Regulation No 96 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of engines to be installed in agricultural and forestry tractors and in non-road mobile machinery with regard to the emissions of pollutants by the engine [2019/547]
Date: 2019-04-17
Institutions: United Nations Economic Commission for Europe
Subjects: approval, engine, environmental standard, motor vehicle, motor vehicle pollution, pollution control measures, technical specification, technical standard, tractor, vehicle parts




L_2019107EN.01000101.xml










17.4.2019   


EN


Official Journal of the European Union


L 107/1






Only the original UN/ECE texts have legal effect under international public law. The status and date of entry into force of this Regulation should be checked in the latest version of the UN/ECE status document TRANS/WP.29/343, available at:
http://www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29fdocstts.html

Regulation No 96 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of engines to be installed in agricultural and forestry tractors and in non-road mobile machinery with regard to the emissions of pollutants by the engine [2019/547]

Incorporating all valid text up to:
05 series of amendments — Date of entry into force: 29 December 2018
      
CONTENTS






REGULATION




1.


Scope




2.


Definitions and abbreviations




3.


Application for approval of an engine type or family




4.


Approval




5.


Requirements and tests




6.


Installation on the vehicle




7.


Engine family and engine type




8.


Conformity of production




9.


Penalties for non-conformity of production




10.


Modifications and extension of approval of the approved type




11.


Production definitively discontinued




12.


Transitional provisions




13.


Names and addresses of Technical Services responsible for conducting approval tests and of Type Approval Authorities




ANNEXES




1


Templates for information folder and information document




2


Communication




3


Arrangements of approval marks




4


Test procedure




5


Method for data evaluation and calculation




6


Technical characteristics of reference fuels prescribed for approval tests and to verify conformity of production




7


Technical requirements for dual-fuel engines




8


Methodology for adapting the emission laboratory test results to include the deterioration factors




9


Requirements with regard to emission control strategies, NOX control measures and particulate control measures




10


Parameters for the definition of engine types and engine families, and their operation modes




1.   SCOPE
This Regulation applies to all engines falling within the categories set out in paragraph 1.1 which are installed in or are intended to be installed in category T vehicles (1) and non-road mobile machinery.








1.1.


For the purposes of this Regulation, the following engine categories, divided into the sub-categories set out in Appendix 1 to this Regulation, apply:






1.1.1.


"Category NRE": engines for category T vehicles and non-road mobile machinery intended and suited to move, or to be moved, by road or otherwise, and are not included in any other category set out in paragraphs 1.1.2 to 1.1.7;










1.1.2.


"Category NRG": engines having a reference power that is greater than 560 kW, exclusively for use in generating sets; engines for generating sets other than those having those characteristics are included in the categories NRE or NRS, according to their characteristics;










1.1.3.


"Category NRSh": hand-held Spark Ignition (SI) engines having a reference power that is less than 19 kW, exclusively for use in hand-held machinery;










1.1.4.


"Category NRS": SI engines for category T vehicles and non-road mobile machinery having a reference power that is less than 56 kW and not included in category NRSh;










1.1.5.


"Category SMB": SI engines exclusively for use in snowmobiles; engines for snowmobiles other than SI engines are included in category NRE;










1.1.6


"Category ATS": SI engines exclusively for use in All-terrain vehicles (ATVs) and Side-by-Side (SbS) that are either category T vehicles or non-road mobile machinery; engines for ATVs and SbS other than SI engines are included in category NRE.










1.1.7.


A variable-speed engine of a particular category may be used in the place of a constant-speed engine of the same category.
















1.2.


This UN Regulation shall not apply to monitoring of emissions of pollutants from engines operated in category T vehicles or non-road mobile machinery over their normal patterns, conditions and payloads.




2.   DEFINITIONS AND ABBREVIATIONS
2.1.   For the purpose of this Regulation,






2.1.1.


"Adjustable parameter" means any device, system, or element of design that someone can adjust (including those which are difficult to access) and that, if adjusted, may affect emissions or engine performance during emissions testing or normal in-use operation. This includes, but is not limited to, parameters related to injection timing and fuelling rate;










2.1.2.


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










2.1.3.


"All-Terrain Vehicle (ATV)" means a non-road mobile machine or category T vehicle, propelled by an engine, intended primarily to travel on unpaved surfaces on four or more wheels with low-pressure tyres, having a seat designed to be straddled by the driver only, or a seat designed to be straddled by the driver and a seat for no more than one passenger, and handlebars for steering;










2.1.4.


"Ambient temperature" means, in relation to a laboratory environment (e.g. filter weighing room or chamber), the temperature within the specified laboratory environment;










2.1.5.


"Aqueous condensation" means the precipitation of water-containing constituents from a gas phase to a liquid phase;










2.1.6.


"Auxiliary emission control strategy" or "AECS" means an emission control strategy that is activated and temporarily modifies a Base Emission Control Strategy (BECS) for a specific purpose and in response to a specific set of ambient and/or operating conditions and only remains in operation as long as those conditions exist;










2.1.7.


"Base emission control strategy" or "BECS" means an emission control strategy that is active throughout the range of torque and speed over which the engine operates, unless an Auxiliary Emission Control Strategy (AECS) is activated;










2.1.8.


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










2.1.9.


"Calibration gas" means a purified gas mixture used to calibrate gas analysers;










2.1.10.


"Compression ignition (CI) engine" means an engine which works on the compression-ignition principle;










2.1.11.


"Constant-speed engine" means an engine the type-approval of which is limited to constant-speed operation, excluding engines the constant-speed governor function of which is removed or disabled; it may be provided with an idle speed that can be used during start-up or shut-down and it may be equipped with a governor that can be set to an alternative speed when the engine is stopped;










2.1.12.


"Constant-speed non-road steady-state test cycle" (hereinafter ‘constant-speed NRSC’) means any of the following non-road steady-state test cycles defined in Appendix A.6 to Annex 4 to this Regulation: D2, G1, G2 or G3;










2.1.13.


"Constant-speed operation" means an engine operation with a governor that automatically controls the operator demand to maintain engine speed, even under changing load;










2.1.14.


"Crankcase" means the enclosed spaces in, or external to, an engine which are connected to the oil sump by internal or external ducts through which gases and vapours can be emitted;










2.1.15.


"Defeat strategy" means an emission control strategy that reduces the effectiveness of the emission control system under ambient or engine operating conditions encountered either during normal machine operation or outside the approval test procedures;










2.1.16.


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










2.1.17.


"Deterioration factors" means the set of factors that indicate the relationship between emissions at the start and end of the emission durability period;










2.1.18.


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










2.1.19.


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










2.1.20.


"Dual-fuel engine" means an engine that is designed to simultaneously operate with a liquid fuel and a gaseous fuel, both fuels being metered separately, the consumed amount of one of the fuels relative to the other one being able to vary depending on the operation;










2.1.21.


"Dual-fuel mode" means the normal operating mode of a dual-fuel engine during which the engine simultaneously uses liquid fuel and a gaseous fuel at some engine operating conditions;










2.1.22.


"Electronic control unit" means an engine's electronic device that is part of the emission control system and uses data from engine sensors to control engine parameters;










2.1.23.


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










2.1.24.


"Emission control strategy" means an element or a set of design elements incorporated into the overall design of an engine, or into non-road mobile machinery in which an engine is installed, and used in controlling emissions;










2.1.25.


"Emission durability period" or ‘EDP’ means the number of hours or, where applicable, the distance used to determine the deterioration factors;










2.1.26.


"End-user" means any natural or legal person, other than the manufacturer or OEM, that is responsible for operating the engine installed in non-road mobile machinery or category T vehicle;










2.1.27.


"Engine family" means a manufacturer's grouping of engine types which, through their design, have similar exhaust emission characteristics, and respect the applicable emission limit values;










2.1.28.


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










2.1.29.


"Engine production date" means the date, expressed as the month and year, on which the engine passes the final check, after it has left the production line, and is ready to be delivered or to be put into stock;










2.1.30.


"Engine type" means a group of engines which do not differ in such essential engine characteristics as defined in Annex 10 to this UN Regulation;










2.1.31.


"Entry into service" means the first use, for its intended purpose, in a Contracting Party of a category T vehicle;










2.1.32.


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










2.1.33.


"Exhaust-gas recirculation" or ‘EGR’ means a technical device that is part of the emission control system and reduces emissions by routing exhaust gases that have been expelled from the combustion chamber(s) back into the engine to be mixed with incoming air before or during combustion, except for the use of valve timing to increase the amount of residual exhaust gas in the combustion chamber(s) that is mixed with incoming air before or during combustion;










2.1.34.


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










2.1.35.


"Gaseous fuel" means any fuel which is wholly gaseous at standard ambient conditions (298 K, absolute ambient pressure 101,3 kPa);










2.1.36.


"Gaseous pollutants" means the following pollutants in their gaseous state emitted by an engine: carbon monoxide (CO), total hydrocarbons (HC) and oxides of nitrogen (NOX); NOX being nitric oxide (NO) and nitrogen dioxide (NO2), expressed as NO2 equivalent;










2.1.37.


"Generating set" means an independent non-road mobile machine that is not part of a power train, primarily intended to produce electric power;










2.1.38.


"GER" (Gas Energy Ratio) means, in the case of a dual-fuel engine, the ratio of the energy content of the gaseous fuel over the energy content of both fuels; in the case of a single-fuel engine, GER is defined as being either 1 or 0 according to the type of fuel;










2.1.39.


"Good engineering judgment" means judgments made consistent with generally accepted scientific and engineering principles and available relevant information;










2.1.40.


"Governor" means a device or control strategy that automatically controls engine speed or load, other than an over- speed limiter as installed in an engine of category NRSh limiting the maximum engine speed for the sole purpose of preventing the engine operating at speeds in excess of a certain limit;










2.1.41.


"Hand-held SI engine" means an SI engine having a reference power of less than 19 kW and used in a piece of equipment that meets at least one of the following conditions:






(a)


It is carried by the operator throughout the performance of its intended function(s);










(b)


It operates multi-positionally, such as upside down or sideways, to perform its intended function(s);










(c)


Its dry mass, including engine, is less than 20 kg, and it meets at least one of the following conditions:






(i)


Its operator provides physical support for or, alternatively, carries the equipment throughout the performance of its intended function(s);










(ii)


Its operator provides physical support or attitudinal control for the equipment throughout the performance of its intended function(s);










(iii)


It is used in a generator or a pump;


















2.1.42.


"HEPA filter" means high-efficiency particulate air filters that are rated to achieve a minimum initial particle-removal efficiency of 99,97 per cent using ASTM F 1471–93;










2.1.43.


"High speed " or ‘nhi’ means the highest engine speed where 70 per cent of the maximum power occurs;










2.1.44.


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










2.1.45.


"Initial entry into service" means:






(a)


The first registration, if the registration is compulsory, or,










(b)


If the registration is compulsory only for road circulation or is not compulsory, the placing on the market;














2.1.46.


"Internal combustion engine" or ‘Engine’ means an energy converter, other than a gas turbine, designed to transform chemical energy (input) into mechanical energy (output) with an internal combustion process; it includes, where they have been installed, the emission control system and the communication interface (hardware and messages) between the engine's electronic control unit(s) and any other powertrain or category T vehicle or non-road mobile machinery control unit necessary to comply with this Regulation;










2.1.47.


"λ-shift factor" or "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;










2.1.48.


"Liquid fuel" means a fuel which exists in the liquid state at standard ambient conditions (298 K, absolute ambient pressure 101,3 kPa);










2.1.49.


"Liquid-fuel mode" means the normal operating mode of a dual-fuel engine during which the engine does not use any gaseous fuel for any engine operating condition;










2.1.50.


"Low speed" or ‘nlo’ means the lowest engine speed where 50 per cent of the maximum power occurs;










2.1.51.


"Making available on the market" means any supply of an engine or non-road mobile machinery for distribution or use on a Contracting Party market in the course of a commercial activity, whether in return for payment or free of charge;










2.1.52.


"Manufacturer" means any natural or legal person who is responsible to the Type Approval Authority for all aspects of the engine approval and for ensuring conformity of engine production, whether or not they are directly involved in all stages of the design and construction of the engine which is the subject of the approval process;










2.1.53.


"Manufacturer's representative" or "representative" means any natural or legal person established in the Contracting Party whom the manufacturer duly appoints by a written mandate to represent it in matters concerning the Type Approval Authority of the Contracting Party and to act on its behalf in matters covered by this Regulation;










2.1.54.


"Maximum net power" means the highest value of the net power on the nominal full-load power curve for the engine type;










2.1.55.


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










2.1.56.


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










2.1.57.


"Non-road mobile machinery" means any mobile machine, transportable equipment or vehicle with or without bodywork or wheels, not intended for the transport of passengers or goods on roads, and includes machinery installed on the chassis of vehicles intended for the transport of passengers or goods on roads;










2.1.58.


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










2.1.59.


"Operator demand" means an engine operator's input to control engine output;










2.1.60.


"Original equipment manufacturer" or "OEM" means any natural or legal person that manufactures non-road mobile machinery or category T vehicles;










2.1.61.


"Parent engine" means an engine type selected from an engine family in such a way that its emissions characteristics are representative of that engine family;










2.1.62.


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










2.1.63.


"Partial flow dilution" means the method of analysing the exhaust gas whereby a part of the total exhaust gas flow is separated, then mixed with an appropriate amount of dilution air prior to reaching the particulate sampling filter;










2.1.64.


"Particle number" or ‘PN’ means the number of solid particles emitted by an engine with a diameter greater than 23 nm;










2.1.65.


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










2.1.66.


"Particulate pollutants" means any matter emitted by an engine that is measured as PM or PN;










2.1.67.


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










2.1.68.


"Permanently installed" means bolted, or otherwise effectively fixed so that it cannot be removed without the use of tools or equipment, to a foundation or an alternative constraint intended to cause the engine to operate in one single location in a building, structure, facility or installation;










2.1.69.


"Placing on the market" means the first making available on the market of a Contracting Party of an engine or non-road mobile machinery. For category T vehicles placing on the market shall be read as initial entry into service of the vehicle;










2.1.70.


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










2.1.71.


"Rated net power" means the net power in kW as declared by the manufacturer of an engine at rated speed;










2.1.72.


"Rated speed" means the maximum full load speed allowed by an engine's governor, as designed by the manufacturer, or, if a governor is not present, the speed at which the maximum net power is attained by the engine, as specified by the manufacturer;










2.1.73.


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










2.1.74.


"Reference power" means the net power that is used to determine the applicable emission limit values for the engine;










2.1.75.


"Regeneration" means an event during which emissions levels change while the exhaust after-treatment system's performance is being restored by design and which can be classified as continuous regeneration or infrequent (periodic) regeneration;










2.1.76.


"Service mode" means a special mode of a dual-fuel engine that is activated for the purpose of repairing, or of moving the non-road mobile machinery to a safe location when operation in the dual-fuel mode is not possible;










2.1.77.


"SI engine" means an engine that works on the spark-ignition (‘SI’) principle;










2.1.78.


"Side-by-side vehicle" or "SbS" means a self-propelled, operator-controlled, non-articulated non-road mobile machinery or category T vehicle intended primarily to travel on unpaved surfaces on four or more wheels, having a minimum unladen mass, in running order, of 300 kg (including standard equipment, coolant, lubricants, fuel and tools but excluding optional accessories and the driver) and a maximum design speed of 25 km/h or more; such a vehicle is also designed to transport persons and/or goods, and/or to pull and push equipment, is steered by a control other than a handlebar, is designed for recreational or utility purposes and carries no more than six people including the driver, sitting side by side on one or more non-straddle seats;










2.1.79.


"Single-fuel engine" means an engine that is not a dual-fuel engine;










2.1.80.


"Snowmobile" means a self-propelled machine that is intended for off-road travel primarily on snow, is driven by tracks in contact with snow and steered by a ski or skis in contact with the snow, and has a maximum unladen mass, in running order, of 454 kg (including standard equipment, coolant, lubricants, fuel and tools but excluding optional accessories and the driver);










2.1.81.


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










2.1.82.


"Span gas" means a purified gas mixture used to span gas analysers;










2.1.83.


"Specific emissions" means the mass emissions expressed in g/kWh;










2.1.84.


"Stationary machinery" means machinery that is intended to be permanently installed in one location for its first use and is not intended to be moved, by road or otherwise, except during shipment from the place of manufacture to the place of first installation;










2.1.85.


"Steady-state test cycle" means a test cycle in which engine speed and torque are held at a finite set of nominally constant values; steady-state tests are either discrete mode tests or ramped-modal tests;










2.1.86.


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










2.1.87.


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










2.1.88.


"Tampering" means inactivation, adjustment or modification of the emission control system, including any software or other logical control elements of such a system, that has the effect, whether intended or not, of worsening the emissions performance of the engine;










2.1.89.


"Test cycle" means a sequence of test points, each with a defined speed and torque, to be followed by the engine when being tested under steady state or transient operating conditions;










2.1.90.


"Test interval" means a duration of time over which brake-specific emissions are determined;










2.1.91.


"Tolerance" means the interval in which 95 per cent of a set of recorded values of a certain quantity shall lie, with the remaining 5 per cent of the recorded values deviating from the tolerance interval;










2.1.92.


"Transient test cycle" means a test cycle with a sequence of normalised speed and torque values that vary on a second-by-second basis with time;










2.1.93.


"Type approval" means the procedure whereby an Type Approval Authority certifies that an engine type or engine family satisfies the technical requirements and relevant administrative provisions of this Regulation;










2.1.94.


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










2.1.95.


"Variable-speed engine" means an engine that is not a constant-speed engine;










2.1.96.


"Variable-speed non-road steady-state test cycle" (hereinafter "variable-speed NRSC") means a non-road steady-state test cycle that is not a constant-speed NRSC;










2.1.97.


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










2.1.98


"Wall-flow particulate after-treatment system" means a particulate after-treatment system in which all the exhaust gas is forced to flow through a wall which filters out the solid matter;










2.1.99.


"Wobbe index" or "W" 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:















2.1.100.


"To zero" means to adjust an instrument in a manner that it gives a zero response to a zero calibration standard, such as purified nitrogen or purified air;










2.1.101.


"Zero gas" means a gas that yields the value zero as response to its input in an analyser.




2.2.   Symbols and abbreviations
2.2.1.   Symbols
The symbols are explained in Annex 4, paragraph 3.2 and specific symbols are found in the corresponding Annexes.
2.2.2.   Abbreviations






ASTM


American Society for Testing and Materials




BMD


Bag mini-diluter




BSFC


Brake-specific fuel consumption




CFV


Critical Flow Venturi




CI


Compression-ignition




CLD


Chemiluminescent Detector




CVS


Constant Volume Sampler




De NOX



NOX after-treatment system




DF


Deterioration factor




ECM


Electronic control module




EFC


Electronic flow control




EGR


Exhaust gas recirculation




FID


Flame Ionization Detector




GC


Gas Chromatograph




HCLD


Heated Chemiluminescent Detector




HFID


Heated Flame Ionization Detector




IBP


Initial boiling point




ISO


International Organization for Standardization




LPG


Liquefied Petroleum Gas




NDIR


Nondispersive infrared (Analyser)




NDUV


Nondispersive ultraviolet (Analyser)




NIST


US National Institute for Standards and Technology




NMC


Non-Methane Cutter




PDP


Positive Displacement Pump




%FS


Per cent of full scale




PFD


Partial Flow Dilution




PFS


Partial Flow System




PTFE


Polytetrafluoroethylene (commonly known as Teflon™)




RMC


Ramped-modal cycle




RMS


Root-mean square




RTD


Resistive temperature detector




SAE


Society of Automotive Engineers




SSV


Subsonic Venturi




UCL


Upper confidence limit




UFM


Ultrasonic flowmeter




3.   APPLICATION FOR APPROVAL OF AN ENGINE TYPE OR FAMILY








3.1.


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












3.2.


The applicant shall provide the Type Approval Authority with an information folder which includes the following:






(a)


An information document, including a list of reference fuels and, where requested by the manufacturer, any other specified fuels, fuel mixtures or fuel emulsions referred to in paragraph 5.1.3 and described in accordance with Annex 6 to this Regulation;










(b)


All relevant data, drawings, photographs and other information relating to the engine type or, where applicable, the parent engine;










(c)


Any additional information requested by the Type Approval Authority in the context of the type-approval application procedure.










(d)


A description of the engine type and if applicable the particulars of the engine family referred to in Annex 10 to this Regulation.
















3.3.


The information folder may be provided in paper form or in an electronic format that is accepted by the technical service and the Type Approval Authority.












3.3.1.


Applications submitted on paper shall be in triplicate. Any drawings shall be to an appropriate scale and in sufficient detail on size A4 sheets or in a folder of A4 format. Photographs (if any) shall show sufficient detail.












3.4.


Manufacturers shall make available to the technical service responsible for conducting the type-approval tests defined in paragraph 5, an engine conforming to the engine type or, in the case of an engine family, to the parent engine characteristics described in Annex 1, Appendix A.3 to this Regulation.












3.5.


In the case of an application for an engine family type-approval, if the Technical Service determines that, with regard to the selected parent engine, the application submitted does not fully represent the engine family described in Annex 1, Appendix A.3, manufacturers shall make available an alternative and, if necessary, an additional parent engine which is considered by the Technical Service to represent the engine family.




4.   APPROVAL
4.1.   If the engine submitted for approval pursuant to paragraph 3 of this Regulation meets the requirements of paragraph 5 below, approval of that engine type or engine family shall be granted. The Type Approval Authority shall issue the relevant communication as set out in Annex 2.
For the purposes of clarity and easing access to relevant data, the communication includes an addendum containing the most relevant information related with the type-approved engine type or engine family.
In order to receive a type approval of an engine type or engine family, the manufacturer shall demonstrate compliance, of the engine type or engine family with the provisions of this Regulation set out in paragraphs 5, 6, 8 and Annexes 4, 7, 8, 9 and 10. The manufacturer shall also ensure the use of reference fuels set out in Annex 6, having regard to Appendix 4 to this Regulation.
Additionally, in order to receive type approval of a vehicle with an approved engine with regard to emissions or a type approval of a vehicle with regard to emissions the OEM shall ensure compliance with the installation requirements set out in paragraph 6.
4.2   In case the manufacturer allows the use of commercial fuels that do not correspond to the reference fuels set out in Annex 6, the provisions of Appendix 4 to this Regulation shall apply.
4.3.   Approval marks and labelling for engines
4.3.1.   An approval number shall be assigned to each engine type or engine family approved. Its first two digits shall indicate the series of amendments incorporating the most recent major technical amendments made to this Regulation at the time of issue of the approval. The type-approval number shall be followed by the engine category identification code for the relevant engine category and subcategory described in the Table 1 set out in Appendix A.1 to Annex 3. This is to be further followed by a slash (“/”) and the applicable Fuel Type Code from Table 2 of Appendix A.1 to Annex 3. In the case of dual-fuel engines, the applicable Dual-fuel Suffix from Table 3 set out in Appendix A.1 to Annex 3 is added to denote the gaseous fuel. The same Contracting Party shall not assign the same number to another engine type or family.
4.3.2.   Notice of approval or of extension or refusal of approval of an engine type or engine family pursuant to this Regulation shall be communicated to the Parties to the 1958 Agreement which apply this Regulation, by means of a form conforming to the model in Annex 2, as applicable, to this Regulation. Values measured during the type test shall also be shown.
4.3.3.   There shall be affixed, conspicuously and in a readily accessible place to every engine conforming to an engine type or engine family approved under this Regulation, an international approval mark consisting of:






4.3.3.1.


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










4.3.3.2.


The number of this Regulation, followed by the letter "R", a dash and the approval number to the right of the circle prescribed in paragraph 4.3.3.1.




4.3.4.   If the engine conforms to an approved type or family under one or more Regulations annexed to the Agreement, in the country which has granted approval under this Regulation, the symbol prescribed need not be repeated; in such a case, the regulation and approval numbers and the additional symbols of all the Regulations under which approval has been granted in the country that has granted approval under this Regulation shall be placed in vertical columns to the right of the symbol prescribed in paragraph 4.3.3.1 above.
4.3.5.   The approval mark shall be placed close to or on the data plate affixed by the manufacturer to the approved type.
4.3.6.   Where the statutory marking of the engine is not visible without removing parts, the vehicle manufacturer shall affix to the category T vehicle or the non-road mobile machinery, in a visible manner, a duplicate of the marking provided by the manufacturer.
4.3.7.   Annex 3 to this Regulation gives examples of arrangements of approval marks.
4.3.8.   Approved engines shall bear markings, in addition to the approval mark:






(a)


The trademark or trade name of the manufacturer of the engine and the address at which it can be contacted;










(b)


The manufacturer's engine type or engine family designation in case the engine type belongs to a family;










(c)


The unique engine identification number;










(d)


Engine production date as defined in paragraph 2.1.29 of this Regulation.




4.3.9.   Method of affixing the statutory marking








4.3.9.1.


The statutory marking shall be affixed to an engine part necessary for normal engine operation and not normally requiring replacement during engine life.












4.3.9.2.


It shall be affixed in such a manner that will remain durable for the emission durability period of the engine and shall be clearly legible and indelible.












4.3.9.3.


If labels or plates are used, they must be affixed in such a manner that they cannot be removed without being destroyed or defaced.




4.4.   The Type Approval Authority shall put together an information package consisting of the information folder accompanied by the test report and all other documents added by the technical service or by the Type Approval Authority to the information folder in the course of carrying out their functions (‘the information package’). The information package shall include an index listing its contents, suitably numbered or otherwise marked so as to clearly identify all the pages and the format of each document, in order to present a record of the successive steps in the management of the type approval, in particular the dates of revisions and updating.
The Type Approval Authority shall ensure that the information contained in the information package is available for a period of at least 25 years following the end of the validity of the type approval concerned.
5.   REQUIREMENTS AND TESTS
5.1.   General
Engines shall be designed, constructed and assembled so as to enable them to comply with the provisions of this Regulation.








5.1.1.


The technical measures taken by the manufacturer shall be such as to ensure that the gaseous and particulate pollutant emissions are effectively limited, as set out in Appendix 2 to this Regulation, throughout the emission durability period of the engine, as set out in Appendix 3 to this Regulation, and under normal conditions of use.












5.1.1.1.


For this purpose, the engine final emission test result calculated according to the requirements of paragraph 5.1.2 shall not exceed the exhaust emission limits set out in Appendix 2 to this Regulation, when:






(a)


Tested in accordance with the test conditions and detailed technical procedures set out in Annex 4 to this Regulation;










(b)


Using the fuel(s) specified in paragraph 5.1.3;










(c)


Using the test cycles specified in Appendix A.6 to Annex 4 to this Regulation.
















5.1.2.


The final exhaust emission test results for engines subject to this Regulation shall be calculated by applying all of the following to the laboratory test results:






(a)


The emissions of crankcase gases as required by paragraph 5.7;










(b)


Any necessary adjustment factor, where the engine includes an infrequently regenerating exhaust after-treatment system;










(c)


In respect of all engines, as a final step in the calculation, deterioration factors appropriate to the emission durability periods specified in Appendix 2 to this Regulation and calculated according to the prescription set out in Annex 8.
















5.1.3.


In accordance with Appendix 4 to this Regulation, the testing of an engine type or engine family to determine whether it meets the emission limits set out in this Regulation shall be carried out by using the following reference fuels or fuel combinations, as appropriate:






(a)


Diesel;










(b)


Petrol;










(c)


Petrol/oil mixture, for two stroke SI engines;










(d)


Natural gas/bio methane;










(e)


Liquid petroleum gas (LPG);










(f)


Ethanol.




The engine type or engine family shall, in addition, meet the exhaust emission limits set out in this Regulation in respect of any other specified fuels, fuel mixtures or fuel emulsions included by a manufacturer in an application for type approval and described in the Appendix 4 to this Regulation.












5.1.4.


As regards the conduct of measurements and tests, the technical requirements shall be met in respect of:






(a)


Apparatus and procedures for the conduct of tests;










(b)


Apparatus and procedures for emission measurement and sampling;










(c)


Methods for data evaluation and calculations;










(d)


Methods for establishing deterioration factors;










(e)


Methods for taking account of emissions of crankcase gases;










(f)


Methods for determining and taking account of continuous or infrequent regeneration of exhaust after-treatment systems;










(g)


In relation to electronically controlled engines in categories NRE and NRG, complying with the emission limits set out in Appendix 2 to this Regulation and using electronic control to determine both the quantity and timing of injecting fuel or using electronic control to activate, de-activate or modulate the emission control system used to reduce NOX:






(i)


Emission control strategies, and shall include the documentation required to demonstrate those strategies;










(ii)


NOX control measures, and shall include the method used to demonstrate those control measures;










(iii)


The area associated with the relevant non-road steady-state test cycle, within which the amount by which the emissions are permitted to exceed the emission limits set out in Appendix 2 to this Regulation is controlled;










(iv)


The selection by the technical service of additional measurement points from within the control area during the emission bench test.




















5.1.5.


Any adjustment, repair, disassembly, cleaning or replacement of engine components or systems which are scheduled to be performed on a periodic basis to prevent malfunction of the engine, shall only be done to the extent that is technologically necessary to ensure proper functioning of the emission control system as set out in paragraph 3.4 of Annex 8.




5.2.   Where, in accordance with the parameters defining the engine family laid down in Annex 10, one engine family covers more than one power range, the parent engine (for the purposes of type-approval) and all engine types within the same family (for the purposes of conformity of production) shall, with respect to the applicable power ranges:






(a)


Meet the most stringent emission limit values;










(b)


Be tested using the test cycles that correspond to the most stringent emission limit values;










(c)


Be subject to the earliest applicable dates for type-approval and placing on the market set out in paragraph 12.




5.3.   The technical requirements relating to emission control strategies as set out in Annex 9 to this regulation shall apply.
5.4.   The use of defeat strategies shall be prohibited.
5.5.   Engine types and engine families shall be designed and fitted with emission control strategies in such a way as to prevent tampering to the extent possible. For this purpose, paragraphs 3 and 4 of Annex 9 and Appendix A.3 of Annex 9 shall apply.
5.6   Measurements and tests with regard to the area associated with the non-road steady-state test cycle.
5.6.1.   General requirements
This paragraph shall apply for electronically controlled engines of categories NRE and NRG, complying with emission limits set out in Appendix 2 to this Regulation and using electronic control to determine both the quantity and timing of injecting fuel or using electronic control to activate, de-activate or modulate the emission control system used to reduce NOX.
This paragraph sets out the technical requirements relating to the area associated with the relevant NRSC, within which the amount by which the emissions shall be permitted to exceed the emission limits set out in Appendix 2 to this Regulation is controlled.
When an engine is tested as set out in test requirements of paragraph 5.6.4 the emission of gaseous and particulate pollutants sampled at any randomly selected point within the applicable control area set out in paragraph 5.6.2 shall not exceed the applicable emission limit values in Appendix 2 to this Regulation multiplied by a factor of 2,0.
Paragraph 5.6.3 sets out the selection by the technical service of additional measurement points from within the control area during the emission bench test, in order to demonstrate that the requirements of this paragraph 5.6.1 have been met.
The manufacturer may request that the Technical Service excludes operating points from any of the control areas set out in paragraph 5.6.2 during the demonstration set out in paragraph 5.6.3. The Technical Service may grant this exclusion if the manufacturer can demonstrate that the engine is never capable of operating at such points when used in any non-road mobile machinery or category T vehicle combination.
The installation instructions provided by the manufacturer to the OEM in accordance with Appendix 5 to this Regulation shall identify the upper and lower boundaries of the applicable control area and shall include a statement to clarify that the OEM shall not install the engine in such a way that it constrains the engine to operate permanently at only combinations of speed and torque outside of the control area for the torque curve corresponding to the approved engine type or engine family.
5.6.2.   Engine control area
The applicable control area for conducting the engine test shall be the area identified in this paragraph that corresponds to the applicable Non-Road Steady Cycle (NRSC) for the engine being tested.
5.6.2.1.   Control area for engines tested on NRSC cycle C1
These engines operate with variable-speed and load. Different control area exclusions apply depending upon the (sub-) category and operating speed of the engine.








5.6.2.1.1.


Variable-speed engines of category NRE with maximum net power ≥ 19 kW and variable-speed engines of category NRG.
The control area (see Figure 1) is defined as follows:






 


upper torque limit: full load torque curve;










 


engine speed range: speed A to nhi
;
where:

speed A= nlo
 + 0,15 · (nhi
 – nlo
)


nhi

= high speed (see paragraph 2.1.43)


nlo

= low speed (see paragraph 2.1.50).




The following engine operating conditions shall be excluded from testing:






(a)


Points below 30 per cent of maximum torque;










(b)


Points below 30 per cent of maximum net power.




If the measured engine speed A is within ± 3 per cent of the engine speed declared by the manufacturer, the declared engine speeds shall be used. If the tolerance is exceeded for any of the test speeds, the measured engine speeds shall be used.
Intermediate test points within the control area shall be determined as follows:

% torque = per cent of maximum torque;





where:



n100%


 is the 100 per cent speed for the corresponding test cycle



n
idle

 is the idle speed.

Figure 1


Control area for variable-speed engines of category NRE with maximum net power ≥ 19 kW and variable-speed engines of category NRG
















5.6.2.1.2.


Variable-speed engines of category NRE with maximum net power < 19 kW.
The control area specified in paragraph 5.6.2.1.1 shall apply but with the additional exclusion of the engine operating conditions given in this paragraph and illustrated in Figures 2 and 3.






(a)


For particulate matter only, if the engine speed C is below 2 400 r/min, points to the right of or below the line formed by connecting the points of 30 % of maximum torque or 30 per cent of maximum net power, whichever is greater, at the engine speed B and 70 per cent of maximum net power at the high speed;










(b)


For particulate matter only, if the engine speed C is at or above 2 400 r/min, points to the right of the line formed by connecting the points of 30 per cent of maximum torque or 30 per cent of maximum net power, whichever is greater, at the engine speed B, 50 per cent of maximum net power at 2 400 r/min, and 70 per cent of maximum net power at the high speed.
where:
engine speed B = nlo
 + 0,5 · (nhi
 – nlo
)
engine speed C = nlo
 + 0,75 · (nhi
 – nlo
).

nhi
 = high speed (see paragraph 2.1.43),

nlo
 = low speed (see paragraph 2.1.50).
If the measured engine speeds A, B and C are within ± 3 % of the engine speed declared by the manufacturer, the declared engine speeds shall be used. If the tolerance is exceeded for any of the test speeds, the measured engine speeds shall be used.

Figure 2


Control area for variable-speed engines of category NRE with maximum net power < 19 kW and speed C < 2 400 rpm




Key






1


Engine Control Area










2


All Emissions Carve-Out










3


PM Carve-Out










a


Per cent of maximum net power










b


Per cent of maximum torque





Figure 3


Control area for variable-speed engines of category NRE with maximum net power < 19 kW and speed C ≥ 2 400 rpm




Key






1


Engine Control Area










2


All Emissions Carve-Out










3


PM Carve-Out











a



Per cent of maximum net power











b



Per cent of maximum torque












5.6.2.2.   Control area for engines tested on NRSC cycles D2 and G2
These engines are mainly operated very close to their designed operating speed, hence the control area is defined as:


engine speed:
 100 per cent


torque range:
 50 per cent to the torque corresponding to maximum power.
5.6.3.   Demonstration requirements
The technical service shall select random load and engine speed points within the control area for testing. For engines subject to paragraph 5.6.2.1 up to three points shall be selected. For engines subject to paragraph 5.6.2.2 one point shall be selected. The technical service shall also determine a random running order of the test points. The test shall be run in accordance with the principal requirements of the NRSC, but each test point shall be evaluated separately.








5.6.3.1.


For the purpose of the random selections required in paragraph 5.6.3, recognised statistical methods of randomization shall be used.




5.6.4.   Test requirements
The test shall be carried out immediately after the applicable NRSC as follows:






(a)


The test of the randomly selected torque and engine speed points shall either be carried out immediately after the discrete-mode NRSC test sequence described in sub-paragraphs (a) to (e) of paragraph 7.8.1.2 of Annex 4 but before the post test procedures (f) or after the Ramped Modal non-road steady-state test Cycle ("RMC") test sequence described in sub-paragraphs (a) to (d) of paragraph 7.8.2.3 of Annex 4 but before the post test procedures (e) as relevant;










(b)


The tests shall be carried out as required in sub-paragraphs (b) to (e) of paragraph 7.8.1.2 of Annex 4 using the multiple filter method (one filter for each test point) for each of the test points chosen in accordance with paragraph 3.;










(c)


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










(d)


Emissions values may be calculated on a mass basis using Appendix A.1 of Annex 5 or on a molar basis using Appendix A.2 of Annex 5, but shall be consistent with the method used for the discrete-mode NRSC or RMC test;










(e)


For gaseous and PN, if applicable, summation calculations, Nmode in equation (A.5-64) or (A.5-136) and (A.5-180) shall be set to 1 and a weighting factor of 1 shall be used;










(f)


For particulate calculations the multiple filter method shall be used; for summation calculations, Nmode in equation (A.5-67) shall be set to 1 and a weighting factor of 1 shall be used.




5.6.5.   Regeneration
In the case that a regeneration event occurs during or immediately preceding the procedure in paragraph 5.6.4, upon completion of that procedure the test may be voided at the request of the manufacturer irrespective of the cause of the regeneration. In this case the test shall be repeated. The same torque and engine speed points shall be used although the running order may be changed. It shall not be deemed necessary to repeat any torque and engine speed points for which a pass result has already been obtained. The following procedure shall be used for the repeat test:






(a)


The engine shall be operated in a manner to ensure that the regeneration event has completed and, where applicable, the soot load in the particulate after-treatment has been re-established;










(b)


The engine warm-up procedure shall be performed according to paragraph 7.8.1.1 of Annex 4;










(c)


The test procedure specified in paragraph 5.6.4 shall be repeated commencing at sub-paragraph 5.6.4(b).




5.7.   Verifying emissions of crankcase gases








5.7.1.


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












5.7.2.


Crankcase emissions that are discharged directly into the ambient atmosphere shall be added to the exhaust emissions during all emission testing. For this purpose the manufacturer shall install the engines so that all crankcase emission can be routed into the emissions sampling system, according to the requirements set out in paragraph 6.10 of Annex 4 to this Regulation.




6.   INSTALLATION ON THE VEHICLE
6.1.   Information and instructions intended for OEMs and end-users.








6.1.1.


A manufacturer shall not supply to OEMs or end-users any technical information related to the particulars provided for in this Regulation which diverges from the particulars approved by the Type Approval Authority.












6.1.2.


The manufacturer shall make available to OEMs all relevant information and instructions that are necessary for the correct installation of an engine in non-road mobile machinery or category T vehicles, including a description of any special conditions or restrictions linked to the installation or use of the engine.












6.1.3.


The manufacturer shall make available to OEMs all relevant information and necessary instructions intended for the end-user, including a description of any special conditions or restrictions linked to the use of an engine.












6.1.4.


Manufacturers shall make available to OEMs the value of the carbon dioxide (CO2) emissions determined during the type-approval process and shall instruct the OEMs to communicate that information, together with explanatory information on the test conditions, to the end-user of the non-road mobile machinery or category T vehicle in which the engine is intended to be installed.












6.1.5.


Details of the relevant information and instructions for the OEMs are set out in Appendix 5 to this Regulation.




6.2.   Obligations of OEMs concerning the installation of engines








6.2.1.


OEMs shall install approved engines in non-road mobile machinery in accordance with the instructions provided by the manufacturer pursuant to paragraph 6.1.2, and in a manner that does not adversely affect the engine's performance with regard to its gaseous and particulate pollutant emissions.












6.2.2.


Where an OEM does not follow the instructions referred to in paragraph 6.2.1, or modifies an engine in the course of its installation in non-road mobile machinery or category T vehicles, in a manner that adversely affects the engine's performance with regard to its gaseous and particulate pollutant emissions, that OEM shall be considered to be a manufacturer for the purposes of this Regulation and shall, in particular, be subject to the obligations laid down in paragraphs 5, 7, 8 and 9.












6.2.3.


OEMs shall install type-approved engines in non-road mobile machinery and category T vehicles only in accordance with the kinds of exclusive use provided for the engine categories set out in paragraph 1.1.












6.2.4.


Where the approval mark of the engine referred to in Annex 3 is not visible without removing parts, the OEM shall affix to the non-road mobile machinery or category T vehicle, in a visible manner, a duplicate of the mark as referred to in that Annex and in the relevant implementing act, provided by the manufacturer.












6.2.5.


Details of the relevant information and instructions for the end-users are set out in Appendix 6 to this Regulation.




7.   ENGINE FAMILY AND ENGINE TYPE
7.1.   Parameters defining the engine family
The engine family, as determined by the engine manufacturer, shall comply with the criteria set out in Annex 10.
7.2.   Choice of the parent engine
The parent engine of the family shall be selected in accordance with the requirements set out in Annex 10.
7.3.   Parameters defining an engine type
The technical features of an engine type shall be those defined in its information document drafted in accordance with the template set out in Appendix A.3 to Annex 1.
8.   CONFORMITY OF PRODUCTION
8.1.   Every engine bearing an approval mark as prescribed under this Regulation shall be so manufactured as to conform, with regard to the description as given in the approval form and its annexes, to the approved type. The conformity of production procedures shall comply with the following requirements which include those set out in the Agreement, Schedule 1 (E/ECE/TRANS/505/Rev.3).
8.2.   Definitions
For the purposes of this paragraph the following definitions shall apply:






8.2.1.


“Quality management system” means a set of interrelated or interacting elements that organisations use to direct and control how quality policies are implemented and quality objectives are achieved;










8.2.2.


“Audit” means an evidence-gathering process used to evaluate how well audit criteria are being applied; it should be objective, impartial and independent, and the audit process should be both systematic and documented;










8.2.3.


“Corrective actions” means a problem-solving process with subsequent steps taken to remove the causes of a nonconformity or undesirable situation and designed to prevent their recurrence;




8.3.   Purpose








8.3.1.


The conformity of production arrangements aim to ensure that each engine is in conformity with the specification, performance and marking requirements of the approved engine type or engine family.












8.3.2.


Procedures include, inseparably, the assessment of quality management systems, referred as ‘initial assessment’ and set out in paragraph 8.4 and verification and production-related controls, referred to as ‘product conformity arrangements’ and set out in paragraph 8.5.




8.4.   Initial assessment








8.4.1.


Before granting a type-approval, the Type Approval Authority shall verify the existence of satisfactory arrangements and procedures established by the manufacturer for ensuring effective control so that engines when in production conform to the approved engine type or engine family.












8.4.2.


Guidelines for quality and/or environmental management systems auditing set out in the EN ISO 19011:2011 standard shall apply to the initial assessment.












8.4.3.


The Type Approval Authority shall be satisfied with the initial assessment and the product conformity arrangements in paragraph 8.5 taking account as necessary of one of the arrangements described in paragraph 8.4.3.1 to 8.4.3.3 or a combination of those arrangements in full or in part as appropriate.












8.4.3.1.


The initial assessment and/or verification of product conformity arrangements shall be carried out by the Type Approval Authority granting the approval or an appointed body acting on behalf of the Type Approval Authority.












8.4.3.1.1.


When considering the extent of the initial assessment to be carried out, the Type Approval Authority may take account of available information relating to the manufacturer’s certification which has not been accepted under paragraph 8.4.3.3.












8.4.3.2.


The initial assessment and verification of product conformity arrangements may also be carried out by the Type Approval Authority of another Contracting Party, or the appointed body designated for this purpose by the Type Approval Authority.












8.4.3.2.1.


In such a case, the Type Approval Authority of the other Contracting Party shall prepare a statement of compliance outlining the areas and production facilities it has covered as relevant to the engines to be type approved.












8.4.3.2.2.


On receiving an application for a compliance statement from the Type Approval Authority of a Contracting Party, the Type Approval Authority of another Contracting Party shall send forthwith the statement of compliance or advise that it is not in a position to provide such a statement.












8.4.3.2.3.


The statement of compliance shall include at least the following:






8.4.3.2.3.1.


Group or company (e.g. XYZ manufacturing);










8.4.3.2.3.2.


Particular organisation (e.g. European division);










8.4.3.2.3.3.


Plants/sites (e.g. engine plant 1 (Turkey) — engine plant 2 (Germany));










8.4.3.2.3.4.


Engine types/families included










8.4.3.2.3.5.


Areas assessed (e.g. engine assembly, engine testing, after-treatment manufacture)










8.4.3.2.3.6.


Documents examined (e.g. company and site quality manual and procedures);










8.4.3.2.3.7.


Date of the assessment (e.g. audit conducted from 18 to 30 May 2018);










8.4.3.2.3.8.


planned monitoring visit (e.g. October 2020).
















8.4.3.3.


The Type Approval Authority shall also accept the manufacturer’s suitable certification to harmonised standard EN ISO 9001:2008 or an equivalent harmonised standard as satisfying the initial assessment requirements of paragraph 8.4. The manufacturer shall provide details of the certification and undertake to inform the Type Approval Authority of any revisions to its validity or scope.




8.5.   Product conformity arrangements
8.5.1.   Every engine type-approved pursuant to this Regulation, shall be so manufactured as to conform to the approved engine type or engine family by meeting the requirements of this paragraph.
8.5.2.   Before granting a type-approval pursuant to this Regulation, the Type Approval Authority shall verify the existence of adequate arrangements and documented control plans, to be agreed with the manufacturer for each approval, to carry out at specified intervals those tests or associated checks necessary to verify continued conformity with the approved engine type or engine family, including, where applicable, tests specified in paragraph 5 of this Regulation.
8.5.3.   The holder of the type-approval shall:






8.5.3.1.


Ensure the existence and application of procedures for effective control of the conformity of engines to the approved engine type or engine family;










8.5.3.2.


Have access to the testing or other appropriate equipment necessary for checking conformity to each approved engine type or engine family;










8.5.3.3.


Ensure that test or check result data are recorded and that annexed documents remain available for a period of up to 10 years to be determined in agreement with the Type Approval Authority;










8.5.3.4.


For engine categories NRSh and NRS, except for NRS-v-2b and NRS-v-3, ensure that for each type of engine, at least the checks and the tests prescribed in this Regulation are carried out. For other categories tests at a component or assembly of components level with appropriate criterion may be agreed between the manufacturer and the Type Approval Authority;










8.5.3.5.


Analyse the results of each type of test or check, in order to verify and ensure the stability of the product characteristics, making allowance for variation in industrial production;










8.5.3.6.


Ensure that any set of samples or test pieces giving evidence of non-conformity in the type of test in question gives rise to a further sampling and test or check.




8.5.4.   If the further audit or check results referred to in paragraph 8.5.3.6 are deemed not to be satisfactory in the opinion of the Type Approval Authority, the manufacturer shall ensure that conformity of production is restored as soon as possible by corrective actions to the satisfaction of the Type Approval Authority.
8.6.   Continued verification arrangements








8.6.1.


The authority which has granted the type-approval may at any time verify the conformity of production control methods applied in each production facility by means of periodic audits. The manufacturer shall for that purpose allow access to the manufacture, inspection, testing, storage and distribution sites and shall provide all necessary information with regard to the quality management system documentation and records.












8.6.1.1.


The normal approach for such periodic audits shall be to monitor the continued effectiveness of the procedures laid down in paragraphs 8.4 and 8.5 (initial assessment and product conformity arrangements).












8.6.1.1.1.


Surveillance activities carried out by the technical services shall be accepted as satisfying the requirements of paragraph 8.6.1.1 with regard to the procedures established at initial assessment.












8.6.1.1.2.


The minimum frequency of verifications (other than those referred to in paragraph 8.6.1.1.1) to ensure that the relevant conformity of production controls applied in accordance with paragraphs 8.4 and 8.5 are reviewed over a period consistent with the climate of trust established by the Type Approval Authority shall be at least once every two years. However, additional verifications shall be carried out by the Type Approval Authority depending on the yearly production, the results of previous evaluations, the need to monitor corrective actions and upon a reasoned request from another Type Approval Authority or any market surveillance authority.












8.6.2.


At every review, the records of tests, checks and production records, and in particular the records of those tests or checks documented as required in paragraph 8.5.2, shall be available to the inspector.












8.6.3.


The inspector may select random samples to be tested in the manufacturer’s laboratory or in the facilities of the technical service, in which case only physical tests shall be carried out. The minimum number of samples may be determined according to the results of the manufacturer’s own verification.












8.6.4.


Where the level of control appears unsatisfactory, or when it seems necessary to verify the validity of the tests carried out in application of paragraph 8.6.2, or upon a reasoned request from another Type Approval Authority, the inspector shall select samples to be tested in the manufacturer’s laboratory or sent to the technical service to perform physical tests in accordance with the requirements set out in paragraph 8.7 of this Regulation.












8.6.5.


Where unsatisfactory results are found by the Type Approval Authority that granted the type-approval during an inspection or a monitoring review, it shall ensure that all necessary steps are taken to restore conformity of production as rapidly as possible. Such measures may include the withdrawal of the type-approval if the remedial actions taken by the manufacturer are inadequate.












8.6.6.


Where unsatisfactory results are found by an Type Approval Authority in other Contracting Party, it may request that the Type Approval Authority that granted the type-approval verifies that the engine in production continues to conform to the approved engine type or engine family. On receipt of such a request, the Type Approval Authority that granted the type-approval shall take the actions described in paragraph 8.6.5.




8.7.   Conformity of production test requirements in cases of an unsatisfactory level of product conformity control as referred to in paragraph 8.6.
8.7.1.   In case of an unsatisfactory level of product conformity control as referred to in paragraphs 8.6.4, 8.6.5 or paragraph 8.6.6, conformity of production shall be checked by emissions testing on the basis of the description in the approval communication.
8.7.2.   Except otherwise provided in paragraph 8.7.3, the following procedure shall apply:






8.7.2.1.


Three engines and, if applicable, three after-treatment systems shall randomly be taken for inspection from the series production of the engine type under consideration. Additional engines shall be taken as necessary to reach a pass or fail decision. For reaching a pass decision, a minimum of four engines needs to be tested.










8.7.2.2.


After the inspector's selection of the engines, the manufacturer shall not carry out any adjustment to the engines selected.










8.7.2.3.


Engines shall be subjected to emissions testing in accordance with the requirements of Annex 4, or, in the case of dual-fuel engines, in accordance with Annex 7, and shall be subject to the test cycles relevant for the engine type in accordance with Appendix A.6 to Annex 4.










8.7.2.4.


The limit values shall be those set out in Appendix 2 to this Regulation. Where an engine with after-treatment regenerates infrequently as referred to in paragraph 6.6.2 of Annex 4, each gaseous or particulate pollutant emission result shall be adjusted by the factor applicable to the engine type or family. In all cases each gaseous or particulate pollutant emission result shall be adjusted by application of the appropriate deterioration factors (DFs) for that engine type or family, that were determined in accordance with paragraph 5 of this Regulation.










8.7.2.5.


The tests shall be carried out on newly manufactured engines.






8.7.2.5.1.


At the request of the manufacturer, the tests may be conducted on engines which have been run-in, up either 2 per cent of the emission durability period or, if this is a shorter period of time, 125 hours. Where the run-in procedure shall be conducted by the manufacturer who shall undertake not to make any adjustments to those engines. Where the manufacturer has specified a run-in procedure in the information document referred to in Annex 1, the run-in shall be conducted using that procedure.














8.7.2.6.


On the basis of tests of the engine by sampling as set out in Appendix 7 to this Regulation, the series production of the engines under consideration is regarded as conforming to the approved type where a pass decision is reached for all the pollutants and as non-conforming to the approved type where a fail decision is reached for one pollutant, in accordance with the test criteria applied in Appendix 7 to this Regulation, and as shown in Figure 4.










8.7.2.7.


When a pass decision has been reached for one pollutant, this decision may not be changed as a consequence of a result from any additional tests made in order to reach a decision for the other pollutants.
If a pass decision is not reached for all the pollutants and no fail decision is reached for any of the pollutant, a test shall be carried out on another engine.










8.7.2.8.


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




8.7.3.   By derogation from paragraph 8.7.2.1, the following procedure shall apply for engine types with a total sales volume of less than 100 units per year:






8.7.3.1.


One engine and, if applicable, one after-treatment system shall be taken randomly for inspection from the series production of the engine type under consideration.










8.7.3.2.


If the engine meets the requirements outlined in paragraph 8.7.2.4, a pass decision is reached and no further test is necessary.










8.7.3.3.


If the test does not satisfy the requirements outlined in paragraph 8.7.2.4, the procedure outlined in paragraphs 8.7.2.6 to 8.7.2.8 shall be followed.




8.7.4.   All these tests may be conducted with the applicable market fuels. However, at the manufacturer’s request, the reference fuels described in Appendix 5 to this Regulation shall be used. For gaseous fuelled engines this means that tests shall be performed with at least two of the reference fuels for each gaseous-fuelled engine, except in the case of a gaseous-fuelled engine with a fuel-specific type-approval where only one reference fuel is required, as described in Appendix 4 to this Regulation. Where more than one gaseous reference fuel is used the results shall demonstrate that the engine meets the limit values with each fuel.
8.7.5.   Non-compliance of gaseous-fuelled engines
In the case of dispute concerning compliance of gaseous-fuelled engines, including dual-fuel engines, when using a market fuel, the tests shall be performed with each reference fuel on which the parent engine has been tested, and, at the request of the manufacturer, with the possible additional third fuel, as referred to in paragraphs A.3.2.3.1.1.1, A.3.2.3.2.1 and A.3.2.4.1.2 of Appendix 4 to this Regulation, on which the parent engine may have been tested. When applicable, the result shall be converted by a calculation, applying the relevant factors "r", "ra" or "rb" as described in paragraphs A.3.2.3.3, A.3.2.3.4.1 and A.3.2.4.1.3 of Appendix 4 to this Regulation. If r, ra or rb are less than 1, no correction shall take place. The measured results and, when applicable, the calculated results shall demonstrate that the engine meets the limit values with all relevant fuels (for example fuels 1, 2 and, if applicable, the third fuel in the case of natural gas/bio-methane engines, and fuels A and B in the case of LPG engines).

Figure 4


Schematic flow of production conformity testing




9.   PENALTIES FOR NON-CONFORMITY OF PRODUCTION








9.1.


The approval granted in respect of an engine type or family pursuant to this Regulation may be withdrawn if the requirements laid down in paragraph 5. above are not complied with or if the engine or engines taken fail to pass the tests prescribed in paragraph 8.












9.2.


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




10.   MODIFICATIONS AND EXTENSION OF APPROVAL OF THE APPROVED TYPE








10.1.


The manufacturer shall inform the Type Approval Authority that granted the type-approval of any change in the particulars recorded in the information package, without delay. In the event of such a change, that Type Approval Authority shall decide which of the procedures laid down in paragraph 10.2 is to be followed. Where necessary, the Type Approval Authority may decide, after consulting the manufacturer, that a new type-approval is to be granted.












10.1.1.


An application for the amendment of a type-approval shall be submitted only to the Type Approval Authority that granted the original type-approval.












10.1.2.


If the Type Approval Authority finds that, for the purposes of making an amendment, inspections or tests need to be repeated, it shall inform the manufacturer accordingly. The procedures laid down in paragraph 10.2 shall apply only if, on the basis of those inspections or tests, the Type Approval Authority concludes that the requirements for type-approval continue to be fulfilled.












10.2.


Where particulars recorded in the information package have been changed, without requiring inspections or tests to be repeated, such an amendment shall be termed a ‘revision’.
In the event of such a revision, the Type Approval Authority shall, without unjustified delay, revise the relevant pages of the information package as necessary, marking each of them to clearly show the nature of the amendment, and it shall also state the date of revision and include a revised index to the information package. A consolidated, updated version of the information package, accompanied by a detailed description of the amendments, shall be deemed to fulfil the requirement of this paragraph.












10.2.1.


An amendment as referred to in paragraph 10.2 shall be termed an ‘extension’ where the particulars recorded in the information package have been changed and any of the following occurs:






(a)


Further inspections or tests are required;










(b)


Any information included in the communication, with the exception of its attachments, has changed;










(c)


A new requirement set out in this Regulation becomes applicable to the approved engine type or engine family.
















10.2.2.


In the event of an extension, the Type Approval Authority shall establish an updated communication denoted by an extension number that shall be incremented in accordance with the number of successive extensions previously granted. That communication shall clearly show the reason for the extension and the date of extension. The Type Approval Authority shall inform the other Contracting Parties to the 1958 Agreement applying this Regulation of the extension granted.












10.2.3.


Whenever pages of the information package are amended or a consolidated, updated version is established, the index to the information package attached to the communication shall be amended accordingly to indicate the date of the most recent extension or revision, or the date of the most recent consolidation of the updated version.












10.2.4.


No amendment to the type-approval of an engine type or engine family shall be required if a new requirement referred to in point (c) of paragraph 10.2.1 is, from a technical point of view, irrelevant to that engine type or engine family with regard to its emission performance.












10.3.


In the event of a revision of a type-approval, the Type Approval Authority shall issue to the applicant, without unjustified delay, the revised documents or the consolidated, updated version, as appropriate, including the revised index to the information package, as referred to in the second subparagraph of paragraph 10.2.












10.4.


In the event of an extension of a type-approval, the Type Approval Authority shall issue to the applicant, without unjustified delay, the updated communication referred to in paragraph 10.2.2, including the attachments thereto, and the index to the information package.




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








12.1.


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












12.2.


As from the type-approval dates indicated in Tables 1 to 6, Contracting Parties applying this Regulation may refuse to grant type-approvals to engine types, or engine families, of the categories defined in paragraph 1 which do not meet the requirements of this Regulation as amended by the 05 series of amendments.












12.3.


As from the placing on the market dates indicated in Tables 23 to 28, Contracting Parties applying this Regulation may refuse the placing on the market of engine types, or engine families, of the categories defined in paragraph 1 not approved under this Regulation as amended by the series 05 of amendments












12.4.


Contracting Parties applying this Regulation may continue to grant approvals to those engines which comply with any previous sets of requirements, or to any level of this Regulation provided that the engines or the vehicles are intended for export to countries that apply the relating requirements in their national legislations. Markings for these engines shall maintain the format defined in the relevant series of amendments to this UN Regulation.












12.5.


Without prejudice to paragraph 12.4 of this Regulation, Contracting Parties applying this Regulation may continue to grant approvals to those engines which comply with the requirements of this Regulation as amended by any previous series of amendments, or to any level of this Regulation, provided that the engine is intended as a replacement for an existing engine of the same or a less stringent emission level installed in an in-use vehicle.

Table 1


Dates of application of this Regulation for engine category NRE











Category


Ignition type


Power range (kW)


Sub-category


Type-approval of engines


Placing on the market of engines and vehicles




NRE


CI


0 < P < 8


NRE-v-1
NRE-c-1


29 December 2018


29 December 2018




CI


8 ≤ P < 19


NRE-v-2
NRE-c-2




CI


19 ≤ P < 37


NRE-v-3
NRE-c-3


29 December 2018


29 December 2018




37 ≤ P < 56


NRE-v-4
NRE-c-4




all


56 ≤ P < 130


NRE-v-5
NRE-c-5


29 December 2018


1 January 2020




130 ≤ P ≤ 560


NRE-v-6
NRE-c-6


29 December 2018


29 December 2018




P > 560


NRE-v-7
NRE-c-7


29 December 2018


29 December 2018





Table 2


Dates of application of this Regulation for engine category NRG











Category


Ignition type


Power range (kW)


Sub-category


Type-approval of engines


Placing on the market of engines and vehicles




NRG


all


P > 560


NRG-v-1
NRG-c-1


29 December 2018


29 December 2018





Table 3


Dates of application of this Regulation for engine category NRSh











Category


Ignition type


Power range (kW)


Sub-category


Type-approval of engines


Placing on the market of engines and vehicles




NRSh


SI


0 < P < 19


NRSh-v-1a
NRSh-v-1b


29 December 2018


29 December 2018





Table 4


Dates of application of this Regulation for engine category NRS











Category


Ignition type


Power range (kW)


Sub-category


Type-approval of engines


Placing on the market of engines and vehicles




NRS


SI


0 < P < 56


NRS-vr-1a
NRS-vi-1a
NRS-vr-1b
NRS-vi-1b
NRS-v-2a
NRS-v-2b
NRS-v-3


29 December 2018


29 December 2018





Table 5


Dates of application of this Regulation for engine category SMB











Category


Ignition type


Power range (kW)


Sub-category


Type-approval of engines


Placing on the market of engines and vehicles




SMB


SI


P > 0


SMB-v-1


29 December 2018


29 December 2018





Table 6


Dates of application of this Regulation for engine category ATS











Category


Ignition type


Power range (kW)


Sub-category


Type-approval of engines


Placing on the market of engines and vehicles




ATS


SI


P > 0


ATS-v-1


29 December 2018


29 December 2018








13.   NAMES AND ADDRESSES OF TECHNICAL SERVICES RESPONSIBLE FOR CONDUCTING APPROVAL TESTS AND OF TYPE APPROVAL AUTHORITIES
The Contracting Parties to the 1958 Agreement applying this Regulation shall communicate to the United Nations Secretariat the names and addresses of the Technical Services responsible for conducting approval tests and the Type Approval Authorities which grant approval and to which forms certifying approval or extension or refusal or withdrawal of approval, issued in other countries are to be sent.


(1)  The classification of power-driven vehicles and trailers is reproduced in paragraph 2 to the Consolidated Resolution on the Construction of Vehicles (R.E.3), document ECE/TRANS/WP.29/78/Rev.6 — https://www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29resolutions.html

(2)  The distinguishing numbers of the Contracting Parties to the 1958 Agreement are reproduced in Annex 3 to the Consolidated Resolution on the Construction of Vehicles (R.E.3), document ECE/TRANS/WP.29/78/Rev.6, Annex 3 — www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29resolutions.html




APPENDIX 1

DEFINITION OF ENGINE SUB-CATEGORIES REFERRED TO IN PARAGRAPH 1


Table 7


Sub-categories of engine category NRE defined in paragraph 1.1.1











Category


Ignition type


Speed operation


Power range (kW)


Sub-category


Reference power




NRE


Compression Ignition (CI)


variable


0 < P < 8


NRE-v-1


Maximum net power




CI


8 ≤ P < 19


NRE-v-2




CI


19 ≤ P < 37


NRE-v-3




CI


37 ≤ P < 56


NRE-v-4




all


56 ≤ P < 130


NRE-v-5




130 ≤ P ≤ 560


NRE-v-6




P > 560


NRE-v-7




CI


constant


0 < P < 8


NRE-c-1


Rated net power




CI


8 ≤ P < 19


NRE-c-2




CI


19 ≤ P < 37


NRE-c-3




CI


37 ≤ P < 56


NRE-c-4




all


56 ≤ P < 130


NRE-c-5




130 ≤ P ≤ 560


NRE-c-6




P > 560


NRE-c-7








Table 8


Sub-categories of engine category NRG defined in paragraph 1.1.2











Category


Ignition type


Speed operation


Power range (kW)


Sub-category


Reference power




NRG


all


variable


P > 560


NRG-v-1


Maximum net power




constant


P > 560


NRG-c-1


Rated net power








Table 9


Sub-categories of engine category NRSh defined in paragraph 1.1.3












Category


Ignition type


Speed operation


Power range (kW)


Total swept volume (cm3)


Sub-category


Reference power




NRSh


SI


variable or constant


0 < P < 19


SV < 50


NRSh-v-1a


Maximum net power




SV ≥ 50


NRSh-v-1b








Table 10


Sub-categories of engine category NRS defined in paragraph 1.1.4












Category


Ignition type


Speed operation


Power range (kW)


Total swept volume (cm3)


Sub-category


Reference power




NRS


SI


variable ≥ 3 600  rpm; or constant


0 < P < 19


80 ≤ SV < 225


NRS-vr-1a


Maximum net power




SV ≥ 225


NRS-vr-1b




Variable < 3 600  rpm


80 ≤ SV < 225


NRS-vi-1a




SV ≥ 225


NRS-vi-1b




variable or constant


19 ≤ P < 30


SV ≤ 1 000 


NRS-v-2a


Maximum net power




SV > 1 000 


NRS-v-2b




30 ≤ P < 56


any


NRS-v-3


Maximum net power




For engines < 19 kW with SV < 80 cm3 in machinery other than hand-held machinery, engines of the category NRSh shall be used.

Table 11


Sub-categories of engine category SMB defined in paragraph 1.1.5











Category


Ignition type


Speed operation


Power range (kW)


Sub-category


Reference power




SMB


SI


variable or constant


P > 0


SMB-v-1


Maximum net power








Table 12


Sub-categories of engine category ATS defined in paragraph 1.1.6











Category


Ignition type


Speed operation


Power range (kW)


Sub-category


Reference power




ATS


SI


variable or constant


P > 0


ATS-v-1


Maximum net power









APPENDIX 2

STAGE V EXHAUSTS EMISSION LIMITS


Table 13


Emission limits for engine category NRE defined in paragraph 1.1.1














Engine sub-category


Power range


Ignition type


CO


HC


NOX



PM mass


PN


A




 


kW


 


g/kWh


g/kWh


g/kWh


g/kWh


#/kWh


 




NRE-v-1
NRE-c-1


0 < P < 8


CI


8,00 


(HC+NOX ≤ 7,50)


0,40 (1)



—


1,10 




NRE-v-2
NRE-c-2


8 ≤ P < 19


CI


6,60 


(HC+NOX ≤ 7,50)


0,40 


—


1,10 




NRE-v-3
NRE-c-3


19 ≤ P < 37


CI


5,00 


(HC+ NOX ≤ 4,70)


0,015 


1 × 1012



1,10 




NRE-v-4
NRE-c-4


37 ≤ P < 56


CI


5,00 


(HC+ NOX ≤ 4,70)


0,015 


1 × 1012



1,10 




NRE-v-5
NRE-c-5


56 ≤ P < 130


all


5,00 


0,19 


0,40 


0,015 


1 × 1012



1,10 




NRE-v-6
NRE-c-6


130 ≤ P ≤ 560


all


3,50 


0,19 


0,40 


0,015 


1 × 1012



1,10 




NRE-v-7
NRE-c-7


P > 560


all


3,50 


0,19 


3,50 


0,045 


—


6,00 








Table 14


Emission limits for engine category NRG defined in paragraph 1.1.2














Engine sub-category


Power range


Ignition type


CO


HC


NOX



PM mass


PN


A




 


kW


 


g/kWh


g/kWh


g/kWh


g/kWh


#/kWh


 




NRG-v-1
NRG-c-1


P > 560


all


3,50 


0,19 


0,67 


0,035 


—


6,00 








Table 15


Emission limits for engine category NRSh defined in paragraph 1.1.3










Engine sub-category


Power range


Ignition type


CO


HC + NOX





 


kW


 


g/kWh


g/kWh




NRSh-v-1a


0 < P < 19


SI


805 


50 




NRSh-v-1b


603 


72 








Table 16


Emission limits for engine category NRS defined in paragraph 1.1.4










Engine sub-category


Power range


Ignition type


CO


HC + NOX





 


kW


 


g/kWh


g/kWh




NRS-vr-1a
NRS-vi-1a


0 < P < 19


SI


610


10




NRS-vr-1b
NRS-vi-1b


610


8




NRS-v-2a


19 ≤ P ≤ 30


610


8




NRS-v-2b
NRS-v-3


19 ≤ P < 56


4,40 (2)



2,70 (2)









Table 17


Emission limits for engine category SMB defined in paragraph 1.1.5.











Engine sub-category


Power range


Ignition type


CO


NOX



HC




 


kW


 


g/kWh


g/kWh


g/kWh




SMB-v-1


P > 0


SI


275 


—


75 








Table 18


Emission limits for engine category ATS defined in paragraph 1.1.6.










Engine sub-category


Power range


Ignition type


CO


HC + NOX





 


kW


 


g/kWh


g/kWh




ATS-v-1


P > 0


SI


400 


8 




A.1.1.   Specific provisions on total hydrocarbon (HC) limits for fully and partially gaseous-fuelled engines
For the sub-categories where an A-factor is defined, the HC limit for fully and partially gaseous-fuelled engines indicated in Tables 13 and 14 is replaced by a limit calculated using the following formula:
HC = 0,19 + (1,5 × A × GER)
where GER is the average Gas Energy Ratio over the appropriate test cycle.
Where both a steady-state and transient test cycle apply, the GER shall be determined from the hot-start transient test cycle. Where more than one steady- state test cycle applies, the average GER shall be determined for each cycle individually.
If the calculated limit for HC exceeds the value of 0,19+A, the limit for HC shall be set to 0,19+A

Figure 5


Diagram showing HC emission limit as function of average GER






For sub-categories with a combined HC and NOX limit, the combined limit value for HC and NOX shall be reduced by 0,19 g/kWh and apply for NOX only.
For non-gaseous-fuelled engines, the formula does not apply.


(1)  0,60 for hand-startable, air-cooled direct injection engines

(2)  Optionally, as an alternative, any combination of values satisfying the equation (HC+NOX) × CO0,784 ≤ 8,57 as well as the following conditions: CO ≤ 20,6 g/kWh and (HC+NOX) ≤ 2,7 g/kWh





APPENDIX 3

EMISSION DURABILITY PERIODS (EDP)


Table 19


EDP for engine category NRE











Category


Ignition type


Speed operation


Power range (kW)


Sub-category


EDP (hours)




NRE


CI


variable


0 < P < 8


NRE-v-1


3 000 




CI


8 ≤ P < 19


NRE-v-2




CI


19 ≤ P < 37


NRE-v-3


5 000 




CI


37 ≤ P < 56


NRE-v-4


8 000 




all


56 ≤ P < 130


NRE-v-5




130 ≤ P ≤ 560


NRE-v-6




P > 560


NRE-v-7




CI


constant


0 < P < 8


NRE-c-1


3 000 




CI


8 ≤ P < 19


NRE-c-2




CI


19 ≤ P < 37


NRE-c-3




CI


37 ≤ P < 56


NRE-c-4


8 000 




all


56 ≤ P < 130


NRE-c-5




130 ≤ P ≤ 560


NRE-c-6




P > 560


NRE-c-7








Table 20


EDP for engine category NRG











Category


Ignition type


Speed operation


Power range (kW)


Sub-category


EDP (hours)




NRG


all


constant


P > 560


NRG-v-1


8 000 




variable


NRG-c-1








Table 21


EDP for engine category NRSh












Category


Ignition type


Speed operation


Power range (kW)


Swept volume (cm3)


Sub-category


EDP (hours)




NRSh


SI


variable or constant


0 < P < 19


SV < 50


NRSh-v-1a


50/125/300 (1)





SV≥50


NRSh-v-1b








Table 22


EDP for engine category NRS












Category


Ignition type


Speed operation


Power range (kW)


Swept volume (cm3)


Sub-category


EDP (hours)




NRS


SI


variable, rated; or constant


0 < P < 19


80 ≤ SV < 225


NRS-vr-1a


125/250/500 (2)





variable, intermediate


NRS-vi-1a




variable, rated; or constant


SV ≥ 225


NRS-vr-1b


250/500/1 000 (2)





variable, intermediate


NRS-vi-1b




variable or constant


19 ≤ P < 30


SV ≤ 1 000 


NRS-v-2a


1 000 




SV > 1 000 


NRS-v-2b


5 000 




30 ≤ P < 56


any


NRS-v-3


5 000 








Table 23


EDP for engine category SMB











Category


Ignition type


Speed operation


Power range (kW)


Sub-category


EDP (hours)




SMB


SI


variable or constant


P > 0


SMB-v-1


400 (3)









Table 24


EDP for engine category ATS











Category


Ignition type


Speed operation


Power range (kW)


Sub-category


EDP (hours)




ATS


SI


variable or constant


P > 0


ATS-v-1


500/1 000 (4)







(1)  EDP hours correspond to the EDP categories Cat 1/Cat 2/Cat 3 as set out in Table A.8-2 of Annex 8 to this Regulation.

(2)  EDP hours correspond to the EDP categories Cat 1/Cat 2/Cat 3 as defined in Table A.8-2 of Annex 8 to this Regulation.

(3)  Alternatively, an emission durability period of 8 000 km is permitted

(4)  EDP hours correspond to the following total engine swept volumes: < 100 cm3/≥ 100 cm3.





APPENDIX 4

REQUIREMENTS IN RELATION TO ANY SPECIFIED FUELS, FUEL MIXTURES OR FUEL EMULSIONS

A.4.1.   Requirements for engines fuelled with liquid fuels
A.4.1.1.   When applying for an approval, manufacturers may select one of the following options with regard to the engine's fuel range:






(a)


Standard fuel range engine, in accordance with the requirements set out in paragraph A.4.1.2; or










(b)


Fuel-specific engine, in accordance with the requirements set out in paragraph A.4.1.3.




A.4.1.2.   Requirements for a standard fuel range (diesel, petrol) engine
A standard fuel range engine shall meet the requirements specified in paragraphs A.4.1.2.1 to A.4.1.2.4.








A.4.1.2.1.


The parent engine shall meet the applicable limit values set out in Appendix 2 to this Regulation and the other requirements set out in this Regulation when the engine is operated on the reference fuels specified in paragraphs 1.1 or 2.1 of Annex 6.












A.4.1.2.2.


In the absence of an international standard for non-road gas-oil, the diesel (non-road gas-oil) reference fuel in Annex 6 shall represent market non-road gas-oils with a sulphur content not greater than 10 mg/kg, cetane number not less than 45 and an Fatty-Acid Methyl Ester ("FAME") content not greater than 8.0 per cent volume/volume (v/v). Except where otherwise permitted in accordance with paragraphs A.4.1.2.2.1, A.4.1.2.3 and A.4.1.2.4, the manufacturer shall make a corresponding declaration to the end-users in accordance with the requirements in Appendix 6 to this Regulation that operation of the engine on non-road gas-oil is limited to those fuels with a sulphur content not greater than 10 mg/kg (20 mg/kg at point of final distribution) cetane number not less than 45 and an FAME content not greater than 8,0 per cent v/v. The manufacturer may optionally specify other parameters (e.g. for lubricity).












A.4.1.2.2.1.


The engine manufacturer shall not indicate at any time that an engine type or engine family may be operated in the territory of any Contracting Party on market fuels other than those that comply with the requirements in this paragraph unless the manufacturer additionally complies with the requirement in paragraph A.4.1.2.3.






(a)


In the case of petrol, CEN standard EN 228:2012. Lubricating oil may be added according to the specification of the manufacturer;










(b)


In the case of diesel (other than non-road gas-oil), CEN standard EN 590:2013;










(c)


In the case of diesel (non-road gas-oil), the maximum permissible sulphur content of 10 mg/kg and also both a cetane number not less than 45 and FAME not greater than 8,0 per cent v/v.
















A.4.1.2.3.


If the manufacturer permits engines to run on additional market fuels other than those identified in paragraph A.4.1.2.2, such as running on B100 (EN 14214:2012+A1:2014), B20 or B30 (EN16709:2015), or on specific fuels, fuel mixtures or fuel emulsions, all of the following actions shall be taken by the manufacturer in addition to the requirements of paragraph A.4.1.2.2.1:






(a)


Declare, in the information document set out in Annex 1A, the specification of the commercial fuels, fuel mixtures or emulsions on which the engine family is capable to run;










(b)


Demonstrate the capability of the parent engine to meet the requirements of this Regulation on the fuels, fuel mixtures or emulsions declared;










(c)


Be liable to meet the requirements of in-service monitoring set out by any Contracting Party, if any, on the fuels, fuel mixtures or emulsions declared, including any blend between the declared fuels, fuel mixtures or emulsions, and the applicable market fuel identified in paragraph A.4.1.2.2.1.
















A.4.1.2.4.


For SI engines, the fuel/oil mixture ratio must be the ratio which shall be recommended by the manufacturer in Appendix 6 to this Regulation. The percentage of oil in the fuel/lubricant mixture shall be recorded in the information document set out in Annex 1A.




A.4.1.3.   Requirements for a fuel-specific (ED 95 or E 85) engine
A specific fuel (ED 95 or E 85) engine shall meet the requirements specified in paragraphs A.4.1.3.1 and A.4.1.3.2.








A.4.1.3.1.


For ED 95, the parent engine shall meet the requirements of this Regulation including the applicable limit values set out in Appendix 2 to this Regulation when the engine is operated on the reference fuel specified in paragraph 1.2 of Annex 6.












A.4.1.3.2.


For E 85, the parent engine shall meet the requirements of this Regulation, including the applicable limit values set out in Appendix 2 to this Regulation when the engine is operated on the reference fuel specified in paragraph 2.2 of Annex 6.




A.4.2.   Requirements for engines fuelled with natural gas/biomethane (NG) or liquefied petroleum gas (LPG), including dual-fuel engines








A.4.2.1.


When applying for a type approval, manufacturers may select one of the following options with regard to the engine's fuel range:






(a)


Universal fuel range engine, in accordance with the requirements set out in paragraph A.4.2.3;










(b)


Restricted fuel range engine, in accordance with the requirements set out in paragraph A.4.2.4;










(c)


Fuel-specific engine, in accordance with the requirements set out in paragraph A.4.2.5.








A.4.2.2.   Tables summarizing the requirements for type-approval of natural gas/biomethane fuelled engines, LPG-fuelled engines and dual-fuel engines are provided in paragraph A.4.3.
A.4.2.3.   Requirements for a universal fuel range engine








A.4.2.3.1.


In the case of natural gas/biomethane fuelled engines, including dual-fuel engines, the manufacturer shall demonstrate the parent engine’s capability to adapt to any natural gas/biomethane composition that may occur across the market. That demonstration shall be carried out in accordance with this paragraph A.4.2 and, in case of dual-fuel engines, also in accordance with the additional provisions regarding the fuel adaptation procedure set out in paragraph 6.4 of Annex 7.












A.4.2.3.1.1.


In the case of compressed natural gas/biomethane (CNG) 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). 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 Regulation on the reference fuels GR (fuel 1) and G25 (fuel 2), as specified in Annex 6, or on the equivalent fuels created using admixtures of pipeline gas with other gases as specified in Appendix A.1 to Annex 6, without any manual readjustment to the engine fuelling system between the two tests (self-adaptation is required). One adaptation run is permitted after the change of the fuel. The adaption run shall consist of performing the pre-conditioning for the following emission test according to the respective test cycle. In the case of engines tested on the NRSC, where the pre-conditioning cycle is inadequate for the engine fuelling to self-adapt an alternative adaption run specified by the manufacturer may be performed prior to pre-conditioning the engine.












A.4.2.3.1.1.1.


At 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 (that is the lower range of GR) and 1,19 (that is 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.












A.4.2.3.1.2.


In the case of liquefied natural gas/liquefied biomethane (LNG) the parent engine shall meet the requirements of this Regulation on the reference fuels GR (fuel 1) and G20 (fuel 2), as specified in Annex 6, or on the equivalent fuels created using admixtures of pipeline gas with other gases as specified in Appendix A.1 to Annex 6, without any manual readjustment to the engine fuelling system between the two tests (self-adaptation is required). One adaptation run is permitted after the change of the fuel. The adaption run shall consist of performing the pre-conditioning for the following emission test according to the respective test cycle. In the case of engines tested on the NRSC, where the pre-conditioning cycle is inadequate for the engine fuelling to self-adapt an alternative adaption run specified by the manufacturer may be performed prior to pre-conditioning the engine.












A.4.2.3.2.


In the case of an engine fuelled with compressed natural gas/biomethane (CNG) 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 6 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, or the equivalent fuels created using admixtures of pipeline gas with other gases as specified in Appendix A.1 to Annex 6. The parent engine shall meet the requirements of this Regulation at both positions of the switch without any readjustment to the fuelling between the two tests at each position of the switch. One adaptation run is permitted after the change of the fuel. The adaption run shall consist of performing the pre-conditioning for the following emission test according to the respective test cycle. In the case of engines tested on the NRSC, where the pre-conditioning cycle is inadequate for the engine fuelling to self-adapt an alternative adaption run specified by the manufacturer may be performed prior to pre-conditioning the engine.












A.4.2.3.2.1.


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 (that is the lower range of GR) and 1,19 (that is 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.












A.4.2.3.3.


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





or,





and

















A.4.2.3.4.


In the case of LPG the manufacturer shall demonstrate the parent engines 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 shall meet the emission requirements on the reference fuels A and B as specified in Annex 6 without any readjustment to the fuelling between the two tests. One adaptation run is permitted after the change of the fuel. The adaption run shall consist of performing the pre-conditioning for the following emission test according to the respective test cycle. In the case of engines tested on the NRSC, where the pre-conditioning cycle is inadequate for the engine fuelling to self-adapt an alternative adaption run specified by the manufacturer may be performed prior to pre-conditioning the engine.












A.4.2.3.4.1.


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









A.4.2.4.   Requirements for a restricted fuel range engine
A restricted fuel range engine shall meet the requirements specified in paragraphs A.4.2.4.1 to A.4.2.4.3.
A.4.2.4.1.   Exhaust emissions type-approval of an engine running on CNG and laid out for operation on either the range of H-gases or on the range of L-gases








A.4.2.4.1.1.


The parent engine shall be tested on the relevant reference fuel, as specified in Annex 6, 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 or the equivalent fuels created using admixtures of pipeline gas with other gases as specified in Appendix A.1 to Annex 6. The parent engine shall meet the requirements of this Regulation without any readjustment to the fuelling between the two tests. One adaptation run is permitted after the change of the fuel. The adaption run shall consist of performing the pre-conditioning for the following emission test according to the respective test cycle. In the case of engines tested on the NRSC, where the pre-conditioning cycle is inadequate for the engine fuelling to self-adapt an alternative adaption run specified by the manufacturer may be performed prior to pre-conditioning the engine.












A.4.2.4.1.2.


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 (that is the lower range of GR) and 1,19 (that is 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.












A.4.2.4.1.3.


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









or,





and













A.4.2.4.2.


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












A.4.2.4.2.1.


The parent engine shall meet the emission requirements on the reference fuels GR and G25 or on the equivalent fuels created using admixtures of pipeline gas with other gases as specified in Appendix A.1 to Annex 6 in the case of CNG, on the reference fuels GR and G20 or on the equivalent fuels created using admixtures of pipeline gas with other gases as specified in Appendix A.2 to Annex 6 in the case of LNG, or on the reference fuels A and B in the case of LPG, as specified in Annex 6. Fine-tuning of the fuelling system is allowed between the tests. 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.












A.4.2.4.2.2.


In the case of CNG, 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, or on the equivalent fuels created using admixtures of pipeline gas with other gases as specified in Appendix A.1 to Annex 6, in which case the type-approval is only valid for the H-range or the L-range of gases respectively.




A.4.2.5.   Requirements for a fuel-specific engine fuelled with liquefied natural gas/liquefied biomethane (LNG)
A liquefied natural gas/liquefied biomethane specific fuel engine shall meet the requirements specified in paragraphs A.4.2.5.1 and A.4.2.5.2.
A.4.2.5.1.   Conditions for applying for type-approval of a fuel-specific engine fuelled with liquefied natural gas/liquefied biomethane (LNG)








A.4.2.5.1.1.


The manufacturer can only apply for a fuel-specific type-approval in the case of the engine being calibrated for a specific LNG gas composition resulting in a λ -shift factor not differing by more than 3 per cent from the λ -shift factor of the G20 fuel specified in Annex 6, and the ethane content of which does not exceed 1,5 per cent.












A.4.2.5.1.2.


In all other cases the manufacturer shall apply for a universal fuel engine type approval according to the specifications set out in paragraph A.4.2.1.3.2.




A.4.2.5.2.   Specific test requirements in the case of a fuel-specific dual-fuel engine (LNG)








A.4.2.5.2.1.


In the case of a dual-fuel engine family where the engines are calibrated for a specific LNG gas composition resulting in a λ -shift factor not differing by more than 3 per cent from the λ -shift factor of the G20 fuel specified in Annex 6, and the ethane content of which does not exceed 1,5 per cent, the parent engine shall only be tested on the G20 reference gas fuel, or on the equivalent fuel created using an admixture of pipeline gas with other gases, as specified in Appendix A.1 to Annex 6.




A.4.2.6.   Exhaust emissions type approval of a member of a family








A.4.2.6.1.


With the exception of the case mentioned in paragraph A.4.2.6.2, the type 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 type-approved (in the case of engines described in paragraph A.4.2.5) or the same range of fuels (in the case of engines described in either paragraph A.4.2.3 or A.4.2.4) for which the parent engine has been type-approved.












A.4.2.6.2.


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 paragraph 7 of this Regulation, an alternative and if necessary an additional reference test engine may be selected by the technical service and tested.












A.4.2.7.


Additional requirements for dual-fuel engines
In order to receive a type-approval of a dual-fuel engine or engine family, the manufacturer shall:






(a)


Conduct the tests in accordance with Table 25;










(b)


In addition to the requirements set out in paragraph A.4.2, demonstrate that the dual-fuel engines are subject to the tests and comply with the requirements set out in Annex 7.








A.4.3.   Summary of approval process for natural gas and LPG fuelled engines including dual-fuel engines








A.4.3.1.


Tables 19 to 21 show a summary of the approval process for natural gas fuelled engines and LPG fuelled engines and of the minimum number of tests required for approval of dual-fuel engines.

Table 25


Type-approval of natural gas fuelled engines












 


Paragraph A.4.2.3: Requirements for a universal fuel range engine


Number of test runs


Calculation of "r"


Paragraph A.4.2.4: Requirements for a restricted fuel range engine


Number of test runs


Calculation of "r"




Refer to paragraph A.4.2.3.1
NG-engine adaptable to any fuel composition


GR (1) and G25 (2)
At manufacturer’s request engine may be tested on an additional market fuel (3),
if 0,89 ≤ Sλ ≤ 1,19


2
(max. 3)







and, if tested with an additional fuel;





and







 


 


 




Refer to paragraph A.4.2.3.2
NG-engine which is self-adaptive by a switch


GR (1) and G23 (3) for H and
G25 (2) and G23 (3) for L
At manufacturer’s request engine may be tested on a market fuel (3) instead of G23,
if 0,89 ≤ Sλ ≤ 1,19


2 for the H-range, and
2 for the L-range;
at respective position of switch







and







 


 


 




Refer to paragraph A.4.2.4.1
NG-engine laid out for operation on either H-range gas or L-range gas


 


 


 


GR (1) and G23 (3) for H or
G25 (2) and G23 (3) for L
At manufacturer’s request engine may be tested on a market fuel (3) instead of G23,
if 0,89 ≤ Sλ ≤ 1,19


2 for the H-range
or
2 for the L-range
2







for the H-range
or





for the L-range




Refer to paragraph A.4.2.4.2
NG-engine laid out for operation on one specific fuel composition


 


 


 


GR (1) and G25 (2),
Fine-tuning between the tests allowed.
At manufacturer’s request engine may be tested on:
GR (1) and G23 (3) for H or
G25 (2) and G23 (3) for L


2
2 for the H-range
or
2 for the L-range


 





Table 26


Type-approval of LPG fuelled engines












 


Paragraph A.4.2.3: Requirements for a universal fuel range engine


Number of test runs


Calculation of "r"


Paragraph A.4.2.4: Requirements for a restricted fuel range engine


Number of test runs


Calculation of "r"




Refer to paragraph A.4.2.3.4
LPG-engine adaptable to any fuel composition


Fuel A and fuel B


2 









 


 


 




Refer to paragraph A.4.2.4.2
LPG-engine laid out for operation on one specific fuel composition


 


 


 


Fuel A and fuel B,
fine-tuning between the tests allowed


2 


 





Table 27


Minimum number of tests required for type-approval of dual-fuel engines











Dual-fuel type


Liquid-fuel mode


Dual-fuel mode




CNG


LNG


LNG20



LPG




1A


 


Universal or restricted(2 tests)


Universal(2 tests)


Fuel-specific(1 test)


Universal or restricted(2 tests)




1B


Universal(1 test)


Universal or restricted(2 tests)


Universal(2 tests)


Fuel-specific(1 test)


Universal or restricted(2 tests)




2A


 


Universal or restricted(2 tests)


Universal(2 tests)


Fuel-specific(1 test)


Universal or restricted(2 tests)




2B


Universal(1 test)


Universal or restricted(2 tests)


Universal(2 tests)


Fuel-specific(1 test)


Universal or restricted(2 tests)




3B


Universal(1 test)


Universal or restricted(2 tests)


Universal(2 tests)


Fuel-specific(1 test)


Universal or restricted(2 tests)













APPENDIX 5

DETAILS OF THE RELEVANT INFORMATION AND INSTRUCTIONS FOR THE OEMS









A.5.1.


As required by paragraph 6.1, the manufacturer shall provide to the OEM all relevant information and instructions to ensure that the engine conforms to the approved engine type when installed in non-road mobile machinery and category T vehicles. Instructions for this purpose shall be clearly identified to the OEM.












A.5.2.


The instructions may be provided on paper or a commonly used electronic format.












A.5.3.


Where a number of engines requiring the same instructions are supplied to the same OEM it shall be necessary to provide only one set of instructions.












A.5.4.


The information and instructions to the OEM shall include at least:






A.5.4.1.


installation requirements to achieve the emissions performance of the engine type, including the emissions control system, that shall be taken into account to ensure the correct operation of the emissions control system;










A.5.4.2.


a description of any special conditions or restrictions linked to the installation or use of the engine, as noted on the communication set out in Annex 2;










A.5.4.3.


a statement indicating that the installation of the engine shall not permanently constrain the engine to exclusively operate within a power range corresponding to a (sub-)category with gaseous and particulate pollutant emission limits more stringent than the (sub-)category the engine belongs to;










A.5.4.4.


for engine families to which paragraph 5.6 of this Regulation applies, the upper and lower boundaries of the applicable control area and a statement indicating that the installation of the engine shall not constrain the engine to exclusively operate at speed and load points outside of the control area for the torque curve of the engine;










A.5.4.5.


where applicable, design requirements for the components supplied by the OEM that are not part of the engine and are necessary to ensure that, when installed, the engine conforms to the approved engine type;










A.5.4.6.


where applicable, design requirements for the reagent tank, including freeze protection, monitoring of reagent level and means to take samples of reagent;










A.5.4.7.


where applicable, information on the possible installation of a non-heated reagent system;










A.5.4.8.


Reserved










A.5.4.9.


where applicable, a statement indicating that the OEM shall provide a warning system as set out in Appendices A.1 and A.2 of Annex 9;










A.5.4.10.


where applicable, information on the interface between the engine and the non-road mobile machinery or category T vehicles for the operator warning system, referred to in paragraph A.5.4.9;










A.5.4.11.


where applicable, information on the interface between the engine and the non-road mobile machinery or category T vehicles for the operator inducement system, as set out in Annex 9;










A.5.4.12.


where applicable, information on a means to temporarily disable the operator inducement as defined in Annex 9;










A.5.4.13.


where applicable, information on the inducement override function as defined in Annex 9;










A.5.4.14.


in the case of dual-fuel engines:






(a)


A statement indicating that the OEM shall provide a dual-fuel operating mode indicator as described in Appendix A.5 to Annex 7;










(b)


A statement indicating that the OEM shall provide a dual-fuel warning system as described in Appendix A.5 to Annex7;










(c)


Information on the interface between the engine and the non-road mobile machinery or category T vehicles for the operator indication and warning system, referred to in paragraphs A.5.4.14(a) and (b);














A.5.4.15.


Reserved










A.5.4.16.


In the case of a constant-speed engine equipped with alternative speeds as set out in paragraph 1.1.2.3 of Annex 10:






(a)


A statement indicating that the installation of the engine shall ensure that:






(i)


The engine is stopped prior to resetting the constant-speed governor to an alternative engine speed; and,










(ii)


The constant-speed governor is only set to the alternative engine speeds permitted by the engine manufacturer;














(b)


Details of each (sub-)category and operating mode (speed operation) for which the engine is type-approved and may be set when installed;














A.5.4.17.


In the case that the engine is equipped with an idle speed for start-up and shut-down, a statement indicating that the installation of the engine shall ensure that the constant-speed governor function is engaged prior to increasing the load-demand to the engine from the no-load setting.
















A.5.5.


The manufacturer shall provide to the OEM all information and necessary instructions that the OEM shall provide to the end-users in accordance with Appendix 6 to this Regulation.












A.5.6.


The manufacturer shall provide to the OEM the value of the carbon dioxide (CO2) emissions in g/kWh determined during the type-approval process and recorded in the engine communication. This value shall be provided by the OEM to the end-users accompanied of the following statement: ‘This CO2 emission value results from testing over a fixed test cycle under laboratory conditions of an (a parent) engine representative of the engine type (engine family) and shall not imply or express any guarantee of the performance of a particular engine once installed in a type of non-road mobile machinery or category T vehicle’.









APPENDIX 6

DETAILS OF THE RELEVANT INFORMATION AND INSTRUCTIONS FOR THE END-USERS









A.6.1.


The OEM shall provide to the end-users all information and necessary instructions for the correct operation of the engine in order to maintain the gaseous and particulate pollutant emissions of the engine within the limits of the approved engine type or engine family. Instructions for this purpose shall be clearly identified to the end-users.












A.6.2.


The instructions to the end-users shall be:






A.6.2.1.


Written in a clear and non-technical manner using the same language that is used in the instructions to end-users for the non-road mobile machinery or category T vehicles;










A.6.2.2.


Be provided on paper or, alternatively, a commonly used electronic format;










A.6.2.3.


Be part of the instructions to end-users for the non-road machinery or category T vehicles, or, alternatively, a separate document;






A.6.2.3.1.


When delivered separately from the instructions to end-users for the non-road machinery or category T vehicle, be provided in the same form;




















A.6.3.


The information and instructions to the end-users shall include at least:






A.6.3.1.


A description of any special conditions or restrictions linked to the use of the engine, as noted on the type-approval communication;










A.6.3.2.


A statement indicating that the engine, including the emissions control system, shall be operated, used and maintained in accordance with the instructions provided to the end-users in order to maintain the emissions performance of the engine within the requirements applicable to the engine's category;










A.6.3.3.


A statement indicating that no deliberate tampering with or misuse of the engine emissions control system should take place; in particular with regard to deactivating or not maintaining an exhaust gas recirculation (EGR) or a reagent dosing system.










A.6.3.4.


A statement indicating that it is essential to take prompt action to rectify any incorrect operation, use or maintenance of the emissions control system in accordance with the rectification measures indicated by the warnings referred to in paragraph A.6.3.5 and A.6.3.6;










A.6.3.5.


Detailed explanations of the possible malfunctions of the emissions control system generated by incorrect operation, use or maintenance of the installed engine, accompanied by the associated warning signals and the corresponding rectification measures;










A.6.3.6.


Detailed explanations of the possible incorrect use of the non-road mobile machinery or category T vehicles that would result in malfunctions of the engine emissions control system, accompanied by the associated warning signals and the corresponding rectification measures;










A.6.3.7.


Reserved;










A.6.3.8.


Reserved;










A.6.3.9.


For non-road mobile machinery or category T vehicle with an operator warning system, a statement indicating that the operator will be informed by the operator warning system when the emission control system does not function correctly;










A.6.3.10.


For non-road mobile machinery or category T vehicle with an operator inducement system a statement indicating that ignoring the operator warning signals will lead to the activation of the operator inducement system, resulting in an effective disablement of non-road mobile machinery or category T vehicle operation;










A.6.3.11.


For non-road mobile machinery or category T vehicles with an inducement override function for releasing full engine power justified by safety concerns or to allow for self-healing diagnostics, information about the operation of this function;










A.6.3.12.


Where applicable, explanations of how the operator warning and inducement systems referred to in paragraphs A.6.3.9, A.6.3.10 and A.6.3.11 operate, including the consequences, in terms of performance and fault logging, of ignoring the warning system signals and of not replenishing, where used, the reagent or rectifying the problem identified;










A.6.3.13.


Reserved;










A.6.3.14.


for non-road mobile machinery or category T vehicles with a means to disable the operator inducement, information about the operation of this function, and a statement indicating that this function shall be only activated in case of emergencies, that any activation will be recorded in the on-board computer log and that national inspection authorities will be able to read these records with a scan tool;










A.6.3.15.


Information on the fuel(s) necessary to maintain the performance of the emissions control system in particular:






(a)


Where the engine is to be operated on diesel or non-road gas-oil, a statement indicating that a fuel with sulphur content not greater than 10 mg/kg (20 mg/kg at point of final distribution) cetane number not less than 45 and an FAME content not greater than 8,0 per cent v/v shall be used;










(b)


Where additional fuels, fuel mixtures or fuel emulsions are compatible with use by the engine, as declared by the manufacturer and stated in the type-approval communication, these shall be indicated;














A.6.3.16.


Information on the lubrication oil specifications necessary to maintain the performance of the emissions control system;










A.6.3.17.


Where the emission control system requires a reagent, the characteristics of that reagent, including the type of reagent, information on concentration when the reagent is in solution, operational temperature conditions and reference to international standards for composition and quality, consistent with the specification set-out in the engine type-approval.










A.6.3.18.


Where applicable, instructions specifying how consumable reagents have to be refilled by the operator between normal maintenance intervals. They shall indicate how the operator should refill the reagent tank and the anticipated frequency of refill, depending upon utilisation of the non-road mobile machinery or category T vehicles.










A.6.3.19.


A statement indicating that in order to maintain the emissions performance of the engine, it is essential to use and refill reagent in accordance with the specifications set out in paragraphs A.6.3.17 and A.6.3.18;










A.6.3.20.


Scheduled emission-related maintenance requirements including any scheduled exchange of critical emission-related components;










A.6.3.21.


In the case of dual-fuel engines:






(a)


Where applicable, information on the dual-fuel indicators,










(b)


Where a dual-fuel engine has operability restrictions in a service mode, a statement indicating that the activation of the service mode will result in an effective disablement of non-road mobile machinery or category T vehicle operation,










(c)


Where an inducement override function for releasing full engine power is available, information about the operation of this function shall be provided,




















A.6.4.


The OEM shall provide to the end-users the value of the carbon dioxide (CO2) emissions in g/kWh determined during the type-approval process and recorded in type-approval certificate accompanied of the following statement: ‘This CO2 emission value results from testing over a fixed test cycle under laboratory conditions of an (a parent) engine representative of the engine type (engine family) and shall not imply or express any guarantee of the performance of a particular engine once installed in a type of non-road mobile machinery or category T vehicle’.









APPENDIX 7

PROCEDURE FOR PRODUCTION CONFORMITY TESTING









A.7.1.


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












A.7.2.


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












A.7.3.


The following procedure is used for each of the emission pollutants (see Figure 4):
Let: n = the current sample number.












A.7.4.


Determine for the sample the test statistic quantifying the cumulative number of nonconforming tests at the nth test.












A.7.5.


Then:






(a)


If the test statistic is less than or equal to the pass decision number for the sample size given in Table 28, a pass decision shall be reached for the pollutant;










(b)


If the test statistic is greater than or equal to the fail decision number for the sample size given in Table 28, a fail decision shall be reached for the pollutant;










(c)


Otherwise, an additional engine is tested in accordance with paragraph 8.7.2 and the calculation procedure shall be applied to the sample increased by one more unit.




In Table 28 the pass and fail decision numbers shall be calculated by means of the International Standard ISO 8422/1991.





Table 28


Test statistics for production conformity testing

Minimum sample size: 3 Minimum sample size for pass decision: 4







Cumulative number of engines tested (sample size)


Pass decision number


Fail decision number




3 


—


3 




4 


0 


4 




5 


0 


4 




6 


1 


5 




7 


1 


5 




8 


2 


6 




9 


2 


6 




10 


3 


7 




11 


3 


7 




12 


4 


8 




13 


4 


8 




14 


5 


9 




15 


5 


9 




16 


6 


10 




17 


6 


10 




18 


7 


11 




19 


8 


9 









ANNEX 1

TEMPLATES FOR INFORMATION FOLDER AND INFORMATION DOCUMENT

1.   INFORMATION FOLDER
The information folder referred to in paragraph 3 of this Regulation shall contain the following:








1.1.


A list of contents;












1.2.


Manufacturer's declaration on adherence to all requirements of this Regulation in accordance with the template set out in Appendix A.1 to this Annex;












1.3.


Manufacturer's statement on the compliance of the engine type or engine family with the exhaust emission limits set out in Appendix 2 to this Regulation with regard to specified liquid fuels, fuel mixtures or fuel emulsions other than those set out in paragraph A.3.1.2.2 of Appendix 4 to this Regulation;












1.4.


For electronically controlled engines of categories NRE and NRG, complying with the emission limits set out in Appendix 2 to this Regulation and using electronic control to determine both the quantity and timing of injecting fuel or using electronic control to activate, de-activate or modulate the emission control system used to reduce NOX, a complete overview of the emission control strategy, including the base emission control strategy and the means by which every auxiliary control strategy directly or indirectly controls the output variables;












1.4.1.


Additional confidential information as set out in Appendix A.2 shall be made available, only for the technical service performing the tests and not included in the information folder;












1.5.


Where applicable, a full description of the functional operational characteristics of the NOX control measures and inducement system as referred to in Annex 9 to this Regulation;












1.5.1.


Where applicable, a copy of the demonstration reports set out in paragraphs A.1.10.5 and A.1.13.4 of Appendix A.1 to Annex 9;












1.5.2.


Where applicable, a description of the connection for, and method to read, the records set out at paragraph A.1.5.2.1.1(e) of Appendix A.1 to Annex 9;












1.5.3.


Where the engine type or engine family is member of a NCD engine family, a justification of its membership together with the information requested in paragraph 1.5, 1.5.1 and 1.5.2 on the NCD engine family may be supplied alternatively, upon agreement of the Type Approval Authority;












1.6.


Where applicable, a full description of the functional operational characteristics of the particulate control measures as referred to in Annex 9 to this Regulation;












1.6.1.


Where applicable, a copy of the demonstration report set out in paragraph A.2.9.3.6 of Appendix A.2 to Annex 9;












1.6.2.


Where applicable, a description of the connection for, and method to read, the records set out at paragraph A.2.5.2 of Appendix A.2 to Annex 9;












1.6.3.


Where the engine type or engine family is a member of a PCD engine family, a justification of its membership together with the information requested in paragraph 1.6, 1.6.1 and 1.6.2 on the PCD engine family may be supplied alternatively, upon agreement of the Type Approval Authority;












1.7.


Manufacturer's declaration, and supporting test reports or data, on deterioration factors as referred to in paragraph 5 and in Annex 8 of this Regulation;












1.7.1.


Where the engine type or engine family is a member of an engine after-treatment system family, a justification of its membership together with the information requested in paragraph 1.7 on the after-treatment system family may be supplied alternatively, upon agreement of the Type Approval Authority;












1.8.


Where applicable, the manufacturer's declaration, and supporting test reports or data, of the infrequent regeneration adjustment factors referred to in Annex 4 to this Regulation;












1.8.1.


Where the engine type or engine family is a member of an engine-after-treatment system family, a justification of its membership together with the information requested in paragraph 1.8 on the engine-after-treatment system family may be supplied alternatively, upon agreement of the Type Approval Authority;












1.9.


Manufacturer's declaration and supporting data demonstrating that the emission control strategies fitted are designed in such a way as to prevent tampering to the extent possible, as referred to in paragraph 5.5 and Appendix A.3 to Annex 9 of this Regulation.












1.9.1.


For engine types and engine families that use an Electronic Control Unit (ECU) as part of the emission control system the information shall include a description of the provisions taken to prevent tampering with and modification of the ECU including the facility for updating using a manufacturer approved programme or calibration;












1.9.2.


For engine types and engine families that use mechanical devices as part of the emission control system the information shall include a description of the provisions taken to prevent tampering with and modification of the adjustable parameters of the emission control system. This shall include the tamper resistant components such as carburettor limiter caps or sealing of carburettor screws or special screws not adjustable by user;












1.9.3.


In order to place engines from different engine families into the same tamper prevention engine family the manufacturer shall provide confirmation to the Type Approval Authority that the measures used to prevent tampering are similar.












1.10.


A description of the physical connector required to receive the torque signal from the engine ECU in case the contracting party requires to conduct in-service monitoring tests, in order to procure such a connector.












1.11.


A description of overall quality-assurance management systems for conformity of production in accordance to paragraph 8 of this Regulation;












1.12.


A list of scheduled emission-related maintenance requirements and the period at which each should occur including any scheduled exchange of critical emission-related components;












1.13.


The completed information document as set out in paragraph 2 of this Annex;












1.13.1.


Where the particulars appearing in the information document for an engine approval have changed, the manufacturer shall submit revised pages to the type approval authority showing clearly the nature of the change(s) and the date of re-issue;












1.14.


All relevant data, drawings, photographs and other information as required in the information document;




2.   INFORMATION DOCUMENT
The information document shall have a reference number issued by the applicant.
2.1.   All information documents shall contain the following:








2.1.1.


the general information set out in Part A of Appendix A.3;












2.1.2.


the information set out in Part B of Appendix A.3, to identify the common design parameters of all engine types within an engine family or applicable to the engine type where not part of an engine family, intended for type approval;












2.1.3.


the information set out in Part C of Appendix A.3 following the format of the matrix set out in paragraph 2.1.3.1 to identify the items applicable to the parent engine or engine type and the engine types within the engine family, if applicable:












2.1.3.1.


Engine type or engine family matrix with example data











Item Number


Item Description


Parent engine/ engine type


Engine types within the engine family (if applicable)




type 2


type 3


type …


type n




3.1


Engine Identification


 


 


 


 


 




3.1.1


Engine type designation


A01


A02


A03


A04


A05




3.2


Performance Parameters


 


 


 


 


 




3.2.1


Declared rated speed(s) (rpm):


2 200 


2 200 


2 000 


1 800 


1 800 




3.10


Miscellaneous devices: Yes/No


 


 


 


 


 




3.10.1


Exhaust gas recirculation (EGR)


 


 


 


 


 




3.10.1.1


Characteristics (cooled/uncooled, high pressure/low pressure, etc.):


 


 




…


…


…


 
















2.1.3.2.


Reserved












2.1.3.3.


In the case of constant speed engines with multiple rated speeds an additional set column(s) of data for each speed shall be recorded in paragraph 3.2 (Performance Parameters).




2.2.   Explanatory notes on creation of information document:








2.2.1.


Upon agreement of the type approval authority, the information in paragraph 2.1.2 and 2.1.3 may be presented in an alternative format;












2.2.2.


Each engine type or the parent engine in the matrix set out in paragraph 2.1.3.1 shall be identified in accordance with the engine family designation and engine type designation set out in paragraph 2.3.












2.2.3.


Only those paragraphs of this Annex relevant for the particular engine family, engine types within the engine family or engine type shall be listed; in any case, the list shall adhere to the proposed numbering system,












2.2.4.


Where several options separated by forward slash are given for an entry, the unused options shall be struck out, or only the used option(s) shall be shown;












2.2.5.


When the same value for or description of a certain engine characteristic applies for several or all members of an engine family the corresponding cells may be merged.












2.2.6.


Where a picture, diagram or detailed information is required, a reference to an appendix may be given;












2.2.7.


Where a ‘type’ of a component is requested, the information supplied shall uniquely identify the component; this may be a list of characteristic, a manufacturers' name and part or drawing number, a drawing, or a combination of the aforementioned or other methods that achieves the same result.




2.3.   Engine type designation and engine family designation
The manufacturer shall allocate to each engine type and engine family a unique alphanumeric code.








2.3.1.


In the case of an engine type, the code is named engine type designation and shall clearly and unequivocally identify those engines presenting a unique combination of technical features for those items set out in Part C of Appendix A.3 to this Annex applicable to the engine type.












2.3.2.


In the case of engine types within an engine family, the whole code is named Family-Type or ‘FT’, and is composed of two sections: the first section is named engine family designation and identifies the engine family; the second section is the engine type designation of each particular engine type within the engine family;
The engine family designation shall clearly and unequivocally identify those engines presenting a unique combination of technical features for those items set out in Parts B and C of Appendix A.3 to this Annex applicable to the particular engine family.
The FT shall clearly and unequivocally identify those engines presenting a unique combination of technical features for those items set out in Part C of Appendix A.3 to this Annex applicable to the engine type within the engine family.












2.3.2.1.


The manufacturer may use the same engine family designation to identify the same engine family under two or more engine categories.












2.3.2.2.


The manufacturer shall not use the same engine family designation to identify more than one engine family under the same engine category.












2.3.2.3.


Display of the FT
In the FT, a space shall be left between the engine family designation and the engine type designation, as shown in the example below:

                     ‘159AF[space]0054’
                  












2.3.3.


Number of characters.
The number of characters shall not exceed the following:






(a)


15 for the engine family designation;










(b)


25 for the engine type designation;










(c)


40 for the FT.
















2.3.4.


Characters allowed.
The engine type designation and engine family designation shall be made up of Roman letters and/or Arabic numerals;












2.3.4.1.


The use of brackets and hyphens is permitted provided they do not replace a letter or a numeral.












2.3.4.2.


The use of variable characters is permitted; variable characters shall be denoted by a ‘#’, where the variable character is unknown at the time of notification;












2.3.4.2.1.


The reasons for using such variable characters shall be explained to the technical service and Type Approval Authority.








APPENDIX A.1


DECLARATION BY THE MANUFACTURER ON COMPLIANCE WITH UN REGULATION No 96, 05 SERIES OF AMENDMENTS

The undersigned:[ (full name and position)] hereby declares that the following engine type/engine family (*1) complies in all respects with the requirements of UN Regulation No 96, 05 series of amendments and does not use any defeat strategy.
All emission control strategies comply, where applicable, with the requirements for Base Emission Control Strategy (BECS) and Auxiliary Emission Control Strategy (AECS) set-out in paragraph 2 of Annex 9 to Regulation No 96-05 and have been disclosed in accordance with that Annex and with Annex 1 to Regulation No 96-05.








1.


Make (trade name(s) of manufacturer):












2.


Commercial name(s) (if applicable):












3.


Company name and address of manufacturer:












4.


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












5.


Engine type designation/engine family designation/FT (*1):




(Place) (Date)
Identity (*2) and signature of the person empowered to draw up the declaration on behalf of the manufacturer:

Explanatory notes to Appendix A.1 to Annex 1:

(Footnote markers, footnotes and explanatory notes not to be stated on the manufacturer's declaration)



(*1)  Strike out the unused options, or only show the used option(s).

(*2)  The identity of the person empowered by the manufacturer or his authorised representative to sign this declaration must be indicated adjacent to his or her signature. The identity of the person is understood as comprising his or her name and position.




APPENDIX A.2

CONFIDENTIAL INFORMATION ON EMISSION CONTROL STRATEGY









A.2.1.


This Appendix shall apply to electronically controlled engines, which use electronic control to determine both the quantity and timing of injecting fuel.












A.2.2.


Additional information shall be presented to the technical service but not annexed to the application for type approval. This information shall include all the parameters modified by any auxiliary emission control strategy and the boundary conditions under which this strategy operates and in particular:






(a)


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










(b)


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










(c)


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










(d)


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
















A.2.3.


The additional information required in paragraph A.2.2 shall be treated as strictly confidential. It shall be retained by the manufacturer and made available for inspection by the Type Approval Authority at the time of type approval or upon request at any time during the validity of the type approval. In this case, the Type Approval Authority shall treat this information as confidential and shall not disclose it to other parties.








APPENDIX A.3

TEMPLATE FOR INFORMATION DOCUMENT

PART A
1.   GENERAL INFORMATION








1.1.


Make (trade name(s) of manufacturer):












1.2.


Commercial name(s) (if applicable):












1.3.


Company name and address of manufacturer:












1.4.


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












1.5.


Name(s) and address(es) of assembly/manufacture plant(s):












1.6.


Engine type designation/engine family designation/FT:












1.7.


Category and sub-category of the engine type/engine family (*1): NRE-v-1/NRE-v-2/NRE-v-3/NRE-v-4/NRE-v-5/NRE-v-6/NRE-v-7/NRE-c-1/NRE-c-2/NRE-c-3/NRE-c-4/NRE-c-5/NRE-c-6/NRE-c-7/NRG-v-1/NRG-c-1/NRSh-v-1a/NRSh-v-1b/NRS-vr-1a/NRS-vr-1b/NRS-vi-1a/NRS-vi-1b/NRS-v-2a/NRS-v-2b/NRS-v-3/SMB-v-1/ATS-v-1












1.8.


Emissions durability period category: Not Applicable/Cat 1 (Consumer products)/Cat 2 (Semi-professional products)/Cat 3 (Professional products)












1.9.


Reserved












1.10.


Reserved












1.11.


Reference power is: rated net power/maximum net power












1.12.


Primary NRSC test cycle: C1/C2/D2/G1/G2/G3/H












1.13.


Transient test cycle: Not applicable/NRTC/LSI-NRTC












1.14.


Restrictions on use (if applicable):




PART B
2.    (1)









2.1.


Combustion Cycle: four stroke cycle/two stroke cycle/rotary/other (specify)












2.2.


Ignition Type: Compression ignition/spark ignition












2.3.


Configuration of the cylinders












2.3.1.


Position of the cylinders in the block: Single/V/in-line/opposed/radial/other(specify):












2.3.2.


Bore centre to centre dimension (mm):












2.4.


Combustion chamber type/design












2.4.1.


Open chamber/divided chamber/other(specify)












2.4.2.


Valve and porting configuration:












2.4.3.


Number of valves per cylinder:












2.5.


Range of swept volume per cylinder (cm3):












2.6.


Main Cooling medium: Air/Water/Oil












2.7.


Method of air aspiration: naturally aspirated/pressure charged/pressure charged with charge cooler












2.8.


Fuel












2.8.1.


Fuel Type: Diesel (non-road gas-oil)/Ethanol for dedicated compression ignition engines (ED95)/Petrol (E10)/ Ethanol (E85)/(Natural gas/Biomethane)/Liquid Petroleum Gas (LPG)












2.8.1.1.


Sub Fuel type (Natural gas/Biomethane only): Universal fuel — high calorific fuel (H-gas) and low calorific fuel (L-gas)/Restricted fuel — high calorific fuel (H-gas)/Restricted fuel — low calorific fuel (L-gas)/Fuel specific (LNG);












2.8.2.


Fuelling arrangement: Liquid-fuel only/Gaseous-fuel only/Dual-fuel type 1A/Dual-fuel type 1B/Dual-fuel type 2A/Dual-fuel type 2B/Dual-fuel type 3B












2.8.3.


List of additional fuels, fuel mixtures or emulsions compatible with use by the engine declared by the manufacturer in accordance with paragraph A.6.3.15 of Appendix 6 to this Regulation (provide reference to recognised standard or specification):












2.8.4.


Lubricant added to fuel: Yes/No












2.8.4.1.


Specification:












2.8.4.2.


Ratio of fuel to oil:












2.8.5.


Fuel supply type: Pump (high pressure) line and injector/in-line pump or distributor pump/Unit injector/ Common rail/Carburettor)/port injector/direct injector/Mixing unit/other(specify):












2.9.


Engine management systems: mechanical/electronic control strategy (2)













2.10.


Miscellaneous devices: Yes/No (if yes provide a schematic diagram of the location and order of the devices)












2.10.1.


Exhaust gas recirculation (EGR): Yes/No (if yes, complete section 3.10.1 and provide a schematic diagram of the location and order of the devices)












2.10.2.


Water injection: Yes/No (if yes, complete section 3.10.2 and provide a schematic diagram of the location and order of the devices)












2.10.3.


Air injection: Yes/No (if yes, complete section 3.10.3 and provide a schematic diagram of the location and order of the devices)












2.10.4.


Others: Yes/No (if yes, complete section 3.10.4 and provide a schematic diagram of the location and order of the devices):












2.11.


Exhaust after-treatment system: Yes/No (if yes provide a schematic diagram of the location and order of the devices)












2.11.1.


Oxidation catalyst: Yes/No
(if yes, complete section 3.11.2)












2.11.2.


De NOX system with selective reduction of NOX (addition of reducing agent):
Yes/No (if yes, complete section 3.11.3)












2.11.3.


Other De NOX systems:
Yes/No (if yes, complete section 3.11.3)












2.11.4.


Three-way catalyst combining oxidation and NOX reduction:
Yes/No (if yes, complete section 3.11.3)












2.11.5.


Particulate after-treatment system with passive regeneration:
Yes/No (if yes, complete section 3.11.4)












2.11.5.1.


Wall-flow/non-wall-flow












2.11.6.


Particulate after-treatment system with active regeneration:
Yes/No (if yes, complete section 3.11.4)












2.11.6.1.


Wall-flow/non-wall-flow












2.11.7.


Other particulate after-treatment systems:
Yes/No (if yes, complete section 3.11.4)












2.11.8.


Other after-treatment devices (specify):
(if yes, complete section 3.11.5)












2.11.9.


Other devices or features that have a strong influence on emissions Yes/No (specify):
(if yes, complete section 3.11.7)




PART C












Item Number


Item Description


Parent engine/ engine type


Engine types within the engine family (if applicable)


Explanatory notes (not included in document)




type 2


type 3


type …


type n


 




3.1.



Engine Identification



 


 


 


 


 


 




3.1.1.


Engine type designation


 


 


 


 


 


 




3.1.2.


Engine type designation shown on engine marking: yes/no


 


 


 


 


 


 




3.1.3.


Location of the statutory marking:


 


 


 


 


 


 




3.1.4.


Method of attachment of the statutory marking:


 


 


 


 


 


 




3.1.5.


Drawings of the location of the engine identification number (complete example with dimensions):


 


 


 


 


 


 




3.2.



Performance Parameters



 


 


 


 


 


 




3.2.1.


Declared rated speed(s) (rpm):


 


 


 


 


 


 




3.2.1.1.


Fuel delivery/stroke (mm3) for diesel engine, fuel flow (g/h) for other engines, at rated net power:


 


 


 


 


 


 




3.2.1.2.


Declared rated net power (kW):


 


 


 


 


 


 




3.2.2.


Maximum power speed(rpm):


 


 


 


 


 


If different from rated speed




3.2.2.1.


Fuel delivery/stroke (mm3) for diesel engine, fuel flow (g/h) for other engines, at maximum net power:


 


 


 


 


 


 




3.2.2.2.


Maximum net power (kW):


 


 


 


 


 


If different from rated power




3.2.3.


Declared maximum torque speed (rpm):


 


 


 


 


 


If applicable




3.2.3.1.


Fuel delivery/stroke (mm3) for diesel engine, fuel flow (g/h) for other engines, at maximum torque speed:


 


 


 


 


 


 




3.2.3.2.


Declared maximum torque (Nm):


 


 


 


 


 


If applicable




3.2.4.


Declared 100 % test speed:


 


 


 


 


 


If applicable




3.2.5.


Declared Intermediate test speed:


 


 


 


 


 


If applicable




3.2.6.


Idle speed (rpm)


 


 


 


 


 


If applicable




3.2.7.


Maximum no load speed (rpm):


 


 


 


 


 


If applicable




3.2.8


Declared minimum torque (Nm)


 


 


 


 


 


If applicable




3.3.



Run-in procedure



 


 


 


 


 


Optional at choice of manufacturer




3.3.1.


Run-in time:


 


 


 


 


 


 




3.3.2.


Run-in cycle:


 


 


 


 


 


 




3.4.



Engine test



 


 


 


 


 


 




3.4.1.


Specific fixture required: Yes/No


 


 


 


 


 


For NRSh only




3.4.1.1


Description, including photographs and/or drawings, of the system for mounting the engine on the test bench including the power transmission shaft for connection to the dynamometer:


 


 


 


 


 


 




3.4.2.


Exhaust mixing chamber permitted by manufacturer: Yes/No


 


 


 


 


 


For NRSh only




3.4.2.1.


Exhaust mixing chamber description, photograph and/or drawing:


 


 


 


 


 


If applicable




3.4.3.


Manufacturers chosen NRSC: RMC/Discrete mode


 


 


 


 


 


 




3.4.4.


Reserved


 


 


 


 


 


 




3.4.5.


Number of pre-conditioning cycles prior to transient test


 


 


 


 


 


If applicable, minimum 1,0




3.4.6.


Pre-conditioning for RMC NRSC: Steady-state operation/RMC


 


 


 


 


 


 




3.4.6.1.


In case of RMC, number of pre-conditioning RMC prior to RMC NRSC test


 


 


 


 


 


Minimum 0,5




3.5.



Lubrication system



 


 


 


 


 


 




3.5.1.


Lubricant temperature


 


 


 


 


 


If applicable




3.5.1.1.


Minimum (°C):


 


 


 


 


 


 




3.5.1.2.


Maximum (°C):


 


 


 


 


 


 




3.6.



Combustion Cylinder



 


 


 


 


 


 




3.6.1.


Bore(mm):


 


 


 


 


 


 




3.6.2.


Stroke(mm):


 


 


 


 


 


 




3.6.3.


Number of cylinders:


 


 


 


 


 


 




3.6.4.


Engine total swept volume (cm3):


 


 


 


 


 


 




3.6.5.


Swept volume per cylinder as % of parent engine:


 


 


 


 


 


If engine family




3.6.6.


Volumetric compression ratio:


 


 


 


 


 


Specify tolerance




3.6.7.


Combustion system description:


 


 


 


 


 


 




3.6.8.


Drawings of combustion chamber and piston crown:


 


 


 


 


 


 




3.6.9.


Minimum cross sectional area of inlet and outlet ports (mm2):


 


 


 


 


 


 




3.6.10.


Valve timing


 


 


 


 


 


 




3.6.10.1.


Maximum lift and angles of opening and closing in relation to dead centre or equivalent data:


 


 


 


 


 


 




3.6.10.2.


Reference and/or setting range:


 


 


 


 


 


 




3.6.10.3.


Variable valve timing system: Yes/No


 


 


 


 


 


If applicable and where intake and/or exhaust




3.6.10.3.1.


Type: continuous/(on/off)


 


 


 


 


 


 




3.6.10.3.2.


Cam phase shift angle:


 


 


 


 


 


 




3.6.11.


Porting configuration


 


 


 


 


 


2-stroke only, if applicable




3.6.11.1.


Position, size and number:


 


 


 


 


 


 




3.7.



Cooling system



 


 


 


 


 


Complete relevant section




3.7.1.


Liquid cooling


 


 


 


 


 


 




3.7.1.1.


Nature of liquid:


 


 


 


 


 


 




3.7.1.2.


Circulating pumps: Yes/No


 


 


 


 


 


 




3.7.1.2.1.


type(s):


 


 


 


 


 


 




3.7.1.2.2.


Drive ratio(s):


 


 


 


 


 


If applicable




3.7.1.3.


Minimum coolant temperature at outlet (°C):


 


 


 


 


 


 




3.7.1.4.


Maximum coolant temperature at outlet (°C):


 


 


 


 


 


 




3.7.2.


Air cooling


 


 


 


 


 


 




3.7.2.1.


fan: Yes/No


 


 


 


 


 


 




3.7.2.1.1.


type(s):


 


 


 


 


 


 




3.7.2.1.2.


Drive ratio(s):


 


 


 


 


 


If applicable




3.7.2.2.


Maximum temperature at reference point (°C):


 


 


 


 


 


 




3.7.2.2.1.


Reference point location


 


 


 


 


 


 




3.8.



Aspiration



 


 


 


 


 


 




3.8.1.


Maximum allowable intake depression at 100 % engine speed and at 100 % load (kPa)


 


 


 


 


 


 




3.8.1.1.


With clean air cleaner:


 


 


 


 


 


 




3.8.1.2.


With dirty air cleaner:


 


 


 


 


 


 




3.8.1.3.


Location, of measurement:


 


 


 


 


 


 




3.8.2.


Pressure charger(s): Yes/No


 


 


 


 


 


 




3.8.2.1.


Type(s):


 


 


 


 


 


 




3.8.2.2.


Description and schematic diagram of the system (e.g. maximum charge pressure, waste gate, VGT, Twin turbo, etc.):


 


 


 


 


 


 




3.8.3.


Charge air cooler: Yes/No


 


 


 


 


 


 




3.8.3.1.


Type: air-air/air-water/other(specify)


 


 


 


 


 


 




3.8.3.2.


Maximum charge air cooler outlet temperature at 100 % speed and 100 % load (°C):


 


 


 


 


 


 




3.8.3.3.


Maximum allowable pressure drop across charge cooler at 100 % engine speed and at 100 % load (kPa):


 


 


 


 


 


 




3.8.4.


Intake throttle valve: Yes/No


 


 


 


 


 


 




3.8.5.


Device for recycling crankcase gases: Yes/No


 


 


 


 


 


 




3.8.5.1.


If yes, description and drawings:


 


 


 


 


 


 




3.8.5.2.


If no, compliance with paragraph 5.7 of this Regulation: Yes/No


 


 


 


 


 


 




3.8.6.


Inlet path


 


 


 


 


 



2-stroke, NRS and NRSh only





3.8.6.1.


Description of inlet path, (with drawings, photographs and/or part numbers):


 


 


 


 


 


 




3.8.7.


Air filter


 


 


 


 


 



2-stroke, NRS and NRSh only





3.8.7.1.


Type:


 


 


 


 


 


 




3.8.8.


Intake air-silencer


 


 


 


 


 



2-stroke, NRS and NRSh only





3.8.8.1.


Type:


 


 


 


 


 


 




3.9.



Exhaust system



 


 


 


 


 


 




3.9.1.


Description of the exhaust system (with drawings, photos and/or part numbers as required):


 


 


 


 


 


2 stroke, NRS and NRSh only




3.9.2.


Maximum exhaust temperature (°C):


 


 


 


 


 


 




3.9.3.


Maximum permissible exhaust backpressure at 100 % engine speed and at 100 % load (kPa):


 


 


 


 


 


 




3.9.3.1.


Location of measurement:


 


 


 


 


 


 




3.9.4.


Exhaust backpressure at loading level specified by manufacturer for variable restriction after-treatment at start of test (kPa):


 


 


 


 


 


 




3.9.4.1.


Location and speed/load conditions:


 


 


 


 


 


 




3.9.5.


Exhaust throttle valve: Yes/No


 


 


 


 


 


 




3.10.



Miscellaneous devices: Yes/No



 


 


 


 


 


 




3.10.1.


Exhaust gas recirculation (EGR)


 


 


 


 


 


 




3.10.1.1.


Characteristics: cooled/uncooled, high pressure/low pressure/other (specify):


 


 


 


 


 


 




3.10.2.


Water injection


 


 


 


 


 


 




3.10.2.1.


Operation principle:


 


 


 


 


 


 




3.10.3.


Air injection


 


 


 


 


 


 




3.10.3.1.


Operation principle


 


 


 


 


 


 




3.10.4.


Others


 


 


 


 


 


 




3.10.4.1.


Type(s)


 


 


 


 


 


 




3.11.



Exhaust after-treatment system



 


 


 


 


 


 




3.11.1.


Location


 


 


 


 


 


 




3.11.1.1.


Place(s) and maximum/minimum distance(s) from engine to first after-treatment device:


 


 


 


 


 


 




3.11.1.2.


Maximum temperature drop from exhaust or turbine outlet to first after-treatment device (°C) if stated:


 


 


 


 


 


 




3.11.1.2.1.


Test conditions for measurement:


 


 


 


 


 


 




3.11.1.3.


Minimum temperature at inlet to first after-treatment device, (°C) if stated:


 


 


 


 


 


 




3.11.1.3.1.


Test conditions for measurement:


 


 


 


 


 


 




3.11.2.


Oxidation catalyst


 


 


 


 


 


 




3.11.2.1.


Number of catalytic converters and elements:


 


 


 


 


 


 




3.11.2.2.


Dimensions and volume of the catalytic converter(s):


 


 


 


 


 



Or drawing





3.11.2.3.


Total charge of precious metals (g):


 


 


 


 


 


 




3.11.2.4.


Relative concentration of each compound (%):


 


 


 


 


 


 




3.11.2.5.


Substrate (structure and material):


 


 


 


 


 


 




3.11.2.6.


Cell density:


 


 


 


 


 


 




3.11.2.7.


Type of casing for the catalytic converter(s):


 


 


 


 


 


 




3.11.3.


Catalytic exhaust after-treatment system for NOX or three way catalyst


 


 


 


 


 


 




3.11.3.1.


Type:


 


 


 


 


 


 




3.11.3.2.


Number of catalytic converters and elements:


 


 


 


 


 


 




3.11.3.3.


Type of catalytic action:


 


 


 


 


 


 




3.11.3.4.


Dimensions and volume of the catalytic converter(s):


 


 


 


 


 



Or drawing





3.11.3.5.


Total charge of precious metals (g):


 


 


 


 


 


 




3.11.3.6.


Relative concentration of each compound (%):


 


 


 


 


 


 




3.11.3.7.


Substrate (structure and material):


 


 


 


 


 


 




3.11.3.8.


Cell density:


 


 


 


 


 


 




3.11.3.9.


Type of casing for the catalytic converter(s):


 


 


 


 


 


 




3.11.3.10.


Method of regeneration:


 


 


 


 


 


If applicable




3.11.3.10.1.


Infrequent regeneration: Yes/No:


 


 


 


 


 


If yes, complete section 3.11.6




3.11.3.11.


Normal operating temperature range (°C):


 


 


 


 


 


 




3.11.3.12.


Consumable reagent: Yes/No


 


 


 


 


 


 




3.11.3.12.1.


Type and concentration of reagent needed for catalytic action:


 


 


 


 


 


 




3.11.3.12.2.


Lowest concentration of the active ingredient present in the reagent that does not activate warning system (CDmin) (%vol):


 


 


 


 


 


 




3.11.3.12.3.


Normal operational temperature range of reagent:


 


 


 


 


 


 




3.11.3.12.4.


International standard:


 


 


 


 


 


If applicable




3.11.3.13.


NOX sensor(s): Yes/No


 


 


 


 


 


 




3.11.3.13.1.


Type:


 


 


 


 


 


 




3.11.3.13.2.


Location(s)


 


 


 


 


 


 




3.11.3.14.


Oxygen sensor(s): Yes/No


 


 


 


 


 


 




3.11.3.14.1.


Type:


 


 


 


 


 


 




3.11.3.14.2.


Location(s):


 


 


 


 


 


 




3.11.4.


Particulate after-treatment system


 


 


 


 


 


 




3.11.4.1.


Type of filtration: wall-flow/ non-wall-flow/other (specify)


 


 


 


 


 


 




3.11.4.2.


Type:


 


 


 


 


 


 




3.11.4.3.


Dimensions and capacity of the particulate after-treatment system:


 


 


 


 


 



Or drawing





3.11.4.4.


Location place(s) and maximum and minimum distance(s) from engine:


 


 


 


 


 


 




3.11.4.5.


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


 


 


 


 


 


 




3.11.4.5.1.


Infrequent regeneration: Yes/No


 


 


 


 


 


If yes, complete section 3.11.6




3.11.4.5.2.


Minimum exhaust gas temperature for initiating regeneration procedure (°C):


 


 


 


 


 


 




3.11.4.6.


Catalytic coating: Yes/No


 


 


 


 


 


 




3.11.4.6.1.


Type of catalytic action:


 


 


 


 


 


 




3.11.4.7.


Fuel borne catalyst (FBC): Yes/No


 


 


 


 


 


 




3.11.4.8.


Normal operating temperature range (°C):


 


 


 


 


 


 




3.11.4.9.


Normal operating pressure range (kPa)


 


 


 


 


 


 




3.11.4.10.


Storage capacity soot/ash (g):


 


 


 


 


 


 




3.11.4.11.


Oxygen sensor(s): Yes/No


 


 


 


 


 


 




3.11.4.11.1.


Type:


 


 


 


 


 


 




3.11.4.11.2.


Location(s):


 


 


 


 


 


 




3.11.5.


Other after-treatment devices


 


 


 


 


 


 




3.11.5.1.


Description and operation:


 


 


 


 


 


 




3.11.6.


Infrequent Regeneration


 


 


 


 


 


 




3.11.6.1.


Number of cycles with regeneration


 


 


 


 


 


 




3.11.6.2.


Number of cycles without regeneration


 


 


 


 


 


 




3.11.7.


Other devices or features


 


 


 


 


 


 




3.11.7.1.


Type(s)


 


 


 


 


 


 




3.12.



Fuel feed for liquid-fuelled CI or, where applicable, dual-fuel engines



 


 


 


 


 


 




3.12.1.


Feed pump


 


 


 


 


 


 




3.12.1.1.


Pressure (kPa) or characteristic diagram:


 


 


 


 


 


 




3.12.2.


Injection system


 


 


 


 


 


 




3.12.2.1.


Pump


 


 


 


 


 


 




3.12.2.1.1.


Type(s):


 


 


 


 


 


 




3.12.2.1.2.


Rated pump speed (rpm):


 


 


 


 


 


 




3.12.2.1.3.


mm3 per stroke or cycle at full injection at rated pump speed:


 


 


 


 


 


Specify tolerance




3.12.2.1.4.


Torque peak pump speed (rpm):


 


 


 


 


 


 




3.12.2.1.5.


mm3 per stroke or cycle at full injection at torque peak pump speed:


 


 


 


 


 


Specify tolerance




3.12.2.1.6.


Characteristic diagram:


 


 


 


 


 


As alternative to entries 3.12.2.1.1 to 3.12.2.1.5




3.12.2.1.7.


Method used: on engine/on pump bench


 


 


 


 


 


 




3.12.2.2.


Injection timing


 


 


 


 


 


 




3.12.2.2.1.


Injection timing curve:


 


 


 


 


 


Specify tolerance, if applicable




3.12.2.2.2.


Static Timing:


 


 


 


 


 


Specify tolerance




3.12.2.3.


Injection piping


 


 


 


 


 


 




3.12.2.3.1.


Length(s) (mm):


 


 


 


 


 


 




3.12.2.3.2.


Internal diameter (mm):


 


 


 


 


 


 




3.12.2.4.


Common rail: Yes/No


 


 


 


 


 


 




3.12.2.4.1.


Type:


 


 


 


 


 


 




3.12.3.


Injector(s)


 


 


 


 


 


 




3.12.3.1.


Type(s):


 


 


 


 


 


 




3.12.3.2.


Opening pressure (kPa):


 


 


 


 


 


Specify tolerance




3.12.4.


ECU: Yes/No


 


 


 


 


 


 




3.12.4.1.


Type(s):


 


 


 


 


 


 




3.12.4.2.


Software calibration number(s):


 


 


 


 


 


 




3.12.4.3.


Communication standard(s) for access to data stream information: ISO 27145 with ISO 15765-4 (CAN-based)/ISO 27145 with ISO 13400 (TCP/IP-based)/SAE J1939-73


 


 


 


 


 


 




3.12.5.


Governor


 


 


 


 


 


 




3.12.5.1.


Type(s):


 


 


 


 


 


 




3.12.5.2.


Speed at which cut-off starts under full load:


 


 


 


 


 


Specify range, if applicable




3.12.5.3.


Maximum no-load speed:


 


 


 


 


 


Specify range, if applicable




3.12.5.4.


Idle speed (rpm):


 


 


 


 


 


Specify range, if applicable




3.12.6.


Cold-start system: Yes/No


 


 


 


 


 


 




3.12.6.1.


Type(s):


 


 


 


 


 


 




3.12.6.2.


Description:


 


 


 


 


 


 




3.12.7.


Fuel temperature at the inlet to the fuel injection pump


 


 


 


 


 


 




3.12.7.1.


Minimum (°C):


 


 


 


 


 


 




3.12.7.2.


Maximum (°C):


 


 


 


 


 


 




3.13.



Fuel feed for liquid fuel spark ignition engine



 


 


 


 


 


 




3.13.1.


Carburettor


 


 


 


 


 


 




3.13.1.1.


Type(s):


 


 


 


 


 


 




3.13.2.


Port fuel injection:


 


 


 


 


 


 




3.13.2.1.


single-point/multi-point


 


 


 


 


 


 




3.13.2.2.


Type(s):


 


 


 


 


 


 




3.13.3.


Direct injection:


 


 


 


 


 


 




3.13.3.1.


Type(s):


 


 


 


 


 


 




3.13.4.


Fuel temperature at location specified by manufacturer


 


 


 


 


 


 




3.13.4.1.


Location:


 


 


 


 


 


 




3.13.4.2.


Minimum (°C)


 


 


 


 


 


 




3.13.4.3.


Maximum (°C)


 


 


 


 


 


 




3.14.



Fuel feed for gaseous fuel engines or where applicable, dual-fuel engines (in the case of systems laid out in a different manner, supply equivalent information)



 


 


 


 


 


 




3.14.1.


Fuel: LPG/NG-H/NG-L/NG-HL/LNG/Fuel specific LNG


 


 


 


 


 


 




3.14.2.


Pressure regulator(s)/vaporiser (s)


 


 


 


 


 


 




3.14.2.1.


Type(s)


 


 


 


 


 


 




3.14.2.2.


Number of pressure reduction stages


 


 


 


 


 


 




3.14.2.3.


Pressure in final stage minimum and maximum. (kPa)


 


 


 


 


 


 




3.14.2.4.


Number of main adjustment points:


 


 


 


 


 


 




3.14.2.5.


Number of idle adjustment points:


 


 


 


 


 


 




3.14.3.


Fuelling system: mixing unit/gas injection/liquid injection/direct injection


 


 


 


 


 


 




3.14.3.1.


Mixture strength regulation


 


 


 


 


 


 




3.14.3.1.1.


System description and/or diagram and drawings:


 


 


 


 


 


 




3.14.4.


Mixing unit


 


 


 


 


 


 




3.14.4.1.


Number:


 


 


 


 


 


 




3.14.4.2.


Type(s):


 


 


 


 


 


 




3.14.4.3.


Location:


 


 


 


 


 


 




3.14.4.4.


Adjustment possibilities:


 


 


 


 


 


 




3.14.5.


Inlet manifold injection


 


 


 


 


 


 




3.14.5.1.


Injection: single-point/multi-point


 


 


 


 


 


 




3.14.5.2.


Injection: continuous/simultaneously timed/ sequentially timed


 


 


 


 


 


 




3.14.5.3.


Injection equipment


 


 


 


 


 


 




3.14.5.3.1.


Type(s):


 


 


 


 


 


 




3.14.5.3.2.


Adjustment possibilities:


 


 


 


 


 


 




3.14.5.4.


Supply pump


 


 


 


 


 


If applicable




3.14.5.4.1.


Type(s):


 


 


 


 


 


 




3.14.5.5.


Injector(s)


 


 


 


 


 


 




3.14.5.5.1.


Type(s):


 


 


 


 


 


 




3.14.6.


Direct injection


 


 


 


 


 


 




3.14.6.1.


Injection pump/pressure regulator


 


 


 


 


 


 




3.14.6.1.1.


Type(s):


 


 


 


 


 


 




3.14.6.1.2.


Injection timing (specify):


 


 


 


 


 


 




3.14.6.2.


Injector(s)


 


 


 


 


 


 




3.14.6.2.1.


Type(s):


 


 


 


 


 


 




3.14.6.2.2.


Opening pressure or characteristic diagram:


 


 


 


 


 


 




3.14.7.


Electronic Control Unit (ECU)


 


 


 


 


 


 




3.14.7.1.


Type(s):


 


 


 


 


 


 




3.14.7.2.


Adjustment possibilities:


 


 


 


 


 


 




3.14.7.3.


Software calibration number(s):


 


 


 


 


 


 




3.14.8.


Approvals of engines for several fuel compositions


 


 


 


 


 


 




3.14.8.1.


Self-adaptive feature: Yes/No


 


 


 


 


 


 




3.14.8.2.


Calibration for a specific gas composition: NG-H/NG-L/NG-HL/LNG/Fuel specific LNG


 


 


 


 


 


 




3.14.8.3.


Transformation for a specific gas composition: NG-HT/NG-LT/NG-HLT


 


 


 


 


 


 




3.14.9.


Fuel temperature pressure regulator final stage


 


 


 


 


 


 




3.14.9.1.


Minimum (°C):


 


 


 


 


 


 




3.14.9.2.


Maximum (°C):


 


 


 


 


 


 




3.15.



Ignition system



 


 


 


 


 


 




3.15.1.


Ignition coil(s)


 


 


 


 


 


 




3.15.1.1.


Type(s):


 


 


 


 


 


 




3.15.1.2.


Number:


 


 


 


 


 


 




3.15.2.


Spark plug(s)


 


 


 


 


 


 




3.15.2.1.


Type(s):


 


 


 


 


 


 




3.15.2.2.


Gap setting:


 


 


 


 


 


 




3.15.3.


Magneto


 


 


 


 


 


 




3.15.3.1.


Type(s):


 


 


 


 


 


 




3.15.4.


Ignition timing control: Yes/No


 


 


 


 


 


 




3.15.4.1.


Static advance with respect to top dead centre (crank angle degrees):


 


 


 


 


 


 




3.15.4.2.


Advance curve or map:


 


 


 


 


 


If applicable




3.15.4.3.


Electronic control: Yes/No


 


 


 


 


 


 




Explanatory notes to Appendix A.3:

(Footnote markers, footnotes and explanatory notes not to be stated on the information document)


(Whenever options are offered please strikeout or do not mention those not applicable)

In the case of combined catalyst and particulate filter both pertinent sections shall be filled.


(*1)  Strike through what is not applicable.

(1)  As defined in paragraph 7 of this Regulation.

(2)  Refer to paragraph 2.4.13 in Annex 10 (engine family definition).







ANNEX 2


COMMUNICATION

(Maximum format: A4 (210 × 297 mm)



Text of image

issued by:
Name of administration
Concerning (2):
Approval granted
Approval extended
Approval refused
Approval withdrawn
Production definitively discontinued
of an engine type or engine family with regard to gaseous and particulate pollutant emissions pursuant to UN Regulation No 96, 05 series of amendments.
Approval No: … Extension No: …
Reason for extension/refusal/withdrawal (2): …
SECTION I
1.1. Make (trade name(s) of manufacturer): …
1.2. Commercial name(s) (if applicable): …
1.3. Company name and address of manufacturer: …
1.4. Name and address of manufacturer's authorised representative (if any): …
1.5. Name(s) and address(es) of assembly/manufacture plant(s): …
1.6. Engine type designation/engine family designation/FT (2): …
1.7. Category and sub-category of the engine type/engine family (2) (3): …
1.8. Emissions durability period category: Not Applicable/Cat 1/Cat 2/Cat 3 (2)
SECTION II
1. Technical service responsible for carrying out the test(s): …
2. Date(s) of the test report(s): …
3. Number(s) of the test report(s): …
SECTION III
The undersigned hereby certifies the accuracy of the manufacturer's description in the attached information document of the engine type/engine family (2) described above, for which one or more representative samples, selected by the Type Approval Authority, have been submitted as prototypes and that the attached test results apply to the engine type/engine family (2)Strike out the unused options, or only show the used option(s)..
1. The engine type/engine family (2) meets/does not meet (2) the requirements laid down in UN Regulation No 96, 05 series of amendments.
2. The approval is granted/extended/refused/withdrawn (2)
(2) Strike out the unused options, or only show the used option(s).
(3) Indicate the applicable option for the category and sub-category in accordance with entry 1.7 of the information document set out in Part A of Appendix A.3 to Annex 1.




Text of image

Place: …
Date: …
Name and signature:
Attachments:
Information folder
Test report(s)
All other documents added by the technical services or by the Type Approval Authority to the information folder in the course of carrying out their functions.
Addendum
Approval number: …
PART A
Characteristics of the engine type/engine family (2)
2. Common design parameters of the engine type/engine family (2)
2.1. Combustion Cycle: four stroke cycle/two stroke cycle/rotary/other: … (describe) (2)
2.2. Ignition Type: Compression ignition/spark ignition (2)
2.3.1. Position of the cylinders in the block: V/in-line/radial/other(describe) (2)
2.6 Main Cooling medium: Air/Water/Oil (2)
2.7. Method of air aspiration: naturally aspirated/pressure charged/pressure charged with charge cooler (2)
2.8.1. Fuel Type(s): Diesel (non-road gas-oil)/Ethanol for dedicated compression ignition engines (ED95)/Petrol (E10)/ Ethanol (E85)/(Natural gas/Biomethane)/Liquid Petroleum Gas (LPG) (2)
2.8.1.1. Sub Fuel type (Natural gas/Biomethane only): Universal fuel — high calorific fuel (H-gas) and low calorific fuel (L-gas)/Restricted fuel — high calorific fuel (H-gas)/Restricted fuel — low calorific fuel (L-gas)/Fuel specific (LNG) (2);
2.8.2. Fuelling arrangement: Liquid-fuel only/Gaseous-fuel only/Dual-fuel type 1A/Dual-fuel type 1B/Dual-fuel type 2A/Dual-fuel type 2B/Dual-fuel type 3B (2)
2.8.3. List of additional fuels, fuel mixtures or emulsions compatible with use by the engine declared by the manufacturer in accordance with paragraph A.6.3.15 of Appendix 6 to this Regulation (provide reference to recognised standard or specification): …
2.8.4. Lubricant added to fuel: Yes/No (2) …
2.8.5. Fuel supply type: Pump (high pressure) line and injector/in-line pump or distributor pump/Unit injector/ Common rail/Carburettor)/port injector/direct injector/Mixing unit/other(specify) (2)
2.9. Engine management systems: mechanical/electronic control strategy (2)
2.10. Miscellaneous devices: Yes/No (2)
2.10.1. Exhaust gas recirculation (EGR): Yes/No (2)
2.10.2. Water injection: Yes/No (2)




Text of image

2.10.3. Air injection: Yes/No (2)
2.10.4. Others (specify):
2.11. Exhaust after-treatment system: Yes/No (2)
2.11.1. Oxidation catalyst: Yes/No (2)
2.11.2. De NOX system with selective reduction of NOX (addition of reducing agent): Yes/No (2)
2.11.3. Other De NOX systems: Yes/No (2)
2.11.4. Three-way catalyst combining oxidation and NOx reduction: Yes/No (2)
2.11.5. Particulate after-treatment system with passive regeneration: Yes/No (2)
2.11.6. Particulate after-treatment system with active regeneration: Yes/No (2)
2.11.7. Other particulate after-treatment systems: Yes/No (2)
2.11.8. Other after-treatment devices (specify): …
2.11.9. Other devices or features that have a strong influence on emissions (specify): …
3. Essential characteristics of the engine type(s)
Item Number
Item Description
Parent Engine/Engine type
Engine types within the family (if applicable)
3.1.1.
Engine Type Designation:
3.1.2.
Engine type designation shown on engine mark: Yes/No (2)
3.1.3.
Location of the manufacturer's statutory marking:
3.2.1.
Declared rated speed (rpm):
3.2.1.2.
Declared rated net Power (kW):
3.2.2.
Maximum power speed (rpm):
3.2.2.2.
Maximum net power (kW):
3.2.3.
Declared maximum torque speed (rpm):
3.2.3.2.
Declared maximum torque (Nm):
3.6.3.
Number of Cylinders:
3.6.4.
Engine total swept volume (cm3):
3.8.5.
Device for recycling crankcase gases: Yes/No (2)
3.11.3.12.
Consumable reagent: Yes/No (2)
(2)
(2)
(2)




Text of image

Item Number
Item Description
Parent Engine/Engine type
Engine types within the family (if applicable)
3.11.3.12.1.
Type and concentration of reagent needed for catalytic action:
3.11.3.13.
NOX sensor(s): Yes/No (2)
3.11.3.14.
Oxygen sensor: Yes/No (2)
3.11.4.7.
Fuel borne catalyst (FBC): Yes/No (2)
Particular conditions to be respected in the installation of the engine on non-road mobile machinery or category T vehicle:
3.8.1.1.
Maximum allowable intake depression at 100 % engine speed and at 100 % load (kPa) with clean air cleaner:
3.8.3.2.
Maximum charge air cooler outlet temperature at 100 % speed and 100 % load (°C):
3.8.3.3.
Maximum allowable pressure drop across charge cooler at 100 % engine speed and at 100 % load (kPa) (if applicable):
3.9.3.
Maximum permissible exhaust gas back-pressure at 100 % engine speed and at 100 % load (kPa):
3.9.3.1.
Location of measurement:
3.11.1.2
Maximum temperature drop from exhaust system or turbine outlet to first exhaust after-treatment system (°C) if stated:
3.11.1.2.1.
Test conditions for measurement:
PART B
Test results
3.8. Manufacturer intends to use ECU torque signal for in-service monitoring: Yes/No (2)
3.8.1. Dynamometer torque greater than or equal to 0,93 × ECU torque: Yes/No (2)
3.8.2. ECU torque correction factor in case that dynamometer torque less than 0,93 × ECU torque:
11.1 Cycle emissions results
Emissions
CO (g/kWh)
HC (g/kWh)
NOX (g/kWh)
HC+ NOX (g/kWh)
PM (g/kWh)
PN
#/kWh
Test Cycle (4)
NRSC final result with DF.
NRTC Final test result with DF
(2)
(2)
(2)
(4)




Text of image

11.2. CO2 result:
11.3. Reference values in case the contracting party requires to conduct in-service monitoring tests
11.3.1. NRTC reference work (kWh):
11.3.2. NRTC reference CO2 (g):
Explanatory notes to Annex 2
(Footnote markers, footnotes and explanatory notes not to be stated on the type-approval certificate)
(1) Distinguishing number of the contracting party which has granted/extended/refused/withdrawn an approval.
(2) Strike out the unused options, or only show the used option(s).
(3) Indicate the applicable option for the category and sub-category in accordance with entry 1.7 of the information document set out in Part A of Appendix A.3 to Annex 1.
(4) Indicate the used test cycle as prescribed in Appendix A.6 to Annex 4 to this Regulation.




APPENDIX A.1

TEST REPORT

A.1.1.   GENERAL REQUIREMENTS
One test report shall be completed for each tests required for the type-approval. Each additional (e.g. a second speed on a constant speed engine) or supplementary test (e.g. another fuel is tested) will require an additional or supplementary test report.
A.1.2.   EXPLANATORY NOTES ON CREATION OF A TEST REPORT








A.1.2.1.


A test report shall contain at least the information set out in paragraph A.1.3.












A.1.2.2.


Notwithstanding paragraph A.1.2.1, only those sections or sub-sections relevant for the particular test and for the particular engine family, engine types within the engine family or engine type tested need to be stated in the test report (e.g. if a NRTC is not run this section may be omitted);












A.1.2.3.


The test report may contain more information than that requested in paragraph A.1.2.1 but in any case, shall adhere to the proposed numbering system;












A.1.2.4.


Where several options separated by forward slash are given for an entry, the unused options shall be struck out, or only the used option(s) shall be shown;












A.1.2.5.


Where a ‘type’ of a component is requested, the information supplied shall uniquely identify the component; this may be a list of characteristic, a manufacturers' name and part or drawing number, a drawing, or a combination of the aforementioned or other methods that achieves the same result.












A.1.2.6.


The test report may be delivered on paper on in an electronic format agreed between the manufacturer, technical service and Type Approval Authority.




A.1.3   TEMPLATE FOR THE TEST REPORT

Test report for non-road engines

1.   GENERAL INFORMATION








1.1.


Make(s) (trade name(s) of manufacturer):












1.2.


Commercial name(s) (if applicable):












1.3.


Company name and address of manufacturer:












1.4.


Name of technical service:












1.5.


Address of technical service:












1.6.


Location of test:












1.7.


Date of test:












1.8.


Test report number:












1.9.


Information document reference number (if available):












1.10.


Test report type (*1): Primary test/additional test/supplementary test












1.10.1.


Description of the purpose of the test:




2.   GENERAL ENGINE INFORMATION (TEST ENGINE)








2.1.


Engine type designation/engine family designation/FT:












2.2.


Engine identification number:












2.3.


Engine Category and subcategory (*1): NRE-v-1/NRE-v-2/NRE-v-3/NRE-v-4/NRE-v-5/NRE-v-6/NRE-v-7/NRE-c-1/NRE-c-2/NRE-c-3/NRE-c-4/NRE-c-5/NRE-c-6/NRE-c-7/NRG-v-1/NRG-c-1/NRSh-v-1a/NRSh-v-1b/NRS-vr-1a/NRS-vr-1b/NRS-vi-1a/NRS-vi-1b/NRS-v-2a/NRS-v-2b/NRS-v-3/SMB-v-1/ATS-v-1




3.   DOCUMENTATION AND INFORMATION CHECK LIST (PRIMARY TEST ONLY)








3.1.


Engine mapping documentation reference:












3.2.


Deterioration factor determination documentation reference:












3.3.


Infrequent regeneration factors determination documentation reference, where applicable:












3.4.


NOX control diagnostic demonstration documentation reference, where applicable:












3.5.


Particulate control diagnostic demonstration documentation reference, where applicable:












3.6.


For engine types and engine families that use an ECU as part of the emission control system anti-tampering declaration documentation reference:












3.7.


For engine types and engine families that use mechanical devices as part of the emission control system anti- tampering and adjustable parameters declaration and demonstration documentation reference:












3.8.


Manufacturer intends to use ECU torque signal for in-service monitoring (*1): Yes/No












3.8.1.


Dynamometer torque greater than or equal to 0,93 × ECU torque (*1): Yes/No












3.8.2.


ECU torque correction factor in case that dynamometer torque less than 0,93 × ECU torque:




4.   REFERENCE FUEL(S) USED FOR TEST (COMPLETE RELEVANT SUBPARAGRAPH(S))








4.1.


Liquid fuel for spark-ignition engines












4.1.1.


Make:












4.1.2.


Type:












4.1.3.


Octane number RON:












4.1.4.


Octane number MON:












4.1.5.


Ethanol content (%):












4.1.6.


Density at 15 °C (kg/m3):












4.2.


Liquid fuel for compression-ignition engines












4.2.1.


Make:












4.2.2.


Type:












4.2.3.


Cetane number:












4.2.4.


Fame content (%):












4.2.5.


Density at 15 °C (kg/m3):












4.3.


Gaseous fuel — LPG












4.3.1.


Make:












4.3.2.


Type:












4.3.3.


Reference fuel type: Fuel A/Fuel B












4.3.4.


Octane number MON:












4.4.


Gaseous fuel — Methane/biomethane












4.4.1.


Reference fuel type (*1): GR/G23/G25/G20












4.4.2.


Source of reference gas: specific reference fuel/pipeline gas with admixture












4.4.3.


For specific reference fuel












4.4.3.1.


Make:












4.4.3.2.


Type:












4.4.4.


For pipeline gas with admixture












4.4.4.1.


Admixture(s) (*1): Carbon dioxide/Ethane/Methane/Nitrogen/Propane












4.4.4.2.


The value of Sλ for the resulting fuel blend:












4.4.4.3.


The Methane Number (MN) of the resulting fuel blend:












4.5.


Dual-fuel engine (in addition to relevant sections above)












4.5.1.


Gas energy ratio on test cycle:




5.   LUBRICANT








5.1.


Make(s):












5.2.


Type(s):












5.3.


SAE viscosity:












5.4.


Lubricant and fuel are mixed (*1): yes/no












5.4.1.


Percentage of oil in mixture:




6.   ENGINE SPEED








6.1.


100 % speed (rpm):












6.1.1.


100 % speed determined by (*1): Declared rated speed/Declared maximum test speed (MTS)/Measured MTS












6.1.2.


Adjusted MTS if applicable (rpm):












6.2.


Intermediate speed:












6.2.1.


Intermediate speed determined by (*1): Declared intermediate speed/Measured intermediate speed/60 % of 100 % speed/75 % of 100 % speed/85 % of 100 % speed












6.3.


Idle speed (rpm):




7.   ENGINE POWER








7.1.


Engine driven equipment (if applicable)












7.1.1.


Power absorbed at indicated engine speeds by necessary auxiliaries for engine operation that cannot be fitted for the test (as specified by the manufacturer) to be stated in Table 1.

Table 1


Power absorbed by engine auxiliaries













Auxiliary type and identifying details


Power absorbed by auxiliary (kW) at indicated engine speed (complete relevant columns)




Idle


63 %


80 %


91 %


Inter- mediate


Max. power


100 %




Total (Pf,i):


 


 


 


 


 


 


 
















7.1.2.


Power absorbed at indicated engine speeds by auxiliaries linked with the operation of the category T vehicle and non-road mobile machinery that cannot be removed for the test (as specified by the manufacturer) to be stated in Table 2:

Table 2


Power absorbed by non-road mobile machinery auxiliaries













Auxiliary type and identifying details


Power absorbed by auxiliary (kW) at indicated engine speed (complete relevant columns)




Idle


63 %


80 %


91 %


Inter- mediate


Max. power


100 %




Total (Pr,i):


 


 


 


 


 


 


 
















7.2.


Engine net power to be stated in Table 3:

Table 3


Engine net power









Condition


Engine net power (kW) at indicated engine speed (complete relevant columns)




Intermediate


Max. power


100  %




Reference power measured at specified test speed (Pm,i)


 


 


 




Total auxiliary power from Table 1 (Pf,i)


 


 


 




Total auxiliary power from Table 2 (Pr,i)


 


 


 




Engine net power
Pi = Pm,i – Pf,i + Pr,i



 


 


 








8.   CONDITIONS AT TEST








8.1.



f
a within range 0,93 to 1,07 (*1): Yes/No












8.1.1.


If f
a is not within specified range state altitude of test facility and dry atmospheric pressure: ...












8.2.


Applicable intake air temperature range (*1): 20 to 30 °C/– 5 to – 15 °C (snowmobiles only)/20 to 35 °C (NRE greater than 560 kW only)




9.   INFORMATION CONCERNING THE CONDUCT OF THE NRSC TEST:








9.1.


Cycle (mark cycle used with X) to be stated in Table 4:

Table 4


NRSC test cycle













Cycle


C1


C2


D2


G1


G2


G3


H




Discrete mode


 


 


 


 


 


 


 




RMC


 


 


 


 


 


N/A


 
















9.2.


Dynamometer setting (kW) to be stated in Table 5:

Table 5


Dynamometer setting












% Load at point or % of rated power (as applicable)


Dynamometer setting (kW) at indicated engine speed after adjustment for auxiliary power (1)
(complete relevant columns)





Idle


63 %


80 %


91 %


Intermediate


100 %




5  %


 


 


 


 


 


 




10  %


 


 


 


 


 


 




25  %


 


 


 


 


 


 




50  %


 


 


 


 


 


 




75  %


 


 


 


 


 


 




100  %


 


 


 


 


 


 
















9.3.


NRSC Emissions results












9.3.1.


Deterioration Factor (DF): calculated/assigned












9.3.2.


DF values and the cycle weighted emissions results to be stated in Table 6:
Note: In the event that a discrete mode NRSC is run where the Kru or Krd factors have been established for individual modes then a table showing each mode and the applied Kru or Krd should replace the shown table.

Table 6


NRSC cycle DF values and weighted emissions results












DF
mult/add


CO


HC


NOX



HC+ NOX



PM


PN




Emissions


CO
(g/kWh)


HC
(g/kWh)


NOX

(g/kWh)


HC+ NOX

(g/kWh)


PM
(g/kWh)


PN
#/kWh




Test result with/without regeneration


 


 


 


 


 


 





k
ru/k
rd

mult/add


 


 


 


 


 


 




test result with infrequent regeneration adjustment factors (IRAFs)


 


 


 


 


 


 




Final test result with DF


 


 


 


 


 


 
















9.3.3.


Cycle weighted CO2 (g/kWh):












9.3.4.


Cycle average NH3 (ppm):












9.4.


Additional control area test points (if applicable) to be stated in Table 7:

Table 7


Additional control area test points














Emissions at test point


Engine Speed


Load
(%)


CO (g/kWh)


HC (g/kWh)


NOX (g/kWh)


HC+ NOX (g/kWh)


PM
(g/kWh)


PN
#/kWh




Test result 1


 


 


 


 


 


 


 


 




Test result 2


 


 


 


 


 


 


 


 




Test result 3


 


 


 


 


 


 


 


 
















9.5.


Sampling systems used for the NRSC test:












9.5.1.


Gaseous emissions:












9.5.2.


PM:












9.5.2.1.


Method (*1): single/multiple filter












9.5.3.


Particle number:




10.   INFORMATION CONCERNING THE CONDUCT OF THE TRANSIENT TEST (IF APPLICABLE):








10.1.


Cycle (mark cycle with X) to be stated in Table 8:

Table 8


Transient test cycle







NRTC


 




LSI-NRTC


 
















10.2.


Transient test deterioration factors:












10.2.1.


Deterioration Factor (DF): calculated/fixed












10.2.2.


DF values and the emissions results to be stated in Table 9












10.3


NRTC emission results:

Table 9


DF values and the emissions results for NRTC












DF
mult/add


CO


HC


NOX



HC+ NOX



PM


PN




Emissions


CO (g/kWh)


HC (g/kWh)


NOX (g/kWh)


HC+ NOX (g/kWh)


PM (g/kWh)


PN #/kWh




Cold start


 


 


 


 


 


 




Hot start test result with/without regeneration


 


 


 


 


 


 




Weighted test result


 


 


 


 


 


 





k
ru/k
rd

mult/add


 


 


 


 


 


 




Weighted test result with IRAFs


 


 


 


 


 


 




Final test result with DF


 


 


 


 


 


 
















10.3.1.


Hot cycle CO2 (g/kWh):












10.3.2.


Cycle average NH3 (ppm):












10.3.3.


Cycle work for hot start test (kWh):












10.3.4.


Cycle CO2 for hot start test (g):












10.4


LSI-NRTC emission results

Table 10


DF values and the emissions results for LSI-NRTC












DF
mult/add


CO


HC


NOX



HC+ NOX



PM


PN




Emissions


CO (g/kWh)


HC (g/kWh)


NOX (g/kWh)


HC+ NOX (g/kWh)


PM (g/kWh)


PN #/kWh




Test result with/without regeneration


 


 


 


 


 


 





k
ru/k
rd

mult/add


 


 


 


 


 


 




Test result with IRAFs


 


 


 


 


 


 




Final test result with DF


 


 


 


 


 


 
















10.4.1.


Cycle CO2 (g/kWh):












10.4.2.


Cycle average NH3 (ppm):












10.4.3.


Cycle work (kWh):












10.4.4.


Cycle CO2 (g):












10.5.


Sampling system used for the transient test












10.5.1.


Gaseous emissions:












10.5.2.


PM:












10.5.3.


Particle number:




11.   FINAL EMISSIONS RESULTS








11.1.


Cycle emissions results to be stated in Table 11.

Table 11


Final emissions results













Emissions


CO
(g/kWh)


HC
(g/kWh)


NOX

(g/kWh)


HC+ NOX

(g/kWh)


PM
(g/kWh)


PN
#/kWh



Test Cycle
 (2)





NRSC final test result with DF (3).


 


 


 


 


 


 


 




Final transient test result with DF (4)



 


 


 


 


 


 


 
















11.2.


CO2 result (5):












11.3.


Reference values in case the contracting party requires to conduct in-service monitoring tests












11.3.1.


NRTC reference work (kWh) (6):












11.3.2.


NRTC reference CO2 (g) (7):





Explanatory notes to the test report template


(Footnote markers, footnotes and explanatory notes not to be stated on the test report)



(*1)  Strike out what is not applicable.

(1)  The dynamometer setting shall be determined using the procedure set out in paragraph 7.7.1.3 of Annex 4 to this Regulation. The auxiliary power in that point shall be determined using the total values set out in Tables 1 and 2 of this Appendix.

(2)  For NRSC note the cycle indicated in paragraph 9.1; for transient test note cycle indicated in paragraph 10.1.

(3)  Copy the results from table 6.

(4)  Copy the results from table 9 or 10, as applicable.

(5)  For an engine type or engine family that is tested on both the NRSC and a transient cycle, indicate the hot cycle CO2 emissions values from the NRTC noted in paragraph 10.2.3 or the CO2 emissions values from the LSI-NRTC noted in paragraph 10.3.3. For an engine only tested on an NRSC indicate the CO2 emissions values given in that cycle from paragraph 9.3.3.

(6)  Where engine is tested on NRTC record value from 10.3.3, otherwise leave blank.

(7)  Where engine is tested on NRTC record value from 10.3.4, otherwise leave blank.






ANNEX 3

ARRANGEMENTS OF APPROVAL MARKS

MODEL A
(See paragraph 4.3.3 of this Regulation)





a = 8 mm min
The above approval mark affixed to an engine shows that the engine type concerned has been approved in the Netherlands (E 4) pursuant to UN Regulation No 96 (at Stage V level for subcategory NRE-v6 variable speed 130 to 560 kW, diesel fuelled) and under approval number 051857. The first two digits of the approval number indicate that UN Regulation No 96 was in its amended form (05 series of amendments) when the approval was granted.
MODEL B
(See paragraph 4.4.3.4 of this Regulation)
 



a = 8 mm min
The above approval mark affixed to an engine shows that the engine type concerned has been approved in the Netherlands (E 4) pursuant to UN Regulations No 96 (according to the level corresponding to NRE subcategory constant speed 56 to 130 kW, as indicated by the code EC4 and fuelled with petrol (E10) as indicated by the code P) and 120. The first two digits of the approval number indicate that, at the dates when the respective approvals were granted, UN Regulation No 96 was in its amended form (05 series of amendments) and 120 in its amended form (01 series of amendments).



APPENDIX A.1

ENGINE CATEGORY IDENTIFICATION CODE FOR TYPE APPROVAL MARK


Table 1


Engine Category Identification Code for type approval mark









Engine Category
(column 1)


Engine Subcategory
(column 2)



EDP Category (where applicable)


(column 3)




Engine Category Identification Code


(column 4)





NRE


NRE-v-1


 


EV1




NRE-v-2


 


EV2




NRE-v-3


 


EV3




NRE-v-4


 


EV4




NRE-v-5


 


EV5




NRE-v-6


 


EV6




NRE-v-7


 


EV7




NRE-c-1


 


EC1




NRE-c-2


 


EC2




NRE-c-3


 


EC3




NRE-c-4


 


EC4




NRE-c-5


 


EC5




NRE-c-6


 


EC6




NRE-c-7


 


EC7




NRG


NRG-v-1


 


GV1




NRG-c-1


 


GC1




NRSh


NRSh-v-1a


Cat 1


SHA1




Cat 2


SHA2




Cat 3


SHA3




NRSh-v-1b


Cat 1


SHB1




Cat 2


SHB2




Cat 3


SHB3




SMB


SMB-v-1


 


SM1




ATS


ATS-v-1


 


AT1




NRS


NRS-vr-1a


Cat 1


SRA1




Cat 2


SRA2




Cat 3


SRA3




NRS-vr-1b


Cat 1


SRB1




Cat 2


SRB2




Cat 3


SRB3




NRS-vi-1a


Cat 1


SYA1




Cat 2


SYA2




Cat 3


SYA3




NRS-vi-1b


Cat 1


SYB1




Cat 2


SYB2




Cat 3


SYB3




NRS-v-2a


Cat 1


SVA1




Cat 2


SVA2




Cat 3


SVA3




NRS-v-2b


Cat 1


SVB1




Cat 2


SVB2




Cat 3


SVB3




NRS-v-3


Cat 1


SV31




Cat 2


SV32




Cat 3


SV33








Table 2


Fuelling type codes for approval marks









Engine Fuel type


(column 1)




Sub-type, where applicable


(column 2)




Fuel Type Code


(column 3)





Diesel (non-road gas-oil) fuelled CI engine


 


D




Dedicated Ethanol (ED95) fuelled CI engine


 


ED




Ethanol (E85) fuelled SI engine


 


E85




Petrol (E10) fuelled SI engine


 


P




LPG fuelled SI engine


 


Q




Natural gas/biomethane fuelled SI engine


Engine approved and calibrated for the H-range of gases


H




Engine approved and calibrated for the L-range of gases


L




Engine approved and calibrated for both the H-range and L-range of gases


HL




Engine approved and calibrated for aspecific 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


HT




Engine 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


LT




Engine 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


HLT




Engine approved and calibrated for a specific liquefied natural gas/liquefied biomethane composition resulting in a λ-shift factor not differing by more than 3 percent the λ-shift factor of the G20 gas specified in Appendix 4 to this Regulation, and the ethane content of which does not exceed 1,5 per cent


LN2




Engine approved and calibrated for any other (than above) liquefied natural gas/liquefied biomethane composition.


LNG




Dual-fuel engines


for dual-fuel engines of Type 1A


1A# (*1)





for dual-fuel engines of Type 1B


1B# (*1)





for dual-fuel engines of Type 2A


2A# (*1)





for dual-fuel engines of Type 2B


2B# (*1)





for dual-fuel engines of Type 3B


3B# (*1)









Table 3


Dual-fuel Suffix








Approved Gas specification




Dual-fuel Suffix


(column 2)





Dual-fuel engine approved and calibrated for the H-range of gases as gaseous component of fuel


1




Dual-fuel engine approved and calibrated for the L-range of gases as gaseous component of fuel


2




Dual-fuel engine approved and calibrated for both the H-range and L-range of gases as gaseous component of fuel


3




Dual-fuel engine 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 as gaseous component of fuel


4




Dual-fuel engine 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 as gaseous component of fuel


5




Dual-fuel engine 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 as gaseous component of fuel


6




Dual-fuel engine approved and calibrated for a specific liquefied natural gas/liquefied biomethane composition resulting in a λ-shift factor not differing by more than 3 percent the λ-shift factor of the G20 gas specified in Appendix 4 to this Regulation, and the ethane content of which does not exceed 1,5 per cent as gaseous component of fuel


7




Dual-fuel engine approved and calibrated for any other (than above) liquefied natural gas/liquefied biomethane composition as gaseous component of fuel


8




Dual-fuel engine approved for operation on LPG as gaseous component of fuel


9






(*1)  Replace ‘#’ with approved gas specification from Table 3.






ANNEX 4

TEST PROCEDURE

1.   INTRODUCTION
This Annex describes the method of determining emissions of gaseous and particulate pollutants from the engine to be tested and the specifications related to the measurement equipment.
2.   GENERAL OVERVIEW








2.1.


This Annex contains the technical provisions needed for conducting an emissions test.




3.   DEFINITIONS, SYMBOLS AND ABBREVIATIONS
3.1.   Definitions
See paragraph 2.1 of this Regulation
3.2.   General symbols (1)








Symbol


Unit


Term





a
0



—



y intercept of the regression line





a
1



—


Slope of the regression line





α
sp



rad/s2



Derivative of the engine speed at the set point




A/Fst



—


Stoichiometric air to fuel ratio





c



ppm, per cent vol


Concentration (also in μmol/mol = ppm)





D



—


Dilution factor





d



m


Diameter





E



per cent


Conversion efficiency





e



g/kWh


Brake specific basis





e

gas




g/kWh


Specific emission of gaseous components





e

PM




g/kWh


Specific emission of particulates





e

w




g/kWh


Weighted specific emission





F



 


F-test statistics





F



—


Frequency of the regeneration event in terms of fraction of tests during which the regeneration occurs





f
a



—


Laboratory atmospheric factor





k
r



—


Multiplicative regeneration factor





k
Dr



—


downward adjustment factor





k
Ur



—


upward adjustment factor





λ



—


Excess air ratio





L



—


Per cent torque





M
a



g/mol


Molar mass of the intake air





M
e



g/mol


Molar mass of the exhaust





M
gas



g/mol


Molar mass of gaseous components





m



kg


Mass





m
gas



g


Mass of gaseous emissions over the test cycle





m
PM



g


Mass of particulate emissions over the test cycle





n



min–1



Engine rotational speed





n
hi



min–1



High engine speed





n
lo



min–1



Low engine speed





P



kW


Power





P
max



kW


Maximum observed or declared power at the test speed under the test conditions (specified by the manufacturer)





P
AUX



kW


Declared total power absorbed by auxiliaries fitted for the test





p



kPa


Pressure





p
a



kPa


Dry atmospheric pressure





PF



per cent


Penetration fraction





q
maw



kg/s


Intake air mass flow rate on wet basis





q
mdw



kg/s


Dilution air mass flow rate on wet basis





q
mdew



kg/s


Diluted exhaust gas mass flow rate on wet basis





q
mew



kg/s


Exhaust gas mass flow rate on wet basis





q
mf



kg/s


Fuel mass flow rate





q
mp



kg/s


Sample flow of exhaust gas into partial flow dilution system





q
V



m3/s


Volume flow rate





RF



—


Response factor





r
d



—


Dilution ratio





r
2



—


Coefficient of determination





ρ



kg/m3



Density





σ



—


Standard deviation





S



kW


Dynamometer setting





SEE



—


Standard error of estimate of y on x






T



°C


Temperature





T
a



K


Absolute temperature





T



N·m


Engine torque





T
sp



N·m


Demanded torque with "sp" set point





u



—


Ratio between densities of gas component and exhaust gas





t



s


Time





Δt



s


Time interval





t
10



s


Time between step input and 10 per cent of final reading





t
50



s


Time between step input and 50 per cent of final reading





t
90



s


Time between step input and 90 per cent of final reading





V



m3



Volume





W



kWh


Work





y



 


Generic variable











 


Arithmetic mean




3.3.   Subscripts







abs


 


Absolute quantity




act


 


Actual quantity




air


 


Air quantity




amb


 


Ambient quantity




atm


 


Atmospheric quantity




cor


 


Corrected quantity




CFV


 


Critical flow venturi




denorm


 


DeNormalised quantity




dry


 


Dry quantity




exp


 


Expected quantity




filter


 


PM sample filter





i



 


Instantaneous measurement (e.g. 1 Hz)





i



 


An individual of a series




idle


 


Condition at idle




in


 


Quantity in




leak


 


Leak quantity




max


 


Maximum (peak) value




meas


 


Measured quantity




min


 


Minimum value




mix


 


Molar mass of air




out


 


Quantity out




PDP


 


Positive displacement pump




ref


 


Reference quantity




SSV


 


Subsonic venturi




total


 


Total quantity




uncor


 


Uncorrected quantity




vac


 


Vacuum quantity




weight


 


Calibration weight




wet


 


Wet quantity




3.4.   Symbols and abbreviations for the chemical components (used also as a subscript)
See paragraph 2.2.2 of this Regulation
3.5.   Abbreviations
See paragraph 2.2.3 of this Regulation
4.   GENERAL REQUIREMENTS
The engines to be tested shall meet the performance requirements set out in paragraph 5 when tested in accordance with the test conditions of paragraph 6 and the test procedure of paragraph 7.
5.   PERFORMANCE REQUIREMENTS
5.1.   General requirements
5.1.1.   Reserved (2)

5.1.2.   Emissions of gaseous and particulate pollutants
The pollutants are represented by:






(a)


Oxides of nitrogen, NOX;










(b)


Hydrocarbons, which are expressed as total hydrocarbons, HC (or THC);










(c)


Particulate matter, PM;










(d)


Particle number, PN;










(e)


Carbon monoxide, CO.




The measured values of gaseous and particulate matter pollutants exhausted by the engine refer to the brake-specific emissions in grams per kilowatt-hour (g/kWh), while for particulate number the measured values refers to the brake-specific emissions in number of particles per kilowatt-hour (#/kWh). Other system of units may be used with appropriate conversion.
The gaseous and particulate pollutants that shall be measured are those for which limit values are applicable to the engine sub-category being tested as set out in Appendix 2 to this Regulation.
The results determined as set out in paragraph 5.1 of this Regulation shall not exceed the applicable limit values.
The CO2 emission values shall be measured and reported for all engine sub-categories as required by paragraph 6.1.4 of this Regulation.
The mean emission of ammonia (NH3) shall additionally be measured, as required in accordance with paragraph 3.4 of Annex 9, when the NOX control measures that are part of the engine emission control system, include use of a reagent and shall not exceed the values set out in that paragraph.
The emissions shall be determined on the duty cycles (steady-state and/or transient), as described in paragraph 7 of this Annex. The measurement systems shall meet the calibration and performance checks set out in paragraph 8 of this Annex. with the measurement equipment described in paragraph 9 of this Annex.
Other systems or analysers may be approved by the Type Approval Authority if it is found that they yield equivalent results in accordance with paragraph 5.1.3 of this Annex.
5.1.3.   Equivalency
The determination of system equivalency shall be based on a seven-sample pair (or larger) correlation study between the system under consideration and one of the systems of this annex.

                     "Results" refer to the specific cycle weighted emissions value. The correlation testing is to be performed at the same laboratory, test cell, and on the same engine, and is preferred to be run concurrently. The equivalency of the sample pair averages shall be determined by F-test and t-test statistics as described in Annex 5, Appendix A.3 obtained under the laboratory test cell and the engine conditions described above. Outliers shall be determined in accordance with ISO 5725 and excluded from the database. The systems to be used for correlation testing shall be subject to the approval by the Type Approval Authority.
5.2.   General requirements on the test cycles
5.2.1.   The type-approval test shall be conducted using the appropriate non-road steady cycle (NRSC) and, where applicable, non-road transient cycle (NRTC or LSI-NRTC), specified in Appendix A.6 to this Annex.
5.2.2.   The technical specifications and characteristics of the NRSC cycles are set out in Appendix A.6. At the choice of the manufacturer, a NRSC steady-state test may be run as a discrete-mode cycle or, where available, as a ramped-modal cycle (RMC) as set out in paragraph 7.4.1.
5.2.3.   The technical specifications and characteristics of the NRTC and LSI-NRTC cycles are set out in Appendix A.6 to this Annex.
5.2.4.   The test cycles specified in paragraph 7.4 and in Appendix A.6 to this Annex are designed around percentages of maximum torque or power and test speeds that need to be determined for the correct performance of the test cycles:






(a)


100 per cent speed (maximum test speed (MTS) or rated speed);










(b)


Intermediate speed(s) as specified in paragraph 5.2.5.4;










(c)


Idle speed, as specified in paragraph 5.2.5.5.




The determination of the test speeds is set out in paragraph 5.2.5, the use of torque and power in paragraph 5.2.6.
5.2.5.   Test speeds
5.2.5.1   Maximum test speed (MTS)
The MTS shall be calculated in accordance with paragraph 5.2.5.1.1 or paragraph 5.2.5.1.3.
5.2.5.1.1.   Calculation of MTS
In order to calculate the MTS the transient mapping procedure shall be performed in accordance with paragraph 7.4. The MTS is then determined from the mapped values of engine speed versus power. MTS shall be calculated by means of one of the following options:






(a)


Calculation based upon low speed and high speed values













(A.4-1)




where:






nhi



is the high speed as defined in paragraph 2.1.43




nlo



is the low speed as defined in paragraph 2.1.50;














(b)


Calculation based upon the longest vector method













(A.4-2)




with:













is the average of the lowest and highest speeds at which (n
2
normi
 + P
2
normi
) is equal to 98 per cent of the maximum value of (n
2
normi
 + P
2
normi
)




If there is only one speed at which the value of (n
2
normi
 + P
2
normi
) is equal to 98 per cent of the maximum value of (n
2
normi
 + P
2
normi
):













(A.4-3)




with:






ni



is the speed at which the maximum value of (n
2
normi
 + P
2
normi
) occurs.




where:






n


is the engine speed




i


is an indexing variable that represents one recorded value of an engine map




nnormi



is an engine speed normalised by dividing it by nPmax





Pnormi



is an engine power normalised by dividing it by Pmax





nPmax



is the average of the lowest and highest speeds at which power is equal to 98 per cent of P
max.








Linear interpolation shall be used between the mapped values to determine:






(i)


the speeds where power is equal to 98 per cent of P
max. If there is only one speed at which power is equal to 98 per cent of Pmax, nPmax shall be the speed at which Pmax occurs;










(ii)


the speeds where (n
2
normi
 + P
2

normi
) is equal to 98 per cent of the maximum value of (n
2
normi
 + P
2

normi
).




5.2.5.1.2.   Use of a declared MTS
If the MTS calculated in accordance with paragraph 5.2.5.1.1 or 5.2.5.1.3 is within ± 3 per cent of the MTS declared by the manufacturer, the declared MTS may be used for the emissions test. If the tolerance is exceeded, the measured MTS shall be used for the emissions test.
5.2.5.1.3.   Use of an adjusted MTS
If the falling part of the full load curve has a very steep edge, this may cause problems to drive the 105 per cent speeds of the NRTC test cycle correctly. In this case it is allowed, with prior agreement of the technical service, to use an alternative value of MTS determined using one of the following methods:






(a)


The MTS may be slightly reduced (maximum 3 %) in order to make correct driving of the NRTC possible.










(b)


Calculate an alternative MTS by means of equation (A.4-4):













(A.4-4)




where:







nmax



=


is the engine speed at which the engine governor function controls engine speed with operator demand at maximum and with zero load applied ("maximum no-load speed")




nidle



=


is the idle speed








5.2.5.2.   Rated speed
The rated speed is defined in paragraph 2.1.72. Rated speed for variable speed engines subject to an emission test other than those tested on a constant-speed NRSC defined in paragraph 2.1.12 shall be determined from the applicable mapping procedure set out in paragraph 7.6. Rated speed for variable-speed engines tested on a constant-speed NRSC shall be declared by the manufacturer according to the characteristics of the engine. Rated speed for constant speed engines shall be declared by the manufacturer according to the characteristics of the governor. Where an engine type equipped with alternative speeds as permitted by paragraph 2.1.11 of this Regulation is subject to an emission test, each alternative speed shall be declared and tested.
If the rated speed determined from the mapping procedure in paragraph 7.6 is within ± 150 rpm of the value declared by the manufacturer for engines of category NRS provided with governor, or within ± 350 rpm or ± 4 per cent for engines of category NRS without governor, whichever is smaller, or within ± 100 rpm for all other engine categories, the declared value may be used. If the tolerance is exceeded, the rated speed determined from the mapping procedure shall be used.
For engines of category NRSh the 100 per cent test speed shall be within ± 350 rpm of the rated speed declared by the manufacturer.
Optionally, MTS may be used instead of rated speed for any steady state test cycle.
5.2.5.3.   Maximum torque speed for variable speed engines
Where required, the maximum torque speed determined from the maximum torque curve established from the applicable engine mapping procedure in paragraph 7.6.1 or 7.6.2 shall be one of the following:






(a)


The speed at which the highest torque was recorded; or,










(b)


The average of the lowest and highest speeds at which the torque is equal to 98 per cent of the maximum torque. Where necessary, linear interpolation shall be used to determine the speeds at which the torque is equal to 98 per cent of the maximum torque.




If the maximum torque speed determined from the maximum torque curve is within ± 4 per cent of the maximum torque speed declared by the manufacturer for engines of category NRS, or ± 2,5 per cent of the maximum torque speed declared by the manufacturer for all other engine categories, the declared value may be used for the purpose of this regulation. If the tolerance is exceeded, the maximum torque speed determined from the maximum torque curve shall be used.
5.2.5.4.   Intermediate speed
The intermediate speed shall meet one of the following requirements:






(a)


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










(b)


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










(c)


If the maximum torque speed is greater than 75 per cent of the rated speed then the intermediate speed shall be 75 per cent of rated speed. Where the engine is only capable of operation at speeds higher than 75 per cent of rated speed the intermediate speed shall be the lowest speed at which the engine can be operated;










(d)


For engines that are not designed to operate over a speed range on a full-load torque curve at steady-state conditions, the intermediate speed shall be between 60 per cent and 70 per cent of the rated speed.










(e)


For engines to be tested on cycle G1, except for engines of category ATS, the intermediate speed shall be 85 per cent of the rated speed.










(f)


For engines of category ATS tested on cycle G1 the intermediate speed shall be 60 per cent or 85 per cent of rated speed based on which is closer to the actual maximum torque speed.




Where the MTS is used in place of rated speed for the 100 % test speed, MTS shall also replace rated speed when determining the intermediate speed.
5.2.5.5.   Idle speed
The idle speed is the lowest engine speed with minimum load (greater than or equal to zero load), where an engine governor function controls engine speed. For engines without a governor function that controls idle speed, idle speed means the manufacturer-declared value for lowest engine speed possible with minimum load. Note that warm idle speed is the idle speed of a warmed-up engine.
5.2.5.6.   Test speed for constant speed engines
The governors of constant speed engines may not always maintain speed exactly constant. Typically speed can decrease (0,1 to 10) per cent below the speed at zero load, such that the minimum speed occurs near the engine’s point of maximum power. The test speed for constant speed engines may be commanded by using the governor installed on the engine or using a test-bed speed demand where this represents the engine governor.
Where the governor installed on the engine is used, the 100 per cent speed shall be the engine governed speed as defined in paragraph 2.1.28 of this Regulation.
Where a test-bed speed demand signal is used to simulate the governor, the 100 per cent speed at zero load shall be the no-load speed specified by the manufacturer for that governor setting and the 100 per cent speed at full load shall be the rated speed for that governor setting. Interpolation shall be used to determine the speed for the other test modes.
Where the governor has an isochronous operation setting, or the nominal rated speed and no-load speed declared by the manufacturer differ by no more than 3 per cent, a single value declared by the manufacturer may be used for the 100 per cent speed at all load points.
5.2.6.   Torque
5.2.6.1.   The torque figures given in the test cycles are percentage values that represent, for a given test mode, one of the following:






(a)


The ratio of the required torque to the maximum possible torque at the specified test speed (all cycles except D2);










(b)


The ratio of the required torque to the torque corresponding to the rated net power declared by the manufacturer (cycle D2).




6.   TEST CONDITIONS
6.1.   Laboratory test conditions
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
a shall be determined in accordance with the following provisions and by means of equation (A.4-5) or (A.4-6). If the atmospheric pressure is measured in a duct, negligible pressure losses shall be ensured between the atmosphere and the measurement location, and changes in the duct's static pressure resulting from the flow shall be accounted for. In multi-cylinder engines having distinct groups of intake manifolds, such as in a "V" engine configuration, the average temperature of the distinct groups shall be taken. The parameter fa shall be reported with the test results. Naturally aspirated and mechanically supercharged engines:













(A.4-5)




Turbocharged engines with or without cooling of the intake air:













(A.4-6)




6.1.1.   For the test to be considered valid both the following conditions must be met:






(a)



f
a shall be within the range 0,93 ≤ f
a ≤ 1,07 except as permitted by paragraphs 6.1.2 and 6.1.4;










(b)


The temperature of intake air shall be maintained to 298 ± 5 K (25 ± 5 °C), measured upstream of any engine component, except as permitted by paragraphs 6.1.3 and 6.1.4, and as required by paragraphs 6.1.5 and 6.1.6.




6.1.2.   Where the altitude of the laboratory in which the engine is being tested exceeds 600 m, with the agreement of the manufacturer, f
a may exceed 1,07 on the condition that p
s shall not be less than 80 kPa.
6.1.3.   Where the power of the engine being tested is greater than 560 kW, with the agreement of the manufacturer the maximum value of intake air temperature may exceed 303 K (30 °C) on condition that it shall not exceed 308 K (35 °C).
6.1.4.   Where the altitude of the laboratory in which the engine is being tested exceeds 300 m and the power of the engine being tested is greater than 560 kW, with the agreement of the manufacturer f
a may exceed 1,07 on the condition that p
s shall not be less than 80 kPa and the maximum value of intake air temperature may exceed 303 K (30 °C) on the condition that it shall not exceed 308 K (35 °C).
6.1.5.   In the case of an engine family of category NRS less than 19 kW exclusively consisting of engine types to be used in snow throwers, the temperature of the intake air shall be maintained between 273 K and 268 K (0 °C and - 5 °C).
6.1.6.   For engines of category SMB the temperature of the intake air shall be maintained to 263 ± 5 K (- 10 ± 5 °C), except as permitted by paragraph 6.1.6.1.
6.1.6.1.   For engines of category SMB fitted with electronically controlled fuel injection that adjusts the fuel flow to the intake air temperature, at the choice of the manufacturer the temperature of the intake air may alternatively be maintained to 298 ± 5 K (25 ± 5 °C).
6.1.7.   It is allowed to use:






(a)


an atmospheric pressure meter whose output is used as the atmospheric pressure for an entire test facility that has more than one dynamometer test cell, as long as the equipment for handling intake air maintains ambient pressure, where the engine is tested, within ±1 kPa of the shared atmospheric pressure;










(b)


a humidity measurement device to measure the humidity of intake air for an entire test facility that has more than one dynamometer test cell, as long as the equipment for handling intake air maintains dew point, where the engine is tested, within ± 0,5 K of the shared humidity measurement.




6.2.   Engines with charge air cooling






(a)


A charge-air cooling system with a total intake-air capacity that represents production engines' in-use installation shall be used. Any laboratory charge-air cooling system to minimise accumulation of condensate shall be designed. Any accumulated condensate shall be drained and all drains shall be completely closed before emission testing. The drains shall be kept closed during the emission test. Coolant conditions shall be maintained as follows:






(i)


A coolant temperature of at least 293 K (20 °C) shall be maintained at the inlet to the charge-air cooler throughout testing;










(ii)


At the rated speed and full load, the coolant flow rate shall be set to achieve an air temperature within ±5 K of the value designed by the manufacturer after the charge-air cooler's outlet. The air-outlet temperature shall be measured at the location specified by the manufacturer. This coolant flow rate set point shall be used throughout testing. If the engine manufacturer does not specify engine conditions or the corresponding charge-air cooler air outlet temperature, the coolant flow rate shall be set at maximum engine power to achieve a charge-air cooler air outlet temperature that represents in-use operation;










(iii)


If the engine manufacturer specifies pressure-drop limits across the charge-air cooling system, it shall be ensured that the pressure drop across the charge-air cooling system at engine conditions specified by the manufacturer is within the manufacturer's specified limit(s). The pressure drop shall be measured at the manufacturer's specified locations;














(b)


When the MTS defined in paragraph 5.2.5.1 is being used in place of rated speed to run the test cycle then this speed may be used in place of rated speed when setting the charge air temperature.










(c)


The objective is to produce emission results that are representative of in-use operation. If good engineering judgment indicates that the specifications in this paragraph would result in unrepresentative testing (such as overcooling of the intake air), more sophisticated set points and controls of charge-air pressure drop, coolant temperature, and flow rate may be used to achieve more representative results.




6.3.   Engine power
6.3.1.   Basis for emission measurement
The basis of specific emissions measurement is uncorrected net power as defined in paragraph 2.1.56 of this Regulation.
6.3.2.   Auxiliaries to be fitted
During the test, the auxiliaries necessary for the engine operation shall be installed on the test bench according to the requirements of Appendix A.2.
Where the necessary auxiliaries cannot be fitted for the test, the power they absorb shall be determined and subtracted from the measured engine power.
6.3.3.   Auxiliaries to be removed
Certain auxiliaries whose definition is linked with the operation of the machine and which may be mounted on the engine shall be removed for the test.
Where auxiliaries cannot be removed, the power they absorb in the unloaded condition may be determined and added to the measured engine power (see note g in the table of Appendix A.2). If this value is greater than 3 per cent of the maximum power at the test speed it may be verified by the technical service. The power absorbed by auxiliaries shall be used to adjust the set values and to calculate the work produced by the engine over the test cycle in accordance with paragraph 7.7.1.3 or 7.7.2.3(b) of this Annex.
6.3.4.   Determination of auxiliary power
Where applicable, the values of auxiliary power and the measurement/calculation method for determining auxiliary power shall be submitted by the engine manufacturer for the whole operating area of the applicable test cycles, and approved by the Type Approval Authority.
6.3.5   Engine cycle work
The calculation of reference and actual cycle work (see paragraph 7.8.3.4) shall be based upon engine power in accordance with paragraph 6.3.1. In this case, Pf and Pr of equation (A.4-7) are zero, and P equals Pm.
If auxiliaries/equipment are installed in accordance with paragraphs 6.3.2 and/or 6.3.3, the power absorbed by them shall be used to correct each instantaneous cycle power value Pm,i, by means of equation (A.4-8):






Pi = Pm,i – Pf,I – Pr,i



(A.4-7)




PAUX = Pr,i – Pf,i



(A.4-8)




where:






Pm,i



is the measured engine power, kW




Pf,i



is the power absorbed by auxiliaries/equipment to be fitted for the test but that were not installed, kW




Pr,i



is the power absorbed by auxiliaries/equipment to be removed for the test but that were installed, kW.




6.4.   Engine intake air
6.4.1.   Introduction
The intake-air system installed on the engine or one that represents a typical in-use configuration shall be used. This includes the charge-air cooling and exhaust gas recirculation systems.
6.4.2.   Intake air pressure restriction
An engine air intake system or a test laboratory system shall be used presenting an intake air pressure restriction within ± 300 Pa of the maximum value specified by the manufacturer for a clean air cleaner at the rated speed and full load. Where this is not possible due to the design of the test laboratory air supply system a pressure restriction not exceeding the value specified by the manufacturer for a dirty filter shall be permitted subject to prior approval of the technical service. The static differential pressure of the restriction shall be measured at the location and at the speed and torque set points specified by the manufacturer. If the manufacturer does not specify a location, this pressure shall be measured upstream of any turbocharger or exhaust gas recirculation system connection to the intake air system. When the MTS defined in paragraph 5.2.5.1 is being used in place of rated speed to run the test cycle then this speed may be used in place of rated speed when setting the intake air pressure restriction.
6.5.   Engine exhaust system
The exhaust system installed with the engine or one that represents a typical in-use configuration shall be used. The exhaust system shall conform to the requirements for exhaust emissions sampling, as set out in paragraph 9.3. An engine exhaust system or a test laboratory system shall be used presenting a static exhaust gas backpressure within 80 to 100 per cent of the maximum exhaust gas pressure restriction at the rated speed and full load. The exhaust gas pressure restriction may be set using a valve. If the maximum exhaust gas pressure restriction is 5 kPa or less, the set point shall not be more than 1,0 kPa from the maximum. When the MTS is being used in place of rated speed to run the test cycle then this speed may be used in place of rated speed when setting the exhaust gas pressure restriction.
6.6.   Engine with exhaust after-treatment system
If the engine is equipped with an exhaust after-treatment system that is not mounted directly on the engine, the exhaust pipe shall have the same diameter as found in-use for at least four pipe diameters upstream of the expansion section containing the after-treatment device. The distance from the exhaust manifold flange or turbocharger outlet to the exhaust after-treatment system shall be the same as in the non-road mobile machinery configuration or within the distance specifications of the manufacturer. Where specified by the manufacturer the pipe shall be insulated to achieve an after-treatment inlet temperature within the specification of the manufacturer. Where other installation requirements are specified by the manufacturer these shall also be respected for the test configuration. The exhaust system back-pressure or pressure restriction shall be set according to paragraph 6.5. For exhaust after-treatment devices with variable exhaust gas pressure restriction, the maximum exhaust gas pressure restriction used in paragraph 6.5 is defined at the after-treatment condition (degreening/ageing and regeneration/loading level) specified by the manufacturer. The after-treatment container may be removed during dummy tests and during engine mapping, and replaced with an equivalent container having an inactive catalyst support.
The emissions measured on the test cycle shall be representative of the emissions in the field. In the case of an engine equipped with an exhaust after-treatment system that requires the consumption of a reagent, the reagent used for all tests shall be declared by the manufacturer.
For engines equipped with exhaust after-treatment systems that are regenerated on an infrequent (periodic) basis, as described in paragraph 6.6.2, emission results shall be adjusted to account for regeneration events. In this case, the average emission depends on the frequency of the regeneration event in terms of fraction of tests during which the regeneration occurs. After-treatment systems with a regeneration process that occurs either in a sustained manner or at least once over the applicable transient test cycle or ramped-modal cycle ("continuous regeneration") in accordance with paragraph 6.6.1 do not require a special test procedure.
6.6.1.   Continuous regeneration
For an exhaust after-treatment system based on a continuous regeneration process the emissions shall be measured on an after-treatment system that has been stabilised so as to result in repeatable emissions behaviour. The regeneration process shall occur at least once during the NRTC hot start test, LSI-NRTC or NRSC test, and the manufacturer shall declare the normal conditions under which regeneration occurs (soot load, temperature, exhaust system back-pressure, etc.). In order to demonstrate that the regeneration process is continuous, at least three NRTC hot start tests, LSI-NRTC or NRSC tests shall be conducted. In case of NRTC hot start test, the engine shall be warmed up in accordance with paragraph 7.8.2.1, the engine shall be soaked according to paragraph 7.4.2.1(b) and the first NRTC hot start test shall be run.
The subsequent NRTC hot start tests shall be started after soaking according with paragraph 7.4.2.1(b). During the tests, exhaust gas temperatures and pressures shall be recorded (temperature before and after the after-treatment system, exhaust system back-pressure, etc.). The after-treatment system is considered to be satisfactory if the conditions declared by the manufacturer occur during the test within a sufficient time and the emission results do not scatter by more than ± 25 per cent from the mean value or 0,005 g/kWh, whichever is greater.
6.6.2.   Infrequent regeneration
This provision only applies to engines equipped with an exhaust after-treatment system that is regenerated on an infrequent basis, typically occurring in less than 100 hours of normal engine operation. For those engines, either additive or multiplicative factors shall be determined for upward and downward adjustment as referred to in paragraph 6.6.2.4 ("adjustment factor").
Testing and development of adjustment factors is only required for one applicable transient (NRTC or LSI-NRTC) or RMC NRSC test cycle. The factors that have been developed may be applied to results from the other applicable test cycles including discrete-mode NRSC.
In case that no suitable adjustment factors are available from testing using transient or RMC NRSC test cycles then adjustment factors shall be established using an applicable discrete-mode test. Factors developed using a discrete-mode test cycle shall only be applied to discrete-mode test cycles.
It shall not be required to conduct testing and develop adjustment factors on both RMC and discrete-mode NRSCs.
6.6.2.1.   Requirement for establishing adjustment factors using NRTC, LSI-NRTC or RMC NRSC testing
The emissions shall be measured on at least three NRTC hot start tests, LSI-NRTC or ramped-modal cycle (RMC) NRSC tests, one with and two without a regeneration event on a stabilised after-treatment system. The regeneration process shall occur at least once during the NRTC, LSI-NRTC or RMC NRSC test with a regeneration event. If regeneration takes longer than one NRTC, LSI-NRTC or RMC NRSC test, consecutive NRTC, LSI-NRTC or RMC NRSC tests shall be run and emissions continued to be measured without shutting the engine off until regeneration is completed and the average of the tests shall be calculated. If regeneration is completed during any test, the test shall be continued over its entire length.
An appropriate adjustment factor shall be determined for the entire applicable cycle by means of equations (A.4-10) to (A.4-13).
6.6.2.2.   Requirement for establishing adjustment factors using discrete-mode NRSC testing
Starting with a stabilised after-treatment system the emissions shall be measured on at least three runs of each test mode of the applicable discrete-mode NRSC on which the conditions for regeneration can be met, one with and two without a regeneration event. The measurement of PM shall be conducted using the multiple filter method described in paragraph 7.8.1.2(c). If regeneration has started but is not complete at the end of the sampling period for a specific test mode, the sampling period shall be extended until regeneration is complete. Where there are multiple runs for the same mode an average result shall be calculated. The process shall be repeated for each test mode.
An appropriate adjustment factor shall be determined by means of equations (A.4-10) to (A.4-13) for those modes of the applicable cycle for which regeneration occurs.
6.6.2.3.   General procedure for developing infrequent regeneration adjustment factors (IRAFs)
The manufacturer shall declare the normal parameter conditions under which the regeneration process occurs (soot load, temperature, exhaust system back-pressure, etc.). The manufacturer shall also provide the frequency of the regeneration event in terms of number of tests during which the regeneration occurs. The exact procedure to determine this frequency shall be agreed by the Type Approval Authority based upon good engineering judgement.
For a regeneration test, the manufacturer shall provide an after-treatment system that has been loaded. Regeneration shall not occur during this engine conditioning phase. As an option, the manufacturer may run consecutive tests of the applicable cycle until the after-treatment system is loaded. Emissions measurement is not required on all tests.
Average emissions between regeneration phases shall be determined from the arithmetic mean of several approximately equidistant tests of the applicable cycle. As a minimum, at least one applicable cycle as close as possible prior to a regeneration test and one applicable cycle immediately after a regeneration test shall be conducted.
During the regeneration test, all the data needed to detect regeneration shall be recorded (CO or NOX emissions, temperature before and after the after-treatment system, exhaust system back-pressure, etc.). During the regeneration process, the applicable emission limits may be exceeded. The test procedure is schematically shown in Figure A.4-1.

Figure A.4-1


Scheme of infrequent regeneration with n number of measurements and n
r number of measurements during regeneration




Emissions [g/kWh
Emissions during regeneration er

Mean emissions during sampling e1 … n

Weighted emissions of sampling and regeneration ew

Number of cycles
The average specific emission rate related to the test runs conducted according to paragraphs 6.6.2.1 or 6.6.2.2 [g/kWh or #/kWh] shall be weighted by means of equation (A.4-9) (see Figure 1):













(A.4-9)




where:







n


=


number of tests in which regeneration does not occur




nr



=


number of tests in which regeneration occurs (minimum one test)











=


average specific emission from a test in which the regeneration does not occur [g/kWh or #/kWh]











=


average specific emission from a test in which the regeneration occurs [g/kWh or #/kWh]




At the choice of the manufacturer and based on good engineering judgment, the regeneration adjustment factor kr, expressing the average emission rate, may be calculated either multiplicative or additive for all gaseous pollutants, and, where there is an applicable limit, for PM and PN, by means of equations (A.4-10) to (A.4-13):
Multiplicative














(upward adjustment factor)


(A.4-10)











(downward adjustment factor)


(A.4-11)




Additive














(upward adjustment factor)


(A.4-12)











(downward adjustment factor)


(A.4-13)




6.6.2.4.   Application of adjustment factors
Upward adjustment factors are multiplied with or added to measured emission rates for all tests in which the regeneration does not occur. Downward adjustment factors are multiplied with or added to measured emission rates for all tests in which the regeneration occurs. The occurrence of the regeneration shall be identified in a manner that is readily apparent during all testing. Where no regeneration is identified, the upward adjustment factor shall be applied.
With reference to Annex 5, Appendices A.1 and A.2 on brake specific emission calculations, the regeneration adjustment factor:






(a)


When established for an entire weighted cycle, shall be applied to the results of the applicable weighted NRTC, LSI-NRTC and NRSC tests;










(b)


When established specifically for the individual modes of the applicable discrete-mode cycle, shall be applied to the results of those modes of the applicable discrete-mode NRSC cycle for which regeneration occurs prior to calculating the cycle weighted emission result. In this case the multiple filter method shall be used for PM measurement;










(c)


May be extended to other members of the same engine family;










(d)


May be extended to other engine families within the same engine after-treatment system family, as defined in Annex 1, with the prior approval of the Type Approval Authority based on technical evidence to be supplied by the manufacturer that the emissions are similar.




The following options shall apply:






(a)


A manufacturer may elect to omit adjustment factors for one or more of its engine families (or configurations) because the effect of the regeneration is small, or because it is not practical to identify when regenerations occur. In these cases, no adjustment factor shall be used, and the manufacturer is liable for compliance with the emission limits for all tests, without regard to whether a regeneration occurs;










(b)


Upon request by the manufacturer, the Type Approval Authority may account for regeneration events differently than is provided in sub-paragraph (a). However, this option only applies for events that occur extremely infrequently, and which cannot be practically addressed using the adjustment factors described in paragraph 6.6.2.3 of this Annex.




6.7.   Cooling system
An engine cooling system with sufficient capacity to maintain the engine, with its intake-air, oil, coolant, block and head temperatures, at normal operating temperatures prescribed by the manufacturer shall be used. Laboratory auxiliary coolers and fans may be used.
6.8.   Lubricating oil
The lubricating oil shall be specified by the manufacturer and be representative of lubricating oil available in the market; the specifications of the lubricating oil used for the test shall be recorded and presented with the results of the test.
6.9.   Specification of the reference fuels
The reference fuels are specified in Annex 6.
The fuel temperature shall be in accordance with the manufacturer's recommendations. The fuel temperature shall be measured at the inlet to the fuel injection pump or as specified by the manufacturer, and the location of measurement recorded.
6.10.   Crankcase emissions
Crankcase emissions that are discharged directly into the ambient atmosphere shall be added to the exhaust emissions (either physically or mathematically) during all emission testing.
Manufacturers taking advantage of this exception shall install the engines so that all crankcase emission can be routed into the emissions sampling system. For the purpose of this paragraph, crankcase emissions that are routed into the exhaust upstream of exhaust after-treatment during all operation are not considered to be discharged directly into the ambient atmosphere.
Open crankcase emissions shall be routed into the exhaust system for emission measurement, as follows:






(a)


The tubing materials shall be smooth-walled, electrically conductive, and not reactive with crankcase emissions. Tube lengths shall be minimised as far as possible;










(b)


The number of bends in the laboratory crankcase tubing shall be minimised, and the radius of any unavoidable bend shall be maximized;










(c)


The laboratory crankcase exhaust tubing shall meet the engine manufacturer's specifications for crankcase back pressure;










(d)


The crankcase exhaust tubing shall connect into the raw exhaust downstream of any after-treatment system, downstream of any installed exhaust restriction, and sufficiently upstream of any sample probes to ensure complete mixing of exhaust within the engine's exhaust system before sampling. The crankcase exhaust tube shall extend into the free stream of exhaust to avoid boundary-layer effects and to promote mixing. The crankcase exhaust tube's outlet may orient in any direction relative to the raw exhaust flow.




7.   TEST PROCEDURES
7.1.   Introduction
This paragraph describes the determination of brake specific emissions of gaseous and particulate pollutants on engines to be tested. The test engine shall be the parent engine configuration for the engine family as specified in Annex 10.
A laboratory emission test consists of measuring emissions and other parameters for the test cycles specified in this annex. The following aspects are treated in this Annex 4:






(a)


The laboratory configurations for measuring the brake specific emissions (paragraph 7.2);










(b)


The pre-test and post-test verification procedures (paragraph 7.3);










(c)


The test cycles (paragraph 7.4);










(d)


The general test sequence (paragraph 7.5);










(e)


The engine mapping (paragraph 7.6);










(f)


The test cycle generation (paragraph 7.7);










(g)


The specific test cycle running procedure (paragraph 7.8).




7.2.   Principle of emission measurement
To measure the brake-specific emissions, the engine shall be operated over the test cycles defined in paragraph 7.4, as applicable. The measurement of brake-specific emissions requires the determination of the mass of pollutants in the exhaust emissions (i.e. HC, CO, NOX and PM), the number of particulates in the exhaust emissions (i.e. PN), the mass of CO2 in the exhaust emissions, and the corresponding engine work.
7.2.1.   Mass of constituent
The total mass of each constituent shall be determined over the applicable test cycle by using the following methods:
7.2.1.1.   Continuous sampling
In continuous sampling, the constituent's concentration is measured continuously from raw or dilute exhaust. This concentration is multiplied by the continuous (raw or dilute) exhaust flow rate at the emission sampling location to determine the constituent's flow rate. The constituent's emission is continuously summed over the test interval. This sum is the total mass of the emitted constituent.
7.2.1.2.   Batch sampling
In batch sampling, a sample of raw or diluted exhaust is continuously extracted and stored for later measurement. The extracted sample shall be proportional to the raw or dilute exhaust flow rate. Examples of batch sampling are collecting diluted gaseous emissions in a bag and collecting PM on a filter. In principal the method of emission calculation is done as follows: the batch sampled concentrations are multiplied by the total mass or mass flow (raw or dilute) from which it was extracted during the test cycle. This product is the total mass or mass flow of the emitted constituent. To calculate the PM concentration, the PM deposited onto a filter from proportionally extracted exhaust shall be divided by the amount of filtered exhaust.
7.2.1.3.   Combined sampling
Any combination of continuous and batch sampling is permitted (e.g. PM with batch sampling and gaseous emissions with continuous sampling).
The following Figure A.4-2 illustrates the two aspects of the test procedures for measuring emissions: the equipment with the sampling lines in raw and diluted exhaust gas and the operations requested to calculate the pollutant emissions in steady-state and transient test cycles.

Figure A.4-2


Test procedures for emission measurement




Exhaust
Raw gaseous sampling
Partial flow PM or PN sampling
Full flow dilution gaseous, PM or PN sampling
Transient cycle and steady-state RMC
Steady-state discrete-mode cycle
Transient cycle and steady-state RMC
Steady-state discrete-mode cycle
Transient cycle, steady-state RMC and steady-state discrete-mode cycle
For whole test:
For each mode:
Continuous gas analysis
Average gas analysis concentration
Varying dilution ratio
Constant dilution ratio
Varying dilution ratio
Continuous gas analysis
Batch sampling
+ continuous flow measurement
Average flow
PN per test
PN per mode
PM filter per mode
Bag
Secondary dilution system (Option)
Calculation of instantaneous rate of emission
Calculation of average rate of emission
Single PM filter per test
Calculation of emission for each mode
Calculation of average gaseous or PN concentration
Gaseous emissions
PM filter
Integration of instantaneous emissions
Multiplying modal emissions with weighting factors
Calculation of emission for whole test
Multiplying modal emissions with weighting factors
Multiplication of average concentration (from continuous or batch sampling) with average flow)
PM on filter divided by amount of filtered exhaust

Note on Figure A.4-2: The term "Partial flow PM sampling" includes the partial flow dilution to extract only raw exhaust with constant or varying dilution ratio.
7.2.2.   Work determination
The work shall be determined over the test cycle by synchronously multiplying speed and brake torque to calculate instantaneous values for engine brake power. Engine brake power shall be integrated over the test cycle to determine total work (see also paragraph 6.3.5).
7.3.   Verification and calibration
7.3.1.   Pre-test procedures
7.3.1.1.   General requirements for preconditioning the sampling system and the engine
To achieve stable conditions, the sampling system and the engine shall be preconditioned before starting a test sequence as specified in this paragraph.
The intent of engine preconditioning is to manage the representativeness of emissions and emission controls over the duty cycle and to reduce bias in order to meet stable conditions for the following emission test.
Engines fitted with an after-treatment system may be operated prior to cycle-specific preconditioning set out in paragraphs 7.3.1.1.1 to 7.3.1.1.4 of this Annex, so that the after-treatment system is regenerated and, where applicable, the soot load in the particulate after-treatment system is re-established.
Emissions may be measured during preconditioning cycles, as long as a predefined number of preconditioning cycles are performed and the measurement system has been started according to the requirements of paragraph 7.3.1.4 of this Annex. The amount of preconditioning shall be identified by the engine manufacturer before starting to precondition. Preconditioning shall be performed as follows, noting that the specific cycles for preconditioning are the same ones that apply for emission testing.
7.3.1.1.1.   Preconditioning for cold-start transient cycle (NRTC)
The engine shall be preconditioned by running at least one hot-start transient cycle. Immediately after completing each preconditioning cycle, the engine shall be shut down and the engine-off hot-soak period shall be completed. Immediately after completing the last preconditioning cycle, the engine shall be shut down and the engine cool down described in paragraph 7.3.1.2 of this Annex shall be started.
7.3.1.1.2.   Preconditioning for hot-start transient cycle (hot-start NRTC or LSI-NRTC)
This paragraph describes the pre-conditioning that shall be applied when it is intended to sample emissions from the hot-start NRTC without running the cold start NRTC, or for the LSI-NRTC. The engine shall be preconditioned by running at least one hot-start NRTC or LSI-NRTC cycle as applicable. Immediately after completing each preconditioning cycle, the engine shall be shut down, and then the next cycle shall be started as soon as practical. It is recommended that the next preconditioning cycle shall be started within 60 seconds after completing the last preconditioning cycle. Where applicable, following the last pre-conditioning cycle the appropriate hot-soak (hot-start NRTC) or cool-down (LSI-NRTC) period shall apply before the engine is started for the emissions test. Where no hot-soak or cool down period applies it is recommended that the emissions test shall be started within 60 seconds after completing the last pre-conditioning cycle.
7.3.1.1.3.   Preconditioning for discrete-mode NRSC
For engine categories other than NRS and NRSh the engine shall be warmed-up and run until engine temperatures (cooling water and lube oil) have been stabilised on 50 per cent speed and 50 per cent torque for any discrete-mode NRSC test cycle other than type D2 or G, or nominal engine speed and 50 per cent torque for any discrete-mode NRSC test cycle D2 or G. The 50 per cent speed shall be calculated in accordance with paragraph 5.2.5.1 in the case of an engine where MTS is used for the generation of test speeds, and calculated in accordance with paragraph 7.7.1.3 in all other cases. 50 per cent torque is defined as 50 per cent of the maximum available torque at this speed. The emissions test shall be started without stopping the engine.
For engine categories NRS and NRSh the engine shall be warmed up according to the recommendation of the manufacturer and good engineering judgment. Before emission sampling can start, the engine shall be running on mode 1 of the appropriate test cycle until engine temperatures have been stabilised. The emissions test shall be started without stopping the engine.
7.3.1.1.4.   Preconditioning for RMC NRSC
The engine manufacturer shall select one of the following pre-conditioning sequences (a) or (b). The engine shall be pre-conditioned according to the chosen sequence.






(a)


The engine shall be preconditioned by running at least the second half of the ramped-modal cycle, based on the number of test modes. The engine shall not be shut down between cycles. Immediately after completing each preconditioning cycle, the next cycle (including the emission test) shall be started as soon as practical. Where possible, it is recommended that the next cycle be started within 60 seconds after completing the last preconditioning cycle.










(b)


The engine shall be warmed-up and run until engine temperatures (cooling water and lube oil) have been stabilised on 50 per cent speed and 50 per cent torque for any RMC test cycle other than type D2 or G, or nominal engine speed and 50 per cent torque for any RMC test cycle D2 or G. The 50 per cent speed shall be calculated in accordance with paragraph 5.2.5.1 of this Annex in the case of an engine where MTS is used for the generation of test speeds, and be calculated in accordance with paragraph 7.7.1.3 of this Annex in all other cases. 50 per cent torque is defined as 50 per cent of the maximum available torque at this speed.




7.3.1.2.   Engine cool down (NRTC)
A natural or forced cool-down procedure may be applied. For forced cool-down, good engineering judgment shall be used to set up systems to send cooling air across the engine, to send cool oil through the engine lubrication system, to remove heat from the coolant through the engine cooling system, and to remove heat from an exhaust after-treatment system. In the case of a forced after-treatment cool down, cooling air shall not be applied until the after-treatment system has cooled below its catalytic activation temperature. Any cooling procedure that results in unrepresentative emissions is not permitted.
7.3.1.3.   Verification of HC contamination
If there is any presumption of an essential HC contamination of the exhaust gas measuring system, the contamination with HC may be checked with zero gas and the hang-up may then be corrected. If the amount of contamination of the measuring system and the background HC system has to be checked, it shall be conducted within 8 hours of starting each test-cycle. The values shall be recorded for later correction. Before this check, the leak check has to be performed and the FID analyser has to be calibrated.
7.3.1.4.   Preparation of measurement equipment for sampling
The following steps shall be taken before emission sampling begins:






(a)


Leak checks shall be performed within 8 hours prior to emission sampling according to paragraph 8.1.8.7 below;










(b)


For batch sampling, clean storage media shall be connected, such as evacuated bags or tare-weighed filters;










(c)


All measurement instruments shall be started according to the instrument manufacturer's instructions and good engineering judgment;










(d)


Dilution systems, sample pumps, cooling fans, and the data-collection system shall be started;










(e)


The sample flow rates shall be adjusted to desired levels, using bypass flow, if desired;










(f)


Heat exchangers in the sampling system shall be pre-heated or pre-cooled to within their operating temperature ranges for a test;










(g)


Heated or cooled components such as sample lines, filters, chillers, and pumps shall be allowed to stabilise at their operating temperatures;










(h)


Exhaust dilution system flow shall be switched on at least 10 minutes before a test sequence;










(i)


Calibration of gas analysers and zeroing of continuous analysers shall be carried out according to the procedure of the next paragraph 7.3.1.5 below;










(j)


Any electronic integrating devices shall be zeroed or re-zeroed, before the start of any test interval.




7.3.1.5.   Calibration of gas analysers
Appropriate gas analyser ranges shall be selected. Emission analysers with automatic or manual range switching are allowed. During a ramped modal or a NRTC test and during a sampling period of a gaseous emission at the end of each mode for discrete mode testing, the range of the emission analysers shall not be switched. Also the gains of an analyser's analogue operational amplifier(s) shall not be switched during a test cycle.
All continuous analysers shall be zeroed and spanned using internationally-traceable gases that meet the specifications of paragraph 9.5.1 of this Annex. FID analysers shall be spanned on a carbon number basis of one (C
1).
7.3.1.6.   PM filter preconditioning and tare weighing
The procedures for PM filter preconditioning and tare weighing shall be followed according to paragraph 8.2.3 of this annex.
7.3.2.   Post-test procedures
The following steps shall be taken after emission sampling is complete:
7.3.2.1.   Verification of proportional sampling
For any proportional batch sample, such as a bag sample or PM sample, it shall be verified that proportional sampling was maintained according to paragraph 8.2.1. For the single filter method and the discrete steady-state test cycle, effective PM weighing factor shall be calculated. Any sample that does not fulfil the requirements of paragraph 8.2.1 of this Annex shall be voided.
7.3.2.2.   Post-test PM conditioning and weighing
Used PM sample filters shall be placed into covered or sealed containers or the filter holders shall be closed, in order to protect the sample filters against ambient contamination. Thus protected, the loaded filters have to be returned to the PM-filter conditioning chamber or room. Then the PM sample filters shall be conditioned and weighted accordingly to paragraph 8.2.4 of this Annex (PM filter post-conditioning and total weighing procedures).
7.3.2.3.   Analysis of gaseous batch sampling
As soon as practical, the following shall be performed:






(a)


All batch gas analysers shall be zeroed and spanned no later than 30 minutes after the test cycle is complete or during the soak period if practical to check if gaseous analysers are still stable;










(b)


Any conventional gaseous batch samples shall be analysed no later than 30 minutes after the hot-start test cycle is complete or during the soak period;










(c)


The background samples shall be analysed no later than 60 minutes after the hot-start test cycle is complete.




7.3.2.4.   Drift verification
After quantifying exhaust gases, drift shall be verified as follows:






(a)


For batch and continuous gas analysers, the mean analyser value shall be recorded after stabilizing a zero gas to the analyser. Stabilization may include time to purge the analyser of any sample gas, plus any additional time to account for analyser response;










(b)


The mean analyser value shall be recorded after stabilizing the span gas to the analyser. Stabilization may include time to purge the analyser of any sample gas, plus any additional time to account for analyser response;










(c)


These data shall be used to validate and correct for drift as described in paragraph 8.2.2 of this Annex.




7.4.   Test cycles
The type-approval test shall be conducted using the appropriate non-road steady cycle (NRSC) and, where applicable, non-road transient cycle (NRTC or LSI-NRTC), specified in Appendix A.6 to this Annex. The method for determination of the torque and speed settings for these cycles are laid down in paragraph 7.7 of this Annex.
7.4.1.   Steady-state test cycles
Steady-state test cycles are specified in Appendix A.6 to this Annex as a list of discrete modes (operating points), where each operating point has one value of speed and one value of torque. A steady-state test cycle shall be measured with a warmed up and running engine according to manufacturer's specification. At the choice of the manufacturer, a steady-state test cycle may be run as a discrete-mode cycle or a ramped-modal cycle, as explained in paragraphs 7.4.1.1 and 7.4.1.2 of this Annex. It shall not be required to conduct an emission test according to both paragraphs 7.4.1.1 and 7.4.1.2 of this Annex.
7.4.1.1.   Steady-state discrete mode test cycles
The steady-state discrete mode test cycles are hot running cycles where emissions shall be started to be measured after the engine is started, warmed up and running as specified in paragraph 7.8.1.2 of this Annex. Each cycle consists of a number of speed and load modes (with the respective weighing factor for each mode) which cover the typical operating range of the specified engine category.
7.4.1.2.   Steady-state ramped modal test cycles
The Ramped Modal Cycles (RMC) are hot running cycles where emissions shall be started to be measured after the engine is started, warmed up and running as specified in paragraph 7.8.2.1 of this Annex. The engine shall be continuously controlled by the test bed control unit during the RMC test cycle. The gaseous and particulate emissions shall be measured and sampled continuously during the RMC test cycle in the same way as in a transient cycle.
An RMC is intended to provide a method for performing a steady-state test in a pseudo-transient manner. Each RMC consists of a series of steady state modes with a linear transition between them. The relative total time at each mode and its preceding transition match the weighting of the discrete mode steady state cycles. The change in engine speed and load from one mode to the next one has to be linearly controlled in a time of 20 ± 1 seconds. The mode change time is part of the new mode (including the first mode). In some cases modes are not run in the same order as the discrete mode steady state cycles or are split to prevent extreme changes in temperature.
7.4.2.   Transient test cycle (NRTC and LSI-NRTC)
The Non-Road Transient Cycle (NRTC) and Large Spark Ignition NRTC (LSI-NRTC) are each specified in Appendix A.6 to Annex 4 as a second-by-second sequence of normalised speed and torque values. In order to perform the test in an engine test cell, the normalised values shall be converted to their equivalent reference values for the individual engine to be tested, based on specific speed and torque values identified in the engine-mapping curve. The conversion is referred to as denormalisation, and the resulting test cycle is the reference NRTC or LSI-NRTC test cycle of the engine to be tested (see paragraph 7.7.2 of this Annex).
7.4.2.1.   Test sequence for NRTC
A graphical display of the normalised NRTC dynamometer schedule is shown in Annex 5.
The transient test cycle shall be run twice after completion of pre-conditioning (see paragraph 7.3.1.1.1 of this Annex) in accordance with the following procedure:






(a)


The cold-start run shall commence after the engine and after-treatment systems have cooled down to room temperature after natural engine cool down, or the cold start after forced cool down and the engine, coolant and oil temperatures, after-treatment systems and all engine control devices are stabilised between 293 K and 303 K (20 °C and 30 °C). The measurement of the cold start emissions shall be started with the start of the cold engine;










(b)


The hot soak period shall commence immediately upon completion of the cold start phase. The engine shall be shut-down and conditioned for the hot start by soaking it for 20 minutes ± 1 minute;










(c)


The hot-start run shall commence immediately after the soak period with the cranking of the engine. The gaseous analysers shall be switched on at least 10 s before the end of the soak period to avoid switching signal peaks. The measurement of emissions shall be started in parallel with the start of the hot start phase including the cranking of the engine.




Brake specific emissions expressed in (g/kWh), and, for PN, in (#/kWh) shall be determined by using the procedures of this paragraph for both the cold and hot start test cycles. Composite weighted emissions shall be computed by weighing the cold start results by 10 per cent and the hot start results by 90 per cent as detailed in Annex 5, Appendices A.1 and A.2.
7.4.2.2.   Test sequence for LSI-NRTC
The transient test cycle shall be run once as a hot start test after completion of pre-conditioning (see paragraph 7.3.1.1.2 of this Annex) in accordance with the following procedure:






(a)


The engine shall be started and operated for the first 180 seconds of the duty cycle, then operated at idle without load for 30 seconds. Emissions shall not be measured during this warm-up sequence;










(b)


At the end of the 30-second idling period, emissions measurement shall be started and the engine be operated over the entire duty cycle from the beginning (time 0 sec).




Brake specific emissions expressed in (g/kWh) shall be determined by using the procedures detailed in Annex 5, Appendices A.1 and A.2.
If the engine was already operating before the test, use good engineering judgment to let the engine cool down enough so measured emissions will accurately represent those from an engine starting at room temperature. For example, if an engine starting at room temperature warms up enough in three minutes to start closed-loop operation and achieve full catalyst activity, then minimal engine cooling is necessary before starting the next test.
With the prior agreement of the technical service, the engine warm-up procedure may include up to 15 minutes of operation over the duty cycle.
7.5.   General test sequence
To measure engine emissions the following steps have to be performed:






(a)


The engine test speeds and test torques have to be defined for the engine to be tested by measuring the max torque (for constant speed engines) or max torque curve (for variable speed engines) as function of the engine speed;










(b)


Normalised test cycles have to be denormalised with the torque (for constant speed engines) or speeds and torques (for variable speed engines) found in the previous sub-paragraph (a) of this paragraph;










(c)


The engine, equipment, and measurement instruments shall be prepared for the following emission test or test series (cold and hot cycle) in advance;










(d)


Pre-test procedures shall be performed to verify proper operation of certain equipment and analysers. All analysers have to be calibrated. All pre-test data shall be recorded;










(e)


The engine shall be started (NRTC) or kept running (steady-state cycles and LSI-NRTC) at the beginning of the test cycle and the sampling systems shall be started at the same time;










(f)


Emissions and other required parameters shall be measured or recorded during sampling time (for NRTC, LSI-NRTC and steady-state ramped modal cycles throughout the whole test cycle);










(g)


Post-test procedures shall be performed to verify proper operation of certain equipment and analysers;










(h)


PM filter(s) shall be pre-conditioned, weighed (empty weight), loaded, re-conditioned, again weighed (loaded weight) and then samples shall be evaluated according to pre- (paragraph 7.3.1.6 of this Annex) and post-test (paragraph 7.3.2.2 of this Annex) procedures;










(i)


Emission test results shall be evaluated.




The following diagram (Figure A.4-3) gives an overview about the procedures needed to conduct NRMM test cycles with measuring exhaust engine emissions.

Figure A.4-3


Test sequence




Steady-state discrete &
Transient NRTC
If transient cycle is not applied.
If transient cycle and steady-state are applied.
Generation engine map
Defining steady-state test
Defining steady-state test
Run one or more practice cycle as necessary to check
Natural or forced cool down
Ready all systems for sampling (analyzer calibration included) & data
Warm-up engine
Exhaust emission test
Cold start exhaust emission phase
Hot soak
Hot start exhaust emission phase
1) Data collection 2) Post-test procedures 3) Evaluations
Emissions calculation
7.5.1.   Engine starting, and restarting
7.5.1.1.   Engine start
The engine shall be started:






(a)


As recommended in the owner's manual using a production starter motor or air-start system and either an adequately charged battery, a suitable power supply or a suitable compressed air source; or










(b)


By using the dynamometer to crank the engine until it starts. Typically motor the engine within ± 25 per cent of its typical in-use cranking speed or start the engine by linearly increasing the dynamometer speed from zero to 100 min-1 below low idle speed but only until the engine starts.




Cranking shall be stopped within 1 s of starting the engine. If the engine does not start after 15 s of cranking, cranking shall be stopped and the reason for the failure to start determined, unless the owner's manual or the service-repair manual describes a longer cranking time as normal.
7.5.1.2.   Engine stalling






(a)


If the engine stalls anywhere during the cold start run of the NRTC, the entire test shall be voided;










(b)


If the engine stalls anywhere during the hot start run of the NRTC, only this run shall be voided. The engine shall be soaked according to paragraph 7.8.3 of this Annex, and the hot start test repeated. In this case, the cold start run does not need to be repeated;










(c)


If the engine stalls anywhere during the LSI-NRTC, the test shall be voided.










(d)


If the engine stalls anywhere during the steady-state cycle (discrete or ramped), the test shall be voided and be repeated beginning with the engine warm-up procedure. In the case of PM measurement utilizing the multifilter method (one sampling filter for each operating mode), the test shall be continued by stabilizing the engine at the previous mode for engine temperature conditioning and then initiating measurement with the mode where the engine stalled.




7.5.1.3.   Engine operation
The "operator" may be a person (i.e., manual), or a governor (i.e., automatic) that mechanically or electronically signals an input that demands engine output. Input may be from an accelerator pedal or signal, a throttle-control lever or signal, a fuel lever or signal, a speed lever or signal, or a governor set point or signal.
7.6.   Engine mapping
Before starting the engine mapping, the engine shall be warmed up and towards the end of the warm up it shall be operated for at least 10 minutes at maximum power or according to the recommendation of the manufacturer and good engineering judgment in order to stabilise the engine coolant and lube oil temperatures. When the engine is stabilised, the engine mapping shall be performed.
Where the manufacturer intends to validate the torque signal broadcast by the electronic control unit, of engines so equipped, the verification set out in Appendix A.3 to this Annex shall additionally be performed during the engine mapping.
Except constant speed engines, engine mapping shall be performed with fully open fuel lever or governor using discrete speeds in ascending order. The minimum and maximum mapping speeds are defined as follows:
Minimum mapping speed = warm idle speed
Maximum mapping speed = n
hi × 1,02 or speed where max torque drops off to zero, whichever is smaller.
where:

n
hi is the high speed, defined as the highest engine speed where 70 per cent of the maximum power occurs.
If the highest speed is unsafe or unrepresentative (e.g., for ungoverned engines), good engineering judgment shall be used to map up to the maximum safe speed or the maximum representative one.
7.6.1.   Engine mapping for variable speed NRSC
In the case of engine mapping for a variable speed NRSC (only for engines which have not to run the NRTC or LSI-NRTC cycle), good engineering judgment shall be used to select a sufficient number of evenly spaced set-points. At each set-point, speed shall be stabilised and torque allowed to stabilise at least for 15 seconds. The mean speed and torque shall be recorded at each set-point. It is recommended that the mean speed and torque are calculated using the recorded data from the last 4 to 6 seconds. Linear interpolation shall be used to determine the NRSC test speeds and torques if needed. When engines are additionally required to run an NRTC or LSI-NRTC, the NRTC engine mapping curve shall be used to determine steady-state test speeds and torques.
At the choice of the manufacturer the engine mapping may alternatively be conducted according to the procedure in paragraph 7.6.2 of this Annex.
7.6.2.   Engine mapping for NRTC and LSI-NRTC
The engine mapping shall be performed according to the following procedure:






(a)


The engine shall be unloaded and operated at idle speed:






(i)


For engines with a low-speed governor, the operator demand shall be set to the minimum, the dynamometer or another loading device shall be used to target a torque of zero on the engine's primary output shaft and the engine shall be allowed to govern the speed. This warm idle speed shall be measured;










(ii)


For engines without a low-speed governor, the dynamometer shall be set to target a torque of zero on the engine's primary output shaft, and the operator demand shall be set to control the speed to the manufacturer-declared lowest engine speed possible with minimum load (also known as manufacturer-declared warm idle speed);










(iii)


The manufacturer declared idle torque may be used for all variable-speed engines (with or without a low-speed governor), if a nonzero idle torque is representative of in-use operation.














(b)


Operator demand shall be set to maximum and engine speed shall be controlled to between warm idle and 95 per cent of its warm idle speed. For engines with reference duty cycles, which lowest speed is greater than warm idle speed, the mapping may be started at between the lowest reference speed and 95 per cent of the lowest reference speed;










(c)


The engine speed shall be increased at an average rate of 8 ± 1 min-1/s or the engine shall be mapped by using a continuous sweep of speed at a constant rate such that it takes 4 to 6 min to sweep from minimum to maximum mapping speed. The mapping speed range shall be started between warm idle and 95 per cent of warm idle and ended at the highest speed above maximum power at which less than 70 per cent of maximum power occurs. If this highest speed is unsafe or unrepresentative (e.g., for ungoverned engines), good engineering judgment shall be used to map up to the maximum safe speed or the maximum representative speed. Engine speed and torque points shall be recorded at a sample rate of at least 1 Hz;










(d)


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 shall 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 paragraph for reasons of safety or representativeness shall be approved by the Type Approval Authority along with the justification for their use. In no case, however, the torque curve shall be run by descending engine speeds for governed or turbocharged engines;










(e)


An engine need not be mapped before each and every test cycle. An engine shall be remapped if:






(i)


An unreasonable amount of time has transpired since the last map, as determined by good engineering judgement; or










(ii)


Physical changes or recalibrations have been made to the engine which potentially affect engine performance; or










(iii)


The atmospheric pressure near the engine's air inlet is not within ± 5 kPa of the value recorded at the time of the last engine map.








7.6.3.   Engine mapping for constant-speed NRSC:
The engine may be operated with a production constant-speed governor or a constant-speed governor may be simulated by controlling engine speed with an operator demand control system. Either isochronous or speed-droop governor operation shall be used, as appropriate;
7.6.3.1.   Rated power check for engines to be tested on cycle D2
The following check shall be conducted:






(a)


With the governor or simulated governor controlling speed using operator demand the engine shall be operated at the rated speed and the rated power for as long as required to achieve stable operation;










(b)


The torque shall be increased until the engine is unable to maintain the governed speed. The power at this point shall be recorded. Before this check is performed the method to safely determine when this point has been reached shall be agreed between the manufacturer and the technical service conducting the check, depending upon the characteristics of the governor. The power recorded shall not exceed the rated power as defined in paragraph 2.1.71 of this Regulation by more than 12,5 per cent. If this value is exceeded the manufacturer shall revise the declared rated power.




If the specific engine being tested is unable to perform this check due to risk of damage to the engine or dynamometer the manufacturer shall present to the Type Approval Authority robust evidence that maximum power does not exceed the rated power by more than 12,5 %.
7.6.3.2.   Mapping procedure for constant speed NRSC






(a)


With the governor or simulated governor controlling speed using operator demand, the engine shall be operated at no-load governed speed (at high speed, not low idle) for at least 15 s, unless the specific engine is unable to perform this task;










(b)


The dynamometer shall be used to increase torque at a constant rate. The map shall be conducted such that it takes no less than 2 min to sweep from no-load governed speed to the torque corresponding to rated power for engines to be tested on cycle D2 or to maximum torque in the case of other constant speed test cycles. During the engine mapping actual speed and torque shall be recorded with at least 1 Hz;










(c)


In case of a constant speed engine with a governor that can be reset to alternative speeds, the engine shall be tested at each applicable constant speed.




For constant speed engines good engineering judgment shall be used in agreement with the Type Approval Authority to apply other methods to record torque and power at the defined operating speed(s).
For engines tested on cycles other than D2, when both measured and declared values are available for the maximum torque, the declared value may be used instead of the measured value if it is between 95 and 100 per cent of the measured value.
7.7.   Test cycle generation
7.7.1.   Generation of steady-state test cycles (NRSC)
This paragraph shall be used to generate the engine speeds and torques over which the engine shall be operated during steady-state tests with discrete-mode NRSC or RMC.
7.7.1.1.   Generation of NRSC test speeds for engines tested with both NRSC and either NRTC or LSI-NRTC.
For engines that are tested with either NRTC or LSI-NRTC in addition to a NRSC, the MTS specified in paragraph 5.2.5.1 of this Annex shall be used as the 100 per cent speed for both transient and steady state tests.
The MTS shall be used in place of rated speed when determining intermediate speed in accordance with paragraph 5.2.5.4 of this Annex.
The idle speed shall be determined in accordance with paragraph 5.2.5.5 of this Annex.
7.7.1.2.   Generation of NRSC test speeds for engines only tested with NRSC
For engines that are not tested with a transient (NRTC or LSI-NRTC) test cycle, the rated speed specified in paragraph 5.2.5.3 shall be used as the 100 per cent speed. The rated speed shall be used to determine the intermediate speed in accordance with paragraph 5.2.5.4 of this Annex. If the NRSC specifies additional speeds as a percentage they shall be calculated as a percentage of the rated speed. The idle speed shall be determined in accordance with paragraph 5.2.5.5 of this Annex. With prior approval of the technical service, MTS may be used instead of rated speed for the generation of test speeds in this paragraph.
7.7.1.3.   Generation of NRSC torque for each test mode
The per cent torque for each test mode of the chosen test cycle shall be taken from the appropriate NRSC Table of Appendix A.6 to this Annex. The 100 per cent value at a given test speed shall be the measured or declared value taken from the mapping curve generated in accordance with paragraph 7.6.1, paragraph 7.6.2 or paragraph 7.6.3 of this Annex respectively, expressed as power (kW). The engine setting for each test mode shall be calculated by means of equation (A.4-14):













(A.4-14)




where:







S


=


dynamometer setting in kW




Pmax



=


maximum observed or declared power at the test speed under the test conditions (specified by the manufacturer) in kW




PAUX



=


declared total power absorbed by auxiliaries fitted for the test (see paragraph 6.3.) at the test speed in kW




L


=


per cent torque




A warm minimum torque that is representative of in-use operation may be declared and used for any torque point that would otherwise fall below this value if the engine type will not normally operate below this minimum torque, for example because it will be connected to a non-road mobile machinery that does not operate below a certain minimum torque.
In the case of cycle D2 the manufacturer shall declare the rated power and these shall be used as 100 per cent power when generating the test cycle.
7.7.2.   Generation of NRTC & LSI-NRTC speed and torque for each test point (denormalisation)
This paragraph shall be used to generate the corresponding engine speeds and torques over which the engine shall be operated during NRTC or LSI-NRTC tests. Appendix A.6 to this Annex defines applicable test cycles in a normalised format. A normalised test cycle consists of a sequence of paired values for speed and torque, expressed in per cent.
Normalised values of speed and torque shall be transformed using the following conventions:






(a)


The normalised speed shall be transformed into a sequence of reference speeds, nref, in accordance with paragraph 7.7.2.2 of this Annex;










(b)


The normalised torque is expressed as a percentage of the mapped torque from the curve generated according to paragraph 7.6.2 of this Annex at the corresponding reference speed. These normalised values shall be transformed into a sequence of reference torques, Tref, according to paragraph 7.7.2.3 of this Annex;










(c)


The reference speed and reference torque values expressed in coherent units are multiplied to calculate the reference power values.




7.7.2.1.   Reserved
7.7.2.2.   Denormalisation of engine speed.
The engine speed shall be denormalised by means of equation (A.4-15):













(A.4-15)




where:






nref



is the reference speed




MTS


is the maximum test speed




nidle



is the idle speed




%speed


is the value of NRTC or LSI-NRTC normalised speed taken from Appendix A.6 to this Annex.




7.7.2.3.   Denormalisation of engine torque
The torque values in the engine dynamometer schedule of Appendix A.6 to Annex 4 are normalised to the maximum torque at the respective speed. The torque values of the reference cycle shall be denormalised, using the mapping curve determined according to paragraph 7.6.2. of this Annex, by means of equation (A.4 -16):













(A.4-16)




for the respective reference speed as determined in paragraph 7.7.2.2
where:






Tref



is the reference torque for the respective reference speed




max.torque


is the maximum torque for the respective test speed taken from the engine mapping performed in accordance with paragraph 7.6.2 adjusted where necessary in accordance with sub-paragraph (b) of this paragraph.




%torque


is the value of NRTC or LSI-NRTC normalised torque taken from Appendix A.6 to Annex 4










(a)


Declared minimum torque
A minimum torque that is representative of in-use operation may be declared. For example, if the engine is typically connected to a non-road mobile machinery that does not operate below a certain minimum torque, this torque may be declared and used for any load point that would otherwise fall below this value.










(b)


Adjustment of engine torque due to auxiliaries fitted for the emissions test




Where auxiliaries are fitted in accordance with Appendix A.2 to this Annex, there shall be no adjustment to the maximum torque for the respective test speed taken from the engine mapping performed according to paragraph 7.6.2 of this Annex.
Where, according to paragraphs 6.3.2 or 6.3.3 of this Annex necessary auxiliaries that should have been fitted for the test are not installed, or auxiliaries that should have been removed for the test are installed, the value of T
max shall be adjusted by means of equation (A.4-17).







T
max = T
map – T
AUX



(A.4-17)




with:






TAUX = Tr – Tf



(A.4-18)




where:






Tmap



is the unadjusted maximum torque for the respective test speed taken from the engine mapping performed in accordance with paragraph 7.6.2 of this Annex




Tf



is the torque required to drive auxiliaries that should have been fitted but were not installed for the test




Tr



is the torque required to drive auxiliaries that should have been removed for the test but were installed for the test




7.7.2.4.   Example of denormalisation procedure
As an example, the following test point shall be denormalised:







%speed


=


43 per cent




%torque


=


82 per cent




Given the following values:







MTS


=


2 200 min–1





nidle



=


600 min–1





results in





With the maximum torque of 700 Nm observed from the mapping curve at 1 288 min–1






7.8.   Specific test cycle running procedure
7.8.1.   Emission test sequence for discrete-mode NRSC
7.8.1.1.   Engine warming-up for steady state discrete-mode test cycles
Pre-test procedure according to paragraph 7.3.1 of this Annex shall be performed, including analyser calibration. The engine shall be warmed-up using the pre-conditioning sequence in paragraph 7.3.1.1.3 of this Annex. Immediately from this engine conditioning point, the test cycle measurement starts.
7.8.1.2.   Performing discrete-mode NRSC






(a)


The test shall be performed in ascending order of mode numbers as set out for the relevant test cycle (Appendix A.6 to Annex 4);










(b)


Each mode has a mode length of at least 10 minutes. In each mode the engine shall be stabilised for at least 5 minutes. Gaseous emissions, and, where applicable, PN, shall be sampled for 1 to 3 minutes at the end of each mode and PM emissions shall be sampled according to paragraph (c);
Notwithstanding the first sub-paragraph, when either testing spark ignition engines using cycles G1, G2 or G3 or when conducting measurements according to paragraph 5.6 of this Regulation, each mode has a mode length of at least 3 minutes. In this case gaseous emissions, and, where applicable, PN, shall be sampled for at least the last 2 minutes of each mode and PM emissions shall be sampled according to paragraph (c).
The mode length and sampling time may be extended to improve accuracy.
The mode length shall be recorded and reported;










(c)


For PM emissions, the sampling may be done either with the single filter method or with the multiple filter method. Since the results of the methods may differ slightly, the method used shall be declared with the results.
For the single filter method the modal weighing factors specified in the test cycle procedure and the actual exhaust flow shall be taken into account during sampling by adjusting sample flow rate and/or sampling time, accordingly. It is required that the effective weighing factor of the PM sampling is within ± 0,005 of the weighing factor of the given mode.
Sampling shall be conducted as late as possible within each mode. For the single filter method, the completion of particulate sampling shall be coincident within ± 5 s with the completion of the gaseous emission measurement. The sampling time per mode shall be at least 20 s for the single filter method and at least 60 s for the multifilter method. For systems without bypass capability, the sampling time per mode shall be at least 60 s for single and multiple filter methods;










(d)


The engine speed and load, intake air temperature, fuel flow and where applicable air or exhaust gas flow shall be measured for each mode at the same time interval which is used for the measurement of the gaseous concentrations.
Any additional data required for calculation shall be recorded;










(e)


If the engine stalls or the emission sampling is interrupted at any time after emission sampling begins for a discrete mode and the single filter method, the test shall be voided and be repeated beginning with the engine warm-up procedure. In the case of PM measurement utilizing the multifilter method (one sampling filter for each operating mode), the test shall be continued by stabilizing the engine at the previous mode for engine temperature conditioning and then initiating measurement with the mode where the engine stalled;










(f)


Post-test procedures according to paragraph 7.3.2 of this Annex shall be performed.




7.8.1.3.   Validation criteria
During each mode of the given steady-state test cycle after the initial transition period, the measured speed shall not deviate from the reference speed for more than ± 1 per cent of rated speed or ± 3 min–1, whichever is greater except for idle which shall be within the tolerances declared by the manufacturer. The measured torque shall not deviate from the reference torque for more than ± 2 per cent of the maximum torque at the test speed.
7.8.2.   Emission test sequence for RMC
7.8.2.1.   Engine warming-up
Pre-test procedure according to paragraph 7.3.1 of this Annex shall be performed, including analyser calibration. The engine shall be warmed-up using the pre-conditioning sequence in paragraph 7.3.1.1.4 of this Annex. Immediately after this engine conditioning procedure, if the engine speed and torque are not already set for the first mode of the test they shall be changed in a linear ramp of 20 ± 1 s to the first mode of the test. In between 5 to 10 s after the end of the ramp, the test cycle measurement shall start.
7.8.2.2.   Performing a ramped modal test cycle
The test shall be performed in the order of mode numbers as set out for the test cycle (see Appendix A.6 to this Annex). Where there is no RMC available for the specified NRSC the discrete-mode NRSC procedure set out in paragraph 7.8.1 of this Annex shall be followed.
The engine shall be operated for the prescribed time in each mode. The transition from one mode to the next shall be done linearly in 20 s ± 1 s following the tolerances prescribed in paragraph 7.8.2.4 of this Annex.
For ramped modal cycles, reference speed and torque values shall be generated at a minimum frequency of 1 Hz and this sequence of points shall be used to run the cycle. During the transition between modes, the denormalised reference speed and torque values shall be linearly ramped between modes to generate reference points. The normalised reference torque values shall not be linearly ramped between modes and then denormalised. If the speed and torque ramp runs through a point above the engine's torque curve, it shall be continued to command the reference torques and it shall be allowed for the operator demand to go to maximum.
Over the whole RMC test cycle (during each mode and including the ramps between the modes), the concentration of each gaseous pollutant shall be measured and where there is an applicable limit the PM and PN be sampled. The gaseous pollutants may be measured raw or diluted and be recorded continuously; if diluted, they can also be sampled into a sampling bag. The particulate sample shall be diluted with conditioned and clean air. One sample over the complete test procedure shall be taken, and , in the case of PM, collected on a single PM sampling filter.
For calculation of the brake specific emissions, the actual cycle work shall be calculated by integrating actual engine power over the complete cycle.
7.8.2.3.   Emission test sequence:






(a)


Execution of the RMC, sampling exhaust gases, recording data, and integrating measured values shall be started simultaneously;










(b)


Speed and torque shall be controlled to the first mode in the test cycle;










(c)


If the engine stalls anywhere during the RMC execution, the test shall be voided. The engine shall be pre-conditioned and the test repeated;










(d)


At the end of the RMC, sampling shall be continued, except for PM sampling, operating all systems to allow system response time to elapse. Then all sampling and recording shall be stopped, including the recording of background samples. Finally, any integrating devices shall be stopped and the end of the test cycle shall be indicated in the recorded data;










(e)


Post-test procedures according to paragraph 7.3.2 of this Annex shall be performed.




7.8.2.4.   Validation criteria
RMC tests shall be validated using the regression analysis as described in paragraphs 7.8.3.3 and 7.8.3.5 of this Annex. The allowed RMC tolerances are given in the following Table A.4-1. Note that the RMC tolerances are different from the NRTC tolerances of Table A.4-2. When conducting testing of engines of reference power greater than 560 kW the regression line tolerances of Table A.4-2 and the point deletion of Table A.4-3 may be used.

Table A.4-1


RMC Regression line tolerances









 


Speed


Torque


Power




Standard error of estimate (SEE) of y on x



max 1 % of rated speed


max 2 % of maximum engine torque


max 2 % of maximum engine power




Slope of the regression line, a
1



0,99 to 1,01


0,98 to 1,02


0,98 to 1,02




Coefficient of determination, r
2



min 0,990


min 0,950


min 0,950





y intercept of the regression line, a
0



± 1 % of rated speed


± 20 Nm or 2 % of maximum torque, whichever is greater


± 4 kW or 2 % of maximum power, whichever is greater




In case of running the RMC test not on a transient test bed, where the second by second speed and torque values are not available, the following validation criteria shall be used.
At each mode the requirements for the speed and torque tolerances are given in paragraph 7.8.1.3 of this Annex. For the 20 s linear speed and linear torque transitions between the RMC steady-state test modes (paragraph 7.4.1.2 of this Annex) the following tolerances for speed and load shall be applied for the ramp, the speed shall be held linear within ± 2 per cent of rated speed. The torque shall be held linear within ± 5 per cent of the maximum torque at rated speed.
7.8.3.   Transient test cycle (NRTC and LSI-NRTC)
Reference speeds and torques commands shall be sequentially executed to perform the NRTC and LSI-NRTC . Speed and torque commands shall be issued at a frequency of at least 5 Hz. Because the reference test cycle is specified at 1 Hz, the in between speed and torque commands shall be linearly interpolated from the reference torque values generated from cycle generation.
Small denormalised speed values near warm idle speed may cause low-speed idle governors to activate and the engine torque to exceed the reference torque even though the operator demand is at a minimum. In such cases, it is recommended to control the dynamometer so it gives priority to follow the reference torque instead of the reference speed and let the engine govern the speed.
Under cold-start conditions engines may use an enhanced-idle device to quickly warm up the engine and after-treatment devices. Under these conditions, very low normalised speeds will generate reference speeds below this higher enhanced idle speed. In this case it is recommended controlling the dynamometer so it gives priority to follow the reference torque and let the engine govern the speed when the operator demand is at minimum.
During an emission test, reference speeds and torques and the feedback speeds and torques shall be recorded with a minimum frequency of 1 Hz, but preferably of 5 Hz or even 10 Hz. This larger recording frequency is important as it helps to minimise the biasing effect of the time lag between the reference and the measured feedback speed and torque values.
The reference and feedback speeds and torques may be recorded at lower frequencies (as low as 1 Hz), if the average values over the time interval between recorded values are recorded. The average values shall be calculated based on feedback values updated at a frequency of at least 5 Hz. These recorded values shall be used to calculate cycle-validation statistics and total work.
7.8.3.1.   Performing an NRTC transient cycle test
Pre-test procedures according to paragraph 7.3.1 of this Annex shall be performed, including analyser calibration.
Testing shall be started as follows:
The test sequence shall commence immediately after the engine has started from cooled down condition specified in paragraph 7.3.1.2 of this Annex in case of the cold-start NRTC test or from hot soak condition in case of the hot-start NRTC test. The sequence in paragraph 7.4.2.1 of this Annex shall be followed.
Data logging, sampling of exhaust gases and integrating measured values shall be initiated simultaneously at the start of the engine. The test cycle shall be initiated when the engine starts and shall be executed according to the schedule of Appendix A.6 to this Annex.
At the end of the cycle, sampling shall be continued, operating all systems to allow system response time to elapse. Then all sampling and recording shall be stopped, including the recording of background samples. Finally, any integrating devices shall be stopped and the end of the test cycle shall be indicated in the recorded data.
Post-test procedures according to paragraph 7.3.2 of this Annex shall be performed.
7.8.3.2.   Performing an LSI-NRTC test
Pre-test procedures according to paragraph 7.3.1 of this Annex shall be performed, including pre-conditioning and analyser calibration.
Testing shall be started as follows:
The test shall commence according to the sequence given in paragraph 7.4.2.2 of this Annex.
Data logging, sampling of exhaust gas and integrating measured values shall be initiated simultaneously with the start of the LSI-NRTC at the end of the 30-second idle period specified in paragraph 7.4.2.2(b) of this Annex. The test cycle shall be executed according to the schedule of Appendix A.6 to this Annex.
At the end of the cycle, sampling shall be continued, operating all systems to allow system response time to elapse. Then all sampling and recording shall be stopped, including the recording of background samples. Finally, any integrating devices shall be stopped and the end of the test cycle shall be indicated in the recorded data.
Post-test procedures according to paragraph 7.3.2 of this Annex shall be performed.
7.8.3.3.   Cycle validation criteria for transient (NRTC and LSI-NRTC) test cycle
In order to check the validity of a test, the cycle-validation criteria in this paragraph shall be applied to the reference and feedback values of speed, torque, power and overall work.
7.8.3.4.   Calculation of cycle work
Before calculating the cycle work, any speed and torque values recorded during engine starting shall be omitted. Points with negative torque values have to be accounted for as zero work. The actual cycle work W
act (kWh) shall be calculated based on engine feedback speed and torque values. The reference cycle work W
ref (kWh) shall be calculated based on engine reference speed and torque values. The actual cycle work W
act is used for comparison to the reference cycle work W
ref and for calculating the brake specific emissions (see paragraph 7.2 of this Annex).

W
act shall be between 85 per cent and 105 per cent of W
ref.
7.8.3.5.   Validation statistics (see Annex 5, Appendix A.3)
Linear regression between the reference and the feedback values shall be calculated for speed, torque and power.
To minimise the biasing effect of the time lag between the reference and feedback 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 shall be shifted by the same amount in the same direction.
The method of least squares shall be used, with the best-fit equation having the form:







y = a
1
x + a0




(A.4-19)




where:







y


=


feedback value of speed (min–1), torque (Nm), or power (kW)




a1



=


slope of the regression line




x


=


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




a0



=


y intercept of the regression line




The standard error of estimate (SEE) of y on x and the coefficient of determination (r
2) shall be calculated for each regression line (Annex 4, Appendix A.2).
It is recommended that this analysis be performed at 1 Hz. For a test to be considered valid, the criteria of Table A.4-2 below shall be met.

Table A.4-2


Regression line tolerances









 


Speed


Torque


Power




Standard error of estimate (SEE) of y on x



≤ 5,0 per cent of maximum test speed


≤ 10,0 per cent of maximum mapped torque


≤ 10,0 per cent of maximum mapped power




Slope of the regression line, a
1



0,95 to 1,03


0,83 to 1,03


0,89 to 1,03




Coefficient of determination, r
2



minimum 0,970


minimum 0,850


minimum 0,910





y intercept of the regression line, a
0



≤ 10 per cent of idle


± 20 Nm or ± 2 per cent of maximum torque whichever is greater


± 4 kW or ± 2 per cent of maximum power whichever is greater




For regression purposes only, point deletions are permitted where noted in Table A.4-3 below before doing the regression calculation. However, those points shall not be deleted for the calculation of cycle work and emissions. An idle point is defined as a point having a normalised reference torque of 0 per cent and a normalised reference speed of 0 per cent. Point deletion may be applied to the whole or to any part of the cycle; points to which the point deletion is applied have to be specified.

Table A.4-3


Permitted point deletions from regression analysis








Event


Conditions (n = engine speed, T = torque)


Permitted point deletions




Minimum operator demand (idle point)



n
ref = n
idle

and

T
ref = 0
and

T
act > (T
ref - 0,02 T
maxmappedtorque)
and

T
act < (T
ref + 0,02 T
maxmappedtorque)


speed and power




Minimum operator demand



n
act ≤ 1,02 n
ref and T
act > T
ref

or

n
act > n
ref and T
act ≤ T
ref

or

n
act > 1,02 n
ref and T
ref < T
act ≤ (T
ref + 0,02 T
maxmappedtorque)


power and either torque or speed




Maximum operator demand



n
act < n
ref and T
act ≥ T
ref

or

n
act ≥ 0,98 n
ref and T
act < T
ref

or

n
act < 0,98 n
ref and T
ref > T
act ≥ (T
ref – 0,02 T
maxmappedtorque)


power and either torque or speed




where:






nref



is the reference speed (see paragraph 7.7.2 of this Annex)




nidle



is the idle speed




nact



is the actual (measured) speed




Tref



is the reference torque (see paragraph 7.7.2 of this Annex)




Tact



is the actual (measured) torque




Tmaxmappedtorque



is the highest value of torque on the full-load torque curve mapped according to paragraph 7.6 of this Annex.




8.   MEASUREMENT PROCEDURES
8.1.   Calibration and performance checks
8.1.1.   Introduction
This paragraph describes required calibrations and verifications of measurement systems. See paragraph 9.4 of this Annex for specifications that apply to individual instruments.
Calibrations or verifications shall be generally performed over the complete measurement chain.
If a calibration or verification for a portion of a measurement system is not specified, that portion of the system shall be calibrated and its performance verified at a frequency consistent with any recommendations from the measurement system manufacturer and consistent with good engineering judgment.
Internationally recognized-traceable standards shall be used to meet the tolerances specified for calibrations and verifications.
8.1.2.   Summary of calibration and verification
Table A.4-4 summarizes the calibrations and verifications described in this paragraph and indicates when these have to be performed.

Table A.4-4


Summary of calibration and verifications







Type of calibration or verification


Minimum frequency (1)





8.1.3: Accuracy, repeatability and noise


Accuracy: Not required, but recommended for initial installation.
Repeatability: Not required, but recommended for initial installation.
Noise: Not required, but recommended for initial installation.




8.1.4: Linearity verification


Speed: Upon initial installation, within 370 days before testing and after major maintenance.
Torque: Upon initial installation, within 370 days before testing and after major maintenance.
Clean gas and diluted exhaust flows: Upon initial installation, within 370 days before testing and after major maintenance, unless flow is verified by propane check or by carbon or oxygen balance.
Raw exhaust flow: Upon initial installation, within 185 days before testing and after major maintenance, unless flow is verified by propane check or by carbon or oxygen balance.
Gas analysers: Upon initial installation, within 35 days before testing and after major maintenance.
PM balance: Upon initial installation, within 370 days before testing and after major maintenance.
Stand-alone pressure and temperature: Upon initial installation, within 370 days before testing and after major maintenance.




8.1.5: Continuous gas analyser system response and updating-recording verification — for gas analysers not continuously compensated for other gas species


Upon initial installation or after system modification that would affect response.




8.1.6: Continuous gas analyser system response and updating-recording verification — for gas analysers continuously compensated for other gas species


Upon initial installation or after system modification that would affect response.




8.1.7.1: Torque


Upon initial installation and after major maintenance.




8.1.7.2: Pressure, temperature, dew point


Upon initial installation and after major maintenance.




8.1.8.1: Fuel flow


Upon initial installation and after major maintenance.




8.1.8.2: Intake flow


Upon initial installation and after major maintenance.




8.1.8.3: Exhaust flow


Upon initial installation and after major maintenance.




8.1.8.4: Diluted exhaust flow (CVS and PFD)


Upon initial installation and after major maintenance.




8.1.8.5: CVS/PFD and batch sampler verification (2)



Upon initial installation, within 35 days before testing, and after major maintenance (propane check)




8.1.8.5.8: Sample dryer verification


For thermal chillers: upon installation and after major maintenance. For osmotic membranes: upon installation, within 35 days of testing and after major maintenance




8.1.8.8: Vacuum leak


Before each laboratory test according to paragraph 7.1




8.1.9.1: CO2 NDIR H2O interference


Upon initial installation and after major maintenance.




8.1.9.2: CO NDIR CO2 and H2O interference


Upon initial installation and after major maintenance.




8.1.10.1: FID calibration
THC FID optimisation and THC FID verification


Calibrate, optimise, and determine CH4 response: upon initial installation and after major maintenance.
Verify CH4 response: upon initial installation, within 185 days before testing, and after major maintenance.




8.1.10.2: Raw exhaust FID O2 interference


For all FID analysers: upon initial installation, and after major maintenance.
For THC FID analysers: upon initial installation, after major maintenance, and after FID optimisation according to paragraph 8.1.10.1




8.1.11.1: CLD CO2 and H2O quench


Upon initial installation and after major maintenance.




8.1.11.3: NDUV HC and H2O interference


Upon initial installation and after major maintenance.




8.1.11.4: Sample dryer NO2 penetration (chiller)


Upon initial installation and after major maintenance.




8.1.11.5: NO2-to-NO converter conversion


Upon initial installation, within 35 days before testing, and after major maintenance.




8.1.12.1: PM balance and weighing


Independent verification: upon initial installation, within 370 days before testing, and after major maintenance.
Zero, span, and reference sample verifications: within 12 hours before weighing, and after major maintenance.




8.1.3.   Verifications for accuracy, repeatability, and noise
The performance values for individual instruments specified in Table 8 are the basis for the determination of the accuracy, repeatability, and noise of an instrument.
It is not required to verify instrument accuracy, repeatability, or noise. However, it may be useful to consider these verifications to define a specification for a new instrument, to verify the performance of a new instrument upon delivery, or to troubleshoot an existing instrument.
8.1.4.   Linearity verification
8.1.4.1.   Scope and frequency
A linearity verification shall be performed on each measurement system listed in Table A.4-5 at least as frequently as indicated in the table, consistent with measurement system manufacturer recommendations and good engineering judgment. The intent of a linearity verification is to determine that a measurement system responds proportionally over the measurement range of interest. A linearity verification shall consist of introducing a series of at least 10 reference values to a measurement system, unless otherwise specified. The measurement system quantifies each reference value. The measured values shall be collectively compared to the reference values by using a least squares linear regression and the linearity criteria specified in Table A.4-5.
8.1.4.2.   Performance requirements
If a measurement system does not meet the applicable linearity criteria in Table A.4-5, the deficiency shall be corrected by re-calibrating, servicing, or replacing components as needed. The linearity verification shall be repeated after correcting the deficiency to ensure that the measurement system meets the linearity criteria.
8.1.4.3.   Procedure
The following linearity verification protocol shall be used:






(a)


A measurement system shall be operated at its specified temperatures, pressures, and flows;










(b)


The instrument shall be zeroed as it would before an emission test by introducing a zero signal. For gas analysers, a zero gas shall be used that meets the specifications of paragraph 9.5.1 of this Annex and it shall be introduced directly at the analyser port;










(c)


The instrument shall be spanned as it would before an emission test by introducing a span signal. For gas analysers, a span gas shall be used that meets the specifications of paragraph 9.5.1 of this Annex and it shall be introduced directly at the analyser port;










(d)


After spanning the instrument, zero shall be checked with the same signal which has been used in sub-paragraph (b) of this paragraph. Based on the zero reading, good engineering judgment shall be used to determine whether or not to re-zero and or re-span the instrument before proceeding to the next step;










(e)


For all measured quantities manufacturer recommendations and good engineering judgment shall be used to select the reference values, y
refi
, that cover the full range of values that are expected during emission testing, thus avoiding the need of extrapolation beyond these values. A zero reference signal shall be selected as one of the reference values of the linearity verification. For stand-alone pressure and temperature linearity verifications, at least three reference values shall be selected. For all other linearity verifications, at least ten reference values shall be selected;










(f)


Instrument manufacturer recommendations and good engineering judgment shall be used to select the order in which the series of reference values will be introduced;










(g)


Reference quantities shall be generated and introduced as described in paragraph 8.1.4.4 of this annex. For gas analysers, gas concentrations known to be within the specifications of paragraph 9.5.1 of this Annex shall be used and they shall be introduced directly at the analyser port;










(h)


Time for the instrument to stabilise while it measures the reference value shall be allowed;










(i)

At a recording frequency of at least the minimum frequency, as specified in Table 7, the reference value shall be measured for 30 s and the arithmetic mean of the recorded values,




 recorded;









(j)


Steps in sub-paragraphs (g) through (i) of this paragraph shall be repeated until all reference quantities are measured;










(k)

The arithmetic means





, and reference values, y
refi
, shall be used to calculate least-squares linear regression parameters and statistical values to compare to the minimum performance criteria specified in Table 5. The calculations described in Appendix A.3 to Annex 5 shall be used.



8.1.4.4.   Reference signals
This paragraph describes recommended methods for generating reference values for the linearity-verification protocol in paragraph 8.1.4.3 of this Annex. Reference values shall be used that simulate actual values, or an actual value shall be introduced and measured with a reference-measurement system. In the latter case, the reference value is the value reported by the reference-measurement system. Reference values and reference-measurement systems shall be internationally traceable.
For temperature measurement systems with sensors like thermocouples, RTDs, and thermistors, the linearity verification may be performed by removing the sensor from the system and using a simulator in its place. A simulator that is independently calibrated and cold junction compensated, as necessary shall be used. The internationally traceable simulator uncertainty scaled to temperature shall be less than 0,5 per cent of maximum operating temperature T
max. If this option is used, it is necessary to use sensors that the supplier states are accurate to better than 0,5 per cent of T
max compared to their standard calibration curve.
8.1.4.5.   Measurement systems that require linearity verification
Table A.4-5 indicates measurement systems that require linearity verifications. For this table the following provisions shall apply.






(a)


A linearity verification shall be performed more frequently if the instrument manufacturer recommends it or based on good engineering judgment;










(b)


"min" refers to the minimum reference value used during the linearity verification;
Note that this value may be zero or a negative value depending on the signal;










(c)


"max" generally refers to the maximum reference value used during the linearity verification. For example for gas dividers, x
max is the undivided, undiluted, span gas concentration. The following are special cases where "max" refers to a different value:






(i)


For PM balance linearity verification, m
max refers to the typical mass of a PM filter;










(ii)


For torque linearity verification, T
max refers to the manufacturer's specified engine torque peak value of the highest torque engine to be tested.














(d)


The specified ranges are inclusive. For example, a specified range of 0,98-1,02 for the slope a
1 means 0,98 ≤ a
1 ≤ 1,02;










(e)


These linearity verifications are not required for systems that pass the flow-rate verification for diluted exhaust gas as described 8.1.8.5 for the propane check or for systems that agree within ± 2 per cent based on a chemical balance of carbon or oxygen of the intake air, fuel, and exhaust gas;










(f)



a
1 criteria for these quantities shall be met only if the absolute value of the quantity is required, as opposed to a signal that is only linearly proportional to the actual value;










(g)


Stand-alone temperatures include engine temperatures and ambient conditions used to set or verify engine conditions; temperatures used to set or verify critical conditions in the test system; and temperatures used in emissions calculations:






(i)


These temperature linearity checks are required. Air intake; after-treatment bed(s) (for engines tested with after-treatment devices on cycles with cold start criteria); dilution air for PM sampling (CVS, double dilution, and partial flow systems); PM sample; and chiller sample (for gaseous sampling systems that use chillers to dry samples);










(ii)


These temperature linearity checks are only required if specified by the engine manufacturer. Fuel inlet; test cell charge air cooler air outlet (for engines tested with a test cell heat exchanger simulating a vehicle/machine charge air cooler); test cell charge air cooler coolant inlet (for engines tested with a test cell heat exchanger simulating a vehicle/machine charge air cooler); and oil in the sump/pan; coolant before the thermostat (for liquid cooled engines);














(h)


Stand-alone pressures include engine pressures and ambient conditions used to set or verify engine conditions; pressures used to set or verify critical conditions in the test system; and pressures used in emissions calculations:






(i)


Required pressure linearity checks are: intake air pressure restriction; exhaust back pressure; barometer; CVS inlet gage pressure (if measurement using CVS); chiller sample (for gaseous sampling systems that use chillers to dry samples);










(ii)


Pressure linearity checks that are required only if specified by the engine manufacturer: test cell charge air cooler and interconnecting pipe pressure drop (for turbo-charged engines tested with a test cell heat exchanger simulating a vehicle/machine charge air cooler) fuel inlet; and fuel outlet.

Table A.4-5


Measurement systems that require linearity verifications












Measurement System


Quantity


Minimum verification frequency


Linearity Criteria











a


SEE



r
2





Engine speed



n



Within 370 days before testing


≤ 0,05 % n
max



0,98-1,02


≤ 2 % n
max



≥ 0,990




Engine torque



T



Within 370 days before testing


≤ 1 % T
max



0,98-1,02


≤ 2 % T
max



≥ 0,990




Fuel flow rate



q

m




Within 370 days before testing


≤ 1 % q

m, max




0,98-1,02


≤ 2 % q

m, max




≥ 0,990




Intake-air flow rate (3)




q

V




Within 370 days before testing


≤ 1 % q

V, max




0,98-1,02


≤ 2 % q

V, max




≥ 0,990




Dilution air flow rate (3)




q

V




Within 370 days before testing


≤ 1 % q

V, max




0,98-1,02


≤ 2 % q

V, max




≥ 0,990




Diluted exhaust flow rate (3)




q

V




Within 370 days before testing


≤ 1 % q

V, max




0,98-1,02


≤ 2 % q

V, max




≥ 0,990




Raw exhaust flow rate (3)




q

V




Within 185 days before testing


≤ 1 % q

V, max




0,98-1,02


≤ 2 % q

V, max




≥ 0,990




Batch sampler flow rates (3)




q

V




Within 370 days before testing


≤ 1 % q

V, max




0,98-1,02


≤ 2 % q

V, max




≥ 0,990




Gas dividers









Within 370 days before testing


≤ 0,5 % x
max



0,98-1,02


≤ 2 % x
max



≥ 0,990




Gas analysers



x



Within 35 days before testing


≤ 0,5 % x
max



0,99-1,01


≤ 1 % x
max



≥ 0,998




PM balance



m



Within 370 days before testing


≤ 1 % m
max



0,99-1,01


≤ 1 % m
max



≥ 0,998




Stand-alone pressures



p



Within 370 days before testing


≤ 1 % p
max



0,99-1,01


≤ 1 % p
max



≥ 0,998




Analog-to-digital conversion of stand-alone temperature signals



T



Within 370 days before testing


≤ 1 % T
max



0,99-1,01


≤ 1 % T
max



≥ 0,998












8.1.5.   Continuous gas analyser system-response and updating-recording verification
This paragraph describes a general verification procedure for continuous gas analyser system response and update recording. See paragraph 8.1.6 below for verification procedures for compensation type analysers.
8.1.5.1.   Scope and frequency
This verification shall be performed after installing or replacing a gas analyser that is used for continuous sampling. Also this verification shall be performed if the system is reconfigured in a way that would change system response. This verification is needed for continuous gas analysers used for transient (NRTC and LSI- NRTC) test cycles or ramped-modal testing but is not needed for batch gas analyser systems or for continuous gas analyser systems used only for testing with a discrete-mode NRSC.
8.1.5.2.   Measurement principles
This test verifies that the updating and recording frequencies match the overall system response to a rapid change in the value of concentrations at the sample probe. Gas analyser systems shall be optimised such that their overall response to a rapid change in concentration is updated and recorded at an appropriate frequency to prevent loss of information. This test also verifies that continuous gas analyser systems meet a minimum response time.
The system settings for the response time evaluation shall be exactly the same as during measurement of the test run (i.e. pressure, flow rates, filter settings on the analysers and all other response time influences). The response time determination shall be done with gas switching directly at the inlet of the sample probe. The devices for gas switching shall have a specification to perform the switching in less than 0,1 s. The gases used for the test shall cause a concentration change of at least 60 per cent full scale (FS).
The concentration trace of each single gas component shall be recorded.
8.1.5.3.   System requirements






(a)


The system response time shall be ≤ 10 s with a rise time of ≤ 5 s or with a rise and fall time of ≤ 5 s each for all measured components (CO, NOX, CO2 and HC) and all ranges used.
All data (concentration, fuel and air flows) have to be shifted by their measured response times before performing the emission calculations given in Annex 5.










(b)


To demonstrate acceptable updating and recording with respect to the system's overall response, the system shall meet one of the following criteria:






(i)


The product of the mean rise time and the frequency at which the system records an updated concentration shall be at least 5. In any case the mean rise time shall be no more than 10 s;










(ii)


The frequency at which the system records the concentration shall be at least 2 Hz (see also Table 7).








8.1.5.4.   Procedure
The following procedure shall be used to verify the response of each continuous gas analyser system:






(a)


The analyser system manufacturer's start-up and operating instructions for the instrument setup shall be followed. The measurement system shall be adjusted as needed to optimise performance. This verification shall be run with the analyser operating in the same manner as used for emission testing. If the analyser shares its sampling system with other analysers, and if gas flow to the other analysers will affect the system response time, then the other analysers shall be started up and operated while running this verification test. This verification test may be run on multiple analysers sharing the same sampling system at the same time. If analogue or real-time digital filters are used during emission testing, those filters shall be operated in the same manner during this verification;










(b)


For equipment used to validate system response time, minimal gas transfer line lengths between all connections are recommended to be used, a zero-air source shall be connected to one inlet of a fast-acting 3-way valve (2 inlets, 1 outlet) in order to control the flow of zero and blended span gases to the sample system's probe inlet or a tee near the outlet of the probe. Normally the gas flow rate is higher than the probe sample flow rate and the excess is overflowed out the inlet of the probe. If the gas flow rate is lower than the probe flow rate, the gas concentrations shall be adjusted to account for the dilution from ambient air drawn into the probe. Binary or multi-gas span gases may be used. A gas blending or mixing device may be used to blend span gases. A gas blending or mixing device is recommended when blending span gases diluted in N2 with span gases diluted in air;
Using a gas divider, an NO–CO–CO2–C3H8–CH4 (balance N2) span gas shall be equally blended with a span gas of NO2, balance purified synthetic air. Standard binary span gases may be also be used, where applicable, in place of blended NO-CO-CO2-C3H8-CH4, balance N2 span gas; in this case separate response tests shall be run for each analyser. The gas divider outlet shall be connected to the other inlet of the 3-way valve. The valve outlet shall be connected to an overflow at the gas analyser system's probe or to an overflow fitting between the probe and transfer line to all the analysers being verified. A setup that avoids pressure pulsations due to stopping the flow through the gas blending device shall be used. Any of these gas constituents if they are not relevant to the analysers for this verification shall be omitted. Alternatively the use of gas bottles with single gases and a separate measurement of response times is allowed;










(c)


Data collection shall be done as follows:






(i)


The valve shall be switched to start the flow of zero gas;










(ii)


Stabilisation shall be allowed for, accounting for transport delays and the slowest analyser's full response;










(iii)


Data recording shall be started at the frequency used during emission testing. Each recorded value shall be a unique updated concentration measured by the analyser; interpolation or filtering may not be used to alter recorded values;










(iv)


The valve shall be switched to allow the blended span gases to flow to the analysers. This time shall be recorded as t
0;










(v)


Transport delays and the slowest analyser's full response shall be allowed for;










(vi)


The flow shall be switched to allow zero gas to flow to the analyser. This time shall be recorded as t
100;










(vii)


Transport delays and the slowest analyser's full response shall be allowed for;










(viii)


The steps in sub-paragraphs (c)(iv) through (vii) of this paragraph shall be repeated to record seven full cycles, ending with zero gas flowing to the analysers;










(ix)


Recording shall be stopped.








8.1.5.5.   Performance evaluation
The data from sub-paragraph (c) of paragraph 8.1.5.4 of this Annex shall be used to calculate the mean rise time, T
10 – 90 for each of the analysers.






(a)


If it is chosen to demonstrate compliance with sub-paragraphs (b)(i) of paragraph 8.1.5.3 of this Annex, the following procedure has to be applied: The rise times (in s) shall be multiplied by their respective recording frequencies in Hertz (1/s). The value for each result shall be at least 5. If the value is less than 5, the recording frequency shall be increased or the flows adjusted or the design of the sampling system shall be changed to increase the rise time as needed. Also digital filters may be configured to increase rise time;










(b)


If it is chosen to demonstrate compliance with sub-paragraphs (b)(ii) of paragraph 8.1.5.3, the demonstration of compliance with the requirements of sub-paragraphs (b)(ii) of paragraph 8.1.5.3 is sufficient.




8.1.6.   Response time verification for compensation type analysers
8.1.6.1.   Scope and frequency
This verification shall be performed to determine a continuous gas analyser's response, where one analyser's response is compensated by another's to quantify a gaseous emission. For this check water vapour shall be considered to be a gaseous constituent. This verification is required for continuous gas analysers used for transient (NRTC and LSI-NRTC) test cycles or RMC. This verification is not needed for batch gas analysers or for continuous gas analysers that are used only for discrete-mode NRSC testing. This verification does not apply to correction for water removed from the sample done in post-processing. This verification shall be performed after initial installation (i.e. test cell commissioning). After major maintenance, paragraph 8.1.5 may be used to verify uniform response provided that any replaced components have gone through a humidified uniform response verification at some point.
8.1.6.2.   Measurement principles
This procedure verifies the time-alignment and uniform response of continuously combined gas measurements. For this procedure, it is necessary to ensure that all compensation algorithms and humidity corrections are turned on.
8.1.6.3.   System requirements
The general response time and rise time requirement given in sub-paragraph (a) of 8.1.5.3 is also valid for compensation type analysers. Additionally, if the recording frequency is different than the update frequency of the continuously combined/compensated signal, the lower of these two frequencies shall be used for the verification required by sub-paragraphs (b)(i) of paragraph 8.1.5.3 of this Annex.
8.1.6.4.   Procedure
All procedures given in sub-paragraphs (a) to (c) of paragraph 8.1.5.4 of this Annex shall be used. Additionally also the response and rise time of water vapour has to be measured, if a compensation algorithm based on measured water vapour is used. In this case at least one of the used calibration gases (but not NO2) has to be humidified as follows:
If the system does not use a sample dryer to remove water from the sample gas, the span gas shall be humidified by flowing the gas mixture through a sealed vessel that humidifies the gas to the highest sample dew point that is estimated during emission sampling by bubbling it through distilled water. If the system uses a sample dryer during testing that has passed the sample dryer verification check, the humidified gas mixture may be introduced downstream of the sample dryer by bubbling it through distilled water in a sealed vessel at 298 ± 10 K (25 ± 10 °C), or a temperature greater than the dew point. In all cases, downstream of the vessel, the humidified gas shall be maintained at a temperature of at least 5 K (5 °C) above its local dew point in the line. Note that it is possible to omit any of these gas constituents if they are not relevant to the analysers for this verification. If any of the gas constituents are not susceptible to water compensation, the response check for these analysers may be performed without humidification.
8.1.7.   Measurement of engine parameters and ambient conditions
Internal quality procedures shall be applied, which are traceable to recognised national or international standards. Otherwise the following procedures apply.
8.1.7.1.   Torque calibration
8.1.7.1.1.   Scope and frequency
All torque-measurement systems including dynamometer torque measurement transducers and systems shall be calibrated upon initial installation and after major maintenance using, among others, reference force or lever-arm length coupled with dead weight. Good engineering judgment shall be used to repeat the calibration. The torque transducer manufacturer's instructions shall be followed for linearizing the torque sensor's output. Other calibration methods are permitted.
8.1.7.1.2.   Dead-weight calibration
This technique applies a known force by hanging known weights at a known distance along a lever arm. It shall be made sure that the weights' lever arm is perpendicular to gravity (i.e., horizontal) and perpendicular to the dynamometer's rotational axis. At least six calibration-weight combinations shall be applied for each applicable torque-measuring range, spacing the weight quantities about equally over the range. The dynamometer shall be oscillated or rotated during calibration to reduce frictional static hysteresis. Each weight's force shall be determined by multiplying its internationally-traceable mass by the local acceleration of Earth's gravity.
8.1.7.1.3.   Strain gage or proving ring calibration
This technique applies force either by hanging weights on a lever arm (these weights and their lever arm length are not used as part of the reference torque determination) or by operating the dynamometer at different torques. At least six force combinations shall be applied for each applicable torque-measuring range, spacing the force quantities about equally over the range. The dynamometer shall be oscillated or rotated during calibration to reduce frictional static hysteresis. In this case, the reference torque is determined by multiplying the force output from the reference meter (such as a strain gage or proving ring) by its effective lever-arm length, which is measured from the point where the force measurement is made to the dynamometer's rotational axis. It shall be made sure that this length is measured perpendicular to the reference meter's measurement axis and perpendicular to the dynamometer's rotational axis.
8.1.7.2.   Pressure, temperature, and dew point calibration
Instruments shall be calibrated for measuring pressure, temperature, and dew point upon initial installation. The instrument manufacturer's instructions shall be followed and good engineering judgment shall be used to repeat the calibration.
For temperature measurement systems with thermocouple, RTD, or thermistor sensors, the calibration of the system shall be performed as described in paragraph 8.1.4.4 of this Annex for linearity verification.
8.1.8.   Flow-related measurements
8.1.8.1.   Fuel flow calibration
Fuel flowmeters shall be calibrated upon initial installation. The instrument manufacturer's instructions shall be followed and good engineering judgment shall be used to repeat the calibration.
8.1.8.2.   Intake air flow calibration
Intake air flowmeters shall be calibrated upon initial installation. The instrument manufacturer's instructions shall be followed and good engineering judgment shall be used to repeat the calibration.
8.1.8.3.   Exhaust flow calibration
Exhaust flowmeters shall be calibrated upon initial installation. The instrument manufacturer's instructions shall be followed and good engineering judgment shall be used to repeat the calibration.
8.1.8.4.   Diluted exhaust flow (CVS) calibration
8.1.8.4.1.   Overview






(a)


This paragraph describes how to calibrate flowmeters for diluted exhaust Constant-Volume Sampling (CVS) systems;










(b)


This calibration shall be performed while the flowmeter is installed in its permanent position. This calibration shall be performed after any part of the flow configuration upstream or downstream of the flowmeter has been changed that may affect the flowmeter calibration. This calibration shall be performed upon initial CVS installation and whenever corrective action does not resolve a failure to meet the diluted exhaust flow verification (i.e., propane check) in paragraph 8.1.8.5 of this Annex;










(c)


A CVS flowmeter shall be calibrated using a reference flowmeter such as a subsonic venturi flowmeter, a long-radius flow nozzle, a smooth approach orifice, a laminar flow element, a set of critical flow venturis, or an ultrasonic flowmeter. A reference flowmeter shall be used that reports quantities that are internationally-traceable within ± 1 per cent uncertainty. This reference flowmeter's response to flow shall be used as the reference value for CVS flowmeter calibration;










(d)


An upstream screen or other restriction that could affect the flow ahead of the reference flowmeter may not be used, unless the flowmeter has been calibrated with such a restriction;










(e)


The calibration sequence described under paragraph 8.1.8.4 of this Annex refers to the molar based approach. For the corresponding sequence used in the mass based approach, see Annex 5, Appendix A.1.










(f)


CFV or SSV may alternatively be removed from its permanent position for calibration as long as the following requirements are met when installed in the CVS:






(i)


Upon installation of the CFV or SSV into the CVS, good engineering judgment shall be applied to verify that any leaks have not been introduced between the CVS inlet and the venturi.










(ii)


After ex-situ venturi calibration, all venturi flow combinations must be verified for CFVs or at minimum of 10 flow points for an SSV using the propane check as described in paragraph 8.1.8.5 of this Annex. The result of the propane check for each venturi flow point may not exceed the tolerance in paragraph 8.1.8.5.6 of this Annex.










(iii)


In order to verify the ex-situ calibration for a CVS with more than a single CFV, the following verification shall be conducted:






(a)


A constant flow device shall be used to deliver a constant flow of propane to the dilution tunnel.










(b)


The hydrocarbon concentrations shall be measured at a minimum of 10 separate flow rates for an SSV flowmeter, or at all possible flow combinations for a CFV flowmeter, while keeping the flow of propane constant.










(c)


The concentration of hydrocarbon background in the dilution air shall be measured at the beginning and end of this test. The average background concentration from each measurement at each flow point must be subtracted before performing the regression analysis in paragraph (iv).










(d)


A power regression has to be performed using all the paired values of flow rate and corrected concentration to obtain a relationship in the form of y = a × xb, using the concentration as the independent variable and the flow rate as the dependent variable. For each data point, the calculation of the difference between the measured flow rate and the value represented by the curve fit is required. The difference at each point must be less than ± 1 per cent of the appropriate regression value. The value of b must be between – 1,005 and – 0,995. If the results do not meet these limits, corrective actions consistent with paragraph 8.1.8.5.1(a) of this Annex must be taken.












8.1.8.4.2.   PDP calibration
A Positive-Displacement Pump (PDP) shall be calibrated to determine a flow-versus-PDP speed equation that accounts for flow leakage across sealing surfaces in the PDP as a function of PDP inlet pressure. Unique equation coefficients shall be determined for each speed at which the PDP is operated. A PDP flowmeter shall be calibrated as follows:






(a)


The system shall be connected as shown in Figure A.4-4;










(b)


Leaks between the calibration flowmeter and the PDP shall be less than 0,3 per cent of the total flow at the lowest calibrated flow point; for example, at the highest restriction and lowest PDP-speed point;










(c)


While the PDP operates, a constant temperature at the PDP inlet shall be maintained within ± 2 per cent of the mean absolute inlet temperature, T
in;










(d)


The PDP speed is set to the first speed point at which it is intended to calibrate;










(e)


The variable restrictor is set to its wide-open position;










(f)


The PDP is operated for at least 3 min to stabilise the system. Then by continuously operating the PDP, the mean values of at least 30 s of sampled data of each of the following quantities are recorded:






(i)

The mean flow rate of the reference flowmeter,





;









(ii)


The mean temperature at the PDP inlet, T
in;










(iii)


The mean static absolute pressure at the PDP inlet, p
in;










(iv)


The mean static absolute pressure at the PDP outlet, p
out;










(v)


The mean PDP speed, n
PDP;














(g)


The restrictor valve shall be incrementally closed to decrease the absolute pressure at the inlet to the PDP, p
in;










(h)


The steps in sub-paragraphs (f) and (g) of this paragraph shall be repeated to record data at a minimum of six restrictor positions reflecting the full range of possible in-use pressures at the PDP inlet;










(i)


The PDP shall be calibrated by using the collected data and the equations in Annex 5;










(j)


The steps in sub-paragraphs (f) through (i) of this paragraph shall be repeated for each speed at which the PDP is operated;










(k)


The equations in Annex 5, Appendix A.2 (molar based approach) or A.1 (mass based approach) shall be used to determine the PDP flow equation for emission testing;










(l)


The calibration shall be verified by performing a CVS verification (i.e., propane check) as described in paragraph 8.1.8.5 below;










(m)


The PDP may not be used below the lowest inlet pressure tested during calibration.




8.1.8.4.3.   CFV calibration
A Critical-Flow Venturi (CFV) shall be calibrated to verify its discharge coefficient, C
d, at the lowest expected static differential pressure between the CFV inlet and outlet. A CFV flowmeter shall be calibrated as follows:






(a)


The system shall be connected as shown in Figure A.4-4;










(b)


The blower shall be started downstream of the CFV;










(c)


While the CFV operates, a constant temperature at the CFV inlet shall be maintained within ± 2 per cent of the mean absolute inlet temperature, T
in;










(d)


Leaks between the calibration flowmeter and the CFV shall be less than 0,3 per cent of the total flow at the highest restriction;










(e)


The variable restrictor shall be set to its wide-open position. In lieu of a variable restrictor the pressure downstream of the CFV may be varied by varying blower speed or by introducing a controlled leak. Note that some blowers have limitations on non-loaded conditions;










(f)


The CFV shall be operated for at least 3 min to stabilise the system. The CFV shall continue operating and the mean values of at least 30 s of sampled data of each of the following quantities shall be recorded:






(i)

The mean flow rate of the reference flowmeter,





;









(ii)


Optionally, the mean dew point of the calibration air, T
dew. See Annex 5 for permissible assumptions during emission measurements;










(iii)


The mean temperature at the venturi inlet, T
in;










(iv)


The mean static absolute pressure at the venturi inlet, p
in;










(v)


The mean static differential pressure between the CFV inlet and the CFV outlet, Δp
CFV;














(g)


The restrictor valve shall be incrementally closed to decrease the absolute pressure at the inlet to the CFV, p
in;










(h)


The steps in sub-paragraphs (f) and (g) of this paragraph shall be repeated to record mean data at a minimum of ten restrictor positions, such that the fullest practical range of Δp
CFV expected during testing is tested. It is not required to remove calibration components or CVS components to calibrate at the lowest possible restrictions;










(i)



C
d and the lowest allowable pressure ratio r shall be determined as described in Annex 5;










(j)



C
d shall be used to determine CFV flow during an emission test. The CFV shall not be used below the lowest allowed r, as determined in Annex 5;










(k)


The calibration shall be verified by performing a CVS verification (i.e., propane check) as described in paragraph 8.1.8.5 of this Annex;










(l)


If the CVS is configured to operate more than one CFV at a time in parallel, the CVS shall be calibrated by one of the following:






(i)


Every combination of CFVs shall be calibrated according to this paragraph and Annex 5. See Annex 5 for instructions on calculating flow rates for this option;










(ii)


Each CFV shall be calibrated according to this paragraph and Annex 5. See Annex 5 for instructions on calculating flow rates for this option.








8.1.8.4.4.   SSV calibration
A SubSonic Venturi (SSV) shall be calibrated to determine its calibration coefficient, C
d , for the expected range of inlet pressures. An SSV flowmeter shall be calibrated as follows:






(a)


The system shall be connected as shown in Figure A.4-4;










(b)


The blower shall be started downstream of the SSV;










(c)


Leaks between the calibration flowmeter and the SSV shall be less than 0,3 per cent of the total flow at the highest restriction;










(d)


While the SSV operates, a constant temperature at the SSV inlet shall be maintained within ± 2 per cent of the mean absolute inlet temperature, T
in;










(e)


The variable restrictor or variable-speed blower shall be set to a flow rate greater than the greatest flow rate expected during testing. Flow rates may not be extrapolated beyond calibrated values, so it is recommended that it is made certain that a Reynolds number, Re, at the SSV throat at the greatest calibrated flow rate is greater than the maximum Re expected during testing;










(f)


The SSV shall be operated for at least 3 min to stabilise the system. The SSV shall continue operating and the mean of at least 30 s of sampled data of each of the following quantities shall be recorded:






(i)

The mean flow rate of the reference flowmeter,





;









(ii)


Optionally, the mean dew point of the calibration air, T
dew. See Annex 5 for permissible assumptions;










(iii)


The mean temperature at the venturi inlet, T
in;










(iv)


The mean static absolute pressure at the venturi inlet, p
in;










(v)


Static differential pressure between the static pressure at the venturi inlet and the static pressure at the venturi throat, Δp
SSV;














(g)


The restrictor valve shall be incrementally closed or the blower speed decreased to decrease the flow rate;










(h)


The steps in sub-paragraphs (f) and (g) of this paragraph shall be repeated to record data at a minimum of ten flow rates;










(i)


A functional form of C
d versus Re shall be determined by using the collected data and the equations in Appendices A.1 and A.2 to Annex 5;










(j)


The calibration shall be verified by performing a CVS verification (i.e., propane check) as described in paragraph 8.1.8.5 of this Annex below using the new C
d versus Re equation;










(k)


The SSV shall be used only between the minimum and maximum calibrated flow rates;










(l)


The equations in Annex 5, Appendix A.1 (mass based approach) or Annex 5, Appendix A.2 (molar based approach) shall be used to determine SSV flow during a test.




8.1.8.4.5.   Ultrasonic calibration (reserved)

Figure A.4-4


Schematic diagrams for diluted exhaust flow CVS calibration




reference flow meter
variable restrictor
downstream pressure control
reference flow meter
variable restrictor
blower
reference flow meter
variable speed blower
8.1.8.5.   CVS and batch sampler verification (propane check)
8.1.8.5.1.   Introduction






(a)


A propane check serves as a CVS verification to determine if there is a discrepancy in measured values of diluted exhaust flow. A propane check also serves as a batch-sampler verification to determine if there is a discrepancy in a batch sampling system that extracts a sample from a CVS, as described in sub-paragraph (f) of this paragraph. Using good engineering judgment and safe practices, this check may be performed using a gas other than propane, such as CO2 or CO. A failed propane check might indicate one or more problems that may require corrective action, as follows:






(i)


Incorrect analyser calibration. The FID analyser shall be re-calibrated, repaired, or replaced;










(ii)


Leak checks shall be performed on CVS tunnel, connections, fasteners, and HC sampling system according to paragraph 8.1.8.7 of this Annex;










(iii)


The verification for poor mixing shall be performed in accordance with paragraph 9.2.2 of this Annex;










(iv)


The hydrocarbon contamination verification in the sample system shall be performed as described in paragraph 7.3.1.3 of this Annex;










(v)


Change in CVS calibration. An in-situ calibration of the CVS flowmeter shall be performed as described in paragraph 8.1.8.4 of this Annex;










(vi)


Other problems with the CVS or sampling verification hardware or software. The CVS system, CVS verification hardware, and software shall be inspected for discrepancies;














(b)


A propane check uses either a reference mass or a reference flow rate of C3H8 as a tracer gas in a CVS. If a reference flow rate is used, any non-ideal gas behaviour of C3H8 in the reference flowmeter shall be accounted for. See Appendix A.1 to Annex 5 (mass based approach) or Appendix A.2 to Annexes 5 (molar based approach) which describe how to calibrate and use certain flowmeters. No ideal gas assumption may be used in paragraph 8.1.8.5 and Annex 5. The propane check compares the calculated mass of injected C3H8 using HC measurements and CVS flow rate measurements with the reference value.




8.1.8.5.2.   Method of introducing a known amount of propane into the CVS system
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 5. Either of the following two techniques shall be used.






(a)


Metering by means of a gravimetric technique shall be done as follows: A mass of a small cylinder filled with carbon monoxide or propane shall be determined with a precision of ± 0,01 g. 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;










(b)


Metering with a critical flow orifice shall be done as follows: 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.




8.1.8.5.3.   Preparation of the propane check
The propane check shall be prepared as follows:






(a)


If a reference mass of C3H8 is used instead of a reference flow rate, a cylinder charged with C3H8 shall be obtained. The reference cylinder's mass of C3H8 shall be determined within ± 0,5 per cent of the amount of C3H8 that is expected to be used;










(b)


Appropriate flow rates shall be selected for the CVS and C3H8;










(c)


A C3H8 injection port shall be selected in the CVS. The port location shall be selected to be as close as practical to the location where engine exhaust is introduced into the CVS. The C3H8 cylinder shall be connected to the injection system;










(d)


The CVS shall be operated and stabilised;










(e)


Any heat exchangers in the sampling system shall be pre-heated or pre-cooled;










(f)


Heated and cooled components such as sample lines, filters, chillers, and pumps shall be allowed to stabilise at operating temperature;










(g)


If applicable, a vacuum side leak verification of the HC sampling system shall be performed as described in paragraph 8.1.8.7.




8.1.8.5.4.   Preparation of the HC sampling system for the propane check
Vacuum side leak check verification of the HC sampling system may be performed according to sub-paragraph (g) of this paragraph. If this procedure is used, the HC contamination procedure in paragraph 7.3.1.3 may be used. If the vacuum side leak check is not performed according to sub-paragraph (g), then the HC sampling system shall be zeroed, spanned, and verified for contamination, as follows:






(a)


The lowest HC analyser range that can measure the C3H8 concentration expected for the CVS and C3H8 flow rates shall be selected;










(b)


The HC analyser shall be zeroed using zero air introduced at the analyser port;










(c)


The HC analyser shall be spanned using C3H8 span gas introduced at the analyser port;










(d)


Zero air shall be overflowed at the HC probe or into a fitting between the HC probe and the transfer line;










(e)


The stable HC concentration of the HC sampling system shall be measured as overflow zero air flows. For batch HC measurement, the batch container (such as a bag) shall be filled and the overflow HC concentration measured;










(f)


If the overflow HC concentration exceeds 2 μmol/mol, the procedure may not be advanced until contamination is eliminated. The source of the contamination shall be determined and corrective action taken, such as cleaning the system or replacing contaminated portions;










(g)


When the overflow HC concentration does not exceed 2 μmol/mol, this value shall be recorded as x
HCinit and it shall be used to correct for HC contamination as described in Annex 5, Appendix A.1 (mass based approach) or Annex 5, Appendix A.2 (molar based approach).




8.1.8.5.5.   Propane check performance






(a)


The propane check shall be performed as follows:






(i)


For batch HC sampling, clean storage media, such as evacuated bags shall be connected;










(ii)


HC measurement instruments shall be operated according to the instrument manufacturer's instructions;










(iii)


If correction for dilution air background concentrations of HC is foreseen, background HC in the dilution air shall be measured and recorded;










(iv)


Any integrating devices shall be zeroed;










(v)


Sampling shall begin and any flow integrators shall be started;










(vi)


C3H8 shall be released at the rate selected. If a reference flow rate of C3H8 is used, the integration of this flow rate shall be started;










(vii)


C3H8 shall be continued to be released until at least enough C3H8 has been released to ensure accurate quantification of the reference C3H8 and the measured C3H8;










(viii)


The C3H8 cylinder shall be shut off and sampling shall continue until it has been accounted for time delays due to sample transport and analyser response;










(ix)


Sampling shall be stopped and any integrators shall be stopped;














(b)


In case the metering with a critical flow orifice is used, the following procedure may be used for the propane check as the alternative method of the previous sub-paragraph;






(i)


For batch HC sampling, clean storage media, such as evacuated bags shall be connected;










(ii)


HC measurement instruments shall be operated according to the instrument manufacturer's instructions;










(iii)


If correction for dilution air background concentrations of HC is foreseen, background HC in the dilution air shall be measured and recorded;










(iv)


Any integrating devices shall be zeroed;










(v)


The contents of the C3H8 reference cylinder shall be released at the rate selected;










(vi)


Sampling shall begin, and any flow integrators started after confirming that HC concentration is to be stable;










(vii)


The cylinder's contents shall be continued to be released until at least enough C3H8 has been released to ensure accurate quantification of the reference C3H8 and the measured C3H8;










(viii)


Any integrators shall be stopped;










(ix)


The C3H8 reference cylinder shall be shut off.








8.1.8.5.6.   Evaluation of the propane check
Post-test procedure shall be performed as follows:






(a)


If batch sampling has been used, batch samples shall be analysed as soon as practical;










(b)


After analysing HC, contamination and background shall be corrected for;










(c)


Total C3H8 mass based on the CVS and HC data shall be calculated as described in Annex 5, using the molar mass of C3H8, M
C3H8, instead the effective molar mass of HC, M
HC;










(d)


If a reference mass (gravimetric technique) is used, the cylinder's propane mass shall be determined within ± 0,5 per cent and the C3H8 reference mass shall be determined by subtracting the empty cylinder propane mass from the full cylinder propane mass. If a critical flow orifice (metering with a critical flow orifice) is used, the propane mass shall be determined as flow rate multiplied by the test time;










(e)


The reference C3H8 mass shall be subtracted from the calculated mass. If this difference is within ± 3,0 per cent of the reference mass, the CVS passes this verification.




8.1.8.5.7.   PM secondary dilution system verification
When the propane check is to be repeated to verify the PM secondary dilution system, the following procedure from sub-paragraphs (a) to (d) shall be used for this verification:






(a)


The HC sampling system shall be configured to extract a sample near the location of the batch sampler's storage media (such as a PM filter). If the absolute pressure at this location is too low to extract an HC sample, HC may be sampled from the batch sampler pump's exhaust. Caution shall be used when sampling from pump exhaust because an otherwise acceptable pump leak downstream of a batch sampler flowmeter will cause a false failure of the propane check;










(b)


The propane check shall be repeated as described in this paragraph, but HC shall be sampled from the batch sampler;










(c)


C3H8 mass shall be calculated, taking into account any secondary dilution from the batch sampler;










(d)


The reference C3H8 mass shall be subtracted from the calculated mass. If this difference is within ± 5 per cent of the reference mass, the batch sampler passes this verification. If not, corrective action shall be taken.




8.1.8.5.8.   Sample dryer verification
If a humidity sensor for continuous monitoring of dew point at the sample dryer outlet is used this check does not apply, as long as it is ensured that the dryer outlet humidity is below the minimum values used for quench, interference, and compensation checks.






(a)


If a sample dryer is used as allowed in paragraph 9.3.2.3.1 of this Annex to remove water from the sample gas, the performance shall be verified upon installation, after major maintenance, for thermal chiller. For osmotic membrane dryers, the performance shall be verified upon installation, after major maintenance, and within 35 days of testing;










(b)


Water can inhibit an analyser's ability to properly measure the exhaust component of interest and thus is sometimes removed before the sample gas reaches the analyser. For example water can negatively interfere with a CLD's NOX response through collisional quenching and can positively interfere with an NDIR analyser by causing a response similar to CO;










(c)


The sample dryer shall meet the specifications as determined in paragraph 9.3.2.3.1 of this Annex for dew point, T
dew, and absolute pressure, p
total, downstream of the osmotic-membrane dryer or thermal chiller;










(d)


The following sample dryer verification procedure method shall be used to determine sample dryer performance, or good engineering judgment shall be used to develop a different protocol:






(i)


polytetrafluoroethylene (‘PTFE’) or stainless steel tubing shall be used to make necessary connections;










(ii)


N2 or purified air shall be humidified by bubbling it through distilled water in a sealed vessel that humidifies the gas to the highest sample dew point that is estimated during emission sampling;










(iii)


The humidified gas shall be introduced upstream of the sample dryer;










(iv)


The humidified gas temperature downstream of the vessel shall be maintained at least 5 K (5 °C) above its dew point;










(v)


The humidified gas dew point, T
dew, and pressure, p
total, shall be measured as close as possible to the inlet of the sample dryer to verify that the dew point is the highest that was estimated during emission sampling;










(vi)


The humidified gas dew point, T
dew, and pressure, p
total, shall be measured as close as possible to the outlet of the sample dryer;










(vii)


The sample dryer meets the verification if the result of sub-paragraph (d)(vi) of this paragraph is less than the dew point corresponding to the sample dryer specifications as determined in paragraph 9.3.2.3.1 of this Annex plus 2 K (+2 °C) or if the mol fraction from sub-paragraph (d)(vi) is less than the corresponding sample dryer specifications plus 0,002 mol/mol or 0,2 volume per cent. Note for this verification, sample dew point is expressed in absolute temperature, Kelvin.








8.1.8.6.   Periodic calibration of the partial flow PM and associated raw exhaust gas measurement systems
8.1.8.6.1.   Specifications for differential flow measurement
For partial flow dilution systems to extract a proportional raw exhaust sample, the accuracy of the sample flow q

mp is of special concern, if not measured directly, but determined by differential flow measurement as set out in equation (A.4-20):







q

mp = q

mdew – q

mdw



(A.4-20)




where:







qmp



=


sample mass flow rate of exhaust gas into partial flow dilution system




qmdw



=


dilution air mass flow rate (on wet basis)




qmdew



=


diluted exhaust gas mass flow rate on wet basis




In this case, the maximum error of the difference shall be such that the accuracy of q

mp is within ± 5 per cent when the dilution ratio is less than 15. It can be calculated by taking root-mean-square of the errors of each instrument.
Acceptable accuracies of q

mp can be obtained by either of the following methods:






(a)


The absolute accuracies of q

mdew and q

mdw are ± 0,2 per cent which guarantees an accuracy of q

mp of ≤ 5 per cent at a dilution ratio of 15. However, greater errors will occur at higher dilution ratios;










(b)


Calibration of q

mdw relative to q

mdew is carried out such that the same accuracies for q

mp as in (a) are obtained. For details see paragraph 8.1.8.6.2 of this Annex;










(c)


The accuracy of q

mp is determined indirectly from the accuracy of the dilution ratio as determined by a tracer gas, e.g. CO2. Accuracies equivalent to method (a) for q

mp are required;










(d)


The absolute accuracy of q

mdew and q

mdw is within ± 2 per cent of full scale, the maximum error of the difference between q

mdew and q

mdw is within 0,2 per cent and the linearity error is within ± 0,2 per cent of the highest q

mdew observed during the test.




8.1.8.6.2.   Calibration of differential flow measurement
The partial flow dilution system to extract a proportional raw exhaust sample shall be periodically calibrated with an accurate flowmeter traceable to international and/or national standards. The flowmeter or the flow measurement instrumentation shall be calibrated in one of the following procedures, such that the probe flow q

mp into the tunnel shall fulfil the accuracy requirements of paragraph 8.1.8.6.1 of this Annex.






(a)


The flowmeter for q

mdw shall be connected in series to the flowmeter for q

mdew, the difference between the two flowmeters shall be calibrated for at least 5 set points with flow values equally spaced between the lowest q

mdw value used during the test and the value of q

mdew used during the test. The dilution tunnel may be bypassed;










(b)


A calibrated flow device shall be connected in series to the flowmeter for q

mdew and the accuracy shall be checked for the value used for the test. The calibrated flow device shall be connected in series to the flowmeter for q

mdw, and the accuracy shall be checked for at least 5 settings corresponding to dilution ratio between 3 and 15, relative to q

mdew used during the test;










(c)


The transfer line TL (see Figure A.4-5) shall be disconnected from the exhaust and a calibrated flow measuring device with a suitable range to measure q

mp shall be connected to the transfer line. q

mdew shall be set to the value used during the test, and q

mdw shall be sequentially set to at least 5 values corresponding to dilution ratios between 3 and 15. Alternatively, a special calibration flow path may be provided, in which the tunnel is bypassed, but the total and dilution air flow is passed through the corresponding meters as in the actual test;










(d)


A tracer gas shall be fed into the exhaust transfer line TL. This tracer gas may be a component of the exhaust gas, like CO2 or NOX. After dilution in the tunnel the tracer gas component shall be measured. This shall be carried out for 5 dilution ratios between 3 and 15. The accuracy of the sample flow shall be determined from the dilution ratio r
d by means of equation (A.4-21):







q
mp = q
mdew/r
d



(A.4-21)




The accuracies of the gas analysers shall be taken into account to guarantee the accuracy of q

mp.




8.1.8.6.3.   Special requirements for differential flow measurement
A carbon flow check using actual exhaust is strongly recommended for detecting measurement and control problems and verifying the proper operation of the partial flow system. The carbon flow check should be run at least each time a new engine is installed, or something significant is changed in the test cell configuration.
The engine shall be operated at peak torque load and speed or any other steady state mode that produces 5 per cent or more of CO2. The partial flow sampling system shall be operated with a dilution factor of about 15 to 1.
If a carbon flow check is conducted, the procedure given in Annex 4, Appendix A.4 shall be applied. The carbon flow rates shall be calculated according to equations of Annex 4, Appendix A.4. All carbon flow rates shall agree to within 5 per cent.
8.1.8.6.3.1.   Pre-test check
A pre-test check shall be performed within 2 hours before the test run in the following way.
The accuracy of the flowmeters shall be checked by the same method as used for calibration (see paragraph 8.1.8.6.2 of this Annex) for at least two points, including flow values of q
mdw that correspond to dilution ratios between 5 and 15 for the q
mdew value used during the test.
If it can be demonstrated by records of the calibration procedure under paragraph 8.1.8.6.2 of this Annex that the flowmeter calibration is stable over a longer period of time, the pre-test check may be omitted.
8.1.8.6.3.2.   Determination of the transformation time
The system settings for the transformation time evaluation shall be the same as during measurement of the test run. The transformation time, defined in Figure A.5-1, shall be determined by the following method:
An independent reference flowmeter with a measurement range appropriate for the probe flow shall be put in series with and closely coupled to the probe. This flowmeter shall have a transformation time of less than 100 ms for the flow step size used in the response time measurement, with flow restriction sufficiently low as to not affect the dynamic performance of the partial flow dilution system according to good engineering judgment. A step change shall be introduced to the exhaust flow (or air flow if exhaust flow is calculated) input of the partial flow dilution system, from a low flow to at least 90 per cent of full scale. The trigger for the step change shall be the same one used to start the look-ahead control in actual testing. The exhaust flow step stimulus and the flowmeter response shall be recorded at a sample rate of at least 10 Hz.
From this data, the transformation time shall be determined for the partial flow dilution system, which is the time from the initiation of the step stimulus to the 50 per cent point of the flowmeter response. In a similar manner, the transformation times of the q
mp signal (i.e. sample flow of exhaust gas into partial flow dilution system) and of the q
mew,i signal (i.e. the exhaust gas mass flow rate on wet basis supplied by the exhaust flowmeter) shall be determined. These signals are used in the regression checks performed after each test (see paragraph 8.2.1.2 of this Annex).
The calculation shall be repeated for at least 5 rise and fall stimuli, and the results shall be averaged. The internal transformation time (< 100 ms) of the reference flowmeter shall be subtracted from this value. Where look-ahead control is required, the look-ahead value of the partial flow dilution system shall be applied in accordance with paragraph 8.2.1.2 of this Annex.
8.1.8.7.   Vacuum-side leak verification
8.1.8.7.1.   Scope and frequency
Upon initial sampling system installation, after major maintenance such as pre-filter changes, and within 8 hours prior to each duty-cycle sequence, it shall be verified that there are no significant vacuum-side leaks using one of the leak tests described in this paragraph. This verification does not apply to any full-flow portion of a CVS dilution system.
8.1.8.7.2.   Measurement principles
A leak may be detected either by measuring a small amount of flow when there shall be zero flow, by detecting the dilution of a known concentration of span gas when it flows through the vacuum side of a sampling system or by measuring the pressure increase of an evacuated system.
8.1.8.7.3.   Low-flow leak test
A sampling system shall be tested for low-flow leaks as follows:






(a)


The probe end of the system shall be sealed by taking one of the following steps:






(i)


The end of the sample probe shall be capped or plugged;










(ii)


The transfer line shall be disconnected at the probe and the transfer line capped or plugged;










(iii)


A leak-tight valve in-line between a probe and transfer line shall be closed;














(b)


All vacuum pumps shall be operated. After stabilizing, it shall be verified that the flow through the vacuum-side of the sampling system is less than 0,5 per cent of the system's normal in-use flow rate. Typical analyser and bypass flows may be estimated as an approximation of the system's normal in-use flow rate.




8.1.8.7.4.   Dilution-of-span-gas leak test
Any gas analyser may be used for this test. If a FID is used for this test, any HC contamination in the sampling system shall be corrected according to Appendices A.1 and A.2 to Annex 5 on HC determination. Misleading results shall be avoided by using only analysers that have a repeatability of 0,5 per cent or better at the span gas concentration used for this test. The vacuum side leak check shall be performed as follows:






(a)


A gas analyser shall be prepared as it would be for emission testing;










(b)


Span gas shall be supplied to the analyser port and it shall be verified that the span gas concentration is measured within its expected measurement accuracy and repeatability;










(c)


Overflow span gas shall be routed to one of the following locations in the sampling system:






(i)


The end of the sample probe;










(ii)


The transfer line shall be disconnected at the probe connection, and the span gas overflown at the open end of the transfer line;










(iii)


A three-way valve installed in-line between a probe and its transfer line;














(d)


It shall be verified that the measured overflow span gas concentration is within ± 0,5 per cent of the span gas concentration. A measured value lower than expected indicates a leak, but a value higher than expected may indicate a problem with the span gas or the analyser itself. A measured value higher than expected does not indicate a leak.




8.1.8.7.5.   Vacuum-decay leak test
To perform this test a vacuum shall be applied to the vacuum-side volume of the sampling system and the leak rate of the system shall be observed as a decay in the applied vacuum. To perform this test the vacuum-side volume of the sampling system shall be known to within ± 10 per cent of its true volume. For this test measurement instruments that meet the specifications of paragraphs 8.1 and 9.4 shall also be used.
A vacuum-decay leak test shall be performed as follows:






(a)


The probe end of the system shall be sealed as close to the probe opening as possible by taking one of the following steps:






(i)


The end of the sample probe shall be capped or plugged;










(ii)


The transfer line at the probe shall be disconnected and the transfer line capped or plugged;










(iii)


A leak-tight valve in-line between a probe and transfer line shall be closed;














(b)


All vacuum pumps shall be operated. A vacuum shall be drawn that is representative of normal operating conditions. In the case of sample bags, it is recommended that the normal sample bag pump-down procedure be repeated twice to minimise any trapped volumes;










(c)


The sample pumps shall be turned off and the system sealed. The absolute pressure of the trapped gas and optionally the system absolute temperature shall be measured and recorded. Sufficient time shall be allowed for any transients to settle and long enough for a leak at 0,5 per cent to have caused a pressure change of at least 10 times the resolution of the pressure transducer. The pressure and optionally temperature shall be recorded once again;










(d)


The leak flow rate based on an assumed value of zero for pumped-down bag volumes and based on known values for the sample system volume, the initial and final pressures, optional temperatures, and elapsed time shall be calculated. It shall be verified that the vacuum-decay leak flow rate is less than 0,5 per cent of the system's normal in-use flow rate by means of equation (A.4-22):













(A.4-22)








where:







qVleak



=


vacuum-decay leak rate [mol/s]




Vvac



=


geometric volume of the vacuum-side of the sampling system [m3]




R


=


molar gas constant [J/(mol·K)]




p2



=


vacuum-side absolute pressure at time t
2 [Pa]




T2


=


vacuum-side absolute temperature at time t
2 [K]




p1



=


vacuum-side absolute pressure at time t
1 [Pa]




T1



=


vacuum-side absolute temperature at time t
1 [K]




t2



=


time at completion of vacuum-decay leak verification test [s]




t1



=


time at start of vacuum-decay leak verification test [s]




8.1.9.   CO and CO2 measurements
8.1.9.1.   H2O interference verification for CO2 NDIR analysers
8.1.9.1.1.   Scope and frequency
If CO2 is measured using an NDIR analyser, the amount of H2O interference shall be verified after initial analyser installation and after major maintenance.
8.1.9.1.2.   Measurement principles
H2O can interfere with an NDIR analyser's response to CO2. If the NDIR analyser uses compensation algorithms that use measurements of other gases to meet this interference verification, these other measurements shall be conducted simultaneously to test the compensation algorithms during the analyser interference verification.
8.1.9.1.3.   System requirements
A CO2 NDIR analyser shall have an H2O interference that is within (0,0 ± 0,4) mmol/mol (of the expected mean CO2 concentration).
8.1.9.1.4.   Procedure
The interference verification shall be performed as follows:






(a)


The CO2 NDIR analyser shall be started, operated, zeroed, and spanned as it would be before an emission test;










(b)


A humidified test gas shall be created by bubbling zero air that meets the specifications in paragraph 9.5.1 of this Annex through distilled water in a sealed vessel. If the sample is not passed through a dryer, control the vessel temperature to generate an H2O content in the test gas at least as high as the maximum expected during testing. If the sample is passed through a dryer during testing, control the vessel temperature to generate an H2O content in the test gas at least as high as the maximum expected at the outlet of the dryer, according to the requirements in paragraph 9.3.2.3.1.1 of this Annex;










(c)


The humidified test gas temperature shall be maintained at least 5 K (5 °C) above its dew point downstream of the vessel;










(d)


The humidified test gas shall be introduced into the sampling system. The humidified test gas may be introduced downstream of any sample dryer, if one is used during testing;










(e)


The water mole fraction, x
H2O, of the humidified test gas shall be measured, as close as possible to the inlet of the analyser. For example, dew point, T
dew, and absolute pressure p
total, shall be measured to calculate x
H2O;










(f)


Good engineering judgment shall be used to prevent condensation in the transfer lines, fittings, or valves from the point where x
H2O is measured to the analyser;










(g)


Time shall be allowed for the analyser response to stabilise. Stabilization time shall include time to purge the transfer line and to account for analyser response;










(h)


While the analyser measures the sample's concentration, 30 s of sampled data shall be recorded. The arithmetic mean of this data shall be calculated. The analyser meets the interference verification if this value is within (0,0 ± 0,4) mmol/mol




8.1.9.2.   H2O and CO2 interference verification for CO NDIR analysers
8.1.9.2.1.   Scope and frequency
If CO is measured using an NDIR analyser, the amount of H2O and CO2 interference shall be verified after initial analyser installation and after major maintenance.
8.1.9.2.2.   Measurement principles
H2O and CO2 can positively interfere with an NDIR analyser by causing a response similar to CO. If the NDIR analyser uses compensation algorithms that use measurements of other gases to meet this interference verification, simultaneously these other measurements shall be conducted to test the compensation algorithms during the analyser interference verification.
8.1.9.2.3.   System requirements
A CO NDIR analyser shall have combined H2O and CO2 interference that is within ± 2 per cent of the expected mean concentration of CO.
8.1.9.2.4.   Procedure
The interference verification shall be performed as follows:






(a)


The CO NDIR analyser shall be started, operated, zeroed, and spanned as it would be before an emission test;










(b)


A humidified CO2 test gas shall be created by bubbling a CO2 span gas through distilled water in a sealed vessel. If the sample is not passed through a dryer, the vessel temperature shall be controlled to generate an H2O level at least as high as the maximum expected during testing. If the sample is passed through a dryer during testing, the vessel temperature shall be controlled to generate an H2O level at least as high as the level required in paragraph 9.3.2.3.1.1 of this Annex. A CO2 span gas concentration shall be used at least as high as the maximum expected during testing;










(c)


The humidified CO2 test gas shall be introduced into the sampling system. The humidified CO2 test gas may be introduced downstream of any sample dryer, if one is used during testing;










(d)


The water mole fraction, x
H2O, of the humidified test gas shall be measured, as close as possible to the inlet of the analyser. For example, dew point, T
dew, and absolute pressure p
total, shall be measured to calculate x
H2O;










(e)


Good engineering judgment shall be used to prevent condensation in the transfer lines, fittings, or valves from the point where x
H2O is measured to the analyser;










(f)


Time shall be allowed for the analyser response to stabilise;










(g)


While the analyser measures the sample's concentration, its output shall be recorded for 30 s. The arithmetic mean of this data shall be calculated;










(h)


The analyser meets the interference verification if the result of sub-paragraph (g) of this paragraph meets the tolerance in paragraph 8.1.9.2.3 of this Annex;










(i)


Interference procedures for CO2 and H2O may be also run separately. If the CO2 and H2O levels used are higher than the maximum levels expected during testing, each observed interference value shall be scaled down by multiplying the observed interference by the ratio of the maximum expected concentration value to the actual value used during this procedure. Separate interference procedures concentrations of H2O (down to 0,025 mol/mol H2O content) that are lower than the maximum levels expected during testing may be run, but the observed H2O interference shall be scaled up by multiplying the observed interference by the ratio of the maximum expected H2O concentration value to the actual value used during this procedure. The sum of the two scaled interference values shall meet the tolerance in paragraph 8.1.9.2.3 of this Annex.




8.1.10.   Hydrocarbon measurements
8.1.10.1.   FID optimisation and verification
8.1.10.1.1.   Scope and frequency
For all FID analysers, the FID shall be calibrated upon initial installation. The calibration shall be repeated as needed using good engineering judgment. The following steps shall be performed for a FID that measures HC:






(a)


A FID's response to various hydrocarbons shall be optimised after initial analyser installation and after major maintenance. FID response to propylene and toluene shall be between 0,9 and 1,1 relative to propane;










(b)


A FID's methane (CH4) response factor shall be determined after initial analyser installation and after major maintenance as described in paragraph 8.1.10.1.4 of this Annex;










(c)


Methane (CH4) response shall be verified within 185 days before testing.




8.1.10.1.2.   Calibration
Good engineering judgment shall be used to develop a calibration procedure, such as one based on the FID-analyser manufacturer's instructions and recommended frequency for calibrating the FID. The FID shall be calibrated using C3H8 calibration gases that meet the specifications of paragraph 9.5.1 of this Annex. It shall be calibrated on a carbon number basis of one (C1).
8.1.10.1.3.   HC FID response optimisation
This procedure is only for FID analysers that measure HC.






(a)


Instrument manufacturer requirements and good engineering judgment shall be used for initial instrument start-up and basic operating adjustment using FID fuel and zero air. Heated FIDs shall be within their required operating temperature ranges. FID response shall be optimised to meet the requirement of the hydrocarbon response factors and the oxygen interference check according to sub-paragraph (a) of paragraph 8.1.10.1.1 and paragraph 8.1.10.2 of this Annex at the most common analyser range expected during emission testing. Higher analyser range may be used according to the instrument manufacturer's recommendation and good engineering judgment in order to optimise FID accurately, if the common analyser range is lower than the minimum range for the optimisation specified by the instrument manufacturer;










(b)


Heated FIDs shall be within their required operating temperature ranges. FID response shall be optimised at the most common analyser range expected during emission testing. With the FID fuel and airflow rates set at the manufacturer's recommendations, a span gas shall be introduced to the analyser;










(c)


The following step from (i) to (iv) or the procedure instructed by the instrument manufacturer shall be taken for optimisation. The procedures outlined in SAE paper No 770 141 may be optionally used for optimisation;






(i)


The response at a given FID fuel flow shall be determined from the difference between the span gas response and the zero gas response;










(ii)


The FID fuel flow shall be incrementally adjusted above and below the manufacturer's specification. The span and zero response at these FID fuel flows shall be recorded;










(iii)


The difference between the span and zero response shall be plotted and the fuel flow adjusted to the rich side of the curve. This is the initial flow rate setting which may need further optimisation depending on the results of the hydrocarbon response factors and the oxygen interference check according to sub-paragraph (a) of paragraph 8.1.10.1.1 and paragraph 8.1.10.2 of this Annex;










(iv)


If the oxygen interference or the hydrocarbon response factors do not meet the following specifications, the airflow shall be incrementally adjusted above and below the manufacturer's specifications, repeating sub-paragraph (a) of paragraph 8.1.10.1.1 and paragraph 8.1.10.2 of this Annex for each flow;














(d)


The optimum flow rates and/or pressures for FID fuel and burner air shall be determined, and they shall be sampled and recorded for future reference.




8.1.10.1.4.   HC FID CH4 response factor determination
Since FID analysers generally have a different response to CH4 versus C3H8, each HC FID analyser's CH4 response factor, RF
CH4[THC-FID] shall be determined, after FID optimisation. The most recent RF
CH4[THC-FID] measured in accordance with this paragraph shall be used in the calculations for HC determination described in Annex 5, Appendix A.2 (molar based approach) or Annex 5, Appendix A.1 (mass based approach) to compensate for CH4 response. RF
CH4[THC-FID] shall be determined as follows:






(a)


A C3H8 span gas concentration shall be selected to span the analyser before emission testing. Only span gases that meet the specifications of paragraph 9.5.1 of this Annex shall be selected and the C3H8 concentration of the gas shall be recorded;










(b)


A CH4 span gas that meets the specifications of paragraph 9.5.1 of this Annex shall be selected and the CH4 concentration of the gas shall be recorded;










(c)


The FID analyser shall be operated according to the manufacturer's instructions;










(d)


It shall be confirmed that the FID analyser has been calibrated using C3H8. Calibration shall be performed on a carbon number basis of one (C1);










(e)


The FID shall be zeroed with a zero gas used for emission testing;










(f)


The FID shall be spanned with the selected C3H8 span gas;










(g)


The selected CH4 span gas that has been selected under sub-paragraph (b) of this paragraph shall be introduced at the sample port of the FID analyser;










(h)


The analyser response shall be stabilised. Stabilisation time may include time to purge the analyser and to account for its response;










(i)


While the analyser measures the CH4 concentration, 30 s of sampled data shall be recorded and the arithmetic mean of these values shall be calculated;










(j)


The mean measured concentration shall be divided by the recorded span concentration of the CH4 calibration gas. The result is the FID analyser's response factor for CH4, RF
CH4[THC-FID].




8.1.10.1.5.   HC FID methane (CH4) response verification
If the value of RF
CH4[THC-FID] obtained in accordance with paragraph 8.1.10.1.4 of this Annex is within ± 5,0 per cent of its most recent previously determined value, the HC FID passes the methane response verification.






(a)


It shall be first verified that the pressures and/or flow rates of FID fuel, burner air, and sample are each within ± 0,5 per cent of their most recent previously recorded values, as described in paragraph 8.1.10.1.3 of this Annex. If these flow rates have to be adjusted, a new RF
CH4[THC-FID] shall be determined as described in paragraph 8.1.10.1.4 of this Annex. It should be verified that the value of RF
CH4[THC-FID] determined is within the tolerance specified in this paragraph 8.1.10.1.5 of this Annex;










(b)


If RF
CH4[THC-FID] is not within the tolerance specified in this paragraph 8.1.10.1.5 of this Annex, the FID response shall be re-optimised as described in paragraph 8.1.10.1.3 of this Annex;










(c)


A new RF
CH4[THC-FID] shall be determined as described in paragraph 8.1.10.1.4 of this Annex. This new value of RFCH4[THC-FID] shall be used in the calculations for HC determination, as described in Annex 5, Appendix A.2 (molar based approach) or Annex 5, Appendix A.1 (mass based approach).




8.1.10.2.   Non-stoichiometric raw exhaust gas FID O2 interference verification
8.1.10.2.1.   Scope and frequency
If FID analysers are used for raw exhaust measurements, the amount of FID O2 interference shall be verified upon initial installation and after major maintenance.
8.1.10.2.2.   Measurement principles
Changes in O2 concentration in raw exhaust can affect FID response by changing FID flame temperature. FID fuel, burner air, and sample flow shall be optimised to meet this verification. FID performance shall be verified with the compensation algorithms for FID O2 interference which is active during an emission test.
8.1.10.2.3.   System requirements
Any FID analyser used during testing shall meet the FID O2 interference verification according to the procedure in this paragraph.
8.1.10.2.4.   Procedure
FID O2 interference shall be determined as follows, noting that one or more gas dividers may be used to create reference gas concentrations that are required to perform this verification:






(a)


Three span reference gases shall be selected that meet the specifications set out in paragraph 9.5.1 and contain C3H8 concentration used to span the analysers before emissions testing. The three balance gas concentrations shall be selected such that the concentrations of O2 and N2 represent the minimum and maximum and intermediate O2 concentrations expected during testing. The requirement for using the average O2 concentration can be removed if the FID is calibrated with span gas balanced with the average expected oxygen concentration;










(b)


It shall be confirmed that the FID analyser meets all the specifications of paragraph 8.1.10.1 of this Annex;










(c)


The FID analyser shall be started and operated as it would be before an emission test. Regardless of the FID burner's air source during testing, zero air shall be used as the FID burner's air source for this verification;










(d)


The analyser shall be set at zero;










(e)


The analyser shall be spanned using a span gas that is used during emissions testing;










(f)


The zero response shall be checked by using the zero gas used during emission testing. It shall be proceeded to the next step if the mean zero response of 30 s of sampled data is within ± 0,5 per cent of the span reference value used in sub-paragraph (e) of this paragraph, otherwise the procedure shall be restarted at sub-paragraph (d) of this paragraph;










(g)


The analyser response shall be checked using the span gas that has the minimum concentration of O2 expected during testing. The mean response of 30 s of stabilised sample data shall be recorded as x
O2minHC;










(h)


The zero response of the FID analyser shall be checked using the zero gas used during emission testing. The next step shall be performed if the mean zero response of 30 s of stabilised sample data is within ± 0,5 per cent of the span reference value used in sub-paragraph (e) of this paragraph, otherwise the procedure shall be restarted at sub-paragraph (d) of this paragraph;










(i)


The analyser response shall be checked using the span gas that has the average concentration of O2 expected during testing. The mean response of 30 s of stabilised sample data shall be recorded as x
O2avgHC;










(j)


The zero response of the FID analyser shall be checked using the zero gas used during emission testing. The next step shall be performed if the mean zero response of 30 s of stabilised sample data is within ± 0,5 per cent of the span reference value used in paragraph (e) of this paragraph, otherwise the procedure shall be restarted at paragraph (d) of this paragraph;










(k)


The analyser response shall be checked using the span gas that has the maximum concentration of O2 expected during testing. The mean response of 30 s of stabilised sample data shall be recorded as x
O2maxHC;










(l)


The zero response of the FID analyser shall be checked using the zero gas used during emission testing. The next step shall be performed if the mean zero response of 30 s of stabilised sample data is within ± 0,5 per cent of the span reference value used in paragraph (e) of this paragraph, otherwise the procedure at paragraph (d) of this paragraph shall be restarted;










(m)


The percent difference between x
O2maxHC and its reference gas concentration shall be calculated. The percent difference between x
O2avgHC and its reference gas concentration shall be calculated. The percent difference between x
O2minHC and its reference gas concentration shall be calculated. The maximum percent difference of the three shall be determined. This is the O2 interference;










(n)


If the O2 interference is within ± 3 per cent, the FID passes the O2 interference verification; otherwise one or more of the following need to be performed to address the deficiency:






(i)


The verification shall be repeated to determine if a mistake was made during the procedure;










(ii)


The zero and span gases for emission testing shall be selected that contain higher or lower O2 concentrations and the verification shall be repeated;










(iii)


The FID burner air, fuel, and sample flow rates shall be adjusted. Note that if these flow rates are adjusted on a HC FID to meet the O2 interference verification, the RF
CH4 shall be reset for the next RF
CH4 verification. The O2 interference verification shall be repeated after adjustment and RF
CH4 shall be determined;










(iv)


The FID shall be repaired or replaced and the O2 interference verification shall be repeated.








8.1.11.   NOX measurements
8.1.11.1.   CLD CO2 and H2O quench verification
8.1.11.1.1.   Scope and frequency
If a CLD analyser is used to measure NOX, the amount of H2O and CO2 quench shall be verified after installing the CLD analyser and after major maintenance.
8.1.11.1.2.   Measurement principles
H2O and CO2 can negatively interfere with a CLD's NOX response by collisional quenching, which inhibits the chemiluminescent reaction that a CLD uses to detect NOX. This procedure and the calculations in paragraph 8.1.11.2.3 of this Annex determine quench and scale the quench results to the maximum mole fraction of H2O and the maximum CO2 concentration expected during emission testing. If the CLD analyser uses quench compensation algorithms that use H2O and/or CO2 measurement instruments, quench shall be evaluated with these instruments active and with the compensation algorithms applied.
8.1.11.1.3.   System requirements
For dilute measurement a CLD analyser shall not exceed a combined H2O and CO2 quench of ± 2 per cent. For raw measurement a CLD analyser shall not exceed a combined H2O and CO2 quench of ± 2,5 per cent. Combined quench is the sum of the CO2 quench determined as described in paragraph 8.1.11.1.4 of this Annex and the H2O quench as determined in paragraph 8.1.11.1.5 of this Annex. If these requirements are not met, corrective action shall be taken by repairing or replacing the analyser. Before running emission tests, it shall be verified that the corrective action have successfully restored the analyser to proper functioning.
8.1.11.1.4.   CO2 quench verification procedure
The following method or the method prescribed by the instrument manufacturer may be used to determine CO2 quench by using a gas divider that blends binary span gases with zero gas as the diluent and meets the specifications in paragraph 9.4.5.6 of this Annex, or good engineering judgment shall be used to develop a different protocol:






(a)


PTFE or stainless steel tubing shall be used to make necessary connections;










(b)


The gas divider shall be configured such that nearly equal amounts of the span and diluent gases are blended with each other;










(c)


If the CLD analyser has an operating mode in which it detects NO-only, as opposed to total NOX, the CLD analyser shall be operated in the NO-only operating mode;










(d)


A CO2 span gas that meets the specifications of paragraph 9.5.1 of this Annex and a concentration that is approximately twice the maximum CO2 concentration expected during emission testing shall be used;










(e)


An NO span gas that meets the specifications of paragraph 9.5.1 of this Annex and a concentration that is approximately twice the maximum NO concentration expected during emission testing shall be used. Higher concentration may be used according to the instrument manufacturer's recommendation and good engineering judgement in order to obtain accurate verification, if the expected NO concentration is lower than the minimum range for the verification specified by the instrument manufacturer;










(f)


The CLD analyser shall be zeroed and spanned. The CLD analyser shall be spanned with the NO span gas from sub-paragraph (e) of this paragraph through the gas divider. The NO span gas shall be connected to the span port of the gas divider; a zero gas shall be connected to the diluent port of the gas divider; the same nominal blend ratio shall be used as selected in sub-paragraph (b) of this paragraph; and the gas divider's output concentration of NO shall be used to span the CLD analyser. Gas property corrections shall be applied as necessary to ensure accurate gas division;










(g)


The CO2 span gas shall be connected to the span port of the gas divider;










(h)


The NO span gas shall be connected to the diluents port of the gas divider;










(i)


While flowing NO and CO2 through the gas divider, the output of the gas divider shall be stabilised. The CO2 concentration from the gas divider output shall be determined, applying gas property correction as necessary to ensure accurate gas division. This concentration, x
CO2act, shall be recorded and it shall be used in the quench verification calculations in paragraph 8.1.11.2.3 of this Annex. As an alternative to using a gas divider, another simple gas blending device may be used. In this case an analyser shall be used to determine CO2 concentration. If a NDIR is used together with a simple gas blending device, it shall meet the requirements of this paragraph and it shall be spanned with the CO2 span gas from sub-paragraph (d) of this paragraph. The linearity of the NDIR analyser has to be checked before over the whole range up to twice of the expected maximum CO2 concentration expected during testing;










(j)


The NO concentration shall be measured downstream of the gas divider with the CLD analyser. Time shall be allowed for the analyser response to stabilise. Stabilization time may include time to purge the transfer line and to account for analyser response. While the analyser measures the sample's concentration, the analyser's output shall be recorded for 30 s. The arithmetic mean concentration shall be calculated from these data, x
NOmeas. x
NOmeas shall be recorded and it shall be used in the quench verification calculations in paragraph 8.1.11.2.3 of this Annex;










(k)


The actual NO concentration shall be calculated at the gas divider's outlet, x
NOact, based on the span gas concentrations and x
CO2act according to equation (A.4-24). The calculated value shall be used in the quench verification calculations in equation (A.4-23);










(l)


The values recorded according to paragraphs 8.1.11.1.4 and 8.1.11.1.5 of this Annex shall be used to calculate quench as described in paragraph 8.1.11.2.3 of this Annex.




8.1.11.1.5.   H2O quench verification procedure
The following method or the method prescribed by the instrument manufacturer may be used to determine H2O quench, or good engineering judgment shall be used to develop a different protocol:






(a)


PTFE or stainless steel tubing shall be used to make necessary connections;










(b)


If the CLD analyser has an operating mode in which it detects NO-only, as opposed to total NOX, the CLD analyser shall be operated in the NO-only operating mode;










(c)


A NO span gas shall be used that meets the specifications of paragraph 9.5.1 of this Annex and a concentration that is near the maximum concentration expected during emission testing. Higher concentration may be used according to the instrument manufacturer's recommendation and good engineering judgement in order to obtain accurate verification, if the expected NO concentration is lower than the minimum range for the verification specified by the instrument manufacturer;










(d)


The CLD analyser shall be zeroed and spanned. The CLD analyser shall be spanned with the NO span gas from paragraph (c) of this paragraph, the span gas concentration shall be recorded as xNOdry, and it shall be used in the quench verification calculations in paragraph 8.1.11.2.3 of this Annex;










(e)


The NO span gas shall be humidified by bubbling it through distilled water in a sealed vessel. If the humidified NO span gas sample does not pass through a sample dryer for this verification test, the vessel temperature shall be controlled to generate an H2O content in the span gas approximately equal to the maximum mole fraction of H2O expected during emission testing. If the humidified NO span gas sample does not pass through a sample dryer, the quench verification calculations in paragraph 8.1.11.2.3 of this Annex scale the measured H2O quench to the highest mole fraction of H2O expected during emission testing. If the humidified NO span gas sample passes through a dryer for this verification test, the vessel temperature shall be controlled to generate an H2O content in the span gas at least as high as the maximum expected at the outlet of the dryer, according to the requirements set out in paragraph 9.3.2.3.1.1 of this Annex. For this case, the quench verification calculations set out in paragraph 8.1.11.2.3 of this Annex do not scale the measured H2O quench;










(f)


The humidified NO test gas shall be introduced into the sample system. It may be introduced upstream or downstream of a sample dryer that is used during emission testing. Depending on the point of introduction, the respective calculation method of sub-paragraph (e) shall be selected. Note that the sample dryer shall meet the sample dryer verification check in paragraph 8.1.8.5.8 of this Annex;










(g)


The mole fraction of H2O in the humidified NO span gas shall be measured. In case a sample dryer is used, the mole fraction of H2O in the humidified NO span gas shall be measured downstream of the sample dryer, x
H2Omeas. It is recommended to measure x
H2Omeas as close as possible to the CLD analyser inlet. x
H2Omeas may be calculated from measurements of dew point, T
dew, and absolute pressure, p
total;










(h)


Good engineering judgment shall be used to prevent condensation in the transfer lines, fittings, or valves from the point where x
H2Omeas is measured to the analyser. It is recommended that the system is designed so the wall temperatures in the transfer lines, fittings, and valves from the point where x
H2Omeas is measured to the analyser are at least 5 K (5 °C) above the local sample gas dew point;










(i)


The humidified NO span gas concentration shall be measured with the CLD analyser. Time shall be allowed for the analyser response to stabilise. Stabilization time may include time to purge the transfer line and to account for analyser response. While the analyser measures the sample's concentration, the analyser's output shall be recorded for 30 seconds. The arithmetic mean shall be calculated of these data, x
NOwet. x
NOwet shall be recorded and used in the quench verification calculations in paragraph 8.1.11.2.3 of this Annex.




8.1.11.2.   CLD quench verification calculations
CLD quench-check calculations shall be performed as described in this paragraph.
8.1.11.2.1.   Amount of water expected during testing
The maximum expected mole fraction of water during emission testing, x
H2Oexp shall be estimated. This estimate shall be made where the humidified NO span gas was introduced in sub-paragraph (f) of paragraph 8.1.11.1.5 of this Annex. When estimating the maximum expected mole fraction of water, the maximum expected water content in combustion air, fuel combustion products, and dilution air (if applicable) shall be considered. If the humidified NO span gas is introduced into the sample system upstream of a sample dryer during the verification test, it is not needed to estimate the maximum expected mole fraction of water and x
H2Oexp shall be set equal to x
H2Omeas.
8.1.11.2.2.   Amount of CO2 expected during testing
The maximum expected CO2 concentration during emission testing, x
CO2exp shall be estimated. This estimate shall be made at the sample system location where the blended NO and CO2 span gases are introduced according to sub-paragraph (j) of paragraph 8.1.11.1.4 of this Annex. When estimating the maximum expected CO2 concentration, the maximum expected CO2 content in fuel combustion products and dilution air shall be considered.
8.1.11.2.3.   Combined H2O and CO2 quench calculations
Combined H2O and CO2 quench shall be calculated by means of equation (A.4-23):













(A.4-23)




where:







quench


=


amount of CLD quench




xNOdry



=


measured concentration of NO upstream of a bubbler, according to sub-paragraph (d) of paragraph 8.1.11.1.5 of this Annex




xNOwet



=


measured concentration of NO downstream of a bubbler, according to sub-paragraph (i) of paragraph 8.1.11.1.5 of this Annex




xH2Oexp



=


maximum expected mole fraction of water during emission testing according to paragraph 8.1.11.2.1 of this Annex




xH2Omeas



=


measured mole fraction of water during the quench verification according to sub-paragraph (g) of paragraph 8.1.11.1.5 of this Annex




xNOmeas



=


measured concentration of NO when NO span gas is blended with CO2 span gas, according to sub-paragraph (j) of paragraph 8.1.11.1.4 of this Annex




xNOact



=


actual concentration of NO when NO span gas is blended with CO2 span gas, according to sub-paragraph (k) of paragraph 8.1.11.1.4 of this Annex and calculated according to equation (A.4-24)




xCO2exp



=


maximum expected concentration of CO2 during emission testing, according to paragraph 8.1.11.2.2 of this Annex




xCO2act



=


actual concentration of CO2 when NO span gas is blended with CO2 span gas, according to sub-paragraph (i) of paragraph 8.1.11.1.4 of this Annex.

















(A.4-24)




where:







xNOspan



=


the NO span gas concentration input to the gas divider, according to sub-paragraph (e) of paragraph 8.1.11.1.4 of this Annex




xCO2span



=


the CO2 span gas concentration input to the gas divider, according to sub-paragraph (d) of paragraph 8.1.11.1.4 of this Annex.




8.1.11.3.   NDUV analyser HC and H2O interference verification
8.1.11.3.1.   Scope and frequency
If NOX is measured using an NDUV analyser, the amount of H2O and hydrocarbon interference shall be verified after initial analyser installation and after major maintenance.
8.1.11.3.2.   Measurement principles
Hydrocarbons and H2O can positively interfere with a NDUV analyser by causing a response similar to NOX. If the NDUV analyser uses compensation algorithms that use measurements of other gases to meet this interference verification, simultaneously such measurements shall be conducted to test the algorithms during the analyser interference verification.
8.1.11.3.3.   System requirements
A NOX NDUV analyser shall have combined H2O and HC interference within ± 2 per cent of the mean concentration of NOX.
8.1.11.3.4.   Procedure
The interference verification shall be performed as follows:






(a)


The NOX NDUV analyser shall be started, operated, zeroed, and spanned according to the instrument manufacturer's instructions;










(b)


It is recommended to extract engine exhaust to perform this verification. A CLD shall be used that meets the specifications of paragraph 9.4 to quantify NOX in the exhaust. The CLD response shall be used as the reference value. Also HC shall be measured in the exhaust with a FID analyser that meets the specifications of paragraph 9.4. The FID response shall be used as the reference hydrocarbon value;










(c)


Upstream of any sample dryer, if one is used during testing, the engine exhaust shall be introduced into the NDUV analyser;










(d)


Time shall be allowed for the analyser response to stabilise. Stabilization time may include time to purge the transfer line and to account for analyser response;










(e)


While all analysers measure the sample's concentration, 30 s of sampled data shall be recorded, and the arithmetic means for the three analysers calculated;










(f)


The CLD mean shall be subtracted from the NDUV mean;










(g)


This difference shall be multiplied by the ratio of the expected mean HC concentration to the HC concentration measured during the verification. The analyser meets the interference verification of this paragraph if this result is within ± 2 per cent of the NOX concentration expected at the emission limit value, as set out in equation (A.4-25):













(A.4-25)




where:














=


the mean concentration of NOX measured by CLD [μmol/mol] or [ppm]











=


the mean concentration of NOX measured by NDUV [μmol/mol] or [ppm]











=


the mean concentration of HC measured [μmol/mol] or [ppm]











=


the mean concentration of HC expected at the standard [μmol/mol] or [ppm]











=


the mean concentration of NOX expected at the standard [μmol/mol] or [ppm]








8.1.11.4.   Sample dryer NO2 penetration
8.1.11.4.1.   Scope and frequency
If a sample dryer is used to dry a sample upstream of a NOX measurement instrument, but no NO2-to-NO converter is used upstream of the sample dryer, this verification shall be performed for sample dryer NO2 penetration. This verification shall be performed after initial installation and after major maintenance.
8.1.11.4.2.   Measurement principles
A sample dryer removes water, which can otherwise interfere with a NOX measurement. However, liquid water remaining in an improperly designed sample dryer can remove NO2 from the sample. If a sample dryer is used without an NO2-to-NO converter upstream, it could therefore remove NO2 from the sample prior NOX measurement.
8.1.11.4.3.   System requirements
The sample dryer shall allow for measuring at least 95 per cent of the total NO2 at the maximum expected concentration of NO2.
8.1.11.4.4.   Procedure
The following procedure shall be used to verify sample dryer performance:






(a)


Instrument setup. The analyser and sample dryer manufacturers' start-up and operating instructions shall be followed. The analyser and sample dryer shall be adjusted as needed to optimise performance;










(b)


Equipment setup and data collection.






(i)


The total NOX gas analyser(s) shall be zeroed and spanned as it would be before emission testing;










(ii)


NO2 calibration gas (balance gas of dry air) that has an NO2 concentration that is near the maximum expected during testing shall be selected. Higher concentration may be used according to the instrument manufacturer's recommendation and good engineering judgement in order to obtain accurate verification, if the expected NO2 concentration is lower than the minimum range for the verification specified by the instrument manufacturer;










(iii)


This calibration gas shall be overflowed at the gas sampling system's probe or overflow fitting. Time shall be allowed for stabilization of the total NOX response, accounting only for transport delays and instrument response;










(iv)


The mean of 30 s of recorded total NOX data shall be calculated and this value recorded as x
NOxref;










(v)


The flowing of the NO2 calibration gas shall be stopped;










(vi)


Next the sampling system shall be saturated by overflowing a dew point generator's output, set at a dew point of 323 K (50 °C), to the gas sampling system's probe or overflow fitting. The dew point generator's output shall be sampled through the sampling system and chiller for at least 10 minutes until the chiller is expected to be removing a constant rate of water;










(vii)


It shall be immediately switched back to overflowing the NO2 calibration gas used to establish x
NOxref. It shall be allowed for stabilization of the total NOX response, accounting only for transport delays and instrument response. The mean of 30 s of recorded total NOX data shall be calculated and this value recorded as x
NOxmeas;










(viii)



x
NOxmeas shall be corrected to x
NOxdry based upon the residual water vapour that passed through the sample dryer at the sample dryer’s outlet temperature and pressure;














(c)


Performance evaluation.
If x
NOxdry is less than 95 per cent of x
NOxref, the sample dryer shall be repaired or replaced.




8.1.11.5.   NO2-to-NO converter conversion verification
8.1.11.5.1.   Scope and frequency
If an analyser is used that measures only NO to determine NOX, an NO2-to-NO converter shall be used upstream of the analyser. This verification shall be performed after installing the converter, after major maintenance and within 35 days before an emission test. This verification shall be repeated at this frequency to verify that the catalytic activity of the NO2-to-NO converter has not deteriorated.
8.1.11.5.2.   Measurement principles
An NO2-to-NO converter allows an analyser that measures only NO to determine total NOX by converting the NO2 in exhaust to NO.
8.1.11.5.3.   System requirements
An NO2-to-NO converter shall allow for measuring at least 95 per cent of the total NO2 at the maximum expected concentration of NO2.
8.1.11.5.4.   Procedure
The following procedure shall be used to verify the performance of a NO2-to-NO converter:






(a)


For the instrument setup the analyser and NO2-to-NO converter manufacturers' start-up and operating instructions shall be followed. The analyser and converter shall be adjusted as needed to optimise performance;










(b)


An ozonator's inlet shall be connected to a zero-air or oxygen source and its outlet shall be connected to one port of a 3-way tee fitting. An NO span gas shall be connected to another port and the NO2-to-NO converter inlet shall be connected to the last port;










(c)


The following steps shall be taken when performing this check:






(i)


The ozonator air shall be set off and the ozonator power shall be turned off and the NO2-to-NO converter shall be set to the bypass mode (i.e., NO mode). Stabilization shall be allowed for, accounting only for transport delays and instrument response;










(ii)


The NO and zero-gas flows shall be adjusted so the NO concentration at the analyser is near the peak total NOX concentration expected during testing. The NO2 content of the gas mixture shall be less than 5 per cent of the NO concentration. The concentration of NO shall be recorded by calculating the mean of 30 s of sampled data from the analyser and this value shall be recorded as x
NOref. Higher concentration may be used according to the instrument manufacturer's recommendation and good engineering judgement in order to obtain accurate verification, if the expected NO concentration is lower than the minimum range for the verification specified by the instrument manufacturer;










(iii)


The ozonator O2 supply shall be turned on and the O2 flow rate adjusted so that the NO indicated by the analyser is about 10 per cent less than x
NOref. The concentration of NO shall be recorded by calculating the mean of 30 s of sampled data from the analyser and this value recorded as x
NO+O2mix;










(iv)


The ozonator shall be switched on and the ozone generation rate adjusted so that the NO measured by the analyser is approximately 20 per cent of x
NOref, while maintaining at least 10 per cent unreacted NO. The concentration of NO shall be recorded by calculating the mean of 30 s of sampled data from the analyser and this value shall be recorded as x
NOmeas;










(v)


The NOX analyser shall be switched to NOX mode and total NOX measured. The concentration of NOX shall be recorded by calculating the mean of 30 s of sampled data from the analyser and this value shall be recorded as x
NOxmeas;










(vi)


The ozonator shall be switched off but gas flow through the system shall be maintained. The NOX analyser will indicate the NOX in the NO + O2 mixture. The concentration of NOx shall be recorded by calculating the mean of 30 s of sampled data from the analyser and this value shall be recorded as x
NOx+O2mix;










(vii)


O2 supply shall be turned off. The NOX analyser will indicate the NOX in the original NO-in-N2 mixture. The concentration of NOX shall be recorded by calculating the mean of 30 s of sampled data from the analyser and this value shall be recorded as x
NOxref. This value shall be no more than 5 per cent above the x
NOref value;














(d)


Performance evaluation. The efficiency of the NOX converter shall be calculated by substituting the concentrations obtained into equation (A.4-26):













(A.4-26)














(e)


If the result is less than 95 per cent, the NO2-to-NO converter shall be repaired or replaced.




8.1.12.   PM measurements
8.1.12.1.   PM balance verifications and weighing process verification
8.1.12.1.1.   Scope and frequency
This paragraph describes three verifications.






(a)


Independent verification of PM balance performance within 370 days prior to weighing any filter;










(b)


Zero and span of the balance within 12 h prior to weighing any filter;










(c)


Verification that the mass determination of reference filters before and after a filter weighing session be less than a specified tolerance.




8.1.12.1.2.   Independent verification
The balance manufacturer (or a representative approved by the balance manufacturer) shall verify the balance performance within 370 days of testing in accordance with internal audit procedures.
8.1.12.1.3.   Zeroing and spanning
Balance performance shall be verified by zeroing and spanning it with at least one calibration weight, and any weights that are used shall meet the specifications in paragraph 9.5.2 of this Annex to perform this verification. A manual or automated procedure shall be used:






(a)


A manual procedure requires that the balance shall be used in which the balance shall be zeroed and spanned with at least one calibration weight. If normally mean values are obtained by repeating the weighing process to improve the accuracy and precision of PM measurements, the same process shall be used to verify balance performance;










(b)


An automated procedure is carried out with internal calibration weights that are used automatically to verify balance performance. These internal calibration weights shall meet the specifications in paragraph 9.5.2 of this Annex to perform this verification.




8.1.12.1.4.   Reference sample weighing
All mass readings during a weighing session shall be verified by weighing reference PM sample media (e.g. filters) before and after a weighing session. A weighing session may be as short as desired, but no longer than 80 hours, and may include both pre- and post-test mass readings. Successive mass determinations of each reference PM sample media shall return the same value within ± 10 μg or ± 10 per cent of the expected total PM mass, whichever is higher. Should successive PM sample filter weighing events fail this criterion, all individual test filter mass readings occurring between the successive reference filter mass determinations shall be invalidated. These filters may be re-weighed in another weighing session. Should a post-test filter be invalidated then the test interval is void. This verification shall be performed as follows:






(a)


At least two samples of unused PM sample media shall be kept in the PM-stabilization environment. These shall be used as references. Unused filters of the same material and size shall be selected for use as references;










(b)


References shall be stabilised in the PM stabilization environment. References shall be considered stabilised if they have been in the PM-stabilization environment for a minimum of 30 min, and the PM-stabilization environment has been within the specifications of paragraph 9.3.4.4 of this Annex for at least the preceding 60 min;










(c)


The balance shall be exercised several times with a reference sample without recording the values;










(d)


The balance shall be zeroed and spanned. A test mass shall be placed on the balance (e.g. calibration weight) and then removed ensuring that the balance returns to an acceptable zero reading within the normal stabilization time;










(e)


Each of the reference media (e.g. filters) shall be weighed and their masses recorded. If normally mean values are obtained by repeating the weighing process to improve the accuracy and precision of reference media (e.g. filters) masses, the same process shall be used to measure mean values of sample media (e.g. filters) masses;










(f)


The balance environment dew point, ambient temperature, and atmospheric pressure shall be recorded;










(g)


The recorded ambient conditions shall be used to correct results for buoyancy as described in paragraph 8.1.12.2 of this Annex. The buoyancy-corrected mass of each of the references shall be recorded;










(h)


Each of the reference media's (e.g. filter's) buoyancy-corrected reference mass shall be subtracted from its previously measured and recorded buoyancy-corrected mass;










(i)


If any of the reference filters' observed mass changes by more than that allowed under this paragraph, all PM mass determinations made since the last successful reference media (e.g. filter) mass validation shall be invalidated. Reference PM filters may be discarded if only one of the filters mass has changed by more than the allowable amount and a special cause for that filter's mass change can be positively identified which would not have affected other in-process filters. Thus the validation can be considered a success. In this case, the contaminated reference media shall not be included when determining compliance with sub-paragraph (j) of this paragraph, but the affected reference filter shall be discarded and replaced;










(j)


If any of the reference masses change by more than that allowed under this paragraph 8.1.12.1.4 of this Annex, all PM results that were determined between the two times that the reference masses were determined shall be invalidated. If reference PM sample media is discarded according to sub-paragraph (i) of this paragraph, at least one reference mass difference that meets the criteria in this paragraph 8.1.12.1.4 of this Annex shall be available. Otherwise, all PM results that were determined between the two times that the reference media (e.g. filters) masses were determined shall be invalidated.




8.1.12.2.   PM sample filter buoyancy correction
8.1.12.2.1.   General
PM sample filter shall be corrected for their buoyancy in air. The buoyancy correction depends on the sample media density, the density of air, and the density of the calibration weight used to calibrate the balance. The buoyancy correction does not account for the buoyancy of the PM itself, because the mass of PM typically accounts for only (0,01 to 0,10) per cent of the total weight. A correction to this small fraction of mass would be at the most 0,010 per cent. The buoyancy-corrected values are the tare masses of the PM samples. These buoyancy-corrected values of the pre-test filter weighing are subsequently subtracted from the buoyancy-corrected values of the post-test weighing of the corresponding filter to determine the mass of PM emitted during the test.
8.1.12.2.2.   PM sample filter density
Different PM sample filter have different densities. The known density of the sample media shall be used, or one of the densities for some common sampling media shall be used, as follows:






(a)


For PTFE-coated borosilicate glass, a sample media density of 2 300 kg/m3 shall be used;










(b)


For PTFE membrane (film) media with an integral support ring of polymethylpentene that accounts for 95 per cent of the media mass, a sample media density of 920 kg/m3 shall be used;










(c)


For PTFE membrane (film) media with an integral support ring of PTFE, a sample media density of 2 144 kg/m3 shall be used.




8.1.12.2.3.   Air density
Because a PM balance environment shall be tightly controlled to an ambient temperature of 295 ± 1 K (22 ± 1 °C) and a dew point of 282,5 ± 1 K (9,5 ± 1 °C), air density is primarily function of atmospheric pressure. Therefore a buoyancy correction is specified that is only a function of atmospheric pressure.
8.1.12.2.4.   Calibration weight density
The stated density of the material of the metal calibration weight shall be used.
8.1.12.2.5.   Correction calculation
The PM sample filter shall be corrected for buoyancy by means of equation (A.4-27):













(A.4-27)




where:







mcor



=


PM sample filter mass corrected for buoyancy




muncor



=


PM sample filter mass uncorrected for buoyancy




ρair



=


density of air in balance environment




ρweight



=


density of calibration weight used to span balance




ρmedia



=


density of PM sample filter




with













(A.4-28)




where:







pabs



=


absolute pressure in balance environment




Mmix



=


molar mass of air in balance environment




R


=


molar gas constant




Tamb



=


absolute ambient temperature of balance environment




8.2.   Instrument validation for test
8.2.1.   Validation of proportional flow control for batch sampling and minimum dilution ratio for PM batch sampling
8.2.1.1.   Proportionality criteria for CVS
8.2.1.1.1.   Proportional flows
For any pair of flowmeters, the recorded sample and total flow rates or their 1 Hz means shall be used with the statistical calculations in Appendix A.3 to Annex 5. The standard error of estimate (SEE) of the sample flow rate versus the total flow rate shall be determined. For each test interval, it shall be demonstrated that SEE was less than or equal to 3,5 per cent of the mean sample flow rate.
8.2.1.1.2.   Constant flows
For any pair of flowmeters, the recorded sample and total flow rates or their 1 Hz means shall be used to demonstrate that each flow rate was constant within ± 2,5 per cent of its respective mean or target flow rate. The following options may be used instead of recording the respective flow rate of each type of meter:






(a)


Critical-flow venturi option. For critical-flow venturis, the recorded venturi-inlet conditions or their 1 Hz means shall be used. It shall be demonstrated that the flow density at the venturi inlet was constant within ± 2,5 per cent of the mean or target density over each test interval. For a CVS critical-flow venturi, this may be demonstrated by showing that the absolute temperature at the venturi inlet was constant within ± 4 per cent of the mean or target absolute temperature over each test interval;










(b)


Positive-displacement pump option. The recorded pump-inlet conditions or their 1 Hz means shall be used. It shall be demonstrated that the flow density at the pump inlet was constant within ± 2,5 per cent of the mean or target density over each test interval. For a CVS pump, this may be demonstrated by showing that the absolute temperature at the pump inlet was constant within ± 2 per cent of the mean or target absolute temperature over each test interval.




8.2.1.1.3.   Demonstration of proportional sampling
For any proportional batch sample such as a bag or PM filter, it shall be demonstrated that proportional sampling was maintained using one of the following, noting that up to 5 per cent of the total number of data points may be omitted as outliers.
Using good engineering judgment, it shall be demonstrated with an engineering analysis that the proportional-flow control system inherently ensures proportional sampling under all circumstances expected during testing. For example, CFVs may be used for both sample flow and total flow if it is demonstrated that they always have the same inlet pressures and temperatures and that they always operate under critical-flow conditions.
Measured or calculated flows and/or tracer gas concentrations (e.g. CO2) shall be used to determine the minimum dilution ratio for PM batch sampling over the test interval.
8.2.1.2.   Partial flow dilution system validation
For the control of a partial flow dilution system to extract a proportional raw exhaust sample, a fast system response is required; this is identified by the promptness of the partial flow dilution system. The transformation time for the system shall be determined by the procedure in paragraph 8.1.8.6.3.2. The actual control of the partial flow dilution system shall be based on the current measured conditions. If the combined transformation time of the exhaust flow measurement and the partial flow system is ≤ 0,3 s, online control shall be used. If the transformation time exceeds 0,3 s, look-ahead control based on a pre-recorded test run shall be used. In this case, the combined rise time shall be ≤ 1 s and the combined delay time ≤ 10 s. The total system response shall be designed as to ensure a representative sample of the particulates, q
mp,i
 (sample flow of exhaust gas into partial flow dilution system), proportional to the exhaust mass flow. To determine the proportionality, a regression analysis of q
mp,i
 versus q
mew,i
 (exhaust gas mass flow rate on wet basis) shall be conducted on a minimum 5 Hz data acquisition rate, and the following criteria shall be met:






(a)


The correlation coefficient r
2 of the linear regression between q
mp,i and q
mew,i
 shall not be less than 0,95;










(b)


The standard error of estimate of q
mp,i on q
mew,i
 shall not exceed 5 per cent of q
mp maximum;










(c)



q
mp intercept of the regression line shall not exceed ± 2 per cent of q
mp maximum.




Look-ahead control is required if the combined transformation times of the particulate system, t
50,P and of the exhaust mass flow signal, t
50,F are > 0,3 s. In this case, a pre-test shall be run and the exhaust mass flow signal of the pre-test be used for controlling the sample flow into the particulate system. A correct control of the partial dilution system is obtained, if the time trace of q
mew,pre of the pre-test, which controls q
mp, is shifted by a "look-ahead" time of t
50,P + t
50,F.
For establishing the correlation between q
mp,i
 and qmew,i
 the data taken during the actual test shall be used, with q
mew,i time aligned by t
50,F relative to q
mp,i
 (no contribution from t
50,P to the time alignment). The time shift between q
mew and q
mp is the difference between their transformation times that were determined in paragraph 8.1.8.6.3.2 of this Annex.
8.2.2.   Gas analyser range validation, drift validation and drift correction
8.2.2.1.   Range validation
If an analyser operated above 100 per cent of its range at any time during the test, the following steps shall be performed:
8.2.2.1.1.   Batch sampling
For batch sampling, the sample shall be re-analysed using the lowest analyser range that results in a maximum instrument response below 100 per cent. The result shall be reported from the lowest range from which the analyser operates below 100 per cent of its range for the entire test.
8.2.2.1.2.   Continuous sampling
For continuous sampling, the entire test shall be repeated using the next higher analyser range. If the analyser again operates above 100 per cent of its range, the test shall be repeated using the next higher range. The test shall be continued to be repeated until the analyser always operates at less than 100 per cent of its range for the entire test.
8.2.2.2.   Drift validation and drift correction
If the drift is within ± 1 per cent, the data can be either accepted without any correction or accepted after correction. If the drift is greater than ± 1 per cent, two sets of brake specific emission results shall be calculated for each pollutant, or the test shall be voided. One set shall be calculated using data before drift correction and another set of data calculated after correcting all the data for drift according to paragraph A.1.6 of Appendix A.1 and paragraph A.2.10 of Appendix A.2 to Annex 5. The comparison shall be made as a percentage of the uncorrected results. The difference between the uncorrected and the corrected brake-specific emission values shall be within ± 4 per cent of the uncorrected brake-specific emission values. If not, the entire test is void.
8.2.3.   PM sampling media (e.g. filters) preconditioning and tare weighing
Before an emission test, the following steps shall be taken to prepare PM sample filter media and equipment for PM measurements:
8.2.3.1.   Periodic verifications
It shall be made sure that the balance and PM-stabilization environments meet the periodic verifications in paragraph 8.1.12 of this Annex. The reference filter shall be weighed just before weighing test filters to establish an appropriate reference point (see details of the procedure in paragraph 8.1.12.1 of this Annex). The verification of the stability of the reference filters shall occur after the post-test stabilization period, immediately before the post-test weighing.
8.2.3.2.   Visual Inspection
The unused sample filter media shall be visually inspected for defects, defective filters shall be discarded.
8.2.3.3.   Grounding
Electrically grounded tweezers or a grounding strap shall be used to handle PM filters as described in paragraph 9.3.4 of this Annex.
8.2.3.4.   Unused sample media
Unused sample media shall be placed in one or more containers that are open to the PM-stabilization environment. If filters are used, they may be placed in the bottom half of a filter cassette.
8.2.3.5.   Stabilisation
Sample media shall be stabilised in the PM-stabilization environment. An unused sample medium can be considered stabilised as long as it has been in the PM-stabilization environment for a minimum of 30 min, during which the PM-stabilization environment has been within the specifications of paragraph 9.3.4. However, if a PM mass of 400 μg or more is expected, then the sample media shall be stabilised for at least 60 min.
8.2.3.6.   Weighing
The sample media shall be weighed automatically or manually, as follows:






(a)


For automatic weighing, the automation system manufacturer's instructions shall be followed to prepare samples for weighing;










(b)


For manual weighing, good engineering judgment shall be used;










(c)


Optionally, substitution weighing is permitted (see paragraph 8.2.3.10 of this Annex);










(d)


Once a filter is weighed it shall be returned to the Petri dish and covered.




8.2.3.7.   Buoyancy correction
The measured weight shall be corrected for buoyancy as described in paragraph 8.1.12.2 of this Annex.
8.2.3.8.   Repetition
The filter mass measurements may be repeated to determine the average mass of the filter using good engineering judgement and to exclude outliers from the calculation of the average.
8.2.3.9.   Tare-weighing
Unused filters that have been tare-weighed shall be loaded into clean filter cassettes and the loaded cassettes shall be placed in a covered or sealed container before they are taken to the test cell for sampling.
8.2.3.10.   Substitution weighing
Substitution weighing is an option and, if used, involves measurement of a reference weight before and after each weighing of a PM sampling medium (e.g. filter). While substitution weighing requires more measurements, it corrects for a balance's zero-drift and it relies on balance linearity only over a small range. This is most appropriate when quantifying total PM masses that are less than 0,1 per cent of the sample medium's mass. However, it may not be appropriate when total PM masses exceed 1 per cent of the sample medium's mass. If substitution weighing is used, it shall be used for both pre-test and post-test weighing. The same substitution weight shall be used for both pre-test and post-test weighing. The mass of the substitution weight shall be corrected for buoyancy if the density of the substitution weight is less than 2,0 g/cm3. The following steps are an example of substitution weighing:






(a)


Electrically grounded tweezers or a grounding strap shall be used, as described in paragraph 9.3.4.6 of this Annex;










(b)


A static neutraliser shall be used as described in paragraph 9.3.4.6 of this Annex to minimise static electric charge on any object before it is placed on the balance pan;










(c)


A substitution weight shall be selected that meets the specifications for calibration weights in paragraph 9.5.2 of this Annex. The substitution weight shall also have the same density as the weight that is used to span the microbalance, and shall be similar in mass to an unused sample medium (e.g. filter). If filters are used, the weight's mass should be about (80 to 100) mg for typical 47 mm diameter filters;










(d)


The stable balance reading shall be recorded and then the calibration weight shall be removed;










(e)


An unused sampling medium (e.g. a new filter) shall be weighed, the stable balance reading recorded and the balance environment's dew point, ambient temperature, and atmospheric pressure recorded;










(f)


The calibration weight shall be reweighed and the stable balance reading recorded;










(g)


The arithmetic mean of the two calibration-weight readings that were recorded immediately before and after weighing the unused sample shall be calculated. That mean value shall be subtracted from the unused sample reading, then the true mass of the calibration weight as stated on the calibration-weight certificate shall be added. This result shall be recorded. This is the unused sample's tare weight without correcting for buoyancy;










(h)


These substitution-weighing steps shall be repeated for the remainder of the unused sample media;










(i)


The instructions given in paragraphs 8.2.3.7 through 8.2.3.9 of this Annex shall be followed once weighing is completed.




8.2.4.   Post-test PM sample conditioning and weighing
Used PM sample filters shall be placed into covered or sealed containers or the filter holders shall be closed, in order to protect the sample filters against ambient contamination. Thus protected, the loaded filters have to be returned to the PM-filter conditioning chamber or room. Then the PM sample filters shall be conditioned and weighted accordingly.
8.2.4.1.   Periodic verification
It shall be assured that the weighing and PM-stabilization environments have met the periodic verifications in paragraph 8.1.12.1 of this Annex. After testing is complete, the filters shall be returned to the weighing and PM-stabilization environment. The weighing and PM-stabilization environment shall meet the ambient conditions requirements in paragraph 9.3.4.4 of this Annex, otherwise the test filters shall be left covered until proper conditions have been met.
8.2.4.2.   Removal from sealed containers
In the PM-stabilization environment, the PM samples shall be removed from the sealed containers. Filters may be removed from their cassettes before or after stabilization. When a filter is removed from a cassette, the top half of the cassette shall be separated from the bottom half using a cassette separator designed for this purpose.
8.2.4.3.   Electrical grounding
To handle PM samples, electrically grounded tweezers or a grounding strap shall be used, as described in paragraph 9.3.4.5 below.
8.2.4.4.   Visual inspection
The collected PM samples and the associated filter media shall be inspected visually. If the conditions of either the filter or the collected PM sample appear to have been compromised, or if the particulate matter contacts any surface other than the filter, the sample may not be used to determine particulate emissions. In the case of contact with another surface, the affected surface shall be cleaned before proceeding.
8.2.4.5.   Stabilization of PM samples
To stabilise PM samples, they shall be placed in one or more containers that are open to the PM-stabilization environment, which is described in paragraph 9.3.4.3 of this Annex. A PM sample is stabilised as long as it has been in the PM-stabilization environment for one of the following durations, during which the stabilization environment has been within the specifications of paragraph 9.3.4.3 below:






(a)


If it is expected that a filter's total surface concentration of PM will be greater than 0,353 μg/mm2, assuming a 400 μg PM loading on a 38 mm diameter filter stain area, the filter shall be exposed to the stabilization environment for at least 60 minutes before weighing;










(b)


If it is expected that a filter's total surface concentration of PM will be less than 0,353 μg/mm2, the filter shall be exposed to the stabilization environment for at least 30 minutes before weighing;










(c)


If a filter's total surface concentration of PM to be expected during the test is unknown, the filter shall be exposed to the stabilization environment for at least 60 minutes before weighing.




8.2.4.6.   Determination of post-test filter mass
The procedures in paragraph 8.2.3 shall be repeated (paragraphs 8.2.3.6 through 8.2.3.9 of this Annex) to determine the post-test filter mass.
8.2.4.7.   Total mass
Each buoyancy-corrected filter tare mass shall be subtracted from its respective buoyancy-corrected post-test filter mass. The result is the total mass, m
total, which shall be used in emission calculations in Annex 5.
9.   MEASUREMENT EQUIPMENT
9.1.   Engine dynamometer specification
9.1.1.   Shaft work
An engine dynamometer shall be used that has adequate characteristics to perform the applicable duty cycle including the ability to meet appropriate cycle validation criteria. The following dynamometers may be used:






(a)


Eddy-current or water-brake dynamometers;










(b)


Alternating-current or direct-current motoring dynamometers;










(c)


One or more dynamometers.




9.1.2.   Transient (NRTC and LSI-NRTC) cycle
Load cell or in-line torque meter may be used for torque measurements.
When using a load cell, the torque signal shall be transferred to the engine axis and the inertia of the dynamometer shall be considered. The actual engine torque is the torque read on the load cell plus the moment of inertia of the brake multiplied by the angular acceleration. The control system has to perform such a calculation in real time.
9.1.3.   Engine accessories
The work of engine accessories required to fuel, lubricate, or heat the engine, circulate liquid coolant to the engine, or to operate after-treatment devices shall be accounted for and they shall be installed in accordance with paragraph 6.3.
9.1.4.   Engine fixture and power transmission shaft system (category NRSh)
Where necessary for the proper testing of an engine of category NRSh, the engine fixture for the test bench and power transmission shaft system for connection to the dynamometer rotating system specified by the manufacturer shall be used.
9.2.   Dilution procedure (if applicable)
9.2.1.   Diluent conditions and background concentrations
Gaseous constituents may be measured raw or dilute whereas PM measurement generally requires dilution. Dilution may be accomplished by a full flow or partial flow dilution system. When dilution is applied then the exhaust may be diluted with ambient air, synthetic air, or nitrogen. For gaseous emissions measurement the diluent shall be at least 288 K (15 °C). For PM sampling the temperature of the diluent is specified in paragraphs 9.2.2 for CVS and 9.2.3 for PFD of this Annex with varying dilution ratio. The flow capacity of the dilution system shall be large enough to completely eliminate water condensation in the dilution and sampling systems. De-humidifying the dilution air before entering the dilution system is permitted, if the air humidity is high. The dilution tunnel walls may be heated or insulated as well as the bulk stream tubing downstream of the tunnel to prevent the precipitation of water-containing constituents from a gas phase to a liquid phase (‘aqueous condensation’).
Before a diluent is mixed with exhaust, it may be preconditioned by increasing or decreasing its temperature or humidity. Constituents may be removed from the diluent to reduce their background concentrations. The following provisions apply to removing constituents or accounting for background concentrations:






(a)


Constituent concentrations in the diluent may be measured and compensated for background effects on test results. See Annex 5 for calculations that compensate for background concentrations;










(b)


The following changes to the requirements of paragraphs 7.2, 9.3 and 9.4 of this Annex are permitted for measuring background gaseous or particulate pollutants:






(i)


It shall not be required to use proportional sampling;










(ii)


Unheated sampling systems may be used;










(iii)


Continuous sampling may be used irrespective of the use of batch sampling for diluted emissions;










(iv)


Batch sampling may be used irrespective of the use of continuous sampling for diluted emissions.














(c)


To account for background PM the following options are available:






(i)


For removing background PM, the diluent shall be filtered with high-efficiency particulate air (HEPA) filters that have an initial minimum collection efficiency specification of 99,97 per cent (see paragraph 2.1.42 of this Regulation for procedures related to HEPA filtration efficiencies);










(ii)


For correcting for background PM without HEPA filtration, the background PM shall not contribute more than 50 per cent of the net PM collected on the sample filter;










(iii)


Background correction of net PM with HEPA filtration is permitted without pressure restriction.








9.2.2.   Full flow system
Full-flow dilution; constant-volume sampling (CVS). The full flow of raw exhaust is diluted in a dilution tunnel. Constant flow may be maintained by maintaining the temperature and pressure at the flowmeter within the limits. For non-constant flow the flow shall be measured directly to allow for proportional sampling. The system shall be designed as follows (see Figure A.4-5):






(a)


A tunnel with inside surfaces of stainless steel shall be used. The entire dilution tunnel shall be electrically grounded; Alternatively non-conductive materials may be used for engine categories neither subject to PM nor PN limits;










(b)


The exhaust system backpressure shall not be artificially lowered by the dilution air inlet system. The static pressure at the location where raw exhaust is introduced into the tunnel shall be maintained within ± 1,2 kPa of atmospheric pressure;










(c)


To support mixing the raw exhaust shall be introduced into the tunnel by directing it downstream along the centreline of the tunnel. A fraction of dilution air may be introduced radially from the tunnel's inner surface to minimise exhaust interaction with the tunnel walls;










(d)


For PM sampling the temperature of the diluents (ambient air, synthetic air, or nitrogen as quoted in paragraph 9.2.1 of this Annex) shall be maintained between 293 and 325 K (20 to 52 °C) in close proximity to the entrance into the dilution tunnel.










(e)


The Reynolds number, Re, shall be at least 4 000 for the diluted exhaust stream, where Re is based on the inside diameter of the dilution tunnel. Re is defined in Annex 5. Verification of adequate mixing shall be performed while traversing a sampling probe across the tunnel's diameter, vertically and horizontally. If the analyser response indicates any deviation exceeding ± 2 per cent of the mean measured concentration, the CVS shall be operated at a higher flow rate or a mixing plate or orifice shall be installed to improve mixing;










(f)


Flow measurement preconditioning. The diluted exhaust may be conditioned before measuring its flow rate, as long as this conditioning takes place downstream of heated HC or PM sample probes, as follows:






(i)


Flow straighteners, pulsation dampeners, or both of these may be used;










(ii)


A filter may be used;










(iii)


A heat exchanger may be used to control the temperature upstream of any flowmeter but steps shall be taken to prevent aqueous condensation;














(g)


Aqueous condensation.
Aqueous condensation is a function of humidity, pressure, temperature, and concentrations of other constituents such as sulphuric acid. These parameters vary as a function of engine intake-air humidity, dilution-air humidity, engine air-to-fuel ratio, and fuel composition — including the amount of hydrogen and sulphur in the fuel.
To ensure that a flow is measured that corresponds to a measured concentration, either aqueous condensation shall be prevented between the sample probe location and the flowmeter inlet in the dilution tunnel or aqueous condensation shall be allowed to occur and humidity at the flowmeter inlet measured. The dilution tunnel walls or bulk stream tubing downstream of the tunnel may be heated or insulated to prevent aqueous condensation. Aqueous condensation shall be prevented throughout the dilution tunnel. Certain exhaust components can be diluted or eliminated by the presence of moisture;
For PM sampling, the already proportional flow coming from CVS goes through secondary dilution (one or more) to achieve the requested overall dilution ratio as shown in Figure A.4-6 and mentioned in paragraph 9.2.3.2 of this Annex;










(h)


The minimum overall dilution ratio shall be within the range of 5:1 to 7:1 and at least 2:1 for the primary dilution stage based on the maximum engine exhaust flow rate during the test cycle or test interval;










(i)


The overall residence time in the system shall be between 0,5 and 5 s, as measured from the point of diluent introduction to the filter holder(s);










(j)


The residence time in the secondary dilution system, if present, shall be at least 0,5 s, as measured from the point of secondary diluent introduction to the filter holder(s).




To determine the mass of the particulates, a particulate sampling system, a particulate sampling filter, a gravimetric balance, and a temperature and humidity controlled weighing chamber, are required.

Figure A.4-5


Examples of full-flow dilution sampling configurations






9.2.3.   Partial flow dilution (PFD) system
9.2.3.1.   Description of partial flow system
A schematic of a PFD system is shown in Figure A.4-6. It is a general schematic showing principles of sample extraction, dilution and PM sampling. It is not meant to indicate that all the components described in the figure are necessary for other possible sampling systems that satisfy the intent of sample collection. Other configurations which do not match these schematics are allowed under the condition that they serve the same purpose of sample collection, dilution, and PM sampling. These need to satisfy other criteria such as in paragraphs 8.1.8.6 (periodic calibration) and 8.2.1.2 (validation) for varying dilution PFD, and paragraph 8.1.4.5 as well as Table A.4-5 (linearity verification) and paragraph 8.1.8.5.7 (verification) for constant dilution PFD of this Annex.
As shown in Figure A.4-6, the raw exhaust gas or the primary diluted flow is transferred from the exhaust pipe EP or from CVS respectively to the dilution tunnel DT through the sampling probe SP and the transfer line TL. The total flow through the tunnel is adjusted with a flow controller and the sampling pump P of the particulate sampling system (PSS). For proportional raw exhaust sampling, the dilution air flow is controlled by the flow controller FC1, which may use q
mew (exhaust gas mass flow rate on wet basis) or q
maw (intake air mass flow rate on wet basis) and q
mf (fuel mass flow rate) as command signals, for the desired exhaust split. The sample flow into the dilution tunnel 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 of the particulate sampling system. The dilution ratio is calculated from these two flow rates. For sampling with a constant dilution ratio of raw or diluted exhaust versus exhaust flow (e.g.: secondary dilution for PM sampling), the dilution air flow rate is usually constant and controlled by the flow controller FC1 or dilution air pump.
The dilution air (ambient air, synthetic air, or nitrogen) shall be filtered with a high-efficiency PM air (HEPA) filter.

Figure A.4-6


Schematic of partial flow dilution system (total sampling type)













a


=


engine exhaust or primary diluted flow




b


=


optional




c


=


PM sampling




Components of Figure A.4-6:







DAF


=


Dilution air filter — The dilution air (ambient air, synthetic air, or nitrogen) shall be filtered with a high-efficiency PM air (HEPA) filter.




DT


=


Dilution tunnel or secondary dilution system




EP


=


Exhaust pipe or primary dilution system




FC1


=


Flow controller




FH


=


Filter holder




FM1


=


Flow measurement device measuring the dilution air flow rate




P


=


Sampling pump




PSS


=


PM sampling system




PTL


=


PM transfer line




SP


=


Raw or dilute exhaust gas sampling probe




TL


=


Transfer line




Mass flow rates applicable only for proportional raw exhaust sampling PFD:







qmew



=


Exhaust gas mass gas flow rate on wet basis




qmaw



=


Intake air mass flow rate on wet basis




qmf



=


Fuel mass flow rate




9.2.3.2.   Dilution
The temperature of the diluents (ambient air, synthetic air, or nitrogen as quoted in paragraph 9.2.1) shall be maintained between 293 and 325 K (20 to 52°C) in close proximity to the entrance into the dilution tunnel.
De-humidifying the dilution air before entering the dilution system is permitted. The partial flow dilution system has to be designed to extract a proportional raw exhaust sample from the engine exhaust stream, thus responding to excursions in the exhaust stream flow rate, and introduce dilution air to this sample to achieve a temperature at the test filter as prescribed by paragraph 9.3.3.4.3 of this Annex. For this it is essential that the dilution ratio be determined such that the accuracy requirements of paragraph 8.1.8.6.1 of this Annex are fulfilled.
To ensure that a flow is measured that corresponds to a measured concentration, either aqueous condensation shall be prevented between the sample probe location and the flowmeter inlet in the dilution tunnel or aqueous condensation shall be allowed to occur and humidity at the flowmeter inlet measured. The PFD system may be heated or insulated to prevent aqueous condensation. Aqueous condensation shall be prevented throughout the dilution tunnel.
The minimum dilution ratio shall be within the range of 5:1 to 7:1 based on the maximum engine exhaust flow rate during the test cycle or test interval.
The residence time in the system shall be between 0,5 and 5 s, as measured from the point of diluent introduction to the filter holder(s).
To determine the mass of the particulates, a particulate sampling system, a particulate sampling filter, a gravimetric balance, and a temperature and humidity controlled weighing chamber, are required.
9.2.3.3.   Applicability
PFD may be used to extract a proportional raw exhaust sample for any batch or continuous PM and gaseous emission sampling over any transient (NRTC and LSI-NRTC) duty cycle, any discrete-mode NRSC or any RMC duty cycle.
The system may be used also for a previously diluted exhaust where, via a constant dilution-ratio, an already proportional flow is diluted (see Figure A.4-6). This is the way of performing secondary dilution from a CVS tunnel to achieve the necessary overall dilution ratio for PM sampling.
9.2.3.4.   Calibration
The calibration of the PFD to extract a proportional raw exhaust sample is considered in paragraph 8.1.8.6 of this Annex.
9.3.   Sampling procedures
9.3.1   General sampling requirements
9.3.1.1.   Probe design and construction
A probe is the first fitting in a sampling system. It protrudes into a raw or diluted exhaust stream to extract a sample, such that it's inside and outside surfaces are in contact with the exhaust. A sample is transported out of a probe into a transfer line.
Sample probes shall be made with inside surfaces of stainless steel or, for raw exhaust sampling, with any non-reactive material capable of withstanding raw exhaust temperatures. Sample probes shall be located where constituents are mixed to their mean sample concentration and where interference with other probes is minimised. It is recommended that all probes remain free from influences of boundary layers, wakes, and eddies — especially near the outlet of a raw-exhaust tailpipe where unintended dilution might occur. Purging or back-flushing of a probe shall not influence another probe during testing. A single probe to extract a sample of more than one constituent may be used as long as the probe meets all the specifications for each constituent.
9.3.1.1.1.   Mixing chamber (category NRSh)
Where permitted by the manufacturer, a mixing chamber may be used when testing engines of category NRSh. The mixing chamber is an optional component of a raw gas sampling system and is located in the exhaust system between the silencer and the sample probe. The shape and dimensions of the mixing chamber and tubing before and after shall be such that it provides a well-mixed, homogenous sample at the sample probe location and so that strong pulsations or resonances of the chamber influencing the emissions results are avoided.
9.3.1.2.   Transfer lines
Transfer lines that transport an extracted sample from a probe to an analyser, storage medium, or dilution system shall be minimised in length by locating analysers, storage media, and dilution systems as close to the probes as practical. The number of bends in transfer lines shall be minimised and that the radius of any unavoidable bend shall be maximized.
9.3.1.3.   Sampling methods
For continuous and batch sampling, introduced in paragraph 7.2 of this Annex, the following conditions apply:






(a)


When extracting from a constant flow rate, the sample shall also be carried out at a constant flow rate;










(b)


When extracting from a varying flow rate, the sample flow rate shall be varied in proportion to the varying flow rate;










(c)


Proportional sampling shall be validated as described in paragraph 8.2.1 of this Annex.




9.3.2.   Gas sampling
9.3.2.1.   Sampling probes
Either single-port or multi-port probes are used for sampling gaseous emissions. The probes may be oriented in any direction relative to the raw or diluted exhaust flow. For some probes, the sample temperatures shall be controlled, as follows:






(a)


For probes that extract NOX from diluted exhaust, the probe's wall temperature shall be controlled to prevent aqueous condensation;










(b)


For probes that extract hydrocarbons from the diluted exhaust, a probe wall temperature is recommended to be controlled approximately 464 K (191 °C) to minimise contamination.




9.3.2.1.1.   Mixing chamber (Category NRSh)
When used in accordance with paragraph 9.3.1.1.1 of this Annex, the internal volume of the mixing chamber shall not be less than ten times the individual cylinder swept volume of the engine under test. The mixing chamber shall be coupled as closely as possible to the engine silencer and shall have a minimum inner surface temperature of 452 K (179 °C). The manufacturer may specify the design of the mixing chamber.
9.3.2.2.   Transfer lines
Transfer lines with inside surfaces of stainless steel, PTFE, VitonTM, or any other material that has better properties for emission sampling shall be used. A non-reactive material capable of withstanding exhaust temperatures shall be used. In-line filters may be used if the filter and its housing meet the same temperature requirements as the transfer lines, as follows:






(a)


For NOX transfer lines upstream of either an NO2-to-NO converter that meets the specifications of paragraph 8.1.11.5 of this Annex or a chiller that meets the specifications of paragraph 8.1.11.4 of this Annex a sample temperature that prevents aqueous condensation shall be maintained;










(b)


For THC transfer lines, a temperature of 464 ± 11 K (191 ± 11 °C) shall be maintained throughout the entire line. If sampled from raw exhaust, an unheated, insulated transfer line may be connected directly to a probe. The length and insulation of the transfer line shall be designed to cool the highest expected raw exhaust temperature to no lower than 464 K (191 °C), as measured at the transfer line outlet. For dilute sampling a transition zone between the probe and transfer line of up to 0,92 m in length is allowed to transition the wall temperature to 464 ± 11 K (191 ± 11 °C).




9.3.2.3.   Sample-conditioning components
9.3.2.3.1.   Sample dryers
9.3.2.3.1.1.   Requirements
Sample dryers may be used for removing moisture from the sample in order to decrease the effect of water on gaseous emissions measurement. Sample dryers shall meet the requirements set out in paragraph 9.3.2.3.1.1 and in paragraph 9.3.2.3.1.2 of this Annex. The moisture content of 0,8 volume per cent H2O is used in equation (A.5-13).
For the highest expected water vapour concentration H
m, the water removal technique shall maintain humidity at ≤ 5 g water/kg dry air (or about 0,8 volume per cent H2O), which is 100 per cent relative humidity at 277,1 K (3,9 °C) and 101,3 kPa. This humidity specification is also equivalent to about 25 per cent relative humidity at 298 K (25 °C) and 101,3 kPa. This may be demonstrated by either:






(a)


Measuring the temperature at the outlet of the sample dryer; or










(b)


Measuring humidity at a point just upstream of the CLD; or










(c)


Performing the verification procedure in paragraph 8.1.8.5.8 of this Annex.




9.3.2.3.1.2.   Type of sample dryers allowed and procedure to estimate moisture content after the dryer
Either type of sample dryer described in this paragraph to decrease the effects of water on gaseous emission measurements may be used.






(a)


If an osmotic-membrane dryer upstream of any gaseous analyser or storage medium is used, it shall meet the temperature specifications in paragraph 9.3.2.2 of this Annex. The dew point, T
dew, and absolute pressure, p
total, downstream of an osmotic-membrane dryer shall be monitored. The amount of water shall be calculated as specified in Annex 5 by using continuously recorded values of T
dew and p
total or their peak values observed during a test or their alarm set points. Lacking a direct measurement, the nominal p
total is given by the dryer's lowest absolute pressure expected during testing;










(b)


A thermal chiller upstream of a THC measurement system for compression-ignition engines may not be used. If a thermal chiller upstream of an NO2-to-NO converter or in a sampling system without an NO2-to-NO converter is used, the chiller shall meet the NO2 loss-performance check specified in paragraph 8.1.11.4 of this Annex. The dew point, T
dew, and absolute pressure, p
total, downstream of a thermal chiller shall be monitored. The amount of water shall be calculated as specified in Annex 5 by using continuously recorded values of T
dew and p
total or their peak values observed during a test or their alarm set points. Lacking a direct measurement, the nominal p
total is given by the thermal chiller's lowest absolute pressure expected during testing. If it is valid to assume the degree of saturation in the thermal chiller, T
dew based on the known chiller efficiency and continuous monitoring of chiller temperature, T
chiller may be calculated. If values of T
chiller are not continuously recorded, its peak value observed during a test, or its alarm setpoint, may be used as a constant value to determine a constant amount of water according to Annex 5. If it is valid to assume that T
chiller is equal to T
dew, T
chiller may be used in lieu of T
dew according to Annex 5. If it is valid to assume a constant temperature offset between T
chiller and T
dew, due to a known and fixed amount of sample reheat between the chiller outlet and the temperature measurement location, this assumed temperature offset value may be factored in emission calculations. The validity of any assumptions allowed by this paragraph shall be shown by engineering analysis or by data.




9.3.2.3.2.   Sample pumps
Sample pumps upstream of an analyser or storage medium for any gas shall be used. Sample pumps with inside surfaces of stainless steel, PTFE, or any other material having better properties for emission sampling shall be used. For some sample pumps, temperatures shall be controlled, as follows:






(a)


If a NOX sample pump upstream of either a NO2-to-NO converter that meets the requirements set out in paragraph 8.1.11.5 or a chiller that meets the requirements set out in paragraph 8.1.11.4 of this Annex is used, it shall be heated to prevent aqueous condensation;










(b)


If a THC sample pump upstream of a THC analyser or storage medium is used, its inner surfaces shall be heated to a tolerance of 464 ± 11 K (191 ± 11 °C).




9.3.2.3.3.   Ammonia scrubbers
Ammonia scrubbers may be used for any or all gaseous sampling systems to prevent NH3 interference, poisoning of NO2-to-NO converter, and deposits in the sampling system or analysers. Installation of the ammonia scrubber shall follow the manufacturer's recommendations.
9.3.2.4.   Sample storage media
In the case of bag sampling, gas volumes shall be stored in sufficiently clean containers that minimally off-gas or allow permeation of gases. Good engineering judgment shall be used to determine acceptable thresholds of storage media cleanliness and permeation. To clean a container, it may be repeatedly purged and evacuated and may be heated. A flexible container (such as a bag) within a temperature-controlled environment, or a temperature controlled rigid container that is initially evacuated or has a volume that can be displaced, such as a piston and cylinder arrangement, shall be used. Containers meeting the specifications in the following Table A.4-6 shall be used.

Table A.4-6


Gaseous batch sampling container materials







CO, CO2, O2, CH4, C2H6, C3H8, NO, NO2
 (4)



polyvinyl fluoride (PVF) (5) for example TedlarTM, polyvinylidene fluoride (5) for example KynarTM, polytetrafluoroethylene (6) for example TeflonTM, or stainless steel (6)





HC


polytetrafluoroethylene (7) or stainless steel (7)





9.3.3.   PM sampling
9.3.3.1.   Sampling probes
PM probes with a single opening at the end shall be used. PM probes shall be oriented to face directly upstream.
The PM probe may be shielded with a hat that conforms with the requirements in Figure A.4-7. In this case the pre-classifier described in paragraph 9.3.3.3 of this Annex shall not be used.

Figure A.4-7


Scheme of a sampling probe with a hat-shaped pre-classifier




Cross-section
9.3.3.2.   Transfer lines
Insulated or heated transfer lines or a heated enclosure are recommended to minimise temperature differences between transfer lines and exhaust constituents. Transfer lines that are inert with respect to PM and are electrically conductive on the inside surfaces shall be used. It is recommended using PM transfer lines made of stainless steel; any material other than stainless steel will be required to meet the same sampling performance as stainless steel. The inside surface of PM transfer lines shall be electrically grounded.
9.3.3.3.   Pre-classifier
The use of a PM pre-classifier to remove large-diameter particles is permitted that is installed in the dilution system directly before the filter holder. Only one pre-classifier is permitted. If a hat shaped probe is used (see Figure A.4-7), the use of a pre-classifier is prohibited.
The PM pre-classifier may be either an inertial impactor or a cyclonic separator. It shall be constructed of stainless steel. The pre-classifier shall be rated to remove at least 50 per cent of PM at an aerodynamic diameter of 10 μm and no more than 1 per cent of PM at an aerodynamic diameter of 1 μm over the range of flow rates for which it is used. The pre-classifier outlet shall be configured with a means of bypassing any PM sample filter so that the pre-classifier flow can be stabilised before starting a test. PM sample filter shall be located within 75 cm downstream of the pre-classifier's exit.
9.3.3.4.   Sample filter
The diluted exhaust shall be sampled by a filter that meets the requirements set out in paragraphs 9.3.3.4.1 to 9.3.3.4.4 of this Annex during the test sequence.
9.3.3.4.1.   Filter specification
All filter types shall have a collection efficiency of at least 99,7 per cent. The sample filter manufacturer's measurements reflected in their product ratings may be used to show this requirement. The filter material shall be either:






(a)


Fluorocarbon (PTFE) coated glass fibre; or










(b)


Fluorocarbon (PTFE) membrane.




If the expected net PM mass on the filter exceeds 400 μg, a filter with a minimum initial collection efficiency of 98 per cent may be used.
9.3.3.4.2.   Filter size
The nominal filter size shall be 46,50 mm ± 0,6 mm diameter (at least 37 mm stain diameter). Larger diameter filters may be used with prior agreement of the Type Approval Authority. Proportionality between filter and stain area is recommended.
9.3.3.4.3.   Dilution and temperature control of PM samples
PM samples shall be diluted at least once upstream of transfer lines in case of a CVS system and downstream in case of PFD system (see paragraph 9.3.3.2 of this Annex relating to transfer lines). Sample temperature shall be controlled to a 320 ± 5 K (47 ± 5 °C) tolerance, as measured anywhere within 200 mm upstream or 200 mm downstream of the PM filter media. The PM sample is intended to be heated or cooled primarily by dilution conditions as specified in sub-paragraph (a) of paragraph 9.2.1 of this Annex.
9.3.3.4.4.   Filter face velocity
A filter face velocity shall be between 0,90 and 1,00 m/s with less than 5 per cent of the recorded flow values exceeding this range. If the total PM mass exceeds 400 μg, the filter face velocity may be reduced. The face velocity shall be measured as the volumetric flow rate of the sample at the pressure upstream of the filter and temperature of the filter face, divided by the filter's exposed area. The exhaust system stack or CVS tunnel pressure shall be used for the upstream pressure if the pressure drop through the PM sampler up to the filter is less than 2 kPa.
9.3.3.4.5   Filter holder
To minimise turbulent deposition and to deposit PM evenly on a filter, a 12,5° (from centre) divergent cone angle to transition from the transfer-line inside diameter to the exposed diameter of the filter face shall be used. Stainless steel for this transition shall be used.
9.3.4.   PM-stabilisation and weighing environments for gravimetric analysis
9.3.4.1.   Environment for gravimetric analysis
This paragraph describes the two environments required to stabilise and weigh PM for gravimetric analysis: the PM stabilization environment, where filters are stored before weighing; and the weighing environment, where the balance is located. The two environments may share a common space.
Both the stabilization and the weighing environments shall be kept free of ambient contaminants, such as dust, aerosols, or semi-volatile material that could contaminate PM samples.
9.3.4.2.   Cleanliness
The cleanliness of the PM-stabilization environment using reference filters shall be verified, as described in paragraph 8.1.12.1.4 of this Annex.
9.3.4.3.   Temperature of the chamber
The temperature of the chamber (or room) in which the particulate filters are conditioned and weighed shall be maintained to within 295 ± 1 K (22 ± 1 °C) during all filter conditioning and weighing. The humidity shall be maintained to a dew point of 282,5 ± 1 K (9,5 ± 1 °C) and a relative humidity of 45 per cent ± 8 per cent. If the stabilization and weighing environments are separate, the stabilization environment shall be maintained at a tolerance of 295 ± 3 K (22 ± 3 °C).
9.3.4.4.   Verification of ambient conditions
When using measurement instruments that meet the specifications in paragraph 9.4 the following ambient conditions shall be verified:






(a)


Dew point and ambient temperature shall be recorded. These values shall be used to determine if the stabilization and weighing environments have remained within the tolerances specified in paragraph 9.3.4.3 of this Annex for at least 60 min before weighing filters;










(b)


Atmospheric pressure shall be continuously recorded within the weighing environment. An acceptable alternative is to use a barometer that measures atmospheric pressure outside the weighing environment, as long as it can be ensured that the atmospheric pressure at the balance is always at the balance within ± 100 Pa of the shared atmospheric pressure. A means to record the most recent atmospheric pressure shall be provided when each PM sample is weighed. This value shall be used to calculate the PM buoyancy correction in paragraph 8.1.12.2 of this Annex.




9.3.4.5.   Installation of balance
The balance shall be installed as follows:






(a)


Installed on a vibration-isolation platform to isolate it from external noise and vibration;










(b)


Shielded from convective airflow with a static-dissipating draft shield that is electrically grounded.




9.3.4.6.   Static electric charge
Static electric charge shall be minimised in the balance environment, as follows:






(a)


The balance is electrically grounded;










(b)


Stainless steel tweezers shall be used if PM samples shall be handled manually;










(c)


Tweezers shall be grounded with a grounding strap, or a grounding strap shall be provided for the operator such that the grounding strap shares a common ground with the balance;










(d)


A static-electricity neutraliser shall be provided that is electrically grounded in common with the balance to remove static charge from PM samples.




9.4.   Measurement instruments
9.4.1.   Introduction
9.4.1.1.   Scope
This paragraph specifies measurement instruments and associated system requirements related to emission testing. This includes laboratory instruments for measuring engine parameters, ambient conditions, flow-related parameters, and emission concentrations (raw or diluted).
9.4.1.2.   Instrument types
Any instrument mentioned in this annex shall be used as described in the annex itself (see Table 5 for measurement quantities provided by these instruments). Whenever an instrument mentioned in this annex is used in a way that is not specified, or another instrument is used in its place, the requirements for equivalency provisions shall apply as specified in paragraph 5.1.3 of this Annex. Where more than one instrument for a particular measurement is specified, one of them will be identified by the Type Approval Authority upon application as the reference for showing that an alternative procedure is equivalent to the specified procedure.
9.4.1.3.   Redundant systems
Data from multiple instruments to calculate test results for a single test may be used for all measurement instruments described in this paragraph, with prior approval of the Type Approval Authority. Results from all measurements shall be recorded and the raw data shall be retained. This requirement applies whether or not the measurements are actually used in the calculations.
9.4.2.   Data recording and control
The test system shall be able to update data, record data and control systems related to operator demand, the dynamometer, sampling equipment, and measurement instruments. Data acquisition and control systems shall be used that can record at the specified minimum frequencies, as shown in Table A.4-7 (this table does not apply to discrete mode NRSC testing).

Table A.4-7


Data recording and control minimum frequencies









Applicable test protocol paragraph


Measured values


Minimum command and control frequency


Minimum recording frequency




7.6.


Speed and torque during an engine step-map


1 Hz


1 mean value per step




7.6.


Speed and torque during an engine sweep-map


5 Hz


1 Hz means




7.8.3.


Transient (NRTC and LSI-NRTC) duty cycle reference and feedback speeds and torques


5 Hz


1 Hz means




7.8.2.


Steady-state and ramped-modal duty cycle reference and feedback speeds and torques


1 Hz


1 Hz




7.3.


Continuous concentrations of raw analysers


N/A


1 Hz




7.3.


Continuous concentrations of dilute analysers


N/A


1 Hz




7.3.


Batch concentrations of raw or dilute analysers


N/A


1 mean value per test interval




7.6.8.2.1.


Diluted exhaust flow rate from a CVS with a heat exchanger upstream of the flow measurement


N/A


1 Hz




7.6.8.2.1.


Diluted exhaust flow rate from a CVS without a heat exchanger upstream of the flow measurement


5 Hz


1 Hz means




7.6.8.2.1.


Intake-air or exhaust flow rate (for raw transient measurement)


N/A


1 Hz means




7.6.8.2.1.


Dilution air if actively controlled


5 Hz


1 Hz means




7.6.8.2.1.


Sample flow from a CVS with a heat exchanger


1 Hz


1 Hz




7.6.8.2.1.


Sample flow from a CVS without a heat exchanger


5 Hz


1 Hz mean




9.4.3.   Performance specifications for measurement instruments
9.4.3.1.   Overview
The test system as a whole shall meet all the applicable calibrations, verifications, and test-validation criteria specified in paragraph 8.1 of this Annex, including the requirements of the linearity check of paragraphs 8.1.4 and 8.2 of this Annex. Instruments shall meet the specifications in Table A.4-7 for all ranges to be used for testing. Furthermore, any documentation received from instrument manufacturers showing that instruments meet the specifications in Table A.4-7 shall be kept.
9.4.3.2.   Component requirements
Table A.4-8 shows the specifications of transducers of torque, speed, and pressure, sensors of temperature and dew point, and other instruments. The overall system for measuring the given physical and/or chemical quantity shall meet the linearity verification in paragraph 8.1.4 of this Annex. For gaseous emissions measurements, analysers may be used, that have compensation algorithms that are functions of other measured gaseous components, and of the fuel properties for the specific engine test. Any compensation algorithm shall only provide offset compensation without affecting any gain (that is no bias).

Table A.4-8


Recommended performance specifications for measurement instruments











Measurement instrument


Measured quantity symbol


Complete system rise time


Recording update frequency


Accuracy (3)



Repeatability (3)





Engine speed transducer


n


1 s


1 Hz means


2,0 % of pt. or 0,5 % of max


1,0 % of pt. or 0,25 % of max




Engine torque transducer


T


1 s


1 Hz means


2,0 % of pt. or 1,0 % of max


1,0 % of pt. or 0,5 % of max




Fuel flowmeter(Fuel totalizer)


 


5 s(N/A)


1 Hz(N/A)


2,0 % of pt. or 1,5 % of max


1,0 % of pt. or 0,75 % of max




Total diluted exhaust meter (CVS)(With heat exchanger before meter)


 


1 s(5 s)


1 Hz means(1 Hz)


2,0 % of pt. or 1,5 % of max


1,0 % of pt. or 0,75 % of max




Dilution air, inlet air, exhaust, and sample flowmeters


 


1 s


1 Hz means of 5 Hz samples


2,5 % of pt. or 1,5 % of max


1,25 % of pt. or 0,75 % of max




Continuous gas analyser raw


x


5 s


2 Hz


2,0 % of pt. or 2,0 % of meas.


1,0 % of pt. or 1,0 % of meas.




Continuous gas analyser dilute


x


5 s


1 Hz


2,0 % of pt. or 2,0 % of meas.


1,0 % of pt. or 1,0 % of meas.




Continuous gas analyser


x


5 s


1 Hz


2,0 % of pt. or 2,0 % of meas.


1,0 % of pt. or 1,0 % of meas.




Batch gas analyser


x


N/A


N/A


2,0 % of pt. or 2,0 % of meas.


1,0 % of pt. or 1,0 % of meas.




Gravimetric PM balance


mPM



N/A


N/A


See 9.4.11


0.5 μg




Inertial PM balance


mPM



5 s


1 Hz


2,0 % of pt. or 2,0 % of meas.


1,0 % of pt. or 1,0 % of meas.




9.4.4.   Measurement of engine parameters and ambient conditions
9.4.4.1.   Speed and torque sensors
9.4.4.1.1.   Application
Measurement instruments for work inputs and outputs during engine operation shall meet the specifications in this paragraph. Sensors, transducers, and meters meeting the specifications in Table A.4-8 are recommended. Overall systems for measuring work inputs and outputs shall meet the linearity verifications in paragraph 8.1.4 of this Annex.
9.4.4.1.2.   Shaft work
Work and power shall be calculated from outputs of speed and torque transducers according to paragraph 9.4.4.1 of this Annex. Overall systems for measuring speed and torque shall meet the calibration and verifications in paragraphs 8.1.7 and 8.1.4 of this Annex.
Torque induced by the inertia of accelerating and decelerating components connected to the flywheel, such as the drive shaft and dynamometer rotor, shall be compensated for as needed, based on good engineering judgment.
9.4.4.2.   Pressure transducers, temperature sensors, and dew point sensors
Overall systems for measuring pressure, temperature, and dew point shall meet the calibration in paragraph 8.1.7 of this Annex.
Pressure transducers shall be located in a temperature-controlled environment, or they shall compensate for temperature changes over their expected operating range. Transducer materials shall be compatible with the fluid being measured.
9.4.5.   Flow-related measurements
For any type of flowmeter (of fuel, intake-air, raw exhaust, diluted exhaust, sample), the flow shall be conditioned as needed to prevent wakes, eddies, circulating flows, or flow pulsations from affecting the accuracy or repeatability of the meter. For some meters, this may be accomplished by using a sufficient length of straight tubing (such as a length equal to at least 10 pipe diameters) or by using specially designed tubing bends, straightening fins, orifice plates (or pneumatic pulsation dampeners for the fuel flowmeter) to establish a steady and predictable velocity profile upstream of the meter.
9.4.5.1.   Fuel flowmeter
Overall system for measuring fuel flow shall meet the calibration in paragraph 8.1.8.1 of this Annex. In any fuel flow measurement it shall be accounted for any fuel that bypasses the engine or returns from the engine to the fuel storage tank.
9.4.5.2.   Intake-air flowmeter
Overall system for measuring intake-air flow shall meet the calibration in paragraph 8.1.8.2 of this Annex.
9.4.5.3.   Raw exhaust flowmeter
9.4.5.3.1.   Component requirements
The overall system for measuring raw exhaust flow shall meet the linearity requirements in paragraph 8.1.4 of this Annex. Any raw-exhaust meter shall be designed to appropriately compensate for changes in the raw exhaust gas' thermodynamic, fluid, and compositional states.
9.4.5.3.2.   Flowmeter response time
For the purpose of controlling of a partial flow dilution system to extract a proportional raw exhaust sample, a flowmeter response time faster than indicated in Table A.4-8 is required. For partial flow dilution systems with online control, the flowmeter response time shall meet the specifications of paragraph 8.2.1.2 of this Annex.
9.4.5.3.3.   Exhaust cooling
This paragraph does not apply to cooling of the exhaust gas due to the design of the engine, including, but not limited to, water-cooled exhaust manifolds or turbochargers.
Exhaust cooling upstream of the flowmeter is permitted with the following restrictions:






(a)


PM shall not be sampled downstream of the cooling;










(b)


If cooling causes exhaust temperatures above 475 K (202 °C) to decrease to below 453 K (180 °C), HC shall not be sampled downstream of the cooling;










(c)


If cooling causes aqueous condensation, NOX shall not be sampled downstream of the cooling unless the cooler meets the performance verification in paragraph 8.1.11.4 of this Annex;










(d)


If cooling causes aqueous condensation before the flow reaches a flowmeter, dew point, T
dew and pressure p
total shall be measured at the flowmeter inlet. These values shall be used in emission calculations according to Annex 5.




9.4.5.4.   Dilution air and diluted exhaust flowmeters
9.4.5.4.1.   Application
Instantaneous diluted exhaust gas flow rates or total diluted exhaust gas flow over a test interval shall be determined by using a diluted exhaust flowmeter. Raw exhaust gas flow rates or total raw exhaust gas flow over a test interval may be calculated from the difference between a diluted exhaust gas flowmeter and a dilution air meter.
9.4.5.4.2.   Component requirements
The overall system for measuring diluted exhaust flow shall meet the calibration and verifications in paragraphs 8.1.8.4 and 8.1.8.5 of this Annex. The following meters may be used:






(a)


For constant-volume sampling (CVS) of the total flow of diluted exhaust gas, a critical-flow venturi (CFV) or multiple critical-flow venturis arranged in parallel, a positive-displacement pump (PDP), a subsonic venturi (SSV), or an ultrasonic flowmeter (UFM) may be used. Combined with an upstream heat exchanger, either a CFV or a PDP will also function as a passive flow controller by keeping the diluted exhaust gas temperature constant in a CVS system;










(b)


For the Partial Flow Dilution (PFD) system the combination of any flowmeter with any active flow control system to maintain proportional sampling of exhaust gas constituents may be used. The total flow of diluted exhaust gas, or one or more sample flows, or a combination of these flow controls may be controlled to maintain proportional sampling.




For any other dilution system, a laminar flow element, an ultrasonic flowmeter, a subsonic venturi, a critical-flow venturi or multiple critical-flow venturis arranged in parallel, a positive-displacement meter, a thermal-mass meter, an averaging Pitot tube, or a hot-wire anemometer may be used.
9.4.5.4.3.   Exhaust gas cooling
Diluted exhaust gas upstream of a dilute flowmeter may be cooled, as long as all the following provisions are observed:






(a)


PM shall not be sampled downstream of the cooling;










(b)


If cooling causes exhaust temperatures above 475 K (202 °C) to decrease to below 453 K (180 °C), HC shall not be sampled downstream of the cooling;










(c)


If cooling causes aqueous condensation, NOX shall not be sampled downstream of the cooling unless the cooler meets the performance verification in paragraph 8.1.11.4 of this Annex;










(d)


If cooling causes aqueous condensation before the flow reaches a flowmeter, dew point, T
dew and pressure p
total shall be measured at the flowmeter inlet. These values shall be used in emission calculations according to Annex 5.




9.4.5.5.   Sample flowmeter for batch sampling
A sample flowmeter shall be used to determine sample flow rates or total flow sampled into a batch sampling system over a test interval. The difference between two flowmeters may be used to calculate sample flow into a dilution tunnel e.g. for partial flow dilution PM measurement and secondary dilution flow PM measurement. Specifications for differential flow measurement to extract a proportional raw exhaust sample is given in paragraph 8.1.8.6.1 and the calibration of differential flow measurement is given in paragraph 8.1.8.6.2 of this Annex.
Overall system for the sample flowmeter shall meet the calibration in paragraph 8.1.8 of this Annex.
9.4.5.6.   Gas divider
A gas divider may be used to blend calibration gases.
A gas divider shall be used that blends gases to the specifications of paragraph 9.5.1 of this Annex and to the concentrations expected during testing. Critical-flow gas dividers, capillary-tube gas dividers, or thermal-mass-meter gas dividers may be used. Viscosity corrections shall be applied as necessary (if not done by gas divider internal software) to appropriately ensure correct gas division. The gas-divider system shall meet the linearity verification in paragraph 8.1.4.5 of this Annex. Optionally, the blending device may be checked with an instrument which by nature is linear, e.g. using NO gas with a CLD. The span value of the instrument shall be adjusted with the span gas directly connected to the instrument. The gas divider shall be checked at the settings used and the nominal value shall be compared to the measured concentration of the instrument.
9.4.6.   CO and CO2 measurements
A non-dispersive infrared (NDIR) analyser shall be used to measure CO and CO2 concentrations in raw or diluted exhaust for either batch or continuous sampling.
The NDIR-based system shall meet the calibration and verifications set out in paragraph 8.1.9.1 or 8.1.9.2 of this Annex, as applicable.
9.4.7.   Hydrocarbon measurements
9.4.7.1.   Flame-ionization detector
9.4.7.1.1.   Application
A heated flame-ionization detector (HFID) analyser shall be used to measure hydrocarbon concentrations in raw or diluted exhaust for either batch or continuous sampling. Hydrocarbon concentrations shall be determined on a carbon number basis of one, C1. Heated FID analysers shall maintain all surfaces that are exposed to emissions at a temperature of 464 ± 11 K (191 ± 11 °C). Optionally, for NG and LPG fuelled and SI engines, the hydrocarbon analyser may be of the non-heated flame ionisation detector (FID) type.
9.4.7.1.2.   Component requirements
The FID-based system for measuring THC shall meet all of the verifications for hydrocarbon measurement in paragraph 8.1.10 of this Annex.
9.4.7.1.3.   FID fuel and burner air
FID fuel and burner air shall meet the specifications of paragraph 9.5.1 of this Annex. The FID fuel and burner air shall not mix before entering the FID analyser to ensure that the FID analyser operates with a diffusion flame and not a premixed flame.
9.4.7.1.4.   Reserved
9.4.7.1.5.   Reserved
9.4.7.2.   Reserved
9.4.8.   NOX measurements
Two measurement instruments are specified for NOX measurement and either instrument may be used provided it meets the criteria specified in paragraph 9.4.8.1 or 9.4.8.2 of this Annex, respectively. The chemiluminescent detector shall be used as the reference procedure for comparison with any proposed alternate measurement procedure under paragraph 5.1.3 of this Annex.
9.4.8.1.   Chemiluminescent detector
9.4.8.1.1.   Application
A chemiluminescent detector (CLD) coupled with an NO2-to-NO converter is used to measure NOX concentration in raw or diluted exhaust for batch or continuous sampling.
9.4.8.1.2.   Component requirements
The CLD-based system shall meet the quench verification in paragraph 8.1.11.1 of this Annex. A heated or unheated CLD may be used, and a CLD that operates at atmospheric pressure or under a vacuum may be used.
9.4.8.1.3.   NO2-to-NO converter
An internal or external NO2-to-NO converter that meets the verification in paragraph 8.1.11.5 of this Annex shall be placed upstream of the CLD, while the converter shall be configured with a bypass to facilitate this verification.
9.4.8.1.4.   Humidity effects
All CLD temperatures shall be maintained to prevent aqueous condensation. To remove humidity from a sample upstream of a CLD, one of the following configurations shall be used:






(a)


A CLD connected downstream of any dryer or chiller that is downstream of an NO2-to-NO converter that meets the verification in paragraph 8.1.11.5 of this Annex;










(b)


A CLD connected downstream of any dryer or thermal chiller that meets the verification in paragraph 8.1.11.4 of this Annex.




9.4.8.1.5.   Response time
A heated CLD may be used to improve CLD response time.
9.4.8.2.   Non-dispersive ultraviolet analyser
9.4.8.2.1.   Application
A non-dispersive ultraviolet (NDUV) analyser is used to measure NOX concentration in raw or diluted exhaust for batch or continuous sampling.
9.4.8.2.2.   Component requirements
The NDUV-based system shall meet the verifications in paragraph 8.1.11.3 of this Annex.
9.4.8.2.3.   NO2-to-NO converter
If the NDUV analyser measures only NO, an internal or external NO2-to-NO converter that meets the verification in paragraph 8.1.11.5 of this Annex shall be placed upstream of the NDUV analyser. The converter shall be configured with a bypass to facilitate this verification.
9.4.8.2.4.   Humidity effects
The NDUV temperature shall be maintained to prevent aqueous condensation, unless one of the following configurations is used:






(a)


An NDUV shall be connected downstream of any dryer or chiller that is downstream of an NO2-to-NO converter that meets the verification in paragraph 8.1.11.5 of this Annex;










(b)


An NDUV shall be connected downstream of any dryer or thermal chiller that meets the verification in paragraph 8.1.11.4 of this Annex.




9.4.9.   O2 measurements
A paramagnetic detection (PMD) or magneto pneumatic detection (MPD) analyser shall be used to measure O2 concentration in raw or diluted exhaust for batch or continuous sampling.
9.4.10.   Air-to-fuel ratio measurements
A Zirconia (ZrO2) analyser may be used to measure air-to-fuel ratio in raw exhaust for continuous sampling. O2 measurements with intake air or fuel flow measurements may be used to calculate exhaust flow rate according to Annex 5.
9.4.11.   PM measurements with gravimetric balance
A balance shall be used to weigh net PM collected on sample filter media.
The minimum requirement on the balance resolution shall be equal or lower than the repeatability of 0,5 microgram recommended in Table A.4-8. If the balance uses internal calibration weights for routine spanning and linearity verifications, the calibration weights shall meet the specifications in paragraph 9.5.2 of this Annex.
The balance shall be configured for optimum settling time and stability at its location.
9.4.12.   Ammonia (NH3) measurements
A FTIR (Fourier transform infrared) analyser, NDUV or laser infrared analyser may be used in accordance with Appendix A.4.
9.5.   Analytical gases and mass standards
9.5.1.   Analytical gases
Analytical gases shall meet the accuracy and purity specifications of this paragraph.
9.5.1.1.   Gas specifications
The following gas specifications shall be considered:






(a)


Purified gases shall be used to blend with calibration gases and to adjust measurement instruments so as to obtain a zero response to a zero calibration standard. Gases with contamination no higher than the highest of the following values in the gas cylinder or at the outlet of a zero-gas generator shall be used:






(i)


2 per cent contamination, measured relative to the mean concentration expected at the emission limit value. For example, if a CO concentration of 100,0 μmol/mol is expected, then it would be allowed to use a zero gas with CO contamination less than or equal to 2 000 μmol/mol;










(ii)


Contamination as specified in Table A.4-9, applicable for raw or dilute measurements;










(iii)


Contamination as specified in Table A.4-10, applicable for raw measurements.





Table A.4-9


Contamination limits, applicable for raw or dilute measurements [μmol/mol = ppm (3.2)]









Constituent


Purified synthetic air (4)



Purified N2
 (4)





THC (C1 equivalent)


≤ 0,05 μmol/mol


≤ 0,05 μmol/mol




CO


≤ 1 μmol/mol


≤ 1 μmol/mol




CO2



≤ 10 μmol/mol


≤ 10 μmol/mol




O2



0,205 to 0,215 mol/mol


≤ 2 μmol/mol




NOX



≤ 0,02 μmol/mol


≤ 0,02 μmol/mol





Table A.4-10


Contamination limits, applicable for raw measurements [μmol/mol = ppm (3.2)]









Constituent


Purified synthetic air (5)



Purified N2
 (5)





THC (C1 equivalent)


≤ 1 μmol/mol


≤ 1 μmol/mol




CO


≤ 1 μmol/mol


≤ 1 μmol/mol




CO2



≤ 400 μmol/mol


≤ 400 μmol/mol




O2



0,18 to 0,21 mol/mol


—




NOX



≤ 0,1 μmol/mol


≤ 0,1 μmol/mol














(b)


The following gases shall be used with a FID analyser:






(i)


FID fuel shall be used with an H2 concentration of (0,39 to 0,41) mol/mol, balance He or N2. The mixture shall not contain more than 0,05 μmol/mol THC;










(ii)


FID burner air shall be used that meets the specifications of purified air in paragraph (a) of this paragraph;










(iii)


FID zero gas. Flame-ionization detectors shall be zeroed with purified gas that meets the specifications in paragraph (a) of this paragraph, except that the purified gas O2 concentration may be any value;










(iv)


FID propane span gas. The THC FID shall be spanned and calibrated with span concentrations of propane, C3H8. It shall be calibrated on a carbon number basis of one (C1);














(c)


The following gas mixtures shall be used, with gases traceable within ± 1,0 per cent of the international and/or national recognized standards true value or of other gas standards that are approved:






(i)


CH4, balance purified synthetic air and/or N2 (as applicable);










(ii)


Reserved;










(iii)


C3H8, balance purified synthetic air and/or N2 (as applicable);










(iv)


CO, balance purified N2;










(v)


CO2, balance purified N2;










(vi)


NO, balance purified N2;










(vii)


NO2, balance purified synthetic air;










(viii)


O2, balance purified N2;










(ix)


C3H8, CO, CO2, NO, balance purified N2;










(x)


C3H8, CH4, CO, CO2, NO, balance purified N2.














(d)


Gases of species other than those listed in sub-paragraph (c) of this paragraph may be used (such as methanol in air, which may be used to determine response factors), as long as they are traceable to within ± 3,0 per cent of the international and/or national recognized standards true value, and meet the stability requirements of paragraph 9.5.1.2 of this Annex;










(e)


Own calibration gases may be generated using a precision blending device, such as a gas divider, to dilute gases with purified N2 or purified synthetic air. If the gas dividers meet the specifications in paragraph 9.4.5.6 of this Annex, and the gases being blended meet the requirements of sub-paragraphs (a) and (c) of this paragraph, the resulting blends are considered to meet the requirements of this paragraph 9.5.1.1 of this Annex.




9.5.1.2.   Concentration and expiration date
The concentration of any calibration gas standard and its expiration date specified by the gas supplier shall be recorded.






(a)


No calibration gas standard may be used after its expiration date, except as allowed by sub-paragraph (b) of this paragraph.










(b)


Calibration gases may be relabelled and used after their expiration date if it is approved in advance by Type Approval Authority.




9.5.1.3.   Gas transfer
Gases shall be transferred from their source to analysers using components that are dedicated to controlling and transferring only those gases.
9.5.2.   Mass standards
PM balance calibration weights that are certified as international and/or national recognized standards-traceable within 0,1 per cent uncertainty shall be used. Calibration weights may be certified by any calibration lab that maintains international and/or national recognized standards-traceability. It shall be made sure that the lowest calibration weight has no greater than ten times the mass of an unused PM-sample medium. The calibration report shall also state the density of the weights.


(1)  Specific symbols are found in annexes.

(2)  The numbering of this annex is consistent with the numbering of the UN GTR No 11. However, some sections of the UN GTR No 11 are not needed in this annex.

(1)  Perform calibrations and verifications more frequently, according to measurement system manufacturer instructions and good engineering judgment.

(2)  The CVS verification is not required for systems that agree within ± 2 per cent based on a chemical balance of carbon or oxygen of the intake air, fuel, and diluted exhaust.

(3)  Molar flow rate may be used instead of standard volumetric flow rate as the term representing ‘quantity’. In this case maximum molar flow rate may be used instead of the maximum standard volumetric flow rate in the corresponding linearity criteria.

(4)  As long as aqueous condensation in storage container is prevented.

(5)  Up to 313 K (40 °C).

(6)  Up to 475 K (202 °C).

(7)  At 464 ± 11 K (191 ± 11 °C).

(3)  Accuracy and repeatability are all determined with the same collected data, as described in pargraph 9.4.3 of this Annex, and based on absolute values. "pt." refers to the overall mean value expected at the emission limit; "max." refers to the peak value expected at the emission limit over the duty cycle , not the maximum of the instrument's range; "meas." refers to the actual mean measured over the duty cycle.

(4)  It is not required that these levels of purity are international and/or national recognized standards-traceable.

(5)  It is not required that these levels of purity are international and/or national recognized standards-traceable.



APPENDIX A.1

PARTICLE NUMBER EMISSIONS MEASUREMENT EQUIPMENT

A.1.1.   Measurement test procedure
A.1.1.1.   Sampling
Particle number emissions shall be measured by continuous sampling from either a partial flow dilution system, as described in paragraph 9.2.3 of this Annex or a full flow dilution system as described in paragraph 9.2.2 of this Annex.
A.1.1.1.1.   Diluent filtration
Diluent used for both the primary and, where applicable, secondary dilution of the exhaust gas in the dilution system shall be passed through filters meeting the High-Efficiency Particulate Air (HEPA) filter requirements defined in paragraph 2.1.41 of this Regulation. The diluent may optionally be charcoal scrubbed before being passed to the HEPA filter to reduce and stabilise the hydrocarbon concentrations in the diluent. It is recommended that an additional coarse particle filter is situated before the HEPA filter and after the charcoal scrubber, if used.
A.1.1.2.   Compensating for particle number sample flow — full flow dilution systems
To compensate for the mass flow extracted from the dilution system for particle number sampling the extracted mass flow (filtered) shall be returned to the dilution system. Alternatively, the total mass flow in the dilution system may be mathematically corrected for the particle number sample flow extracted. Where the total mass flow extracted from the dilution system for the sum of particle number sampling and particulate mass sampling is less than 0,5 per cent of the total diluted exhaust gas flow in the dilution tunnel (med) this correction, or flow return, may be neglected.
A.1.1.3.   Compensating for particle number sample flow — partial flow dilution systems
A.1.1.3.1.   For partial flow dilution systems the mass flow extracted from the dilution system for particle number sampling shall be accounted for in controlling the proportionality of sampling. This shall be achieved either by feeding the particle number sample flow back into the dilution system upstream of the flow measuring device or by mathematical correction as outlined in paragraph A.1.1.3.2. In the case of total sampling type partial flow dilution systems, the mass flow extracted for particle number sampling shall also be corrected for in the particulate mass calculation as outlined in paragraph A.1.1.3.3.
A.1.1.3.2.   The instantaneous exhaust gas flow rate into the dilution system (qmp), used for controlling the proportionality of sampling, shall be corrected according to one of the following methods:






(a)


In the case where the extracted particle number sample flow is discarded, equation (A.4-20) in paragraph 8.1.8.6.1 of this Annex shall be replaced by equation (A.4-29):













(A.4-29)




where:






qmdew




is the diluted exhaust mass flow rate, kg/s




qmdw




is the dilution air mass flow rate, kg/s




q
ex




is the particle number sample mass flow rate, kg/s.




The q
ex signal sent to the partial flow system controller shall be accurate to within ± 0,1 per cent of q

mdew at all times and should be sent with frequency of at least 1 Hz.










(b)


In the case where the extracted particle number sample flow is fully or partially discarded, but an equivalent flow is fed back to the dilution system upstream of the flow measurement device, equation (A.4-20) in paragraph 8.1.8.6.1 of this Annex shall be replaced by equation (A.4-30):













(A.4-30)




where:






qmdew




is the diluted exhaust mass flow rate, kg/s




qmdw




is the dilution air mass flow rate, kg/s




q
ex




is the particle number sample mass flow rate, kg/s




q
sw




is the mass flow rate fed back into dilution tunnel to compensate for particle number sample extraction, kg/s.




The difference between q
ex and q
sw sent to the partial flow system controller shall be accurate to within ± 0,1 per cent of q

mdew at all times. The signal (or signals) should be sent with frequency of at least 1 Hz.




A.1.1.3.3.   Correction of PM measurement
When a particle number sample flow is extracted from a total sampling partial flow dilution system, the mass of particulates (m
PM) calculated in paragraph A.1.2.3.1.1 of Appendix A.1 to Annex 5 shall be corrected as follows to account for the flow extracted. This correction is required even where filtered extracted flow is fed back into the partial flow dilution systems, as set out in equation (A.4-31):













(A.4-31)




where:






mPM



is the mass of particulates determined in accordance with paragraph A.1.2.3.1.1 of Appendix A.1 to Annex 5, g/test




msed



is the total mass of diluted exhaust gas passing through the dilution tunnel, kg




mex



is the total mass of diluted exhaust gas extracted from the dilution tunnel for particle number sampling, kg.




A.1.1.3.4.   Proportionality of partial flow dilution sampling
For particle number measurement, exhaust mass flow rate, determined according to any of the methods described in paragraph A.1.1.6.1 to A.1.1.6.4 of Appendix A.1 to Annex 5, is used for controlling the partial flow dilution system to take a sample proportional to the exhaust mass flow rate. The quality of proportionality shall be checked by applying a regression analysis between sample and exhaust flow in accordance with paragraph 8.2.1.2 of this Annex.
A.1.1.3.5.   Particle number calculation
Determination and calculation of PN are laid down in Appendix A.6 to Annex 5.
A.1.2.   Measurement equipment
A.1.2.1.   Specification
A.1.2.1.1.   System overview








A.1.2.1.1.1.


The particle sampling system shall consist of a probe or sampling point extracting a sample from a homogenously mixed flow in a dilution system as described in paragraph 9.2.2 or 9.2.3 of this Annex, a volatile particle remover (VPR) upstream of a particle number counter (PNC) and suitable transfer line.












A.1.2.1.1.2.


It is recommended that a particle size pre-classifier (e.g. cyclone, impactor, etc.) be located prior to the inlet of the VPR. However, a sample probe acting as an appropriate size-classification device, such as shown in Figure A.4-7, is an acceptable alternative to the use of a particle size pre-classifier. In the case of partial flow dilution systems it is acceptable to use the same pre-classifier for particulate mass and particle number sampling, extracting the particle number sample from the dilution system downstream of the pre-classifier. Alternatively separate pre-classifiers may be used, extracting the particle number sample from the dilution system upstream of the particulate mass pre-classifier.




A.1.2.1.2.   General requirements








A.1.2.1.2.1.


The particle sampling point shall be located within a dilution system.
The sampling probe tip or particle sampling point and particle transfer line (PTL) together comprise the particle transfer system (PTS). The PTS conducts the sample from the dilution tunnel to the entrance of the VPR. The PTS shall meet the following conditions:






(a)


In the case of full flow dilution systems and partial flow dilution systems of the fractional sampling type (as described in paragraph 9.2.3 of this Annex) the sampling probe shall be installed near the tunnel centre line, 10 to 20 tunnel diameters downstream of the gas inlet, facing upstream into the tunnel gas flow with its axis at the tip parallel to that of the dilution tunnel. The sampling probe shall be positioned within the dilution tract so that the sample is taken from a homogeneous diluent/exhaust mixture.










(b)


In the case of partial flow dilution systems of the total sampling type (as described in paragraph 9.2.3 of this Annex) the particle sampling point or sampling probe shall be located in the particulate transfer line, upstream of the particulate filter holder, flow measurement device and any sample/bypass bifurcation point. The sampling point or sampling probe shall be positioned so that the sample is taken from a homogeneous diluent/exhaust mixture. The dimensions of the particle sampling probe should be sized not to interfere with the operation of the partial flow dilution system.




Sample gas drawn through the PTS shall meet the following conditions:






(a)


In the case of full flow dilution systems, it shall have a flow Reynolds number (Re) of < 1 700;










(b)


In the case of partial flow dilution systems, it shall have a flow Reynolds number (Re) of < 1 700 in the PTT i.e. downstream of the sampling probe or point;










(c)


It shall have a residence time in the PTS of ≤ 3 seconds.










(d)


Any other sampling configuration for the PTS for which equivalent particle penetration at 30 nm can be demonstrated will be considered acceptable.




The outlet tube (OT) conducting the diluted sample from the VPR to the inlet of the PNC shall have the following properties:






(a)


It shall have an internal diameter of ≥ 4 mm;










(b)


Sample Gas flow through the OT shall have a residence time of ≤ 0,8 second;










(c)


Any other sampling configuration for the OT for which equivalent particle penetration at 30 nm can be demonstrated will be considered acceptable.
















A.1.2.1.2.2.


The VPR shall include devices for sample dilution and for volatile particle removal.












A.1.2.1.2.3.


All parts of the dilution system and the sampling system from the exhaust pipe up to the PNC, which are in contact with raw and diluted exhaust gas, shall be designed to minimise deposition of the particles. All parts shall be made of electrically conductive materials that do not react with exhaust gas components, and shall be electrically grounded to prevent electrostatic effects.












A.1.2.1.2.4.


The particle sampling system shall incorporate good aerosol sampling practice that includes the avoidance of sharp bends and abrupt changes in cross-section, the use of smooth internal surfaces and the minimisation of the length of the sampling line. Gradual changes in the cross-section are permissible.




A.1.2.1.3.   Specific requirements








A.1.2.1.3.1.


The particle sample shall not pass through a pump before passing through the PNC.












A.1.2.1.3.2.


A sample pre-classifier is recommended.












A.1.2.1.3.3.


The sample preconditioning unit shall:






A.1.2.1.3.3.1.


Be capable of diluting the sample in one or more stages to achieve a particle number concentration below the upper threshold of the single particle count mode of the PNC and a gas temperature below 308 K (35°C) at the inlet to the PNC;










A.1.2.1.3.3.2.


Include an initial heated dilution stage which outputs a sample at a temperature of ≥ 423 K (150°C) and ≤ 673 K (400°C), and dilutes by a factor of at least 10;










A.1.2.1.3.3.3.


Control heated stages to constant nominal operating temperatures, within the range specified in paragraph A.1.2.1.3.3.2, to a tolerance of ± 10 K (± 10°C). Provide an indication of whether or not heated stages are at their correct operating temperatures;










A.1.2.1.3.3.4.


Achieve a particle concentration reduction factor (fr
(di
)), as defined in paragraph A.1.2.2.2.2, for particles of 30 nm and 50 nm electrical mobility diameters, that is no more than 30 per cent and 20 per cent respectively higher, and no more than 5 per cent lower than that for particles of 100 nm electrical mobility diameter for the VPR as a whole;










A.1.2.1.3.3.5.


Also achieve > 99,0 per cent vaporisation of 30 nm tetracontane (CH3(CH2)38CH3) particles, with an inlet concentration of ≥ 10 000 cm-3, by means of heating and reduction of partial pressures of the tetracontane.
















A.1.2.1.3.4.


The PNC shall:






A.1.2.1.3.4.1.


Operate under full flow operating conditions;










A.1.2.1.3.4.2.


Have a counting accuracy of ± 10 per cent across the range 1 cm-3 to the upper threshold of the single particle count mode of the PNC against a traceable standard. At concentrations below 100 cm-3 measurements averaged over extended sampling periods may be required to demonstrate the accuracy of the PNC with a high degree of statistical confidence;










A.1.2.1.3.4.3.


Have a readability of at least 0,1 particle cm-3 at concentrations below 100 cm3;










A.1.2.1.3.4.4.


Have a linear response to particle concentrations over the full measurement range in single particle count mode;










A.1.2.1.3.4.5.


Have a data reporting frequency equal to or greater than 0,5 Hz;










A.1.2.1.3.4.6.


Have a response time over the measured concentration range of less than 5 s;










A.1.2.1.3.4.7.


Incorporate a coincidence correction function up to a maximum 10 per cent correction, and may make use of an internal calibration factor as determined in paragraph A.1.2.2.1.3, but shall not make use of any other algorithm to correct for or define the counting efficiency;










A.1.2.1.3.4.8.


Have counting efficiencies at particle sizes of 23 nm (± 1 nm) and 41 nm (± 1 nm) electrical mobility diameter of 50 per cent (± 12 per cent) and > 90 per cent respectively. These counting efficiencies may be achieved by internal (for example; control of instrument design) or external (for example; size pre-classification) means;










A.1.2.1.3.4.9.


If the PNC makes use of a working liquid, it shall be replaced at the frequency specified by the instrument manufacturer.
















A.1.2.1.3.5.


Where they are not held at a known constant level at the point at which PNC flow rate is controlled, the pressure and/or temperature at inlet to the PNC shall be measured and reported for the purposes of correcting particle concentration measurements to standard conditions.












A.1.2.1.3.6.


The sum of the residence time of the PTS, VPR and OT plus the response time of the PNC shall be no greater than 20 s.












A.1.2.1.3.7.


The transformation time of the entire particle number sampling system (PTS, VPR, OT and PNC) shall be determined by aerosol switching directly at the inlet of the PTS. The aerosol switching shall be done in less than 0,1 s. The aerosol used for the test shall cause a concentration change of at least 60 per cent full scale (FS).
The concentration trace shall be recorded. For time alignment of the particle number concentration and exhaust flow signals, the transformation time is defined as the time from the change (t0) until the response is 50 per cent of the final reading (t50).




A.1.2.1.4.   Recommended system description
This paragraph contains the recommended practice for measurement of particle number. However, any system meeting the performance specifications in paragraphs A.1.2.1.2 and A.1.2.1.3 is acceptable.
Figures A.4-8 and A.4-9 are schematic drawings of the recommended particle sampling system configures for partial and full flow dilution systems respectively.

Figure A.4-8


Schematic of recommended particle sampling system — Partial flow sampling




excess air
filtered air
cyclone
from engine exhaust
filtered air
make-up air*
*Alternatively, the control software might account for the flow removed by the PN system

Figure A.4-9


Schematic of recommended particle sampling system — Full flow sampling




excess air
filtered air
cyclone
Flow direction
act. carbon
from engine exhaust
A.1.2.1.4.1.   Sampling system description
The particle sampling system shall consist of a sampling probe tip or particle sampling point in the dilution system, a particle transfer line (PTL), a particle pre-classifier (PCF) and a volatile particle remover (VPR) upstream of the particle number concentration measurement (PNC) unit. The VPR shall include devices for sample dilution (particle number diluters: PND1 and PND2) and particle evaporation (Evaporation tube, ET). The sampling probe or sampling point for the test gas flow shall be so arranged within the dilution tract that a representative sample gas flow is taken from a homogeneous diluent/exhaust mixture. The sum of the residence time of the system plus the response time of the PNC shall be no greater than 20 s.
A.1.2.1.4.2.   Particle transfer system
The sampling probe tip or particle sampling point and Particle Transfer Line (PTL) together comprise the Particle Transfer System (PTS). The PTS conducts the sample from the dilution tunnel to the entrance to the first particle number diluter. The PTS shall meet the following conditions:






 


In the case of full flow dilution systems and partial flow dilution systems of the fractional sampling type (as described in paragraph 9.2.3 of this Annex) the sampling probe shall be installed near the tunnel centre line, 10 to 20 tunnel diameters downstream of the gas inlet, facing upstream into the tunnel gas flow with its axis at the tip parallel to that of the dilution tunnel. The sampling probe shall be positioned within the dilution tract so that the sample is taken from a homogeneous diluent/exhaust mixture.










 


In the case of partial flow dilution systems of the total sampling type (as described in paragraph 9.2.3 of this Annex) the particle sampling point shall be located in the particulate transfer line, upstream of the particulate filter holder, flow measurement device and any sample/bypass bifurcation point. The sampling point or sampling probe shall be positioned so that the sample is taken from a homogeneous diluent/exhaust mixture.




Sample gas drawn through the PTS shall meet the following conditions:






 


It shall have a flow Reynolds number (Re) of < 1 700;










 


It shall have a residence time in the PTS of ≤ 3 seconds.




Any other sampling configuration for the PTS for which equivalent particle penetration for particles of 30 nm electrical mobility diameter can be demonstrated will be considered acceptable.
The outlet tube (OT) conducting the diluted sample from the VPR to the inlet of the PNC shall have the following properties:






 


It shall have an internal diameter of ≥ 4 mm;




Sample gas flow through the POT shall have a residence time of ≤ 0,8 second.
Any other sampling configuration for the OT for which equivalent particle penetration for particles of 30 nm electrical mobility diameter can be demonstrated will be considered acceptable.
A.1.2.1.4.3.   Particle pre-classifier
The recommended particle pre-classifier shall be located upstream of the VPR. The pre-classifier 50 per cent cut point particle diameter shall be between 2,5 μm and 10 μm at the volumetric flow rate selected for sampling particle number emissions. The pre-classifier shall allow at least 99 per cent of the mass concentration of 1 μm particles entering the pre-classifier to pass through the exit of the pre-classifier at the volumetric flow rate selected for sampling particle number emissions. In the case of partial flow dilution systems, it is acceptable to use the same pre-classifier for particulate mass and particle number sampling, extracting the particle number sample from the dilution system downstream of the pre-classifier. Alternatively separate pre-classifiers may be used, extracting the particle number sample from the dilution system upstream of the particulate mass pre-classifier.
A.1.2.1.4.4.   Volatile particle remover (VPR)
The VPR shall comprise one particle number diluter (PND1), an evaporation tube and a second diluter (PND2) in series. This dilution function is to reduce the number concentration of the sample entering the particle concentration measurement unit to less than the upper threshold of the single particle count mode of the PNC and to suppress nucleation within the sample. The VPR shall provide an indication of whether or not PND1 and the evaporation tube are at their correct operating temperatures.
The VPR shall achieve > 99,0 per cent vaporisation of 30 nm tetracontane (CH3(CH2)38CH3) particles, with an inlet concentration of ≥ 10 000 cm-3, by means of heating and reduction of partial pressures of the tetracontane. It shall also achieve a particle concentration reduction factor (f
r) for particles of 30 nm and 50 nm electrical mobility diameters, that is no more than 30 per cent and 20 per cent respectively higher, and no more than 5 per cent lower than that for particles of 100 nm electrical mobility diameter for the VPR as a whole.
A.1.2.1.4.4.1.   First particle number dilution device (PND1)
The first particle number dilution device shall be specifically designed to dilute particle number concentration and operate at a (wall) temperature of 423 K to 673 K (150 °C to 400 °C). The wall temperature setpoint should be held at a constant nominal operating temperature, within this range, to a tolerance of ± 10 °C and not exceed the wall temperature of the ET (paragraph A.1.2.1.4.4.2). The diluter should be supplied with HEPA filtered dilution air and be capable of a dilution factor of 10 to 200 times.
A.1.2.1.4.4.2.   Evaporation Tube (ET)
The entire length of the ET shall be controlled to a wall temperature greater than or equal to that of the first particle number dilution device and the wall temperature held at a fixed nominal operating temperature between 573 K (300 °C) and 673 K (400 °C), to a tolerance of ± 10 K.
A.1.2.1.4.4.3.   Second particle number dilution device (PND2)
PND2 shall be specifically designed to dilute particle number concentration. The diluter shall be supplied with HEPA filtered dilution air and be capable of maintaining a single dilution factor within a range of 10 to 30 times. The dilution factor of PND2 shall be selected in the range between 10 and 15 such that particle number concentration downstream of the second diluter is less than the upper threshold of the single particle count mode of the PNC and the gas temperature prior to entry to the PNC is < 308 K (35 °C).
A.1.2.1.4.5.   Particle number counter (PNC)
The PNC shall meet the requirements of paragraph A.1.2.1.3.4.
A.1.2.2.   Calibration/Validation of the particle sampling system (1)

A.1.2.2.1.   Calibration of the particle number counter








A.1.2.2.1.1.


The Technical Service shall ensure the existence of a calibration certificate for the PNC demonstrating compliance with a traceable standard within a 12-month period prior to the emissions test.












A.1.2.2.1.2.


The PNC shall also be recalibrated and a new calibration certificate issued following any major maintenance.












A.1.2.2.1.3.


Calibration shall be traceable to a standard calibration method:






(a)


By comparison of the response of the PNC under calibration with that of a calibrated aerosol electrometer when simultaneously sampling electrostatically classified calibration particles; or










(b)


By comparison of the response of the PNC under calibration with that of a second PNC which has been directly calibrated by the above method.




In the electrometer case, calibration shall be undertaken using at least six standard concentrations spaced as uniformly as possible across the PNC’s measurement range. These points will include a nominal zero concentration point produced by attaching HEPA filters of at least class H13 of EN 1822:2008, or equivalent performance, to the inlet of each instrument. With no calibration factor applied to the PNC under calibration, measured concentrations shall be within ± 10 per cent of the standard concentration for each concentration used, with the exception of the zero point, otherwise the PNC under calibration shall be rejected. The gradient from a linear regression of the two data sets shall be calculated and recorded. A calibration factor equal to the reciprocal of the gradient shall be applied to the PNC under calibration. Linearity of response is calculated as the square of the Pearson product moment correlation coefficient (R2) of the two data sets and shall be equal to or greater than 0,97. In calculating both the gradient and R2 the linear regression shall be forced through the origin (zero concentration on both instruments).
In the reference PNC case, calibration shall be undertaken using at least six standard concentrations across the PNC’s measurement range. At least 3 points shall be at concentrations below 1 000 cm-3, the remaining concentrations shall be linearly spaced between 1 000 cm-3 and the maximum of the PNC’s range in single particle count mode. These points will include a nominal zero concentration point produced by attaching HEPA filters of at least class H13 of EN 1822:2008, or equivalent performance, to the inlet of each instrument. With no calibration factor applied to the PNC under calibration, measured concentrations shall be within ± 10 per cent of the standard concentration for each concentration, with the exception of the zero point, otherwise the PNC under calibration shall be rejected. The gradient from a linear regression of the two data sets shall be calculated and recorded. A calibration factor equal to the reciprocal of the gradient shall be applied to the PNC under calibration. Linearity of response is calculated as the square of the Pearson product moment correlation coefficient (R2) of the two data sets and shall be equal to or greater than 0,97. In calculating both the gradient and R2 the linear regression shall be forced through the origin (zero concentration on both instruments).












A.1.2.2.1.4.


Calibration shall also include a check, against the requirements in paragraph A.1.2.1.3.4.8, on the PNC’s detection efficiency with particles of 23 nm electrical mobility diameter. A check of the counting efficiency with 41 nm particles is not required.




A.1.2.2.2.   Calibration/Validation of the volatile particle remover








A.1.2.2.2.1.


Calibration of the VPR’s particle concentration reduction factors across its full range of dilution settings, at the instrument’s fixed nominal operating temperatures, shall be required when the unit is new and following any major maintenance. The periodic validation requirement for the VPR’s particle concentration reduction factor is limited to a check at a single setting, typical of that used for measurement on diesel particulate filter equipped non-road mobile machinery. The Technical Service shall ensure the existence of a calibration or validation certificate for the volatile particle remover within a 6-month period prior to the emissions test. If the volatile particle remover incorporates temperature monitoring alarms a 12 month validation interval shall be permissible.
The VPR shall be characterised for particle concentration reduction factor with solid particles of 30 nm, 50 nm and 100 nm electrical mobility diameter. Particle concentration reduction factors (fr
(d)) for particles of 30 nm and 50 nm electrical mobility diameters shall be no more than 30 per cent and 20 per cent higher respectively, and no more than 5 per cent lower than that for particles of 100 nm electrical mobility diameter. For the purposes of validation, the mean particle concentration reduction factor shall be within ± 10 per cent of the mean particle concentration reduction factor (



) determined during the primary calibration of the VPR.












A.1.2.2.2.2.


The test aerosol for these measurements shall be solid particles of 30, 50 and 100 nm electrical mobility diameter and a minimum concentration of 5 000 particles cm-3 at the VPR inlet. Particle concentrations shall be measured upstream and downstream of the components.
The particle concentration reduction factor at each particle size (fr
(di
)) shall be calculated by means of equation (A.4-32):













(A.4-32)




where:






Nin(di)


is the upstream particle number concentration for particles of diameter di






Nout(di)


is the downstream particle number concentration for particles of diameter di






di



is the particle electrical mobility diameter (30, 50 or 100 nm)





Nin
(di
) and Nout
(di
) shall be corrected to the same conditions.
The mean particle concentration reduction (



) at a given dilution setting shall be calculated by means of equation (A.4-33):













(A.4-33)




It is recommended that the VPR is calibrated and validated as a complete unit.












A.1.2.2.2.3.


The Technical Service shall ensure the existence of a validation certificate for the VPR demonstrating effective volatile particle removal efficiency within a 6 month period prior to the emissions test. If the volatile particle remover incorporates temperature monitoring alarms a 12 month validation interval shall be permissible. The VPR shall demonstrate greater than 99,0 per cent removal of tetracontane (CH3(CH2)38CH3) particles of at least 30 nm electrical mobility diameter with an inlet concentration of ≥ 10 000 cm-3 when operated at its minimum dilution setting and manufacturers recommended operating temperature.




A.1.2.2.3.   Particle number system check procedures








A.1.2.2.3.1.


Prior to each test, the particle counter shall report a measured concentration of less than 0,5 particles cm-3 when a HEPA filter of at least class H13 of EN 1822:2008, or equivalent performance, is attached to the inlet of the entire particle sampling system (VPR and PNC).












A.1.2.2.3.2.


On a monthly basis, the flow into the particle counter shall report a measured value within 5 per cent of the particle counter nominal flow rate when checked with a calibrated flowmeter.












A.1.2.2.3.3.


Each day, following the application of a HEPA filter of at least class H13 of EN 1822:2008, or equivalent performance, to the inlet of the particle counter, the particle counter shall report a concentration of ≤ 0,2 cm-3. Upon removal of this filter, the particle counter shall show an increase in measured concentration to at least 100 particles cm-3 when challenged with ambient air and a return to ≤ 0,2 cm-3 on replacement of the HEPA filter.












A.1.2.2.3.4.


Prior to the start of each test it shall be confirmed that the measurement system indicates that the evaporation tube, where featured in the system, has reached its correct operating temperature.












A.1.2.2.3.5.


Prior to the start of each test it shall be confirmed that the measurement system indicates that the diluter PND1 has reached its correct operating temperature.






(1)  Example calibration/validation methods are available at: www.unece.org/es/trans/main/wp29/wp29wgs/wp29grpe/pmpfcp




APPENDIX A.2

INSTALLATION REQUIREMENTS FOR EQUIPMENT AND AUXILIARIES








Number


Equipment and auxiliaries


Fitted for emission test




1


Inlet system


 




 


Inlet manifold


Yes




 


Crankcase emission control system


Yes




 


Air flowmeter


Yes




 


Air filter


Yes (10)





 


Inlet silencer


Yes (10)





2


Exhaust system


 




 


Exhaust after-treatment


Yes




 


Exhaust manifold


Yes




 


Connecting pipes


Yes (11)





 


Silencer


Yes (11)





 


Tail pipe


Yes (11)





 


Exhaust brake


No (12)





 


Pressure charging device


Yes




3


Fuel supply pump


Yes (13)





4


Fuel injection equipment


 




 


Prefilter


Yes




 


Filter


Yes




 


Pump


Yes




5


High-pressure pipe


Yes




 


Injector


Yes




 


Electronic control unit, sensors, etc.


Yes




 


Governor/control system


Yes




 


Automatic full-load stop for the control rack depending on atmospheric conditions


Yes




6


Liquid-cooling equipment


 




 


Radiator


No




 


Fan


No




 


Fan cowl


No




 


Water pump


Yes (14)





 


Thermostat


Yes (15)





7 


Air cooling


 




 


Cowl


No (16)





 


Fan or Blower


No (16)





 


Temperature-regulating device


No




8


Pressure charging equipment


 




 


Compressor driven either directly by the engine and/or by the exhaust gases


Yes




 


Charge air cooler


Yes (16)
 (17)





 


Coolant pump or fan (engine-driven)


No (16)





 


Coolant flow control device


Yes




9


Auxiliary test-bed fan


Yes, if necessary




10


Anti-pollution device


Yes




11


Starting equipment


Yes or test bed equipment (18)





12


Lubricating oil pump


Yes




13


Certain auxiliaries whose definition is linked with the operation of the non-road mobile machinery and which may be mounted on the engine shall be removed for the test.
The following non-exhaustive list is given as an example:






(i)


air compressor for brakes










(ii)


power steering compressor










(iii)


suspension compressor










(iv)


air-conditioning system.






No






(1)  The complete inlet system shall be fitted as provided for the intended application:






(i)


where there is a risk of an appreciable effect on the engine power;










(ii)


when the manufacturer requests that this should be done.




In other cases, an equivalent system may be used and a check should be made to ascertain that the intake pressure does not differ by more than 100 Pa from the upper limit specified by the manufacturer for a clean air filter.

(2)  The complete exhaust system shall be fitted as provided for the intended application:






(i)


where there is a risk of an appreciable effect on the engine power;










(ii)


when the manufacturer requests that this should be done.




In other cases, an equivalent system may be installed provided the pressure measured does not differ by more than 1 000 Pa from the upper limit specified by the manufacturer.

(3)  If an exhaust brake is incorporated in the engine, the throttle valve shall be fixed in the fully open position.

(4)  The fuel feed pressure may be adjusted, if necessary, to reproduce the pressure existing in the particular engine application (particularly when a ‘fuel return’ system is used).

(5)  The cooling-liquid circulation shall be operated by the engine water pump only. Cooling of the liquid may be produced by an external circuit, such that the pressure loss of this circuit and the pressure at the pump inlet remain substantially the same as those of the engine cooling system.

(6)  The thermostat may be fixed in the fully open position.

(7)  When the cooling fan or blower is fitted for the test, the power absorbed shall be added to the results, except for cooling fans of air cooled engines directly fitted on the crankshaft. The fan or blower power shall be determined at the speeds used for the test either by calculation from standard characteristics or by practical tests.

(8)  Charge air-cooled engines shall be tested with charge air cooling, whether liquid- or air-cooled, but if the manufacturer prefers, a test bench system may replace the air cooler. In either case, the measurement of power at each speed shall be made with the maximum pressure drop and the minimum temperature drop of the engine air across the charge air cooler on the test bench system as those specified by the manufacturer.

(9)  The power for electrical or other starting systems shall be provided from the test bed.

(10)  The complete inlet system shall be fitted as provided for the intended application:






(i)


where there is a risk of an appreciable effect on the engine power;










(ii)


when the manufacturer requests that this should be done.




In other cases, an equivalent system may be used and a check should be made to ascertain that the intake pressure does not differ by more than 100 Pa from the upper limit specified by the manufacturer for a clean air filter.

(11)  The complete exhaust system shall be fitted as provided for the intended application:






(i)


where there is a risk of an appreciable effect on the engine power;










(ii)


when the manufacturer requests that this should be done.




In other cases, an equivalent system may be installed provided the pressure measured does not differ by more than 1 000 Pa from the upper limit specified by the manufacturer.

(12)  If an exhaust brake is incorporated in the engine, the throttle valve shall be fixed in the fully open position.

(13)  The fuel feed pressure may be adjusted, if necessary, to reproduce the pressure existing in the particular engine application (particularly when a ‘fuel return’ system is used).

(14)  The cooling-liquid circulation shall be operated by the engine water pump only. Cooling of the liquid may be produced by an external circuit, such that the pressure loss of this circuit and the pressure at the pump inlet remain substantially the same as those of the engine cooling system.

(15)  The thermostat may be fixed in the fully open position.

(16)  When the cooling fan or blower is fitted for the test, the power absorbed shall be added to the results, except for cooling fans of air cooled engines directly fitted on the crankshaft. The fan or blower power shall be determined at the speeds used for the test either by calculation from standard characteristics or by practical tests.

(17)  Charge air-cooled engines shall be tested with charge air cooling, whether liquid- or air-cooled, but if the manufacturer prefers, a test bench system may replace the air cooler. In either case, the measurement of power at each speed shall be made with the maximum pressure drop and the minimum temperature drop of the engine air across the charge air cooler on the test bench system as those specified by the manufacturer.

(18)  The power for electrical or other starting systems shall be provided from the test bed.




APPENDIX A.3

VERIFICATION OF TORQUE SIGNAL BROADCAST BY ELECTRONIC CONTROL UNIT

A.3.1.   Introduction
In case the contracting party requires to conduct in-service monitoring tests, this Appendix sets out the requirements for torque verification should the manufacturer intend to use the torque signal broadcast by the electronic control unit (ECU), of engines so equipped.
The basis for the net torque shall be uncorrected net torque delivered by the engine inclusive of the equipment and auxiliaries to be included for an emissions test according to Appendix A.2.
A.3.2.   Broadcast torque
With the engine installed on the test bench for conducting the mapping procedure, means shall be provided to read the torque signal broadcast by the ECU.
A.3.3.   Verification procedure
When conducting the mapping procedure according to paragraph 7.6.2 of this Annex readings of the torque measured by the dynamometer and torque broadcast by the ECU shall be taken simultaneously at a minimum of three points on the torque curve. At least one of the readings shall be taken at a point on the curve where the torque is no less than 98 per cent of the maximum value.
The torque broadcast by the ECU shall be accepted without correction if, at each point where measurements were taken, the factor calculated from dividing the torque value from the dynamometer by the torque value from the ECU is not less than 0,93 (i.e. a maximum difference of 7 per cent). In this case it shall be recorded in the communication that the torque broadcast by the ECU has been verified without correction. Where the factor at one or more test points is less than 0,93 the average correction factor shall be determined from all the points where readings were taken and recorded in the communication. Where a factor is recorded in the communication it shall be applied to the torque broadcast by the ECU when conducting in-service monitoring tests.




APPENDIX A.4

PROCEDURES FOR THE MEASUREMENT OF AMMONIA

A.4.1.   This appendix describes the procedure for measurement of ammonia (NH3). For non-linear analysers, the use of linearising circuits shall be permitted.
A.4.2.   Three measurement principles are specified for NH3 measurement and either principle may be used provided it meets the criteria specified in paragraphs A.4.2.1, A.4.2.2 or A.4.2.3, respectively. Gas dryers shall not be permitted for NH3 measurement.
A.4.2.1.   Fourier Transform Infrared (hereinafter “FTIR”) analyser
A.4.2.1.1.   Measurement principle
The FTIR employs the broad waveband infrared spectroscopy principle. It allows simultaneous measurement of exhaust components whose standardised spectra are available in the instrument. The absorption spectrum (intensity/wavelength) is calculated from the measured interferogram (intensity/time) by means of the Fourier transform method.
A.4.2.1.2.   Installation and sampling
The FTIR shall be installed in accordance with the instrument manufacturer's instructions. The NH3 wavelength shall be selected for evaluation. The sample path (sampling line, pre-filter(s) and valves) shall be made of stainless steel or PTFE and shall be heated to set points between 383 K (110 °C) and 464 K (191 °C) in order to minimise NH3 losses and sampling artefacts. In addition, the sampling line shall be as short as practically possible.
A.4.2.1.3.   Cross interference
The spectral resolution of the NH3 wavelength shall be within 0,5 cm–1 in order to minimise cross interference from other gases present in the exhaust gas.
A.4.2.2.   Non Dispersive Ultra Violet Resonance Absorption analyser (hereinafter “NDUV”)
A.4.2.2.1.   Measurement Principle
The NDUV is based on a purely physical principle, no auxiliary gases or equipment is necessary. The main element of the photometer is an electrode-less discharge lamp. It produces a sharply structured radiation in the ultraviolet range, enabling the measurement of several components such as NH3.
The photometric system has a dual beam in time design set up to produce a measuring and a reference beam by filter correlation technique.
In order to achieve a high stability of the measuring signal the dual beam in time design is combined with a dual beam in space design. The detector signals processing fosters an almost negligible amount of zero point drift rate.
In the calibration mode of the analyser a sealed-off quartz cell is tilted into the beam path to obtain an exact calibration value, since any reflection and absorption losses of the cell windows are cancelled out. Since the gas filling of the cell is very stable, this calibration method leads to a very stable long term stability of the photometer.
A.4.2.2.2.   Installation
The analyser shall be installed within an analyser cabinet using extractive sampling in accordance with the instrument manufacturer’s instructions. The analyser location shall be capable of supporting the weight specified by the manufacturer.
The sample path (sampling line, pre-filter(s) and valves) shall be made of stainless steel or PTFE and shall be heated to set points between 383 K (110 °C) and 464 K (191 °C).
In addition, the sampling line shall be as short as possible. Influence from exhaust temperature and pressure, installation environment and vibrations on the measurement shall be minimised.
The gas analyser shall be protected from cold, heat, temperature variations, and strong air currents, accumulation of dust, corrosive atmosphere and vibrations. Adequate air circulation shall be provided to avoid heat build-up. The complete surface shall be used to dissipate the heat losses.
A.4.2.2.3.   Cross Sensitivity
An appropriate spectral range shall be chosen in order to minimise cross interferences of accompanying gases. Typical components causing cross sensitivities on the NH3 measurement are SO2, NO2 and NO.
Additionally, further methods can be applied to reduce the cross sensitivities.






(a)


Usage of interference filters;










(b)


Cross sensitivity compensation by measuring cross sensitivity components and using the measurement signal for compensation.




A.4.2.3.   Laser Infrared analyser
A.4.2.3.1.   Measurement principle
An infrared laser such as a tunable diode laser (TDL) or a quantum cascade laser (QCL) can emit coherent light in the near-infrared region or in mid-infrared region respectively where nitrogen compounds including NH3 have strong absorption. This laser optics can give a pulsed-mode high resolution narrow band near-infrared or mid-infrared spectrum. Therefore, laser infrared analysers can reduce interference caused by the spectral overlap of co-existing gases in engine exhaust.
A.4.2.3.2.   Installation
The analyser shall be installed either directly in the exhaust pipe (in-situ) or within an analyser cabinet using extractive sampling in accordance with the instrument manufacturer’s instructions. If installed in an analyser cabinet, the sample path (sampling line, pre-filter(s) and valves) shall be made of stainless steel or PTFE and shall be heated to set points between 383 K (110 °C) and 464 K (191 °C) in order to minimise NH3 losses and sampling artefacts. In addition, the sampling line shall be as short as practically possible.
Influence from exhaust temperature and pressure, installation environment and vibrations on the measurement shall be minimised, or compensation techniques be used.
If applicable, sheath air used in conjunction with in-situ measurement for protection of the instrument shall not affect the concentration of any exhaust component measured downstream of the device, or sampling of other exhaust components shall be made upstream of the device.
A.4.2.3.3.   Interference verification for NH3 laser infrared analysers (cross interference)
A.4.2.3.3.1.   Scope and frequency
If NH3 is measured using laser infrared analyser, the amount of interference shall be verified after initial analyser installation and after major maintenance.
A.4.2.3.3.2.   Measurement principles for interference verification
Interference gasses can positively interfere with certain laser infrared analyser by causing a response similar to NH3. If the analyser uses compensation algorithms that use measurements of other gases to meet this interference verification, these other measurements shall be simultaneously conducted to test the compensation algorithms during the analyser interference verification.
Good engineering judgment shall be used to determine interference gases for laser infrared analyser. Note that interference species, with the exception of H2O, are dependent on the NH3 infrared absorption band chosen by the instrument manufacturer. For each analyser the NH3 infrared absorption band shall be determined. For each NH3 infrared absorption band, good engineering judgment shall be used to determine interference gases to use in the verification.
A.4.3.   Emissions test procedure
A.4.3.1.   Checking the analysers
Prior to the emissions test, the analyser range shall be selected. Emission analysers with automatic or manual range switching shall be permitted. During the test cycle, the range of the analysers shall not be switched.
Zero and span response shall be determined, if the provisions set out in paragraph A.4.3.4.2 do not apply for the instrument. For the span response, a NH3 gas that meets the specifications set out in paragraph A.4.4.2.7, shall be used. The use of reference cells that contain NH3 span gas is permitted.
A.4.3.2.   Collection of emission relevant data
At the start of the test sequence, the NH3 data collection shall be started, simultaneously. The NH3 concentration shall be measured continuously and stored with at least 1 Hz on a computer system.
A.4.3.3.   Operations after test
At the completion of the test, sampling shall continue until system response times have elapsed. Determination of analyser's drift in accordance with paragraph A.4.3.4.1 shall only be required if the information required in paragraph A.4.3.4.2 is not available.
A.4.3.4.   Analyser drift








A.4.3.4.1.


As soon as practical but no later than 30 minutes after the test cycle is complete or during the soak period, the zero and span responses of the analyser shall be determined. The difference between the pre-test and post-test results shall be less than 2 per cent of full scale.












A.4.3.4.2.


Determination of analyser drift is not required in the following situations:






(a)


If the zero and span drift specified by the instrument manufacturer in paragraph A.4.4.2.3 and A.4.4.2.4 meets the requirements of paragraph A.4.3.4;










(b)


The time interval for zero and span drift specified by the instrument manufacturer in paragraph A.4.4.2.3 and A.4.4.2.4 exceeds the duration of the test.








A.4.4.   Analyser specification and verification
A.4.4.1.   Linearity requirements
The analyser shall comply with the linearity requirements specified in Table A.4-8 of this Annex. The linearity verification in accordance with paragraph 8.1.4 of this Annex shall be performed at least at the minimum frequency set out in Table A.4-5 of this Annex. With the prior approval of the Type Approval Authority, less than 10 reference points are permitted, if an equivalent accuracy can be demonstrated.
For the linearity verification, a NH3 gas that meets the specifications set out in paragraph A.4.4.2.7 shall be used. The use of reference cells that contain NH3 span gas shall be permitted.
Instruments, whose signals are used for compensation algorithms, shall meet the linearity requirements specified in Table 5 of this Annex. Linearity verification shall be done as required by internal audit procedures, by the instrument manufacturer or in accordance with ISO 9000 requirements.
A.4.4.2.   Analyser specifications
The analyser shall have a measuring range and response time appropriate for the accuracy required to measure the concentration of NH3 under transient and steady state conditions.
A.4.4.2.1.   Minimum detection limit
The analyser shall have a minimum detection limit of < 2 ppm under all conditions of testing.
A.4.4.2.2.   Accuracy
The accuracy, defined as the deviation of the analyser reading from the reference value, shall not exceed ± 3 per cent of the reading or ± 2 ppm, whichever is larger.
A.4.4.2.3.   Zero drift
The drift of the zero response and the related time interval shall be specified by the instrument manufacturer.
A.4.4.2.4.   Span drift
The drift of the span response and the related time interval shall be specified by the instrument manufacturer.
A.4.4.2.5.   System response time
The system response time shall be ≤ 20 s.
A.4.4.2.6.   Rise time
The rise time of the analyser shall be ≤ 5 s.
A.4.4.2.7.   NH3 calibration gas
A gas mixture with the following chemical composition shall be available.
NH3 and purified nitrogen.
The true concentration of the calibration gas shall be within ± 3 per cent of the nominal value. The concentration of NH3 shall be given on a volume basis (volume per cent or volume ppm).
The expiration date of the calibration gases shall be recorded.
A.4.4.2.8.   Interference verification procedure
The interference verification shall be performed as follows:






(a)


The NH3 analyser shall be started, operated, zeroed, and spanned as it would be before an emission test;










(b)


A humidified interference test gas shall be created by bubbling a multi component span gas through distilled H2O in a sealed vessel. If the sample is not passed through a sample dryer, the vessel temperature shall be controlled to generate an H2O level at least as high as the maximum expected during emission testing. Interference span gas concentrations shall be used at least as high as the maximum expected during testing;










(c)


The humidified interference test gas shall be introduced into the sample system.










(d)


The water mole fraction, x
H2O, of the humidified interference test gas shall be measured, as close as possible to the inlet of the analyser. For example, dew point, T
dew, and absolute pressure, p
total, shall be measured to calculate x
H2O;










(e)


Good engineering judgment shall be used to prevent condensation in the transfer lines, fittings, or valves from the point where x
H2O is measured to the analyser;










(f)


Time shall be allowed for the analyser response to stabilise;










(g)


While the analyser measures the sample’s concentration, its output shall be recorded for 30 s. The arithmetic mean of this data shall be calculated;










(h)


The analyser meets the interference verification if the result of sub-paragraph (g) of this paragraph meets the tolerance in sub-paragraph (j).










(i)


Interference procedures for individual interference gases may also run separately. If the interference gas levels used are higher than the maximum levels expected during testing, each observed interference value may be scaled down by multiplying the observed interference by the ratio of the maximum expected concentration value to the actual value used during this procedure. Separate interference concentrations of H2O (down to 0,025 mol/mol H2O content) that are lower than the maximum levels expected during testing may be run, but the observed H2O interference shall be scaled up by multiplying the observed interference by the ratio of the maximum expected H2O concentration value to the actual value used during this procedure. The sum of the scaled interference values must meet the tolerance for combined interference as specified in sub-paragraph (j) of this paragraph.










(j)


Analyser shall have combined interference within ± 0,2 ppm NH3.




A.4.5.   Alternative systems
Other systems or analysers may be approved by the Type Approval Authority, if it is found that they yield equivalent results in accordance with paragraph 5.1.3 of this Annex. In this case, "Results" in that paragraph shall refer to mean NH3 concentration calculated for the applicable cycle.




APPENDIX A.5

DESCRIPTION OF SYSTEM RESPONSES

This appendix describes the times used to express the response of analytical systems and other measurement systems to an input signal.
A.5.1.   The following times apply, as shown in figure A.4-10:






A.5.1.1.


Delay time is the difference in time between the change of the component to be measured at the reference point and a system response of 10 per cent of the final reading (t10) with the sampling probe being defined as the reference point.










A.5.1.2.


Response time is the difference in time between the change of the component to be measured at the reference point and a system response of 90 per cent of the final reading (t90) with the sampling probe being defined as the reference point.










A.5.1.3.


Rise time is the difference in time the 10 per cent and 90 per cent response of the final reading (t90 – t10)










A.5.1.4.


Transformation time is the difference in time between the change of the component to be measured at the reference point and a system response of 50 per cent of the final reading (t50) with the sampling probe being defined as the reference point.










A.5.1.5


Step input time is the time at which there is a change in the parameter being measured.





Figure A.4-10


Illustration of system responses




Step input time
Response
response time
transformation time
delay time
rise time
time




APPENDIX A.6

CHARACTERISTICS OF THE STEADY-STATE AND TRANSIENT TEST CYCLES

A.6.1.   Test cycles applicable to engine categories and sub-categories are set out in tables A.4-11 to A.4-18.

Table A.4-11


NRSC test cycles for engines of category NRE










Category


Speed operation


Purpose


Sub-category


NRSC




NRE


variable


Variable speed engine having a reference power less than 19 kW


NRE-v-1
NRE-v-2


G2 or C1




Variable speed engine having a reference power greater than or equal to 19 kW but not more than 560 kW


NRE-v-3
NRE-v-4
NRE-v-5
NRE-v-6


C1




Variable speed engine having a reference power greater than 560 kW


NRE-v-7


C1




constant


Constant speed engine


NRE-c-1
NRE-c-2
NRE-c-3
NRE-c-4
NRE-c-5
NRE-c-6
NRE-c-7


D2








Table A.4-12


NRSC test cycles for engines of category NRG










Category


Speed operation


Purpose


Sub-category


NRSC




NRG


variable


Variable speed engine for generating set


NRG-v-1


C1




constant


Constant speed engine for generating set


NRG-c-1


D2








Table A.4-13


NRSC test cycles for engines of category NRSh










Category


Speed operation


Purpose


Sub-category


NRSC




NRSh


variable or constant


Engine having a reference power of not more than 19 kW, for use in handheld machinery


NRSh-v-1a
NRSh-v-1b


G3








Table A.4-14


NRSC test cycles for engines of category NRS










Category


Speed operation


Purpose


Sub-category


NRSC




NRS


variable,
< 3 600  rpm


Variable speed engine having a reference power of not more than 19 kW, intended for operation < 3 600  rpm


NRS-vi-1a
NRS-vi-1b


G1




variable, ≥ 3 600  rpm; or constant


Variable speed engine having a reference power of not more than 19 kW, intended for operation ≥3 600 rpm; constant speed engine having a reference power of not more than 19 kW


NRS-vr-1a
NRS-vr-1b


G2




variable or constant


Engine having both a reference power between 19 kW and 30 kW and a total swept volume of less than 1 000  cm3



NRS-v-2a


G2




Engine having a reference power of greater than 19 kW, other than engine having both a reference power between 19 kW and 30 kW and a total swept volume of less than 1 000  cm3



NRS-v-2b
NRS-v-3


C2








Table A.4-15


NRSC test cycles for engines of category SMB










Category


Speed operation


Purpose


Sub-category


NRSC




SMB


variable or constant


Engines for propulsion of snowmobiles


SMB-v-1


H








Table A.4-16


NRSC test cycle for engines of category ATS










Category


Speed operation


Purpose


Sub-category


NRSC




ATS


variable or constant


Engines for propulsion of ATV or SbS


ATS-v-1


G1








Table A.4-17


Non-road transient test cycle for engines of category NRE










Category


Speed operation


Purpose


Sub-category


 




NRE


variable


Variable speed engine having reference power greater than or equal to 19 kW but not more than 560 kW


NRE-v-3
NRE-v-4
NRE-v-5
NRE-v-6


NRTC








Table A.4-18


Non-road transient test cycle for engines of category NRS
 (1)










Category


Speed operation


Purpose


Sub-category


 




NRS


variable or constant


Engine having a reference power of greater than 19 kW, other than engine having both a reference power between 19 kW and 30 kW and a total swept volume of less than 1 000  cm3



NRS-v-2b
NRS-v-3


LSI-NRTC




A.6.2.   Steady-state discrete-mode cycles
The detailed description of the test modes and weighting factors for the steady-state discrete-mode test cycles are set out in tables A.4-19 to A.4-23.

Table A.4-19


Cycle C1 test modes and weighting factors














Mode number


1


2


3


4


5


6


7


8




Speed (1)



100  %


Intermediate


Idle




Torque (2) (%)


100 


75 


50 


10 


100 


75 


50 


0 




Weighting factor


0,15 


0,15 


0,15 


0,1 


0,1 


0,1 


0,1 


0,15 








Table A.4-20


Cycle C2 test modes and weighting factors













Mode number


1


2


3


4


5


6


7




Speed (3)



100  %


Intermediate


Idle




Torque (4) (%)


25 


100 


75 


50 


25 


10 


0 




Weighting factor


0,06 


0,02 


0,05 


0,32 


0,30 


0,10 


0,15 








Table A.4-21


Cycle D2 test modes and weighting factors











Mode number (cycle D2)


1


2


3


4


5




Speed (5)



100  %




Torque (6) (%)


100 


75 


50 


25 


10 




Weighting factor


0,05 


0,25 


0,3 


0,3 


0,1 








Table A.4-22


Cycles type G test modes and weighting factors

















Mode number (cycle G1)


 


 


 


 


 


1


2


3


4


5


6




Speed (7)



100  %


Intermediate


Idle




Torque (8) %


 


 


 


 


 


100 


75 


50 


25 


10 


0 




Weighting factor


 


 


 


 


 


0,09 


0,20 


0,29 


0,30 


0,07 


0,05 




Mode number (cycle G2)


1


2


3


4


5


 


 


 


 


 


6 




Speed (a)


100  %


 


Idle




Torque (b) %


100 


75 


50 


25 


10 


 


 


 


 


 


0 




Weighting factor


0,09 


0,20 


0,29 


0,30 


0,07 


 


 


 


 


 


0,05 




Mode number (cycle G3)


1


 


 


 


 


 


 


 


 


 


2 




Speed (a)


100  %


Intermediate


Idle




Torque (b) %


100 


 


 


 


 


 


 


 


 


 


0 




Weighting factor


0,85 


 


 


 


 


 


 


 


 


 


0,15 








Table A.4-23


Cycle type H test modes and weighting factors











Mode number


1


2


3


4


5




Speed (9) (%)


100 


85 


75 


65 


Idle




Torque (10) (%)


100 


51 


33 


19 


0 




Weighting factor


0,12 


0,27 


0,25 


0,31 


0,05 




A.6.3.   Steady-state ramped modal cycles (RMC)
The detailed description of the test modes and time in mode for the steady-state ramped modal cycles are set out in tables A.4-24 to A.4-29.

Table A.4-24


RMC-C1 test modes









RMC Mode Number


Time in mode [s]


Engine speed (11)
 (12)



Torque [%] (13)
 (12)











1a


Steady-state






126 


Idle


0 










1b


Transition






20 


Linear transition


Linear transition










2a


Steady-state






159 


Intermediate


100 










2b


Transition






20 


Intermediate


Linear transition










3a


Steady-state






160 


Intermediate


50 










3b


Transition






20 


Intermediate


Linear transition










4a


Steady-state






162 


Intermediate


75 










4b


Transition






20 


Linear transition


Linear transition










5a


Steady-state






246 


100  %


100 










5b


Transition






20 


100  %


Linear transition










6a


Steady-state






164 


100  %


10 










6b


Transition






20 


100  %


Linear transition










7a


Steady-state






248 


100  %


75 










7b


Transition






20 


100  %


Linear transition










8a


Steady-state






247 


100  %


50 










8b


Transition






20 


Linear transition


Linear transition










9


Steady-state






128 


Idle


0 








Table A.4-25


RMC-C2 test modes









RMC Mode number


Time in mode [s]


Engine speed (14)
 (15)



Torque [%] (16)
 (15)











1a


Steady-state






119 


Idle


0 










1b


Transition






20 


Linear transition


Linear transition










2a


Steady-state






29 


Intermediate


100 










2b


Transition






20 


Intermediate


Linear transition










3a


Steady-state






150 


Intermediate


10 










3b


Transition






20 


Intermediate


Linear transition










4a


Steady-state






80 


Intermediate


75 










4b


Transition






20 


Intermediate


Linear transition










5a


Steady-state






513 


Intermediate


25 










5b


Transition






20 


Intermediate


Linear transition










6a


Steady-state






549 


Intermediate


50 










6b


Transition






20 


Linear transition


Linear transition










7a


Steady-state






96 


100  %


25 










7b


Transition






20 


Linear transition


Linear transition










8


Steady-state






124 


Idle


0 








Table A.4-26


RMC-D2 test modes









RMC Mode Number


Time in mode [s]


Engine speed [%] (17)



Torque [%] (18)
 (19)











1a


Steady State






53 


100 


100 










1b


Transition






20 


100 


Linear transition










2a


Steady-state






101 


100 


10 










2b


Transition






20 


100 


Linear transition










3a


Steady-state






277 


100 


75 










3b


Transition






20 


100 


Linear transition










4a


Steady-state






339 


100 


25 










4b


Transition






20 


100 


Linear transition










5


Steady-state






350 


100 


50 








Table A.4-27


RMC-G1 test modes









RMC Mode Number


Time in mode [s]


Engine speed (20)
 (21)



Torque [%] (22)
 (21)











1a


Steady-state






41 


Idle


0 










1b


Transition






20 


Linear transition


Linear transition










2a


Steady-state






135 


Intermediate


100 










2b


Transition






20 


Intermediate


Linear transition










3a


Steady-state






112 


Intermediate


10 










3b


Transition






20 


Intermediate


Linear transition










4a


Steady-state






337 


Intermediate


75 










4b


Transition






20 


Intermediate


Linear transition










5a


Steady-state






518 


Intermediate


25 










5b


Transition






20 


Intermediate


Linear transition










6a


Steady-state






494 


Intermediate


50 










6b


Transition






20 


Linear transition


Linear transition










7


Steady-state






43 


Idle


0 








Table A.4-28


RMC-G2 test modes









RMC Mode Number


Time in mode [s]


Engine speed (23)
 (24)



Torque [%] (25)
 (24)











1a


Steady-state






41 


Idle


0 










1b


Transition






20 


Linear transition


Linear transition










2a


Steady-state






135 


100  %


100 










2b


Transition






20 


100  %


Linear transition










3a


Steady-state






112 


100  %


10 










3b


Transition






20 


100  %


Linear transition










4a


Steady-state






337 


100  %


75 










4b


Transition






20 


100  %


Linear transition










5a


Steady-state






518 


100  %


25 










5b


Transition






20 


100  %


Linear transition










6a


Steady-state






494 


100  %


50 










6b


Transition






20 


Linear transition


Linear transition




7 Steady-state


43 


Idle


0 








Table A.4-29


RMC-H test modes









RMC Mode Number


Time in mode [s]


Engine speed (26)
 (27)



Torque [%] (28)
 (27)











1a


Steady-state






27 


Idle


0 










1b


Transition






20 


Linear transition


Linear transition










2a


Steady-state






121 


100  %


100 










2b


Transition






20 


Linear transition


Linear transition










3a


Steady-state






347 


65  %


19 










3b


Transition






20 


Linear transition


Linear transition










4a


Steady-state






305 


85  %


51 










4b


Transition






20 


Linear transition


Linear transition










5a


Steady-state






272 


75  %


33 










5b


Transition






20 


Linear transition


Linear transition










6


Steady-state






28 


Idle


0 




A.6.4.   Transient test cycles
The second-by-second normalised engine speed and torque for the transient test cycles are set out in tables A.4-30 and A.4-31.

Table A.4-30


NRTC engine dynamometer schedule








Time (s)


Normalised speed (%)


Normalised torque (%)




1 


0 


0 




2 


0 


0 




3 


0 


0 




4 


0 


0 




5 


0 


0 




6 


0 


0 




7 


0 


0 




8 


0 


0 




9 


0 


0 




10 


0 


0 




11 


0 


0 




12 


0 


0 




13 


0 


0 




14 


0 


0 




15 


0 


0 




16 


0 


0 




17 


0 


0 




18 


0 


0 




19 


0 


0 




20 


0 


0 




21 


0 


0 




22 


0 


0 




23 


0 


0 




24 


1 


3 




25 


1 


3 




26 


1 


3 




27 


1 


3 




28 


1 


3 




29 


1 


3 




30 


1 


6 




31 


1 


6 




32 


2 


1 




33 


4 


13 




34 


7 


18 




35 


9 


21 




36 


17 


20 




37 


33 


42 




38 


57 


46 




39 


44 


33 




40 


31 


0 




41 


22 


27 




42 


33 


43 




43 


80 


49 




44 


105 


47 




45 


98 


70 




46 


104 


36 




47 


104 


65 




48 


96 


71 




49 


101 


62 




50 


102 


51 




51 


102 


50 




52 


102 


46 




53 


102 


41 




54 


102 


31 




55 


89 


2 




56 


82 


0 




57 


47 


1 




58 


23 


1 




59 


1 


3 




60 


1 


8 




61 


1 


3 




62 


1 


5 




63 


1 


6 




64 


1 


4 




65 


1 


4 




66 


0 


6 




67 


1 


4 




68 


9 


21 




69 


25 


56 




70 


64 


26 




71 


60 


31 




72 


63 


20 




73 


62 


24 




74 


64 


8 




75 


58 


44 




76 


65 


10 




77 


65 


12 




78 


68 


23 




79 


69 


30 




80 


71 


30 




81 


74 


15 




82 


71 


23 




83 


73 


20 




84 


73 


21 




85 


73 


19 




86 


70 


33 




87 


70 


34 




88 


65 


47 




89 


66 


47 




90 


64 


53 




91 


65 


45 




92 


66 


38 




93 


67 


49 




94 


69 


39 




95 


69 


39 




96 


66 


42 




97 


71 


29 




98 


75 


29 




99 


72 


23 




100 


74 


22 




101 


75 


24 




102 


73 


30 




103 


74 


24 




104 


77 


6 




105 


76 


12 




106 


74 


39 




107 


72 


30 




108 


75 


22 




109 


78 


64 




110 


102 


34 




111 


103 


28 




112 


103 


28 




113 


103 


19 




114 


103 


32 




115 


104 


25 




116 


103 


38 




117 


103 


39 




118 


103 


34 




119 


102 


44 




120 


103 


38 




121 


102 


43 




122 


103 


34 




123 


102 


41 




124 


103 


44 




125 


103 


37 




126 


103 


27 




127 


104 


13 




128 


104 


30 




129 


104 


19 




130 


103 


28 




131 


104 


40 




132 


104 


32 




133 


101 


63 




134 


102 


54 




135 


102 


52 




136 


102 


51 




137 


103 


40 




138 


104 


34 




139 


102 


36 




140 


104 


44 




141 


103 


44 




142 


104 


33 




143 


102 


27 




144 


103 


26 




145 


79 


53 




146 


51 


37 




147 


24 


23 




148 


13 


33 




149 


19 


55 




150 


45 


30 




151 


34 


7 




152 


14 


4 




153 


8 


16 




154 


15 


6 




155 


39 


47 




156 


39 


4 




157 


35 


26 




158 


27 


38 




159 


43 


40 




160 


14 


23 




161 


10 


10 




162 


15 


33 




163 


35 


72 




164 


60 


39 




165 


55 


31 




166 


47 


30 




167 


16 


7 




168 


0 


6 




169 


0 


8 




170 


0 


8 




171 


0 


2 




172 


2 


17 




173 


10 


28 




174 


28 


31 




175 


33 


30 




176 


36 


0 




177 


19 


10 




178 


1 


18 




179 


0 


16 




180 


1 


3 




181 


1 


4 




182 


1 


5 




183 


1 


6 




184 


1 


5 




185 


1 


3 




186 


1 


4 




187 


1 


4 




188 


1 


6 




189 


8 


18 




190 


20 


51 




191 


49 


19 




192 


41 


13 




193 


31 


16 




194 


28 


21 




195 


21 


17 




196 


31 


21 




197 


21 


8 




198 


0 


14 




199 


0 


12 




200 


3 


8 




201 


3 


22 




202 


12 


20 




203 


14 


20 




204 


16 


17 




205 


20 


18 




206 


27 


34 




207 


32 


33 




208 


41 


31 




209 


43 


31 




210 


37 


33 




211 


26 


18 




212 


18 


29 




213 


14 


51 




214 


13 


11 




215 


12 


9 




216 


15 


33 




217 


20 


25 




218 


25 


17 




219 


31 


29 




220 


36 


66 




221 


66 


40 




222 


50 


13 




223 


16 


24 




224 


26 


50 




225 


64 


23 




226 


81 


20 




227 


83 


11 




228 


79 


23 




229 


76 


31 




230 


68 


24 




231 


59 


33 




232 


59 


3 




233 


25 


7 




234 


21 


10 




235 


20 


19 




236 


4 


10 




237 


5 


7 




238 


4 


5 




239 


4 


6 




240 


4 


6 




241 


4 


5 




242 


7 


5 




243 


16 


28 




244 


28 


25 




245 


52 


53 




246 


50 


8 




247 


26 


40 




248 


48 


29 




249 


54 


39 




250 


60 


42 




251 


48 


18 




252 


54 


51 




253 


88 


90 




254 


103 


84 




255 


103 


85 




256 


102 


84 




257 


58 


66 




258 


64 


97 




259 


56 


80 




260 


51 


67 




261 


52 


96 




262 


63 


62 




263 


71 


6 




264 


33 


16 




265 


47 


45 




266 


43 


56 




267 


42 


27 




268 


42 


64 




269 


75 


74 




270 


68 


96 




271 


86 


61 




272 


66 


0 




273 


37 


0 




274 


45 


37 




275 


68 


96 




276 


80 


97 




277 


92 


96 




278 


90 


97 




279 


82 


96 




280 


94 


81 




281 


90 


85 




282 


96 


65 




283 


70 


96 




284 


55 


95 




285 


70 


96 




286 


79 


96 




287 


81 


71 




288 


71 


60 




289 


92 


65 




290 


82 


63 




291 


61 


47 




292 


52 


37 




293 


24 


0 




294 


20 


7 




295 


39 


48 




296 


39 


54 




297 


63 


58 




298 


53 


31 




299 


51 


24 




300 


48 


40 




301 


39 


0 




302 


35 


18 




303 


36 


16 




304 


29 


17 




305 


28 


21 




306 


31 


15 




307 


31 


10 




308 


43 


19 




309 


49 


63 




310 


78 


61 




311 


78 


46 




312 


66 


65 




313 


78 


97 




314 


84 


63 




315 


57 


26 




316 


36 


22 




317 


20 


34 




318 


19 


8 




319 


9 


10 




320 


5 


5 




321 


7 


11 




322 


15 


15 




323 


12 


9 




324 


13 


27 




325 


15 


28 




326 


16 


28 




327 


16 


31 




328 


15 


20 




329 


17 


0 




330 


20 


34 




331 


21 


25 




332 


20 


0 




333 


23 


25 




334 


30 


58 




335 


63 


96 




336 


83 


60 




337 


61 


0 




338 


26 


0 




339 


29 


44 




340 


68 


97 




341 


80 


97 




342 


88 


97 




343 


99 


88 




344 


102 


86 




345 


100 


82 




346 


74 


79 




347 


57 


79 




348 


76 


97 




349 


84 


97 




350 


86 


97 




351 


81 


98 




352 


83 


83 




353 


65 


96 




354 


93 


72 




355 


63 


60 




356 


72 


49 




357 


56 


27 




358 


29 


0 




359 


18 


13 




360 


25 


11 




361 


28 


24 




362 


34 


53 




363 


65 


83 




364 


80 


44 




365 


77 


46 




366 


76 


50 




367 


45 


52 




368 


61 


98 




369 


61 


69 




370 


63 


49 




371 


32 


0 




372 


10 


8 




373 


17 


7 




374 


16 


13 




375 


11 


6 




376 


9 


5 




377 


9 


12 




378 


12 


46 




379 


15 


30 




380 


26 


28 




381 


13 


9 




382 


16 


21 




383 


24 


4 




384 


36 


43 




385 


65 


85 




386 


78 


66 




387 


63 


39 




388 


32 


34 




389 


46 


55 




390 


47 


42 




391 


42 


39 




392 


27 


0 




393 


14 


5 




394 


14 


14 




395 


24 


54 




396 


60 


90 




397 


53 


66 




398 


70 


48 




399 


77 


93 




400 


79 


67 




401 


46 


65 




402 


69 


98 




403 


80 


97 




404 


74 


97 




405 


75 


98 




406 


56 


61 




407 


42 


0 




408 


36 


32 




409 


34 


43 




410 


68 


83 




411 


102 


48 




412 


62 


0 




413 


41 


39 




414 


71 


86 




415 


91 


52 




416 


89 


55 




417 


89 


56 




418 


88 


58 




419 


78 


69 




420 


98 


39 




421 


64 


61 




422 


90 


34 




423 


88 


38 




424 


97 


62 




425 


100 


53 




426 


81 


58 




427 


74 


51 




428 


76 


57 




429 


76 


72 




430 


85 


72 




431 


84 


60 




432 


83 


72 




433 


83 


72 




434 


86 


72 




435 


89 


72 




436 


86 


72 




437 


87 


72 




438 


88 


72 




439 


88 


71 




440 


87 


72 




441 


85 


71 




442 


88 


72 




443 


88 


72 




444 


84 


72 




445 


83 


73 




446 


77 


73 




447 


74 


73 




448 


76 


72 




449 


46 


77 




450 


78 


62 




451 


79 


35 




452 


82 


38 




453 


81 


41 




454 


79 


37 




455 


78 


35 




456 


78 


38 




457 


78 


46 




458 


75 


49 




459 


73 


50 




460 


79 


58 




461 


79 


71 




462 


83 


44 




463 


53 


48 




464 


40 


48 




465 


51 


75 




466 


75 


72 




467 


89 


67 




468 


93 


60 




469 


89 


73 




470 


86 


73 




471 


81 


73 




472 


78 


73 




473 


78 


73 




474 


76 


73 




475 


79 


73 




476 


82 


73 




477 


86 


73 




478 


88 


72 




479 


92 


71 




480 


97 


54 




481 


73 


43 




482 


36 


64 




483 


63 


31 




484 


78 


1 




485 


69 


27 




486 


67 


28 




487 


72 


9 




488 


71 


9 




489 


78 


36 




490 


81 


56 




491 


75 


53 




492 


60 


45 




493 


50 


37 




494 


66 


41 




495 


51 


61 




496 


68 


47 




497 


29 


42 




498 


24 


73 




499 


64 


71 




500 


90 


71 




501 


100 


61 




502 


94 


73 




503 


84 


73 




504 


79 


73 




505 


75 


72 




506 


78 


73 




507 


80 


73 




508 


81 


73 




509 


81 


73 




510 


83 


73 




511 


85 


73 




512 


84 


73 




513 


85 


73 




514 


86 


73 




515 


85 


73 




516 


85 


73 




517 


85 


72 




518 


85 


73 




519 


83 


73 




520 


79 


73 




521 


78 


73 




522 


81 


73 




523 


82 


72 




524 


94 


56 




525 


66 


48 




526 


35 


71 




527 


51 


44 




528 


60 


23 




529 


64 


10 




530 


63 


14 




531 


70 


37 




532 


76 


45 




533 


78 


18 




534 


76 


51 




535 


75 


33 




536 


81 


17 




537 


76 


45 




538 


76 


30 




539 


80 


14 




540 


71 


18 




541 


71 


14 




542 


71 


11 




543 


65 


2 




544 


31 


26 




545 


24 


72 




546 


64 


70 




547 


77 


62 




548 


80 


68 




549 


83 


53 




550 


83 


50 




551 


83 


50 




552 


85 


43 




553 


86 


45 




554 


89 


35 




555 


82 


61 




556 


87 


50 




557 


85 


55 




558 


89 


49 




559 


87 


70 




560 


91 


39 




561 


72 


3 




562 


43 


25 




563 


30 


60 




564 


40 


45 




565 


37 


32 




566 


37 


32 




567 


43 


70 




568 


70 


54 




569 


77 


47 




570 


79 


66 




571 


85 


53 




572 


83 


57 




573 


86 


52 




574 


85 


51 




575 


70 


39 




576 


50 


5 




577 


38 


36 




578 


30 


71 




579 


75 


53 




580 


84 


40 




581 


85 


42 




582 


86 


49 




583 


86 


57 




584 


89 


68 




585 


99 


61 




586 


77 


29 




587 


81 


72 




588 


89 


69 




589 


49 


56 




590 


79 


70 




591 


104 


59 




592 


103 


54 




593 


102 


56 




594 


102 


56 




595 


103 


61 




596 


102 


64 




597 


103 


60 




598 


93 


72 




599 


86 


73 




600 


76 


73 




601 


59 


49 




602 


46 


22 




603 


40 


65 




604 


72 


31 




605 


72 


27 




606 


67 


44 




607 


68 


37 




608 


67 


42 




609 


68 


50 




610 


77 


43 




611 


58 


4 




612 


22 


37 




613 


57 


69 




614 


68 


38 




615 


73 


2 




616 


40 


14 




617 


42 


38 




618 


64 


69 




619 


64 


74 




620 


67 


73 




621 


65 


73 




622 


68 


73 




623 


65 


49 




624 


81 


0 




625 


37 


25 




626 


24 


69 




627 


68 


71 




628 


70 


71 




629 


76 


70 




630 


71 


72 




631 


73 


69 




632 


76 


70 




633 


77 


72 




634 


77 


72 




635 


77 


72 




636 


77 


70 




637 


76 


71 




638 


76 


71 




639 


77 


71 




640 


77 


71 




641 


78 


70 




642 


77 


70 




643 


77 


71 




644 


79 


72 




645 


78 


70 




646 


80 


70 




647 


82 


71 




648 


84 


71 




649 


83 


71 




650 


83 


73 




651 


81 


70 




652 


80 


71 




653 


78 


71 




654 


76 


70 




655 


76 


70 




656 


76 


71 




657 


79 


71 




658 


78 


71 




659 


81 


70 




660 


83 


72 




661 


84 


71 




662 


86 


71 




663 


87 


71 




664 


92 


72 




665 


91 


72 




666 


90 


71 




667 


90 


71 




668 


91 


71 




669 


90 


70 




670 


90 


72 




671 


91 


71 




672 


90 


71 




673 


90 


71 




674 


92 


72 




675 


93 


69 




676 


90 


70 




677 


93 


72 




678 


91 


70 




679 


89 


71 




680 


91 


71 




681 


90 


71 




682 


90 


71 




683 


92 


71 




684 


91 


71 




685 


93 


71 




686 


93 


68 




687 


98 


68 




688 


98 


67 




689 


100 


69 




690 


99 


68 




691 


100 


71 




692 


99 


68 




693 


100 


69 




694 


102 


72 




695 


101 


69 




696 


100 


69 




697 


102 


71 




698 


102 


71 




699 


102 


69 




700 


102 


71 




701 


102 


68 




702 


100 


69 




703 


102 


70 




704 


102 


68 




705 


102 


70 




706 


102 


72 




707 


102 


68 




708 


102 


69 




709 


100 


68 




710 


102 


71 




711 


101 


64 




712 


102 


69 




713 


102 


69 




714 


101 


69 




715 


102 


64 




716 


102 


69 




717 


102 


68 




718 


102 


70 




719 


102 


69 




720 


102 


70 




721 


102 


70 




722 


102 


62 




723 


104 


38 




724 


104 


15 




725 


102 


24 




726 


102 


45 




727 


102 


47 




728 


104 


40 




729 


101 


52 




730 


103 


32 




731 


102 


50 




732 


103 


30 




733 


103 


44 




734 


102 


40 




735 


103 


43 




736 


103 


41 




737 


102 


46 




738 


103 


39 




739 


102 


41 




740 


103 


41 




741 


102 


38 




742 


103 


39 




743 


102 


46 




744 


104 


46 




745 


103 


49 




746 


102 


45 




747 


103 


42 




748 


103 


46 




749 


103 


38 




750 


102 


48 




751 


103 


35 




752 


102 


48 




753 


103 


49 




754 


102 


48 




755 


102 


46 




756 


103 


47 




757 


102 


49 




758 


102 


42 




759 


102 


52 




760 


102 


57 




761 


102 


55 




762 


102 


61 




763 


102 


61 




764 


102 


58 




765 


103 


58 




766 


102 


59 




767 


102 


54 




768 


102 


63 




769 


102 


61 




770 


103 


55 




771 


102 


60 




772 


102 


72 




773 


103 


56 




774 


102 


55 




775 


102 


67 




776 


103 


56 




777 


84 


42 




778 


48 


7 




779 


48 


6 




780 


48 


6 




781 


48 


7 




782 


48 


6 




783 


48 


7 




784 


67 


21 




785 


105 


59 




786 


105 


96 




787 


105 


74 




788 


105 


66 




789 


105 


62 




790 


105 


66 




791 


89 


41 




792 


52 


5 




793 


48 


5 




794 


48 


7 




795 


48 


5 




796 


48 


6 




797 


48 


4 




798 


52 


6 




799 


51 


5 




800 


51 


6 




801 


51 


6 




802 


52 


5 




803 


52 


5 




804 


57 


44 




805 


98 


90 




806 


105 


94 




807 


105 


100 




808 


105 


98 




809 


105 


95 




810 


105 


96 




811 


105 


92 




812 


104 


97 




813 


100 


85 




814 


94 


74 




815 


87 


62 




816 


81 


50 




817 


81 


46 




818 


80 


39 




819 


80 


32 




820 


81 


28 




821 


80 


26 




822 


80 


23 




823 


80 


23 




824 


80 


20 




825 


81 


19 




826 


80 


18 




827 


81 


17 




828 


80 


20 




829 


81 


24 




830 


81 


21 




831 


80 


26 




832 


80 


24 




833 


80 


23 




834 


80 


22 




835 


81 


21 




836 


81 


24 




837 


81 


24 




838 


81 


22 




839 


81 


22 




840 


81 


21 




841 


81 


31 




842 


81 


27 




843 


80 


26 




844 


80 


26 




845 


81 


25 




846 


80 


21 




847 


81 


20 




848 


83 


21 




849 


83 


15 




850 


83 


12 




851 


83 


9 




852 


83 


8 




853 


83 


7 




854 


83 


6 




855 


83 


6 




856 


83 


6 




857 


83 


6 




858 


83 


6 




859 


76 


5 




860 


49 


8 




861 


51 


7 




862 


51 


20 




863 


78 


52 




864 


80 


38 




865 


81 


33 




866 


83 


29 




867 


83 


22 




868 


83 


16 




869 


83 


12 




870 


83 


9 




871 


83 


8 




872 


83 


7 




873 


83 


6 




874 


83 


6 




875 


83 


6 




876 


83 


6 




877 


83 


6 




878 


59 


4 




879 


50 


5 




880 


51 


5 




881 


51 


5 




882 


51 


5 




883 


50 


5 




884 


50 


5 




885 


50 


5 




886 


50 


5 




887 


50 


5 




888 


51 


5 




889 


51 


5 




890 


51 


5 




891 


63 


50 




892 


81 


34 




893 


81 


25 




894 


81 


29 




895 


81 


23 




896 


80 


24 




897 


81 


24 




898 


81 


28 




899 


81 


27 




900 


81 


22 




901 


81 


19 




902 


81 


17 




903 


81 


17 




904 


81 


17 




905 


81 


15 




906 


80 


15 




907 


80 


28 




908 


81 


22 




909 


81 


24 




910 


81 


19 




911 


81 


21 




912 


81 


20 




913 


83 


26 




914 


80 


63 




915 


80 


59 




916 


83 


100 




917 


81 


73 




918 


83 


53 




919 


80 


76 




920 


81 


61 




921 


80 


50 




922 


81 


37 




923 


82 


49 




924 


83 


37 




925 


83 


25 




926 


83 


17 




927 


83 


13 




928 


83 


10 




929 


83 


8 




930 


83 


7 




931 


83 


7 




932 


83 


6 




933 


83 


6 




934 


83 


6 




935 


71 


5 




936 


49 


24 




937 


69 


64 




938 


81 


50 




939 


81 


43 




940 


81 


42 




941 


81 


31 




942 


81 


30 




943 


81 


35 




944 


81 


28 




945 


81 


27 




946 


80 


27 




947 


81 


31 




948 


81 


41 




949 


81 


41 




950 


81 


37 




951 


81 


43 




952 


81 


34 




953 


81 


31 




954 


81 


26 




955 


81 


23 




956 


81 


27 




957 


81 


38 




958 


81 


40 




959 


81 


39 




960 


81 


27 




961 


81 


33 




962 


80 


28 




963 


81 


34 




964 


83 


72 




965 


81 


49 




966 


81 


51 




967 


80 


55 




968 


81 


48 




969 


81 


36 




970 


81 


39 




971 


81 


38 




972 


80 


41 




973 


81 


30 




974 


81 


23 




975 


81 


19 




976 


81 


25 




977 


81 


29 




978 


83 


47 




979 


81 


90 




980 


81 


75 




981 


80 


60 




982 


81 


48 




983 


81 


41 




984 


81 


30 




985 


80 


24 




986 


81 


20 




987 


81 


21 




988 


81 


29 




989 


81 


29 




990 


81 


27 




991 


81 


23 




992 


81 


25 




993 


81 


26 




994 


81 


22 




995 


81 


20 




996 


81 


17 




997 


81 


23 




998 


83 


65 




999 


81 


54 




1 000 


81 


50 




1 001 


81 


41 




1 002 


81 


35 




1 003 


81 


37 




1 004 


81 


29 




1 005 


81 


28 




1 006 


81 


24 




1 007 


81 


19 




1 008 


81 


16 




1 009 


80 


16 




1 010 


83 


23 




1 011 


83 


17 




1 012 


83 


13 




1 013 


83 


27 




1 014 


81 


58 




1 015 


81 


60 




1 016 


81 


46 




1 017 


80 


41 




1 018 


80 


36 




1 019 


81 


26 




1 020 


86 


18 




1 021 


82 


35 




1 022 


79 


53 




1 023 


82 


30 




1 024 


83 


29 




1 025 


83 


32 




1 026 


83 


28 




1 027 


76 


60 




1 028 


79 


51 




1 029 


86 


26 




1 030 


82 


34 




1 031 


84 


25 




1 032 


86 


23 




1 033 


85 


22 




1 034 


83 


26 




1 035 


83 


25 




1 036 


83 


37 




1 037 


84 


14 




1 038 


83 


39 




1 039 


76 


70 




1 040 


78 


81 




1 041 


75 


71 




1 042 


86 


47 




1 043 


83 


35 




1 044 


81 


43 




1 045 


81 


41 




1 046 


79 


46 




1 047 


80 


44 




1 048 


84 


20 




1 049 


79 


31 




1 050 


87 


29 




1 051 


82 


49 




1 052 


84 


21 




1 053 


82 


56 




1 054 


81 


30 




1 055 


85 


21 




1 056 


86 


16 




1 057 


79 


52 




1 058 


78 


60 




1 059 


74 


55 




1 060 


78 


84 




1 061 


80 


54 




1 062 


80 


35 




1 063 


82 


24 




1 064 


83 


43 




1 065 


79 


49 




1 066 


83 


50 




1 067 


86 


12 




1 068 


64 


14 




1 069 


24 


14 




1 070 


49 


21 




1 071 


77 


48 




1 072 


103 


11 




1 073 


98 


48 




1 074 


101 


34 




1 075 


99 


39 




1 076 


103 


11 




1 077 


103 


19 




1 078 


103 


7 




1 079 


103 


13 




1 080 


103 


10 




1 081 


102 


13 




1 082 


101 


29 




1 083 


102 


25 




1 084 


102 


20 




1 085 


96 


60 




1 086 


99 


38 




1 087 


102 


24 




1 088 


100 


31 




1 089 


100 


28 




1 090 


98 


3 




1 091 


102 


26 




1 092 


95 


64 




1 093 


102 


23 




1 094 


102 


25 




1 095 


98 


42 




1 096 


93 


68 




1 097 


101 


25 




1 098 


95 


64 




1 099 


101 


35 




1 100 


94 


59 




1 101 


97 


37 




1 102 


97 


60 




1 103 


93 


98 




1 104 


98 


53 




1 105 


103 


13 




1 106 


103 


11 




1 107 


103 


11 




1 108 


103 


13 




1 109 


103 


10 




1 110 


103 


10 




1 111 


103 


11 




1 112 


103 


10 




1 113 


103 


10 




1 114 


102 


18 




1 115 


102 


31 




1 116 


101 


24 




1 117 


102 


19 




1 118 


103 


10 




1 119 


102 


12 




1 120 


99 


56 




1 121 


96 


59 




1 122 


74 


28 




1 123 


66 


62 




1 124 


74 


29 




1 125 


64 


74 




1 126 


69 


40 




1 127 


76 


2 




1 128 


72 


29 




1 129 


66 


65 




1 130 


54 


69 




1 131 


69 


56 




1 132 


69 


40 




1 133 


73 


54 




1 134 


63 


92 




1 135 


61 


67 




1 136 


72 


42 




1 137 


78 


2 




1 138 


76 


34 




1 139 


67 


80 




1 140 


70 


67 




1 141 


53 


70 




1 142 


72 


65 




1 143 


60 


57 




1 144 


74 


29 




1 145 


69 


31 




1 146 


76 


1 




1 147 


74 


22 




1 148 


72 


52 




1 149 


62 


96 




1 150 


54 


72 




1 151 


72 


28 




1 152 


72 


35 




1 153 


64 


68 




1 154 


74 


27 




1 155 


76 


14 




1 156 


69 


38 




1 157 


66 


59 




1 158 


64 


99 




1 159 


51 


86 




1 160 


70 


53 




1 161 


72 


36 




1 162 


71 


47 




1 163 


70 


42 




1 164 


67 


34 




1 165 


74 


2 




1 166 


75 


21 




1 167 


74 


15 




1 168 


75 


13 




1 169 


76 


10 




1 170 


75 


13 




1 171 


75 


10 




1 172 


75 


7 




1 173 


75 


13 




1 174 


76 


8 




1 175 


76 


7 




1 176 


67 


45 




1 177 


75 


13 




1 178 


75 


12 




1 179 


73 


21 




1 180 


68 


46 




1 181 


74 


8 




1 182 


76 


11 




1 183 


76 


14 




1 184 


74 


11 




1 185 


74 


18 




1 186 


73 


22 




1 187 


74 


20 




1 188 


74 


19 




1 189 


70 


22 




1 190 


71 


23 




1 191 


73 


19 




1 192 


73 


19 




1 193 


72 


20 




1 194 


64 


60 




1 195 


70 


39 




1 196 


66 


56 




1 197 


68 


64 




1 198 


30 


68 




1 199 


70 


38 




1 200 


66 


47 




1 201 


76 


14 




1 202 


74 


18 




1 203 


69 


46 




1 204 


68 


62 




1 205 


68 


62 




1 206 


68 


62 




1 207 


68 


62 




1 208 


68 


62 




1 209 


68 


62 




1 210 


54 


50 




1 211 


41 


37 




1 212 


27 


25 




1 213 


14 


12 




1 214 


0 


0 




1 215 


0 


0 




1 216 


0 


0 




1 217 


0 


0 




1 218 


0 


0 




1 219 


0 


0 




1 220 


0 


0 




1 221 


0 


0 




1 222 


0 


0 




1 223 


0 


0 




1 224 


0 


0 




1 225 


0 


0 




1 226 


0 


0 




1 227 


0 


0 




1 228 


0 


0 




1 229 


0 


0 




1 230 


0 


0 




1 231 


0 


0 




1 232 


0 


0 




1 233 


0 


0 




1 234 


0 


0 




1 235 


0 


0 




1 236 


0 


0 




1 237 


0 


0 




1 238 


0 


0 




A graphical display of the NRTC dynamometer schedule is shown below

NRTC dynamometer schedule




Speed (%)
Torque (%)
time [s]

Table A.4-31


LSI-NRTC engine dynamometer schedule








Time (s)


Normalised speed (%)


Normalised torque (%)




0 


0 


0 




1 


0 


0 




2 


0 


0 




3 


0 


0 




4 


0 


0 




5 


0 


0 




6 


0 


0 




7 


0 


0 




8 


0 


0 




9 


1 


8 




10 


6 


54 




11 


8 


61 




12 


34 


59 




13 


22 


46 




14 


5 


51 




15 


18 


51 




16 


31 


50 




17 


30 


56 




18 


31 


49 




19 


25 


66 




20 


58 


55 




21 


43 


31 




22 


16 


45 




23 


24 


38 




24 


24 


27 




25 


30 


33 




26 


45 


65 




27 


50 


49 




28 


23 


42 




29 


13 


42 




30 


9 


45 




31 


23 


30 




32 


37 


45 




33 


44 


50 




34 


49 


52 




35 


55 


49 




36 


61 


46 




37 


66 


38 




38 


42 


33 




39 


17 


41 




40 


17 


37 




41 


7 


50 




42 


20 


32 




43 


5 


55 




44 


30 


42 




45 


44 


53 




46 


45 


56 




47 


41 


52 




48 


24 


41 




49 


15 


40 




50 


11 


44 




51 


32 


31 




52 


38 


54 




53 


38 


47 




54 


9 


55 




55 


10 


50 




56 


33 


55 




57 


48 


56 




58 


49 


47 




59 


33 


44 




60 


52 


43 




61 


55 


43 




62 


59 


38 




63 


44 


28 




64 


24 


37 




65 


12 


44 




66 


9 


47 




67 


12 


52 




68 


34 


21 




69 


29 


44 




70 


44 


54 




71 


54 


62 




72 


62 


57 




73 


72 


56 




74 


88 


71 




75 


100 


69 




76 


100 


34 




77 


100 


42 




78 


100 


54 




79 


100 


58 




80 


100 


38 




81 


83 


17 




82 


61 


15 




83 


43 


22 




84 


24 


35 




85 


16 


39 




86 


15 


45 




87 


32 


34 




88 


14 


42 




89 


8 


48 




90 


5 


51 




91 


10 


41 




92 


12 


37 




93 


4 


47 




94 


3 


49 




95 


3 


50 




96 


4 


49 




97 


4 


48 




98 


8 


43 




99 


2 


51 




100 


5 


46 




101 


8 


41 




102 


4 


47 




103 


3 


49 




104 


6 


45 




105 


3 


48 




106 


10 


42 




107 


18 


27 




108 


3 


50 




109 


11 


41 




110 


34 


29 




111 


51 


57 




112 


67 


63 




113 


61 


32 




114 


44 


31 




115 


48 


54 




116 


69 


65 




117 


85 


65 




118 


81 


29 




119 


74 


21 




120 


62 


23 




121 


76 


58 




122 


96 


75 




123 


100 


77 




124 


100 


27 




125 


100 


79 




126 


100 


79 




127 


100 


81 




128 


100 


57 




129 


99 


52 




130 


81 


35 




131 


69 


29 




132 


47 


22 




133 


34 


28 




134 


27 


37 




135 


83 


60 




136 


100 


74 




137 


100 


7 




138 


100 


2 




139 


70 


18 




140 


23 


39 




141 


5 


54 




142 


11 


40 




143 


11 


34 




144 


11 


41 




145 


19 


25 




146 


16 


32 




147 


20 


31 




148 


21 


38 




149 


21 


42 




150 


9 


51 




151 


4 


49 




152 


2 


51 




153 


1 


58 




154 


21 


57 




155 


29 


47 




156 


33 


45 




157 


16 


49 




158 


38 


45 




159 


37 


43 




160 


35 


42 




161 


39 


43 




162 


51 


49 




163 


59 


55 




164 


65 


54 




165 


76 


62 




166 


84 


59 




167 


83 


29 




168 


67 


35 




169 


84 


54 




170 


90 


58 




171 


93 


43 




172 


90 


29 




173 


66 


19 




174 


52 


16 




175 


49 


17 




176 


56 


38 




177 


73 


71 




178 


86 


80 




179 


96 


75 




180 


89 


27 




181 


66 


17 




182 


50 


18 




183 


36 


25 




184 


36 


24 




185 


38 


40 




186 


40 


50 




187 


27 


48 




188 


19 


48 




189 


23 


50 




190 


19 


45 




191 


6 


51 




192 


24 


48 




193 


49 


67 




194 


47 


49 




195 


22 


44 




196 


25 


40 




197 


38 


54 




198 


43 


55 




199 


40 


52 




200 


14 


49 




201 


11 


45 




202 


7 


48 




203 


26 


41 




204 


41 


59 




205 


53 


60 




206 


44 


54 




207 


22 


40 




208 


24 


41 




209 


32 


53 




210 


44 


74 




211 


57 


25 




212 


22 


49 




213 


29 


45 




214 


19 


37 




215 


14 


43 




216 


36 


40 




217 


43 


63 




218 


42 


49 




219 


15 


50 




220 


19 


44 




221 


47 


59 




222 


67 


80 




223 


76 


74 




224 


87 


66 




225 


98 


61 




226 


100 


38 




227 


97 


27 




228 


100 


53 




229 


100 


72 




230 


100 


49 




231 


100 


4 




232 


100 


13 




233 


87 


15 




234 


53 


26 




235 


33 


27 




236 


39 


19 




237 


51 


33 




238 


67 


54 




239 


83 


60 




240 


95 


52 




241 


100 


50 




242 


100 


36 




243 


100 


25 




244 


85 


16 




245 


62 


16 




246 


40 


26 




247 


56 


39 




248 


81 


75 




249 


98 


86 




250 


100 


76 




251 


100 


51 




252 


100 


78 




253 


100 


83 




254 


100 


100 




255 


100 


66 




256 


100 


85 




257 


100 


72 




258 


100 


45 




259 


98 


58 




260 


60 


30 




261 


43 


32 




262 


71 


36 




263 


44 


32 




264 


24 


38 




265 


42 


17 




266 


22 


51 




267 


13 


53 




268 


23 


45 




269 


29 


50 




270 


28 


42 




271 


21 


55 




272 


34 


57 




273 


44 


47 




274 


19 


46 




275 


13 


44 




276 


25 


36 




277 


43 


51 




278 


55 


73 




279 


68 


72 




280 


76 


63 




281 


80 


45 




282 


83 


40 




283 


78 


26 




284 


60 


20 




285 


47 


19 




286 


52 


25 




287 


36 


30 




288 


40 


26 




289 


45 


34 




290 


47 


35 




291 


42 


28 




292 


46 


38 




293 


48 


44 




294 


68 


61 




295 


70 


47 




296 


48 


28 




297 


42 


22 




298 


31 


29 




299 


22 


35 




300 


28 


28 




301 


46 


46 




302 


62 


69 




303 


76 


81 




304 


88 


85 




305 


98 


81 




306 


100 


74 




307 


100 


13 




308 


100 


11 




309 


100 


17 




310 


99 


3 




311 


80 


7 




312 


62 


11 




313 


63 


11 




314 


64 


16 




315 


69 


43 




316 


81 


67 




317 


93 


74 




318 


100 


72 




319 


94 


27 




320 


73 


15 




321 


40 


33 




322 


40 


52 




323 


50 


50 




324 


11 


53 




325 


12 


45 




326 


5 


50 




327 


1 


55 




328 


7 


55 




329 


62 


60 




330 


80 


28 




331 


23 


37 




332 


39 


58 




333 


47 


24 




334 


59 


51 




335 


58 


68 




336 


36 


52 




337 


18 


42 




338 


36 


52 




339 


59 


73 




340 


72 


85 




341 


85 


92 




342 


99 


90 




343 


100 


72 




344 


100 


18 




345 


100 


76 




346 


100 


64 




347 


100 


87 




348 


100 


97 




349 


100 


84 




350 


100 


100 




351 


100 


91 




352 


100 


83 




353 


100 


93 




354 


100 


100 




355 


94 


43 




356 


72 


10 




357 


77 


3 




358 


48 


2 




359 


29 


5 




360 


59 


19 




361 


63 


5 




362 


35 


2 




363 


24 


3 




364 


28 


2 




365 


36 


16 




366 


54 


23 




367 


60 


10 




368 


33 


1 




369 


23 


0 




370 


16 


0 




371 


11 


0 




372 


20 


0 




373 


25 


2 




374 


40 


3 




375 


33 


4 




376 


34 


5 




377 


46 


7 




378 


57 


10 




379 


66 


11 




380 


75 


14 




381 


79 


11 




382 


80 


16 




383 


92 


21 




384 


99 


16 




385 


83 


2 




386 


71 


2 




387 


69 


4 




388 


67 


4 




389 


74 


16 




390 


86 


25 




391 


97 


28 




392 


100 


15 




393 


83 


2 




394 


62 


4 




395 


40 


6 




396 


49 


10 




397 


36 


5 




398 


27 


4 




399 


29 


3 




400 


22 


2 




401 


13 


3 




402 


37 


36 




403 


90 


26 




404 


41 


2 




405 


25 


2 




406 


29 


2 




407 


38 


7 




408 


50 


13 




409 


55 


10 




410 


29 


3 




411 


24 


7 




412 


51 


16 




413 


62 


15 




414 


72 


35 




415 


91 


74 




416 


100 


73 




417 


100 


8 




418 


98 


11 




419 


100 


59 




420 


100 


98 




421 


100 


99 




422 


100 


75 




423 


100 


95 




424 


100 


100 




425 


100 


97 




426 


100 


90 




427 


100 


86 




428 


100 


82 




429 


97 


43 




430 


70 


16 




431 


50 


20 




432 


42 


33 




433 


89 


64 




434 


89 


77 




435 


99 


95 




436 


100 


41 




437 


77 


12 




438 


29 


37 




439 


16 


41 




440 


16 


38 




441 


15 


36 




442 


18 


44 




443 


4 


55 




444 


24 


26 




445 


26 


35 




446 


15 


45 




447 


21 


39 




448 


29 


52 




449 


26 


46 




450 


27 


50 




451 


13 


43 




452 


25 


36 




453 


37 


57 




454 


29 


46 




455 


17 


39 




456 


13 


41 




457 


19 


38 




458 


28 


35 




459 


8 


51 




460 


14 


36 




461 


17 


47 




462 


34 


39 




463 


34 


57 




464 


11 


70 




465 


13 


51 




466 


13 


68 




467 


38 


44 




468 


53 


67 




469 


29 


69 




470 


19 


65 




471 


52 


45 




472 


61 


79 




473 


29 


70 




474 


15 


53 




475 


15 


60 




476 


52 


40 




477 


50 


61 




478 


13 


74 




479 


46 


51 




480 


60 


73 




481 


33 


84 




482 


31 


63 




483 


41 


42 




484 


26 


69 




485 


23 


65 




486 


48 


49 




487 


28 


57 




488 


16 


67 




489 


39 


48 




490 


47 


73 




491 


35 


87 




492 


26 


73 




493 


30 


61 




494 


34 


49 




495 


35 


66 




496 


56 


47 




497 


49 


64 




498 


59 


64 




499 


42 


69 




500 


6 


77 




501 


5 


59 




502 


17 


59 




503 


45 


53 




504 


21 


62 




505 


31 


60 




506 


53 


68 




507 


48 


79 




508 


45 


61 




509 


51 


47 




510 


41 


48 




511 


26 


58 




512 


21 


62 




513 


50 


52 




514 


39 


65 




515 


23 


65 




516 


42 


62 




517 


57 


80 




518 


66 


81 




519 


64 


62 




520 


45 


42 




521 


33 


42 




522 


27 


57 




523 


31 


59 




524 


41 


53 




525 


45 


72 




526 


48 


73 




527 


46 


90 




528 


56 


76 




529 


64 


76 




530 


69 


64 




531 


72 


59 




532 


73 


58 




533 


71 


56 




534 


66 


48 




535 


61 


50 




536 


55 


56 




537 


52 


52 




538 


54 


49 




539 


61 


50 




540 


64 


54 




541 


67 


54 




542 


68 


52 




543 


60 


53 




544 


52 


50 




545 


45 


49 




546 


38 


45 




547 


32 


45 




548 


26 


53 




549 


23 


56 




550 


30 


49 




551 


33 


55 




552 


35 


59 




553 


33 


65 




554 


30 


67 




555 


28 


59 




556 


25 


58 




557 


23 


56 




558 


22 


57 




559 


19 


63 




560 


14 


63 




561 


31 


61 




562 


35 


62 




563 


21 


80 




564 


28 


65 




565 


7 


74 




566 


23 


54 




567 


38 


54 




568 


14 


78 




569 


38 


58 




570 


52 


75 




571 


59 


81 




572 


66 


69 




573 


54 


44 




574 


48 


34 




575 


44 


33 




576 


40 


40 




577 


28 


58 




578 


27 


63 




579 


35 


45 




580 


20 


66 




581 


15 


60 




582 


10 


52 




583 


22 


56 




584 


30 


62 




585 


21 


67 




586 


29 


53 




587 


41 


56 




588 


15 


67 




589 


24 


56 




590 


42 


69 




591 


39 


83 




592 


40 


73 




593 


35 


67 




594 


32 


61 




595 


30 


65 




596 


30 


72 




597 


48 


51 




598 


66 


58 




599 


62 


71 




600 


36 


63 




601 


17 


59 




602 


16 


50 




603 


16 


62 




604 


34 


48 




605 


51 


66 




606 


35 


74 




607 


15 


56 




608 


19 


54 




609 


43 


65 




610 


52 


80 




611 


52 


83 




612 


49 


57 




613 


48 


46 




614 


37 


36 




615 


25 


44 




616 


14 


53 




617 


13 


64 




618 


23 


56 




619 


21 


63 




620 


18 


67 




621 


20 


54 




622 


16 


67 




623 


26 


56 




624 


41 


65 




625 


28 


62 




626 


19 


60 




627 


33 


56 




628 


37 


70 




629 


24 


79 




630 


28 


57 




631 


40 


57 




632 


40 


58 




633 


28 


44 




634 


25 


41 




635 


29 


53 




636 


31 


55 




637 


26 


64 




638 


20 


50 




639 


16 


53 




640 


11 


54 




641 


13 


53 




642 


23 


50 




643 


32 


59 




644 


36 


63 




645 


33 


59 




646 


24 


52 




647 


20 


52 




648 


22 


55 




649 


30 


53 




650 


37 


59 




651 


41 


58 




652 


36 


54 




653 


29 


49 




654 


24 


53 




655 


14 


57 




656 


10 


54 




657 


9 


55 




658 


10 


57 




659 


13 


55 




660 


15 


64 




661 


31 


57 




662 


19 


69 




663 


14 


59 




664 


33 


57 




665 


41 


65 




666 


39 


64 




667 


39 


59 




668 


39 


51 




669 


28 


41 




670 


19 


49 




671 


27 


54 




672 


37 


63 




673 


32 


74 




674 


16 


70 




675 


12 


67 




676 


13 


60 




677 


17 


56 




678 


15 


62 




679 


25 


47 




680 


27 


64 




681 


14 


71 




682 


5 


65 




683 


6 


57 




684 


6 


57 




685 


15 


52 




686 


22 


61 




687 


14 


77 




688 


12 


67 




689 


12 


62 




690 


14 


59 




691 


15 


58 




692 


18 


55 




693 


22 


53 




694 


19 


69 




695 


14 


67 




696 


9 


63 




697 


8 


56 




698 


17 


49 




699 


25 


55 




700 


14 


70 




701 


12 


60 




702 


22 


57 




703 


27 


67 




704 


29 


68 




705 


34 


62 




706 


35 


61 




707 


28 


78 




708 


11 


71 




709 


4 


58 




710 


5 


58 




711 


10 


56 




712 


20 


63 




713 


13 


76 




714 


11 


65 




715 


9 


60 




716 


7 


55 




717 


8 


53 




718 


10 


60 




719 


28 


53 




720 


12 


73 




721 


4 


64 




722 


4 


61 




723 


4 


61 




724 


10 


56 




725 


8 


61 




726 


20 


56 




727 


32 


62 




728 


33 


66 




729 


34 


73 




730 


31 


61 




731 


33 


55 




732 


33 


60 




733 


31 


59 




734 


29 


58 




735 


31 


53 




736 


33 


51 




737 


33 


48 




738 


27 


44 




739 


21 


52 




740 


13 


57 




741 


12 


56 




742 


10 


64 




743 


22 


47 




744 


15 


74 




745 


8 


66 




746 


34 


47 




747 


18 


71 




748 


9 


57 




749 


11 


55 




750 


12 


57 




751 


10 


61 




752 


16 


53 




753 


12 


75 




754 


6 


70 




755 


12 


55 




756 


24 


50 




757 


28 


60 




758 


28 


64 




759 


23 


60 




760 


20 


56 




761 


26 


50 




762 


28 


55 




763 


18 


56 




764 


15 


52 




765 


11 


59 




766 


16 


59 




767 


34 


54 




768 


16 


82 




769 


15 


64 




770 


36 


53 




771 


45 


64 




772 


41 


59 




773 


34 


50 




774 


27 


45 




775 


22 


52 




776 


18 


55 




777 


26 


54 




778 


39 


62 




779 


37 


71 




780 


32 


58 




781 


24 


48 




782 


14 


59 




783 


7 


59 




784 


7 


55 




785 


18 


49 




786 


40 


62 




787 


44 


73 




788 


41 


68 




789 


35 


48 




790 


29 


54 




791 


22 


69 




792 


46 


53 




793 


59 


71 




794 


69 


68 




795 


75 


47 




796 


62 


32 




797 


48 


35 




798 


27 


59 




799 


13 


58 




800 


14 


54 




801 


21 


53 




802 


23 


56 




803 


23 


57 




804 


23 


65 




805 


13 


65 




806 


9 


64 




807 


27 


56 




808 


26 


78 




809 


40 


61 




810 


35 


76 




811 


28 


66 




812 


23 


57 




813 


16 


50 




814 


11 


53 




815 


9 


57 




816 


9 


62 




817 


27 


57 




818 


42 


69 




819 


47 


75 




820 


53 


67 




821 


61 


62 




822 


63 


53 




823 


60 


54 




824 


56 


44 




825 


49 


39 




826 


39 


35 




827 


30 


34 




828 


33 


46 




829 


44 


56 




830 


50 


56 




831 


44 


52 




832 


38 


46 




833 


33 


44 




834 


29 


45 




835 


24 


46 




836 


18 


52 




837 


9 


55 




838 


10 


54 




839 


20 


53 




840 


27 


58 




841 


29 


59 




842 


30 


62 




843 


30 


65 




844 


27 


66 




845 


32 


58 




846 


40 


56 




847 


41 


57 




848 


18 


73 




849 


15 


55 




850 


18 


50 




851 


17 


52 




852 


20 


49 




853 


16 


62 




854 


4 


67 




855 


2 


64 




856 


7 


54 




857 


10 


50 




858 


9 


57 




859 


5 


62 




860 


12 


51 




861 


14 


65 




862 


9 


64 




863 


31 


50 




864 


30 


78 




865 


21 


65 




866 


14 


51 




867 


10 


55 




868 


6 


59 




869 


7 


59 




870 


19 


54 




871 


23 


61 




872 


24 


62 




873 


34 


61 




874 


51 


67 




875 


60 


66 




876 


58 


55 




877 


60 


52 




878 


64 


55 




879 


68 


51 




880 


63 


54 




881 


64 


50 




882 


68 


58 




883 


73 


47 




884 


63 


40 




885 


50 


38 




886 


29 


61 




887 


14 


61 




888 


14 


53 




889 


42 


6 




890 


58 


6 




891 


58 


6 




892 


77 


39 




893 


93 


56 




894 


93 


44 




895 


93 


37 




896 


93 


31 




897 


93 


25 




898 


93 


26 




899 


93 


27 




900 


93 


25 




901 


93 


21 




902 


93 


22 




903 


93 


24 




904 


93 


23 




905 


93 


27 




906 


93 


34 




907 


93 


32 




908 


93 


26 




909 


93 


31 




910 


93 


34 




911 


93 


31 




912 


93 


33 




913 


93 


36 




914 


93 


37 




915 


93 


34 




916 


93 


30 




917 


93 


32 




918 


93 


35 




919 


93 


35 




920 


93 


32 




921 


93 


28 




922 


93 


23 




923 


94 


18 




924 


95 


18 




925 


96 


17 




926 


95 


13 




927 


96 


10 




928 


95 


9 




929 


95 


7 




930 


95 


7 




931 


96 


7 




932 


96 


6 




933 


96 


6 




934 


95 


6 




935 


90 


6 




936 


69 


43 




937 


76 


62 




938 


93 


47 




939 


93 


39 




940 


93 


35 




941 


93 


34 




942 


93 


36 




943 


93 


39 




944 


93 


34 




945 


93 


26 




946 


93 


23 




947 


93 


24 




948 


93 


24 




949 


93 


22 




950 


93 


19 




951 


93 


17 




952 


93 


19 




953 


93 


22 




954 


93 


24 




955 


93 


23 




956 


93 


20 




957 


93 


20 




958 


94 


19 




959 


95 


19 




960 


95 


17 




961 


96 


13 




962 


95 


10 




963 


96 


9 




964 


95 


7 




965 


95 


7 




966 


95 


7 




967 


95 


6 




968 


96 


6 




969 


96 


6 




970 


89 


6 




971 


68 


6 




972 


57 


6 




973 


66 


32 




974 


84 


52 




975 


93 


46 




976 


93 


42 




977 


93 


36 




978 


93 


28 




979 


93 


23 




980 


93 


19 




981 


93 


16 




982 


93 


15 




983 


93 


16 




984 


93 


15 




985 


93 


14 




986 


93 


15 




987 


93 


16 




988 


94 


15 




989 


93 


32 




990 


93 


45 




991 


93 


43 




992 


93 


37 




993 


93 


29 




994 


93 


23 




995 


93 


20 




996 


93 


18 




997 


93 


16 




998 


93 


17 




999 


93 


16 




1 000 


93 


15 




1 001 


93 


15 




1 002 


93 


15 




1 003 


93 


14 




1 004 


93 


15 




1 005 


93 


15 




1 006 


93 


14 




1 007 


93 


13 




1 008 


93 


14 




1 009 


93 


14 




1 010 


93 


15 




1 011 


93 


16 




1 012 


93 


17 




1 013 


93 


20 




1 014 


93 


22 




1 015 


93 


20 




1 016 


93 


19 




1 017 


93 


20 




1 018 


93 


19 




1 019 


93 


19 




1 020 


93 


20 




1 021 


93 


32 




1 022 


93 


37 




1 023 


93 


28 




1 024 


93 


26 




1 025 


93 


24 




1 026 


93 


22 




1 027 


93 


22 




1 028 


93 


21 




1 029 


93 


20 




1 030 


93 


20 




1 031 


93 


20 




1 032 


93 


20 




1 033 


93 


19 




1 034 


93 


18 




1 035 


93 


20 




1 036 


93 


20 




1 037 


93 


20 




1 038 


93 


20 




1 039 


93 


19 




1 040 


93 


18 




1 041 


93 


18 




1 042 


93 


17 




1 043 


93 


16 




1 044 


93 


16 




1 045 


93 


15 




1 046 


93 


16 




1 047 


93 


18 




1 048 


93 


37 




1 049 


93 


48 




1 050 


93 


38 




1 051 


93 


31 




1 052 


93 


26 




1 053 


93 


21 




1 054 


93 


18 




1 055 


93 


16 




1 056 


93 


17 




1 057 


93 


18 




1 058 


93 


19 




1 059 


93 


21 




1 060 


93 


20 




1 061 


93 


18 




1 062 


93 


17 




1 063 


93 


17 




1 064 


93 


18 




1 065 


93 


18 




1 066 


93 


18 




1 067 


93 


19 




1 068 


93 


18 




1 069 


93 


18 




1 070 


93 


20 




1 071 


93 


23 




1 072 


93 


25 




1 073 


93 


25 




1 074 


93 


24 




1 075 


93 


24 




1 076 


93 


22 




1 077 


93 


22 




1 078 


93 


22 




1 079 


93 


19 




1 080 


93 


16 




1 081 


95 


17 




1 082 


95 


37 




1 083 


93 


43 




1 084 


93 


32 




1 085 


93 


27 




1 086 


93 


26 




1 087 


93 


24 




1 088 


93 


22 




1 089 


93 


22 




1 090 


93 


22 




1 091 


93 


23 




1 092 


93 


22 




1 093 


93 


22 




1 094 


93 


23 




1 095 


93 


23 




1 096 


93 


23 




1 097 


93 


22 




1 098 


93 


23 




1 099 


93 


23 




1 100 


93 


23 




1 101 


93 


25 




1 102 


93 


27 




1 103 


93 


26 




1 104 


93 


25 




1 105 


93 


27 




1 106 


93 


27 




1 107 


93 


27 




1 108 


93 


24 




1 109 


93 


20 




1 110 


93 


18 




1 111 


93 


17 




1 112 


93 


17 




1 113 


93 


18 




1 114 


93 


18 




1 115 


93 


18 




1 116 


93 


19 




1 117 


93 


22 




1 118 


93 


22 




1 119 


93 


19 




1 120 


93 


17 




1 121 


93 


17 




1 122 


93 


18 




1 123 


93 


18 




1 124 


93 


19 




1 125 


93 


19 




1 126 


93 


20 




1 127 


93 


19 




1 128 


93 


20 




1 129 


93 


25 




1 130 


93 


30 




1 131 


93 


31 




1 132 


93 


26 




1 133 


93 


21 




1 134 


93 


18 




1 135 


93 


20 




1 136 


93 


25 




1 137 


93 


24 




1 138 


93 


21 




1 139 


93 


21 




1 140 


93 


22 




1 141 


93 


22 




1 142 


93 


28 




1 143 


93 


29 




1 144 


93 


23 




1 145 


93 


21 




1 146 


93 


18 




1 147 


93 


16 




1 148 


93 


16 




1 149 


93 


16 




1 150 


93 


17 




1 151 


93 


17 




1 152 


93 


17 




1 153 


93 


17 




1 154 


93 


23 




1 155 


93 


26 




1 156 


93 


22 




1 157 


93 


18 




1 158 


93 


16 




1 159 


93 


16 




1 160 


93 


17 




1 161 


93 


19 




1 162 


93 


18 




1 163 


93 


16 




1 164 


93 


19 




1 165 


93 


22 




1 166 


93 


25 




1 167 


93 


29 




1 168 


93 


27 




1 169 


93 


22 




1 170 


93 


18 




1 171 


93 


16 




1 172 


93 


19 




1 173 


93 


19 




1 174 


93 


17 




1 175 


93 


17 




1 176 


93 


17 




1 177 


93 


16 




1 178 


93 


16 




1 179 


93 


15 




1 180 


93 


16 




1 181 


93 


15 




1 182 


93 


17 




1 183 


93 


21 




1 184 


93 


30 




1 185 


93 


53 




1 186 


93 


54 




1 187 


93 


38 




1 188 


93 


30 




1 189 


93 


24 




1 190 


93 


20 




1 191 


95 


20 




1 192 


96 


18 




1 193 


96 


15 




1 194 


96 


11 




1 195 


95 


9 




1 196 


95 


8 




1 197 


96 


7 




1 198 


94 


33 




1 199 


93 


46 




1 200 


93 


37 




1 201 


16 


8 




1 202 


0 


0 




1 203 


0 


0 




1 204 


0 


0 




1 205 


0 


0 




1 206 


0 


0 




1 207 


0 


0 




1 208 


0 


0 




1 209 


0 


0 






(1)  Only applicable for engines with maximum test speed ≤ 3 400 rpm.

(1)  See paragraphs 5.2.5, 7.6 and 7.7 of Annex 4 for determination of required test speeds.

(2)  The per cent torque is relative to the maximum torque at the commanded engine speed.

(3)  See paragraphs 5.2.5, 7.6 and 7.7 of Annex 4 for determination of required test speeds.

(4)  The per cent torque is relative to the maximum torque at the commanded engine speed.

(5)  See paragraphs 5.2.5, 7.6 and 7.7 of Annex 4 for determination of required test speeds.

(6)  per cent torque is relative to the torque corresponding to the rated net power declared by the manufacturer.

(7)  See paragraphs 5.2.5, 7.6 and 7.7 of Annex 4 for determination of required test speeds.

(8)  The per cent torque is relative to the maximum torque at the commanded engine speed.

(9)  See paragraphs 5.2.5, 7.6 and 7.7 of Annex 4 for determination of required test speeds.

(10)  per cent torque is relative to the maximum torque at the commanded engine speed.

(11)  See paragraphs 5.2.5, 7.6 and 7.7 of Annex 4 for determination of required test speeds.

(12)  Advance from one mode to the next within a 20-second transition phase. During the transition phase, command a linear progression from the torque setting of the current mode to the torque setting of the next mode, and simultaneously command a similar linear progression for engine speed if there is a change in speed setting.

(13)  per cent torque is relative to the maximum torque at the commanded engine speed.

(14)  See paragraphs 5.2.5, 7.6 and 7.7 of Annex 4 for determination of required test speeds.

(15)  Advance from one mode to the next within a 20-second transition phase. During the transition phase, command a linear progression from the torque setting of the current mode to the torque setting of the next mode, and simultaneously command a similar linear progression for engine speed if there is a change in speed setting.

(16)  per cent torque is relative to the maximum torque at the commanded engine speed.

(17)  See paragraphs 5.2.5, 7.6 and 7.7 of Annex 4 for determination of required test speeds.

(18)  per cent torque is relative to the torque corresponding to the rated net power declared by the manufacturer.

(19)  Advance from one mode to the next within a 20-second transition phase. During the transition phase, command a linear progression from the torque setting of the current mode to the torque setting of the next mode.

(20)  See paragraphs 5.2.5, 7.6 and 7.7 of Annex 4 for determination of required test speeds.

(21)  Advance from one mode to the next within a 20-second transition phase. During the transition phase, command a linear progression from the torque setting of the current mode to the torque setting of the next mode and simultaneously command a similar linear progression for engine speed if there is a change in speed setting.

(22)  The per cent torque is relative to the maximum torque at the commanded engine speed.

(23)  See paragraphs 5.2.5, 7.6 and 7.7 of Annex 4 for determination of required test speeds.

(24)  Advance from one mode to the next within a 20-second transition phase. During the transition phase, command a linear progression from the torque setting of the current mode to the torque setting of the next mode and simultaneously command a similar linear progression for engine speed if there is a change in speed setting.

(25)  The per cent torque is relative to the maximum torque at the commanded engine speed.

(26)  See paragraphs 5.2.5, 7.6 and 7.7 of Annex 4 for determination of required test speeds.

(27)  Advance from one mode to the next within a 20-second transition phase. During the transition phase, command a linear progression from the torque setting of the current mode to the torque setting of the next mode, and simultaneously command a similar linear progression for engine speed if there is a change in speed setting.

(28)  per cent torque is relative to the maximum torque at the commanded engine speed.






ANNEX 5

METHOD FOR DATA EVALUATION AND CALCULATION

1.   GENERAL REQUIREMENTS
Calculation of emissions shall be performed according to either Appendix A.1 (mass based calculations) or Appendix A.2 (molar based calculations). Mixture between the two methods is not permitted. It shall not be required to perform the calculations according to both Appendix A.1 and Appendix A.2.
The specific requirements for particle number (PN) measurement, where applicable, are laid down in Appendix A.6.
1.1.   General symbols








Appendix A.1


Appendix A.2


Unit


Quantity




 


A


m2



Area




 


At



m2



Venturi throat cross-sectional area





b, D
0




a
0



t.b.d.3




y intercept of the regression line





A/F
st



 


—


Stoichiometric air to fuel ratio




 



C



—


Coefficient





C
d




C
d



—


Discharge coefficient




 



C
f



—


Flow coefficient





c




x



ppm, % vol


Concentration/mole fraction (μmol/mol = ppm)





c
d




 (1)



ppm, % vol


Concentration on dry basis





c
w




 (1)



ppm, % vol


Concentration on wet basis





c

b





 (1)



ppm, % vol


Background concentration





D




x
dil



—


Dilution factor (2)






D
0



 


m3/rev


PDP calibration intercept





d




d



m


Diameter





d
V



 


m


Throat diameter of venturi





e




e



g/kWh


Brake specific basis





e
gas




e
gas



g/kWh


Specific emission of gaseous components





e
PM




e
PM



g/kWh


Specific emission of particulates





E



1 – PF



%


Conversion efficiency (PF = Penetration fraction)





F
s



 


—


Stoichiometric factor




 



f



Hz


Frequency





f
c



 


—


Carbon factor




 


γ


—


Ratio of specific heats





H



 


g/kg


Absolute humidity




 



K



—


Correction factor





K
V



 









CFV calibration function





k
f



 


m3/kg fuel


Fuel specific factor





k
h



 


—


Humidity correction factor for NOX, diesel engines





k
Dr




k
Dr



—


Downward adjustment factor





k
r




k
r



—


Multiplicative regeneration factor





k
Ur




k
Ur



—


Upward adjustment factor





k
w,a



 


—


Dry to wet correction factor for the intake air





k
w,d



 


—


Dry to wet correction factor for the dilution air





k
w,e



 


—


Dry to wet correction factor for the diluted exhaust gas





k
w,r



 


—


Dry to wet correction factor for the raw exhaust gas





μ




μ



kg/(m·s)


Dynamic viscosity





M




M



g/mol


Molar mass (3)






M
a




 (1)



g/mol


Molar mass of the intake air





M
e




v



g/mol


Molar mass of the exhaust





M
gas




M
gas



g/mol


Molar mass of gaseous components





m




m



kg


Mass





m




a
1



t.b.d.3



Slope of the regression line




 



ν



m2/s


Kinematic viscosity





m
d




v



kg


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





m
ed




 (1)



kg


Total diluted exhaust mass over the cycle





m
edf




 (1)



kg


Mass of equivalent diluted exhaust gas over the test cycle





m
ew




 (1)



kg


Total exhaust mass over the cycle





m
f




 (1)



mg


Particulate sample mass collected





m
f,d




 (1)



mg


Particulate sample mass of the dilution air collected





m
gas




m
gas



g


Mass of gaseous emissions over the test cycle





m
PM




m
PM



g


Mass of particulate emissions over the test cycle





m
se




 (1)



kg


Exhaust sample mass over the test cycle





m
sed




 (1)



kg


Mass of diluted exhaust gas passing the dilution tunnel





m
sep




 (1)



kg


Mass of diluted exhaust gas passing the particulate collection filters





m
ssd



 


kg


Mass of secondary dilution air




 


N


—


Total number of a series




 



n



mol


Amount of substance




 











mol/s


Amount of substance rate





n




f
n



min-1



Engine rotational speed





n
p



 


r/s


PDP pump speed





P




P



kW


Power





p




p



kPa


Pressure





p
a



 


kPa


Dry atmospheric pressure





p
b



 


kPa


Total atmospheric pressure





p
d



 


kPa


Saturation vapour pressure of the dilution air





p
p




p
abs



kPa


Absolute pressure





p
r




p
H2O



kPa


Water vapour pressure





p
s



 


kPa


Dry atmospheric pressure




1 – E




PF



%


Penetration fraction





q

m











kg/s


Mass rate





q

mad








 (1)


kg/s


Intake air mass flow rate on dry basis





q

maw




 (1)



kg/s


Intake air mass flow rate on wet basis





q

mCe




 (1)



kg/s


Carbon mass flow rate in the raw exhaust gas





q

mCf




 (1)



kg/s


Carbon mass flow rate into the engine





q

mCp




 (1)



kg/s


Carbon mass flow rate in the partial flow dilution system





q

mdew




 (1)



kg/s


Diluted exhaust gas mass flow rate on wet basis





q

mdw




 (1)



kg/s


Dilution air mass flow rate on wet basis





q

medf




 (1)



kg/s


Equivalent diluted exhaust gas mass flow rate on wet basis





q

mew




 (1)



kg/s


Exhaust gas mass flow rate on wet basis





q

mex




 (1)



kg/s


Sample mass flow rate extracted from dilution tunnel





q

mf




 (1)



kg/s


Fuel mass flow rate





q

mp




 (1)



kg/s


Sample flow of exhaust gas into partial flow dilution system





q

V











m3/s


Volume flow rate





q

VCVS




 (1)



m3/s


CVS volume rate





q

Vs




 (1)



dm3/min


System flow rate of exhaust analyser system





q

Vt




 (1)



cm3/min


Tracer gas flow rate





ρ




ρ



kg/m3



Mass density





ρ
e



 


kg/m3



Exhaust gas density




 



r



—


Ratio of pressures





r
d




DR



—


Dilution ratio (2)





 



Ra



μm


Average surface roughness





RH



 


%


Relative humidity





r
D




β



m/m


Ratio of diameters (CVS systems)





r
p



 


—


Pressure ratio of SSV





Re




Re

#




—


Reynolds number




 



S



K


Sutherland constant





σ




σ



—


Standard deviation





T




T



°C


Temperature




 



T



Nm


Engine torque





T
a



 


K


Absolute temperature





t




t



s


Time




Δt



Δt



s


Time interval





u



 


—


Ratio between densities of gas component and exhaust gas





V




V



m3



Volume





V
0



 


m3/r


PDP gas volume pumped per revolution





W




W



kWh


Work





W
act




W
act



kWh


Actual cycle work of the test cycle





WF




WF



—


Weighting factor





w




w



g/g


Mass fraction




 









mol/mol


Flow-weighted mean concentration





X
0




K
s



s/rev


PDP calibration function




 



y



—


Generic variable


















 


Arithmetic mean




 


Z


—


Compressibility factor




1.2.   Subscripts







Appendix A.1 (4)



Appendix A.2


Quantity




act


act


Actual quantity





i



 


Instantaneous measurement (e.g.: 1 Hz)




 



i



An individual of a series




1.3.   Symbols and abbreviations for the chemical components (used also as a subscript)







Appendix A.1


Appendix A.2


Quantity




Ar


Ar


Argon




C1


C1


Carbon 1 equivalent hydrocarbon




CH4



CH4



Methane




C2H6



C2H6



Ethane




C3H8



C3H8



Propane




CO


CO


Carbon monoxide




CO2



CO2



Carbon dioxide




 


H


Atomic hydrogen




 


H2



Molecular hydrogen




HC


HC


Hydrocarbon




H2O


H2O


Water




 


He


Helium




 


N


Atomic nitrogen




 


N2



Molecular nitrogen




NOX



NOX



Oxides of nitrogen




NO


NO


Nitric oxide




NO2



NO2



Nitrogen dioxide




 


O


Atomic oxygen




PM


PM


Particulate matter




S


S


Sulphur




1.4.   Symbols and abbreviations for the fuel composition







Appendix A.1 (5)



Appendix A.2 (6)



Quantity





w
C
 (7)




w
C
 (7)



Carbon content of fuel, mass fraction [g/g] or [% mass]





w
H




w
H



Hydrogen content of fuel, mass fraction [g/g] or [% mass]





w
N




w
N



Nitrogen content of fuel, mass fraction [g/g] or [% mass]





w
O




w
O



Oxygen content of fuel, mass fraction [g/g] or [% mass]





w
S




w
S



Sulphur content of fuel, mass fraction [g/g] or [% mass]





α




α



Atomic hydrogen-to-carbon ratio (H/C)





ε




β



Atomic oxygen-to-carbon ratio (O/C) (8)






γ




γ



Atomic sulphur-to-carbon ratio (S/C)





δ




δ



Atomic nitrogen-to-carbon ratio (N/C)






(1)  See subscripts; e.g.


 for mass rate of dry air,


 for fuel mass rate, etc.

(2)  Dilution ratio r
d in Appendix A.1 and DR in Appendix A.2: different symbols but same meaning and same equations. Dilution factor D in Appendix A.1 and x
dil in Appendix A.2: different symbols but same physical meaning; equation (A.5-129) shows the relationship between x
dil and DR.

(3)  t.b.d.= to be defined

(4)  In Appendix A.1 the meaning of subscript is determined by the associated quantity; for example, the subscript "d" can indicate a dry basis as in "
            c
d = concentration on dry basis", dilution air as in "
            p
d = saturation vapour pressure of the dilution air" or "kw,d = dry to wet correction factor for the dilution air", or dilution ratio as in "rd
            ".

(5)  Referred to a fuel with chemical formula CH
α
O
ε
N
δ
S
γ



(6)  Referred to a fuel with chemical formula CH
α
O
β
S
γ
N
δ



(7)  Mass fraction w accompanied by the symbol of the chemical component as a subscript.

(8)  Attention should be paid to the different meaning of symbol β in the two emissions calculation paragraphs: in Appendix A.1 it refers to a fuel having the chemical formula CH
α
S
γ
N
δ
O
ε
 (i.e. the formula C
β
H
α
S
γ
N
δ
O
ε
 where β = 1, assuming one carbon atom per molecule), while in Appendix A.2 it refers to the oxygen-to-carbon ratio with CH
α
O
β
S
γ
N
δ
. Then β of Appendix A.2 corresponds to ε of Appendix A.1.



APPENDIX A.1

MASS BASED EMISSIONS CALCULATIONS

A.1.1.   Measurement of gaseous emissions in raw exhaust gas
A.1.1.1.   Discrete-mode NRSC tests
The emission rate of a gaseous emission q
mgas,i [g/h] for each mode i of the steady state test shall be calculated by multiplying the concentration of the gaseous emission with its respective flow, as follows:













(A.5-1)




where:







k


=


1 for cgasr,w,i in [ppm] and k = 10 000 for cgasr,w,i in [% vol]




kh



=


NOX correction factor [-], for NOX emission calculation (see paragraph A.1.1.4)




ugas



=


component specific factor or ratio between densities of gas component and exhaust gas [-]




qmew,i



=


exhaust gas mass flow rate in mode i on a wet basis [kg/s]




cgas,i



=


emission concentration in the raw exhaust gas in mode i, on a wet basis [ppm] or [% vol]




A.1.1.2.   Transient and ramped modal cycles tests
The total mass per test of a gaseous emission mgas
 [g/test] shall be calculated by multiplication of the time aligned instantaneous concentrations and exhaust gas flows and integration over the test cycle by means of equation (A.5-2):













(A.5-2)




where:







f


=


data sampling rate [Hz]




kh



=


NOX correction factor [-], only to be applied for the NOX emission calculation




k


=


1 for cgasr,w,i in [ppm] and k = 10 000 for cgasr,w,i
 in [% vol]




ugas



=


component specific factor [-] (see paragraph A.1.1.5)




N


=


number of measurements [-]




qmew,i



=


instantaneous exhaust gas mass flow rate on a wet basis [kg/s]




cgas,i



=


instantaneous emission concentration in the raw exhaust gas, on a wet basis [ppm] or [% vol]




A.1.1.3.   Dry-to-wet concentration conversion
If the emissions are measured on a dry basis, the measured concentration c
d on dry basis shall be converted to the concentration c
w on a wet basis by means of equation (A.5-3):













(A.5-3)




where:







kw



=


dry-to-wet conversion factor [-]




cd



=


emission concentration on a dry basis [ppm] or [% vol]




For complete combustion, the dry-to-wet conversion factor for raw exhaust gas is written as k
w,a [-] and shall be calculated by means of equation (A.5-4):













(A.5-4)




where:







Ha



=


intake air humidity [g H2O/kg dry air]




qmf,i



=


instantaneous fuel flow rate [kg/s]




qmad,i



=


instantaneous dry intake air flow rate [kg/s]




pr



=


water pressure after cooler [kPa]




pb



=


total barometric pressure [kPa]




wH



=


hydrogen content of the fuel [% mass]




kf



=


combustion additional volume [m3/kg fuel]




with:













(A.5-5)




where:







wH



=


hydrogen content of fuel [% mass]




wN



=


nitrogen content of fuel [% mass]




wO



=


oxygen content of fuel [% mass]




In equation (A.5-4), the ratio


 may be assumed:













(A.5-6)




For incomplete combustion (rich fuel air mixtures) and also for emission tests without direct air flow measurements, a second method of k
w,a calculation is preferred:













(A.5-7)




where:







cCO2



=


concentration of CO2 in the raw exhaust gas, on a dry basis [% vol]




cCO



=


concentration of CO in the raw exhaust gas, on a dry basis [ppm]




pr



=


water pressure after cooler [kPa]




pb



=


total barometric pressure [kPa]




α


=


molar carbon to hydrogen ratio [-]




kw1



=


intake air moisture [-]

















(A.5-8)




A.1.1.4.   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 kh,D or kh,G [-] given in equations (A.5-9) and (A.5-10). These factors are valid for a humidity range between 0 and 25 g H2O/kg dry air.
(a)   For compression-ignition engines













(A.5-9)




(b)   For spark ignition engines













(A.5-10)




where:







Ha



=


humidity of the intake air [g H2O/kg dry air]




A.1.1.5   Component specific factor u
Two calculation procedures are described in paragraphs A.1.1.5.1 and A.1.1.5.2. The procedure set out in paragraph A.1.1.5.1 is more straightforward, since it uses tabulated u values for the ratio between component and exhaust gas density. The procedure set out in paragraph A.1.1.5.2 is more accurate for fuel qualities that deviate from the specifications in Annex 6, but requires elementary analysis of the fuel composition.
A.1.1.5.1   Tabulated values
Applying some simplifications (assumption on the λ value and on intake air conditions as shown in Table A.5-1) to the equations set out in paragraph A.1.1.5.2, the resulting values for u
gas are given in Table A.5-1.

Table A.5-1


Raw exhaust gas u and component densities (for emission concentration expressed in ppm)













Fuel


ρe



Gas




NOX



CO


HC


CO2



O2



CH4






ρgas
 [kg/m3]




2,053 


1,250 



 (1)



1,9636 


1,4277 


0,716 





ugas

 (2)





Diesel (non-road gas-oil)


1,2943 


0,001586 


0,000966 


0,000482 


0,001517 


0,001103 


0,000553 




Ethanol for dedicated compression ignition engines (ED95)


1,2768 


0,001609 


0,000980 


0,000780 


0,001539 


0,001119 


0,000561 




Naturalgas/bio-methane (3)



1,2661 


0,001621 


0,000987 


0,000528  (4)



0,001551 


0,001128 


0,000565 




Propane


1,2805 


0,001603 


0,000976 


0,000512 


0,001533 


0,001115 


0,000559 




Butane


1,2832 


0,001600 


0,000974 


0,000505 


0,001530 


0,001113 


0,000558 




LPG (5)



1,2811 


0,001602 


0,000976 


0,000510 


0,001533 


0,001115 


0,000559 




Petrol (E10)


1,2931 


0,001587 


0,000966 


0,000499 


0,001518 


0,001104 


0,000553 




Ethanol (E85)


1,2797 


0,001604 


0,000977 


0,000730 


0,001534 


0,001116 


0,000559 




A.1.1.5.2.   Calculated values
The component specific factor, u
gas,i, may be calculated by the density ratio of the component and the exhaust or alternatively by the corresponding ratio of molar masses [equations (A.5-11) or (A.5-12)]:













(A.5-11)




or













(A.5-12)




where:







Mgas



=


molar mass of the gas component [g/mol]




Me,i



=


instantaneous molar mass of the wet raw exhaust gas [g/mol]




ρgas



=


density of the gas component [kg/m3]




ρe,i



=


instantaneous density of the wet raw exhaust gas [kg/m3]




The molar mass of the exhaust, M
e,i shall be derived for a general fuel composition CH
α
O
ε
N
δ
S
γ
 under the assumption of complete combustion, and shall be calculated by means of equation (A.5-13):













(A.5-13)




where:







qmf,i



=


instantaneous fuel mass flow rate on wet basis [kg/s]




qmaw,i



=


instantaneous intake air mass flow rate on wet basis [kg/s]




α


=


molar hydrogen-to-carbon ratio [-]




δ


=


molar nitrogen-to-carbon ratio [-]




ε


=


molar oxygen-to-carbon ratio [-]




γ


=


atomic sulphur-to-carbon ratio [-]




Ha



=


intake air humidity [g H2O/kg dry air]




Ma



=


dry intake air molar mass = 28,965 g/mol




The instantaneous raw exhaust density ρ
e,i
 [kg/m3] shall be calculated by means of equation (A.5-14):













(A.5-14)




where:







qmf,i



=


instantaneous fuel mass flow rate [kg/s]




qmad,i



=


instantaneous dry intake air mass flow rate [kg/s]




Ha



=


intake air humidity [g H2O/kg dry air]




kf



=


combustion additional volume [m3/kg fuel] [see equation (A.5-5)]




A.1.1.6.   Mass flow rate of the exhaust gas
A.1.1.6.1.   Air and fuel measurement method
The method involves measurement of the air flow and the fuel flow with suitable flowmeters. The instantaneous wet exhaust gas mass flow rate q

mew,i
 [kg/s] shall be calculated by means of equation (A.5-15):













(A.5-15)




where:







qmaw,i



=


instantaneous wet intake air mass flow rate [kg/s]




qmf,i



=


instantaneous fuel mass flow rate [kg/s]




A.1.1.6.2.   Tracer measurement method
This involves measurement of the concentration of a tracer gas in the exhaust. The instantaneous exhaust gas flow q
mew,i [kg/s] shall be calculated by means of equation (A.5-16):













(A.5-16)




where:







qVt



=


tracer gas flow rate [m3/s]




cmix,i



=


instantaneous concentration of the tracer gas after mixing [ppm]




ρe



=


density of the raw exhaust gas [kg/m3]




cb



=


background concentration of the tracer gas in the intake air [ppm]




The background concentration of the tracer gas c
b may be determined by averaging the background concentration measured immediately before the test run and after the test run. When the background concentration is less than 1 per cent of the concentration of the tracer gas after mixing c
mix,i
 at maximum exhaust flow, the background concentration may be neglected.
A.1.1.6.3.   Air flow and air to fuel ratio measurement method
This involves exhaust mass calculation from the air flow and the air to fuel ratio. The instantaneous exhaust gas mass flow q
mew,i
 [kg/s] shall be calculated by means of equation (A.5-17):













(A.5-17)




with:













(A.5-18)











(A.5-19)




where:







qmaw,i



=


wet intake air mass flow rate [kg/s]




A/Fst



=


stoichiometric air-to-fuel ratio [-]




λi



=


instantaneous excess air ratio [-]




cCOd



=


concentration of CO in the raw exhaust gas on a dry basis [ppm]




cCO2d



=


concentration of CO2 in the raw exhaust gas on a dry basis [per cent]




cHCw



=


concentration of HC in the raw exhaust gas on a wet basis [ppm C1]




α


=


molar hydrogen-to-carbon ratio [-]




δ


=


molar nitrogen-to-carbon ratio [-]




ε


=


molar oxygen-to-carbon ratio [-]




γ


=


atomic sulphur-to-carbon ratio [-]




A.1.1.6.4.   Carbon balance method, 1 step-procedure
The following 1-step formula set out in equation (A.5-20) can be used for the calculation of the wet exhaust mass flow rate q

mew,i
 [kg/s]:













(A.5-20)




with the carbon factor f
c [-] given by:













(A.5-21)




where:







qmf,i



=


instantaneous fuel mass flow rate [kg/s]




wC



=


carbon content of fuel [% mass] (see equation A.5-82 of paragraph A.2.3.3.1 or Table A.2.1)




Ha



=


intake air humidity [g H2O/kg dry air]




kfd



=


combustion additional volume on a dry basis [m3/kg fuel]




cCO2d



=


dry CO2 concentration in the raw exhaust [%]




cCO2d,a



=


dry CO2 concentration in the ambient air [%]




cCOd



=


dry CO concentration in the raw exhaust [ppm]




cHCw



=


wet HC concentration in the raw exhaust [ppm]




and factor k
fd [m3/kg fuel] that is calculated by means of equation (A.5-22) on a dry basis by subtracting the water formed by combustion from k
f :













(A.5-22)




where:







kf



=


fuel specific factor of equation (A.5-5) [m3/kg fuel]




wH



=


hydrogen content of fuel [% mass]




A.1.2.   Diluted gaseous emissions
A.1.2.1.   Mass of the gaseous emissions
The exhaust gas mass flow rate shall be measured with a constant volume sampling (CVS) system, which may use a positive displacement pump (PDP), a critical flow venturi (CFV) or a subsonic venturi (SSV).
For systems with constant mass flow (i.e. with heat exchanger), the mass of the pollutants m
gas [g/test] shall be determined by means of equation (A.5-23):













(A.5-23)




where:







ugas



=


the ratio between density of exhaust component and density of air, as given in Table A.1.2. or calculated by means of equation (A.5-34) [-]




cgas



=


mean background corrected concentration of the component on a wet basis [ppm] or [% vol] respectively




kh



=


NOX correction factor [-], only to be applied for the NOX emission calculation




k


=


1 for c
gasr,w,i
 in [ppm], k = 10 000 for c
gasr,w,i
 in [% vol]




med



=


total diluted exhaust gas mass over the cycle [kg/test]




For systems with flow compensation (without heat exchanger), the mass of the pollutants m
gas [g/test] shall be determined by calculation of the instantaneous mass emissions, by integration and by background correction by means of equation (A.5-24):













(A.5-24)




where:







ce



=


emission concentration in the diluted exhaust gas, on a wet basis [ppm] or [% vol]




cd



=


emission concentration in the dilution air, on a wet basis [ppm] or [% vol]




med,i



=


mass of the diluted exhaust gas during time interval i [kg]




med



=


total mass of diluted exhaust gas over the cycle [kg]




ugas



=


tabulated value from Table A.1.2. [-]




D


=


dilution factor [see equation (A.5-28) of paragraph A.1.2.2.2] [-]




kh



=


NOX correction factor [-], only to be applied for the NOX emission calculation




k


=


1 for c in [ppm], k = 10 000 for c in [% vol]




The concentrations c
gas, c
e and c
d can be either values measured in a batch sample (bag, but not allowed for NOX and HC) or be averaged by integration from continuous measurements. Also m
ed,i
 has to be averaged by integration over the test cycle.
The following equations show how the needed quantities (c
e, u
gas and m
ed) shall be calculated.
A.1.2.2.   Dry-to-wet concentration conversion
All concentrations set out in paragraph A.1.2.1. measured dry shall be converted to a wet basis by means of equation (A.5-3).
A.1.2.2.1.   Diluted exhaust gas
Dry concentrations shall be converted to wet concentrations by means of one of the following two equations [(A.5-25) or (A.5-26)] applied to equation:













(A.5-25)




or













(A.5-26)




where:







α


=


molar hydrogen to carbon ratio of the fuel [-]




cCO2w



=


concentration of CO2 in the diluted exhaust gas on a wet basis [per cent vol]




cCO2d



=


concentration of CO2 in the diluted exhaust gas on a dry basis [per cent vol]




The dry to wet correction factor k
w2 takes into consideration the water content of both intake air and dilution air and shall be calculated by means of equation (A.5-27):













(A.5-27)




where:







Ha



=


intake air humidity [g H2O/kg dry air]




Hd



=


dilution air humidity [g H2O/kg dry air]




D


=


dilution factor [see equation (A.5-28) of paragraph A.1.2.2.2] [-]




A.1.2.2.2.   Dilution factor
The dilution factor D [-] (which is necessary for the background correction and the k
w2 calculation) shall be calculated by means of equation (A.5-28):













(A.5-28)




where:







FS



=


stoichiometric factor [-]




cCO2,e



=


concentration of CO2 in the diluted exhaust gas on a wet basis [per cent vol]




cHC,e



=


concentration of HC in the diluted exhaust gas on a wet basis [ppm C1]




cCO,e



=


concentration of CO in the diluted exhaust gas on a wet basis [ppm]




The stoichiometric factor shall be calculated by means of equation (A.5-29):













(A.5-29)




where:







α


=


molar hydrogen to carbon ratio in the fuel [-]




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




FS(E10)


=


13,3




FS(E85)


=


11,5




If a direct measurement is made of the exhaust gas flow, the dilution factor D [-] may be calculated by means of equation (A.5-30):













(A.5-30)




where:







qVCVS



=


the volumetric flow rate of diluted exhaust gas [m3/s]




qVew



=


volumetric flow rate of raw exhaust gas [m3/s]




A.1.2.2.3.   Dilution air













(A.5-31)




with













(A.5-32)




where:







Hd



=


dilution air humidity [g H2O/kg dry air]




A.1.2.2.4.   Determination of the background corrected concentration
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. Equation (A.5-33) shall be used:













(A.5-33)




where:







cgas



=


net concentration of the gaseous pollutant [ppm] or [% vol]




cgas,e



=


emission concentration in the diluted exhaust gas, on a wet basis [ppm] or [% vol]




cd



=


emission concentration in the dilution air, on a wet basis [ppm] or [% vol]




D


=


dilution factor [see equation (A.5-28) of paragraph A.1.2.2.2] [-]




A.1.2.3.   Component specific factor u
The component specific factor u
gas of diluted gas can either be calculated by means of equation (A.5-34) or be taken from Table A.1.2; in Table A.1.2 the density of the diluted exhaust gas has been assumed equal to air density.













(A.5-34)




where:







Mgas



=


molar mass of the gas component [g/mol]




Md,w



=


molar mass of diluted exhaust gas [g/mol]




Mda,w



=


molar mass of dilution air [g/mol] (see equation (A.5-144) of paragraph A.2.9.3)




Mr,w



=


molar mass of raw exhaust gas [g/mol] (see paragraph A.5.5 of Appendix A.5 to Annex 5)




D


=


dilution factor [see equation (A.5-28) of paragraph A.1.2.2.2] [-]





Table A.1.2


Diluted exhaust gas u values (for emission concentration expressed in ppm) and component densities













Fuel


ρe



Gas




NOX



CO


HC


CO2



O2



CH4






ρgas
 [kg/m3]




2,053 


1,250 



 (6)



1,9636 


1,4277 


0,716 





ugas

 (7)





Diesel (non-road gas-oil)


1,2943 


0,001586 


0,000966 


0,000482 


0,001517 


0,001103 


0,000553 




Ethanol for dedicated compression ignition engines
(ED95)


1,2768 


0,001609 


0,000980 


0,000780 


0,001539 


0,001119 


0,000561 




Natural gas/bio-methane (8)



1,2661 


0,001621 


0,000987 


0,000528  (9)



0,001551 


0,001128 


0,000565 




Propane


1,2805 


0,001603 


0,000976 


0,000512 


0,001533 


0,001115 


0,000559 




Butane


1,2832 


0,001600 


0,000974 


0,000505 


0,001530 


0,001113 


0,000558 




LPG (10)



1,2811 


0,001602 


0,000976 


0,000510 


0,001533 


0,001115 


0,000559 




Petrol (E10)


1,2931 


0,001587 


0,000966 


0,000499 


0,001518 


0,001104 


0,000553 




Ethanol (E85)


1,2797 


0,001604 


0,000977 


0,000730 


0,001534 


0,001116 


0,000559 




A.1.2.4.   Exhaust gas mass flow calculation
A.1.2.4.1.   PDP-CVS system
The mass of the diluted exhaust [kg/test] over the cycle shall be calculated by means of equation (A.5-35), if the temperature of the diluted exhaust m
ed is kept within ± 6 K over the cycle by using a heat exchanger:













(A.5-35)




where:







V0



=


volume of gas pumped per revolution under test conditions [m3/rev]




nP



=


total revolutions of pump per test [rev/test]




pp



=


absolute pressure at pump inlet [kPa]











=


average temperature of the diluted exhaust gas at pump inlet [K]




1,293 kg/m3



=


air density at 273,15 K and 101,325 kPa




If a system with flow compensation is used (i.e. without heat exchanger), the mass of the diluted exhaust gas m
ed,i
 [kg] during the time interval shall be calculated by means of equation (A.5-36):













(A.5-36)




where:







V0



=


volume of gas pumped per revolution under test conditions [m3/rev]




pp



=


absolute pressure at pump inlet [kPa]




nP,i



=


total revolutions of pump per time interval i [rev/Δt]











=


average temperature of the diluted exhaust gas at pump inlet [K]




1,293 kg/m3



=


air density at 273,15 K and 101,325 kPa




A.1.2.4.2.   CFV-CVS system
The mass flow over the cycle m
ed [g/test] shall be calculated by means of equation (A.5-37), if the temperature of the diluted exhaust is kept within ± 11 K over the cycle by using a heat exchanger:













(A.5-37)




where:







t


=


cycle time [s]




KV



=

calibration coefficient of the critical flow venturi for standard conditions









pp



=


absolute pressure at venturi inlet [kPa]




T


=


absolute temperature at venturi inlet [K]




1,293 kg/m3



=


air density at 273,15 K and 101,325 kPa




If a system with flow compensation is used (i.e. without heat exchanger), the mass of the diluted exhaust gas m
ed,i
 [kg] during the time interval shall be calculated by means of equation (A.5-38):













(A.5-38)




where:







Δti



=


time interval of the test [s]




KV



=

calibration coefficient of the critical flow venturi for standard conditions









pp



=


absolute pressure at venturi inlet [kPa]




T


=


absolute temperature at venturi inlet [K]




1,293 kg/m3



=


air density at 273,15 K and 101,325 kPa




A.1.2.4.3.   SSV-CVS system
The diluted exhaust gas mass over the cycle m
ed [kg/test] shall be calculated by means of equation (A.5-39), if the temperature of the diluted exhaust is kept within ± 11K over the cycle by using a heat exchanger:













(A.5-39)




where:







1,293 kg/m3



=


air density at 273,15 K and 101,325 kPa




Δt


=


cycle time [s]




qVSSV



=


air flow rate at standard conditions (101,325 kPa, 273,15 K) [m3/s]




with













(A.5-40)




where:







A0



=

collection of constants and units conversions = 0,0056940









dV



=


diameter of the SSV throat [mm]




Cd



=


discharge coefficient of the SSV [-]




pp



=


absolute pressure at venturi inlet [kPa]




Tin,V



=


temperature at the venturi inlet [K]




rp



=

ratio of the SSV throat to inlet absolute static pressure,





[-]



rD



=

ratio of the SSV throat diameter to the inlet pipe inner diameter




 [-]



If a system with flow compensation is used (i.e. without heat exchanger), the mass of the diluted exhaust gas m
ed,i
 [kg] during the time interval shall be calculated by means of equation (A.5-41):













(A.5-41)




where:







1,293 kg/m3



=


air density at 273,15 K and 101,325 kPa




Δti



=


time interval [s]




qVSSV



=


volumetric flow rate of the SSV [m3/s]




A.1.3.   Calculation of particulate emission
A.1.3.1.   Transient (NRTC and LSI-NRTC) and ramped modal test cycles
The particulate mass shall be calculated after buoyancy correction of the particulate sample mass according to paragraph 8.1.12.2.5 of Annex 4.
A.1.3.1.1.   Partial flow dilution system
A.1.3.1.1.1.   Calculation based on sample ratio
The particulate emission over the cycle m
PM [g] shall be calculated by means of equation (A.5-42):













(A.5-42)




where:







mf



=


particulate mass sampled over the cycle [mg]




rs



=


average sample ratio over the test cycle [-]




with:













(A.5-43)




where:







mse



=


sample mass of raw exhaust over the cycle [kg]




mew



=


total mass of raw exhaust over the cycle [kg]




msep



=


mass of diluted exhaust gas passing the particulate collection filters [kg]




msed



=


mass of diluted exhaust gas passing the dilution tunnel [kg]




In case of the total sampling type system, m
sep and m
sed are identical.
A.1.3.1.1.2.   Calculation based on dilution ratio
The particulate emission over the cycle m
PM [g] shall be calculated by means of equation (A.5-44):













(A.5-44)




where:







mf



=


particulate mass sampled over the cycle [mg]




msep



=


mass of diluted exhaust gas passing the particulate collection filters [kg]




medf



=


mass of equivalent diluted exhaust gas over the cycle [kg]




The total mass of equivalent diluted exhaust gas mass over the cycle m
edf [kg] shall be determined by means of equation (A.5-45):













(A.5-45)




With:













(A.5-46)











(A.5-47)




where:







qmedf,i



=


instantaneous equivalent diluted exhaust mass flow rate [kg/s]




qmew,i



=


instantaneous exhaust mass flow rate on a wet basis [kg/s]




rd,i



=


instantaneous dilution ratio [-]




qmdew,i



=


instantaneous diluted exhaust mass flow rate on a wet basis [kg/s]




qmdw,i



=


instantaneous dilution air mass flow rate [kg/s]




f


=


data sampling rate [Hz]




N


=


number of measurements [-]




A.1.3.1.2.   Full flow dilution system
The mass emission shall be calculated by means of equation (A.5-48):













(A.5-48)




where:







mf



=


particulate mass sampled over the cycle [mg]




msep



=


mass of diluted exhaust gas passing the particulate collection filters [kg]




med



=


mass of diluted exhaust gas over the cycle [kg]




with













(A.5-49)




where:







mset



=


mass of double diluted exhaust gas through particulate filter [kg]




mssd



=


mass of secondary dilution air [kg]




A.1.3.1.2.1.   Background correction
The particulate mass m
PM,c [g] may be background corrected by means of equation (A.5-50):













(A.5-50)




where:







mf



=


particulate mass sampled over the cycle [mg]




msep



=


mass of diluted exhaust gas passing the particulate collection filters [kg]




msd



=


mass of dilution air sampled by background particulate sampler [kg]




mb



=


mass of collected background particulates of dilution air [mg]




med



=


mass of diluted exhaust gas over the cycle [kg]




D


=


dilution factor [see equation (A.5-28) of paragraph A.1.2.2.2] [-]




A.1.3.2.   Calculation for steady-state discrete-mode cycles
A.1.3.2.1.   Dilution system
All calculations shall be based upon the average values of the individual modes i during the sampling period.






(a)


For partial-flow dilution, the equivalent mass flow of diluted exhaust gas shall be determined by means of equation (A.5-51) and the system with flow measurement shown in Figure A.4-6 of Annex 4:













(A.5-51)











(A.5-52)




where:







qmedf



=


equivalent diluted exhaust mass flow rate [kg/s]




qmew



=


exhaust mass flow rate on a wet basis [kg/s]




rd



=


dilution ratio [-]




qmdew



=


diluted exhaust mass flow rate on a wet basis [kg/s]




qmdw



=


dilution air mass flow rate [kg/s]














(b)


For full-flow dilution systems q

mdew is used as q

medf.




A.1.3.2.2.   Calculation of the particulate mass flow rate
The particulate emission flow rate over the cycle q
mPM [g/h] shall be calculated by means of equations (A.5-53), (A.5-56), (A.5-57) or (A.5-58):






(a)


For the single-filter method













(A.5-53)











(A.5-54)











(A.5-55)




where:







qmPM



=


particulate mass flow rate [g/h]




mf



=


particulate mass sampled over the cycle [mg]











=


average equivalent diluted exhaust gas mass flow rate on wet basis [kg/s]




qmedfi



=


equivalent diluted exhaust gas mass flow rate on wet basis at mode i [kg/s]




WFi



=


weighting factor for the mode i [-]




msep



=


mass of diluted exhaust gas passing the particulate collection filters [kg]




msepi



=


mass of diluted exhaust sample passed through the particulate sampling filter at mode i [kg]




N


=


number of measurements [-]














(b)


For the multiple-filter method













(A.5-56)




where:







qmPMi



=


particulate mass flow rate for the mode i [g/h]




mfi



=


particulate sample mass collected at mode i [mg]




qmedfi



=


equivalent diluted exhaust gas mass flow rate on wet basis at mode i [kg/s]




msepi



=


mass of diluted exhaust sample passed through the particulate sampling filter at mode i [kg]




The PM mass is determined over the test cycle by summation of the average values of the individual modes i during the sampling period.
The particulate mass flow rate q

mPM [g/h] or q

mPMi
 [g/h] may be background corrected as follows:










(c)


For the single-filter method













(A.5-57)




where:







qmPM



=


particulate mass flow rate [g/h]




mf



=


particulate sample mass collected [mg]




msep



=


mass of diluted exhaust sample passed through the particulate sampling filter [kg]




mf,d



=


particulate sample mass of the dilution air collected [mg]




md



=


mass of the dilution air sample passed through the particulate sampling filters [kg]




Di



=


dilution factor at mode i [see equation (A.5-28) of paragraph A.1.2.2.2] [-]




WFi



=


weighting factor for the mode i [-]











=


average equivalent diluted exhaust gas mass flow rate on wet basis [kg/s]














(d)


For the multiple-filter method













(A.5-58)




where:







qmPMi



=


particulate mass flow rate at mode i [g/h]




mfi



=


particulate sample mass collected at mode i [mg]




msepi



=


mass of diluted exhaust sample passed through the particulate sampling filter at mode i [kg]




mf,d



=


particulate sample mass of the dilution air collected [mg]




md



=


mass of the dilution air sample passed through the particulate sampling filters [kg]




D


=


dilution factor [see equation (A.5-28) of paragraph A.1.2.2.2] [-]




qmedfi



=


equivalent diluted exhaust gas mass flow rate on wet basis at mode i [kg/s]




If more than one measurement is made,



shall be replaced with



.




A.1.4.   Cycle work and specific emissions
A.1.4.1.   Gaseous emissions
A.1.4.1.1.   Transient (NRTC and LSI-NRTC) and ramped modal test cycles (RMC)
Reference is made to paragraph A.1.1 and A.1.2 for raw and diluted exhaust respectively. The resulting values for power P [kW] shall be integrated over a test interval. The total work W
act [kWh] is calculated by means of equation (A.5-59):













(A.5-59)




where:







Pi



=


instantaneous engine power [kW]




Δti



=


the measurement interval [s]




ni



=


instantaneous engine speed [rpm]




Ti



=


instantaneous engine torque [Nm]




Wact



=


actual cycle work [kWh]




f


=


data sampling rate [Hz]




N


=


number of measurements [-]




Where auxiliaries were fitted in accordance with Appendix A.2 to Annex 4 there shall be no adjustment to the instantaneous engine torque in equation (A.5-59). Where, according to paragraphs 6.3.2 or 6.3.3 of Annex 4 to this regulation necessary auxiliaries that should have been fitted for the test are not installed, or auxiliaries that should have been removed for the test are installed, the value of Ti
 used in equation (A.5-59) shall be adjusted by means of equation (A.5-60):













(A.5-60)




where:







Ti,meas



=


measured value of instantaneous engine torque




Ti,AUX



=


corresponding value of torque required to drive auxiliaries determined according to equation (A.4-18) of Annex 4 to this regulation.




The specific emissions e
gas [g/kWh] shall be calculated in the following ways depending on the type of test cycle.













(A.5-61)




where:







mgas



=


total mass of emission [g/test]




Wact



=


cycle work [kWh]




In case of the NRTC, for gaseous emissions other than CO2 the final test result e
gas [g/kWh] shall be a weighted average from cold start test and hot start test by means of equation (A.5-62):













(A.5-62)




where:







mcold



=


the gas mass emissions of the cold start NRTC [g]




Wact, cold



=


the actual cycle work of the cold start NRTC [kWh]




mhot



=


the gas mass emissions of the hot start NRTC [g]




Wact, hot



=


the actual cycle work of the hot start NRTC [kWh]




In case of the NRTC, for CO2 the final test result e
CO2 [g/kWh] shall be calculated from the hot start test by means of equation (A.5-63):













(A.5-63)




where:







mCO2, hot



=


the CO2 mass emissions of the hot start NRTC [g]




Wact, hot



=


the actual cycle work of the hot start NRTC [kWh]




A.1.4.1.2.   Discrete-mode NRSC
The specific emissions e
gas [g/kWh] are calculated by means of equation (A.5-64):













(A.5-64)




where:







qmgas,i



=


mean emission mass flow rate for the mode i [g/h]




Pi



=


engine power for the mode i [kW] calculated by adding to the measured power Pmeas
 [kW] the power required to drive auxiliaries PAUX
 [kW] determined according to equation (A.4-8) of Annex 4 (Pi
 = Pmeas
 + PAUX
)




WFi



=


weighting factor for the mode i [-]




Nmode



=


number of modes in applicable discrete-mode NRSC




A.1.4.2.   Particulate emissions
A.1.4.2.1.   Transient (NRTC and LSI-NRTC) and ramped modal test cycles (RMC)
The particulate specific emissions shall be calculated with equation (A.5-61) where e
gas [g/kWh] and m
gas [g/test] are substituted by e
PM [g/kWh] and m
PM [g/test] respectively:













(A.5-65)




where:







mPM



=


total mass of particulates emission, calculated in accordance with paragraph A.1.3.1.1 or A.1.3.1.2 [g/test]




Wact



=


cycle work [kWh]




The emissions on the transient composite cycle (i.e. cold phase and hot phase) shall be calculated as shown in paragraph A.1.4.1.1.
A.1.4.2.2.   Discrete-mode NRSC
The particulate specific emission e
PM [g/kWh] shall be calculated by means of equations (A.5-66) or (A.5-67):






(a)


For the single-filter method













(A.5-66)




where:







Pi



=


engine power for the mode i [kW] calculated by adding to the measured power Pmeas
 [kW] the power required to drive auxiliaries PAUX
 [kW] determined according to equation (A.4-8) of Annex 4 (Pi
 = Pmeas
 + PAUX
)




WFi



=


weighting factor for the mode i [-]




qmPM



=


particulate mass flow rate [g/h]




Nmode



=


number of modes in applicable discrete-mode NRSC














(b)


For the multiple-filter method













(A.5-67)




where:







Pi



=


engine power for the mode i [kW] calculated by adding to the measured power Pmeas
 [kW] the power required to drive auxiliaries PAUX
 [kW] determined according to equation (A.4-8) of Annex 4 (Pi
 = Pmeas
 + PAUX
)




WFi



=


weighting factor for the mode i [-]




qmPMi



=


particulate mass flow rate at mode i [g/h]




Nmode



=


number of modes in applicable discrete-mode NRSC








For the single-filter method, the effective weighting factor, WF
ei
, for each mode shall be calculated by means of equation (A.5-68):













(A.5-68)




where:







msepi



=


mass of the diluted exhaust sample passed through the particulate sampling filters at mode i [kg]











=


average equivalent diluted exhaust gas mass flow rate [kg/s]




qmedfi



=


equivalent diluted exhaust gas mass flow rate at mode i [kg/s]




msep



=


mass of the diluted exhaust sample passed through the particulate sampling filters [kg]




The value of the effective weighting factors shall be within ± 0,005 (absolute value) of the weighting factors listed in Appendix A.6 to Annex 4.
A.1.4.3.   Adjustment for emission controls that are regenerated on an infrequent (periodic) basis
In case of engines equipped with exhaust after-treatment systems that are regenerated on an infrequent (periodic) basis (see paragraph 6.6.2 of Annex 4), the specific emissions of gaseous and particulate pollutants calculated according to paragraphs A.1.4.1 and A.1.4.2 shall be corrected with either the applicable multiplicative adjustment factor or with the applicable additive adjustment factor. In the case that infrequent regeneration did not take place during the test the upward factor shall be applied (k
ru,m or k
ru,a). In the case that infrequent regeneration took place during the test the downward factor shall be applied (k
rd,m or k
rd,a). In the case of the discrete-mode cycle, where the adjustment factors have been determined for each mode they shall be applied to each mode during the calculation of the weighted emission result.
A.1.4.4.   Adjustment for deterioration factor
The specific emissions of gaseous and particulate pollutants calculated according to paragraphs A.1.4.1 and A.1.4.2, where applicable inclusive of the infrequent regeneration adjustment factor according to paragraph A.1.4.3, shall also be adjusted by the applicable multiplicative or additive deterioration factor established according to the requirements of Annex 8.
A.1.5.   Diluted Exhaust Flow (CVS) Calibration and Related Calculations
The CVS system shall be calibrated by using an accurate flowmeter 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 turbine meter.
A.1.5.1.   Positive displacement pump (PDP)
All the parameters related to the pump shall be simultaneously measured along with the parameters related to a calibration venturi which is connected in series with the pump. The calculated flow rate (in m3/s 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 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.
Leaks in all the connections and ducting between the calibration venturi and the CVS pump shall be maintained lower than 0.3 per cent of the lowest flow point (highest restriction and lowest PDP speed point).
The airflow rate (q

VCVS) at each restriction setting (minimum 6 settings) shall be calculated in standard m3/s from the flowmeter data using the manufacturer's prescribed method. The airflow rate shall then be converted to pump flow (V
0) in m3/rev at absolute pump inlet temperature and pressure by means of equation (A.5-69):













(A.5-69)




where:







qVCVS



=


airflow rate at standard conditions (101,325 kPa, 273,15 K) [m3/s]




T


=


temperature at pump inlet [K]




pp



=


absolute pressure at pump inlet [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 (X
0) [s/rev] between pump speed, pressure differential from pump inlet to pump outlet and absolute pump outlet pressure shall be calculated by means of equation (A.5-70):













(A.5-70)




where:







Δpp



=


pressure differential from pump inlet to pump outlet [kPa]




pp



=


absolute outlet pressure at pump outlet [kPa]




n


=


pump speed [rev/s]




A linear least-square fit shall be performed to generate the calibration by means of equation (A.5-71):













(A.5-71)




with D
0 [m3/rev] and m [m3/s], intercept and slope respectively, describing the regression line.
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 (D
0) shall increase as the pump flow range decreases.
The calculated values from the equation shall be within ± 0,5 per cent of the measured value of V
0. 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 indicates a change of the slip rate.
A.1.5.2.   Critical flow venturi (CFV)
Calibration of the CFV is based upon the flow equation for a critical venturi. Gas flow is a function of venturi inlet pressure and temperature.
To determine the range of critical flow, K
V shall be plotted as a function of venturi inlet pressure. For critical (choked) flow, K
V will have a relatively constant value. As pressure decreases (vacuum increases), the venturi becomes unchoked and K
V decreases, which indicates that the CFV is operated outside the permissible range.
The airflow rate (q

VCVS) at each restriction setting (minimum 8 settings) shall be calculated in standard m3/s from the flowmeter data using the manufacturer's prescribed method. The calibration coefficient K
V


 shall be calculated from the calibration data for each setting by means of equation (A.5-72):













(A.5-72)




where:







qVSSV



=


air flow rate at standard conditions (101,325 kPa, 273,15 K) [m3/s]




T


=


temperature at the venturi inlet [K]




pp



=


absolute pressure at venturi inlet [kPa]




The average K
V and the standard deviation shall be calculated. The standard deviation shall not exceed ± 0,3 per cent of the average K
V.
A.1.5.3.   Subsonic venturi (SSV)
Calibration of the SSV is based upon the flow equation for a subsonic venturi. Gas flow is a function of inlet pressure and temperature, pressure drop between the SSV inlet and throat, as shown in equation (A.5-40).
The airflow rate (q

VSSV) at each restriction setting (minimum 16 settings) shall be calculated in standard m3/s from the flowmeter data using the manufacturer's prescribed method. The discharge coefficient shall be calculated from the calibration data for each setting by means of equation (A.5-73):













(A.5-73)




where:







A0



=

collection of constants and units conversions = 0,0056940









qVSSV



=


air flow rate at standard conditions (101,325 kPa, 273,15 K) [m3/s]




Tin,V



=


temperature at the venturi inlet [K]




dV



=


diameter of the SSV throat [mm]




rp



=

ratio of the SSV throat to inlet absolute static pressure =




 [-]



rD



=


ratio of the SSV throat diameter, d
V, to the inlet pipe inner diameter D [-]




To determine the range of subsonic flow, C
d shall be plotted as a function of Reynolds number Re, at the SSV throat. The Re at the SSV throat shall be calculated by means of equation (A.5-74):













(A.5-74)




with













(A.5-75)




where:







A1



=

collection of constants and units conversions = 27,43831









qVSSV



=


air flow rate at standard conditions (101,325 kPa, 273,15 K) [m3/s]




dV



=


diameter of the SSV throat [mm]




μ


=


absolute or dynamic viscosity of the gas [kg/(m · s)]




b


=


1,458 × 106 (empirical constant) [kg/(m · s · K0.5)]




S


=


110,4 (empirical constant) [K]




Because q

VSSV is an input to the Re equation, the calculations shall be started with an initial guess for q

VSSV or C
d of the calibration venturi, and repeated until q

VSSV converges. The convergence method shall be accurate to 0,1 per cent of point or better.
For a minimum of sixteen points in the region of subsonic flow, the calculated values of C
d from the resulting calibration curve fit equation shall be within ± 0,5 per cent of the measured C
d for each calibration point.
A.1.6.   Drift Correction
A.1.6.1.   General procedure
The calculations in this paragraph shall be performed to determine if gas analyser drift invalidates the results of a test interval. If drift does not invalidate the results of a test interval, the test interval's gas analyser responses shall be corrected for drift in accordance with paragraph A.1.6.4. The drift-corrected gas analyser responses shall be used in all subsequent emission calculations. The acceptable threshold for gas analyser drift over a test interval is specified in paragraph 8.2.2.2 of Annex 4.
A.1.6.2.   Correction principles
The calculations in this Appendix use a gas analyser's responses to reference zero and span concentrations of analytical gases, as determined sometime before and after a test interval. The calculations correct the gas analyser's responses that were recorded during a test interval. The correction is based on an analyser's mean responses to reference zero and span gases, and it is based on the reference concentrations of the zero and span gases themselves. Validation and correction for drift shall be performed as follows:
A.1.6.3.   Drift validation
After applying all the other corrections — except drift correction — to all the gas analyser signals, brake-specific emissions shall be calculated in accordance with paragraph A.1.4. Then all gas analyser signals shall be corrected for drift according to this Appendix. Brake-specific emissions shall be recalculated using all of the drift-corrected gas analyser signals. The brake-specific emission results shall be validated and reported before and after drift correction according to paragraph 8.2.2.2 of Annex 4.
A.1.6.4.   Drift correction
All gas analyser signals shall be corrected as follows:






(a)

Each recorded concentration, ci
, shall be corrected for continuous sampling or for batch sampling,





;









(b)


Correction for drift shall be calculated by means of equation (A.5-76):













(A.5-76)




where:







cidriftcor



=


concentration corrected for drift [ppm]




crefzero



=


reference concentration of the zero gas, which is usually zero unless known to be otherwise [ppm]




crefspan



=


reference concentration of the span gas [ppm]




cprespan



=


pre-test interval gas analyser response to the span gas concentration [ppm]




cpostspan



=


post-test interval gas analyser response to the span gas concentration [ppm]



cior







=


concentration recorded, i.e. measured, during test, before drift correction [ppm]




cprezero



=


pre-test interval gas analyser response to the zero gas concentration [ppm]




cpostzero



=


post-test interval gas analyser response to the zero gas concentration [ppm]














(c)


For any pre-test interval concentrations, concentrations determined most recently before the test interval shall be used. For some test intervals, the most recent pre-zero or pre-span might have occurred before one or more previous test intervals;










(d)


For any post-test interval concentrations, concentrations determined most recently after the test interval shall be used. For some test intervals, the most recent post-zero or post-span might have occurred after one or more subsequent test intervals;










(e)


If any pre-test interval analyser response to the span gas concentration, c
prespan, is not recorded, c
prespan shall be set equal to the reference concentration of the span gas: c
prespan = c
refspan;










(f)


If any pre-test interval analyser response to the zero gas concentration, c
prezero, is not recorded, c
prezero shall be set equal to the reference concentration of the zero gas: c
prezero = c
refzero;










(g)


Usually the reference concentration of the zero gas, c
refzero, is zero: c
refzero = 0 μmol/mol. However, in some cases it might be known that c
refzero has a non-zero concentration. When an analyser is zeroed using a non-zero c
refzero, the analyser shall be set to output the actual c
refzero concentration.






(1)  depending on fuel

(2)  at λ = 2, dry air, 273 K, 101,3 kPa

(3)  u accurate within 0,2 % for mass composition of: C = 66 - 76 %; H = 22 - 25 %; N = 0 - 12 %

(4)  NMHC on the basis of CH2,93 (for total HC the ugas coefficient of CH4 shall be used)

(5)  u accurate within 0,2 % for mass composition of: C3 = 70 - 90 %; C4 = 10 - 30 %

(6)  depending on fuels

(7)  at λ = 2, dry air, 273 K, 101,3 kPas

(8)  u accurate within 0,2 % for mass composition of: C = 66 - 76 %; H = 22 - 25 %; N = 0 - 12 %

(9)  NMHC on the basis of CH2,93 (for total HC the ugas coefficient of CH4 shall be used)

(10)  u accurate within 0,2 % for mass composition of: C3 = 70 - 90 %; C4 = 10 - 30 %




APPENDIX A.2

MOLAR BASED EMISSIONS CALCULATIONS

A.2.1.   Subscripts






 


Quantity




abs


Absolute quantity




act


Actual quantity




air


Air, dry




atmos


Atmospheric




bkgnd


Background




C


Carbon




cal


Calibration quantity




CFV


Critical flow venturi




cor


Corrected quantity




dil


Dilution air




dexh


Diluted exhaust




dry


Dry quantity




exh


Raw exhaust




exp


Expected quantity




eq


Equivalent quantity




fuel


Fuel




 


Instantaneous measurement (e.g.: 1 Hz)




i


An individual of a series




idle


Condition at idle




in


Quantity in




init


Initial quantity, typically before an emission test




max


Maximum (i.e. peak) value




meas


Measured quantity




min


Minimum value




mix


Molar mass of air




out


Quantity out




part


Partial quantity




PDP


Positive displacement pump




raw


Raw exhaust




ref


Reference quantity




rev


Revolution




sat


Saturated condition




slip


PDP slip




smpl


Sampling




span


Span quantity




SSV


Subsonic venturi




std


Standard quantity




Test


Test quantity




total


Total quantity




uncor


Uncorrected quantity




vac


Vacuum quantity




weight


Calibration weight




wet


Wet quantity




zero


Zero quantity




A.2.2.   Symbols for chemical balance








x
dil/exh



=


Amount of dilution gas or excess air per mole of exhaust




xH2Oexh



=


Amount of water in exhaust per mole of exhaust




xCcombdry



=


Amount of carbon from fuel in the exhaust per mole of dry exhaust





x
H2Oexhdry



=


Amount of water in exhaust per dry mole of dry exhaust





x
prod/intdry



=


Amount of dry stoichiometric products per dry mole of intake air





x
dil/exhdry



=


Amount of dilution gas and/or excess air per mole of dry exhaust





x
int/exhdry



=


Amount of intake air required to produce actual combustion products per mole of dry (raw or diluted) exhaust





x
raw/exhdry



=


Amount of undiluted exhaust, without excess air, per mole of dry (raw or diluted) exhaust





x
O2intdry



=


Amount of intake air O2 per mole of dry intake air





x
CO2intdry



=


Amount of intake air CO2 per mole of dry intake air





x
H2Ointdry



=


Amount of intake air H2O per mole of dry intake air





x
CO2int



=


Amount of intake air CO2 per mole of intake air





x
CO2dil



=


Amount of dilution gas CO2 per mole of dilution gas





x
CO2dildry



=


Amount of dilution gas CO2 per mole of dry dilution gas





x
H2Odildry



=


Amount of dilution gas H2O per mole of dry dilution gas





x
H2Odil



=


Amount of dilution gas H2O per mole of dilution gas





x
[emission]meas



=


Amount of measured emission in the sample at the respective gas analyser





x
[emission]dry



=


Amount of emission per dry mole of dry sample





x
H2O[emission]meas



=


Amount of water in sample at emission-detection location





x
H2Oint



=


Amount of water in the intake air, based on a humidity measurement of intake air




A.2.3.   Basic parameters and relationships
A.2.3.1.   Dry air and chemical species
This paragraph uses the following values for dry air composition:




















This paragraph uses the following molar masses or effective molar masses of chemical species:








M
air



=


28,96559 g/mol (dry air)





M
Ar



=


39,948 g/mol (argon)





M
C



=


12,0107 g/mol (carbon)





M
CO



=


28,0101 g/mol (carbon monoxide)





M
CO2



=


44,0095 g/mol (carbon dioxide)





M
H



=


1,00794 g/mol (atomic hydrogen)





M
H2



=


2,01588 g/mol (molecular hydrogen)





M
H2O



=


18,01528 g/mol (water)





M
He



=


4,002602 g/mol (helium)





M
N



=


14,0067 g/mol (atomic nitrogen)





M
N2



=


28,0134 g/mol (molecular nitrogen)





M
NOx



=


46,0055 g/mol (oxides of nitrogen (1))





M
O



=


15,9994 g/mol (atomic oxygen)





M
O2



=


31,9988 g/mol (molecular oxygen)





M
C3H8



=


44,09562 g/mol (propane)





M
S



=


32,065 g/mol (sulphur)





M
HC



=


13,875389 g/mol (total hydrocarbon (2))




This paragraph uses the following molar gas constant R for ideal gases:





This paragraph uses the following ratios of specific heats γ


 for dilution air and diluted exhaust:








γ
air



=


1,399 (ratio of specific heats for intake air or dilution air)





γ
dil



=


1,399 (ratio of specific heats for diluted exhaust)





γ
exh



=


1,385 (ratio of specific heats for raw exhaust)




A.2.3.2.   Wet air
This paragraph describes how to determine the amount of water in an ideal gas:
A.2.3.2.1.   Vapour pressure of water
The vapour pressure of water p
H2O [kPa] for a given saturation temperature condition, T
sat [K], shall be calculated by means of equations (A.5-1) or (A.5-2):






(a)


For humidity measurements made at ambient temperatures from 273,15 to 373,15 K (0 to 100 °C) or for humidity measurements made over super-cooled water at ambient temperatures from 223,15 to 273,15 K (- 50 to 0 °C):













(A.5-77)




where:








p
H2O



=


vapour pressure of water at saturation temperature condition [kPa]





T
sat



=


saturation temperature of water at measured condition [K]














(b)


For humidity measurements made over ice at ambient temperatures from - 100 to 0 °C:













(A.5-78)




where:








p
H2O



=


vapour pressure of water at saturation temperature condition [kPa]





T
sat



=


saturation temperature of water at measured condition [K]








A.2.3.2.2.   Dew point
If humidity is measured as a dew point, the amount of water in an ideal gas x
H2O [mol/mol] shall be obtained by means of equation (A.5-79):













(A.5-79)




where:








x
H2O



=


amount of water in an ideal gas [mol/mol]





p
H2O



=


vapour pressure of water at the measured dew point, T
sat=T
dew [kPa]





p
abs



=


wet static absolute pressure at the location of dew point measurement [kPa]




A.2.3.2.3.   Relative humidity
If humidity is measured as a relative humidity RH%, the amount of water of an ideal gas x
H2O [mol/mol] is calculated by means of equation (A.5-80):













(A.5-80)




where:








RH%


=


relative humidity [%]





p
H2O



=


water vapour pressure at 100 % relative humidity at the location of relative humidity measurement, T
sat=T
amb [kPa]





p
abs



=


wet static absolute pressure at the location of relative humidity measurement [kPa]




A.2.3.2.4.   Dew point determination from relative humidity and dry bulb temperature
If humidity is measured as a relative humidity, RH%, the dew point, T
dew, shall be determined from RH% and dry bulb temperature by means of equation (A.5-81):













(A.5-81)




Where








p
H2O



=


water vapour pressure scaled to the relative humidity at the location of relative humidity measurement, T
sat= T
amb






T
dew



=


dew point as determined from relative humidity and dry bulb temperature measurements




A.2.3.3.   Fuel properties
The general chemical formula of fuel is CHαOβSgNd with α atomic hydrogen-to-carbon ratio (H/C), β atomic oxygen-to-carbon ratio (O/C), γ atomic sulphur-to-carbon ratio (S/C) and δ atomic nitrogen-to-carbon ratio (N/C). Based on this formula the carbon mass fraction of fuel w
C can be calculated. In case of diesel fuel the simple formula CHαOβ may be used. Default values for fuel composition may be derived from Table A.2.1:

Table A.2.1


Default values of atomic hydrogen-to-carbon ratio, α atomic oxygen-to-carbon ratio, β atomic sulphur-to-carbon ratio, γ, atomic nitrogen-to-carbon ratio, δ, and carbon mass fraction of fuel, w
C for reference fuels







Fuel


Atomic hydrogen, oxygen, sulphur and nitrogen-to-carbon ratios
CHaObSγNδ



Carbon mass concentration, wC

[g/g]




Diesel (non-road gas-oil)


CH1,80O0S0N0



0,869 




Ethanol for dedicated compression ignition engines (ED95)


CH2,92O0,46S0N0



0,538 




Petrol (E10)


CH1,92O0,03S0N0



0,833 




Petrol (E0)


CH1,85O0S0N0



0,866 




Ethanol (E85)


CH2,73O0,36S0N0



0,576 




LPG


CH2,64O0S0N0



0,819 




Natural Gas/Biomethane


CH3,78O0,016S0N0



0,747 




A.2.3.3.1   Calculation of carbon mass concentration wC

As an alternative to the default values in Table A.2.1, or where default values are not given for the reference fuel being used, the carbon mass concentration w
C may be calculated from measured fuel properties by means of equation (A.5-82). Values for α and β shall be determined for the fuel and inserted into the equation in all cases, but γ and δ may optionally be set to zero if they are zero in the corresponding line of Table A.2.1:













(A.5-82)




where:








M
C



=


molar mass of carbon




α


=


atomic hydrogen-to-carbon ratio of the mixture of fuel(s) being combusted, weighted by molar consumption





M
H



=


molar mass of hydrogen




β


=


atomic oxygen-to-carbon ratio of the mixture of fuel(s) being combusted, weighted by molar consumption





M
O



=


molar mass of oxygen




γ


=


atomic sulphur-to-carbon ratio of the mixture of fuel(s) being combusted, weighted by molar consumption





M
S



=


molar mass of sulphur




δ


=


atomic nitrogen-to-carbon ratio of the mixture of fuel(s) being combusted, weighted by molar consumption





M
N



=


molar mass of nitrogen.




A.2.3.4.   Total HC (THC) concentration initial contamination correction
For HC measurement, x
THC[THC-FID] shall be calculated by using the initial THC contamination concentration x
THC[THC-FID]init from paragraph 7.3.1.2 of Annex 4 by means of equation (A.5-83):













(A.5-83)




where:








x
THC[THC-FID]cor



=


THC concentration corrected for contamination [mol/mol]





x
THC[THC-FID]uncorr



=


THC uncorrected concentration [mol/mol]





x
THC[THC-FID]init



=


initial THC contamination concentration [mol/mol]




A.2.3.5.   Flow-weighted mean concentration
In some points of this paragraph, it may be necessary to calculate a flow-weighted mean concentration to determine the applicability of certain provisions. A flow-weighted mean is the mean of a quantity after it is weighted proportional to a corresponding flow rate. For example, if a gas concentration is measured continuously from the raw exhaust of an engine, its flow-weighted mean concentration is the sum of the products of each recorded concentration multiplied by its respective exhaust molar flow rate, divided by the sum of the recorded flow rate values. As another example, the bag concentration from a CVS system is the same as the flow-weighted mean concentration because the CVS system itself flow-weights the bag concentration. A certain flow-weighted mean concentration of an emission at the emission limit value might be already expected based on previous testing with similar engines or testing with similar equipment and instruments.
A.2.4.   Chemical balances of fuel, intake air, and exhaust
A.2.4.1.   General
Chemical balances of fuel, intake air and exhaust may be used to calculate flows, the amount of water in their flows, and the wet concentration of constituents in their flows. With one flow rate of either fuel, intake air or exhaust, chemical balances may be used to determine the flows of the other two. For example, chemical balances along with either intake air or fuel flow to determine raw exhaust flow may be used.
A.2.4.2.   Procedures that require chemical balances
Chemical balances are required to determine the following:






(a)


The amount of water in a raw or diluted exhaust flow, x
H2Oexh, when the amount of water to correct for the amount of water removed by a sampling system is not measured;










(b)


The flow-weighted mean fraction of dilution air in diluted exhaust, x
dil/exh, when dilution air flow is not measured to correct for background emissions. It has to be noted that if chemical balances are used for this purpose, the exhaust is assumed to be stoichiometric, even if it is not.




A.2.4.3.   Chemical balance procedure
The calculations for a chemical balance involve a system of equations that require iteration. The initial values of up to three quantities shall be guessed: the amount of water in the measured flow, x
H2Oexh, fraction of dilution air in diluted exhaust (or excess air in the raw exhaust), x
dil/exh, and the amount of products on a C1 basis per dry mole of dry measured flow, x
Ccombdry. Time-weighted mean values of combustion air humidity and dilution air humidity in the chemical balance may be used; as long as combustion air and dilution air humidity remain within tolerances of ± 0,0025 mol/mol of their respective mean values over the test interval. For each emission concentration, x, and amount of water x
H2Oexh, their completely dry concentrations, x
dry and x
H2Oexhdry shall be determined. The fuel atomic hydrogen-to-carbon ratio, α, oxygen-to-carbon ratio, β and carbon mass fraction of fuel, w
C shall also be used. For the test fuel, α and β or the default values in Table A.2.1 may be used.
Use the following steps to complete a chemical balance:






(a)


Measured concentrations such as, x
CO2meas, x
NOmeas, and x
H2Oint, shall be converted to dry concentrations by dividing them by one minus the amount of water present during their respective measurements; for example: x
H2OxCO2meas, x
H2OxNOmeas, and x
H2Oint. If the amount of water present during a “wet” measurement is the same as the unknown amount of water in the exhaust flow, x
H2Oexh, it has to be iteratively solved for that value in the system of equations. If only total NOX are measured and not NO and NO2 separately, good engineering judgement shall be used to estimate a split in the total NOX concentration between NO and NO2 for the chemical balances. The molar concentration of NOX, x
NOx, may be assumed to be 75 per cent NO and 25 per cent NO2. For NO2 storage after-treatment systems, x
NOx may be assumed to be 25 per cent NO and 75 per cent NO2. For calculating the mass of NOX emissions, the molar mass of NO2 for the effective molar mass of all NOX species, regardless of the actual NO2 fraction of NOX, shall be used;










(b)


Equations (A.5-6) to (A.5-23) in sub-paragraph (d) of this paragraph have to be entered into a computer program to iteratively solve for x
H2Oexh, x
Ccombdry and x
dil/exh. Good engineering judgment shall be used to guess initial values for x
H2Oexh, x
Ccombdry, and x
dil/exh. Guessing an initial amount of water that is about twice the amount of water in the intake or dilution air is recommended. Guessing an initial value of x
Ccombdry as the sum of the measured CO2, CO, and THC values is recommended. Guessing an initial x
dil between 0,75 and 0,95, such as 0,8 is also recommended. Values in the system of equations shall be iterated until the most recently updated guesses are all within ± 1 per cent of their respective most recently calculated values;










(c)


The following symbols and subscripts are used in the equation system of sub-paragraph (d) of this paragraph where x unit is mol/mol:






Symbol


Description





x
dil/exh



Amount of dilution gas or excess air per mole of exhaust





x
H2Oexh



Amount of H2O in exhaust per mole of exhaust





x
Ccombdry



Amount of carbon from fuel in the exhaust per mole of dry exhaust





x
H2Oexhdry



Amount of water in exhaust per dry mole of dry exhaust





x
prod/intdry



Amount of dry stoichiometric products per dry mole of intake air





x
dil/exhdry



Amount of dilution gas and/or excess air per mole of dry exhaust





x
int/exhdry



Amount of intake air required to produce actual combustion products per mole of dry (raw or diluted) exhaust





x
raw/exhdry



Amount of undiluted exhaust, without excess air, per mole of dry (raw or diluted) exhaust





x
O2intdry



Amount of intake air O2 per mole of dry intake air; x
O2intdry = 0,209445 mol/mol may be assumed





x
CO2intdry



Amount of intake air CO2 per mole of dry intake air. x
CO2intdry = 375 mmol/mol may be used, but measuring the actual concentration in the intake air is recommended





x
H2Ointdry



Amount of the intake air H2O per mole of dry intake air





x
CO2int



Amount of intake air CO2 per mole of intake air





x
CO2dil



Amount of dilution gas CO2 per mole of dilution gas





x
CO2dildry



Amount of dilution gas CO2 per mole of dry dilution gas. If air is used as diluent, x
CO2dildry = 375 mmol/mol may be used, but measuring the actual concentration in the intake air is recommended





x
H2Odildry



Amount of dilution gas H2O per mole of dry dilution gas





x
H2Odil



Amount of dilution gas H2O per mole of dilution gas





x
[emission]meas



Amount of measured emission in the sample at the respective gas analyser





x
[emission]dry



Amount of emission per dry mole of dry sample





x
H2O[emission]meas



Amount of water in sample at emission-detection location. These values shall be measured or estimated according to paragraph 9.3.2.3.1 of Annex 4.





x
H2Oint



Amount of water in the intake air, based on a humidity measurement of intake air





K
H2Ogas



Water-gas reaction equilibrium coefficient. You may use 3,5 or calculate your own value using good engineering judgement.




α


Atomic hydrogen-to-carbon ratio of the mixture of fuel(s) (CHαOβ) being combusted, weighted by molar consumption




β


Atomic oxygen-to-carbon ratio of the mixture of fuel(s) (CHαOβ) being combusted, weighted by molar consumption














(d)


The following equations [(A.5-84) to (A.5-101)] shall be used to iteratively solve for x
dil/exh, x
H2Oexh and x
Ccombdry:













(A.5-84)











(A.5-85)











(A.5-86)











(A.5-87)











(A.5-88)











(A.5-89)











(A.5-90)











(A.5-91)











(A.5-92)











(A.5-93)











(A.5-94)











(A.5-95)











(A.5-96)











(A.5-97)











(A.5-98)











(A.5-99)











(A.5-100)











(A.5-101)








At the end of the chemical balance, the molar flow rate is calculated as specified in paragraphs A.2.5.3 and A.2.6.3.
A.2.4.4.   NOX correction for humidity
All the NOX concentrations, including dilution air background concentrations, shall be corrected for intake-air humidity using equation (A.5-102) or (A.5-103):






(a)


For compression-ignition engines













(A.5-102)














(b)


For spark-ignition engines













(A.5-103)








where:








x
NOxuncor



=


uncorrected NOX molar concentration in the exhaust gas [μmol/mol]





x
H2O



=


amount of water in the intake air [mol/mol]




A.2.5.   Measurement of gaseous emissions in raw exhaust gas
A.2.5.1.   Mass of gaseous emissions
To calculate the total mass per test of gaseous emission m
gas [g/test], its molar concentration shall be multiplied by its respective molar flow and by exhaust gas molar mass; then integration over test cycle shall be performed by equation (A.5-104):













(A.5-104)




where:







M
gas



molar mass of the generic gaseous emission [g/mol]











instantaneous exhaust gas molar flow rate on a wet basis [mol/s]





x
gas



instantaneous generic gas molar concentration on a wet basis [mol/mol]





t



time [s]




Since equation (A.5-104) has to be solved by numerical integration, it is transformed in equation (A.5-105):













(A.5-105)




where:








M
gas



=


generic emission molar mass [g/mol]











=


instantaneous exhaust gas molar flow rate on a wet basis [mol/s]





x
gasi




=


instantaneous generic gas molar concentration on a wet basis [mol/mol]





f



=


data sampling rate [Hz]




N


=


number of measurements [-]




General equation may be modified according to which measurement system is used, batch or continuous sampling, and if a varying rather than a constant flow rate is sampled.






(a)


For continuous sampling, in the general case of varying flow rate, the mass of the gaseous emission m
gas [g/test] shall be calculated by means of equation (A.5-106):













(A.5-106)




where:








M
gas



=


generic emission molar mass [g/mol]











=


instantaneous exhaust gas molar flow rate on a wet basis [mol/s]





x
gasi




=


instantaneous gaseous emission molar fraction on a wet basis [mol/mol]





f



=


data sampling rate [Hz]




N


=


number of measurements [-]














(b)


Still for continuous sampling but in the particular case of constant flow rate the mass of the gaseous emission m
gas [g/test] shall be calculated by means of equation (A.5-107):













(A.5-107)




where:







M
gas



generic emission molar mass [g/mol]











exhaust gas molar flow rate on a wet basis [mol/s]











mean gaseous emission molar fraction on a wet basis [mol/mol]




Δt



time duration of test interval














(c)


For the batch sampling, regardless the flow rate is varying or constant, equation (A.5-104) can be simplified by means of equation (A.5-108):













(A.5-108)




where:








M
gas



=


generic emission molar mass [g/mol]











=


instantaneous exhaust gas molar flow rate on a wet basis [mol/s]











=


mean gaseous emission molar fraction on a wet basis [mol/mol]





f



=


data sampling rate [Hz]




N


=


number of measurements [-]








A.2.5.2.   Dry-to-wet concentration conversion
Parameters of this paragraph are obtained from the results of the chemical balance calculated in paragraph A.2.4.3. The following relation exists between gas molar concentrations in the measured flow x
gasdry and x
gas [mol/mol] expressed on a dry and wet basis respectively equations (A.5-109) and (A.5-110):













(A.5-109)











(A.5-110)




where:








x
H2O



=


molar fraction of water in the measured flow on a wet basis [mol/mol]





x
H2Odry



=


molar fraction of water in the measured flow on a dry basis [mol/mol]




For gaseous emissions a removed water correction shall be performed for the generic concentration x [mol/mol] by means of equation (A.5-111):













(A.5-111)




where:








x
[emission]meas



=


molar fraction of emission in the measured flow at measurement location [mol/mol]





x
H2O[emission]meas



=


amount of water in the measured flow at the concentration measurement [mol/mol]





x
H2Oexh



=


amount of water at the flowmeter [mol/mol]




A.2.5.3.   Exhaust gas molar flow rate
The flow rate of the raw exhaust gases can be directly measured or can be calculated based on the chemical balance of paragraph A.2.4.3. Calculation of raw exhaust molar flow rate is performed from measured intake air molar flow rate or fuel mass flow rate. The raw exhaust molar flow rate can be calculated from the sampled emissions,



, based on the measured intake air molar flow rate,



, or the measured fuel mass flow rate,



, and the values calculated using the chemical balance in paragraph A.2.4.3. It shall be solved for the chemical balance in paragraph A.2.4.3 at the same frequency that


 or


 is updated and recorded.






(a)

Crankcase flow rate. The raw exhaust flow can be calculated based on





or




 only if at least one of the following is true about crankcase emission flow rate:





(i)


The test engine has a production emission-control system with a closed crankcase that routes crankcase flow back to the intake air, downstream of intake air flowmeter;










(ii)


During emission testing open crankcase flow shall be routed to the exhaust according to paragraph 6.10 of Annex 4;










(iii)


Open crankcase emissions and flow are measured and added to brake-specific emission calculations;










(iv)


Using emission data or an engineering analysis, it can be demonstrated that neglecting the flow rate of open crankcase emissions does not adversely affect compliance with the applicable standards;














(b)


Molar flow rate calculation based on intake air.
Based on



, exhaust gas molar flow rate


 [mol/s] shall be calculated by means of equation (A.5-112):













(A.5-112)




where:














=


raw exhaust molar flow rate from which emissions are measured [mol/s]











=


intake air molar flow rate including humidity in intake air [mol/s]





x
int/exhdry



=


amount of intake air required to produce actual combustion products per mole of dry (raw or diluted) exhaust [mol/mol]





x
raw/exhdry



=


amount of undiluted exhaust, without excess air, per mole of dry (raw or diluted) exhaust [mol/mol]





x
H2Oexhdry



=


amount of water in exhaust per mole of dry exhaust [mol/mol]














(c)


Molar flow rate calculation based on fuel mass flow rate
Based on,


 [mol/s] shall be calculated as follows:
When conducting laboratory testing this calculation may only be used for discrete-mode and steady-state ramped-modal cycles by equation (A.5-113):













(A.5-113)




where:














=


raw exhaust molar flow rate from which emissions are measured











=


fuel flow rate including humidity in intake air [g/s]





w
C



=


carbon mass fraction for the given fuel [g/g]





x
H2Oexhdry



=


amount of H2O per dry mole of measured flow [mol/mol]





M
C



=


molar mass of carbon 12,011 g/mol





x
Ccombdry



=


amount of carbon from fuel in the exhaust per mole of dry exhaust [mol/mol]














(d)


Exhaust molar flow rate calculation based on measured intake air molar flow rate, diluted exhaust molar flow rate, and dilute chemical balance
Exhaust gas molar flow rate


 [mol/s] may be calculated based on the measured intake air molar flow rate,



, the measured diluted exhaust molar flow rate,



, and the values calculated using the chemical balance in paragraph A.2.4.3. Note that the chemical balance must be based on diluted exhaust gas concentrations. For continuous-flow calculations, solve for the chemical balance in paragraph A.2.4.3 at the same frequency that


 and


 are updated and recorded. This calculated


 may be used for the PM dilution ratio verification, the calculation of dilution air molar flow rate in the background correction in paragraph A.2.6.1 and the calculation of mass of emissions in paragraph A.2.5.1 for species that are measured in the raw exhaust.
Based on diluted exhaust and intake air molar flow rate, exhaust gas molar flow rate,


 [mol/s] shall be calculated as follows:













(A.5-114)




where














=


raw exhaust molar flow rate from which emissions are measured [mol/s];





x
int/exhdry



=


amount of intake air required to produce actual combustion products per mole of dry (raw or diluted) exhaust [mol/mol];





x
raw/exhdry



=


amount of undiluted exhaust, without excess air, per mole of dry (raw or diluted) exhaust [mol/mol];





x
H2Oexh



=


amount of water in exhaust per mole of exhaust [mol/mol];











=


diluted exhaust molar flow rate from which emissions are measured [mol/s];











=


intake air molar flow rate including humidity in intake air [mol/s].








A.2.6.   Diluted gaseous emissions
A.2.6.1.   Emission mass calculation and background correction
The calculation of gaseous emissions mass m
gas [g/test] as a function of molar emissions flow rates shall be calculated as follows:






(a)


Continuous sampling, varying flow rate, shall be calculated by means of equation (A.5-106) from paragraph A.2.5.1(a):













(A.5-106)




where:








M
gas



=


generic emission molar mass [g/mol]











=


instantaneous exhaust gas molar flow rate on a wet basis [mol/s]





x
gasi




=


instantaneous generic gas molar concentration on a wet basis [mol/mol]





f



=


data sampling rate [Hz]





N



=


number of measurements [-]














(b)


Continuous sampling, constant flow rate, shall be calculated by means of equation (A.5-107) from paragraph A.2.5.1(b):













(A.5-107)




where:








Mgas


=


generic emission molar mass [g/mol]











=


exhaust gas molar flow rate on a wet basis [mol/s]











=


mean gaseous emission molar fraction on a wet basis [mol/mol]




Δt


=


time duration of test interval














(c)


Batch sampling, regardless the flow rate is varying or constant, shall be calculated by means of equation (A.5-108) from paragraph A.2.5.1(c):













(A.5-108)




where:








Mgas


=


generic emission molar mass [g/mol]











=


instantaneous exhaust gas molar flow rate on a wet basis [mol/s]











=


mean gaseous emission molar fraction on a wet basis [mol/mol]





f



=


data sampling rate [Hz]




N


=


number of measurements [-]














(d)


In case of diluted exhaust gases calculated values for mass of the pollutants shall be corrected by subtracting the mass of background emissions, due to dilution air:






(i)

Firstly, the molar flow rate of dilution air




 [mol/s] shall be determined over the test interval. This may be a measured quantity or a quantity calculated from the diluted exhaust flow and the flow-weighted mean fraction of dilution air in diluted exhaust,





;









(ii)


The total flow of dilution air n
airdil [mol] shall be multiplied by the mean concentration of background emission. This may be a time-weighted mean or a flow-weighted mean (e.g., a proportionally sampled background). The product of n
airdil and the mean concentration of a background emission is the total amount of a background emission;










(iii)


If the result is a molar quantity, it shall be converted to a mass of the background emission m
bkgnd [g] by multiplying it by emission molar mass, M
gas [g/mol];










(iv)


Total background mass shall be subtracted from total mass to correct for background emissions;










(v)


The total flow of dilution air may be determined by a direct flow measurement. In this case, the total mass of background shall be calculated, using the dilution air flow, n
airdil. The background mass shall be subtracted from the total mass. The result shall be used in brake-specific emission calculations;










(vi)

The total flow of dilution air may be determined from the total flow of diluted exhaust and a chemical balance of the fuel, intake air, and exhaust as described in paragraph A.2.4. In this case, the total mass of background shall be calculated, using the total flow of diluted exhaust, n
dexh. Then this result shall be multiplied by the flow-weighted mean fraction of dilution air in diluted exhaust,





.



Considering the two cases (v) and (vi), equations (A.5-115) and (A.5-116) shall be used:


















(A.5-115)











(A.5-116)




where:








m
gas



=


total mass of the gaseous emission [g]





m
bkgnd



=


total background masses [g]





m
gascor



=


mass of gas corrected for background emissions [g]





M
gas



=


molar mass of generic gaseous emission [g/mol]





x
gasdil



=


gaseous emission concentration in dilution air [mol/mol]





n
airdil



=


dilution air molar flow [mol]











=


flow-weighted mean fraction of dilution air in diluted exhaust [mol/mol]











=


gas fraction of background [mol/mol]





n
dexh



=


total flow of diluted exhaust [mol]








A.2.6.2.   Dry-to wet concentration conversion
The same relations for raw gases (paragraph A.2.5.2) shall be used for dry-to-wet conversion on diluted samples. For dilution air a humidity measurement shall be performed with the aim to calculate its water vapour fraction x
H2Odildry [mol/mol] by means of equation (A.5-96) from paragraph A.2.4.3(d):













(A.5-96)




where:








x
H2Odil



=


water molar fraction in the dilution air flow [mol/mol]




A.2.6.3   Exhaust gas molar flow rate






(a)


Calculation via chemical balance;
The molar flow rate


 mol/s] can be calculated based on fuel mass flow rate


 by means of equation (A.5-113) from paragraph A.2.5.3(c):













(A.5-113)




where:














=


raw exhaust molar flow rate from which emissions are measured [mol/s]











=


fuel flow rate including humidity in intake air [g/s]





w
C



=


carbon mass fraction for the given fuel [g/g]





x
H2Oexhdry



=


amount of H2O per dry mole of measured flow [mol/mol]





M
C



=


molar mass of carbon 12,0107 g/mol





x
Ccombdry



=


amount of carbon from fuel in the exhaust per mole of dry exhaust [mol/mol]














(b)


Measurement
The exhaust gas molar flow rate may be measured by means of three systems:






(i)

PDP molar flow rate. Based upon the speed at which the Positive Displacement Pump (PDP) operates for a test interval, the corresponding slope a
1, and intercept, a
0 [-], as calculated with the calibration procedure set out in paragraph 8.1.8.4.2 of Annex 4, shall be used to calculate molar flow rate




 [mol/s] by means of equation (A.5-117):












(A.5-117)




with:













(A.5-118)




where:







a
1



calibration coefficient [m3/s]





a
0



calibration coefficient [m3/rev]





p
in, p
out



inlet/outlet pressure [Pa]





R



molar gas constant [J/(mol K)]





T
in



inlet temperature [K]





V
rev



PDP pumped volume [m3/rev]





f
n.,PDP



PDP speed [rev/s]














(ii)

SSV molar flow rate. Based on the C
d versus Re
# equation determined according to paragraph 8.1.8.4.4 of Annex 4, the Sub-Sonic Venturi (SSV) molar flow rate during an emission test




 [mol/s] shall be calculated by means of equation (A.5-119):












(A.5-119)




where:








p
in



=


inlet pressure [Pa]





A
t



=


Venturi throat cross-sectional area [m2]





R



=


molar gas constant [J/(mol K)]





T
in



=


inlet temperature [K]





Z



=


compressibility factor





M
mix



=


molar mass of diluted exhaust [kg/mol]





C
d



=


discharge coefficient of the SSV [-]





C
f



=


flow coefficient of the SSV [-]














(iii)

CFV molar flow rate. To calculate the molar flow rate through one venturi or one combination of venturis, its respective mean C
d and other constants, determined according to paragraph 8.1.8.4.3 of Annex 4, shall be used. The calculation of its molar flow rate




 [mol/s] during an emission test shall be calculated by means of equation (A.5-120):












(A.5-120)




where:








p
in



=


inlet pressure [Pa]





A
t



=


Venturi throat cross-sectional area [m2]





R



=


molar gas constant [J/(mol K)]





T
in



=


inlet temperature [K]





Z



=


compressibility factor





M
mix



=


molar mass of diluted exhaust [kg/mol]





C
d



=


discharge coefficient of the CFV [-]





C
f



=


flow coefficient of the CFV [-]












A.2.7.   Determination of particulates
A.2.7.1   Sampling






(a)


Sampling from a varying flow rate:
If a batch sample from a changing exhaust flow rate is collected, a sample proportional to the changing exhaust flow rate shall be extracted. The flow rate shall be integrated over a test interval to determine the total flow. The mean PM concentration


 (which is already in units of mass per mole of sample) shall be multiplied by the total flow to obtain the total mass of PM m
PM [g] by means of equation (A.5-121):













(A.5-121)




where:














=


instantaneous exhaust molar flow rate [mol/s]











=


mean PM concentration [g/mol]




Δtt




=


sampling interval [s]














(b)


Sampling from a constant flow rate
If a batch sample from a constant exhaust flow rate is collected, the mean molar flow rate from which the sample is extracted shall be determined. The mean PM concentration shall be multiplied by the total flow to obtain the total mass of PM m
PM [g] by means of equation (A.5-122):













(A.5-122)




where:














=


exhaust molar flow rate [mol/s]











=


mean PM concentration [g/mol]




Δt



=


time duration of test interval [s]




For sampling with a constant dilution ratio (DR), m
PM [g] shall be calculated by means of equation (A.5-123):













(A.5-123)




where:








m
PMdil



=


PM mass in dilution air [g]





DR



=

dilution ratio [-] defined as the ratio between the mass of the emission m and the mass of diluted exhaust m
dil/exh (





).



The dilution ratio DR can be expressed as a function of x
dil/exh [equation (A.5-124)]:













(A.5-124)








A.2.7.2.   Background correction
The same approach as that of paragraph A.2.6.1 shall be applied to correct the mass of PM for the background. Multiplying


 by the total flow of dilution air, the total background mass of PM (m
PMbkgnd [g]) is obtained. Subtraction of total background mass from total mass gives background corrected mass of particulates m
PMcor [g] [equation (A.5-125)]:













(A.5-125)




where:








m
PMuncor



=


uncorrected PM mass [g]











=


mean PM concentration in dilution air [g/mol]





n
airdil



=


dilution air molar flow [mol]




A.2.8.   Cycle work and specific emissions
A.2.8.1.   Gaseous emissions
A.2.8.1.1.   Transient test cycles (NRTC and LSI-NRTC) and ramped modal cycles (RMC)
Reference is made to paragraphs A.2.5.1 and A.2.6.1 for raw and diluted exhaust respectively. The resulting values for power Pi
 [kW] shall be integrated over a test interval. The total work W
act [kWh] shall be calculated by means of equation (A.5-126):













(A.5-126)




where:








Pi




=


instantaneous engine power [kW]





ni




=


instantaneous engine speed [rpm]





Ti




=


instantaneous engine torque [N·m]





W
act



=


actual cycle work [kWh]





f



=


data sampling rate [Hz]




N


=


number of measurements [-]




Δti




=


the measurement interval [s]




Where auxiliaries were fitted in accordance with Appendix A.2 to Annex 4 there shall be no adjustment to the instantaneous engine torque in equation (A.5-126). Where, according to paragraph 6.3.2 or 6.3.3 of Annex 4 to this regulation necessary auxiliaries that should have been fitted for the test are not installed, or auxiliaries that should have been removed for the test are installed, the value of Ti
 used in equation (A.5-126) shall be adjusted by means of equation (A.5-127):













(A.5-127)




where:








T

i,meas



=


measured value of instantaneous engine torque





T

i,AUX



=


corresponding value of torque required to drive auxiliaries determined according to paragraph 7.7.2.3(b) of Annex 4 to this regulation.




The specific emissions e
gas [g/kWh] shall be calculated in the following ways depending on the type of test cycle.













(A.5-128)




where:








m
gas



=


total mass of emission [g/test]





W
act



=


cycle work [kWh]




In case of the NRTC, for gaseous emissions other than CO2 the final test result e
gas [g/kWh] shall be a weighted average from cold start test and hot start test calculated by means of equation (A.5-129):













(A.5-129)




where:







m
cold



is the gas mass emissions of the cold start NRTC [g]





W
act, cold



is the actual cycle work of the cold start NRTC [kWh]





m
hot



is the gas mass emissions of the hot start NRTC [g]





W
act, hot



is the actual cycle work of the hot start NRTC [kWh]




In case of the NRTC, for CO2 the final test result e
CO2 [g/kWh] shall be calculated from the hot start test by means of equation (A.5-130):













(A.5-130)




where:







m
CO2, hot



is the CO2 mass emissions of the hot start NRTC [g]





W
act, hot



is the actual cycle work of the hot start NRTC [kWh]




A.2.8.1.2.   Discrete-mode NRSC
The specific emissions e
gas [g/kWh] shall be calculated by means of equation (A.5-131):













(A.5-131)




where:














=


mean emission mass flow rate for the mode i [g/h]





Pi




=


engine power for the mode i [kW] calculated by adding to the measured power Pmeas
 [kW] the power required to drive auxiliaries PAUX
 [kW] determined according to equation (A.4-8) of Annex 4 (Pi
 = Pmeas
 + PAUX
)





WFi




=


weighting factor for the mode i [-]





Nmode




=


number of modes in applicable discrete-mode NRSC




A.2.8.2.   Particulate emissions
A.2.8.2.1   Transient test cycles (NRTC and LSI-NRTC) and ramped modal cycles (RMC)
The particulate specific emissions shall be calculated by transforming equation (A.5-128) into equation (A.5-132) where e
gas [g/kWh] and m
gas [g/test] are substituted by e
PM [g/kWh] and m
PM [g/test] respectively:













(A.5-132)




where:








m
PM



=


total mass of particulates emission, calculated according to paragraph A.2.7.1 [g/test]





W
act



=


cycle work [kWh]




The emissions on the transient composite cycle (i.e. cold phase and hot phase) shall be calculated as shown in paragraph A.2.8.1.1.
A.2.8.2.2.   Discrete-mode NRSC
The particulate specific emission e
PM [g/kWh] shall be calculated in the following way:






A.2.8.2.2.1.


For the single-filter method by means of equation (A.5-133):













(A.5-133)




where:








Pi



=


engine power for the mode i [kW] calculated by adding to the measured power Pmeas
 [kW] the power required to drive auxiliaries PAUX
 [kW] determined according to equation (A.4-8) of Annex 4 (Pi
 = Pmeas
 + PAUX
)




WFi


=


weighting factor for the mode i [-]











=


particulate mass flow rate [g/h]





Nmode




=


number of modes in applicable discrete-mode NRSC














A.2.8.2.2.2.


For the multiple-filter method by means of equation (A.5-134):













(A.5-134)




where:








Pi




=


engine power for the mode i [kW] calculated by adding to the measured power Pmeas
 [kW] the power required to drive auxiliaries PAUX
 [kW] determined according to equation (A.4-8) of Annex 4 (Pi
 = Pmeas
 + PAUX
)





WFi




=


weighting factor for the mode i [-]











=


particulate mass flow rate at mode i [g/h]





Nmode




=


number of modes in applicable discrete-mode NRSC




For the single-filter method, the effective weighting factor, WF
effi
, for each mode shall be calculated by means of equation (A.5-135):













(A.5-135)




where:








m
smpldexhi




=


mass of the diluted exhaust sample passed through the particulate sampling filters at mode i [kg]





m
smpldexh



=


mass of the diluted exhaust sample passed through the particulate sampling filters [kg]











=


equivalent diluted exhaust gas mass flow rate at mode i [kg/s]











=


average equivalent diluted exhaust gas mass flow rate [kg/s]




The value of the effective weighting factors shall be within 0,005 (absolute value) of the weighting factors listed in Appendix A.6 to Annex 4.




A.2.8.3.   Adjustment for emission controls that are regenerated on an infrequent (periodic) basis
In case of engines equipped with exhaust after-treatment systems that are regenerated on an infrequent (periodic) basis (see paragraph 6.6.2 of Annex 4), the specific emissions of gaseous and particulate pollutants calculated according to paragraphs A.2.8.1 and A.2.8.2 shall be corrected with either the applicable multiplicative adjustment factor or with the applicable additive adjustment factor. In the case that infrequent regeneration did not take place during the test the upward factor shall be applied (k
ru,m or k
ru,a). In the case that infrequent regeneration took place during the test the downward factor shall be applied (k
rd,m or k
rd,a). In the case of the discrete-mode cycle, where the adjustment factors have been determined for each mode they shall be applied to each mode during the calculation of the weighted emission result.
A.2.8.4.   Adjustment for deterioration factor
The specific emissions of gaseous and particulate pollutants calculated according to paragraphs A.2.8.1 and A.2.8.2, where applicable inclusive of the infrequent regeneration adjustment factor according to paragraph A.2.8.3, shall also be adjusted by the applicable multiplicative or additive deterioration factor established according to the requirements of Annex 8.
A.2.9.   Diluted Exhaust Flow (CVS) Calibration and Related Calculations
This section describes the calculations for calibrating various flowmeters. Paragraph A.2.9.1 first describes how to convert reference flowmeter outputs for use in the calibration equations, which are presented on a molar basis. The remaining points describe the calibration calculations that are specific to certain types of flowmeters.
A.2.9.1.   Reference meter conversions
The calibration equations in this paragraph use molar flow rate,



, as a reference quantity. If the adopted reference meter outputs a flow rate in a different quantity, such as standard volume rate,



, actual volume rate,



, or mass rate,



, the reference meter output shall be converted to a molar flow rate by means of equations (A.5-136), (A.5-137) and (A.5-138), noting that while values for volume rate, mass rate, pressure, temperature, and molar mass may change during an emission test, they should be kept as constant as practical for each individual set point during a flowmeter calibration:













(A.5-136)




where:














=


reference molar flow rate [mol/s]











=


reference volume flow rate, corrected to a standard pressure and a standard temperature [m3/s]











=


reference volume flow rate, at the actual pressure and temperature [m3/s]











=


reference mass flow [g/s]





p
std



=


standard pressure [Pa]





p
act



=


actual pressure of the gas [Pa]





T
std



=


standard temperature [K]





T
act



=


actual temperature of the gas [K]





R



=


molar gas constant [J/(mlol·K)]





M
mix



=


molar mass of the gas [g/mol]




A.2.9.2.   PDP calibration calculations
For each restrictor position, the following values shall be calculated from the mean values determined in paragraph 8.1.8.4 of Annex 4, as follows:






(a)


PDP volume pumped per revolution, V
rev (m3/rev):













(A.5-137)




where:














=


mean value of reference molar flow rate [mol/s]





R



=


molar gas constant [J/(mlol·K)]











=


mean inlet temperature [K]











=


mean inlet pressure [Pa]











=


mean rotational speed [rev/s]














(b)


PDP slip correction factor, K
s [s/rev]:













(A.5-138)




where:














=


mean reference molar flow rate [mol/s]











=


mean inlet temperature [K]











=


mean inlet pressure [Pa]











=


mean outlet pressure [Pa]











=


mean PDP revolution speed [rev/s]





R



=


molar gas constant [J/(mlol·K)]














(c)


A least-squares regression of PDP volume pumped per revolution, V
rev, versus PDP slip correction factor, K
s, shall be performed by calculating slope, a
1, and intercept, a
0, as described in Appendix A.6;










(d)


The procedure in sub-paragraphs (a) to (c) of this paragraph shall be repeated for every speed that PDP is operated;










(e)

Table A.5-2 illustrates these calculations for different values of






Table A.5-2


Example of PDP calibration data















[rev/min]







[rev/s]


a1

[m3/min]


a1

[m3/s]


a0

[m3/rev]




755,0 


12,58 


50,43 


0,8405 


0,056 




987,6 


16,46 


49,86 


0,831 


–0,013 




1 254,5 


20,9 


48,54 


0,809 


0,028 




1 401,3 


23,355 


47,30 


0,7883 


–0,061 














(f)


For each speed at which the PDP is operated, the corresponding slope, a
1, and intercept, a
0, shall be used to calculate flow rate during emission testing as described in paragraph A.2.6.3(b).




A.2.9.3.   Venturi governing equations and permissible assumptions
This paragraph describes the governing equations and permissible assumptions for calibrating a venturi and calculating flow using a venturi. Because a subsonic venturi (SSV) and a critical-flow venturi (CFV) both operate similarly, their governing equations are nearly the same, except for the equation describing their pressure ratio, r (i.e., r
SSV versus r
CFV). These governing equations assume one-dimensional isentropic inviscid compressible flow of an ideal gas. In paragraph A.2.9.3(d), other assumptions that may be made are described. If the assumption of an ideal gas for the measured flow is not allowed, the governing equations include a first-order correction for the behaviour of a real gas; namely, the compressibility factor, Z. If good engineering judgment dictates using a value other than Z = 1, an appropriate equation of state to determine values of Z as a function of measured pressures and temperatures may be used, or specific calibration equations may be developed based on good engineering judgment. It shall be noted that the equation for the flow coefficient, C
f, is based on the ideal gas assumption that the isentropic exponent, γ, is equal to the ratio of specific heats, cp
/c
V
. If good engineering judgment dictates using a real gas isentropic exponent, an appropriate equation of state to determine values of γ as a function of measured pressures and temperatures may be used, or specific calibration equations may be developed. Molar flow rate,


 [mol/s], shall be calculated by means of equation (A.5-139):













(A.5-139)




where:








C
d



=


Discharge coefficient, as determined in sub-paragraph A.2.9.3(a) [-]





C
f



=


Flow coefficient, as determined in sub-paragraph A.2.9.3(b) [-]





A
t



=


Venturi throat cross-sectional area [m2]





p
in



=


Venturi inlet absolute static pressure [Pa]





Z



=


Compressibility factor [-]





M
mix



=


Molar mass of gas mixture [kg/mol]





R



=


Molar gas constant [J/(mol·K)]





T
in



=


Venturi inlet absolute temperature [K]










(a)


Using the data collected in paragraph 8.1.8.4 of Annex 4, C
d is calculated by means of equation (A.5-140):













(A.5-140)




where:














=


reference molar flow rate [mol/s]




Other symbols as per equation (A.5-139).










(b)



C
f shall be determined using one of the following methods:






(i)


For CFV flowmeters only, C
fCFV is derived from Table A.5-3 based on values for β (ratio of venturi throat to inlet diameters) and γ (ratio of specific heats of the gas mixture), using linear interpolation to find intermediate values:

Table A.5-3



C
fCFV versus β and g for CFV flowmeters








CfCFV






β



γexh =1,385


γdexh =γair=1,399




0,000 


0,6822 


0,6846 




0,400 


0,6857 


0,6881 




0,500 


0,6910 


0,6934 




0,550 


0,6953 


0,6977 




0,600 


0,7011 


0,7036 




0,625 


0,7047 


0,7072 




0,650 


0,7089 


0,7114 




0,675 


0,7137 


0,7163 




0,700 


0,7193 


0,7219 




0,720 


0,7245 


0,7271 




0,740 


0,7303 


0,7329 




0,760 


0,7368 


0,7395 




0,770 


0,7404 


0,7431 




0,780 


0,7442 


0,7470 




0,790 


0,7483 


0,7511 




0,800 


0,7527 


0,7555 




0,810 


0,7573 


0,7602 




0,820 


0,7624 


0,7652 




0,830 


0,7677 


0,7707 




0,840 


0,7735 


0,7765 




0,850 


0,7798 


0,7828 














(ii)


For any CFV or SSV flowmeter, equation (A.5-141) may be used to calculate C
f:













(A.5-141)




where:








γ



=


isentropic exponent [-]. For an ideal gas, this is the ratio of specific heats of the gas mixture, cp
/c
V







r



=


pressure ratio, as determined in sub-paragraph (c) of this paragraph





β



=


ratio of venturi throat to inlet diameters


















(c)


The pressure ratio r shall be calculated as follows:






(i)


For SSV systems only, r
SSV shall be calculated by means of equation (A.5-142):













(A.5-142)




where:








Δp
SSV



=


differential static pressure; venturi inlet minus venturi throat [Pa]














(ii)


For CFV systems only, r
CFV shall be calculated iteratively by means of equation (A.5-143):













(A.5-143)


















(d)


Any of the following simplifying assumptions of the governing equations may be made, or good engineering judgment may be used to develop more appropriate values for testing:






(i)


For emission testing over the full ranges of raw exhaust, diluted exhaust and dilution air, the gas mixture may be assumed to behave as an ideal gas: Z = 1;










(ii)


For the full range of raw exhaust a constant ratio of specific heats of g = 1,385 may be assumed;










(iii)


For the full range of diluted exhaust and air (e.g., calibration air or dilution air), a constant ratio of specific heats of g = 1,399 may be assumed;










(iv)


For the full range of diluted exhaust and air, the molar mass of the mixture, M
mix [g/mol], may be considered as a function only of the amount of water in the dilution air or calibration air, x
H2O, determined as described in paragraph A.2.3.2 and shall be calculated by means of equation (A.5-144):













(A.5-144)




where:








M
air



=


28,96559 g/mol





M
H2O



=


18,01528 g/mol





x
H2O



=


amount of water in the dilution or calibration air [mol/mol]














(v)


For the full range of diluted exhaust and air, a constant molar mass of the mixture, M
mix, may be assumed for all calibration and all testing as long as assumed molar mass differs no more than ± 1 per cent from the estimated minimum and maximum molar mass during calibration and testing. This assumption may be made if sufficient control of the amount of water in calibration air and in dilution air is ensured, or if sufficient water is removed from both calibration air and dilution air. Table A.5-4 provides for examples of permissible ranges of dilution air dew point versus calibration air dew point.

Table A.5-4


Examples of dilution air and calibration air dew points at which a constant M
mix may be assumed








If calibration Tdew (°C) is...


the following constant Mmix (g/mol) is assumed


for the following ranges of Tdew (°C) during emission tests (3)





dry


28,96559 


dry to 18




0 


28,89263 


dry to 21




5 


28,86148 


dry to 22




10 


28,81911 


dry to 24




15 


28,76224 


dry to 26




20 


28,68685 


-8 to 28




25 


28,58806 


12 to 31




30 


28,46005 


23 to 34












A.2.9.4.   SSV calibration
Molar based approach. To calibrate an SSV flowmeter the following steps shall be performed:






(i)


The Reynolds number, Re
#, for each reference molar flow rate, shall be calculated using the throat diameter of the venturi, d
t in equation (A.5-145). Because the dynamic viscosity, μ, is needed to compute Re#
, a specific viscosity model may be used to determine μ for calibration gas (usually air), using good engineering judgment, in equation (A.5-146). Alternatively, the Sutherland three-coefficient viscosity model may be used to approximate μ (see Table A.5-5):













(A.5-145)




where:








d
t



=


diameter of the SSV throat [m]





M
mix



=


mixture molar mass [kg/mol]











=


reference molar flow rate [mol/s]




and, using the Sutherland three-coefficient viscosity model:













(A.5-146)




where:








μ



=


Dynamic viscosity of calibration gas [kg/(m·s)]





μ
0



=


Sutherland reference viscosity [kg /(m·s)]





S



=


Sutherland constant [K]





T
0



=


Sutherland reference temperature [K]





T
in



=


Absolute temperature at the venturi inlet [K]





Table A.5-5


Sutherland three-coefficient viscosity model parameters












Gas
 (4)



μ0



T0



S


Temp range within ± 2% error


Pressure limit




kg /(m·s)


K


K


K


kPa




Air


1,716 × 10–5



273 


111 


170 to 1 900 


≤ 1 800 




CO2



1,370 × 10–5



273 


222 


190 to 1 700 


≤ 3 600 




H2O


1,12 × 10–5



350 


1 064 


360 to 1 500 


≤ 10 000 




O2



1,919 × 10–5



273 


139 


190 to 2 000 


≤ 2 500 




N2



1,663 × 10–5



273 


107 


100 to 1 500 


≤ 1 600 














(ii)


An equation for C
d versus Re#
 shall be created, using paired values of (Re#
, C
d). C
d is calculated according to equation (A.5-140), with C
f obtained from equation (A.5-141), or any mathematical expression may be used, including a polynomial or a power series. Equation (A.5-147) is an example of a commonly used mathematical expression for relating C
d and Re#
;













(A.5-147)














(iii)


A least-squares regression analysis shall be performed to determine the best-fit coefficients to the equation and calculate the equation's regression statistics, the standard error of estimate SEE and the coefficient of determination r
2, in accordance with Appendix A.5;










(iv)

If the equation meets the criteria of SEE < 0,5 % n
ref max (or





) and r
2 ≥ 0,995, the equation may be used to determine C
d for emission tests, as described in paragraph A.2.6.3(b);









(v)


If the SEE and r
2 criteria are not met, good engineering judgment may be used to omit calibration data points to meet the regression statistics. At least seven calibration data points shall be used to meet the criteria;










(vi)


If omitting points does not resolve outliers, corrective action shall be taken. For example, another mathematical expression for the C
d versus Re#
 equation shall be selected, leaks are to be checked, or the calibration process has to be repeated. If the process shall be repeated, tighter tolerances shall be applied to measurements and more time for flows to stabilise shall be allowed;










(vii)


Once the equation meets the regression criteria, the equation may be used only to determine flow rates that are within the range of the reference flow rates used to meet the C
d versus Re#
 equation's regression criteria.




A.2.9.5.   CFV calibration
Some CFV flowmeters consist of a single venturi and some consist of multiple venturis, where different combinations of venturis are used to meter different flow rates. For CFV flowmeters that consist of multiple venturis, either calibration of each venturi independently to determine a separate discharge coefficient, C
d, for each venturi, or calibration of each combination of venturis as one venturi may be performed. In the case where a combination of venturis is calibrated, the sum of the active venturi throat areas is used as A
t, the square root of the sum of the squares of the active venturi throat diameters as d
t, and the ratio of the venturi throat to inlet diameters is the ratio of the square root of the sum of the active venturi throat diameters (d
t) to the diameter of the common entrance to all of the venturis (D). To determine the C
d for a single venturi or a single combination of venturis, the following steps shall be performed:






(a)


With the data collected at each calibration set point an individual C
d for each point shall be calculated using equation (A.5-140);










(b)


The mean and standard deviation of all the C
d values shall be calculated in accordance with equations (A.5-155) and (A.5-156);










(c)


If the standard deviation of all the C
d values is less than or equal to 0,3 per cent of the mean C
d, then the mean C
d shall be used in equation (A.5-120), and the CFV shall be used only down to the lowest r measured during calibration;













(A.5-148)














(d)


If the standard deviation of all the C
d values exceeds 0.3 per cent of the mean C
d, the C
d values corresponding to the data point collected at the lowest r measured during calibration shall be omitted;










(e)


If the number of remaining data points is less than seven, corrective action shall be taken by checking calibration data or repeating the calibration process. If the calibration process is repeated, checking for leaks, applying tighter tolerances to measurements and allowing more time for flows to stabilise, is recommended;










(f)


If the number of remaining C
d values is seven or greater, the mean and standard deviation of the remaining C
d values shall be recalculated;










(g)


If the standard deviation of the remaining C
d values is less than or equal to 0,3 per cent of the mean of the remaining C
d, that mean C
d shall be used in equation (A.5-120) and the CFV values only down to the lowest r associated with the remaining C
d shall be used;










(h)


If the standard deviation of the remaining C
d still exceeds 0,3 per cent of the mean of the remaining C
d values, the steps set out in sub-paragraphs (d) to (g) of this paragraph shall be repeated.




A.2.10   Drift Correction
A.2.10.1   Scope and frequency
The calculations in this Appendix shall be performed to determine if gas analyser drift invalidates the results of a test interval. If drift does not invalidate the results of a test interval, the test interval's gas analyser responses shall be corrected for drift according to this Appendix. The drift-corrected gas analyser responses shall be used in all subsequent emission calculations. The acceptable threshold for gas analyser drift over a test interval is specified in paragraph 8.2.2.2 of Annex 4.
A.2.10.2.   Correction principles
The calculations in this Appendix use a gas analyser's responses to reference zero and span concentrations of analytical gases, as determined sometime before and after a test interval. The calculations correct the gas analyser's responses that were recorded during a test interval. The correction is based on an analyser's mean responses to reference zero and span gases, and it is based on the reference concentrations of the zero and span gases themselves. Validation and correction for drift shall be performed as follows:
A.2.10.3.   Drift validation
After applying all the other corrections—except drift correction—to all the gas analyser signals, brake-specific emissions shall be calculated in accordance with paragraph A.2.8 of this Annex. Then all gas analyser signals shall be corrected for drift according to this Appendix. Brake-specific emissions shall be recalculated using all of the drift-corrected gas analyser signals. The brake-specific emission results shall be validated and reported before and after drift correction according to paragraph 8.2.2.2 of Annex 4.
A.2.10.4.   Drift correction
All gas analyser signals shall be corrected as follows:






(a)

Each recorded concentration, xi
, shall be corrected for continuous sampling or for batch sampling,





;









(b)


Correction for drift shall be calculated by means of equation (A.5-149):













(A.5-149)




where:







x

idriftcor



concentration corrected for drift [μmol/mol]





x
refzero



reference concentration of the zero gas, which is usually zero unless known to be otherwise [μmol/mol]





x
refspan



reference concentration of the span gas [μmol/mol]





x
prespan



pre-test interval gas analyser response to the span gas concentration [μmol/mol]





x
postspan



post-test interval gas analyser response to the span gas concentration [μmol/mol]




xi
 or







concentration recorded, i.e. measured, during test, before drift correction [μmol/mol]





x
prezero



pre-test interval gas analyser response to the zero gas concentration [μmol/mol]





x
postzero



post-test interval gas analyser response to the zero gas concentration [μmol/mol]














(c)


For any pre-test interval concentrations, concentrations determined most recently before the test interval shall be used. For some test intervals, the most recent pre-zero or pre-span might have occurred before one or more previous test intervals;










(d)


For any post-test interval concentrations, concentrations determined most recently after the test interval shall be used. For some test intervals, the most recent post-zero or post-span might have occurred after one or more subsequent test intervals;










(e)


If any pre-test interval analyser response to the span gas concentration, x
prespan, is not recorded, x
prespan shall be set equal to the reference concentration of the span gas: x
prespan = x
refspan;










(f)


If any pre-test interval analyser response to the zero gas concentration, x
prezero, is not recorded, x
prezero shall be set equal to the reference concentration of the zero gas: x
prezero = x
refzero;










(g)


Usually the reference concentration of the zero gas, xrefzero, is zero: xrefzero = 0 μmol/mol. However, in some cases it might be known that xrefzero has a non-zero concentration. For example, if a CO2 analyser is zeroed using ambient air, the default ambient air concentration of CO2, which is 375 μmol/mol, may be used. In this case, xrefzero = 375 μmol/mol. When an analyser is zeroed using a non-zero xrefzero, the analyser shall be set to output the actual xrefzero concentration. For example, if xrefzero = 375 μmol/mol, the analyser shall be set to output a value of 375 μmol/mol when the zero gas is flowing to the analyser.






(1)  The effective molar mass of NOx is defined by the molar mass of nitrogen dioxide, NO2.

(2)  The effective molar mass of HC is defined by an atomic hydrogen-to-carbon ratio, α, of 1,85;

(3)  Range valid for all calibration and emission testing over the atmospheric pressure range (80,000 to 103,325) kPa.

(4)  Tabulated parameters only for the pure gases as listed shall be used.
Parameters to calculate viscosities of gas mixtures shall not be combined.




APPENDIX A.3

STATISTICS

A.3.1.   Arithmetic mean
The arithmetic mean,



, shall be calculated as follows:













(A.5-150)




A.3.2.   Standard deviation
The standard deviation for a non-biased (e.g., N–1) sample, σ, shall be calculated as follows:













(A.5-151)




A.3.3.   Root mean square
The root mean square, rms
y, shall be calculated as follows:













(A.5-152)




A.3.4.   t-test
It shall be determined if the data passes a t-test by using the following equations and tables:






(a)


For an unpaired t-test, the t statistic and its number of degrees of freedom, v, shall be calculated as follows:













(A.5-153)











(A.5-154)














(b)


For a paired t-test, the t statistic and its number of degrees of freedom, v, shall be calculated as follows, noting that the εi
 are the errors (e.g., differences) between each pair of y
refi
 and yi
:















v = N – 1


(A.5-155)














(c)


Table A.5.6 of this paragraph shall be used to compare t to the t
crit values tabulated versus the number of degrees of freedom. If t is less than t
crit, then t passes the t-test.
Table A.5.6

Critical t values versus number of degrees of freedom,ν







ν


Confidence




 


90 per cent


95 per cent




1 


6,314 


12,706 




2 


2,920 


4,303 




3 


2,353 


3,182 




4 


2,132 


2,776 




5 


2,015 


2,571 




6 


1,943 


2,447 




7 


1,895 


2,365 




8 


1,860 


2,306 




9 


1,833 


2,262 




10 


1,812 


2,228 




11 


1,796 


2,201 




12 


1,782 


2,179 




13 


1,771 


2,160 




14 


1,761 


2,145 




15 


1,753 


2,131 




16 


1,746 


2,120 




18 


1,734 


2,101 




20 


1,725 


2,086 




22 


1,717 


2,074 




24 


1,711 


2,064 




26 


1,706 


2,056 




28 


1,701 


2,048 




30 


1,697 


2,042 




35 


1,690 


2,030 




40 


1,684 


2,021 




50 


1,676 


2,009 




70 


1,667 


1,994 




100 


1,660 


1,984 




1 000 +


1,645 


1,960 








Linear interpolation shall be used to establish values not shown here.
A.3.5.   F-test
The F statistic shall be calculated as follows:













(A.5-156)










(a)


For a 90 per cent confidence F-test, Table A.5.7 of this paragraph is used to compare F to the F
crit90 values tabulated versus (N-1) and (N
ref-1). If F is less than F
crit90, then F passes the F-test at 90 per cent confidence;










(b)


For a 95 per cent confidence F-test, Table A.5.8 of this paragraph is used to compare F to the F
crit95 values tabulated versus (N-1) and (N
ref-1). If F is less than F
crit95, then F passes the F-test at 95 per cent confidence.
Table A.5.7

Critical F values, F
crit90, versus N-1 and N
ref -1 at 90 per cent confidence

























N-1


1 


2 


3 


4 


5 


6 


7 


8 


9 


10 


12 


15 


20 


24 


30 


40 


60 


120 


1 000 +





Nref-1



 




1 


39,86 


49,50 


53,59 


55,83 


57,24 


58,20 


58,90 


59,43 


59,85 


60,19 


60,70 


61,22 


61,74 


62,00 


62,26 


62,52 


62,79 


63,06 


63,32 




2 


8,526 


9,000 


9,162 


9,243 


9,293 


9,326 


9,349 


9,367 


9,381 


9,392 


9,408 


9,425 


9,441 


9,450 


9,458 


9,466 


9,475 


9,483 


9,491 




3 


5,538 


5,462 


5,391 


5,343 


5,309 


5,285 


5,266 


5,252 


5,240 


5,230 


5,216 


5,200 


5,184 


5,176 


5,168 


5,160 


5,151 


5,143 


5,134 




4 


4,545 


4,325 


4,191 


4,107 


4,051 


4,010 


3,979 


3,955 


3,936 


3,920 


3,896 


3,870 


3,844 


3,831 


3,817 


3,804 


3,790 


3,775 


3,761 




5 


4,060 


3,780 


3,619 


3,520 


3,453 


3,405 


3,368 


3,339 


3,316 


3,297 


3,268 


3,238 


3,207 


3,191 


3,174 


3,157 


3,140 


3,123 


3,105 




6 


3,776 


3,463 


3,289 


3,181 


3,108 


3,055 


3,014 


2,983 


2,958 


2,937 


2,905 


2,871 


2,836 


2,818 


2,800 


2,781 


2,762 


2,742 


2,722 




7 


3,589 


3,257 


3,074 


2,961 


2,883 


2,827 


2,785 


2,752 


2,725 


2,703 


2,668 


2,632 


2,595 


2,575 


2,555 


2,535 


2,514 


2,493 


2,471 




8 


3,458 


3,113 


2,924 


2,806 


2,726 


2,668 


2,624 


2,589 


2,561 


2,538 


2,502 


2,464 


2,425 


2,404 


2,383 


2,361 


2,339 


2,316 


2,293 




9 


3,360 


3,006 


2,813 


2,693 


2,611 


2,551 


2,505 


2,469 


2,440 


2,416 


2,379 


2,340 


2,298 


2,277 


2,255 


2,232 


2,208 


2,184 


2,159 




10 


3,285 


2,924 


2,728 


2,605 


2,522 


2,461 


2,414 


2,377 


2,347 


2,323 


2,284 


2,244 


2,201 


2,178 


2,155 


2,132 


2,107 


2,082 


2,055 




11 


3,225 


2,860 


2,660 


2,536 


2,451 


2,389 


2,342 


2,304 


2,274 


2,248 


2,209 


2,167 


2,123 


2,100 


2,076 


2,052 


2,026 


2,000 


1,972 




12 


3,177 


2,807 


2,606 


2,480 


2,394 


2,331 


2,283 


2,245 


2,214 


2,188 


2,147 


2,105 


2,060 


2,036 


2,011 


1,986 


1,960 


1,932 


1,904 




13 


3,136 


2,763 


2,560 


2,434 


2,347 


2,283 


2,234 


2,195 


2,164 


2,138 


2,097 


2,053 


2,007 


1,983 


1,958 


1,931 


1,904 


1,876 


1,846 




14 


3,102 


2,726 


2,522 


2,395 


2,307 


2,243 


2,193 


2,154 


2,122 


2,095 


2,054 


2,010 


1,962 


1,938 


1,912 


1,885 


1,857 


1,828 


1,797 




15 


3,073 


2,695 


2,490 


2,361 


2,273 


2,208 


2,158 


2,119 


2,086 


2,059 


2,017 


1,972 


1,924 


1,899 


1,873 


1,845 


1,817 


1,787 


1,755 




16 


3,048 


2,668 


2,462 


2,333 


2,244 


2,178 


2,128 


2,088 


2,055 


2,028 


1,985 


1,940 


1,891 


1,866 


1,839 


1,811 


1,782 


1,751 


1,718 




17 


3,026 


2,645 


2,437 


2,308 


2,218 


2,152 


2,102 


2,061 


2,028 


2,001 


1,958 


1,912 


1,862 


1,836 


1,809 


1,781 


1,751 


1,719 


1,686 




18 


3,007 


2,624 


2,416 


2,286 


2,196 


2,130 


2,079 


2,038 


2,005 


1,977 


1,933 


1,887 


1,837 


1,810 


1,783 


1,754 


1,723 


1,691 


1,657 




19 


2,990 


2,606 


2,397 


2,266 


2,176 


2,109 


2,058 


2,017 


1,984 


1,956 


1,912 


1,865 


1,814 


1,787 


1,759 


1,730 


1,699 


1,666 


1,631 




20 


2,975 


2,589 


2,380 


2,249 


2,158 


2,091 


2,040 


1,999 


1,965 


1,937 


1,892 


1,845 


1,794 


1,767 


1,738 


1,708 


1,677 


1,643 


1,607 




21 


2,961 


2,575 


2,365 


2,233 


2,142 


2,075 


2,023 


1,982 


1,948 


1,920 


1,875 


1,827 


1,776 


1,748 


1,719 


1,689 


1,657 


1,623 


1,586 




22 


2,949 


2,561 


2,351 


2,219 


2,128 


2,061 


2,008 


1,967 


1,933 


1,904 


1,859 


1,811 


1,759 


1,731 


1,702 


1,671 


1,639 


1,604 


1,567 




23 


2,937 


2,549 


2,339 


2,207 


2,115 


2,047 


1,995 


1,953 


1,919 


1,890 


1,845 


1,796 


1,744 


1,716 


1,686 


1,655 


1,622 


1,587 


1,549 




24 


2,927 


2,538 


2,327 


2,195 


2,103 


2,035 


1,983 


1,941 


1,906 


1,877 


1,832 


1,783 


1,730 


1,702 


1,672 


1,641 


1,607 


1,571 


1,533 




25 


2,918 


2,528 


2,317 


2,184 


2,092 


2,024 


1,971 


1,929 


1,895 


1,866 


1,820 


1,771 


1,718 


1,689 


1,659 


1,627 


1,593 


1,557 


1,518 




26 


2,909 


2,519 


2,307 


2,174 


2,082 


2,014 


1,961 


1,919 


1,884 


1,855 


1,809 


1,760 


1,706 


1,677 


1,647 


1,615 


1,581 


1,544 


1,504 




27 


2,901 


2,511 


2,299 


2,165 


2,073 


2,005 


1,952 


1,909 


1,874 


1,845 


1,799 


1,749 


1,695 


1,666 


1,636 


1,603 


1,569 


1,531 


1,491 




28 


2,894 


2,503 


2,291 


2,157 


2,064 


1,996 


1,943 


1,900 


1,865 


1,836 


1,790 


1,740 


1,685 


1,656 


1,625 


1,593 


1,558 


1,520 


1,478 




29 


2,887 


2,495 


2,283 


2,149 


2,057 


1,988 


1,935 


1,892 


1,857 


1,827 


1,781 


1,731 


1,676 


1,647 


1,616 


1,583 


1,547 


1,509 


1,467 




30 


2,881 


2,489 


2,276 


2,142 


2,049 


1,980 


1,927 


1,884 


1,849 


1,819 


1,773 


1,722 


1,667 


1,638 


1,606 


1,573 


1,538 


1,499 


1,456 




40 


2,835 


2,440 


2,226 


2,091 


1,997 


1,927 


1,873 


1,829 


1,793 


1,763 


1,715 


1,662 


1,605 


1,574 


1,541 


1,506 


1,467 


1,425 


1,377 




60 


2,791 


2,393 


2,177 


2,041 


1,946 


1,875 


1,819 


1,775 


1,738 


1,707 


1,657 


1,603 


1,543 


1,511 


1,476 


1,437 


1,395 


1,348 


1,291 




120 


2,748 


2,347 


2,130 


1,992 


1,896 


1,824 


1,767 


1,722 


1,684 


1,652 


1,601 


1,545 


1,482 


1,447 


1,409 


1,368 


1,320 


1,265 


1,193 




1 000 +


2,706 


2,303 


2,084 


1,945 


1,847 


1,774 


1,717 


1,670 


1,632 


1,599 


1,546 


1,487 


1,421 


1,383 


1,342 


1,295 


1,240 


1,169 


1,000 




Table A.5.8

Critical F values, F
crit95, versus N-1 and N
ref-1 at 95 per cent confidence

























N-1


1 


2 


3 


4 


5 


6 


7 


8 


9 


10 


12 


15 


20 


24 


30 


40 


60 


120 


1 000 +





Nref-1



 




1 


161,4 


199,5 


215,7 


224,5 


230,1 


233,9 


236,7 


238,8 


240,5 


241,8 


243,9 


245,9 


248,0 


249,0 


250,1 


251,1 


252,2 


253,2 


254,3 




2 


18,51 


19,00 


19,16 


19,24 


19,29 


19,33 


19,35 


19,37 


19,38 


19,39 


19,41 


19,42 


19,44 


19,45 


19,46 


19,47 


19,47 


19,48 


19,49 




3 


10,12 


9,552 


9,277 


9,117 


9,014 


8,941 


8,887 


8,845 


8,812 


8,786 


8,745 


8,703 


8,660 


8,639 


8,617 


8,594 


8,572 


8,549 


8,526 




4 


7,709 


6,944 


6,591 


6,388 


6,256 


6,163 


6,094 


6,041 


5,999 


5,964 


5,912 


5,858 


5,803 


5,774 


5,746 


5,717 


5,688 


5,658 


5,628 




5 


6,608 


5,786 


5,410 


5,192 


5,050 


4,950 


4,876 


4,818 


4,773 


4,735 


4,678 


4,619 


4,558 


4,527 


4,496 


4,464 


4,431 


4,399 


4,365 




6 


5,987 


5,143 


4,757 


4,534 


4,387 


4,284 


4,207 


4,147 


4,099 


4,060 


4,000 


3,938 


3,874 


3,842 


3,808 


3,774 


3,740 


3,705 


3,669 




7 


5,591 


4,737 


4,347 


4,120 


3,972 


3,866 


3,787 


3,726 


3,677 


3,637 


3,575 


3,511 


3,445 


3,411 


3,376 


3,340 


3,304 


3,267 


3,230 




8 


5,318 


4,459 


4,066 


3,838 


3,688 


3,581 


3,501 


3,438 


3,388 


3,347 


3,284 


3,218 


3,150 


3,115 


3,079 


3,043 


3,005 


2,967 


2,928 




9 


5,117 


4,257 


3,863 


3,633 


3,482 


3,374 


3,293 


3,230 


3,179 


3,137 


3,073 


3,006 


2,937 


2,901 


2,864 


2,826 


2,787 


2,748 


2,707 




10 


4,965 


4,103 


3,708 


3,478 


3,326 


3,217 


3,136 


3,072 


3,020 


2,978 


2,913 


2,845 


2,774 


2,737 


2,700 


2,661 


2,621 


2,580 


2,538 




11 


4,844 


3,982 


3,587 


3,357 


3,204 


3,095 


3,012 


2,948 


2,896 


2,854 


2,788 


2,719 


2,646 


2,609 


2,571 


2,531 


2,490 


2,448 


2,405 




12 


4,747 


3,885 


3,490 


3,259 


3,106 


2,996 


2,913 


2,849 


2,796 


2,753 


2,687 


2,617 


2,544 


2,506 


2,466 


2,426 


2,384 


2,341 


2,296 




13 


4,667 


3,806 


3,411 


3,179 


3,025 


2,915 


2,832 


2,767 


2,714 


2,671 


2,604 


2,533 


2,459 


2,420 


2,380 


2,339 


2,297 


2,252 


2,206 




14 


4,600 


3,739 


3,344 


3,112 


2,958 


2,848 


2,764 


2,699 


2,646 


2,602 


2,534 


2,463 


2,388 


2,349 


2,308 


2,266 


2,223 


2,178 


2,131 




15 


4,543 


3,682 


3,287 


3,056 


2,901 


2,791 


2,707 


2,641 


2,588 


2,544 


2,475 


2,403 


2,328 


2,288 


2,247 


2,204 


2,160 


2,114 


2,066 




16 


4,494 


3,634 


3,239 


3,007 


2,852 


2,741 


2,657 


2,591 


2,538 


2,494 


2,425 


2,352 


2,276 


2,235 


2,194 


2,151 


2,106 


2,059 


2,010 




17 


4,451 


3,592 


3,197 


2,965 


2,810 


2,699 


2,614 


2,548 


2,494 


2,450 


2,381 


2,308 


2,230 


2,190 


2,148 


2,104 


2,058 


2,011 


1,960 




18 


4,414 


3,555 


3,160 


2,928 


2,773 


2,661 


2,577 


2,510 


2,456 


2,412 


2,342 


2,269 


2,191 


2,150 


2,107 


2,063 


2,017 


1,968 


1,917 




19 


4,381 


3,522 


3,127 


2,895 


2,740 


2,628 


2,544 


2,477 


2,423 


2,378 


2,308 


2,234 


2,156 


2,114 


2,071 


2,026 


1,980 


1,930 


1,878 




20 


4,351 


3,493 


3,098 


2,866 


2,711 


2,599 


2,514 


2,447 


2,393 


2,348 


2,278 


2,203 


2,124 


2,083 


2,039 


1,994 


1,946 


1,896 


1,843 




21 


4,325 


3,467 


3,073 


2,840 


2,685 


2,573 


2,488 


2,421 


2,366 


2,321 


2,250 


2,176 


2,096 


2,054 


2,010 


1,965 


1,917 


1,866 


1,812 




22 


4,301 


3,443 


3,049 


2,817 


2,661 


2,549 


2,464 


2,397 


2,342 


2,297 


2,226 


2,151 


2,071 


2,028 


1,984 


1,938 


1,889 


1,838 


1,783 




23 


4,279 


3,422 


3,028 


2,796 


2,640 


2,528 


2,442 


2,375 


2,320 


2,275 


2,204 


2,128 


2,048 


2,005 


1,961 


1,914 


1,865 


1,813 


1,757 




24 


4,260 


3,403 


3,009 


2,776 


2,621 


2,508 


2,423 


2,355 


2,300 


2,255 


2,183 


2,108 


2,027 


1,984 


1,939 


1,892 


1,842 


1,790 


1,733 




25 


4,242 


3,385 


2,991 


2,759 


2,603 


2,490 


2,405 


2,337 


2,282 


2,237 


2,165 


2,089 


2,008 


1,964 


1,919 


1,872 


1,822 


1,768 


1,711 




26 


4,225 


3,369 


2,975 


2,743 


2,587 


2,474 


2,388 


2,321 


2,266 


2,220 


2,148 


2,072 


1,990 


1,946 


1,901 


1,853 


1,803 


1,749 


1,691 




27 


4,210 


3,354 


2,960 


2,728 


2,572 


2,459 


2,373 


2,305 


2,250 


2,204 


2,132 


2,056 


1,974 


1,930 


1,884 


1,836 


1,785 


1,731 


1,672 




28 


4,196 


3,340 


2,947 


2,714 


2,558 


2,445 


2,359 


2,291 


2,236 


2,190 


2,118 


2,041 


1,959 


1,915 


1,869 


1,820 


1,769 


1,714 


1,654 




29 


4,183 


3,328 


2,934 


2,701 


2,545 


2,432 


2,346 


2,278 


2,223 


2,177 


2,105 


2,028 


1,945 


1,901 


1,854 


1,806 


1,754 


1,698 


1,638 




30 


4,171 


3,316 


2,922 


2,690 


2,534 


2,421 


2,334 


2,266 


2,211 


2,165 


2,092 


2,015 


1,932 


1,887 


1,841 


1,792 


1,740 


1,684 


1,622 




40 


4,085 


3,232 


2,839 


2,606 


2,450 


2,336 


2,249 


2,180 


2,124 


2,077 


2,004 


1,925 


1,839 


1,793 


1,744 


1,693 


1,637 


1,577 


1,509 




60 


4,001 


3,150 


2,758 


2,525 


2,368 


2,254 


2,167 


2,097 


2,040 


1,993 


1,917 


1,836 


1,748 


1,700 


1,649 


1,594 


1,534 


1,467 


1,389 




120 


3,920 


3,072 


2,680 


2,447 


2,290 


2,175 


2,087 


2,016 


1,959 


1,911 


1,834 


1,751 


1,659 


1,608 


1,554 


1,495 


1,429 


1,352 


1,254 




1000+


3,842 


2,996 


2,605 


2,372 


2,214 


2,099 


2,010 


1,938 


1,880 


1,831 


1,752 


1,666 


1,571 


1,517 


1,459 


1,394 


1,318 


1,221 


1,000 








A.3.6.   Slope
The least-squares regression slope, a
1y, shall be calculated as follows:













(A.5-157)




A.3.7.   Intercept
The least-squares regression intercept, a
0y, shall be calculated as follows:













(A.5-158)




A.3.8.   Standard error of estimate
The standard error of estimate, SEE, shall be calculated as follows:













(A.5-159)




A.3.9.   Coefficient of determination
The coefficient of determination, r
2, shall be calculated as follows:













(A.5-160)








APPENDIX A.4

1980 INTERNATIONAL GRAVITY FORMULA

The acceleration of Earth's gravity, a
g, varies depending on the location and a
g is calculated for a respective latitude, as follows:













(A.5-161)




where:








θ



=


Degrees north or south latitude









APPENDIX A.5


CARBON FLOW CHECK

A.5.1.   Introduction
All but a tiny part of the carbon in the exhaust comes from the fuel, and all but a minimal part of this is manifest in the exhaust gas as CO2. This is the basis for a system verification check based on CO2 measurements.
The flow of carbon into the exhaust measurement systems is determined from the fuel flow rate. The flow of carbon at various sampling points in the emissions and particulate sampling systems is determined from the CO2 concentrations and gas flow rates at those points.
In this sense, the engine provides a known source of carbon flow, and observing the same carbon flow in the exhaust pipe and at the outlet of the partial flow PM sampling system verifies leak integrity and flow measurement accuracy. This check has the advantage that the components are operating under actual engine test conditions of temperature and flow.
Figure A.5-1 shows the sampling points at which the carbon flows shall be checked. The specific equations for the carbon flows at each of the sample points are given in the following paragraphs.

Figure A.5-1


Measuring points for carbon flow check




location 1
location 2
Air
Fuel
Raw exhaust CO2

location 3
ENGINE
Partial Flow System
Diluted exhaust CO2

A.5.2.   Carbon flow rate into the engine (location 1)
The carbon mass flow rate into the engine q

mCf [kg/s] for a fuel CHαO
ε
 is given by:













(A.5-162)




where:

qmf
= fuel mass flow rate [kg/s]
A.5.3.   Carbon flow rate in the raw exhaust (location 2)
The carbon mass flow rate in the exhaust pipe of the engine q

mCe [kg/s] shall be determined from the raw CO2 concentration and the exhaust gas mass flow rate:













(A.5-163)




where:

cCO2,r
= wet CO2 concentration in the raw exhaust gas [per cent]

cCO2,a
= wet CO2 concentration in the ambient air [per cent]

qmew
= exhaust gas mass flow rate on wet basis [kg/s]

Me
= molar mass of exhaust gas [g/mol]
If CO2 is measured on a dry basis it shall be converted to a wet basis according to paragraph A.7.3.2 or A.8.2.2.
A.5.4.   Carbon flow rate in the dilution system (location 3)
For the partial flow dilution system, the splitting ratio also needs to be taken into account. The carbon flow rate in an equivalent dilution system q

mCp [kg/s] (with equivalent meaning equivalent to a full flow system where the total flow is diluted) shall be determined from the dilute CO2 concentration, the exhaust gas mass flow rate and the sample flow rate; the new equation is identical to equation (A.5-2), being only supplemented by the dilution factor q
mdew/q
mp.













(A.5-164)




where:

cCO2,d
= wet CO2 concentration in the dilute exhaust gas at the outlet of the dilution tunnel [per cent]

cCO2,a
= wet CO2 concentration in the ambient air [per cent]

qmdew
= diluted sample flow in the partial flow dilution system [kg/s]

qmew
= exhaust gas mass flow rate on wet basis [kg/s]

qmp
= sample flow of exhaust gas into partial flow dilution system [kg/s]

Me
= molar mass of exhaust gas [g/mol]
If CO2 is measured on a dry basis, it shall be converted to wet basis according to paragraph A.7.3.2 or A.8.2.2.
A.5.5.   Calculation of the molar mass of the exhaust gas
The molar mass of the exhaust gas shall be calculated according to equation (A.8-15) (see paragraph A.8.2.4.2)
Alternatively, the following exhaust gas molar masses may be used:

M
e (diesel) = 28,9 g/mol




APPENDIX A.6

PARTICLE NUMBER CALCULATION

A.6.1.   Determination of particle numbers
A.6.1.1.   Time alignment
For partial flow dilution systems residence time in the particle number sampling and measurement system shall be accounted for by time aligning the particle number signal with the test cycle and the exhaust gas mass flow rate according to the procedure in paragraph 8.2.1.2 of Annex 4. The transformation time of the particle number sampling and measurement system shall be determined in accordance with paragraph A.1.1.3.7 of Appendix A.1 to Annex 4.
A.6.1.2.   Determination of particle numbers for transient (NRTC and LSI-NRTC) and ramped modal cycles (RMC) with a partial flow dilution system
Where particle numbers are sampled using a partial flow dilution system according to the specifications set out in paragraph 9.2.3 of Annex 4, the number of particles emitted over the test cycle shall be calculated by means of equation (A.5-165):













(A.5-165)




where:







N



is the number of particles emitted over the test cycle, [#/test],





medf




is the mass of equivalent diluted exhaust gas over the cycle, determined by means of equation (A.5-45) (paragraph A.1.3.1.1.2), [kg/test],





k



is the calibration factor to correct the particle number counter measurements to the level of the reference instrument where this is not applied internally within the particle number counter. Where the calibration factor is applied internally within the particle number counter, a value of 1 shall be used for k in equation (A.5-165),











is the average concentration of particles from the diluted exhaust gas corrected to standard conditions (273,15 K and 101,33 kPa), particles per cubic centimetre,











is the mean particle concentration reduction factor of the volatile particle remover specific to the dilution settings used for the test;




with













(A.5-166)




where:







cs,i




is a discrete measurement of particle concentration in the diluted gas exhaust from the particle counter, corrected for coincidence and to standard conditions (273,15 K and 101,33 kPa), particles per cubic centimetre,





n



is the number of particle concentration measurements taken over the duration of the test.




A.6.1.3.   Determination of particle numbers for transient (NRTC and LSI-NRTC) and ramped modal cycles (RMC) with a full flow dilution system
Where particle numbers are sampled using a full flow dilution system according to the specifications set out in paragraph 9.2.2 of Annex 4, the number of particles emitted over the test cycle shall be calculated by means of equation (A.5-167):













(A.5-167)




where:







N



is the number of particles emitted over the test cycle, [#/test],





med




is the total diluted exhaust gas flow over the cycle calculated according to any one of the methods described in paragraphs A.1.2.4.1 to A.1.2.4.3, of Annex 5, kg/test,





k



is the calibration factor to correct the particle number counter measurements to the level of the reference instrument where this is not applied internally within the particle number counter. Where the calibration factor is applied internally within the particle number counter, a value of 1 shall be used for k in equation (A.5-167),











is the average corrected concentration of particles from the diluted exhaust gas corrected to standard conditions (273,15 K and 101,33 kPa), particles per cubic centimetre,











is the mean particle concentration reduction factor of the volatile particle remover specific to the dilution settings used for the test;




with













(A.5-168)




where:







cs,i




is a discrete measurement of particle concentration in the diluted gas exhaust from the particle counter, corrected for coincidence and to standard conditions (273,15 K and 101,33 kPa), particles per cubic centimetre,





n



is the number of particle concentration measurements taken over the duration of the test.




A.6.1.4.   Determination of particle numbers for discrete-mode NRSC with a partial flow dilution system
Where particle numbers are sampled using a partial flow dilution system according to the specifications set out in paragraph 9.2.3 of Annex 4, the rate of emission of particles during each individual discrete mode shall be calculated by means of equation (A.5-169) using the average values for the mode:













(A.5-169)




where:













is the rate of emission of particles during the individual discrete mode, [#/h],





qmedf




is the equivalent diluted exhaust mass flow rate on a wet basis during the individual discrete mode, determined in accordance with equation (A.5-51) (paragraph A.1.3.2.1), [kg/s],





k



is the calibration factor to correct the particle number counter measurements to the level of the reference instrument where this is not applied internally within the particle number counter. Where the calibration factor is applied internally within the particle number counter, a value of 1 shall be used for k in the equation (A.5-169),











is the average concentration of particles from the diluted exhaust gas during the individual discrete mode corrected to standard conditions (273,15 K and 101,33 kPa), particles per cubic centimetre,











is the mean particle concentration reduction factor of the volatile particle remover specific to the dilution settings used for the test;




with













(A.5-170)




where:







cs,i




is a discrete measurement of particle concentration in the diluted gas exhaust from the particle counter, corrected for coincidence and to standard conditions (273,15 K and 101,33 kPa), particles per cubic centimetre,





n



is the number of particle concentration measurements taken during the individual discrete mode sampling period.




A.6.1.5.   Determination of particle numbers for discrete-mode cycles with a full flow dilution system
Where particle numbers are sampled using a full flow dilution system according to the specifications set out in paragraph 9.2.2 of Annex 4, the rate of emission of particles during each individual discrete mode shall be calculated by means of equation (A.5-171) using the average values for the mode:













(A.5-171)




where:













is the rate of emission of particles during the individual discrete mode, [#/h],





qmdew




is the total diluted exhaust mass flow rate on a wet basis during the individual discrete mode, [kg/s],





k



is the calibration factor to correct the particle number counter measurements to the level of the reference instrument where this is not applied internally within the particle number counter. Where the calibration factor is applied internally within the particle number counter, a value of 1 shall be used for k in equation (A.5-171),











is the average concentration of particles from the diluted exhaust gas during the individual discrete mode corrected to standard conditions (273,15 K and 101,33 kPa), particles per cubic centimetre,











is the mean particle concentration reduction factor of the volatile particle remover specific to the dilution settings used for the test;




with













(A.5-172)




where:







cs,i




is a discrete measurement of particle concentration in the diluted gas exhaust from the particle counter, corrected for coincidence and to standard conditions (273,15 K and 101,33 kPa), particles per cubic centimetre,





n



is the number of particle concentration measurements taken during the individual discrete mode sampling period.




A.6.2.   Test result
A.6.2.1.   Calculation of the specific emissions for transient (NRTC and LSI-NRTC) and ramped modal cycles (RMC)
For each applicable individual RMC NRSC, hot NRTC and cold NRTC the specific emissions in number of particles/kWh shall be calculated by means of equation (A.5-173):













(A.5-173)




where:







N



is the number of particles emitted over the applicable RMC, hot NRTC or cold NRTC,





Wact




is the actual cycle work in accordance with paragraph 7.8.3.4 of Annex 4, [kWh].




For an RMC, in case of an engine with infrequent (periodic) exhaust regeneration (see paragraph 6.6.2 of Annex 4), the specific emissions shall be corrected with either the applicable multiplicative adjustment factor or with the applicable adjustment additive factor. In the case that infrequent regeneration did not take place during the test the upward factor shall be applied (k
ru,m or k
ru,a). In the case that infrequent regeneration took place during the test the downward factor shall be applied (k
rd,m or k
rd,a).
For an RMC the final result shall also be adjusted with the applicable multiplicative or additive deterioration factor established according to the requirements of Annex 8.
A.6.2.1.1.   Weighted average NRTC test result
For the NRTC, the final test result shall be a weighted average from cold start and hot start (including infrequent regeneration where relevant) tests shall be calculated by means of equation (A.5-174) or (A.5-175):






(a)


In the case of multiplicative regeneration adjustment, or engines without infrequently regenerating after-treatment













(A.5-174)














(b)


In the case of additive regeneration adjustment













(A.5-175)




where:







Ncold




is the total number of particles emitted over the NRTC cold test cycle,





Nhot




is the total number of particles emitted over the NRTC hot test cycle,





Wact,cold




is the actual cycle work over the NRTC cold test cycle in accordance with paragraph 7.8.3.4 of Annex 4, [kWh],





Wact, hot




is the actual cycle work over the NRTC hot test cycle in accordance with paragraph 7.8.3.4 of Annex 4, [kWh],





kr




is the regeneration adjustment, according to paragraph 6.6.2 of Annex 4, or in the case of engines without infrequently regenerating after-treatment kr
 = 1








In the case that infrequent regeneration did not take place during the test the upward factor shall be applied (k
ru,m or k
ru,a). In the case that infrequent regeneration took place during the test the downward factor shall be applied (k
rd,m or k
rd,a).
The result, where applicable inclusive of infrequent regeneration adjustment factor, shall also be adjusted by the applicable multiplicative or additive deterioration factor established according to the requirements of Annex 8.
A.6.2.2.   Calculation of the specific emissions for discrete-mode NRSC tests
The specific emissions e [#/kWh] shall be calculated by means of equation (A.5-176):













(A.5-176)




where:








Pi




=


engine power for the mode i [kW] calculated by adding to the measured power Pmeas
 [kW] the power required to drive auxiliaries PAUX
 [kW] determined according to equation (A.4-8) of Annex 4 (Pi
 = Pmeas
 + PAUX
)





WFi




=


the weighting factor for the mode i [-]











=


the mean emission number flow rate for the mode i [#/h] from equation (A.5-169) or (A.5-171) depending upon the dilution method




In case of an engine with infrequent (periodic) exhaust regeneration (see paragraph 6.6.2 of Annex 4), the specific emissions shall be corrected with either the applicable multiplicative adjustment factor or with the applicable adjustment additive factor. In the case that infrequent regeneration did not take place during the test the upward factor shall be applied (k
ru,m or k
ru,a). In the case that infrequent regeneration took place during the test the downward factor shall be applied (k
rd,m or k
rd,a). Where the adjustment factors have been determined for each mode they shall be applied to each mode during the calculation of the weighted emission result at equation (A.5-176).
The result, where applicable inclusive of infrequent regeneration adjustment factor, shall also be adjusted by the applicable multiplicative or additive deterioration factor established according to the requirements of Annex 8.
A.6.2.3.   Rounding of final results
The final NRSC and weighted average NRTC test results shall be rounded in one step to three significant figures in accordance with ASTM E 29–06B. No rounding of intermediate values leading to the final brake specific emission result is permissible.
A.6.2.4.   Determination of particle number background
A.6.2.4.1.   At the engine manufacturer’s request, dilution tunnel background particle number concentrations may be sampled, prior to or after the test, from a point downstream of the particle and hydrocarbon filters into the particle number measurement system, to determine the tunnel background particle concentrations.
A.6.2.4.2.   Subtraction of particle number tunnel background concentrations shall not be allowed for type approval, but may be used at the manufacturer’s request, with the prior approval of the Type Approval Authority, for conformity of production testing, if it can be demonstrated that tunnel background contribution is significant, which can then be subtracted from the values measured in the diluted exhaust gas.




APPENDIX A.7

AMMONIA EMISSION CALCULATION

A.7.1.   Calculation of the mean concentration for transient (NRTC and LSI-NRTC) and ramped modal cycles (RMC)
The mean NH3 concentration in the exhaust gas over the test cycle


 [ppm] shall be determined by integrating the instantaneous values over the cycle. Equation (A.5-177) shall be applied:













(A.5-177)




where:







 is the instantaneous NH3 concentration in the exhaust gas [ppm]


n
 is the number of measurements
For the NRTC, the final test result shall be calculated by means of equation (A.5-178):













(A.5-178)




where:







 is the mean NH3 concentration of the cold start test [ppm]







 is the mean NH3 concentration of the hot start test [ppm]
A.7.2.   Calculation of the mean concentration for discrete-mode NRSC
The mean NH3 concentration in the exhaust gas over the test cycle


 [ppm] shall be determined by measuring the mean concentration for each mode and weighting the result in accordance with the weighting factors applicable to the test cycle. Equation (A.5-179) shall be applied:













(A.5-179)




where:







 is the mean NH3 concentration in the exhaust gas for mode i [ppm]


Nmode

 is the number of modes in the test cycle


WFi

 is the weighting factor for the mode i [-]






ANNEX 6

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

1.   Technical data on fuels for testing compression-ignition engines






1.1.

Type: Diesel (non-road gas-oil)












Parameter


Unit


Limits (1)



Test Method




minimum


maximum




Cetane number (2)



 


45 


56,0 


EN-ISO 5165




Density at 15 °C


kg/m3



833 


865 


EN-ISO 3675




Distillation:


 


 


 


 




50 per cent point


°C


245 


—


EN-ISO 3405




95 per cent point


°C


345 


350 


EN-ISO 3405




Final boiling point


°C


—


370 


EN-ISO 3405




Flash point


°C


55 


—


EN 22719




CFPP


°C


—


–5 


EN 116




Viscosity at 40 °C


mm2/s


2,3 


3,3 


EN-ISO 3104




Polycyclic aromatic hydrocarbons


% m/m


2,0 


6,0 


IP 391




Sulphur content (3)



mg/kg


—


10 


ASTM D 5453




Copper corrosion


 


—


class 1


EN-ISO 2160




Conradson carbon residue (10 % DR)


% m/m


—


0,2 


EN-ISO 10370




Ash content


% m/m


—


0,01 


EN-ISO 6245




Total contamination


mg/kg


—


24 


EN 12662




Water content


% m/m


—


0,02 


EN-ISO 12937




Neutralisation (strong acid) number


mg KOH/g


—


0,10 


ASTM D 974




Oxidation stability (3)



mg/ml


—


0,025 


EN-ISO 12205




Lubricity (HFRR wear scar diameter at 60 °C)


μm


—


400 


CEC F-06-A-96




Oxidation stability at 110 °C (3)



H


20,0 


—


EN 15751




FAME


% v/v


—


7,0 


EN 14078













1.2.

Type: Ethanol for dedicated compression ignition engines (ED95) (4)













Parameter


Unit


Limits (5)



Test method (6)





Minimum


Maximum




Total alcohol (Ethanol incl. content on higher saturated alcohols)


per cent m/m


92,4 


 


EN 15721




Other higher saturated mono-alcohols (C3-C5)


per cent m/m


 


2,0 


EN 15721




Methanol


per cent m/m


 


0,3 


EN 15721




Density 15°C


kg/m3



793,0 


815,0 


EN ISO 12185




Acidity, calculated as acetic acid


per cent m/m


 


0,0025 


EN 15491




Appearance


 


Bright and clear


 




Flashpoint


°C


10 


 


EN 3679




Dry residue


mg/kg


 


15 


EN 15691




Water content


per cent m/m


 


6,5 


EN 15489 (7)

EN-ISO 12937
EN15692




Aldehydes calculated as acetaldehyde


per cent m/m


 


0,0050 


ISO 1388-4




Esters calculated as ethylacetat


per cent m/m


 


0,1 


ASTM D1617




Sulphur content


mg/kg


 


10,0 


EN 15485
EN 15486




Sulphates


mg/kg


 


4,0 


EN 15492




Particulate contamination


mg/kg


 


24 


EN 12662




Phosphorus


mg/l


 


0,20 


EN 15487




Inorganic chloride


mg/kg


 


1,0 


EN 15484 or EN 15492




Copper


mg/kg


 


0,100 


EN 15488




Electrical Conductivity


μS/cm


 


2,50 


DIN 51627-4 or prEN 15938




2.   Technical data on fuels for testing spark ignition engines
2.1.   Type: Petrol (E10)









Parameter


Unit


Limits (8)



Test method (9)





Minimum


Maximum


 




Research octane number, RON


 


91,0 


98,0 


EN ISO 5164:2005 (10)





Motor octane number, MON


 


83,0 


89,0 


EN ISO 5163:2005 (10)





Density at 15 °C


kg/m3



743 


756 


EN ISO 3675
EN ISO 12185




Vapour pressure


kPa


45,0 


60,0 


EN ISO 13016-1 (DVPE)




Water content


 


 


Max 0,05 per cent v/v
Appearance at - 7 °C: clear and bright


EN 12937




Distillation:


 


 


 


 




— evaporated at 70 °C


per cent v/v


18,0 


46,0 


EN-ISO 3405




— evaporated at 100 °C


per cent v/v


46,0 


62,0 


EN-ISO 3405




— evaporated at 150 °C


per cent v/v


75,0 


94,0 


EN-ISO 3405




— final boiling point


°C


170 


210 


EN-ISO 3405




Residue


per cent v/v


—


2,0 


EN-ISO 3405




Hydrocarbon analysis:


 


 


 


 




— olefins


per cent v/v


3,0 


18,0 


EN 14517
EN 15553




— aromatics


per cent v/v


19,5 


35,0 


EN 14517
EN 15553




— benzene


per cent v/v


—


1,0 


EN 12177
EN 238, EN 14517




— saturates


per cent v/v


Report


EN 14517
EN 15553




Carbon/hydrogen ratio


 


Report


 




Carbon/oxygen ratio


 


Report


 




Induction period (11)



minutes


480 


 


EN-ISO 7536




Oxygen content (12)



per cent m/m


3,3 (13)



3,7 


EN 1601
EN 13132
EN 14517




Existent gum


mg/ml


—


0,04 


EN-ISO 6246




Sulphur content (14)



mg/kg


—


10 


EN ISO 20846
EN ISO 20884




Copper corrosion (3 h at 50 °C)


rating


—


Class 1


EN-ISO 2160




Lead content


mg/l


—


5 


EN 237




Phosphorus content (15)



mg/l


—


1,3 


ASTM D 3231




Ethanol (11)



per cent v/v


9,0 (13)



10,2 (13)



EN 22854




2.2.   Type: Ethanol (E85)









Parameter


Unit


Limits (16)



Test method




Minimum


Maximum




Research octane number, RON


 


95,0 


—


EN ISO 5164




Motor octane number, MON


 


85,0 


—


EN ISO 5163




Density at 15 °C


kg/m3



Report


ISO 3675




Vapour pressure


kPa


40,0 


60,0 


EN ISO 13016-1 (DVPE)




Sulphur content (17)



mg/kg


—


10 


EN 15485 or EN 15486




Oxidation stability


Minutes


360 


 


EN ISO 7536




Existent gum content (solvent washed)


mg/100ml


—


5 


EN-ISO 6246




AppearanceThis shall be determined at ambient temperature or 15°C whichever is higher


 


Clear and bright, visibly free of suspended or precipitated contaminants


Visual inspection




Ethanol and higher alcohols (18)



per cent v/v


83 


85 


EN 1601
EN 13132
EN 14517
E DIN 51627-3




Higher alcohols (C3-C8)


per cent v/v


—


2,0 


E DIN 51627-3




Methanol


per cent v/v


 


1,00 


E DIN 51627-3




Petrol (19)



per cent v/v


Balance


EN 228




Phosphous


mg/l


0,20 (20)



EN 15487




Water content


per cent v/v


 


0,300 


EN 15489 or EN 15692




Inorganic chloride content


mg/l


 


1 


EN 15492




pHe


 


6,5 


9,0 


EN 15490




Copper strip corrosion(3 h at 50°C)


Rating


Class 1


 


EN ISO 2160




Acidity (as acetic acid CH3COOH)


per cent m/m
(mg/l)


—


0,0050 
(40)


EN 15491




Electric Conductivity


μS/cm


1,5 


DIN 51627-4 or prEN 15938




Carbon/hydrogen ratio


 


Report


 




Carbon/oxygen ration


 


Report


 




3.   Technical data on gaseous fuels for single-fuel and dual-fuel engines
3.1.   Type: LPG









Parameter


Unit


Fuel A


Fuel B


Test method




Composition:


 


 


 


EN 27941




C3-content


per cent v/v


30 ± 2


85 ± 2


 




C4-content


per cent v/v


Balance (21)



Balance (21)



 




< C3 , > C4



per cent v/v


Maximum 2


Maximum 2


 




Olefins


per cent v/v


Maximum 12


Maximum 15


 




Evaporation residue


mg/kg


Maximum 50


Maximum 50


EN 15470




Water at 0 °C


 


Free


Free


EN 15469




Total sulphur content including odorant


mg/kg


Maximum 10


Maximum 10


EN 24260, ASTM D 3246, ASTM 6667




Hydrogen sulphide


 


None


None


EN ISO 8819




Copper strip corrosion
(1 h at 40 °C)


Rating


Class 1


Class 1


ISO 6251 (22)





Odour


 


Characteristic


Characteristic


 




Motor octane number (23)



 


Minimum 89,0


Minimum 89,0


EN 589 Annex B




3.2.   Type: Natural Gas/Biomethane
3.2.1.   Specification for reference fuels supplied with fixed properties (e.g. from a sealed container)
As an alternative to the reference fuels set out in this paragraph, the equivalent fuels in paragraph 3.2.2 of this Annex may be used










Characteristics


Units


Basis


Limits


Test method




minimum


maximum




Reference fuel GR





Composition:


 


 


 


 


 




Methane


 


87 


84 


89 


 




Ethane


 


13 


11 


15 


 




Balance (24)



per cent mole


—


—


1 


ISO 6974




Sulphur content


mg/m3
 (25)



—


 


10 


ISO 6326-5







Reference fuel G23





Composition:


 


 


 


 


 




Methane


 


92,5 


91,5 


93,5 


 




Balance (26)



per cent mole


—


—


1 


ISO 6974




N2



per cent mole


7,5 


6,5 


8,5 


 




Sulphur content


mg/m3
 (27)



—


—


10 


ISO 6326-5







Reference fuel G25





Composition:


 


 


 


 


 




Methane


per cent mole


86 


84 


88 


 




Balance (28)



per cent mole


—


—


1 


ISO 6974




N2



per cent mole


14 


12 


16 


 




Sulphur content


mg/m3
 (29)



—


—


10 


ISO 6326-5







Reference fuel G20





Composition:


 


 


 


 


 




Methane


per cent mole


100 


99 


100 


ISO 6974




Balance (30)



per cent mole


—


—


1 


ISO 6974




N2



per cent mole


 


 


 


ISO 6974




Sulphur content


mg/m3
 (31)



—


—


10 


ISO 6326-5




Wobbe Index (net)


MJ/m3
 (32)



48,2 


47,2 


49,2 


 







3.2.2.   Specification for reference fuel supplied from a pipeline with admixture of other gases with gas properties determined by on-site measurement
As an alternative to the reference fuels in this paragraph the equivalent reference fuels in paragraph 3.2.1 of this Annex may be used.








3.2.2.1.


The basis of each pipeline reference fuel (GR, G20, …) shall be gas drawn from a utility gas distribution network, blended, where necessary to meet the corresponding lambda-shift (Sλ) specification in Table A.6-1, with an admixture of one or more of the following commercially (the use of calibration gas for this purpose shall not be required) available gases:






(a)


Carbon dioxide;










(b)


Ethane;










(c)


Methane;










(d)


Nitrogen;










(e)


Propane.
















3.2.2.2.


The value of Sλ of the resulting blend of pipeline gas and admixture gas shall be within the range specified in Table A.6-1 for the specified reference fuel.

Table A.6-1


Required range of Sλ for each reference fuel








Reference fuel


Minimum Sλ



Maximum Sλ





GR
 (33)



0,87 


0,95 




G20



0,97 


1,03 




G23



1,05 


1,10 




G25



1,12 


1,20 
















3.2.2.3.


The engine test report for each test run shall include the following:






(a)


The admixture gas(es) chosen from the list in paragraph 3.2.2.1 of this Annex;










(b)


The value of Sλ for the resulting fuel blend;










(c)


The Methane Number (MN) of the resulting fuel blend.
















3.2.2.4.


The requirements of Appendices A.1 and A.2 shall be met in respect to determination of the properties of the pipeline and admixture gases, the determination of Sλ and MN for the resulting gas blend, and the verification that the blend was maintained during the test.












3.2.2.5.


In the case that one or more of the gas streams (pipeline gas or admixture gas(es)) contain CO2 in greater than a de minimis proportion, the calculation of specific CO2 emissions in Annex 5 shall be corrected according to Appendix A.3.






(1)  The values quoted in the specifications 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 technical reasons, the manufacturer of fuels 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 questions as to whether a fuel meets the requirements of the specifications, the terms of ISO 4259 should be applied.

(2)  The range for the cetane number is not in accordance with the requirements of a minimum range of 4R. However, in the case of a dispute between fuel supplier and fuel user, the terms of ISO 4259 may be used to resolve such disputes provided replicate measurements, of sufficient number to achieve the necessary precision, are made in preference to single determinations.

(3)  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.

(4)  Additives, such as cetane improver as specified by the engine manufacturer, may be added to the ethanol fuel, as long as no negative side effects are known. If these conditions are satisfied, the maximum allowed amount is 10 per cent m/m.

(5)  The values quoted in the specifications 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 technical reasons, the manufacturer of fuels shall 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 whether a fuel meets the requirements of the specifications, the terms of ISO 4259 shall be applied.

(6)  Equivalent EN/ISO methods will be adopted when issued for properties listed above.

(7)  Should it be necessary to clarify whether a fuel meets the requirements of the specifications, the terms of EN 15489 shall be applied.

(8)  The values quoted in the specifications 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 technical reasons, the manufacturer of fuels shall 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 whether a fuel meets the requirements of the specifications, the terms of ISO 4259 shall be applied.

(9)  Equivalent EN/ISO methods will be adopted when issued for properties listed above.

(10)  A correction factor of 0,2 for MON and RON shall be subtracted for the calculation of the final result in accordance with EN 228:2008.

(11)  The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise refinery gasoline streams, but detergent/dispersive additives and solvent oils shall not be added.

(12)  Ethanol meeting the specification of EN 15376 is the only oxygenate that shall be intentionally added to the reference fuel.

(13)  The ethanol content and corresponding oxygen content may be zero for engines of category SMB at the choice of the manufacturer. In this case all testing of the engine family, or engine type where no family exists, shall be conducted using petrol with zero ethanol content.

(14)  The actual sulphur content of the fuel used for the Type 1 test shall be reported.

(15)  There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel.

(16)  The values quoted in the specifications 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 technical reasons, the manufacturer of fuels shall 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 whether a fuel meets the requirements of the specifications, the terms of ISO 4259 shall be applied.

(17)  The actual sulphur content of the fuel used for the emission tests shall be reported.

(18)  Ethanol to meet specification of EN 15376 is the only oxygenate that shall be intentionally added to this reference fuel.

(19)  The unleaded petrol content can be determined as 100 minus the sum of the per cent content of water, alcohols, MTBE and ETBE.

(20)  There shall be no intentional addition of compounds containing phosphorus, iron, manganese, or lead to this reference fuel.

(21)  Balance shall be read as follows: balance = 100 - C3 - <C3 - >C4.

(22)  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.

(23)  At the request of the engine manufacturer, a higher MON could be used to perform the type approval tests.

(24)  Inerts + C2+


(25)  Value to be determined at standard conditions 293,2 K (20 °C) and 101,3 kPa.

(26)  Inerts (different from N2) + C2+ C2+


(27)  Value to be determined at 293,2 K (20 °C) and 101,3 kPa.

(28)  Inerts (different from N2) + C2+ C2+


(29)  Value to be determined at 293,2 K (20 °C) and 101,3 kPa.

(30)  Inerts (different from N2) + C2 + C2+.

(31)  Value to be determined at 293,2 K (20 °C) and 101,3 kPa.

(32)  Value to be determined at 273,2 K (0 °C) and 101,3 kPa.

(33)  The engine shall not be required to be tested on a gas blend with a Methane Number (MN) less than 70. In the case that the required range of Sλ for GR would result in an MN less than 70 the value of Sλ for GR may be adjusted as necessary until a value of MN no less than 70 is attained.



APPENDIX A.1

SUPPLEMENTARY REQUIREMENTS FOR CONDUCTING EMISSION TESTING USING GASEOUS REFERENCE FUELS COMPRISING PIPELINE GAS WITH ADMIXTURE OF OTHER GASES

A.1.1.   Method of gas analysis and gas flow measurement








A.1.1.1.


For the purpose of this Appendix, where required the composition of the gas shall be determined by analysis of the gas using gas chromatography according to EN ISO 6974, or by an alternative technique that achieves at least a similar level of accuracy and repeatability.












A.1.1.2.


For the purpose of this Appendix, where required the measurement of gas flow shall be performed using a mass-based flowmeter.




A.1.2.   Analysis and flowrate of incoming utility gas supply








A.1.2.1.


The composition of the utility gas supply shall be analysed prior to the admixture blending system.












A.1.2.2.


The flowrate of the utility gas entering the admixture blending system shall be measured.




A.1.3.   Analysis and flowrate of admixture








A.1.3.1.


When an applicable certificate of analysis is available for an admixture (for example issued by the gas supplier) this may be used as the source of that admixture composition. In this case the on-site analysis of that admixture composition shall be permitted but shall not be required.












A.1.3.2.


Where an applicable certificate of analysis is not available for an admixture the composition of that admixture shall be analysed.












A.1.3.3.


The flowrate of each admixture entering the admixture blending system shall be measured.




A.1.4.   Analysis of blended gas








A.1.4.1.


The analysis of the composition of the gas supplied to the engine after leaving the admixture blending system shall be permitted in addition to, or as an alternative to the analysis required by paragraphs A.1.2.1 and A.1.3.1, but shall not be required.




A.1.5.   Calculation of Sλ and MN of the blended gas








A.1.5.1.


The results of the gas analysis according to paragraphs A.1.2.1, A.1.3.1 or A.1.3.2 and, where applicable, paragraph A.1.4.1, combined with the mass flowrate of gas measured according to paragraphs A.1.2.2 and A.1.3.3, shall be used to calculate the MN according to EN16726:2015. The same set of data shall be used to calculate Sλ according to the procedure set out in Appendix A.2 to this Annex.




A.1.6.   Control and verification of gas blend during the test
A.1.6.1.   The control and verification of the gas blend during the test shall be performed using either an open loop or closed loop control system.
A.1.6.2.   Open loop blend control system








A.1.6.2.1.


In this case the gas analysis, flow measurements and calculations set out in paragraphs A.1.1, A.1.2, A.1.3 and A.1.4 shall be performed prior to the emission test.












A.1.6.2.2.


The proportion of utility gas and admixture(s) shall be set to ensure that the Sλ is within the permitted range for the relevant reference fuel in Table A.6-1.












A.1.6.2.3.


When the relative proportions have been set they shall be maintained throughout the emission test. Adjustments to individual flow rates to maintain the relative proportions shall be permitted.












A.1.6.2.4.


When the emission test has been completed the analysis of gas composition, flow measurements and calculations set out in paragraphs A.1.2, A.1.3, A.1.4 and A.1.5 shall be repeated. In order for the test to be considered valid the value of Sλ shall remain within the specified range for the respective reference fuel given in Table A.6-1.




A.1.6.3.   Closed loop blend control system








A.1.6.3.1.


In this case the analysis of gas composition, flow measurements and calculations set out in paragraphs A.1.2, A.1.3, A.1.4 and A.1.5 shall be performed at intervals during the emission test. The intervals shall be chosen taking into consideration the frequency capability of the gas chromatograph and corresponding calculation system.












A.1.6.3.2.


The results from the periodic measurements and calculations shall be used to adjust the relative proportions of utility gas and admixture in order to maintain the value of Sλ within the range specified in Table A.6-1 for the respective reference fuel. The frequency of adjustment shall not exceed the frequency of measurement.












A.1.6.3.3.


In order for the test to be considered valid the value of Sλ shall be within the range specified in Table A.6-1 for the respective reference fuel for at least 90 per cent of the measurement points.








APPENDIX A.2

CALCULATION OF Λ-SHIFT FACTOR (SΛ)

A.2.1.   Calculation
The λ-shift factor (Sλ) (1) shall be calculated by means of equation (A.6-1):













(A.6-1)




where:







Sλ



=


λ-shift factor





inert%



=


per cent by volume of inert gases in the fuel (i.e. N2, CO2, He, etc.)











=


per cent by volume of original oxygen in the fuel





n and m



=


refer to average CnHm representing the fuel hydrocarbons, i.e.:

















(A.6-2)











(A.6-3)




where:







CH4%


=


per cent by volume of methane in the fuel




C2%


=


per cent by volume of all C2 hydrocarbons (e.g.: C2H6, C2H4, etc.) in the fuel




C3%


=


per cent by volume of all C3 hydrocarbons (e.g.: C3H8, C3H6, etc.) in the fuel




C4%


=


per cent by volume of all C4 hydrocarbons (e.g.: C4H10, C4H8, etc.) in the fuel




C5%


=


per cent by volume of all C5 hydrocarbons (e.g.: C5H12, C5H10, etc.) in the fuel




diluent%


=


per cent by volume of dilution gases in the fuel (i.e.: O2*, N2, CO2, He, etc.).




A.2.2.   Examples for the calculation of the λ-shift factor Sλ:
Example 1: G25: CH4 = 86 per cent, N2 = 14 per cent (by volume)















Example 2: GR: CH4 = 87 per cent, C2H6 = 13 per cent (by volume)















Example 3: CH4 = 89 per cent, C2H6 = 4,5 per cent, C3H8 = 2,3 per cent, C6H14 = 0,2 per cent, O2 = 0,6 per cent, N2 = 4 per cent















As an alternative to the above equation, Sλ may be calculated from the ratio of the stoichiometric air demand of pure methane to the stoichiometric air demand of the fuel blend supplied to the engine, as specified below.
Lambda-shift factor (Sλ) expresses the oxygen demand of any fuel blend in relation to oxygen demand of pure methane. Oxygen demand means the amount of oxygen to oxidise methane in a stoichiometric composition of reaction partners to products of complete combustion (i.e. carbon-dioxide and water).
For the combustion of pure methane the reaction is as set out in equation (A.6-4):













(A.6-4)




In this case the ratio of molecules in stoichiometric composition of reaction partners is exactly 2:





where:














=


number of molecules of oxygen











=


number of molecules of methane




The oxygen demand for pure methane is therefore:




with a reference value of [nCH4
]= 1kmol
The value of Sλ may be determined from the ratio of the stoichiometric composition of oxygen and methane to the ratio of the stoichiometric composition of oxygen and the fuel blend supplied to the engine, as set out in equation (A.6-5):













(A.6-5)




where:














=


number of molecules of the fuel blend











=


the ratio of the molecules in the stoichiometric composition of oxygen and the fuel blend supplied to the engine




Because air contains 21 per cent oxygen the stoichiometric air demand Lst
 of any fuel shall be calculated by means of equation (A.6-6):













(A.6-6)




where:














=


the stoichiometric air demand for the fuel











=


the stoichiometric oxygen demand for the fuel




Consequently the value of Sλ may also be determined from the ratio of the stoichiometric composition of air and methane to the ratio of the stoichiometric composition of air and the fuel blend supplied to the engine, i.e. the ratio of the stoichiometric air demand of methane to that of the fuel blend supplied to the engine, as set out in equation (A.6-7):













(A.6-7)




Therefore, any calculation that specifies the stoichiometric air demand may be used to express the Lambda-shift factor.


(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).




APPENDIX A.3

CORRECTION FOR CO2 IN THE EXHAUST ARISING FROM CO2 IN THE GASEOUS FUEL

A.3.1.   Instantaneous mass flow rate of CO2 in the gaseous fuel stream








A.3.1.1.


Gas composition and gas flow shall be determined according to the requirements of paragraphs A.1.1 to A.1.4 of Appendix A.1 to this Annex.












A.3.1.2.


The instantaneous mass flow rate of CO2 in a stream of gas supplied to the engine shall be calculated by means of equation (A.6-8).













(A.6-8)




where:














=


Instantaneous mass flow rate of CO2 from the gas stream [g/s]











=


Instantaneous mass flow rate of the gas stream [g/s]





x
CO2i



=


Molar fraction of CO2 in the gaseous stream [-]





M
CO2



=


Molar mass of CO2 [g/mol]





M
stream



=


Molar mass of gas stream [g/mol]





M
stream shall be calculated from all measured constituents (1, 2, …, n) by means of equation (A.6-9).













(A.6-9)




where:








X

1, 2
, …

n




=


Molar fraction of each measured constituent in the gas stream (CH4, CO2, …) [-]





M

1, 2
, …

n




=


Molar mass of each measured constituent in the gas stream [g/mol]
















A.3.1.3.


In order to determine the total mass flow rate of CO2 in the gaseous fuel entering the engine the calculation in equation (A.6-8) shall be performed for each individual gas stream containing CO2 that is entering the gas blending system and the result for each gas stream added together, or it shall be performed for the blended gas leaving the blending system and entering the engine by means of equation (A.6-10):













(A.6-10)




where:














=


instantaneous combined mass flow rate of CO2 arising from the CO2 in the gaseous fuel entering the engine [g/s]











=


instantaneous mass flow rate of CO2 arising from the CO2 in each individual gas stream a, b, …, n [g/s]








A.3.2.   Calculation of specific CO2 emissions for transient and ramped modal cycles








A.3.2.1.


The total mass per test of CO2 emission from the CO2 in the fuel m
CO2,fuel [g/test] shall be calculated by summation of the instantaneous mass flow rate of CO2 in the gaseous fuel entering the engine



[g/s] over the test cycle by means of equation (A.6-11):













(A.6-11)




where:








f



=


data sampling rate [Hz]




N


=


number of measurements [-]
















A.3.2.2.


The total mass of CO2 emission m
CO2 [g/test] used in equation (A.5-61), (A.5-63), (A.5-128) or (A.5-130) of Annex 5 to calculate the specific emissions result e
CO2 [g/kWh] shall be replaced in those equations by the corrected value m
CO2, corr [g/test] calculated by means of equation (A.6-12).







m
CO2, corr = m
CO2 – m
CO2, fuel



(A.6-12)








A.3.3.   Calculation of specific CO2 emissions for discrete mode cycles








A.3.3.1.


The mean mass flow of CO2 emission from the CO2 in the fuel per hour q

mCO2,fuel or


 [g/h] shall be calculated for each individual test mode from the measurements of instantaneous mass flow rate of



[g/s] given by equation (A.6-10) taken during the sampling period of the respective test mode by means of equation (A.6-13):













(A.6-13)




where:







N


=


number of measurements taken during the test mode [-]
















A.3.3.2.


The mean mass flow rate of CO2 emission q

mCO2 or


 [g/h] for each individual test mode used in equation (A.5-64) or (A.5-131) of Annex 5 to calculate the specific emissions result e
CO2 [g/kWh] shall be replaced in those equations by the corrected value q

mCO2, corr or



[g/h] for each individual test mode calculated by means of equation (A.6-14) or (A.6-15).







q

mCO2,corr = q

mCO2,fuel



(A.6-14)











(A.6-15)














ANNEX 7

TECHNICAL REQUIREMENTS FOR DUAL-FUEL ENGINES

1.   SCOPE
This Annex shall apply for dual-fuel engines as defined in paragraph 2 of this Regulation when they are being operated simultaneously on both a liquid and a gaseous fuel (dual-fuel mode).
This Annex shall not apply for testing engines, including dual-fuel engines, when they are being operated solely on liquid or solely on gaseous fuels (i.e. when the GER is either 1 or 0 according to the type of fuel). In this case the requirements are the same as for any single-fuel engine.
2.   DEFINITIONS AND ABBREVIATIONS
For the purposes of this Annex the following definitions shall apply and for further clarification see also Appendix A.3 to this Annex:








2.1.


"GER (Gas Energy Ratio)" has the meaning defined in paragraph 2 of this Regulation based on the lower heating value;












2.2.


"GERcycle" means the average GER when operating the engine on the applicable engine test cycle;












2.3.


"Dual-fuel Type 1A engine" means either:






(a)


Dual-fuel engine of a sub-category of NRE 19 ≤ kW ≤ 560, that operates over the hot-start NRTC test-cycle with an average gas energy ratio that is not lower than 90 per cent (GERNRTC, hot ≥ 0,9) and that does not idle using exclusively liquid fuel, and that has no liquid-fuel mode, or;










(b)


A dual-fuel engine of any (sub-) category other than a sub-category of NRE 19 ≤ kW ≤ 560, that operates over the NRSC test-cycle with an average gas energy ratio that is not lower than 90 per cent (GERNRSC ≥ 0,9) and that does not idle using exclusively liquid fuel, and that has no liquid-fuel mode;
















2.4.


"Dual-Fuel Type 1B engine" means either:






(a)


Dual-fuel engine of a sub-category of NRE 19 ≤ kW ≤ 560, that operates over the hot-start NRTC test-cycle with an average gas energy ratio that is not lower than 90 % (GERNRTC, hot ≥ 0,9) and that does not idle using exclusively liquid fuel in dual-fuel mode, and that has a liquid-fuel mode, or;










(b)


Dual-fuel engine of any (sub-) category other than a sub-category of NRE 19 ≤ kW ≤ 560, that operates over the NRSC test-cycle with an average gas energy ratio that is not lower than 90 % (GERNRSC ≥ 0,9) and that does not idle using exclusively liquid fuel in dual-fuel mode, and that has a liquid-fuel mode;
















2.5.


"Dual-Fuel Type 2A engine" means either:






(a)


Dual-fuel engine of a sub-category of NRE 19 ≤ kW ≤ 560, that operates over the hot-start NRTC test-cycle with an average gas energy ratio between 10 per cent and 90 per cent (0,1 < GERNRTC, hot < 0,9) and that has no liquid-fuel mode or that operates over the hot-start NRTC test-cycle with an average gas energy ratio that is not lower than 90 per cent (GERNRTC, hot ≥ 0,9), but that idles using exclusively liquid fuel, and that has no liquid-fuel mode, or;










(b)


Dual-fuel engine of any (sub-) category other than a sub-category of NRE 19 ≤ kW ≤ 560, that operates over the NRSC test-cycle with an average gas energy ratio between 10 per cent and 90 per cent (0,1 < GERNRSC < 0,9), and that has no liquid-fuel mode or that operates over the NRSC test-cycle with an average gas energy ratio that is not lower than 90 per cent (GERNRSC ≥ 0,9), but that idles using exclusively liquid fuel, and that has no liquid-fuel mode;
















2.6.


"Dual-Fuel Type 2B engine" means either:






(a)


Dual-fuel engine of a sub-category of NRE 19 ≤ kW ≤ 560, that operates over the hot-start NRTC test-cycle with an average gas energy ratio between 10 per cent and 90 per cent (0,1 < GERNRTC, hot < 0,9) and that has a liquid-fuel mode or that operates over the hot-start NRTC test-cycle with an average gas energy ratio that is not lower than 90 per cent (GERNRTC, hot ≥ 0,9), and that has a liquid-fuel mode but that can idle using exclusively liquid fuel in dual-fuel mode, or;










(b)


Dual-fuel engine of any (sub-) category other than a sub-category of NRE 19 ≤ kW ≤ 560, that operates over the NRSC test-cycle with an average gas energy ratio between 10 per cent and 90 per cent (0,1 < GERNRSC < 0,9), and that has no liquid-fuel mode or that operates over the NRSC test-cycle with an average gas energy ratio that is not lower than 90 per cent (GERNRSC ≥ 0,9), and that has a liquid-fuel mode but that can idle using exclusively liquid fuel in dual-fuel mode;
















2.7.


"Dual-Fuel Type 3B engine" means either:






(a)


Dual-fuel engine of a sub-category of NRE 19 ≤ kW ≤ 560, that operates over the hot-start NRTC test-cycle with an average gas energy ratio that does not exceed 10 per cent (GERNRTC, hot ≤ 0,1) and that has a liquid-fuel mode, or:










(b)


Dual-fuel engine of any (sub-) category other than a sub-category of NRE 19 ≤ kW ≤ 560, that operates over the NRSC test-cycle with an average gas energy ratio that does not exceed 10 per cent (GERNRSC ≤ 0,1) and that has a liquid-fuel mode;








3.   DUAL-FUEL SPECIFIC ADDITIONAL APPROVAL REQUIREMENTS








3.1.


Engines with operator-adjustable control of GERcycle.
In the case for a given engine type the value of GERcycle can be reduced from the maximum by an operator-adjustable control, the minimum GERcycle shall not be limited but the engine shall be capable of meeting the emission limit values at any value of GERcycle permitted by the manufacturer.




4.   GENERAL REQUIREMENTS
4.1.   Operating modes of dual-fuel engines








4.1.1.


Conditions for a dual-fuel engine to operate in liquid mode
A dual-fuel engine may only operate in liquid-fuel mode if, when operating in liquid-fuel mode, it has been certified according to all the requirements of this Regulation concerning operation solely on the specified liquid fuel.
When a dual-fuel engine is developed from an already certified liquid-fuel engine, then a new type approval certificate is required in the liquid-fuel mode.












4.1.2.


Conditions for a dual-fuel engine to idle using liquid fuel exclusively












4.1.2.1.


Dual-fuel Type 1A engines shall not idle using liquid fuel exclusively except under the conditions defined in paragraph 4.1.3 of this Annex for warm-up and start.












4.1.2.2.


Dual-fuel Type 1B engines shall not idle using liquid fuel exclusively in dual-fuel mode.












4.1.2.3.


Dual-fuel Types 2A, 2B and 3B engines may idle using liquid fuel exclusively.












4.1.3.


Conditions for a dual-fuel engine to warm-up or start using liquid fuel solely












4.1.3.1.


A Type 1B, Type 2B, or Type 3B dual-fuel engine may warm-up or start using liquid fuel solely. In the case that the emission control strategy during warm-up or start-up in dual-fuel mode is the same as the corresponding emission control strategy in liquid-fuel mode the engine may operate in dual-fuel mode during warm-up or start-up. If this condition is not met the engine shall only warm-up or start-up using liquid fuel solely when in liquid-fuel mode.












4.1.3.2.


A Type 1A or Type 2A dual-fuel engine may warm-up or start-up using liquid fuel solely. However, in that case, the strategy shall be declared as an AECS and the following additional requirements shall be met:












4.1.3.2.1.


The strategy shall cease to be active when the coolant temperature has reached a temperature of 343 K (70 °C), or within 15 minutes after it has been activated, whichever occurs first; and












4.1.3.2.2.


The service mode shall be activated while the strategy is active.












4.2.


Service mode












4.2.1.


Conditions for dual-fuel engines to operate in service mode
When an engine is operating in service mode it is subject to an operability restriction and is temporarily exempted from complying with the requirements related to exhaust emissions and NOX control described in this Regulation.












4.2.2.


Operability restriction in service mode












4.2.2.1.


Requirement
The operability restriction applicable to non-road mobile machinery fitted with a dual-fuel engine operated in service mode is the one activated by the "severe inducement system" specified in paragraph A.1.5.4 of Annex 9.
In order to account for safety concerns and to allow for self-healing diagnostics, use of an inducement override function for releasing full engine power is permitted according to paragraph A.1.5.5 of Annex 9.
The operability restriction shall not otherwise be deactivated by either the activation or deactivation of the warning and inducement systems specified in paragraph 5 of this Regulation.
The activation and the deactivation of the service mode shall not activate or deactivate the warning and inducement systems specified in Annex 9.












4.2.2.2.


Reserved












4.2.2.3.


Activation of the operability restriction
The operability restriction shall be automatically activated when the service mode is activated.
In the case where the service mode is activated according to paragraph 4.2.3 of this Annex because of a malfunction of the gas supply system, the operability restriction shall become active within 30 minutes operating time after the service mode is activated.
In the case where the service mode is activated because of an empty gaseous fuel tank, the operability restriction shall become active as soon as the service mode is activated.












4.2.2.4.


Deactivation of the operability restriction
The operability restriction system shall be deactivated when the engine no longer operates in service mode.












4.2.3.


Unavailability of gaseous fuel when operating in a dual-fuel mode
In order to permit the non-road mobile machinery to move to a position of safety, upon detection of an empty gaseous fuel tank, or of a malfunctioning gas supply system:






(a)


Dual-fuel engines of Types 1A and 2A shall activate the service mode;










(b)


Dual-fuel engines of Types 1B, 2B and 3B shall operate in liquid mode.
















4.2.3.1.


Unavailability of gaseous fuel — empty gaseous fuel tank
In the case of an empty gaseous fuel tank, the service mode or, as appropriate according to paragraph 4.2.3 above, the liquid fuel mode shall be activated as soon as the engine system has detected that the tank is empty.
When the gas availability in the tank again reaches the level that justified the activation of the empty tank warning system specified in paragraph 4.3.2 below, the service mode may be deactivated, or, when appropriate, the dual-fuel mode may be reactivated.












4.2.3.2.


Unavailability of gaseous fuel — malfunctioning gas supply
In the case of a malfunctioning gas supply system that causes the unavailability of gaseous fuel, the service mode or, as appropriate according to paragraph 4.2.3 above, the liquid fuel mode shall be activated when gaseous fuel supply is not available.
As soon as the gaseous fuel supply becomes available the service mode may be deactivated, or, when appropriate, the dual-fuel mode may be reactivated.




4.3.   Dual-fuel indicators








4.3.1.


Dual-fuel operating mode indicator
The non-road mobile machinery shall provide to the operator a visual indication of the mode under which the engine operates (dual-fuel mode, liquid mode, or service mode).
The characteristics and the location of this indicator shall be left to the discretion of the OEM and may be part of an already existing visual indication system.
This indicator may be completed by a message display. The system used for displaying the messages referred to in this paragraph may be the same as the ones used for NOX control diagnostics, or other maintenance purposes.
The visual element of the dual-fuel operating mode indicator shall not be the same as the one used for the purpose of NOX control diagnostics, or for other engine maintenance purposes.
Safety alerts always have display priority over the operating mode indication.












4.3.1.1.


The dual-fuel mode indicator shall be set to service mode as soon as the service mode is activated (i.e. before it becomes actually active) and the indication shall remain as long as the service mode is active.












4.3.1.2.


The dual-fuel mode indicator shall be set for at least one minute on dual-fuel mode or liquid-fuel mode as soon as the engine operating mode is changed from liquid fuel to dual-fuel mode or vice-versa. This indication is also required for at least one minute at key-on, or at the request of the manufacturer at engine cranking. The indication shall also be given upon the operator’s request.












4.3.2.


Empty gaseous fuel tank warning system (dual-fuel warning system)
Non-road mobile machinery fitted with a dual-fuel engine shall be equipped with a dual-fuel warning system that alerts the operator that the gaseous fuel tank will soon become empty.
The dual-fuel warning system shall remain active until the tank is refuelled to a level above which the warning system is activated.
The dual-fuel warning system may be temporarily interrupted by other warning signals providing important safety-related messages.
It shall not be possible to turn off the dual-fuel warning system by means of a scan-tool as long as the cause of the warning activation has not been rectified.












4.3.2.1.


Characteristics of the dual-fuel warning system
The dual-fuel warning system shall consist of a visual alert system (icon, pictogram, etc.) left to the choice of the manufacturer.
It may include, at the choice of the manufacturer, an audible component. In that case, the cancelling of that component by the operator is permitted.
The visual element of the dual-fuel warning system shall not be the same as the one used for the purpose of NOX control diagnostics, or for other engine maintenance purposes.
In addition the dual-fuel warning system may display short messages, including messages indicating clearly the remaining distance or time before the activation of the operability restriction.
The system used for displaying the warning or messages referred to in this paragraph may be the same as the one used for displaying the warning or messages related the NOX control diagnostics, or warning or messages for other maintenance purposes.
A facility to permit the operator to dim the visual alarms provided by the warning system may be provided on non-road mobile machinery for use by the rescue services or on non-road mobile machinery designed and constructed for use by the armed services, civil defence, fire services and forces responsible for maintaining public order.












4.4.


Communicated torque












4.4.1.


Communicated torque when a dual-fuel engine operates in dual-fuel mode
When a dual-fuel engine operates in dual-fuel mode:






(a)


The reference torque curve retrievable shall be the one obtained when that engine is tested on an engine test bench in the dual-fuel mode;










(b)


The recorded actual torques (indicated torque and friction torque) shall be the result of the dual-fuel combustion and not the one obtained when operating with liquid fuel exclusively.
















4.4.2.


Communicated torque when a dual-fuel engine operates in liquid-fuel mode
When a dual-fuel engine operates in liquid-fuel mode, the reference torque curve retrievable shall be the one obtained when the engine is tested on an engine test bench in liquid-fuel mode.












4.5.


Additional requirements












4.5.1.


Where used for a dual-fuel engine, adaptive strategies shall, in addition to satisfying the requirements of Annex 9, additionally comply with the following requirements:






(a)


The engine shall always remain within the dual-fuel engine type (that is Type 1A, Type 2B, etc.) that has been declared for the type-approval; and










(b)


In case of a Type 2 engine, the resulting difference between the highest and the lowest maximum GERcycle within the family shall never exceed the range set out in paragraph 2.4.15 of Annex 10 to this Regulation, except in the case of engines with an operator adjustable control of GERcycle as permitted by paragraph 3.1 of this Annex.
















4.6.


The type approval shall be conditional upon providing to the OEM and end-users, in accordance with Appendix 6 to this Regulation, instructions for installation and operation of the dual-fuel engine including the service mode set out in paragraph 4.2 and the dual-fuel indicator system set out in paragraph 4.3.




5.   PERFORMANCE REQUIREMENTS








5.1.


The performance requirements, including emission limit values, and the requirements for type-approval applicable to dual-fuel engines are identical to those of any other engine of the respective engine category as set out in this Regulation, except as set out in this paragraph 5.












5.2.


The hydrocarbon (HC) limit for operation in dual-fuel mode shall be determined using the average gas energy ratio (GER) over the specified test cycle as set out in Appendix A.6 to Annex 4.












5.3.


The technical requirements on emission control strategies, including documentation required to demonstrate these strategies, technical provisions to resist tampering and the prohibition of defeat devices are identical to those of any other engine of the respective engine category as set out in Annex 9.












5.4.


The detailed technical requirements on the area associated with the relevant NRSC cycle, within which there is control of the amount that the emissions shall be permitted to exceed the limit values set out in Appendix 2 to this Regulation are identical to those of any other engine of the respective engine category as set out in Annex 7.




6.   DEMONSTRATION REQUIREMENTS








6.1.


The demonstration requirements applicable to dual-fuel engines are identical to those of any other engine of the respective engine category as set out in this Regulation, except as set out in paragraph 6 of this Annex.












6.2.


Compliance with the applicable limit values shall be demonstrated in dual-fuel mode.












6.3.


For dual-fuel engine types with a liquid-fuel mode (i.e. types 1B, 2B, 3B) compliance with the applicable limit values shall additionally be demonstrated in liquid-fuel mode.












6.4.


Additional demonstration requirements in case of a Type 2 engine












6.4.1.


The manufacturer shall present the Type Approval Authority with evidence showing that the GERcycle span of all members of the dual-fuel engine family remains within the range specified in paragraph 2.4.15 of Annex 10 to this Regulation, or in the case of engines with an operator-adjustable GERcycle satisfy the requirements of paragraph 6.5 (for example, through algorithms, functional analyses, calculations, simulations, results of previous tests, etc.).












6.5.


Additional demonstration requirements in case of an engine with an operator-adjustable GERcycle













6.5.1.


Compliance with the applicable limit values shall be demonstrated at the minimum and maximum value of GERcycle permitted by the manufacturer.












6.6.


Requirements for demonstrating the durability of a dual-fuel engine












6.6.1.


Provisions of Annex 8 shall apply.












6.7.


Demonstration of the dual-fuel indicators, warning and operability restriction












6.7.1.


As part of the application for type-approval under this Regulation, the manufacturer shall demonstrate the operation of dual-fuel indicators and of the warning and operability restriction in accordance with the provisions of Appendix A.1 to this Annex.












6.8.


Documentation of the demonstration
A demonstration report shall document the demonstration conducted to comply with paragraph 6 of this Annex. The report shall:






(a)


Describe the demonstration performed, including the applicable test cycle;










(b)


Be included in the information folder as set out in Annex 1 of this Regulation.








7.   REQUIREMENTS TO ENSURE THE CORRECT OPERATION OF NOX CONTROL MEASURES








7.1.


Annex 9 (on technical requirements on NOX control measures) shall apply to dual-fuel engines, whether operating in dual-fuel or liquid mode.












7.2.


Additional NOX control requirements in case of Type 1B, Type 2B and Type 3B dual-fuel engines












7.2.1.


The torque considered to apply to the severe inducement defined in paragraph A.1.5.4 of Annex 9 shall be the lowest of the torques obtained in liquid-fuel mode and in dual-fuel mode.












7.2.2.


A possible influence of the mode of operation on the malfunction detection shall not be used to extend the time until an inducement becomes active.












7.2.3.


In the case of malfunctions the detection of which does not depend on the operation mode of the engine, the mechanisms specified in Annex 9 that are associated with the DTC status shall not depend on the operation mode of the engine (for example, if a DTC reached the potential status in dual-fuel mode, it will get the confirmed and active status the next time the failure is detected, even in liquid-fuel mode).












7.2.4.


In the case of malfunctions where the detection depends on the operation mode of the engine, DTCs shall not get a previously active status in a different mode than the mode in which they reached the confirmed and active status.












7.2.5.


A change of the mode of operation (dual-fuel to liquid fuel or vice-versa) shall not stop nor reset the mechanisms implemented to comply with the specification of Annex 9 (counters, etc.). However, in the case where one of these mechanisms (for example a diagnostic system) depends on the actual operation mode the counter associated with that mechanism may, at the request of the manufacturer and upon approval of the Type Approval Authority:






(a)


Halt and, when applicable, hold their present value when the operation mode changes;










(b)


Restart and, when applicable, continue counting from the point at which they have been held when the operation mode changes backs to the other operation mode.











APPENDIX A.1

DUAL-FUEL ENGINE DUAL-FUEL INDICATOR, WARNING SYSTEM, OPERABILITY RESTRICTION — DEMONSTRATION REQUIREMENTS

A.1.1.   Dual-fuel indicators
A.1.1.1.   Dual-fuel mode indicator
The ability of the engine to command the activation of the dual-fuel mode indicator when operating in dual-fuel mode shall be demonstrated at type-approval.
A.1.1.2.   Liquid-fuel mode indicator
In the case of a Type 1B, Type 2B, or Type 3B dual-fuel engine the ability of the engine to command the activation of the liquid-fuel mode indicator when operating in liquid-fuel mode shall be demonstrated at type-approval.
A.1.1.3.   Service mode indicator
The ability of the engine to command the activation of the service mode indicator when operating in service mode shall be demonstrated at type-approval.








A.1.1.3.1.


When so-equipped it is sufficient to perform the demonstration related to the service mode indicator by activating a service mode activation switch and to present the Type Approval Authority with evidence showing that the activation occurs when the service mode is commanded by the engine system itself (for example, through algorithms, simulations, result of in-house tests, etc. …).




A.1.2.   Warning system
The ability of the engine to command the activation of the warning system in the case that the amount of gaseous fuel in the gaseous fuel tank is below the warning level, shall be demonstrated at type-approval. For that purpose the actual amount of gaseous fuel may be simulated.
A.1.3.   Operability restriction
In the case of a Type 1A or Type 2A dual-fuel engine the ability of the engine to command the activation of the operability restriction upon detection of an empty gaseous fuel tank and of a malfunctioning gas supply system shall be demonstrated at type-approval. For that purpose the empty gaseous fuel tank and the malfunctioning of the gas supply may be simulated.








A.1.3.1.


It is sufficient to perform the demonstration in a typical use-case selected with the agreement of the Type Approval Authority and to present that authority with evidence showing that the operability restriction occurs in the other possible use-cases (for example, through algorithms, simulations, result of in-house tests, etc.).








APPENDIX A.2

EMISSION TEST PROCEDURE REQUIREMENTS FOR DUAL-FUEL ENGINES

A.2.1.   General
This Appendix defines the additional requirements and exceptions to enable emission testing of dual-fuel engines independent whether these emissions are solely exhaust emissions or also crankcase emissions added to the exhaust emissions according to paragraph 6.10 of Annex 4. In the case that no additional requirement or exception is listed, the requirements of this Regulation shall apply to dual-fuel engines in the same way as they apply to any other approved engine types or engine families.
Emission testing of a dual-fuel engine is complicated by the fact that the fuel used by the engine can vary between pure liquid fuel and a combination of mainly gaseous fuel with only a small amount of liquid fuel as an ignition source. The ratio between the fuels used by a dual-fuel engine can also change dynamically depending of the operating condition of the engine. As a result special precautions and restrictions are necessary to enable emission testing of these engines.
A.2.2.   Test conditions
Paragraph 6 of Annex 4 shall apply.
A.2.3.   Test procedures
Paragraph 7 of Annex 4 shall apply.
A.2.4.   Measurement procedures
Paragraph 8 of Annex 4 shall apply except as set out in this Appendix.
A full-flow dilution measurement procedure for dual-fuel engines is illustrated in Figure A.4-5 of Annex 4 (CVS system).
This measurement procedure ensures that the variation of the fuel composition during the test will mainly influence the hydrocarbon measurement results. This shall be compensated via one of the methods described in paragraph A.2.7 of this Appendix.
Raw gaseous/partial flow measurement illustrated in Figure A.4-6 of Annex 4 may be used with some precautions regarding exhaust mass flow determination and calculation methods.
A.2.5.   Measurement equipment
Paragraph 9 of Annex 4 shall apply.
A.2.6.   Particle number emissions measurement
Appendix A.1 to Annex 4 shall apply.
A.2.7.   Emission calculation
The emission calculation shall be performed according to Annex 5 except as set out in this paragraph. The additional requirements set out in paragraph A.2.7.1 shall apply for mass-based calculations and the additional requirements set out in paragraph A.2.7.2 shall apply for molar-based calculations.
The emission calculation requires knowledge of the composition of the fuels being used. When a gaseous fuel is supplied with a certificate confirming the properties of the fuel (e.g. gas from bottles) it is acceptable to use the composition specified by the supplier. Where the composition is not available (e.g. pipeline fuel) the fuel composition shall be analysed at least prior to and after the engine emission test is conducted. More frequent analysis shall be permitted and the results used in the calculation.
Where the gas energy ratio (GER) is used it shall be consistent with the definition in paragraph 2 of this Regulation and the specific provisions on hydrocarbon (HC) limits for fully and partially gaseous-fuelled engines in Appendix 2 to this Regulation. The average value of GER over the cycle shall be calculated by one of the following methods:
For hot-start transient cycle and RMC NRSC by dividing the sum of the GER at each measurement point by the number of measurement points;
For discrete-mode NRSC by multiplying the average GER for each test mode by the corresponding weighting factor for that mode and calculating the sum for all modes. The weighting factors shall be taken from Appendix A.6 to Annex 4 for the applicable cycle.
A.2.7.1.   Mass-based emission calculation
Appendix A.1 to Annex 5 shall apply except as set out in this paragraph.
A.2.7.1.1.   Dry/wet correction
A.2.7.1.1.1.   Raw exhaust gas
Equations (A.5-3) and (A.5-4) of Appendix A.1 to Annex 5 shall be used to calculate the dry/wet correction.
The fuel specific parameters shall be determined in accordance with paragraph A.2.7.1.5.
A.2.7.1.1.2.   Diluted exhaust gas
Equation (A.5-3) with either equation (A.5-25) or (A.5-26) of Annex 5 shall be used to calculate the wet/dry correction.
The molar hydrogen ratio α of the combination of the two fuels shall be used for the dry/wet correction. This molar hydrogen ratio shall be calculated from the fuel consumption measurement values of both fuels in accordance with paragraph A.2.7.1.5.
A.2.7.1.2.   NOX correction for humidity
The NOX humidity correction for compression ignition engines as specified in equation (A.5-9) of Annex 5 shall be used.
A.2.7.1.3.   Partial flow dilution (PFS) and raw gaseous measurement
A.2.7.1.3.1.   Determination of exhaust gas mass flow
The exhaust mass flow shall be determined using a raw exhaust flowmeter as described in paragraph 9.4.5.3 of Annex 5.
Alternatively the airflow and air to fuel ratio measurement method according to equations (A.5-17) to (A.5-19) of Annex 5 may be used only if α, γ, δ and ε values are determined according to paragraph A.2.7.1.5.3. The use of a zirconia-type sensor to determine the air fuel ratio is not allowed.
In the case of testing engines subject to steady-state test cycles only the exhaust gas mass flow may be determined by the air and fuel measurement method in accordance with equation (A.5-15) of Annex 5.
A.2.7.1.3.2.   Determination of the gaseous components
Paragraph A.1.1 of Appendix A.1 to Annex 5 shall apply except as set out in this paragraph.
The possible variation of fuel composition will influence all the ugas
 factors and molar component ratios used in the emission calculations. One of the following approaches shall be used to determine ugas
 factors and molar component ratios at the choice of the manufacturer.






(a)


The exact equations in paragraph A.1.1.5.2 or A.1.2.3 of Appendix A.1 to Annex 5 shall be applied to calculate instantaneous values of ugas
 using the instantaneous proportions of liquid and gaseous fuel (determined from instantaneous fuel consumption measurements or calculations) and instantaneous molar component ratios determined in accordance with paragraph 7.1.5; or,










(b)


When the mass-based calculation in Appendix A.1 to Annex 5 is used for the specific case of a dual-fuel engine operated on gas and diesel fuel, tabulated values may be used for the molar component ratios and ugas
 values. These tabulated values shall be applied as follows:






(i)


For engines operated on the applicable test cycle with an average gas energy ratio greater than or equal to 90 per cent (GER ≥ 0,9) the required values shall be those for the gaseous fuel taken from Tables A.5-1 or A.5-2 of Annex 5.










(ii)


For engines operated on the applicable test cycle with an average gas energy ratio between 10 per cent and 90 per cent (0,1 < GER < 0,9) the required values shall be assumed to be represented by those for a mixture of 50 % gaseous fuel and 50 % diesel fuel taken from Tables A.7-1 and A.7-2.










(iii)


For engines operated on the applicable test cycle with an average gas energy ratio less than or equal to 10 per cent (GER ≤ 0,1) the required values shall be those for diesel fuel taken from taken from Tables A.5-1 or A.5-2 of Annex 5.










(iv)


For the calculation of HC emissions the ugas
 value of the gaseous fuel shall be used in all cases irrespective of the average gas energy ratio (GER).





Table A.7-1


Molar component ratios for a mixture of 50 per cent gaseous fuel and 50 per cent diesel fuel (mass per cent)










Gaseous fuel


α


γ


δ


ε




CH4



2,8681 


0 


0 


0,0040 




GR



2,7676 


0 


0 


0,0040 




G23



2,7986 


0 


0,0703 


0,0043 




G25



2,7377 


0 


0,1319 


0,0045 




Propane


2,2633 


0 


0 


0,0039 




Butane


2,1837 


0 


0 


0,0038 




LPG


2,1957 


0 


0 


0,0038 




LPG Fuel A


2,1740 


0 


0 


0,0038 




LPG Fuel B


2,2402 


0 


0 


0,0039 








A.2.7.1.3.2.1.   Mass per test of a gaseous emission
In the case that the exact equations are applied to calculate instantaneous values of u
gas in accordance with paragraph A.2.7.1.3.2(a) then, when calculating the mass per test of a gaseous emission for transient (NRTC and LSI-NRTC) test cycles and RMC, u
gas shall be included in the summation in equation (A.5-2) of paragraph A.1.1.2 of Appendix A.1 to Annex 5 by means of equation (A.7-1):













(A.7-1)




where:



ugas,i


 is the instantaneous value of ugas

The remaining terms of the equation are as set out in paragraph A.1.1.2 of Appendix A.1 to Annex 5.

Table A.7-2


Raw exhaust gas u gas values and component densities for a mixture of 50 per cent gaseous fuel and 50 per cent diesel fuel (mass per cent)













Gaseous fuel


Gas





ρ

e




NOX



CO


HC


CO2



O2



CH4





 


 


rgas [kg/m3]



 


 


 




2,053 


1,250 



 (1)



1,9636 


1,4277 


0,716 




 


 


ugas
 (2)



 


 


 




CNG/LNG (3)



1,2786 


0,001606 


0,000978 


0,000528 (4)



0,001536 


0,001117 


0,000560 




Propane


1,2869 


0,001596 


0,000972 


0,000510 


0,001527 


0,001110 


0,000556 




Butane


1,2883 


0,001594 


0,000971 


0,000503 


0,001525 


0,001109 


0,000556 




LPG (5)



1,2881 


0,001594 


0,000971 


0,000506 


0,001525 


0,001109 


0,000556 




A.2.7.1.3.3.   Particulate determination
For the determination of particulate emissions with the partial dilution measurement method the calculation shall be performed according to the equations in paragraph A.1.3 of Appendix A.1 to Annex 5.
The requirements of paragraph 8.2.1.2 of Annex 5 shall apply for controlling the dilution ratio. In particular, if the combined transformation time of the exhaust flow measurement and the partial flow system exceeds 0,3 s, look-ahead control based on a pre-recorded test run shall be used. In this case, the combined rise time shall be ≤ 1 s and the combined delay time ≤ 10 s. Except in the case that the exhaust mass flow is measured directly the determination of exhaust mass flow shall use values of α, γ, δ and ε determined according to paragraph A.2.7.1.5.3.
The quality check according to paragraph 8.2.1.2 of Annex 4 shall be performed for each measurement.
A.2.7.1.3.4.   Additional requirements regarding the exhaust gas mass flowmeter
The flowmeter referred to in paragraphs 9.4.1.5.3 and 9.4.1.5.4 of Annex 4 shall not be sensitive to the changes in exhaust gas composition and density. The small errors of e.g. pitot tube or orifice-type of measurement (equivalent with the square root of the exhaust density) may be neglected.
A.2.7.1.4.   Full flow dilution measurement (CVS)
Paragraph A.1.2 of Appendix A.1 to Annex 5 shall apply except as set out in this paragraph.
The possible variation of the fuel composition will mainly influence the tabulated hydrocarbon ugas
 value. The exact equations shall be applied for the calculation of the hydrocarbon emissions using the molar component ratios determined from the fuel consumption measurements of both fuels according to paragraph A.2.7.1.5.
A.2.7.1.4.1.   Determination of the background corrected concentrations
To determine the stoichiometric factor, the molar hydrogen ratio α of the fuel shall be calculated as the average molar hydrogen ratio of the fuel mix during the test according to paragraph A.2.7.1.5.3.
Alternatively the Fs value of the gaseous fuel may be used in equation (A.5-28) of Annex 5.
A.2.7.1.5.   Determination of molar component ratios
A.2.7.1.5.1.   General
This paragraph shall be used for the determination of molar component ratios when the fuel mix is known (exact method).
A.2.7.1.5.2.   Calculation of the fuel mixture components
Equations (A.7-2) to (A.7-7) shall be used to calculate the elemental composition of the fuel mixture:













(A.7-2)











(A.7-3)











(A.7-4)











(A.7-5)











(A.7-6)











(A.7-7)




where:







q

mf1



is the fuel mass flow rate of fuel 1, kg/s





q

mf2



is the fuel mass flow rate of fuel 2, kg/s





w

H




is the hydrogen content of fuel, per cent mass





w

H




is the carbon content of fuel, per cent mass





w

S




is the sulphur content of fuel, per cent mass





w

N




is the nitrogen content of fuel, per cent mass





w

O




is the oxygen content of fuel, per cent mass




A.2.7.1.5.3.   Calculation of the molar ratios of H, C, S, N and O related to C for the fuel mixture
The calculation of the atomic ratios (especially the H/C-ratio α) is given in Annex 5 by means of equations (A.7-8) to (A.7-11):













(A.7-8)











(A.7-9)











(A.7-10)











(A.7-11)




where:







w

H




is the hydrogen content of fuel, mass fraction [g/g] or [per cent mass]





w

C




is the carbon content of fuel, mass fraction [g/g] or [per cent mass]





w

S




is the sulphur content of fuel, mass fraction [g/g] or [per cent mass]





w

N




is the nitrogen content of fuel, mass fraction [g/g] or [per cent mass]





w

O




is the oxygen content of fuel, mass fraction [g/g] or [per cent mass]





α



is the molar hydrogen ratio (H/C)





γ



is the molar sulphur ratio (S/C)





δ



is the molar nitrogen ratio (N/C)





ε



is the molar oxygen ratio (O/C)




referring to a fuel CHαOεNδSγ

A.2.7.2.   Molar-based emission calculation
Annex 5 Appendix A.2 shall apply except as set out in this paragraph.
A.2.7.2.1.   NOX correction for humidity
Equation (A.5-102) of Appendix A.2 to Annex 5 (correction for compression ignition engines) shall be used.
A.2.7.2.2.   Determination of exhaust gas mass flow when not using a raw exhaust flowmeter
Equation (A.5-112) of Appendix A.2 to Annex 5 (molar flow rate calculation based on intake air) shall be used. Equation (A.5-113) of Appendix A.2 to Annex 5 (molar flow rate calculation based on fuel mass flow rate) may alternatively be used only when conducting an NRSC test.
A.2.7.2.3.   Molar component ratios for determination of the gaseous components
The exact approach shall be used to determine the molar component ratios using the instantaneous proportions of liquid and gaseous fuel determined from instantaneous fuel consumption measurements or calculations. The instantaneous molar component ratios shall be input in the equations (A.5-88), (A.5-90), and (A.5-91) of Appendix A.2 to Annex 5 for the continuous chemical balance.
The determination of the ratios shall be either performed according to paragraph A.2.7.2.3.1 or paragraph A.2.7.1.5.3.
Gaseous fuels, either blended or sourced from a land line, may contain significant amounts of inert constituents such as CO2 and N2. The manufacturer shall either include these constituents in the atomic ratio calculations described in paragraph A.2.7.2.3.1 or paragraph A.2.7.1.5.3 as applicable, or, alternatively, the manufacturer shall exclude the inert constituents from the atomic ratios and allocate them appropriately to the chemical balance intake air parameters x
O2int, x
CO2int, and x
H2Oint in paragraph A.2.4.3 of Appendix A.2 to Annex 5.
A.2.7.2.3.1.   Determination of molar component ratios
Instantaneous molar component ratios of the number of hydrogen, oxygen, sulphur, and nitrogen atoms to carbon atoms in the mixed fuel for the dual-fuel engines may be calculated by means of equations (A.7-12) to (A.7-15):













(A.7-12)











(A.7-13)











(A.7-14)











(A.7-15)




where:














=


the mass fraction of the element of interest, C, H, O, S, or N, of liquid or gaseous fuel;











=


the instantaneous mass flow rate of the liquid fuel at time t,[kg/hr];











=


the instantaneous mass flow rate of the gaseous fuel at time t,[kg/hr];




In cases where exhaust mass flow rate is calculated based on the mixed fuel rate then w
C in equation (A.5-113) of Appendix A.2 to Annex 5 shall be calculated by means of equation (A.7-16):













(A.7-16)




where:














=


the mass fraction of the carbon in the diesel or gaseous fuel;











=


the mass flow rate of the liquid fuel, [kg/hr];











=


the mass flow rate of the gaseous fuel, [kg/hr].




A.2.7.3.   CO2 determination
Annex 5 shall apply except when the engine is tested on a transient or ramped modal cycle (RMC) using raw gas sampling.
A.2.7.3.1.   CO2 determination when testing on a transient or ramped modal cycle (RMC) using raw gas sampling
Calculation of CO2 emissions from measurement of CO2 in the exhaust gas in accordance with Annex 5 shall not apply. Instead the following provisions shall apply:






 


The measured test-averaged fuel consumption shall be determined from the sum of the instantaneous values over the cycle and shall be used as the base for calculating the test averaged CO2 emissions.










 


The mass of each fuel consumed shall be used to determine, in accordance with paragraph A.2.7.1.5, the molar hydrogen ratio and the mass fractions of the fuel mix in the test.










 


The total corrected fuel mass of both fuels m
fuel,corr [g/test] and CO2 mass emission coming from the fuel m
CO2, fuel [g/test] shall be determined by means of equations (A.7-17) and (A.7-18).













(A.7-17)











(A.7-18)




where:








m

fuel




=


total fuel mass of both fuels [g/test]





m

THC




=


mass of total hydrocarbon emissions in the exhaust gas [g/test]





m

CO




=


mass of carbon monoxide emissions in the exhaust gas [g/test]





w

GAM




=


sulphur content of the fuels [per cent mass]





w

DEL




=


nitrogen content of the fuels [per cent mass]





w

EPS




=


is the oxygen content of the fuels [per cent mass]




α


=


is the molar hydrogen ratio of the fuels (H/C) [-]





A

C




=


is the atomic mass of Carbon: 12,011 [g/mol]





A

H




=


is the atomic mass of Hydrogen: 1,0079 [g/mol]





M


CO





=


is the molecular mass of Carbon monoxide: 28,011 [g/mol]





M

CO2




=


is the molecular mass of Carbon dioxide: 44,01 [g/mol]














 


The CO2 emission resulting from urea m
CO2,urea [g/test] shall be calculated by means of equation (A.7-19):













(A.7-19)




where:








c

urea




=


urea concentration [per cent]





m

urea




=


total urea mass consumption [g/test]





M

CO(NH2)2




=


Molecular mass of urea: 60,056 [g/mol]














 


Then the total CO2 emission m
CO2 [g/test] shall be calculated by means of equation (A.7-20):







m
CO2 = m
CO2,fuel + m
CO2,urea



(A.7-20)














 


The total CO2 emission calculated by means of equation (A.7-20) shall be used in the calculation of brake specific CO2 emissions, eCO2 [g/kWh] in paragraph A.1.4.1.1 of Appendix A.1 or paragraph A.2.8.1.1 of Appendix A.2, both of Annex 5. Where applicable, the correction for CO2 in the exhaust arising from CO2 in the gaseous fuel shall be performed in accordance with Appendix A.3 to Annex 6.






(1)  depending on fuel

(2)  at l = 2, dry air, 273 K, 101,3 kPa

(3)  
            u accurate within 0,2 % for mass composition of: C = 58 - 76 per cent; H = 19 - 25 per cent; N = 0 - 14 per cent (CH4, G20, G23, and G25)

(4)  NMHC on the basis of CH2,93 (for total HC the u
gas coefficient of CH4 shall be used)

(5)  
            u accurate within 0,2 % for mass composition of: C3 = 27 - 90 per cent; C4 = 10 - 73 per cent (LPG Fuels A and B)




APPENDIX A.3

TYPES OF DUAL-FUEL ENGINES OPERATED ON NATURAL GAS/ BIOMETHANE OR LPG AND A LIQUID FUEL — ILLUSTRATION OF THE DEFINITIONS AND MAIN REQUIREMENTS












Dual-fuel type


GERcycle



Idle on liquid fuel


Warm-up on liquid fuel


Operation on liquid fuel solely


Operation in absence of gas


Comments




1A


GERNRTC, hot ≥ 0,9 or
GERNRSC, ≥ 0,9


NOT allowed


Allowed only on service mode


Allowed only on service mode


Service mode


 




1B


GERNRTC, hot ≥ 0,9
or
GERNRSC ≥ 0,9


Allowed only on liquid-fuel mode


Allowed only on liquid-fuel mode


Allowed only on liquid-fuel and service modes


Liquid-fuel mode


 




2A


0,1 < GERNRTC, hot < 0,9
or 0,1 < GERNRSC < 0,9


Allowed


Allowed only on service mode


Allowed only on service mode


Service mode


GERNRTC, hot ≥ 0,9
or
GERNRSC ≥ 0,9
allowed




2B


0,1 < GERNRTC, hot < 0,9
or 0,1 < GERNRSC < 0,9


Allowed


Allowed


Allowed


Liquid-fuel mode


GERNRTC, hot ≥ 0,9
or
GERNRSC ≥ 0,9
allowed




3A


Neither defined nor allowed




3B


GERNRTC, hot ≤ 0,1
or
GERNRSC ≤ 0,1


Allowed


Allowed


Allowed


Liquid-fuel mode


 










ANNEX 8

METHODOLOGY FOR ADAPTING THE EMISSION LABORATORY TEST RESULTS TO INCLUDE THE DETERIORATION FACTORS

1.   DEFINITIONS
For the purposes of this Annex, the following definitions apply:






1.1.


“Ageing cycle” means the non-road mobile machinery or engine operation (speed, load, power) to be executed during the service accumulation period.










1.2.


“Critical emission-related components” means the exhaust after- treatment system, the electronic engine control unit and its associated sensors and actuators, and the EGR system including all related filters, coolers, control valves and tubing.










1.3.


“Critical emission-related maintenance” means the maintenance to be performed on critical emission-related components of the engine.










1.4.


“Emission-related maintenance” means the maintenance which substantially affects emissions or which is likely to affect emissions performance of the non-road mobile machinery or the engine during normal in-use operation.










1.5.


“Engine-after-treatment system family” means a manufacturer’s grouping of engines that comply with the definition of engine family, but which are further grouped into a family of engine families utilising a similar exhaust after-treatment system.










1.6.


“Non-emission-related maintenance” means maintenance which does not substantially affect emissions and which does not have a lasting effect on the emissions performance deterioration of the non-road mobile machinery or the engine during normal in-use operation once the maintenance is performed.










1.7.


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




2.   GENERAL








2.1.


This Annex details the procedures for selecting engines to be tested over a service accumulation schedule for the purpose of determining deterioration factors for engine type approval and conformity of production assessments. The deterioration factors shall be applied to the emissions measured in accordance with Annex 4 and calculated in accordance with Annex 5 in accordance with the procedure set out in paragraph 3.2.7 or paragraph 4.3 of this Annex, respectively.












2.2.


The service accumulation tests or the emissions tests performed to determine deterioration need not be witnessed by the Type Approval Authority.












2.3.


This Annex also details the emission-related and non-emission-related maintenance that should be or may be carried out on engines undergoing a service accumulation schedule. Such maintenance shall conform to the maintenance performed on in-service engines and communicated to the end-users of new engines.




3.   ENGINE CATEGORIES NRE, NRG, SMB, ATS AND SUB-CATEGORIES NRS-V-2B AND NRS-V-3
3.1.   Selection of engines for establishing emission durability period deterioration factors








3.1.1.


Engines shall be selected from the engine family defined in paragraph 2 of Annex 10 to establish emission durability period deterioration factors.












3.1.2.


Engines from different engine families may be further combined into families based on the type of exhaust after-treatment system utilised , or where no after-treatment is used, based upon the similarity of the technical characteristics of the emission control system. Engines of different bore and stroke, different configuration, different air management systems, different fuel systems may be considered as equivalent in respect to emissions deterioration characteristics if the manufacturer provides data to the Type Approval Authority that there is a reasonable technical basis for such determination. In order to place engine families having similar technical specifications and installation for the exhaust after-treatment systems into the same engine after-treatment system family, the manufacturer shall provide data to the Type Approval Authority that demonstrates that the emissions reduction performance of such engines is similar.












3.1.3.


The test engine shall represent the emission deterioration characteristics of the engine families that will apply the resulting deterioration factors for type approval. The engine manufacturer shall select one engine representing the engine family, group of engine families or engine-after-treatment system family, as determined in accordance with paragraph 3.1.2 of this Annex, for testing over the service accumulation schedule referred to in paragraph 3.2.2 of this Annex, which shall be reported to the Type Approval Authority before any testing commences.












3.1.4.


If the Type Approval Authority decides that the worst case emissions of the engine family, group of engine families or engine-after-treatment system family can be better characterised by another test engine, the test engine to be used shall be selected jointly by the Type Approval Authority and the engine manufacturer.




3.2.   Determination of emission durability period deterioration factors
3.2.1.   General
Deterioration factors applicable to an engine family, group of engine families or engine-after-treatment system family shall be developed from the selected engines based on a service accumulation schedule that includes periodic testing for gaseous and particulate emissions over each test cycle applicable to the engine category, as given in Appendix 3 to this Regulation . In the case of the NRTC, only the hot-start cycle results shall be used.








3.2.1.1.


At the request of the manufacturer, the Type Approval Authority may allow the use of deterioration factors that have been established using alternative procedures to those specified in paragraphs 3.2.2 to 3.2.5 of this Annex. In that case, the manufacturer shall demonstrate to the satisfaction of the Type Approval Authority that the alternative procedures used are not less rigorous than those set out in paragraphs 3.2.2 to 3.2.5 of this Annex.




3.2.2.   Service accumulation schedule
Service accumulation schedules may be carried out at the choice of the manufacturer by running a non-road mobile machinery equipped with the selected engine over an "in-service" accumulation schedule or by running the selected engine over a "dynamometer service" accumulation schedule. The manufacturer shall not be required to use reference fuel for the service accumulation in-between emission measurement test points.
3.2.2.1.   In-service and dynamometer service accumulation








3.2.2.1.1.


The manufacturer shall determine the form and duration of the service accumulation and the ageing cycle for engines in a manner consistent with good engineering judgment.












3.2.2.1.2.


The manufacturer shall determine the test points where gaseous and particulate emissions will be measured over the applicable cycles, as follows:






3.2.2.1.2.1.


When running a service accumulation schedule shorter than the emission durability period in accordance with paragraph 3.2.2.1.7 of this Annex, the minimum number of test points shall be three, one at the beginning, one approximately in the middle and one at the end of the service accumulation schedule.










3.2.2.1.2.2.


When completing the service accumulation up to the end of the emission durability period, the minimum number of test points shall be two, one at the beginning and one at the end of the service accumulation.










3.2.2.1.2.3.


The manufacturer may additionally test at evenly spaced intermediate points.
















3.2.2.1.3.


The emission values at the start point and at the emission durability period endpoint either calculated in accordance with paragraph 3.2.5.1 of this Annex or measured directly in accordance with paragraph 3.2.2.1.2.2 of this Annex, shall be within the limit values applicable to the engine family. However individual emission results from the intermediate test points may exceed those limit values.












3.2.2.1.4.


For engine categories or sub-categories to which a transient cycle applies, the manufacturer may request the agreement of the Type Approval Authority to run only one test cycle (either the hot NRTC or LSI-NRTC, as applicable, or NRSC cycle) at each test point, and to run the other test cycle only at the beginning and at the end of the service accumulation schedule.












3.2.2.1.5.


In the case of engine categories or sub-categories for which there is no applicable non-road transient cycle set out in Appendix A.6 to Annex 4, only the NRSC cycle shall be run at each test point.












3.2.2.1.6.


Service accumulation schedules may be different for different engine-after-treatment system families.












3.2.2.1.7.


Service accumulation schedules may be shorter than the emission durability period, but shall not be shorter than the equivalent of at least one quarter of the relevant emission durability period specified in Appendix 3 to this Regulation.












3.2.2.1.8.


Accelerated ageing by adjusting the service accumulation schedule on a fuel consumption basis is permitted. The adjustment shall be based on the ratio between the typical in-use fuel consumption and the fuel consumption on the ageing cycle, but fuel consumption on the ageing cycle shall not exceed typical in-use fuel consumption by more than 30 per cent.












3.2.2.1.9.


At the request of the manufacturer and with the agreement of the Type Approval Authority, alternative methods of accelerated ageing may be permitted.












3.2.2.1.10.


The service accumulation schedule shall be fully described in the application for type-approval and reported to the Type Approval Authority before the start of any testing.




3.2.2.2.   If the Type Approval Authority decides that additional measurements need to be performed between the points selected by the manufacturer it shall notify the manufacturer. The revised service accumulation schedule shall be prepared by the manufacturer and agreed by the Type Approval Authority.
3.2.3.   Engine testing
3.2.3.1.   Engine stabilisation








3.2.3.1.1.


For each engine-after-treatment system family, the manufacturer shall determine the number of hours of non-road mobile machinery or engine running after which the operation of the engine-after-treatment system has stabilised. If requested by the Type Approval Authority the manufacturer shall make available the data and analysis used to make this determination. As an alternative, the manufacturer may run the engine or non-road mobile machinery between 60 and 125 hours or the equivalent time on the ageing cycle to stabilise the engine-after-treatment system.












3.2.3.1.2.


The end of the stabilisation period determined in paragraph 3.2.3.1.1 of this Annex shall be deemed to be the start of the service accumulation schedule.




3.2.3.2.   Service accumulation testing








3.2.3.2.1.


After stabilisation, the engine shall be run over the service accumulation schedule selected by the manufacturer, as described in paragraph 3.2.2 of this Annex. At the periodic intervals in the service accumulation schedule determined by the manufacturer, and, where applicable, decided by the Type Approval Authority in accordance with paragraph 3.2.2.2 of this Annex, the engine shall be tested for gaseous and particulate emissions over the hot NRTC and NRSC cycles, or LSI-NRTC and NRSC cycles applicable to the engine category, as set out in Appendix 3 to this Regulation.
The manufacturer may select to measure the pollutant emissions before any exhaust after-treatment system separately from the pollutant emissions after any exhaust after-treatment system.
In accordance with paragraph 3.2.2.1.4 of this Annex, if it has been agreed that only one test cycle (hot NRTC, LSI-NRTC or NRSC) be run at each test point, the other test cycle (hot NRTC, LSI-NRTC or NRSC) shall be run at the beginning and at the end of the service accumulation schedule.
In accordance with paragraph 3.2.2.1.5 of this Annex, in the case of engine categories or sub-categories for which there is no applicable non-road transient cycle given in Appendix A.6 to Annex 4, only the NRSC cycle shall be run at each test point.












3.2.3.2.2.


During the service accumulation schedule, maintenance shall be carried out on the engine in accordance with paragraph 3.4 of this Annex.












3.2.3.2.3.


During the service accumulation schedule, unscheduled maintenance on the engine or non-road mobile machinery may be performed, for example if the manufacturer's normal diagnostic system has detected a problem that would have indicated to the non-road mobile machinery operator that a fault had arisen.




3.2.4.   Reporting








3.2.4.1.


The results of all emission tests (hot NRTC, LSI-NRTC and NRSC) conducted during the service accumulation schedule shall be made available to the Type Approval Authority. If an emission test is declared to be void, the manufacturer shall provide reasons why the test has been declared void. In such a case, another series of emission tests shall be carried out within the following 100 hours of service accumulation.












3.2.4.2.


The manufacturer shall retain records of all information concerning all the emission tests and maintenance carried out on the engine during the service accumulation schedule. This information shall be submitted to the Type Approval Authority along with the results of the emission tests conducted over the service accumulation schedule.




3.2.5.   Determination of deterioration factors








3.2.5.1.


When running a service accumulation schedule in accordance with paragraph 3.2.2.1.2.1 or paragraph 3.2.2.1.2.3 of this Annex, for each pollutant measured over the hot NRTC, LSI-NRTC and NRSC cycles at each test point during the service accumulation schedule, a "best fit" linear regression analysis shall be made on the basis of all test results. The results of each test for each pollutant shall be expressed to the same number of decimal places as the limit value for that pollutant, as applicable to the engine family, plus one additional decimal place.
Where in accordance with paragraph 3.2.2.1.4 or paragraph 3.2.2.1.5 of this Annex, only one test cycle (hot NRTC, LSI-NRTC or NRSC) has been run at each test point, the regression analysis shall be made only on the basis of the test results from the test cycle run at each test point.
The manufacturer may request the prior approval of the Type Approval Authority for a non-linear regression.












3.2.5.2.


The emission values for each pollutant at the start of the service accumulation schedule and at the emission durability period end point that is applicable for the engine under test shall be either:






(a)


Determined by extrapolation of the regression equation in paragraph 3.2.5.1 of this Annex, when running a service accumulation schedule in accordance with paragraph 3.2.2.1.2.1 or paragraph 3.2.2.1.2.3 of this Annex, or










(b)


Measured directly, when running a service accumulation schedule in accordance with paragraph 3.2.2.1.2.2 of this Annex.




Where emission values are used for engine families in the same engine-after-treatment family or group of engine families but with different emission durability periods, then the emission values at the emission durability period end point shall be recalculated for each emission durability period by extrapolation or interpolation of the regression equation as determined in paragraph 3.2.5.1 of this Annex.












3.2.5.3.


The deterioration factor (DF) for each pollutant is defined as the ratio of the applied emission values at the emission durability period end point and at the start of the service accumulation schedule (multiplicative deterioration factor).
The manufacturer may request the prior approval of the Type Approval Authority for the application of an additive DF for each pollutant may be applied. The additive DF is defined as the difference between the calculated emission values at the emission durability period end point and at the start of the service accumulation schedule.
An example for determination of DFs by using linear regression is shown in Figure A.8-1 for NOX emission.
Mixing of multiplicative and additive DFs within one set of pollutants is not permitted.
If the calculation results in a value of less than 1,00 for a multiplicative DF, or less than 0,00 for an additive DF, then the deterioration factor shall be 1,0 or 0,00, respectively.
In accordance with paragraph 3.2.2.1.4 of this Annex, if it has been agreed that only one test cycle (hot NRTC, LSI-NRTC or NRSC) be run at each test point and the other test cycle (hot NRTC, LSI-NRTC or NRSC) run only at the beginning and end of the service accumulation schedule, the deterioration factor calculated for the test cycle that has been run at each test point shall be applicable also for the other test cycle.

Figure A.8-1


Example of DF determination




Minimum service accumulation
Extrapolation
Limit
of EDP
EDP endpoint
Multiplicative DF = 0,390 / 0,352 = 1,109 Additive DF = 0,390 - 0,352 = 0,038 g/kWh
Emission Durability Period (EDP) [h]




3.2.6.   Assigned deterioration factors








3.2.6.1.


As an alternative to using a service accumulation schedule to determine DFs, engine manufacturers may select to use assigned multiplicative DFs, as given in Table A.8-1.

Table A.8-1


Assigned deterioration factors











Test cycle


CO


HC


NOX



PM


PN




NRTC and LSI-NRTC


1,3 


1,3 


1,15 


1,05 


1,0 




NRSC


1,3 


1,3 


1,15 


1,05 


1,0 




Assigned additive DFs shall not be given. The assigned multiplicative DFs shall not be transformed into additive DFs.












3.2.6.1.1.


Notwithstanding paragraph 3.2.6.1 of this Annex, for PN, either an additive DF of 0,0 or a multiplicative DF of 1,0 may be used, in conjunction with the results of previous DF testing that did not establish a value for PN if both of the following conditions are fulfilled:






(a)


The previous DF test was conducted on engine technology that would have qualified for inclusion in the same engine after-treatment system family, as set out in paragraph 3.1.2 of this Annex, as the engine family to which it is intended to apply the DFs; and,










(b)


The test results were used in a previous type approval granted before the official date of entry into force of the 05 series of amendments.
















3.2.6.2.


Where assigned DFs are used, the manufacturer shall present to the Type Approval Authority robust evidence that the emission control components can reasonably be expected to have the emission durability associated with those assigned factors. This evidence may be based upon design analysis, or tests, or a combination of both.




3.2.7.   Application of deterioration factors








3.2.7.1.


The engines shall meet the respective emission limits for each pollutant, as applicable to the engine family, after application of the deterioration factors to the test result as measured in accordance with Annex 4 (cycle-weighted specific emission for particulate and each individual gas). Depending on the type of DF, the following provisions apply:






(a)


Multiplicative: (cycle weighted specific emission) * DF ≤ emission limit










(b)


Additive: (cycle weighted specific emission) + DF ≤ emission limit




Cycle weighted specific emission may include the adjustment for infrequent regeneration, where applicable.












3.2.7.2.


For a multiplicative NOX + HC DF, separate HC and NOX DFs shall be determined and applied separately when calculating the deteriorated emission levels from an emissions test result before combining the resultant deteriorated NOX and HC values to establish compliance with the emission limit.












3.2.7.3.


The manufacturer may carry across the DFs determined for an engine-after-treatment system family to an engine that does not fall into the same engine-after-treatment system family. In such cases, the manufacturer shall demonstrate to the Type Approval Authority that the engine for which the engine-after-treatment system family was originally tested and the engine for which the DFs are being carried across have similar technical specifications and installation requirements on the non-road mobile machinery and that the emissions of such engine are similar.
Where DFs are carried across to an engine with a different emission durability period, the DFs shall be recalculated for the applicable emission durability period by extrapolation or interpolation of the regression equation as determined in paragraph 3.2.5.1 of this Annex.












3.2.7.4.


The DF for each pollutant for each applicable test cycle shall be recorded in the test report set out in Appendix A.1 to Annex 2.




3.3.   Checking of conformity of production








3.3.1.


Conformity of production for emissions compliance is checked on the basis of Appendix 7 to this Regulation.












3.3.2.


The manufacturer may measure the pollutant emissions before any exhaust after-treatment system at the same time as the type-approval test is being performed. For that purpose, the manufacturer may develop informal DFs separately for the engine without after-treatment system and for the after-treatment system that may be used by the manufacturer as an aid to end of production line auditing.












3.3.3.


For the purposes of approval, only the DFs determined in accordance with paragraph 3.2.5 or 3.2.6 of this Annex shall be recorded in the test report set out in Appendix A.1 to Annex 2.




3.4.   Maintenance
For the purpose of the service accumulation schedule, maintenance shall be performed in accordance with the manufacturer's manual for service and maintenance.
3.4.1.   Scheduled emission-related maintenance








3.4.1.1.


Scheduled emission-related maintenance during engine running, undertaken for the purpose of conducting a service accumulation schedule, shall occur at equivalent intervals to those that are specified in the manufacturer's maintenance instructions to the end-user of the non-road mobile machinery or engine. This schedule maintenance may be updated as necessary throughout the service accumulation schedule provided that no maintenance operation is deleted from the maintenance schedule after the operation has been performed on the test engine.












3.4.1.2.


Any adjustment, disassembly, cleaning or exchange of critical emission-related components which is performed on a periodic basis within the emission durability period to prevent malfunction of the engine, shall only be done to the extent that is technologically necessary to ensure proper functioning of the emission control system. The need for scheduled exchange, within the service accumulation schedule and after a certain running time of the engine, of critical emission-related components other than those qualifying as routine exchange items shall be avoided. In this context, consumable maintenance items for regular renewal or items that require cleaning after a certain running time of the engine, shall qualify as routine exchange items.












3.4.1.3.


Any scheduled maintenance requirements shall be subject to approval by the Type Approval Authority before type-approval is granted and shall be included in the customer's manual. The Type Approval Authority shall not refuse to approve maintenance requirements that are reasonable and technically necessary, including but not limited to those identified in paragraph 3.4.1.4 of this Annex.












3.4.1.4.


The engine manufacturer shall specify for the service accumulation schedules any adjustment, cleaning, maintenance (where necessary) and scheduled exchange of the following items:






(a)


Filters and coolers in the exhaust gas re-circulation system










(b)


Positive crankcase ventilation valve, if applicable










(c)


Fuel injector tips (only cleaning is permitted)










(d)


Fuel injectors










(e)


Turbocharger










(f)


Electronic engine control unit and its associated sensors and actuators










(g)


Particulate after-treatment system (including related components)










(h)


NOX after-treatment system (including related components)










(i)


Exhaust gas re-circulation system, including all related control valves and tubing










(j)


Any other exhaust after-treatment system.
















3.4.1.5.


Scheduled critical emission-related maintenance shall only be performed if it is required to be performed in-use and that requirement is communicated to the end-user of the engine or non-road mobile machinery.




3.4.2.   Changes to scheduled maintenance
The manufacturer shall submit a request to the Type Approval Authority for approval of any new scheduled maintenance that it wishes to perform during the service accumulation schedule and subsequently to recommend to end-users of non-road mobile machinery and engines. The request shall be accompanied by data supporting the need for the new scheduled maintenance and the maintenance interval.
3.4.3.   Non-emission-related scheduled maintenance
Non-emission-related scheduled maintenance which is reasonable and technically necessary (for example oil change, oil filter change, fuel filter change, air filter change, cooling system maintenance, idle speed adjustment, governor, engine bolt torque, valve lash, injector lash, adjustment of the tension of any drive-belt, etc.) may be performed on engines or non-road mobile machinery selected for the service accumulation schedule at the least frequent intervals recommended by the manufacturer to the end-user (for example not at the intervals recommended for severe service).
3.5.   Repair








3.5.1.


Repairs to the components of an engine selected for testing over a service accumulation schedule shall be performed only as a result of component failure or engine malfunction. Repair of the engine itself, the emission control system or the fuel system is not permitted except to the extent defined in paragraph 3.5.2 of this Annex.












3.5.2.


If the engine, its emission control system or its fuel system fails during the service accumulation schedule, the service accumulation shall be considered void, and a new service accumulation shall be started with a new engine.
The previous paragraph shall not apply when the failed components are replaced with equivalent components that have been subject to a similar number of hours of service accumulation.




4.   ENGINE CATEGORIES AND SUB-CATEGORIES NRSH AND NRS, EXCEPT FOR NRS-V-2B AND NRS-V-3
4.1.   The applicable EDP category and corresponding deterioration factor (DF) shall be determined in accordance with this paragraph 4.
4.2.   For all engines, if, when properly tested according to the procedures in this Regulation, all test engines representing an engine family have emissions which, when adjusted by multiplication by the DF laid down in this Annex, are less than or equal to each limit value for a given engine sub-category, that family shall be considered to comply with the emission limits for that engine class. If any test engine representing an engine family has emissions which, when adjusted by multiplication by the deterioration factor laid down in this paragraph, are greater than any single emission limit for a given engine sub-category, that family shall be considered not to comply with the emission limits for that engine sub-category.
4.3.   DFs shall be determined as follows:






4.3.1.


On at least one test engine representing the configuration chosen to be the most likely to exceed HC + NOX emission limits, and constructed to be representative of production engines, the (full) test procedure emission testing shall be conducted as described in Annex 5 after the number of hours representing stabilised emissions.










4.3.2.


If more than one engine is tested, the results shall be calculated as the average of the results for all the engines tested, rounded to the same number of decimal places as in the applicable limit, expressed to one additional significant figure.










4.3.3.


Such emission testing shall be conducted again following ageing of the engine. The ageing procedure should be designed to allow the manufacturer to appropriately predict the in-use emission deterioration expected over the EDP of the engine, taking into account the type of wear and other deterioration mechanisms expected under typical consumer use which could affect emissions performance. If more than one engine is tested, the results shall be calculated as the average of the results for all the engines tested, rounded to the same number of decimal places contained in the applicable limit, expressed to one additional significant figure.










4.3.4.


The emissions at the end of the EDP (average emissions, if applicable) for each regulated pollutant shall be divided by the stabilised emissions (average emissions, if applicable) and rounded to two significant figures. The resulting number shall be the DF, unless it is less than 1,00, in which case the DF shall be 1,00.










4.3.5.


The manufacturer may schedule additional emission test points between the stabilised emission test point and the end of the EDP. If intermediate tests are scheduled, the test points shall be evenly spaced over the EDP (plus or minus two hours) and one such test point shall be at one half of full EDP (plus or minus two hours).










4.3.6.


For each pollutant HC + NOX and CO, a straight line must be fitted to the data points treating the initial test as occurring at hour zero, and using the method of least-squares. The DF is the calculated emission at the end of the durability period divided by the calculated emission at zero hours.
The DF for each pollutant for the applicable test cycle shall be recorded in the test report set out in Appendix A.1 to Annex 2.










4.3.7.


Calculated deterioration factors may cover families in addition to the one on which they were generated if the manufacturer submits a justification acceptable to the Type Approval Authority in advance of type approval that the affected engine families can be reasonably expected to have similar emission deterioration characteristic based on the design and technology used.
A non-exclusive list of design and technology groupings is given below:






(a)


Conventional two-stroke engines without after treatment system,










(b)


Conventional two-stroke engines with a catalyst of the same active material and loading, and the same number of cells per cm2,










(c)


Stratified scavenging two-stroke engines,










(d)


Stratified scavenging two-stroke engines with a catalyst of the same active material and loading, and the same number of cells per cm2,










(e)


Four-stroke engines with catalyst with same valve technology and identical lubrication system,










(f)


Four-stroke engines without catalyst with the same valve technology and identical lubrication system.








4.4.   EDP categories








4.4.1.


For those engine categories in Table 21 or 22 of Appendix 3 to this Regulation that have alternative values for EDP, manufacturers shall declare the applicable EDP category for each engine family at the time of type approval. Such category shall be the category from Table A.8-2. which most closely approximates the expected useful lives of the equipment into which the engines are expected to be installed as determined by the engine manufacturer. Manufacturers shall retain data appropriate to support their choice of EDP category for each engine family. Such data shall be supplied to the Type Approval Authority upon request.

Table A.8-2


EDP categories







EDP Category


Application of Engine




Cat 1


Consumer products




Cat 2


Semi-professional products




Cat 3


Professional products
















4.4.2.


The manufacturer shall demonstrate to the satisfaction of the Type Approval Authority that the declared EDP category is appropriate. Data to support a manufacturer's choice of EDP category, for a given engine family, may include but are not limited to:






(a)


Surveys of the life spans of the equipment in which the subject engines are installed;










(b)


Engineering evaluations of field aged engines to ascertain when engine performance deteriorates to the point where usefulness and/or reliability is impacted to a degree sufficient to necessitate overhaul or replacement;










(c)


Warranty statements and warranty periods;










(d)


Marketing materials regarding engine life;










(e)


Failure reports from engine customers; and










(f)


Engineering evaluations of the durability, in hours, of specific engine technologies, engine materials or engine designs.













ANNEX 9

REQUIREMENTS WITH REGARD TO EMISSION CONTROL STRATEGIES, NOX CONTROL MEASURES AND PARTICULATE CONTROL MEASURES

1.   DEFINITIONS ABBREVIATIONS AND GENERAL REQUIREMENTS
1.1.   For the purposes of this Annex, the following definitions and abbreviations apply:






(a)


"Diagnostic trouble code ("DTC" )" means a numeric or alphanumeric identifier which identifies or labels a NCM and/or PCM;










(b)


"Confirmed and active DTC"means a DTC that is stored during the time the NCD and/or PCD system concludes that a malfunction exists;










(c)


"NCD engine family" means a manufacturer's grouping of engines having common methods of monitoring/diagnosing NCMs;










(d)


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






(i)


Detecting a NOX Control Malfunction;










(ii)


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














(e)


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










(f)


“Particulate Control Diagnostic system (PCD)” means a system on-board the engine which has a capability of:






(i)


Detecting a Particulate Control Malfunction;










(ii)


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














(g)


"Particulate Control Malfunction (PCM)" means an attempt to tamper with the particulate after-treatment system of an engine or a malfunction affecting the particulate after-treatment system that might be due to tampering, that is considered by this Regulation as requiring the activation of a warning once detected;










(h)


“PCD engine family” means a manufacturer’s grouping of engines having common methods of monitoring/diagnosing PCMs;










(i)


"Scan-tool" means an external test equipment used for off-board communication with the NCD and/or PCD system.




1.2.   Ambient temperature
Where reference is made to ambient temperature in relation to environments other than a laboratory environment, the following provisions shall apply:






1.2.1.


For an engine installed in a test-bed, ambient temperature shall be the temperature of the combustion air supplied to the engine, upstream of any part of the engine being tested.










1.2.2.


For an engine installed in non-road mobile machinery, ambient temperature shall be the air temperature immediately outside the perimeter of the non-road mobile machinery.




2.   TECHNICAL REQUIREMENTS RELATING TO EMISSION CONTROL STRATEGIES
2.1.   This paragraph 2 shall apply for electronically controlled engines of categories NRE, NRG, complying with the emission limits set out in Appendix 2 to this Regulation and using electronic control to determine both the quantity and timing of injecting fuel or using electronic control to activate, de-activate or modulate the emission control system used to reduce NOX.
2.2.   Requirements for base emission control strategy








2.2.1.


The base emission control strategy shall be designed as to enable the engine, in normal use, to comply with the provisions of this Regulation. Normal use is not restricted to the control conditions as specified in paragraph 2.4.












2.2.2.


Base emission control strategies are, but not limited to, maps or algorithms for controlling:






(a)


Timing of fuel injection or ignition (engine timing);










(b)


Exhaust gas recirculation (EGR);










(c)


SCR catalyst reagent dosing.
















2.2.3.


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












2.2.3.1.


Notwithstanding paragraph 2.2.3 of this Annex, in the case of engine (sub-) categories that are not subject to a non-road transient test cycle at type-approval the base emission control strategy may distinguish transient operating conditions and apply the corresponding emission control strategy. In this case transient operation shall be included in the overview of the base emission control strategy required by paragraph 1.4 of Annex 1 and in the confidential information on emission control strategy set out in Appendix A.2 to Annex 1.












2.2.4.


The manufacturer shall demonstrate to the technical service at the time of the type-approval test that the operation of the base emission control strategy complies with the provisions of this section. The demonstration shall consist of an evaluation of the documentation referred to in paragraph 2.6 of this Annex.




2.3.   Requirements for auxiliary emission control strategy
2.3.1.   An auxiliary emission control strategy may be activated by an engine or non-road mobile machinery, provided that the auxiliary emission control strategy:






2.3.1.1.


Does not permanently reduce the effectiveness of the emission control system;










2.3.1.2.


Operates only outside the control conditions specified in paragraphs 2.4.1, 2.4.2 or 2.4.3 of this Annex for the purposes defined in paragraph 2.3.5 of this Annex and only as long as is needed for those purposes, except as permitted by paragraphs 2.3.1.3, 2.3.2 and 2.3.4 of this Annex;










2.3.1.3.


Is activated only exceptionally within the control conditions in paragraphs 2.4.1, 2.4.2 or 2.4.3 of this Annex, respectively, has been demonstrated to be necessary for the purposes identified in paragraph 2.3.5 of this Annex has been approved by the Type Approval Authority, and is not activated for longer than is needed for those purposes;










2.3.1.4.


Ensures a level of performance of the emission control system that is as close as possible to that provided by the base emission control strategy.




2.3.2.   Where the auxiliary emission control strategy is activated during the type-approval test, activation shall not be limited to occur outside the control conditions set out in paragraph 2.4 of this Annex, and the purpose shall not be limited to the criteria set out in paragraph 2.3.5 of this Annex.
2.3.3.   Where the auxiliary emission control strategy is not activated during the type-approval test, it must be demonstrated that the auxiliary emission control strategy is active only for as long as required for the purposes set out in paragraph 2.3.5 of this Annex.
2.3.4.   Cold temperature operation
An auxiliary emission control strategy may be activated on an engine equipped with exhaust gas recirculation (EGR) irrespective of the control conditions in paragraph 2.4 of this Annex if the ambient temperature is below 275 K (2 °C) and one of the two following criteria is met:






(a)


Intake manifold temperature is less than or equal to the temperature defined by the following equation: IMTc = PIM/15,75 + 304,4, where: IMTc is the calculated intake manifold temperature, K and PIM is the absolute intake manifold pressure in kPa;










(b)


Engine coolant temperature is less than or equal to the temperature defined by the following equation: ECTc = PIM/14,004 + 325,8, where: ECTc is the calculated engine coolant temperature, K and PIM is the absolute intake manifold pressure, kPa.




2.3.5.   Except as permitted by paragraph 2.3.2 of this Annex, an auxiliary emission control strategy may solely be activated for the following purposes:






(a)


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










(b)


For operational safety reasons;










(c)


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










(d)


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




2.3.6.   The manufacturer shall demonstrate to the technical service at the time of the type-approval test that the operation of any auxiliary emission strategy complies with the provisions of this paragraph. The demonstration shall consist of an evaluation of the documentation referred to in paragraph 2.6 of this Annex.
2.3.7.   Any operation of an auxiliary emission control strategy non-compliant with paragraphs 2.3.1 to 2.3.5 of this Annex is prohibited.
2.4.   Control conditions
The control conditions specify an altitude, ambient temperature and engine coolant range that determines whether auxiliary emission control strategies may generally or only exceptionally be activated in accordance with paragraph 2.3 of this Annex.
The control conditions specify an atmospheric pressure which is measured as absolute atmospheric static pressure (wet or dry) ("Atmospheric pressure")








2.4.1.


Reserved












2.4.2.


Reserved












2.4.3.


Control conditions for engines of categories NRE and NRG:






(a)


The atmospheric pressure greater than or equal to 82,5 kPa;










(b)


The ambient temperature within the following range:






(i)


Equal to or above 266 K (– 7 °C);










(ii)


Less than or equal to the temperature determined by the following equation at the specified atmospheric pressure: Tc = – 0,4514 × (101,3 – Pb) + 311, where: Tc is the calculated ambient air temperature, K and Pb is the atmospheric pressure, kPa;














(c)


The engine coolant temperature above 343 K (70 °C).








2.5.   Where the engine inlet air temperature sensor is being used to estimate ambient air temperature the nominal offset between the two measurement points shall be evaluated for an engine type or engine family. Where used, the measured intake air temperature shall be adjusted by an amount equal to the nominal offset to estimate ambient temperature for an installation using the specified engine type or engine family.
The evaluation of the offset shall be made using good engineering judgement based on technical elements (calculations, simulations, experimental results, data etc.) including:






(a)


The typical types of non-road mobile machinery into which the engine type or engine family will be installed; and,










(b)


The installation instructions provided to the OEM by the manufacturer.




A copy of the evaluation shall be made available to the Type Approval Authority upon request.
2.6.   Documentation requirements








2.6.1.


The manufacturer shall comply with the documentation requirements laid down in paragraph 1.4 of Annex 1 and Appendix A.2 to that Annex.












2.6.2.


The manufacturer shall ensure that all documents used for this purpose are marked with an identification number and date. Whenever particulars recorded are changed the relevant pages shall be marked to clearly show the date of revision and the nature of the amendment. A consolidated, updated version, accompanied by a detailed description of the amendments, shall be deemed to fulfil the requirement of this paragraph.




3.   TECHNICAL REQUIREMENTS RELATING TO NOX CONTROL MEASURES








3.1.


Paragraph 3 of this Annex shall apply to electronically controlled engines of categories NRE and NRG, complying with the emission limits set out in Appendix 2 to this Regulation and using electronic control to determine both the quantity and timing of injecting fuel or using electronic control to activate, de-activate or modulate the emission control system used to reduce NOX.












3.2.


The manufacturer shall provide complete information on the functional operational characteristics of the NOX control measures using the documents set out in Annex 1.












3.3.


The NOX control strategy shall be operational under all environmental conditions regularly occurring in the territory of Contracting Parties applying this Regulation, especially at low ambient temperatures.












3.4.


The manufacturer shall demonstrate that the emission of ammonia during the applicable emission test cycle of the type approval procedure, when a reagent is used, does not exceed a mean value of 10 ppm for all engine categories.












3.5.


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












3.6.


In addition to the requirements set out in paragraphs 3.2 to 3.5 of this Annex, the technical requirements set out in Appendix A.1 to this Annex shall apply for engines of category NRE and NRG.




4.   TECHNICAL REQUIREMENTS RELATING TO PARTICULATE POLLUTANT CONTROL MEASURES








4.1.


This paragraph shall apply to engines of sub-categories subject to a PN limit in accordance with the emission limits set out in Appendix 2 of this Regulation fitted with a particulate after-treatment system. In cases where the NOX control system and the particulate control system share the same physical components (e.g. same substrate (SCR on filter), same exhaust temperature sensor) the requirements of this paragraph shall not apply to any component or malfunction where, after consideration of a reasoned assessment provided by the manufacturer, the Type Approval Authority concludes that a particulate control malfunction within the scope of this paragraph would lead to a corresponding NOX control malfunction within the scope of paragraph 3 of this Annex.












4.2.


The detailed technical requirements relating to particulate pollutant control measures are specified in Appendix A.2 to this Annex.







APPENDIX A.1

ADDITIONAL TECHNICAL REQUIREMENTS ON NOX CONTROL MEASURES FOR ENGINES OF CATEGORIES NRE AND NRG, INCLUDING THE METHOD TO DEMONSTRATE THESE STRATEGIES

A.1.1.   Introduction
This Appendix sets out the additional requirements to ensure the correct operation of NOX control measures. It includes requirements for engines that rely on the use of a reagent in order to reduce emissions. The type approval shall be made conditional upon the application of the relevant provisions on operator instruction, installation documents, operator warning system, inducement system and reagent freeze protection that are set out in this Appendix.
A.1.2.   General requirements
The engine shall be equipped with a NOX Control Diagnostic system (NCD) able to identify the NOX control malfunctions (NCMs). Any engine covered by this paragraph shall be designed, constructed and installed so as to be capable of meeting these requirements throughout the normal life of the engine under normal conditions of use. In achieving this objective it is acceptable that engines which have been used in excess of the emission durability period as specified in Appendix 3 to this Regulation show some deterioration in the performance and the sensitivity of the NOX Control Diagnostic system (NCD), such that the thresholds specified in this Annex may be exceeded before the warning and/or inducement systems are activated.
A.1.2.1.   Required information








A.1.2.1.1.


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












A.1.2.1.2.


Detailed written information fully describing the functional operation characteristics of the operator warning system set out in paragraph A.1.4 of this Annex and of the operator inducement system set out in paragraph A.1.5 of this Annex shall be provided to the Type Approval Authority at the time of approval.












A.1.2.1.3.


The manufacturer shall provide the OEM with documents with instructions on how to install the engine in the non-road mobile machinery or category T vehicle in such manner that the engine, its emission control system and the non-road mobile machinery or category T vehicle parts, operate in conformity with the requirements of this Appendix. This documentation shall include the detailed technical requirements of the engine (software, hardware, and communication) needed for the correct installation of the engine in the non-road mobile machinery or category T vehicle.




A.1.2.2.   Operating conditions








A.1.2.2.1.


Monitoring for reagent level in the storage tank shall be conducted under all conditions where measurement is technically feasible (for instance, under all conditions when a liquid reagent is not frozen).












A.1.2.2.2.


Reagent freeze protection shall apply at ambient temperatures at or below 266 K (– 7 °C).












A.1.2.2.3.


All elements of the NOX control diagnostic system other than those listed in paragraphs A.1.2.2.1 and A.1.2.2.2 of this Annex shall, at a minimum be operational at the applicable control conditions set out in paragraph 2.4 of this Annex for each engine category. The diagnostic system shall remain operational outside of this range where technically possible.




A.1.2.3.   Reagent freeze protection
A.1.2.3.1.   It is permitted to use a heated or a non-heated reagent tank and dosing system. A heated system shall meet the requirements of paragraph A.1.2.3.2.2 of this Annex. A non-heated system shall meet the requirements of paragraph A.1.2.3.2.3 of this Annex.








A.1.2.3.1.1.


The use of a non-heated reagent tank and dosing system shall be indicated in the written instructions to the end-user of the non-road mobile machinery or category T vehicle.




A.1.2.3.2.   Reagent tank and dosing system
A.1.2.3.2.1.   If the reagent has frozen, the reagent shall be available for use within a maximum of 70 minutes after the start of the engine at 266 K (– 7 °C) ambient temperature.
A.1.2.3.2.2.   Design criteria for a heated system
A heated system shall be so designed that it meets the performance requirements set out in this paragraph A.1.2.3.2 when tested using the procedure defined.








A.1.2.3.2.2.1.


The reagent tank and dosing system shall be soaked at 255 K (– 18°C) for 72 hours or until the reagent becomes solid, whichever occurs first.












A.1.2.3.2.2.2.


After the soak period set out in paragraph A.1.2.3.2.2.1 of this Annex, the non-road mobile machinery or category T vehicle /engine shall be started and operated at 266 K (– 7 °C) ambient temperature or lower as follows:






(a)


10 to 20 minutes idling; followed by










(b)


Up to 50 minutes at no more than 40 per cent of rated torque.
















A.1.2.3.2.2.3.


At the conclusion of the test procedure set out in paragraph A.1.2.3.2.2.2 of this Annex, the reagent dosing system shall be fully functional.












A.1.2.3.2.2.4.


Evaluation of the design criteria may be performed in a cold chamber test cell using an entire non-road mobile machinery or category T vehicle or parts representative of those to be installed on such machinery or based on field tests.




A.1.2.3.2.3.   Activation of the operator warning and inducement system for a non-heated system








A.1.2.3.2.3.1.


The operator warning system described in paragraph 4. of this Annex shall be activated if no reagent dosing occurs at an ambient temperature ≤ 266 K (– 7°C).












A.1.2.3.2.3.2.


The severe inducement system described in paragraph A.1.5.4. of this Annex shall be activated if no reagent dosing occurs within a maximum of 70 minutes after engine start at an ambient temperature ≤ 266 K (– 7°C).




A.1.2.4.   Diagnostic requirements
A.1.2.4.1   The NOX Control Diagnostic system (NCD) shall be able to identify the NOX control malfunctions (NCMs) by means of Diagnostic Trouble Codes (DTCs) stored in the computer memory and to communicate that information off-board upon request.
A.1.2.4.2   Requirements for recording Diagnostic Trouble Codes (DTCs)








A.1.2.4.2.1


The NCD system shall record a DTC for each distinct NOX Control Malfunction (NCM).












A.1.2.4.2.2


The NCD system shall conclude within 60 minutes of engine operation whether a detectable malfunction is present. At this time, a "confirmed and active" DTC shall be stored and the warning system be activated according to paragraph A.1.4. of this Annex.












A.1.2.4.2.3


In cases where more than 60 minutes running time is required for the monitors to accurately detect and confirm a NCM (e.g. monitors using statistical models or with respect to fluid consumption on the non-road mobile machinery or category T vehicle), the Type Approval Authority may permit a longer period for monitoring provided the manufacturer justifies the need for the longer period (for example by technical rationale, experimental results, in house experience, etc.).




A.1.2.4.3.   Requirements for erasing Diagnostic trouble codes (DTCs)






(a)


DTCs shall not be erased by the NCD system itself from the computer memory until the failure related to that DTC has been remedied.










(b)


The NCD system may erase all the DTCs upon request of a proprietary scan or maintenance tool that is provided by the engine manufacturer upon request, or using a pass code provided by the engine manufacturer.




A.1.2.4.4.   An NCD system shall not be programmed or otherwise designed to partially or totally deactivate based on age of the non-road mobile machinery during the actual life of the engine, nor shall the system contain any algorithm or strategy designed to reduce the effectiveness of the NCD system over time.
A.1.2.4.5.   Any reprogrammable computer codes or operating parameters of the NCD system shall be resistant to tampering.
A.1.2.4.6.   NCD engine family
The manufacturer is responsible for determining the composition of an NCD engine family. Grouping engines within an NCD engine family shall be based on good engineering judgment and be subject to approval by the Type Approval Authority.
Engines that do not belong to the same engine family may still belong to the same NCD engine family.
A.1.2.4.6.1.   Parameters defining an NCD engine family
An NCD engine family is characterized by basic design parameters that shall be common to engines within the family.
In order that engines are considered to belong to the same NCD engine family, the following list of basic parameters shall be similar:






(a)


Emission control systems;










(b)


Methods of NCD monitoring;










(c)


Criteria for NCD monitoring;










(d)


Monitoring parameters (e.g. frequency).




These similarities shall be demonstrated by the manufacturer by means of relevant engineering demonstration or other appropriate procedures and subject to the approval of the Type Approval Authority.
The manufacturer may request approval by the Type Approval Authority of minor differences in the methods of monitoring/diagnosing the NCD system due to engine configuration variation, when these methods are considered similar by the manufacturer and they differ only in order to match specific characteristics of the components under consideration (for example size, exhaust gas flow, etc.); or their similarities are based on good engineering judgment.
A.1.3.   Maintenance requirements








A.1.3.1.


The OEM shall provide to all end-users of non-road mobile machinery or category T vehicles written instructions about the emission control system and its correct operation in accordance with Appendix 6 to this Regulation.




A.1.4.   Operator warning system








A.1.4.1.


The non-road mobile machinery or category T vehicles shall include an operator warning system using visual alarms that informs the operator when a low reagent level, incorrect reagent quality, interruption of dosing or a malfunction specified in paragraph A.1.9 of this Annex has been detected that will lead to activation of the operator inducement system if not rectified in a timely manner. The warning system shall remain active when the operator inducement system described in paragraph A.1.5 of this Annex has been activated.












A.1.4.2.


The warning shall not be the same as the warning used for the purposes of malfunction or other engine maintenance, though it may use the same warning system.












A.1.4.3.


The operator warning system may consist of one or more lamps, or display short messages, which may include, for example, messages indicating clearly:






(a)


The remaining time before activation of the low-level and/or severe inducements;










(b)


The amount of low-level and/or severe inducement, for example the amount of torque reduction;










(c)


The conditions under which non-road mobile machinery or category T vehicles disablement can be cleared.




Where messages are displayed, the system used for displaying these messages may be the same as the one used for other maintenance purposes.












A.1.4.4.


At the choice of the manufacturer, the warning system may include an audible component to alert the operator. The cancelling of audible warnings by the operator is permitted.












A.1.4.5.


The operator warning system shall be activated as specified in paragraphs A.1.2.3.3.1, A.1.6.2, A.1.7.2, A.1.8.4, and A.1.9.3 of this Annex respectively.












A.1.4.6.


The operator warning system shall be deactivated when the conditions for its activation have ceased to exist. The operator warning system shall not be automatically deactivated without the reason for its activation having been remedied.












A.1.4.7.


The warning system may be temporarily interrupted by other warning signals providing important safety related messages.












A.1.4.8.


Details of the operator warning system activation and deactivation procedures are described in paragraph A.1.11 of this Annex.












A.1.4.9.


As part of the application for approval under this Regulation, the manufacturer shall demonstrate the operation of the operator warning system, as specified in paragraph A.1.10 of this Annex.




A.1.5.   Operator inducement system
A.1.5.1.   The engine shall incorporate an operator inducement system based on one of the following principles:






A.1.5.1.1.


a two-stage inducement system starting with a low-level inducement (performance restriction) followed by a severe inducement (effective disablement of non-road mobile machinery or category T vehicle operation);










A.1.5.1.2.


a one-stage severe inducement system (effective disablement of non-road mobile machinery or category T vehicle operation) activated under the conditions of a low-level inducement system as specified in paragraphs A.1.6.3.1, A.1.7.3.1, A.1.8.4.1, and A.1.9.4.1 of this Annex.




Where the manufacturer elects to shut down the engine to fulfil the requirement for one-stage severe inducement then the inducement for reagent level may, at the choice of the manufacturer, be activated under the conditions of paragraph A.1.6.3.2 of this Annex instead of the conditions of paragraph A.1.6.3.1 of this Annex.
A.1.5.2.   The engine may be fitted with a means to disable the operator inducement on condition that it complies with the requirements of paragraph A.1.5.2.1 of this Annex.








A.1.5.2.1.


The engine may be fitted with a means to temporarily disable the operator inducement during an emergency declared by a national or regional government, their emergency services or their armed services.












A.1.5.2.1.1.


All of the following conditions shall apply when a means to temporarily disable the operator inducement in an emergency is fitted to an engine:






(a)


The maximum operating period for which the inducement may be disabled by the operator shall be 120 hours;










(b)


The method of activation shall be designed to prevent accidental operation by requiring a double voluntary action and shall be clearly marked, at a minimum, with the warning “EMERGENCY USE ONLY”;










(c)


The disablement shall de-activate automatically after the 120 hours has expired, and there shall be a means for the operator to manually de-activate the disablement if the emergency has ended;










(d)


After the 120 hours of operation has expired it shall no longer be possible to disable the inducement unless the means to disable has been re-armed by the input of a manufacturer’s temporary security code, or re-configuration of the engine’s ECU by a qualified service technician, or an equivalent security feature that is unique to each engine;










(e)


The total number and duration of activations of the disablement must be stored in non-volatile electronic memory or counters in a manner to ensure that the information cannot be intentionally deleted. It shall be possible for national inspection authorities to read these records with a scan tool;










(f)


A description of the connection for, and method to read, the records at point (e) is included in the information folder as set out in Annex 1;










(g)


The manufacturer shall maintain a record of each request to re-arm the means to temporarily disable the operator inducement and shall make those records available to Contracting Party’s authorities upon request.








A.1.5.3.   Low-level inducement system








A.1.5.3.1.


The low-level inducement system shall be activated after any of the conditions specified in paragraphs A.1.6.3.1, A.1.7.3.1, A.1.8.4.1, and A.1.9.4.1 of this Annex has occurred.












A.1.5.3.2.


The low-level inducement system shall gradually reduce the maximum available engine torque across the engine speed range by at least 25 per cent between the peak torque speed and the governor breakpoint as shown in Figure A.9-1. The rate of torque reduction shall be a minimum of 1 per cent per minute.












A.1.5.3.3.


Other inducement measures that are demonstrated to the Type Approval Authority as having the same or greater level of severity may be used.

Figure A.9-1


Low-level inducement torque reduction scheme




Text of image

Torque
75% Peak Torque
Reduction
Derate
Maximum Torque at Governor Break Point
Peak Torque
Governor Break Point
Speed





A.1.5.4.   Severe inducement system








A.1.5.4.1.


The severe inducement system shall be activated after any of the conditions specified in paragraphs A.1.2.3.3.2, A.1.6.3.2, A.1.7.3.2, A.1.8.4.2, and A.1.9.4.2 of this Annex has occurred.












A.1.5.4.2.


The severe inducement system shall reduce the non-road mobile machinery's utility to a level that is sufficiently onerous as to cause the operator to remedy any problems related to paragraphs A.1.6 to A.1.9 of this Annex. The following strategies are acceptable:






A.1.5.4.2.1.


Engine torque between the peak torque speed and the governor breakpoint shall be gradually reduced from the low-level inducement torque in Figure A.9-1 by a minimum of 1 per cent per minute to 50 per cent of maximum torque or lower and for variable speed engines the engine speed shall be gradually reduced to 60 per cent of rated speed or lower within the same time period as the torque reduction, as shown in Figure A.9-2.

Figure A.9-2


Severe inducement torque reduction scheme




Text of image

50% torque 0,6*nrated

torque (Nm)
torque
n rated
speed











A.1.5.4.2.2.


Other inducement measures that are demonstrated to the Type Approval Authority as having the same or greater level of severity may be used.








A.1.5.5.   In order to account for safety concerns and to allow for self-healing diagnostics, use of an inducement override function for releasing full engine power is permitted provided it






(a)


Is active for no longer than 30 minutes; and










(b)


Is limited to 3 activations during each period that the operator inducement system is active.




A.1.5.6.   The operator inducement system shall be deactivated when the conditions for its activation have ceased to exist. The operator inducement system shall not be automatically deactivated without the reason for its activation having been remedied.
A.1.5.7.   Details of the operator inducement system activation and deactivation procedures are described in paragraph A.1.11 of this Annex.
A.1.5.8.   As part of the application for approval under this Regulation, the manufacturer shall demonstrate the operation of the operator inducement system, as specified in paragraph A.1.10 of this Annex.
A.1.6.   Reagent availability
A.1.6.1.   Reagent level indicator
The non-road mobile machinery shall include an indicator that clearly informs the operator of the level of reagent in the reagent storage tank. The minimum acceptable performance level for the reagent indicator is that it shall continuously indicate the reagent level whilst the operator warning system referred to in paragraph A.1.4 of this Annex is activated. The reagent indicator may be in the form of an analogue or digital display, and may show the level as a proportion of the full tank capacity, the amount of remaining reagent, or the estimated operating hours remaining.
A.1.6.2.   Activation of the operator warning system








A.1.6.2.1.


The operator warning system specified in paragraph A.1.4 of this Annex shall be activated when the level of reagent goes below 10 per cent of the capacity of the reagent tank or a higher percentage at the choice of the manufacturer.












A.1.6.2.2.


The warning provided shall be sufficiently clear, in conjunction with the reagent indicator, for the operator to understand that the reagent level is low. When the warning system includes a message display system, the visual warning shall display a message indicating a low level of reagent (for example “urea level low”, “AdBlue level low”, or “reagent low”).












A.1.6.2.3.


The operator warning system does not initially need to be continuously activated (for example a message does not need to be continuously displayed), however activation shall escalate in intensity so that it becomes continuous as the level of the reagent approaches empty and the point where the operator inducement system will come into effect is approached (for example frequency at which a lamp flashes). It shall culminate in an operator notification at a level that is at the choice of the manufacturer, but sufficiently more noticeable at the point where the operator inducement system in paragraph A.1.6.3 of this Annex comes into effect than when it was first activated.












A.1.6.2.4.


The continuous warning shall not be easily disabled or ignored. When the warning system includes a message display system, an explicit message shall be displayed (for example “fill up urea”, “fill up AdBlue”, or “fill up reagent”). The continuous warning may be temporarily interrupted by other warning signals providing important safety related messages.












A.1.6.2.5.


It shall not be possible to turn off the operating warning system until the reagent has been replenished to a level not requiring its activation.




A.1.6.3.   Activation of the operator inducement system








A.1.6.3.1.


The low-level inducement system described in paragraph A.1.5.3 of this Annex shall be activated if the reagent tank level goes below 2,5 per cent of its nominally full capacity or a higher percentage at the choice of the manufacturer.












A.1.6.3.2.


The severe inducement system described in paragraph A.1.5.4 of this Annex shall be activated if the reagent tank is empty, that is, when the dosing system is unable to draw further reagent from the tank, or at any level below 2,5 per cent of its nominally full capacity at the discretion of the manufacturer.












A.1.6.3.3.


Except to the extent permitted by paragraph A.1.5.5 of this Annex, it shall not be possible to turn off the low-level or severe inducement system until the reagent has been replenished to a level not requiring their respective activation.




A.1.7.   Reagent quality monitoring
A.1.7.1.   The engine, or non-road mobile machinery or category T vehicle shall include a means of determining the presence of an incorrect reagent on board a non-road mobile machinery or category T vehicle.








A.1.7.1.1.


The manufacturer shall specify a minimum acceptable reagent concentration CDmin, which results in tailpipe NOX emissions not exceeding the lower of either the applicable NOX limit multiplied by 2,25 or the applicable NOX limit plus 1,5 g/kWh. For engine sub-categories with a combined HC and NOX limit, the applicable NOX limit value for the purpose of this paragraph shall be the combined limit value for HC and NOX reduced by 0,19 g/kWh.












A.1.7.1.1.1.


The value of CDmin specified by the manufacturer shall be used during the demonstration set out in paragraph A.1.13 of this Annex and recorded in the extended documentation package as specified in Appendix A.3 to Annex 1.












A.1.7.1.2.


Any reagent concentration lower than CDmin shall be detected and be regarded, for the purpose of paragraph A.1.7.1 of this Annex, as being incorrect reagent.












A.1.7.1.3.


A specific counter ("the reagent quality counter") shall be attributed to the reagent quality. The reagent quality counter shall count the number of engine operating hours with an incorrect reagent.












A.1.7.1.3.1.


Optionally, the manufacturer may group the reagent quality failure together with one or more of the failures listed in paragraphs A.1.8 and A.1.9 of this Annex into a single counter.












A.1.7.1.4.


Details of the reagent quality counter activation and deactivation criteria and mechanisms are described in paragraph A.1.11 of this Annex.




A.1.7.2.   Activation of the operator warning system
When the monitoring system confirms that the reagent quality is incorrect, the operator warning system described in paragraph A.1.4 shall be activated. When the warning system includes a message display system, it shall display a message indicating the reason of the warning (for example “incorrect urea detected”, “incorrect AdBlue detected”, or “incorrect reagent detected”).
A.1.7.3   Activation of the operator inducement system








A.1.7.3.1.


The low-level inducement system described in paragraph A.1.5.3 of this Annex shall be activated if the reagent quality is not rectified within a maximum of 10 engine operating hours after the activation of the operator warning system as described in paragraph A.1.7.2 of this Annex.












A.1.7.3.2.


The severe inducement system described in paragraph A.1.5.4 of this Annex shall be activated if the reagent quality is not rectified within a maximum of 20 engine operating hours after the activation of the operator warning system as described in paragraph A.1.7.2 of this Annex.












A.1.7.3.3.


The number of hours prior to activation of the inducement systems shall be reduced in case of a repetitive occurrence of the malfunction according to the mechanism described in paragraph A.1.11 of this Annex.




A.1.8.   Reagent dosing activity
A.1.8.1   The engine shall include a means of determining interruption of dosing.
A.1.8.2.   Reagent dosing activity counter








A.1.8.2.1.


A specific counter shall be attributed to the dosing activity (the "dosing activity counter"). The counter shall count the number of engine operating hours which occur with an interruption of the reagent dosing activity. This is not required where such interruption is demanded by the engine ECU because the non-road mobile machinery or category T vehicles operating conditions are such that their emission performance does not require reagent dosing.












A.1.8.2.1.1.


Optionally, the manufacturer may group the reagent dosing failure together with one or more of the failures listed in paragraphs A.1.7 and A.1.9 of this Annex into a single counter.












A.1.8.2.2.


Details of the reagent dosing activity counter activation and deactivation criteria and mechanisms are described in paragraph A.1.11 of this Annex.












A.1.8.3.


Activation of the operator warning system
The operator warning system described in paragraph A.1.4 of this Annex shall be activated in the case of interruption of dosing which sets the dosing activity counter in accordance with paragraph A.1.8.2.1 of this Annex. When the warning system includes a message display system, it shall display a message indicating the reason of the warning (e.g. “urea dosing malfunction”, “AdBlue dosing malfunction”, or “reagent dosing malfunction”).




A.1.8.4.   Activation of the operator inducement system








A.1.8.4.1.


The low-level inducement system described in paragraph A.1.5.3 of this Annex shall be activated if an interruption in reagent dosing is not rectified within a maximum of 10 engine operating hours after the activation of the operator warning system in accordance with paragraph A.1.8.3 of this Annex.












A.1.8.4.2.


The severe inducement system described in paragraph A.1.5.4 of this Annex shall be activated if an interruption in reagent dosing is not rectified within a maximum of 20 engine operating hours after the activation of the operator warning system in accordance with paragraph A.1.8.3 of this Annex.












A.1.8.4.3.


The number of hours prior to activation of the inducement systems shall be reduced in case of a repetitive occurrence of the malfunction according to the mechanism described in paragraph A.1.11 of this Annex.




A.1.9.   Other failures that may be attributed to tampering
A.1.9.1.   In addition to the level of reagent in the reagent tank, the reagent quality, and the interruption of dosing, the following failures shall be monitored because they may be attributed to tampering:






(a)


Failures of the NOX Control Diagnostic (NCD) system as described in paragraph A.1.9.2.1 of this Annex;










(b)


Failures of the exhaust gas recirculation (EGR) valve as described in paragraph A.1.9.2.2 of this Annex.




A.1.9.2.   Monitoring requirements and counters
A.1.9.2.1.   NCD system








A.1.9.2.1.1.


The NOX Control Diagnostic (NCD) system shall be monitored for electrical failures and for removal or deactivation of any sensor that prevents it from diagnosing any other failures set out in paragraphs A.1.6 to A.1.8 (component monitoring) of this Annex.
A non-exhaustive list of sensors that affect the diagnostic capability are those directly measuring NOX concentration, urea quality sensors, ambient sensors and sensors used for monitoring reagent dosing activity, reagent level, or reagent consumption.












A.1.9.2.1.2.


A counter shall be attributed to each of the monitoring failures. The NCD system counters shall count the number of engine operating hours when the DTC associated to a malfunction of the NCD system is confirmed to be active. Different NCD system failures may be grouped into a single counter.












A.1.9.2.1.2.1.


The manufacturer may group the NCD system failure together with one or more of the failures listed in paragraphs A.1.7, A.1.8 and paragraph A.1.9.2.2 of this Annex into a single counter.












A.1.9.2.1.3.


Details of the NCD system counter(s) activation and deactivation criteria and mechanisms are described in paragraph A.1.11 of this Annex.




A.1.9.2.2.   EGR valve








A.1.9.2.2.1.


The EGR system shall be monitored for an impeded EGR valve.












A.1.9.2.2.2.


A counter shall be attributed to an impeded EGR valve. The EGR valve counter shall count the number of engine operating hours when the DTC associated to an impeded EGR valve is confirmed to be active.












A.1.9.2.2.2.1.


The manufacturer may group the impeded EGR valve failure together with one or more of the failures listed in paragraphs A.1.7, A.1.8 and A.1.9.2.1 of this Annex. into a single counter.












A.1.9.2.2.3.


Details of the EGR valve counter activation and deactivation criteria and mechanisms are described in paragraph A.1.11 of this Annex.




A.1.9.3.   Activation of the operator warning system
The operator warning system set out in paragraph 4 shall be activated in case any of the failures specified in paragraph A.1.9.1 of this Annex occur, and shall indicate that an urgent repair is required. When the warning system includes a message display system, it shall display a message indicating the reason of the warning (for example “reagent dosing valve disconnected”, or "critical emission failure").
A.1.9.4.   Activation of the operator inducement system








A.1.9.4.1.


The low-level inducement system described in paragraph A.1.5.3 of this Annex shall be activated if a failure specified in paragraph A.1.9.1 of this Annex is not rectified within a maximum of 36 engine operating hours after the activation of the operator warning system set out in paragraph A.1.9.3 of this Annex.












A.1.9.4.2.


The severe inducement system described in paragraph A.1.5.4 of this Annex shall be activated if a failure specified in paragraph A.1.9.1 of this Annex is not rectified within a maximum of 100 engine operating hours after the activation of the operator warning system set out in paragraph A.1.9.3 of this Annex.












A.1.9.4.3.


The number of hours prior to activation of the inducement systems shall be reduced in case of a repetitive occurrence of the malfunction according to the mechanism described in paragraph A.1.11 of this Annex.




A.1.9.5.   As an alternative to the monitoring requirements set out in paragraph A.1.9.2 of this Annex, the manufacturer may monitor for failures using a NOX sensor located in the exhaust system. In this case,






(a)


The NOX value at which the NCM shall be detected shall not exceed the lower of either the applicable NOX limit multiplied by 2,25 or the applicable NOX limit plus 1,5 g/kWh. For engine sub-categories with a combined HC and NOX limit, the applicable NOX limit value for the purpose of this paragraph shall be the combined limit value for HC and NOX reduced by 0,19 g/kWh.










(b)


A single warning may be used, including, where messages are used, the statement ‘high NOX — root cause unknown’.










(c)


In paragraph A.1.9.4.1 of this Annex the maximum number of engine operating hours between the activation of the operator warning system and the activation of the low-level inducement system shall be reduced to 10.










(d)


In paragraph A.1.9.4.2 of this Annex the maximum number of engine operating hours between the activation of the operator warning system and the activation of the severe inducement system shall be reduced to 20.




A.1.10.   Demonstration requirements
A.1.10.1.   General
The compliance to the requirements of this Appendix shall be demonstrated during type-approval by performing, as illustrated in Table A.9-1 and specified in paragraph A.1.10 of this Annex:






(a)


A demonstration of the warning system activation










(b)


A demonstration of the low level inducement system activation, if applicable










(c)


A demonstration of the severe inducement system activation




A.1.10.2.   Engine families and NCD engine families
The compliance of an engine family or an NCD engine family with the requirements of paragraph A.1.10 of this Annex may be demonstrated by testing one of the members of the considered family, provided the manufacturer demonstrates to the Type Approval Authority that the monitoring systems necessary for complying with the requirements of this Appendix are similar within the family.








A.1.10.2.1.


The demonstration that the monitoring systems for other members of the NCD engine family are similar may be performed by presenting to the type approval authorities such elements as algorithms, functional analyses, etc.












A.1.10.2.2.


The test engine is selected by the manufacturer in agreement with the Type Approval Authority. It may or may not be the parent engine of the considered family.












A.1.10.2.3.


In the case where engines of an engine family belong to an NCD engine family that has already been type-approved, according to paragraph A.1.10.2.1 (Figure A.9-3) of this Annex the compliance of that engine family is deemed to be demonstrated without further testing, provided the manufacturer demonstrates to the authority that the monitoring systems necessary for complying with the requirements of this Appendix are similar within the considered engine and NCD engine families.

Table A.9-1


Illustration of the content of the demonstration process in accordance with the provisions in paragraphs A.1.10.3. and A.1.10.4







Mechanism


Demonstration elements




Warning system activation specified in paragraph A.1.10.3 of this Annex








—


2 activation tests (incl. lack of reagent)










—


Supplementary demonstration elements, as appropriate








Low-level inducement activation specified in paragraph A.1.10.4 of this Annex








—


2 activation tests (incl. lack of reagent)










—


Supplementary demonstration elements, as appropriate










—


1 torque reduction test








Severe inducement activation specified in paragraph A.1.10.4 of this Annex








—


2 activation tests (incl. lack of reagent)










—


Supplementary demonstration elements, as appropriate









Figure A.9-3


Previously demonstrated conformity of an NCD engine family




Text of image

Conformity of Engine family 1 is considered as demonstrated
Conformity of PCD engine family 1 has been demonstrated for Engine family 2
Engine family 1
Engine family 2
PCD engine family 1





A.1.10.3.   Demonstration of the warning system activation
A.1.10.3.1.   The compliance of the warning system activation shall be demonstrated by performing two tests: lack of reagent, and one failure category identified in paragraphs A.1.7, A.1.8 or A.1.9 of this Annex.
A.1.10.3.2.   Selection of the failure to be tested from paragraphs A.1.7, A.1.8, or A.1.9 of this Annex.








A.1.10.3.2.1.


The Type Approval Authority shall select one failure category. In the case that a failure is selected from points A.1.7 or A.1.9 of this Annex the additional requirements set out in points A.1.10.3.2.2 or A.1.10.3.2.3 of this Annex respectively shall apply.












A.1.10.3.2.2.


For the purpose of demonstrating the activation of the warning system in case of a wrong reagent quality, a reagent shall be selected with a dilution of the active ingredient at least as dilute as that communicated by the manufacturer according to the requirements set out in paragraph A.1.7 of this Annex.












A.1.10.3.2.3.


For the purpose of demonstrating the activation of the warning system in case of failures that may be attributed to tampering, and are defined in paragraph A.1.9 of this Annex the selection shall be performed according to the following requirements:






A.1.10.3.2.3.1.


The manufacturer shall provide the Type Approval Authority with a list of such potential failures.










A.1.10.3.2.3.2.


The failure to be considered in the test shall be selected by the Type Approval Authority from this list referred to in paragraph A.1.10.3.2.3.1 of this Annex








A.1.10.3.3.   Demonstration
A.1.10.3.3.1.   For the purpose of this demonstration, a separate test shall be performed for the lack of reagent and the failure selected in paragraph A.1.10.3.2 of this Annex
A.1.10.3.3.2.   During a test, no failure shall be present other than the one addressed by the test.
A.1.10.3.3.3.   Prior to starting a test, all DTC shall have been erased.
A.1.10.3.3.4.   At the request of the manufacturer, and with the agreement of the Type Approval Authority, the failures subject to testing may be simulated.
A.1.10.3.3.5.   Detection of failures other than lack of reagent.
For failures other than lack of reagent, once the failure installed or simulated, the detection of that failure shall be performed as follows:






A.1.10.3.3.5.1.


The NCD system shall respond to the introduction of a failure selected as appropriate by the Type Approval Authority in accordance to the provisions of this Appendix. This is considered to be demonstrated if activation occurs within two consecutive NCD test-cycles according to paragraph A.1.10.3.3.7 of this Annex.
When it has been specified in the monitoring description and agreed by the Type Approval Authority that a specific monitor needs more than two NCD test-cycles to complete its monitoring, the number of NCD test-cycles may be increased to 3 NCD test-cycles.
Each individual NCD test-cycle in the demonstration test may be separated by an engine shut-off. The time until the next start-up shall take into consideration any monitoring that may occur after engine shut-off and any necessary condition that must exist for monitoring to occur at the next start up.










A.1.10.3.3.5.2.


The demonstration of the warning system activation is deemed to be accomplished if, at the end of each demonstration test performed according to paragraph A.1.10.3.3 of this Annex, the warning system has been properly activated and the DTC for the selected failure has got the “confirmed and active” status.




A.1.10.3.3.6.   Detection in case of lack of reagent availability
For the purpose of demonstrating the activation of the warning system in case of lack of reagent availability, the engine shall be operated over one or more NCD test cycles at the discretion of the manufacturer.








A.1.10.3.3.6.1.


The demonstration shall start with a level of reagent in the tank to be agreed between the manufacturer and the Type Approval Authority but representing not less than 10 per cent of the nominal capacity of the tank.












A.1.10.3.3.6.2.


The warning system is deemed to have performed in the correct manner if the following conditions are met simultaneously:






(a)


The warning system has been activated with a reagent availability greater or equal to 10 per cent of the capacity of the reagent tank; and










(b)


The "continuous" warning system has been activated with a reagent availability greater or equal to the value declared by the manufacturer in accordance with the provisions of paragraph A.1.6 of this Annex.








A.1.10.3.3.7.   NCD test cycle








A.1.10.3.3.7.1.


The NCD test cycle considered in paragraph A.1.10 of this Annex for demonstrating the correct performance of the NCD system is the hot NRTC cycle for engines of sub-category NRE-v-3, NRE-v-4, NRE-v-5 NRE-v-6 and the applicable NRSC for all other categories.












A.1.10.3.3.7.2.


On request of the manufacturer and with approval of the Type Approval Authority, an alternative NCD test-cycle can be used (e.g. other than the NRTC or the NRSC) for a specific monitor. The request shall contain elements (technical considerations, simulation, test results, etc.) demonstrating:






(a)


The requested test-cycle results in a monitor that will run in real world operations, and;










(b)


The applicable NCD test-cycle specified in paragraph A.1.10.3.3.7.1 of this Annex is shown to be less appropriate for the considered monitoring.








A.1.10.3.4.   The demonstration of the warning system activation is deemed to be accomplished if, at the end of each demonstration test performed according to paragraph A.1.10.3.3 of this Annex, the warning system has been properly activated.
A.1.10.4.   Demonstration of the inducement system
A.1.10.4.1.   The demonstration of the inducement system shall be done by tests performed on an engine test bench.








A.1.10.4.1.1.


Any components or sub-systems not physically mounted on the engine, such as, but not limited to, ambient temperature sensors, level sensors, and operator warning and information systems, that are required in order to perform the demonstrations shall be connected to the engine for that purpose, or shall be simulated, to the satisfaction of the Type Approval Authority.












A.1.10.4.1.2.


If the manufacturer chooses, and subject to the agreement of the Type Approval Authority, the demonstration tests may be performed on a complete non-road mobile machinery or machinery either by mounting the non-road mobile machinery on a suitable test bed or, notwithstanding paragraph A.1.10.4.1 of this Annex, by running it on a test track under controlled conditions.




A.1.10.4.2.   The test sequence shall demonstrate the activation of the inducement system in case of lack of reagent and in case of the failure selected by the Type Approval Authority according to paragraph A.1.10.3.2.1 of this Annex for the test of the warning system.
A.1.10.4.3.   For the purpose of this demonstration,






(a)


The manufacturer shall, in agreement with the Type Approval Authority, be permitted to accelerate the test by simulating the achievement of a certain number of operating hours;










(b)


The achievement of the torque reduction required for low-level inducement may be demonstrated at the same time as the general engine performance approval process performed in accordance with this Regulation. Separate torque measurement during the inducement system demonstration is not required in this case;










(c)


The low-level inducement, if applicable, shall be demonstrated according to the requirements of paragraph A.1.10.4.5 of this Annex;










(d)


The severe inducement shall be demonstrated according to the requirements of paragraph A.1.10.4.6 of this Annex.




A.1.10.4.4.   The manufacturer shall, in addition, demonstrate the operation of the inducement system under those failure conditions defined in paragraphs A.1.7, A.1.8 or A.1.9 of this Annex which have not been chosen for use in demonstration tests described in paragraphs A.1.10.4.1 to A.1.10.4.3 of this Annex.
These additional demonstrations may be performed by presentation to the Type Approval Authority of a technical case using evidence such as algorithms, functional analyses, and the result of previous tests.








A.1.10.4.4.1.


These additional demonstrations shall in particular demonstrate to the satisfaction of the Type Approval Authority the inclusion of the correct torque reduction mechanism in the engine ECU.




A.1.10.4.5.   Demonstration test of the low level inducement system








A.1.10.4.5.1.


This demonstration starts when the warning system or when appropriate "continuous" warning system has been activated as a result of the detection of a failure selected by the Type Approval Authority.












A.1.10.4.5.2.


When the system is being checked for its reaction to the case of lack of reagent in the tank, the engine shall be run until the reagent availability has reached a value of 2,5 per cent of the tank nominal full capacity of the tank or the value declared by the manufacturer in accordance with paragraph A.1.6.3.1 of this Annex at which the low-level inducement system is intended to operate.












A.1.10.4.5.2.1.


The manufacturer may, with the agreement of the Type Approval Authority, simulate continuous running by extracting reagent from the tank, either whilst the engine is running or is stopped.












A.1.10.4.5.3.


When the system is checked for its reaction in the case of a failure other than a lack of reagent in the tank, the engine shall be run for the relevant number of operating hours indicated in Table A.9-3 or, at the choice of the manufacturer, until the relevant counter has reached the value at which the low-level inducement system is activated.












A.1.10.4.5.4.


The demonstration of the low level inducement system shall be deemed to be accomplished if, at the end of each demonstration test performed according to paragraphs A.1.10.4.5.2 and A.1.10.4.5.3 of this Annex, the manufacturer has demonstrated to the Type Approval Authority that the engine ECU has activated the torque reduction mechanism.




A.1.10.4.6.   Demonstration test of the severe inducement system








A.1.10.4.6.1.


This demonstration shall start from a condition where the low-level inducement system, where applicable, has been previously activated and may be performed as a continuation of the tests undertaken to demonstrate the low-level inducement system.












A.1.10.4.6.2.


When the system is checked for its reaction in the case of lack of reagent in the tank, the engine shall be run until the reagent tank is empty, or has reached the level below 2,5 per cent of nominal full capacity of the tank at which the manufacturer has declared to activate the severe inducement system.












A.1.10.4.6.2.1.


The manufacturer may, with the agreement of the Type Approval Authority, simulate continuous running by extracting reagent from the tank, either whilst the engine is running or is stopped.












A.1.10.4.6.3.


When the system is checked for its reaction in the case of a failure that is not a lack of reagent in the tank, the engine shall then be run for the relevant number of operating hours indicated in Table A.9-4 or, at the choice of the manufacturer, until the relevant counter has reached the value at which the severe inducement system is activated.












A.1.10.4.6.4.


The demonstration of the severe inducement system shall be deemed to be accomplished if, at the end of each demonstration test performed according to paragraphs A.1.10.4.6.2 and A.1.10.4.6.3 of this Annex, the manufacturer has demonstrated to the Type Approval Authority that the severe inducement mechanism considered in this Appendix has been activated.












A.1.10.4.7.


Alternatively, if the manufacturer chooses, and subject to the agreement of the Type Approval Authority, the demonstration of the inducement mechanisms may be performed on a complete non-road mobile machinery in accordance with the requirements of paragraphs A.1.5.4 and A.1.10.4.1.2 of this Annex, either by mounting the non-road mobile machinery or category T vehicle on a suitable test bed or by running it on a test track under controlled conditions.












A.1.10.4.7.1.


The non-road mobile machinery shall be operated until the counter associated with the selected failure has reached the relevant number of operating hours indicated in Table A.9-4 or, as appropriate, until either the reagent tank is empty or, has reached the level below 2,5 per cent of nominal full capacity of the tank at which the manufacturer has chosen to activate the severe inducement system.




A.1.10.5.   Documentation of the demonstration








A.1.10.5.1


A demonstration report shall be created that documents the demonstration of the NCD system. The report shall:






(a)


Identify the failures examined;










(b)


Describe the demonstration performed including the applicable test cycle;










(c)


Confirm that the applicable warnings and inducements were activated as required by this regulation;










(d)


Be included in the information folder as set out in Annex 1.








A.1.11.   Description of the operator warning and inducement activation and deactivation mechanisms
A.1.11.1   To complement the requirements specified in this Appendix concerning the warning and inducement activation and deactivation mechanisms, paragraph A.1.11 of this Annex specifies the technical requirements for an implementation of those activation and deactivation mechanisms.
A.1.11.2.   Activation and deactivation mechanisms of the warning system








A.1.11.2.1.


The operator warning system shall be activated when the diagnostic trouble code (DTC) associated with a NCM justifying its activation has the status defined in Table A.9-2.

Table A.9-2


Activation of the operator warning system







Failure type


DTC status for activation of the warning system




Poor reagent quality


confirmed and active




Interruption of dosing


confirmed and active




Impeded EGR valve


confirmed and active




Malfunction of the monitoring system


confirmed and active




NOX threshold, if applicable


confirmed and active
















A.1.11.2.2.


The operator warning system shall be deactivated when the diagnosis system concludes that the malfunction relevant to that warning is no longer present or when the information including DTCs relative to the failures justifying its activation is erased by a scan tool.












A.1.11.2.2.1.


Requirements for erasing "NOX control information"












A.1.11.2.2.1.1.


Erasing/resetting "NOX control information" by a scan-tool
On request of the scan tool, the following data shall be erased or reset to the value specified in this Appendix from the computer memory (see Table A.9-3).

Table A.9-3


Erasing/resetting "NOX control information" by a scan-tool








NOX control information


Erasable


Resetable




All DTCs


X


 




The value of the counter with the highest number of engine operating hours


 


X




The number of engine operating hours from the NCD counter(s)


 


X
















A.1.11.2.2.1.2.


NOX control information shall not be erased by disconnection of the battery(ies) of the non-road mobile machinery or the category T vehicle.












A.1.11.2.2.1.3.


The erasing of "NOX control information" shall only be possible under “engine-off” conditions.












A.1.11.2.2.1.4.


When "NOX control information" including DTCs are erased, any counter associated with these failures and which is specified in this Appendix shall not be erased, but reset to the value specified in the appropriate paragraph of this Appendix.




A.1.11.3.   Activation and deactivation mechanism of the operator inducement system
A.1.11.3.1.   The operator inducement system shall be activated when the warning system is active and the counter relevant to the type of NCM justifying their activation have reached the value specified in Table A.9-4.
A.1.11.3.2.   The operator inducement system shall be deactivated when the system no longer detects a malfunction justifying its activation, or if the information including the DTCs relative to the NCMs justifying its activation has been erased by a scan tool or maintenance tool.
A.1.11.3.3.   The operator warning and inducement systems shall be immediately activated or deactivated as appropriate according to the provisions of paragraph A.1.6 of this Annex after assessment of the reagent quantity in the reagent tank. In that case, the activation or deactivation mechanisms shall not depend upon the status of any associated DTC.
A.1.11.4.   Counter mechanism
A.1.11.4.1.   General








A.1.11.4.1.1.


To comply with the requirements of this Appendix, the system shall contain counters to record the number of hours during which the engine has been operated while the system has detected any of the following NCM:






(a)


An incorrect reagent quality;










(b)


An interruption of reagent dosing activity;










(c)


An impeded EGR valve;










(d)


A failure of the NCD system.
















A.1.11.4.1.1.1.


The manufacturer may use one or more counters for grouping the NCMs indicated in paragraph A.1.11.4.1.1 of this Annex.












A.1.11.4.1.2.


Each of the counters shall count up to the maximum value provided in a 2 byte counter with 1 hour resolution and hold that value unless the conditions allowing the counter to be reset to zero are met.












A.1.11.4.1.3.


A manufacturer may use a single or multiple NCD system counters. A single counter may accumulate the number of hours of 2 or more different malfunctions relevant to that type of counter, none of them having reached the time the single counter indicates.












A.1.11.4.1.3.1.


When the manufacturer decides to use multiple NCD system counters, the system shall be capable of assigning a specific monitoring system counter to each malfunction relevant according to this Appendix to that type of counters.




A.1.11.4.2.   Principle of counters mechanism








A.1.11.4.2.1.


Each of the counters shall operate as follows:






A.1.11.4.2.1.1.


If starting from zero, the counter shall begin counting as soon as a malfunction relevant to that counter is detected and the corresponding diagnostic trouble code (DTC) has the status defined in Table A.9-2.










A.1.11.4.2.1.2.


In case of repeated failures, one of the following provisions shall apply at the choice of the manufacturer.






(a)


If a single monitoring event occurs and the malfunction that originally activated the counter is no longer detected or if the failure has been erased by a scan tool or a maintenance tool, the counter shall halt and hold its current value. If the counter stops counting when the severe inducement system is active, the counter shall be kept frozen at the value defined in Table A.9-4 or a value of greater than or equal to the counter value for severe inducement minus 30 minutes.










(b)


The counter shall be kept frozen at the value defined in Table A.9-4 or a value of greater than or equal to the counter value for severe inducement minus 30 minutes.














A.1.11.4.2.1.3.


In the case of a single monitoring system counter, that counter shall continue counting if a NCM relevant to that counter has been detected and its corresponding Diagnostic trouble code (DTC) has the status "confirmed and active". It shall halt and hold one of the values specified in paragraph A.1.11.4.2.1.2 of this Annex, if no NCM that would justify the counter activation is detected or if all the failures relevant to that counter have been erased by a scan tool or a maintenance tool.

Table A.9-4


Counters and inducement










 


DTC status for first activation of the counter


Counter value for low-level inducement


Counter value for severe inducement


Frozen value held by the counter




Reagent quality counter


confirmed and active


≤ 10 hours


≤ 20 hours


≥ 90 per cent of counter value for severe inducement




Dosing counter


confirmed and active


≤ 10 hours


≤ 20 hours


≥ 90 per cent of counter value for severe inducement




EGR valve counter


confirmed and active


≤ 36 hours


≤ 100 hours


≥ 95 per cent of counter value for severe inducement




Monitoring system counter


confirmed and active


≤ 36 hours


≤ 100 hours


≥ 95 per cent of counter value for severe inducement




NOX threshold, if applicable


confirmed and active


≤ 10 hours


≤ 20 hours


≥ 90 per cent of counter value for severe inducement














A.1.11.4.2.1.4.


Once frozen, the counter shall be reset to zero when the monitors relevant to that counter have run at least once to completion of their monitoring cycle without having detected a malfunction and no malfunction relevant to that counter has been detected during 40 engine operating hours since the counter was last held (see Figure A.9-4).










A.1.11.4.2.1.5.


The counter shall continue counting from the point at which it had been held if a malfunction relevant to that counter is detected during a period when the counter is frozen (see Figure A.9-4).








A.1.12.   Illustration of the activation and deactivation and counter mechanisms








A.1.12.1.


This paragraph A.1.12 of this Annex illustrates the activation and deactivation and counter mechanisms for some typical cases. The Figures and descriptions given in paragraphs A.1.12.2, A.1.12.3 and A.1.12.4 of this Annex are provided solely for the purposes of illustration in this Appendix and should not be referenced as examples of either the requirements of this Regulation or as definitive statements of the processes involved. The counter hours in Figures A.9-6 and A.9-7 refer to the maximum severe inducement values in Table A.9-4. For simplification purposes, for example, the fact that the warning system will also be active when the inducement system is active has not been mentioned in the illustrations given.

Figure A.9-4


Reactivation and resetting to zero of a counter after a period when its value has been frozen




Text of image

> 40 op. hours
< 40 op. hours
40 operating hours
40 operating hours
Counter
freeze value
Failure
YES
NO
repair
repair













A.1.12.2.


Figure A.9-5 illustrates the operation of the activation and deactivation mechanisms when monitoring the reagent availability for four cases:






(a)


Use case 1: the operator continues operating the non-road mobile machinery in spite of the warning until non-road mobile machinery operation is disabled;










(b)


Refilling case 1 ("adequate" refilling): the operator refills the reagent tank so that a level above the 10 per cent threshold is reached. Warning and inducement are de-activated;










(c)


Refilling cases 2 and 3 ("inadequate" refilling): The warning system is activated. The level of warning depends on the amount of available reagent;










(d)


Refilling case 4 ("very inadequate" refilling): The low level inducement is activated immediately.

Figure A.9-5


Reagent availability




Text of image

Inducement
SEVERE
LOW-LEVEL
"continous" WARNING
WARNING
NO
Level of reagent
EMPTY
refilling (case 1)
refilling (case 2)
refilling (case 3)
refilling (case 4)

















A.1.12.3.


Figure A.9-6 illustrates three cases of wrong reagent quality:






(a)


Use case 1: the operator continues operating the non-road mobile machinery in spite of the warning until non-road mobile machinery operation is disabled.










(b)


Repair case 1 ("bad" or "dishonest" repair): after disablement of the non-road mobile machinery, the operator changes the quality of the reagent, but soon after, changes it again for a poor quality one. The inducement system is immediately reactivated and non-road mobile machinery operation is disabled after 2 engine operating hours.










(c)


Repair case 2 ("good" repair): after disablement of the non-road mobile machinery, the operator rectifies the quality of the reagent. However some time afterwards, he refills again with a poor quality reagent. The warning, inducement and counting processes restart from zero.

Figure A.9-6


Filling with poor reagent quality




Text of image

< 40 op. hours
> 40 op. hours
40 operating hours
hrs
hrs
hrs
Counter
Inducement
Wrong urea
SEVERE
LOW-LEVEL
WARNING
NO
YES
NO
repair
repair
repair (case 1)
repair (case 2)

















A.1.12.4.


Figure A.9-7 illustrates three cases of failure of the urea dosing system. This figure also illustrates the process that applies in the case of the monitoring failures described in paragraph A.1.9 of this Annex.






(a)


Use case 1: the operator continues operating the non-road mobile machinery in spite of the warning until non-road mobile machinery operation is disabled.










(b)


Repair case 1 ("good" repair): after disablement of the non-road mobile machinery, the operator repairs the dosing system. However some time afterwards, the dosing system fails again. The warning, inducement and counting processes restart from zero.










(c)


Repair case 2 ("bad" repair): during the low-level inducement time (torque reduction), the operator repairs the dosing system. Soon after, however, the dosing system fails again. The low-level inducement system is immediately reactivated and the counter restarts from the value it had at the time of repair.

Figure A.9-7


Failure of the reagent dosing system




Text of image

> 40 op. hours
< 40 op. hours
40 operating hours
40 operating hours
Counter
hrs
hrs
hrs
Inducement
SEVERE
LOW-LEVEL
WARNING
NO
YES
NO
repair
repair
Dosing system not working
repair (case 1)
repair (case 2)









A.1.13.   Demonstration of the minimum acceptable reagent concentration CDmin

A.1.13.1.   The manufacturer shall demonstrate the correct value of CDmin during type approval by performing the hot part of the NRTC cycle for engines of sub-category NRE-v-3, NRE-v-4, NRE-v-5 NRE-v-6 and the applicable NRSC for all other categories using a reagent with the concentration CDmin.
A.1.13.2.   The test shall follow the appropriate NCD cycle(s) or manufacturer defined pre-conditioning cycle, permitting a closed loop NOX control system to perform adaptation to the quality of the reagent with the concentration CDmin.
A.1.13.3.   The pollutant emissions resulting from this test shall not exceed the NOX threshold specified in paragraph A.1.7.1.1 of this Annex.
A.1.13.4.   Documentation of the demonstration






A.1.13.4.1.


A demonstration report shall be created that documents the demonstration of the minimum acceptable reagent concentration. The report shall:






(a)


Identify the failures examined;










(b)


Describe the demonstration performed including the applicable test cycle;










(c)


Confirm that the pollutant emissions arising from this demonstration did not exceed the NOX threshold specified in point A.1.7.1.1 of this Annex;










(d)


Be included in the information folder as set out in Annex 1.












APPENDIX A.2

TECHNICAL REQUIREMENTS ON PARTICULATE POLLUTANT CONTROL MEASURES, INCLUDING THE METHOD TO DEMONSTRATE THESE MEASURES

A.2.1.   Introduction
This Appendix sets out the requirements to ensure the correct operation of particulate control measures.
A.2.2.   General requirements
The engine shall be equipped with a Particulate Control Diagnostic system (PCD) able to identify the particulate after-treatment system malfunctions considered by this Annex. Any engine covered by this paragraph. shall be designed, constructed and installed so as to be capable of meeting these requirements throughout the normal life of the engine under normal conditions of use. In achieving this objective it is acceptable that engines which have been used in excess of the emission durability period as specified in Appendix 3 to this Regulation show some deterioration in the performance and the sensitivity of the PCD.
A.2.2.1.   Required information








A.2.2.1.1.


If the emission control system requires a reagent e.g. fuel borne catalyst, the characteristics of that reagent, including the type of reagent, information on concentration when the reagent is in solution, operational temperature conditions and reference to international standards for composition and quality must be specified by the manufacturer, in the information document set out in Annex 1.












A.2.2.1.2.


Detailed written information fully describing the functional operation characteristics of the operator warning system in paragraph A.2.4 of this Annex shall be provided to the Type Approval Authority at the time of type-approval.












A.2.2.1.3.


The manufacturer shall provide installation documents that, when used by the OEM, will ensure that the engine, inclusive of the emission control system that is part of the approved engine type or engine family, when installed in the non-road mobile machinery or category T vehicles, will operate, in conjunction with the necessary machinery parts, in a manner that will comply with the requirements of this Annex. This documentation shall include the detailed technical requirements and the provisions of the engine (software, hardware, and communication) needed for the correct installation of the engine in the non-road mobile machinery or category T vehicles.




A.2.2.2.   Operating conditions








A.2.2.2.1.


The PCD system shall at a minimum be operational at the applicable control conditions set out in paragraph 2.4 of this Annex for each engine category. The diagnostic system shall remain operational outside of this range where technically possible.




A.2.2.3.   Diagnostic requirements
A.2.2.3.1.   The PCD system shall be able to identify the particulate control malfunctions (PCM) considered by this Annex by means of Diagnostic Trouble Codes (DTCs) stored in the computer memory and to communicate that information off-board upon request.
A.2.2.3.2.   Requirements for recording Diagnostic Trouble Codes (DTCs)








A.2.2.3.2.1.


The PCD system shall record a DTC for each distinct PCM.












A.2.2.3.2.2.


The PCD system shall conclude within the periods of engine operation indicated in Table A.9-5 whether a detectable malfunction is present. At this time, a “confirmed and active” DTC shall be stored and the warning system specified in paragraph A.2.4 of this Annex shall be activated.












A.2.2.3.2.3.


In cases where more than the period of running time indicated in Table A.9-5 is required for the monitors to accurately detect and confirm a PCM (e.g. monitors using statistical models or with respect to fluid consumption on the non-road mobile machinery), the Type Approval Authority may permit a longer period for monitoring provided the manufacturer justifies the need for the longer period (for example by technical rationale, experimental results, in-house experience, etc.).

Table A.9-5


Monitor types and corresponding period within which a “confirmed and active” DTC shall be stored







Monitor type


Period of accumulated running time within which a “confirmed and active” DTC shall be stored




Removal of the particulate after-treatment system


60 minutes of non-idle engine operation




Loss of function of the particulate after-treatment system


240 minutes of non-idle engine operation




Failures of the PCD system


60 minutes of engine operation








A.2.2.3.3.   Requirements for erasing Diagnostic trouble codes (DTCs):






(a)


DTCs shall not be erased by the PCD system itself from the computer memory until the failure related to that DTC has been remedied.










(b)


The PCD system may erase all the DTCs upon request of a proprietary scan or maintenance tool that is provided by the engine manufacturer upon request, or using a pass code provided by the engine manufacturer.










(c)


The record of incidents of operation with a DTC confirmed and active that are stored in non-volatile memory as required by paragraph A.2.5.2 of this Annex shall not be erased.




A.2.2.3.4.   A PCD system shall not be programmed or otherwise designed to partially or totally deactivate based on age of the non-road mobile machinery during the actual life of the engine, nor shall the system contain any algorithm or strategy designed to reduce the effectiveness of the PCD system over time.
A.2.2.3.5.   Any reprogrammable computer codes or operating parameters of the PCD system shall be resistant to tampering.
A.2.2.3.6.   PCD engine family
The manufacturer is responsible for determining the composition of a PCD engine family. Grouping engines within a PCD engine family shall be based on good engineering judgment and be subject to approval by the Type Approval Authority.
Engines that do not belong to the same engine family may still belong to the same PCD engine family.
A.2.2.3.6.1.   Parameters defining a PCD engine family
A PCD engine family is characterised by basic design parameters that shall be common to engines within the family.
In order that engines are considered to belong to the same PCD engine family, the following list of basic parameters shall be similar:






(a)


Working principle of particulate after-treatment system (e.g. mechanical, aerodynamic, diffusional, inertial, periodically regenerating, continuously regenerating, etc.);










(b)


Methods of PCD monitoring;










(c)


Criteria for PCD monitoring;










(d)


Monitoring parameters (e.g. frequency).




These similarities shall be demonstrated by the manufacturer by means of relevant engineering demonstration or other appropriate procedures and subject to the approval of the Type Approval Authority.
The manufacturer may request approval by the Type Approval Authority of minor differences in the methods of monitoring/diagnosing the PCD monitoring system due to engine configuration variation, when these methods are considered similar by the manufacturer and they differ only in order to match specific characteristics of the components under consideration (for example size, exhaust flow, etc.); or their similarities are based on good engineering judgment.
A.2.3.   Maintenance requirements








A.2.3.1.


The OEM shall provide to all end-users of non-road mobile machinery or category T vehicles written instructions about the emission control system and its correct operation as required in Appendix 6 to this Regulation.




A.2.4.   Operator warning system








A.2.4.1.


The non-road mobile machinery shall include an operator warning system using visual alarms.












A.2.4.2.


The operator warning system may consist of one or more lamps, or display short messages.
The system used for displaying these messages may be the same as the one used for other maintenance or NCD purposes
The warning system shall indicate that an urgent repair is required. When the warning system includes a message display system, it shall display a message indicating the reason of the warning (for example “sensor disconnected”, or “critical emission failure”)












A.2.4.3.


At the choice of the manufacturer, the warning system may include an audible component to alert the operator. The cancelling of audible warnings by the operator is permitted.












A.2.4.4.


The operator warning system shall be activated as specified in paragraph A.2.2.3.2.2 of this Annex.












A.2.4.5.


The operator warning system shall be deactivated when the conditions for its activation have ceased to exist. The operator warning system shall not be automatically deactivated without the reason for its activation having been remedied.












A.2.4.6.


The warning system may be temporarily interrupted by other warning signals providing important safety related messages.












A.2.4.7.


In the application for type-approval under this Regulation, the manufacturer shall demonstrate the operation of the operator warning system, as specified in paragraph A.2.9 of this Annex.




A.2.5.   System to store information on operator warning system activation








A.2.5.1.


The PCD system shall include a non-volatile computer memory or counters to store incidents of engine operation with a DTC confirmed and active in a manner to ensure that the information cannot be intentionally deleted.












A.2.5.2.


The PCD shall store in the non-volatile memory the total number and duration of all incidents of engine operation with a DTC confirmed and active where the operator warning system has been active for 20 hours of engine operation, or a shorter period at the choice of the manufacturer.












A.2.5.3.


It shall be possible for national authorities to read these records with a scan tool.












A.2.5.4.


A description of the connection for, and method to read, these records shall be included in the information folder as set out in Annex 1.




A.2.6.   Monitoring for removal of the particulate after-treatment system








A.2.6.1.


The PCD system shall detect the complete removal of the particulate after-treatment system inclusive of the removal of any sensors used to monitor, activate, de-activate or modulate its operation.




A.2.7.   Additional requirements in the case of a particulate after-treatment system that uses a reagent (e.g. fuel borne catalyst).








A.2.7.1.


In the case of a confirmed and active DTC for either removal of the particulate after-treatment system or loss of the particulate after-treatment system function the reagent dosing shall be immediately interrupted. Dosing shall re-commence when the DTC is no longer active.












A.2.7.2.


The warning system shall be activated if the reagent level in the additive tank falls below the minimum value specified by the manufacturer.




A.2.8.   Monitoring failures that may be attributed to tampering








A.2.8.1.


In addition to monitoring for removal of the particulate after-treatment system the following failures shall be monitored because they may be attributed to tampering:






(a)


Loss of the particulate after-treatment system function;










(b)


Failures of the PCD system, as described in paragraph A.2.8.3 of this Annex.
















A.2.8.2.


Monitoring of loss of the particulate after-treatment system function
The PCD shall detect the complete removal of the particulate after-treatment system substrate (“empty can”). In this case the particulate after-treatment system housing and sensors used to monitor, activate, de-activate or modulate its operation are still present.




A.2.8.3.   Monitoring of failures of the PCD system








A.2.8.3.1.


The PCD system shall be monitored for electrical failures and for removal or deactivation of any sensor or actuator that prevents it from diagnosing any other failures mentioned in paragraphs A.2.6.1 and A.2.8.1(a) (component monitoring) of this Annex.
A non-exhaustive list of sensors that affect the diagnostic capability are those directly measuring differential pressures over the particulate after-treatment system and exhaust temperature sensors for controlling the particulate after-treatment system regeneration.












A.2.8.3.2.


Where the failure, removal or deactivation of a single sensor or actuator of the PCD system does not prevent the diagnosis within the required time period of the failures mentioned in paragraphs A.1.6.1 and A.1.8.1(a) (redundant system) of this Annex, the activation of the warning system and storage of information on operator warning system activation shall not be required unless additional sensor or actuator failures are confirmed and active.




A.2.9.   Demonstration requirements
A.2.9.1.   General
The compliance to the requirements of this Appendix shall be demonstrated during type-approval by performing, as illustrated in Table A.9-6 and specified in paragraph A.2.9 of this Annex a demonstration of the warning system activation.

Table A.9-6


Illustration of the content of the demonstration process in accordance with the provisions in paragraph A.2.9.3 of this Annex







Mechanism


Demonstration elements




Warning system activation specified in paragraph A.2.4.4 of this Annex








—


2 activation tests (incl. loss of the particulate after-treatment system function)










—


Supplementary demonstration elements, as appropriate








A.2.9.2.   Engine families and PCD engine families








A.2.9.2.1.


In the case where engines of an engine family belong to a PCD engine family that has already been type-approved, in accordance with paragraph A.2.2.3.6 of this Annex (Figure A.9-8) the compliance of that engine family is deemed to be demonstrated without further testing, provided the manufacturer demonstrates to the authority that the monitoring systems necessary for complying with the requirements of this Appendix are similar within the considered engine and PCD engine families.

Figure A.9-8


Previously demonstrated conformity of a PCD engine family










A.2.9.3.   Demonstration of the warning system activation








A.2.9.3.1.


The compliance of the warning system activation shall be demonstrated by performing two tests: loss of the particulate after-treatment system function and one failure category considered in paragraph A.2.6 or paragraph A.2.8.3 of this Annex.












A.2.9.3.2.


Selection of the failures to be tested












A.2.9.3.2.1.


The manufacturer shall provide the Type Approval Authority with a list of such potential failures.












A.2.9.3.2.2.


The failure to be considered in the test shall be selected by the Type Approval Authority from this list referred to in paragraph A.2.9.3.2.1 of this Annex.












A.2.9.3.3.


Demonstration












A.2.9.3.3.1.


For the purpose of this demonstration, a separate test shall be performed for the loss of the particulate after-treatment system function set out in paragraph A.2.8.2 of this Annex and for the failures laid down in paragraphs A.2.6 and A.2.8.3 of this Annex. The loss of the particulate after-treatment system function shall be created by a complete removal of the substrate from the particulate after-treatment system housing.












A.2.9.3.3.2.


During a test, no failure shall be present other than the one addressed by the test.












A.2.9.3.3.3.


Prior to starting a test, all DTC shall have been erased.












A.2.9.3.3.4.


At the request of the manufacturer, and with the agreement of the Type Approval Authority, the failures subject to testing may be simulated.












A.2.9.3.3.5.


Detection of failures












A.2.9.3.3.5.1.


The PCD system shall respond to the introduction of a failure selected as appropriate by the Type Approval Authority in accordance to the provisions of this Appendix. This is considered to be demonstrated if activation occurs within the number of consecutive PCD test-cycles given in Table A.9-7.
When it has been specified in the monitoring description and agreed by the Type Approval Authority that a specific monitor needs more PCD test-cycles to complete its monitoring than indicated in Table A.9-7, the number of PCD test-cycles may be increased by up to 50 per cent.
Each individual PCD test-cycle in the demonstration test may be separated by an engine shut-off. The time until the next start-up shall take into consideration any monitoring that may occur after engine shut- off and any necessary condition that must exist for monitoring to occur at the next start-up.

Table A.9-7


Monitor types and corresponding number of PCD test cycles within which a “confirmed and active” DTC shall be stored







Monitor type


Number of PCD test cycles within which a “confirmed and active” DTC shall be stored




Removal of the particulate after-treatment system


2 




Loss of function of the particulate after-treatment system


8 




Failures of the PCD system


2 
















A.2.9.3.3.6.


PCD test cycle












A.2.9.3.3.6.1.


The PCD test cycle considered in this paragraph A.2.9 of this Annex for demonstrating the correct performance of the particulate after-treatment system monitoring system is the hot NRTC cycle for engines of sub-category NRE-v-3, NRE-v-4, NRE-v-5, NRE-v-6 and the applicable NRSC for all other categories.












A.2.9.3.3.6.2.


On request of the manufacturer and with approval of the Type Approval Authority, an alternative PCD test-cycle (e.g. other than the NRTC or the NRSC) can be used for a specific monitor. The request shall contain elements (technical considerations, simulation, test results, etc.) demonstrating:






(a)


The requested test-cycle results in a monitor that will run in real world operation; and










(b)


The applicable PCD test-cycle specified in paragraph A.2.9.3.3.6.1 of this Annex is less appropriate for the considered monitoring.
















A.2.9.3.3.7


Configuration for demonstration of the warning system activation












A.2.9.3.3.7.1.


The demonstration of the warning system activation shall be done by tests performed on an engine test bench.












A.2.9.3.3.7.2.


Any components or subsystems not physically mounted on the engine, such as, but not limited to, ambient temperature sensors, level sensors, and operator warning and information systems, that are required in order to perform the demonstrations shall be connected to the engine for that purpose, or shall be simulated, to the satisfaction of the Type Approval Authority.












A.2.9.3.3.7.3.


If the manufacturer chooses, and subject to the agreement of the Type Approval Authority, the demonstration tests may be performed, notwithstanding paragraph A.2.9.3.3.7.1 of this Annex, on a complete non-road mobile machinery or machinery either by mounting the non-road mobile machinery on a suitable test bed or by running it on a test track under controlled conditions.












A.2.9.3.4.


The demonstration of the warning system activation is deemed to be accomplished if, at the end of each demonstration test performed in accordance with to paragraph A.2.9.3.3 of this Annex the warning system has been properly activated and the DTC for the selected failure has a “confirmed and active” status.












A.2.9.3.5.


Where a particulate after-treatment system that uses a reagent is subjected to a demonstration test for loss of the particulate after-treatment system function or removal of the particulate after-treatment system it shall also be confirmed that reagent dosing has been interrupted.












A.2.9.3.6.


Documentation of the demonstration












A.2.9.3.6.1.


A demonstration report shall be created that documents the demonstration of the PCD system. The report shall:






(a)


Identify the failures examined;










(b)


Describe the demonstration performed including the applicable test cycle;










(c)


Confirm that the applicable warnings were activated as required by this regulation;










(d)


Be included in the information folder as set out in Annex 1.












APPENDIX A.3

TECHNICAL DETAILS FOR PREVENTION OF TAMPERING









A.3.1.


For engine types and engine families that use an ECU as part of the emission control system the manufacturer shall provide to the Type Approval Authority a description of the provisions taken to prevent tampering with and modification of the ECU including the facility for updating using a manufacturer-approved programme or calibration;












A.3.2.


For engine types and engine families that use mechanical devices as part of the emission control system the manufacturer shall provide to the Type Approval Authority a description of the provisions taken to prevent tampering with and modification of the adjustable parameters of the emission control system. This shall include the tamper resistant components such as carburettor limiter caps or sealing of carburettor screws or special screws not adjustable by user.












A.3.2.1.


The manufacturer shall demonstrate to the technical service that the adjustable parameters of the emission control system cannot be easily tampered by applying reasonable forces, either:






(a)


Using the tools supplied together with the engine; or,










(b)


Using ordinary tools such as screwdriver, pliers (including cutting pliers) or wrenches.




Ordinary tools do not include: most cutting or grinding tools, drills and rotary cutters, or tools that generate excessive heat or flame.












A.3.3.


For the purpose of this Appendix, engines from different engine families may be further combined into families based upon the type and design of tamper prevention measures utilised. In order to place engines from different engine families into the same tamper prevention engine family the manufacturer shall provide confirmation to the Type Approval Authority that the measures used to prevent tampering are similar. In this case the requirements of paragraphs A.3.1 and A.3.2 of this Annex may be performed for one representative engine and the corresponding documentation used during the type approval of all engines in the same tamper prevention engine family.












A.3.4.


Manufacturers shall provide a warning in the operator's manual stating that tampering with the engine voids the type-approval of that particular engine.










ANNEX 10

PARAMETERS FOR THE DEFINITION OF ENGINE TYPES AND ENGINE FAMILIES, AND THEIR OPERATION MODES

1.   ENGINE TYPE
The technical features of an engine type shall be those defined in its information document drafted in accordance with the template set out in Annex 1.
1.1.   Operating mode (speed operation)
An engine type may be type-approved as a constant speed engine or as a variable speed engine, as defined respectively in paragraphs 2.1.11 and 2.1.95 of this Regulation.
1.1.1.   Variable speed engines








1.1.1.1.


In the case that, as allowed by paragraph 1.1.7 of this Regulation, a variable-speed engine of a particular category is used in place of a constant-speed engine of the same category, the parent engine (for the purposes of type-approval) and all engine types within the engine family (for the purposes of conformity of production), shall be tested using the applicable variable speed NRSC and additionally, where required, the applicable transient cycle. A variable speed engine of a particular category used in a constant speed operation of the same category need not be additionally tested using the applicable constant speed NRSC.




1.1.2.   Constant speed engines








1.1.2.1.


The constant speed governor function shall be engaged during constant speed operation. The governors of constant speed engines may not be required to continuously maintain speed exactly constant. The speed may decrease below the speed at zero load, so that the minimum speed occurs near the engine's point of maximum power. This is typically in the region of 0,1 to 10 per cent.












1.1.2.2.


In the case that the engine type is equipped with an idle speed for start-up and shut-down, the engine shall be installed in a manner to ensure that the constant speed governor function is engaged prior to increasing the load-demand to the engine from the no- load setting.












1.1.2.3.


Constant speed engine types equipped with alternative speeds
A constant speed engine shall not be designed to operate with variable speed. In the case that the engine type is equipped with alternative speeds the requirements of this paragraph shall additionally be met.












1.1.2.3.1.


In the case that the engine type is the parent engine, the engine shall meet the applicable limit values when tested using the applicable NRSC test cycle at each constant speed applicable to the engine type. Separate test reports shall be produced and included in the information package for each NRSC.












1.1.2.3.2.


In the case of all engine types within the engine family, when subject to a conformity of production emissions test the engine shall meet the applicable limit values using the applicable NRSC test cycle at each constant speed applicable to the engine type.












1.1.2.3.3.


Each constant speed applicable to the engine type that is permitted by the manufacturer shall be listed in item number 3.2.1 of Appendix A.3 to Annex 1.












1.1.2.3.4.


The engine shall be installed in a manner to ensure that:






(a)


The engine is stopped prior to resetting the constant speed governor to an alternative speed; and,










(b)


The constant speed governor is only set to the alternative speeds permitted by the engine manufacturer.
















1.1.2.3.5.


The instructions to the OEM and end-users set out in Appendix 6 to this Regulation shall include information on the correct installation and operation of the engine according to the requirements of paragraphs 1.1.2.2 and 1.1.2.3 of this Annex.




2.   ENGINE FAMILY CRITERIA
2.1.   General
An engine family is characterised by design parameters. These shall be common to all engines within the engine family. The engine manufacturer may decide, which engines belong to an engine family, as long as the membership criteria listed in paragraph 2.4 of this Annex are respected. The engine family shall be approved by the Type Approval Authority. The manufacturer shall provide to the Type Approval Authority the appropriate information relating to the emissions levels of the members of the engine family.
2.2.   Engine categories, operating mode (speed operation) and power range.
2.2.1.   An engine family shall only comprise engine types within the same engine category as set out in paragraph 1.1 of this Regulation.
2.2.2.   The engine family shall comprise only engine types of the same speed operation as set out in Appendix 1 to this Regulation.
2.2.3.   Engine families covering more than one power range








2.2.3.1.


An engine family may cover more than one power range for the same speed operation within the same engine (sub-)category. Consistent with paragraph 5.1.1 of this Regulation, in this case the parent engine (for the purposes of type-approval) and all engine types within the same engine family (for the purposes of conformity of production) shall, with respect to the applicable power ranges:






(a)


Meet the most stringent emissions limit values;










(b)


Be tested using the test cycles that correspond to the most stringent emissions limit values;










(c)


Be subject to the earliest applicable dates for type-approval and placing on the market set out in paragraph 12 of this Regulation.




In order to maintain, when the engine is installed in the non-road mobile machinery, the principle of paragraph 5.1.1 of this Regulation, the instructions for OEMs set out in Appendix 6 to this Regulation shall include the statement that the installation shall not permanently constrain an engine to only deliver power within the power range of a sub-category with a more stringent emissions limit than the sub-category in which the engine is type-approved.












2.2.3.2.


For the purpose of allocating a type-approval sub-category to an engine family covering more than one power range the manufacturer and approval authority shall decide the sub-category that most closely reflects the criteria in paragraph 2.2.3.1 of this Annex.




2.3.   Special cases
2.3.1.   Interactions between parameters
In some cases there may be interaction between parameters, which may cause emissions to change. This shall be taken into consideration to ensure that only engines with similar exhaust emissions characteristics are included within the same engine family. These cases shall be identified by the manufacturer and notified to the Type Approval Authority. It shall then be taken into account as a criterion for creating a new engine family.
2.3.2.   Devices or features having a strong influence on emissions
In case of devices or features, which are not listed in paragraph 2.4 of this Annex and which have a strong influence on the level of emissions, this equipment shall be identified by the manufacturer using good engineering judgment, and shall be notified to the Type Approval Authority. It shall then be taken into account as a criterion for creating a new engine family.
2.3.3.   Additional criteria
In addition to the parameters listed in paragraph 2.4 of this Annex, the manufacturer may introduce additional criteria allowing the definition of families of more restricted size. These parameters are not necessarily parameters that have an influence on the level of emissions.
2.4.   Parameters defining the engine family
2.4.1.   Combustion cycle






(a)


2-stroke cycle;










(b)


4-stroke cycle;










(c)


Rotary engine;










(d)


Others.




2.4.2.   Configuration of the cylinders
2.4.2.1.   Position of the cylinders in the block






(a)


Single;










(b)


V;










(c)


In-line;










(d)


Opposed;










(e)


Radial;










(f)


Others (F, W, etc.).




2.4.2.2.   Relative position of the cylinders
Engines with the same block may belong to the same engine family as long as their bore centre-to-centre dimensions are the same.
2.4.3.   Main cooling medium






(a)


Air;










(b)


Water;










(c)


Oil.




2.4.4.   Swept volume per cylinder
2.4.4.1.   Engine with a swept volume per cylinder ≥ 750 cm3

In order for engines with a swept volume per cylinder of ≥ 750 cm3 to be considered to belong to the same engine family, the spread of the swept volume per cylinder shall not exceed 15 per cent of the largest swept volume per cylinder within the engine family.
2.4.4.2.   Engine with a swept volume per cylinder < 750 cm3

In order for engines with a swept volume per cylinder of < 750 cm3 to be considered to belong to the same engine family, the spread of the swept volume per cylinder shall not exceed 30 per cent of the largest swept volume per cylinder within the engine family.
2.4.4.3.   Engines with greater spread in swept volume per cylinder
Notwithstanding paragraphs 2.4.4.1 and 2.4.4.2 of this Annex, engines with a swept volume per cylinder that exceeds the spread defined in those paragraphs may be considered to belong to the same engine family with the approval of the Type Approval Authority. The approval shall be based on technical elements (calculations, simulations, experimental results etc.) showing that exceeding the spread does not have a significant influence on the exhaust emissions.
2.4.5.   Method of air aspiration






(a)


Naturally aspirated;










(b)


Pressure charged;










(c)


Pressure charged with charge cooler.




2.4.6.   Fuel type






(a)


Diesel (non-road gas-oil);










(b)


Ethanol for dedicated compression ignition engines (ED95);










(c)


Petrol (E10);










(d)


Ethanol (E85);










(e)


Natural gas/Biomethane:






(i)


Universal fuel — high calorific fuel (H-gas) and low calorific fuel (L-gas);










(ii)


Restricted fuel — high calorific fuel (H-gas);










(iii)


Restricted fuel — low calorific fuel (L-gas);










(iv)


Fuel specific (LNG);














(f)


Liquid Petroleum Gas (LPG).




2.4.7.   Fuelling arrangement






(a)


Liquid-fuel only;










(b)


Gaseous-fuel only;










(c)


Dual-fuel type 1A;










(d)


Dual-fuel type 1B;










(e)


Dual-fuel type 2A;










(f)


Dual-fuel type 2B;










(g)


Dual-fuel type 3B.




2.4.8.   Combustion chamber type/design






(a)


Open chamber;










(b)


Divided chamber;










(c)


Other types.




2.4.9.   Ignition Type






(a)


Spark ignition;










(b)


Compression ignition.




2.4.10.   Valves and porting






(a)


Configuration;










(b)


Number of valves per cylinder.




2.4.11.   Fuel supply type






(a)


Pump, (high pressure) line and injector;










(b)


In-line pump or distributor pump;










(c)


Unit injector;










(d)


Common rail;










(e)


Carburettor;










(f)


Port injector;










(g)


Direct injector;










(h)


Mixing unit;










(i)


Other.




2.4.12.   Miscellaneous devices






(a)


Exhaust gas recirculation (EGR);










(b)


Water injection;










(c)


Air injection;










(d)


Others.




2.4.13.   Electronic control strategy
The presence or absence of an ECU on the engine is regarded as a basic parameter of the engine family.
In the case of electronically controlled engines, the manufacturer shall present the technical elements explaining the grouping of these engines in the same engine family, i.e. the reasons why these engines can be expected to satisfy the same emissions requirements.
The electronic governing of speed does not need to be in a different engine family from those with mechanical governing. The need to separate electronic engines from mechanical engines should only apply to the fuel injection characteristics, such as timing, pressure, rate shape, etc.
2.4.14.   Exhaust after-treatment systems
The function and combination of the following devices are regarded as membership criteria for an engine family:






(a)


Oxidation catalyst;










(b)


DeNOX system with selective reduction of NOX (addition of reducing agent);










(c)


Other DeNOX systems;










(d)


Particulate after-treatment system with passive regeneration:






(i)


Wall-flow;










(ii)


Non-wall-flow;














(e)


Particulate after-treatment system with active regeneration:






(i)


Wall-flow;










(ii)


Non-wall-flow;














(f)


Other particulate after-treatment systems;










(g)


Other devices.




When an engine has been certified without exhaust after-treatment system, whether as parent engine or as member of the engine family, then this engine, when equipped with an oxidation catalyst (not with particulate after-treatment system), may be included in the same engine family, if it does not require different fuel characteristics.
If it requires specific fuel characteristics (e.g. particulate after-treatment systems requiring special additives in the fuel to ensure the regeneration process), the decision to include it in the same engine family shall be based on technical elements provided by the manufacturer. These elements shall indicate that the expected emissions level of the equipped engine complies with the same limit value as the non-equipped engine.
When an engine has been certified with exhaust after-treatment system, whether as parent engine or as member of an engine family, whose parent engine is equipped with the same exhaust after-treatment system, then this engine, when equipped without exhaust after-treatment system, shall not be added to the same engine family.
2.4.15.   Dual-fuel engines
All engine types within a dual-fuel engine family shall belong to the same type of dual-fuel engines defined in paragraph 2 of Annex 7 of this Regulation (for example type 1A, type 2B, etc.), and operate with the same types of fuel or when appropriate with fuels declared according to this Regulation as being of the same range(s).
In addition to belonging to the same dual-fuel type, they shall have a maximum gas energy ratio on the applicable test cycle (GERcycle) within the range 70 to 100 per cent of that of the engine type with the highest GERcycle.
2.4.16.   Reserved
2.4.17.   Emissions Durability Period (EDP) Category
In case of engine categories in Table 21 or 22 of Appendix 3 to this Regulation that have alternative values for EDP, the EDP category declared by the manufacturer:






(a)


Cat 1 (Consumer products);










(b)


Cat 2 (Semi-professional products);










(c)


Cat 3 (Professional products).




3.   CHOICE OF THE PARENT ENGINE
3.1.   General








3.1.1.


Once the engine family has been agreed by the Type Approval Authority, the parent engine of the engine family shall be selected using the primary criterion of the highest fuel delivery per stroke per cylinder at the declared maximum torque speed. In the event that two or more engines share this primary criterion, the parent engine shall be selected using the secondary criterion of highest fuel delivery per stroke at rated speed.












3.1.2.


The Type Approval Authority may conclude that the worst-case emissions rate of the engine family can best be characterised by testing an alternative or an additional engine. In this case, the parties involved shall have the appropriate information to determine the engines within the engine family likely to have the highest emissions level.












3.1.3.


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












3.1.4.


If engines within the engine family meet the same emissions values over different emissions durability periods, this shall be taken into account in the selection of the parent engine.




3.2.   Special case
In order to select the parent engine in the case of any constant speed engine family containing one or more engine types with alternative constant speeds as set out in paragraph 1.1.2.3 of this Annex, the evaluation of the requirements of paragraph 3.1 of this annex shall be applied to each constant speed of each engine type.