Proposal for a Directive of the European Parliament and of the Council 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 compression ignition engines for use in vehicles, and the emission of gaseous pollutants from positive-ignition engines fuelled with natural gas or liquefied petroleum gas for use in vehicles (Recast version)
Date: 2003-09-05
Institutions: European Commission
Subjects: EU environmental policy, approximation of laws, atmospheric pollutant, environmental protection, environmental standard, motor vehicle

COMMISSION OF THE EUROPEAN COMMUNITIES

Brussels, 5.9.2003
COM(2003) 522 final

2003/0205 (COD)

Proposal for a

DIRECTIVE OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL

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
compression-ignition engines for use in vehicles, and the emission of gaseous pollutants
from positive-ignition engines fuelled with natural gas or liquefied petroleum gas for use
in vehicles

(Recast version)

(presented by the Commission)

EXPLANATORY MEMORANDUM

1. 

OBJECTIVE OF THE PROPOSAL

As  requested  in  Articles  4  to  7  of  Council  Directive  88/77/EEC1,  as  amended  by
European  Parliament  and  Council  Directive  1999/96/EC2,  the  objective  of  the
proposal  is  to  strengthen  Community  requirements  aimed  at  limiting  polluting
emissions from new heavy-duty engines for use in vehicles through the introduction
of:

– 

– 

– 

new  technical  requirements  and  procedures  for  assessing  the  durability  of
heavy-duty engine emission control systems over periods of defined useful life;

new  technical  requirements  and  procedures  for  assessing  the  in-service
conformity of heavy-duty engine emission control systems over defined useful
life period appropriate for the vehicle in which the engine is installed; and

new  technical  requirements  for  on-board  diagnostic  (OBD)  systems  for  new
heavy-duty vehicles and engines.

These requirements are presently governed by Directive 88/77/EEC, as last amended
by Commission Directive 2001/27/EC3.

The Communication from the Commission to the Council, the European Parliament,
the  European  Economic  and  Social  Committee  and  the  Committee  of  the  Regions
having  the  title  “updating  and  simplifying  the  Community  acquis”4  identifies,  as  a
priority  area  for  simplification  of  Community  legislation,  the  type-approval  system
for motor vehicles. The modernisation of  Directive  88/77/EEC is  specifically  listed
in the Commission work programme.

88/77/EEC 

Directive 
and  Council
Directive 91/542/EEC  of  1  October  19915  and  European  Parliament  and  Council
Directive 1999/96/EC6 have introduced provisions which,  while  being  autonomous,
have a strong link to the scheme established under Directive 88/77/EEC.

amendments 

undergone 

four 

has 

It  is  therefore  appropriate  to  increase  the  legibility  of  Directive  88/77/EEC  on  this
occasion of amendment by recasting it at a time when the European Community is
about  to  embrace  new  members  and  when  a  major  global  agreement7  on  the
establishing of international technical regulations has been concluded in Geneva.

Directive 88/77/EEC will therefore be repealed by this Directive.

1

2

3

4

5

6

7

OJ L 36, 9.2.1988, p. 33.
OJ L 44, 16.2.2000, p. 1.
OJ L 107, 18.4.2001, p. 10.
COM (2003) 71 final, 11.2.2003.
OJ L 295, 25.10.1991, p. 1.
OJ L 44, 16.2.2000, p. 1.
Agreement  concerning  the  Establishing  of  Global  Technical  Regulations  for  Wheeled  Vehicles,
Equipment and Parts which can be fitted and/or be used on Wheeled Vehicles of 25 June 1998.

2

                                                
The  existing  annexes  laid  down  in  Directive  88/77/EEC  and  the  amendments
necessary to introduce the new technical requirements described above are therefore
recast according to the Inter-Institutional Agreement of 28 November 2001 between
the European Parliament, the Council and the Commission on a more structured use
of the recasting technique for legal acts8.

2. 

NEW REGULATORY APPROACH

2.1. 

Split-level approach

Traditionally, proposals for Directives in the field of motor vehicle construction and
type-approval, in accordance with Article 251 of the Treaty, laid down not only the
fundamental provisions, but also specified the technical specifications applicable to
motor vehicles in a great deal of detail. As a result the European Parliament and the
Council had to study more voluminous and technically more complex pieces of draft
legislation than if the technical details had otherwise been omitted.

This  proposal  is  structured  in  a  different  way  compared  to  existing  Directives
covering the type-approval of motor vehicles. It constitutes an effort to improve the
efficiency  of  the  decision-making  process  and  simplify  the  proposed  legislation,  so
that  the  European  Parliament  and  the  Council  can  focus  more  on  the  political
direction  and  content  whilst  leaving  the  Commission  with  the  task  of  adopting  the
appropriate requirements that would implement such political direction and content.

To this  end,  a  “split-level  approach”  has  been  followed  in  this  proposal,  where  the
proposal  and  adoption  of  legislation  will  be  made  according  to  two  different,  but
parallel, routes:

– 

– 

on  the  one  hand,  the  fundamental  provisions  would  be  laid  down  by  the
European Parliament and the Council in a Directive based on Article 251 of the
Treaty  through  the  co-decision  procedure  (hereafter  termed  the  ‘co-decision
proposal’);

on  the  other  hand,  the  technical  specifications  implementing  the  fundamental
provisions would be laid down in a Directive adopted by the Commission with
the  assistance  of  a  regulatory  committee  (hereafter  termed  the  ‘comitology
proposal’).

The  delegation  of  executive  powers  to  the  Commission  for  adaptation  to  technical
progress of Directives in the area of motor vehicle type-approval is provided for in
Article  13  of  the  type-approval  framework  Directive  70/156/EEC9,  as  amended  by
Directive  92/53/EEC10.  The  present  proposal  refers,  in  Article  6,  to  the  procedure
provided  in  Article  13  of  the  framework  Directive  for  the  adoption  by  the
Commission  of  implementing  measures  as  well  as  the  adaptation  to  technical
progress of existing ones.

8

9

10

OJ C 77, 28.3.2002, p. 1.
OJ L 42, 23.2.1970, p. 1.
OJ L 225, 10.8.1992, p. 1.

3

                                                
Accordingly, it should be noted that for the purposes of this and future proposals, any
requirement  which  the  Commission  considers  to  directly  affect  the  emissions  of
gaseous and particulate pollutants from an engine will always be contained within a
co-decision proposal to the co-legislators.

3. 

BACKGROUND

Directive 1999/96/EC of the  European  Parliament  and  the  Council  laid  down  three
stages of emission limit values for new heavy-duty engines for use in vehicles, to be
carried  out  on  three  new  test  cycles.  The  European  Steady  [state]  Cycle  (ESC),
European Load Response [test] (ELR) and the European Transient Cycle (ETC) are
the  applicable  cycles  for  measuring  emissions  of  carbon  monoxide  (CO),  total
hydrocarbons (THC), oxides of nitrogen (NOx), particulates (PT) and smoke opacity.
On  the  ETC  test,  non-methane  hydrocarbons  (NMHC)  are  also  measured  (but  the
same limit value for NMHC may  instead  be  used  for  total  hydrocarbons);  methane
(CH4) is also measured in the case of gas engines.

The first two stages of emission limit values, widely given the assignation ‘Euro 3’
and ‘Euro 4’, are applicable to new types of heavy-duty engines from October 2000
and 2005 and all types of heavy-duty engines from October 2001 and October 2006.
A  third  level  of  standards  that  provides  more  stringent  NOx  limits  only  (the  other
emission  limits  from  Euro  4  carry-forward),  and  given  the  assignation  ‘Euro  5’,  is
applicable to all types of heavy-duty engines from October 2009. However, Article 7
of  Directive  1999/96/EC  requires  the  Euro 5  limits  to  be  confirmed  by  the
Commission [by the end of 2002].

Articles  4  to  7  of  Directive  1999/96/EC  require  the  Commission  to  come  forward
with proposals on a number of technical issues:

Article 4: provisions for on-board diagnostic (OBD) systems;

Article 5: provisions for ensuring the durability of the emission control system of a

heavy-duty vehicle engine;

Article 6: provisions for ensuring the in-service conformity of the emission control

system of a heavy-duty engine.

In  addition,  Article  7  requires  the  Commission  to  take  account  of  a  number  of
pertinent factors:

– 

– 

– 

– 

the review processes set out in Article 3 of Directive 98/69/EC and Article 9 of
Directive 98/70/EC;

the  development  of  compression-ignition  engine  and  gas  engine  emission
control  technology  and  the  interdependence  of  such  technology  with  fuel
quality;

the need to improve the accuracy and repeatability of the current measurement
and sampling procedures for very low levels of particulates from engines;

the  development  of  a  world-wide  harmonised  test  cycle  for  type-approval
testing;

4

– 

appropriate limits for pollutants currently not regulated as a consequence of the
widespread introduction of new alternative fuels.

As noted above, the Commission is due to confirm the NOx limit of 2.0 g/kWh set
for mandatory application from 1 October 2008 (Euro 5) for all new type-approvals
and 1 October 2009 for all new heavy-duty vehicles and engines.

At  that time, the  Commission  will also  report  on  the  development  of  a  world-wide
harmonised  test  cycle  for  the  type-approval  testing  of  heavy-duty  engines  and,  if
appropriate,  accompany  the  report  with  a  proposal  to  introduce  such  a  harmonised
test cycle at an appropriate time.

Article  7  of  Directive  1999/96/EC  also  requires  the  Commission  to  bring  forward
proposals for pollutants currently not regulated as a consequence of the widespread
introduction  of  ‘new’  alternative  fuels.  While  Directive  1999/96/EC  laid  down
specific  emission  limits  for  heavy-duty  vehicles  or  engines  using  natural  gas  or
liquefied petroleum gas and Directive 2001/27/EC included the technical provisions
to allow for the type-approval of heavy-duty vehicles or engines using ethanol, there
has  been  little  widespread  introduction  of  what  could  be  described  as  ‘new’
alternative fuels.

In total, less than 1,000 alternative-fuelled engines were produced in the EU in 2000,
mostly natural gas engines for the bus market. This represents less than 3% of the EU
bus  production,  and  0.02%  of  the  combined  truck  and  bus  production.  Several
manufacturers  plan  to  certify  their  future  alternative-fuelled  engines  as  Enhanced
Environmentally  [friendly]  Vehicles  (EEV).  By  2005  no  major  EU  heavy-duty
vehicle manufacturer is expected to produce any ethanol vehicles. Current production
is only around 25 per annum.

the  2008  NOx  emission 

The  review  of 
in  Article  7  of
Directive 1999/96/EC,  will broadly address  the  issue  of  emissions  of  non-regulated
pollutants  as  a  consequence  of  the  introduction  of  new  exhaust  emission  control
systems to meet the 2008 emission standards.

limit,  foreseen 

Therefore,  emission limits for presently non-regulated pollutants are not introduced
in  this  proposal.  However,  as  stated  in  Article  7  of  this  proposal,  the  Commission
will  keep  under  review  the  need  to  introduce  new  emission  limits  for  presently
unregulated  pollutants  as  a  consequence  of  a  wider  introduction  of  new  alternative
fuels and the introduction of new exhaust emission control systems to meet the future
standards laid down in Directive 88/77/EEC.

The  application  of  measures  applied  to  the  transport  sector  that  may  be  developed
through the Commission’s contact group on alternative fuels will also have a bearing
on this review11.

11

Communication  from  the  Commission  to  the  European  Parliament,  the  Council,  the  Economic  and
Social Committee and the Committee of the Regions on alternative fuels for road transportation and on
a set of measures to promote the use of biofuels, COM(2001) 547 final, 7.11.2001.

5

                                                
4. 

CONTENT OF THE PROPOSAL

4.1. 

Proposal for a Directive of the European Parliament and the Council

The co-decision proposal will be a recasting of Directive 88/77/EEC according to the
Inter-Institutional  Agreement  referred  to  in  section  1  and,  in  addition,  will  contain
the new fundamental provisions according to the split-level approach. It will contain
the following:

4.1.1.  Definitions - Article 1

The  definitions  are  as  laid  down  in  Directive  1999/96/EC,  as  last  amended  by
Directive 2001/27/EC.

4.1.2.  Obligations of the Member States - Article 2

Article 2  of  the  proposal  recasts  the  dates  of  application  for  the  present  legal
requirements  applicable  to  compression-ignition  and  gas  engines  and  vehicles
propelled  by  compression-ignition  or  gas  engines.  Measures  which  applied  from
1 October 2000 and 1 October 2001, as laid down in Directive 1999/96/EC, are now
already in force and therefore only the measures and not the dates are referred to in
Articles 2(1), 2(2) and 2(3).

For gas engines, the application of the Euro 3 emission limits given in the tables in
section  6.2.1  of  Annex 
(as  amended  by
Directive 1999/96/EC) were laid down in Article 2(2) of the same Directive for new
type-approvals  (1  October  2000)  and  Article  2(3)  for  all 
type-approvals
(1 October 2001).

to  Directive  88/77/EEC 

I 

Directive 2001/27/EC subsequently introduced amendments to the technical annexes
of Directive 88/77/EEC specifically with respect to gas engines and which take effect
for  all  gas  engine  type-approvals  from  1  October  2003.  Up  until  this  date,  a  gas
engine  that  has  a  type-approval  according  to  the  previous  Directive  (1999/96/EC)
will remain applicable. Gas engine manufacturers are complying today with the new
technical requirements laid down in Directive 2001/27/EC for new type-approvals, to
avoid the need to re-approve when the requirements of Directive 2001/27/EC for gas
engines take effect from 1 October 2003.

type-approvals  will  not  become 

repeal  of
Existing 
Directives 88/77/EEC, 91/542/EC and 1999/96/EC as a consequence of this recasting
(see Article 9 and Annex XIII (table of correspondence) of the proposal).

through 

invalid 

the 

4.1.3.  Durability of emission control systems - Article 3

Directive  88/77/EEC  does  not  presently  include  any  durability  requirements  for
heavy-duty  engines.  The  heavy-duty  engine  itself  is  inherently  reliable  and,  when
maintained properly, retains its emissions performance over extremely long  periods
of use. However, the  future  emission  standards  laid  down  in  Directive  1999/96/EC
will require the widespread use of exhaust aftertreatment technology to comply with
more stringent emission standards.

It is likely that a combination of Exhaust Gas Recirculation (EGR) and/or Selective
Catalytic  Reduction  (SCR)  together  with  a  diesel  particulate  filter  (DPF),  diesel

6

oxidation  catalyst  and  possibly  advanced  turbocharging  will  become  common
solutions  to  meet  the  Euro  4  emission  limits.  Some  engines  may  meet  the
requirements using SCR alone.

SCR  is  expected  to  be  universally  used  to  meet  the  Euro  5  emission  limits,  in
combination  with  a  diesel  particulate  filter  and  diesel  oxidation  catalyst,  but  some
engines may meet the requirements using SCR alone.

Amongst  many  criteria,  the  use  of  SCR  offers  fuel  efficiency  gains  over  other
options such as EGR plus DPF, but, EGR plus DPF does not depend on the use of a
chemical  reagent  to  achieve  efficient  conversion  of  NOx  emissions.  The  choice  of
Euro 4  technology  by  most  heavy-duty  engine  manufacturers  seems  still  to  be  an
open question and the issue of diesel fuel sulphur content is a major factor. Perhaps
there will be other, more efficient, technical solutions developed over time. However,
at  this  time  it  seems  that  the  solutions  mentioned  above  will  be  used  in  different
vehicle  duty-cycle  applications  for  at  least  the  Euro  4  stage.  EGR  plus  DPF  is
perhaps more likely for urban vehicle applications while a solution involving SCR is
likely for long-haul applications.

What  is  clear  is  that  in  the  future  the  emissions  performance  of  the  engine  will  be
highly dependent on the aftertreatment system. Hence, requirements for assessing the
durability  of 
in
the  emission  control  system  should  now  be 
Directive 88/77/EEC.

included 

In this respect the Commission is proposing that the useful-life or durability periods
for engines to be fitted into category N1, N2, N3, M2 and M3 vehicles be defined as
follows,  where  ‘useful-life’  is  defined  as  the  period  of  distance  and/or  time  over
which compliance with the relevant gaseous, particulate and smoke emission limits
has to be assured, as part of the requirements of type-approval for a particular engine
type:

– 

For engines to be  fitted  into  vehicles  of  category  N1,  the  useful-life  period  is
defined as 100 000 km or five years, whichever is the sooner.

Directives  88/77/EEC  and  70/220/EEC  allow  for  the  type-approval  of  category  N1
vehicles to one or the other Directive. Therefore, the useful-life period for engines to
be  fitted  into  category  N1  vehicles  should  align  with  the  period  laid  down  in
Directive  70/220/EEC,  as  amended  by  Directive  98/69/EC.  In  the  case  of
Directive 70/220/EEC,  the  useful-life  period  of  100  000  km  or  five  years  of  use,
whichever is the sooner, is applicable from 1 January 2005.

– 

– 

For  engines  to  be  fitted  into  vehicles  of  category  N2  and  M2,  the  useful-life
period is defined as 200 000 km or six years, whichever is the sooner.

For  engines  to  be  fitted  into  vehicles  of  category  N3  and  M3,  the  useful-life
period is defined as 500 000 km or seven years, whichever is the sooner.

The requirement to demonstrate emission compliance over the applicable useful-life
period  will  take  affect  from  1  October  2005  for  new  type-approvals  and
1 October 2006 for all type-approvals.

Over the years, manufacturers have increased substantially the mechanical durability
of  heavy-duty  engines  such  that  they  can  be  used  for  many  thousands  of  hours  or

7

hundreds  of  thousands  of  kilometres  before  rebuild  is  necessary.  In  addition,  the
annual distance travelled, especially by the heavier heavy-duty vehicles, or long-haul
commercial  vehicles,  has  increased significantly such  that these vehicles  will  reach
high distances more quickly. Manufacturer’s servicing information indicates that the
major  servicing  intervals  for  heavy-duty  engines  used  in  long  haul  operations  are
expected to be anything from 250 000 to 450 000 km (10 000 to 18 000 hours use).
Vehicles  having  different  duty  cycles  will  generally  have  different  servicing
intervals. In-house development targets now approach some 1 million kilometres for
engine reliability.

Although the Commission could perhaps justify a very high useful-life period based
on how long engines are lasting today without rebuild, the Commission believes that
somewhat  lower  useful-life  periods  should  be  specified.  Engine  manufacturers  will
have to comply with new emission standards in 2005 and 2008 such that the use of
emission aftertreatment systems will be commonplace on practically all engines used
on the road. Extremely long useful-life periods  could  compromise  the  feasibility of
the  future  standards  and  limit  the  number  of  potential  aftertreatment  technical
solutions which may exhibit other beneficial characteristics such as low fuel penalty
or  even  fuel  savings  (compared  to  Euro  3  engines).  At  this  stage  the  Commission
does  not  see  any  need  to  review  or  modify  in  the  future  the  useful-life  distances
being proposed here.

Of  course,  the  end  of  useful-life  does  not  mean  the  end  of  good  in-use  emissions
performance so the provision of OBD  (as  described in section 4.1.5)  and improved
annual roadworthiness testing will help to ensure emission control systems continue
to  operate  properly,  even  when  vehicles  are  in  the  hands  of  their  second,  third  or
more owners.

Not  all  heavy-duty  engines  are  used  in  long-haul  commercial  vehicles  that
accumulate  distance  travelled  very  quickly.  Heavy-duty  engines  are  used  in  many
different  types  of  vehicles  that  operate  solely  in  urban  areas,  for  example,  refuse
collection vehicles and some types of buses. Such vehicles accumulate distance at a
much  slower  rate 
the
Braunschweig city driving cycle which simulates urban bus driving12 has an average
speed  of  22.9  km/h  (including  idling  time)  and  Commission  statistics13  show  an
average distance travelled of some 47 000 km per annum for urban buses.

long-haul  commercial  vehicles.  For  example, 

than 

A useful-life of 500 000 km might therefore, on its own, be excessive because of the
slow rates of distance accumulation of such vehicles. However, a useful-life of seven
years  would  seem  appropriate  in  this  case.  For  such  urban  applications,  the  duty
cycle  would  be  repeated  engine  running  for  nearly  all  of  its  daily  operation  and
which  is  also  of  a  relatively  low  temperature  profile  that  may  inhibit  adequate
regeneration events for a diesel particulate filter or deNOx device.

It  is  therefore  appropriate  to  cover  vehicles  that  accumulate  distance  slowly  within
the ‘500 000 km or seven years of use, whichever occurs first’ criteria.

12

13

AB Svensk Bilprovning Motortestcenter, Report 9707, 1997.
EU Transport in Figures, 2000.

8

                                                
If  the  technical  measures  being  adopted  through  comitology  to  implement  the
fundamental  provisions  laid  down  for  durability  are  delayed  beyond  the  date  of
adoption  of  this  co-decision  Directive  (a  date  of  30  June  2004  is  proposed  in  this
Article for adoption of the technical measures via comitology), the transposition date
shown in Article 8(1) and the application date shown in the second sub-paragraph of
Article  8(1)  of  the  co-decision  Directive  should  be  aligned  with  that  of  the
comitology  Directive.  It  is  essential  that  both  Directives  are  applied  by  Member
States at the same time.

4.1.4.  On-board diagnostic systems (OBD) - Article 4

Technical  requirements  for  OBD  applied  to  ‘medium  heavy-duty’  vehicles  are
applicable  today  through  specifications  that  are  laid  down  in  the  Federal
requirements in the United  States,  but only for vehicles up to 14 000 pounds gross
vehicle weight (6 363 kg). There are no requirements for OBD on what are perceived
to  be  heavy  heavy-duty  vehicles,  i.e.  those  vehicles  up  to  40  tonnes  gross  vehicle
weight and above.

In Europe, emissions compliance at the time of type-approval is assessed by testing
the engine alone  (without auxiliaries and the gearbox) whereas in real life  an OBD
system has to perform its functions on the whole vehicle. The Commission believes
it  is  premature  to  mandate  an  all-embracing  heavy-duty  vehicle  OBD  concept  for
emissions  control  from  2005  because  of  concerns  still  to  be  addressed  regarding
sensor development and performance for emission aftertreatment devices, especially
NOx and ammonia sensors for deNOx devices and particulate sensors (if one is likely
to  be  available)  for  diesel  particulate  filters.  Hence,  it  is  proposed  to  deal  with
heavy-duty vehicle and engine OBD in two stages to allow system development.

First stage of OBD:

The  first  stage  is  applicable  to  new  compression-ignition  engines  seeking
type-approval according to the emission limits laid down in row B1 of the tables in
section  6.2.1.  of  Annex  I  to  this  Directive.  The  OBD  requirements  therefore  apply
from  1  October  2005  for  new  type-approvals  and  1  October  2006  for  all
type-approvals.  The  first  stage  is  also  applicable  from  the  same  dates  for
compression-ignition  engines  seeking  type-approval  according  to  the  permissive
EEV emission limits laid down in row C of the tables in section 6.2.1. of Annex I to
this Directive.

For the first stage, it is proposed that the OBD system should monitor the functioning
of the engine against fixed threshold limits, as is the case for diesel engine OBD in
Directive 70/220/EEC.  In addition, any emission aftertreatment system downstream
of  the  engine  should  be  monitored  for  major  functional  failure.  Requiring  only
monitoring  of  the  emission  aftertreatment  system  for  major  functional  failure  is
based  on  the  premise  that  sensor  technology  to  monitor  performance  related  to
excess  emissions  will  not  be  fully  developed  for  industrial  application  in  2005.  As
part of the type-approval, the manufacturer will be required to provide the technical
service  or  type-approval  authority  with  an  analysis  of  potential  failures  within  the
emission control system that will have an effect on emissions.

9

Second stage of OBD:

The second stage is applicable to new compression-ignition engines and gas engines
seeking type-approval according to the emission  limits laid down  in  row  B2  of  the
tables in section 6.2.1 of Annex I to this Directive. The OBD requirements therefore
apply  from  1  October  2008  for  new  type-approvals  and  1  October  2009  for  all
type-approvals.  The  second  stage  is  also  applicable  from  the  same  dates  for
compression-ignition  and  gas  engines  seeking  type-approval  according  to  the
permissive EEV emission limits laid down in row C of the tables in section 6.2.1 of
Annex I to this Directive.

However, in the second stage, the OBD system should monitor the functioning of the
engine and the exhaust aftertreatment system downstream of the engine against fixed
threshold limits. However, according to the right of initiative of the Commission, the
second stage OBD thresholds applicable from October 2008 will be subject to review
of the development of sensor and emission control technology.

In this second stage the engine-aftertreatment OBD system will be expanded to cover
the  vehicle  to  take  account  of  the  inputs  received  from  other  vehicle  systems  that
may have an influence on the functioning of the total emission control system.

OBD threshold values are proposed for the emission of NOx and particulate only as
these are the two main pollutants of interest  for heavy-duty  vehicles  equipped with
compression-ignition  engines.  Emissions  of  CO  and  HC  are  relatively  trivial  in
comparison  with  NOx  and  particulates.  OBD  threshold  limits  are  proposed  for  the
type-approval of engines complying with the 2005 and the 2008 limits and also for
the type-approval of an engine installed in a vehicle complying with the permissive
EEV standards. However, as noted above, the 2008 (row B2) and EEV (row C) OBD
thresholds will be subject to review.

At this stage  it  is not  possible  to  define  the  OBD  technical  requirements  and  OBD
thresholds  for  gas-engines.  The  Commission  will  bring  forward  a  proposal  in  this
regard at a later date including OBD threshold values for other pollutants relevant to
gas engines. However, it is already proposed here that gas-engine OBD be required
from October  2008  for  new  type-approvals,  to  stimulate  OBD  system  development
and  also  to  allow  the  gas  vehicle  market  to  continue  to  develop  in  the  EU  without
additional development targets being imposed.

the  United  Nations  Economic  Commission  for  Europe  (UN-ECE),
Within 
discussions  are  now  in  progress  towards  adopting  a  Global  Technical  Regulation
(GTR)  for  heavy-duty  vehicle  OBD.  The  timetable  for  having  a  draft  GTR  is  still
some  way  off  (June  2004)  and  it  may  be  several  years  before  a  GTR  is  actually
implemented.  However,  when 
technical
amendments  will  need  to  be  considered  to  align  the  European  heavy-duty  vehicle
OBD  requirements  on  a  global  basis.  Where  possible,  the  comitology  proposal
described in section 4.2.3 should take into account progress in the GTR  group with
respect to the technical requirements for OBD.

is  finished,  appropriate 

that  work 

If  the  technical  measures  being  adopted  through  comitology  to  implement  the
fundamental provisions laid down for OBD are delayed beyond the date of adoption
of this co-decision Directive (a date of 30 June 2004 is proposed in this Article for
adoption of the technical measures via comitology), the transposition date shown in

10

Article  8(1)  and  the  application  date  shown  in  the  second  sub-paragraph  of
Article 8(1)  of  the  co-decision  Directive  should  be  aligned  with  that  of  the
comitology  Directive.  It  is  essential  that  both  Directives  are  applied  by  Member
States at the same time.

4.1.5.  Provisions for tax incentives - Article 5

The  existing  text  of  Article  3  of  Directive  1999/96/EC  regarding  tax  incentives  is
repeated in a revised format in this proposal and amended to delete reference to row
A of the tables in 6.2.1 of Annex I since the emission limit values given in row A are
now mandatory for all vehicles covered by the scope of this proposal.

In  this  proposal,  appropriate  reference  is  also  made  in  recitals  11  and  12  to  the
Articles of the Treaty concerning State Aids granted by Member States.

4.1.6. 

Implementation measures and amendments - Article 6

Article  6  states  that  the  Commission  will  adopt  the  measures  necessary  for  the
implementation of this Directive and any future amendments necessary to adapt this
Directive to scientific and technical progress through reference to the committee and
the  procedures  established  in  Articles  13(1)  and  13(3)  of  the  type-approval
framework Directive (70/156/EEC).

The  comitology  proposal  will  therefore  implement  the  requirements  of  this
co-decision proposal by laying down the procedures for establishing:

– 

– 

– 

– 

compliance with the useful-life (durability) requirements of Article 3;

conformity of the in-use emissions performance of an engine. This measure is
not specified within this co-decision proposal since,  although it will be  based
on  the  durability  requirements,  it  is  a  purely  technical  issue  and  therefore  a
matter for the comitology proposal only;

the conformity of OBD systems, in line with Article 4. In addition, reference is
made here to the issue of ensuring unrestricted and standardised access to the
OBD  system  for  inspection,  diagnosis,  servicing  and  repairs,  commensurate
with  the  measures  introduced,  or  being  introduced,  in  Directive  70/220/EEC
and  appropriate  requirements  relating 
to  ensure
compatibility with vehicles equipped with OBD systems.

to  replacement  parts 

In  addition,  the  comitology  proposal  will  include  the  necessary  measures  to
improve  the  laboratory  procedures  for  the  sampling  and  measurement  of
particulate  mass  as  a  consequence  of  the  low  particulate  emission  limits
applicable from 1 October 2005. The comitology proposal will also revise the
specifications  for  the  reference  fuels  used  for  type-approval  testing  to  better
reflect  the  sulphur  content  of  diesel  fuel  that  will  be  available  on  the  market
from 2005 (in line with the decisions already taken in the regulatory committee
with reference to Directive 70/220/EEC).

– 

Also, the comitology proposal may contain:

11

– 

– 

an amendment to the test cycle used for OBD demonstration based on the
development  of  a  World  Harmonised  Duty  Cycle  (WHDC)  and  its
progress to being a global technical regulation, and;

an  amendment  to  provide  for  the  use  of  OBD  as  an  effective  in-use
for
checking 
conformity 
OBD-compatible replacement parts.

requirements 

appropriate 

tool 

and 

– 

It is also stated that  the  measures taken  with respect to  OBD will be adopted
with  a  view  to  the  world-wide  harmonisation  of  the  OBD  requirements  for
heavy-duty vehicles and engines (see second last paragraph of section 4.1.4).

4.1.7.  Review and reports - Article 7

Several of the reporting tasks laid down in Article 7 of Directive 1999/96/EC remain
applicable  and  are  repeated  by  reference  in  this  Directive.  For  example,  the
Commission  will  continue  to  review  the  need  to  introduce  new  emission  limits  for
presently  non-regulated  pollutants,  report  on  the  progress  of  negotiations  for  a
world-wide harmonised test cycle, report on the development of on-board monitoring
(OBM)  systems  and  confirm  the  mandatory  NOx  emission  limit  applicable  from
1 October 2008 for all new type-approvals.

4.1.8.  Transposition - Article 8

The co-decision process should be completed during the first half of 2004. However,
the  transposition  date  has  to  be  reflected  in  the  date  set  for  the  repeal  of
Directives 88/77/EEC, 91/542/EEC  and  1999/96/EC in  Article  9  and  also  linked  to
the transposition date set for the comitology Directive mentioned in Articles 3 and 4.

4.1.9.  Repeal - Article 9

Directives  88/77/EEC,  91/542/EEC  and  1999/96/EC  will  be  replaced  by  this
Directive and these Directives should be repealed from the date of application of this
Directive in the Member States. Accordingly, a table of correspondence is  given in
Annex XI of this proposal.

Type-approvals  granted  according  to  Directive  1999/96/EC  (as  last  amended  by
Directive  2001/27/EC)  will  remain  valid  until  the  implementation  of  the  measures
contained within this proposal.

4.1.10.  Consolidated technical Annexes

The  consolidated  annexes  of  Directives  88/77/EEC,  91/542/EEC,  96/1/EC,
1999/96/EC and 2001/27/EC are included in this proposal except where references to
other Directives are updated.

4.1.11.  Annex IX

As  required  in  Point  7(c)(ii)  of  the  Inter-Institutional  Agreement  mentioned  in
section 1, Annex IX provides a table containing the time-limits for the transposition
of the repealed Directives (and successive amending acts) into National laws.

12

4.1.12.  Annex X

As required in Point 7(b) of the Inter-Institutional Agreement mentioned in section 1,
Annex  X  provides a table  showing  the  correlation  between the appropriate parts  of
the repealed Directives and this recast Directive.

4.2. 

The Proposal for a Commission Directive

As  mentioned  in  section  2  above,  there  will  be  two  parts  to  this  proposal.  This
section describes the ‘general content and aims’ of the second part, or the comitology
proposal, which the Commission has already tabled, in part, and will propose more
completely  in  draft  form  for  further  discussion  in  Commission  working  group(s).
After completion, it will be submitted to the regulatory committee for adaptation to
technical progress through the procedures that will be laid down in a proposal for a
new  framework  Directive  on  the  type-approval  of  motor  vehicles.  The  new
framework  Directive  is  currently  being  prepared  by  the  Commission  services  (as
referenced in section 2.1).

The comitology proposal will in effect be an amendment to this co-decision proposal
and  will  contain  the  following  general  elements  that  will  be  covered  according  to
Article 6 of this proposal.

4.2.1.  Durability

The actual durability periods applicable to various vehicle categories are defined in
Article 3 of the co-decision proposal. The mechanism for a manufacturer to follow to
demonstrate useful life compliance will be proposed as follows.

– 

– 

– 

– 

– 

Engines will be grouped into engine families, taking account of the definition
given in ISO 16185 for engine families.

For the purposes of durability demonstration, it may be appropriate for engines
to  be  sub-divided  into  a  family  based  on  the  type  of  exhaust  aftertreatment
system with which the  engine is equipped. Such  an  approach could  allow the
determination  of  deterioration  factors  that  are  specific  to  a  certain  ‘technical
design’  of  an  exhaust  aftertreatment  system  that  is  common  to  a  range  of
engines.

From such a family of engines, a parent engine will be selected for testing over
a service accumulation schedule that will be defined by the manufacturer  and
agreed by the technical service.

It  is  not  necessary  for  the  proposal  to  provide  a  definition  of  the  service
accumulation schedule. The manufacturer will have the flexibility to choose an
appropriate  service  accumulation  schedule  which  may  be  based  on  data
collected from vehicles in service that are equipped with the parent engine or
an  engine  from  that  family,  or  based  on  a  pre-defined  engine  dynamometer
schedule.

During  the  service  accumulation  schedule  the  engine  shall  be  tested  for  all
regulated  emissions  over  the  European  Steady  [state]  Cycle  (ESC),  European
Transient  Cycle  (ETC)  and,  if  seen  to  be  necessary,  the  European  Load
Response (ELR) test cycles. These tests will be conducted periodically during

13

the  service  accumulation  schedule.  For  an  engine  equipped  with  an  exhaust
aftertreatment  system,  the  service  accumulation  schedule  is  proposed  to
commence  after  sufficient  engine  running  to  ensure  that  the  aftertreatment
system has stabilised from new. This is proposed to be up to 125 hours, where
requested  by  the  manufacturer.  There  is  no  specific  end  point  to  the  service
accumulation schedule. It will be up to the manufacturer to decide how long he
needs to run and test the engine to be confident that the emissions performance
is not going to drastically change over time so as to be sure that the emission
limits will be complied with at the durability period applicable for the engine,
and engine family, under test.

Over  the  service  accumulation  schedule,  a  regression  analysis  shall  be  made
based  on  the  emissions  test  results.  The  projected  emissions  shall  be
extrapolated  to  the  start  of  the  service  accumulation  schedule  and  to  the
durability  applicable  to  the  type  of  engine  (see  Article  3  of  the  co-decision
proposal).  On  the  basis  of  these  two  values,  deterioration  factors  are  then
calculated  for  each  pollutant  on  each  test  cycle  (ESC  for  CO,  HC,  NOx  and
particulate, ETC for CO, THC, NMHC, CH4, NOx and particulate and ELR for
smoke, 
type-approval
documentation.

to  be  necessary)  and  recorded 

if  seen 

the 

in 

It will  be  proposed  that  manufacturers  who  produce  engines  in  small  batches
may  use  fixed  deterioration  factors 
instead  of  conducting  a  service
accumulation schedule. Further discussion will be necessary to determine these
fixed  deterioration  factors  and  also  to  determine  whether  all  engines,
irrespective of production volume, can utilise fixed deterioration factors.

To rationalise the testing burden associated with the durability demonstration,
it  should  also  be  discussed  whether  the  deterioration  factors  determined
according  to  US  engine  family  certification  could  be  accepted  for  EU  type-
approval. In addition, it may also be appropriate to include the US Federal Test
Procedure (FTP) as a relevant test cycle for emissions measurement during the
service accumulation schedule to provide for one single service  accumulation
cycle appropriate for EU, US and possibly Japanese durability demonstration.
However,  consideration of  these  issues  will  depend  on  consultations  with  the
authorities  in  the  US  and  Japan  and,  in  the  absence  of  a  common  technical
standard (or global technical regulation), whether reciprocal recognition of the
EU procedures for durability demonstration for  engine certification in the  US
and Japan will be accepted.

The  issue  of  maintenance  is  an  important  criteria  that  needs  to  be  defined  in
order  that  maintenance  that  is  required  to  be  performed  during  the  service
accumulation schedule is also the same in real life operation and as advised to
the  owner  of  the  vehicle.  The  Commission  believes  there  is  a  need  for  some
minimum criteria to  be  laid down  in  the  Directive  for  major  emission-related
components in terms of repair, replacement or cleaning intervals.

– 

– 

– 

– 

4.2.2.  Conformity of in-service vehicles/engines

The  actual  durability  of  a  type  of  vehicle  equipped  with  a  heavy-duty  engine  is
defined in Article 3 of the co-decision proposal. The comitology proposal will define

14

the procedures for checking the conformity of in-service vehicles/engines up to those
durability periods.

The  procedure  is  based  around  the  requirement  for  the  manufacturer  to  conduct  an
audit  of  the  emissions  performance  of  his  products  in  service.  A  major  part  of  the
information to be provided by the audit is emissions test data as measured on the test
cycles  required  for  demonstration  of  useful  life  compliance,  or  through  the  use  of
mobile  emissions  measuring  equipment  fitted  to  vehicles  (see  section  4.2.2.1).
Records  of  malfunctions  detected  by  the  vehicle’s  OBD  system  could  also  be
utilised. The number of vehicles or engines to be tested should depend on the sales
volume of the  manufacturer. The  Commission will not propose  specific  procedures
—  the  manufacturer  should  take  what  steps  are  necessary  to  collect  relevant
emissions  data  as  part  of  his  normal  practice  to  comply  with  common  auditing
standards and procedures.

For  example,  such  audit  data  may  be  collected  through  an  agreement  with  fleet
operators  to  test  vehicles  or  engines  at  periodic  intervals.  This  may  require  the
manufacturer to provide substitute vehicles during the testing. The manufacturer may
also  choose  to  run  a  fleet  of  representative  vehicles  within  those  used  by  the
company under in normal working conditions but also used to collect audit data.

If  the  technical  service  does  not  approve  the  audit  information  provided  by  the
manufacturer,  he  should  take  action  to  obtain  further  information  to  clarify  the
situation.  Such  action  may  result  in  the  manufacturer  having  to  perform  more
confirmatory testing or the authority may decide to conduct tests.

It is debatable whether engine testing should ever be enforced, due to the very high
expense  of  taking  heavy-duty  vehicles  from  service,  removing  the  engine  and
performing laboratory emission tests on the engine alone. While such engine testing
on  a  dynamometer  is  expensive,  it  is  a  recognised  method  for  determining
compliance with the type-approval. However, one can argue that since such tests are
conducted  without  gearbox  or  engine-auxiliary  items  which  do  have  an  effect  on
emissions,  engine  dynamometer  tests  are  not  fully  representative  for  checking
in-service compliance of an engine installed in a vehicle in real-world operations.

The  technical  details  of  these  test  stages  will  be  developed  during  the  discussions
relating to the preparation of the comitology proposal.

However,  at  the  end  of  the  procedure,  if  non-compliance  has  been  established,
actions that may be taken are laid down in the type-approval framework Directive. A
plan of remedial measures to correct non-conformity should be drawn-up and carried
out in consultation with the technical service and/or type-approval authority.

4.2.2.1.  International actions

As mentioned in the section above, the use of mobile emission measuring equipment
is  foreseen  to  be  the  most  cost-effective  method  for  establishing  the  emissions
compliance of heavy-duty vehicles. The appropriate methods are being developed in
various  research  programmes  with  respect  to  on-board  emission  data  collection
systems  in conjunction with a  fully  developed  procedure  for  checking  emissions  in
what  are  termed  ‘off-cycle’  driving  events.  The  US  authorities  have  implemented
their  not-too-exceed  (NTE)  requirements  for  heavy-duty  vehicles  and  a  global

15

approach  to  off-cycle  emissions  is  being  considered  as  a  future  candidate  global
technical  regulation  under  the  auspices  of  the  UN-ECE  World  Forum  for  the
Harmonisation of Vehicle Regulations (WP29).

two  systems  developed  by  different  parts  of 

For  example,  there  are  the  West  Virginia  University  Mobile  Emissions  Measuring
the
System  (MEMS)  and 
US Environmental  Protection  Agency  –  the  ROVER  system  and  the  Portable
Emissions  Measurement  System  (PEMS).  These  systems  can  offer  real-world
emission  measuring  capability  that  should  be  the  primary  aim  to  provide  a
comprehensive  in-use  conformity-checking  tool.  Such  technology  could  be  used  as
part  of  the  manufacturer’s  audit  exercise  or  for  further  follow-up  testing  by  the
type-approval authorities or technical services.

It is  intended  that  the  comitology  proposal  with respect  to conformity of  in-service
vehicles/engines will aim to adopt a solution based on the use of on-board measuring
equipment  and,  where  possible,  take  into  account  the  global  initiative  mentioned
above.  If  this  is  not  possible  within  the  time-frame  for  adoption  of  this  split-level
approach,  further  adaptations  to  the  technical  annexes  will  need  to  be  foreseen  to
include,  for example,  the  specifications  for  on-board  measuring  equipment  and  test
protocols, as these are developed.

Conformity  of  in-service  vehicles  and  engines  is  a  measure  that  will  only  apply  to
vehicles  and  engines  after  October  2005  and  when  sufficient  distance  has  been
accumulated on vehicles to make it worthwhile to test emissions compliance. Delay
in the completion of the relevant technical annexes is not seen to be a major concern
when a more elegant, effective and global technical solution can be attained.

4.2.3.  On-board diagnostics (OBD)

New requirements will provide the technical means for specifying the OBD system
and for type-approving the OBD system.

OBD, as applied to light-duty vehicles, has been used as a model but there are some
significant  differences  between  the  light-duty  vehicle  OBD  requirements  of
Directive 70/220/EEC and heavy-duty vehicle OBD described here.

fixed 

threshold 

In  the  first  stage,  applicable  from  1  October  2005  for  new  type-approvals  of
compression-ignition  engines  against  the  2005  emission  limits  or  the  permissive
EEV emission limits, the OBD system should monitor the functioning of the engine
against 
in
(as 
Directive 70/220/EEC)  and,  in  addition,  any  emission  aftertreatment  system
downstream of the  engine for  what is described as major functional  failure.  At this
stage, monitoring of the emission aftertreatment system for major functional failure
is  based  on  the  premise  that  sensor  technology  to  monitor  performance  related  to
emissions  will  not  be  fully  developed  for  widespread  application  on  heavy-duty
vehicles in 2005.

vehicle  OBD 

light-duty 

limits 

for 

In  the  second  stage,  applicable  from  October  2008  for  new  type-approvals  of
compression-ignition and gas engines to the 2008 emission limits or the permissive
EEV emission limits, the OBD system should monitor the functioning of the engine
and  the  exhaust  aftertreatment  system  downstream  of  the  engine  against  fixed
threshold  limits.  However,  this  will  be  subject  to  review  of  the  development  of

16

sensor  technology.  At  this  stage  the  engine-aftertreatment  OBD  system  will  be
expanded  to  cover  the  vehicle,  to  take  account  of  the  inputs  received  from  other
vehicle systems that may have an influence on the functioning of the total emission
control system.

The new requirements will include, but not be limited to:

– 

– 

– 

– 

– 

– 

– 

– 

– 

OBD definitions;

OBD test requirements;

definition  of  mandatory  system  monitoring  (deNOx,  diesel  particulate  filter,
combined deNOx-diesel particulate filter, catalysts, fuel injection system etc);

criteria for  activation  and  deactivation  of  the  malfunction  indicator  (MI),  and
storage and deletion of fault codes;

fault code storage and enforcement through storage of hours run by the engine
with a fault code stored;

criteria for allowed deficiencies in OBD systems for type-approval;

criteria  for  temporary  disablement  of  the  OBD  system  under  certain  justified
engine operating conditions;

requirements to ensure unrestricted and standadised access tro the OBD system
for  inspection,  diagnosis,  servicing  and  repairs,  commensurate  with  the
measures introduced by Directive 70/220/EEC;

appropriate  requirements  relating  to  replacement  parts  to  ensure  their
compatibility with heavy-duty vehicles equipped with OBD systems.

The new requirements will include the OBD demonstration test. In real use, the OBD
system will perform some monitors quicker than others and some monitoring will be
carried  out  over  relatively  long  periods  of  time  over  cumulative  periods  of  similar
(steady-state)  driving  conditions.  With  respect  to  the  test  cycle  to  be  used  for  the
OBD  demonstration  test,  it  has  been  shown  that  while  the  ETC  used  for  tailpipe
emission testing is representative of real use, it does not include sufficient elements
of  steady-state  operation  to  be  confident  that  complete  OBD  monitoring  will  be
carried out over that 30 minute test procedure. The ESC used for emission testing has
sufficient  steady-state  operation  but  is  regarded  as  having  too  much  steady-state
operation  to  be  completely  representative  of  the  real  use  conditions  in  which  OBD
must  operate.  Therefore,  a  ‘short-ESC  test’  purely  for  the  OBD  demonstration  test
has been developed. This test follows the same mode order as the full ESC but has a
mode length of 60 seconds compared with 120 seconds for the ESC test cycle.

Directive 

Commission
Council 
Directive 1999/102/EC15,  introduced  OBD  for  light-duty  vehicles  and  included
necessary  references  to  international  standards,  for  example,  ISO  15765  and  ISO

amended 

by 

as 

70/220/EEC14, 

14

15

OJ L 76, 6.4.1970, p. 1.
OJ L 334, 28.12.1999, p. 43.

17

                                                
15031 for OBD communications on-board  the  vehicle and between the vehicle  and
off-board diagnostic tools, diagnostic tools, diagnostic fault codes and the connector
between  the  vehicle  and  diagnostic  tools.  Such  prescriptions  were  necessary  to
provide a standard platform for the diagnostic and repair industries (e.g. independent
repairers and roadside organisations).

Similar  international  OBD  standards  will  be  referenced  in  the  new  requirements
while  taking  account  of  the  differences  between  light-duty  vehicle  and  heavy-duty
vehicle  applications  (e.g.  different  system  voltages  between  light-duty  and  heavy-
duty vehicles, connector design to prevent a light-duty vehicle diagnostic tool from
being connected to a heavy-duty vehicle having a higher system voltage). However,
there are some complications.

ISO  1576516  and  ISO  15031-517  are  used  by  many  EU  and  Asian  medium  and
heavy-duty  vehicle  manufacturers  and  are  derived  from  the  standards  developed
previously for light-duty vehicles and passenger cars.

SAE  J193918  was  developed  and  is  maintained  by  the  heavy-duty  vehicle  industry
through  the  SAE  Truck  and  Bus  Council.  SAE  J1939  has  been  employed  by  US
manufacturers since the mid-1990’s. Many European and Asian manufacturers  also
use  SAE  J1939.  SAE  J1939  covers  a  wealth  of  diagnostic  criteria,  for  example,
diagnostic  services,  diagnostic  fault  codes,  diagnostic  lamps,  off-board  diagnostic
connector, data link and monitoring parameters.

While  ISO  15765  and  ISO  15031  provide  a  similar  level  of  diagnostic  coverage,
there  are  certain  technical  differences  between  the  ISO  and  SAE  standards.  The
diagnostic fault codes from an SAE J1939 vehicle system will be fully readable and
the  diagnostic  system  fully  accessible,  but  in  a  different  manner  to  that  for  an
ISO 15765 and 15031 vehicle system.

While  a  single  OBD  standard  would  be  desirable,  at  this  time  it  is  not  possible  to
dictate that either the ISO or SAE standard should take precedence, especially in the
short timeframe before heavy-duty vehicle OBD becomes mandatory in the EU from
October  2005.  The  cost  of  requiring  the  industry  to  move  from  ISO  to  SAE  or
vice versa could not be justified.

Today,  the  heavy-duty  vehicle  repair  market  is  already  equipped  to  deal  with
SAE J1939  vehicles  and  it  is  recognised  that  the  service  and  repair  market  for
heavy-duty vehicles, at least for the heavier vehicles, is different to that for light-duty
vehicles.  However,  the  Commission  wishes  to  ensure  that  in  the  future,  wherever
possible,  access  to  maintain  and  repair  heavy-duty  vehicles  with  OBD  systems
standardised and is available to all interested parties.  Further  attention  may  have to
be  made  to  distinguish  between  the  range  of  light  heavy-duty  vehicles  and  heavy
heavy-duty vehicles that fall within the scope of this Directive.

16

17

18

International Standards Organisation (ISO) 15765-4, “Road Vehicles – Diagnostics on Controller Area
Network (CAN) – Part 4: Requirements for emissions related systems”, December 2001.
International  Standards  Organisation  (ISO)  15031-5,  “Road  Vehicles  –  Communication  between
vehicles  and  external  equipment  for  emissions-related  diagnostics  -  Part  5:  Emissions-related
diagnostics services”, December 2001.
Society  of  Automotive  Engineers  (SAE)  J1939,  “Recommended  Practice  for  a  Serial  Control  and
Communications Vehicle Network”, April 2000.

18

                                                
Consequently,  ISO  TC22/SC3/WG1  is  already  looking  at  the  advantages  and
disadvantages  of  requiring  the  use  of  using  either  the  ISO  or  SAE  standard  or
allowing both standards  to  co-exist.  It would seem at this time  that the use of  both
ISO 15765/15031 and SAE J1939 seems possible.

Therefore,  in  formulating  its  comitology  proposal,  the  Commission  will  consider
carefully the benefits of the ISO and SAE standards and the recommendations made
by  the  ISO  committee  with  the  aim  of  providing  the  most  cost-effective  level  of
diagnostic  capability  and  standardised  access  to  efficiently  diagnose  and  repair
heavy-duty vehicles in the market.

4.2.4.  Other elements of the comitology proposal

The  comitology  proposal  will  also  amend  the  test  reference  fuels  contained  in
Annex IV  to  provide  for  2005  test  fuels  that  are  representative  of  the  fuel
specifications likely to be available on the market from that date (i.e. with respect to
sulphur  content).  This  amendment  will  therefore  take  on  board,  as  appropriate,  the
provisions 
(amending
Directive 70/220/EEC) regarding Annexes IX and IXa.

in  Commission  Directive  2002/80/EC 

laid  out 

The  proposal  will  also  amend  the  laboratory  procedures  for  the  sampling  and
measurement  of  particulates,  as  requested 
to
Directive 1999/96/EC. This is  a  consequence  of  the  low  particulate  emission  limits
applicable  from  1  October  2005  that  push  the  boundaries  of  the  reliability  and
repeatability  of  the  present  particulate  gravimetric  procedures.  Such  amendments
will take into account the recent ISO 16183 standard and other important work in this
area.

indent  3  of  Article  7 

in 

19

2003/0205 (COD)

Proposal for a

(cid:1) 1999/96/EC Art. 1 pt. 1
(adapted)

(cid:1) DIRECTIVE OF THE EUROPEAN PARLIAMENT AND OF THE (cid:2) COUNCIL
DIRECTIVE

of 3 December 1987

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
compression-ignition engines for use in vehicles, and the emission of gaseous pollutants
from positive-ignition engines fuelled with natural gas or liquefied petroleum gas for use
in vehicles

(cid:1) 88/77/EEC (adapted)

(88/77/EEC)
(cid:2) (Text with EEA relevance) (cid:3)

(cid:2) THE  EUROPEAN  PARLIAMENT  AND (cid:3)  THE  COUNCIL  OF  THE  EUROPEAN
COMMUNITIES (cid:2) UNION (cid:3),

Having  regard  to  the  Treaty  establishing  the  European  Economic  Community,  and  in
particular Article 100A (cid:2) 95 (cid:3) thereof,

Having regard to the proposal from the Commission1,

In co-operation with the European Parliament2,

Having regard to the opinion of the (cid:2) European (cid:3) Economic and Social Committee2,

(cid:2) Having regard to the opinion of the Committee of the Regions3, (cid:3)

(cid:2) Acting in accordance with the procedure laid down in Article 251 of the Treaty4, (cid:3)

(cid:2) Whereas: (cid:3)

1

2

2

3

4

OJ No C 193, 31. 7. 1986, p. 3.
Position of Parliament on 18 November 1987 (OJ No C 345, 21. 12. 1987, p. 61).
OJ No C 333, 29. 12. 1986, p. 17.
OJ C
OJ C

20

                                                
(1) Whereas it is important to adopt measures with the aim of progressively establishing
the internal market over a period expiring on 31 December 1992; whereas the internal
market shall comprise an area without internal frontiers in which the free movement of
goods, persons, services and capital is ensured;

(2) Whereas the first programme of action of the European Communities on the protection
of  the  environment,  approved  by  the  Council  on  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  third  programme  of  action
provides for additional efforts to be made to reduce considerably the present level of
emissions of pollutants from motor vehicles;

(3) Whereas  the  technical  requirements  which  motor  vehicles  must  satisfy  pursuant  to
national  laws  relate,  inter  alia,  to  the  emission  of  gaseous  pollutants  from  diesel
engines for use in vehicles;

(4) Whereas those requirements differ from one Member State to another; whereas these
differences could restrict the free circulation of the products in question; whereas it is
therefore necessary that all the Member States adopt the same  requirements either in
addition  to  or  in  place  of  their  existing  rules,  in  order,  in  particular,  to  permit  the
implementation,  for  each  vehicle  type,  of  the  EEC  type-approval,  which  was  the
subject of Council Directive 70/156/EEC of 6 February 1970 on the approximation of
the laws of the Member States relating to the type-approval of motor vehicles and their
trailers5, as last amended by Directive 87/403/EEC6;

(5) Whereas  it  is  desirable  to  follow  the  technical  requirements  adopted  by  the  United
Nations  Economic  Commission  for  Europe  in  its  Regulation  No  49  (uniform
provisions  concerning  the  approval  of  diesel  engines  with  regard  to  the  emission  of
gaseous pollutants), which is annexed to the Agreement of 20 March 1958 concerning
the adoption of uniform conditions of approval and reciprocal recognition of approval
for motor vehicle equipment and parts;

(6) Whereas the Commission has undertaken to submit proposals to the Council, not later
than  the  end  of  1988,  regarding  a  further  reduction  of  the  limit  values  for  the  three
pollutants  which  are  the  subject  of  this  Directive  and  the  fixing  of  limit  values  for
particulate emissions,

(1) 

5

6

5

(cid:4) new

Council Directive 88/77/EEC of 3 December 1987 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  compression ignition  engines for use in  vehicles, and
the emission of gaseous pollutants from positive ignition engines fuelled with natural
gas  or  liquefied  petroleum  gas  for  use  in  vehicles5  is  one  of  the  separate  Directives
under  the  type-approval  procedure  laid  down  by  Council  Directive  70/156/EEC  of

OJ No L 42, 23. 2. 1970, p. 1.
OJ No L 220, 8. 8. 1987, p. 44.
OJ L 36, 9.2.1988, p. 33. Directive as last amended by Commission Directive 2001/27/EC (OJ L107,
18.4.2001, p. 10).

21

                                                
(2) 

(3) 

(4) 

(5) 

6 February 1970 on the approximation of the laws of the Member States relating to the
type-approval  of  motor  vehicles  and  their  trailers6.  Directive  88/77/EEC  has  been
substantially amended several times to introduce successively more stringent pollutant
emission  limits. Since further  amendments  are to be made,  it should be  recast in  the
interests of clarity.

Council Directive 91/542/EEC of 1 October 1991 amending 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  pollutants  from  diesel  engines  for  use  in
vehicles7,  Directive  1999/96/EC  of  the  European  Parliament  and  of  the  Council  of
13 December 1999 on the approximation of the laws of the Member States relating to
measures to be taken against the emission of gaseous and particulate pollutants from
compression  ignition  engines  for  use  in  vehicles,  and  the  emission  of  gaseous
pollutants  from  positive  ignition  engines  fuelled  with  natural  gas  or  liquefied
petroleum  gas  for  use  in  vehicles  and  amending  Council  Directive  88/77/EEC8,  and
Commission  Directive  2001/27/EC  of  10  April  2001  adapting  to  technical  progress
Council Directive 88/77/EEC on the approximation of the laws of the Member States
relating  to  measures  to  be  taken  against  the  emission  of  gaseous  and  particulate
pollutants from compression-ignition engines for use in vehicles, and the emission of
gaseous pollutants from positive-ignition engines fuelled with natural gas or liquefied
petroleum  gas  for  use  in  vehicles9  have  introduced  provisions  which,  while  being
autonomous, are closely linked to the scheme established under Directive 88/77/EEC.
Those autonomous provisions should be fully integrated into the recast in the interests
of clarity and legal certainty.

It  is  necessary  that  all  the  Member  States  adopt  the  same  requirements,  in  order,  in
particular,  to  permit  the  implementation,  for  each  vehicle  type,  of  the  EC
type-approval system which is the subject of Directive 70/156/EEC.

The  Commission’s  programme  on  air  quality,  road  transport  emissions,  fuels  and
emission  abatement  technologies10,  hereinafter  “the  first  Auto-Oil  programme”,
showed that further reductions in pollutant emissions from heavy-duty vehicles  were
necessary with a view to achieving future air quality standards.

Reductions  in  emission  limits  applicable  from  the  year  2000,  corresponding  to
abatements  of  30%  in  emissions  of  carbon  monoxide,  total  hydrocarbons,  oxides  of
nitrogen and particulate matter were identified by the first Auto-Oil programme as key
measures  for  the  achievement  of  medium-term  air  quality.  A  reduction  of  30%  in
exhaust  smoke  opacity  should  additionally  contribute  to  the  reduction  of  particulate
matter.  Additional  reductions  in  emission  limits  applicable  from  the  year  2005,
corresponding 
total
hydrocarbons  and  oxides  of  nitrogen  and  80%  in  particulate  matter  should  greatly
contribute  to  air  quality  improvement  in  the  medium  to  longer-term.  The  additional
limit for oxides of nitrogen applicable in the year 2008 should result in a further 43%
reduction in the emission limit for this pollutant.

to  additional  abatements  of  30% 

in  carbon  monoxide, 

6

7

8

9

10

OJ  L  42,  23.2.1970,  p.  1.  Directive  as  last  amended  by  Council  Regulation  (EC)  No  807/2003
(OJ L 122, 16.5.2003, p. 36)
OJ L 295, 25.10.1991, p. 1.
OJ L 44, 16.2.2000, p. 1.
OJ L 107, 18.4.2001, p. 10.
COM(96) 248 final.

22

                                                
(6) 

(7) 

(8) 

(9) 

Type-approval  tests  for  gaseous  and  particulate  pollutants  and  smoke  opacity  are
applicable to allow for a more representative evaluation of the emissions performance
of  engines  over  test  conditions  that  more  closely  resemble  those  encountered  by
vehicles in-service. From 2000, conventional  compression-ignition engines and those
compression-ignition engines fitted with certain  types  of emission  control  equipment
are tested over a steady-state test cycle  and over  a new load response test  for  smoke
opacity. Compression-ignition engines fitted with advanced emission control systems
are, 
test  cycle.  From  2005,  all
compression-ignition  engines  should  be  tested  on  all  these  test  cycles.  Gas  fuelled
engines are only tested on the new transient test cycle.

tested  over  a  new 

in  addition, 

transient 

In laying  down new standards and test  procedures,  it  is  necessary to take  account of
the  impact  on  air  quality  of  future  traffic  growth  in  the  Community.  The  work
undertaken by the Commission in this sphere has shown that the motor industry in the
Community  has  made  great  strides  in  the  perfection  of  the  technology  allowing  a
considerable reduction in emissions of gaseous and particulate pollutants. However, it
is  still  necessary  to  press  for  further  improvements  in  emission  limits  and  other
technical requirements in the interests of environmental protection and public health.
In  particular,  the  results  of  on-going  research  into  the  characteristics  of  ultra-fine
particulates should be taken into account in any future measures.

It  is  necessary  that  further  improvements  be  made  to  the  quality  of  motor  fuels  to
enable the efficient and durable performance of emission control systems in service.

New provisions for on-board diagnostics (OBD) should be introduced from 2005 with
a view to facilitating the immediate detection of the deterioration or failure of engine
emission  control  equipment.  This  should  enhance  diagnostic  and  repair  capability,
significantly improving the sustainable emission performance of in-service heavy-duty
vehicles. Since, on the world-wide stage, OBD for heavy-duty diesel engines is in its
infancy, it should be introduced in the Community in two stages to allow  for system
development so that the OBD system does not give false indications. In order to assist
the Member States in ensuring that  the owners and  operators  of  heavy-duty  vehicles
meet  their  obligation  to  repair  faults  indicated  by  the  OBD  system,  the  distance
covered  or  the  time  that  has  elapsed  after  a  fault  has  been  indicated  to  the  driver
should be recorded.

(10)  Compression-ignition engines are inherently durable and have demonstrated that, with
proper  and  effective  maintenance,  they  can  retain  a  high  level  of  emissions
performance over the significantly high distances travelled by heavy-duty vehicles in
the  course  of  commercial  operations.  However,  future  emission  standards  will  push
the introduction of emission control systems downstream of the engine, such as deNOx
systems,  diesel  particulate  filters  and  systems  that  are  a  combination  of  both  and,
perhaps, other systems yet to be defined. It is therefore necessary to establish a useful
life  requirement  on  which  to  base  procedures  for  ensuring  the  compliance  of  an
engine’s  emission  control  system  throughout  that  reference  period.  In  establishing
such a requirement, due account should be taken of the considerable distances covered
by heavy-duty vehicles, of the need to incorporate appropriate and timely maintenance
and of the possibility of type-approving category N1 vehicles in accordance with either
this  Directive  or  Council  Directive  70/220/EEC  of  20  March  1970  on  the

23

approximation of the laws of the Member States on measures to be  taken  against air
pollution by emissions from motor vehicles11.

(11)  Member States should be allowed, by means of tax incentives, to expedite the placing
on  the  market  of  vehicles  that  satisfy  the  requirements  adopted  at  Community  level,
provided  that  such  incentives  comply  with  the  provisions  of  the  Treaty  and  satisfy
certain conditions intended to prevent distortion of the internal market. This Directive
does not affect the right of the Member States to include emissions of pollutants and
other substances in the basis for calculating road traffic taxes on motor vehicles.

(12)  Since  some  of  those  tax  incentives  are  State  aids  under  Article  87(1)  of  the  Treaty,
they would have to be notified to the Commission under Article 88(3) of the Treaty for
evaluation in accordance with the relevant criteria of compatibility. The notification of
such  measures  in  accordance  with  this  Directive  should  be  without  prejudice  to  the
obligation to notify under Article 88(3) of the Treaty.

(13)  With the aim of simplifying and accelerating the procedure, the Commission should be
entrusted with the task of adopting measures implementing the fundamental provisions
laid  down  in  this  Directive  as  well  as  the  measures  for  adapting  the  annexes  of  this
Directive to scientific and technical progress.

(14)  The measures necessary for the implementation of this Directive and its adaptation to
scientific  and  technical  progress  should  be  adopted  in  accordance  with  Council
Decision 1999/468/EC of 28 June 1999 laying down the procedures for the exercise of
implementing powers conferred on the Commission12.

(15)  The Commission should keep under review the need to introduce emission limits for
pollutants which are as yet unregulated and which arise as a consequence of the wider
use of new alternative fuels and new exhaust emission control systems.

(16)  The Commission should consider the available technology with a view to confirming
the mandatory NOx standard for 2008 in a report to the European Parliament and the
Council, accompanied, if necessary, by appropriate proposals.

(17)  Since  the  objectives  of  the  proposed  action,  namely  the  realisation  of  the  internal
market  through  the  introduction  of  common  technical  requirements  concerning
gaseous  and  particulate  emissions  for  all  types  of  vehicles,  cannot  be  sufficiently
achieved by the Member States and can therefore, by reason of the scale of the action,
be  better  achieved  on  a  Community  level,  the  Community  may  adopt  measures,  in
accordance with the principle of subsidiarity, as set out in Article 5 of the Treaty. In
accordance  with  the  principle  of  proportionality,  as  set  out  in  that  Article,  this
Directive does not go beyond what is necessary for that purpose.

(18)  The obligation to transpose this Directive into national law should be confined to those
provisions  which  represent  a  substantive  change  as  compared  with  the  earlier
Directives.  The  obligation  to  transpose  the  provisions  which  are  unchanged  arises
under the earlier Directives.

11

12

OJ L 76, 6.4.1970, p. 1. Directive as last amended by Commission Directive 2002/80/EC (OJ L  291,
28.10.2002, p. 20).
OJ L 184, 17.7.1999, p. 23.

24

                                                
(19)  This  Directive  should  be  without  prejudice  to  the  obligations  of  the  Member  States
relating  to  the  time-limits  for  transposition  into  national  law  and  application  of  the
Directives set out in Annex IX, Part B,

HAS(cid:2) VE (cid:3) ADOPTED THIS DIRECTIVE:

(cid:1) 88/77/EEC (adapted)

(cid:1) 1999/96/EC Art. 1(2) (adapted)

Article 1

(cid:2) Definitions (cid:3)

For the purposes of this Directive (cid:2) the following definitions shall apply (cid:3):

(cid:2) (a) (cid:3) ‘vehicle’  means  any  vehicle  as  defined  in  (cid:2) Article  2(cid:3)  Annex  II  section
Aof  Directive  70/156/EEC  (cid:2) and (cid:3)  propelled  by  a  compression-ignition  or  gas
engine, with the exception of vehicles of category M1 with a technically permissible
maximum laden mass less than or equal to 3,5 t (cid:2) 3.5 tonnes (cid:3);

(cid:2) (b) (cid:3) ‘compression-ignition or gas engine’ means the motive propulsion source of a
vehicle for which type-approval as a separate technical unit, as defined in Article 2 of
Directive 70/156/EEC, (cid:2) may (cid:3) canbe granted;

(cid:2) (c) (cid:3) EEV’  means  “enhanced  environmentally-friendly  vehicle  (EEV)”  means  a
vehicle  propelled  by  an  engine  which  complies  with  the  permissive  emission  limit
values (cid:2) set out (cid:3) given in row C of the Tables givenin section 6.2.1 of Annex I.

(cid:1) 88/77/EEC (adapted)

Article 2

(cid:1) Obligations of the Member States (cid:2)

(cid:1) 88/77/EEC (adapted)

2. From 1 July 1988, Member States may, on grounds relating to gaseous pollutants emitted
from an engine:

– 

– 

refuse  to  grant  national  type-approval  for  a  type  of  vehicle  propelled  by  a  diesel
engine, or

refuse to grant national type-approval for a diesel-engine type,

if the requirements of the Annexes to this Directive are not satisfied.

25

(cid:1) 91/542/EEC Art. 2(2) and (3)
(adapted)

2. Member States may no longer grant EEC type-approval or issue the document provided for
in the last indent  of Article 10 (1)  of  Directive  70/156/EEC,  and  shall  refuse  national  type-
approval, of types of diesel engines and types of vehicle propelled by a diesel engine:

- from 1 July 1992 where the emissions of gaseous and particulate pollutants from the engine
do not comply with the limit values set out in line A,

-  from  1  October  1995  where  the  emission  of  gaseous  and  particulate  pollutants  from  the
engine do not comply with the limit values set out in line B

of the table in section 6.2.1. of Annex I to Directive 88/77/EEC.

3. Until  30  September  1993,  paragraph  2  shall  not  apply  to  types  of  vehicle  propelled  by  a
diesel engine if the latter is

described in the Annex to a type-approval certificate granted before 1 July 1992 in accordance
with Directive 88/77/EEC.

(cid:1) 1999/96/EC Art. 2(2) (adapted)
(cid:5) new

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(1) of Directive 70/156/EEC, and

- shall refuse national type-approval,

(cid:2) 1. (cid:3) For  types  of  compression-ignition  or  gas  engines  and  types  of  vehicle
(cid:5) propelled by (cid:6) compression-ignition or gas engine (cid:2) s, where the requirements
set out in Annexes I to VIII are not met and in particular (cid:3) 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  row  A  of  the  Tables  in  section  6.2.1  of
Annex I, to Directive 88/77/EEC, as amended by this Directive.

(cid:1) 2001/27/EC Art. 2(2) (adapted)
(cid:5) new

2. With effect from 1 October 2001, Member States:

(a) (cid:2) shall  refuse  to (cid:3)  grant  EC  type-approval  (cid:5) pursuant  to  Article (cid:6)

(cid:2) 4(1)(cid:3) of Directive 70/156/EEC; and

(b)

shall refuse national type-approval.

26

for  types  of  compression-ignition  or  gas  engines  and  types  of  vehicle  propelled  by  a
compression-ignition  or  gas  engine  where  the  requirements  of  Directive  88/77/EEC,  as
amended by this Directive, are not met.

(cid:1) 88/77/EEC (adapted)

3. Until 30 September 1990, paragraph 2 shall not apply to types of vehicles propelled by a
diesel engine,  and to  diesel-engine types if the diesel engine is  described  in  the  Annex  to  a
type approval certificate granted before that date in accordance with Directive 72/306/EEC.

4.  From  1  October  1990  Member  States  may,  on  grounds  relating  to  gaseous  pollutants
emitted from an engine:

– 

– 

– 

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

or

prohibit the sale and use of new diesel engines

if the requirements of the Annexes to this Directive are not satisfied.

(cid:1) 91/542/EEC Art. 2(4) (adapted)

4.  With  the  exception  of  vehicles  and  diesel  engines  intended  for  export  to  third  countries,
Member States shall prohibit the registration, sale, entry into service and use of new vehicles
propelled by a diesel engine and the sale and use of new diesel engines:

-  from  1  October  1993,  where  the  emissions  of  gaseous  and  particulate  pollutants  from  the
engine do not comply with the limit values set out in line A,

-  from  1  October  1996,  where  the  emissions  of  gaseous  and  particulate  pollutants  from  the
engine do not comply with the limit values set out in line B

of the table in section 8.3.1.1. of Annex I to Directive 88/77/EEC.

(cid:1) 1999/96/EC Art. 2(3) (adapted)
3. (cid:2) 2. (cid:3) With effect from 1 October 2001 and eExcept (cid:2) in the case of (cid:3) forvehicles
and  engines  intended  for  export  to  third  countries  or  and  except  for  replacement
engines for in-service vehicles, Member States shall:(cid:2) , where the requirements set
out in Annexes I to VIII are not met and in particular (cid:3)

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

27

-  prohibit  the  registration,  sale,  entry  into  service  or  use  of  new  vehicles  propelled  by  a
compression ignition or gas engine and the sale and use of new compression ignition 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 row A of the Tables in section 6.2.1 of
Annex I, to Directive 88/77/EEC, as amended by this Directive.

3. With effect from 1 October 2001 and except for vehicles and engines intended for export to
non-member  countries  and  except  for  replacement  engines  for  in-service  vehicles,  Member
States shall:

(cid:1) 2001/27/EC Art. 2(3) (adapted)

(a)

(b)

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

prohibit  the  registration,  sale,  or  entry  into  service  or  use  of  new  vehicles
(cid:2) propelled  by  a  compression-ignition  or  gas  engine (cid:3)  and  the  sale
and(cid:2) or (cid:3) use of new (cid:2) compression-ignition or gas (cid:3) engines.for types
of  compression-ignition  engines  and  types  of  vehicle  propelled  by  a
compression-ignition  engine  where  the  requirements  of  Directive  88/77/EEC,
as amended by this Directive, are not met.

(cid:1) 2001/27/EC Art. 2(4) (adapted)
4. (cid:2)3. Without  prejudice  to  paragraphs  1  and  2,  with (cid:3)  effect  from  1  October  2003  and
except  (cid:2) in  the  case  of (cid:3)for  vehicles  and  engines  intended  for  export  to  non-
member(cid:2) third (cid:3)  countries  (cid:2) or (cid:3)and  except  for  replacement  engines  for
in-service vehicles, Member States shall (cid:2) , for types  of  gas engines  and types of
vehicles  propelled  by  a  gas  engine  which  do  not  comply  with  the  requirements  set
out in Annexes I to VIII (cid:3):

(a)

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

(b)

prohibit the registration, sale, or entry into service or use of new vehicles and
the sale and (cid:2) or (cid:3) use of new engines.

for  types  of  gas  engines  and  types  of  vehicle  propelled  by  a  gas  engine  where  the
requirements of Directive 88/77/EEC, as amended by this Directive, are not met.

1.  From  1  July  1988,  no  Member  State  may,  on  grounds  relating  to  the  gaseous  pollutants
emitted from an engine:

(cid:1) 88/77/EEC (adapted)

28

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

– 

– 

– 

prohibit the registration, sale, entry into service or use of such new vehicles, or

refuse  to  grant  EEC  type-approval,  or  to  grant  national  type-approval  for  a  type  of
diesel engine, or

prohibit the sale or use of new diesel engines,

if the requirements of the Annexes to this Directive are satisfied.

(cid:1) 91/542/EEC Art. 2(1) (adapted)

1.  From  1  January  1992  no  Member  State  may,  on  grounds  relating  to  the  gaseous  and
particulate pollutants emitted from an engine:

- refuse to grant EEC type-approval, or to issue the document provided for in the last indent of
Article 10 (1) of Council Directive 70/156/EEC (5), or to grant national type-approval for a
type of vehicle propelled by a diesel engine, or

- prohibit the registration, sale, entry into service or use of such new vehicles, or

-  refuse  to  grant  EEC  type-approval,  or  to  grant  national  type-approval  for  a  type  of  diesel
engine, or

- prohibit the sale or use of new diesel engines,

if the requirements of the Annexes to Directive 88/77/EEC are satisfied.

(cid:1) 1999/96/EC Art. 2(1) (adapted)
(cid:5) new

1. With effect from 1 July  2000, 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 the last indent of
Article 10(1) of Directive 70/156/EEC, or to grant national type-approval for a type of vehicle
propelled by a compression ignition or gas engine, or

- prohibit the registration, sale, entry into service or use of such new vehicles, or

- refuse to grant EC type-approval for a type of compression ignition or gas engine, or

- prohibit the sale or use of new compression ignition or gas engines,

(cid:2) 4. (cid:3) If  the  appropriaterequirements  (cid:2) set  out  in (cid:3)  the  Annexes  to  Directive
88/77/EEC,  as  amended  by(cid:5) Annexes  I  to  VIII  and  in  Articles  3  and  4 (cid:6)  are
satisfied, in particular where the emissions of gaseous and particulate pollutants and
opacity of smoke from the engine comply with the limit values set out in either row

29

A or row  B1  or (cid:2) row (cid:3)  B2  or  (cid:5) with  the  permissive (cid:6)  limit  values  set  out  in
row C of the Tables in section 6.2.1 of Annex I,to Directive 88/77/EEC, as amended
by this Directive.

1. With effect from  1  October  2001,  no  Member  State  may (cid:2) ,  on  grounds  relating  to  the
gaseous and particulate pollutants and opacity of smoke emissions from an engine (cid:3):

(cid:1) 2001/27/EC Art. 2(1) (adapted)
(cid:5) new

(a)

(b)

(c)

refuse to  grant  EC type-approval (cid:2) pursuant to (cid:3),or to  issue  the  document
indent  of  Article  10(1)(cid:2)4(1) (cid:3)  of
provided 
Directive 70/156/EEC or to  grant national type-approval for  a  type of  vehicle
propelled by a compression-ignition or gas engine; or

last 

the 

for 

in 

prohibit  the  registration,  sale,  entry  into  service  or  use  of  such  new  vehicles
(cid:5) propelled by a compression-ignition or gas engine (cid:6); or

refuse  to  grant  EC  type-approval  for  a  type  of  compression-ignition  or  gas
engine; or

(d)

prohibit the sale or use of new compression-ignition or gas engines,

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

(cid:1) 2001/27/EC Art. 2(5) (adapted)

5.  Member  States  shall  consider  compliance  with  the  requirements  of  this  Directive  as  an
extension of the type-approval only in the case of a new compression-ignition engine or a new
vehicle  propelled  by  a  compression-ignition  engine  where  a  type-approval  has  previously
been  granted  to  the  requirements  of  Directive  88/77/EEC,  as  amended  by  Directive
1999/96/EC.  With  respect  to  these  vehicles,  the  requirements  of  Article  2(3)  are  applicable
from 1 April 2002.

(cid:1) 1999/96/EC Art. 2(4) (adapted)
(cid:5) new

4.(cid:2) 5. (cid:3) With effect from 1 October 2005, (cid:2) for types of compression-ignition or gas
engines  and  types  of  vehicle  propelled  by  compression-ignition  or  gas  engines (cid:3)
(cid:5) which do not meet the requirements set out in Annexes I to VIII and in Articles 3
and  4  and  in  particular (cid:6)  (cid:2) 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 row B1 of the Tables in section 6.2.1 of Annex I (cid:3), Member States:

(cid:2) (a) (cid:3) may no longer (cid:2) shall refuse to (cid:3) grant EC type-approval pursuant
to  issue  the  document  provided  for  in  the  last  indent  of  Article10(1)
(cid:2) 4(1) (cid:3) of Directive 70/156/EEC; and

30

(cid:2) (b) (cid:3) shall refuse national type-approval.

for  types  of  compression  ignition  or  gas  engines  and  types  of  vehicle  propelled  by  a
compression ignition 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 row B1
of  the  tables  in  section  6.2.1  of  Annex  I  to  Directive  88/77/EEC,  as  amended  by  this
Directive.

(cid:1) 1999/96/EC Art. 2(5) (adapted)
(cid:5) new

5.(cid:2) 6. (cid:3) With effect from 1 October 2006 and except (cid:2) in the case of (cid:3) for vehicles
and  engines  intended  for  export  to  third  countries  or  replacement  engines  for
in-service  vehicles,  Member  States  shall  (cid:5) ,  where  the  requirements  set  out  in
Annexes I to VIII and in Articles 3 and 4 are not met and in particular (cid:6) (cid:2) 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 row B1 of the Tables in section
6.2.1 of Annex I (cid:3):

(cid:2) (a) (cid:3) consider  certificates  of  conformity  which  accompany  new  vehicles  or
new  engines  pursuant  to  Directive  70/156/EEC  as  no  longer  valid  for  the
purposes of Article 7(1) of that Directive; and

(cid:2) (b) (cid:3) prohibit the registration, sale, entry into service or use of new vehicles
(cid:5) propelled by (cid:6) a compression-ignition or gas engine and the sale (cid:2) or (cid:3)
and use of new compression-ignition 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 row B1 of the tables in section 6.2.1 of
Annex I to Directive 88/77/EEC, as amended by this Directive.

(cid:1) 1999/96/EC Art. 2(6) (adapted)
(cid:5) new

6.(cid:2) 7. (cid:3) With effect from 1 October 2008, (cid:2) for types of compression-ignition or gas
engines  and  types  of  vehicle  propelled  by  compression-ignition  or  gas  engines (cid:3)
(cid:5) which do not meet the requirements set out in Annexes I to VIII and in Articles 3
and  4  and  in  particular (cid:6)  (cid:2) 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 row B2 of the Tables in section 6.2.1 of Annex I (cid:3), Member States:

(cid:2) (a) (cid:3) may no longer (cid:2) shall refuse to (cid:3) grant EC type-approval pursuant
toissue  the  document  provided  for  in  the  last  indent  of  Article  10(1)
(cid:2) 4(1) (cid:3) of Directive 70/156/EEC; and

(cid:2) (b) (cid:3) shall refuse national type-approval.

for  types  of  compression  ignition  or  gas  engines  and  types  of  vehicle  propelled  by  a
compression ignition 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 row B2

31

of  the  tables  in  section  6.2.1  of  Annex  I  to  Directive  88/77/EEC,  as  amended  by  this
Directive.

(cid:1) 1999/96/EC Art. 2(7) (adapted)
(cid:5) new

7.(cid:2) 8. (cid:3) With effect from 1 October 2009 and except (cid:2) in the case of (cid:3) for vehicles
and  engines  intended  for  export  to  third  countries  (cid:2) or (cid:3)  and  except  for
replacement  engines  for  in-service  vehicles,  Member  States  shall  (cid:5) ,  where  the
requirements set out in Annexes I to VIII and in Articles 3 and 4 are not met and in
particular (cid:6)  (cid:2) 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
row B2 of the Tables in section 6.2.1 of Annex I(cid:3):

(cid:2) (a) (cid:3) consider  certificates  of  conformity  which  accompany  new  vehicles  or
new  engines  pursuant  to  Directive  70/156/EEC  as  no  longer  valid  for  the
purposes of Article 7(1) of that Directive; and

(cid:2) (b) (cid:3) prohibit the registration, sale, entry into service or use of new vehicles
propelled by a  compression-ignition or gas engine and  the sale (cid:2) or (cid:3) and
use of new compression-ignition 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 row B2 of the tables in section 6.2.1 of
Annex I to Directive 88/77/EEC, as amended by this Directive.

(cid:1) 1999/96/EC Art. 2(8) (adapted)
(cid:5) new

8.(cid:2) 9. (cid:3) In  accordance  with  paragraphe  4  an  engine  that  satisfies  the  appropriate
requirements (cid:2) set  out in (cid:3) (cid:5)Annexes  I  to  VIII  (cid:6),  to  Directive  88/77/EEC,  as
amended  by  this  Directive,  and,  (cid:2)in  particular,  complies  with  (cid:3)meets  the  limit
values  set  out  in  row  C  of  the  Tables  in  section  6.2.1  of  Annex  I  to  Directive
88/77/EEC, as amended by this Directive, shall be considered as complying with the
requirements set out in paragraphs 7(cid:2)1, 2 and 3(cid:3);

(cid:2) In  accordance  with  paragraphe  4 (cid:3)  an  engine  that  satisfies  the  appropriate
requirements  (cid:2)set  out  in  (cid:3)  (cid:5)Annexes  I  to  VIII  and  in  Articles  3  and  4(cid:6)  to
Directive 88/77/EEC,  as amended  by  this  Directive,  and(cid:2),  in  particular,  complies
with  (cid:3)  meetsthe  limit  values  set  out  in  row  C  of  the  Tables  in  section  6.2.1  of
Annex Ito Directive 88/77/EEC, as amended by this Directive, shall be considered as
complying with the requirements set out in paragraphs 7(cid:2)1, 2 and 3 and 5 to 8(cid:3).

32

(cid:1) 88/77/EEC (adapted)

Article 3

1. The Member State which has granted type-approval of a type of diesel engine shall take the
necessary measures to ensure that it is informed of any modification of a part or characteristic
referred to in section  2.3  of  Annex  I.  The  competent  authorities  of  that  Member  State  shall
decide  whether  fresh  tests  should  be  carried  out  on  the  modified  engine  and  a  fresh  report
drawn up. Where the tests reveal failure to comply with this Directive, the modification shall
not be approved.

2. The Member State which has granted type-approval of a vehicle type in respect of its diesel
engine shall take the necessary measures to ensure that it is informed of any modification of
such vehicle type as regards the engine installed. The competent authorities of that Member
State  shall  decide  whether  after  such  a  modification,  measures  in  application  of  Directive
70/156/EEC, especially of Article 4 or of Article 6 thereof, must be taken.

(cid:2) Durability of emission control systems (cid:3)

(cid:1) 1999/96/EC Art. 5 (adapted)
(cid:5) new

(cid:2) 1. (cid:3) From  1  October  2005, 

types,(cid:2) -approvals (cid:3)  and 

from
for  new 
1 October 2006,  for  all  types(cid:2) -approvals (cid:3),  type-approvals  granted  to  vehicles
and engines shall also confirm the correct operation of the emission control devices
during the normal life of the vehicle or engine. (cid:5) the manufacturer shall demonstrate
that a compression-ignition or gas engine type-approved by reference to the emission
limits set out in row B1 or row B2 or row C of the Tables in section 6.2.1. of Annex I
will comply with those emission limits for a useful life of: (cid:6)

(a) (cid:5) 100 000 km or five years, whichever is the sooner, in the case of engines to

be fitted to vehicles of category N1; (cid:6)

(b) (cid:5) 200 000 km or six years, whichever is the sooner, in the case of engines to

be fitted to vehicles of category N2 and M2; (cid:6)

(c) (cid:5) 500 000 km or seven years, whichever is the sooner, in the case of engines

to be fitted to vehicles of category N3 and M3. (cid:6)

The Commission shall examine differences in normal life of various categories of heavy duty
vehicles and consider proposing appropriate durability requirements specific to each category.

From 1 October 2005, for new types, and from 1 October 2006, for all types, type-approvals
granted  to  vehicles  shall  also  require  confirmation  of  the  correct  operation  of  the  emission
control  devices  during  the  normal  life  of  the  vehicle  under  normal  conditions  of  use
(conformity of in-service vehicles properly maintained and used).

(cid:1) 1999/96/EC Art. 6 (adapted)

33

(cid:2) 2. (cid:3) This(cid:2) e  measures  for  the  implementation  of paragraph  1  shall (cid:3)  mustbe
(cid:2) adopted (cid:3)  confirmed  and  complemented  by  (cid:2) [30  June  2004]  at  the
latest (cid:3)the Commission in accordance with Article 7.

(cid:1) 88/77/EEC (adapted)

(cid:1) Article 4 (cid:2)

(cid:2) On-board diagnostic systems (cid:3)

(cid:1) 1999/96/EC Art. 4 (adapted)
(cid:5) new

(cid:2) 1. (cid:3) From 1 October 2005, (cid:2) for (cid:3) new types(cid:2) -approvals (cid:3) of vehicles, and
from  1  October  2006,  (cid:2) for (cid:3)  all  types(cid:2) -approvals (cid:3)  of  vehicles,  (cid:5) a
compression-ignition engine type-approved by reference to the emission limit values
set  out in  row B1 or  row C of the Tables  in  section  6.2.1.  of  Annex  I  or  a  vehicle
propelled  by  such  an  engine (cid:6)  shall  be  equipped  (cid:2) fitted (cid:3)  with  an  on-board
diagnostic system(OBD) (cid:2) system (cid:3) (cid:5) that signals the presence of a fault to the
driver  if  the  OBD  threshold  limits  set  out  in  row  B1  or  row  C  of  the  table  in
paragraph 3 are exceeded (cid:6) or an on-board measurement system (OBM) to monitor
in-service exhaust emissions.

The Commission shall  propose provisions  to  this  effect  to  the  European  Parliament  and  the
Council. They shall include:

- unrestricted and standardised access to the OBD system for inspection, diagnosis, servicing
and repairs,

- the standardisation of fault codes,

-  the  compatibility  of  spare  parts  to  facilitate  repair,  replacement,  and  servicing  of  OBD-
equipped vehicles.

(cid:4) new

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

(a)

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

(b)

a deNOx system, where fitted;

(c)

a diesel particulate filter, where fitted;

(d)

a combined deNOx-diesel particulate filter system.

34

2.

From  1  October  2008  for  new  type-approvals  and  from  1  October  2009  for  all
type-approvals, a compression-ignition or a gas engine type-approved by reference to
the emission limit values set out in row B2 or row C of the Tables in section 6.2.1 of
Annex I, or a vehicle propelled by such an engine shall be fitted with an OBD system
that signals the presence of a fault to the driver if the OBD threshold limits set out in
row B2 or row C of the Table in paragraph 3 are exceeded.

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

3.

The OBD threshold limits shall be as follows:

Compression-ignition engines

Row

Mass of oxides of nitrogen

Mass of particulate

(NOx) g/kWh

(PT) g/kWh

B1 (2005)

B2 (2008)

C (EEV)

7.0

7.0

7.0

0.1

0.1

0.1

4.

The  measures  for the implementation of  paragraphs  1, 2 and 3  shall be adopted  by
[30 June 2004] at the latest.

(cid:1) 88/77/EEC (adapted)

(cid:1) Article 5 (cid:2)

(cid:2) Tax incentives (cid:3)

(cid:1) 91/542/EEC Art. 3 (adapted)

Member  States  may  make  provision  for  tax  incentives  for  the  vehicles  covered  by  this
Directive.  Such  incentives  shall  meet  the  provisions  of  the  Treaty  as  well  as  the  following
conditions:

- they shall apply to all domestic car production and to vehicles imported for marketing in a
Member State and fitted with equipment allowing the European standards to be met in 1996
to be satisfied ahead of time,

- they shall cease upon the date set in Article 2 (4) for the compulsory entry into force of the
emission values for new vehicles,

- they shall be of a value, for each type of vehicle, substantially lower than the actual cost of
the equipment fitted to meet the values set and of its fitting on the vehicle.

35

The  Commission  shall  be  informed  of  any  plans  to  introduce  or  amend  the  tax  incentives
referred to in the first subparagraph in sufficient time to allow it to submit comments.

(cid:1) 1999/96/EC Art. 3 (adapted)
(cid:5) new

1.

Member  States  may  make  provision  for  tax  incentives  only  in  respect  of  motor
vehicles  which  comply  withDirective  88/77/EEC,  as  amended  by  this  Directive.
Such  incentives  shall  comply  with  the  provisions  of  the  Treaty,  as  well  as  (cid:5) with
either  paragraph  2  or  paragraph  3  of  this  Article (cid:6) the  following  conditions  as  set
out in (a) or (b) below.

(a) (cid:2) 2.

The  incentives (cid:3)  shall  apply  to  all  new  vehicles  offered  for  sale  on  the
market of a Member State which comply in advance with the limit values set out in
row  A  (cid:2) B1  or  B2 (cid:3)  of  the  Tables  in  section  6.2.1  of  Annex  I  to  Directive
88/77/EEC,  as  amended  by  this  Directive,  and  thereafter  as  from  1  October  20  00
with the limit values set out in row B1 or B2 of the said tables.

They  shall  be  terminated  with  effect  from  the  mandatory  application  of  the
(cid:2) row B1 (cid:3) emission limit values (cid:2) , as laid down (cid:3)referred to in Article 2(3)
(cid:2) 2(6), (cid:3)  for  new  vehicles,  or  by  the  dates  of  (cid:2) from  the (cid:3)  mandatory
application of the (cid:2) row B2 (cid:3) emission limit values (cid:2) , as laid down (cid:3) set out
in  (cid:2) Article  2(8) (cid:3)  row  B1  or  B2  of  the  tables  in  section  6.2.1  of  Annex  I  to
Directive 88/77/EEC as amended by this Directive.

(b) (cid:2) 3.

The  incentives (cid:3)  shall  apply  to  all  new  vehicles  offered  for  sale  on  the
market of a Member  State  which  comply with the  (cid:5) permissive (cid:6) limit values set
out  in  row  C  of  the  Tables  in  section  6.2.1  of  Annex  Ito  Directive  88/77/EEC,  as
amended by this Directive.

2. (cid:2) 4. (cid:3) (cid:5) In addition to the conditions referred to in paragraph 1 (cid:6), for each type of
vehicle, the incentives shall not exceed the additional cost of the technical solutions
introduced  to  ensure  compliance  with  the  limit  values  set  out  in  either  row  A  or
row B1 or row B2 or with the (cid:5) permissive (cid:6) limit values set out in row C of the
Tables  in  section  6.2.1  of  Annex  I,  to  Directive  88/77/EEC,  as  amended  by  this
Directive,and of their installation on the vehicle.

3. (cid:2) 5. (cid:3) (cid:5) The  Member  States  shall  inform (cid:6)  the  Commission  shall  be  informedin
sufficient  time  of  plans  to  institute  or  change  the  tax  incentives  referred  to  in  this
Article, so that it can submit its observations.

36

(cid:1) 88/77/EEC Art.4 (adapted)
(cid:5) new

Article 4 (cid:1) 6 (cid:2)

(cid:2) Implementation measures and amendments (cid:3)

(cid:2) 1. (cid:3) Themodifications (cid:2) measures (cid:3) necessary for adapting the requirements of
the Annexes so as to take account of (cid:5) the implementation of Articles 3 and 4 of this
Directive (cid:6)  shall  be  adopted  (cid:5) by  the  Commission,  assisted  by  the  Committee
established  by  Article 13(1)  of  Directive  70/156/EEC, (cid:6)  in  accordance  with  the
to (cid:3) 
procedure 
that
Directive70/156/EEC.

in  Article  13(cid:2) (3) (cid:3)  of 

laid  down  (cid:2) referred 

(cid:2) 2. (cid:3) (cid:5) Amendments to this  Directive  which  are necessary  to  adapt  it  to  scientific
and tecnical progress shall be adopted by the Commission, assisted by the committee
established  by  Article  13(1)  of  Directive  70/156/EEC,  in  accordance  with  the
procedure referred to in Article 13(3) of that Directive. (cid:6)

Article 5

1.  Member  States  shall  bring  into  force  the  laws,  regulations,  and  administrative  provisions
necessary  to  comply  with  the  Directive  by  1  July  1988.  They  shall  forthwith  inform  the
Commission thereof.

2.  As  soon  as  this  Directive  has  been  notified,  Member  States  shall  also  ensure  that  the
Commission is informed, in sufficient time for it to submit its comments of any draft major
laws, regulations or administrative provisions which they intend to adopt in the field covered
by this Directive.

(cid:1) 88/77/EEC Art. 6 (adapted)

Article 6 (cid:1) 7 (cid:2)

(cid:2) Review and reports (cid:3)

Not later than the end of 1988, the Council will consider, on the basis of a proposal from the
Commission, a further reduction of the limit values for the three pollutants concerned by this
Directive and the fixing of limit values for particulate emissions.

1.  Before  the  end  of  1991,  the  Council,  acting  by  a  qualified  majority  on  the  basis  of  a
Commission  proposal,  shall  decide  on  measures  to  ensure  the  availability  in  the  Member
States of improved diesel fuel with a maximum permitted sulphur content of 0,05 %.

(cid:1) 91/542/EEC Art. 5 (adapted)

37

2. Before the end of 1993 the Commission shall give an account, in a report to the Council, of
the progress made regarding:

-  the  availability  of  techniques  for  controlling  air-polluting  emissions  from  diesel  engines,
particularly those of less than 85 kW,

-  a  new  statistical  method  for  the  monitoring  of  production  conformity  to  be  adopted  in
accordance with Article 4 of Directive 88/77/EEC.

If necessary it shall submit to the Council a proposal for revising upwards the limit values for
particulate emissions. The Council shall take a decision on the basis of the proposal not later
than 30 September 1994.

3.  Before  the  end  of  1996,  in  the  light  of  the  technical  progress  achieved,  the  Commission
shall submit to the Council a revision of the limit values for polluting emissions combined if
necessary with a revision of the test procedure. The new limit values shall not be applicable
before 1 October 1999 as regards new type-approvals.

The Council, acting by a qualified majority on a proposal from the Commission, which shall
take  account  of  the  results  of  current  work  on  the  greenhouse  effect,  shall  decide  on  the
measures to be taken to limit CO2 emissions from motor vehicles.

(cid:1) 91/542/EEC Art. 6 (adapted)

(cid:1) 1999/96/EC Art. 7 (adapted)
(cid:5) new

(cid:5) 1.

The Commission shall review the need to introduce new emission limits applicable
to  heavy-duty  vehicles  and  engines  in  respect  of  pollutants  that  are  as  yet
unregulated.  The  review  shall  be  based  on  the  wider  market  introduction  of  new
alternative  fuels  and  on  the  introduction  of  new  additive-enabled  exhaust  emission
control  systems  to  meet  future  standards  laid  down  in  this  Directive.  Where
appropriate, (cid:6) the Commission shall submit a proposal to the European Parliament
and the Councilconfirming or complementing this Directive no later than 12 months
after the date of entry into force of this Directive or 31 December 2000, whichever is
the earlier.

The proposal shall take account of:

-  the  review  process  of  the  European  Parliament  of  the  Council  set  out  in  Article  3  of
Directive  98/69/EC(12)  of  the  European  Parliament  and  of  the  Council  and  Article  9  of
Directive 98/70/EC(13),

- the development of compression ignition engine and gas engine emission control technology
including  the  after  treatment  technology,  taking  into  account  the  interdependence  of  such
technology with fuel quality,

- the need to improve the accuracy and repeatability of the current measurement and sampling
procedures for very low levels of particulates from engines;

38

- the development of a worldwide harmonised test cycle for type approval testing,

and the proposal shall include:

-  rules  laying  down  the  introduction  of  an  OBD  system  for  heavy-duty  vehicles  from  1
October  2005  pursuant  to  Article  4  of  this  Directive  and,  mutatis  mutandis,  to  Directive
98/69/EC  on  the  reduction  of  exhaust  emissions  from  passenger  cars  and  light  commercial
vehicles,

-  provisions  on  the  durability  of  emission  control  devices  with  effect  from  1  October  2005
pursuant to Article 5 of this Directive,

- provisions to ensure the conformity of in-service vehicles in the type-approval procedure for
vehicles with effect from 1 October 2005 pursuant to  Article 6 of this Directive taking into
account the specificity of the tests carried out on the engines of these vehicles and the specific
information obtained from the OBD systems in a cost-effectiveness approach,

- appropriate limits for pollutants currently non-regulated as a consequence of the widespread
introduction of new alternative fuels.

(cid:2) 2. (cid:3) By  31  December  2001  t(cid:2) T (cid:3)he  Commission  shall  report  (cid:2) to  the
European  Parliament  and  to  the  Council (cid:3)  on (cid:2) the (cid:3)  progress  in  negotiations
for a world-wide harmonised test (cid:2) duty (cid:3) cycle (cid:2) (WHDC) (cid:3).

(cid:2) 3. (cid:3) By  30  June  2002  t(cid:2) T (cid:3)he  Commission  shall  submit  a  report  to  the
European  Parliament  and  the  Council  on  requirements  for  the  operation  of  an
(cid:2) on-board measurement (cid:3) (OBM) system. On the basis of the (cid:2) that (cid:3) report
(cid:2) , (cid:3) the Commission will (cid:2) shall, where appropriate, (cid:3) submit a proposal for
measures  to  enter  into  force  no  later  than  1  January  2005to  include  the  technical
specifications and corresponding annexes in order to provide for the type-approval of
OBM systems which ensure at least equivalent levels of monitoring to OBD systems
and which (cid:2) are (cid:3) shall becompatible therewith.

(cid:2) 4. (cid:3) The  Commission  shall,  not  later  than  31  December  2002,  consider  the
available  technology  with  a  view  to  confirming  the  mandatory  NOx  standard  for
2008  in  a  report  to  the  European  Parliament  and  to  the  Council,  accompanied,  if
necessary, by appropriate proposals.

(cid:1) 

Article 8

Transposition

1.

Member States shall adopt and publish, by ... [12 months after the entry into force of
this  Directive]  at  the  latest,  the  laws,  regulations  and  administrative  provisions
necessary to comply with Articles 3 and 4. They shall forthwith communicate to the
Commission  the  text  of  those  provisions  and  a  correlation  table  between  those
provisions and this Directive.

39

They shall apply those provisions from ... [12 months after the entry into force of this
Directive].

When  Member  States  adopt  those  provisions,  they  shall  contain  a  reference  to  this
Directive  or  be  accompanied  by  such  a  reference  on  the  occasion  of  their  official
publication.  They  shall  also  include  a  statement  that  references  in  existing  laws,
regulations and administrative provisions to the Directives repealed by this Directive
shall be construed as references to this Directive. Member States shall determine how
such reference is to be made and how that statement is to be formulated.

2.

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

Article 9

Repeal

The  Directives  listed  in  Annex  IX,  Part  A,  are  repealed  with  effect  from  [the  day  after  the
date set out in the second subparagraph of Article 8(1)], without prejudice to the obligations
of  the  Member  States  relating  to  the  time-limits  for  transposition  into  national  law  and
application of the Directives set out in Annex IX, Part B.

References  to  the  repealed  Directives  shall  be  construed  as  references  to  this  Directive  and
shall be read in accordance with the correlation table in Annex X.

Article 10

Entry into force

This Directive shall enter into force on the twentieth day following that of its publication in
the Official Journal of the European Union.

(cid:1) 88/77/EEC Art.7 (adapted)

Article 7 (cid:1) 11 (cid:2)

(cid:2) Addressees (cid:3)

This Directive is addressed to the Member States.

Done at Brussels, […]

For the European Parliament
The President
[…]

For the Council
The President
[…]

40

(cid:1) 1999/96/EC Art.1(3) and
Annex

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  Council  Directive  70/220/EEC1,  as  last
amended by Commission Directive 98/77/EC2.

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;

2.4.

2.5.

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

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

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

2.6.

‘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;

1

2

OJ L 76, 6.4.1970, p. 1.
OJ L 286, 23.10.1998, p. 1.

41

                                                
(cid:1) 2001/27/EC Art. 1 and Annex,
point 1

2.7.

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

‘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);

(cid:1) 1999/96/EC Art. 1(3) and
Annex (adapted)

2.8

2.9

2.10.

2.11.

2.12.

2.13.

2.14.

2.15.

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

‘net power’ means the power in EC kW obtained on the test bench at the end of the
crankshaft,  or  its  equivalent,  measured  in  accordance  with  the  EC  method  of
measuring power as set out in Commission Directive 80/1269/EEC3, as last amended
by Directive 97/21/EC4;

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

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

‘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 1 800 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;

2.16.

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

3

4

OJ L 375, 31.12.1980, p. 46.
OJ L 125, 16.5.1997, p. 31.

42

                                                
2.17.

2.18.

2.19.

2.20.

2.21.

2.22.

2.23.

2.24.

2.25.

2.26.

2.27.

‘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 operating speed
range  to  be  used  for  the  ESC  test  and  the  ELR  test,  as  set  out  in  Annex  III,
Appendix 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 November 1993;

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

‘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:

(cid:2)
HW

(cid:1)

gas

airρ
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 ratio λ if the engine
is fuelled with a gas composition different from pure methane (see Annex VII for the
calculation of Sλ);

‘EEV’ means Enhanced Environmentally Friendly Vehicle which is a type of vehicle
propelled by an engine complying with the permissive emission limit values given in
row C of the Tables in section 6.2.1 of this Annex;

(cid:1) 2001/27/EC Art. 1 and Annex,
point 1 (adapted)

2.28. (cid:2) 2.27 (cid:3) ‘defeat device’ means a device which measures, senses or responds to
operating variables (e.g. vehicle speed, engine speed, gear used, temperature, intake
pressure or any other parameter) for the purpose of activating, modulating, delaying
or deactivating the operation of  any component or function of the emission  control
system  such  that  the  effectiveness  of  the  emission  control  system  is  reduced  under

43

conditions encountered during normal vehicle use unless the use of such a device is
substantially included in the applied emission certification test procedures.

(cid:1) 1999/96/EC Art. 1 and Annex

Such a device will not be regarded as a defeat device if:

– 

– 

the  need  for  the  device  is  justified  temporarily  to  protect  the  engine  against
intermittent  operating  conditions  that  could  lead  to  damage  or  failure  and  no
other  measures  are  applicable  for  the  same  purpose  which  do  not  reduce  the
effectiveness of the emission control system;

the device operates only when needed during engine starting and/or warming-
up  and  no  other  measures  are  applicable  for  the  same  purpose  which  do  not
reduce the effectiveness of the emission control system.

Figure 1

Specific definitions of the test cycles

(cid:1) 2001/27/EC Art. 1 and Annex,
point 2 (adapted)

2.29. (cid:2) 2.28. (cid:3) ‘auxiliary control device’ means a system, function or control strategy
installed  to  an  engine  or  on  a  vehicle,  that  is  used  to  protect  the  engine  and/or  its
ancillary  equipment  against  operating  conditions  that  could  result  in  damage  or
failure, or is used to facilitate engine starting. An auxiliary control device may also
be a strategy or measure that has been satisfactorily demonstrated not to be a defeat
device;

44

2.30. (cid:2) 2.29 (cid:3) ‘irrational  emission  control  strategy’  means  any  strategy  or  measure
that,  when  the  vehicle  is  operated  under  normal  conditions  of  use,  reduces  the
effectiveness  of  the  emission  control  system  to  a  level  below  that  expected  on  the
applicable emission test procedures.

(cid:1) 1999/96/EC Art. 1(3) and
Annex (adapted)
(cid:7)1 2001/27/EC Art. 1 and Annex,
point 3

(cid:3)1 2.31 (cid:1) 2.30 (cid:2) (cid:4) Symbols and abbreviations

(cid:3)1 2.31.1 (cid:1) 2.30.1 (cid:2) (cid:4) 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

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

Laboratory atmospheric factor

Bessel filter cut-off frequency

Fuel specific factor for the calculation of wet concentration for 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

45

GEDFW

GEXHW

GFUEL

GTOTW

H

HREF

Ha

Hd

kg/h

kg/h

kg/h

kg/h

Equivalent diluted exhaust gas mass flow rate on wet basis

Exhaust gas mass flow rate on wet basis

Fuel mass flow rate

Diluted exhaust gas mass flow rate on wet basis

MJ/m3

Calorific value

g/kg

g/kg

g/kg

Reference value of absolute humidity (10,71g/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

—

—

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

Effective optical path length

Slope of PDP calibration function

g/h or g

Subscript denoting emissions mass flow (rate)

kg

mg

mg

mg

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

46

Mf,b

MSAM

MSEC

MTOTW

MTOTW,i

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

mg

Particulate sample mass collected on back-up filter

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

kg

kg

kg

%

—

—

min−1

s−1

min−1

min−1

min−1

kPa

kPa

kPa

kPa

kPa

kPa

kW

kW

kW

kW

—

m3/s

—

—

Mass of secondary dilution air

Total CVS mass over the cycle on wet basis

Instantaneous CVS mass on wet basis

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

47

Ra

Rd

Rf

ρ

S

S i

Sλ

T

Ta

t

te

tf

tp

∆t

∆ti

τ

V0

W

Wact

Wref

WF

WFE

X0

Yi

%

%

—

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

%

m3/rev

—

kWh

kWh

—

—

m3/rev

m−1

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 (= 1/sampling rate)

Time interval for instantaneous CFV flow

Smoke transmittance

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

48

2.31.2. (cid:1) 2.30.2 (cid:2) .

Symbols for chemical components

(cid:1) 2001/27/EC Art. 1 and Annex,
point 3 (adapted)

CH4

C2H6

Methane

Ethane

C2H5OH

Ethanol

C3H8

CO

DOP

CO2

HC

Propane

Carbon monoxide

Di-octylphtalate

Carbon dioxide

Hydrocarbons

NMHC

Non-methane hydrocarbons

NOx

NO

NO2

PT

Oxides of nitrogen

Nitric oxide

Nitrogen dioxide

Particulates.

(cid:3)1 2.31.3 (cid:1) 2.30.3. (cid:2) (cid:4) Abbreviations

CFV

CLD

ELR

ESC

ETC

FID

Critical flow venturi

Chemiluminescent detector

European load response test

European steady state cycle

European transient cycle

Flame ionisation detector

49

(cid:1) 1999/96/EC Art. 1(3) and
Annex (adapted)
(cid:7)1 2001/27/EC Art. 1 and Annex,
point 3

GC

Gas chromatograph

HCLD

Heated chemiluminescent detector

HFID

Heated flame ionisation detector

LPG

Liquefied petroleum gas

NDIR

Non-dispersive infrared analyser

NG

Natural gas

NMC

Non-methane cutter

APPLICATION FOR EC TYPE-APPROVAL

Application for EC Type-Approval for a Type of Engine or Engine Family as a
Separate Technical Unit

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.

3.1.

3.1.1.

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 Articles 3 and 4 of Directive 70/156/EEC.

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.

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.

3.2.2.

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

3.2.2.1. A  description  of  the  vehicle  type,  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,

50

3.3.

3.3.1.

Application  for  EC  Type-Approval  for  a  Vehicle  Type  with  an  Approved
Engine

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.

3.3.2.

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

3.3.2.1. 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.

(cid:1) 2001/27/EC Art. 1 and Annex,
point 4

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 types of fuel, high calorific fuel (H-gas) and low calorific fuel
(L-gas), but with a significant spread within both ranges; they differ significantly in
their energy  content  expressed  by  the  Wobbe  Index  and  in  their  λ-shift  factor  (Sλ).
The  formulae  for  the  calculation  of  the  Wobbe  index  and  Sλ  are  given  in  sections
2.25  and  2.26.  Natural  gases  with  a  λ-shift  factor  between  0,89  and  1,08
(0,89 ≤ Sλ ≤ 1,08)  are  considered  to  belong  to  H-range,  while  natural  gases  with  a
λ-shift  factor  between  1,08  and  1,19  (1,08 ≤ Sλ ≤ 1,19)  are  considered  to  belong  to
L-range. The composition of the reference fuels reflects the extreme variations of Sλ.

The parent engine shall meet the requirements of this Directive on the reference fuels
GR (fuel 1) and G25 (fuel 2), 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.

4.1.2.1. On the manufacturer's request the engine may be tested on a third fuel (fuel 3) if the
λ-shift  factor  (Sλ)  lies  between  0,89  (i.e.  the  lower  range  of  GR)  and  1,19  (i.e.  the

51

4.1.3.

upper range of G25), for example when fuel 3 is a market fuel. The results of this test
may be used as a basis for the evaluation of the conformity of the production.

In the case of an engine fuelled with natural gas which is self-adaptive for the range
of H-gases on the one hand and the range of  L-gases on the other hand, and which
switches  between  the  H-range  and  the  L-range  by  means  of  a  switch,  the  parent
engine shall be tested on the relevant reference fuel as specified in Annex IV for each
range, at each position of the switch. The fuels are GR (fuel 1) and G23 (fuel 3) for the
H-range  of  gases  and  G25  (fuel  2)  and  G23  (fuel  3)  for  the  L-range  of  gases.  The
parent engine shall meet  the  requirements  of  this  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. At the manufacturer's request the engine may be tested on a third fuel instead of G23
(fuel 3) if the  λ-shift factor  (Sλ)  lies  between  0,89  (i.e.  the  lower  range  of  GR)  and
1,19  (i.e.  the  upper  range  of  G25),  for  example  when  fuel  3  is  a  market  fuel.  The
results of this test may be used as a basis for the evaluation of the conformity of the
production.

4.1.4.

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

or,

and,

r (cid:1)

(cid:1)

ra

(cid:1)

rb

emission 
emission 

result 
result 

on 
on 

reference
reference

fuel
fuel

2 
1

emission 
emission 

result 
result 

on 
on 

reference
reference

emission 
emission 

result 
result 

on 
on 

reference
reference

fuel
fuel

2 
3

fuel
fuel

1 
3

4.1.5.

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. 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.

4.1.5.1. The ratio of emission results “r” shall be determined for each pollutant as follows:

r (cid:1)

emission 
emission 

result 
result 

on 
on 

reference
reference

fuel
B 
Afuel

52

 
 
 
 
4.2.

Granting of a fuel range restricted EC type-approval

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  relevant  reference  fuel,  as  specified  in
Annex IV, for the relevant range. The fuels are GR (fuel 1) and G23 (fuel 3) for the
H-range  of  gases  and  G25  (fuel  2)  and  G23  (fuel  3)  for  the  L-range  of  gases.  The
parent engine shall meet the requirements of this Directive 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.

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

4.2.1.2. The ratio of emission results “r” shall be determined for each pollutant as follows:

or,

and,

r (cid:1)

(cid:1)

ra

(cid:1)

rb

emission 
emission 

result 
result 

on 
on 

reference
reference

fuel
fuel

2 
1

emission 
emission 

result 
result 

on 
on 

reference
reference

emission 
emission 

result 
result 

on 
on 

reference
reference

fuel
fuel

2 
3

fuel
fuel

1 
3

4.2.1.3. On 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  GR
and G25 in the case of natural gas, or the reference fuels A and B in the case of LPG,
as  specified  in  Annex  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.

53

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

4.2.2.3. On 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 technical service determines
that,  with  regard  to  the  selected  parent  engine  the  submitted  application  does  not
fully represent the engine family defined in Annex I, Apppendix 1, an alternative and
if  necessary  an  additional  reference  test  engine  may  be  selected  by  the  technical
service 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.

(cid:1) 1999/96/EC Art. 1(3) and
Annex

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.

5

the EC type-approval number preceded by the distinctive letter(s) or number(s) of the
country granting EC type-approval5;

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

1 = Germany, 2 = France, 3 = Italy, 4 = Netherlands, 5 = Sweden, 6 = Belgium, 9 = Spain, 11 = United
Kingdom, 12 = Austria, 13 = Luxembourg, 16 = Norway, 17 = Finland, 18 = Denmark, 21 = Portugal,
23 = Greece, FL = Liechtenstein, IS = Iceland, IRL = Ireland.

54

                                                
– 

– 

– 

– 

– 

– 

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. Content

The following information must be given:

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

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 IV 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.

Note:

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

5.1.5.2. Properties

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

55

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. Placing

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.

In  case  of  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 placed close to fuel filling
aperture.

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.

5.2.

5.3.

6.

SPECIFICATIONS AND TESTS

(cid:1) 2001/27/EC Art. 1 and Annex,
point 5
Corrigendum, OJ L 266,
6.10.2001, p. 15

6.1.

General

6.1.1.

Emission control equipment

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

6.1.2.

Functions of emission control equipment

6.1.2.1. The use of a defeat device and/or an irrational emission control strategy is forbidden.

6.1.2.2. An auxiliary control device may be installed to an engine, or on a vehicle, provided

that the device:

– 

– 

operates only outside the conditions specified in paragraph 6.1.2.4, or

is  activated  only  temporarily  under  the  conditions  specified  in  paragraph
6.1.2.4  for  such  purposes  as  engine  damage  protection,  air-handling  device
protection6, smoke management7, cold start or warming-up, or

6

7

To be subject to further evaluation by the Commission before 31 December 2001.
To be subject to further evaluation by the Commission before 31 December 2001.

56

                                                
– 

is  activated  only  by  on-board  signals  for  purposes  such  as  operational  safety
and limp-home strategies.

6.1.2.3. An  engine  control  device,  function,  system  or  measure  that  operates  during  the
conditions specified in section 6.1.2.4 and which results in the use of a different or
modified  engine  control  strategy  to  that  normally  employed  during  the  applicable
emission  test  cycles  will  be  permitted  if,  in  complying  with  the  requirements  of
sections 6.1.3 and/or 6.1.4, it is fully demonstrated that the measure does not reduce
the effectiveness of the emission control system. In all other cases, such devices shall
be considered to be a defeat device.

6.1.2.4. For the purposes of point 6.1.2.2, the defined conditions of use under steady state and

transient conditions8 are:

– 

– 

– 

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

an ambient temperature within the range 283 to 303 K (10 to 30 °C),

engine coolant temperature within the range 343 to 368 K (70 to 95 °C).

6.1.3.

Special requirements for electronic emission control systems

6.1.3.1. Documentation requirements

The  manufacturer  shall  provide  a  documentation  package  that  gives  access  to  the
basic design of the system and the means by which  it  controls  its  output  variables,
whether that control is direct or indirect.

The documentation shall be made available in two parts:

(a)

the  formal  documentation  package,  which  shall  be  supplied  to  the  technical
service at the time of submission of the type-approval application, shall include
a  full  description  of  the  system.  This  documentation  may  be  brief,  provided
that  it  exhibits  evidence  that  all  outputs  permitted  by  a  matrix  obtained  from
the  range  of  control  of  the  individual  unit  inputs  have  been  indentified.  This
information  shall  be  attached  to  the  documentation  required  in  Annex  I,
section 3;

(b)

additional  material  that  shows  the  parameters  that  are  modified  by  any
auxiliary  control  device  and  the  boundary  conditions  under  which  the  device
operates. The additional material shall include a description of the fuel system
control logic, timing strategies and switch points during all modes of operation.

The  additional  material  shall  also  contain  a  justification  for  the  use  of  any
auxiliary  control  device  and  include  additional  material  and  test  data  to
demonstrate  the  effect  on  exhaust  emissions  of  any  auxiliary  control  device
installed to the engine or on the vehicle.

8

To be subject to further evaluation by the Commission before 31 December 2001.

57

                                                
This additional material shall remain strictly confidential and be retained by the
manufacturer, but be made open for inspection at the time of type-approval or
at any time during the validity of the type-approval.

6.1.4.

To verify whether any strategy or measure should be considered a defeat device or an
irrational emission control strategy according to the definitions given in sections 2.28
and  2.30,  the  type-approval  authority  and/or  the  technical  service  may  additionally
request a NOx screening test using the ETC which may be carried out in combination
with  either  the  type-approval  test  or  the  procedures  for  checking  the  conformity  of
production

6.1.4.1. As  an  alternative  to  the  requirements  of  Appendix  4  to  Annex  III  to  Directive
88/77/EEC,  the  emissions  of  NOx  during  the  ETC  screening  test  may  be  sampled
using the raw exhaust gas and the technical prescriptions of  ISO DIS  16183,  dated
15 October 2000, shall be followed.

6.1.4.2. In verifying whether any strategy or measure should be considered a defeat device or
an  irrational  emission  control  strategy  according  to  the  definitions  given  in
sections 2.28 and 2.30, an additional margin of 10%, related to the appropriate NOx
limit value, shall be accepted.

6.1.5.

Transitional provisions for extension of type-approval

6.1.5.1. This section shall only be  applicable to new  compression-ignition engines and new
vehicles propelled by a compression-ignition engine that have been type-approved to
the  requirements  of  row  A  of  the  tables  in  section  6.2.1  of  Annex  I  to
Directive 88/77/EEC.

6.1.5.2. As  an  alternative  to  sections  6.1.3  and  6.1.4,  the  manufacturer  may  present  to  the
technical  service  the  results  of  a  NOx  screening  test  using  the  ETC  on  the  engine
conforming  to  the  characteristics  of  the  parent  engine  described  in  Annex  II,  and
taking into account the provisions of sections 6.1.4.1 and 6.1.4.2. The manufacturer
shall  also  provide  a  written  statement  that  the  engine  does  not  employ  any  defeat
device or irrational emission control strategy as defined in section 2 of this Annex.

6.1.5.3. The manufacturer shall also provide a  written statement that the results of the NOx
screening  test  and  the  declaration  for  the  parent  engine,  as  referred  to  in
section 6.1.4,  are  also  applicable  to  all  engine  types  within  the  engine  family
described in Annex II.

(cid:1) 1999/96/EC Art. 1(3) and
Annex (adapted)

6.2.

Specifications  Concerning  the  Emission  of  Gaseous  and  Particulate  Pollutants
and Smoke

For  type  approval  to  row  A  of  the  tables  in  section  6.2.1,  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/or  oxidation  catalysts.  Diesel  engines  fitted  with  advanced  exhaust

58

aftertreatment  systems  including  the  NOx  catalysts  and/or  particulate  traps,  shall
additionally be tested on the ETC test.

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

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

The ESC and ELR test procedures are described in Annex 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.

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 7 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

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

59

Table 1

Limit values — ESC and ELR tests

Row

Mass of carbon
monoxide

Mass of
hydrocarbons

Mass of
nitrogen oxides

Mass of
particulates

(CO) g/kWh

(HC) g/kWh

(NOx) g/kWh

(PT) g/kWh

A (2000)

B1 (2005)

B2 (2008)

C (EEV)

2,1

1,5

1,5

1,5

0,66

0,46

0,46

0,25

5,0

3,5

2,0

2,0

0,10

0,131

0,02

0,02

0,02

Smoke

m−1

0,8

0,5

0,5

0,15

1

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

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 — ETC tests1

Row

Mass of
carbon
monoxide

Mass of non-
methane
hydrocarbons

(CO) g/kWh

(NMHC) g/kWh

Mass of
methane

(CH4)1
g/kWh

Mass of
nitrogen
oxides

(NOx)
g/kWh

A
(2000)

B1
(2005)

B2
(2008)

C
(EEV)

5,45

4,0

4,0

3,0

0,78

0,55

0,55

0,40

1,6

1,1

1,1

0,65

5,0

3,5

2,0

2,0

Mass of
particulates (PT)

(PT)2 g/kWh

0,16

0,213

0,03

0,03

0,02

1

1

2

3

The conditions for verifying the acceptability of the ETC tests (see Annex III, Appendix 2, section 3.9)
when measuring the emissions of gas fuelled engines against the limit values applicable in row A shall
be re-examined and, where necessary, modified in accordance with the procedure laid down in Article
13 of Directive 70/156/EEC.
For NG engines only.
Not applicable for gas fuelled engines at stage A and stages B1 and B2.
For engines having a swept volume of less than 0,75 dm3 per cylinder and a rated power speed of more
than 3 000 min-1.

60

6.2.2. Hydrocarbon measurement for diesel and gas fuelled engines

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

6.2.3.

Specific requirements for diesel engines

6.2.3.1. 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 per cent the
values  interpolated  from  the  adjacent  test  modes  (reference  Annex  III,  Appendix  1
sections 4.6.2 and 4.6.3).

6.2.3.2. 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  per  cent,  or  by  more
than 5 per cent of the limit value, whichever is greater.

7.

7.1.

7.1.1.

7.1.2.

7.1.3.

7.1.4.

INSTALLATION ON THE VEHICLE

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

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

exhaust back pressure shall not exceed 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;

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

to  ensure 

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. Combustion cycle:

– 

2 cycle

61

– 

4 cycle

8.1.2. Cooling medium:

– 

– 

– 

air

water

oil

8.1.3.

For gas engines and engines with aftertreatment

– 

Number of cylinders

(other diesel 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.

Individual cylinder displacement:

– 

engines to be within a total spread of 15 %

8.1.5. Method of air aspiration:

– 

– 

– 

naturally aspirated

pressure charged

pressure charged with charge air cooler

8.1.6. Combustion chamber type/design:

– 

– 

– 

pre-chamber

swirl chamber

open chamber

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

– 

– 

– 

cylinder head

cylinder wall

crankcase

8.1.8.

Fuel injection system (diesel engines):

– 

– 

– 

– 

pump-line-injector

in-line pump

distributor pump

single element

62

– 

unit injector

8.1.9.

Fuelling system (gas engines):

– 

– 

– 

mixing unit

gas induction/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

secondary air injection

charge cooling system

8.1.12. Exhaust aftertreatment:

– 

– 

– 

– 

– 

3-way-catalyst

oxidation catalyst

reduction catalyst

thermal reactor

particulate trap

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.

63

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 rated 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.  Engines  that  are  subject  to  testing
only on the ESC and ELR tests or only on the ETC test for type approval to row A of
the  tables  in  section  6.2.1  are  subject  to  those  applicable  tests  for  the  checking  of
production  conformity.  With  the  agreement  of  the  authority,  all  other  engines  type
approved  to  row  A,  B1  or  B2,  or  C  of  the  tables  in  section  6.2.1  are  subjected  to
testing either on the ESC and ELR cycles or on the ETC cycle for the checking of the
production conformity. The limit values are given in 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

64

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.

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 measured 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

65

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  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.

(cid:1) 2001/27/EC Art. 1 and Annex,
point 6

9.1.1.2.4. For NG fuelled engines, all these tests may be conducted with commercial fuel in

the following way:

– 

– 

– 

for  H  marked  engines  with  a  commercial  fuel  within 
(0,89 ≤ Sλ ≤ 1,00),

the  H-range

for  L  marked  engines  with  a  commercial  fuel  within 
(1,00 ≤ Sλ ≤ 1,19),

the  L-range

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

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.

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

66

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.

(cid:1) 1999/96/EC Art. 1(3) and
Annex

Figure 2

Schematic of production conformity testing

67

Appendix 1

PROCEDURE FOR PRODUCTION CONFORMITY TESTING WHEN STANDARD
DEVIATION IS SATISFACTORY

1.

2.

3.

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.

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%).

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:

1
s

n

(cid:1)

(cid:1)
1i

(cid:1)

(L

i)x

5.

Then:

– 

– 

– 

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.

68

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

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

69

− 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

26

27

28

29

30

31

32

1,809

1,743

1,677

1,611

1,545

1,479

− 2,112

− 6,241

− 6,307

− 6,373

− 6,439

− 6,505

− 6,571

− 2,112

70

Appendix 2

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

1.

2.

3.

4.

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

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 %).

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
respectively (m0 = 3 and m = 32) and let n denote the current sample number.

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

d

i

(cid:2)

x

i

(cid:1)

L

(cid:1)

d

n

1
n

n

(cid:1)

(cid:1)
1i

d

i

v

2
n

(cid:2)

(cid:1)
d

i

1
n

n

(cid:1)

(cid:1)
1i

(cid:2)2

(cid:1)

d

n

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  and  shall  be  used  to  determine

whether  the  series  has  passed  or  failed  as  follows: 
determine whether the series has passed or failed as follows:

n/vd

n

  and  shall  be  used  to

For m0 ≤ n ≤ m:

– 

– 

– 

pass the series if 

/vd
n

n

(cid:1)

A

,
n

fail the series if 

/vd
n

n

(cid:1)

B

,
n

take another measurement if 

(cid:1)

A

n

/vd
n

n

(cid:1)

B

n

.

6.

Remarks

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

71

(cid:9)

d

n

(cid:7)
(cid:5)
(cid:6)

(cid:8)

1

1
n

(cid:4)
(cid:2)
d 
(cid:3)

(cid:1)

(cid:1)
1n

1
n

d

n

(cid:9)

v

2
n

(cid:8)
(cid:6)
(cid:7)

(cid:1)

1

(cid:5)
(cid:3)
 v
(cid:4)

1
n

2
(cid:1)
1n

(cid:2)

(cid:1)
d

(cid:2)

2

(cid:1)
d
n
n
(cid:1)
1n
(cid:2)0

(cid:2)

 v;d
1
1

(cid:1)
n

(cid:2)

 2,

3,...;

d 

(cid:2)

1

72

Table 4

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

− 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

73

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

26

27

28

29

30

31

32

− 0,15550

− 0,12483

− 0,09354

− 0,06159

− 0,02892

− 0,00449

− 0,03876

0,16328

0,13880

0,11603

0,09480

0,07493

0,05629

0,03876

74

1.

2.

3.

4.

5.

Appendix 3

PROCEDURE FOR PRODUCTION CONFORMITY TESTING AT
MANUFACTURER'S REQUEST

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

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%).

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

n

 = the limit value for the pollutant,

 = the value of the measurement for the i-th engine of the sample,

 = the current sample number.

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

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.

75

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

76

ANNEX II

INFORMATION DOCUMENT No [...]

IN ACCORDANCE WITH ANNEX l 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 compression-ignition engines for use in vehicles, and the emission of gaseous
pollutants from positive-ignition engines fuelled with natural gas or liquefied petroleum gas
for use in vehicles

(DIRECTIVE 88/77/EEC as last amended by Directive 2001/27/EC)

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

0.

0.l.

0.2.

0.3.

0.4.

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): ......................................................................

0.5

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

(cid:1) 2001/27/EC Art. 1 and Annex,
point 7

(cid:1) 1999/96/EC Art. 1 and Annex

0.6.

0.7.

0.8.

0.9.

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

1.

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

(1)

Delete as appropriate.

77

                                                
2.

3.

4.

5.

6.

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.

Date, File

78

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.

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)

1.14.

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

(cid:1) 2001/27/EC Art. 1 and Annex, point 7

(1)

(2)

(3)

In  the  case  of  non-conventional  engines  and  systems,  particulars  equivalent  to  those  referred  to  here  shall  be
supplied by the manufacturer.
Strike out what does not apply.
Specify the tolerance.

79

                                                
1.15.

Cooling system

1.15.1.

Liquid

(cid:1) 1999/96/EC Art. 1 and Annex

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.

Air

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:.................................................................................

1.16.3.

1.16.4.

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

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

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(2)

(2)

Strike out what does not apply.

80

                                                
1.17.1.

1.17.2.

1.17.3.

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

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

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

1.17.4.

Intercooler: yes/no(2)

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(4), as last
amended by Directive 97/21/EC(5):
.............................................................................................................................. 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 (4), as last
amended by Directive 97/21/EC (5):
.............................................................................................................................. kPa

Exhaust system volume: ....................................................................................... dm³

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(2)

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:...........................................................................

2.2.1.7.

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

(4)

(5)

(2)

OJ L 375, 31.12.1980, p. 46.
OJ L 125, 16.05.1997, p. 31.
Strike out what does not apply.

81

                                                
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 (2)

2.2.2.1.

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

2.2.2.2.

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

2.2.2.3.

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

2.2.3.

Air injection: yes/no(2)

2.2.3.1.

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

2.2.4.

EGR: yes/no(2)

2.2.4.1.

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

2.2.5.

Particulate trap: yes/no (2):

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 (2)

2.2.6.1.

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

3.

3.1.

Fuel feed

Diesel engines

3.1.1.

Feed pump

Pressure (3): ................................kPa or characteristic diagram (2): ......................

3.1.2.

Injection system

3.1.2.1.

Pump

(2)

Strike out what does not apply.

82

                                                
3.1.2.1.1.

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

3.1.2.1.2.

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

3.1.2.1.3.

Delivery: ........................ mm³(3) per stroke at engine speed of............................. rpm at
full injection, or characteristic diagram(2)(3)..........................................................

Mention the method used: On engine/on pump bench (2)

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(3):....................................................................................

3.1.2.1.4.2.

Static injection timing(3): ......................................................................................

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(3)

or characteristic diagram(2)(3): ...............................................................................

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.

Cold start system

3.1.3.1.

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

(3)

(3)

(2)

Specify the tolerance.
Specify the tolerance.
Strike out what does not apply.

83

                                                
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(6)

Fuel: Natural gas/LPG(2)

Pressure regulator(s) or vaporiser/pressure regulator(s)(3)

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 1999/96/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 1999/96/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: ......................................................................................

(6)

(2)

(3)

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

84

                                                
3.2.4.6.

Certification number according to Directive 1999/96/EC:+ ................................

3.2.5.

Inlet manifold injection

3.2.5.1.

3.2.5.2.

Injection: single point/multipoint(2)

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

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 1999/96/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 1999/96/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 1999/96/EC:...................................

3.2.6.

Direct injection

3.2.6.1.

Injection pump / pressure regulator(2)

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 1999/96/EC:...................................

3.2.6.2.

Injector(s)

3.2.6.2.1.

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

3.2.6.2.2.

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

(2)

Strike out what does not apply.

85

                                                
3.2.6.2.3.

Opening pressure or characteristic diagram(3): .....................................................

3.2.6.2.4.

Certification number according to Directive 1999/96/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.

3.2.8.1.

NG fuel-specific equipment

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

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.

(3)

(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(2): .......................................................................

Ignition system (spark ignition engines only)

Specify the tolerance.
Strike out what does not apply.

86

                                                
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.

6.

Ignition  system  type:common  coil  and  plugs/individual  coil  and  plugs/coil  on
plug/other (specify)(2)

Ignition control unit

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

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

Ignition advance curve / advance map) (2) (3): .......................................................

Ignition timing(3): .......................degrees before TDC at a speed of..................... rpm
and a MAP of.............................Pa

Spark plugs

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

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

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

Ignition coil(s)

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

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

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(4),  as  last  amended  by  Directive  97/21/EC(5),  Annex  I,
section 5.1.1.

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).

(2)

(3)

(4)

(5)

Strike out what does not apply.
Specify the tolerance.
OJ L 375, 31.12.1980, p. 46.
OJ L 125, 16.05.1997, p. 31.

87

                                                
7.

7.1.

7.1.1.

7.1.2.

Additional information on test conditions

Lubricant used

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

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.

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

Power absorbed at various indicated engine speeds:

7.2.1.

7.2.2.

 Equipment

 Power absorbed (kW) at various engine speeds

 Idle

 Low
Speed

 High
Speed

 Speed A
(1)

 Speed B
(1)

 Speed C
(1)

 Ref.
Speed
(2)

 P(a)

 Auxiliaries
for
needed 
the
operating 
engine 
(to  be
subtracted  from
measured
engine  power)
see section 6.1.

 P(b)

 Auxiliaries  not
for
needed 
the
operating 
(to  be
engine 
to
added 
measured
engine  power)
see section 6.2.

(1)

(2)

ESC test.
ETC test only.

88

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
8.

8.1.

Engine performance

Engine speeds(7)

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 
80/1269/EEC(4), as last amended by Directive 97/21/EC(5) in kW

in  accordance  with 

(measured 

the  provisions  of  Directive

 Engine Speed

 Idle

 Speed A
(1)

 Speed B
(1)

 Speed C
(1)

 Ref.
Speed (2)

 0

 0

 0

 0

 0

 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)

(7)

(4)

(5)

Specify the tolerance; to be within (cid:1) 3% of the values declared by the manufacturer.
OJ L 375, 31.12.1980, p. 46.
OJ L 125, 16.05.1997, p. 31.

89

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
                                                
 0

 0

 0

 0

 0

- 

- 

if fitted

if not fitted

 P(n)

 Net engine power

 = P(m)-P(a)+P(b)

(1) ESC test.

(2) ETC test only.

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 the above formula.

8.3.1.

ESC and ELR Tests

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

 Percent Load

 Engine Speed

 Idle

 Speed A

 Speed B

 Speed C

 10

 25

 50

 75

 100

 ---

 ---

 ---

 ---

8.3.2.

ETC Test

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.

90

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
Appendix 2

ESSENTIAL CHARACTERISTICS OF THE ENGINE FAMILY

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.

1.1.

1.2.

1.3.

1.4.

1.5.

1.6.

1.7.

1.8.

1.9.

1.10.

Miscellaneous features:

– 

– 

– 

– 

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

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

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

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

1.11.

Exhaust aftertreatment (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

(1)

If not applicable, mark n.a.

91

                                                
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)

100

2.2.

2.2.1.

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

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)

Spark timing

EGR flow

100

92

Air pump yes/no

Air pump actual flow

__________________________________

(1)

If not applicable, mark n.a.

93

Appendix 3

ESSENTIAL CHARACTERISTICS OF THE ENGINE TYPE WITHIN

THE FAMILY(1)

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)

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.

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

(cid:1) 2001/27/EC Art. 1 and Annex, point 7

(1)

(2)

(3)

To be submitted for each engine of the family.
Strike out what does not apply.
Specify the tolerance.

94

                                                
1.15.

Cooling system

1.15.1.

Liquid

(cid:1) 1999/96/EC Art. 1 and Annex

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.

Air

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

1.16.3.

1.16.4.

Maximum temperature of the air at 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(2)

(2)

Strike out what does not apply.

95

                                                
1.17.1.

1.17.2.

1.17.3.

1.17.4.

1.18.

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

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

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

Intercooler: yes/no(2)

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(4),  as  last
amended by Directive 97/21/EC(5): ...................................................................... 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(4), as last
amended by Directive 97/21/EC(5):
.............................................................................................................................. kPa

Exhaust system volume: ....................................................................................... dm³

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.

2.2.

2.2.1.

Catalytic converter: yes/no(2)

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:...........................................................................

2.2.1.7.

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

2.2.1.8.

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

(4)

(5)

(2)

OJ L 375, 31.12.1980, p.46.
OJ L 125, 16.05.1997, p.31.
Strike out what does not apply.

96

                                                
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(2)

2.2.2.1.

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

2.2.2.2.

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

2.2.2.3.

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

2.2.3.

Air injection: yes/no(2)

2.2.3.1.

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

2.2.4.

EGR: yes/no (2)

2.2.4.1.

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

2.2.5.

Particulate trap: yes/no(2): .....................................................................................

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(2)

2.2.6.1.

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

3.

3.1.

Fuel feed

Diesel engines

3.1.1.

Feed pump

Pressure(3): .................................kPa or characteristic diagram(2): .......................

3.1.2.

Injection system

3.1.2.1.

Pump

(2)

(3)

Strike out what does not apply.
Specify the tolerance.

97

                                                
3.1.2.1.1.

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

3.1.2.1.2.

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

3.1.2.1.3.

Delivery: .................mm³(3) per stroke at engine speed of.................................... rpm at
full injection, or characteristic diagram(2)(3):.........................................................

Mention the method used: On engine/on pump bench(2)

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(3):....................................................................................

3.1.2.1.4.2.

Static injection timing(3): ......................................................................................

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(3) or characteristic diagram(2)(3):

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.

Cold start system

3.1.3.1.

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

3.1.3.2.

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

(3)

(2)

Specify the tolerance.
Strike out what does not apply.

98

                                                
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(6)

Fuel: Natural gas/LPG(2)

Pressure regulator(s) or vaporiser/pressure regulator(s) (3)

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 1999/96/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 1999/96/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 1999/96/EC:...................................

(6)

(3)

(2)

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

99

                                                
3.2.5.

Inlet manifold injection

3.2.5.1.

3.2.5.2.

Injection: single point/multipoint(2)

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

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 1999/96/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 1999/96/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 1999/96/EC:...................................

3.2.6.

Direct injection

3.2.6.1.

Injection pump / pressure regulator(2)

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 1999/96/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(3): .....................................................

(2)

Strike out what does not apply

100

                                                
3.2.6.2.4.

Certification number according to Directive 1999/96/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

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

4.

4.1.

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

Valve timing

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

(3)

Specify the tolerance

101

                                                                                                                                                                    
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.

Reference and/or setting ranges(2): .......................................................................

Ignition system (spark ignition engines only)

Ignition  system  type:  common  coil  and  plugs/individual  coil  and  plugs/coil  on
plug/other (specify)(2)

Ignition control unit

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

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

Ignition advance curve / advance map(2)(3): ..........................................................

Ignition timing (3): ................. 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):.................................................................................................................

(2)

(3)

Strike out what does not apply
Specify the tolerance

102

                                                
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 97/21/EC(2), Annex I, section 5.1.1.

Equipment

Power absorbed (kW) at various engine speeds

Idle

Low
Speed

High
Speed

Speed
A (3)

Speed
B (3)

Speed
C (3)

Ref.
Speed
(4)

P(a)

Auxiliaries
for
needed 
the
operating 
be
engine 
subtracted 
from
measured  engine
power)

(to 

See  Appendix  1,
section 6.1.

(3)

(4)

ESC test.
ETC test only.

(1)

(2)

OJ L 375, 31.12.1980, p. 46.
OJ L 125, 16.05.1997, p. 31.

103

                                                
ANNEX III

TEST PROCEDURE

1.

1.1.

INTRODUCTION

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 Service1 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

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

104

                                                
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 Service2 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.

1.3.3.

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 buses, 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:

(cid:8)

F

0.7

(cid:6)
(cid:4)(cid:4)
(cid:5)

99
p

s

(cid:3)
(cid:7)(cid:1)(cid:1)
(cid:2)

(cid:6)
(cid:4)
(cid:5)

T
a
298

(cid:3)
(cid:1)
(cid:2)

Turbocharged engines with or without cooling of the intake air

(cid:8)

F

7.0

(cid:6)
(cid:4)(cid:4)
(cid:5)

(cid:3)
(cid:1)(cid:1)
(cid:2)

99
p

s

1.5

(cid:7)

(cid:6)
(cid:4)
(cid:5)

T
a
298

(cid:3)
(cid:1)
(cid:2)

(b)

for gas engines:

2

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

105

                                                
(cid:8)

F

0.6

1.2

(cid:6)
(cid:4)(cid:4)
(cid:5)

(cid:3)
(cid:1)(cid:1)
(cid:2)

99
p

s

(cid:7)

(cid:6)
(cid:4)
(cid:5)

T
a
298

(cid:3)
(cid:1)
(cid:2)

2.1.2.

Test Validity

For a test to be recognised as valid, the parameter F shall be such that:

2.2.

Engines with Charge Air Cooling

0,96 ≤ F ≤ 1,06

The  charge  air  temperature  shall  be  recorded  and  shall  be,  at  the  speed  of  the
declared  maximum  power  and  full  load,  within  ± 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  ± 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.

2.3.

Engine Air Intake System

An engine air intake system shall be used presenting an air intake restriction within
± 100 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
± 1 000 Pa  of  the  upper  limit  of  the  engine  operating  at  the  speed  of  declared
maximum power and full load and a volume within ± 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  aftertreatment  device,  the  exhaust  pipe
must have the same diameter as found in-use for at least 4 pipe diameters upstream to
the  inlet  of  the  beginning  of  the  expansion  section  containing  the  aftertreatment
device. The distance from the exhaust manifold flange or turbocharger outlet to the
exhaust  aftertreatment  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
aftertreatment  container  may  be  removed  during  dummy  tests  and  during  engine
mapping,  and  replaced  with  an  equivalent  container  having  an  inactive  catalyst
support.

106

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  ± 5 K
(38 °C ± 5 °C) at the inlet to the fuel supply.

For NG and LPG fuelled engines, the fuel temperature and measuring point shall be
within  the  limits  given  in  Annex  II,  Appendix  1,  section  1.16.5  or  in  Annex  II,
Appendix 3, section 1.16.5 in cases where the engine is not a parent engine.

2.8.

Testing of Exhaust Aftertreatment Systems

If  the  engine  is  equipped  with  an  exhaust  aftertreatment  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  (e.g.  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 judgement.

107

Appendix 1

ESC AND ELR TEST CYCLES

1.

1.1

ENGINE AND DYNAMOMETER SETTINGS

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)

b)

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.

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 1000 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 ± 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,

108

if  applicable,  shall  be  taken  into  account.  The  dynamometer  setting  for  each  test
mode shall be calculated using the formula:

s = P(n) * (L/100) if tested under net conditions

s = P(n) * (L/100) + (P(a) − P(b)) if not tested under net conditions

where:

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)

P(b)

 = power absorbed by auxiliaries to be fitted as indicated in Annex II, Appendix 1,
section 6.1

 = power absorbed by auxiliaries to be removed as indicated in Annex II,
Appendix 1, section 6.2

2.

ESC TEST RUN

At  the  manufacturers  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  warmed  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.  If  filtered  dilution  air  is  used,  one

109

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

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

110

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 ± 50 rpm and the specified torque shall be held to within ± 2% of the
maximum torque at the test speed.

At the manufacturers 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).

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

111

within  the  control  area,  selected  by  the  Technical  Service3.  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 exhaust
silencer  or  any  aftertreatment  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  to  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% ± 1,0 % opacity. With the light being prevented from reaching the receiver, the
readout shall be adjusted to 100,0% ± 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
the
stabilise 

the  engine  parameters  according 

the  recommendation  of 

to 

3

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

112

                                                
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 ± 2  s  after  the
preconditioning phase. At the manufacturers request,  a  dummy  test  may  be  run  for
additional conditioning before the measurement cycle.

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 Service4. The following sequence shall be
followed in dynamometer operation on the test engine, as shown in Figure 3.

Figure 3

Sequence of ELR Test

(a)

The  engine  shall  be  operated  at  engine  speed  A  and  10  per  cent  load  for
20 ± 2 s. The specified speed shall be held to within ± 20 rpm and the specified
torque shall be held to within ± 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 ± 1  s.  The  necessary
dynamometer load shall be applied to keep the engine speed within ± 150 rpm
during the first 3 s, and within ± 20 rpm during the rest of the segment.

(c)

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

4

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

113

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

speed B and 10 per cent load within 20 ± 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 ± 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 per cent within 20 ± 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 mean 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.

3.5.

Rechecking of the Opacimeter

The post-test opacimeter zero drift value shall not exceed ± 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.

114

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 (cid:1) conc (dry)

For the raw exhaust gas:

K

rW,

(cid:9)

(cid:7)
(cid:5)(cid:5)
(cid:6)

(cid:1)
F1
H

(cid:8)

and,

G
G

FUEL

AIR

(cid:4)
(cid:1)(cid:2)(cid:2)
(cid:3)

K

W,2

(cid:2)

F
FH

1

1.969
G
G

(cid:1)

FUEL

AIRW

For the diluted exhaust gas:

K

e,1W,

(cid:9)

(cid:1)

1

(cid:7)
(cid:5)
(cid:6)

HTCRAT

(cid:8)

 % CO
2

(wet)

200

(cid:4)
(cid:1)(cid:2)
(cid:3)

K

W1

or,

K

e,2W,

(cid:10)

(cid:6)
(cid:4)
(cid:4)
(cid:4)
(cid:4)
(cid:5)

(cid:8)

1

(cid:9)
K1
(cid:7)

HTCRAT

W1
 % CO
2

(dry)

200

(cid:3)
(cid:1)
(cid:1)
(cid:1)
(cid:1)
(cid:2)

For the dilution air

For the intake air (if different from the dilution air)

KW,d = 1 − KW1

KW,a = 1 − KW2

K

W1

(cid:3)

(cid:1)

1,608
(cid:2)

H
(1,608

1000

d
(cid:1)

)H
d

K

W2

(cid:3)

(cid:1)

1,608
(cid:2)

H
(1,608

1000

a
(cid:1)

)H
a

(cid:3)

H

d

p

where:

Ha, Hd

Rd, Ra

pd, pa

pB

6,220
(cid:2)

p

d

B

(cid:1)

(cid:1)

R

d

R

d

(cid:1)

(cid:1)

p

d
10

(cid:1)

2

(cid:3)

H

a

p

6,220
(cid:2)

p

a

B

(cid:1)

(cid:1)

R

R

a

a

(cid:1)

(cid:1)

p

a
10

(cid:1)

2

 = .g water per kg dry air

 = relative humidity of the dilution/intake air, %

 = saturation vapour pressure of the dilution/intake air, kPa

 = total barometric pressure, kPa

115

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:

K

DH,

(cid:4)

(cid:2)(cid:3)
(HA1

(cid:1)

a

1
10,71)

(cid:2)(cid:3)

(TB
a

(cid:1)

298)

 = 0,309 GFUEL/GAIRD − 0,0266

 = − 0,209 GFUEL/GAIRD + 0,00954

 = temperature of the air, K

 = humidity of the intake air, g water per kg dry air

(cid:3)

p

6,220
(cid:2)

p

a

B

(cid:1)

(cid:1)

R

R

a

a

(cid:1)

(cid:1)

p

a
10

(cid:1)

2

with:

A

B

Ta

Ha

Ha

in which.

Ra

pa

pB

 = relative humidity of the intake air, %

 = saturation vapour pressure of the intake air, kPa

 = 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 (cid:1) NOx conc (cid:1) KH,D (cid:1) GEXHW

(2) COx mass = 0,000966 (cid:1) COconc (cid:1) GEXHW

(3) HCmass = 0,000479 (cid:1) HCconc (cid:1) GEXHW

where  NOx  conc,  COconc,  HCconc
exhaust gas, as determined in section 4.1.

5  are  the  average  concentrations  (ppm)  in  the  raw

If, optionally, the gaseous emissions are determined with a full flow dilution system,
the following formulae shall be applied:

(1) NOx mass = 0,001587 (cid:1) NOx conc (cid:1) KH,D (cid:1) GTOTW

(2) COx mass = 0,000966 (cid:1) COconc (cid:1) GTOTW

5

Based on C1 equivalent.

116

 
                                                
(3) HCmass = 0,000479 (cid:1) HCconc (cid:1) GTOTW

6 are the average background corrected concentrations
where NOx conc, COconc, HCconc
(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:

NO

x

(cid:2)

CO

(cid:2)

HC

(cid:2)

(cid:1)

WF
i

WF
i

WF
i

(cid:1)
NO
(cid:1)

x 
P(n)

mass
(cid:1)

i

(cid:1)

(cid:1)
(cid:1)

CO

mass
(cid:1)

P(n)

i

WF
i

(cid:1)
(cid:1)

HC

mass
(cid:1)

P(n)

i

(cid:1)

WF
i

WF
i

The  weighting  factors  (WF)  used  in  the  above  calculation  are  according  to  section
2.7.1.

4.6.

Calculation of the Area Control Values

For  the  three  control  points  selected  according  to  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:

NO

x 

Zmass,

(cid:2)

0,001587

(cid:1)

NO

x 

conc,

Z

(cid:1)

K

DH,

(cid:1)

G

 WEXH

NO (cid:1)
Zx,

NO

Zmass,

x 
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(T) = nRT

6

Based on C1 equivalent.

117

                                                
Speed(S)

Per cent load(R)

Per cent load(T)

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:

(cid:4)

E

Z

and:

E

RS

(cid:3)

(E

TU

(cid:1)

(cid:2)
(M)E
M

RS
(cid:1)

RS

TU

M

(cid:1)

Z

)M
RS

ETU

ERS

E

T

(cid:3)

(E

(cid:4)

(cid:2)

(n

z

(cid:1)

n

)

RT

(cid:1)

U
n

)E
T
(cid:1)
n

SU

RT

E

R

(cid:3)

(E

S

(cid:1)

(cid:4)

(cid:2)

(n

z

(cid:1)

n

)

RT

)E
R
(cid:1)
n

n

SU

RT

MTU

M

T

(cid:3)

(M

(cid:4)

U
n

(cid:1)

)M
T
(cid:1)
n

(cid:2)

(n

z

(cid:1)

n

)

RT

RT

SU

MRS

M

R

(cid:4)

(cid:3)

(M

(cid:1)

)M
R
(cid:1)
n

(cid:2)

(n

z

(cid:1)

n

)

RT

RT

SU

S
n

where,

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

118

 
Figure 4

Interpolation of NOx Control Point

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:

NO

x 

diff

(cid:3)

100

(cid:1)

(cid:2)

E

z

NO

zx,
zE

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 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

119

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

G

EDF

 W,i

(cid:2)

G

EXH

 W,i

(cid:1)

q

i

G

(cid:3)

q

i

DIL

 W,i
G

(cid:2)

(cid:1)

r

(cid:1)
G

(cid:2)

EXH
(cid:1)

 W,i
r

EXH

 W,i

where r corresponds to the ratio of the cross sectional areas of the isokinetic probe
and the exhaust pipe:

R (cid:1)

A

p

A

T

5.2.2.

Systems with Measurement of CO2 or NOx Concentration

G

EDF

 W,i

(cid:2)

G

EXH

 W,i

(cid:1)

q

i

(cid:2)

q

i

(cid:1)
conc

conc

(cid:1)

(cid:1)

conc

conc

A,i

A,i

E,i

D,i

(cid:2)

where:

concE

concD

concA

 = wet concentration of the tracer gas in the raw exhaust

 = wet concentration of the tracer gas in the diluted exhaust

 = 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 Method7

G

EDF

 W,i

(cid:3)

where:

206,5

CO

 2

D,i

(cid:2)

G
(cid:1)

FUEL,i
CO

 2

A,i

7

The value is only valid for the reference fuel specified in Annex I.

120

                                                
CO2 D

 = CO2 concentration of the diluted exhaust

CO2 A

 = CO2 concentration of the dilution air

(concentrations in vol % on wet basis)

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:

G

EDF

 W,i

(cid:2)

G

EXH

 W,i

(cid:1)

q

i

and

(cid:3)

q

i

G

(cid:2)

G

206,5
(cid:2)

FUEL,i
(cid:1)

EXH

 W,i

CO

 2

D,i

CO

 2

A,i

5.2.4.

Systems with Flow Measurement

G

EDF

 W,
i

(cid:2)

G

EXH

 W,
i

(cid:1)

q

i

(cid:3)

q

i

G

5.3.

Full Flow Dilution System

G

TOT
(cid:1)

 W,i
G

TOT

 W,i

DIL

 W,i

The reported test results of the particulate emission shall be determined through the
following  steps.  All  calculations  shall  be  based  upon  the  average  values  of  the
individual modes during the sampling period.

G

EDF

 W,i

(cid:2)

G

TOT

 W,i

5.4.

Calculation of the Particulate Mass Flow Rate

The particulate mass flow rate shall be calculated as follows:

PT

mass

(cid:3)

M

f

M

SAM

(cid:1)

G
 WEDF
1000

where

 WEDFG

MSAM

i

(cid:3)

(cid:3)

(cid:1)
ni

(cid:1)

(cid:1)
1i

(cid:1)
1i

(cid:1)

(cid:1)
ni

G

EDF

 W,i

(cid:1)

WF
i

SAM,iM

1, … n

121

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:

PT

mass

(cid:15)

(cid:7)
(cid:5)
(cid:5)
(cid:6)

M

f

M

SAM

(cid:13)
(cid:11)
(cid:11)
(cid:12)

M
M

DIL

d

(cid:1)

(cid:13)
(cid:11)
(cid:11)
(cid:12)

(cid:1)
ni

(cid:1)

(cid:1)
1i

(cid:13)
(cid:11)(cid:11)
(cid:12)

(cid:14)

1

1
DF
i

(cid:10)
(cid:1)(cid:8)(cid:8)
(cid:9)

WF
i

(cid:10)
(cid:8)
(cid:8)
(cid:9)

(cid:10)
(cid:8)
(cid:8)
(cid:9)

(cid:4)
(cid:2)
(cid:2)
(cid:3)

(cid:1)

G
 WEDF
1000

If more than one measurement is made, 

d

M
M

DIL

 shall be replaced with 

M

d

M

DIL

.

(cid:3)

DF
i

(cid:1)
concCO

(cid:2)

2

13,4
(cid:1)
(cid:2)
concCO

concHC

(cid:2)

(cid:1)

10

(cid:2)4

(cid:1)

 for the individual modes

or,

DF (cid:1)
i

13,4
concCO

2

 for the individual modes.

5.5.

Calculation of the Specific Emission

The particulate emission shall be calculated in the following way:

PT

(cid:2)

(cid:1)

5.6.

Effective Weighting Factor

PT
P(n)

mass
(cid:1)

i

WF
i

The  effective  weighting  factor 
following way:

E,iWF

  for  each  mode  shall  be  calculated  in  the

WF

E,i

(cid:2)

M

M

SAM,i
(cid:1)

SAM

(cid:1)

G

 WEDF

G

EDF

 W,i

The value of the effective weighting factors shall be within ± 0,003 (± 0,005 for the
idle mode) of the weighting factors listed in section 2.7.1.

6.

CALCULATION OF THE SMOKE VALUES

6.1.

Bessel Algorithm

The  Bessel  algorithm  shall  be  used  to  compute  the  1  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,

122

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:

(cid:3)

t

F

(cid:2)

1

(t

2
p

(cid:1)

2
)t
e

where:

tp

te

 = physical response time, s

 = 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  is  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:

(cid:2)

f

c

π
(cid:1)

t

F

10

The Bessel constants E and K shall be calculated by the following equations:

(cid:3)

E

(cid:1)(cid:2)

Ω(1

(3

1
(cid:1)

2(cid:1)
)ΩDD)

(cid:2)

(cid:2)(cid:2)(cid:3)
(DE2K

(cid:2)

Ω

2

(cid:1)

1)

(cid:1)

1

where:

D

∆t

Ω

 = 0,618034

(cid:1)

1

sampling

rate

(cid:2)

(cid:1)
tan

(cid:1)
π

1
(cid:1)
(cid:1)
cf∆t

(cid:2)
(cid:2)

6.1.2. Calculation 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 (cid:1) (Si + 2 (cid:1) Si − 1 + Si − 2 − 4 (cid:1) Yi − 2) + K (cid:1) (Yi − 1 − Yi − 2)

where:

123

 
 
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  continued  until  the  actual
response time is within 1 % of the required response as follows:

6.2.

Data Evaluation

((t90 − t10) − tF) ≤ 0,01 (cid:1) tF

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 (τ) to the light absorption coefficient (k)
as follows:

(cid:10)(cid:3)

k

1
L

A

(cid:1)

(cid:9)
(cid:7)
1ln
(cid:8)

(cid:10)

N
100

(cid:6)
(cid:4)
(cid:5)

N = 100 − τ

 = light absorption coefficient, m-1

 = effective optical path length, as submitted by instrument manufacturer, m

 = opacity, %

 = transmittance, %

and

where:

k

LA

N

τ

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 (cid:1) (Si + 2 (cid:1) Si − 1 + Si − 2 − 4 (cid:1) Yi − 2) + K (cid:1) (Yi − 1 − Yi − 2)

124

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 may be assumed to be 0.

For each load step of the three speeds A, B and C, the maximum 1s 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:

SVA = (Ymax1,A + Ymax2,A + Ymax3,A) / 3

For test speed B:

SVB = (Ymax1,B + Ymax2,B + Ymax3,B) / 3

For test speed C:

SVC = (Ymax1,C + Ymax2,C + Ymax3,C) / 3

where:

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 (cid:1) SVA) + (0,56 (cid:1) SVB) + (0,01 (cid:1) SVC)

125

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 (cid:1) 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)

(c)

the  engine  shall  be  operated  at  full  load  setting  of  the  injection  pump  at
minimum mapping speed;

the  engine  speed  shall  be  increased  at  an  average  rate  of  8 ± 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.

126

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 judgement,

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.

2.1.

Actual Speed

The speed shall be unnormalised using the following equation:

Actual

speed

(cid:3)

%speed

(reference

speed

(cid:2)

idle

speed)

100

(cid:1)

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 % (cid:1) (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 (cid:1) 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,

127

 
 
 
 
 
– 

– 

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

idle speed

 = 600 min−1

results in,

actual speed = (43 (cid:1) (2 200 − 600)/100) + 600 = 1 288 min−1

actual torque = (82 (cid:1) 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  manufacturers  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.

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.

128

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 shall 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 dilution air;

start collecting or analysing diluted exhaust gas;

129

– 

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.

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  no  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 ± 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 ± 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 ± 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.

130

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.

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 − 15% and + 5% 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
occurred, if this option is selected. The method of least squares shall be used,  with
the best fit equation having the form:

y = mx + b

131

where:

y

m

x

b

 = Feedback (actual) value of speed (min−1), torque (Nm), or power (kW)

 = slope of the regression line

 = reference value of speed (min−1), torque (Nm), or power (kW)

 = 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.

(cid:1) 2001/27/EC Art. 1 and Annex,
point 8

Table 6

Regression line tolerances

Standard error of
estimate (SE) of
Y on X

Slope of the
regression line, m

Coefficient of
determination, r2

Speed

Torque

Power

Max 100 min–1

Max 13 % (15 %)(*) of
power map maximum
engine torque

Max 8 % (15 %)(*) 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

(min 0,9500)(*)

(min 0,7500)(*)

(min 0,7500)(*)

(0,83-1,03)(*)

Y intercept of the
regression line, b

± 50 min–1

± 20 Nm or ± 2 %
(± 20 Nm or ± 3 %)(*) of
max torque whichever is
greater

± 4 kW or ± 2 %
(± 4 kW or ± 3 %)(*) of
max power whichever is
greater

(*) Until 1 October 2005, the figures shown in brackets may be used for the type-approval testing of gas engines.
(Before  1  October  2004,  the  Commission  shall  report  on  the  development  of  gas  engine  technology  to
confirm or modify the regression line tolerances applicable to gas engines given in this table.)

132

(cid:1) 1999/96/EC Art. 1.3 and Annex
(cid:2)1 2001/27/EC Art. 1 and Annex,
point 9

Point deletions from the regression analyses are permitted where noted in Table 7.

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

No load/closed throttle, idle point and speed > reference idle
speed

Speed 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 K for a PDP-CVS, ± 11 K for a CFV-CVS, see Annex V, section 2.3).

For the PDP-CVS system:

MTOTW = 1,293 (cid:1) V0 (cid:1) Np (cid:1) (pB − p1) (cid:1) 273 / (101,3 (cid:1) T)

where:

MTOTW

 = mass of the diluted exhaust gas on wet basis over the cycle, kg

V0

NP

pB

p1

T

 = volume of gas pumped per revolution under test conditions, m3/rev

 = total revolutions of pump per test

 = atmospheric pressure in the test cell, kPa

 = pressure depression below atmospheric at pump inlet, kPa

 = average temperature of the diluted exhaust gas at pump inlet over the cycle, K

For the CFV-CVS system:

MTOTW = 1,293 (cid:1) t (cid:1) Kv (cid:1) pA / T0,5

133

where:

MTOTW

 = mass of the diluted exhaust gas on wet basis over the cycle, kg

t

Kv

pA

T

 = cycle time, s

 = 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 (cid:1) V0 (cid:1) Np,i (cid:1) (pB − p1) (cid:1) 273 / (101,3 (cid:1) T)

where:

MTOTW,i

 = instantaneous mass of the diluted exhaust gas on wet basis, kg

Np,i

 = total revolutions of pump per time interval

For the CFV-CVS system:

MTOTW,i = 1,293 (cid:1) ∆ti (cid:1) Kv (cid:1) pA / T0,5

where:

MTOTW,i

 = instantaneous mass of the diluted exhaust gas on wet basis, kg

∆ti

 = 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 corrected 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:

K

DH,

(cid:3)

(cid:1)

1

0.0182

1
(cid:1)
(cid:2)
H

a

(cid:1)

(cid:2)
10,71

134

(b)

for gas engines:

K

GH,

(cid:3)

(cid:1)

1

0,0329

1
(cid:1)
(cid:2)
H

a

(cid:1)

(cid:2)
10,71

where:

Ha

 = humidity of the intake air water per kg dry air

in which:

(cid:3)

H

a

p

6,220
(cid:2)

p

a

B

(cid:1)

(cid:1)

R

R

a

a

(cid:1)

(cid:1)

p

a
10

(cid:1)

2

Ra

pa

pB

= relative humidity of the intake air, %

 = saturation vapour pressure of the intake air, kPa

 = 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)

(2)

(3)

(4)

(5)

(6)

(7)

NO

x 

mass

(cid:2)

0,001587

(cid:1)

NO

(cid:1)

K

DH,

(cid:1)

M

x 

conc

 WTOT

NO

x 

mass

(cid:2)

0,001587

(cid:1)

NO

(cid:1)

K

GH,

(cid:1)

M

x 

conc

 WTOT

(diesel engines)

(gas engines)

CO

mass

HC

mass

HC

mass

(cid:2)

(cid:2)

(cid:2)

0,000966

(cid:1)

CO

(cid:1)

M

conc

 WTOT

0,000479

(cid:1)

HC

(cid:1)

M

conc

 WTOT

0,000502

(cid:1)

HC

(cid:1)

M

conc

 WTOT

NMHC

mass

(cid:3)

0,000516

(cid:1)

NMHC

(cid:1)

M

conc

 WTOT

CH

 4

mass

(cid:2)

0,000552

(cid:1)

CH

(cid:1)

M

 4

conc

 WTOT

(diesel engines)

(LPG fuelled engines)

(NG fuelled engines)

(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

1

Based on C1 equivalent.

135

                                                
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

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 subtracted from the HC concentration as follows:

(a) GC method

(b) NMC method

NMHC

conc

(cid:2)

HC

conc

(cid:1)

CH

 4

conc

NMHC

conc

(cid:3)

 HC

(w/o

Cutter)

where:

(cid:1)

)

(w HC

Cutter)

(cid:1)(cid:2)
(1
CE
M
(cid:1)
CE
CE

E

M

HC(wCutter)

 = HC concentration with the sample gas flowing through the NMC

HC(w/oCutter)

 = HC concentration with the sample gas bypassing the NMC

CEM

CEE

 = methane efficiency as determined per Annex III, Appendix 5, section
1.8.4.1

 = 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.

conc

(cid:3)

conc

e

(cid:1)

conc

d

(cid:2)

(cid:9)
(cid:7)
(cid:8)

(cid:1)

1

1
DF

(cid:6)
(cid:4)
(cid:5)

where:

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

136

 
 
concd

 = concentration of the respective pollutant measured in the dilution air, ppm

DF

 = dilution factor

The dilution factor shall be calculated as follows:

(a) for diesel and LPG fuelled gas engines

DF

(cid:3)

CO

 2,

conc

e 

(cid:2)

(cid:1)
HC

F
S

(cid:2)

CO

conc

e 

conc

e 

(cid:2)

(cid:1)

(cid:1)

4

10

(b)

for NG-fuelled gas engines

DF

(cid:3)

CO

where:

F
S

NMHC

conc

e 

(cid:2)

CO

conc

e 

(cid:1)

(cid:2)

(cid:2)

(cid:1)

(cid:1)

4

10

 2,

conc

e 

CO2, conce

 = concentration of CO2 in the diluted exhaust gas, % vol

HCconce

 = concentration of HC in the diluted exhaust gas, ppm C1

NMHCconce

 = concentration of NMHC in the diluted exhaust gas, ppm C1

COconce

FS

 = 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 * (χ/χ + (y/2) + 3,76 * (χ + (y/4)))

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)

 = 11,6

FS (NG)

 = 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

137

instantaneous values over the cycle. Also, the background correction shall be applied
directly  to  the  instantaneous  concentration  value.  The  following  formulae  shall  be
applied:

NO

x 

mass

n

(cid:1)

(cid:1)
M

(cid:3)

(cid:1)
1i

(1)

TOT

 W,i

(cid:2)

NO

x 

conce,i

(cid:2)

0,001587

(cid:2)

K

DH,

(cid:2)

(cid:1)

(cid:9)
(cid:7)(cid:7)
(cid:8)

M

TOTW

(cid:1)

NO

x 

concd

(cid:1)

(cid:9)
(cid:7)
(cid:8)

(cid:2)

1

1
DF

(cid:6)
(cid:1)(cid:4)
(cid:5)

0,001587

(cid:1)

K

DH,

(cid:6)
(cid:4)(cid:4)
(cid:5)

(diesel engines)

NO

x 

mass

n

(cid:1)

(cid:1)
M

(cid:3)

(cid:1)
1i

(2)

TOT

 W,i

(cid:2)

NO

x 

conce,i

(cid:2)

0,001587

(cid:2)

K

DH,

(cid:2)

(cid:1)

(cid:9)
(cid:7)(cid:7)
(cid:8)

M

TOTW

(cid:1)

NO

x 

concd

(cid:1)

(cid:9)
(cid:7)
(cid:8)

(cid:2)

1

1
DF

(cid:6)
(cid:1)(cid:4)
(cid:5)

0,001587

(cid:1)

K

GH,

(cid:6)
(cid:4)(cid:4)
(cid:5)

(gas engines)

CO

mass

(3)

n

(cid:1)

(cid:1)
M

(cid:3)

(cid:2)
1i

TOT

 W,i

(cid:1)

CO

conce,i

(cid:1)

0,000966

(cid:2)

(cid:2)

(cid:6)
(cid:4)(cid:4)
(cid:5)

M

TOTW

(cid:7)

CO

concd

(cid:7)

(cid:6)
(cid:4)
(cid:5)

(cid:8)

1

1
DF

(cid:3)
(cid:7)(cid:1)
(cid:2)

0,000966

(cid:3)
(cid:1)(cid:1)
(cid:2)

HC

mass

n

(cid:1)

(cid:1)
M

(cid:3)

(cid:2)
1i

(4)

TOT

 W,i

(cid:1)

HC

conce,i

(cid:1)

0,000479

(cid:2)

(cid:2)

(cid:6)
(cid:4)(cid:4)
(cid:5)

M

TOTW

(cid:7)

HC

concd

(cid:7)

(cid:6)
(cid:4)
(cid:5)

(cid:8)

1

1
DF

(cid:3)
(cid:7)(cid:1)
(cid:2)

0,000479

(cid:3)
(cid:1)(cid:1)
(cid:2)

(diesel engines)

HC

mass

n

(cid:1)

(cid:1)
M

(cid:3)

(cid:2)
1i

(5)

TOT

 W,i

(cid:1)

HC

conce,i

(cid:1)

0,000502

(cid:2)

(cid:2)

(cid:6)
(cid:4)(cid:4)
(cid:5)

M

TOTW

(cid:7)

HC

concd

(cid:7)

(cid:6)
(cid:4)
(cid:5)

(cid:8)

1

1
DF

(cid:3)
(cid:7)(cid:1)
(cid:2)

0,000502

(cid:3)
(cid:1)(cid:1)
(cid:2)

(LPG engines)

(cid:6)
(cid:4)(cid:4)
(cid:5)

M

TOTW

(cid:7)

NMHC

concd

(cid:7)

(cid:8)

(cid:6)
(cid:4)
1
(cid:5)

1
DF

(cid:3)
(cid:7)(cid:1)
(cid:2)

0,000516

(cid:3)
(cid:1)(cid:1)
(cid:2)

NMHC

mass

n

(cid:1)

(cid:1)
M

(cid:3)

(cid:2)
1i

(6)

TOT

 W,i

(cid:1)

NMHC

conce,i

(cid:1)

0,000516

(cid:2)

(cid:2)

(NG engines)

138

CH

 4

mass

n

(cid:1)

(cid:1)
M

(cid:3)

(cid:1)
1i

(7)

TOT

 W,i

(cid:2)

CH

 4

conce,i

(cid:2)

0,000552

(cid:2)

(cid:1)

(cid:6)
(cid:4)(cid:4)
(cid:5)

M

TOTW

(cid:7)

CH

 4

concd

(cid:7)

(cid:6)
(cid:4)
(cid:5)

(cid:8)

1

1
DF

(cid:3)
(cid:7)(cid:1)
(cid:2)

0,000552

(cid:3)
(cid:1)(cid:1)
(cid:2)

(NG engines)

where:

conce

concd

 = concentration of the respective pollutant measured in the diluted exhaust gas, ppm

 = 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 cycle (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 as determined in section 4.3.1.1

4.4.

Calculation of the Specific Emissions

The  emissions  (g/kWh)  shall  be  calculated  for  all  individual  components  in  the
following way:

NO (cid:1)
x

mass

NO
x 
W

act

CO (cid:1)

HC (cid:1)

CO
W

mass

act

HC
W

mass

act

(diesel and gas engines)

(diesel and gas engines)

(diesel and LPG fuelled gas engines)

NMHC (cid:1)

NMHC
W

act

mass

(NG fuelled gas engines)

mass

CH
 4
W

act

CH (cid:1)
4

where:

(NG fuelled gas engines)

Wact

 = actual cycle work as determined in section 3.9.2, kWh

139

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/1 000)

where:

Mf

 = particulate mass sampled over the cycle, mg

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

MSEC

 = mass of double diluted exhaust gas through particulate filter, kg

 = 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:

PT

mass

(cid:15)

(cid:7)
(cid:5)
(cid:6)

M

f

M

SAM

(cid:14)

(cid:13)
(cid:11)(cid:11)
(cid:12)

M
M

DIL

d

(cid:1)

(cid:13)
(cid:11)
(cid:12)

(cid:14)

1

1
DF

(cid:10)
(cid:8)
(cid:9)

(cid:10)
(cid:8)(cid:8)
(cid:9)

(cid:4)
(cid:1)(cid:2)
(cid:3)

M

 WTOT
000 1

Mf, MSAM, MTOTW  = see above

MDIL

 = mass of primary dilution air sampled by background particulate sampler, kg

Md

 = mass of the collected background particulates of the primary dilution air, mg

140

DF

 = dilution factor as determined in section 4.3.1.1

5.2.

CALCULATION OF THE SPECIFIC EMISSION

The particulate emission (g/kWh) shall be calculated in the following way:

PT (cid:1)

PT
W

mass

act

where:

Wact

 = actual cycle work as determined in section 3.9.2, kWh.

141

Appendix 3

ETC ENGINE DYNAMOMETER SCHEDULE

Time

Norm. Speed

Norm. Torque

s

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

21

22

23

%

%

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

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

142

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

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

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

143

51

52

53

54

55

56

57

58

59

60

61

62

63

64

65

66

67

68

69

70

71

72

73

74

75

76

77

0

0

0

0

0

0

0

0

0

0

0

11,1

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

0

0

0

0

0

0

0

0

0

0

0

25,5

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

144

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

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

145

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

105

106

107

108

109

110

111

112

113

114

115

116

117

118

119

120

121

122

123

124

125

126

127

128

129

130

131

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

65,3

64

59,7

52,8

45,9

38,7

32,4

146

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»

«m»

«m»

«m»

«m»

«m»

«m»

«m»

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

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

147

«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

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

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

148

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

186

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

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

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

149

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

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

150

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

240

241

242

243

244

245

246

247

248

249

250

251

252

253

254

255

256

257

258

259

260

261

262

263

264

265

266

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

54,5

51,7

56,2

59,5

65,5

71,2

76,6

79

52,9

53,1

59

62,2

151

99,3

99

99,3

99,8

8,4

0

9,1

«m»

«m»

«m»

25,6

35,6

24,4

«m»

«m»

«m»

17

78,7

94,7

99,1

99,5

99,9

0

97,5

99,7

99,1

99

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

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

152

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»

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

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

153

«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»

321

322

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

28,7

25,2

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

154

«m»

«m»

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

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

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

155

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

375

376

377

378

379

380

381

382

383

384

385

386

387

388

389

390

391

392

393

394

395

396

397

398

399

400

401

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

48

45,3

41,6

44,3

44,3

43,4

44,3

43

42,2

42,7

45

156

15,9

12,7

8,9

6,2

«m»

«m»

«m»

«m»

«m»

6,4

6,3

0,3

0

48,9

«m»

«m»

«m»

«m»

3,1

79

89,5

98,8

98,9

98,8

98,8

98,8

99

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

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

157

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

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

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

158

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

456

457

458

459

460

461

462

463

464

465

466

467

468

469

470

471

472

473

474

475

476

477

478

479

480

481

482

44,1

46,8

47,2

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

159

92,6

99,2

99,3

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»

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

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

160

«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

510

511

512

513

514

515

516

517

518

519

520

521

522

523

524

525

526

527

528

529

530

531

532

533

534

535

536

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

60,7

54,5

51,3

45,5

40,8

38,9

36,6

36,1

44,8

51,6

161

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

«m»

«m»

«m»

«m»

«m»

«m»

«m»

72,7

78,9

91,1

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

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

162

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»

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

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

163

«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

591

592

593

594

595

596

597

598

599

600

601

602

603

604

605

606

607

608

609

610

611

612

613

614

615

616

617

23,6

46,2

68,4

58,7

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

164

56

68,8

61,2

«m»

«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»

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

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

165

«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»

645

646

647

648

649

650

651

652

653

654

655

656

657

658

659

660

661

662

663

664

665

666

667

668

669

670

671

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

54,9

54

53,8

52

50,4

50,6

49,3

50

50,4

166

«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

59,8

39,3

«m»

«m»

«m»

0

41,7

73,2

99,7

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

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

167

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

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

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

168

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»

726

727

728

729

730

731

732

733

734

735

736

737

738

739

740

741

742

743

744

745

746

747

748

749

750

751

752

43,2

45

44,2

43,9

38

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

169

17,4

29

«m»

«m»

10,7

«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

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

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

170

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»

780

781

782

783

784

785

786

787

788

789

790

791

792

793

794

795

796

797

798

799

800

801

802

803

804

805

806

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

59,9

60,5

61,5

60,9

61,2

62,8

63,4

64,6

171

«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

31

42

52,5

51,4

57,7

98,8

96,1

45,4

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

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

172

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

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

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

173

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

861

862

863

864

865

866

867

868

869

870

871

872

873

874

875

876

877

878

879

880

881

882

883

884

885

886

887

44,6

46

46,9

47,9

50,2

51,2

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

174

89,2

99,2

99,4

99,7

99,8

99,6

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

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

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

175

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»

915

916

917

918

919

920

921

922

923

924

925

926

927

928

929

930

931

932

933

934

935

936

937

938

939

940

941

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

52,8

53,7

54

55,1

55,2

54,7

52,5

176

«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

60,1

69,7

70,7

71,7

46

12,6

0

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

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

177

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

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

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

178

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

996

997

998

999

1000

1001

1002

1003

1004

1005

1006

1007

1008

1009

1010

1011

1012

1013

1014

1015

1016

1017

1018

1019

1020

1021

1022

55,8

55,7

55,8

56,4

55,4

55,2

55,8

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

179

52,4

9,2

2,2

33,6

«m»

«m»

26,3

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»

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

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

180

«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

1050

1051

1052

1053

1054

1055

1056

1057

1058

1059

1060

1061

1062

1063

1064

1065

1066

1067

1068

1069

1070

1071

1072

1073

1074

1075

1076

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

42,5

41

39,9

39,9

40,1

39,9

181

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»

«m»

«m»

«m»

38,2

48,1

48

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

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

182

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»

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

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

183

«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

1131

1132

1133

1134

1135

1136

1137

1138

1139

1140

1141

1142

1143

1144

1145

1146

1147

1148

1149

1150

1151

1152

1153

1154

1155

1156

1157

48

48

47,2

47,3

46,6

47,4

46,3

45,4

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

184

70

70

67,6

67,6

74,7

13

«m»

«m»

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

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

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

185

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

1185

1186

1187

1188

1189

1190

1191

1192

1193

1194

1195

1196

1197

1198

1199

1200

1201

1202

1203

1204

1205

1206

1207

1208

1209

1210

1211

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

57,1

57

56,4

56,7

55,9

186

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

42,6

70,1

59,6

39

68,1

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

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

187

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

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

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

188

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

1266

1267

1268

1269

1270

1271

1272

1273

1274

1275

1276

1277

1278

1279

1280

1281

1282

1283

1284

1285

1286

1287

1288

1289

1290

1291

1292

59,9

59,7

59,6

59,7

59,8

59,9

60,6

60,5

60,2

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

189

6,1

«m»

«m»

22

10,3

10

6,2

7,3

14,8

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

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

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

190

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

1320

1321

1322

1323

1324

1325

1326

1327

1328

1329

1330

1331

1332

1333

1334

1335

1336

1337

1338

1339

1340

1341

1342

1343

1344

1345

1346

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

61,3

61

60,8

60,9

191

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

19,2

9,3

44,2

55,3

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

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

192

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

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

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

193

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

1401

1402

1403

1404

1405

1406

1407

1408

1409

1410

1411

1412

1413

1414

1415

1416

1417

1418

1419

1420

1421

1422

1423

1424

1425

1426

1427

61,3

61,4

61,1

61,5

61

61,1

61,4

61,6

61,7

61,8

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

194

51,3

71,1

51

56,6

60,6

75,4

69,4

69,9

59,6

54,8

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

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

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

195

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

1455

1456

1457

1458

1459

1460

1461

1462

1463

1464

1465

1466

1467

1468

1469

1470

1471

1472

1473

1474

1475

1476

1477

1478

1479

1480

1481

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

60,7

60,1

59,9

196

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

26,7

4,7

0

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

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

197

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

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

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

198

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»

1536

1537

1538

1539

1540

1541

1542

1543

1544

1545

1546

1547

1548

1549

1550

1551

1552

1553

1554

1555

1556

1557

1558

1559

1560

1561

1562

58,3

58,5

59,1

59,4

59,6

59,5

59,6

59,3

59,4

59,1

59

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

199

13,9

«m»

«m»

«m»

«m»

«m»

0,5

9,2

11,2

26,8

11,7

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

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

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

200

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

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

1615

1616

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

61,7

61,5

201

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

29,6

28,8

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

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

202

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

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

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

203

«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

1671

1672

1673

1674

1675

1676

1677

1678

1679

1680

1681

1682

1683

1684

1685

1686

1687

1688

1689

1690

1691

1692

1693

1694

1695

1696

1697

61

61,5

61

60,9

60,9

60,6

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

204

18

13

3,7

3,1

4,7

4,1

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

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

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

205

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

1725

1726

1727

1728

1729

1730

1731

1732

1733

1734

1735

1736

1737

1738

1739

1740

1741

1742

1743

1744

1745

1746

1747

1748

1749

1750

1751

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

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

206

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»

«m»

4,8

«m»

«m»

«m»

«m»

«m»

«m»

14,3

4,4

0

20,9

9,2

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

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

207

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

1779

1780

1781

1782

1783

1784

1785

1786

1787

1788

1789

1790

1791

1792

1793

1794

1795

1796

1797

1798

1799

1800

‘m’ = motoring

59,4

59,6

50

40

30

20

10

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

208

A graphical display of the ETC dynamometer schedule is shown in Figure 5.

Figure 5

ETC dynamometer schedule

209

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  dilution  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  ± 2%  of  reading.  The  torque  measuring  system
shall have an accuracy of ± 3% of reading in the range > 20% of full scale, and  an
accuracy of ± 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:

210

Table 8

Accuracy of Measuring Instruments

Measuring Instrument

Accuracy

Fuel Consumption

± 2% of Engine's Maximum Value

Air Consumption

± 2% of Engine's Maximum Value

Temperatures ≤ 600 K
(327 °C)

Temperatures > 600 K
(327 °C)

± 2 K Absolute

± 1% of Reading

Atmospheric Pressure

± 0,1 kPa Absolute

Exhaust Gas Pressure

± 0,2 kPa Absolute

Intake Depression

± 0,05 kPa Absolute

Other Pressures

± 0,1 kPa Absolute

Relative Humidity

± 3% Absolute

Absolute Humidity

± 5% of Reading

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:

GEXH W = GAIR W + GFUEL (for wet exhaust mass)

The accuracy of exhaust flow determination shall be ± 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 ± 2%
of  reading  or  better,  and  shall  be  determined  according  to  the  provisions  of
Annex III, Appendix 5, section 2.4.

211

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  4  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 ± 5% of the reading or ± 3,5%
of  full  scale,  whichever  is  smaller.  For  concentrations  of  less  than  100  ppm  the
measurement error shall not exceed ± 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 ± 1% of full
scale concentration for each range used above 155 ppm (or ppmC) or ± 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 second 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%  of  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.

3.1.5.

Span Drift

The  span  drift  during  a  one  hour  period  shall  be  less  than  2%  of  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.

212

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  InfraRed  (NDIR)
absorption type.

3.3.2. Carbon Dioxide (CO2) Analysis

The  carbon  dioxide  analyser  shall  be  of  the  Non-Dispersive  InfraRed  (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  ± 10K  (190 ± 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

213

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.

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 aftertreatment system, the exhaust sample
shall be taken downstream of the exhaust aftertreatment 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 325K
(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  ± 5  K
(25 °C ± 5 °C).  If the ambient temperature  is  below  293K  (20 °C),  dilution  air  pre-

214

heating  above  the  upper  temperature  limit  of  303K  (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  glass  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.

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/1 075 mm2 stain area. For
the most common filter sizes the values are shown in Table 9.

215

Table 9

Recommended Filter Loadings

Filter Diameter

Recommended Stain

Recommended Minimum

(mm)

47

70

90

110

(mm)

37

60

80

100

loading (mg)

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 295K ± 3 K  (22 °C  ± 3 °C)
during  all  filter  conditioning  and  weighing.  The  humidity  shall  be  maintained  to  a
dewpoint of 282,5K ± 3 K (9,5 °C ± 3 °C) and a relative humidity of 45% ± 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 preferably 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 ± 5% (± 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.

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.

216

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 test 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 ± 2% opacity.

5.2.2.

Zero Drift

The zero drift during a one hour period shall not exceed ± 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 0,01 m−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.

217

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.

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.

218

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);

219

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.

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 bypass
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.

220

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. General Guidelines

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 ± 2% from the nominal value of
each calibration point and by more than ± 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.

1.5.5.2. Calibration below 15% of Full Scale

The analyser calibration curve shall be established by at least 4 additional calibration
points (excluding zero) spaced nominally equally below 15% of full scale.

221

The calibration curve is calculated by the method of least squares.

The calibration curve must not differ by more than ± 4% from the nominal value of
each calibration point and by more than ± 1% of full scale at zero.

1.5.5.3. Alternative Methods

If  it  can  be  shown  that  alternative  technology  (e.g.  computer,  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, section
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

(%)

(cid:10)

(cid:7)
(cid:5)
(cid:6)

(cid:9)

1

(cid:8)
ba
(cid:8)
dc

(cid:4)
(cid:1)(cid:2)
(cid:3)

100

222

 
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.

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.

223

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 NOx converter efficiency device

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.

With  the  fuel  and  air  flow  rates  set  at  the  manufacturer's  recommendations,  a
350 ± 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  calibrated  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

224

species  is  the  ratio  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
± 2% in reference to a gravimetric standard expressed in volume. In addition, the gas
cylinder must be preconditioned for 24 hours at a temperature of 298 K ± 5 K (25 °C
± 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 ≤ 1,10

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 ± 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).

225

1.8.4.1. Methane Efficiency

Methane calibration gas shall be flown through the FID with and without bypassing
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 bypassing the NMC

1.8.4.2. Ethane Efficiency

Ethane calibration gas shall be flown through the FID with and without bypassing the
NMC  and  the  two  concentrations  recorded.  The  efficiency  shall  be  determined  as
follows

CE

E

(cid:1)(cid:2)
1

where,

w

conc
conc

w/o

concw

 = HC concentration with C2H6 flowing through the NMC

concw/o

 = HC concentration with C2H6 bypassing 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

226

therefore  require  test  techniques  to  determine  the  quench  at  the  highest  expected
concentrations experienced during testing.

1.9.2.1. CO2 Quench Check

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  then  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  shut  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

(cid:15)

(cid:14)

(cid:7)
1
(cid:5)
(cid:6)

(cid:13)
(cid:11)(cid:11)
(cid:12)

(cid:1)
AC
(cid:2)
(cid:1)
(cid:14)
(cid:1)
BD

(cid:1)
(cid:1)
AD

(cid:10)
(cid:8)(cid:8)
(cid:9)

(cid:4)
(cid:1)(cid:2)
(cid:3)

(cid:2)

100

A

B

C

D

is the undiluted CO2 concentration measured with NDIR in %

is the diluted CO2 concentration measured with NDIR in %

is the diluted NO concentration measured with (H)CLD in ppm

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. Water Quench Check

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.

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 (cid:1) (G/E)

The  expected  diluted  NO  span  gas  (in  water  vapour)  concentration  (De)  shall  be
calculated as follows:

De = D (cid:1) (1 − H/100)

227

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 (cid:1) A

The water quench, which must not be greater than 3%, shall be calculated as follows:

% quench = 100 (cid:1) ((De − C)/De) (cid:1) (Hm/H)

where,

De

C

Hm

H

 = is the expected diluted NO concentration in ppm

 = is the diluted NO concentration in ppm

 = is the maximum water vapour concentration in %

 = 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 3 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, e.g. 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.

228

2.2.1. Data Analysis

The  air  flowrate  (Qs)  at  each  restriction  setting  (minimum  6  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:

(cid:2)

V
0

Q
s
n

(cid:1)

(cid:1)

T
273

101,3
p

A

where,

Qs

T

 = air flow rate at standard conditions (101,3 kPa, 273 K), m3/s

 = 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:

X

0

1
(cid:1)(cid:2)
n

∆p

p

p

A

where,

∆pp

pA

pressure differential from pump inlet to pump outlet, kPa

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 (cid:1) (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 pump flow ranges shall be approximately parallel, and the intercept values
(D0) shall increase as the pump flow range decreases.

The  calculated  values  from  the  equation  shall  be  within  ± 0,5%  of  the  measured
value of V0. Values of m will vary from one pump to another. Particulate influx over
time  will  cause  the  pump  slip  to  decrease,  as  reflected  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.

229

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:

Q

S

(cid:2)

K

v

(cid:1)

p

A
T

where,

Kv

pA

T

calibration coefficient

absolute pressure at venturi inlet, kPa

temperature at venturi inlet, K

2.3.1. Data Analysis

The  air  flowrate  (Qs)  at  each  restriction  setting  (minimum  8  settings)  shall  be
calculated  in  standard  m3/min  from  the  flowmeter  data  using  the  manufacturer's
prescribed  method.  The  calibration  coefficient  shall  be  calculated  from  the
calibration data for each setting as follows:

K

v

(cid:2)

Q

s

(cid:1)

T

p

A

where,

Qs

T

pA

 = air flow rate at standard conditions (101,3 kPa, 273 K), m3/s

 = temperature at the venturi inlet, K

 = 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
± 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.

230

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  ± 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  ± 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

Each  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 ± 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  ± 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.

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 3 months or
whenever a system repair or change is made that could influence calibration.

231

4.

CALIBRATION OF THE SMOKE MEASUREMENT EQUIPMENT

4.1.

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 ± 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 3 months
or whenever a system repair or change is made that could influence calibration.

232

ANNEX IV

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

(cid:1)1 1.1. (cid:2) DIESEL FUEL1

Parameter

Unit

Limits2

Minimum Maximum

Test
Method

EN-ISO
5165

EN-ISO
3675

EN-ISO
3405

EN-ISO
3405

EN-ISO
3405

EN 27719

EN 116

EN-ISO
3104

Publication

19984

1995

1998

1998

1998

1993

1981

1996

54

837

—

350

370

—

− 5

3,5

6,0

IP 391 (*)

1995

300

1

0,2

0,01

0,05

pr. EN-
ISO/DIS
14596

EN-ISO
2160

EN-ISO
10370

EN-ISO
6245

EN-ISO
12937

19984

1995

1995

1995

Cetane number3

Density at 15 °C

kg/m3

Distillation:

— 50 % point

— 95 % point

— final boiling point

Flash point

CFPP

°C

°C

°C

°C

°C

Viscosity at 40 °C

mm2/s

Polycyclic aromatic
hydrocarbons

% m/m

Sulphur content5

mg/kg

Copper corrosion

Conradson carbon
residue (10 % DR)

% m/m

Ash content

% m/m

Water content

% m/m

52

833

245

345

—

55

—

2,5

3,0

—

—

—

—

—

233

mg
KOH/g

mg/ml

% m/m

—

—

—

0,02

0,025

ASTM D
974-95

EN-ISO
12205

19984

1996

—

EN 12916

[1997]4

Neutralisation (strong
acid) number

Oxidation stability6

(*) New and better
method for polycyclic
aromatics under
development
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 = the density at 15 °C
x = the proportion by mass of water (% divided by 100)
y = the proportion by mass of ash (% divided by 100)
s = 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, Petroleums 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 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.

4 The month of publication will be completed in due course.
5 The actual sulphur content of the fuel used for the test shall be reported. In addition, the sulphur content of

the reference fuel used to approve a vehicle or engine against the limit values set out in row B of the Table in
section 6.2.1. of Annex I to this Directive shall have a maximum sulphur content of 50 ppm. The
Commission will as soon as possible, but no later than 31 December 1999, bring forward a modification to
this Annex reflecting the market average for fuel sulphur content in respect of the fuel defined in Annex IV
to Directive 98/70/EC.

6 Even though oxidation stability is controlled, it is likely that shelf life will be limited. Advice should be

sought from the supplier as to storage conditions and life.

(cid:1) 2001/27/EC Art. 1 and Annex,
point 9

1.2.

Ethanol for diesel engines1

Parameter

Unit

Limits2

Minimum Maximum

Alcohol, mass

% m/m

92,4

Other alcohol than ethanol

% m/m

—

—

2

Test
method3

ASTM D
5501

ADTM D

234

contained in total alcohol, mass

Density at 15 °C

kg/m3

795

815

5501

ASTM D
4052

Ash content

Flash point

% m/m

°C

Acidity, calculated as acetic acid

% m/m

Neutralisation (strong acid)
number

Colour

Dry residue at 100 °C

Water content

Aldehydes calculated as acetic
acid

Sulphur content

KOH mg/1

According to
scale

mg/kg

% m/m

% m/m

mg/kg

Esters, calculated as ethylacetate

% m/m

10

—

—

—

—

—

0,001

ISO 6245

ISO 2719

0,0025

ISO 1388-2

1

10

15

6,5

ASTM D
1209

ISO 759

ISO 760

0,0025

ISO 1388-4

10

0,1

ASTM D
5453

ASSTM D
1617

1 Cetane improver, as specified by the engine manufacturer, may be added to the ethanol fuel. The maximum

allowed amount is 10 % m/m.

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

(cid:1) 2001/27/EC Art. 1 and Annex,
point 10

2. NATURAL GAS (NG)

European market fuels are available in two ranges:

– 

– 

the H range, whose extreme reference fuels are GR and G23;

the L range, whose extreme reference fuels are G23 and G25.

The characteristics of GR, G23 and G25 reference fuels are summarised below:

235

Reference fuel GR

Characteristics

Units

Basis

Limits

Minimum Maximum

Test
Method

Composition:

Methane

Ethane

Balance 

(*)

Sulphur content
(*)
(**)

87

13

-

-

84

11

-

-

%-mole
(**)
mg/m3 

89

15

1

10

ISO 6974

ISO 6326-5

Inerts +C2+
Value  to  be  determined  at  standard  conditions  (293.2  K  (20°C)  and  101.3
kPa).

Reference fuel G23

Characteristics

Units

Basis

Limits

Minimum Maximum

Test
Method

Composition:

Methane

(*)

Balance 
N2
Sulphur content
(*)
(**)

92.5

91.5

%-mole

mg/m3 

(**)

-

7.5

-

-

6.5

-

93.5

1

8.5

10

ISO 6974

ISO 6326-5

Inerts (different from N2) +C2+ +C2+
Value  to  be  determined  at  standard  conditions  (293.2  K  (20°C)  and  101.3
kPa).

Reference fuel G25

Characteristics

Units

Basis

Limits

Minimum Maximum

Test
Method

Composition:

Methane

(*)

Balance 
N2
Sulphur content
(*)
(**)

%-mole

mg/m3 

(**)

86

-

14

-

84

-

12

-

88

1

16

10

ISO 6974

ISO 6326-5

Inerts (different from N2) +C2+ +C2+
Value  to  be  determined  at  standard  conditions  (293.2  K  (20°C)  and  101.3
kPa).

236

3. LIQUEFIED PETROLEUM GAS (LPG)

Parameter

Unit

Limits Fuel A

Limits Fuel B

Minimum Maximum Minimum Maximum

92,5 (1)

48

48

Motor 
Number

Octane

Composition

C3 content

C4 content

Olefins

Evaporation
residue

% vol

% vol

% vol

mg/kg

Total 
content

sulphur

ppm
weight (1)

-

strip

rating

Hydrogen
sulphide

Copper 
corrosion

Water at 0°C

52

52

12

50

50

None

Class 1

Free

Test
Method

EN 589
Annex B

ISO 7941

NFM
41015

EN 24260

92,5

83

13

87

17

14

50

50

None

ISO 8819

class 1

free

ISO
6251(2)

Visual
inspection

(1)

(2)

Value to be determined at standard conditions 293,2 K (20 °C) and 101,3 kPa.
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.

237

(cid:1) 1999/96/EC Art. 1(3) and
Annex

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  co-ordinate  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

HSL1

zero gas

T1

HSL1

T2

G1

zero gas

V1

zero gas

F1

F2

P

T1

V2

span gas

R3

EP

SP1

SP1

V1

F1

F2

P

optional 2 sampling probes

vent

HC

R1

R2

vent

air

fuel

FL1

SL

T5

zero gas

G3

B

V10

V12 V11

R5

CO

CO

2

V4

span gas

zero gas

V5
span gas

HSL2

T3

G2

V8

zero gas

vent

FL5

vent

FL6

span gas

V6

V3

R4

C

T4

vent

FL3

vent

FL4

NO

T5

vent

FL2

V7

V9

B

V12 V11

238

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  gas  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.

Figure 8

Flow diagram of diluted exhaust gas analysis system for CO, CO2, NOx, HC ETC,
optional for ESC

to PSS see figure 21

HSL1

PSP

SP2

same plane

BK

V1

see fig. 21

zero gas

T1

HSL1

F1

T1

F2

P

HSL2

T2

G1

zero gas

V2

span gas

R3

vent

HC

R1

R2

vent

air

fuel

FL1

SP3

DTsee fig. 20

BG

T5

V1

V14

F1

F2

P

BK

SL

G3

zero gas

B

V11

V13 V12

R5

CO

CO
2

V4
span gas
zero gas

V5

span gas

T3

G2

zero gas

V7

V3
span gas

R4

V9

C

T4

V8

V10

vent

vent

FL4

NO

FL2

vent

FL5

vent

FL6

vent

FL3

1.2.1. Components of figures 7 and 8

EP Exhaust pipe

Exhaust gas sampling probe (Figure 7 only)

239

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
3 holes in 3 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 ± 10 K (190 °C
± 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.

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 ± 10 K (190 °C ± 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);

240

– 

– 

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  ± 10 K  (190 °C  ± 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 HSL1. 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

241

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.

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.

242

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 (NG 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  elute
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.

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.

243

Figure 9

Flow diagram for methane analysis (GC method)

10

1

2

3

4

5

6

7

8

9

10

V1

sample

y

to x

PC

F4

D

V2

F1

R1

fuel inlet

V4

HC

MSC

FC

air inlet

SLP

F3

x

to y

Oven

F5

V7

P

V3

V8

vent

span gas

vent

FM1

R2

V6

F2

R3

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.

P Pump

To bring the sample to the gas chromatograph.

D Dryer

244

A  dryer  containing  a  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.

FL1

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.

245

The cutter shall be characterised at or above 600 K (327 °C) prior to test work with
respect  to  its  catalytic  effect  on  CH4  and  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).

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

Figure 10

vent

HC

HC

vent

vent

HC

zero

span

V4

NMC

sample

V2

V1

V3

SL (see figure 8)

Bag Sampling Method

zero

span

NMC

sample

V2

V1

HSL1 (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.

246

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.

2.

EXHAUST  GAS  DILUTION  AND  DETERMINATION  OF  THE
PARTICULATES

2.1.

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

247

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  flows  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 straight forward 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.

Figure 11

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

DAF

PB

FM1

l > 10*d

SB

air

PSP

d

DT

PTT

vent

TT

see figure 21

to particulate
sampling
system

ISP

EP

DPT
delta p

exhaust

FC1

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.

248

Figure 12

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

DAF

FM1

l > 10*d

PSP

d

SB

vent

air

ISP

EP

TT

DT

PTT

see figure 21

to particulate
sampling
system

PB

exhaust

DPT
delta p

FC1

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 to maintain 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  is  determined
from the cross 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.

249

Partial flow dilution system with CO2 or NOx concentration measurement and fractional
sampling

Figure 13

FC2

EGA

DAF

optional

to PB or SB

EGA

l > 10*d

SB

d

DT

PSP

PTT

vent

TT

see figure 21

to particulate
sampling
system

air

EGA

PB

EP

SP

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  concentrations  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.

250

Partial flow dilution system with CO2 concentration measurement, carbon balance and
total sampling

Figure 14

FC2

EGA

optional to P

DAF

d

DT

TT

SP

optional from FC2

air

G FUEL

PB

EP

exhaust

EGA

PTT

PSS

FH

P

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 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.

251

Figure 15

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

EGA

EGA

DAF

PB

l > 10*d

air

VN

d

PSP

DT

PTT

vent

TT

see figure 21

to particulate
sampling
system

SP

EP

EGA

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 at 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.

252

Figure 16

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

EGA

EGA

DAF

PCV2

l > 10*d

HE

d

PSP

DT

PTT

TT

see figure 21

to particulate
sampling

system

SB

vent

PB

PCV1

air

EP

FD1

FD2

exhaust

EGA

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.

253

Figure 17

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

EGA

EGA

DAF

air

fresh air injection

EGA

TT

FD3

EP

l > 10*d

HE

DT

d

see figure 21

PSP
PTT

to particulate
sampling
system

SB

FC1

DPT

DC

DAF

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.

254

Figure 18

Partial flow dilution system with flow control and total sampling

FC2

DAF

optional to P (PSS)

d

DT

FM1

TT

GEXH

or
GAIR
or
GFUEL

SP

EP

exhaust

PTT

FH

vent

PSS

P

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.

255

Figure 19

Partial flow dilution system with flow control and fractional sampling

FC2

to PB or SB

DAF

air

PB

FM1

GEXH

or
GAIR
or
GFUEL

SP

EP

exhaust

l > 10*d

SB

DT

d

PSP

TT

see figure 21

PTT

to particulate
sampling
system

see figure 21

FM2

vent

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  6  pipe  diameters  upstream  and  3  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 ± 500 Pa on the average. Any steps to reduce pressure oscillations beyond
using  a  chassis-type  exhaust  system  (including  silencer  and  aftertreatment  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
6 pipe diameters upstream and 3 pipe diameters downstream of the tip of the probe.

256

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  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 Exhaust 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 ± 4 %.

TT Transfer tube (Figures 11 to 19)

The transfer tube shall be:

257

– 

– 

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  meter  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 meter, 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 ± 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)

b)

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

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  ± 3  Pa.  The  pressure  oscillations  in  the  dilution  tunnel  must  not
exceed ± 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

258

flow  rate  of  the  pressure  blower  PB  leading  to  a  constant  dilution  ratio.  Since  the
momentum exchange is affected by the temperature at the exit of TT and the pressure
difference between EP and DT, the actual dilution ratio is slightly lower at low load
than at high load.

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 Pressures 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 to
measure the dilution air flow, if calibrated.

SB Suction blower (Figures 11, 12, 13, 16, 17, 19)

For fractional 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 manufacturers 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;

259

– 

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  pre-heating,  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  thoroughly  mixed  with  the  dilution  air.  For  fractional
sampling systems, the mixing quality shall be checked after introduction into service
by  means  of  a  CO2  -profile  of  the  tunnel  with  the  engine  running  (at  least  four
equally spaced measuring points). If necessary, a mixing orifice may be used.

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  ± 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.

260

Figure 20

Full flow dilution system

to background filter

to background filter

DAF

air

exhaust

EP

PSP

PTT

see figure 21

HE

optional

optional

to particulate sampling system

PDP

or to DDS see figure 22

FC3

if EFC is used

FC3

CFV

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 determination is based
on  the  total  diluted  exhaust  gas  flow,  the  dilution  ratio  is  not  required  to  be
calculated.

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  aftertreatment  device  to  the  dilution  tunnel  shall  not  exceed  10  m.  If  the
exhaust  pipe  downstream  of  the  engine  exhaust  manifold,  turbocharger  outlet  or
aftertreatment 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

261

lowered  by  the  PDP  or  dilution  air  inlet  system.  Static  exhaust  backpressure
measured with the PDP system operating shall remain within ± 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 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  ± 1,5 kPa  of  the  static  pressure  measured
without connection to the CFV at identical engine speed and load. The gas mixture
temperature  immediately  ahead  of  the  CFV  shall  be  within  ± 11 K  of  the  average
operating temperature observed during the test, when no flow compensation is used.

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 Electronic 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 thoroughly mixed.

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.

262

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 manufacturers 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  pre-heating,  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.

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

263

method, a bypass system shall be used for passing the sample through the sampling
filters  at  the  desired  times.  Interference  of  the  switching  procedure  on  the  control
loops must be minimised.

Figure 21

Particulate sampling system

from dilution tunnel DT

see figures 11 to 20

PTT

BV

FH

FC3

P

FM3

optional

from EGA

from PDP

from CFV

or

or

or

from GFUEL

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)

FM4 DP

SDT

BV

FH

P

FM3

vent

PTT

BV optional

from dilution
tunnel DT
see figure 20

FC3

PDP
or
CFV

A sample of the diluted exhaust gas is transferred from the dilution tunnel DT of a
full  flow  dilution  system  through  the  particulate  sampling  probe  PSP  and  the
particulate  transfer  tube  PTT  to  the  secondary  dilution  tunnel  SDT,  where  it  is
diluted  once  more.  The  sample  is  then  passed  through  the  filter  holder(s)  FH  that

264

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.

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  325K  (52 °C)  wall  temperature  by  direct
heating  or  by  dilution  air  pre-heating,  provided  the  air  temperature  does  not
exceed  325  K  (52 °C)  prior  to  the  introduction  of  the  exhaust  in  the  dilution
tunnel;

– 

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  pre-heating,  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)

265

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  pre-heating,  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  (± 3  K),  if  flow  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 ± 5 K (25 °C ± 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.

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 (± 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 ± 5 K (25 °C ± 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).

266

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.

DETERMINATION OF SMOKE

3.1.

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 judgement.

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.

267

Figure 23

Full flow opacimeter

T1 (optional)

LD

CL

OPL

EP

LS

CL

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 3 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 ± 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 (e.g. 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  manufacturers
specifications.

LD Light detector

268

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.

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

SP

EP

LD

CL

TT

FM

T1

OPL

LS

CL

MC

P (optional)

269

3.3.1. Components of Figure 24

EP Exhaust Pipe

The exhaust pipe shall be a straight pipe of at least 6 pipe diameters upstream and 3
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 ± 30  K
(100 °C ± 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.

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 
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.

the 

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 ± 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.

270

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 (e.g. 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  manufacturers
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.

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.

271

ANNEX VI

EC TYPE-APPROVAL CERTIFICATE

Communication concerning the:

– 

– 

type-approval(1)

extension of type-approval(1)

of  a  type  of  a  vehicle/separate  technical  unit  (engine  type/engine  family)/component(1)  with
regard to Directive 88/77/EEC as last amended by Directive 2001/27/EC

EC type-approval No.:....................Extension-No.:............................................................

SECTION I

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/ethanol fuelled(1)
..............................................................................................................................

(cid:1) 2001/27/EC Art. 1 and Annex,
point 11

(cid:1) 1999/96/EC Art. 1 and Annex

Name and address of manufacturer's: ...................................................................

Name and address of manufacturer's authorised representative (if any): .............

Brief description (where appropriate): See Annex I.............................................

Technical department responsible for carrying out the tests: ...............................

Date of test report: ................................................................................................

0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

SECTION II

1

2

3

(1)

Delete as appropriate.

272

                                                
4

5

6

7

8

9

10

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.

273

Appendix

to EC type-approval certificate No. [...] concerning the type approval of a
vehicle/separate technical unit/component(1)

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): ......................................................................

1

1.1

1.1.1

1.1.2

1.1.3

1.1.4

1.1.5

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

(cid:1) 2001/27/EC Art. 1 and Annex,
point 11

(cid:1) 1999/96/EC Art. 1 and Annex

Name and address of manufacturer:

Name and address 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 number 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:

1.1.6

1.1.7

1.2

1.2.1

1.3

1.3.1

1.3.2

1.3.3

1.3.4

1.3.4.1

Idle: ............... kW; Low Speed:........................ kW; High Speed:....................... kW

(1)

Delete as appropriate.

274

                                                
1.3.5

1.4

1.4.1

Speed A: ............ kW; Speed B: ....................... kW; Speed C: ............................ kW;

Reference Speed: .................................................................................................. kW

Restrictions of use (if any):...................................................................................

Emission levels of the engine/parent engine(1)

ESC-test (if applicable):

CO:................................................................g/kWh

THC: .............................................................g/kWh

NOx: .............................................................g/kWh

PT: ................................................................g/kWh

1.4.2.

ELR-test (if applicable):

Smoke value: ................................................m-1

1.4.3

ETC test (if applicable):

CO:............................................... g/kWh

THC: ............................................ g/kWh (1)

NMHC: ........................................ g/kWh (1)

CH4:............................................. g/kWh (1)

NOx: ............................................ g/kWh (1)

PT:

g/kWh (1)

(1)

Delete as appropriate.

275

                                                
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

GEXH

GAIRW

GFUEL

HC

CO

NOx

(g/kg)

(kg)

(kg)

(kg)

(ppm)

(ppm)

(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):

(cid:1)

FFH

1,969

(cid:2)

1

18,09
545,29

(cid:1)

1,9058

K W2

(cid:1)

 and 

(cid:2)

1,608
(cid:1)
(cid:3)
1,608

7,81
(cid:2)

(cid:2)
7,81

000 1

(cid:1)

0,0124

K rW,

(cid:1)

(cid:8)
(cid:6)
(cid:7)

(cid:2)

1

1,9058

(cid:9)

18,09
541,06

(cid:5)
(cid:2)(cid:3)
(cid:4)

0,0124

(cid:1)

0,9239

Calculation of the wet concentrations:

CO = 41,2 (cid:1) 0,9239 = 38,1 ppm

NOx = 495 (cid:1) 0,9239 = 457 ppm

Calculation  of  the  NOx  humidity  correction  factor  KH,D  (Annex  III,  Appendix  1,
section 4.3):

A = 0,309 (cid:1) 18,09/541,06 − 0,0266 = −0,0163

B = − 0,209 (cid:1) 18,09/541,06 + 0,00954 = 0,0026

K DH,

(cid:1)

(cid:2)

1

0,0163

(cid:3)

(cid:1)
7,81

(cid:2)

1
(cid:2)
10,71

(cid:4)

0,0026

(cid:3)

(cid:1)
294,8

(cid:2)

(cid:2)

298

(cid:1)

0,9625

Calculation of the emission mass flow rates (Annex III, Appendix 1, section 4.4):

NOx = 0,001587 (cid:1) 457 (cid:1) 0,9625 (cid:1) 563,38 = 393,27 g/h

276

CO = 0,000966 (cid:1) 38,1 (cid:1) 563,38 = 20,735 g/h

HC = 0,000479 (cid:1) 6,3 (cid:1) 3 (cid:1) 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:

CO =

(6,7  (cid:1)  0,15)  +  (24,6  (cid:1)  0,08)  +  (20,5  (cid:1)  0,10)  +  (20,7  (cid:1)  0,10)  +  (20,6  (cid:1)
0,05)  +  (15,0  (cid:1)  0,05)  +  (19,7  (cid:1)  0,05)  +  (74,5  (cid:1)  0,09)  +  (31,5  (cid:1)
0,10)  +  (81,9  (cid:1)  0,08)  +  (34,8  (cid:1)  0,05)  +  (30,8  (cid:1)  0,05)  +  (27,3  (cid:1)
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  (cid:1)  0,15)  +  (96,8  (cid:1)  0,08)  +  (55,2  (cid:1)  0,10)  +  (82,9  (cid:1)  0,10)  +  (46,8  (cid:1)
0,05) + (70,1 (cid:1) 0,05) + (23,0 (cid:1) 0,05) + (114,3 (cid:1) 0,09) + (27,0 (cid:1) 0,10) +
(122,0 (cid:1) 0,08) + (28,6 (cid:1) 0,05) + (87,4 (cid:1) 0,05) + (57,9 (cid:1) 0,05)

=

60,006 kW

CO

(cid:1)

30,91
60,006

(cid:1)

0,0515

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:

nZ

MZ

NOx mass,Z

P(n)Z

NOx,Z

1 600 min−1

495 Nm

487,9 g/h (calculated according to the previous formulae)

83 kW

487,9/83 = 5,878 g/kWh

277

 
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

1368

1785

5,943

5,565

5,889

4,973

515

460

681

MU

610

ETU = 5,889 + (4,973 − 5,889) (cid:1) (1 600 − 1 368) / (1 785 − 1 368) = 5,377 g/kWh

ERS = 5,943 + (5,565 − 5,943) (cid:1) (1 600 − 1 368) / (1 785 − 1 368) = 5,732 g/kWh

MTU = 681 + (601 − 681) (cid:1) (1 600 − 1 368) / (1 785 − 1 368) = 641,3 Nm

MRS = 515 + (460 − 515) (cid:1) (1 600 − 1 368) / (1 785 − 1 368) = 484,3 Nm

EZ = 5,732 + (5,377 − 5,732) (cid:1) (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 (cid:1) (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 equipment.

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

GFUEL

GDILW

GTOTW

CO2D

CO2A

(kg/h)

(kg/h)

(kg/h)

(kg/h)

(%)

(%)

334,02

10,76

5,4435

6,0

0,657

0,040

(a)

carbon balance method

G  WEDF

(cid:1)

206,5
0,657

(cid:3)
(cid:2)

10,76
0,040

(cid:1)

 3

601,2

kg/h

278

 
(b)

flow measurement method

(cid:1)

q

6,0
(cid:2)
5,4435

6,0

(cid:1)

10,78

GEDF W = 334,02 (cid:1) 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.

 WEDFG

=

(3 567 (cid:1) 0,15) + (3 592 (cid:1) 0,08) + (3 611 (cid:1) 0,10) + (3 600 (cid:1) 0,10) +
(3 618 (cid:1) 0,05) + (3 600 (cid:1) 0,05) + (3 640 (cid:1) 0,05) + (3 614 (cid:1) 0,09) +
(3 620 (cid:1) 0,10) + (3 601 (cid:1) 0,08) + (3 639 (cid:1) 0,05) + (3 582 (cid:1) 0,05) +
(3 635 (cid:1) 0,05)

=

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

(cid:1)

2,5
1,515

(cid:3)

360,4
000 1

(cid:1)

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 =

[(1−1/119,15) (cid:1) 0,15] + [(1−1/8,89) (cid:1) 0,08] + [(1−1/14,75) (cid:1) 0,10]
+  [(1−1/10,10)  (cid:1)  0,10]  +  [(1−1/18,02)  (cid:1)  0,05]  +  [(1−1/12,33)  (cid:1)
0,05] + [(1−1/32,18) (cid:1) 0,05] + [(1−1/6,94) (cid:1) 0,09] + [(1−1/25,19) (cid:1)
0,10] + [(1−1/6,12) (cid:1) 0,08] + [(1−1/20,87) (cid:1) 0,05] + [(1−1/8,77) (cid:1)
0,05] + [(1−1/12,59) (cid:1) 0,05]

=

0,923

PTmass

(cid:1)

2,5
1,515

(cid:9)

(cid:8)
(cid:6)
(cid:7)

0,1
1,5

(cid:2)

0,923

(cid:5)
(cid:2)(cid:3)
(cid:4)

 3
604,6
000 1

(cid:1)

5,726

g/h 

279

Calculation of the specific emission (Annex III, Appendix 1, section 5.5):

P(n) =

(0,1 (cid:1) 0,15) + (96,8 (cid:1) 0,08) + (55,2 (cid:1) 0,10) + (82,9 (cid:1) 0,10) + (46,8 (cid:1) 0,05
+ (70,1 (cid:1) 0,05) + (23,0 (cid:1) 0,05) + (114,3 (cid:1) 0,09) + (27,0 (cid:1) 0,10) +
(122,0 (cid:1) 0,08) + (28,6 (cid:1) 0,05) + (87,4 (cid:1) 0,05) + (57,9 (cid:1) 0,05)

=

60,006 kW

PT

(cid:1)

5,948
60,006

(cid:1)

0,099

g/kWh

if background corrected  PT  = (5,726/60,006) = 0,095 g/kWh,

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 (cid:1) 360 4,6/1,515
(cid:1) 360 0,7) = 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
for 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, consisting of:

– 

physical response time of the opacimeter (tp),

280

 
– 

– 

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:

t

Aver

(cid:2)

t

2
F

(cid:1)

t

2
p

(cid:1)

t

2
e

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:

(cid:2)

t

F

t

2
Aver

(cid:1)

t

2
p

(cid:1)

t

2
e

By  definition,  the  filter  response  time  tF  is  the  rise  time  of  a  filtered  output  signal
between 10 % and 90 % on a step input signal. Therefore the cut-off frequency of the
Bessel  filter  has  to  be  iterated  in  such  a  way,  that  the  response  time  of  the  Bessel
filter fits into the required rise time.

Figure a

Traces of a step input signal and the filtered output signal

In Figure a, the traces of a step input signal and Bessel filtered output signal as well
as the response time of the Bessel filter (tF) are shown.

281

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.

282

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 Directive)

sampling rate 150 Hz

Step 1 Required Bessel filter response time tF:

(cid:1)

t

F

2
1

(cid:3)

(0,15

2

(cid:2)

2

0,05

(cid:1)

0,987421
s 

Step 2 Estimation of cut-off frequency  and calculation of  Bessel constants  E, K  for
first iteration:

fc

∆t

Ω

E

(cid:1)

3,1415
(cid:2)
0,987421

(cid:1)

10

0,318152

Hz 

 = 1/150 = 0,006667 s

(cid:1)

(cid:2)

(cid:1)
3,1415

(cid:2)

tan

1
0,006667

(cid:2)

0,318152

(cid:1)
(cid:2) 150,07664

(cid:3)

1

150,076644

(cid:1)

(cid:1)

3

0,618034

(cid:3)

,0

618034

(cid:1)

,150

076644

2

1

(cid:2)

7,07948

(cid:1)

5

(cid:1)

10

K

 = 2 (cid:1) 7,07948(cid:1)10-5 (cid:1) (0,618034 (cid:1) 150,0766442 − 1) − 1 = 0,970783

This gives the Bessel algorithm:

Yi = Yi − 1 + 7,07948 E − 5 (cid:1) (Si + 2 (cid:1) Si − 1 + Si − 2 − 4 (cid:1) Yi − 2) + 0,970783 (cid:1) (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 signal, a Bessel filter has to be applied to a step
input using the above values of fc, E and K.

283

 
The index numbers, the time and the values of a step input signal and the resulting
values of the filtered output signal 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 = tlower + ∆t (cid:1) (0,1 − outlower)/(outupper − outlower)

t90 = tlower + ∆t (cid:1) (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 (cid:1) (0,1 − 0,099208)/(0,104794 − 0,099208) = 0,200945 s

t90 = 0,273333 + 0,006667 (cid:1) (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

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:

|∆| ≤ 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 (cid:1) (1 + 0,081641)
= 0,344126 Hz

This  new  cut-off  frequency  is  used  in  the  second  iteration  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

1. Iteration

2. Iteration

fc

E

K

t10

(Hz)

0,318152

0,344126

(−)

(−)

(s)

7,07948 E-5

8,272777 E-5

0,970783

0,968410

0,200945

0,185523

284

t90

tF,iter

∆

(s)

(s)

(−)

1,276147

1,179562

1,075202

0,994039

0,081641

0,006657

fc,new

(Hz)

0,344126

0,346417

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(cid:1)10-5 (cid:1) (Si + 2 (cid:1) Si − 1 + Si − 2 − 4 (cid:1) Yi − 2) + 0,968410 (cid:1) (Yi − 1 − Yi − 2)

Table B

Values of step input signal and Bessel filtered output signal for the first and second iteration
cycle

Index i

Time

Step Input Signal
Si

Filtered Output Signal Yi

[−]

− 2

− 1

0

1

2

3

4

5

(cid:31)

24

25

26

[s]

[−]

[−]

1. Iteration

2. Iteration

0,000000

0,000000

0,000000

0,000000

0,000071

0,000083

0,000352

0,000411

0,000908

0,001060

0,001731

0,002019

0,002813

0,003278

0,004145

0,004828

(cid:31)

(cid:31)

0,067877

0,077876

0,072816

0,083476

0,077874

0,089205

− 0,013333

− 0,006667

0,000000

0,006667

0,013333

0,020000

0,026667

0,033333

(cid:31)

0,160000

0,166667

0,173333

0

0

1

1

1

1

1

1

(cid:31)

1

1

1

285

27

28

29

30

31

32

33

34

35

36

37

(cid:31)

175

176

177

178

179

180

181

182

183

184

185

186

187

188

189

0,180000

0,186667

0,193333

0,200000

0,206667

0,213333

0,220000

0,226667

0,233333

0,240000

0,246667

1

1

1

1

1

1

1

1

1

1

1

0,083047

0,095056

0,088331

0,101024

0,093719

0,107102

0,099208

0,113286

0,104794

0,119570

0,110471

0,125949

0,116236

0,132418

0,122085

0,138972

0,128013

0,145605

0,134016

0,152314

0,140091

0,159094

(cid:31)

(cid:31)

(cid:31)

(cid:31)

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

1

1

1

1

1

1

1

1

1

1

1

1

1

1

286

0,862416

0,895701

0,864968

0,897941

0,867484

0,900145

0,869964

0,902312

0,872410

0,904445

0,874821

0,906542

0,877197

0,908605

0,879540

0,910633

0,881849

0,912628

0,884125

0,914589

0,886367

0,916517

0,888577

0,918412

0,890755

0,920276

0,892900

0,922107

0,895014

0,923907

190

191

192

193

194

195

(cid:31)

1,266667

1,273333

1,280000

1,286667

1,293333

1,300000

(cid:31)

1

1

1

1

1

1

(cid:31)

0,897096

0,925676

0,899147

0,927414

0,901168

0,929121

0,903158

0,930799

0,905117

0,932448

0,907047

0,934067

(cid:31)

(cid:31)

287

2.3.

Calculation of the smoke values

In the scheme below the general procedure of determining the final smoke value is
presented.

288

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

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

289

Calculation of the k-value (Annex III, Appendix 1, section 6.3.1):

k = − (1/0,430) (cid:1) 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.

Y272 =

0,542383 + 8,272777(cid:1)10-5 (cid:1) (0,427252 + 2 (cid:1) 0,427392 + 0,427532 − 4 (cid:1)

0,542337) + 0,968410 (cid:1) (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

Ymax (m−1)

Cycle 1

Cycle 2

Cycle 3

A

B

C

0,5424

0,5435

0,5587

0,5596

0,5400

0,5389

0,4912

0,5207

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 (cid:1) 0,5482) + (0,56 (cid:1) 0,5462) + (0,01 (cid:1) 0,5099) = 0,5467 m− 1

290

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 % are met for each speed.

Table C

Values of opacity N, unfiltered and filtered k-value at beginning of load step

Index i

Time

Opacity N

unfiltered k-value

filtered k-value

[−]

− 2

− 1

0

1

2

3

4

5

6

7

8

9

10

11

12

[s]

[%]

[m−1]

0,000000

0,000000

0,000000

0,000000

0,000000

0,000000

0,000000

0,000000

0,000000

0,006667

0,020000

0,000465

0,013333

0,020000

0,000465

0,020000

0,020000

0,000465

0,026667

0,020000

0,000465

0,033333

0,020000

0,000465

0,040000

0,020000

0,000465

0,046667

0,020000

0,000465

0,053333

0,020000

0,000465

0,060000

0,020000

0,000465

0,066667

0,020000

0,000465

0,073333

0,020000

0,000465

0,080000

0,020000

0,000465

291

[m−1]

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

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

0,086667

0,020000

0,000465

0,093333

0,020000

0,000465

0,100000

0,192000

0,004469

0,106667

0,212000

0,004935

0,113333

0,212000

0,004935

0,120000

0,212000

0,004935

0,126667

0,343000

0,007990

0,133333

0,566000

0,013200

0,140000

0,889000

0,020767

0,146667

0,929000

0,021706

0,153333

0,929000

0,021706

0,160000

1,263000

0,029559

0,166667

1,455000

0,034086

0,173333

1,697000

0,039804

0,180000

2,030000

0,047695

0,186667

2,081000

0,048906

0,193333

2,081000

0,048906

0,200000

2,424000

0,057067

0,206667

2,475000

0,058282

0,213333

2,475000

0,058282

0,220000

2,808000

0,066237

0,226667

3,010000

0,071075

0,233333

3,253000

0,076909

0,240000

3,606000

0,085410

0,246667

3,960000

0,093966

292

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

38

39

40

0,253333

4,455000

0,105983

0,260000

4,818000

0,114836

0,266667

5,020000

0,119776

0,002007

0,002283

0,002587

293

Values of opacity N, unfiltered and filtered k-value around Ymax1,A (≡ peak value,
indicated in bold number)

Index i

Time

Opacity N

unfiltered k-
value

filtered k-value

[−]

(cid:31)

259

260

261

262

263

264

265

266

267

268

269

270

271

272

273

274

275

276

277

278

279

[s]

(cid:31)

[%]

(cid:31)

[m−1]

(cid:31)

[m−1]

(cid:31)

1,726667

17,182000

0,438429

0,538856

1,733333

16,949000

0,431896

0,539423

1,740000

16,788000

0,427392

0,539936

1,746667

16,798000

0,427671

0,540396

1,753333

16,788000

0,427392

0,540805

1,760000

16,798000

0,427671

0,541163

1,766667

16,798000

0,427671

0,541473

1,773333

16,788000

0,427392

0,541735

1,780000

16,788000

0,427392

0,541951

1,786667

16,798000

0,427671

0,542123

1,793333

16,798000

0,427671

0,542251

1,800000

16,793000

0,427532

0,542337

1,806667

16,788000

0,427392

0,542383

1,813333

16,783000

0,427252

0,542389

1,820000

16,780000

0,427168

0,542357

1,826667

16,798000

0,427671

0,542288

1,833333

16,778000

0,427112

0,542183

1,840000

16,808000

0,427951

0,542043

1,846667

16,768000

0,426833

0,541870

1,853333

16,010000

0,405750

0,541662

1,860000

16,010000

0,405750

0,541418

294

280

281

282

283

284

285

286

287

288

289

290

291

292

293

294

295

296

297

298

299

300

(cid:31)

1,866667

16,000000

0,405473

0,541136

1,873333

16,010000

0,405750

0,540819

1,880000

16,000000

0,405473

0,540466

1,886667

16,010000

0,405750

0,540080

1,893333

16,394000

0,416406

0,539663

1,900000

16,394000

0,416406

0,539216

1,906667

16,404000

0,416685

0,538744

1,913333

16,394000

0,416406

0,538245

1,920000

16,394000

0,416406

0,537722

1,926667

16,384000

0,416128

0,537175

1,933333

16,010000

0,405750

0,536604

1,940000

16,010000

0,405750

0,536009

1,946667

16,000000

0,405473

0,535389

1,953333

16,010000

0,405750

0,534745

1,960000

16,212000

0,411349

0,534079

1,966667

16,394000

0,416406

0,533394

1,973333

16,394000

0,416406

0,532691

1,980000

16,192000

0,410794

0,531971

1,986667

16,000000

0,405473

0,531233

1,993333

16,000000

0,405473

0,530477

2,000000

16,000000

0,405473

0,529704

(cid:31)

(cid:31)

(cid:31)

(cid:31)

295

3.

ETC TEST

3.1.

Gaseous emissions (Diesel Engine)

Assume the following test results for a PDP-CVS system

V0 (m3/rev)

Np (rev)

pB (kPa)

p1 (kPa)

0,1776

23073

98,0

2,3

T (K)

322,5

Ha (g/kg)

NOx conce (ppm)

NOx concd (ppm)

COconce (ppm)

COconcd (ppm)

HCconce (ppm)

HCconcd (ppm)

CO2,conce ( %)

Wact (kWh)

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 (cid:1) 0,1776 (cid:1) 23 073 (cid:1) (98,0 − 2,3) (cid:1) 273 / (101,3 (cid:1) 322,5)

= 423 7,2 kg

Calculation of the NOx correction factor (Annex III, Appendix 2, section 4.2):

K DH,

(cid:1)

(cid:2)

1

0,0182

(cid:3)

1
(cid:1)
12,8

(cid:2)

(cid:1)
(cid:2) 1,039

10,71

Calculation  of  the  background  corrected  concentrations  (Annex  III,  Appendix  2,
section 4.3.1.1):

Assuming a diesel fuel of the composition C1H1,8

296

FS

(cid:1)

100

(cid:15)

1

(cid:14)

1

(cid:14)

1,8
2

(cid:7)
3,76
(cid:5)
(cid:6)

(cid:15)

(cid:13)
(cid:11)
(cid:12)

(cid:14)

1

1,8
4

(cid:10)
(cid:8)
(cid:9)

(cid:4)
(cid:2)
(cid:3)

(cid:1)

13,6

DF

(cid:1)

0,723

(cid:3)

13,6
(cid:3)

(cid:1)
9,00

38,9

(cid:1)

18,69

(cid:2)

(cid:2)

(cid:1)

4

10

NOx conc = 53,7 − 0,4 (cid:1) (1 − (1/18,69)) = 53,3 ppm

COconc = 38,9 − 1,0 (cid:1) (1 − (1/18,69)) = 37,9 ppm

HCconc = 9,00 − 3,02 (cid:1) (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 (cid:1) 53,3 (cid:1) 1,039 (cid:1) 423 7,2 = 372,391 g

COmass = 0,000966 (cid:1) 37,9 (cid:1) 423 7,2 = 155,129 g

HCmass = 0,000479 (cid:1) 6,14 (cid:1) 423 7,2 = 12,462 g

Calculation of the specific emissions (Annex III, Appendix 2, section 4.4):

xNO  = 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

3.2.

Particulate emissions (Diesel Engine)

Assume the following test 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

3,030

0,044

2,159

0,909

0,341

1,245

18,69

Wact (kWh)

62,72

297

Calculation of the mass emission (Annex III, Appendix 2, section 5.1):

Mf = 3,030 + 0,044 = 3,074 mg

MSAM = 2,159 − 0,909 = 1,250 kg

PTmass

(cid:1)

3,074
1,250

(cid:3)

 4
237,2
000 1

(cid:1)

10,42

g 

Calculation  of  the  background  corrected  mass  emission  (Annex  III,  Appendix  2,
section 5.1):

PTmass

(cid:1)

(cid:8)
(cid:6)
(cid:7)

3,074
1,250

(cid:16)

(cid:14)
(cid:12)(cid:12)
(cid:13)

0,341
1,245

(cid:2)

(cid:14)
(cid:12)
(cid:13)

(cid:15)

1

1
18,69

(cid:11)
(cid:9)
(cid:10)

(cid:11)
(cid:9)(cid:9)
(cid:10)

(cid:5)
(cid:2)(cid:3)
(cid:4)

 4
237,2
000 1

(cid:1)

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)

4237,2

Ha (g/kg)

NOx conce (ppm)

NOx concd (ppm)

COconce (ppm)

COconcd (ppm)

HCconce (ppm)

HCconcd (ppm)

CH4 conce (ppm)

CH4 concd (ppm)

12,8

17,2

0,4

44,3

1,0

27,0

3,02

18,0

1,7

CO2,conce (%)

Wact (kWh)

0,723

62,72

298

Calculation of the NOx, correction factor (Annex III, Appendix 2, section 4.2):

K GH,

(cid:1)

(cid:2)

1

0,0329

(cid:3)

1
(cid:1)
12,8

(cid:2)

(cid:1)
(cid:2) 1,074

10,71

Calculation of the NMHC concentration (Annex III, Appendix 2, section 4.3.1):

(a) GC method

(b) NMC method

NMHCconce = 27,0 − 18,0 = 9,0 ppm

Assuming a methane efficiency of 0,04 and  an ethane efficiency  of  0,98  (see
Annex III, Appendix 5, section 1.8.4)

NMHC

conc

e 

27,0

(cid:1)

(cid:1)
(cid:2)(cid:3)
1
0,98

(cid:2)

(cid:2)
0,04

0,04
(cid:2)

18,0

(cid:1)

ppm 8,4

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

(cid:1)

100

(cid:9)

1

1

4
(cid:8)(cid:8)
2

(cid:7)
(cid:5)(cid:5)
(cid:6)

3,76

(cid:9)

(cid:7)
(cid:5)
(cid:6)

(cid:8)

1

(cid:4)
(cid:2)
(cid:3)

(cid:4)
(cid:2)(cid:2)
(cid:3)

4
4

(cid:1)

9,5

DF

(cid:1)

9,5
(cid:3)

(cid:1)
27,0

0,723

(cid:3)

44,3

(cid:2)

(cid:2)

(cid:1)

4

10

(cid:1)

13,01

For  NMHC,  the  background  concentration  is  the  difference  between  HCconcd  and
CH4concd

NOx conc = 17,2 − 0,4 (cid:1) (1 − (1/13,01)) = 16,8 ppm

COconc = 44,3 − 1,0 (cid:1) (1 − (1/13,01)) = 43,4 ppm

NMHCconc = 8,4 − 1,32 (cid:1) (1 − (1/13,01)) = 7,2 ppm

CH4 conc = 18,0 − 1,7 (cid:1) (1 − (1/13,01)) = 16,4 ppm

Calculation of the emissions mass flow (Annex III, Appendix 2, section 4.3.1):

NOx mass = 0,001587 (cid:1) 16,8 (cid:1) 1,074 (cid:1) 423 7,2 = 121,330 g

COmass = 0,000966 (cid:1) 43,4 (cid:1) 423 7,2 = 177,642 g

NMHCmass = 0,000502 (cid:1) 7,2 (cid:1) 423 7,2 = 15,315 g

CH4 mass = 0,000554 (cid:1) 16,4 (cid:1) 423 7,2 = 38,498 g

299

Calculation of the specific emissions (Annex III, Appendix 2, section 4.4):

xNO  = 121,330/62,72 = 1,93 g/kWh

CO = 177,642/62,72 = 2,83 g/kWh

NMHC = 15,315/62,72 = 0,244 g/kWh

4CH  = 38,498/62,72 = 0,614 g/kWh

4.

4.1.

Λ-SHIFT FACTOR (SΛ)

Calculation of the λ-shift factor (Sλ)1

(cid:9)

S

λ

(cid:1)

1

(cid:7)
(cid:5)
(cid:6)

inert%
100

2
(cid:7)
(cid:5)
(cid:6)

n

(cid:4)
(cid:2)
(cid:3)

(cid:8)

m
4

(cid:4)
(cid:1)(cid:2)
(cid:3)

*
O
2
100

where:

Sλ

 = λ-shift factor;

inert %

 = % by volume of inert gases in the fuel (i.e. N2, CO2, He, etc.);

*
2O

 = % by volume of original oxygen in the fuel;

N and m  = refer to average CnHm representing the fuel hydrocarbons, i.e:

(cid:9)

1

(cid:8)
(cid:6)
(cid:7)

%CH
4
100

(cid:5)
(cid:9)(cid:2)(cid:3)
2
(cid:4)

(cid:8)
(cid:6)
(cid:7)

%C
2
100

(cid:5)
(cid:9)(cid:2)(cid:3)
3
(cid:4)

(cid:1)

1

(cid:10)

n

(cid:8)
(cid:5)
%C
(cid:9)(cid:2)(cid:3)
3
4
(cid:6)
(cid:7)
(cid:4)
100
diluent 
%
100

(cid:8)
(cid:6)
(cid:7)

%C
4
100

(cid:5)
(cid:9)(cid:2)(cid:3)
5
(cid:4)

(cid:8)
(cid:6)
(cid:7)

%C
5
100

(cid:5)
(cid:2)(cid:3)
(cid:4)

..

(cid:9)

4

(cid:8)
(cid:6)
(cid:7)

%CH
4
100

(cid:5)
(cid:9)(cid:2)(cid:3)
4
(cid:4)

(cid:8)
(cid:6)
(cid:7)

%HC
2
4
100

1

(cid:10)

m

(cid:5)
(cid:9)(cid:2)(cid:3)
6
(cid:4)
(cid:1)

(cid:8)
(cid:6)
(cid:7)

%HC
2
6
100
%

diluent 
100

(cid:5)
(cid:2)(cid:3)
(cid:4)

...8

(cid:9)

(cid:8)
(cid:6)
(cid:7)

%HC
3
8
100

(cid:5)
(cid:2)(cid:3)
(cid:4)

..

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” (pp. 68
to 72)

300

                                                
where:

CH4

C2

C3

C4

C5

 = % by volume of methane in the fuel;

 = % 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)

(cid:3)

1

(cid:10)
(cid:8)
(cid:9)

%CH
4
100
1

(cid:2)

(cid:1)

n

(cid:7)
(cid:4)(cid:5)
(cid:6)

..

(cid:10)
(cid:7)
%C
(cid:3)(cid:4)(cid:5)
2
2
(cid:8)
(cid:9)
(cid:6)
100
diluent 
%
100

(cid:1)

(cid:3)

1

(cid:2)

1

0,86
14
100

(cid:1)

0,86
0,86

(cid:1)

1

(cid:2)

4

(cid:10)
(cid:8)
(cid:9)

(cid:1)

m

%CH
4
100
1

%HC
2
4
100

(cid:7)
(cid:2)(cid:4)(cid:5)
4
(cid:6)
(cid:3)

(cid:10)
(cid:8)
(cid:9)
diluent 
100

%

(cid:7)
(cid:4)(cid:5)
(cid:6)

..

(cid:2)

4

0,86

(cid:1)

0,86

(cid:1)

4

(cid:1)

S

λ

(cid:10)

1

(cid:7)
(cid:5)
(cid:6)

inert%
100

2
(cid:4)
(cid:7)
(cid:5)
(cid:2)
(cid:3)
(cid:6)

n

(cid:8)

m
4

(cid:4)
(cid:10)(cid:2)
(cid:3)

*
O
2
100

(cid:1)

2
(cid:4)
(cid:9)(cid:2)
(cid:3)

(cid:7)
(cid:5)
(cid:6)

(cid:8)

1

(cid:4)
(cid:2)
(cid:3)

4
4

(cid:7)
(cid:5)
(cid:6)

(cid:10)

1

14
100

(cid:1)

1,16

Example 2: GR: CH4 = 87 %, C2H6 = 13 % (by vol)

(cid:1) 2001/27/EC Art. 1 and Annex

(cid:1) 1999/96/EC Art. 1(3) and
Annex

(cid:3)

1

(cid:10)
(cid:8)
(cid:9)

%CH
4
100
1

(cid:2)

(cid:1)

n

(cid:7)
(cid:4)(cid:5)
(cid:6)

..

(cid:10)
(cid:7)
%C
(cid:3)(cid:4)(cid:5)
2
2
(cid:8)
(cid:9)
(cid:6)
100
diluent 
%
100

(cid:3)

1

0,87

(cid:1)

(cid:3)(cid:4)
2
0
100

(cid:2)

1

0,13

1,13

(cid:1)

(cid:1)

1,13

301

(cid:2)

4

(cid:10)
(cid:8)
(cid:9)

(cid:1)

m

%CH
4
100
1

%HC
2
4
100

(cid:7)
(cid:2)(cid:3)(cid:5)
4
(cid:6)
(cid:4)

(cid:10)
(cid:8)
(cid:9)
diluent 
100

%

(cid:7)
(cid:3)(cid:5)
(cid:6)

..

(cid:1)

(cid:2)

4

0,87

(cid:2)(cid:3)
6

0;13

1

(cid:1)

4,26

(cid:1)

S

λ

(cid:10)

1

(cid:7)
(cid:5)
(cid:6)

inert%
100

2
(cid:7)
(cid:5)
(cid:6)

n

(cid:4)
(cid:2)
(cid:3)

(cid:8)

m
4

(cid:4)
(cid:10)(cid:2)
(cid:3)

*
O
2
100

(cid:1)

(cid:7)
(cid:5)
(cid:6)

(cid:10)

1

0
100

(cid:4)
(cid:9)(cid:2)
(cid:3)

2
(cid:7)
(cid:5)
(cid:6)

1,13

(cid:8)

4,26
4

(cid:4)
(cid:2)
(cid:3)

(cid:1)

0,911

Example  3:  USA:  CH4  = 89 %,  C2H6  = 4,5 %,  C3H8  = 2,3 %,  C6H14  = 0,2 %,  O2
= 0,6 %, N2 = 4 %

(cid:3)

1

(cid:10)
(cid:8)
(cid:9)

%CH
4
100
1

(cid:2)

(cid:1)

n

(cid:7)
(cid:4)(cid:5)
(cid:6)

..

(cid:1)

(cid:10)
(cid:7)
%C
(cid:3)(cid:4)(cid:5)
2
2
(cid:8)
(cid:9)
(cid:6)
100
diluent 
%
100

(cid:3)

1

0,89

(cid:3)(cid:4)
2

0,045

(cid:3)(cid:4)
3
0,023
(cid:4)
4
0,64

(cid:2)

1

100

(cid:3)(cid:4)
4

0,002

(cid:1)

1,11

(cid:3)

4

(cid:10)
(cid:8)
(cid:9)

%CH
4
100

(cid:7)
(cid:3)(cid:2)(cid:5)
4
(cid:6)

(cid:10)
(cid:8)
(cid:9)

(cid:1)

m

%HC
2
4
100
1

(cid:4)

HC
2
100

(cid:10)
(cid:8)
(cid:9)
%

(cid:7)
(cid:3)(cid:2)(cid:5)
.6
(cid:6)
diluent 
100

6

(cid:7)
(cid:3)(cid:2)(cid:2)(cid:5)
.
...
8
(cid:6)

(cid:10)
(cid:8)
(cid:9)

8

HC
3
100

(cid:7)
(cid:5)
(cid:6)

(cid:3)

4

0,89

(cid:3)(cid:2)
4

0,045

(cid:1)

-1

(cid:3)(cid:2)
8
(cid:2)
0,6

0,023
4

100

(cid:2)

14

(cid:3)

0,002

(cid:1)

4,24

(cid:1)

S

λ

(cid:2)

1

(cid:8)
(cid:6)
(cid:7)

inert%
100

2
(cid:8)
(cid:6)
(cid:7)

n

(cid:5)
(cid:3)
(cid:4)

(cid:9)

m
4

(cid:5)
(cid:2)(cid:3)
(cid:4)

*
O
2
100

(cid:1)

2

(cid:8)
(cid:6)
(cid:7)

(cid:2)

1

4
100

(cid:5)
(cid:10)(cid:3)
(cid:4)

(cid:8)
(cid:6)
(cid:7)

1,11

(cid:9)

4,24
4

(cid:5)
(cid:2)(cid:3)
(cid:4)

0,6
100

(cid:1)

0,96

302

(cid:1) 2001/27/EC Art. 1 and Annex
point 13

ANNEX VIII

SPECIFIC TECHNICAL REQUIREMENTS RELATING TO ETHANOL-FUELLED
DIESEL ENGINES

In  the  case  of  ethanol-fuelled  diesel  engines,  the  following  specific  modifications  to  the
appropriate  paragraphs,  equations  and  factors  will  apply  to  the  test  procedures  defined  in
Annex III to this Directive.

IN ANNEX III, APPENDIX 1:

4.2.

Dry/wet correction

(cid:9)

F
FH

(cid:6)
(cid:4)(cid:4)
(cid:5)

1,877

(cid:8)

1

2,577

(cid:7)

G
G

FUEL

 WAIR

(cid:3)
(cid:1)(cid:1)
(cid:2)

4.3.

NOx correction for humidity and temperature

K

DH,

(cid:4)

(cid:2)(cid:3)
HA1

(cid:1)

(cid:1)

a

1
(cid:2)
10,71

(cid:2)(cid:3)

(cid:1)
TB
a

(cid:1)

298

(cid:2)

with,

A

B

Ta

Ha

 = 0,181 GFUEL/GAIRD — 0,0266

= – 0,123 GFUEL/GAIRD + 0,00954

= temperature of the air, K

= humidity of the intake air, g water per kg dry air

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 1,272 kg/m3 at 273 K (0 °C) and 101,3 kPa:

(1) NOx mass = 0,001613 (cid:1) NOx conc (cid:1) KH,D (cid:1) GEXH W

(2) COx mass = 0,000982 (cid:1) COconc (cid:1) GEXH W

(3) HCmass = 0,000809 (cid:1) HCconc (cid:1) KH,D (cid:1) GEXH W

where

303

NOx  conc,  COconc,  HCconc
gas, as determined in section 4.1.

1  are  the  average  concentrations  (ppm)  in  the  raw  exhaust

If, optionally, the gaseous emissions are determined with a full flow dilution system,
the following formulae shall be applied:

(1) NOx mass = 0,001587 (cid:1) NOx conc (cid:1) KH,D (cid:1) GTOT W

(2) COx mass = 0,000966 (cid:1) COconc (cid:1) GTOT W

(3) HCmass = 0,000795 (cid:1) HCconc (cid:1) GTOT W

where

2 are the average background corrected concentrations (ppm)
NOx conc, COconc, HCconc
of  each  mode  in  the  diluted  exhaust  gas,  as  determined  in  Annex  III,  Appendix  2,
section 4.3.1.1.

IN ANNEX III, APPENDIX 2:

Sections 3.1, 3.4, 3.8.3 and 5 of Appendix 2 do not apply solely to diesel engines. They also
apply to ethanol-fuelled diesel engines.

4.2.

The  conditions  for  the  test  should  be  arranged  so  that  the  air  temperature  and  the
humidity measured at the engine intake is set to standard conditions during the  test
run. The standard should be 6 ± 0,5 g water per kg dry air at a temperature interval of
298 ± 3 K. Within these limits no further NOx correction should be made. The test is
void if these conditions are not met.

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 (cid:1) NOx conc (cid:1) KH,D (cid:1) MTOT W

(ethanol fuelled engines)

(2) COx mass = 0,000966 (cid:1) COconc (cid:1) MTOT W

(ethanol fuelled engines)

(3) HCmass = 0,000794 (cid:1) HCconc (cid:1) MTOT W

(ethanol fuelled engines)

where,

conc,  COconc,  HCconc (1),  NMHCconc = average  background 

NOx 
corrected
concentrations over the cycle from integration (mandatory for NOx and HC) or bag
measurement, ppm;

1

2

Based on C1 equivalent.
Based on C1 equivalent.

304

                                                
MTOTW = total  mass  of  diluted  exhaust  gas  over  the  cycle  as  determined  in  section
4.1, kg.

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.

conc

(cid:9)

conc

e

(cid:7)

conc

d

(cid:8)

(cid:6)
(cid:4)
(cid:5)

(cid:7)

1

1
DF

(cid:3)
(cid:1)
(cid:2)

where,

conc

conce

concd

 = concentration of the respective pollutant in the diluted exhaust gas, corrected by the
amount of the respective pollutant contained in the dilution air, ppm;

 = concentration of the respective pollutant measured in the diluted exhaust gas, ppm;

 = concentration of the respective pollutant measured in the dilution air, ppm;

DF

 = dilution factor.

The dilution factor shall be calculated as follows:

DF

(cid:3)

CO

where,

F
S

(cid:2)

CO

conc

e 

conc

e 

(cid:2)

(cid:1)
HC

(cid:2)

(cid:1)

4-

10

 2

conc

e 

CO2,conce

 = concentration of CO2 in the diluted exhaust gas, % vol

HCconce

COconce

 = concentration of HC in the diluted exhaust gas, ppm C1

 = concentration of CO in the diluted exhaust gas, ppm

FS

 = 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,  for  the  general  fuel  composition  CHαOβNγ,  be
calculated as follows:

(cid:10)

100

(cid:9)

F
S

1

α
(cid:1)(cid:1)
2

3.76

(cid:9)

1
(cid:7)
(cid:5)
(cid:6)

1

α
(cid:8)(cid:1)
4

(cid:4)
(cid:1)(cid:2)
(cid:3)

β
2

γ
2

Alternatively,  if  the  fuel  composition  is  not  known,  the  following  stoichiometric
factors may be used:

305

FS (ethanol) = 12,3

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)

NO

x 

mass

n

(cid:1)

(cid:1)
M

(cid:9)

(cid:1)
1i

TOT

 W,i

(cid:7)

NO

x 

conce,i

(cid:7)

0,001587

(cid:2)

(cid:8)

(cid:6)
(cid:4)(cid:4)
(cid:5)

M

TOTW

(cid:7)

NO

x 

concd

(cid:7)

(cid:6)
(cid:4)
(cid:5)

(cid:8)

1

1
DF

(cid:3)
(cid:7)(cid:1)
(cid:2)

0,001587

(2)

(3)

CO

mass

n

(cid:1)

(cid:1)
M

(cid:9)

(cid:1)
1i

HC

mass

n

(cid:1)

(cid:1)
M

(cid:9)

(cid:1)
1i

TOT

 W,i

(cid:7)

CO

conce,i

(cid:7)

0,000966

TOT

 W,i

(cid:7)

HC

conce,i

(cid:7)

0,000749

(cid:2)

(cid:8)

(cid:2)

(cid:8)

(cid:6)
(cid:4)(cid:4)
(cid:5)

(cid:6)
(cid:4)(cid:4)
(cid:5)

M

TOTW

(cid:7)

CO

concd

(cid:7)

M

TOTW

(cid:7)

HC

concd

(cid:7)

(cid:6)
(cid:4)
(cid:5)

(cid:6)
(cid:4)
(cid:5)

(cid:8)

1

1
DF

(cid:3)
(cid:7)(cid:1)
(cid:2)

0,000966

(cid:8)

1

1
DF

(cid:3)
(cid:7)(cid:1)
(cid:2)

0,000749

(cid:3)
(cid:1)(cid:1)
(cid:2)

(cid:3)
(cid:1)(cid:1)
(cid:2)

(cid:3)
(cid:1)(cid:1)
(cid:2)

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 cycle (see section 4.1), kg;

DF

 = dilution factor as dertermined in section 4.3.1.1.

4.4.

Calculation of the specific emissions

The  emissions  (g/kWh)  shall  be  calculated  for  all  individual  components  in  the
following way:

NO (cid:1)
x

CO (cid:1)

HC (cid:1)

mass

NO
x 
W

act

CO
W

mass

act

HC
W

mass

act

306

where,

Wact

 = actual cycle work as determined in section 3.9.2, kWh.

307

ANNEX IX

TIME-LIMITS FOR THE TRANSPOSITION OF THE REPEALED DIRECTIVES
INTO NATIONAL LAWS

Referred to in Article 9

Part A

Repealed Directives

Directives

Official Journal

Directive 88/77/EEC 

L 36, 9.2.1988, p. 33.

Directive 91/542/EEC 

L 295, 25.10.1991, p. 1.

Directive 96/1/EC 

L 40, 17.2.1996, p. 1.

Directive 1999/96/EC 

L 44, 16.2.2000, p. 1.

Directive 2001/27/EC 

L 107, 18.4.2001, p.10.

Part B

Time limits for transposition into national laws

Directive

Time-limits for transposition

Date of application

Directive 88/77/EEC 

1 July 1988

Directive 91/542/EEC 

1 January 1992

Directive 96/1/EC 

Directive 1999/96/EC 

1 July 1996

1 July 2000

Directive 2001/27/EC 

1 October 2001

1 October 2001

308

ANNEX X

CORRELATION TABLE

(Referred to in the second paragraph of Article 9)

Directive

Directive

Directive

Directive

88/77/EEC

91/542/EEC

1999/96/EC

2001/27/EC

This Directive

Article 1

-

-

Article 1

Article 2(1)

Article 2(1)

Article 2(1)

Article 2(1)

Article 2(4)

Article 2(2)

Article 2(2)

Article 2(2)

Article 2(2)

Article 2(1)

-

Article 2(3)

Article 2(3)

-

-

-

-

-

-

-

Article 2(4)

Article 2(4)

Article 2(3)

Article 2(3)

Article 2(2)

-

-

-

-

-

-

-

Article 3

-

-

Article 2(4)

Article 2(3)

Article 2(5)

-

-

-

-

-

-

-

-

-

Article 2(5)

Article 2(6)

Article 2(7)

Article 2(8)

Article 2(9)

-

Article 3

Article 4

-

-

-

-

-

-

-

-

-

-

-

-

Article 2(4)

Article 2(5)

Article 2(6)

Article 2(7)

Article 2(8)

-

Articles 5 and 6

Article 4

309

-

Article 3(1)

Article 3 (1)

Article 3(1)(a)

Article 3(1)(a)

Article3(1)(b)

Article3(1)(b)

Article 3(2)

Article3(2)

Article 3(3)

Article 3(3)

Article 4

-

-

Article 6

Articles 5 and 6

Article 7

-

-

-

Article 5(1)

Article 5(2)

Article 5(3)

Article5(4)

Article 5(5)

Article 6

Article 7

Article 5

Article 4

Article 8

Article 3

Article 8

-

-

-

-

-

-

Article 9

Article 9

Article 4

Article 10

Article 7

Article 7

Article 10

Article 5

Article 11

Annexes I to VII

-

-

-

-

-

-

-

-

-

-

-

-

Annexes I to VII

Annex VIII

Annex VIII

-

-

Annex IX

Annex X

310

IMPACT ASSESSMENT FORM

THE IMPACT OF THE PROPOSAL ON BUSINESS WITH SPECIAL REFERENCE
TO SMALL AND MEDIUM-SIZED ENTERPRISES( SMEs)

TITLE OF PROPOSAL

Directive of the European Parliament and of the Council 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 compression-ignition engines for use in vehicles, and the emission
of  gaseous  pollutants  from  positive-ignition  engines  fuelled  with  natural  gas  or  liquefied
petroleum gas for use in vehicles.

Document reference number

[…]

1. 

THE PROPOSAL

1.1. 

Taking  account  of  the  principle  of  subsidiarity,  why  is  Community  legislation
necessary in this area and what are its main aims?

The objective of the measure is to adapt existing measures with regard to technical
progress  as  well  as  implement  new  measures  in  the  area  of  emission  control  for
heavy-duty  vehicles.  Existing  measures  have  largely  contributed  to  achieving  the
harmonisation  of  the  Community  vehicle  market  since  1988.  Their  adaptation  is
explicitly  requested  by  Directive  1999/96/EC  and  is  an  element  of  a  consensus
between the European Parliament and the Council that permitted the adoption of the
said Directive.

With  Council  Directive  89/458/EEC,  the  Community  decided  to  harmonise  all
emission-related requirements for new engine and vehicle type-approvals on the base
of  total  harmonisation.  The  matter  is  therefore  an  issue  of  exclusive  Community
competence.

The most suitable form of action is legislation based on a Directive or a Regulation.
As a separate Directive permitting the application of EC type-approval put in place
by  Directive  70/156/EEC,  presently  repealed  and  replaced  by  a  proposal  of  the
Commission, the proposal adopts the legal requirements necessary in this sector.

However,  this  proposal  is  structured  in  a  different  way  compared  to  existing
Directives  covering  the  type-approval  of  motor  vehicles.  It  constitutes  an  effort  to
improve  the  efficiency  of  the  decision-making  process  and  simplify  the  proposed
legislation, so that the European Parliament and the Council can focus more on the
political  direction  and  content  whilst  leaving  the  Commission  with  the  task  of
adopting  the  appropriate  requirements  that  would  implement  the  political  direction
and content.

To  this  end,  a  split-level  approach  has  been  followed  in  this  proposal,  where  the
proposal and adoption of legislation will be made according to two different routes:

311

– 

– 

the  fundamental  provisions  would  be  laid  down  by  the  European  Parliament
and the Council in a Directive based on Article 251 of the Treaty through the
co-decision procedure;

the  technical  specifications  implementing  the  fundamental  provisions  in  the
Annexes would be laid down in a Directive adopted by the Commission with
the assistance of a regulatory committee.

of 

13 

in  Article 

At  present  the  delegation  of  executive  powers  to  the  Commission  in  the  area  of
motor  vehicle  type-approval  is  limited  to  adaptation  to  technical  progress,  as
provided 
framework  Directive
(Directive 70/156/EEC).  The  introduction  of  this  proposed  “split-level”  approach
will  require  an  amendment  of  this  Article  in  order  to  extend  the  delegation  of
executive powers to include the ability to adopt implementing measures and not just
the adaptation to technical progress of existing measures. To this end, a proposal for
a  complete  revision  to  the  framework  Directive,  including  extended  provisions  for
the regulatory committee, will be submitted in parallel to this proposal.

type-approval 

the 

It should be noted that the co-decision proposal may be adopted by the Commission
and  transmitted  to  the  European  Parliament  and  the  Council  before  the  comitology
proposal  has  been  finalised.  Work  will  progress  on  the  comitology  proposal  in
Commission  consultation  groups  such  as  the  Motor  Vehicle  Emission  Group
(MVEG), or a special working group of the MVEG, prior to sending the proposal to
the regulatory committee for vote and subsequent adoption by the Commission.

2. 

THE IMPACT ON BUSINESS

2.1.  Who will be affected by the proposal?

The global automotive sector will be  affected by the  proposal.  The  specific  sectors
that  will  be  affected  include  the  heavy-duty  vehicle  and  heavy-duty  engine
manufacturers,  manufacturers  and  suppliers  of  exhaust  aftertreatment  systems,
manufacturers  and  suppliers  of  vehicle  electronic  systems,  manufacturers  of
replacement  parts,  owners  and  operators  of  heavy-duty  vehicles,  the  industry
associated  with  the  maintenance  and  repair  of  heavy-duty  vehicles  and  engines,
manufacturers  and  suppliers  of  replacement  parts  for  heavy-duty  vehicles  and
engines, type-approval authorities and test agencies.

Manufacturers  of  heavy-duty  vehicles  and  heavy-duty  engines,  manufacturers  of
exhaust  aftertreatment  systems,  manufacturers  of  vehicle  electronic  systems  and
manufacturers  of  replacement  parts  are  generally  global  players.  Repair  and
maintenance centres are usually small and medium sized enterprises, often working
in  close  co-operation  with  the  vehicle  manufacturers.  Owners  and  operators  of
heavy-duty vehicles can range from large fleets to small operators.

Heavy-duty vehicle and engine manufacturers are concentrated in Germany, Sweden
Italy, Netherlands, France and the UK. There are no particular geographical areas of
the  Community  where  the  other  businesses  affected  by  this  proposal  are
concentrated.

312

2.2.  What will business have to do to comply with the proposal?

Heavy-duty  vehicle  and  engine  manufacturers  and  manufacturers  of  exhaust
aftertreatment  systems  are  already  investing  in  the  development  of  the  necessary
technology  to  comply  with  the  new  emission  standards  being  introduced  from
1 October 2005 with a further stage from 1 October 2008.

technology.  Heavy-duty  vehicle  and  engine  manufacturers  and 

This  proposal  will  require  heavy-duty  vehicle  and  engine  manufacturers  and
manufacturers  of  vehicle  electronic  systems  to  invest  in  the  development  of  new
OBD 
the
manufacturers  of  exhaust  aftertreatment  technology  will  have  to  develop  their
products  to  ensure  long-term-durability.  Owners  and  operators  of  heavy-duty
vehicles will have to invest in the training of their service and maintenance staff to
cope  with  higher  levels  of  technology  on  vehicles;  the  same  will  be  true  for  the
independent service and repair market. Manufacturers of replacement parts will have
to ensure the compatibility of their products with the higher levels of technology on
heavy-duty vehicles.

2.3.  What economic effects is the proposal likely to have?

– 

– 

– 

– 

The  proposal  will  require  additional  investment  by  the  manufacturers  of
heavy-duty  vehicles  and  heavy-duty  engines  and  all  relevant  suppliers  to
provide for the development, production and homologation of future products
to  comply  with  this  proposal.  It  will  most  likely  enhance  the  long-term
international  competitiveness  of  European  heavy-duty  vehicle  and  engine
manufacturers.  There  will  be  no  negative  effect  on  the  creation  of  new
businesses and new entrants to this sector are unlikely. The proposal poses no
risk to the companies in this sector.

The  proposal  will  require  additional  investment  for  test  equipment  and  the
training  and  recruitment  of  qualified  staff  by  the  operators  of  heavy-duty
vehicles  and  the  heavy-duty  vehicle  independent  repair  industry  to  cope  with
the new technology that will be present on heavy-duty vehicles from 2005.

The proposal is likely to have a marginal beneficial effect on employment in all
sectors involved.

The proposal will have little effect on the competitiveness of businesses since
the measures included in this proposal will be mandatory for all manufacturers
of heavy-duty vehicles or heavy-duty engines that will be offered for sale in the
Community  from  1 October  2005.  The  competitiveness  of  the  vehicle  repair
industry  will  similarly  be  little  affected  since  the  measures  included  in  this
proposal apply to all operators and repairers.

2.4.  What are the likely additional compliance costs and operating costs for heavy-

duty vehicles and engines?

The  technical  measures  necessary  to  implement  the  fundamental  provisions  laid
down in this proposal will be adopted with the assistance of a regulatory committee.
The  details  of  the  technical  measures  are  therefore  not  finalised  and  hence  costs
expressed here are provisional.

313

Estimated costs of additional technical measures to meet the future emission limits
applicable from 2005 and 2008:

– 

The  emission  standards  for  2005  and  2008  were  previously  laid  down  in
Directive 1999/96/EC. However, it is interesting to give here an estimate of the
costs to meet these future emission standards.

–  Manufacturer’s  data  suggests  that  the  cost  of  meeting  the  2005  emission
standards is likely to be in the range EUR 1 000-2 000 for small truck engines;
EUR 3 000-7 000  for  medium  truck  engines;  EUR 3 500-7 000  for  a  large
engine  and  EUR 3 000-7 000  for  a  bus  engine,  compared  to  the  cost  of
equivalent  engines  meeting  the  2000  emission  standards.  These  costs  will
increase by EUR 1 000 to EUR 2 500, depending on  engine  size,  to  meet  the
2008 emission standards. Based on data supplied by  component  suppliers  the
lower range of these estimates could be more realistic for volume production.

–  Manufacturers generally expect to see an increase in fuel consumption of about
3% in the case of engines complying with the 2005 standards (compared with
engines complying with the 2000 standards). However, they expect a decrease
of  some  3-5%  in  the  case  of  engines  complying  with  the  2008  standards
(compared with engines complying with the 2000 standards). This is probably
due  to  the  expected  use  of  diesel  particulate  filter  technology  for  2005
compliance which incurs a fuel consumption penalty as a result of the exhaust
gas  back  pressure,  and  selective  catalytic  reduction  (SCR)  for  2008
compliance, which allows the NOx/fuel consumption trade-off to be optimised
in favour of fuel consumption when an efficient deNOx after-treatment device
is used.

– 

The  adoption  of  widespread  SCR  technology  will  require  a  urea  distribution
infrastructure  across  Europe  that  will  require  major  investment.  The  engine
manufacturers  are  working  closing  with  urea  suppliers,  the  oil  industry,  and
others to develop a suitable distribution network  by  2005.  Prices  for  urea  are
expected  to  be  initially  around  EUR  0.6  per  litre  and  then  to  fall  as  demand
increases  to  around  EUR  0.25  per  litre.  As  the  consumption  of  urea  (by
volume)  is  equivalent  to  the  fuel  consumption  savings  with  SCR  the  overall
cost to the operator may reduce if the price of urea is less than that of diesel.

Useful life or durability requirements:

Manufacturers  carry  out  reliability  testing  for  their  engine  products  and  individual
components within the system. For a typical 10 litre engine, reliability (or durability)
may  be  assessed  or  simulated  over  some  1  million  kilometres  of  use.  Over  a
production volume of some 45 000 engines per annum, this equates to a cost of some
EUR 410 per engine. However, this is an on-cost irrespective of any new durability
legislation.

Today,  most  EU  heavy-duty  vehicle  or  engine  manufacturers  are  required  to  carry
out  durability  demonstrations  for  compliance  with  US  regulations.  As  detailed  in
section 4.2.1. of the explanatory memorandum, the durability measures proposed in
this co-decision proposal and to be proposed in the comitology proposal are similar
to those presently applied by the US regulations. Therefore, an additional cost may
be  estimated  in  relation  to  the  additional  durability  testing  or  demonstration  of  an

314

engine family required for EU type-approval. A cost for engine family type-approval
can  be  calculated  on  the  basis  that  the  technical  service  witnesses  7  complete
emission  tests  (ESC,  ETC  and  perhaps  ELR)  at  the  manufacturer’s  premises  at
periodical  intervals  over  the  service  accumulation  schedule  defined  by  the
manufacturer on a heavy-duty engine. Based on an hourly rate of €135 for witnessing
engine  testing  and  paperwork,  the  cost  of  the  durability  type-approval  test  could
equate  to  some  EUR 10 500  per  engine  family.  On  a  per  engine  basis,  this  cost  is
negligible  compared  to  the  cost  of  actually  meeting  the  2005  and  2008  emission
standards.

The Commission sees a need to specify in the Directive certain maintenance criteria
with  respect  to  expected  durability  of  major  emission-related  components  with
respect to repair, replacement or cleaning intervals. However, this will not result in
any net increase of operating costs as manufacturers will have to specify such events
in any case in their normal servicing schedules for different heavy-duty vehicles and
different usage patterns.

Conformity of in-service vehicles/engines:

The  proposal  (see  section  4.2.2.  of  the  explanatory  memorandum)  requires  a
manufacturer to carry out an audit of his heavy-duty vehicle or engine production to
assess  the  conformity  of  in-service  vehicles  or  engines  with  respect  to  emissions
conformance. Such an audit (or similar) should be normal practice for a manufacturer
and therefore no additional cost for this measure is assumed. No additional costs are
assumed for development or additional hardware on vehicles.

However, follow-up testing either by equipping vehicles with on-board measurement
devices or chassis or engine dynamometer testing will result in additional costs that
are likely to be passed onto the manufacturer.

Testing  of  a  heavy-duty  vehicle  on-road  using  the  types  of  on-board  measurement
equipment referred to in section 4.2.2. of the explanatory memorandum are estimated
at  EUR 3 000  per  test.  The  cost  of  testing  a  heavy-duty  vehicle  over  a  steady-state
test on a chassis dynamometer is estimated at EUR 8 000 while the cost of testing a
heavy-duty  vehicle  over  a  transient  test  on  a  chassis  dynamometer  is  estimated  at
EUR 15 000. The cost of extracting an engine from a vehicle and testing it over the
ESC,  ETC  and  perhaps  ELR  test  cycles  is  estimated  to  be  of  the  order  of
EUR 25 000.

While  the  technical  measures  to  implement  an  in-service  conformity  plan  will  be
finalised through further discussions, it is to be expected that on-board measurement
will  be  the  adopted  solution.  On  this  basis,  in-service  conformity  testing  of  three
vehicle  types  within  an  in-service  family  should  absorb  no  more  than  EUR 10 000
per annum.

It is not expected that there will be any costs to operators of heavy-duty vehicles as
this  is  a  measure  that  manufacturers  will  be  obliged  to  comply  with  as  part  of  the
granting of type-approval.

On-board diagnostic (OBD) systems:

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Many  heavy-duty  vehicles  already  have  some  form  of  diagnostic  system  that  is
manufacturer  specific.  Therefore,  design  changes  and  development  work  necessary
to  implement  an  OBD  system  according  to  that  detailed  in  section  4.2.3  of  the
explanatory  memorandum,  at  least  for  the  first  stage  in  2005,  are  unlikely  to  be
extensive,  expressed  on  a  vehicle  or  engine  basis.  The  main  costs  are  likely  to  be
associated with the development and testing of OBD systems in various malfunction
modes,  which  is  difficult  to  cost,  and  a  move  by  some  manufacturers  to  higher
capacity electronic control modules. Operating costs will not be affected through the
implementation of OBD and are likely to be reduced through improved diagnosis and
repair, although this is difficult to cost. Where necessary, it is estimated that a move
to  higher  capacity  electronic  control  modules  will  add  some  EUR 10  per
vehicle/engine.

The  costs  associated  with  the  second  stage  of  OBD  foreseen  for  application  from
2008 is more difficult to assess today.

This  second  stage  focuses  on  the  full  monitoring  of  exhaust  aftertreatment  devices
and  will  require  substantial  system  development.  It  is  also  most  likely  that  the
following components may be required within such an OBD system:

– 

– 

– 

– 

– 

– 

NOx  sensors  –  are  in  production  today  but  only  for  a  limited  NOx  detection
range.  The  detection  range  needs  to  be  expanded  for  heavy-duty  vehicle
applications. Estimated to be a relatively high additional cost;

Ammonia  sensors  –  are  pre-production.  Maybe  ammonia  sensors  will  not  be
required if NOx sensor cross-sensitivity with ammonia can be utilised to give
dual-sensor capability. Estimated to be relatively high additional cost;

Urea sensor – at the laboratory stage. Cost unknown;

Differential pressure sensors for diesel particulate filter - in production today.
Relatively moderate additional cost;

Particulate sensor – at the laboratory stage. Cost unknown;

CO  or  HC  sensor  –  at  the  laboratory  stage.  Cost  unknown  but  possibly  not
required  for  heavy-duty  vehicle  OBD  (depends  also  on  the  outcome  of  the
discussions towards a global solution for heavy-duty vehicle OBD);

–  Wide-band lambda sensor for exhaust gas recirculation (EGR) or NOx adsorber

control – available today at relatively moderate cost;

– 

– 

Temperature  sensor  for  EGR,  exhaust  gas  or  diesel  particulate  filter  –  pre-
production  for  heavy-duty  vehicle  applications.  Estimated  to  be  relatively
moderate cost;

Fuel injection pressure sensor, needle lift sensor, exhaust mass flow sensors –
in series production. Relatively low to moderate cost.

Type-approval  costs  are  based  on  present  practice  for  light-duty  OBD  where
technical  services  usually  take  up  to  5  days  in  witnessing  OBD  tests  and
investigating manufacturer’s OBD information. Based on an hourly rate of EUR 135

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for witnessing OBD testing and paperwork, the cost of the OBD type-approval test
could equate to some EUR 6 500 per OBD-engine family.

On  a  per  engine  basis,  this  total  cost  is  very  low  compared  to  the  cost  of  actually
meeting the 2005 and 2008 emission limits.

2.5. 

Does the proposal contain measures to take account of the specific situation of
small and medium-sized firms (reduced or different requirements etc)?

The proposal will contain some allowances with respect to the type-approval burden
for  manufacturers  who  make  relatively  small  numbers  of  heavy-duty  vehicles  or
heavy-duty  engines.  Such  manufacturers  whose  world-wide  annual  production  of  a
type of engine, belonging to an OBD engine family, is less than 500 units per annum,
will  be  able  to  type-approve  his  product  according  to  slightly  less  stringent
requirements compared to manufacturers of large numbers of heavy-duty vehicles or
heavy-duty engines. The environmental impact associated with the small numbers of
such derogated vehicles or engines in the market will be low.

3. 

CONSULTATION

3.1. 

List the organisations that have been consulted about the proposal and outline
their main views.

industrial  associations  ACEA 

The 
(Association  of  European  Automobile
Manufacturers), JAMA  (Japanese  Automobile  Manufacturers  Association),  CLEPA
(Association of European Automotive Suppliers), AECC (Association for Emissions
Control  by  Catalyst),  AFCAR  (Alliance  for  Freedom  of  Car  Repair  in  the  EU),
CLEDIPA  (Comité  de  Liaison  Européen  de  la  Distribution  Indépendante  de  Pièces
de  Rechange  et  Équipements  pour  Automobiles),  AEGPL  (European  Liquefied
Petroleum  Gas  Association),  ENGVA  (European  Natural  Gas  Vehicle  Association)
have been consulted on this proposal.

These organisations welcome the split-level approach being taken in this proposal in
hope that it will streamline the legislative process and provide for more lead-time for
industry to comply with the adopted legislation. The Commission has listened to the
views and experience of several of these organisations in drawing-up this proposal,
especially with regard to the experience gained by those manufacturers of heavy-duty
vehicles  and  heavy-duty  engines  in  the  US  market.  The  organisations  are  broadly
supportive of the measures the Commission has proposed.

Technical  experts  from  Belgium,  Denmark,  Germany,  France,  Italy,  Netherlands,
Sweden  and  the  UK  have  also  been  consulted.  These  Member  States  have,  in
general, welcomed the split-level approach being taken in this proposal.

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