.3.3. Calibrate the CLA in the most common operating range following the manufacturer's specifications using zero and span gas (the NO content of which must amount to about 80 % of the operating range and the NO2 concentration of the gas mixture to less than 5 % of the NO concentration). The NOx analyser must be in the NO mode so that the span gas does not pass through the converter. Record the indicated concentration.

4.3.3.4. Via a T-fitting, oxygen is added continously to the gas flow until the concentration indicated is about 10 % less than the indicated calibration concentration given in section 4.3.3.3. Record the indicated concentration (c). The ozonator is kept deactivated throughout the process.

4.3.3.5. The ozonator is now activated to generate enough ozone to bring the NO concentration down to 20 % (minimum 10 %) of the calibration concentration given in 4.3.3.3. Record the indicated concentration (d).

4.3.3.6. The NO analyser is then switched to the NOx mode which means that the gas mixture (consisting of NO, NO2, O2 and N2) now passes through the converter. Record the indicated concentration (a).

4.3.3.7. The ozonator is now deactivated. The mixture of gases described in section 4.3.3.4 passes through the converter into the detector. Record the indicated concentration (b).

4.3.3.8. With the ozonator deactivated, the flow of oxygen is also shut off. The NO reading of the analyser must then be no more than 5 % above the figure given in section 4.3.3.3.

4.3.3.9. The efficiency of the NOx converter is calculated as follows:

Efficiency

=

× 100

4.3.3.10. The efficiency of the converter must be tested prior to each calibration of the NOx analyser.

4.3.3.11. The efficiency of the converter must not be less than 90 %.

NB:

If the analyser operating range is above the highest range that the NOx generator can operate to give a reduction from 80 to 20 %, then the highest range the NOx generator will operate on will be used.

4.3.4. Pre-test checks

A minimum of two hours shall be allowed for warming up the infra-red NDIR analysers, but it is preferable that power be left on continuously in the analysers. The chopper motors may be turned off when not in use.

4.3.4.1. The HC analyser shall be set at zero on dry air or nitrogen and a stable zero obtained on the amplifier meter and recorder.

4.3.4.2. Span gas shall be introduced and the gain set to match the calibration curve. The same flow rate shall be used for calibration, span and exhaust sampling to avoid correction for sample cell pressure. Span gas having a concentration of the constituent that will give a 75 to 95 % full-scale deflection shall be used. Concentration shall be obtained to ± 2,5 %.

4.3.4.3. Zero shall be checked and the procedures described in sections 4.3.2.1 and 4.3.2.2 repeated, if required.

4.3.4.4. Flow rates shall be checked.

4.4. Fuel

The fuel shall be the reference fuel specified in Annex IV.

4.5. Engine test conditions

4.5.1. F =

×

T2980,5

4.5.2. For a test to be recognized as valid, the parameter F shall be such that:

0,96 ≤ F ≤ 1,06

4.6. Test run

During each mode of the test cycle the specified speed shall be held to within ± 50 rpm and the specified torque shall be held to within ± 2 % of the maximum torque at the test speed. The fuel temperature at the injection pump inlet shall be 306 to 316 K (33 to 43 °C). The governor and fuel system shall be adjusted as established by the manufacturer's sales and service literature. The following steps shall be taken for each test:

4.6.1. instrumentation and sample probes shall be installed as required;

4.6.2. the cooling system shall be started;

4.6.3. the engine shall be started and warmed up until all temperatures and pressures have reached equilibrium;

4.6.4. s = P

×

+ P

aux

where

s = dynamometer setting,

Pmin = minimum net engine power as indicated in line (e) in the table of section 7.2 in Appendix 1 to Annex II,

L = per cent load as indicated in section 4.1 of this Annex,

Paux = total permissible power absorbed by engine driven equipment minus the power of any such equipment actually driven by the engine: (d) — (b) of section 7.2 of Appendix 1 to Annex II;

4.6.5. the emission analysers shall be set at zero and spanned;

4.6.6. the test sequence shall be started (see section 4.1). The engine shall be operated for six minutes in each mode, completing engine speed and load changes in the first minute. The responses of the analysers shall be recorded on a strip chart recorder for the full six minutes with exhaust gas flowing through the analysers at least during the last three minutes. The engine speed and load, intake air temperature and depression exhaust temperature and back pressure, fuel flow and air of exhaust flow shall be recorded during the last five minutes of each mode, with the speed and load requirements being met during the last minute of each mode;

4.6.7. any additional data required for calculation shall be read and recorded (see section 4.7);

4.6.8. the zero and span settings of the emission analysers shall be checked and reset, as required, at least at the end of the test. The test shall be considered satisfactory if the adjustment necessary after the test does not exceed the accuracy of the analysers prescribed in section 3.2.

4.7. Chart reading

The last 60 seconds of each mode shall be located, and the average chart reading for HC, CO and NOx over this period shall be determined. The concentration of HC, CO and NOx during each mode shall be determined from the average chart readings and the corresponding calibration data. However a different type of registration can be used if it ensures an equivalent data acquisition.

4.8. Calculations

4.8.1. The final reported test results shall be derived through the following steps:

4.8.1.1. the exhaust gas mass flow rate GEXH or V′EXH and V″EXH shall be determined (see section 4.2) for each mode;

4.8.1.2. when applying GEXH the measured carbon monoxide and oxides of nitrogen concentration shall be converted to a wet basis according to Annex VI. However in the case of an analytical system with heated sampling line, the NOx emissions shall not be converted according to Annex VI;

4.8.1.3. the NOx concentration shall be corrected according to Annex VII;

4.8.1.4. the pollutant mass flow for each mode shall be calculated as follows:

(1) NOx mass = 0,001587 × NOx conc × GEXH

(2) COmass = 0,000966 × COconc × GEXH

(3) HCmass = 0,000478 × HCconc × GEXH

or

(1) NOx mass = 0,00205 × NOx conc × V′EXH (dry) for unheated systems

(2) NOx mass = 0,00205 × NOx conc × V″EXH (wet) for heated systems

(3) COmass = 0,00125 × COconc × V′EXH (dry)

(4) HCmass = 0,000618 × HCconc × V″EXH (wet)

4.8.2. NO

=

∑NO

× WF

∑P × WF

CO =

∑CO

× WF

HC =

∑HC

× WF

The weighting factors used in the above calculation are according to the following table:

Mode No | WF |

1 | 0,25/3 |

2 | 0,08 |

3 | 0,08 |

4 | 0,08 |

5 | 0,08 |

6 | 0,25 |

7 | 0,25/3 |

8 | 0,10 |

9 | 0,02 |

10 | 0,02 |

11 | 0,02 |

12 | 0,02 |

13 | 0,25/3 |

+++++ TIFF +++++

Schematic of NOx converter efficiency device

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ANNEX IV

TECHNICAL CHARACTERISTICS OF REFERENCE FUEL PRESCRIBED FOR APPROVAL TESTS AND TO VERIFY CONFORMITY OF PRODUCTION

CEC reference fuel RF-03-A-84 (1) (3) (7)

Type: Diesel fuel

| Limits and units | ASTM Method |

Cetane number | min. 49 | D 613 |

max. 53 | |

Density 15 °C (kg/l) | min. 0,835 | D 1298 |

max. 0,845 | |

Distillation: | | |

—50 % point | min. 245 °C | D 86 |

—90 % point | min. 320 °C | |

max. 340 °C | |

—final boiling point | max. 370 °C | |

Flash point | min. 55 °C | D 93 |

CFPP | min. — | EN 116 (CEN) |

max. − 5 °C | |

Viscosity 40 °C | min. 2,5 mm2/s | D 445 |

max. 3,5 mm2/s | |

Sulphur content | min. (to be reported) | D 1266/D 2622 |

max. 0,3 % mass | D 2785 |

Copper corrosion | max. 1 | D 130 |

Conradson carbon residue (10 % DR) | max. 0,2 % mass | D 189 |

Ash content | max. 0,01 % mass | D 482 |

Water content | max. 0,05 % mass | D 95/D 1744 |

Neutralization (strong acid) number | max. 0,20 mg KOH/g | |

Oxidation stability | max. 2,5 mg/100 ml | D 2274 |

Additives | | |

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ANNEX V

ANALYTICAL SYSTEMS

Three analytical systems are described based on the use of:

- HFID analyser for the measurement of hydrocarbons,

- NDIR analyser for the measurement of carbon monoxide,

- CLA, HCLA or equivalent analyser with or without heated sampling line for measurement of nitrogen oxides.

System 1

A schematic diagram of the analytical and sampling system using the chemiluminescent analyser for measuring NOx is shown in Figure 1.

SP | Stainless-steel sample probe, to obtain samples from the exhaust system. A closed-end multihole static probe extending at least 80 % across the exhaust pipe is recommended. The exhaust gas temperature at the probe shall be not less than 343 K (70 °C). |

HSL | Heated sampling line, temperature shall be kept at 453 to 473 K (180 to 200 °C); the line shall be made in stainless steel or PTFE. |

F1 | Heated pre-filter, if used; temperature shall be the same as HSL. |

T1 | Temperature read-out of sample stream entering oven compartment. |

V1 | Suitable valving for selecting sample, span gas or air gas flow to the system. The valve shall be in the oven compartment or heated to the temperature of the sampling line. |

V2, V3 | Needle valves to regulate calibration gas and zero gas. |

F2 | Filter to remove particulates. A 70-mm-diameter glass-fibre-type filter disc is suitable. The filter shall be readily accessible and changed daily or more frequently, as needed. |

P1 | Heated sample pump. |

G1 | Pressure gauge to measure pressure in sample line. |

V4 | Pressure regulator valve to control pressure in sample line and flow to detector. |

HFID | Heated flame ionization detector for hydrocarbons. Temperature of oven shall be kept at 453 to 473 K (180 to 200 °C). |

FL1 | Flowmeter to measure sample by-pass flow. |

R1, R2 | Pressure regulators for air and fuel. |

SL | Sample line. The line shall be made in PTFE or in stainless steel. It may be heated or unheated. |

B | Bath to cool and condense water from exhaust sample. The bath shall be maintained at a temperature of 273 to 277 K (0 to 4 °C) by ice or refrigeration. |

C | Cooling coil and trap sufficient to condense and collect water vapour. |

T2 | Temperature read-out of bath temperature. |

V5, V6 | Toggle valves to drain condensate trap and bath. |

V7 | Three-way valve. |

F3 | Filter for removing particulate contaminants from sample prior to analysis. A glass-fibre type of at least 70 mm diameter is suitable. |

P2 | Sample pump. |

V8 | Pressure regulator to control sample flow. |

V9, V10, V11, V12 | Three-way ball valves or solenoid valves to direct sample, zero gas or calibrating gas streams to the analysers. |

V13, V14 | Needle valves to regulate flows to the analysers. |

CO | NDIR analyser for carbon monoxide. |

NOx | CLA analyser for nitric oxides. |

FL2, FL3, FL4 | By-pass flowmeters. |

System 2

A schematic diagram of the analytical and sampling system using the NDIR analyser for measuring NOx is shown in Figure 2.

SP | Stainless-steel sample probe, to obtain samples from the exhaust system. A closed-end multihole static probe extending at least 80 % across the exhaust pipe is recommended; the temperature at the probe shall be at least 343 K (70 °C) (in accordance with Directive 72/306/EEC). The probe shall be located in the exhaust line at a distance of 1 to 5 metres from the exhaust manifold outlet flange of the outlet of the turbocharger. |

HSL | Heated sampling line, temperature shall be kept at 453 to 473 K (180 to 200 °C); the line shall be made in stainless steel or PTFE. |

F1 | Heated pre-filter, if used; temperature shall be the same as the HSL. |

T1 | Temperature read-out of sample stream entering oven compartment. |

V1 | Suitable valving for selecting sample, span gas or air zero gas flow to the system. The valve shall be in the oven compartment or heated to the temperature of the sampling line. |

V2, V3 | Needle valves to regulate calibration gas and zero gas. |

F2 | Filter to remove particulates. A 70-mm-diameter glass-fibre-type filter disc is suitable. The filter shall be readily accessible and changed daily or more frequently, as needed. |

P1 | Heated sample pump. |

G1 | Pressure gauge to measure pressure in sample line. |

V4 | Pressure regulator valve to control pressure in sample line and flow to detector. |

HFID | Heated flame ionization detector for hydrocarbons. Temperature of oven shall be kept at 453 to 473 K (180 to 200 °C). |

FL1 | Flowmeter to measure sample by-pass flow. |

R1, R2 | Pressure regulators for air and fuel. |

SL | Sample line. The line shall be made in PTFE or in stainless steel. |

B | Bath to cool and condense water from exhaust sample. The bath shall be maintained at a temperature of 273 to 277 K (0 to 4 °C) by ice or refrigeration. |

C | Cooling coil and trap sufficient to condense and collect water vapour. |

T2 | Temperature read-out of bath temperature. |

V5, V6 | Toggle valves to drain condensation trap and bath. |

V7 | Three-way valve. |

F3 | Filter for removing particulate contaminates from sample prior to analysis. A glass-fibre type of at least 70 mm diameter is suitable. |

P2 | Sample pump. |

V8 | Pressure regulator to control sample flow. |

V9 | Ball or solenoid valve to direct sample, zero gas or calibrating gas streams to the analysers. |

V10, V11 | Three-way valves to by-pass drier. |

D | Drier to remove moisture in the sample stream. If a drier is used before NOx analyser it shall have minimum effect on NOx concentration. |

V12 | Needle valve to regulate flow to the analysers. |

G2 | Gauge to indicate inlet pressure to the analysers. |

CO | NDIR analyser for carbon monoxide. |

NOx | NDIR analyser for nitric oxides. |

FL2, FL3 | By-pass flowmeters. |

System 3

A schematic diagram of the analytical and sampling system using HCLA or equivalent systems for measuring NOx is shown in Figure 3 to this Annex.

SP | Stainless-steel sample probe, to obtain samples from exhaust system. A closed-end multihole straight probe extending at least 80 % across the exhaust pipe is recommended. The exhaust gas temperature at the probe shall be not less than 343 K (70 °C). |

HSL1 | Heated sampling line, temperature shall be kept at 453 to 473 K (180 to 200 °C); the line shall be made in stainless steel or PTFE. |

F1 | Heated pre-filter, if used; temperature shall be the same as HSL1. |

T1 | Temperature read-out of sample stream entering oven compartment. |

V1 | Suitable valving for selecting sample, span gas or air gas flow to the system. The valve shall be in the oven compartment or heated to the temperature of the samping line HSL1. |

V2, V3 | Needle valves to regulate calibration gas and zero gas. |

F2 | Filter to remove particulates. A 70-mm-diameter glass-fibre-type filter disc is suitable. The filter shall be readily accessible and changed daily or more frequently, as needed. |

P1 | Heated sample pump. |

G1 | Pressure gauge to measure pressure in sample line HC-analyser. |

R3 | Pressure regulator valve to control pressure in sample line and flow to detector. |

HFID | Heated flame ionization detector for hydrocarbons. Temperature of oven shall be kept at 453 to 473 K (180 to 200 °C). |

FL1, FL2, FL3 | Flowmeters to measure sample by-pass flow. |

R1, R2 | Pressure regulators for air and fuel. |

HSL2 | Heated sampling line, temperature shall be kept between 368 and 473 K (95 and 200 °C); the line shall be made in stainless steel or PTFE. |

T2 | Temperature read-out of sample stream entering CL analyser. |

T3 | Temperature read-out of NO2 to NO converter. |

V9, V10 | Three-way valve to by-pass NO2 to NO converter. |

V11 | Needle valve to balance flow through NO2 to NO converter and by-pass. |

SL | Sample line. The line shall be made in PTFE or in stainless steel. It may be heated or unheated. |

B | Bath to cool and condense water from exhaust sample. The bath shall be maintained at a temperature of 273 to 277 K (0 to 4 °C) by ice or refrigeration. |

C | Cooling coil and trap sufficient to condense and collect water vapour. |

T4 | Temperature read-out of bath temperature. |

V5, V6 | Toggle valves to drain condensate trap and bath. |

R4, R5 | Pressure regulators to control sample flow. |

V7, V8 | Ball valve or solenoid valves to direct sample, zero gas or calibrating gas streams to the analysers. |

V12, V13 | Needle valves to regulate flows to the analysers. |

CO | NDIR analyser for carbon monoxide. |

NOx | HCLA analyser for nitric oxides. |

FL4, FL5 | By-pass flowmeters. |

V4, V14 | Three-way ball or solenoid valves. The valves shall be in an oven compartment or heated to the temperature of the sampling line HSL1. |

+++++ TIFF +++++

Flow diagram of exhaust gas analysis system for CO, NOx, HC (NOx analysis by CLA)

+++++ TIFF +++++

Flow diagram of exhaust gas analysis system for CO, NOx, HC (NOx analysis by NDIR)

+++++ TIFF +++++

Flow diagram of exhaust gas analysis system for CO, NOx and HC (analysis by HCLA and heated sample line)

--------------------------------------------------

ANNEX VI

CONVERSION OF CO AND NOx CONCENTRATION TO A WET BASIS

The CO and NOx exhaust gas concentrations as measured in this procedure are on a dry basis. To convert the measured values to the concentrations present in the exhaust (wet basis), the following relationship may be employed:

ppm

= ppm

×

G

G

where:

GFUEL = the fuel flow (kg/s) (kg/h)

GAIR = the air flow (kg/s) (kg/h) (dry air).

--------------------------------------------------

ANNEX VII

HUMIDITY CORRECTION FACTOR FOR NITROGEN OXIDES

1 + A

+ B × 1,8

T − 302

where:

A 0,044

G

G

− 0,0038

B 0,116

G

G

+ 0,0053

m = humidity of the inlet air in grams of water per kilogram of dry air

T = temperature of the air in K

G

G

AIR = fuel air ratio (dry air basis).

--------------------------------------------------

ANNEX VIII

+++++ TIFF +++++

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Appendix

+++++ TIFF +++++

--------------------------------------------------