Proposal for a European Parliament and Council Directive amending Council Directive 88/77/EEC on the approximation of the laws of the Member States relating to the measures to be taken against the emission of gaseous and particulate pollutants from diesel engines for use in vehicles
Date: 1997-12-03
Institutions: European Commission
Subjects: approximation of laws, combustion gases, diesel fuel, motor vehicle, pollution

8.6.98

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II

(Preparatory  Acts)

COMMISSION

Proposal  for  a  European  Parliament  and  Council  Directive  amending  Council  Directive
88/77/EEC on the approximation of the laws of the Member States relating to the measures to
be  taken  against  the  emission  of  gaseous  and  particulate  pollutants  from  diesel  engines  for  use
in vehicles

(98/C  173/01)

(Text  with  EEA  relevance)

COM(97)  627  final  —  97/0350  (COD)

(Submitted  by  the  Commission  on  23  March  1998)

THE  EUROPEAN  PARLIAMENT  AND  THE  COUNCIL  OF
THE  EUROPEAN  UNION,

additional efforts to be made for a considerable reduction
in the present level of emissions of pollutants from motor
vehicles;

Having  regard  to  the  Treaty  establishing  the  European
Community,  and  in  particular  Article  100a  thereof,

Having  regard  to  the  proposal  from  the  Commission,

Having regard to the opinion of the Economic and Social
Committee,

Acting  in  accordance  with  the  procedure  laid  down  in
Article  189b  of  the  Treaty,

Whereas  the  first  programme  of  action  of  the  European
the  environment (1),
Community  on  protection  of 
approved  by  a  Council  Declaration  of  22  November
1973,  called  for  account  to  be  taken  of  the  latest
scientific  advances  in  combating  atmospheric  pollution
caused  by  gases  emitted  from  motor  vehicles  and  for
directives adopted previously to be amended accordingly;
whereas  the  fifth  programme  of  action,  which  in  its
general  approach  was  approved  by  the  Council  in  its
Resolution  of  1  February  1993 (2),  provides 
for

it 

Whereas 
is  recognised  that  the  development  of
transport  in  the  Community  has  entailed  significant
constraints  for  the  environment;  whereas  a  certain
number  of  official  estimates  of  the  increase  in  traffic
density  have  proved  to  be  lower  than  the  official  figures;
whereas  for  that  reason  stringent  emission  standards
should  be  laid  down  for  all  motor  vehicles;

Whereas  Council  Directive  88/77/EEC (3),  as 
last
amended  by  European  Parliament  and  Council  Directive
96/1  EC (4)  laid  down  the  limit  values  for  the  emissions
of carbon monoxide, unburnt hydrocarbons and nitrogen
oxides  from  diesel  engines  for  use  in  motor  vehicles  on
the  basis  of  a  test  procedure  for  European  driving
conditions  for  the  vehicles  concerned;  whereas  that
Directive  was  first  amended  by  Directive  91/542/EEC (5)
in  two  stages,  the  first  stage  (1992/93)  coinciding  with
the  implementation  dates  of  the  new  European  emission
standards  for  passenger  cars;  whereas  the  second  stage
(1995/96)  established  a  longer-term  orientation  for  the

(1)  OJ  C  112,  20.12.1973,  p.  1.
(2)  OJ  C  138,  17.5.1993,  p.  1.

(3)  OJ  L  36,  9.2.1988,  p.  33.
(4)  OJ  L  40,  17.2.1996,  p.  1.
(5)  OJ  L  295,  25.10.1991,  p.  1.

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8.6.98

European  motor  industry  by  fixing  limit  values  based  on
the  expected  performance  of  technologies  still  under
development,  whilst  allowing  to  industry  a  lead  time  to
perfect  such  technologies;  whereas  Directive  88/77/EEC,
as amended by Directive 96/1/EC, required that for small
diesel  engines  with  a  cylinder  swept  volume  lower  than
0,7  dm3  and  a  rated  power  speed  higher  than  3 000
min-1,  the  limit  value  for  particulate  emissions  set  in
Directive  91/542/EEC  be  introduced  instead  from  1999;
whereas, however, it is reasonable on a technical basis to
maintain  a  differential  on  particulate  emissions  for  these
small  high-speed  diesel  engines  after  1999;

Whereas  under  Article  5(3)  of  Directive  91/542/EEC,  the
Commission  was  to  report  to  the  Council  before  the  end
of  1996  on  progress  made  regarding  the  revision  of  the
limit  values 
if
necessary,  with  a  revision  of  the  test  procedure;  whereas
such  revised  limits  were  not  to  apply  before  1  October
1999  as  regards  new  type-approvals;

for  polluting  emissions  combined, 

Whereas  the  Commission  set  out,  in  its  communication
to  the  European  Parliament  and  the  Council (1),  a
European  programme  on  air  quality,  road 
traffic
emissions,  fuels  and  engine  technologies,  the  Auto-Oil
Programme,  with  a  view  to  fulfilling  the  requirements  of
Article  4  of  European  Parliament  and  Council  Directive
94/12/EC (2);  whereas  a  cost/effectiveness  study  within
the  Auto-Oil  Programme  has  shown  that  a  further
improvement  of  diesel-engine  technology  for  heavy-duty
vehicles  was  necessary  with  a  view  to  achieving  air
the
quality 
communication 
the
by 
Auto-Oil-Programme;

the  year  2010  as  described 

the  Commission 

on 

in 

in 

Whereas  improvement  of  requirements  for  new  diesel
engines  in  Directive  88/77/EEC  constitute  a  part  of  a
global  Community  strategy  which  will  also  include  a
revision  of  standards  for  light  commercial  vehicles  and
passenger  cars  from  the  year  2000,  an  improvement  in
motor  fuels  and  more  accurate  assessment  of  in-use
vehicle  emission  performances;

European  Parliament  and  of  the  Council (4),  whereas  in
accordance  with  the  principle  of  proportionality  as  set
out in the third paragraph of Article 3b of the Treaty, the
measures provided for in this Directive do not go beyond
what is necessary to achieve the objective of reducing the
level  of  pollutant  emissions  from  motor  vehicles;

Whereas reductions in emission limits applicable from the
year 2000, of 30 % in oxides of nitrogen(NOx) and 30 %
particulate  matter,  have  been  identified  by  the  Auto-Oil
Programme  as  key  measures  to  achieving  medium-term
air quality; whereas reductions in emission limits of 30 %
total hydrocarbons, 30 % carbon monoxide will similarly
yield  medium-term  air  quality  benefits;  whereas  a
reduction  of  30 %  in  exhaust  smoke  opacity  over  that
measured  on  current  engine  types  and  complementing
Council  Directive  72/306/EEC (5),  as  last  amended  by
Commission Directive 97/20/EC (6), will contribute to the
reduction  of  particulate  matter;  whereas  these  reductions
will take into account the effect on emissions of new test
the  driving  patterns
represent 
that  better 
cycles 
experienced  by  vehicles  in  use;

Whereas  on-board  diagnostics  (OBD)  are  not  fully
developed 
for  heavy-duty  vehicles  and  should  be
introduced  from  2005  with  a  view  to  permitting  rapid
detection  of  failure  of  components  and  systems  having  a
critical  effect  on  vehicle  emissions  and  thus  allowing  a
initial
significant  upgrading  of  the  maintenance  of 
emissions  performances  on 
through
improved  inspection  and  maintenance;

in-use  vehicles 

Whereas  new  type-approval  test  cycles  for  gaseous  and
particulate  emissions  and  smoke  opacity  should  be
introduced 
that  will  allow  a  more  representative
evaluation of the emissions performance of diesel engines
in  test  conditions  that  more  closely  resemble  those
encountered  by  vehicles  in  use;  whereas  a  new  test  cycle
should  be  introduced  for  conventional  diesel  engines  and
those  diesel  engines  fitted  with  catalysts;  whereas  a  new
combined 
should  be
introduced  for  diesel  engines  fitted  with  advanced
emission  control  systems  and  gas-fuelled  engines;

test  procedure 

(two  cycle) 

Whereas  Directive  88/77/EEC  is  one  of  the  separate
directives  under  the  type-approval  procedure  laid  down
by Council Directive 70/156/EEC of 6 February 1970 on
the  approximation  of  the  laws  of  the  Member  States
relating  to  type-approval  of  motor  vehicle  and  their
trailers (3),  as  last  amended  by  Directive  97/27/EC  of  the

Whereas Member States should be allowed to encourage,
by  means  of  tax  incentives,  the  introduction  of  vehicles
which  satisfy  the  higher  requirements  introduced  by  this
Directive;

(1)  COM(96)  248  final,  18.6.1996.
(2)  OJ  L  100,  19.4.1994,  p.  42.
(3)  OJ  L  42,  23.2.1970,  p.  1.

(4)  OJ  L  233,  25.8.1997,  p.  1.
(5)  OJ  L  190,  20.8.1972,  p.  1.
(6)  OJ  L  125,  16.5.1997,  p.  21.

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it 

that 

to  establish 

is  necessary 

Whereas 
further
substantial  reductions  in  emission  limit  values  that  take
into  account  the  results  of  the  Commission’s  Auto-Oil  II
Programme  are  envisaged  from  2005,  to  encourage  the
continued  development  of  vehicles  fitted  with  the  most
advanced  anti-pollution  equipment;  whereas,  unless
substantial  progress 
is  made  towards  a  worldwide
harmonised  test  procedure,  emission  limits  for  diesel
engines  for  2005  should  apply  to  the  combined  (two
cycle)  test  procedure;

Whereas  in  the  development  of  Community  legislation
concerning  emissions  from  motor  vehicles,  results  of
ongoing  research  on  the  characteristics  of  particulates
should  be  taken  into  account;

Whereas  the  Commission  should  report  by  31  December
1999 on the evolution of emission control equipment for
heavy-duty  diesel  vehicles  and  the  relationship  with  fuel
quality;  whereas  the  Commission  should  also  report  on
the  evolution  of 
friendly
emission  limits  for  engines  using  fuels  such  as  liquefied
petroleum  gas  (LPG)  and  natural  gas  (NG);

specific  environmentally 

Whereas  the  emission  limits  envisaged  for  2005  and  the
applicable  test  procedure  should  be  confirmed  by  a
directive  of  the  European  Parliament  and  of  the  Council
on  the  basis  of  a  proposal,  to  be  made  by  the
Commission  not  later  than  31  December  1999;

Whereas  Directive  88/77/EEC  should  be  amended
accordingly,

—  “vehicle”  means  any  vehicle  as  defined  in  Annex
II Section A to Directive 70/156/EEC propelled by
a  diesel  or  gas  engine,  with  the  exception  of
vehicles  of  category  M1.

the  motive
—  “diesel  or  gas  engine”  means 
propulsion 
for  which
source  of  a  vehicle 
type-approval,  as  a  separate  technical  unit  as
defined  in  Article  2  of  Directive  70/156/EEC,  can
be  granted.’

3.  Annexes  I  to  VIII  are  replaced  by  the  Annex  to  this

Directive.

Article  2

1. With  effect  from  1  October  1999,  no  Member  State
may,  on  grounds  relating  to  the  gaseous  and  particulate
pollutants  and  opacity  of  smoke  emissions  from  an
engine:

—  refuse  to  grant  EC  type-approval,  or  to  issue  the
document  provided  for  in  Article  10  of  Directive
Directive
70/156/EEC, 
87/403/EEC (1),  or  to  grant  national  type-approval
for  a  type  of  vehicle  propelled  by  a  diesel  or  gas
engine,  or

amended 

by 

as 

—  prohibit the registration, sale, entry into service or use

of  such  new  vehicles,  or

—  refuse  to  grant  EC  type-approval  for  a  given  type  of

diesel  or  gas  engine,  or

HAVE  ADOPTED  THIS  DIRECTIVE:

—  prohibit  the  sale  or  use  of  new  diesel  or  gas  engines,

Article  1

if  the  appropriate  requirements  of  the  Annexes  to
Directive  88/77/EEC,  as  amended  by  this  Directive,  are
satisfied.

Directive  88/77/EEC  is  hereby  amended  as  follows:

1.  The  title  is  replaced  by  the  following:

‘Council Directive 88/77/EEC of 3 December 1987 on
the  measures  to  be  taken  against  the  emission  of
gaseous and particulate pollutants from diesel 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’

2.  Article  1  is  replaced  by  the  following:

‘Article  1

2. With  effect  from  1  October  2000,  Member  States:

—  may  no  longer  grant  EC  type-approval  or  issue  the
document provided for in the last indent of Article 10
of  Directive  70/156/EEC,  as  amended  by  Directive
87/403/EEC,  and

—  shall  refuse  national  type-approval,

for  types  of  diesel  or  gas  engines  and  types  of  vehicle
propelled by a diesel or gas engine where the emissions of
gaseous  and  particulate  pollutants  and  opacity  of  smoke
from  the  engine  do  not  comply  with  the  limit  values  set
out in the Tables in section 6.2.1. of Annex I to Directive
88/77/EEC,  as  amended  by  this  Directive.

For  the  purposes  of  this  Directive:

(1)  OJ  L  220,  8.8.1987,  p.  44.

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3. With  effect  from  1  October  2001,  Member  States
shall:

the  date  of  the  entry  into  force  of  this  Directive,  but  in
any  event  no  later  than  31  December  1999.

—  consider  certificates  of  conformity  which  accompany
new  vehicles  or  new  engines  pursuant  to  Directive
70/156/EEC  to  be  no  longer  valid  for  the  purpose  of
Article  7(1)  of  that  Directive,  and

—  prohibit  the  registration,  sale,  entry  into  service  and
use of new vehicles propelled by a diesel or gas engine
and  the  sale  and  use  of  new  diesel  or  gas  engines,

where the emissions of gaseous and particulate pollutants
and  opacity  of  smoke  from  the  engine  do  not  comply
with  the  limit  values  set  out  in  the  Tables  in  section
6.2.1. of Annex I to Directive 88/77/EEC, as amended by
this  Directive.

Article  3

Member  States  may  make  provision  for  tax  incentives
only  in  respect  of  motor  vehicles  which  comply  with
Directive  88/77/EEC,  as  amended  by  this  Directive.  Such
incentives shall meet the provisions of the Treaty and also
the  following  conditions:

—  they shall apply to all new vehicles offered for sale on
the  market  of  a  Member  State  which  comply  in
advance  with  the  applicable  mandatory  limit  values
set  out  in  row  A  of  Tables  1  and  2  in  Section  6.2.1.
of  Annex  I  to  Directive  88/77/EEC,  as  amended  by
this  Directive;

—  they  shall  be  terminated  with  effect  from  the
mandatory  application  of  the  emission  limit  values
laid  down  in  Article  2(3)  for  new  vehicles;

—  for  each  type  of  vehicle,  they  shall  be  of  an  amount
lower  than  the  additional  cost  of  the  technical
solutions  introduced  to  ensure  compliance  with  the
values  set  in  Article  2(3),  and  of  their  installation  on
the  vehicle.

The  Commission  shall  be  informed  in  sufficient  time  of
plans  to  institute  or  change  the  tax  incentives  referred  to
in  the  first  paragraph,  so  that 
its
observations.

it  can  submit 

Article  4

The  proposal  shall  take  account  of:

—  the  review  programme  detailed 

in  Article  3  of

Directive . . .  and  Article  9  of  Directive  . . .;

—  the  development  of  diesel  engine  and  gas  engine
emission  control  technology,  regard  being  had  to  the
interdependence  of 
fuel
quality;

technology  with 

such 

—  the  development  of  a  worldwide  harmonised  test

cycle  for  type-approval  testing;

—  on-board  diagnostic  (OBD)  systems  for  heavy-duty

engines;

—  relevant  durability  provisions.

shall  aim  at  achieving 

substantial
The  proposal 
reductions  of  pollutant  emissions  as  regards  the  vehicles
and  engines  covered  by  this  Directive.  The  reduced  limit
values  shall  not  apply  before  1  October  2005  for  new
type-approvals.

Article  5

1. Member  States  shall  bring  into  force  the  laws,
regulations  and  administrative  provisions  necessary  to
comply  with  this  Directive  before  1  January  1999.  They
shall  forthwith  inform  the  Commission  thereof.

When  Member  States  adopt  these  provisions,  these  shall
contain  a  reference  to  this  Directive  or  shall  be
accompanied  by  such  reference  at  the  time  of  their
official  publication.  The  procedure  for  such  reference
shall  be  adopted  by  Member  States.

2. Member States shall communicate to the Commission
the  texts  of  the  main  provisions  of  national  law  which
they  adopt  in  the  field  covered  by  this  Directive.

Article  6

This  Directive  shall  enter  into  force  on  the  20th  day
following that of its publication in the Official Journal of
the  European  Communities.

The  Commission 
the  European
shall  propose 
Parliament  and  the  Council  a  further  tightening  of  the
emission  standards  of  vehicles  or  engines  falling  within
the  scope  of  this  Directive  no  later  than  12  months  after

to 

Article  7

This  Directive  is  addressed  to  the  Member  States.

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ANNEX

CONTENTS

SCOPE  AND  DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ANNEX  I
1.  Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.  Definitions  and  abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.  Application  for  EC  type-approval . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.  EC  type-approval
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.  Engine markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.  Specifications  and  tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.  Installation  on  the  vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8.  Engine family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9.  Production  conformity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Appendix  1  Procedure  of  production  conformity  testing  when  standard  deviation  is  satisfactory .

Appendix  2  Procedure  of  production  conformity  testing  when  standard  deviation  is  unsatisfactory
or unavailable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Appendix  3  Procedure  of  production  conformity  testing  at  manufacturers  request . . . . . . . . . . . . .

Page

8
8
8
13
14
17
18
19
19
21

24

26

28

ANNEX  II

INFORMATION  DOCUMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

30

Appendix  1  Essential characteristics of the (parent) engine and information concerning the conduct
of  test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.  Description  of  engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.  Measures  taken  against  air  pollution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.  Fuel  feed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.  Valve timing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.  Ignition  system  (spark  ignition  engines  only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.  Engine-driven  equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.  Additional  information  on  test  conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8.  Engine  performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Appendix  2  Essential  characteristics  of  the  engine  family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.  Common  parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.  Engine  family  listing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Appendix  3  Essential  characteristics  of  the  engine  type  within  the  family . . . . . . . . . . . . . . . . . . . .
1.  Description  of  engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.  Measures  taken  against  air  pollution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.  Fuel  feed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.  Valve timing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.  Ignition  system  (spark  ignition  engines  only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Appendix  4  Characteristics  of  the  engine-related  vehicle  parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ANNEX  III TEST  PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.  Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.  Test  conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Appendix  1  ESC  and  ELR  test  cycles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.  Engine  and  dynamometer  settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.  ESC  test  run . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.  ELR  test  run . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.  Calculation  of  the  gaseous  emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

31
31
32
33
36
36
36
37
38

40
40
40

42
42
43
44
47
47

48

49
49
50

52
52
53
55
57

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5.  Calculation  of  the  particulate  emission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.  Calculation  of  the  smoke  values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Appendix  2  ETC  test  cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.  Engine  mapping  procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.  Generation  of  the  reference  test  cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.  Emissions  test  run . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.  Calculation  of  the  gaseous  emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.  Calculation  of  the  particulate  emission  (diesel  engines  only)

Appendix  3  ETC  dynamometer  schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Appendix  4  Measurement  and  sampling  procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.  Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.  Dynamometer  and  test  cell  equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.  Determination  of  the  gaseous  components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.  Determination  of  the  particulates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.  Determination  of  smoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Appendix  5  Calibration  procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.  Calibration  of  the  analytical  instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.  Calibration  of  the  CVS-system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.  Calibration  of  the  particulate  measuring  system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.  Calibration  of  the  smoke  measurement  equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ANNEX  IV  TECHNICAL  CHARACTERISTICS  OF  REFERENCE  FUEL  PRESCRIBED  FOR
APPROVAL  TESTS  AND  TO  VERIFY  CONFORMITY  OF  PRODUCTION . . . . .
1.  Diesel  fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.  Natural  gas  (NG) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.  Liquefied  petroleum  gas  (LPG) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ANNEX  V ANALYTICAL  AND  SAMPLING  SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.  Determination  of  the  gaseous  emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.  Exhaust  gas  dilution  and  determination  of  the  particulates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.  Determination  of  smoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Page

60
62

64
64
64
65
69
73

75

85
85
85
86
88
90

92
92
98
100
101

102
102
103
104

105
105
112
127

ANNEX  VI EC  TYPE-APPROVAL  CERTIFICATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

131

ANNEX  VII EXAMPLE  OF  CALCULATION  PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

133

INDEX  OF  FIGURES

Figure  1 

Specific  definitions  of  the  test  cycles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure  2 

Schematic  of  production  conformity  testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure  3 

Sequence  of  ELR  test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure  4 

Interpolation  of  NOx  control  point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure  5 

ETC  dynamometer  schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure  6 

Schematic  of  NO2  converter  efficiency  device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure  7 

Flow  diagram  of  raw  exhaust  gas  analysis  system  for  CO,  CO2,  NOx,  HC . . . . . . . . .

Figure  8 

Flow  diagram  of  diluted  exhaust  gas  analysis  system  for  CO,  CO2,  NOx,  HC . . . . . . .

Figure  9 

Flow  diagram  for  methane  analysis  (GC  method)

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure  10  Flow  diagram  for  methane  analysis  with  the  non-methane  cutter  (NMC) . . . . . . . . . . .

10

23

56

59

84

95

105

106

109

111

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Page

Figure  11  Partial  flow  dilution  system  with  isokinetic  probe  and  fractional  sampling  (SB  control)

113

Figure  12  Partial  flow  dilution  system  with  isokinetic  probe  and  fractional  sampling  (PB  control)

113

Figure  13  Partial  flow  dilution  system  with  CO2  or  NOx  concentration  measurement  and
fractional sampling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure  14  Partial  flow  dilution  system  with  CO2  concentration  measurement,  carbon  balance  and
total sampling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure  15  Partial  flow  dilution  system  with  single  venturi,  concentration  measurement  and
fractional sampling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure  16  Partial  flow  dilution  system  with  twin  venturi  or  twin  orifice,  concentration
measurement  and  fractional  sampling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure  17  Partial flow dilution system with multiple tube splitting, concentration measurement and
fractional sampling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure  18  Partial  flow  dilution  system  with  flow  control  and  total  sampling . . . . . . . . . . . . . . . . .

Figure  19  Partial  flow  dilution  system  with  flow  control  and  fractional  sampling . . . . . . . . . . . . .

Figure  20  Full  flow  dilution  system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure  21  Particulate  sampling  system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure  22  Double  dilution  system  (full  flow  system  only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure  23  Full  flow  opacimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure  24  Partial  flow  opacimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

INDEX  OF  TABLES

Table  1 

Limit  values  for  diesel  engines  —  ESC  and  ELR  tests . . . . . . . . . . . . . . . . . . . . . . . . . . .

Table  2 

Limit  values  for  diesel  and  gas  engines  —  ETC  test . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Table  3 

Pass  and  fail  decision  numbers  of  Appendix  1  sampling  plan . . . . . . . . . . . . . . . . . . . . .

Table  4 

Pass  and  fail  decision  numbers  of  Appendix  2  sampling  plan . . . . . . . . . . . . . . . . . . . . .

Table  5 

Pass  and  fail  decision  numbers  of  Appendix  3  sampling  plan . . . . . . . . . . . . . . . . . . . . .

Table  6 

Regression  line  tolerances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Table  7 

Permitted  point  deletions  from  regression  analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Table  8 

Accuracy  of  measuring  instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Table  9 

Recommended  filter  loadings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

114

114

115

116

117

118

118

122

125

125

128

129

18

19

25

27

29

68

69

85

89

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ANNEX  I

SCOPE,  DEFINITIONS  AND  ABBREVIATIONS,  APPLICATION  FOR  EC-TYPE-APPROVAL,
SPECIFICATIONS  AND  TESTS  AND  CONFORMITY  OF  PRODUCTION

1. 

SCOPE

This  Directive  applies  to  the  gaseous  and  particulate  pollutants  from  all  motor  vehicles
equipped  with  compression-ignition  engines  and  to  the  gaseous  pollutants  from  all  motor
vehicles  equipped  with  positive  ignition  engines  fuelled  with  natural  gas  or  LPG,  and  to
compression-ignition and positive ignition engines as specified in Article 1 with the exception
of those vehicles of category N1, N2  and M2  for which type-approval has been granted under
Directive  70/220/EEC (1),  as  last  amended  by  Directive  96/44/EC (2).

2. 

DEFINITIONS  AND  ABBREVIATIONS

For  the  purposes  of  this  Directive:

2.1. 

2.2. 

‘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);

‘approval of an engine (engine family)’ means the approval of an engine type (engine family)
with  regard  to  the  level  of  the  emission  of  gaseous  and  particulate  pollutants;

2.3. 

‘diesel  engine’  means  an  engine  which  works  on  the  compression-ignition  principle;

‘gas  engine’  means  an  engine  which  is  fuelled  with  natural  gas  (NG)  or  LPG;

2.4. 

2.5. 

2.6. 

2.7. 

‘engine  type’  means  a  category  of  engines  which  do  not  differ  in  such  essential  respect  as
engine  characteristics  as  defined  in  Annex  II  to  this  Directive;

‘engine  family’  means  a  manufacturer’s  grouping  of  engines  which,  through  their  design  as
defined  in  Annex  II,  Appendix  2  to  this  Directive,  are  expected  to  have  similar  exhaust
emission characteristics: all members of the family must comply with the applicable emission
limit values;

‘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;

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

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

2.8. 

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

(1)  OJ  L  76,  6.4.1970,  p.  1.
(2)  OJ  L  210,  20.8.1996,  p.  25.

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2.9. 

‘net  power’  means  the  power  in  EC  kW  obtained  on  the  test  bench  at  the  end  of  the
crankshaft,  or  its  equivalenz,  measured  in  accordance  with  the  EC  method  of  measuring
power  as  set  out  in  Directive  80/1269/EC (1),  as  last  amended  by  Directive  89/491/EEC (2);

2.10. 

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

2.11. 

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

2.12. 

2.13. 

2.14. 

2.15. 

2.16. 

2.17. 

2.18. 

2.19. 

2.20. 

2.21. 

2.22. 

‘ESC test’ means a test cycle consisting of 13 steady state modes to be applied in accordance
with  Section  6.2  of  this  Annex;

‘ELR test’ means a test cycle consisting of a sequence of load steps at constant engine speeds
to  be  applied  in  accordance  with  Section  6.2  of  this  Annex;

‘ETC  test’  means  a  test  cycle  consisting  of  1800  second-by-second  transient  modes  to  be
applied  in  accordance  with  Section  6.2  of  this  Annex;

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

‘low speed (nloo)’ means the lowest engine speed where 50 % of the declared maximum power
occurs;

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

‘engine  speeds  A,  B  and  C’  means  the  test  speeds  within  the  engine  opeating  speed  range  to
be  used  for  the  ESC  test  and  the  ELR  test,  as  set  out  in  Annex  III,  Apendix  1  to  this
Directive;

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

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

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

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

2.23. 

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

2.24. 

2.25. 

2.26 

‘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;

‘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:
W = Hgas × ˛ρ air / ρ gas

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

(1)  OJ  L  375,  31.12.1980,  p.  46.
(2)  OJ  L  238,  15.8.1989,  p.  43.

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Figure  1

Specific  definitions  of  the  test  cycles

Net power (% of net Pmax)

100

80

60

40

20

0

Idle

50 % of Pmax

Control area

Pmax

70 % of
Pmax

nlo

A

B
Engine speed

C

nref nhi

2.27. 

Symbols  and  abbreviations

2.27.1. 

Symbols  for  test  parameters

Symbol

Unit

Term

AP

AT

CEE

CEM

C1

conc

D0

DF

D

E

EZ

fa

fc

FFH

FS

GAIRW

GAIRD

GDILW

GEDFW

GEXHW

GFUEL

m²
m²

—

—

—

Cross-sectional  area  of  the  isokinetic  sampling  probe

Cross-sectional  area  of  the  exhaust  pipe

Ethane  efficiency

Methane efficiency

Carbon  1  equivalent  hydrocarbon

ppm/Vol% Subscript  denoting  concentration
m³/s

Intercept  of  PDP  calibration  function

—

—

—

Dilution  factor

Bessel  function  constant

Bessel  function  constant

g/kWh

Interpolated  NOx  emission  of  the  control  point

—

s−1

—

—

kg/h

kg/h

kg/h

kg/h

kg/h

kg/h

Laboratory  atmospheric  factor

Bessel  filter  cut-off  frequency

Fuel  specific  factor  for  the  calculation  of  wet  concentration
from  dry  concentration

Stoichiometric  factor

Intake  air  mass  flow  rate  on  wet  basis

Intake  air  mass  flow  rate  on  dry  basis

Dilution  air  mass  flow  rate  on  wet  basis

Equivalent  diluted  exhaust  gas  mass  flow  rate  on  wet  basis

Exhaust  gas  mass  flow  rate  on  wet  basis

Fuel  mass  flow  rate

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Symbol

Unit

Term

GTOTW

kg/h

Diluted  exhaust  gas  mass  flow  rate  on  wet  basis

H

HREF

Ha

Hd

MJ/m³

Calorific value

g/kg

g/kg

g/kg

Reference  value  of  absolute  humidity  (10,71  g/kg)

Absolute  humidity  of  the  intake  air

Absolute  humidity  of  the  dilution  air

HTCRAT

mol/mol

Hydrogen-to-carbon  ratio

i

K

k

KH,D

KH,G

KV

KW,a

KW,d

KW,e

KW,r

L

La

m

mass

MDIL

Md

Mf

Mf,p

Mf,b

MSEC

MSEC

MTOTW

MTOTW,i

—

—

m−1

—

—

—

—

—

—

%

m

Subscript  denoting  an  individual  mode

Bessel  constant

Light  absorption  coefficient

Humidity  correction  factor  for  NOx  for  diesel  engines

Humidity  correction  factor  for  NOx  for  gas  engines

CFV  calibration  function

Dry  to  wet  correction  factor  for  the  intake  air

Dry  to  wet  correction  factor  for  the  dilution  air

Dry  to  wet  correction  factor  for  the  diluted  exhaust  gas

Dry  to  wet  correction  factor  for  the  raw  exhaust  gas

Percent  torque  related  to  the  maximum  torque  for  the  test
engine  speed

Effective  optical  path  length

Slope  of  PDP  calibration  function

g/h  or  g

Subscript  denoting  emissions  mass  flow  (rate)

kg

mg

mg

mg

mg

kg

kg

kg

kg

Mass of the dilution air sample passed through the particulate
sampling filters

Particulate  sample  mass  of  the  dilution  air  collected

Particulate  sample  mass  collected

Particulate  sample  mass  collected  on  primary  filter

Particulate  sample  mass  collected  on  back-up  filter

Mass  of  the  diluted  exhaust  sample  passed  through  the
particulate  sampling  filters

Mass  of  secondary  dilution  air

Total  CVS  mass  over  the  cycle  on  wet  basis

Instantaneous  CVS  mass  on  wet  basis

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Symbol

Unit

Term

N

NP

NP,i

n

np

nhi

nlo

nref

pa

PA

pB

pd

ps

p1

P(a)

P(b)

P(n)

P(m)

Ω

Qs

q

r

Ra

Rd

Rf

ρ

S

Si

Sλ

T

Ta

t

te

tf

tp

∆t

∆ti

(cid:244)

%

—

—

min−1

s−1

min−1

min−1

min−1

kPa

kPa

kPa

kPa

kPa

kPa

kW

kW

kW

kW

—

m³/s

—

—

%

%

—

Opacity

Total  revolutions  of  PDP  over  the  cycle

Revolutions  of  PDP  during  a  time  interval

Engine  speed

PDP  speed

High  engine  speed

Low  engine  speed

Reference  engine  speed  for  ETC  test

Saturation  vapour  pressure  of  the  engine  intake  air

Absolute  pressure

Total  atmospheric  pressure

Saturation  vapour  pressure  of  the  dilution  air

Dry  atmospheric  pressure

Pressure  depression  at  pump  inlet

Power  absorbed  by  auxiliaries  to  be  fitted  for  test

Power  absorbed  by  auxiliaries  to  be  removed  for  test

Net  power  non-corrected

Power  measured  on  test  bed

Bessel  constant

CVS  volume  flow  rate

Dilution  ratio

Ratio  of  cross  sectional  areas  of  isokinetic  probe  and  exhaust
pipe

Relative  humidity  of  the  intake  air

Relative  humidity  of  the  dilution  air

FID  response  factor

kg/m³

density

kW

m−1

—

K

K

s

s

s

s

s

s

Dynamometer  setting

Instantaneous  smoke  value

λ-shift  factor

Absolute  temperature

Absolute  temperature  of  the  intake  air

Measuring  time

Electrical  response  time

Filter  response  time  for  Bessel  function

Physical  response  time

Time  interval  between  successive  smoke  data  (=  l/sampling
rate)

Time  interval  for  instantaneous  CFV  flow

%

Smoke  transmittance

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Symbol

Unit

Term

V0

W

Wact

Wref

WF

WFE

X0

Yi

m³/rev

—

kWh

kWh

—

—
m³/rev
m−1

PDP  volume  flow  rate  at  actual  conditions

Wobbe  index

Actual  cycle  work  of  ETC

Reference  cycle  work  of  ETC

Weighting  factor

Effective  weighting  factor

Calibration  function  of  PDP  volume  flow  rate

1  s  Bessel  averaged  smoke  value

2.27.2. 

Symbols  for  the  chemical  components

Methane
Ethane
Propane
Carbon  monoxide
Di-octylphtalate
Carbon  dioxide
Hydrocarbons

CH4
C2H6
C3H8
CO
DOP
CO2
HC
NMHC Non-methane  hydrocarbons
NOx
Oxides  of  nitrogen
Nitric  oxide
NO
NO2
Nitrogen  dioxide
Particulates
PT

2.27.3. 

Abbreviations

Critical  flow  venturi
Chemiluminescent  detector
European  load  response  test
European  steady  state  cycle
European  transient  cycle
Flame  ionisation  detector
Gas  chromatograph

CFV
CLD
ELR
ESC
ETC
FID
GC
HCLD Heated  chemiluminescent  detector
Heated  flame  ionisation  detector
HFID
LPG
Liquefied  petroleum  gas
NDIR Non-dispersive  infrared  analyser
NG
Natural  gas
NMC Non-methane  cutter

3. 

APPLICATION  FOR  EC  TYPE-APPROVAL

3.1. 

Application  for  EC  type-approval  for  a  type  of  engine  family  as  a  separate  technical  unit

3.1.1. 

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

3.1.2. 

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

3.1.2.1. 

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

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3.1.3. 

An  engine  conforming  to  the  ‘engine  type’  or  ‘parent  engine’  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  EC  type-approval  for  a  vehicle  type  in  respect  of  its  engine

3.2.1. 

3.2.2. 

3.2.2.1. 

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

It  shall  be  accompanied  by  the  undermentioned  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 II, along with the
documentation  required  in  application  of  Article  3  of  Directive  70/156/EEC.

3.3. 

Application  for  EC  type-approval  for  a  vehicle  type  with  an  approved  engine

3.3.1. 

3.3.2. 

3.3.2.1. 

The  application  for  approval  of  a  vehicle  with  regard  to  emission  of  gaseous  and  particulate
pollutants  by  its  approved  diesel  engine  or  engine  family  and  with  regard  to  the  level  of  the
emission of gaseous pollutants by its approved gas engine or engine family shall be submitted
by  the  vehicle  manufacturer  or  a  duly  accredited  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 II, as applicable, and a copy of the EC type-approval certificate (Annex
VI)  for  the  engine  or  engine  family,  if  applicable,  as  a  separate  technical  unit  which  is
installed in the vehicle type, along with the documentation required in application of Article 3
of  Directive  70/156/EEC.

4. 

EC  TYPE-APPROVAL

4.1. 

Granting  of  a  universal  fuel  EC  type-approval

4.1.1. 

4.1.2. 

A  universal  fuel  EC  type-approval  is  granted  subject  to  the  following  requirements:

in  the  case  of  diesel  fuel  the  parent  engine  meets  the  requirements  of  this  Directive  on  the
reference  fuel  specified  in  Annex  IV.

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 type of fuel, high calorific fuel (H-gas) and low calorific fuel (L-gas), but with a
significant  spread  within  both  ranges;  they  differ  significantly  in  their  energy  content
expressed  by  the  Wobbe  index  and  in  their  λ-shift  factor  (Sλ).  The  formulae  for  the
calculation of the Wobbe index and Sλ  are given in Sections 2.25 and 2.26. The composition
of  the  reference  fuels  reflects  the  variations  of  those  parameters.

The  parent  engine  shall  meet  the  requirements  of  this  Directive  on  the  reference  fuels  G20
and G25, as specified in Annex IV, without any readjustment to the fuelling between the two
tests.  However,  one  adaptation  run  over  one  ETC  cycle  without  measurement  is  permitted
after  the  change  of  the  fuel.  Before  testing,  the  parent  engine  shall  be  run-in  using  the
procedure  given  in  paragraph  3  of  Appendix  2  to  Annex  III.

4.1.3. 

In  the  case  of  an  engine  fuelled  with  natural  gas  which  is  self-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  two  relevant  reference  fuels  as  specified  in  Annex  IV  for  each  range,  at  each  position
of  the  switch.  The  fuels  are  G24  (fuel  1)  and  G23  (fuel  2)  for  the  H-range  of  gases.  G  23
(fuel  1)  and  G25  (fuel  2)  for  the  L-range  of  gases.  The  parent  engine  shall  meet  the

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requirements of this Directive at both positions of the switch without any readjustment to the
fuelling  between  the  two  tests  at  each  position  of  the  switch.  However,  one  adaptation  run
over  one  ETC  cycle  without  measurement  is  permitted  after  the  change  of  the  fuel.  Before
testing,  the  parent  engine  shall  be  run-in  using  the  procedure  given  in  paragraph  3  of
Appendix  2  to  Annex  III.

4.1.3.1. 

On the manufacturer’s request, the engine may be tested on a third fuel (fuel 3) of the λ-shift
factor (Sλ)lies between those of the fuels G20 and 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.

4.1.3.2. 

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

r =

emission  result  on  reference  fuel  2
emission  result  on  reference  fuel  1

or,

ra =

emission  result  on  reference  fuel  2
emission  result  on  reference  fuel  3

and,

rb =

emission  result  on  reference  fuel  1
emission  result  on  reference  fuel  3

4.1.4. 

In  the  case  of  LPG  the  parent  engine  should  demonstrate  its  capability  to  adapt  to  any  fuel
composition  that  may  occur  across  the  market.  In  the  case  of  LPG  there  are  variations  in
C3/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 IV
without  any  readjustment  to  the  fuelling  between  the  two  tests.  Before  testing  the  parent
engine  shall  be  run-in  using  the  procedure  defined  in  paragraph  3  of  Appendix  2  to  Annex
III.

4.1.4.1. 

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

r =

emission  result  on  reference  fuel  2
emission  result  on  reference  fuel  1

4.2. 

Granting  of  a  fuel  range  restricted  EC  type-approval

At the present state of technology it is not yet possible to make leanburn natural gas engines
self-adaptive.  Yet  these  engines  offer  an  advantage  in  efficiency  and  CO2  emission.  If  a  user
has  the  guarantee  of  a  supply  of  fuel  of  uniform  composition,  he  may  opt  for  a  leanburn
engine.  Such  an  engine  could  be  given  a  fuel  restricted  approval.  In  the  interest  of
international  harmonisation  it  is  regarded  desirable  that  a  specimen  of  such  an  engine  is
granted international approval. Fuel restricted variants would then need to be identical except
for  the  contents  of  the  database  of  the  ECU  of  the  fuelling  system,  as  such  parts  of  the
fuelling  system  (such  as  injector  nozzles)  that  need  to  be  adapted  to  the  different  fuel  flow.

Fuel  range  restricted  EC  type-approval  is  granted  subject  to  the  following  requirements:

4.2.1. 

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

The parent engine shall be tested on the two relevant reference fuels as specified in Annex VI
for the relevant range. The fuels are G20 (fuel 1) and G23 (fuel 2) for the H-range of gases.
G23  (fuel  1)  and  G25  (fuel  2)  for  the  L-range  of  gases.  The  parent  engine  shall  meet  the
emission  requirements  without  any  readjustment  to  the  fuelling  between  the  two  tests.
However, one adaptation run over one ETC cycle without measurement is permitted after the
change  of  the  fuel.  Before  testing  the  parent  engine  shall  be  run-in  using  the  procedure
defined  in  paragraph  3  of  Appendix  2  to  Annex  III.

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4.2.1.1. 

On  the  manufacturer’s  request  it  may  be  tested  on  a  third  fuel  (fuel  3)  of  the  λ-shift  factor
(Sλ)  lies  between  those  of  the  fuels  G20  and  G23,  or  G23  and  G25  respectively,  e. g.  when
fuel 3 is a market fuel. The results of this test may be used as a basis for the evaluation of the
conformity  of  the  production.

4.2.1.2. 

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

emission  result  on  reference  fuel  2
emission  result  on  reference  fuel  1

emission  result  on  reference  fuel  2
emission  result  on  reference  fuel  3

r =

or,

ra =

and,

rb =

emission  result  on  reference  fuel  1
emission  result  on  reference  fuel  3

4.2.1.3. 

Upon  delivery  to  the  customer  the  engine  shall  bear  a  label  (see  paragraph  5.1.5)  stating  for
which  range  of  gases  the  engine  is  approved.

4.2.2. 

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

4.2.2.1. 

The  parent  engine  shall  meet  the  emission  requirements  on  the  reference  fuels  G20  and  G25
in  the  case  of  natural  gas,  or  the  reference  fuels  A  and  B  in  the  case  of  LPG,  as  specified  in
Annex IV. Between the tests fine-tuning of the fuelling system is allowed. This fine-tuning will
consist  of  a  recalibration  of  the  fuelling  database,  without  any  alteration  to  either  the  basic
control strategy or the basic structure of the database. If necessary the exchange of parts that
are  directly  related  to  the  amount  of  fuel  flow  (such  as  injector  nozzles)  is  allowed.  The
engine  will  have  to  deliver  the  same  power  on  both  fuels.

4.2.2.2. 

If the manufacturer so desires the engine may be tested on the reference fuels G20 and G23,
or G23 and G25, in which case the type approval is only valid for the H-range or the L-range
of  gases  respectively.

4.2.2.3. 

Upon  delivery  to  the  customer  the  engine  shall  bear  a  label  (see  paragraph  5.1.5)  stating  for
which  fuel  composition  the  engine  has  been  calibrated.

4.3. 

Exhaust  emissions  approval  of  a  member  of  a  family

4.3.1. 

With the exception of the case mentioned in paragraph 4.3.2 the approval of a parent engine
shall  be  extended  to  all  family  members  without  further  testing,  for  any  fuel  composition
within  the  range  for  which  the  parent  engine  has  been  approved  (in  the  case  of  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.

4.3.2. 

Secondary  test  engine

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

4.4. 

Type-approval certificate

A  certificate  conforming  to  the  model  specified  in  Annex  VI  shall  be  issued  for  approval
referred  to  under  Sections  3.1,  3.2  and  3.3.

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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. 

5.1.4. 

the EC type-approval number preceded by the distinctive letter(s) or number(s) of the country
granting  EC  type-approval (1).

In  case  of  an  NG  engine  one  of  the  following  markings  to  be  placed  after  the  EC
type-approval  number:

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

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

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

of  gases;

—  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.

5.1.5. 

Labels

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

5.1.5.1. 

C o n t e n t

The  following  information  must  be  given:

In  the  case  of  paragraph  4.2.1.2,  the  label  shall  state  ‘ONLY  FOR  USE  WITH  NATURAL
GAS  RANGE  H’.  If  applicable,  ‘H’  is  replaced  by  ‘L’.

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

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

5.1.5.2. 

P r o p e r t i e s

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

5.1.5.3. 

P l a c i n g

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

5.2. 

In  case  an  application  for  EC  type-approval  for  a  vehicle  type  in  respect  of  its  engine,  the
marking  specified  in  Section  5.1.5  shall  also  be  places  close  to  fuel  filling  aperture.

(1)  1 = Germany, 2 = France, 3 = Italy, 4 = Netherlands, 5 = Sweden, 6 = Belgium, 9 = Spain, 11 = United Kingdom, 12 =
Austria, 3 = Luxembourg, 16 = Norway, 17 = Finland, 18 = Denmark, 21 = Portugal, 23 = Greece, FL = Liechtenstein,
IS  =  Iceland,  IRL  =  Ireland.

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5.3. 

In  case  of  an  application  for  EC  type-approval  for  a  vehicle  type  with  an  approved  engine,
the  marking  specified  in  Section  5.1.5  shall  also  be  placed  close  to  the  fuel  filling  aperture.

6. 

SPECIFICATIONS  AND  TESTS

6.1. 

General

The components 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  and  assembled  as  to  enable  the  engine,  in  normal  use,  to  comply  with  the
provisions  of  this  Directive.

6.2. 

Specifications  concerning  the  emission  of  gaseous  and  particulate  pollutants  and  smoke

/or  oxidation  catalysts.  Diesel  engines 

The emissions shall be determined on the ESC and ELR tests with conventional diesel engines
including  those  fitted  with  electronic  fuel  injection  equipment,  exhaust  gas  recirculation
(EGR)  and 
fitted  with  advanced  exhaust
after-treatment systems including de NOx  catalysts and/or particulate traps, shall additionally
be tested on the ETC test. For gas engines, the gaseous emissions shall be determined on the
ETC test; the particulate emission is not subject to testing. The ESC and ELR test procedures
are  described  in  Annex  III,  Appendix  1,  the  ETC  test  procedure  in  Annex  III,  Appendices  2
and  3.

The  emissions  of  gaseous  pollutants  and  particulate  pollutants,  if  applicable,  and  smoke,  if
applicable, by the engine submitted for testing shall be measured by the methods described in
Annex  III,  Appendix  4,  Annex  V  describes  the  recommended  analytical  systems  for  the
gaseous  pollutants,  the  recommended  particulate  sampling  systems,  and  the  recommended
smoke  measurement  system.  For  NG  fuelled  gas  engines,  the  methane  emission  shall  be
reported,  but  is  not  subject  to  limitation.

Other systems or analysers may be approved by the Technical Service if it is found that they
yield  equivalent  results  on  the  respective  test  cycle.  The  determination  of  system  equivalency
shall  be  based  upon  a  seven  sample  pair  (or  larger)  correlation  study  between  the  system
under  consideration  and  one  of  the  reference  systems  of  this  Directive.  For  particulate
emissions  only  the  full  flow  dilution  system  is  recognised  as  the  reference  system.  ‘Results’
refer  to  the  specific  cycle  emissions  value.  The  correlation  testing  shall  be  performed  at  the
same  laboratory,  test  cell,  and  on  the  same  engine,  and  is  preferred  to  be  run  concurrently.
The  equivalency  criterion  is  defined  as  a  ±  5 %  agreement  of  the  sample  pair  averages.  For
introduction  of  a  new  system  into  the  Directive  the  determination  of  equivalency  shall  be
based  upon  the  calculation  of  repeatability  and  reproducibility,  as  described  in  ISO  5725.

6.2.1. 

Limit values

D i e s e l   e n g i n e s

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

Table  1

Limit  values  for  diesel  engines  ESC  —  and  ELR  tests

Mass  of
carbon  monoxide
(CO)
g/kWh

Mass  of
hydrocarbons
(HC)
g/kWh

Mass  of
nitrogen  oxides
(NOx)
g/kWh

Mass  of
particulates
(PT)
g/kWh

Smoke

m−1

2,1

0,66

5,0

0,10

0,13 (1)

0,8

Date

A
2000

(1)  For engines having a swept volume of less than 0,7 dm3  per cylinder and a rated power speed of more

than  3 000  min−1.

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D i e s e l   a n d   g a s   e n g i n e s

For  diesel  engines  that  are  additionally  tested  on  the  ETC  test,  and  specifically  for  gas
engines,  the  specific  masses  of  the  carbon  monoxide,  of  the  non-methane  hydrocarbons,  of
the  methane  (where  applicable),  of  the  oxides  of  nitrogen  and  of  the  particulates  (where
applicable)  shall  not  exceed  the  amounts  shown  in  Table  2.

Table  2

Limit  values  for  diesel  and  gas  engines  —  ETC  Test

Mass  of
carbon
monoxide
(CO)
g/kWh

Mass  of
non-methane
hydrocarbons
(NMHC)
g/kWh

Mass  of
methane

(CH4) (1)
g/kWh

Mass  of
nitrogen  oxides

Mass  of
particulates

(NOx)
g/kWh

(PT) (2)
g/kWh

5,45

0,78

1,6

5,0

0,16

0,21 (3)

Date

A
2000

(1)  For  NG  engines  only.
(2)  For  diesel  engines  only.
(3)  For engines having a swept volume of less than 0,7 dm3  per cylinder and a rated power speed of more

than  3 000  min−1.

6.2.2. 

Hydrocarbon  measurement  for  diesel  and  gas-fuelled  engines

6.2.2.1. 

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

6.2.3. 

Specific  requirements  for  diesel  engines

6.2.3.1. 

6.2.3.2. 

The  specific  mass  of  the  oxides  of  nitrogen  measured  at  the  random  check  points  within  the
control area of the ESC test must not exceed by more than 10 % the values interpolated from
the  adjacent  test  modes.

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

7. 

INSTALLATION  ON  THE  VEHICLE

7.1. 

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

7.1.1. 

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

7.1.2. 

7.1.3. 

7.1.4. 

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

exhaust  system  volume  shall  not  differ  by  more  than  40 %  of  that  specified  for  the
type-approved  engine  in  Annex  VI;

power  absorbed  by  the  auxiliaries  needed  for  operating  the  engine  shall  not  exceed  that
specified  for  the  type-approved  engine  in  Annex  VI.

8. 

ENGINE  FAMILY

8.1. 

Parameters  defining  the  engine  family

The  engine  family,  as  determined  by  the  engine  manufacturer,  may  be  defined  by  basic
characteristics which must be common to engines within the family. In some cases there may

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be  interaction  of  parameters.  These  effects  must  also  be  taken  into  consideration  to  ensure
that  only  engines  with  similar  exhaust  emission  characteristics  are  included  within  an  engine
family.

In  order  that  engines  may  be  considered  to  belong  to  the  same  engine  family,  the  following
list  of  basic  parameters  must  be  common:

8.1.1. 

8.1.2. 

Combustion  cycle:
—  2  cycle
—  4  cycle

Cooling  medium:
—  air
—  water
—  oil

8.1.3. 

Number  of  cylinders  (for  gas  engines  and  engines  with  after-treatment  device  only)

(engines with fewer cylinders than the parent engine may be considered to belong to the same
engine  family  provided  the  fuelling  system  meters  fuel  for  each  individual  cylinder).

8.1.4. 

8.1.5. 

8.1.6. 

8.1.7. 

8.1.8. 

Individual cylinder displacement:
—  engines  to  be  within  a  total  spread  of  15 %

Method  of  air  aspiration:
—  naturally aspirated
—  pressure  charged

Combustion  chamber  type/design:
—  pre-chamber
—  swirl  chamber
—  open  chamber

Valve  and  porting-configuration,  size  and  number:
—  cylinder  head
—  cylinder wall
—  crankcase

Fuel  injection  system  (diesel  engines):
—  pump-line-injector
—  in-line  pump
—  distributor  pump
—  single  element
—  unit  injector

8.1.9. 

Fuelling  system  (gas  engines):
—  mixing  unit

—  vapour  injection  (single  point,  multi  point)

—  liquid  injection  (single  point,  multi  point).

8.1.10. 

Ignition  system  (gas  engines)

8.1.11. 

Miscellaneous  features:

—  exhaust  gas  recirculation

—  water injection/emulsion

—  air injection

—  charge  cooling  system

8.1.12. 

Exhaust  after-treatment:

—  3-way-catalyst

—  oxidation  catalyst

—  reduction  catalyst

—  thermal  reactor

—  particulate  trap

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8.2. 

Choice  of  the  parent  engine

8.2.1. 

Diesel engines

The parent engine of the family shall be selected using the primary criteria of the highest fuel
delivery  per  stroke  at  the  declared  maximum  torque  speed.  In  the  event  that  two  or  more
engines  share  this  primary  criteria  the  parent  engine  shall  be  selected  using  the  secondary
criteria  of  highest  fuel  delivery  per  stroke  at  rated  speed.  Under  certain  circumstances,  the
approval  authority  may  conclude  that  the  worst  case  emission  rate  of  the  family  can  best  be
characterised  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.

If engines within the family incorporate other variable features which could be considered to
affect  exhaust  emissions,  these  features  shall  also  be  identified  and  taken  into  account  in  the
selection  of  the  parent  engine.

8.2.2. 

Gas engines

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

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

—  the  most  advanced  spark  timing;

—  the  lowest  EGR  rate;

—  no  air  pump  or  lowest  actual  air  flow  pump.

Under  certain  circumstances,  the  approval  authority  may  conclude  that  the  worst  case
emission  rate  of  the  family  can  best  be  characterised  by  testing  a  second  engine.  Thus,  the
approval  authority  may  select  an  additional  engine  for  test  based  upon  features  which
indicate  that  it  may  have  the  highest  emission  level  of  the  engines  within  that  family.

9. 

9.1. 

PRODUCTION  CONFORMITY

Measures  to  ensure  production  conformity  must  be  taken  in  accordance  with  the  provisions
of  Article  10  of  Directive  70/156/EEC.  Production  conformity  is  checked  on  the  basis  of  the
description  in  the  type-approval  certificates  set  out  in  Annex  VI  to  this  Directive.

Sections  2.4.2  and  2.4.3  of  Annex  X  to  Directive  70/156/EEC  are  applicable  where  the
competent  authorities  are  not  satisfied  with  the  auditing  procedure  of  the  manufacturer.

9.1.1. 

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

9.1.1.1. 

Conformity  of  the  engine  subjected  to  a  pollutant  test:

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

9.1.1.1.1. 

Three  engines  are  randomly  taken  in  the  series  and  are  subjected  to  the  test  referred  to  in
Section  6.2.  The  limit  values  are  given  in  Section  6.2.1  of  this  Annex.

9.1.1.1.2. 

The  tests  are  carried  out  according  to  Appendix  1  to  this  Annex,  where  the  competent
authority  is  satisfied  with  the  production  standard  deviation  given  by  the  manufacturer,  in
accordance with Annex X to Directive 70/156/EEC, which applies to motor vehicles and their
trailers.

The  tests  are  carried  out  according  to  Appendix  2  to  this  Annex,  where  the  competent
authority  is  not  satisfied  with  the  production  standard  deviation  given  by  the  manufacturer,
in  accordance  with  Annex  X  to  Directive  70/156/EEC,  which  applies  to  motor  vehicles  and
their  trailers.

The  tests  are  carried  out  according  to  Appendix  2  to  this  Annex,  where  the  competent
authority  is  not  satisfied  with  the  production  standard  deviation  given  by  the  manufacturer,
in  accordance  with  Annex  X  to  Directive  70/156/EEC,  which  applies  to  motor  vehicles  and
their  trailers.

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

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9.1.1.1.3. 

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

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

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).

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

9.1.1.2. 

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

9.1.1.2.1. 

However,  at  the  request  of  the  manufacturer,  the  tests  may  be  carried  out  on  diesel  or  gas
engines  which  have  been  run-in  more  than  the  period  referred  to  in  Section  9.1.1.2.  up  to  a
maximum  of  100  hours.  In  this  case,  the  running-in  procedure  will  be  conducted  by  the
manufacturer  who  shall  undertake  not  to  make  any  adjustments  to  those  engines.

9.1.1.2.2.  When  the  manufacturer  asks  to  conduct  a  running-in  procedure  in  accordance  with  section

9.1.1.2.1.  it  may  be  carried  out  on:

—  all  the  engines  that  are  tested,

or,

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

—  the  pollutant  emissions  will  be  measures  at  zero  and  at  ‘x’  hours  on  the  first  engine

tested,

—  the evolution coefficient of the emissions between zero and ‘x’ hours will be calculated

for  each  pollutant:

Emissions  ‘x’  hours
Emissions  zero  hours

It  may  be  less  than  one.

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

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

—  the  values  at  ‘x’  hours  for  the  first  engine,

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

9.1.1.2.3. 

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

9.1.1.2.4. 

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

—  for  H  marked  engines  with  a  commercial  fuel  within  the  H  range;

—  For  L  marked  engines  with  a  commercial  fuel  within  the  L  range;

—  for  HL  marked  engines  with  a  commercial  fuel  within  the  H  or  the  L  range.

However,  at  the  manufacturer’s  request,  the  reference  fuels  described  in  Annex  IV  may  be
used.  This  implies  tests,  as  described  in  Section  4  of  this  Annex,  with  at  least  two  of  the
reference  fuels  for  each  gas  engine.

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9.1.1.2.5. 

In  the  case  of  dispute  caused  by  the  non-compliance  of  gas-fuelled  engines  when  using  a
commercial fuel, the tests shall be performed with a reference fuel on which the parent engine
has been tested, or with the possible additional fuel 3 as referred to in paragraphs 4.1.3.1 and
4.2.1.1  on  which  the  parent  engine  may  have  been  tested.  Then,  the  result  has  to  be
converted  by  a  calculation  applying  the  relevant  factor(s)  ‘r’,  ‘ra’  or  ‘rb’  as  described  in
paragraphs 4.1.3.2, 4.1.4.1 and 4.2.1.2. If r, ra  or rb  are less than one no correction shall take
place. The measured results and the calculated results must demonstrate that the engine meets
the  limit  values  with  all  relevant  fuels  (fuels  1,  2  and,  if  applicable,  fuel  3).

9.1.1.2.6. 

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

Figure  2

Schematic  of  production  conformity  testing

Test of three engines

Computation of the test statistic result

According to the appropriate appendix does the test statistic result
agree with the criteria for failing the series for at least one
pollutant?

YES

Series
rejected

NO

NO

According to the appropriate appendix does the test statistic result
agree with the criteria for passing the series for at least one
pollutant?

YES

A pass decision is reached for one or more pollutants

Is a pass decision reached for all pollutants?

YES

Series
accepted

NO

Test of an additional engine

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Appendix  1

PROCEDURE  FOR  PRODUCTION  CONFORMITY  TESTING  WHEN  STANDARD  DEVIATION  IS
SATISFACTORY

1.  This  appendix  describes  the  procedure  to  be  used  to  verify  production  conformity  for  the  emissions  of

pollutants  when  the  manufacturer’s  production  standard  deviation  is  satisfactory.

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

3.  The following procedure is used for each of the pollutants given in Section 6.2.1. of Annex I (see Figure

2):

Let:
L  = 
xi  = 
s  = 

n  = 

the  natural  logarithm  of  the  limit  value  for  the  pollutant;
the  natural  logarithm  of  the  measurement  for  the  i-th  engine  of  the  sample;
an  estimate  of  the  production  standard  deviation  (after  taking  the  natural  logarithm  of  the
measurements);
the  current  sample  number.

4.  For  each  sample  the  sum  of  the  standardised  deviations  to  the  limit  is  calculated  using  the  following

formula:

5.  Then:

1

nΣ

S

i = 1

(L–xi)

—  if the test statistic result is greater than the pass decision number for the sample size given in Table

3,  a  pass  decision  is  reached  for  the  pollutant;

—  if the test statistic result is less than the fail decision number for the sample size given in Table 3, a

fail  decision  is  reached  for  the  pollutant;

—  otherwise, an additional engine is tested according to Section 9.1.1.1. of Annex I and the calculation

procedure  is  applied  to  the  sample  increased  by  one  more  unit.

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Table  3

Pass  and  fail  decision  numbers  of  Appendix  1  sampling  plan

Minimum  sample  size:  3

Cumulative  number  of  engines  tested
(sample  size)

Pass  decision  number
An

Fail  decision  number
Bn

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

21

22

23

24

25

26

27

28

29

30

31

32

3,327

3,261

3,195

3,129

3,063

2,997

2,931

2,865

2,799

2,733

2,667

2,601

2,535

2,469

2,403

2,337

2,271

2,205

2,139

2,073

2,007

1,941

1,875

1,809

1,743

1,677

1,611

1,545

1,479

− 2,112

− 4,724

− 4,790

− 4,856

− 4,922

− 4,988

− 5,054

− 5,120

− 5,185

− 5,251

− 5,317

− 5,383

− 5,449

− 5,515

− 5,581

− 5,647

− 5,713

− 5,779

− 5,845

− 5,911

− 5,977

− 6,043

− 6,109

− 6,175

− 6,241

− 6,307

− 6,373

− 6,439

− 6,505

− 6,571

− 2,112

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Appendix  2

PROCEDURE  FOR  PRODUCTION  CONFORMITY  TESTING  WHEN  STANDARD  DEVIATION  IS
UNSATISFACTORY  OR  UNAVAILABLE

1.  This  appendix  describes  the  procedure  to  be  used  to  verify  production  conformity  for  the  emissions  of
is  either  unsatisfactory  or

pollutants  when  the  manufacturer’s  production  standard  deviation 
unavailable.

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

3.  The  values  of  the  pollutants  given  in  Section  6.2.1  of  Annex  I  are  considered  to  be  log  normally
distributed  and  should  be  transformed  by  taking  their  natural  logarithms.  Let  m0  and  m  denote  the
minimum  and  maximum  sample  size  repectively  (m0  =  3  and  m  =  32)  and  let  n  denote  the  current
sample  number.

4.  If  the  natural  logarithms  of  the  values  measured  in  the  series  are  x1,  x2,...,  xi  and  L  is  the  natural

logarithm  of  the  limit  value  for  the  pollutant,  then,  define

and,

di  =  xi  −  L

dn = 

Σn

i  =  1

1
n

di

Vn

2  = 

Σn

i  =  1

1
n

—
n )2
(di  –  d

5.  Table 4 shows values of the pass (An) and fail (Bn) decision numbers against current sample number. The
test  statistic  result  is  the  ratio  dn / Vn  and  shall  be  used  to  determine  whether  the  series  has  passed  or
failed  as  follows:

For  m0  <  n  ,  m:
—  pass  the  series  if  dn / Vn  <  An
—  fail  the  series  if  dn / Vn  >  Bn
—  take  another  measurement  if  An  ,  dn / Vn  ,  Bn

6.  Remarks

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

1

dn = (1  − 
2  = (1  − 

n) dn  −  1 + 
n) Vn  −  1

+ 

1

2 

Vn

1
n

dn

(dn −  dn)2
n  −  1

(n  =  2,  3,  ...;  d1 =  d1;  V1  =  0)

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Table  4

Pass  and  fail  decision  numbers  of  Appendix  2  sampling  plan

Minimum  sample  size:  3

Cumulative  number  of  engines  tested
(sample  size)

Pass  decision  number
An

Fail  decision  number
Bn

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

21

22

23

24

25

26

27

28

29

30

31

32

− 0,80381

− 0,76339

− 0,72982

− 0,69962

− 0,67129

− 0,64406

0,61750

− 0,59135

− 0,56542

− 0,53960

− 0,51379

− 0,48791

− 0,46191

− 0,43573

− 0,40933

− 0,38266

− 0,35570

− 0,32840

− 0,30072

− 0,27263

− 0,24410

− 0,21509

− 0,18557

− 0,15550

− 0,12483

− 0,09354

− 0,06159

− 0,02892

− 0,00449

0,03876

16,64743

7,68627

4,67136

3,25573

2,45431

1,94369

1,59105

1,33295

1,13566

0,97970

0,85307

0,74801

0,65928

0,58321

0,51718

0,45922

0,40788

0,36203

0,32078

0,28343

0,24943

0,21831

0,18970

0,16328

0,13880

0,11603

0,09480

0,07493

0,05629

0,03876

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PROCEDURE  FOR  PRODUCTION  CONFORMITY  TESTING  AT  MANUFACTURER’S  REQUEST

Appendix  3

1.  This  appendix  describes  the  procedure  to  be  used  to  verify,  at  the  manufacturer’s  request,  production

conformity  for  the  emissions  of  pollutants.

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

3.  The following procedure is used for each of the pollutants given in Section 6.2.1 of Annex I (see Figure

2):

Let:
L  =  be  the  limit  value  for  the  pollutant,
xi  =  the  value  of  the  measurement  for  the  i-th  engine  of  the  sample,
n  = 

is  the  current  sample  number.

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

L:

5.  Then:

—  if the test statistic is less than or equal to the pass decision number for the sample size given in Table

5.a  pass  decision  is  reached  for  the  pollutant;

—  if  the  test  statistic  is  greater  than  or  equal  to  the  fail  decision  number  for  the  sample  size  given  in

Table  5.a  fail  decision  is  reached  for  the  pollutant;

—  otherwise, an additional engine is tested according to Section 9.1.1.1 of Annex I and the calculation

procedure  is  applied  to  the  sample  increased  by  one  more  unit.

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

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Table  5

Pass  and  fail  decision  numbers  of  Appendix  3  sampling  plan

Minimum  sample  size:  3

Cumulative  number  of  engines  tested
(sample  size)

Pass  decision  number

Fail  decision  number

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

—

0

0

1

1

2

2

3

3

4

4

5

5

6

6

7

8

3

4

4

5

5

6

6

7

7

8

8

9

9

10

10

11

9

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ANNEX  II

INFORMATION  DOCUMENT  No  . . .

IN  ACCORDANCE  WITH  ANNEX  I  OF  COUNCIL  DIRECTIVE  70/156/EEC  RELATING  TO  EC
TYPE-APPROVAL

and referring to measures to be taken against the emission of gaseous and particulate pollutants from diesel
engines for use in vehicles, and the emission of gaseous pollutants from positive ignition engines fuelled with
natural  gas  or  LPG  for  use  in  vehicles

(Directive  88/77/EEC  as  last  amended  by  Directive  .../.../EEC)

Vehicle  type/parent  engine/engine  type (1):  .......................................................................................................

GENERAL

Make  (name  of  undertaking):  ...................................................................................................

Type  and  commercial  description  (mention  any  variants):  ......................................................

Means  and  location  of  identification  of  type,  if  marked  on  the  vehicle:  ................................

Category  of  vehicle  (if  applicable):  ...........................................................................................

Category  of  engine:  diesel/NG  fuelled/LPG  fuelled (1):  .............................................................

Name  and  address  of  manufacturer:  .........................................................................................

Location  of  statutory  plates  and  inscriptions  and  method  of  affixing:  ...................................

In  the  case  of  components  and  separate  technical  units,  location  and  method  of  affixing  of
the  EC  approval  mark:  ..............................................................................................................

Address(es)  of  assembly  plant(s):  ..............................................................................................

ATTACHMENTS

Essential  characteristics  of  the  (parent)  engine  and  information  concerning  the  conduct  of
test.

Essential  characteristics  of  the  engine  family

Essential  characteristics  of  the  engine  types  within  the  family

Characteristics  of  the  engine-related  vehicle  parts  (if  applicable).

Photographs  and/or  drawings  of  the  parent  engine/engine  type  and,  if  applicable,  of  the
engine  compartment.

List  further  attachments  if  any.

0. 

0.1. 

0.2. 

0.3. 

0.4. 

0.5. 

0.6. 

0.7. 

0.8. 

0.9. 

1. 

1.1. 

1.2. 

1.3. 

2. 

3. 

4. 

Date,  file

(1)  Delete  as  appropriate.

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ESSENTIAL CHARACTERISTICS OF THE (PARENT) ENGINE AND INFORMATION CONCERNING
THE  CONDUCT  OF  TEST (1)

Appendix  1

1. 

1.1. 

1.2. 

1.3. 

1.4. 

1.4.1. 

1.4.2. 

1.4.3. 

1.5. 

1.6. 

1.7. 

1.8. 

1.9. 

1.10. 

1.11. 

1.12. 

1.13. 

1.14. 

1.15. 

Description  of  engine

Manufacturer:  ............................................................................................................................

Manufacturer’s  engine  code:  .....................................................................................................

Cycle:  four  stroke / two  stroke (2)

Number  and  arrangement  of  cylinders:  ....................................................................................

Bore:  ................................................................................................................................... mm

Stroke:  ................................................................................................................................ mm

Firing  order:  ...............................................................................................................................

Engine  capacity:  .................................................................................................................. cm³

Volumetric  compression  ratio (3):  ..............................................................................................

Drawing(s)  of  combustion  chamber  and  piston  crown:  ...........................................................

Minimum  cross-sectional  area  of  inlet  and  outlet  ports:  .................................................. cm²

Idling  speed:  ..................................................................................................................... min−1

Maximum  net  power:  ........................................... kW  at

......................................... min −1

Maximum  permitted  engine  speed:  ................................................................................. min−1

Maximum  net  torque:  .......................................... Nm  at

......................................... min −1

Combustion  system:  compression  ignition/positive  ignition (2)  ................................................

Fuel: Diesel//LPG/NG-H/NG-L/NG-HL (2)

Cooling  system

1.15.1. 

L i q u i d

1.15.1.1. 

Nature  of  liquid:  ........................................................................................................................

1.15.1.2. 

Circulating  pump(s):  yes/no (2)

1.15.1.3. 

Characteristics  or  make(s)  and  type(s)  (if  applicable):  .............................................................

1.15.1.4. 

Drive  ratio(s)  (if  applicable):  .....................................................................................................

1.15.2. 

A i r

1.15.2.1. 

Blower: yes/no (2)

1.15.2.2. 

Characteristics  or  make(s)  and  type(s)  (if  applicable):  .............................................................

1.15.2.3. 

Drive  ratio(s)  (if  applicable):  .....................................................................................................

1.16. 

Temperature  permitted  by  the  manufacturer

1.16.1. 

Liquid  cooling:  maximum  temperature  at  outlet:  ................................................................. K

1.16.2. 

Air  cooling:  reference  point:  ......................................................................................................

Maximum  temperature  at  reference  point:  ........................................................................... K

(1)  In  the  case  of  non-conventional  engines  and  systems,  particulars  equivalent  to  those  referred  to  here  shall  be  supplied

by  the  manufacturer.

(2)  Strike  out  what  does  not  apply.
(3)  Specify  the  tolerance.

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1.16.3. 

1.16.4. 

Maximum  temperature  of  the  air  the  outlet  of  the  intake  intercooler  (if  applicable):
................................................................................................................................................. K

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

1.16.5. 

Fuel  temperature:  min.  ......................................... K,  max.

...................................... K

for  diesel  engines  at  injection  pump  inlet,  for  gas  fuelled  engines  at  pressure  regulator  final
stage

1.16.6. 

Fuel  pressure:  min.  ............................................... kPa, max.

................................... kPa

at  pressure  regulator  final  stage,  NG  fuelled  gas  engines  only

1.16.7. 

Lubricant  temperature:  min.  ................................. K,  max.

...................................... K

1.17. 

Pressure  charger:  yes/no (1)

1.17.1. 

Make:  .........................................................................................................................................

1.17.2. 

Type:  ..........................................................................................................................................

1.17.3. 

...................
Description  of  the  system  (e.g.  max.  charge  pressure,  wastegate,  if  applicable):
.....................................................................................................................................................

1.17.4. 

Intercooler:  yes/no (1)

1.18. 

Intake  system

Maximum  allowable  intake  depression  at  rated  engine  speed  and  at  100 %  load  as  specified
in  and  under  the  operating  conditions  of  Directive  80/1269/EEC (2),  as  last  amended  by
Directive  89/491/EEC(3):
.............................................................................................................................................. kPa

1.19. 

Exhaust  system

Maximum allowable exhaust back pressure at rated engine speed at 100 % load as specified
in  and  under  the  operating  conditions  of  Directive  80/1269/EEC (2),  as  last  amended  by
Directive  89/491/EEC (3):
.............................................................................................................................................. kPa

Exhaust  system  volume:  ..................................................................................................... cm³

2. 

2.1. 

2.2. 

Measures  taken  against  air  pollution

Device  for  recycling  crankcase  gases  (description  and  drawings):  ...........................................

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

2.2.1. 

Catalytic  converter:  yes/no (1)

2.2.1.1. 

Make(s):  .....................................................................................................................................

2.2.1.2. 

Type(s):  ......................................................................................................................................

2.2.1.3. 

Number  of  catalytic  converters  and  elements:  ..........................................................................

2.2.1.4. 

Dimensions,  shape  and  volume  of  the  catalytic  converter(s):  ..................................................

2.2.1.5. 

Type  of  catalytic  action:  ............................................................................................................

2.2.1.6. 

Total  charge  of  precious  metals:  ...............................................................................................

(1)  Strike  out  what  does  not  apply.
(2)  OJ  L  375,  31.12.1980,  p.  46.
(3)  OJ  L  238,  15.8.1989,  p.  43.

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2.2.1.7. 

Relative  concentration:  ..............................................................................................................

2.2.1.8. 

Substrate  (structure  and  material):  ............................................................................................

2.2.1.9. 

Cell  density:  ...............................................................................................................................

2.2.1.10. 

Type  of  casing  for  the  catalytic  converter(s):  ...........................................................................

2.2.1.11. 

Location  of  the  catalytic  converter(s)  (place  and  reference  distance  in  the  exhaust  line):  .....

2.2.2. 

Oxygen  sensor:  yes/no (1)

2.2.2.1. 

Make(s):  .....................................................................................................................................

2.2.2.2. 

Type:  ..........................................................................................................................................

2.2.2.3. 

Location:  ....................................................................................................................................

2.2.3. 

Air  injection:  yes/no (1)

2.2.3.1. 

Type  (pulse  air,  air  pump,  etc.):  ...............................................................................................

2.2.4. 

EGR:  yes/no (1)

2.2.4.1. 

Characteristics  (flow  rate  etc.):  .................................................................................................

2.2.5. 

Particulate  trap:  yes/no (1)

2.2.5.1. 

Dimensions,  shape  and  capacity  of  the  particulate  trap:  .........................................................

2.2.5.2. 

Type  and  design  of  the  particulate  trap:  ..................................................................................

2.2.5.3. 

Location  (reference  distance  in  the  exhaust  line):  ....................................................................

2.2.5.4. 

Method  or  system  of  regeneration,  description  and/or  drawing:  .............................................

2.2.6. 

Other  systems:  yes/no (1)

2.2.6.1. 

Description  and  operation:  ........................................................................................................

3. 

3.1. 

Fuel  feed

Diesel engines

3.1.1. 

F e e d   p u m p

Pressure (2):  .............................. kPa  or  characteristic  diagram (2):

.....................................

3.1.2. 

I n j e c t i o n   s y s t e m

3.1.2.1. 

Pump

3.1.2.1.1.  Make(s):  .....................................................................................................................................

3.1.2.1.2. 

Type(s):  ......................................................................................................................................

3.1.2.1.3. 

Delivery:  ..........  mm³ (2)  per  stroke  at  engine  speed  of  ..........  rpm  at  full  injection,  or
characteristic diagram (1) (2):  .....................................................................................................

Mention  the  method  used:  On  engine/on  pump  bench (1)

If  boost  control  is  supplied,  state  the  characteristic  fuel  delivery  and  boost  pressure  versus
engine  speed.

3.1.2.1.4. 

Injection  advance

3.1.2.1.4.1. 

Injection  advance  curve (2):  .......................................................................................................

3.1.2.1.4.2. 

Static  injection  timing (2):  ..........................................................................................................

3.1.2.2. 

Injection  piping

3.1.2.2.1. 

Length:  ............................................................................................................................... mm

3.1.2.2.2. 

Internal  diameter:  .............................................................................................................. mm

3.1.2.3. 

Injector(s)

(1)  Strike  out  what  does  not  apply.
(2)  Specify  the  tolerance.

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3.1.2.3.1.  Make(s):  .....................................................................................................................................

3.1.2.3.2. 

Type(s):  ......................................................................................................................................

3.1.2.3.3. 

‘Opening  pressure’:  .................. kPa (2)  or  characteristic  diagram (1) (2): ..............................

3.1.2.4. 

Governor

3.1.2.4.1.  Make(s):  .....................................................................................................................................

3.1.2.4.2. 

Type(s):  ......................................................................................................................................

3.1.2.4.3. 

Speed  at  which  cut-off  starts  under  full  load:  .................................................................. rpm

3.1.2.4.4.  Maximum  no-load  speed:  .................................................................................................. rpm

3.1.2.4.5. 

Idling  speed:  ....................................................................................................................... rpm

3.1.3. 

C o l d   s t a r t   s y s t e m

3.1.3.1. 

Make(s):  .....................................................................................................................................

3.1.3.2. 

Type(s):  ......................................................................................................................................

3.1.3.3. 

Description:  ................................................................................................................................

3.1.3.4. 

Auxiliary  starting  aid:  ................................................................................................................

3.1.3.4.1.  Make:  .........................................................................................................................................

3.1.3.4.2. 

Type:  ..........................................................................................................................................

3.2. 

3.2.1. 

3.2.2. 

Gas-fuelled engines (3)

Fuel:  Natural  gas/LPG (1)

Pressure  regulator(s)  or  vaporiser/pressure  regulator(s) (1)

3.2.2.1. 

Make(s):  .....................................................................................................................................

3.2.2.2. 

Type(s):  ......................................................................................................................................

3.2.2.3. 

Number  of  pressure  reduction  stages:  ......................................................................................

3.2.2.4. 

Pressure  in  final  stage:  min.  ................................. kPa, max.

................................... kPa

3.2.2.5. 

Number  of  main  adjustment  points:  .........................................................................................

3.2.2.6. 

Number  of  idle  adjustment  points:  ...........................................................................................

3.2.2.7. 

Certification  number  according  to  Directive  . . . /. . . /EC:  .......................................................

3.2.3. 

Fuelling  system:  mixing  unit / gas injection / liquid  injection / direct  injection (1)

3.2.3.1. 

Mixture  strenght  regulation:  .....................................................................................................

3.2.3.2. 

System  description  and/or  diagram  and  drawings:  ...................................................................

3.2.3.3. 

Certification  number  according  to  Directive  . . . /. . . /EC:  .......................................................

3.2.4. 

Mixing  unit

3.2.4.1. 

Number:  .....................................................................................................................................

3.2.4.2. 

Make(s):  .....................................................................................................................................

3.2.4.3. 

Type(s):  ......................................................................................................................................

3.2.4.4. 

Location:  ....................................................................................................................................

3.2.4.5. 

Adjustment  possibilities:  ............................................................................................................

(1)  Strike  out  what  does  not  apply.
(2)  Specify  the  tolerance.
(3)  In  the  case  of  systems  laid-out  in  a  different  manner,  supply  equivalent  information  (for  paragraph  3.2).

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3.2.4.6. 

Certification  number  according  to  Directive  . . . /. . . /EC:  .......................................................

3.2.5. 

Inlet  manifold  injection

3.2.5.1. 

Injection:  single  point / multipoint (1)

3.2.5.2. 

Injection:  continous / simultaneously  timed / sequentially  timed (1)

3.2.5.3. 

Injection  equipment

3.2.5.3.1.  Make(s):  .....................................................................................................................................

3.2.5.3.2. 

Type(s):  ......................................................................................................................................

3.2.5.3.3. 

Adjustment  possibilities:  ............................................................................................................

3.2.5.3.4. 

Certification  number  according  to  Directive  . . . /. . . /EC:  .......................................................

3.2.5.4. 

Supply  pump  (if  applicable):

3.2.5.4.1.  Make(s):  .....................................................................................................................................

3.2.5.4.2. 

Type(s):  ......................................................................................................................................

3.2.5.4.3. 

Certification  number  according  to  Directive  . . . /. . . /EC:  .......................................................

3.2.5.5. 

Injector(s)

3.2.5.5.1.  Make(s):  .....................................................................................................................................

3.2.5.5.2. 

Type(s):  ......................................................................................................................................

3.2.5.5.3. 

Certification  number  according  to  Directive  . . . /. . . /EC:  .......................................................

3.2.6. 

Direct  injection

3.2.6.1. 

Injection  pump / pressure  regulator (1)

3.2.6.1.1.  Make(s):  .....................................................................................................................................

3.2.6.1.2. 

Type(s):  ......................................................................................................................................

3.2.6.1.3. 

Injection  timing:  .........................................................................................................................

3.2.6.1.4. 

Certification  number  according  to  Directive  . . . /. . . /EC:  .......................................................

3.2.6.2. 

Injector(s)

3.2.6.2.1.  Make(s):  .....................................................................................................................................

3.2.6.2.2. 

Type(s):  ......................................................................................................................................

3.2.6.2.3. 

Opening  pressure  or  characteristic  diagram (2):  ........................................................................

3.2.6.2.4. 

Certification  number  according  to  Directive  . . . /. . . /EC:  .......................................................

3.2.7. 

Electronic  control  unit  (ECU)

3.2.7.1. 

Make(s):  .....................................................................................................................................

3.2.7.2. 

Type(s):  ......................................................................................................................................

3.2.7.3. 

Adjustment  possibilities:  ............................................................................................................

3.2.8. 

N G   f u e l - s p e c i f i c   e q u i p m e n t

3.2.8.1. 

Variant  1
(only  in  the  case  of  approvals  of  engines  for  several  specific  fuel  compositions)

3.2.8.1.1. 

Fuel  composition:

methane  (CH4):

basis: ..........% mole

min. ..........% mole

max. ..........% mole

ethane  (C2H6):

basis: ..........% mole

min. ..........% mole

max. ..........% mole

propane  (C3H8):

basis: ..........% mole

min. ..........% mole

max. ..........% mole

(1)  Strike  out  what  does  not  apply.
(2)  Specify  the  tolerance.

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butane  (C4H10):

basis: ..........% mole

min. ..........% mole

max. ..........% mole

C5/C5+:

basis: ..........% mole

min. ..........% mole

max. ..........% mole

oxygen  (O2):

basis: ..........% mole

min. ..........% mole

max. ..........% mole

inert  (N2,  He,  etc.):

basis: ..........% mole

min. ..........% mole

max. ..........% mole

3.2.8.1.2. 

Injector(s)

3.2.8.1.2.1.  Make(s):  .....................................................................................................................................

3.2.8.1.2.2.  Type(s):  ......................................................................................................................................

3.2.8.1.3. 

Others  (if  applicable)

3.2.8.2. 

Variant  2  (only  in  the  case  of  approvals  for  several  specific  fuel  compositions)

4. 

4.1. 

4.2. 

5. 

5.1. 

5.2. 

Valve timing

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

Reference  and/or  setting  ranges (1):  ...........................................................................................

Ignition  system  (spark  ignition  engines  only)

Ignition  system  type:  common  coil  and  plugs / individual  coil  and  plugs / other  (specify) (1)

Ignition  control  unit

5.2.1. 

Make(s):  .....................................................................................................................................

5.2.2. 

Type(s):  ......................................................................................................................................

5.3. 

5.4. 

Ignition  advance  curve / advance  map (1) (2):  ............................................................................

Ignition  timing (2):  ........................................................................................................ degrees

before  TDC  at  a

speed  of  ....................................

rpm  and  a  MAP  of

................................................. kPa

5.5. 

Spark plugs

5.5.1. 

Make(s):  .....................................................................................................................................

5.5.2. 

Type(s):  ......................................................................................................................................

5.5.3. 

Gap  setting:  ........................................................................................................................ mm

5.6. 

Ignition  coil(s)

5.6.1. 

Make(s):  .....................................................................................................................................

5.6.2. 

Type(s):  ......................................................................................................................................

6. 

Engine-driven  equipment

The engine shall be submitted for testing with the auxiliaries needed for operating the engine
(e.g.  fan.  water  pump  etc.),  as  specified  in  and  under  the  operating  conditions  of  Directive
80/1269/EEC (3),  as  last  amended  by  Directive  89/491/EEC (4),  Annex  I,  Section  5.1.1.

(1)  Strike  out  what  does  not  apply.
(2)  Specify  the  tolerance.
(3)  OJ  L  375,  31.12.1980,  p.  46.
(4)  OJ  L  238,  15.8.1989,  p.  43.

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6.1. 

Auxiliaries  to  be  fitted  for  the  test

If  it  is  impossible  or  inappropriate  to  install  the  auxiliaries  on  the  test  bench,  the  power
absorbed  by  them  shall  be  determined  and  subtracted  from  the  measured  engine  power  over
the  whole  operating  area  of  the  test  cycle(s).

6.2. 

Auxiliaries  to  be  removed  for  the  test

Auxiliaries needed only for the operation of the vehicle (e.g. air compressor, air-conditioning
system  etc.)  shall  be  removed  for  the  test.  Where  the  auxiliaries  cannot  be  removed,  the
power  absorbed  by  them  may  be  determined  and  added  to  the  measured  engine  power  over
the  whole  operating  area  of  the  test  cycle(s).

7. 

Additional  information  on  test  conditions

7.1. 

Lubricant  used

7.1.1. 

Make:  .........................................................................................................................................

7.1.2. 

Type:  ..........................................................................................................................................

(State  percentage  of  oil  in  mixture  if  lubricant  and  fuel  are  mixed):  ......................................

7.2. 

Engine-driven  equipment  (if  applicable)

The  power  absorbed  by  the  auxiliaries  needs  only  be  determined,

—  if  auxiliaries  needed  for  operating  the  engine,  are  not  fitted  to  the  engine  and/or

—  if  auxiliaries  not  needed  for  operating  the  engine,  are  fitted  to  the  engine.

7.2.1. 

Enumeration  and  identifying  details:  ........................................................................................

7.2.2. 

Power  absorbed  at  various  indicated  engine  speeds:

Power  absorbed  (kW)  at  various  engine  speeds

Idle

Low  speed High  speed Speed  A (1) Speed  B (1) Speed  C (1)

Ref.
speed (2)

Equipment

P(a)
Auxiliaries
needed  for
operating  the
engine  (to  be
subtracted  from
measured engine
power)
see  Section  6.1

P(b)
Auxiliaries not
needed  for
operating  the
engine  (to  be
added  to
measured engine
power)
see  Section  6.2

(1)  ESC  test.
(2)  ETC  test  only.

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8. 

8.1. 

Engine  performance

Engine  speeds (1)

Low  speed  (nlo):  ................................................................................................................. rpm

High  speed  (nhi):  ................................................................................................................ rpm

for  ESC  and  ELR  cycles

Idle:  .................................................................................................................................... rpm

Speed  A:  ............................................................................................................................. rpm

Speed  B:  ............................................................................................................................. rpm

Speed  C:  ............................................................................................................................. rpm

for  ETC  cycle

Reference  speed:  ................................................................................................................. rpm

8.2. 

Engine  power  (measured  in  accordance  with  the  provisions  of  Directive  80/1269/EEC (2),  as
last  amended  by  Directive  89/491/EEC (3)]  in  kW

Engine  speed

Idle

Speed  A (1)

Speed  B (1)

Speed  C (1)

Ref.  speed (2)

P(m)
Power  measured  on
test  bed

P(a)
Power  absorbed  by
auxiliaries  to  be
fitted  for  test
(Section  6.1)
—  if  fitted
—  if  not  fitted

P(b)
Power  absorbed  by
auxiliaries  to  be
removed  for  test
(Section  6.2)
—  if  fitted
—  if  not  fitted

P(n)

Net  engine  power
=  P(m)  −  P(a)  +
P(b)

(1)  ESC  test.
(2)  ETC  test  only.

0

0

0

0

0

0

0

0

0

0

8.3. 

Dynamometer  settings  (kW)

The dynamometer settings for the ESC and ELR tests and for the reference cycle of the ETC
test shall be based upon the net engine power P(n) of Section 8.2. It is recommended to install
the engine on the test bed in the net condition. In this case, P(m) and P(n) are identical. If it is
impossible  or  inappropriate  to  operate  the  engine  under  net  conditions,  the  dynamometer
settings  shall  be  corrected  to  net  conditions  using  above  formula.

(1)  Specify  the  tolerance;  to  be  within  6 3 %  of  the  values  declared  by  the  manufacturer.
(2)  OJ  L  375,  31.12.1980,  p.  46.
(3)  OJ  L  238,  15.8.1989,  p.  43.

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8.3.1. 

E S C   a n d   E L R   t e s t s

The  dynamometer  settings  shall  be  calculated  according  to  the  formula  in  Annex  III.
Appendix  1.  Section  1.2.

Per  cent  load

Engine  speed

Idle

Speed  A

Speed  B

Speed  C

10

25

50

75

100

—

—

—

—

8.3.2. 

E T C   t e s t

If  the  engine  is  not  tested  under  net  conditions,  the  correction  formula  for  converting  the
measured power or measured cycle work, as determined according to Annex III. Appendix 2,
Section 2, to net power or net cycle work shall be submitted by the engine manufacturer for
the  whole  operating  area  of  the  cycle,  and  approved  by  the  Technical  Service.

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Appendix  2

ESSENTIAL  CHARACTERISTICS  OF  THE  ENGINE  FAMILY

1. 

1.1. 

1.2. 

1.3. 

1.4. 

1.5. 

1.6. 

1.7. 

1.8. 

1.9. 

COMMON  PARAMETERS

Combustion  cycle:  .....................................................................................................................

Cooling  medium:  .......................................................................................................................

Number  of  cylinders (1):  ............................................................................................................

Individual  cylinder  displacement:  ..............................................................................................

Method  of  air  aspiration:  ..........................................................................................................

Combustion  chamber  type/design:  ............................................................................................

Valve  and  porting  —  configuration,  size  and  number:  ............................................................

Fuel  system:  ...............................................................................................................................

Ignition  system  (gas  engines):  ....................................................................................................

1.10. 

Miscellaneous  features:

—  charge  cooling  system (1):  ....................................................................................................

—  exhaust  gas  recirculation (1):  ................................................................................................

—  water injection/emulsion (1):  ................................................................................................

—  air injection (1):  ....................................................................................................................

1.11. 

Exhaust  after-treatment (1):  .......................................................................................................

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

2. 

2.1. 

Engine  family  listing

Name  of  diesel  engine  family:  ...................................................................................................

2.1.1. 

Specification  of  engines  within  this  family:

Parent  engine

Engine  type

No.  of  cylinders

Rated  speed  (rpm)

Fuel  delivery  per  stroke  (mm³)

Rated  net  power  (kW)

Maximum  torque  speed  (rpm)

Fuel  delivery  per  stroke  (mm³)

Maximum  torque  (Nm)

Low  idle  speed  (rpm)

Cylinder displacement
(in  %  of  parent  engine)

(1)  If  not  applicable,  mark  n.a.

100

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2.2. 

Name  of  gas  engine  family:  ......................................................................................................

2.2.1. 

Specification  of  engines  within  this  family:

Parent  engine

Engine  type

No.  of  cylinders

Rated  speed  (rpm)

Fuel  delivery  per  stroke  (mg)

Rated  net  power  (kW)

Maximum  torque  speed  (rpm)

Fuel  delivery  per  stroke  (mm³)

Maximal  torque  (Nm)

Low  idle  speed  (rpm)

Cylinder displacement
(in  %  of  parent  engine)

Spark  timing

EGR  flow

Air  pump  yes  /  no

Air  pump  actual  flow

100

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ESSENTIAL  CHARACTERISTICS  OF  THE  ENGINE  TYPE  WITHIN  THE  FAMILY (1)

Appendix  3

1. 

1.1. 

1.2. 

1.3. 

1.4. 

Description  of  engine

Manufacturer:  ............................................................................................................................

Manufacturer’s  engine  code:  .....................................................................................................

Cycle:  four  stroke/two  stroke (2)

Number  and  arrangement  of  cylinders:  ....................................................................................

1.4.1. 

Bore:  ................................................................................................................................... mm

1.4.2. 

Stroke:  ................................................................................................................................ mm

1.4.3. 

Firing  order:  ...............................................................................................................................

1.5. 

1.6. 

1.7. 

1.8. 

1.9. 

1.10. 

1.11. 

1.12. 

1.13. 

1.14. 

1.15. 

Engine  capacity:  .................................................................................................................. cm³

Volumetric  compression  ratio (3)  ...............................................................................................

Drawings(s)  of  combustion  chamber  and  piston  crown:  .........................................................

Minimum  cross-sectional  area  of  inlet  and  outlet  ports:  .................................................. cm²

Idling  speed:  ..................................................................................................................... min−1

Maximum  net  power:  ........................................... kW  at

......................................... min −1

Maximum  permitted  engine  speed:  ................................................................................. min−1

Maximum  net  torque:  .......................................... Nm  at

......................................... min −1

Combustion  system:  compression  ignition/positive  ignition (2)  ................................................

Fuel: Diesel/LPG/NG-H/NG-L/NG-HL (2)  .................................................................................

Cooling  system

1.15.1. 

L i q u i d

1.15.1.1. 

Nature  of  liquid:  ........................................................................................................................

1.15.1.2. 

Circulating  pump(s):  yes/no (2)

1.15.1.3. 

Characteristics  or  make(s)  and  type(s)  (if  applicable):  .............................................................

1.15.1.4. 

Drive  ratio(s)  (if  applicable):  .....................................................................................................

1.15.2. 

A i r

1.15.2.1. 

Blower: yes/no (2)

1.15.2.2. 

Characteristics  or  make(s)  and  type(s)  (if  applicable):  .............................................................

1.15.2.3. 

Drive  ratio(s)  (if  applicable):  .....................................................................................................

1.16. 

Temperature  permitted  by  the  manufacturer

1.16.1. 

Liquid  cooling:  Maximum  temperature  at  outlet:  ................................................................ K

1.16.2. 

Air  cooling:  Reference  point:  ....................................................................................................

(1)  To  be  submitted  for  each  engine  of  the  family.
(2)  Strike  out  what  does  not  apply.
(3)  Specify  the  tolerance.

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Maximum  temperature  at  reference  point:  ........................................................................... K

1.16.3. 

Maximum  temperature  of  the  air  the  outlet  of  the  intake  intercooler  (if  applicable):  ....... K

1.16.4. 

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

1.16.5. 

Fuel  temperature:  min.  ......................................... K,  max.

...................................... K

for  diesel  engines  at  injection  pump  inlet,  for  NG  fuelled  gas  engines  at  pressure  regulator
final stage

1.16.6. 

Fuel  pressure:  min.  ............................................... KPa,  max.

.................................. kPa

at  pressure  regulator  final  stage,  NG  fuelled  gas  engines  only

1.16.7. 

Lubrificant  temperature:  min.  .............................. K,  max.

..................................... K

1.17. 

Pressure  charger:  yes/no (1)

1.17.1. 

Make:  .........................................................................................................................................

1.17.2. 

Type:  ..........................................................................................................................................

1.17.3. 

Description  of  the  system  (e.g.  max.  charge  pressure,  wastegate,  if  applicable):  ....................

1.17.4. 

Intercooler:  yes/no (1)

1.18. 

Intake  system

Maximum  allowable  intake  depression  at  rated  engine  speed  and  at  100 %  load  as  specified
in  and  under  the  operating  conditions  of  Dirtective  80/1269/EEC (2),  as  last  amended  by
Directive  89/491/EEC (3):
.............................................................................................................................................. kPa

1.19. 

Exhaust  system

Maximum  allowable  exhaust  back  pressure  at  rated  engine  speed  and  at  100 %  load  as
specified in and under the operating conditions of Directive 80/1269/EEC (2), as last amended
by  Directive  89/491/EEC (3):
.............................................................................................................................................. kPa

Exhaust  system  volume:  ..................................................................................................... cm³

2. 

2.1. 

2.2. 

Measures  taken  against  air  pollution

Device  for  recycling  crankcase  gases  (description  and  drawings):  ...........................................

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

2.2.1. 

Catalytic  converter  yes/no (1)

2.2.1.1. 

Number  of  catalytic  converters  and  elements:  ..........................................................................

2.2.1.2. 

Dimensions,  shape  and  volume  of  the  catalytic  converter(s):  ..................................................

2.2.1.3. 

Type  of  catalytic  action:  ............................................................................................................

2.2.1.4. 

Total  charge  of  precious  metals:  ...............................................................................................

2.2.1.5. 

Relative  concentration:  ..............................................................................................................

2.2.1.6. 

Substrate  (structure  and  material):  ............................................................................................

2.2.1.7. 

Cell  density:  ...............................................................................................................................

(1)  Strike  out  what  does  not  apply.
(2)  OJ  L  375,  31.12.1980,  p.  46.
(3)  OJ  L  238,  15.8.1989,  p.  43.

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2.2.1.8. 

Type  of  casing  for  the  catalytic  converter(s):  ...........................................................................

2.2.1.9. 

Location  of  the  catalytic  converter(s)  (place  and  reference  distance  in  the  exhaust  line):  .....

2.2.2. 

Oxygen  sensor:  yes/no (1)

2.2.2.1. 

Type:  ..........................................................................................................................................

2.2.3. 

Air  injection:  yes/no (1)

2.2.3.1. 

Type  (pulse  air,  air  pump,  etc.):  ...............................................................................................

2.2.4. 

EGR:  yes/no (1)

2.2.4.1. 

Characteristics  (flow  rate  etc.):  .................................................................................................

2.2.5. 

Particulate  trap:  yes/no (1)

2.2.5.1. 

Dimensions,  shape  and  capacity  of  the  particulate  trap:  .........................................................

2.2.5.2. 

Type  and  design  of  the  particulate  trap:  ..................................................................................

2.2.5.3. 

Location  (reference  distance  in  the  exhaust  line):  ....................................................................

2.2.5.4. 

Method  or  system  of  regeneration,  description  and/or  drawing:  .............................................

2.2.6. 

Other  systems:  yes/no (1)

2.2.6.1. 

Description  and  operation:  ........................................................................................................

3. 

3.1. 

Fuel  feed

Diesel engines

3.1.1. 

Feed  pump

Pressure (2):  ......................... kPa  or  characteristic  diagram (2):  .............................................

3.1.2. 

I n j e c t i o n   s y s t e m

3.1.2.1. 

Pump

3.1.2.1.1.  Make(s):  .....................................................................................................................................

3.1.2.1.2. 

Type(s):  ......................................................................................................................................

3.1.2.1.3. 

Delivery:  ............  mm³ (2)  per  stroke  at  engine  speed  of  ............  rpm  at  full  injection,  or
characteristic diagram (1) (2):  .....................................................................................................

Mention  the  method  used:  On  engine/on  pump  bench (1)

If  boost  control  is  supplied,  state  the  charcteristic  fuel  delivery  and  boost  pressure  versus
engine  speed.

3.1.2.1.4. 

Injection  advance  .......................................................................................................................

3.1.2.1.4.1. 

Injection  advance  curve (2):  .......................................................................................................

3.1.2.1.4.2. 

Static  injection  timing (2):  ..........................................................................................................

3.1.2.2. 

Injection  piping

3.1.2.2.1. 

Length:  ............................................................................................................................... mm

3.1.2.2.2. 

Internal  diameter:  .............................................................................................................. mm

3.1.2.3. 

Injector(s)

3.1.2.3.1.  Make(s):  .....................................................................................................................................

3.1.2.3.2. 

Type(s):  ......................................................................................................................................

3.1.2.3.3. 

‘Opening  pressure’  .............. kPa (2)  or  characteristic  diagram (1) (2)  ....................................

(1)  Strike  out  what  does  not  apply.
(2)  Specify  the  tolerance.

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3.1.2.4. 

Governor

3.1.2.4.1.  Make(s):  .....................................................................................................................................

3.1.2.4.2. 

Type(s):  ......................................................................................................................................

3.1.2.4.3. 

Speed  at  which  cut-off  starts  under  full  load:  .................................................................. rpm

3.1.2.4.4.  Maximum  no-load  speed:  .................................................................................................. rpm

3.1.2.4.5. 

Idling  speed:  ....................................................................................................................... rpm

3.1.3. 

C o l d   s t a r t   s y s t e m

3.1.3.1. 

Make(s):  .....................................................................................................................................

3.1.3.2. 

Type(s):  ......................................................................................................................................

3.1.3.3. 

Description:  ................................................................................................................................

3.1.3.4. 

Auxiliary  starting  aid:  ................................................................................................................

3.1.3.4.1.  Make:  .........................................................................................................................................

3.1.3.4.2. 

Type:  ..........................................................................................................................................

3.2. 

3.2.1. 

3.2.2. 

Gas-fuelled engines (1):  ..............................................................................................................

Fuel:  Natural  gas/LPG (2)

Pressure  regulator(s)  or  vaporiser/pressure  regulator(s) (2)

3.2.2.1. 

Make(s):  .....................................................................................................................................

3.2.2.2. 

Type(s):  ......................................................................................................................................

3.2.2.3. 

Number  of  pressure  reduction  stages:  ......................................................................................

3.2.2.4. 

Pressure  in  final  stage:  min.  ................................. kPa, max.

................................ kPa

3.2.2.5. 

Number  of  main  adjustment  points:  .........................................................................................

3.2.2.6. 

Number  of  idle  adjustment  points:  ...........................................................................................

3.2.2.7. 

Certification  number  according  to  Directive  . . . /. . . /EC:  .......................................................

3.2.3. 

Fuelling  system:  mixing  unit  /  gas  injection  /  liquid  injection  /  direct  injection (2)

3.2.3.1. 

Mixture  strength  regulation:  .....................................................................................................

3.2.3.2. 

System  description  and/or  diagram  and  drawings:  ...................................................................

3.2.3.3. 

Certification  number  according  to  Directive  . . . /. . . /EC:  .......................................................

3.2.4. 

Mixing  unit

3.2.4.1. 

Number:  .....................................................................................................................................

3.2.4.2. 

Make(s):  .....................................................................................................................................

3.2.4.3. 

Type(s):  ......................................................................................................................................

3.2.4.4. 

Location:  ....................................................................................................................................

3.2.4.5. 

Adjustment  possibilities:  ............................................................................................................

3.2.4.6. 

Certification  number  according  to  Directive  . . . /. . . /EC:  .......................................................

3.2.5. 

Inlet  manifold  injection

3.2.5.1. 

Injection:  single  point  /  multipoint (2):

3.2.5.2. 

Injection:  continuous  /  simultaneously  timed  /  sequentially  timed (2)

3.2.5.3. 

Injection  equipment

(1)  In  the  case  of  systems  laid-out  in  a  different  manner,  supply  equivalent  information  (for  paragraph  3.2).
(2)  Strike  out  what  does  not  apply.

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3.2.5.3.1.  Make(s):  .....................................................................................................................................

3.2.5.3.2. 

Type(s):  ......................................................................................................................................

3.2.5.3.3. 

Adjustment  possibilities:  ............................................................................................................

3.2.5.3.4. 

Certification  number  according  to  Directive  . . . /. . . /EC:  .......................................................

3.2.5.4. 

Supply  pump  (if  applicable)

3.2.5.4.1.  Make(s):  .....................................................................................................................................

3.2.5.4.2. 

Type(s):  ......................................................................................................................................

3.2.5.4.3. 

Certification  number  according  to  Directive  . . . /. . . /EC:

3.2.5.5. 

Injector(s)

3.2.5.5.1.  Make(s):  .....................................................................................................................................

3.2.5.5.2. 

Type(s):  ......................................................................................................................................

3.2.5.5.3. 

Certification  number  according  to  Directive  . . . /. . . /EC:  .......................................................

3.2.6. 

Direct  injection

3.2.6.1. 

Injection  pump  /  pressure  regulator (1)

3.2.6.1.1.  Make(s):  .....................................................................................................................................

3.2.6.1.2. 

Type(s):  ......................................................................................................................................

3.2.6.1.3. 

Injection  timing:  .........................................................................................................................

3.2.6.1.4. 

Certification  number  according  to  Directive  . . . /. . . /EC:  .......................................................

3.2.6.2. 

Injector(s)

3.2.6.2.1.  Make(s):  .....................................................................................................................................

3.2.6.2.2. 

Type(s):  ......................................................................................................................................

3.2.6.2.3. 

Opening  pressure  or  characteristic  diagram (2):  ........................................................................

3.2.6.2.4. 

Certification  number  according  to  Directive  . . . /. . . /EC:  .......................................................

3.2.7. 

Electronic  control  unit  (ECU)

3.2.7.1. 

Make(s):  .....................................................................................................................................

3.2.7.2. 

Type(s):  ......................................................................................................................................

3.2.7.3. 

Adjustment  possibilities:  ............................................................................................................

3.2.8. 

NG  fuel-specific  equipment

3.2.8.1. 

Variant  1

(only  in  the  case  of  approvals  of  engines  for  several  specific  fuel  compositions)

3.2.8.1.1. 

Fuel  composition:

methane  (CH4): 

basis: ........ %  mole

min. ........ %  mole

max. ........ %  mole

ethane  (C2H6): 

basis: ........ %  mole

min. ........ %  mole

max. ........ %  mole

propane  (C3H8): 

basis: ........ %  mole

min. ........ %  mole

max. ........ %  mole

butane  (C4H10): 

basis: ........ %  mole

min. ........ %  mole

max. ........ %  mole

C5/C5+: 

basis: ........ %  mole

min. ........ %  mole

max. ........ %  mole

oxygen  (O2): 

basis: ........ %  mole

min. ........ %  mole

max. ........ %  mole

inert  (N2,  He  etc.): 

basis: ........ %  mole

min. ........ %  mole

max. ........ %  mole

(1)  Strike  out  what  does  not  apply.
(2)  Specify  the  tolerance.

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3.2.8.1.2. 

Injector(s)

3.2.8.1.2.1.  Make(s):  .....................................................................................................................................

3.2.8.1.2.2.  Type(s):  ......................................................................................................................................

3.2.8.1.3. 

Others  (if  applicablel)

3.2.8.2. 

Variant  2  (only  in  the  case  of  approvals  for  several  specific  fuel  compositions)

4. 

4.1. 

4.2. 

5. 

5.1. 

5.2. 

5.2.1. 

5.2.2. 

5.3. 

5.4. 

5.5. 

5.5.1. 

5.5.2. 

5.5.3. 

5.6. 

5.6.1. 

5.6.2. 

Valve timing

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

Reference  and/or  setting  ranges (1):  ...........................................................................................

Ignition  system  (spark  ignition  engines  only)

Ignition system type: common  coil  and  plugs  /  individual  coil  on  plugs  /  coil  on  plug  /  other
(specify) (1)

Ignition  control  unit

Make(s):  .....................................................................................................................................

Type(s):  ......................................................................................................................................

Ignition  advance  curve  /  advance  map (1) (2)  ............................................................................

Ignition  timing (2):  .....................................................................................................................
degrees  before  TDC  at  a  speed  of  ....................  rpm  and  a  MAP  of  .............................. kPA

Spark plugs

Make(s):  .....................................................................................................................................

Type(s):  ......................................................................................................................................

Gap  setting:  ........................................................................................................................ mm

Ignition  coil(s)

Make(s):  .....................................................................................................................................

Type(s):  ......................................................................................................................................

(1)  Strike  out  what  does  not  apply.
(2)  Specify  the  tolerance.

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Appendix  4

CHARACTERISTICS  OF  THE  ENGINE-RELATED  VEHICLE  PARTS

1. 

2. 

3. 

4. 

Intake  system  depression  at  rated  engine  speed  and  at  100 %  load:
.............................................................................................................................................. kPa

Exhaust  system  back  pressure  at  rated  engine  speed  and  at  100 %  load:
.............................................................................................................................................. kPa

Volume  of  exhaust  system:  ................................................................................................ cm³

Power  absorbed  by  the  auxiliaries  needed  for  operating  the  engine  as  specified  in  and  under
the  operation  conditions  of  Directive  80/1269/EEC (1),  as  last  amended  by  Directive
89/491/EEC (2),  Annex  I,  Section  5.1.1.

Power  absorbed  (kW)  at  various  engine  speeds

Idle

Low
speed

High
speed

Speed
A (1)

Speed
B (1)

Speed
C (1)

Ref.
speed (2)

Equipment

P(a)

needed 

for
Auxiliaries 
operating the engine (to be
subtracted  from  measured
engine  power)

see  Section  5.1

(1)  ESC  test.
(2)  ETC  test  only.

(1)  OJ  L  375,  31.12.1980,  p.  46.
(2)  OJ  L  238,  15.8.1989,  p.  43.

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ANNEX  III

TEST  PROCEDURE

1. 

INTRODUCTION

1.1. 

This  annex  describes  the  methods  of  determining  emissions  of  gaseous  components,
particulates and smoke from the engines to be tested. Three test cycles are described that shall
be  applied  according  to  the  provisions  of  Annex  I,  Section  6.2:

—  the  ESC  which  consists  of  a  steady  state  13-mode  cycle,

—  the ELR which consists of transient load steps at different speeds, which are integral parts

of  one  test  procedure,  and  are  run  concurrently;

—  the  ETC  which  consists  of  a  second-by-second  sequence  of  transient  modes.

1.2. 

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

1.3. 

Measurement  principle

The emissions to be measured from the exhaust of the engine include the gaseous components
(carbon  monoxide,  total  hydrocarbons  for  diesel  engines  on  the  ESC  test  only;  non-methane
hydrocarbons for diesel and gas engines on the ETC test only; methane for gas engines on the
ETC test only and oxides of nitrogen), the particulates (diesel engines only) and smoke (diesel
engines  on  the  ELR  test  only).  Additionally,  carbon  dioxide  is  often  used  as  a  tracer  gas  for
determining  the  dilution  ratio  of  partial  and  full  flow  dilution  systems.  Good  engineering
practice recommends the general measurement of carbon dioxide as an excellent tool for the
detection  of  measurement  problems  during  the  test  run.

1.3.1. 

ESC  test

During  a  prescribed  sequence  of  warmed-up  engine  operating  conditions  the  amounts  of  the
above  exhaust  emissions  shall  be  examined  continuously  by  taking  a  sample  from  the  raw
exhaust gas. The test cycle consists of a number of speed and power modes which cover the
typical operating range of diesel engines. During each mode the concentration of each gaseous
pollutant,  exhaust  flow  and  power  output  shall  be  determined,  and  the  measured  values
weighted.  The  particulate  sample  shall  be  diluted  with  conditioned  ambient  air.  One  sample
over the complete test procedure shall be taken, and collected on suitable filters. The grams of
each  pollutant  emitted  per  kilowatt  hour  shall  be  calculated  as  described  in  Appendix  1  to
this  annex.  Additionally,  NOx  shall  be  measured  at  three  test  points  within  the  control  area
selected  by  the  Technical  Service (1)  and  the  measured  values  compared  to  the  values
calculated  from  those  modes  of  the  test  cycle  enveloping  the  selected  test  points.  The  NOx
control check ensures the effectiveness of the emission control of the engine within the typical
engine  operating  range.

1.3.2. 

ELR  test

During a prescribed load response test, the smoke of a warmed-up engine shall be determined
by  means  of  an  opacimeter.  The  test  consists  of  loading  the  engine  at  constant  speed  from
10 % to 100 % load at three different engine speeds. Additionally, a fourth load step selected
by the Technical Service (1) shall be run, and the value compared to the values of the previous
load steps. The smoke peak shall be determined using an averaging algorithm, as described in
Appendix  1  to  this  annex.

(1)  The  test  points  shall  be  selected  using  approved  statistical  methods  of  randomisation.

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1.3.3. 

ETC  test

During a prescribed transient cycle of warmed-up engine operating conditions, which is based
closely  on  road-type-specific  driving  patterns  of  heavy-duty  engines  installed  in  trucks  and
busses,  the  above  pollutants  shall  be  examined  after  diluting  the  total  exhaust  gas  with
conditioned  ambient  air.  Using  the  engine  torque  and  speed  feedback  signals  of  the  engine
dynamometer, the power shall be integrated with respect to time of the cycle resulting in the
work  produced  by  the  engine  over  the  cycle.  The  concentration  of  NOx  and  HC  shall  be
determined  over  the  cycle  by  integration  of  the  analyser  signal.  The  concentration  of  CO,
CO2  and NMHC may be determined by integration of the analyser signal or by bag sampling.
For  particulates,  a  proportional  sample  shall  be  collected  on  suitable  filters.  The  diluted
exhaust gas flow rate shall be determined over the cycle to calculate the mass emission values
of  the  pollutants.  The  mass  emission  values  shall  be  related  to  the  engine  work  to  get  the
grams  of  each  pollutant  emitted  per  kilowatt  hour,  as  described  in  Appendix  2  to  this
annex.

2. 

TEST  CONDITIONS

2.1. 

Engine  test  conditions

2.1.1. 

The absolute temperature (Ta) of the engine air at the inlet to the engine expressed in Kelvin,
and the dry atmospheric pressure (ps) expressed in kPa shall be measured and the parameter F
shall  be  determined  according  to  the  following  provisions:

(a)  for  diesel  engines:

Naturally  aspirated  and  mechanically  supercharged  engines:

F =(99

298)0,7
ps) *( Ta

Turbocharged  engines  with  or  without  cooling  of  the  intake  air:

ps)0,7
F =(99

298)1,5
*( Ta

b)  for  gas  engines:

ps)1,2
F =(99

298)0,6
*( Ta

2.1.2. 

Test validity

For  a  test  to  be  recognised  as  valid,  the  parameter  F  shall  be  such  that:
0,96  #  F  #  1,06

2.2. 

Engines  with  charge  air  cooling

The  charge  air  temperature  shall  be  recorded  and  shall  be,  at  the  speed  of  the  declared
maximum  power  and  full  load,  within  6  5  K  of  the  maximum  charge  air  temperature
specified  in  Annex  II,  Appendix  1,  Section  1.16.3.  The  temperature  of  the  cooling  medium
shall  be  at  least  293  K  (20°C).

If a test shop system or external blower is used, the charge air temperature shall be within 6
5  K  of  the  maximum  charge  air  temperature  specified  in  Annex  II,  Appendix  1,  Section
1.16.3 at the speed of the declared maximum power and full load. The setting of the charge
air  cooler  for  meeting  the  above  conditions  shall  be  used  for  the  whole  test  cycle.

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2.3. 

Engine  air  intake  system

An engine air intake system shall be used presenting an air intake restriction within 6 300 Pa
of  the  upper  limit  of  the  engine  operating  at  the  speed  at  the  declared  maximum  power  and
full  load.

2.4. 

Engine  exhaust  system

An exhaust system shall be used presenting an exhaust back pressure within 6 650 Pa of the
upper  limit  of  the  engine  operating  at  the  speed  of  declared  maximum  power  and  full  load
and a volume within 6 40 % of that specified by the manufacturer. A test shop system may
be  used,  provided  it  represents  actual  engine  operating  conditions.  The  exhaust  system  shall
conform  to  the  requirements  for  exhaust  gas  sampling,  as  set  out  in  Annex  III,  Appendix  4,
Section  3.4  and  in  Annex  V,  Section  2.2.1,  EP  and  Section  2.3.1,  EP.

If the engine is equipped with an exhaust after-treatment device, the exhaust pipe must have
the same diameter as found in-use for at least four pipe diameters upstream to the inlet of the
beginning  of  the  expansion  section  containing  the  after-treatment  device.  The  distance  from
the exhaust manifold flange or turbocharger outlet to the exhaust after-treatment device shall
be  the  same  as  in  the  vehicle  configuration  or  within  the  distance  specifications  of  the
manufacturer. The exhaust backpressure or restriction shall follow the same criteria as above,
and  may  be  set  with  a  valve.  The  after-treatment  container  may  be  removed  during  dummy
tests  and  during  engine  mapping,  and  replaced  with  an  equivalent  container  having  an
inactive  catalyst  support.

2.5. 

Cooling  system

An engine cooling system with sufficient capacity to maintain the engine at normal operating
temperatures  prescribed  by  the  manufacturer  shall  be  used.

2.6. 

Lubricating oil

specifications of the lubricating oil used for the test shall be recorded and presented with the
results  of  the  test,  as  specified  in  Annex  II,  Appendix  1,  Section  7.1.

2.7. 

Fuel

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

The  fuel  temperature  and  measuring  point  shall  be  specified  by  the  manufacturer  within  the
limits given in Annex II, Appendix 1, Section 1.16.5. The fuel temperature shall not be lower
than 306 K (33°C). If not specified, it shall be 311 K 6 5 K (38°C 6 5°C) at the inlet to the
fuel  supply.

2.8. 

Testing  of  exhaust  after-treatment  systems

If  the  engine  is  equipped  with  an  exhaust  after-treatment  system,  the  emissions  measured  on
the test cycle(s) shall be representative of the emissions in the field. If this cannot be achieved
with  one  single  test  cycle  (for  example,  for  particulate  filters  with  periodic  regeneration),
several test cycles shall be conducted and the test results averaged and/or weighted. The exact
procedure  shall  be  agreed  by  the  engine  manufacturer  and  the  Technical  Service  based  upon
good  engineering  judgment.

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Appendix  1

ESC  AND  ELR  TEST  CYCLES

1. 

ENGINE  AND  DYNAMOMETER  SETTINGS

1.1. 

Determination  of  engine  speeds  A,  B  and  C

The  engine  speeds  A,  B  and  C  shall  be  declared  by  the  manufacturer  in  accordance  with  the
following provisions:

The  high  speed  nhi  shall  be  determined  by  calculating  70 %  of  the  declared  maximum  net
power  P(n),  as  determined  in  Annex  II,  Appendix  1,  Section  8.2.  The  highest  engine  speed
where  this  power  value  occurs  on  the  power  curve  is  defined  as  nhi.

The  low  speed  nlo  shall  be  determined  by  calculating  50 %  of  the  declared  maximum  net
power  P(n),  as  determined  in  Annex  II,  Appendix  1,  Section  8.2..  The  lowest  engine  speed
where  this  power  value  occurs  on  the  power  curve  is  defined  as  nlo.

The  engine  speeds  A,  B  and  C  shall  be  calculated  as  follows:

Speed  A  =  nlo  +  25 %  (nhi  -  nlo)

Speed  B  =  nlo  +  50 %  (nhi  -  nlo)

Speed  C  =  nlo  +  75 %  (nhi  -  nlo)

The  engine  speeds  A,  B  and  C  may  be  verified  by  either  of  the  following  methods:

(a)  Additional  test  points  shall  be  measured  during  engine  power  approval  according  to
Directive  80/1269/EEC  for  an  accurate  determination  of  nhi  and  nlo.  The  maximum
power, nhi  and nlo  shall be determined from the power curve, and engine speeds A, B and
C  shall  be  calculated  according  to  the  above  provisions.

(b) The  engine  shall  be  mapped  along  the  full  load  curve,  from  maximum  no  load  speed  to
idle speed, using at least 5 measurement points per 1 000 rpm intervals and measurement
points within = 50 rpm of the speed at declared maximum power. The maximum power,
nhi  and  nlo  shall  be  determined  from  this  mapping  curve,  and  engine  speeds  A,  B  and  C
shall  be  calculated  according  to  the  above  provisions.

If the measured engine speeds A, B and C are within 6 3 % of the engine speeds as declared
by  the  manufacturer,  the  declared  engine  speeds  shall  be  used  for  the  emissions  test.  If  the
tolerance  is  exceeded  for  any  of  the  engine  speeds,  the  measured  engine  speeds  shall  be  used
for  the  emissions  test.

1.2. 

Determination  of  dynamometer  settings

The torque curve at full load shall be determined by experimentation to calculate the torque
values for the specified test modes under net conditions, as specified in Annex II, Appendix 1,
Section  8.2.  The  power  absorbed  by  engine-driven  equipment,  if  applicable,  shall  be  taken
into  account.  The  dynamometer  setting  for  each  test  mode  shall  be  calculated  using  the
formula:

L

100

L

100

s = P(n) *

s = P(n) *

where:

if  tested  under  net  conditions

+ (P(a)  –  P(b)) if  not  tested  under  net  conditions

s 

=  dynamometer  setting,  kW

P(n)  =  net  engine  power  as  indicated  in  Annex  II,  Appendix  1,  Section  8.2.  kW

L 

=  per  cent  load  as  indicated  in  Section  2.7.1.  %

P(a)  =  power  absorbed  by  auxiliaries  to  be  fitted  as  indicated  in  Annex  II,  Appendix  1,

Section  6.1

P(b)  =  power absorbed by auxiliaries to be removed as indicated in Annex II, Appendix 1,

Section  6.2

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2. 

ESC  TEST  RUN

At  the  manufacturer’s  request,  a  dummy  test  may  be  run  for  conditioning  of  the  engine  and
exhaust  system  before  the  measurement  cycle.

2.1. 

Preparation  of  the  sampling  filters

At  least  one  hour  before  the  test,  each  filter  (pair)  shall  be  placed  in  a  closed,  but  unsealed
petri  dish  and  placed  in  a  weighing  chamber  for  stabilisation.  At  the  end  of  the  stabilisation
period,  each  filter  (pair)  shall  be  weighed  and  the  tare  weight  shall  be  recorded.  The  filter
(pair) shall then be stored in a closed petri dish or sealed filter holder until needed for testing.
If the filter (pair) is not used within eight hours of its removal from the weighing chamber, it
must  be  conditioned  and  reweighed  before  use.

2.2. 

Installation  of  the  measuring  equipment

The instrumentation and sample probes shall be installed as required. When using a full flow
dilution  system  for  exhaust  gas  dilution,  the  tailpipe  shall  be  connected  to  the  system.

2.3. 

Starting  the  dilution  system  and  the  engine

The dilution system and the engine shall be started and warned up until all temperatures and
pressures  have  stabilised  at  maximum  power  according  to  the  recommendation  of  the
manufacturer  and  good  engineering  practice.

2.4. 

Starting  the  particulate  sampling  system

The  particulate  sampling  system  shall  be  started  and  running  on  by-pass.  The  particulate
background  level  of  the  dilution  air  may  be  determined  by  passing  dilution  air  through  the
particulate  filters.  It  filtered  dilution  air  is  used,  one  measurement  may  be  done  prior  to  or
after the test. If the dilution air is not filtered, measurements at the beginning and at the end
of  the  cycle,  may  be  done,  and  the  values  averaged.

2.5. 

Adjustment  of  the  dilution  ratio

The  dilution  air  shall  be  set  such  that  the  temperature  of  the  diluted  exhaust  gas  measured
immediately  prior  to  the  primary  filter  shall  not  exceed  325  K  (52°C)  at  any  mode.  The
dilution  ratio  (q)  shall  not  be  less  than  4.

For  systems  that  use  CO2  or  NOx  concentration  measurement  for  dilution  ratio  control,  the
CO2  or NOx  content of the dilution air must be measured at the beginning and at the end of
each test. The pre- and post test background CO2  or NOx  concentration measurements of the
dilution  air  must  be  within  100  ppm  or  5  ppm  of  each  other,  respectively.

2.6. 

Checking  the  analysers

The  emission  analysers  shall  be  set  at  zero  and  spanned.

2.7. 

Test  cycle

2.7.1. 

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

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Mode  number

Engine  speed

Percent  load

Weighting  factor

Mode  length

1

2

3

4

5

6

7

8

9

10

11

12

13

idle

A

B

B

A

A

A

B

B

C

C

C

C

—

100

50

75

50

75

25

100

25

100

25

75

50

0,15

0,08

0,10

0,10

0,05

0,05

0,05

0,09

0,10

0,08

0,05

0,05

0,05

4  minutes

2  minutes

2  minutes

2  minutes

2  minutes

2  minutes

2  minutes

2  minutes

2  minutes

2  minutes

2  minutes

2  minutes

2  minutes

2.7.2. 

Test  sequence

The  test  sequence  shall  be  started.  The  test  shall  be  performed  in  the  order  of  the  mode
numbers  as  set  out  in  Section  2.7.1.

The  engine  must  be  operated  for  the  prescribed  time  in  each  mode,  completing  engine  speed
and  load  changes  in  the  first  20  seconds.  The  specified  speed  shall  be  held  to  within  6  50
rpm  and  the  specified  torque  shall  be  held  to  within  6  2 %  of  the  maximum  torque  at  the
test  speed.

At the manufacturer’s request, the test sequence may be repeated a sufficient number of times
for  sampling  more  particulate  mass  on  the  filter.  The  manufacturer  shall  supply  a  detailed
description  of  the  data  evaluation  and  calculation  procedures.  The  gaseous  emissions  shall
only  be  determined  on  the  first  cycle.

2.7.3. 

Analyser  response

The  output  of  the  analysers  shall  be  recorded  on  a  strip  chart  recorder  or  measured  with  an
equivalent  data  acquisition  system  with  the  exhaust  gas  flowing  through  the  analysers
throughout  the  test  cycle.

2.7.4. 

Particulate sampling

One pair of filters (primary and back-up filters, see Annex III, Appendix 4) shall be used for
the complete test procedure. The modal weighting factors specified in the test cycle procedure
shall be taken into account by taking a sample proportional to the exhaust mass flow during
each  individual  mode  of  the  cycle.  This  can  be  achieved  by  adjusting  sample  flow  rate,
sampling  time,  and/or  dilution  ratio,  accordingly,  so  that  the  criterion  for  the  effective
weighting  factors  in  Section  5.6  is  met.

The  sampling time per mode must be at least 4 seconds per 0,01 weighting factor. Sampling
must  be  conducted  as  late  as  possible  within  each  mode.  Particulate  sampling  shall  be
completed  no  earlier  than  5  seconds  before  the  end  of  each  mode.

2.7.5. 

Engine  conditions

The  engine  speed  and  load,  intake  air  temperature  and  depression,  exhaust  temperature  and
backpressure, fuel flow and air or exhaust flow, charge air temperature, fuel temperature and
humidity  shall  be  recorded  during  each  mode,  with  the  speed  and  load  requirements  (see
Section  2.7.2)  being  met  during  the  time  of  particulate  sampling,  but  in  any  case  during  the
last  minute  of  each  mode.

Any  additional  data  required  for  calculation  shall  be  recorded  (see  Sections  4  and  5).

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2.7.6. 

NOx  check  within  the  control  area

The  NOx  check  within  the  control  area  shall  be  performed  immediately  upon  completion  of
mode  13.

The engine shall be conditioned at mode 13 for a period of three minutes before the start of
the measurements. Three measurements shall be made at different locations within the control
area,  selected  by  the  Technical  Service (1).  The  time  for  each  measurement  shall  be  2
minutes.

The measurement procedure is identical to the NOx  measurement on the 13-mode cycle, and
shall  be  carried  out  in  accordance  with  Sections  2.7.3,  2.7.5,  and  4.1  of  this  Appendix,  and
Annex  III,  Appendix  4,  Section  3.

The  calculation  shall  be  carried  out  in  accordance  with  Section  4.

2.7.7. 

Rechecking  the  analysers

After the emission test a zero gas and the same span gas shall be used for rechecking. The test
will be considered acceptable if the difference between the pre-test and post-test results is less
than  2 %  of  the  span  gas  value.

3. 

ELR  TEST  RUN

3.1. 

Installation  of  the  measuring  equipment

The  opacimeter  and  sample  probes,  if  applicable,  shall  be  installed  after  the  muffler  or  any
after-treatment  device,  if  fitted,  according  to  the  general  installation  procedures  specified  by
the instrument manufacturer. Additionally, the requirements of Section 10 of ISO IDS 11614
shall  be  observed,  where  appropriate.

Prior  to  any  zero  and  full  scale  checks,  the  opacimeter  shall  be  warmed  up  and  stabilised
according  the  instrument  manufacturer’s  recommendations.  If  the  opacimeter  is  equipped
with  a  purge  air  system  to  prevent  sooting  of  the  meter  optics,  this  system  shall  also  be
activated  and  adjusted  according  to  the  manufacturer’s  recommendations.

3.2. 

Checking  of  the  opacimeter

The  zero  and  full  scale  checks  shall  be  made  in  the  opacity  readout  mode,  since  the  opacity
scale  offers  two  truly  definable  calibration  points,  namely  0 %  opacity  and  100 %  opacity.
The light absorption coefficient is then correctly calculated based upon the measured opacity
and the LA, as submitted by the opacimeter manufacturer, when the instrument is returned to
the  k  readout  mode  for  testing.

With  no  blockage  of  the  opacimeter  light  beam,  the  readout  shall  be  adjusted  to  0,0 %  6
1,0 % opacity. With the light being prevented form reaching the receiver, the readout shall be
adjusted  to  100,0 %  6  1,0 %  opacity.

3.3. 

Test  cycle

3.3.1. 

Conditioning  of  the  engine

Warming  up  of  the  engine  and  the  system  shall  be  at  maximum  power  in  order  to  stabilise
the  engine  parameters  according  to  the  recommendation  of  the  manufacturer.  The
preconditioning  phase  should  also  protect  the  actual  measurement  against  the  influence  of
deposits  in  the  exhaust  system  from  a  former  test.

When  the  engine  is  stabilised,  the  cycle  shall  be  started  within  20  6  2 s  after  the
preconditioning phase. At the manufacturers request, a dummy test may be run for additional
conditioning  before  the  measurement  cycle.

(1)  The  test  points  shall  be  selected  using  approved  statistical  methods  of  randomisation.

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3.3.2. 

Test  sequence

The test consists of a sequence of three load steps at each of the three engine speeds A (cycle
1), B (cycle 2) and C (cycle 3) determined in accordance with Annex III, Section 1.1, followed
by  cycle  4  at  a  speed  within  the  control  area  and  a  load  between  10 %  and  100 %,  selected
by  the  Technical  Service (1).  The  following  sequence  shall  be  followed  in  dynamometer
operation  on  the  test  engine,  as  shown  in  Figure  3.

Figure  3

Sequence  of  ELR  test

Cycle 1

Cycle 2

Cycle 3

Cycle 4

Selected point

Speed

C

B

A
100 %

Load

10 %

(a)  The  engine  shall  be  operated  at  engine  speed  A  and  10  per  cent  load  for  20  6  2  s.  The
specified speed shall be held to within 6 20 rpm and the specified torque shall be held to
within  6  2 %  of  the  maximum  torque  at  the  test  speed.

(b) At the end of the previous segment, the speed control lever shall be moved rapidly to, and
held  in,  the  wide  open  position  for  10  6  1  s.  The  necessary  dynamometer  load  shall  be
applied  to  keep  the  engine  speed  within  150  rpm  during  the  first  3  s,  and  within  6  20
rpm  during  the  rest  of  the  segment.

(c)  The  sequence  described  in  (a)  and  (b)  shall  be  repeated  two  times.

(d) Upon  completion  of  the  third  load  step,  the  engine  shall  be  adjusted  to  engine  speed  B

and  10  per  cent  load  within  20  6  2  s.

(e)  The  sequence  (a)  to  (c)  shall  be  run  with  the  engine  operating  at  engine  speed  B.

(f)  Upon  completion  of  the  third  load  step,  the  engine  shall  be  adjusted  to  engine  speed  C

and  10  per  cent  load  within  20  6  2  s.

(g)  The  sequence  (a)  to  (c)  shall  be  run  with  the  engine  operating  at  engine  speed  C.

(h) Upon completion of the third load step, the engine shall be adjusted to the selected engine

speed  and  any  load  above  10 %  within  20  6  2  s.

(i)  The  sequence  (a)  to  (c)  shall  be  run  with  the  engine  operating  at  the  selected  engine

speed.

3.4. 

Cycle validation

The relative standard deviations of the means smoke values at each test speed (SVA, SVB, SVC,
as calculated in accordance with Section 6.3.3 of this appendix from the three successive load
steps  at  each  test  speed)  shall  be  lower  than  15 %  of  the  mean  value,  or  10 %  of  the  limit
value  shown  in  Table  1  of  Annex  I,  whichever  is  greater.  If  the  difference  is  greater,  the
sequence  shall  be  repeated  until  3  successive  load  steps  meet  the  validation  criteria.

(1)  The  test  points  shall  be  selected  using  approved  statistical  methods  of  randomisation.

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3.5. 

Rechecking  of  the  opacimeter

The  post-test  opacimeter  zero  drift  value  shall  not  exceed  6  5,0 %  of  the  limit  value  shown
in  Table  1  of  Annex  I.

4. 

CALCULATION  OF  THE  GASEOUS  EMISSIONS

4.1. 

Data evaluation

For the evaluation of the gaseous emissions, the chart reading of the last 30 seconds of each
mode  shall  be  averaged,  and  the  average  concentrations  (conc)  of  HC,  CO  and  NOx  during
each  mode  shall  be  determined  from  the  average  chart  readings  and  the  corresponding
calibration  data.  A  different  type  of  recording  can  be  used  if  it  ensures  an  equivalent  data
acquisition.

For  the  NOx  check  within  the  control  area,  the  above  requirements  apply  for  NOx  only.

The exhaust gas flow GEXHW  or the diluted exhaust gas flow GTOTW, if used optionally, shall
be  determined  in  accordance  with  Annex  III,  Appendix  4,  Section  2.3.

4.2. 

Dry/wet/correction

The  measured  concentration  shall  be  converted  to  a  wet  basis  according  to  the  following
formulae,  if  not  already  measured  on  a  wet  basis.

conc(wet)  =  Kw  *  conc(dry)

For  the  raw  exhaust  gas:

KW,r =(1 − FFH  * 

GFUEL

GAIRD) − KW2

and,

FFH =

1,969

(1 +

GFUEL

GAIRW)

For  the  diluted  exhaust  gas:

KW,e,1 =(1 −

HTCRAT  *  CO2%(wet)
200

) − KW1

or,

KW,e,2 =(

(1  −  KW1)

1 +

HTCRAT  *  CO2%(dry)
200

)

For  the  dilution  air

KW,d  =  1  −  KW1

KW1  = 

1,608  *  Hd
1 000  +  (1,608  *  Hd)

Hd  = 

6,220  *  Rd  *  pd
pB  −  pd  *  Rd  *  10−2

where,

For  the  intake  air
(if  different  from  the  dilution  air)

KW,a  =  1  −  KW2

KW2  = 

1,608  *  Ha
1 000  +  (1,608  *  Ha)

Ha  = 

6,220  *  Ra  *  pa
pB  −  pa  *  Ra  *  10−2

Ha,  Hd  =  g  water  per  kg  dry  air
Rd,  Ra  =  relative  humidity  of  the  dilution/intake  air,  %
pd,  pa  =  saturation  vapour  pressure  of  the  dilution/intake  air,  kPa,
pB 

=  total  barometric  pressure,  kPa

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4.3. 

NOx  correction  for  humidity  and  Temperature

As  the  NOx  emission  depends  on  ambient  air  conditions,  the  NOx  concentration  shall  be
corrected  for  ambient  air  temperature  and  humidity  with  the  factors  given  in  the  following
formulae.

KH,D  = 

1
1  +  A  *  (Ha  −  10,71)  +  B  *  (Ta  −  298)

with:

=  −0,209  GFUEL/GAIRD  +  0,00954

A  =  0,309  GFUEL/GAIRD  −  0,0266
B 
Ta  =  temperature  of  the  air,  K
Ha  =  humidity  of  the  intake  air,  g  water  per  kg  dry  air

in  which.

Ha  = 

6,220  *  Ra  *  pa
(pB  −  pa)  *  Ra  *  10−2

Ra  =  relative  humidity  of  the  intake  air,  %
pa  =  saturation  vapour  pressure  of  the  intake  air,  kPa
pB  =  total  barometric  pressure,  kPa

4.4. 

Calculation  of  the  emission  mass  flow  rates

The emission mass flow rates (g/h) for each mode shall be calculated as follows, assuming the
exhaust  gas  density  to  be  1,293  kg/m³  at  273  K  (0°C)  and  101,3  kPa:

(1) NOx  mass  =  0,001587  *  NOx  conc  *  KH,D  *  GEXHW

(2) COmass  =  0,000966  *  COconc  *  GEXHW

(3) HCmass  =  0,000479  *  HCconc  *  GEXHW

where  NOx  conc,  COconc,  HCconc (1)  are  the  average  concentrations  (ppm)  in  the  raw  exhaust
gas,  as  determined  in  Section  4.1.

If,  optionally,  the  gaseous  emissions  are  determined  with  a  full  flow  dilution  system,  the
following  formulae  shall  be  applied:

(1) NOx  mass  =  0,001587  *  NOx  conc  *  KH,D  *  GTOTW

(2) COmass  =  0,000966  *  COconc  *  GTOTW

(3) HCmass  =  0,000479  *  HCconc  *  GTOTW

where NOx conc, COconc, HCconc (1) are the average background corrected concentrations (ppm)
of  each  mode  in  the  diluted  exhaust  gas,  as  determined  in  Annex  III,  Appendix  2,  Section
4.3.1.1.

4.5. 

Calculation  of  the  specific  emissions

The  emissions  (g/kWh)  shall  be  calculated  for  all  individual  components  in  the  following
way:

NOx = 

Σ  NOx,  mass  *  WFi
Σ  P(n)i  *  WFi

CO = 

Σ  COmass  *  WFi
Σ  P(n)i  *  WFi

HC = 

Σ  HCmass  *  WFi
Σ  P(n)i  *  WFi

The  weighting  factors  (WF)  used  in  the  above  calculation  are  according  to  Section  2.7.1.

(1)  Based  on  C1  equivalent.

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4.6. 

Calculation  of  the  area  control  values

For  the  three  control  points  selected  according  in  Section  2.7.6.  the  NOx  emission  shall  be
measured  and  calculated  according  to  Section  4.6.1  and  also  determined  by  interpolation
from  the  modes  of  the  test  cycle  closest  to  the  respective  control  point  according  to  Section
4.6.2. The measured values are then compared to the interpolated values according to Section
4.6.3.

4.6.1. 

Calculation  of  the  specific  emission

The  NOx  emission  for  each  of  the  control  points  (Z)  shall  be  calculated  as  follows:

NOx  mass,Z  =  0,001587  *  NOx  conc,Z  *  KH,D  *  GEXHW

NOx,Z  =  NOx  mass,Z/P(n)Z

4.6.2. 

Determination  of  the  emission  value  from  the  test  cycle

The  NOx  emission  for  each  of  the  control  points  shall  be  interpolated  from  the  four  closest
modes  of  the  test  cycle  that  envelop  the  selected  control  point  Z  as  shown  in  Figure  4.  For
these  modes  (R.  S.  T.  U),  the  following  definitions  apply:

Speed(R)
Speed(S)
Per  cent  load(R)
Per  cent  load(T)

=  Speed(T)  =  nRT
=  Speed(U)  =  nSU
=  Per  cent  load(S)
=  Per  cent  load(U).

The  NOx  emission  of  the  selected  control  point  Z  shall  be  calculated  as  follows:

EZ  =  ERS  +  (ETU  −  ERS)  ·  (MZ  −  MRS) / (MTU  −  MRS)

and:

where.

ETU  =  ET  +  (EU  −  ET)  ·  (nZ  −  nRT) / (nSU  −  nRT)

ERS  =  ER  +  (ES  −  ER)  ·  (nZ  −  nRT) / (nSU  −  nRT)

MTU =  MT  +  (MU  −  MT)  ·  (nZ  −  nRT) / (nSU  −  nRT)

MRS  =  MR  +  (MS  −  MR)  ·  (nZ  −  nRT) / (nSU  −  nRT)

ER, ES, ET, EU  = specific NOx  emission of the enveloping modes calculated in accordance with
Section  4.6.1.
MR,  MS,  MT,  MU  =  engine  torque  of  the  enveloping  modes

Figure  4

Interpolation  of  NOx  control  point

Torque

Speed

Z

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4.6.3. 

Comparison  of  NOx  emission  values

The  measured  specific  NOx  emission  of  the  control  point  Z  (NOx,Z)  is  compared  to  the
interpolated  value  (EZ)  as  follows:

NOx,diff  =  100  *  (NOx,z  −  Ez)  /  Ez

5. 

CALCULATION  OF  THE  PARTICULATE  EMISSION

5.1. 

Data evaluation

For  the  evaluation  of  the  particulates,  the  total  sample  masses  (MSAM,i)  through  the  filters
shall  be  recorded  for  each  mode.

The  filters  shall  be  returned  to  the  weighing  chamber  and  conditioned  for  at  least  one  hour,
but  not  more  than  80  hours,  and  then  weighed.  The  gross  weight  of  the  filters  shall  be
recorded  and  the  tare  weight  (see  Section  2.1  of  this  Appendix)  subtracted.  The  particulate
mass  Mf  is  the  sum  of  the  particulate  masses  collected  on  the  primary  and  back-up  filters.

If background correction is to be applied, the dilution air mass (MDIL) through the filters and
the  particulate  mass  (Md)  shall  be  recorded.  If  more  than  one  measurement  was  made,  the
quotient  Md/MDIL  must  be  calculated  for  each  single  measurement  and  the  values  averaged.

5.2. 

Partial  flow  dilution  system

The  final  reported  test  results  of  the  particulate  emission  shall  be  determined  through  the
following steps. Since various types of dilution rate control may be used, different calculation
methods  for  GEDFW  apply.  All  calculations  shall  be  based  upon  the  average  values  of  the
individual  modes  during  the  sampling  period.

5.2.1. 

Isokinetic  systems

GEDFW,i  =  GEXHW,i  *  qi

qi  = 

GDILW,i  +  (GEXHW,i  *  r)
(GEXHW,i  *  r)

where  r  corresponds  to  the  ratio  of  the  cross  sectional  areas  of  the  isokinetic  probe  and  the
exhaust  pipe:

5.2.2. 

Systems  with  measurement  of  CO2  or  NOx  concentration

r  = 

Ap
AT

GEDFW,i  =  GEXHW,i  *  qi

qi  = 

concE,i  −  concA,i
concD,i  −  concA,i

where.

concE  =  wet  concentration  of  the  tracer  gas  in  the  raw  exhaust
concD  =  wet  concentration  of  the  tracer  gas  in  the  diluted  exhaust
concA  =  wet  concentration  of  the  tracer  gas  in  the  dilution  air

Concentrations  measured  on  a  dry  basis  shall  be  converted  to  a  wet  basis  according  to
Section  4.2  of  this  appendix.

5.2.3. 

Systems  with  CO2  measurement  and  carbon  balance  method (1)

GEDFW,i  = 

206,5  *  GFUEL,i
CO2D,i − CO2A,i

where,

CO2D = CO2  concentration  of  the  diluted  exhaust

CO2A = CO2  concentration  of  the  dilution  air

(concentracions  in  Vol  %  on  wet  basis)

(1)  The  value  is  only  valid  for  the  reference  fuel  specified  in  Annex  IV.

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This  equation  is  based  upon  the  carbon  balance  assumption  (carbon  atoms  supplied  to  the
engine  are  emitted  as  CO2)  and  determined  through  the  following  steps:

and,

GEDFW,i  =  GEXHW,i  *  qi

qi  = 

206,5  *  GFUEL,i
GEXHW,i  *  (CO2D,i − CO2A,i)

5.2.4. 

Systems  with  flow  measurement

GEDFW,i  =  GEXHW,i  *  qi

qi  = 

GTOTW,i
(GTOTW,i  −  GDILW,i)

5.3. 

Full  flow  dilution  system

The reported test results of the particulate emission shall be determined through the following
steps.  All  calculation  shall  be  based  upon  the  average  values  of  the  individual  modes  during
the  sampling  period.

GEDFW,i  =  GTOTW,i

5.4. 

Calculation  of  the  particulate  mass  flow  rate

The  particulate  mass  flow  rate  shall  be  calculated  as  follows:

PTmass  = 

Mf
MSAM

*

GEDFW
1000

where

GEDFW =  Σi  =  n

i  =  1

GEDFW,i  *  WFi

MSAM  =  Σi  =  n

i  =  1

MSAM,i

i  =  1, . . .  n

determined  over  the  test  cycle  by  summation  of  the  average  values  of  the  individual  modes
during  the  sampling  period.

The  particulate  mass  flow  rate  may  be  background  corrected  as  follows:

PTmass =[ Mf

MSAM

−( Md

MDIL

*( Σi  =  n

i  =  1(1 −

1

DFi) * WFi))] *

GEDFW
1000

If  more  than  one  measurement  is  made.  (Md/MDIL)  shall  be  replaced  with  (Md/MDIL).

DFi  =  13,4/(concCO2  +  (concCO  +  concHC)*10−4))  for  the  individual  modes

or,

DFi  =  13,4/concCO2  for  the  individual  modes.

5.5. 

Calculation  of  the  specific  emission

The  particulate  emission  shall  be  calculated  in  the  following  way:

PT = 

PTmass
Σ  P(n)i  *  WFi

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5.6. 

Effective  weighting  factor

The  effective  weighting  factor  WFE,i  for  each  mode  shall  be  calculated  in  the  following
way:

WFE,i  = 

MSAM,i  *  GEDFW
MSAM  *  GEDFW,i

The  value  of  the  effective  weighting  factors  shall  be  within  6  0,003  (6  0,005  for  the  idle
mode)  of  the  weighting  factors  listed  in  Section  2.7.1.

6. 

6.1. 

CALCULATION  OF  THE  SMOKE  VALUES

Bessel algorithm

The  Bessel  algorithm  shall  be  used  to  compute  the  l  s  average  values  from  the  instantaneous
smoke  readings,  converted  in  accordance  with  Section  6.3.1.  The  algorithm  emulates  a  low
pass  second  order  filter,  and  its  use  requires  iterative  calculations  to  determine  the
coefficients.  These  coefficients  are  a  function  of  the  response  time  of  the  opacimeter  system
and  the  sampling  rate.  Therefore,  Section  6.1.1  must  be  repeated  whenever  the  system
response  time  and/or  sampling  rate  changes.

6.1.1. 

Calculation  of  filter  response  time  and  Bessel  constants

The  required  Bessel  response  time  (tF)  is  a  function  of  the  physical  and  electrical  response
times of the opacimeter system, as specified in Annex III, Appendix 4, Section 5.2.4, and shall
be  calculated  by  the  following  equation:

tF = ˛1  − (t2

e)
p  +  t2

where,

tp  =  physical  response  time,  s

te  =  electrical  response  time,  s

The calculations for estimating the filter cut-off frequency (fc) are based on a step input 0 to
1  in  ,  0,01  s  (see  Annex  VII).  The  response  time  as  defined  as  the  time  between  when  the
Bessel  output  reaches  10 %  (t10)  and  when  it  reaches  90 %  (t90)  of  this  step  function.  This
must  be  obtained  by  iterating  on  fc  until  t90−t10<tF.  The  first  iteration  for  fc  is  given  by  the
following formula:
fc  =  (cid:240) / (10  *  tF)

The  Bessel  constants  E  and  K  shall  be  calculated  by  the  following  equations:

E =

1
1  +  Ω  * ˛3  *  D  +  D  *  Ω2

K  =  2  *  E  *  (D  *  Ω2  −  1)  −  1

where:

D  =  0,618034
∆t  =  1 / sampling  rate
Ω  =  1 / [tan((cid:240)  *  ∆t  *  fc)].

6.1.2. 

Caculation  of  the  Bessel  algorithm

Using  the  values  of  E  and  K,  the  1  s  Bessel  averaged  response  to  a  step  input  Si  shall  be
calculated  as  follows:

Yi  =  Yi−1  +  E  *  (Si  +  2  *  Si−1  +  Si−2  −  4  *  Yi−2)  +  K  *  (Yi−1  −  Yi−2)

where

Si−2  =  Si−1  =  0

Si  =  1

Yi−2  =  Yi−1  =  0

The times t10  and  t90  shall be interpolated. The difference in time between t90  and  t10  defines
the  response  time  tF  for  that  value  of  fc.  If  this  response  time  is  not  close  enough  to  the
required  response  time,  iteration  shall  be  cotinued  until  the  actual  response  time  is  within
1 %  of  the  required  response  as  follows:

x(t90  −  t10)  −  tFx #  0,01  *  tF

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6.2. 

Data evaluation

The  smoke  measurement  values  shall  be  sampled  with  a  minimum  rate  of  20  Hz.

6.3. 

Determination  of  smoke

6.3.1. 

Data conversion

Since  the  basic  measurement  unit  of  all  opacimeters  is  transmittance,  the  smoke  values  shall
be  converted  from  transmittance  ((cid:244))  to  the  light  absorption  coefficient  (k)  as  follows:

k = −

1
LA

* ln (1  −

N

100)

N  =  100  −  (cid:244)

and

where,

k  = 

light  absorption  coefficient,  m−1

LA  =  effective  optical  path  lenght,  as  submitted  by  instrument  manufacturer,  m

N  =  opacity,  %

(cid:244)  = 

transmittance,  %

The  conversion  shall  be  applied,  before  any  further  data  processing  is  made.

6.3.2. 

Calculation  of  Bessel  averaged  smoke

The  proper  cut-off  frequency  fc  is  the  one  that  produces  the  required  filter  response  time  tF.
Once  this  frequency  has  been  determined  through  the  iterative  process  of  section  6.1.1.  the
proper Bessel algorithm constants E and K shall be calculated. The Bessel algorithm shall then
be  applied  to  the  instantaneous  smoke  trace  (k-value),  as  described  in  Section  6.1.2:

Yi  =  Yi−1  +  E  *  (Si  +  2  *  Si−1  +  Si−2  −  4  *  Yi−2)  +  K  *  (Yi−1  −  Yi−2)

The Bessel algorithm is recursive in nature. Thus, it needs some initial input values of Si−1  and
Si−2  and initial output values Yi−1  and Yi−2  to get the algorithm started. These my be assumed
to  be  0.

For  each  load  step  of  the  three  speeds  A,  B  and  C,  the  maximum  1 s  value  Ymax  shall  be
selected  from  the  individual  Yi  values  of  each  smoke  trace.

6.3.3. 

Final  result

The  mean  smoke  values  (SV)  from  each  cycle  (test  speed)  shall  be  calculated  as  follows:

For  test  speed  A:

For  test  speed  B:

For  test  speed  C:

where,

SVA  =  (Ymax1,A  +  Ymax2,A  +  Ymax3,A) / 3

SVB  =  (Ymax1,B  +  Ymax2,B  +  Ymax3,B) / 3

SVC  =  (Ymax1,C  +  Ymax2,C  +  Ymax3,C) / 3

Ymax1,  Ymax2,  Ymax3  =  highest  1 s  Bessel  averaged  smoke  value  at  each  of  the  three  load

steps

The  final  value  shall  be  calculated  as  follows:

SV  =  (0,43  *  SVA)  +  (0,56  *  SVB)  +  (0,01  *  SVC)

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Appendix  2

ETC  TEST  CYCLE

1. 

ENGINE  MAPPING  PROCEDURE

1.1. 

Determination  of  the  mapping  speed  range

For generating the ETC on the test cell, the engine needs to be mapped prior to the test cycle
for determining the speed vs. torque curve. The minimum and maximum mapping speeds are
defined  as  follows:

Minimum  mapping  speed  =  idle  speed

Maximum  mapping  speed  =  nhi  *  1,02  or  speed  where  full  load  torque  drops  off  to  zero,
whichever  is  lower

1.2. 

Performing  the  engine  power  map

The  engine  shall  be  warmed  up  at  maximum  power  in  order  to  stabilise  the  engine
parameters  according  to  the  recommendation  of  the  manufacturer  and  good  engineering
practice.  When  the  engine  is  stabilised,  the  engine  map  shall  be  performed  as  follows:

(a)  The  engine  shall  be  unloaded  and  operated  at  idle  speed.

(b) The  engine  shall  be  operated  at  full  load  setting  of  the  injection  pump  at  minimum

mapping  speed.

(c)  The engine speed shall be increased at an average rate of 8 6 1 min–1/s from minimum to
maximum  mapping  speed.  Engine  speed  and  torque  points  shall  be  recorded  at  a  sample
rate  of  a  least  one  point  per  second.

1.3. 

Mapping  curve  generation

All  data  points  recorded  under  Section  1.2  shall  be  connected  using  linear  interpolation
between points. The resulting torque curve is the mapping curve and shall be used to convert
the normalised torque values of the engine cycle into actual torque values for the test cycle, as
described  in  Section  2.

1.4. 

Alternate  mapping

If  a  manufacturer  believes  that  the  above  mapping  techniques  are  unsafe  or  unrepresentative
for  any  given  engine,  alternate  mapping  techniques  may  be  used.  These  alternate  techniques
must  satisfy  the  intent  of  the  specified  mapping  procedures  to  determine  the  maximum
available  torque  at  all  engine  speeds  achieved  during  the  test  cycles.  Deviations  from  the
mapping  techniques  specified  in  this  section  for  reasons  of  safety  or  representativeness  shall
be  approved  by  the  Technical  Service  along  with  the  justification  for  their  use.  In  no  case,
however,  shall  descending  continual  sweeps  of  engine  speed  be  used  for  governed  or
turbocharged  engines.

1.5. 

Replicate  tests

An engine need not be mapped before each and every test cycle. An engine shall be remapped
prior  to  a  test  cycle  if:

—  an  unreasonable  amount  of  time  has  transpired  since  the  last  map,  as  determined  by

engineering judgment,

or,

—  physical  changes  or  recalibrations  have  been  made  to  the  engine  which  may  potentially

affect  engine  performance.

2. 

GENERATION  OF  THE  REFERENCE  TEST  CYCLE

The  transient  test  cycle  is  described  in  Appendix  3  to  this  annex.  The  normalised  values  for
torque  and  speed  shall  be  changed  to  the  actual  values,  as  follows,  resulting  in  the  reference
cycle.

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2.1. 

Actual  speed

The  speed  shall  be  unnormalised  using  the  following  equation:

Actual  speed =

%  speed  (reference  speed  −  idle  speed)
100

+  idle  speed

The  reference  speed  (nref)  corresponds  to  the  100 %  speed  values  specified  in  the  engine
dynamometer  schedule  of  Appendix  3.  It  is  defined  as  follows  (see  Figure  1  of  Annex  I):

nref  =  nlo  +  95 %  *  (nhi  –  nlo)

where nhi  and nlo  are either specified according to Annex I. Section 2 or determined according
to  Annex  III,  Appendix  1,  Section  1.1

2.2. 

Actual  torque

The  torque  is  normalised  to  the  maximum  torque  at  the  respective  speed.  The  torque  values
of  the  reference  cycle  shall  be  unnormalised,  using  the  mapping  curve  determined  according
to  Section  1.3,  as  follows:

Actual  torque =

%torque  *  max.  torque
100

for  the  respective  actual  speed  as  determined  in  Section  2.1.

The  negative  torque  values  of  the  motoring  points  (‘m’)  shall  take  on,  for  purposes  of
reference  cycle  generation,  unnormalised  values  determined  in  either  of  the  following  ways:

—  negative  40 %  of  the  positive  torque  available  at  the  associated  speed  point;

—  mapping of the negative torque required to motor the engine from minimum to maximum

mapping  speed;

—  determination  of  the  negative  torque  required  to  motor  the  engine  at  idle  and  reference

speeds  and  linear  interpolation  between  these  two  points.

2.3. 

Example  of  the  unnormalisation  procedure

As  an  example,  the  following  test  point  shall  be  unnormalised:

%  speed  =  43

%  torque  =  82

Given  the  following  values:
reference  speed  =  2 200  min−1
=  600  min−1

idle  speed 

results  in,

actual  speed =

43  *  (2 200 – 600)
100

+  600  =  1 288  min−1

actual  torque =

82  *  700
100

=  574  Nm

where  the  maximum  torque  observed  from  the  mapping  curve  at  1 288  min−1  is  700  Nm.

3. 

EMISSIONS  TEST  RUN

At  the  manufacturer’s  request,  a  dummy  test  may  be  run  for  conditioning  of  the  engine  and
exhaust  system  before  the  measurement  cycle.

NG and LPG fuelled engines shall be run-in using the ETC test. The engine shall be run over
a minimum of two ETC cycles and until the CO emission measured over one ETC cycle does
not  exceed  by  more  than,  10 %  the  CO  emission  measured  over  the  previous  ETC  cycle.

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3.1. 

Preparation  of  the  sampling  filters  (diesel  engines  only)

At  least  one  hour  before  the  test,  each  filter  (pair)  shall  be  placed  in  a  closed,  but  unsealed
petri  dish  and  placed  in  a  weighing  chamber  for  stabilisation.  At  the  end  of  the  stabilisation
period,  each  filter  (pair)  shall  be  weighed  and  the  tare  weight  shall  be  recorded.  The  filter
(pair) shall then be stored in a closed petri dish or sealed filter holder until needed for testing.
If the filter (pair) is not used within eight hours of its removal from the weighing chamber, it
must  be  conditioned  and  reweighed  before  use.

3.2. 

Installation  of  the  measuring  equipment

The  instrumentation  and  sample  probes  shall  be  installed  as  required.  The  tailpipe  shall  be
connected  to  the  full  flow  dilution  system.

3.3. 

Starting  the  dilution  system  and  the  engine

The dilution system and the engine shall be started and warmed up until all temperatures and
pressures  have  stabilised  at  maximum  power  according  to  the  recommendation  of  the
manufacturer  and  good  engineering  practice.

3.4. 

Starting  the  particulate  sampling  system  (diesel  engines  only)

The  particulate  sampling  system  shall  be  started  and  running  on  by-pass.  The  particulate
background  level  of  the  dilution  air  may  be  determined  by  passing  dilution  air  through  the
particulate  filters.  If  filtered  dilution  air  is  used,  one  measurement  may  be  done  prior  to  or
after the test. If the dilution air is not filtered, measurements at the beginning and at the end
of  the  cycle,  may  be  done,  and  the  values  averaged.

3.5. 

Adjustment  of  the  full  flow  dilution  system

The total diluted exhaust gas flow be set to eliminate water condensation in the system, and
to  obtain  a  maximum  filter  face  temperature  of  325  K  (52° C)  or  less  (see  Annex  V,  Section
2.3.1,  DT).

3.6. 

Checking  the  analysers

The emission analysers shall be set at zero and spanned. If sample bags are used, they shall be
evacuated.

3.7. 

Engine  starting  procedure

The  stabilised  engine  shall  be  started  according  to  the  manufacturer’s  recommended  starting
procedure  in  the  owner’s  manual,  using  either  a  production  starter  motor  or  the
dynamometer.  Optionally,  the  test  may  start  directly  from  the  engine  preconditioning  phase
without  shutting  the  engine  off,  when  the  engine  has  reached  the  idle  speed.

3.8. 

Test  cycle

3.8.1. 

Test  sequence

The  test  sequence  shall  be  started,  if  the  engine  has  reached  idle  speed.  The  test  shall  be
performed  according  to  the  reference  cycle  as  set  out  in  Section  2  of  this  appendix.  Engine
speed  and  torque  command  set  points  shall  be  issued  at  5  Hz  (10  Hz  recommended)  or
greater. Feedback engine speed and torque shall be recorded at least once every second during
the  test  cycle,  and  the  signals  may  be  electronically  filtered.

3.8.2. 

Analyser  response

At  the  start  of  the  engine  or  test  sequence,  if  the  cycle  is  started  directly  from  the
preconditioning,  the  measuring  equipment  shall  be  started,  simultaneously:

—  start  collecting  or  analysing  diltution  air;

—  start  collecting  or  analysing  diluted  exhaust  gas;

—  start  measuring  the  amount  of  diluted  exhaust  gas  (CVS)  and  the  required  temperatures

and  pressures;

—  start  recording  the  feedback  data  of  speed  and  torque  of  the  dynamometer.

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HC and NOx  shall be measured continuously in the dilution tunnel with a frequency of 2 Hz.
The  average  concentrations  shall  be  determined  by  integrating  the  analyser  signals  over  the
test  cycle.  The  system  response  time  shall  be  no  greater  than  20  s,  and  shall  be  coordinated
with  CVS  flow  fluctuations  and  sampling  time/test  cycle  offsets,  if  necessary.  CO,  CO2,
NMHC and CH4  shall be determined by integration or by analysing the concentrations in the
sample  bag,  collected  over  the  cycle.  The  concentrations  of  the  gaseous  pollutants  in  the
dilution  air  shall  be  determined  by  integration  or  by  collecting  into  the  background  bag.  All
other  values  shall  be  recorded  with  a  minimum  of  one  measurement  per  second  (1  Hz).

3.8.3. 

Particulate  sampling  (diesel  engines  only)

At  the  start  of  the  engine  or  test  sequence,  if  the  cycle  is  started  directly  from  the
preconditioning, the particulate sampling system shall be switched from by-pass to collecting
particulates.

If now flow compensation is used, the sample pump(s) shall be adjusted so that the flow rate
through the particulate sample probe or transfer tube is maintained at a value within 6 5 %
of the set flow rate. If flow compensation (i. e., proportional control of sample flow) is used,
it  must  be  demonstrated  that  the  ratio  of  main  tunnel  flow  to  particulate  sample  flow  does
not  change  by  more  than  6  5 %  of  its  set  value  (except  for  the  first  10  seconds  of
sampling).

Note:  For  double  dilution  operation,  sample  flow  is  the  net  difference  between  the  flow

rate  through  the  sample  filters  and  the  secondary  dilution  air  flow  rate.

The  average  temperature  and  pressure  at  the  gas  meter(s)  or  flow  instrumentation  inlet  shall
be recorded. If the set flow rate cannot be maintained over the complete cycle (within 6 5 %)
because  of  high  particulate  loading  on  the  filter,  the  test  shall  be  voided.  The  test  shall  be
rerun  using  a  lower  flow  rate  and/or  a  larger  diameter  filter.

3.8.4. 

Engine stalling

If  the  engine  stalls  anywhere  during  the  test  cycle,  the  engine  shall  be  preconditioned  and
restarted, and the test repeated. If a malfunction occurs in any of the required test equipment
during  the  test  cycle,  the  test  shall  be  voided.

3.8.5. 

Operations  after  test

At  the  completion  of  the  test,  the  measurement  of  the  diluted  exhaust  gas  volume,  the  gas
flow  into  the  collecting  bags  and  the  particulate  sample  pump  shall  be  stopped.  For  an
integrating  analyser  system,  sampling  shall  continue  until  system  response  times  have
elapsed.

The concentrations of the collecting bags, if used, shall be analysed as soon as possible and in
any  case  not  later  than  20  minutes  after  the  end  of  the  test  cycle.

After  the  emission  test,  a  zero  gas  and  the  same  span  gas  shall  be  used  for  re-checking  the
analysers.  The  test  will  be  considered  acceptable  if  the  difference  between  the  pre-test  and
post-test  results  is  less  than  2 %  of  the  span  gas  value.

For  diesel  engines  only,  the  particulate  filters  shall  be  returned  to  the  weighing  chamber  no
later  than  one  hour  after  completion  of  the  test  and  shall  be  conditioned  in  a  closed,  but
unsealed  petri  dish  for  at  least  one  hour,  but  not  more  than  80  hours  before  weighing.

3.9. 

Verification  of  the  test  run

3.9.1. 

Data  shift

To  minimise  the  biasing  effect  of  the  time  lag  between  the  feedback  and  reference  cycle
values,  the  entire  engine  speed  and  torque  feedback  signal  sequence  may  be  advanced  or
delayed  in  time  with  respect  to  the  reference  speed  and  torque  sequence.  If  the  feedback
signals  are  shifted,  both  speed  and  torque  must  be  shifted  the  same  amount  in  the  same
direction.

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3.9.2. 

Calculation  of  the  cycle  work

The  actual  cycle  work  Wact  (kWh)  shall  be  calculated  using  each  pair  of  engine  feedback
speed  and  torque  values  recorded.  This  shall  be  done  after  any  feedback  data  shift  has
occurred, if this option is selected. The actual cycle work Wact  is  used  for  comparison  to  the
reference  cycle  work  Wref  and  for  calculating  the  brake  specific  emissions  (see  Sections  4.4
and  5.2).  The  same  methodology  shall  be  used  for  integrating  both  reference  and  actual
engine power. If values are to be determined between adjacent reference or adjacent measured
values,  linear  interpolation  shall  be  used.

In integrating the reference and actual cycle work, all negative torque values shall be set equal
to  zero  and  included.  If  integration  is  performed  at  a  frequency  of  less  than  5  Hertz,  and  if,
during a given time segment, the torque value changes from positive to negative or negative to
positive,  the  negative  portion  shall  be  computed  and  set  equal  to  zero.  The  positive  portion
shall  be  included  in  the  integrated  value.

Wact  shall  be  between  minus  15 %  and  +  15 %  of  Wref.

3.9.3. 

Validation  statistics  of  the  test  cycle

Linear regressions of the feedback values on the reference values shall be performed for speed,
torque and power. This shall be done after any feedback data shift has occured, if this option
is  selected.  The  method  of  least  squares  shall  be  used,  with  the  best  fit  equation  having  the
form:

where:

y  =  mx  +  b

y  = 

feedback  (actual)  value  of  speed  (min−1),  torque  (Nm),  or  power  (kW),

m  =  slope  of  the  regression  line
x  =  reference  value  of  speed  (min−1),  torque  (Nm),  or  power  (kW),

b  =  y  intercept  of  the  regression  line

The standard error of estimate (SE) of y on x and the coefficient of determination (r²) shall be
calculated  for  each  regression  line.

It  is  recommended  that  this  analysis  be  performed  at  1  Hertz.  All  negative  reference  torque
values and the associated feedback values shall be deleted from the calculation of cycle torque
and power validation statistics. For a test to be considered valid, the criteria of Table 6 must
be  met.

Table  6

Regression  line  tolerances

Standard  error  of
estimate  (SE)  of  Y  on
X

Slope  of  the  regression
line,  m

Coefficient  of
determination,  r²

Y  intercept  of  the
regression  line,  b

Speed

Torque

Power

max.  100  min−1

max.  13 %  of  power
map  maximum  engine
torque

max.  8 %  of  power
map  maximum  engine
power

0,95  to  1,03

0,83  —  1,03

0,89  —  1,03

min.  0,9700

min.  0,8800

min.  0,9100

6 50  min−1

6 20  Nm  or  6  2 %
max.  torque
whichever  is  greater

6  4  kW  or  6  2 %  of
max.  power
whichever  is  greater

Point  deletions  from  the  regression  analyses  are  permitted  where  noted  in  Table  7.

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Table  7

Permitted  point  deletions  from  regression  analysis

Conditions

Points  to  be  deleted

Full  load  and  torque  feedback  ,  torque  reference

Torque  and/or  power

No  load,  not  an  idle  point,  and  torque  feedback  .  torque
reference

Torque  and/or  power

4. 

CALCULATION  OF  THE  GASEOUS  EMISSIONS

4.1. 

Determination  of  the  diluted  exhaust  gas  flow

The  total  diluted  exhaust  gas  flow  over  the  cycle  (kg/test)  shall  be  calculated  from  the
measurement  values  over  the  cycle  and  the  corresponding  calibration  data  of  the  flow
measurement  device  (V0  for  PDP  or  KV  for  CFV,  as  determined  in  Annex  III,  Appendix  5,
Section 2). The following formulae shall be applied, if the temperature of the diluted exhaust
is kept constant over the cycle by using a heat exchanger (6 6 K for a PDP-CVS, 6 11 K for
a  CFV-CVS,  see  Annex  V,  Section  2.3).

For  the  PDP-CVS  system:

MTOTW  =  1,293  *  V0  *  Np  *  (pB  –  p1)  *  273 / (101,3  *  T)

where:

=  volume  of  gas  pumped  per  revolution  under  test  conditions,  m³/rev
= 

MTOTW  =  mass  of  the  diluted  exhaust  gas  on  wet  basis  over  the  cycle,  kg
V0 
NP 
pB 
p1 
T 

=  pressure  depression  below  atmospheric  at  pump  inlet,  kPa

=  atmospheric  pressure  in  the  test  cell,  kPa

total  revolutions  of  pump  per  test

=  average  temperature  of  the  diluted  exhaust  gas  at  pump  inlet  over  the  cycle,  K

For  the  CFV-CVS  system:

MTOTW  =  1,293  *  t  *  Kv  *  pA / T0,5

where:

MTOTW  =  mas  of  the  diluted  exhaust  gas  on  wet  basis  over  the  cycle,  kg
t 

=  cycle  time,  s

Kv 
pA 
T 

=  calibration  coefficient  of  the  critical  flow  venturi  for  standard  conditions.

=  absolute  pressure  at  venturi  inlet,  kPa

=  absolute  temperature  at  venturi  inlet,  K

If  a  system  with  flow  compensation  is  used  (i.e.  without  heat  exchanger),  the  instantaneous
mass  emissions  shall  be  calculated  and  integrated  over  the  cycle.  In  this  case,  the
instantaneous  mass  of  the  diluted  exhaust  gas  shall  be  calculated  as  follows.

For  the  PDP-CVS  system:

MTOTW,i  =  1,293  *  V0  *  Np,i  *  (pB  –  p1)  *  273 / (101,3  ·  T)

where,

MTOTW,i  = 
Np,i 
= 

instantaneous  mass  of  the  diluted  exhaust  gas  on  wet  basis,  kg

total  revolutions  of  pump  per  time  interval

For  the  CFV-CVS  system:

MTOTW,i  =  1,293  *  ∆ti  *  Kv  *  pA / T0,5

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where,

MTOTW,i  = 
∆ti 

= 

instantaneous  mass  of  the  diluted  exhaust  gas  on  wet  basis,  kg

time  interval,  s

If  the  total  sample  mass  of  particulates  (MSAM)  and  gaseous  pollutants  exceeds  0,5 %  of  the
total  CVS  flow  (MTOTW),  the  CVS  flow  shall  be  correctd  for  MSAM  or  the  particulate  sample
flow  shall  be  returned  to  the  CVS  prior  to  the  flow  measuring  device  (PDP  or  CFV).

4.2. 

NOx  Correction  for  humidity

As  the  NOx  emission  depends  on  ambient  air  conditions,  the  NOx  concentration  shall  be
corrected  for  ambient  air  humidity  with  the  factors  given  in  the  following  formulae.

(a)  for  diesel  engines:

(b) for  gas  engines:

where,

KH,D  =

1
1-0,0182 * (Ha − 10,71)

KH,G  =

1
1-0,0329 * (Ha − 10,71)

Ha  =  humidity  of  the  intake  air  water  per  kg  dry  air

Ha  =

6,220 * Ra * pa
pB - pa * Ra * 10−2

in  which,

Ra  =  relative  humidity  of  the  intake  air,  %

pa  =  saturation  vapour  pressure  of  the  intake  air,  kPa

pB  = 

total  barometric  pressure,  kPa

4.3. 

Calculation  of  the  emission  mass  flow

4.3.1. 

Systems  with  constant  mass  flow

For systems with heat exchanger, the mass of the pollutants (g/test) shall be determined from
the  following  equations:

(1)  NOx  mass 

=  0,001587  *  NOx  conc  *  KH,D  *  MTOTW  (diesel  engines)

(2)  NOx  mass 

=  0,001587  *  NOx  conc  *  KH, G  *  MTOTW  (gas  engines)

(3)  COmass 

=  0,000966  *  COconc  *  MTOTW

(4)  HCmass 

=  0,000479  *  HCconc  *  MTOTW  (diesel  engines)

(5)  HCmass 

=  0,000502  *  HCconc  *  MTOTW  (LPG  fuelled  engines)

(6)  NMHCmass  =  0,000516  *  NMHCconc  *  MTOTW  (NG  fuelled  engines)

(7)  CH4 mass 

=  0,000552  *  CH4 conc  *  MTOTW  (NG  fuelled  engines)

where,

NOx conc,  COconc,  HCconc (1),  NMHCconc  =  average  background  corrected  concentrations
over  the  cycle  from  integration  (mandatory  for
NOx  and  HC)  or  bag  measurement,  ppm

MTOTW  = 

total  mass  of  diluted  exhaust  gas  over  the  cycle  as  determined  in  Section  4.1,
kg

KH,D 

KH,G 

=  humidity  correction  factor  for  diesel  engines  as  determined  in  Section  4.2

=  humidity  correction  factor  for  gas  engines  as  determined  in  Section  4.2

(1)  Based  on  C1  equivalent.

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Concentrations measured on a dry basis shall be converted to a wet basis in accordance with
Annex  III,  Appendix  1,  Section  4.2.

The  determination  of  NMHCconc  depends  on  the  method  used  (see  Annex  III,  Appendix  4,
Section 3.3.4). In both cases, the CH4  concentration shall be determined and substracted from
the  HC  concentration  as  follows:

(a)  GC  method

(b) NMC  method

NMHCconc  =  HCconc  –  CH4 conc

NMHCconc =

HC(w / oCutter) * (1  –  CEM)  –  HC(wCutter)
CEE  –  CEM

where,

=  HC  concentration  with  the  sample  gas  flowing  through  the  NMC

HC(wCutter) 
HC(w/oCutter)  =  HC  concentration  with  the  sample  gas  bypassing  the  NMC
CEM 

=  methane  efficiency  as  determined  per  Annex  III,  Appendix  5,  Section

1.8.4.1.

CEE 

=  ethane  efficiency  as  determined  per  Annex  III,  Appendix  5,  Section

1.8.4.2.

4.3.1.1. 

Determination  of  the  background  corrected  concentrations

The  average  background  concentration  of  the  gaseous  pollutants  in  the  dilution  air  shall  be
subtracted from measured concentrations to get the net concentrations of the pollutants. The
average  values  of  the  background  concentrations  can  be  determined  by  the  sample  bag
method  or  by  continuous  measurement  with  integration.  The  following  formula  shall  be
used.

where,

conc  =  conce  –  concd  *  (1  –  (1/DF))

conc 

=  concentration  of  the  respective  pollutant  in  the  diluted  exhaust  gas,  corrected  by

the  amount  of  the  respective  pollutant  contained  in  the  dilution  air,  ppm

conce 

=  concentration  of  the  respective  pollutant  measured  in  the  diluted  exhaust  gas,

ppm

concd 
DF 

=  concentration  of  the  respective  pollutant  measured  in  the  dilution  air,  ppm
=  dilution  factor

The  dilution  factor  shall  be  calculated  as  follows:

(a)  for  diesel  and  LPG-fuelled  gas  engines

DF =

FS
CO2,  conce  + (HCconce  +  COconce) *  10−4

(b) for  NG-fuelled  gas  engines

DF =

FS
CO2,  conce  + (NMHCconce  +  COconce) *  10−4

where,

CO2, conce 
HCconce 
NMHCconce 
COconce 
FS 

=  concentration  of  CO2  in  the  diluted  exhaust  gas,  %  vol
=  concentration  of  HC  in  the  diluted  exhaust  gas,  ppm  C1
=  concentration  of  NMHC  in  the  diluted  exhaust  gas,  ppm  C1
=  concentration  of  CO  in  the  diluted  exhaust  gas,  ppm
=  stoichiometric  factor

Concentrations  measured  on  dry  basis  shall  be  converted  to  a  wet  basis  in  accordance  with
Annex  III,  Appendix  1,  Section  4.2.

The  stoichiometric  factor  shall  be  calculated  as  follows:

FS = 100 *

x

x +

y
2

+ 3,76 * (x +

y

4)

C  173/72

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Official  Journal  of  the  European  Communities

8.6.98

where,

x,y  =  fuel  composition  CxHy

Alternatively,  if  the  fuel  composition  is  not  known,  the  following  stoichiometric  factors  may
be  used:

FS  (diesel) 

=  13,4

FS  (LPG) 

FS  (NG) 

=  11,6

= 

9,5

4.3.2. 

Systems  with  flow  compensation

For systems without heat exchanger, the mass of the pollutants (g/test) shall be determined by
calculating the instantaneous mass emissions and integrating the instantaneous values over the
cycle.  Also,  the  background  correction  shall  be  applied  directly  to  the  instantaneous
concentration  value.  The  following  formulae  shall  be  applied:

(1) NOxmass =

(2) NOxmass =

(3) COmass =

(4) HCmass =

(5) HCmass =

nΣ

i = 1

nΣ

i = 1

nΣ

i = 1

nΣ

i = 1

nΣ

i = 1

(MTOTW,i * NOxconce,i * 0,001587 * KH,D)
– (MTOTW * NOxconcd * (1–1/DF) * 0,001587 * KH,D) (diesel engines)

(MTOTW,i * NOxconce,i * 0,001587 * KH,G)
– (MTOTW * NOxconcd * (1–1/DF) * 0,001587 * KH,G) (gas  engines)

(MTOTW,i * COconce,i * 0,000966)
– (MTOTW * COconcd * (1–1/DF) * 0,000966)

(MTOTW,i * HCconce,i * 0,000479)
– (MTOTW * HCconcd * (1–1/DF) * 0,000479) (diesel engines)

(MTOTW,i * HCconce,i * 0,000502)
– (MTOTW * HCconcd * (1–1/DF) * 0,000502) (LPG  engines)

(6) NMHCmass =

nΣ

i = 1

(MTOTW,i * NMHCconce,i * 0,000516)
– (MTOTW * NOxconcd * (1–1/DF) * 0,000516) (NG  engines)

(7) CH4 mass =

nΣ

i = 1

(MTOTW,i * CH4 conce,i * 0,000552)
– (MTOTW * CH4 concd * (1–1/DF) * 0,000552) (NG  engines)

where,

conce 

=  concentration  of  the  respective  pollutant  measured  in  the  diluted  exhaust  gas,

ppm

concd 

=  concentration  of  the  respective  pollutant  measured  in  the  dilution  air,  ppm

MTOTW,i  = 

instantaneous  mass  of  the  diluted  exhaust  gas  (see  Section  4.1),  kg

MTOTW  = 

total  mass  of  diluted  exhaust  gas  over  the  cylce  (see  Section  4.1),  kg

KH,D 

KH,G 

DF 

=  humidity  correction  factor  for  diesel  engines  as  determined  in  Section  4.2

=  humidity  correction  factor  for  gas  engines  as  determined  in  Section  4.2

=  dilution  factor  ad  determined  in  Section  4.3.1.1.

8.6.98

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4.4. 

Calculation  of  the  specific  emissions

The  emissions  (g/kWh)  shall  be  calculated  for  all  individual  components  in  the  following
way:

NOx =  NOxmass/Wact  (diesel  and  gas  engines)

CO =  COmass/Wact  (diesel  and  gas  engines)

HC =  HCmass/Wact  (diesel  and  LPG  fuelled  gas  engines)

NMHC =  NMHCmass/Wact  (NG-fuelled  gas  engines)

CH4 =  CH4 mass/Wact  (NG-fuelled  gas  engines)

where,

Wact  =  actual  cycle  work  as  determined  in  Section  3.9.2,  kWh

5. 

CALCULATION  OF  THE  PARTICULATE  EMISSION  (DIESEL  ENGINES  ONLY)

5.1. 

Calculation  of  the  mass  flow

The  particulate  mass  (g/test)  shall  be  calculated  as  follows:

PTmass = Mf

MSAM

*

MTOTW
1000

where,

=  particulate  mass  sampled  over  the  cycle,  mg

Mf 
MTOTW  = 

total  mass  of  diluted  exhaust  gas  over  the  cycle  as  determined  in  Section  4.1,
kg

MSAM  =  mass  of  diluted  exhaust  gas  taken  from  the  dilution  tunnel  for  collecting

particulates, kg

and,

Mf 
Mf,p 
Mf,b 

=  Mf,p  +  Mf,b  if  weighed  separately,  mg
=  particulate  mass  collected  on  the  primary  filter,  mg

=  particulate  mass  collected  on  the  back-up  filter,  mg

If a double dilution system is used, the mass of the secondary dilution air shall be subtracted
from  the  total  mass  of  the  double  diluted  exhaust  gas  sampled  through  the  particulate
filters.

MSAM  =  MTOT  –  MSEC

where,

MTOT  =  mass  of  double  diluted  exhaust  gas  through  particulate  filter,  kg

MSEC  =  mass  of  secondary  dilution  air,  kg

If  the  particulate  background  level  of  the  dilution  air  is  determined  in  accordance  with
Section  3.4,  the  particulate  mass  may  be  background  corrected.  In  this  case,  the  particulate
mass  (g/test)  shall  be  calculated  as  follows:

PTmass =[ Mf

MSAM

−( Md

MDIL

* (1 −

1

DF))] *

MTOTW
1000

where,

Mf,  MSAM,  MTOTW  =  see above
MDIL 

=  mass  of  primary  dilution  air  sampled  by  background  particulate

sampler,  kg

Md 

DF 

=  mass  of  the  collected  background  particulates  of  the  primary  dilution

air,  mg

=  dilution  factor  as  determined  in  Section  4.3.1.1

C  173/74

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8.6.98

5.2. 

CALCULATION  OF  THE  SPECIFIC  EMISSION

The  particulate  emission  (g/kWh)  shall  be  calculated  in  the  following  way:

PT =  PTmass/Wact

where,

Wact  =  actual  cycle  work  as  determined  in  Section  3.9.2,  kWh

8.6.98

EN

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C  173/75

Appendix  3

ETC  ENGINE  DYNAMOMETER  SCHEDULE

Time

s

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62

Normal
speed
%

Normal
torque
%

0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0,1
23,1
12,6
21,8
19,7
54,6
71,3
55,9
72
86,7
51,7
53,4
34,2
45,5
54,6
64,5
71,7
79,4
89,7
57,4
59,7
90,1
82,9
51,3
28,5
29,3
26,7
20,4
14,1
6,5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
25,5

0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1,5
21,5
28,5
71
76,8
80,9
4,9
18,1
85,4
61,8
0
48,9
87,6
92,7
99,5
96,8
85,4
54,8
99,4
0
30,6
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
11,1

Time

s

63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124

Normal
speed
%

Normal
torque
%

28,5
32
4
34,5
64,1
58
50,3
66,4
81,4
88,7
52,5
46,4
48,6
55,2
62,3
68,4
74,5
38
41,8
47,1
52,5
56,9
58,3
56,2
52
43,3
36,1
27,6
21,1
8
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
11,6
0
27,2
17
36
59,7
80,8
49,7
65,6
78,6
64,9
44,3
51,4
58,1
69,3
72
72,1

20,9
73,9
82,3
80,4
86
0
83,4
99,1
99,6
73,4
0
58,5
90,9
99,4
99
91,5
73,7
0
89,6
99,2
99,8
80,8
11,8
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
14,8
0
74,8
76,9
78
86
17,9
0
86
72,2
‘m’
‘m’
83,4
97
99,3
20,8
‘m’

Time

s

125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186

Normal
speed
%

Normal
torque
%

65,3
64
59,7
52,8
45,9
38,7
32,4
27
21,7
19,1
34,7
16,4
0
1,2
30,1
30
54,4
77,2
58,1
45
68,7
85,7
60,2
59,4
72,7
79,9
44,3
41,5
56,2
65,7
74,4
54,4
47,9
54,5
62,7
62,3
46,2
44,3
48,2
51
50
49,2
49,3
49,9
51,6
49,7
48,5
50,3
51,1
54,6
56,6
58
53,6
40,8
32,9
26,3
20,9
10
0
0
0
0

‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
0,4
14
48,6
11,2
2,1
19,3
73,9
74,4
55,6
0
82,1
98,1
67,2
0
98
99,6
45
0
84,4
98,2
99,1
84,7
0
89,7
99,5
96,8
0
54,2
83,2
13,3
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
72,5
84,5
64,8
76,5
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
0
0
0
0
0

C  173/76

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Official  Journal  of  the  European  Communities

8.6.98

Time

s

187
188
189
190
191
192
193
194
195
196
197
198
199
200
201
202
203
204
205
206
207
208
209
210
211
212
213
214
215
216
217
218
219
220
221
222
223
224
225
226
227
228
229
230
231
232
233
234
235
236
237
238
239
240
241
242
243
244
245
246
247
248
249
250
251
252
253
254

Normal
speed
%

Normal
torque
%

0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
21,2
30,8
5,9
34,6
59,9
84,3
68,7
43,6
41,5
49,9
60,8
70,2
81,1
49,2
56
56,2
61,7
69,2
74,1
72,4
71,3
71,2
67,1
65,5
64,4
62,9
62,2
62,9
58,8
56,9

0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
62,7
75,1
82,7
80,3
87
86,2
‘m’
‘m’
85,4
94,3
99
99,4
92,4
0
86,2
99,3
99
99,3
99,8
8,4
0
9,1
‘m’
‘m’
‘m’
25,6
35,6
24,4
‘m’
‘m’

Time

s

255
256
257
258
259
260
261
262
263
264
265
266
267
268
269
270
271
272
273
274
275
276
277
278
279
280
281
282
283
284
285
286
287
288
289
290
291
292
293
294
295
296
297
298
299
300
301
302
303
304
305
306
307
308
309
310
311
312
313
314
315
316
317
318
319
320
321
322

Normal
speed
%

Normal
torque
%

54,5
51,7
56,2
59,5
65,5
71,2
76,6
79
52,9
53,1
59
62,2
65
69
69,9
70,6
68,9
69,8
69,6
65,7
67,1
66,7
65,6
64,5
62,9
59,3
54,1
51,3
47,9
43,6
39,4
34,7
29,8
20,9
36,9
35,5
20,9
49,7
42,5
32
23,6
19,1
15,7
25,1
34,5
44,1
52,8
63,6
73,6
62,2
29,2
46,4
47,3
47,2
47,9
47,8
49,2
52,7
57,4
61,8
66,4
65,8
59
50,7
41,8
34,7
28,7
25,2

‘m’
17
78,7
94,7
99,1
99,5
99,9
0
97,5
99,7
99,1
99
99,1
83,1
28,4
12,5
8,4
9,1
7
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
73,4
‘m’
‘m’
‘m’
11,9
‘m’
‘m’
‘m’
0
73,5
76,8
81,4
87,4
98,6
99
99,7
‘m’
‘m’
22
13,8
12,5
11,5
35,5
83,3
96,4
99,2
99
60,9
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’

Time

s

323
324
325
326
327
328
329
330
331
332
333
334
335
336
337
338
339
340
341
342
343
344
345
346
347
348
349
350
351
352
353
354
355
356
357
358
359
360
361
362
363
364
365
366
367
368
369
370
371
372
373
374
375
376
377
378
379
380
381
382
383
384
385
386
387
388
389
390

Normal
speed
%

Normal
torque
%

43
38,7
48,1
40,3
42,4
46,4
46,9
46,1
45,7
45,5
46,4
51,3
51,3
53,2
53,9
53,4
53,8
50,6
47,8
41,6
38,7
35,9
34,6
34,8
35,9
38,8
41,5
47,1
53,1
46,4
42,5
43,6
47,1
54,1
62,9
72,6
82,4
88
46,4
53,4
58,4
61,5
64,8
68,1
73,4
73,3
73,5
68,3
45,4
47,2
44,5
47,8
46,8
46,9
46,8
46,1
46,1
45,5
44,7
43,8
41
41,1
38
35,9
33,5
53,1
48,3
49,9

24,8
0
31,9
61
52,1
47,7
30,7
23,1
23,2
31,9
73,6
60,7
51,1
46,8
50
52,1
45,7
22,1
26
17,8
29,8
71,6
47,3
80,3
87,2
90,8
94,7
99,2
99,7
0
0,7
58,6
87,5
99,5
99
99,6
99,5
99,4
0
95,2
99,2
99
99
99,2
99,7
29,8
14,6
0
49,9
75,7
9
10,3
15,9
12,7
8,9
6,2
‘m’
‘m’
‘m’
‘m’
‘m’
6,4
6,3
0,3
0
48,9
‘m’
‘m’

8.6.98

EN

Official  Journal  of  the  European  Communities

C  173/77

Time

s

391
392
393
394
395
396
397
398
399
400
401
402
403
404
405
406
407
408
409
410
411
412
413
414
415
416
417
418
419
420
421
422
423
424
425
426
427
428
429
430
431
432
433
434
435
436
437
438
439
440
441
442
443
444
445
446
447
448
449
450
451
452
453
454
455
456
457
458

Normal
speed
%

Normal
torque
%

48
45,3
41,6
44,3
44,3
43,4
44,3
43
42,2
42,7
45
43,6
42,2
44,8
43,4
45
42,2
61,2
56,3
59,7
62,3
67,9
69,5
73,1
77,7
79,7
82,5
85,3
86,6
89,4
62,2
52,7
50,2
49,3
52,2
51,3
51,3
51,1
51,1
51,8
51,3
51,1
51,3
52,3
52,9
53,8
51,7
53,5
52
51,7
53,2
54,2
55,2
53,8
53,1
55
57
61,5
59,4
59
57,3
64,1
70,9
58
41,5
44,1
46,8
47,2

‘m’
‘m’
3,1
79
89,5
98,8
98,9
98,8
98,8
98,8
99
98,9
98,8
99
98,8
99
54,3
31,9
72,3
99,1
99
99,2
99,3
99,7
99,8
99,7
99,5
99,4
99,4
99,4
0
96,4
99,8
99,6
99,8
100
100
100
100
99,9
100
100
100
99,8
99,7
99,6
99,9
99,6
99,8
99,9
99,7
99,5
99,4
99,6
99,7
99,4
99,2
99
5,7
0
59,8
99
90,5
0
59,8
92,6
99,2
99,3

Time

s

459
460
461
462
463
464
465
466
467
468
469
470
471
472
473
474
475
476
477
478
479
480
481
482
483
484
485
486
487
488
489
490
491
492
493
494
495
496
497
498
499
500
501
502
503
504
505
506
507
508
509
510
511
512
513
514
515
516
517
518
519
520
521
522
523
524
525
526

Normal
speed
%

Normal
torque
%

51
53,2
53,1
55,9
53,9
52,5
51,7
51,5
52,8
54,9
57,3
60,7
62,4
60,1
53,2
44
35,2
30,5
26,5
22,5
20,4
19,1
19,1
13,4
6,7
3,2
14,3
34,1
23,9
31,7
32,1
35,9
36,6
38,7
38,4
39,4
39,7
40,5
40,8
39,7
39,2
38,7
32,7
30,1
21,9
12,8
0
0
0
0
0
0
0
0
0
30,5
19,7
16,3
27,2
21,7
29,7
36,6
61,3
40,8
36,6
39,4
51,3
58,5

100
99,7
99,7
53,1
13,9
‘m’
‘m’
52,2
80
95
99,2
99,1
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
63,8
0
75,7
79,2
19,4
5,8
0,8
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
0
0
0
0
0
0
0
0
0
0
25,6
56,9
45,1
4,6
1,3
28,6
73,7
59,5
0
27,8
80,4
88,9
11,1

Time

s

527
528
529
530
531
532
533
534
535
536
537
538
539
540
541
542
543
544
545
546
547
548
549
550
551
552
553
554
555
556
557
558
559
560
561
562
563
564
565
566
567
568
569
570
571
572
573
574
575
576
577
578
579
580
581
582
583
584
585
586
587
588
589
590
591
592
593
594

Normal
speed
%

Normal
torque
%

60,7
54,5
51,3
45,5
40,8
38,9
36,6
36,1
44,8
51,6
59,1
66
75,1
81
39,1
53,8
59,7
64,8
70,6
72,6
72
68,9
67,7
66,8
64,3
64,9
63,6
63
64,4
63
63,6
63,3
60,1
61
59,7
58,7
56
53,9
52,1
49,9
46,4
43,6
40,8
37,5
27,8
17,1
12,2
11,5
8,7
8
5,3
4
3,9
0
0
0
0
0
0
0
8,7
16,2
23,6
21,1
23,6
46,2
68,4
58,7

‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
72,7
78,9
91,1
99,1
99,1
99,9
8
0
89,7
99,1
99
96,1
19,6
6,3
0,1
‘m’
‘m’
16,9
7
12,5
7,7
38,2
11,8
0
5
9,1
8,4
0,9
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
0,6
0,9
1,1
0,5
0,9
0,2
0
0
0
0
0
0
0
0
0
22,8
49,4
56
56,1
56
68,8
61,2
‘m’

C  173/78

EN

Official  Journal  of  the  European  Communities

8.6.98

Time

s

595
596
597
598
599
600
601
602
603
604
605
606
607
608
609
610
611
612
613
614
615
616
617
618
619
620
621
622
623
624
625
626
627
628
629
630
631
632
633
634
635
636
637
638
639
640
641
642
643
644
645
646
647
648
649
650
651
652
653
654
655
656
657
658
659
660
661
662

Normal
speed
%

Normal
torque
%

31,6
19,9
32,9
43
57,4
72,1
53
48,1
56,2
65,4
72,9
67,5
39
41,9
44,1
46,8
48,7
50,5
52,5
51
50
49,1
47
43,1
39,2
40,6
41,8
44,4
48,1
53,8
58,6
63,6
68,5
72,2
77,1
57,8
60,3
61,9
63,8
64,7
65,4
65,7
65,6
49,1
50,4
50,5
51
49,4
49,2
48,6
47,5
46,5
46
45,6
47,1
46,2
47,9
49,5
50,6
51
53
54,9
55,7
56
56,1
55,6
55,4
54,9

‘m’
8,8
70,2
79
98,9
73,8
0
86
99
98,9
99,7
‘m’
‘m’
38,1
80,4
99,4
99,9
99,7
90,3
1,8
‘m’
‘m’
‘m’
‘m’
‘m’
0,5
53,4
65,1
67,8
99,2
98,9
98,8
99,2
89,4
0
79,1
98,8
98,8
98,8
98,9
46,5
44,5
3,5
0
73,1
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
11,3
42,8
83
99,3
99,7
99,9
99,7
99,6
99,3
99,1
99
99
9,3
‘m’
‘m’
51,3

Time

s

663
664
665
666
667
668
669
670
671
672
673
674
675
676
677
678
679
680
681
682
683
684
685
686
687
688
689
690
691
692
693
694
695
696
697
698
699
700
701
702
703
704
705
706
707
708
709
710
711
712
713
714
715
716
717
718
719
720
721
722
723
724
725
726
727
728
729
730

Normal
speed
%

Normal
torque
%

54,9
54
53,8
52
50,4
50,6
49,3
50
50,4
51,9
53,6
54,6
56
55,8
58,4
59,9
60,9
63
64,3
64,8
65,9
66,2
65,2
65
63,6
62,4
61,8
59,8
59,2
59,7
61,2
62,2
62,8
63,5
64,7
64,7
65,4
66,1
64,3
64,3
63
62,2
61,6
62,4
62,2
61
58,7
55,5
51,7
49,2
48,8
47,9
46,2
45,6
45,6
45,5
43,8
41,9
41,3
41,4
41,2
41,8
41,8
43,2
45
44,2
43,9
38

59,8
39,3
‘m’
‘m’
‘m’
0
41,7
73,2
99,7
99,5
99,3
99,1
99
99
98,9
98,8
98,8
98,8
98,9
64
46,5
28,7
1,8
6,8
53,6
82,5
98,8
98,8
98,8
98,8
98,8
49,4
37,2
46,3
72,3
72,3
77,4
69,3
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
40,4
‘m’
‘m’
9,8
34,5
37,1
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
17,4
29
‘m’
‘m’
10,7

Time

s

731
732
733
734
735
736
737
738
739
740
741
742
743
744
745
746
747
748
749
750
751
752
753
754
755
756
757
758
759
760
761
762
763
764
765
766
767
768
769
770
771
772
773
774
775
776
777
778
779
780
781
782
783
784
785
786
787
788
789
790
791
792
793
794
795
796
797
798

Normal
speed
%

Normal
torque
%

56,8
57,1
52
44,4
40,2
39,2
38,9
39,9
42,3
43,7
45,5
45,6
48,1
49
49,8
49,8
51,9
52,3
53,3
52,9
54,3
55,5
56,7
61,7
64,3
64,7
66,2
49,1
52,1
52,6
52,9
52,3
54,2
55,4
56,1
56,8
57,2
58,6
59,5
61,2
62,1
62,7
62,8
64
63,2
62,4
60,3
58,7
57,2
56,1
56
55,2
54,8
55,7
56,6
58
58,6
58,7
59,3
58,6
60,5
59,2
59,9
59,6
59,9
59,9
60,5
60,3

‘m’
‘m’
‘m’
‘m’
‘m’
16,5
73,2
89,8
98,6
98,8
99,1
99,2
99,7
100
99,9
99,9
99,5
99,4
99,3
99,3
99,2
99,1
99
98,8
47,4
1,8
‘m’
‘m’
46
61
0
20,4
56,7
59,8
49,2
33,7
96
98,9
98,8
98,8
98,8
98,8
98,8
98,9
46,3
‘m’
‘m’
‘m’
‘m’
‘m’
9,3
26,3
42,8
47,1
52,4
50,3
20,6
‘m’
‘m’
‘m’
9,7
9,6
9,6
9,6
6,2
9,6
13,1
20,7

8.6.98

EN

Official  Journal  of  the  European  Communities

C  173/79

Time

s

799
800
801
802
803
804
805
806
807
808
809
810
811
812
813
814
815
816
817
818
819
820
821
822
823
824
825
826
827
828
829
830
831
832
833
834
835
836
837
838
839
840
841
842
843
844
845
846
847
848
849
850
851
852
853
854
855
856
857
858
859
860
861
862
863
864
865
866

Normal
speed
%

Normal
torque
%

59,9
60,5
61,5
60,9
61,2
62,8
63,4
64,6
64,1
63
62,7
63,5
64,1
64,3
64,1
63,7
62,9
62,4
61,7
59,8
57,4
54,8
54,3
52,9
52,4
50,4
48,6
47,9
46,8
46,9
49,5
50,5
52,3
54,1
56,3
58,7
57,3
59
59,8
60,3
61,2
61,8
62,5
62,4
61,5
63,7
61,9
61,6
60,3
59,2
57,3
52,3
49,3
47,3
46,3
46,8
46,6
44,3
43,1
42,4
41,8
43,8
44,6
46
46,9
47,9
50,2
51,2

31
42
52,5
51,4
57,7
98,8
96,1
45,4
5
3,2
14,9
35,8
73,3
37,4
21
21
18
32,7
46,2
45,1
43,9
42,8
65,2
62,1
30,6
‘m’
‘m’
‘m’
‘m’
9,4
41,7
37,8
20,4
30,7
41,8
26,5
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
29,7
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
38,8
35,1
‘m’
‘m’
‘m’
2,1
2,4
68,8
89,2
99,2
99,4
99,7
99,8
99,6

Time

s

867
868
869
870
871
872
873
874
875
876
877
878
879
880
881
882
883
884
885
886
887
888
889
890
891
892
893
894
895
896
897
898
899
900
901
902
903
904
905
906
907
908
909
910
911
912
913
914
915
916
917
918
919
920
921
922
923
924
925
926
927
928
929
930
931
932
933
934

Normal
speed
%

Normal
torque
%

52,3
53
54,2
55,5
56,7
57,3
58
60,5
60,2
60,3
60,5
61,4
60,3
60,5
61,2
61,6
61,5
61,2
61,3
63,1
63,2
62,3
62
61,6
61,6
61,8
62
62
61,1
61,2
60,7
60,7
60,9
60,1
59,3
59,9
59,4
59,2
59,5
58,3
58,2
57,6
57,1
57
57
56,5
56,3
56,1
55,2
54,7
55,2
55,2
55,9
55,9
56,1
55,8
55,9
55,8
56,4
56,4
56,4
56,4
54
53,4
52,3
52,1
52,3
52,2

99,4
99,3
99,2
99,1
99
98,9
98,9
31,1
‘m’
‘m’
6,3
19,3
1,2
2,9
34,1
13,2
16,4
16,4
‘m’
‘m’
4,8
22,3
38,5
29,6
26,6
28,1
29,6
16,3
‘m’
‘m’
19,2
32,5
17,8
19,2
38,2
45
32,4
23,5
40,8
‘m’
‘m’
‘m’
‘m’
0,6
26,3
29,2
20,5
‘m’
‘m’
17,5
29,2
29,2
16
26,3
36,5
19
9,2
21,9
42,8
38
11
35,1
7,3
5,4
27,6
32
33,4
34,9

Time

s

935
936
937
938
939
940
941
942
943
944
945
946
947
948
949
950
951
952
953
954
955
956
957
958
959
960
961
962
963
964
965
966
967
968
969
970
971
972
973
974
975
976
977
978
979
980
981
982
983
984
985
986
987
988
989
990
991
992
993
994
995
996
997
998
999
1000
1001
1002

Normal
speed
%

Normal
torque
%

52,8
53,7
54
55,1
55,2
54,7
52,5
51,8
51,4
50,9
51,2
50,3
50,2
50,9
49,9
50,9
49,8
50,4
50,4
49,7
51
50,3
50,2
49,9
50,9
50
50,2
50,2
49,9
50,4
50,2
50,3
49,9
51,1
50,6
49,9
49,6
49,4
49
49,8
50,9
50,4
49,8
49,1
50,4
49,8
49,3
49,1
49,9
49,1
50,4
50,9
51,4
51,5
52,2
52,8
53,3
53,6
53,4
53,9
55,2
55,8
55,7
55,8
56,4
55,4
55,2
55,8

60,1
69,7
70,7
71,7
46
12,6
0
24,7
43,9
71,1
76,8
87,5
99,8
100
99,7
100
99,7
99,8
99,8
99,7
100
99,8
99,8
99,7
100
99,7
99,8
99,8
99,7
99,8
99,8
99,8
99,7
100
99,9
99,7
99,6
99,6
99,5
99,7
100
99,8
99,7
99,5
99,8
99,7
99,5
99,5
99,7
99,5
99,8
100
99,9
99,9
99,7
74,1
46
36,4
33,5
58,9
73,8
52,4
9,2
2,2
33,6
‘m’
‘m’
26,3

C  173/80

EN

Official  Journal  of  the  European  Communities

8.6.98

Time

s

1003
1004
1005
1006
1007
1008
1009
1010
1011
1012
1013
1014
1015
1016
1017
1018
1019
1020
1021
1022
1023
1024
1025
1026
1027
1028
1029
1030
1031
1032
1033
1034
1035
1036
1037
1038
1039
1040
1041
1042
1043
1044
1045
1046
1047
1048
1049
1050
1051
1052
1053
1054
1055
1056
1057
1058
1059
1060
1061
1062
1063
1064
1065
1066
1067
1068
1069
1070

Normal
speed
%

Normal
torque
%

55,8
56,4
57,6
58,8
59,9
62,3
63,1
63,7
63,3
48
47,9
49,9
49,9
49,6
49,9
49,3
49,7
49,1
49,4
48,3
49,4
48,5
48,7
48,7
49,1
49
49,8
48,7
48,5
49,3
49,7
48,3
49,8
49,4
49,8
50,5
50,3
51,2
50,5
50,6
50,4
49,9
49,1
47,9
48,1
47,5
46,9
47,7
46,9
46,5
48
47,2
48,7
48,7
47,8
48,8
47,4
47,3
47,3
46,9
46,7
46,8
46,9
46,7
45,5
45,5
44,2
43

23,3
50,2
68,3
90,2
98,9
98,8
74,4
49,4
9,8
0
73,5
99,7
48,8
2,3
‘m’
‘m’
47,5
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
31,3
45,3
44,5
61
64,3
64,4
65,6
64,5
82,9
86
89
81,4
49,9
20,1
24
36,2
34,5
30,3
53,5
61,6
73,6
84,6
87,7
80
50,4
38,6
63,1
5
47,4
49,8
23,9
44,6
65,2
60,4
61,5
‘m’
‘m’
‘m’
‘m’

Time

s

1071
1072
1073
1074
1075
1076
1077
1078
1079
1080
1081
1082
1083
1084
1085
1086
1087
1088
1089
1090
1091
1092
1093
1094
1095
1096
1097
1098
1099
1100
1101
1102
1103
1104
1105
1106
1107
1108
1109
1110
1111
1112
1113
1114
1115
1116
1117
1118
1119
1120
1121
1122
1123
1124
1125
1126
1127
1128
1129
1130
1131
1132
1133
1134
1135
1136
1137
1138

Normal
speed
%

Normal
torque
%

42,5
41
39,9
39,9
40,1
39,9
39,4
43,8
52,9
52,8
53,4
54,7
56,3
57,5
59
59,8
60,1
61,8
61,8
61,7
62
62,3
62
61,3
61,1
61,2
61,1
61,1
61,3
61,3
60,4
58,8
57,7
56
54,7
53,3
52,6
53,4
53,9
54,9
55,8
57,1
56,5
58,9
58,7
59,8
61
60,7
59,4
57,9
57,6
56,3
55
53,7
52,1
51,1
49,7
49,1
48,7
48,2
48
48
47,2
47,3
46,6
47,4
46,3
45,4

‘m’
‘m’
‘m’
38,2
48,1
48
59,3
19,8
0
88,9
99,5
99,3
99,1
99
98,9
98,9
98,9
48,3
55,6
59,8
55,6
29,6
19,3
7,9
19,2
43
59,7
98,8
98,8
26,6
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
23,2
84,2
99,4
99,3
99,2
99
99,1
98,9
98,9
98,9
98,8
19,2
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
25,8
46,1
46,9
46,7
70
70
67,6
67,6
74,7
13
‘m’
‘m’

Time

s

1139
1140
1141
1142
1143
1144
1145
1146
1147
1148
1149
1150
1151
1152
1153
1154
1155
1156
1157
1158
1159
1160
1161
1162
1163
1164
1165
1166
1167
1168
1169
1170
1171
1172
1173
1174
1175
1176
1177
1178
1179
1180
1181
1182
1183
1184
1185
1186
1187
1188
1189
1190
1191
1192
1193
1194
1195
1196
1197
1198
1199
1200
1201
1202
1203
1204
1205
1206

Normal
speed
%

Normal
torque
%

45,5
44,8
46,6
46,3
48,5
49,9
49,1
49,1
51
51,5
50,9
51,6
52,1
50,9
52,2
51,5
51,5
50,8
50,3
50,3
49,3
48,8
47,8
48,1
48,4
49,6
51
51,6
53,3
55,2
55,7
56,4
56,8
57
57,6
56,9
56,4
57
56,4
57
57,7
58,6
58,9
59,4
58,8
60,1
60,6
60,7
60,7
60
60,2
59,7
59,8
59,8
59,8
60
59,5
59,9
59,8
59
58,9
59,1
58,9
58,4
58,7
58,3
57,5
57,2

24,8
73,8
99
98,9
99,4
99,7
99,5
99,5
100
99,9
100
99,9
99,7
100
99,7
98,3
47,2
78,4
83
31,7
31,3
21,5
59,4
77,1
87,6
87,5
81,4
66,7
63,2
62
43,9
30,7
23,4
‘m’
‘m’
‘m’
4
23,4
41,7
49,2
56,6
56,6
64
68,2
71,4
71,3
79,1
83,3
77,1
73,5
55,5
54,4
73,3
77,9
73,9
76,5
82,3
82,8
65,8
48,6
62,2
70,4
62,1
67,4
58,9
57,7
57,8
57,6

8.6.98

EN

Official  Journal  of  the  European  Communities

C  173/81

Time

s

1207
1208
1209
1210
1211
1212
1213
1214
1215
1216
1217
1218
1219
1220
1221
1222
1223
1224
1225
1226
1227
1228
1229
1230
1231
1232
1233
1234
1235
1236
1237
1238
1239
1240
1241
1242
1243
1244
1245
1246
1247
1248
1249
1250
1251
1252
1253
1254
1255
1256
1257
1258
1259
1260
1261
1262
1263
1264
1265
1266
1267
1268
1269
1270
1271
1272
1273
1274

Normal
speed
%

Normal
torque
%

57,1
57
56,4
56,7
55,9
56,3
56,7
56
56
56,4
56,7
56,9
57
57,7
57,5
58,4
58,7
58,2
58,5
58,8
59
58,2
57,6
57,1
57,2
57
56,7
56,8
56,9
57
57,4
57,3
57,7
57,5
58,6
58,2
58,8
58,3
58,7
59,1
58,6
58,8
58,8
58,7
59,1
59,1
59,4
60,6
59,6
60,1
60,6
59,6
60,7
60,5
59,7
59,6
59,8
59,6
60,1
59,9
59,7
59,6
59,7
59,8
59,9
60,6
60,5
60,2

42,6
70,1
59,6
39
68,1
79,1
89,7
89,4
93,1
93,1
94,4
94,8
94,1
94,3
93,7
93,2
93,2
93,7
93,1
86,2
72,9
59,9
8,5
47,6
74,4
79,1
67,2
69,1
71,3
77,3
78,2
70,6
64
55,6
49,6
41,1
40,6
21,1
24,9
24,8
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
2,6
‘m’
‘m’
‘m’
4,1
7,1
‘m’
‘m’
‘m’
‘m’
4,9
5,9
6,1
‘m’
‘m’
22
10,3
10
6,2
7,3
14,8

Time

s

1275
1276
1277
1278
1279
1280
1281
1282
1283
1284
1285
1286
1287
1288
1289
1290
1291
1292
1293
1294
1295
1296
1297
1298
1299
1300
1301
1302
1303
1304
1305
1306
1307
1308
1309
1310
1311
1312
1313
1314
1315
1316
1317
1318
1319
1320
1321
1322
1323
1324
1325
1326
1327
1328
1329
1330
1331
1332
1333
1334
1335
1336
1337
1338
1339
1340
1341
1342

Normal
speed
%

Normal
torque
%

60,6
60,6
61
61
61,3
61,2
61,5
61
61,1
60,5
60,2
60,2
60,2
59,9
59,4
59,6
59,3
58,9
58,8
58,9
58,9
58,9
58,7
58,7
59,3
60,1
60,5
59,5
59,7
59,7
60,1
60,8
60,9
61,3
61,8
62
62,2
62,6
62,7
62,9
63,1
63,5
63,6
64,3
63,7
63,8
63,6
63,4
63,2
63,3
62,9
63
63,1
61,8
61,6
61
61,2
60,8
61,1
60,7
60,6
60,5
60,6
60,9
60,9
61,4
61,3
61,5

8,2
5,5
14,3
12
34,2
17,1
15,7
9,5
9,2
4,3
7,8
5,9
5,3
4,6
21,5
15,8
10,1
9,4
9
35,4
30,7
25,9
22,9
24,4
61
56
50,6
16,2
50
31,4
43,1
38,4
40,2
49,7
45,9
45,9
45,8
46,8
44,3
44,4
43,7
46,1
40,7
49,5
27
15
18,7
8,4
8,7
21,6
19,7
22,1
20,3
19,1
17,1
0
22
40,3
34,3
16,1
16,6
18,5
29,8
19,5
22,3
35,8
42,9
31

Time

s

1343
1344
1345
1346
1347
1348
1349
1350
1351
1352
1353
1354
1355
1356
1357
1358
1359
1360
1361
1362
1363
1364
1365
1366
1367
1368
1369
1370
1371
1372
1373
1374
1375
1376
1377
1378
1379
1380
1381
1382
1383
1384
1385
1386
1387
1388
1389
1390
1391
1392
1393
1394
1395
1396
1397
1398
1399
1400
1401
1402
1403
1404
1405
1406
1407
1408
1409
1410

Normal
speed
%

Normal
torque
%

61,3
61
60,8
60,9
61,2
60,9
60,7
60,9
60,7
59,6
59,6
59,4
59,3
58,9
59,1
59
59
59
58,8
58,9
58,9
59,3
58,9
59,3
59,4
59,6
59,4
59,3
59,4
59,4
58,8
59,1
58,5
58,8
58,5
58,7
59,1
59,1
59,1
59,4
59,7
60,7
59,8
60,2
59,9
61
60,6
60,6
59,6
59,6
60,6
59,8
60
60,5
60,9
61,3
61,2
61,4
61,3
61,4
61,1
61,5
61
61,1
61,4
61,6
61,7
61,8

19,2
9,3
44,2
55,3
56
60,1
59,1
56,8
58,1
78,4
84,6
66,6
75,5
49,6
75,8
77,6
67,8
56,7
54,2
59,6
60,8
56,1
48,5
42,9
41,4
38,9
32,9
30,6
30
25,3
18,6
18
10,6
10,5
8,2
13,7
7,8
6
6
13,1
22,3
10,5
9,8
8,8
8,7
9,1
28,2
22
23,2
19
38,4
41,6
47,3
55,4
58,7
37,9
38,3
58,7
51,3
71,1
51
56,6
60,6
75,4
69,4
69,9
59,6
54,8

C  173/82

EN

Official  Journal  of  the  European  Communities

8.6.98

Time

s

1411
1412
1413
1414
1415
1416
1417
1418
1419
1420
1421
1422
1423
1424
1425
1426
1427
1428
1429
1430
1431
1432
1433
1434
1435
1436
1437
1438
1439
1440
1441
1442
1443
1444
1445
1446
1447
1448
1449
1450
1451
1452
1453
1454
1455
1456
1457
1458
1459
1460
1461
1462
1463
1464
1465
1466
1467
1468
1469
1470
1471
1472
1473
1474
1475
1476
1477
1478

Normal
speed
%

Normal
torque
%

61,6
61,3
61,3
61,2
61,3
61,2
61,2
61
60,9
61
60,7
60,7
60,8
61
61
61,3
61,7
62,3
62,3
62,3
62,8
62,8
62,9
62,9
62,8
62,7
61,5
61,9
61,5
61
60,9
60,6
60,3
60,8
60,2
60,5
60,2
60,7
60,9
59,6
60,2
59,5
59,8
59,6
59,3
59
58,8
58,7
59,2
59,7
60,4
60,2
60,4
59,9
59,9
59,6
59,4
59,4
60,4
59,5
59,3
60,9
60,7
60,9
61
60,6
60,9
60,8

53,6
53,5
52,9
54,1
53,2
52,2
52,3
48
41,5
32,2
22
23,3
38,8
40,7
30,6
62,6
55,9
43,4
37,4
35,7
34,4
31,5
31,7
29,9
29,4
28,7
14,7
17,2
6,1
9,9
4,8
11,1
6,9
7
9,2
21,7
22,4
31,6
28,9
21,7
18
16,7
15,7
15,7
15,7
7,5
7,1
16,5
50,7
60,2
44
35,3
17,1
13,5
12,8
14,8
15,9
22
38,4
38,8
31,9
40,8
39
30,1
29,3
28,4
36,3
30,5

Time

s

1479
1480
1481
1482
1483
1484
1485
1486
1487
1488
1489
1490
1491
1492
1493
1494
1495
1496
1497
1498
1499
1500
1501
1502
1503
1504
1505
1506
1507
1508
1509
1510
1511
1512
1513
1514
1515
1516
1517
1518
1519
1520
1521
1522
1523
1524
1525
1526
1527
1528
1529
1530
1531
1532
1533
1534
1535
1536
1537
1538
1539
1540
1541
1542
1543
1544
1545
1546

Normal
speed
%

Normal
torque
%

60,7
60,1
59,9
60,4
60,7
59,9
59,7
59,5
59,2
58,8
58,7
58,7
57,9
58,2
57,6
58,3
57,2
57,4
58,3
58,3
58,8
58,8
59,4
59,1
59,1
59
59,5
59,4
59,4
59,4
59,4
58,9
59
58,8
58,9
58,8
58,9
59,1
58,8
59
58,7
57,9
58
57,1
56,7
56,7
56,6
56,8
56,3
56,3
56
56,7
56,6
56,9
56,9
57,4
57,4
58,3
58,5
59,1
59,4
59,6
59,5
59,6
59,3
59,4
59,1
59

26,7
4,7
0
36,2
32,5
3,1
‘m’
‘m’
‘m’
0,6
‘m’
‘m’
‘m’
‘m’
‘m’
9,5
6
27,3
59,9
7,3
21,7
38,9
26,2
25,5
26
39,1
52,3
31
27
29,8
23,1
16
31,5
25,9
40,2
28,4
38,9
35,3
30,3
19
3
0
2,4
‘m’
‘m’
5,3
2,1
‘m’
‘m’
‘m’
‘m’
‘m’
3,8
‘m’
‘m’
‘m’
‘m’
13,9
‘m’
‘m’
‘m’
‘m’
‘m’
0,5
9,2
11,2
26,8
11,7

Time

s

1547
1548
1549
1550
1551
1552
1553
1554
1555
1556
1557
1558
1559
1560
1561
1562
1563
1564
1565
1566
1567
1568
1569
1570
1571
1572
1573
1574
1575
1576
1577
1578
1579
1580
1581
1582
1583
1584
1585
1586
1587
1588
1589
1590
1591
1592
1593
1594
1595
1596
1597
1598
1599
1600
1601
1602
1603
1604
1605
1606
1607
1608
1609
1610
1611
1612
1613
1614

Normal
speed
%

Normal
torque
%

58,8
58,7
57,5
57,4
57,1
57,1
57
57,1
57,3
57,3
58,2
58,7
58,3
58,6
59
59,8
59,3
59,7
60,1
60,7
60,7
60,7
60,7
61,1
61,1
60,8
60,1
60,7
60,4
60
59,9
60,8
60,4
60,2
59,6
59,9
59,8
59,6
59,4
60,1
59,5
59,8
60,6
59,3
59,3
59,4
58,7
58,8
59,1
59,7
59,5
59,6
59,6
59,4
59,6
59,9
60,5
59,6
59,7
60,9
60,1
59,9
60,8
60,6
60,9
61,1
61,2
61,4

6,4
5
‘m’
‘m’
1,1
0
4,5
3,7
3,3
16,8
29,3
12,5
12,2
12,7
13,6
21,9
20,9
19,2
15,9
16,7
18,1
40,6
59,7
66,8
58,8
64,7
63,6
83,2
82,2
80,5
78,7
67,9
57,7
60,6
72,7
73,6
74,1
84,6
76,1
76,9
84,6
77,5
67,9
47,3
43,1
38,3
38,2
39,2
67,9
60,5
32,9
20
34,4
23,9
15,7
41
26,3
14
21,2
19,6
34,3
27
25,6
26,3
26,1
38
31,6
30,6

8.6.98

EN

Official  Journal  of  the  European  Communities

C  173/83

Time

s

1615
1616
1617
1618
1619
1620
1621
1622
1623
1624
1625
1626
1627
1628
1629
1630
1631
1632
1633
1634
1635
1636
1637
1638
1639
1640
1641
1642
1643
1644
1645
1646
1647
1648
1649
1650
1651
1652
1653
1654
1655
1656
1657
1658
1659
1660
1661
1662
1663
1664
1665
1666
1667
1668
1669
1670
1671
1672
1673
1674
1675
1676

Normal
speed
%

Normal
torque
%

61,7
61,5
61,7
62,2
61,4
61,8
61,8
61,6
61,7
61,7
61,7
61,2
61,9
61,4
61,7
62,4
62,8
62,2
62,5
62,3
62,6
62,3
62,7
62,2
61,9
62,5
61,7
61,7
61,6
61,4
60,8
60,7
61
60,4
61
60,7
60,5
60,8
61,2
60,9
61,1
60,7
61,3
60,9
61,4
61,7
61,8
61,7
61,7
61,5
61,3
61,5
61,1
61,4
61,4
61,3
61
61,5
61
60,9
60,9
60,6

29,6
28,8
27,8
20,3
19,6
19,7
18,7
17,7
8,7
1,4
5,9
8,1
45,8
31,5
22,3
21,7
21,9
22,2
31
31,3
31,7
22,8
12,6
15,2
32,6
23,1
19,4
10,8
10,2
‘m’
‘m’
‘m’
12,4
5,3
13,1
29,6
28,9
27,1
27,3
20,6
13,9
13,4
26,1
23,7
32,1
33,5
34,1
17
2,5
5,9
14,9
17,2
‘m’
‘m’
8,8
8,8
18
13
3,7
3,1
4,7
4,1

‘m’  =  motoring

Time

s

1677
1678
1679
1680
1681
1682
1683
1684
1685
1686
1687
1688
1689
1690
1691
1692
1693
1694
1695
1696
1697
1698
1699
1700
1701
1702
1703
1704
1705
1706
1707
1708
1709
1710
1711
1712
1713
1714
1715
1716
1717
1718
1719
1720
1721
1722
1723
1724
1725
1726
1727
1728
1729
1730
1731
1732
1733
1734
1735
1736
1737
1738

Normal
speed
%

Normal
torque
%

60,6
60,6
60,7
60,6
60,1
60,5
60,4
59,9
59,6
59,6
59,9
59,9
59,8
59,4
59,5
59,6
59,4
60,9
60,5
60,1
60,1
60,5
60
60
60
60,1
59,9
59,4
59,5
59,5
59,5
59,4
59,6
59,5
60,1
59,4
59,8
59,9
60,1
59,6
59,6
59,4
59,6
60,1
60,2
59,4
60,3
59,9
60,2
60,3
60,4
60,6
60,8
60,9
60,9
60,7
60,9
61,1
61,1
61
61
60,6

6,7
12,8
11,9
12,4
12,4
12
11,8
12,4
12,4
9,1
0
20,4
4,4
3,1
26,3
20,1
35
22,1
12,2
11
8,2
6,7
5,1
5,1
9
5,7
8,5
6
5,5
14,2
6,2
10,3
13,8
13,9
18,9
13,1
5,4
2,9
7,1
12
4,9
22,7
22
17,4
16,6
28,6
22,4
20
18,6
11,9
11,6
10,6
16
17
16,1
11,4
11,3
11,2
25,6
14,6
10,4
‘m’

Time

s

1739
1740
1741
1742
1743
1744
1745
1746
1747
1748
1749
1750
1751
1752
1753
1754
1755
1756
1757
1758
1759
1760
1761
1762
1763
1764
1765
1766
1767
1768
1769
1770
1771
1772
1773
1774
1775
1776
1777
1778
1779
1780
1781
1782
1783
1784
1785
1786
1787
1788
1789
1790
1791
1792
1793
1794
1795
1796
1797
1798
1799
1800

Normal
speed
%

Normal
torque
%

60,9
60,8
59,9
59,8
59,1
58,8
58,8
58,2
58,5
57,5
57,9
57,8
58,3
57,8
57,5
58,4
58,1
58,8
58,3
58,3
59
58,2
57,9
58,5
57,4
58,2
58,2
57,3
58
57,5
57,4
58,8
57,7
58,4
58,4
59
59
58,8
58,8
59,1
59,4
59,6
50
40
30
20
10
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0

‘m’
4,8
‘m’
‘m’
‘m’
‘m’
‘m’
‘m’
14,3
4,4
0
20,9
9,2
8,2
15,3
38
15,4
11,8
8,1
5,5
4,1
4,9
10,1
7,5
7
6,7
6,6
17,3
11,4
47,4
28,8
24,3
25,5
35,5
29,3
33,8
18,7
9,8
23,9
48,2
37,2
29,1
25
20
15
10
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0

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A  graphical  display  of  the  ETC  dynamometer  schedule  is  shown  in  Figure  5.

Figure  5

ETC  dynamometer  schedule

Urban streets

ETC

Rural roads

Motorways

Time [sec]

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Appendix  4

MEASUREMENT  AND  SAMPLING  PROCEDURES

1. 

INTRODUCTION

Gaseous  components,  particulates,  and  smoke  emitted  by  the  engine  submitted  for  testing
shall be measured by the methods described in Annex V. The respective sections of Annex V
describe  the  recommended  analytical  systems  for  the  gaseous  emissions  (Section  1),  the
recommended  particulate  diluton  and  sampling  systems  (Section  2),  and  the  recommended
opacimeters  for  smoke  measurement  (Section  3).

For the ESC, the gaseous components shall be determined in the raw exhaust gas. Optionally,
they  may  be  determined  in  the  diluted  exhaust  gas,  if  a  full  flow  dilution  system  is  used  for
particulate determination. Particulates shall be determined with either a partial flow or a full
flow  dilution  system.

For  the  ETC,  only  a  full  flow  dilution  system  shall  be  used  for  determining  gaseous  and
particulate  emissions,  and  is  considered  the  reference  system.  However,  partial  flow  dilution
systems  may  be  approved  by  the  Technical  Service,  if  their  equivalency  according  to  Section
6.2 to Annex I is proven, and if a detailed description of the data evaluation and calculation
procedures  is  submitted  to  the  Technical  Service.

2. 

DYNAMOMETER  AND  TEST  CELL  EQUIPMENT

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

2.1. 

Engine dynamometer

An engine dynamometer shall be used with adequate characteristics to perform the test cycles
described  in  Appendices  1  and  2  to  this  annex.  The  speed  measuring  system  shall  have  an
accuracy of 6 2 % of reading. The torque measuring system shall have an accuracy of 6 3 %
of reading in the range . 20 % of full scale, and an accuracy of 6 0,6 % of full scale in the
range  #  20 %  of  full  scale.

2.2. 

Other  instruments

Measuring  instruments  for  fuel  consumption,  air  consumption,  temperature  of  coolant  and
lubricant,  exhaust  gas  pressure  and  intake  manifold  depression,  exhaust  gas  temperature,  air
intake  temperature,  atmospheric  pressure,  humidity  and  fuel  temperature  shall  be  used,  as
required.  These  instruments  shall  satisfy  the  requirements  given  in  Table  8:

Table  8

Accuracy  of  measuring  instruments

Measuring  instrument

Accuracy

Fuel  consumption

Air  consumption
Temperatures  # 600  K  (327 °C)
Temperatures  . 600  K  (327 °C)

Atmospheric  pressure

Exhaust  gas  pressure

Intake  depression

Other  pressures

Relative humidity

Absolute  humidity

± 2 %  of  engine’s  maximum  value

± 2 %  of  engine’s  maximum  value

± 2  K  absolute

± 1 %  of  reading

± 0,1  kPa  absolute

± 0,2  kPa  absolute

± 0,05  kPa  absolute

± 0,1  kPa  absolute

± 3 %  absolute

± 5 %  of  reading

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2.3. 

Exhaust  gas  flow

For  calculation  of  the  emissions  in  the  raw  exhaust,  it  is  necessary  to  know  the  exhaust  gas
flow (see Section 4.4 of Appendix 1). For the determination of the exhaust flow either of the
following  methods  may  be  used:

(a)  Direct  measurement  of  the  exhaust  flow  by  flow  nozzle  or  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  equation:

GEXHW  =  GAIRW  +  GFUEL  (for  wet  exhaust  mass)

The  accuracy  of  exhaust  flow  determination  shall  be  6  2,5 %  of  reading  or  better.

2.4. 

Diluted  exhaust  gas  flow

For  calculation  of  the  emissions  in  the  diluted  exhaust  using  a  full  flow  dilution  system
(mandatory  for  the  ETC),  it  is  necessary  to  know  the  diluted  exhaust  gas  flow  (see  Section
4.3 of Appendix 2). The total mass flow rate of the diluted exhaust (GTOTW) or the total mass
of  the  diluted  exhaust  gas  over  the  cycle  (MTOTW)  shall  be  measured  with  a  PDP  or  CFV
(Annex  V,  Section  2.3.1).  The  accuracy  shall  be  6  2 %  of  reading  or  better,  and  shall  be
determined  according  to  the  provisions  of  Annex  III,  Appendix  5,  Section  2.4.

3. 

DETERMINATION  OF  THE  GASEOUS  COMPONENTS

3.1. 

General analyser specifications

The analysers shall have a measuring range appropriate for the accuracy required to measure
the concentrations of the exhaust gas components (Section 3.1.1). It is recommended that the
analysers  be  operated  such  that  the  measured  concentration  falls  between  15  and  100 %  of
full  scale.

If  read-out  systems  (computers,  data  loggers)  can  provide  sufficient  accuracy  and  resolution
below 15 % of full scale, measurements below 15 % of full scale are also acceptable. In this
case,  additional  calibrations  of  at  least  four  non-zero  nominally  equally  spaced  points  are  to
be made to ensure the accuracy of the calibration curves according to Annex III, Appendix 5,
Section  1.5.5.2.

The electromagnetic compatibility (EMC) of the equipment shall be on a level as to minimise
additional  errors.

3.1.1. 

Measurement  error

The  total  measurement  error,  including  the  cross  sensitivity  to  other  gases  (see  Annex  III,
Appendix  5,  Section  1.9),  shall  not  exceed  6  5 %  of  the  reading  or  6  3,5 %  of  full  scale,
whichever  is  smaller.  For  concentrations  of  less  than  100  ppm  the  measurement  error  shall
not  exceed  6  4  ppm.

3.1.2. 

Repeatability

The repeatability, defined as 2,5 times, the standard deviation of 10 repetitive responses to a
given calibration or span gas, has to be not greater than 6 1 % of full scale concentration for
each range used above 155 ppm (or ppmC) or 6 2 % of each range used below 155 ppm (or
ppmC).

3.1.3. 

Noise

The analyser peak-to-peak response to zero and calibration or span gases over any 10 seconds
period  shall  not  exceed  2 %  of  full  scale  on  all  ranges  used.

3.1.4. 

Zero  drift

The  zero  drift  during  a  one  hour  period  shall  be  less  than  2 %  or  full  scale  on  the  lowest
range used. The zero response is defined as the mean response, including noise, to a zero gas
during  a  30  seconds  time  interval.

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3.1.5. 

Span  drift

The  span  drift  during  a  one-hour  period  shall  be  less  than  2 %  or  full  scale  on  the  lowest
range  used.  Span  is  defined  as  the  difference  between  the  span  response  and  the  zero
response.  The  span  response  is  defined  as  the  mean  response,  including  noise,  to  a  span  gas
during  a  30  seconds’  time  interval.

3.2. 

Gas  drying

The  optional  gas  drying  device  must  have  a  minimal  effect  on  the  concentration  of  the
measured  gases.  Chemical  dryers  are  not  an  acceptable  method  of  removing  water  from  the
sample.

3.3. 

Analysers

Sections 3.3.1. to 3.3.4 describe the measurement principles to be used. A detailed description
of the measurement systems is given in Annex V. The gases to be measured shall be analysed
with  the  following  instruments.  For  non-linear  analysers,  the  use  of  linearising  circuits  is
permitted.

3.3.1. 

Carbon  monoxide  (CO)  analysis

The  carbon  monoxide  analyser  shall  be  of  the  non-dispersive  infra-red  (NDIR)  absorption
type.

3.3.2. 

Carbon  dioxide  (CO2)  analysis

The  carbon  dioxide  analyser  shall  be  of  the  non-dispersive  infra-red  (NDIR)  absorption
type.

3.3.3. 

Hydrocarbon  (HC)  analysis

For diesel and LPG-fuelled gas engines, the hydrocarbon analyser shall be of the heated flame
ionisation detector (HFID) type with detector, valves, pipework. etc. heated so as to maintain
a  gas  temperature  of  463K  6  10K  (190  6  10°C).  For  NG-fuelled  gas  engines,  the
hydrocarbon  analyser  may  be  of  the  non  heated  flame  ionisation  detector  (FID)  type
depending  upon  the  method  used  (see  Annex  V.  Section  1.3).

3.3.4. 

Non-methane  hydrocarbon  (NMHC)  analysis  (NG-fuelled  gas  engines  only)

Non-methane  hydrocarbons  shall  be  determined  by  either  of  the  following  methods:

3.3.4.1. 

Gas  chromatographic  (GC)  method

Non-methane hydrocarbons shall be determined by subtraction of the methane analysed with
a  gas  chromatograph  (GC)  conditioned  at  423  K  (150  °C)  from  the  hydrocarbons  measured
according  to  Section  3.3.3.

3.3.4.2. 

Non-methane  cutter  (NMC)  method

The  determination  of  the  non-methane  fraction  shall  be  performed  with  a  heated  NMC
operated  in  line  with  an  FID  as  per  Section  3.3.3  by  subtraction  of  the  methane  from  the
hydrocarbons.

3.3.5. 

Oxides  of  nitrogen  (NOx)  analysis

The  oxides  of  nitrogen  analyser  shall  be  of  the  chemiluminescent  detector  (CLD)  or  heated
chemiluminescent  detector  (HCLD)  type  with  a  NO2/NO  converter,  if  measured  on  a  dry
basis.  If  measured  on  a  wet  basis,  a  HCLD  with  converter  maintained  above  328  K  (55°C)
shall be used, provided the water quench check (see Annex III, Appendix 5, Section 1.9.2.2) is
satisfied.

3.4. 

Sampling  of  gaseous  emissions

3.4.1. 

Raw  exhaust  gas  (ESC  only)

The gaseous emissions sampling probes must be fitted at least 0,5 m or 3 times the diameter
of  the  exhaust  pipe  —  whichever  is  the  larger  —  upstream  of  the  exit  of  the  exhaust  gas
system  as  far  as  applicable  and  sufficiently  close  to  the  engine  as  to  ensure  an  exhaust  gas
temperature  of  at  least  343  K  (70°C)  at  the  probe.

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In  the  case  of  a  multi-cylinder  engine  with  a  branched  exhaust  manifold,  the  inlet  of  the
probe  shall  be  located  sufficiently  far  downstream,  so  as  to  ensure  that  the  sample  is
representative  of  the  average  exhaust  emissions  from  all  cylinders.  In  multi-cylinder  engines
having distinct groups of manifolds, such as in a ‘Vee’ engine configuration, it is permissible
to acquire a sample from each group individually and calculate an average exhaust emission.
Other  methods  which  have  been  shown  to  correlate  with  the  above  methods  may  be  used.
For  exhaust  emission  calculation  the  total  exhaust  mass  flow  must  be  used.

If the engine is equipped with an exhaust after-treatment system, the exhaust sample shall be
taken  downstream  of  the  exhaust  after-treatment  system.

3.4.2. 

Diluted  exhaust  gas  (mandatory  for  ETC,  optional  for  ESC)

The  exhaust  pipe  between  the  engine  and  the  full  flow  dilution  system  shall  conform  to  the
requirements  of  Annex  V,  Section  2.3.1,  EP.

The  gaseous  emissions  sample  probe(s)  shall  be  installed  in  the  dilution  tunnel  at  a  point
where  the  dilution  air  and  exhaust  gas  are  well  mixed,  and  in  close  proximity  to  the
particulates’  sampling  probe.

For  the  ETC,  sampling  can  generally  be  done  in  two  ways:

—  the  pollutants  are  sampled  into  a  sampling  bag  over  the  cycle  and  measured  after

completion  of  the  test;

—  the  pollutants  are  sampled  continuously  and  integrated  over  the  cycle;  this  method  is

mandatory  for  HC  and  NOx.

4. 

DETERMINATION  OF  THE  PARTICULATES

The  determination  of  the  particulates  requires  a  dilution  system.  Dilution  may  be
accomplished  by  a  partial  flow  dilution  system  (ESC  only)  or  a  full  flow  dilution  system
(mandatory  for  ETC).  The  flow  capacity  of  the  dilution  system  shall  be  large  enough  to
completely  eliminate  water  condensation  in  the  dilution  and  sampling  systems,  and  maintain
the  temperature  of  the  diluted  exhaust  gas  at  or  below  325  K  (52°C)  immediately  upstream
of  the  filter  holders.  Dehumidifying  the  dilution  air  before  entering  the  dilution  system  is
permitted,  and  especially  useful  if  dilution  air  humidity  is  high.  The  temperature  of  the
dilution air shall be 298 K 6 5 K (25°C 6 5°C). If the ambient temperature is below 293 K
(20°C),  dilution  air  pre-heating  above  the  upper  temperature  limit  of  303  K  (30°C)  is
recommended. However, the dilution air temperature must not exceed 325 K (52°C) prior to
the  introduction  of  the  exhaust  in  the  dilution  tunnel.

The  partial  flow  dilution  system  has  to  be  designed  to  split  the  exhaust  stream  into  two
fractions,  the  smaller  one  being  diluted  with  air  and  subsequently  used  for  particulate
measurement.  For  this  it  is  essential  that  the  dilution  ratio  be  determined  very  accurately.
Different  splitting  methods  can  be  applied,  whereby  the  type  of  splitting  used  dictates  to  a
significant  degree  the  sampling  hardware  and  procedures  to  be  used  (Annex  V,  Section  2.2).
The particulate sampling probe shall be installed in close proximity to the gaseous emissions
sampling  probe,  and  the  installation  shall  comply  with  the  provisions  of  Section  3.4.1.

To determine the mass of the particulates, a particulate sampling system, particulate sampling
filters,  a  microgram  balance,  and  a  temperature  and  humidity  controlled  weighing  chamber,
are  required.

For  particulate  sampling,  the  single  filter  method  shall  be  applied  which  uses  one  pair  of
filters (see Section 4.1.3) for the whole test cycle. For the ESC, considerable attention must be
paid  to  sampling  times  and  flows  during  the  sampling  phase  of  the  test.

4.1. 

Particulate  sampling  filters

4.1.1. 

Filter  specification

Fluorocarbon  coated  glas-fibre  filters  or  fluorocarbon  based  membrane  filters  are  required.
All  filter  types  shall  have  a  0,3  µm  DOP  (di-octylphthalate)  collection  efficiency  of  at  least
95 %  at  a  gas  face  velocity  between  35  and  80  cm/s.

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4.1.2. 

Filter size

Particulate  filters  must  have  a  minimum  diameter  of  47  mm  (37  mm  stain  diameter).  Larger
diameter  filters  are  acceptable  (Section  4.1.5).

4.1.3. 

Primary  and  back-up  filters

The diluted exhaust shall be sampled by a pair of filters placed in series (one primary and one
back-up filter) during the test sequence. The back-up filter shall be located no more than 100
mm  downstream  of,  and  shall  not  be  in  contact  with  the  primary  filter.  The  filters  may  be
weighed  separately  or  as  a  pair  with  the  filters  placed  stain  side  to  stain  side.

4.1.4. 

Filter  face  velocity

A  gas  face  velocity  through  the  filter  of  35  to  80  cm/s  shall  be  achieved.  The  pressure  drop
increase  between  the  beginning  and  the  end  of  the  test  shall  be  no  more  than  25  kPa.

4.1.5. 

Filter  loading

The recommended minimum filter loading shall be 0,5 mg/1075 mm2  stain area. For the most
common  filter  sizes  the  values  are  shown  in  Table  9.

Table  9

Recommended  filter  loading

Filter  diameter

(mm)

47

70

90

110

Recommended  stain
diameter
(mm)

Recommended  minimum

loading  (mg)

37

60

80

100

0,5

1,3

2,3

3,6

4.2. 

Weighing  chamber  and  analytical  balance  specifications

4.2.1. 

Weighing  chamber  conditions

The  temperature  of  the  chamber  (or  room)  in  which  the  particulate  filters  are  conditioned
and  weighed  shall  be  maintained  to  within  295  K  6  3  K  (22°C  6  3°C)  during  all  filter
conditioning and weighing. The humidity shall be maintained to a dewpoint of 282,5 K 6 3
K  (9,5°C  6  3°C)  and  a  relative  humidity  of  45 %  6  8 %.

4.2.2. 

Reference  filter  weighing

The chamber (or room) environment shall be free of any ambient contaminants (such as dust)
that would settle on the particulate filters during their stabilisation. Disturbances to weighing
room  specifications  as  outlined  in  Section  4.2.1  will  be  allowed  if  the  duration  of  the
disturbances  does  not  exceed  30  minutes.  The  weighing  room  should  meet  the  required
specifications  prior  to  personal  entrance  into  the  weighing  room.  At  least  two  unused
reference filters or reference filter pairs shall be weighed within 4 hours of, but preferable at
the  same  time  as  the  sample  filter  (pair)  weighings.  They  shall  be  the  same  size  and  material
as  the  sample  filters.

If  the  average  weight  of  the  reference  filters  (reference  filter  pairs)  changes  between  sample
filter  weighings  by  more  than  6  5 %  (6  7,5 %  for  the  filter  pair  respectively)  of  the
recommended minimum filter loading (Section 4.1.5), then all sample filters shall be discarded
and  the  emissions  test  repeated.

If the weighing room stability criteria outlined in Section 4.2.1. is not met, but the reference
filter  (pair)  weighings  meet  the  above  criteria,  the  engine  manufacturer  has  the  option  of
accepting  the  sample  filter  weights  or  voiding  the  tests,  fixing  the  weighing  room  control
system  and  rerunning  the  test.

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4.2.3. 

Analytical balance

The  analytical  balance  used  to  determine  the  weights  of  all  filters  shall  have  a  precision
(standard deviation) of 20 µg and a resolution of 10 µg (1 digit = 10 µg). For filters less than
70  mm  diameter,  the  precision  and  resolution  shall  be  2  µg  and  1  µg, respectively.

4.2.4. 

Elimination  of  static  electricity  effects

To eliminate the effects of static electricity, the filters should be neutralised prior to weighing,
for  example,  by  a  Polonium  neutraliser  or  a  device  of  similar  effect.

4.3. 

Additional  specifications  for  particulate  measurement

All parts of the dilution system and the sampling system from the exhaust pipe up to the filter
holder, which are in contact with raw and diluted exhaust gas, must be designed to minimise
deposition or alteration of the particulates. All parts must be made of electrically conductive
materials  that  do  not  react  with  exhaust  gas  components,  and  must  be  electrically  grounded
to  prevent  electrostatic  effects.

5. 

DETERMINATION  OF  SMOKE

This  section  provides  specifications  for  the  required  and  optional  test  equipment  to  be  used
for  the  ELR  test.  The  smoke  shall  be  measured  with  an  opacimeter  having  an  opacity  and  a
light  absorption  coefficient  readout  mode.  The  opacity  readout  mode  shall  only  be  used  for
calibration  and  checking  of  the  opacimeter.  The  smoke  values  of  the  rest  cycle  shall  be
measured  in  the  light  absorption  coefficient  readout  mode.

5.1. 

General  requirements

The  ELR  requires  the  use  of  a  smoke  measurement  and  data-processing  system  which
includes  three  functional  units.  These  units  may  be  integrated  into  a  single  component  or
provided  as  a  system  of  interconnected  components.  The  three  functional  units  are:

—  An  opacimeter  meeting  the  specifications  of  Annex  V,  Section  3.

—  A  data-processing  unit  capable  of  performing  the  functions  described  in  Annex  III,

Appendix  1,  Section  6.

—  A  printer  and/or  electronic  storage  medium  to  record  and  output  the  required  smoke

values  specified  in  Annex  III,  Appendix  1,  Section  6.3.

5.2. 

Specific requirements

5.2.1. 

Linearity

The  linearity  shall  be  within  6  2 %  opacity.

5.2.2. 

Zero  drift

The  zero  drift  during  a  one-hour  period  shall  not  exceed  6  1 %  opacity.

5.2.3. 

Opacimeter  display  and  range

For  display  in  opacity,  the  range  shall  be  0  —  100 %  opacity,  and  the  readability  0,1 %
opacity.  For  display  in  light  absorption  coefficient,  the  range  shall  be  0  —  30  m-1  light
absorption  coefficient,  and  the  readability  0,01m-1  light  absorption  coefficient.

5.2.4. 

Instrument  response  time

The  physical  response  time  of  the  opacimeter  shall  not  exceed  0,2  s.  The  physical  response
time is the difference between the times when the output of a rapid response receiver reaches
10 and 90 % of the full deviation when the opacity of the gas being measured is changed in
less  than  0,1  s.

The electrical response time of the opacimeter shall not exceed 0,05 s. The electrical response
time is the difference between the times when the opacimeter output reaches 10 and 90 % of
the  full  scale  when  the  light  source  is  interrupted  or  completely  extinguished  in  less  than
0,01  s.

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5.2.5. 

Neutral  density  filters

Any  neutral  density  filter  used  in  conjunction  with  opacimeter  calibration,  linearity
measurements, or setting span shall have its value known to within 1,0 % opacity. The filter’s
nominal  value  must  be  checked  for  accuracy  at  least  yearly  using  a  reference  traceable  to  a
national  or  international  standard.

Neutral  density  filters  are  precision  devices  and  can  easily  be  damaged  during  use.  Handling
should  be  minimised  and,  when  required,  should  be  done  with  care  to  avoid  scratching  or
soiling  of  the  filter.

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Appendix  5

CALIBRATION  PROCEDURE

1. 

CALIBRATION  OF  THE  ANALYTICAL  INSTRUMENTS

1.1. 

Introduction

Each  analyser  shall  be  calibrated  as  often  as  necessary  to  fulfil  the  accuracy  requirements  of
this  Directive.  The  calibration  method  that  shall  be  used  is  described  in  this  section  for  the
analysers  indicated  in  Annex  III,  Appendix  4,  Section  3  and  Annex  V,  Section  1.

1.2. 

Calibration gases

The  shelf  life  of  all  calibration  gases  must  be  respected.

The  expiration  date  of  the  calibration  gases  stated  by  the  manufacturer  shall  be  recorded.

1.2.1. 

Pure  gases

The  required  purity  of  the  gases  is  defined  by  the  contamination  limits  given  below.  The
following  gases  must  be  available  for  operation:

Purified  nitrogen

(Contamination  #  1  ppm  C1,  #  1  ppm  CO,  #  400  ppm  CO2,  #  0,1  ppm  NO)

Purified  oxygen

(Purity  .  99,5 %  vol  O2)

Hydrogen-helium  mixture

(40  ±  2 %  hydrogen,  balance  helium)
(Contamination  #  1  ppm  C1,  #  400  ppm  CO2)

Purified  synthetic  air

(Contamination  #  1  ppm  C1,  #  1  ppm  CO,  #  400  ppm  CO2,  #  0,1  ppm  NO)
(Oxygen  content  between  18-21 %vol.)

Purified  propane  or  CO  for  the  CVS  verification

1.2.2. 

Calibration  and  span  gases

Mixtures  of  gases  having  the  following  chemical  compositions  shall  be  available:
C3H8  and  purified  synthetic  air  (see  Section  1.2.1);
CO  and  purified  nitrogen;
NOx  and  purified  nitrogen  (the  amount  of  NO2  contained  in  this  calibration  gas  must  not
exceed  5 %  of  the  NO  content);
CO2  and  purified  nitrogen
CH4  and  purified  synthetic  air
C2H6  and  purified  synthetic  air

Note:  Other  gas  combinations  are  allowed  provided  the  gases  do  not  react  with  one

another.

The  true  concentration  of  a  calibration  and  span  gas  must  be  within  ±  2 %  of  the  nominal
value. All concentrations of calibration gas shall be given on a volume basis (volume percent
or  volume  ppm).

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

1.3. 

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 minimum requirements given in Sections 1.4 to 1.9 shall be
included.

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1.4. 

Leakage  test

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
stabilisation  period  all  flow  meters  should  read  zero.  If  not,  the  sampling  lines  shall  be
checked  and  the  fault  corrected.

The  maximum  allowable  leakage  rate  on  the  vacuum  side  shall  be  0,5 %  of  the  in-use  flow
rate  for  the  portion  of  the  system  being  checked.  The  analyser  flows  and  by-pass  flows  may
be  used  to  estimate  the  in-use  flow  rates.

Another  method  is  the  introduction  of  a  concentration  step  change  at  the  beginning  of  the
sampling  line  by  switching  from  zero  to  span  gas.  If  after  an  adequate  period  of  time  the
reading  shows  a  lower  concentration  compared  to  the  introduced  concentration,  this  points
to  calibration  or  leakage  problems.

1.5. 

Calibration  procedure

1.5.1. 

Instrument  assembly

The  instrument  assembly  shall  be  calibrated  and  calibration  curves  checked  against  standard
gases.  The  same  gas  flow  rates  shall  be  used  as  when  sampling  exhaust.

1.5.2. 

Warming-up  time

The  warming-up  time  should  be  according  to  the  recommendations  of  the  manufacturer.  If
not  specified,  a  minimum  of  two  hours  is  recommended  for  warming  up  the  analysers.

1.5.3. 

NDIR  and  HFID  analyser

The  NDIR  analyser  shall  be  tuned,  as  necessary,  and  the  combustion  flame  of  the  HFID
analyser  shall  be  optimised  (Section  1.8.1).

1.5.4. 

Calibration

Each  normally  used  operating  range  shall  be  calibrated.

Using purified synthetic air (or nitrogen, the CO, CO2, NOx  and HC analysers shall be set at
zero.

The  appropriate  calibration  gases  shall  be  introduced  to  the  analysers,  the  values  recorded,
and  the  calibration  curve  established  according  to  Section  1.5.5.

The  zero  setting  shall  be  rechecked  and  the  calibration  procedure  repeated,  if  necessary.

1.5.5. 

Establishment  of  the  calibration  curve

1.5.5.1. 

G e n e r a l   g u i d e l i n e s

The  analyser  calibration  curve  shall  be  established  by  at  least  five  calibration  points
(excluding zero) spaced as uniformly as possible. The highest nominal concentration must be
equal  to  or  higher  than  90 %  of  full  scale.

The  calibration  curve  shall  be  calculated  by  the  method  of  least  squares.  If  the  resulting
polynomial degree is greater than 3, the number of calibration points (zero included) must be
at  least  equal  to  this  polynomial  degree  plus  2.

The  calibration  curve  must  not  differ  by  more  than  6  2 %  form  the  nominal  value  of  each
calibration  point  and  by  more  than  6  1 %  of  full  scale  at  zero.

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

—  the  measuring  range;

—  the sensitivity;

—  the  date  of  carrying  out  the  calibration.

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1.5.5.2. 

C a l i b r a t i o n   b e l o w   1 5 %  of  full  scale

The  analyser  calibration  curve  shall  be  established  by  at  least  four  additional  calibration
points  (excluding  zero)  spaced  nominally  equally  below  15 %  of  full  scale.

The  calibrations  curve  is  calculated  by  the  method  of  least  squares.

The  calibrations  curve  must  not  differ  by  more  than 6  4 %  from  the  nominal  value  of  each
calibration  point  and  by  more  than  6  1 %  of  full  scale  at  zero.

1.5.5.3. 

A l t e r n a t i v e   m e t h o d s

If  it  can  be  shown  that  alternative  technology  (for  example,  electronically-controlled  range
switch,  etc.)  can  give  equivalent  accuracy,  then  these  alternatives  may  be  used.

1.6. 

Verification  of  the  calibration

Each  normally  used  operating  range  shall  be  checked  prior  to  each  analysis  in  accordance
with  the  following  procedure.

The  calibration  shall  be  checked  by  using  a  zero  gas  and  a  span  gas  whose  nominal  value  is
more  than  80 %  of  full  scale  of  the  measuring  range.

If, for the two points considered, the value found does not differ by more than ± 4 % of full
scale  from  the  declared  reference  value,  the  adjustment  parameters  may  be  modified.  Should
this  not  be  the  case,  a  new  calibration  curve  shall  be  established  in  accordance  with  Section
1.5.5.

1.7. 

Efficiency  test  of  the  NOx  converter

The  efficiency  of  the  converter  used  for  the  conversion  of  NO2  into  NO  shall  be  tested  as
given  in  Sections  1.7.1  to  1.7.8  (Figure  6).

1.7.1. 

Test  set-up

Using the test set-up as shown in Figure 6 (see also Annex III, Appendix 4, Sectin 3.3.5) and
the  procedure  below,  the  efficiency  of  converters  can  be  tested  by  means  of  an  ozonator.

1.7.2. 

Calibration

The  CLD  and  the  HCLD  shall  be  calibrated  in  the  most  common  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. The indicated concentration has to be
recorded.

1.7.3. 

Calculation

The  efficiency  of  the  NOx  converter  is  calculated  as  follows:

Efficiency  (%) =(1 +

a  –  b

c  –  d)* 100

where:

a 

b 

c 

d 

is  the  NOx  concentration  according  to  Section  1.7.6

is  the  NOx  concentration  according  to  Section  1.7.7

is  the  NO  concentration  according  to  Section  1.7.4

is  the  NO  concentration  according  to  Section  1.7.5.

1.7.4. 

Adding  of  oxygen

Via  a  T-fitting,  oxygen  or  zero  air  is  added  continuously  to  the  gas  flow  until  the
concentration indicated is about 20 % less than the indicated calibration concentration given
in  Section  1.7.2.  (The  analyser  is  in  the  NO  mode).  The  indicated  concentration  c  shall  be
recorded.  The  ozonator  is  kept  deactivated  throughout  the  process.

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1.7.5. 

Activation  of  the  ozonator

The  ozonator  is  now  activated  to  generate  enough  ozone  to  bring  the  NO  concentration
down  to  about  20 %  (minimum  10 %)  of  the  calibration  concentration  given  in  Section
1.7.2.  The  indicated  concentration  d  shall  be  recorded  (The  analyser  is  in  the  NO  mode).

1.7.6. 

NOx  mode

The  NO  analyser  is  then  switched  to  the  NOx  mode  so  that  the  gas  mixture  (consisting  of
NO, NO2, O2  and N2) now passes through the converter. The indicated concentration a shall
be  recorded.  (The  analyser  is  in  the  NOx  mode).

1.7.7. 

Deactivation  of  the  ozonator

The  ozonator  is  now  deactivated.  The  mixture  of  gases  described  in  Section  1.7.6  passes
through the converter into the detector. The indicated concentration b shall be recorded. (The
analyser  is  in  the  NOx  mode).

1.7.8. 

NO  mode

Switched  to  NO  mode  with  the  ozonator  deactivated,  the  flow  of  oxygen  or  synthetic  air  is
also shut off. The NOx  reading of the analyser shall not deviate by more than ± 5 % from the
value  measured  according  to  Section  1.7.2.  (The  analyser  is  in  the  NO  mode).

1.7.9. 

Test interval

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

1.7.10. 

Efficiency  requirement

The efficiency of the converter shall not be less than 90 %, but a higher efficiency of 95 % is
strongly  recommended.

Note: 

If,  with  the  analyser  in  the  most  common  range,  the  ozonator  cannot  give  a
reduction  from  80 %  to  20 %  according  to  Section  1.7.5.  then  the  highest  range
which  will  give  the  reduction  shall  be  used.

Figure  6

Schematic  of  NO2  converter  efficiency  device

Solenoid valve

O2

AC

NO/N2

Variac

Ozonator

To analyser

1.8. 

Adjustment  of  the  FID

1.8.1. 

Optimisation  of  the  detector  response

The FID must be adjusted as specified by the instrument manufacturer. A propane in air span
gas  should  be  used  to  optimise  the  response  on  the  most  common  operating  range.

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With the fuel and air flow rates set at the manufacturer’s recommendations, a 350 6 75 ppm
C  span  gas  shall  be  introduced  to  the  analyser.  The  response  at  a  given  fuel  flow  shall  be
determined from the difference between the span gas response and the zero gas response. The
fuel  flow  shall  be  incrementally  adjusted  above  and  below  the  manufacturer’s  specification.
The span and zero response at these fuel flows shall be recorded. The difference between the
span  and  zero  response  shall  be  plotted  and  the  fuel  flow  adjusted  to  the  rich  side  of  the
curve.

1.8.2. 

Hydrocarbon  response  factors

The analyser shall be calibration using propane in air and purified synthetic air, according to
Section  1.5.

Response  factors  shall  be  determined  when  introducing  an  analyser  into  service  and  after
major  service  intervals.  The  response  factor  (Rf)  for  a  particular  hydrocarbon  species  is  the
rations  of  the  FID  C1  reading  to  the  gas  concentration  in  the  cylinder  expressed  by  ppm
C1.

The concentration of the test gas must be at a level to give a response of approximately 80 %
of  full  scale.  The  concentration  must  be  known  to  an  accuracy  of  6  2 %  in  reference  to  a
in  volume.  In  addition,  the  gas  cylinder  must  be
gravimetric  standard  expressed 
preconditioned  for  24  hours  at  a  temperature  of  298  K  6  5  K  (25° C  6  5° C).

The  test  gases  to  be  used  and  the  recommended  relative  response  factor  ranges  are  as
follows:
Methane  and  purified  synthetic  air  1,00  #  Rf  #  1,15
Propylene  and  purified  synthetic  air  0,90  #  Rf  #  1,1
Toluene  and  purified  synthetic  air  0,90  #  Rf  #  1,10

These values are relative to the response factor (Rf) of 1,00 for propane and purified synthetic
air.

1.8.3. 

Oxygen  interference  check

The oxygen interference check shall be determined when introducing an analyser into service
and  after  major  service  intervals.

The response factor is defined and shall be determined as described in Section 1.8.2. The test
gas  to  be  used  and  the  recommended  relative  response  factor  range  are  as  follows:

Propane  and  nitrogen  0,95  #  Rf  #  1,05

This  value  is  relative  to  the  response  factor  (Rf)  of  1,00  for  propane  and  purified  synthetic
air.

The  FID  burner  air  oxygen  concentration  must  be  within  6  1  mole  %  of  the  oxygen
concentration  of  the  burner  air  used  in  the  latest  oxygen  interference  check.  If  the  difference
is  greater,  the  oxygen  interference  must  be  checked  and  the  analyser  adjusted,  if  necessary.

1.8.4. 

Efficiency  of  the  non-methane  cutter  (NMC,  for  NG-fuelled  gas  engines  only)

The NMC is used for the removal of the non-methane hydrocarbons from the sample gas by
oxidising  all  hydrocarbons  except  methane.  Ideally,  the  conversion  for  methane  is  0 %,  and
for the other hydrocarbons represented by ethane is 100 %. For the accurate measurement of
NMHC,  the  two  efficiencies  shall  be  determined  and  used  for  the  calculation  of  the  NMHC
emission  mass  flow  rate  (see  Annex  III,  Appendix  2,  Section  4.3).

1.8.4.1. 

M e t h a n e   e f f i c i e n c y

Methane  calibration  gas  shall  be  flown  through  the  FID  with  and  without  by-passing  the
NMC  and  the  two  concentrations  recorded.  The  efficiency  shall  be  determined  as  follows:

CEM = 1 −

concw
concw/o

where:

concw  =  HC  concentration  with  CH4  flowing  through  the  NMC

concw/o  =  HC  concentration  with  CH4  by-passing  the  NMC

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1.8.4.2. 

E t h a n e   e f f i c i e n c y

Ethane calibration gas shall be flown through the FID with and without by-passing the NMC
and  the  two  concentrations  recorded.  The  efficiency  shall  be  determined  as  follows:

CEE = 1 −

concw
concw/o

where:

concw  =  HC  concentration  with  C2H6  flowing  through  the  NMC

concw/o  =  HC  concentration  with  C2H6  by-passing  the  NMC

1.9. 

Interference  effects  with  CO,  CO2,  and  NOx  analysers

Gases present in the exhaust other than the one being analysed can interfere with the reading
in  several  ways.  Positive  interference  occurs  in  NDIR  instruments  where  the  interfering  gas
gives the same effect as the gas being measured, but to a lesser degree. Negative interference
occurs  in  NDIR  instruments  by  the  interfering  gas  broadening  the  absorption  band  of  the
measured  gas,  and  in  CLD  instruments  by  the  interfering  gas  quenching  the  radiation.  The
interference  checks  in  Sections  1.9.1.  and  1.9.2.  shall  be  performed  prior  to  an  analyser’s
initial  use  and  after  major  service  intervals.

1.9.1. 

CO  analyser  interference  check

Water  and  CO2  can  interfere  with  the  CO  analyser  performance.  Therefore,  a  CO2  span gas
having  a  concentration  of  80  to  100 %  of  full  scale  of  the  maximum  operating  range  used
during testing shall be bubbled through water at room temperature and the analyser response
recorded. The analyser response must not be more than 1 % of full scale for ranges equal to
or  above  300  ppm  or  more  than  3  ppm  for  ranges  below  300  ppm.

1.9.2. 

NOx  analyser  quench  checks

The  two  gases  of  concern  for  CLD  (and  HCLD)  analysers  are  CO2  and  water  vapour.
Quench  responses  to  these  gases  are  proportional  to  their  concentrations,  and  therefore
require  test  techniques  to  determine  the  quench  at  the  highest  expected  concentrations
experienced  during  testing.

1.9.2.1. 

C O 2  q u e n c h   c h e c k

A  CO2  span  gas  having  a  concentration  of  80  to  100 %  of  full  scale  of  the  maximum
operating range shall be passed through the NDIR analyser and the CO2  value recorded as A.
It shall the be diluted approximately 50 % with NO span gas and passed through the NDIR
and (H)CLD, with the CO2  and NO values recorded as B and C, respectively. The CO2  shall
then be shutt off and only the NO span gas be passed through the (H)CLD and the NO value
recorded  as  D.

The  quench,  which  must  not  be  greater  than  3 %  of  full  scale,  shall  be  calculated  as
follows:

%  Quench =[1 – (

(C * A)

(D * A)–(D * B))]* 100

where,

A 

is  the  undiluted  CO2  concentration  measured  with  NDIR  in  %

B 

is  the  diluted  CO2  concentration  measured  with  NDIR  in  %

C 

is  the  diluted  NO  concentration  measured  with  (H)CLD  in  ppm

D  is  the  undiluted  NO  concentration  measured  with  (H)CLD  in  ppm

Alternative  methods  of  diluting  and  quantifying  of  CO2  and  NO  span  gas  values  such  as
dynamic  mixing/blending  can  be  used.

1.9.2.2. 

W a t e r   q u e n c h   c h e c k

This check applies to wet gas concentration measurements only. Calculation of water quench
must  consider  dilution  of  the  NO  span  gas  with  water  vapour  and  scaling  of  water  vapour
concentration  of  the  mixture  to  that  expected  during  testing.

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A NO span gas having a concentration of 80 to 100 % of full scale of the normal operating
range  shall  be  passed  through  the  (H)CLD  and  the  NO  value  recorded  as  D.  The  NO  span
gas  shall  then  be  bubbled  through  water  at  room  temperature  and  passed  through  the
(H)CLD and the NO value recorded as C. The analyser’s absolute operating pressure and the
water  temperature  shall  be  determined  and  recorded  as  E  and  F,  respectively.  The  mixture’s
saturation  vapour  pressure  that  corresponds  to  the  bubbler  water  temperature  F  shall  be
determined  and  recorded  as  G.  The  water  vapour  concentration  (H,  in  %)  of  the  mixture
shall  be  calculated  as  follows:

H  =  100  *(G/E)

The expected diluted NO span gas (in water vapour) concentration (De) shall be calculated as
follows:

De  =  D  *(1-  H/100)

For  diesel  exhaust,  the  maximum  exhaust  water  vapour  concentration  (Hm,  in  %)  expected
during  testing  shall  be  estimated,  under  the  assumption  of  a  fuel  atom  H/C  ratio  of  1,8:1,
from  the  undiluted  CO2  span  gas  concentration  (A,  as  measured  in  Section  1.9.2.1)  as
follows:

Hm  =  0,9  *A

The  water  quench,  which  must  not  be  greater  than  3 %,  shall  be  calculated  as  follows:

%  Quench  =  100*  (  (  De  -  C)/De)  *(Hm/H)

where:

De 

is  the  expected  diluted  NO  concentration  in  ppm

C 

is  the  diluted  NO  concentration  in  ppm

Hm 

is  the  maximum  water  vapour  concentration  in  %

H 

is  the  actual  water  vapour  concentration  in  %

Note: 

It  is  important  that  the  NO  span  gas  contains  minimal  NO2  concentration  for  this
check,  since  absorption  of  NO2  in  water  has  not  been  accounted  for  in  the  quench
calculations.

1.10. 

Calibration intervals

The  analysers  shall  be  calibrated  according  to  Section  1.5  at  least  every  three  months  or
whenever  a  system  repair  or  change  is  made  that  could  influence  calibration.

2. 

CALIBRATION  OF  THE  CVS-SYSTEM

2.1. 

General

The  CVS  system  shall  be  calibrated  by  using  an  accurate  flowmeter  traceable  to  national  or
international  standards  and  a  restricting  device.  The  flow  through  the  system  shall  be
measured  at  different  restriction  settings,  and  the  control  parameters  of  the  system  shall  be
measured  and  related  to  the  flow.

Various types of flowmeters may be used, for example, calibrated venturi, calibrated laminar
flowmeter,  calibrated  turbinemeter.

2.2. 

Calibration  of  the  positive  displacement  pump  (PDP)

All  parameters  related  to  the  pump  shall  be  simultaneously  measured  with  the  parameters
related to the flowmeter which is connected in series with the pump. The calculated flow rate
(in  m3/min  at  pump  inlet,  absolute  pressure  and  temperature)  shall  be  plotted  versus  a
correlation  function  which  is  the  value  of  a  specific  combination  of  pump  parameters.  The
linear  equation  which  relates  the  pump  flow  and  the  correlation  function  shall  then  be
determined.  If  a  CVS  has  a  multiple  speed  drive,  the  calibration  shall  be  performed  for  each
range  used.  Temperature  stability  shall  be  maintained  during  calibration.

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2.2.1. 

Data analysis

The air flow rate (Qs) at each restriction setting (minimum six settings) shall be calculated in
standard  m3/min  from  the  flowmeter  data  using  the  manufacturer’s  prescribed  method.  The
air  flow  rate  shall  then  be  converted  to  pump  flow  (V0)  in  m3/rev  at  absolute  pump  inlet
temperature  and  pressure  as  follows:

V0 =

Qs
n

*

T
273

*

101,3
PA

where:

Qs  =  air  flow  rate  at  standard  conditions  (101,3  kPa,  273  K),  m3/s,

T 

= 

temperature  at  pump  inlet,  K

pA  =  absolute  pressure  at  pump  inlet  (pB–p1),  kPa,

n 

=  pump  speed,  rev/s

To account for the interaction of pressure variations at the pump and the pump slip rate, the
correlation function (X0) between pump speed, pressure differential from pump inlet to pump
outlet  and  absolute  pump  outlet  pressure  shall  be  calculated  as  follows:

*˛∆pp

pp

1
n

X0 =

where:

∆pp  =  pressure  differential  from  pump  inlet  to  pump  outlet,  kPa,
pA  =  absolute  outlet  pressure  at  pump  outlet,  kPa

A  linear  least-square  fit  shall  be  performed  to  generate  the  calibration  equation  as  follows:

V0  =  D0  –  m  *  (X0)

D0  and  m  are  the  intercept  and  slope  constants,  respectively,  describing  the  regression  lines.

For  a  CVS  system  with  multiple  speeds,  the  calibration  curves  generated  for  the  different
pimp flow ranges shall be approximately parallel, and the intercept values (D0) shall increase
as the pump flow range descreases. The calculated values from the equation shall be within 6
0,5 %  of  the  measured  value  of  V0.  Values  of  m  will  vary  frome  one  pump  to  another.
Particulate influx over time will cause the pump slip to decrease, as recflected by lower values
for  m.  Therefore,  calibration  shall  be  performed  at  pump  start-up,  after  major  maintenance,
and  if  the  total  system  verification  (Section  2.4)  indicates  a  change  of  the  slip  rate.

2.3. 

Calibration  of  the  critical  flow  venturi  (CFV)

Calibration  of  the  CFV  is  based  upon  the  flow  equation  for  a  critical  venturi.  Gas  flow  is  a
function  of  inlet  pressure  and  temperature,  as  shown  below:

Qs =

Kv * pA
˛__
T

where,

Kv  =  calibration coefficient

pA  =  absolute  pressure  at  venturi  inlet,  kPa

T 

= 

temperature  at  venturi  inlet,  K

2.3.1. 

Data analysis

The  air  flow  rate  (Qs)  at  each  restriction  setting  (minimum  eight  settings)  shall  be  calculated
in standard m3/min from the flowmeter data using the manufacturer’s prescribed method. The
calibration  coeffcient  shall  be  calculated  from  the  calibration  data  from  each  setting  as
follows:

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˛__
T

Kv =

Qs *

pA

where,

Qs  =  air  flow  rate  at  standard  conditions  (101,3  kPa,  273  K),  m3/s,
T 

temperature  at  the  venturi  inlet,  K

= 

pA  =  absolute  pressure  at  venturi  inlet,  kPa

To  determine  the  range  of  critical  flow,  Kv  shall  be  plotted  as  a  function  of  venturi  inlet
pressure.  For  critical  (choked)  flow,  Kv  will  have  a  relatively  constant  value.  As  pressure
decreases  (vacuum  increases),  the  venturi  becomes  unchoked  and  Kv  decreases,  which
indicates  that  the  CFV  is  operated  outside  the  permissible  range.

For a minimum of eight points in the region of critical flow, the average Kv  and the standard
deviation shall be calculated. The standard deviation shall not exceed 6 0,3 % of the average
KV.

2.4. 

Total  system  verification

The total accuracy of the CVS sampling system and analytical system shall be determined by
introducing a known mass of a pollutant gas into the system while it is being operated in the
normal  manner.  The  pollutant  is  analysed,  and  the  mass  calculated  according  to  Annex  III,
Appendix 2, Section 4.3 except in the case of propane where a factor of 0,000472 is used in
place  of  0,000479  for  HC.  Either  of  the  following  two  techniques  shall  be  used.

2.4.1. 

Metering  with  a  critical  flow  orifice

A  known  quantity  of  pure  gas  (carbon  monoxide  or  propane)  shall  be  fed  into  the  CVS
system through a calibrated critical orifice. If the inlet pressure is high enough, the flow rate,
which  is  adjusted  by  means  of  the  critical  flow  orifice,  is  independent  of  the  orifice  outlet
pressure (; critical flow). The CVS system shall be operated as in a normal exhaust emission
test  for  about  5  to  10  minutes.  A  gas  sample  shall  be  analysed  with  the  usual  equipment
(sampling  bag  or  integrating  method),  and  the  mass  of  the  gas  calculated.  The  mass  so
determined  shall  be  within  6  3 %  of  the  known  mass  of  the  gas  injected.

2.4.2. 

Metering  by  means  of  a  gravimetric  technique

The  weight  of  a  small  cylinder  filled  with  carbon  monoxide  or  propane  shall  be  determined
with  a  precision  of  6  0,01  gram.  For  about  5  to  10  minutes,  the  CVS  system  shall  be
operated as in a normal exhaust emission test, while carbon monoxide or propane is injected
into  the  system.  The  quantity  of  pure  gas  discharged  shall  be  determined  by  means  of
differential weighing. A gas sample shall be analysed with the usual equipment (sampling bag
or  integrating  method),  and  the  mass  of  the  gas  calculated.  The  mass  so  determined  shall  be
within  ±  3 %  of  the  known  mass  of  the  gas  injected.

3. 

CALIBRATION  OF  THE  PARTICULATE  MEASURING  SYSTEM

3.1. 

Introduction

Eeach component shall be calibrated as often as necessary to fulfil the accuracy requirements
of  this  Directive.  The  calibration  method  to  be  used  is  described  in  this  section  for  the
components  indicated  in  Annex  III,  Appendix  4,  Section  4  and  Annex  V,  Section  2.

3.2. 

Flow  measurement

The calibration of gas flow meters or flow measurement instrumentation shall be traceable to
international  and/or  national  standards.  The  maximum  error  of  the  measured  value  shall  be
within  6  2 %  of  reading.

If  the  gas  flow  is  determined  by  differential  flow  measurement,  the  maximum  error  of  the
difference shall be such that the accuracy of GEDF  is within 6 4 % (see also Annex V, Section
2.2.1,  EGA).  It  can  be  calculated  by  taking  the  root-mean-square  of  the  errors  of  each
instrument.

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3.3. 

Checking  the  partial  flow  conditions

The  range  of  the  exhaust  gas  velocity  and  the  pressure  oscillations  shall  be  checked  and
adjusted  according  to  the  requirements  of  Annex  V,  Section  2.2.1,  EP,  if  applicable.

3.4. 

Calibration intervals

The  flow  measurement  instrumentation  shall  be  calibrated  at  least  every  three  months  or
whenever  a  system  repair  or  change  is  made  that  could  influence  calibration.

4. 

4.1. 

CALIBRATION  OF  THE  SMOKE  MEASUREMENT  EQUIPMENT

Introduction

The opacimeter shall be calibrated as often as necessary to fulfil the accuracy requirements of
this  Directive.  The  calibration  method  to  be  used  is  described  in  this  section  for  the
components  indicated  in  Annex  III.  Appendix  4,  Section  5  and  Annex  V,  Section  3.

4.2. 

Calibration  procedure

4.2.1. 

Warming-up  time

The  opacimeter  shall  be  warmed  up  and  stabilised  according  to  the  manufacturer’s
recommendations. If the opacimeter is equipped with a purge air system to prevent sooting of
the  instrument  optics,  this  system  should  also  be  activated  and  adjusted  according  to  the
manufacturer’s  recommendations.

4.2.2. 

Establishment  of  the  linearity  response

The  linearity  of  the  opacimeter  shall  be  checked  in  the  opacity  readout  mode  as  per  the
manufacturer’s recommendations. Three neutral density filters of known transmittance, which
shall  meet  the  requirements  of  Annex  III,  Appendix  4,  Section  5.2.5,  shall  be  introduced  to
the opacimeter and the value recorded. The neutral density filters shall have nominal opacities
of  approximately  10 %,  20 %  and  40 %.

The  linearity  must  not  differ  by  more  than  6  2 %  opacity  from  the  nominal  value  of  the
neutral density filter. Any non-linearity exceeding the above value must be corrected prior to
the  test.

4.3. 

Calibration intervals

The  opacimeter  shall  be  calibrated  according  to  Section  4.2.2  at  least  every  three  months  or
whenever  a  system  repair  or  change  is  made  that  could  influence  calibration.

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ANNEX  IV

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

1.  DIESEL  FUEL (1)

Parameter

Unit

Test  method (3)

Minimum

Maximum

Limits (2)

Cetane  number (4)
Density  at  15 °C
Distillation (5):
—  50 %  point
—  95 %  point
—  final  boiling  point
Flash  point
CFPP
Viscosity  at  40 °C
Polycyclic aromatic
hydrocarbons
Sulphur  content
Copper  corrosion
Conradson  carbon  residue
(10 %  DR)
Ash  content
Water  content
Neutralisation  (strong  acid)
number
Oxidation stability (6)

kg/m³

°C
°C
°C
°C
°C
mm²/s
%  m/m

%  m/m

%  m/m

%  m/m
%  m/m
KOH/g

mg/100  ml

52
833

245
345
—
55
—
2,5
3,0

—
—
—

—
—
—

—

54
837

350
370
—
− 5
3,5
6,0

0,03
1
0,2

0,01
0,05
0,20

2,5

ISO  5165
ISO  3675

ISO  3405
ISO  3405
ISO  3405
ASTM  D  93
EN  116
ASTM  D  445
pr  IP  391

ISO  8754
ASTM  D  130
ASTM  D  189

ASTM  D  482
ASTM  D  95/D  1744

ASTM  D  2274

(1)  If  it  is  required  to  calculate  the  thermal  efficiency  of  an  engine  or  vehicle,  the  calorific  value  of  the  fuel  can  be

calculated from:
Specific  energy  (calorific  value)  (net)  in  MJ/kg  =  (46,423 − 8,792d² + 3,170d)  (1 − (x + y + s))  +  9,420s  −  2,499x
where,
d  = 
x  = 
y  = 
s  = 

the  density  at  15 °C
the  proportion  by  mass  of  water  (%  divided  by  100)
the  proportion  by  mass  of  ash  (%  divided  by  100)
the  proportion  by  mass  of  sulphur  (%  divided  by  100).

(2)  The values quoted in the specification are ‘true values’. In establishment of their limit values the terms of ISO 4259,
Petroleum  products  —  Determination  and  application  of  precision  data  in  relation  to  methods  of  test,  have  been
applied  and  in  fixing  a  minimum  value,  a  minimum  difference  of  2R  above  zero  has  been  taken  into  account;  in
fixing  a  maximum  and  minimum  value,  the  minimum  difference  is  4R  (R  =  reproducibility).  Notwithstanding  this
measure,  which  is  necessary  for  statistical  reasons,  the  manufacturer  of  a  fuel  should  nevertheless  aim  at  a  zero
value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and
minimum  limits.  Should  it  be  necessary  to  clarify  the  question  as  to  whether  a  fuel  meets  the  requirements  of  the
specification,  the  terms  of  ISO  4259  should  be  applied.

(3)  Equivalent  ISO  methods  will  be  adopted  when  issued  for  all  properties  listed  above.
(4)  The range for cetane number is not in accordance with the requirement of a minimum range of 4R. However, in the
case  of  dispute  between  fuel  supplier  and  fuel  user,  the  terms  in  ISO  4259  can  be  used  to  resolve  such  disputes
provided replicate measurements, of sufficient number to achieve the necessary precision, are made in preference to
single determinations.

(5)  The  figures  quoted  show  the  total  evaporated  quantities  (percentage  recovered  +  percentage  loss).
(6)  Even though oxidation stability is controlled, it is likely that self life will be limited. Advice should be sought from

the  supplier  as  to  storage  conditions  and  life.

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2.  NATURAL  GAS  (NG)

European  market  fuels  are  available  in  two  ranges:

—  the  H  range,  whose  extreme  reference  fuels  are  G20  and  G23;

—  the  L  range,  whose  extreme  reference  fuels  are  G23  and  G25.

The  characteristics  of  G20,  G23  and  G25  reference  fuels  are  summarised  below:

Reference  fuel  G20

Characteristics

Units

Basis

Test  method

Min.

Max.

Limits

Composition:
Methane
Balance
[Inerts  +  C2/C2+]
N2

%  mole

100
—

99
—

100
1

ISO  6974

Sulphur  content

mg/m³(*)

—

—

50

ISO  6326-5

(*) Value  to  be  determined  at  standard  conditions  (293,2  K  (20 °C)  and  101,3  kPa).

Reference  fuel  G23

Characteristics

Units

Basis

Test  method

Limits

Composition:
Methane
Balance
[Inerts  +  C2/C2+]
N2

%  mole

Sulphur  content

mg/m³(*)

Min.

Max.

91,5
—

6,5

—

93,5
1

8,5

50

92,5
—

7,5

—

ISO  6974

ISO  6326-5

(*) Value  to  be  determined  at  standard  conditions  (293,2  K  (20 °C)  and  101,3  kPa).

Reference  fuel  G25

Characteristics

Units

Basis

Test  method

Limits

Composition:
Methane
Balance
[Inerts  +  C2/C2+]
N2

%  mole

Sulphur  content

mg/m³(*)

Min.

Max.

84
—

12

—

88
1

16

50

ISO  6974

ISO  6326-5

86
—

14

—

(*) Value  to  be  determined  at  standard  conditions  (293,2  K  (20 °C)  and  101,3  kPa).

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3.  LIQUEFIED  PETROLEUM  GAS  (LPG)

Parameter

Unit

Limits  fuel  A

Limits  fuel  B

Minimum Maximum Minimum Maximum

93,5

93,5

Motor  octane
number
Composition
C3  content
C4  content
Olefins
Evaporation
residue
Total  sulphur
content
Hydrogen
sulphide
Copper  strip
corrosion
Water  at  0 °C

%  vol
%  vol
%  vol
mg/kg

48
48
0

ppm  weight (1)

—

Rating

52
52
12
50

50

None

Class  1

Free

Test  method

EN  589
Annex  B

ISO  7941

NFM  41-015

EN  24260

83
13
9

87
17
15
50

50

None

ISO  8819

Class  1

ISO  6251 (2)

Free

Visual
inspection

(1)  Value  to  be  determined  at  standard  conditions  293,2  K  (20 °C)  and  101,3  kPa.
(2)  This  method  may  not  accurately  determine  the  presence  of  corrosive  materials  if  the  sample  contains  corrosion
inhibitors  or  other  chemicals  which  diminish  the  corrosivity  of  the  sample  to  the  copper  strip.  Therefore,  the
addition  of  such  compounds  for  the  sole  purpose  of  biasing  the  test  method  is  prohibited.

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ANNEX  V

ANALYTICAL  AND  SAMPLING  SYSTEMS

1. 

DETERMINATION  OF  THE  GASEOUS  EMISSIONS

1.1. 

Introduction

Section  1.2  and  Figures  7  and  8  contain  detailed  descriptions  of  the  recommended  sampling
and  analysing  systems.  Since  various  configurations  can  produce  equivalent  results,  exact
conformance  with  Figures  7  and  8  is  not  required.  Additional  components  such  as
instruments,  valves,  solenoids,  pumps,  and  switches  may  be  used  to  provide  additional
information  and  coordinate  the  functions  of  the  component  systems.  Other  components
which  are  not  needed  to  maintain  the  accuracy  on  some  systems,  may  be  excluded  if  their
exclusion  is  based  upon  good  engineering  judgement.

Figure  7

Flow  diagram  of  raw  exhaust  gas  analysis  system  for  CO,  CO2,  NOx,  HC
ESC  only

zero gas

zero gas

zero gas

span gas

vent

vent

air

fuel

optional 2 sampling probes

zero gas

span gas
zero gas

span gas

vent

vent

vent

zero gas

span gas

vent

vent

1.2. 

Description  of  the  analytical  system

An analytical system for the determination of the gaseous emissions in the raw (Figure 7, ESC
only)  or  diluted  (Figure  8,  ETC  and  ESC)  exhaust  as  is  described  based  on  the  use  of:

—  HFID  analyser  for  the  measurement  of  hydrocarbons;

—  NDIR  analysers  for  the  measurement  of  carbon  monoxide  and  carbon  dioxide;

—  HCLD  or  equivalent  analyser  for  the  measurement  of  the  oxides  of  nitrogen;

The sample for all components may be taken with one sampling probe or with two sampling
probes located in close proximity and internally split to the different analysers. Care must be
taken  that  no  condensation  of  exhaust  components  (including  water  and  sulphuric  acid)
occurs  at  any  point  of  the  analytical  system.

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Flow  diagram  of  diluted  exhaust  gas  analysis  system  for  CO,  CO2,  NOx,  HC
ETC,  optional  for  ESC

Figure  8

to PSS see Figure 21

zero gas

same plane
see
Figure 21

see 
Figure
20

zero gas

span gas

vent

vent

air

fuel

vent

vent

zero gas

span gas
zero gas

span gas

vent

zero gas

span gas

vent

vent

1.2.1. 

Components  of  Figures  7  and  8

EP Exhaust  pipe

SP1 Exhaust  gas  sampling  probe  (Figure  7  only)

A  stainless  steel  straight  closed  end  multi-hole  probe  is  recommended.  The  inside  diameter
shall  not  be  greater  than  the  inside  diameter  of  the  sampling  line.  The  wall  thickness  of  the
probe  shall  not  be  greater  than  1  mm.  There  shall  be  a  minimum  of  three  holes  in  three
different  radial  planes  sized  to  sample  approximately  the  same  flow.  The  probe  must  extend
across at least 80 % of the diameter of the exhaust pipe. One or two sampling probes may be
used.

SP2 Diluted  exhaust  gas  HC  sampling  probe  (Figure  8  only)

The  probe  shall:

—  be  defined  as  the  first  254  mm  to  762  mm  of  the  heated  sampling  line  HSL1;

—  have  a  5  mm  minimum  inside  diameter;

—  be  installed  in  the  dilution  tunnel  DT  (see  Section  2.3,  Figure  20)  at  a  point  where  the
dilution  air  and  exhaust  gas  are  well  mixed  (i.e.  approximately  10  tunnel  diameters
downstream  of  the  point  where  the  exhaust  enters  the  dilution  tunnel);

—  be  sufficiently  distant  (radially)  from  other  probes  and  the  tunnel  wall  so  as  to  be  free

from  the  influence  of  any  wakes  or  eddies;

—  be heated so as to increase the gas stream temperature to 463 K 6 10 K (190°C 6 10°C)

at  the  exit  of  the  probe.

SP3 Diluted  exhaust  gas  CO,  CO2,  NOx  sampling  probe  (Figure  8  only)

The  probe  shall:

—  be  in  the  same  plane  as  SP  2;

—  be  sufficiently  distant  (radially)  from  other  probes  and  the  tunnel  wall  so  as  to  be  free

from  the  influence  of  any  wakes  or  eddies;

—  be heated and insulated over its entire length to a minimum temperature of 328 K (55°C)

to  prevent  water  condensation.

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HSL1 Heated  sampling  line

The sampling line provides a gas sample from a single probe to the split point(s) and the HC
analyser.

The  sampling  line  shall:

—  have  a  5  mm  minimum  and  a  13,5  mm  maximum  inside  diameter:

—  be  made  of  stainless  steel  or  PTFE.
—  maintain  a  wall  temperature  of  463  K  6  10  K  (190°C  6  10°C)  as  measured  at  every
separately controlled heated section, if the temperature of the exhaust gas at the sampling
probe  is  equal  to  or  below  463  K  (190°C);

—  maintain  a  wall  temperature  greater  than  453  K  (180°C),  if  the  temperature  of  the

exhaust  gas  at  the  sampling  probe  is  above  463  K  (190°C);

—  maintain  a  gas  temperature  of  463  K  6  10K  (190°C  6  10°C)  immediately  before  the

heated  filter  F2  and  the  HFID;

HSL2 Heated  NOx  sampling line

The  sampling  line  shall:

—  maintain  a  wall  temperature  of  328  K  to  473  K  (55°C  to  200°C),  up  to  the  converter  C
when  using  a  cooling  bath  B,  and  up  to  the  analyser  when  a  cooling  bath  B  is  not
used.

—  be  made  of  stainless  steel  or  PTFE.

SL Sampling  line  for  CO  and  CO2

The  line  shall  be  made  of  PTFE  or  stainless  steel.  It  may  be  heated  or  unheated.

BK Background  bag  (optional;  Figure  8  only)

For  the  sampling  of  the  background  concentrations

BG Sample  bag  (optional;  Figure  8  CO  and  CO2  only)

For  the  sampling  of  the  sample  concentrations.

F1 Heated  pre-filter  (optional)

The  temperature  shall  be  the  same  as  HSL1.

F2 Heated  filter

The  filter  shall  extract  any  solid  particles  from  the  gas  sample  prior  to  the  analyser.  The
temperature  shall  be  the  same  as  HSL  1.  The  filter  shall  be  changed  as  needed.

P Heated  sampling  pump

The  pump  shall  be  heated  to  the  temperature  of  HSL1.

HC

Heated  flame  ionisation  detector  (HFID)  for  the  determination  of  the  hydrocarbons.  The
temperature  shall  be  kept  at  453  K  to  473  K  (180°C  to  200°C).

CO,  CO2

NDIR analysers for the determination of carbon monoxide and carbon dioxide (optional for
the  determination  of  the  dilution  ratio  for  PT  measurement).

NO

CLD or HCLD analyser for the determination of the oxides of nitrogen. If a HCLD is used it
shall  be  kept  at  a  temperature  of  328  K  to  473  K  (55°C  to  200°C).

C Converter

A  converter  shall  be  used  for  the  catalytic  reduction  of  NO2  to  NO  prior  to  analysis  in  the
CLD  or  HCLD.

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B Cooling  bath  (optional)

To  cool  and  condense  water  from  the  exhaust  sample.  The  bath  shall  be  maintained  at  a
temperature  of  273  K  to  277  K  (0°C  to  4°C)  by  ice  or  refrigeration.  It  is  optional  if  the
analyser  is  free  from  water  vapour  interference  as  determined  in  Annex  III,  Appendix  5,
Sections 1.9.1 and 1.9.2. If water is removed by condensation, the sample gas temperature or
dew  point  shall  be  monitored  either  within  the  water  trap  or  downstream.  The  sample  gas
temperature or dew point must not exceed 280 K (7°C). Chemical dryers are not allowed for
removing  water  from  the  sample.

T1,  T2,  T3 Temperature  sensor

To  monitor  the  temperature  of  the  gas  stream.

T4 Temperature  sensor

To  monitor  the  temperature  of  the  NO2  —  NO  converter.

T5 Temperature  sensor

To  monitor  the  temperature  of  the  cooling  bath.

G1,  G2,  G3 Pressure  gauge

To  measure  the  pressure  in  the  sampling  lines.

R1,  R2 Pressure  regulator

To  control  the  pressure  of  the  air  and  the  fuel,  respectively,  for  the  HFID.

R3,  R4,  R5 Pressure  regulator

To  control  the  pressure  in  the  sampling  lines  and  the  flow  to  the  analysers.

FL1,  FL2,  FL3 Flowmeter

To  monitor  the  sample  by-pass  flow  rate.

FL4  to  FL6 Flowmeter  (optional)

To  monitor  the  flow  rate  through  the  analysers.

V1  to  V5 Selector valve

Suitable  valving  for  selecting  sample,  span  gas  or  zero  gas  flow  to  the  analysers.

V6,  V7 Solenoid valve

To  by-pass  the  NO2  —  NO  converter.

V8 Needle valve

To  balance  the  flow  through  the  NO2  —  NO  converter  C  and  the  by-pass.

V9,  V10 Needle valve

To  regulate  the  flows  to  the  analysers.

V11,  V12 Toggle  valve  (optional)

To  drain  the  condensate  from  the  bath  B.

1.3. 

NMHC  Analysis  (G-fuelled  gas  engines  only)

1.3.1. 

Gas  chromatographic  method  (GC,  Figure  9)

When  using  the  GC  method,  a  small  measured  volume  of  a  sample  is  injected  onto  an
analytical  column  through  which  it  is  swept  by  an  inert  carrier  gas.  The  column  separates
various  components  according  to  their  boiling  points  so  that  they  elude  from  the  column  at
different  times.  They  then  pass  through  a  detector  which  gives  an  electrical  signal  that
depends on their concentration. Since it is not a continuous analysis technique, it can only be
used  in  conjunction  with  the  bag  sampling  method  as  described  in  Annex  III.  Appendix  4,
Section  3.4.2.

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For  NMHC  an  automated  GC  with  a  FID  shall  be  used.  The  exhaust  gas  shall  be  sampled
into a sampling bag from which a part shall be taken and injected into the GC. The sample is
separated  into  two  parts  (CH4/Air/CO  and  NMHC/CO2/H2O)  on  the  Porapak  column.  The
molecular  sieve  column  separates  CH4  from  the  air  and  CO  before  passing  it  to  the  FID
where  its  concentration  is  measured.  A  complete  cycle  from  injection  of  one  sample  to
injection of a second can be made in 30 s. To determine NMHC, the CH4  concentration shall
be  subtracted  from  the  total  HC  concentration  (see  Annex  III,  Appendix  2,  Section  4.3.1).

Figure  9  shows  a  typical  GC  assembled  to  routinely  determine  CH4.  Other  GC  methods  can
also  be  used  based  on  good  engineering  judgement.

Figure  9

Flow  diagram  for  methane  analysis  (GC  method)

y

to x

fuel inlet

air inlet

vent

x

to y

Oven

sample

vent

span gas

Components  of  Figure  9

PC Porapak  column

Porapak  N,  180/300  µm  (50/80  mesh),  610  mm  length  ×  2,16  mm  ID  shall  be  used  and
conditioned  at  least  12  h  at  423  K  (150°C)  with  carrier  gas  prior  to  initial  use.

MSC Molecular  sieve  column

Type  13X,  250/350  µm  (45/60  mesh),  1220  mm  length  ×  2,16  mm  ID  shall  be  used  and
conditioned  at  least  12  h  at  423  K  (150°C)  with  carrier  gas  prior  to  initial  use.

OV Oven

To  maintain  columns  and  valves  at  stable  temperature  for  analyser  operation,  and  to
condition  the  columns  at  423  K  (150°C).

SLP Sample  loop

A  sufficient  length  of  stainless  steel  tubing  to  obtain  approximately  1  cm3  volume.

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P Pump

To  bring  the  sample  to  the  gas  chromatograph.

D Dryer

A  dryer  containing  molecular  sieve  shall  be  used  to  remove  water  and  other  contaminants
which  might  be  present  in  the  carrier  gas.

HC

Flame  ionisation  detector  (FID)  to  measure  the  concentration  of  methane.

V1 Sample injection valve

To  inject  the  sample  taken  from  the  sampling  bag  via  SL  of  Figure  8.  It  shall  be  low  dead
volume,  gas  tight,  and  heatable  to  423  K  (150°C).

V3 Selector valve

To  select  span  gas,  sample,  or  no  flow.

V2,  V4,  V5,  V6,  V7,  V8 Needle valve

To  set  the  flows  in  the  system.

R1,  R2,  R3 Pressure  regulator

To  control  the  flows  of  the  fuel  (=  carrier  gas),  the  sample,  and  the  air,  respectively.

FC Flow capillary

To  control  the  rate  of  air  flow  to  the  FID

G1,  G2,  G3 Pressure  gauge

To  control  the  flows  of  the  fuel  (=  carrier  gas),  the  sample,  and  the  air,  respectively.

F1,  F2,  F3,  F4,  F5 Filter

Sintered  metal  filters  to  prevent  grit  from  entering  the  pump  or  the  instrument.

FL  1

To  measure  the  sample  by-pass  flow  rate.

1.3.2. 

Non-methane  cutter  method  (NMC,  Figure  10)

The  cutter  oxidises  all  hydrocarbons  except  CH4  to  CO2  and  H2O,  so  that  by  passing  the
sample  through  the  NMC  only  CH4  is  detected  by  the  FID.  If  bag  sampling  is  used,  a  flow
diverter system shall be installed at SL (see Section 1.2, Figure 8) with which the flow can be
alternatively  passed  through  or  around  the  cutter  according  to  the  upper  part  of  Figure  10.
For  NMHC  measurement,  both  values  (HC  and  CH4)shall  be  observed  on  the  FID  and
recorded.  If  the  integration  method  is  used,  an  NMC  in  line  with  a  second  FID  shall  be
installed  parallel  to  the  regular  FID  into  HSL1  (see  Section  1.2,  Figure  8)  according  to  the
lower  part  of  Figure  10.  For  NMHC  measurement,  the  values  of  the  two  FID’s  (HC  and
CH4)  shall  be  observed  and  recorded.

The  cutter  shall  be  characterised  at  or  above  600  K  (327°C)  prior  to  test  work  with  respect
to  its  catalytic  effect  on  CH4  at  C2H6  at  H2O  values  representative  of  exhaust  stream
conditions.  The  dewpoint  and  O2  level  of  the  sampled  exhaust  stream  must  be  known.  The
relative  response  of  the  FID  to  CH4  must  be  recorded  (see  Annex  III,  Appendix  5,  Section
1.8.2).

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Flow  diagram  for  methane  analysis  with  the  non-methane  cutter  (NMC)

Figure  10

vent

vent

vent

zero

span

sample

(see Figure 8)

Bag sampling method

zero

span

sample

(see Figure 8)

Integrating method

Components  of  Figure  10

NMC Non-methane  cutter

To  oxidise  all  hydrocarbons  except  methane.

HC

Heated  flame  ionisation  detector  (HFID)  to  measure  the  HC  and  CH4  concentrations.  The
temperature  shall  be  kept  at  453  K  to  473  K  (180°C  to  200°C).

V1 Selector valve

To  select  sample,  zero  and  span  gas.  V1  is  identical  with  V2  of  Figure  8.

V2,  V3 Solenoid valve

To  by-pass  the  NMC

V4 Needle valve

To  balance  the  flow  through  the  NMC  and  the  by-pass.

R1 Pressure  regulator

To  control  the  pressure  in  the  sampling  line  and  the  flow  to  the  HFID.  R1  is  identical  with
R3  of  Figure  8.

FL1 Flowmeter

To  measure  the  sample  by-pass  flow  rate.  FL1  is  identical  with  FL1  of  Figure  8.

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2. 

2.1. 

EXHAUST  GAS  DILUTION  AND  DETERMINATION  OF  THE  PARTICULATES

Introduction

Sections  2.2,  2.3  and  2.4  and  Figures  11  to  22  contain  detailed  descriptions  of  the
recommended  dilution  and  sampling  systems.  Since  various  configurations  can  produce
equivalent  results,,  exact  conformance  with  these  figures  is  not  required.  Additional
components  such  as  instruments,  valves,  solenoids,  pumps,  and  switches  may  be  used  to
provide additional information and coordinate the functions of the component systems. Other
components  which  are  not  needed  to  maintain  the  accuracy  on  some  systems,  may  be
excluded  if  their  exclusion  is  based  upon  good  engineering  judgement.

2.2. 

Partial  flow  dilution  system

A  dilution  system  is  described  in  Figures  11  to  19  based  upon  the  dilution  of  a  part  of  the
exhaust  stream.  Splitting  of  the  exhaust  stream  and  the  following  dilution  process  may  be
done  by  different  dilution  system  types.  For  subsequent  collection  of  the  particulates,  the
entire  dilute  exhaust  gas  or  only  a  portion  of  the  dilute  exhaust  gas  is  passed  to  the
particulate  sampling  system  (Section  2.4,  Figure  21).  The  first  method  is  referred  to  as  total
sampling  type,  the  second  method  as  fractional  sampling  type.

The  calculation  of  the  dilution  ratio  depends  upon  the  type  of  system  used.  The  following
types  are  recommended:

Isokinetic  systems  (Figures  11,  12)

With  these  systems,  the  flow  into  the  transfer  tube  is  matched  to  the  bulk  exhaust  flow  in
terms  of  gas  velocity  and/or  pressure,  thus  requiring  an  undisturbed  and  uniform  exhaust
flow  at  the  sampling  probe.  This  is  usually  achieved  by  using  a  resonator  and  a  straight
approach  tube  upstream  of  the  sampling  point.  The  split  ratio  is  then  calculated  from  easily
measurable  values  like  tube  diameters.  It  should  be  noted  that  isokinesis  is  only  used  for
matching the flow conditions and not for matching the size distribution. The latter is typically
not  necessary,  as  the  particles  are  sufficiently  small  as  to  follow  the  fluid  streamlines.

Flow-controlled  systems  with  concentration  measurement  (Figures  13  to  17)

With these systems, a sample is taken from the bulk exhaust stream by adjusting the dilution
air  flow  and  the  total  dilute  exhaust  flow.  The  dilution  ratio  is  determined  from  the
concentrations of tracer gases, such as CO2  or NOx  naturally occurring in the engine exhaust.
The concentrations in the dilute exhaust gas and in the dilution air are measured, whereas the
concentration in the raw exhaust gas can be either measured directly or determined from fuel
flow and the carbon balance equation, if the fuel composition is known. The systems may be
controlled  by  the  calculated  dilution  ratio  (Figures  13,  14)  or  by  the  flow  into  the  transfer
tube  (Figures  12,  13,  14).

Flow  controlled  systems  with  flow  measurement  (Figures  18,  19)

With these systems, a sample is taken from the bulk exhaust stream by setting the dilution air
flow and the total dilute exhaust flow. The dilution ratio is determined from the difference of
the  two  rates.  Accurate  calibration  of  the  flow  meters  relative  to  one  another  is  required,
since  the  relative  magnitude  of  the  two  flow  rates  can  lead  to  significant  errors  at  higher
dilution  ratios  (of  15  and  above).  Flow  control  is  very  straightforward  by  keeping  the  dilute
exhaust  flow  rate  constant  and  varying  the  dilution  air  flow  rate,  if  needed.

When  using  partial  flow  dilution  systems,  attention  must  be  paid  to  avoiding  the  potential
problems  of  loss  of  particulates  in  the  transfer  tube,  ensuring  that  a  representative  sample  is
taken  from  the  engine  exhaust,  and  determination  of  the  split  ratio.  The  systems  described
pay  attention  to  these  critical  areas.

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Partial  flow  dilution  system  with  isokinetic  probe  and  fractional  sampling  (SB  control)

Figure  11

air

vent

see Figure 21

to particulate
sampling
system

exhaust

Raw  exhaust  gas  is  transferred  from  the  exhaust  pipe  EP  to  the  dilution  tunnel  DT  through
the  transfer  tube  TT  by  the  isokinetic  sampling  probe  ISP.  The  differential  pressure  of  the
exhaust  gas  between  exhaust  pipe  and  inlet  to  the  probe  is  measured  with  the  pressure
transducer  DPT.  This  signal  is  transmitted  to  the  flow  controller  FC1  that  controls  the
suction  blower  SB  to  maintain  a  differential  pressure  of  zero  at  the  tip  of  the  probe.  Under
these conditions, exhaust gas velocities in EP and ISP are identical, and the flow through ISP
and  TT  is  a  constant  fraction  (split)  of  the  exhaust  gas  flow.  The  split  ratio  is  determined
from the cross-sectional areas of EP and ISP. The dilution air flow rate is measured with the
flow measurement device FM1. The dilution ratio is calculated from the dilution air flow rate
and  the  split  ratio.

Partial  flow  dilution  system  with  isokinetic  probe  and  fractional  sampling  (PB  control)

Figure  12

air

vent

see Figure 21

to particulate
sampling
system

exhaust

Raw  exhaust  gas  is  transferred  from  the  exhaust  pipe  EP  to  the  dilution  tunnel  DT  through
the  transfer  tube  TT  by  the  isokinetic  sampling  probe  ISP.  The  differential  pressure  of  the
exhaust  gas  between  exhaust  pipe  and  inlet  to  the  probe  is  measured  with  the  pressure
transducer  DPT.  This  signal  is  transmitted  to  the  flow  controller  FC1  that  controls  the
pressure  blower  PB  tomaintain  a  differential  pressure  of  zero  at  the  tip  of  the  probe.  This  is
done by taking a small fraction of the dilution air whose flow rate has already been measured
with  the  flow  measurement  device  FM1,  and  feeding  it  to  TT  by  means  of  a  pneumatic
orifice.  Under  these  conditions,  exhaust  gas  velocities  in  EP  and  ISP  are  identical,  and  the
flow through ISP and TT is a constant fraction (split) of the exhaust gas flow. The split ratio

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is determined from the cros-sectional areas of EP and ISP. The dilution air is sucked through
DT by the suction blower SB, and the flow rate is measured with FM1 at the inlet to DT. The
dilution  ratio  is  calculated  from  the  dilution  air  flow  rate  and  the  split  ratio.

Partial  flow  dilution  system  with  CO2  or  NOx  concentration  measurement  and  fractional
sampling

Figure  13

optional
to PB

or SB

air

vent

see Figure 21 to particulate

sampling system

exhaust

Raw  exhaust  gas  is  transferred  from  the  exhaust  pipe  EP  to  the  dilution  tunnel  DT  through
the  sampling  probe  SP  and  the  transfer  tube  TT.  The  concentration  of  a  tracer  gas  (CO2  or
NOx) are measured in the raw and diluted exhaust gas as well as in the dilution air with the
exhaust  gas  analyser(s)  EGA.  These  signals  are  transmitted  to  the  flow  controller  FC2  that
controls  either  the  pressure  blower  PB  or  the  suction  blower  SB  to  maintain  the  desired
exhaust  split  and  dilution  ratio  in  DT.  The  dilution  ratio  is  calculated  from  the  tracer  gas
concentrations  in  the  raw  exhaust  gas,  the  diluted  exhaust  gas,  and  the  dilution  air.

Partial  flow  dilution  system  with  CO2  concentration  measurement,  carbon  balance  and  total
sampling

Figure  14

optional to P

air

optional from FC2

details see 
Figure 21

exhaust

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Raw  exhaust  gas  is  transferred  from  the  exhaust  pipe  EP  to  the  dilution  tunnel  DT  through
the sampling probe SP and the transfer tube TT. The CO2  concentrations are measured in the
diluted  exhaust  gas  and  in  the  dilution  air  with  the  exhaust  gas  analyser(s)  EGA.  The  CO2
and  fuel  flow  GFUEL  signals  are  transmitted  either  to  the  flow  controller  FC2,  or  to  the  flow
controller  FC3  of  the  particulate  sampling  system  (see  Figure  21).  FC2  controls  the  pressure
blower  PB,  FC3  the  sampling  pump  P  (see  Figure  21),  thereby  adjusting  the  flows  into  and
out  of  the  system  so  as  to  maintain  the  desired  exhaust  split  and  dilution  ratio  in  DT.  The
dilution  ratio  is  calculated  from  the  CO2  concentrations  and  GFUEL  using  the  carbon  balance
assumption.

Partial  flow  dilution  system  with  single  venturi,  concentration  measurement  and  fractional
sampling

Figure  15

air

vent

see Figure 21

to particulate
sampling system

exhaust

Raw  exhaust  gas  is  transferred  from  the  exhaust  pipe  EP  to  the  dilution  tunnel  DT  through
the  sampling  probe  SP  and  the  transfer  tube  TT  due  to  the  negative  pressure  created  by  the
venturi VN in DT. The gas flow rate through TT depends on the momentum exchange at the
venturi  zone,  and  is  therefore  affected  by  the  absolute  temperature  of  the  gas  at  the  exit  of
TT.  Consequently,  the  exhaust  split  for  a  given  tunnel  flow  rate  is  not  constant,  and  the
dilution  ratio  at  low  load  is  slightly  lower  than  a  high  load.  The  tracer  gas  concentrations
(CO2  or NOx) are measured in the raw exhaust gas, the diluted exhaust gas, and the dilution
air with the exhaust gas analyser(s) EGA, and the dilution ratio is calculated from the values
so  measured.

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Partial flow dilution system with twin venturi or twin orifice, concentration measurement and
fractional sampling

Figure  16

see Figure 21

to particulate
sampling system

vent

air

exhaust

Raw  exhaust  gas  is  transferred  from  the  exhaust  pipe  EP  to  the  dilution  tunnel  DT  through
the  sampling  probe  SP  and  the  transfer  tube  TT  by  a  flow  divider  that  contains  a  set  of
orifices  or  venturis.  The  first  one  (FD1)  is  located  in  EP,  the  second  one  (FD2)  in  TT.
Additionally,  two  pressure  control  valves  (PCV1  and  PCV2)  are  necessary  to  maintain  a
constant exhaust split by controlling the backpressure in EP and the pressure in DT. PCV1 is
located  downstream  of  SP  in  EP,  PCV2  between  the  pressure  blower  PB  and  DT.  The  tracer
gas  concentrations  (CO2  or  NOx)  are  measured  in  the  raw  exhaust  gas,  the  diluted  exhaust
gas,  and  the  dilution  air  with  the  exhaust  gas  analyser(s)  EGA.  They  are  necessary  for
checking  the  exhaust  split,  and  may  be  used  to  adjust  PCV1  and  PCV2  for  precise  split
control.  The  dilution  ratio  is  calculated  from  the  tracer  gas  concentrations.

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Partial  flow  dilution  system  with  multiple  tube  splitting,  concentration  measurement  and
fractional sampling

Figure  17

air

fresh air injection

see Figure 21

to particulate
sampling 
system

vent

air

Raw  exhaust  gas  is  transferred  from  the  exhaust  pipe  EP  to  the  dilution  tunnel  DT  through
the transfer tube TT by the flow divider FD3 that consists of a number of tubes of the same
dimensions (same diameter, length and bend radius) installed in EP. The exhaust gas through
one of these tubes is lead to DT, and the exhaust gas through the rest of the tubes is passed
through the damping chamber DC. Thus, the exhaust split is determined by the total number
of tubes. A constant split control requires a differential pressure of zero between DC and the
outlet of TT, which is measured with the differential pressure transducer DPT. A differential
pressure of zero is achieved by injecting fresh air into DT at the outlet of TT. The tracer gas
concentrations  (CO2  or  NOx)  are  measured  in  the  raw  exhaust  gas,  the  diluted  exhaust  gas,
and  the  dilution  air  with  the  exhaust  gas  analyser(s)  EGA.  They  are  necessary  for  checking
the  exhaust  split  and  may  be  used  to  control  the  injection  air  flow  rate  for  precise  split
control.  The  dilution  ratio  is  calculated  from  the  tracer  gas  concentrations.

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Partial  flow  dilution  system  with  flow  control  and  total  sampling

Figure  18

ar

GEXH

or
GAIR
or
GFUEL

optional to P (PSS)

exhaust

vent

details see 
Figure 21

Raw  exhaust  gas  is  transferred  from  the  exhaust  pipe  EP  to  the  dilution  tunnel  DT  through
the sampling probe SP and the transfer tube TT. The total flow through the tunnel is adjusted
with  the  flow  controller  FC3  and  the  sampling  pump  P  of  the  particulate  sampling  system
(see Figure 18). The dilution air flow is controlled by the flow controller FC2, which may use
GEXHW,  GAIRW,  or  GFUEL  as  command  signals,  for  the  desired  exhaust  split.  The  sample  flow
into DT is the difference of the total flow and the dilution air flow. The dilution air flow rate
is  measured  with  the  flow  measurement  device  FM1,  the  total  flow  rate  with  the  flow
measurement  device  FM3  of  the  particulate  sampling  system  (see  Figure  21).  The  dilution
ratio  is  calculated  from  these  two  flow  rates.

Partial  flow  dilution  system  with  flow  control  and  fractional  sampling

Figure  19

to PB or SB

air

GEXH

or
GAIR
or
GFUEL

see Figure 21

to particulate
sampling
system
see Figure 21

exhaust

vent

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Raw  exhaust  gas  is  transferred  from  the  exhaust  pipe  EP  to  the  dilution  tunnel  DT  through
the  sampling  probe  SP  and  the  transfer  tube  TT.  The  exhaust  split  and  the  flow  into  DT  is
controlled  by  the  flow  controller  FC2  that  adjusts  the  flows  (or  speeds)  of  the  pressure
blower  PB  and  the  suction  blower  SB,  accordingly.  This  is  possible  since  the  sample  taken
with  the  particulate  sampling  system  is  returned  into  DT.  GEXHW,  GAIRW,  or  GFUEL  may  be
used  as  command  signals  for  FC2.  The  dilution  air  flow  rate  is  measured  with  the  flow
measurement  device  FM1,  the  total  flow  with  the  flow  measurement  device  FM2.  The
dilution  ratio  is  calculated  from  these  two  flow  rates.

2.2.1. 

Components  of  Figures  11  to  19

EP Exhaust  pipe

The  exhaust  pipe  may  be  insulated.  To  reduce  the  thermal  inertia  of  the  exhaust  pipe  a
thickness to diameter ratio of 0,015 or less is recommended. The use of flexible sections shall
be  limited  to  a  length  to  diameter  ratio  of  12  or  less.  Bends  shall  be  minimised  to  reduce
inertial  deposition.  If  the  system  includes  a  test  bed  silencer  the  silencer  may  also  be
insulated.

For an isokinetic system, the exhaust pipe must be free of elbows, bends and sudden diameter
changes for at least six pipe diameters upstream and three pipe diameters downstream of the
tip of the probe. The gas velocity at the sampling zone must be higher than 10 m/s except at
idle mode. Pressure oscillations of the exhaust gas must not exceed 6 500 Pa on the average.
Any  steps  to  reduce  pressure  oscillations  beyond  using  a  chassis-type  exhaust  system
(including  silencer  and  after-treatment  devices)  must  not  alter  engine  performance  nor  cause
the  deposition  of  particulates.

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

SP Sampling  probe  (Figures  10,  14,  15,  16,  18,  19)

The minimum inside diameter shall be 4 mm. The minimum diameter ratio between exhaust
pipe  and  probe  shall  be  4.  The  probe  shall  be  an  open  tube  facing  upstream  on  the  exhaust
pipe  centreline,  or  a  multiple  hole  probe  as  described  under  SP1  in  Section  1.2.1,  Figure  5.

ISP Isokinetic  sampling  probe  (Figures  11,  12)

The  isokinetic  sampling  probe  must  be  installed  facing  upstream  on  the  exhaust  pipe
centreline  where  the  flow  conditions  in  section  EP  are  met,  and  designed  to  provide
a  proportional  sample  of  the  raw  exhaust  gas.  The  minimum  inside  diameter  shall  be
12  mm.

A  control  system  is  necessary  for  isokinetic  exhaust  splitting  by  maintaining  a  differential
pressure of zero between EP and ISP. Under these conditions exhaust gas velocities in EP and
ISP are identical and the mass flow through ISP is a constant fraction of the exhaust gas flow.
ISP  has  to  be  connected  to  a  differential  pressure  transducer  DPT.  The  control  to  provide  a
differential  pressure  of  zero  between  EP  and  ISP  is  done  with  the  flow  controller  FC1.

FD1,  FD2 Flow  divider  (Figure  16)

A  set  of  venturis  or  orifices  is  installed  in  the  exhaust  pipe  EP  and  in  the  transfer  tube  TT,
respectively,  to  provide  a  proportional  sample  of  the  raw  exhaust  gas.  A  control  system
consisting  of  two  pressure  control  valves  PCV1  and  PCV2  is  necessary  for  proportional
splitting  by  controlling  the  pressures  in  EP  and  DT.

FD3 Flow  divider  (Figure  17)

A  set  of  tubes  (multiple  tube  unit)  is  installed  in  the  exhaust  pipe  EP  to  provide  a
proportional  sample  of  the  raw  exhaust  gas.  One  of  the  tubes  feeds  exhaust  gas  to  the
dilution tunnel DT, whereas the other tubes exit exhaust gas to a damping chamber DC. The
tubes  must  have  the  same  dimensions  (same  diameter,  length,  bend  radius),  so  that  the
exhaust  split  depends  on  the  total  number  of  tubes.  A  control  system  is  necessary  for

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proportional  splitting  by  maintaining  a  differential  pressure  of  zero  between  the  exit  of  the
multiple tube unit into DC and the exit of TT. Under these conditions, exhaust gas velocities
in  EP  and  FD3  are  proportional,  and  the  flow  TT  is  a  constant  fraction  of  the  exhaust  gas
flow.  The  two  points  have  to  be  connected  to  a  differential  pressure  transducer  DPT.  The
control  to  provide  a  differential  pressure  of  zero  is  done  with  the  flow  controller  FC1.

EGA Exaust  gas  analyser  (Figures  13,  14,  15,  16,  17)

CO2  or  NOx  analysers  may  be  used  (with  carbon  balance  method  CO2  only).  The  analysers
shall  be  calibrated  like  the  analysers  for  the  measurement  of  the  gaseous  emissions.  One  or
several analysers may be used to determine the concentration differences. The accuracy of the
measuring  systems  has  to  be  such  that  the  accuracy  of  GEDFW,i  is  within  6  4 %.

TT Transfer  tube  (Figures  11  to  19)

The  transfer  tube  shall  be:

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

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

—  Exiting  on  the  centreline  of  the  dilution  tunnel  and  pointing  downstream.

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

DPT Differential  pressure  transducer  (Figures  11,  12,  17)

The  differential  pressure  transducer  shall  have  a  range  of  6  500  Pa  or  less.

FC1 Flow  controller  (Figures  11,  12,  17)

For  isokinetic  systems  (Figures  11,  12),  a  flow  controller  is  necessary  to  maintain  a
differential  pressure  of  zero  between  EP  and  ISP.  The  adjustment  can  be  done  by:

(a)  controlling  the  speed  or  flow  of  the  suction  blower  SB  and  keeping  the  speed  or  flow  of

the  pressure  blower  PB  constant  during  each  mode  (Figure  11),  or

(b) adjusting  the  suction  blower  SB  to  a  constant  mass  flow  of  the  diluted  exhaust  gas  and
controlling the flow of the pressure blower PB, and therefore the exhaust sample flow in a
region  at  the  end  of  the  transfer  tube  TT  (Figure  12).

In  the  case  of  a  pressure  controlled  system  the  remaining  error  in  the  control  loop  must  not
exceed 6 3 Pa. The pressure oscillations in the dilution tunnel must not exceed 6 250 Pa on
the average.

For  a  multi  tube  system  (Figure  17),  a  flow  controller  is  necessary  for  proportional  exhaust
splitting to maintain a differential pressure of zero between the exit of the multi tube unit and
the  exit  of  TT.  The  adjustment  is  done  by  controlling  the  injection  air  flow  rate  into  DT  at
the  exit  of  TT.

PCV1,  PCV2›Pressure  control  valve  (Figure  16)

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

DC Damping  chamber  (Figure  17)

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

VN Venturi  (Figure  15)

A  venturi  is  installed  in  the  dilution  tunnel  DT  to  create  a  negative  pressure  in  the  region  of
the  exit  of  the  transfer  tube  TT.  The  gas  flow  rate  through  TT  is  determined  by  the
momentum exchange at the venturi zone, and is basically proportional to the flow rate of the
pressure  blower  PB  leading  to  a  constant  dilution  ratio.  Since  the  momentum  exchange  is

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affected by the temperature at the exit of TT and the pressure difference between EP and DT,
the  actual  dilution  ratio  is  slightly  lower  at  low  load  than  at  high  load.

FC2 Flow  controller  (Figures  13,  14,  18,  19,  optional)

A  flow  controller  may  be  used  to  control  the  flow  of  the  pressure  blower  PB  and/or  the
suction blower SB. It may be connected to the exhaust, intake air, or fuel flow signals and/or
to the CO2  or NOx  differential signals. When using a pressurised air supply (Figure 18), FC2
directly  controls  the  air  flow.

FM1 Flow  measurement  device  (Figures  11,  12,  18,  19)
Gas meter or other flow instrumentation to measure the dilution air flow. FM1 is optional if
the  pressure  blower  PB  is  calibrated  to  measure  the  flow.

FM2 Flow  measurement  device  (Figure  19)

Gas  meter  or  other  flow  instrumentation  to  measure  the  diluted  exhaust  gas  flow.  FM2  is
optional  if  the  suction  blower  SB  is  calibrated  to  measure  the  flow.

PB Pressure  blower  (Figures  11,  12,  13,  14,  15,  16,  19)

To  control  the  dilution  air  flow  rate,  PB  may  be  connected  to  the  flow  controllers  FC1  or
FC2. PB is not required when using a butterfly valve. PB may be used to measure the dilution
air  flow,  if  calibrated.

SB Suction  blower  (Figures  11,  12,  13,  16,  17,  19)

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

DAF Dilution  air  filter  (Figures  11  to  19)

It  is  recommended  that  the  dilution  air  be  filtered  and  charcoal  scrubbed  to  eliminate
background  hydrocarbons.  At  the  engine  manufacturer’s  request  the  dilution  air  shall  be
sampled  according  to  good  engineering  practice  to  determine  the  background  particulate
levels,  which  can  then  be  subtracted  from  the  values  measured  in  the  diluted  exhaust.

DT Dilution  tunnel  (Figures  11  to  19)

The  dilution  tunnel:

—  shall  be  of  a  sufficient  length  to  cause  complete  mixing  of  the  exhaust  and  dilution  air

under  turbulent  flow  conditions;

—  shall  be  constructed  of  stainless  steel  with:

—  thickness/diamter  ratio  of  0,025  or  less  for  dilution  tunnels  with  inside  diameters

greater  than  75  mm;

—  a nominal thickness of no less then 1,5 mm for dilution tunnels with inside diameters

of  equal  to  or  less  than  75  mm;

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

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

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

—  may  be  insulated.

The  engine  exhaust  shall  be  throughly  mixed  with  the  dilution  air.  For  fractional  sampling
systems,  the  mixing  quality  shall  be  checked  after  introduction  into  service  by  means  of
CO2-profile  of  the  tunnel  with  the  engine  running  (at  least  four  equally  spaced  measuring
points).  If  necessary,  a  mixing  orifice  may  be  used.

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Note: 

If the ambient temperature in the vicinity of the dilution tunnel (DT) is below 293K
(20°C),  precautions  should  be  taken  to  avoid  particle  losses  onto  the  cool  walls  of
the  dilution  tunnel.  Therefore,  heating  and/or  insulating  the  tunnel  within  the  limits
given  above  is  recommended.

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

HE Heat  exchanger  (Figures  16,  17)

The heat exchanger shall be of sufficient capacity to maintain the temperature at the inlet to
the  suction  blower  SB  within  6  11K  of  the  average  operating  temperature  observed  during
the  test.

2.3. 

Full  flow  dilution  system

A dilution system is described in Figure 20 based upon the dilution of the total exhaust using
the CVS (constant volume sampling) concept. The total volume of the mixture of exhaust and
dilution  air  must  be  measured.  Either  a  PDP  or  a  CFV  system  may  be  used.

For  subsequent  collection  of  the  particulates,  a  sample  of  the  dilute  exhaust  gas  is  passed  to
the particulate sampling system (Section 2.4, Figures 21 and 22). If this is done directly, it is
referred  to  as  single  dilution.  If  the  sample  is  diluted  once  more  in  the  secondary  dilution
tunnel,  it  is  referred  to  as  double  dilution.  This  is  useful,  if  the  filter  face  temperature
requirement cannot be met with single dilution. Although partly a dilution system, the double
dilution system is described as a modification of a particulate sampling system in Section 2.4,
Figure  22,  since  it  shares  most  of  the  parts  with  a  typical  particulate  sampling  system.

Figure  20

Full  flow  dilution  system

to background filter

optional

optional

air

exhaust

see Figure 21

to particulate sampling system or to
DDS see Figure 22

if EFC is used

vent

vent

The total amount of raw exhaust gas is mixed in the dilution tunnel DT with the dilution air.
The diluted exhaust gas flow rate is measured either with a positive displacement pump PDP
or  with  a  critical  flow  venturi  CFV.  A  heat  exchanger  HE  or  electronic  flow  compensation
EFC  may  be  used  for  proportional  particulate  sampling  and  for  flow  determination.  Since
particulate  mass  determinations  is  based  on  the  total  diluted  exhaust  gas  flow,  the  dilution
ratio  is  not  required  to  be  calculated.

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2.3.1. 

Components  of  Figure  20

EP Exhaust  pipe

The exhaust pipe length from the exit of the engine exhaust manifold, turbocharger outlet or
after-treatment  device  to  the  dilution  tunnel  shall  not  exceed  10  m.  If  the  exhaust  pipe
downstream  of  the  engine  exhaust  manifold,  turbocharger  outlet  or  after-treatment  device
exceeds 4 m in length, then all tubing in excess of 4 m shall be insulated, except for an in-line
smokemeter,  if  used.  The  radial  thickness  of  the  insulation  must  be  at  least  25  mm.  The
thermal conductivity of the insulating material must have a value no greater than 0,1 W/mK
measured at 673 K. To reduce the thermal inertia of the exhaust pipe a thickness to diameter
ratio of 0,015 or less is recommended. The use of flexible sections shall be limited to a length
to  diameter  ratio  of  12  or  less.

PDP Positive  displacement  pump

The PDP meters total diluted exhaust flow from the number of the pump revolutions and the
pump displacement. The exhaust system backpressure must not be artificially lowered by the
PDP  or  dilution  air  inlet  system.  Static  exhaust  backpressure  measured  with  the  PDP  system
operating  shall  remain  within 6  1,5  kPa  of  the  static  pressure  measured  without  connection
to  the  PDP  at  identical  engine  speed  and  load.  The  gas  mixture  temperature  immediately
ahead  of  the  PDP  shall  be  within  6  6  K  of  the  average  operating  temperature  observed
during the test, when no flow compensation is used. Flow compensation may only be used if
the  temperature  at  the  inlet  to  the  PDP  does  not  exceed  323K  (50°C).

CFV Critical  flow  venturi

CFV  measures  total  diluted  exhaust  flow  by  maintaining  the  flow  at  choked  conditions
(critical  flow).  Static  exhaust  backpressure  measured  with  the  CFV  system  operating  shall
remain  within  6  1,5  kPa  of  the  static  pressure  measured  without  connection  to  the  CFV  at
identical engine speed and load. The gas mixture temperature immediately ahead of the CFV
shall be within 6  11 K of the average operating temperature observed during the test, when
no  flow  compensation  is  used.

HE Heat  exchanger  (optional,  if  EFC  is  used)

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

EFC Elektronic  flow  compensation  (optional,  if  HE  is  used)

If  the  temperature  at  the  inlet  to  either  the  PDP  or  CFV  is  not  kept  within  the  limits  stated
above,  a  flow  compensation  system  is  required  for  continuous  measurement  of  the  flow  rate
and  control  of  the  proportional  sampling  in  the  particulate  system.  To  that  purpose,  the
continuously measured flow rate signals are used to correct the sample flow rate through the
particulate  filters  of  the  particulate  sampling  system  (see  Section  2.4,  Figures  21,  22),
accordingly.

DT Dilution  tunnel

The  dilution  tunnel:

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

—  shall  be  at  least  460  mm  in  diameter  with  a  single  dilution  system;

—  shall  be  at  least  210  mm  in  diameter  with  a  double  dilution  system;

—  may  be  insulated.

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

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When using single dilution, a sample from the dilution tunnel is transferred to the particulate
sampling  system  (Section  2.4,  Figure  21).  The  flow  capacity  of  the  PDP  or  CFV  must  be
sufficient  to  maintain  the  diluted  exhaust  at  a  temperature  of  less  than  or  equal  to  325  K
(52°C)  immediately  before  the  primary  particulate  filter.

When using double dilution, a sample from the dilution tunnel is transferred to the secondary
dilution  tunnel  where  it  is  further  diluted,  and  then  passed  through  the  sampling  filters
(Section 2.4, Figure 22). The flow capacity of the PDP or CFV must be sufficient to maintain
the diluted exhaust stream in the DT at a temperature of less than or equal to 464 K (191°C)
at  the  sampling  zone.  The  secondary  dilution  system  must  provide  sufficient  secondary
dilution  air  to  maintain  the  doubly-diluted  exhaust  stream  at  a  temperature  of  less  than  or
equal  to  325  K  (52°C)  immediately  before  the  primary  particulate  filter.

DAF Dilution  air  filter

It  is  recommended  that  the  dilution  air  be  filtered  and  charcoal  scrubbed  to  eliminate
background  hydrocarbons.  At  the  engine  manufacturer’s  request  the  dilution  air  shall  be
sampled  according  to  good  engineering  practice  to  determine  the  background  particulate
levels,  which  can  then  be  subtracted  from  the  values  measured  in  the  diluted  exhaust.

PSP Particulate  sampling  probe

The  probe  is  the  leading  section  of  PTT  and:
—  shall  be  installed  facing  upstream  at  a  point  where  the  dilution  air  and  exhaust  gas  are
well mixed, i.e. on the dilution tunnel (DT) centreline approximately 10 tunnel diameters
downstream  of  the  point  where  the  exhaust  enters  the  dilution  tunnel;

—  shall  be  of  12  mm  minimum  inside  diameter;
—  may be heated to no greater than 325 K (52°C) wall temperature by direct heating or by
dilution air preheating, provided the air temperature does not exceed 325 K (52°C) prior
to  the  introduction  of  the  exhaust  in  the  dilution  tunnel;

—  may  be  insulated.

2.4. 

Particulate  sampling  system

The  particulate  sampling  system  is  required  for  collecting  the  particulates  on  the  particulate
filter.  In  the  case  of  total sampling partial flow dilution,  which  consists  of  passing  the  entire
diluted exhaust sample through the filters, dilution (Section 2.2, Figures 14, 18) and sampling
system  usually  form  an  integral  unit.  In  the  case  of  fractional  sampling  partial  flow  dilution
or  full  flow  dilution,  which  consists  of  passing  through  the  filters  only  a  portion  of  the
diluted  exhaust,  the  dilution  (Section  2.2,  Figures  11,  12,  13,  15,  16,  17,  19;  Section  2.3.
Figure  20)  and  sampling  systems  usually  form  different  units.

In  this  Directive,  the  double  dilution  system  (Figure  22)  of  a  full  flow  dilution  system  is
considered  as  a  specific  modification  of  a  typical  particulate  sampling  system  as  shown  in
Figure 21. The double dilution system includes all important parts of the particulate sampling
system, like filter holders and sampling pump, and additionally some dilution features, like a
dilution  air  supply  and  a  secondary  dilution  tunnel.

In order to avoid any impact on the control loops, it is recommended that the sample pump
be  running  throughout  the  complete  test  procedure.  For  the  single  filter  method,  a  by-pass
system shall be used for passing the sample through the sampling filters at the desired times.
Interference  of  the  switching  procedure  on  the  control  loops  must  be  minimised.

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Figure  21

Particulate  sampling  system

from dilution tunnel DT
see Figures 11 to 20

optional

from EGA

from PDP

from CFV

from GFUEL

or

or

or

A sample of the diluted exhaust gas is taken from the dilution tunnel DT of a partial flow or
full  flow  dilution  system  through  the  particulate  sampling  probe  PSP  and  the  particulate
transfer tube PTT by means of the sampling pump P. The sample is passed through the filter
holder(s)  FH  that  contain  the  particulate  sampling  filters.  The  sample  flow  rate  is  controlled
by  the  flow  controller  FC3.  If  electronic  flow  compensation  EFC  (see  Figure  20)  is  used,  the
diluted  exhaust  gas  flow  is  used  as  command  signal  for  FC3.

Figure  22

Double  dilution  system  (full  flow  system  only)

vent

from dilution
tunnel DT see
Figure 20

optional

PDP 
or 
CFV

A  sample  of  the  diluted  exhaust  gas  is  transferred  from  the  dilution  tunnel  DT  of  a  full
dilution  system  through  the  particulate  sampling  probe  PSP  and  the  particulate  transfer  tube
PTT to the secondary dilution tunnel SDT, where it is diluted once more. The sample is then
passed  through  the  filter  holder(s)  FH  that  contain  the  particulate  sampling  filters.  The
dilution  air  flow  rate  is  usually  constant  whereas  the  sample  flow  rate  is  controlled  by  the
flow  controller  FC3.  If  electronic  flow  compensation  EFC  (see  Figure  20)  is  used,  the  total
diluted  exhaust  gas  flow  is  used  as  command  signal  for  FC3.

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2.4.1. 

Components  of  Figures  21  and  22

PTT Particulate  transfer  tube  (Figures  21,  22)

The particulate transfer tube must not exceed 1 020 mm in length, and must be minimised in
length  whenever  possible.  Where  applicable  (i.e.  for  partial  flow  dilution  fractional  sampling
systems  and  for  full  flow  dilution  systems),  the  length  of  the  sampling  probes  (SP,  ISP,  PSP,
respectively,  see  Sections  2.2  and  2.3)  shall  be  included.

The  dimensions  are  valid  for:

—  the  partial  flow  dilution  fractional  sampling  type  and  the  full  flow  single  dilution  system

from  the  tip  of  the  probe  (SP,  ISP,  PSP,  respectively)  to  the  filter  holder;

—  the  partial  flow  dilution  total  sampling  type  from  the  end  of  the  dilution  tunnel  to  the

filter  holder;

—  the  full  flow  double  dilution  system  from  the  tip  of  the  probe  (PSP)  to  the  secondary

dilution  tunnel.

The  transfer  tube:

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

—  may  be  insulated.

SDT Secondary  dilution  tunnel  (Figure  22)

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

The  secondary  dilution  tunnel:

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

—  may  be  insulated.

FH Filter  holder(s)  (Figures  21,  22)

For  primary  and  back-up  filters  one  filter  housing  or  separate  filter  housings  may  be  used.
The  requirements  of  Annex  III,  Appendix  4,  Section  4.1.3  shall  be  met.

The  filter  holder(s):

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

—  may  be  insulated.

P Sampling  pump  (Figures  21,  22)

The particulate sampling pump shall be located sufficiently distant from the tunnel so that the
inlet  gas  temperature  is  maintained  constant  (6  3  K),  if  low  correction  by  FC3  is  not  used.

DP Dilution  air  pump  (Figure  22)

The  dilution  air  pump  shall  be  located  so  that  the  secondary  dilution  air  is  supplied  at  a
temperature  of  298  K  6  5  K  (25°C  6  5°C),  if  the  dilution  air  is  not  preheated.

FC3 Flow  controller  (Figures  21,  22)

A  flow  controller  shall  be  used  to  compensate  the  particulate  sample  flow  rate  for
temperature and backpressure variations in the sample path, if no other means are available.
The  flow  controller  is  required  if  electronic  flow  compensation  EFC  (see  Figure  20)  is  used.

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FM3 Flow  measurement  device  (Figures  21,  22)

The  gas  meter  or  flow  instrumentation  for  the  particulate  sample  flow  shall  be  located
sufficiently  distant  from  the  sampling  pump  P  so  that  the  inlet  gas  temperature  remains
constant  (6  3  K),  if  flow  correction  by  FC3  is  not  used.

FM4 Flow  measurement  device  (Figure  22)

The  gas  meter  or  flow  instrumentation  for  the  dilution  air  flow  shall  be  located  so  that  the
inlet  gas  temperature  remains  at  298  K  6  5  K  (25°C  6  5°C).

BV Ball  valve  (optional)

The  ball  valve  shall  have  an  inside  diameter  not  less  than  the  inside  diameter  of  the
particulate  transfer  tube  PTT,  and  a  switching  time  of  less  than  0,5  seconds.

Note: 

If the ambient temperature in the vicinity of PSP, PTT, SDT, and FH is below 293K
(20°C),  precautions  should  be  taken  to  avoid  particle  losses  onto  the  cool  wall  of
these parts. Therefore, heating and/or insulating these parts within the limits given in
the  respective  descriptions  is  recommended.  It  is  also  recommended  that  the  filter
face  temperature  during  sampling  be  not  below  293K  (20°C).

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

3. 

3.1. 

DETERMINATION  OF  SMOKE

Introduction

Sections 3.2 and 3.3 and Figures 23 and 24 contain detailed descriptions of the recommended
opacimeter  systems.  Since  various  configurations  can  produce  equivalent  results,  exact
conformance  with  Figures  23  and  24  is  not  required.  Additional  components  such  as
instruments,  valves,  solenoids,  pumps,  and  switches  may  be  used  to  provide  additional
information  and  coordinate  the  functions  of  the  component  systems.  Other  components
which  are  not  needed  to  maintain  the  accuracy  on  some  systems,  may  be  excluded  if  their
exclusion  is  based  upon  good  engineering  judgment.

The  principle  of  measurement  is  that  light  is  transmitted  through  a  specific  length  of  the
smoke  to  be  measured  and  that  proportion  of  the  incident  light  which  reaches  a  receiver  is
used  to  assess  the  light  obscuration  properties  of  the  medium.  The  smoke  measurement
depends  upon  the  design  of  the  apparatus,  and  may  be  done  in  the  exhaust  pipe  (full  flow
in-line  opacimeter),  at  the  end  of  the  exhaust  pipe  (full  flow  end-of-line  opacimeter)  or  by
taking a sample from the exhaust pipe (partial flow opacimeter). For the determination of the
light absorption coefficient from the opacity signal, the optical path length of the instrument
shall  be  supplied  by  the  instrument  manufacturer.

3.2. 

Full  flow  opacimeter

Two  general  types  of  full  flow  opacimeters  may  be  used  (Figure  23).  With  the  in-line
opacimeter,  the  opacity  of  the  full  exhaust  plume  within  the  exhaust  pipe  is  measured.  With
this  type  of  opacimeter,  the  effective  optical  path  length  is  a  function  of  the  opacimeter
design.

With the end-of-line opacimeter, the opacity of the full exhaust plume is measured as it exits
the exhaust pipe. With this type of opacimeter, the effective optical path length is a function
of  the  exhaust  pipe  design  and  the  distance  between  the  end  of  the  exhaust  pipe  and  the
opacimeter.

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Figure  23

Full  flow  opacimeter

(optional)

3.2.1. 

Components  of  Figure  23

EP Exhaust  pipe

With an in-line opacimeter, there shall be no change in the exhaust pipe diameter within three
exhaust  pipe  diameters  before  or  after  the  measuring  zone.  If  the  diameter  of  the  measuring
zone is greater than the diameter of the exhaust pipe, a pipe gradually convergent before the
measuring  zone  is  recommended.

With  an  end-of-line  opacimeter,  the  terminal  0,6  m  of  the  exhaust  pipe  shall  be  of  circular
cross-section and be free from elbows and bends. The end of the exhaust pipe shall be cut off
squarely. The opacimeter shall be mounted centrally to the plume within 25 6  5  mm  of  the
end  of  the  exhaust  pipe.

OPL Optical  path  length

The  length  of  the  smoke  obscured  optical  path  between  the  opacimeter  light  source  and  the
receiver, corrected as necessary for non-uniformity due to density gradients and fringe effect.
The  optical  path  length  shall  be  submitted  by  the  instrument  manufacturer  taking  into
account  any  measures  against  sooting  (for  example,  purge  air).  If  the  optical  path  length  is
not  available,  it  shall  be  determined  in  accordance  with  ISO  IDS  11614,  Section  11.6.5.  For
the  correct  determination  of  the  optical  path  length,  a  minimum  exhaust  gas  velocity  of  20
m/s  is  required.

LS Light  source

The  light  source  shall  be  an  incandescent  lamp  with  a  colour  temperature  in  the  range  of
2 800 to 3 250 K or a green light emitting diode (LED) with a spectral peak between 550 and
570  nm.  The  light  source  shall  be  protected  against  sooting  by  means  that  do  not  influence
the  optical  path  length  beyond  the  manufacturer’s  specifications.

LD Light  detector

The detector shall be a photocell or a photodiode (with a filter, if necessary). In the case of an
incandescent  light  source,  the  receiver  shall  have  a  peak  spectral  response  similar  to  the
phototopic  curve  of  the  human  eye  (maximum  response)  in  the  range  of  550  to  570  nm,  to
less  than  4 %  of  that  maximum  response  below  430  nm  and  above  680  nm.  The  light
detector  shall  be  protected  against  sooting  by  means  that  do  not  influence  the  optical  path
length  beyond  the  manufacturers  specifications.

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CL Collimating  lens

The light output shall be collimated to a beam with a maximum diameter of 30 mm. The rays
of  the  light  beam  shall  be  parallel  within  a  tolerance  of  3°  of  the  optical  axis.

T1 Temperature  sensor  (optional)

The  exhaust  gas  temperature  may  be  monitored  over  the  test.

3.3. 

Partial  flow  opacimeter

With  the  partial  flow  opacimeter  (Figure  24),  a  representative  exhaust  sample  is  taken  from
the exhaust pipe and passed through a transfer line to the measuring chamber. With this type
of  opacimeter,  the  effective  optical  path  length  is  a  function  of  the  opacimeter  design.  The
response  times  referred  to  in  the  following  section  apply  to  the  minimum  flow  rate  of  the
opacimeter,  as  specified  by  the  instrument  manufacturer.

Figure  24

Partial  flow  opacimeter

Exhaust

(optional)

3.3.1. 

Components  of  Figure  24

EP Exhaust  Pipe

The  exhaust  pipe  shall  be  a  straight  pipe  of  at  least  six  pipe  diameters  upstream  and  three
pipe  diameters  downstream  of  the  tip  of  the  probe.

SP Sampling probe

The  sampling  probe  shall  be  an  open  tube  facing  upstream  on  or  about  the  exhaust  pipe
centreline.  The  clearance  with  the  wall  of  the  tailpipe  shall  be  at  least  5  mm.  The  probe
diameter  shall  ensure  a  representative  sampling  and  a  sufficient  flow  through  the
opacimeter.

TT Transfer  tube

The  transfer  tube  shall:
—  be as short as possible and ensure an exhaust gas temperature of 373 6 30  K  (100°C 6

30°C)  at  the  entrance  to  the  measuring  chamber,

—  have  a  wall  temperature  sufficiently  above  the  dew  point  of  the  exhaust  gas  to  prevent

condensation,

—  be  equal  to  the  diameter  of  the  sampling  probe  over  the  entire  length,

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—  have  a  response  time  of  less  than  0,05  s  at  minimum  instrument  flow,  as  determined

according  to  Annex  III,  Appendix  4,  Section  5.2.4.,

—  have  no  significant  effect  on  the  smoke  peak.

FM Flow  measurement  device

Flow  instrumentation  to  detect  the  correct  flow  into  the  measuring  chamber.  The  minimum
and maximum flow rates shall be specified by the instrument manufacturer, and shall be such
that  the  response  time  requirement  of  TT  and  the  optical  path  length  specifications  are  met.
The  flow  measurement  device  may  be  close  to  the  sampling  pump,  P,  if  used.

MC Measuring  chamber

The  measuring  chamber  shall  have  a  non-reflective  internal  surface,  or  equivalent  optical
environment.  The  impingement  of  stray  light  on  the  detector  due  to  internal  reflections  of
diffusion  effects  shall  be  reduced  to  a  minimum.

The  pressure  of  the  gas  in  the  measuring  chamber  shall  not  differ  from  the  atmospheric
pressure by more than 0,75 kPa. Where this is not possible by design, the opacimeter reading
shall  be  converted  to  atmospheric  pressure.

The wall temperature of the measuring chamber shall be set to within 6 5 K between 343 K
(70°C)  and  373  K  (100°C),  but  in  any  case  sufficiently  above  the  dew  point  of  the  exhaust
gas  to  prevent  condensation.  The  measuring  chamber  shall  be  equipped  with  appropriate
devices  for  measuring  the  temperature.

OPL Optical  path  length

The  length  of  the  smoke  obscured  optical  path  between  the  opacimeter  light  source  and  the
receiver, corrected as necessary for non-uniformity due to density gradients and fringe effect.
The  optical  path  length  shall  be  submitted  by  the  instrument  manufacturer  taking  into
account  any  measures  against  sooting  (for  example,  purge  air).  If  the  optical  path  length  is
not  available,  it  shall  be  determined  in  accordance  with  ISO  IDS  11614,  Section  11.6.5.

LS Light  source

The  light  source  shall  be  an  incandescent  lamp  with  a  colour  temperature  in  the  range  of
2 800 to 3 250 K or a green light emitting diode (LED) with a spectral peak between 550 and
570  nm.  The  light  source  shall  be  protected  against  sooting  by  means  that  do  not  influence
the  optical  path  length  beyond  the  manufacturer’s  specifications.

LD Light  detector

The detector shall be a photocell or a photodiode (with a filter, if necessary). In the case of an
incandescent  light  source,  the  receiver  shall  have  a  peak  spectral  response  similar  to  the
phototopic  curve  of  the  human  eye  (maximum  response)  in  the  range  of  550  to  570  nm,  to
less  than  4 %  of  that  maximum  response  below  430  nm  and  above  680  nm.  The  light
detector  shall  be  protected  against  sooting  by  means  that  do  not  influence  the  optical  path
length  beyond  the  manufacturer’s  specifications.

CL Collimating  lens

The light output shall be collimated to a beam with a maximum diameter of 30 mm. The rays
of  the  light  beam  shall  be  parallel  within  a  tolerance  of  3°  of  the  optical  axis.

T1 Temperature  sensor

To  monitor  the  exhaust  gas  temperature  at  the  entrance  to  the  measuring  chamber.

P Sampling  pump  (optional)

A sampling pump downstream of the measuring chamber may be used to transfer the sample
gas  through  the  measuring  chamber.

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ANNEX  VI

EC  TYPE-APPROVAL  CERTIFICATE

Communication  concerning  the:

—  type-approval (1)

—  extension  of 

(engine 
family/component (1)  with  regard  to  Directive  88/77/EEC  as  last  amended  by  Directive  ...

type-approval (1)  of 

technical  unit 

vehicle/separate 

a 

type/engine

EC  type-approval  No.:  ...............................................

Extension-No.:  ................................................

SECTION  I

0. 

0.1. 

0.2. 

0.3. 

0.4. 

0.5. 

0.6. 

0.7. 

SECTION  II

1. 

2. 

3. 

4. 

5. 

6. 

7. 

8. 

9. 

10. 

General

Make  of  vehicle/separate  technical  unit/component (1):  ...........................................................

Manufacturer’s  designation  of  vehicle  type/separate  technical  unit  (engine  type/engine
family)/component (1):  ................................................................................................................

Manufacturer’s  type  coding  as  marked  on  the  vehicle/separate  technical  unit  (engine
type/engine family)/component (1):  ............................................................................................

Category  of  vehicle:  ...................................................................................................................

Category  of  engine:  diesel/NG-fuelled/LPG-fuelled (1)  ..............................................................

Name  and  address  of  manufacturer:  .........................................................................................

Name  and  address  of  manufacturer’s  authorised  representative  (if  any):  ...............................

Brief  description  (where  appropriate):  See  Annex  I  .................................................................

Technical  department  responible  for  carrying  out  the  tests:  ....................................................

Date  of  test  report:  ....................................................................................................................

Number  of  test  report:  ..............................................................................................................

Ground(s)  for  extending  type  approval  (where  appropriate):  ..................................................

Remarks  (if  any):  See  Annex  I.  .................................................................................................

Place:  ..........................................................................................................................................

Date:  ...........................................................................................................................................

Signature:  ...................................................................................................................................

A  list  of  documents  making  up  the  type-approval  file  lodged  with  the  administrative
department  that  has  granted  type  approval,  which  may  be  obtained  on  request,  is  attached.

(1)  Delete  as  appropriate.

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to  EC  type  approval  certificate  No.  . . .  concerning  the  type  approval  of  a  vehicle/separate  technical
unit/component (1)  within  the  meaning  of  Directive  97/. . . /EC

Appendix

1. 

1.1. 

1.1.1. 

1.1.2. 

1.1.3. 

1.1.4. 

1.1.5. 

1.1.6. 

1.1.7. 

1.2. 

1.2.1. 

1.3. 

1.3.1. 

1.3.2. 

1.3.3. 

1.3.4. 

Brief  description

Particulars  to  be  completed  in  relation  to  the  type-approval  of  a  vehicle  with  an  engine
installed:  .....................................................................................................................................

Make  of  engine  (name  of  undertaking):  ...................................................................................

Type  and  commercial  description  (mention  any  variants):  ......................................................

Manufacturer’s  code  as  marked  on  the  engine:  .......................................................................

Category  of  vehicle  (if  applicable):  ...........................................................................................

Category  of  engine:  diesel/NG-fuelled/LPG-fuelled (1)  ..............................................................

Name  and  address  of  manufacturer:  .........................................................................................

Name  and  adress  of  manufacturer’s  authorised  representative  (if  any):  .................................

If  the  engine  referred  to  in  1.1  has  been  type-approved  as  a  separate  technical  unit:

Type-approval  numer  of  the  engine/engine  family (1)  ...............................................................

Particulars to be completed in relation to the type-approval of an engine/engine family (1) as a
separate  technical  unit  (conditions  to  be  respected  in  the  installation  of  the  engine  on  a
.....................................................................................................................................
vehicle):

Maximum  and/or  minimum  intake  depression:  ................................................................. kPa

Maximum  allowable  back  pressure:  .................................................................................. kPa

Exhaust  system  volume:  ..................................................................................................... cm³

Power  absorbed  by  auxiliaries  needed  for  operating  the  engine:

1.3.4.1. 

Idle:  ..........  kW;  Low  speed:  ..........  kW;  High  speed:  ..........  kW

Speed  A:  ..........  kW;  Speed  B:  ..........  kW;  Speed  C:  ..........  kW;

Reference  speed:  ..........  kW

1.3.5. 

1.4. 

1.4.1. 

1.4.2. 

1.4.3. 

Restrictions  of  use  (if  any):  .......................................................................................................

Emission  levels  of  the  engine/parent  engine (1):

ESC-test  (if  applicable):
CO:  .......................................... g/kWh
HC:  .......................................... g/kWh
NOx:  ......................................... g/kWh
PT:  ............................................ g/kWh

ELR-test  (if  applicable):
Smoke  value:  ............................ m−1

ETC-test  (if  applicable):
CO:  .......................................... g/kWh
HC:  .......................................... g/kWh (1)
NMHC:  .................................... g/kWh (1)
CH4:  ......................................... g/kWh (1)
NOx:  ......................................... g/kWh
PT:  ............................................ g/kWh (1)

(1)  Delete  as  appropriate.

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ANNEX  VII

EXAMPLE  OF  CALCULATION  PROCEDURE

1. 

ESC  TEST

1.1. 

Gaseous  emissions

The measurement data for the calculation of the individual mode results are shown below. In
this  example,  CO  and  NOx  are  measured  on  a  dry  basis,  HC  on  a  wet  basis.  The  HC
concentration  is  given  in  propane  equivalent  (C3)  and  has  to  be  multiplied  by  3  to  result  in
the  C1  equivalent.  The  calculation  procedure  is  identical  for  the  other  modes.

P
(kW)

Ta
(K)

Ha
(g/kg)

GEXH
(kg)

GAIRW
(kg)

GFUEL
(kg)

HC
(ppm)

CO
(ppm)

NO2
(ppm)

82,9

294,8

7,81

563,38

545,29

18,09

6,3

41,2

495

Calculation  of  the  dry  to  wet  correction  factor  KW,r  (Annex  III,  Appendix  1,  Section  4.2):

FFH =

1,969

(1 +

18,09

545,29)

= 1,9058 and KW2 =

1,608 * 7,81
1 000 + (1,608 * 7,81)

= 0,0124

KW,r =(1 − 1,9058 *

18,09

541,06) − 0,0124 = 0,9239

Calculation  of  the  wet  concentrations:

CO  =  41,2  *  0,9239  =  38,1  ppm

NOx  =  495 *  0,9239  =  457  ppm

Calculation  of  the  NOx  humidity  correction  factor  KH,D  (Annex  III,  Appendix  1,  Section
4.3):

A  =  0,309  *  18,09/541,06  − 0,0266  =  − 0,0163

B  =  − 0,209  *  18,09/541,06  +  0,00954  =  0,0026

KH,D =

1
1 − 0,0163 * (7,81 − 10,71) + 0,0026 * (294,8 − 298)

= 0,9625

Calculation  of  the  emission  mass  flow  rates  (Annex  III,  Appendix  1,  Section  4.4):

NOx  =  0,001587 * 457 * 0,9625 * 563,38  =  393,27  g/h

CO  =  0,000966 * 38,1 * 563,38  =  20,735  g/h

HC  =  0,000479 * 6,3 * 3 * 563,38  =  5,100  g/h

Calculation  of  the  specific  emissions  (Annex  III,  Appendix  1,  Section  4.5):

The following example calculation is given for CO; the calculation procedure is identical for
the  other  components.

The  emission  mass  flow  rates  of  the  individual  modes  are  multiplied  by  the  respective
weighting  factors,  as  indicated  in  Annex  III,  Appendix  1,  Section  2.7.1,  and  summed  up  to
result  in  the  mean  emission  mass  flow  rate  over  the  cycle:

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CO  = 

(6,7 * 0,15)  +  (24,6 * 0,08)  +  (20,5 * 0,10)  +  (20,7 *0,10)  +  (20,6 * 0,05)
+  (15,0 * 0,05)  +  (19,7 * 0,05)  +  (74,5 * 0,09)  +  (31,5 * 0,10)  +  (81,9 * 0,08)
+  (34,8 * 0,05)  +  (30,8 * 0,05)  +  (27,3 * 0,05)

=  30,91  g/h

The engine power of the individual modes is multiplied by the respective weighting factors, as
indicated in Annex III, Appendix 1, Section 2.7.1, and summed up to result in the mean cycle
power:

P(n)  = 

(0,1 * 0,15)  +  (96,8 * 0,08)  +  (55,2 * 0,10)  +  (82,9 * 0,10)  +  (46,8 * 0,05)
+  (70,1 * 0,05)  +  (23,0 * 0,05)  +  (114,3 * 0,09)  +  (27,0 * 0,10)  +  (122,0 * 0,08)
+  (28,6 * 0,05)  +  (87,4 * 0,05)  +  (57,9 * 0,05)

=  60,006  kW

CO =

30,91
60,006

=  0,515  g/kWh

Calculation  of  the  specific  NOx  emission  of  the  random  point  (Annex  III,  Appendix  1,
Section  4.6.1):

Assume  the  following  values  have  been  determined  on  the  random  point:

=  1 600  min−1
=  495  Nm

nZ 
MZ 
NOx  mass.Z  =  487,9  g/h  (calculated  according  to  the  previous  formulae)
P(n)Z 
NOx,Z 

=  83  kW
=  487,9/83  =  5,878  g/kWh

Determination  of  the  emission  value  from  the  test  cycle  (Annex  III,  Appendix  1,  Section
4.6.2):

Assume  the  values  of  the  four  enveloping  modes  on  the  ESC  to  be  as  follows:

nRT

nSU

ER

ES

ET

EU

MR

MS

MT

MU

1 368

1 785

5,943

5,565

5,889

4,973

515

460

681

610

ETU  =  5,889  +  (4,973 − 5,889) * (1 600 − 1 368) / (1 785 − 1 368)  =  5,377  g/kWh
ERS  =  5,943  +  (5,565 − 5,943) * (1 600 − 1 368) / (1 785 − 1 368)  =  5,732  g/kWh
MTU  =  681  +  (601 − 681) * (1 600 − 1 368) / (1 785 − 1 368)  =  641,3  Nm
MRS  =  515  +  (460 − 515) * (1 600 − 1 368) / (1 785 − 1 368)  =  484,3  Nm
EZ 

=  5,732  +  (5,377 − 5,732) * (495 − 484,3) / (641,3 − 484,3)  =  5,708  g/kWh

Comparison  of  the  NOx  emission  values  (Annex  III,  Appendix  1,  Section  4.6.3):

NOx  diff  =  100 * (5,878 − 5,708) / 5,708  =  2,98 %

1.2. 

Particulate  emissions

Particulate  measurement  is  based  on  the  principle  of  sampling  the  particulates  over  the
complete  cycle,  but  determining  the  sample  and  flow  rates  (MSAM  and  GEDF)  during  the
individual  modes.  The  calculation  of  GEDF  depends  on  the  system  used.  In  the  following
examples,  a  system  with  CO2  measurement  and  carbon  balance  method  and  a  system  with
flow measurement are used. When using a full flow dilution system, GEDF  is directly measured
by  the  CVS  equipement.

Calculation  of  GEDF  (Annex  III,  Appendix  1,  Sections  5.2.3  and  5.2.4):

Assume the following measurement data of mode 4. The calculation procedure is identical for
the  other  modes.

GEXH
(kg/h)

GFUEL
(kg/h)

GDILW
(kg/h)

GTOTW
(kg/h)

CO2D
(%)

CO2A
(%)

334,02

10,76

5,4435

6,0

0,657

0,040

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(a)  carbon  balance  method

GEDFW =

206,5 * 10,76
0,657 − 0,040

= 3 601,2  kg/h

(b) flow  measurement  method

q =

6,0
(6,0 − 5,4435)

= 10,78

GEDFW  =  334,02 * 10,78  =  3 600,7  kg/h

Calculation  of  the  mass  flow  rate  (Annex  III,  Appendix  1,  Section  5.4):

The  GEDFW  flow  rates  of  the  individual  modes  are  multiplied  by  the  respective  weighting
factors, as indicated in Annex III, Appendix 1, Section 2.7.1, and summed up to result in the
mean GEDF  over the cycle. The total sample rate MSAM  is summed up from the sample rates of
the  individual  modes.

GEDFW

= 

+ 

(3 592 * 0,08) 

+ 

(3 600 * 0,05)  + 
(3 601 * 0,08)  + 

(3 611 * 0,10) 

+ 
(3 640 * 0,05)  + 
(3 639 * 0,05)  + 

(3 600 * 0,10)
(3 614 * 0,09)
(3 582 * 0,05)

(3 567 * 0,15) 
+ 
+ 
+  (3 635 * 0,05)

(3 618 * 0,05)  + 
(3 620 * 0,10)  + 

=  3 604,6  kg/h

MSAM

=  0,226  +  0,122  +  0,151  +  0,152  +  0,076  +  0,076  +  0,076  +  0,136  +  0,151  +

0,121  +  0,076  +  0,076  +  0,075

=  1,515  kg

Assume  the  particulate  mass  on  the  filters  to  be  2,5  mg,  then

PTmass =

2,5
1,515

*

3 604,6
1 000

= 5,948  g/h

Background  correction  (optional)

Assume  one  background  measurement  with  the  following  values.  The  calculation  of  the
dilution  factor  DF  is  identical  to  Section  3.1  of  this  Annex  and  not  shown  here.

Md  =  0,1  mg;  MDIL  =  1,5  kg

Sum  of  DF

= 

[(1−1/14,75)  *  0,10]
[(1−1/8,89) * 0,08]  + 
[(1−1/119,15) * 0,15]  + 
+  [(1−1/10,10)  *  0,10]  +  [(1−1/18,02)  *  0,05]  +  [(1−1/12,33)  *  0,05]
+  [(1−1/32,18)  *  0,05]  +  [(1−1/6,94)  *  0,09]  +  [(1−1/25,19)  *  0,10]
+  [(1−1/6,12)  *  0,08]  +  [(1−1/20,87)  *  0,05]  +  [(1−1/8,77)  *  0,05]
+  [(1−1/12,59)  *  0,05]

=  0,923

PTmass =

2,5
1,515

− (0,1

1,5

* 0,923) *

3 604,6
1 000

= 5,726  g/h

Calculation  of  the  specific  emission  (Annex  III,  Appendix  1,  Section  5.5):

P(n) = 

(0,1 * 0,15)  +  (96,8 * 0,08)  +  (55,2 * 0,10)  +  (82,9 * 0,10)  +  (46,8 * 0,05)
+  (70,1 * 0,05)  +  (23,0 * 0,05)  +  (114,3 * 0,09)  +  (27,0 * 0,10)  +  (122,0 * 0,08)
+  (28,6 * 0,05)  +  (87,4 * 0,05)  +  (57,9 * 0,05)

=  60,006  kW

PT =

5,948
60,006

= 0,099  g/kWh,  if  background  corrected

PT =

5,726
60,006

= 0,095  g/kWh

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Calculation  of  the  specific  weighting  factor  (Annex  III,  Appendix  1,  Section  5.6):

Assume  the  values  calculated  for  mode  4  above,  then

WFE,i =

0,152 * 3 604,6
1,515 * 3 600,7

= 0,1004

This  value  is  within  the  required  value  of  0,10  ±  0,003.

2. 

ELR  TEST

Since Bessel filtering is a completely new averaging procedure in European exhaust legislation,
an  explanation  of  the  Bessel  filter,  an  example  of  the  design  of  a  Bessel  algorithm,  and  an
example  of  the  calculation  of  the  final  smoke  value  is  given  below.  The  constants  of  the
Bessel  algorithm  only  depend  on  the  design  of  the  opacimeter  and  the  sampling  rate  of  the
data  acquisition  system.  It  is  recommended  that  the  opacimeter  manufacturer  provide  the
final  Bessel  filter  constants  for  different  sampling  rates  and  that  the  customer  use  these
constants  for  designing  the  Bessel  algorithm  and  for  calculating  the  smoke  values.

2.1 

General  remarks  on  the  Bessel  filter

Due  to  high  frequency  distortions,  the  raw  opacity  signal  usually  shows  a  highly  scattered
trace.  To  remove  these  high  frequency  distortions  a  Bessel  filter  is  required  to  the  ELR  test.
The Bessel filter itself is a recursive, second-order low-pass filter which guarantees the fastest
signal  rise  without  overshoot.

Assuming  a  real  time  raw  exhaust  plume  in  the  exhaust  tube,  each  opacimeter  shows  a
delayed and differently measured opacity trace. The delay and the magnitude of the measured
opacity  trace  is  primarily  dependent  on  the  geometry  of  the  measuring  chamber  of  the
opacimeter,  including  the  exhaust  sample  lines,  and  on  the  time  needed  for  processing  the
signal  in  the  electronics  of  the  opacimeter.  The  values  that  characterise  these  two  effects  are
called  the  physical  and  the  electrical  response  time  which  represent  an  individual  filter  for
each  type  of  opacimeter

The goal of applying a Bessel filter is to guarantee a uniform overall filter characteristic of the
whole  opacimeter  system,  consiting  of:

—  physical  response  time  of  the  opacimeter  (tp)

—  electrical  response  time  of  the  opacimeter  (te)

—  filter  response  time  of  the  applied  Bessel  filter  (tF)

The  resulting  overall  response  time  of  the  system  tAver  is  given  by:

tAver = ˛tF

2 + tp

2 + te

2

and  must  be  equal  for  all  kinds  of  opacimeters  in  order  to  give  the  same  smoke  value.
Therefore,  a  Bessel  filter  has  to  be  created  in  such  a  way,  that  the  filter  response  time  (tF)
together  with  the  physical  (tp)  and  electrical  response  time  (te)  of  the  individual  opacimeter
must  result  in  the  required  overall  response  time  (tAver).  Since  tp  and  te  are  given  values  for
each  individual  opacimeter,  and  tAver  is  defined  to  be  1,0  s  in  this  Directive,  tF  can  be
calculated  as  follows:

tF = ˛tAver

2 − tp

2 − te

2

By definition, the filter response time tF  is the rise time of a filtered output signal between 10
and 90 % on a step input singal. Therefore the cut-off frequency of the Bessel filter has to be
iterated  in  such  way,  that  the  response  time  of  the  Bessel  filter  fits  into  the  required  rise
time.

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Figure  a

Traces  of  a  step  input  signal  and  the  filtered  output  signal

Step input signal

Bessel filtered
output signal

1,2

1

0,8

0,6

0,4

0,2

]
-
[

l
a
n
g
i
S

0
– 0,50

0,00

0,50

1,00
Time [s]

1,50

2,00

2,50

In  Figure  a,  the  traces  of  a  step  input  signal  and  Bessel  filtered  output  singal  as  well  as  the
response  time  of  the  Bessel  filter  (tF)  are  shown.

 
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Designing  the  final  Bessel  filter  algorithm  is  a  multi  step  process  which  requires  several
iteration  cycles.  The  scheme  of  the  iteration  procedure  is  presented  below.

Characteristics of
opacimeter
tp, te [s]

Regulation
tAver [s]

Data acquisition
system sample
rate [Hz]

Required overall Bessel filter response
time tF

Step 1

fc = fcnew

Design of Bessel filter algorithm 
fc, E, K

Step 2

Application of Bessel filter on 
step input

Step 3

t(10 %), t(90 %)

Calculation of iterated filter response
time tFiter = t(90 %)– t(10 %)

Step 4

Deviation between tF and tFiter

delta =

tFiter – tF
tF

Step 5

Adjustment of cut-off
frequency

fcnew = fc * (1 + delta)

Iteration

no

Check for iteration criteria
ldeltal # 0,01
yes

Step 6

Final Bessel filter constants and
algorithm
Yi = . . .

Step 7

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2.2. 

Calculation  of  the  Bessel  algorithm

In this example a Bessel algorithm is designed in several steps according to the above iteration
procedure  which  is  based  upon  Annex  III,  Appendix  1,  Section  6.1.

For  the  opacimeter  and  the  data  acquisition  system,  the  following  characteristics  are
assumed:

—  physical  response  time  tp  0,15  s

—  electrical  response  time  te  0,05  s

—  overall  response  time  tAver  1,00  s  (by  definition  in  this  Diretive)

—  sampling  rate  150  Hz

Step  1  Required  Bessel  filter  response  time  tF:

tF = ˛12 − (0,152 + 0,052) = 0,987421  s

Step  2  Estimation  of  cut-off  frequency  and  calculation  of  Bessel  constants  E.  K  for  first

iteration:

fc  =  3,1415/(10  *  0,987421)  =  0,318152  Hz
∆t  =  1/150  =  0,006667  s

Ω  =  1/[tan  (3,1415  *  0,006667  *  0,318152)]  =  150,076644

E =

1
1 + 150,076644 * ˛3 * 0,618034 + 0,618034 * 150,0766442

= 7,07948  E-5

K  =  2 * 7,07948  E-5 * (0,618034 * 150,0766442−1) − 1  =  0,970783

This  gives  the  Bessel  algorithm:

Yi = Yi − 1  +  7,07948  E-5  *  (Si  +  2  *  Si − 1  +  Si − 2  −  4  *  Yi–2)  +  0,970783  *  (Yi–1  −  Yi–2)

where Si  represents the values of the step input signal (either ‘0’ or ‘1’) and Yi  represents  the
filtered  values  of  the  output  signal.

Step  3  Application  of  Bessel  filter  on  step  input:

The  Bessel  filter  response  time  tF  is  defined  as  the  rise  time  of  the  filtered  output  signal
between 10 % and 90 % on a step input signal. For determining the times of 10 % (t10) and
90 % (t90) of the output sinal, a Bessel filter has to be applied to a step input using the above
values  of  fc,  E  and  K.

The index numbers, the time and the values of a step input signal and the resulting values of
the filtered output sinal for the first and the second iteration are shown in table B. The points
adjacent  to  t10  and  t90  are  marked  in  bold  numbers.

In  Table  B,  first  iteration,  the  10 %  value  occurs  between  index  number  30  and  31  and  the
90 % value occurs between index number 191 and 192. For the calculation of tF,iter  the exact
t10  and  t90  values  are  determined  by  linear  interpolation  between  the  adjacent  measuring
points,  as  follows:

t10  = 

t90  = 

tlower  +  ∆t  *  (0,1-outlower) / (outupper  −  outlower)
tlower  +  ∆t  *  (0,9-outlower) / (outupper  −  outlower)

where  outupper  and  outlower,  respectively,  are  the  adjacent  points  of  the  Bessel  filtered  output
signal,  and  tlower  is  the  time  of  the  adjacent  time  point,  as  indicated  in  Table  B.

t10  =  0,200000 + 0,006667 * (0,1 − 0,099208) / (0,104794 − 0,099208) = 0,200945  s

t90  =  1,273333 + 0,006667 * (0,9 − 0,899147) / (0,901168 − 0,899147) = 1,276147  s

Step  4  Filter  response  time  of  first  iteration  cycle:

tF,iter = 1,276147 − 0,200945 = 1,075202  s

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Step  5  Deviation  between  required  and  obtained  filter  response  time  of  first  iteration

cycle:

∆ = (1,075202 − 0,987421) / 0,987421 = 0,081641

Step  6  Checking  the  iteration  criteria:
x∆x < 0,01 is required. Since 0,081641 .  0,01, the iteration criteria is not met and a further
iteration cycle has to be started. For this iteration cycle, a new cut-off frequency is calculated
from  fc  and  ∆  as  follows:
fc,new = 0,318152 * (1 + 0,081641) = 0,344126  Hz

This new cut-off frequency is used in the second iteraton cycle, starting at Step 2 again. The
iteration has to be repeated until the iteration criteria is met. The resulting values of the first
and  second  iteration  are  summarised  in  table  A.

Table  A

Values  of  the  first  and  second  iteration

Parameter

(Hz)

1.  Iteration

0,318152

2.  Iteration

0,344126

fc

E

K

t10

t90

tF,iter

∆ 

(−)

(−)

(s)

(s)

(s)

(−)

7,07948  E-5

8,272777  E-5

0,970783

0,200945

1,276147

1,075202

0,081641

0,344126

0,968410

0,185523

1,179562

0,994039

0,006657

0,346417

fc,new

(Hz)

Step  7  Final  Bessel  algorithm:

As  soon  as  the  iteration  criteria  has  been  met,  the  final  Bessel  filter  constants  and  the  final
Bessel algorithm are calculated according to Step 2. In this example, the iteration criteria has
been met after the second iteration (∆  = 0,006657 #  0,01). The final algorithm is then used
for  determining  the  averaged  smoke  values  (see  next  Section  2.3).

Yi = Yi − 1 + 8,272777  E-5 * (Si + 2 * Si–1 + Si–2−4 * Yi−2) + 0,968410 * (Yi − 1−Yi − 2)

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Values  of  step  input  signal  and  Bessel  filtered  output  signal  for  the  first  and  second  iteration  cycle

Table B

Index  i
[-]

Time
[s]

Step  input
signal
Si
[-]

Filtered  output  signal
Yi
[-]

1.  Iteration

2.  Iteration

− 2
− 1
0
1
2
3
4
5

24
25
26
27
28
29
30
31
32
33
34
35
36
37

175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195

− 0,013333
− 0,006667
0,000000
0,006667
0,013333
0,020000
0,026667
0,033333

0,160000
0,166667
0,173333
0,180000
0,186667
0,193333
0,200000
0,206667
0,213333
0,220000
0,226667
0,233333
0,240000
0,246667

1,166667
1,173333
1,180000
1,186667
1,193333
1,200000
1,206667
1,213333
1,220000
1,226667
1,233333
1,240000
1,246667
1,253333
1,260000
1,266667
1,273333
1,280000
1,286667
1,293333
1,300000

0
0
1
1
1
1
1
1

1
1
1
1
1
1
1
1
1
1
1
1
1
1

1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1

0,000000
0,000000
0,000071
0,000352
0,000908
0,001731
0,002813
0,004145

0,067877
0,072816
0,077874
0,083047
0,088331
0,093719
0,099208
0,104794
0,110471
0,116236
0,122085
0,128013
0,134016
0,140091

0,862416
0,864968
0,867484
0,869964
0,872410
0,874821
0,877197
0,879540
0,881849
0,884125
0,886367
0,888577
0,890755
0,892900
0,895014
0,897096
0,899147
0,901168
0,903158
0,905117
0,907047

0,000000
0,000000
0,000083
0,000411
0,001060
0,002019
0,003278
0,004828

0,077876
0,083476
0,089205
0,095056
0,101024
0,107102
0,113286
0,119570
0,125949
0,132418
0,138972
0,145605
0,152314
0,159094

0,895701
0,897941
0,900145
0,902312
0,904445
0,906542
0,908605
0,910633
0,912628
0,914589
0,916517
0,918412
0,920276
0,922107
0,923907
0,925676
0,927414
0,929121
0,930799
0,932448
0,934067

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2.3. 

Calculation  of  the  smoke  values

In  the  scheme  below  the  general  procedure  of  determining  the  final  smoke  value  is
presented.

Speed A
Load step 1

Speed B
Load step 1

Speed C
Load step 1

Speed A
Load step 2

Speed B
Load step 2

Speed C
Load step 2

Speed A
Load step 3

Speed B
Load step 3

Speed C
Load step 3

Raw opacity values N [%]

Conversion to light absorption coefficient [1/m]

k = – (1/LA) * ln(1– N/100)

Filtering with Bessel filter

Selection of maximum k-value (peak) for each speed and load step

Ymax1A

Ymax2A

Ymax3A

Ymax1B

Ymax2B

Ymax3B

Ymax1C

Ymax2C

Ymax3C

Cycle validation for each speed

Calculation of mean smoke value for each speed

SVA =
(Ymax1A + Ymax2A + Ymax 3A)/3

SVB =
(Ymax1B + Ymax2B + Ymax 3B)/3

SVC =
(Ymax1C + Ymax2C + Ymax 3C)/3

Calculation of the final smoke value

SV = 0,43 * SVA + 0,56 * SVB + 0,01 * SVC

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In  Figure  b,  the  traces  of  the  measured  raw  opacity  signal,  and  of  the  unfiltered  and  filtered
light absorption coefficients (k-value) of the first load step of an ELR test are shown, and the
maximum  value  Ymax1,A  (peak)  of  the  filtered  k  trace  is  indicated.  Correspondingly,  Table  C
contains  the  numerical  values  of  index  i,  time  (sampling  rate  of  150  Hz),  raw  opacity,
unfiltered k and filtered k. Filtering was conducted using the constants of the Bessel algorithm
designed in Section 2.2 of this annex. Due to the large amount of data, only those sections of
the  smoke  trace  around  the  beginning  and  the  peak  are  tabled.

Traces  of  measured  opacity  N,  of  unfiltered  smoke  k  and  of  filtered  smoke  k

Figure  b

30

25

20

15

10

5

0

]

%

[

N
y
t
i
c
a
p
O

Peak = 0,5424 m –1

Opacity N

Unfiltered smoke k

Filtered smoke k

1,00

0,80

0,60

0,40

0,20

0,00

]

m
/
1
[

k

e
k
o
m
S

0,0

1,0

2,0

3,0

4,0

5,0

6,0
Time [s]

7,0

8,0

9,0

10,0 11,0

The  peak  value  (i  =  272)  is  calculated  assuming  the  following  data  of  Table  C.  All  other
individual  smoke  values  are  calculated  in  the  same  way.  For  starting  the  algorithm,  S−1,  S−2,
Y−1  and  Y−2  are  set  to  zero.

LA  (m)

Index  i

0,430

272

N (%)

16,783

S271  (m−1)

0,427392

S270  (m−1)

0,427532

Y271  (m−1)

0,542383

Y270  (m−1)

0,542337

Calculation  of  the  k-value  (Annex  III,  Appendix  1,  Section  6.3.1):

k = −

1
0,430

* ln (1  −

16,783

100 ) =  0,427252  m−1

This  value  corresponds  to  S272  in  the  following  equation.

Calculation  of  Bessel  averaged  smoke  (Annex  III,  Appendix  1,  Section  6.3.2):

In  the  following  equation,  the  Bessel  constants  of  the  previous  Section  2.2  are  used.  The
actual unfiltered k-value, as calculated above, corresponds to S272  (Si). S271  (Si−1) and S270  (Si−2)
are  the  two  preceding  unfiltered  k-values,  Y271  (Yi−1)  and  Y270  (Yi−2)  are  the  two  preceding
filtered k-values.

 
 
 
 
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Y272  =  0,542383 + 8,272777 E-5 * (0,427252 + 2 * 0,427392 + 0,427532 − 4 * 0,542337) +

0,968410  *  (0,542383  −  0,542337)

=  0,542389  m−1

This  value  corresponds  to  Ymax1,A  in  the  following  equation.

Calculation  of  the  final  smoke  value  (Annex  III,  Appendix  1,  Section  6.3.3):

From  each  smoke  trace,  the  maximum  filtered  k-value  is  taken  for  the  further  calculation.
Assume  the  following  values

Speed

A

B

C

Cycle  1

0,5424

0,5596

0,4912

Xmax  (m−1)

Cycle  2

0,5435

0,5400

0,5207

Cycle  3

0,5587

0,5389

0,5177

SVA  =  (0,5424  +  0,5435  +  0,5587) / 3  =  0,5482  m−1
SVB  =  (0,5596  +  0,5400  +  0,5389) / 3  =  0,5462  m−1
SVC  =  (0,4912  +  0,5207  +  0,5177) / 3  =  0,5099  m−1
SV  =  (0,43  *  0,5482)  +  (0,56  *  0,5462)  +  (0,01  *  0,5099)  =  0,5467  m−1

Cycle  validation  (Annex  III,  Appendix  1,  Section  3.4)

Before  calculating  SV,  the  cycle  must  be  validated  by  calculating  the  relative  standard
deviations  of  the  smoke  of  the  three  cycles  for  each  speed.

Speed

Mean  SV  (m−1)

Absolute  standard
deviation  (m−1)

Relative standard
deviation  (%)

A

B

C

0,5482

0,5462

0,5099

0,0091

0,0116

0,0162

1,7

2,1

3,2

In  this  example,  the  validation  criteria  of  15 %  is  met  for  each  speed.

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Values  of  opacity  N,  unfiltered  and  filtered  k-value  at  beginning  of  load  step

Table  C

Index  i
[-]

− 2

− 1

0

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

21

22

23

24

25

26

27

28

29

30

31

32

33

34

35

36

37

38

39

40

Timpe
[s]

0,000000

0,000000

0,000000

0,006667

0,013333

0,020000

0,026667

0,033333

0,040000

0,046667

0,053333

0,060000

0,066667

0,073333

0,080000

0,086667

0,093333

0,100000

0,106667

0,113333

0,120000

0,126667

0,133333

0,140000

0,146667

0,153333

0,160000

0,166667

0,173333

0,180000

0,186667

0,193333

0,200000

0,206667

0,213333

0,220000

0,226667

0,233333

0,240000

0,246667

0,253333

0,260000

0,266667

Opacity  N
[%]

0,000000

0,000000

0,000000

0,020000

0,020000

0,020000

0,020000

0,020000

0,020000

0,020000

0,020000

0,020000

0,020000

0,020000

0,020000

0,020000

0,020000

0,192000

0,212000

0,212000

0,212000

0,343000

0,566000

0,889000

0,929000

0,929000

1,263000

1,455000

1,697000

2,030000

2,081000

2,081000

2,424000

2,475000

2,475000

2,808000

3,010000

3,253000

3,606000

3,960000

4,455000

4,818000

5,020000

Unfiltered  k-value
[m−1]

Filtered  k-value
[m−1]

0,000000

0,000000

0,000000

0,000465

0,000465

0,000465

0,000465

0,000465

0,000465

0,000465

0,000465

0,000465

0,000465

0,000465

0,000465

0,000465

0,000465

0,004469

0,004935

0,004935

0,004935

0,007990

0,013200

0,020767

0,021706

0,021706

0,029559

0,034086

0,039804

0,047695

0,048906

0,048906

0,057067

0,058282

0,058282

0,066237

0,071075

0,076909

0,085410

0,093966

0,105983

0,114836

0,119776

0,000000

0,000000

0,000000

0,000000

0,000000

0,000000

0,000001

0,000002

0,000002

0,000003

0,000004

0,000005

0,000006

0,000008

0,000009

0,000011

0,000012

0,000014

0,000018

0,000022

0,000028

0,000036

0,000047

0,000061

0,000082

0,000109

0,000143

0,000185

0,000237

0,000301

0,000378

0,000469

0,000573

0,000693

0,000827

0,000977

0,001144

0,001328

0,001533

0,001758

0,002007

0,002283

0,002587

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Values  of  opacity  N,  unfiltered  and  filtered  k-value  around  Ymaxl,A  (;  peak  value,  indicated  in  bold
number)

Index  i
[-]

259

260

261

262

263

264

265

266

267

268

269

270

271

272

273

274

275

276

277

278

279

280

281

282

283

284

285

286

287

288

289

290

291

292

293

294

295

296

297

298

299

300

Timpe
[s]

1,726667

1,733333

1,740000

1,746667

1,753333

1,760000

1,766667

1,773333

1,780000

1,786667

1,793333

1,800000

1,806667

1,813333

1,820000

1,826667

1,833333

1,840000

1,846667

1,853333

1,860000

1,866667

1,873333

1,880000

1,886667

1,893333

1,900000

1,906667

1,913333

1,920000

1,926667

1,933333

1,940000

1,946667

1,953333

1,960000

1,966667

1,973333

1,980000

1,986667

1,993333

2,000000

Opacity  N
[%]

Unfiltered  k-value
[m−1]

Filtered  k-value
[m−1]

17,182000

16,949000

16,788000

16,798000

16,788000

16,798000

16,798000

16,788000

16,788000

16,798000

16,798000

16,793000

16,788000

16,783000

16,780000

16,798000

16,778000

16,808000

16,768000

16,010000

16,010000

16,000000

16,010000

16,000000

16,010000

16,394000

16,394000

16,404000

16,394000

16,394000

16,384000

16,010000

16,010000

16,000000

16,010000

16,212000

16,394000

16,394000

16,192000

16,000000

16,000000

16,000000

0,438429

0,431896

0,427392

0,427671

0,427392

0,427671

0,427671

0,427392

0,427392

0,427671

0,427671

0,427532

0,427392

0,427252

0,427168

0,427671

0,427112

0,427951

0,426833

0,405750

0,405750

0,405473

0,405750

0,405473

0,405750

0,416406

0,416406

0,416685

0,416406

0,416406

0,416128

0,405750

0,405750

0,405473

0,405750

0,411349

0,416406

0,416406

0,410794

0,405473

0,405473

0,405473

0,538856

0,539423

0,539936

0,540396

0,540805

0,541163

0,541473

0,541735

0,541951

0,542123

0,542251

0,542337

0,542383

0,542389

0,542357

0,542288

0,542183

0,542043

0,541870

0,541662

0,541418

0,541136

0,540819

0,540466

0,540080

0,539663

0,539216

0,538744

0,538245

0,537722

0,537175

0,536604

0,536009

0,535389

0,534745

0,534079

0,533394

0,532691

0,531971

0,531233

0,530477

0,529704

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3. 

ETC  TEST

3.1. 

Gaseous  emissions  (diesel  engine)

Assume  the  following  the  results  for  a  PDP-CVS  system

V0  (m³/rev)

Np  (rev)

pB  (kPa)

p1  (kPa)

T  (K)

Ha  (g/kg)

NOx conce  (ppm)

NOx concd  (ppm)

COconce  (ppm)

COconcd  (ppm)

HCconce  (ppm)

HCconcd  (ppm)

CO2,conce  (%)

Wact  (kWh)

0,1776

23073

98,0

2,3

322,5

12,8

53,7

0,4

38,9

1,0

9,00

3,02

0,723

62,72

Calculation  of  the  diluted  exhaust  gas  flow  (Annex  III,  Appendix  2,  Section  4.1):

MTOTW  =  1,293  *  0,1776  *  23073  *  (98,0  −  2,3)  *  273 / (101,3  *  322,5)

=  4237,2  kg

Calculation  of  the  NOx  correction  factor  (Annex  III,  Appendix  2,  Section  4.2):

KH, D =

1
1  −  0,0182  *  (12,8  −  10,71)

= 1,039

Calculation  of  the  background  corrected  concentrations  (Annex  III,  Appendix  2,  Section
4.3.1.1):

Assuming  a  diesel  fuel  of  the  composition  C1H1,8

FS = 100 *

1
1  +  (1,8 / 2) + (3,76 * (1 + (1,8 / 4)))

= 13,6

DF =

13,6
0,723 + (9,00 + 38,9) * 10−4

=  18,69

NOx conc  =  53,7 −  0,4 *  (1  −  (1/18,69))  =  53,3 ppm
COconc 
=  38,9 −  1,0 *  (1  −  (1/18,69))  =  37,9 ppm
HCconc 

9,00  −  3,02  *  (1  −  (1/18,69))  =  6,14  ppm

= 

Calculation  of  the  emissions  mass  flow  (Annex  III,  Appendix  2,  Section  4.3.1):

NOx mass  =  0,001587  *  53,3  *  1,039  *  4237,2  =  372,391  g
COmass  =  0,000966  *  37,9  *  4237,2  =  155,129  g
HCmass  =  0,000479  *  6,14  *  4237,2  =  12,462  g

Calculation  of  the  specific  emissions  (Annex  III,  Appendix  2,  Section  4.4):

NOx =  372,391 / 62,72  =  5,94  g/kWh

CO =  155,129 / 62,72  =  2,47  g/kWh

HC =  12,462 / 62,72  =  0,199  g/kWh

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3.2. 

Particulate  emissions  (diesel  engine)

Assume  the  following  the  results  for  a  PDP-CVS  system  with  double  dilution

MTOTW  (kg)

4237,2

Mf,p  (mg)

Mf,b  (mg)

MTOT  (kg)

MSEC  (kg)

Md  (mg)

MDIL  (kg)

DF

Wact  (kWh)

3,030

0,044

2,159

0,909

0,341

1,245

18,69

62,72

Calculation  of  the  mass  emission  (Annex  III,  Appendix  2,  Section  5.1):

Mf 
= 3,030  +  0,044 
MSAM  = 2,159  −  0,909 

= 3,074  mg
= 1,250  kg

PTmass =

3,074
1,250

*

4237,2
1000

= 10,42  g

Calculation  of  the  background  corrected  mass  emission  (Annex  III,  Appendix  2,  Section
5.1):

PTmass = [3,074

1,250

− (0,341

1,245

* (1 −

1

18,69))] *

4237,2
1000

= 9,32  g

Calculation  of  the  specific  emission  (Annex  III,  Appendix  2,  Section  5.2):

PT =  10,42 / 62,72  =  0,166  g/kWh

PT = 

9,32 / 62,72  =  0,149  g/kWh,  if  background  corrected

3.3. 

Gaseous  emissions  (CNG  engine)

Assume  the  following  test  results  for  a  PDP-CVS  system  with  double  dilution

MTOTW  (kg)

Ha  (g/kg)

NOx conce  (ppm)

NOx concd  (ppm)

COconce  (ppm)

COconcd  (ppm)

HCconce  (ppm)

HCconcd  (ppm)

CH4 conce  (ppm)

CH4 concd  (ppm)

CO2,conce  (%)

Wact  (kWh)

4237,2

12,8

17,2

0,4

44,3

1,0

27,0

3,02

18,0

1,7

0,723

62,72

Calculation  of  the  NOx,  correction  factor  (Annex  III,  Appendix  2,  Section  4.2):

KH,G =

1
1  −  0,0329  *  (12,8  −  10,71)

= 1,074

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Calculation  of  the  NMHC  concentration  (Annex  III,  Appendix  2,  Section  4.3.1):

a)  GC  method

NMHCconce  =  27,0  −  18,0  =  9,0  ppm

b)  NMC  method

Assuming  a  methane  efficiency  of  0,04  and  an  ethane  efficiency  of  0,98  (see  Annex  III,
Appendix  5,  Section  1.8.4)

NMHCconce =

27,0 * (1 − 0,04) − 18,0
0,98 − 0,04

= 8,4  ppm

Calculation  of  the  background  corrected  concentrations  (Annex  III,  Appendix  2,  Section
4.3.1.1):

Assuming  a  G20  reference  fuel  (100  %  methane)  of  the  composition  C1H4:

FS = 100 *

1
1  +  (4 / 2) + (3,76 * (1 + (1 + 4 / 4)))

= 9,5

DF =

9,5
0,723 + (27,0 + 44,3) * 10−4

= 13,01

For  NMHC,  the  background  concentration  is  the  difference  between  HCconcd  and  CH4 concd

NOx conc 
COconc 
NMHCconc  = 
CH4 conc 

=  17,2 − 0,4 * (1 − (1/13,01))  =  16,8  ppm

=  44,3 − 1,0 * (1 − (1/13,01))  =  43,4  ppm

8,4 − 1,32 * (1 − (1/13,01))  =  7,2  ppm

=  18,0 − 1,7 * (1 − (1/13,01))  =  16,4  ppm

Calculation  of  the  emissions  mass  flow  (Annex  III,  Appendix  2,  Section  4.3.1):

=  0,001587  *  16,8  *  1,074 *  4237,2  =  121,330  g

NOx mass 
COmass 
NMHCmass  =  0,000502  *  7,2  *  4237,2
CH4 mass 
=  0,000554  *  16,4  *  4237,2

=  0,000966  *  43,4  *  4237,2

=  177,642  g

=  15,315  g

=  38,498  g

Calculation  of  the  specific  emissions  (Annex  III,  Appendix  2,  Section  4.4):

NOx
CO

=  121,330/62,72  =  1,93 g/kWh

=  177,642/62,72  =  2,83 g/kWh

NMHC

CH4

= 

= 

15,315/62,72  =  0,244  g/kWh

38,498/62,72  =  0,614  g/kWH

λ  —  SHIFT  FACTOR  (Sλ)

Calculation  of  the  λ-shift  factor  (Sλ) (1)

4. 

4.1. 

Sλ =

2

(1 −

inert%

100 )(n +

m

4 ) −

O2  *
100

where:

Sλ 

inert% 

O2* 
n  and  m 

=  λ-shift  factor;
=  %  by  volume  of  inert  gases  in  the  fuel  (i.e.  N2,  CO2,  He,  etc.);
=  %  by  volume  of  original  oxygen  in  the  fuel;

=  refer  to  average  CnHm  representing  the  fuel  hydrocarbons,  i.e:

(1)  Stoichiometric  air/fuel  ratios  of  automotive  fuels  —  SAE J1829,  June  1987,  John  B.  Heywood,  Internal  combustion

engine  fundamentals,  McGraw-Hill,  1988,  Chapter  3.4  ‘Combustion  stoichiometry’  (pages  68—72).

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1 ×[CH4%

100 ]+ 2 ×[C2%

100]+ 3 ×[C3%

100]+ 4 ×[C4%

100]+ 5 ×[C5%

100]+ . .

1 − diluent%

100

n  =

4 ×[CH4%

100 ]+ 4 ×[C2H4%

100 ]+ 6 ×[C2H6%

100 ]+ . . . 8 ×[C3H8%

100 ]+ . .

m  =

1 − diluent%

100

where:

CH4  =  %  by  volume  of  methane  in  the  fuel;

C2 

C3 

C4 

C5 

=  %  by  volume  of  all  C2  hydrocarbons  (e.g.:  C2H6,  C2H4,  etc.)  in  the  fuel;

=  %  by  volume  of  all  C3  hydrocarbons  (e.g.:  C3H8,  C3H6,  etc.)  in  the  fuel;

=  %  by  volume  of  all  C4  hydrocarbons  (e.g.:  C4H10,  C4H8,  etc.)  in  the  fuel;

=  %  by  volume  of  all  C5  hydrocarbons  (e.g.:  C5H12,  C5H10,  etc.)  in  the  fuel;

diluent =  %  by  volume  of  dilution  gases  in  the  fuel  (i.e.:  O2*,  N2,  CO2,  He,  etc.).

4.2. 

Examples  for  the  calculation  of  the  λ-shift  factor  Sλ:

Example  1:  G25:  CH4  =  86  %,  N2  =  14  %  (by  volume)

1 ×[CH4%

100 ]+ 2 ×[C2%

100]+ . .

n =

1 −

diluent%
100

=

1  ×  0,86

1 −

14
100

=

0,86

0,86

= 1

4 ×[CH4%

100 ]+ 4 ×[C2H4%

100 ]+ . .

m =

1 −

diluent%
100

2

(1 −

inert%

100 )(n +

m

4 ) −

O2  *
100

Sλ =

=

4  ×  0,86

0,86

= 4

=

2

(1 −

14

100) ×(n +

4

4)

= 1,16

Example  2:  Gxy:  CH4  =  87  %,  C2H6  =  13  %  (by  volume)

1 ×[CH4%

100 ]+ 2 ×[C2%

100]+ . .

n =

1 −

diluent%
100

1  ×  0,87  +  2  ×  0,13

=

1 −

0
100

=

1,13

1

= 1,13

4 ×[CH4%

100 ]+ 6 ×[C2H6%

100 ]+ . .

m =

1 −

diluent%
100

=

4  ×  0,87  +  6  ×  0,13

1

= 4,26

8.6.98

EN

Official  Journal  of  the  European  Communities

C  173/151

Sλ =

2

(1 −

inert%

100 )(n +

m

4 ) −

O2  *
100

=

2

(1 −

0

100) ×(1,13 +

4,26

4 )

= 0,911

Example 3: USA: CH4  = 89 %, C2H6  = 4,5 %, C3H8  = 2,3 %, C6H14  = 0,2 %, O2  = 0,6 %,
N2  =  4  %

1 ×[CH4%

100 ]+ 2 ×[C2%

100]+ . .

n =

1  ×  0,89  +  2  ×  0,045  +  3  ×  0,023  +  4  ×  0,002

=

= 1,11

1 −

diluent%
100

1 −

(0,64  +  4)
100

m  =

=

Sλ =

4 ×[CH4%

100 ]+ 4 ×[C2H4%

100 ]+ 6 ×[C2H6%

100 ]+ . . . 8 ×[C3H8%

100 ]+ . .

=

1 − diluent%

100

4  ×  0,89  +  4  ×  0,045  +  8  ×  0,023  +  14  ×  0,002

1 −

0.6  +  4
100

2

(1 −

inert%

100 )(n +

m

4 ) −

O2  *
100

=

= 4,24

2

(1 −

4

100) ×(1,11 +

4,24

4 ) −

0.6
100

= 0,96