CELEX: 51982PC0170
Language: en
Date: 1982-04-05
Title: Proposal for a COUNCIL DIRECTIVE amending Council Direcitve No 70/220/EEC on the approximation of the laws of the Member States relating to measures to be taken against air pollution by gases from positive-ignition engines of motor vehicles (submitted to the Council by the Commission)

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DOCUMENTS "COM"
COM (82) 170
Vol. 1982/0053
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 ---pagebreak---  COMMISSION OF THE EUROPEAN COMMUNITIES
                                                         COM(82)170 final
                                                        Brussels , 5 April 1982
                                   Proposal for a
                                 COUNCIL DIRECTIVE
         amending Council Direcitve No 70 / 220 / EEC on the approximation
             of the laws of the Member States relating to measures
                to be taken against air pollution by gases from
                   positive-ignition engines of motor vehicles
                   ( submitted to the Council by the Commission )
C0M(82 ) 170 final
 ---pagebreak---                                           - 1 -
                                  EXPLANATORY MEMORANDUM
The limit values applicable to emissions of carbon monoxide ( CO ) and
unburnt hydrocarbons ( HC ) were laid down for the Community as a whole in
Council Directive 70/ 220/ EEC of 20 March 1970 on the approximation of the
laws of the Member States relating to measures to be taken against air
pollution by gases from Positive ignition engines of motor vehicles ( 1 ).
In the context of adaptation to technical progress , these limit values
                                                    (2)
were reduced in 1974 by Directive 74 / 290 / EEC         and maximum values for
nitrogen oxide ( NO ) emissions were laid down in 1976 in Directive
                (3)
77/ 102 / EEC       . In order to take account of more stringent requirements
relating to the protection of public health and the environment , the limit
values applicable to these three pollutants were then reduced in 1978
in Directive 78 / 665 / EEC
In order that the progress achieved through the implementation of these
measures may not be cancelled out again by increases in traffic density
in highly urbanized areas of the Community , a further reduction in the
limit values seems to be required .        The Commission , in close cooperation
with the experts of the national authorities and from the automobile
industry , has therefore examined the feasibility of lowering the level
of pollutant emissions .        It has emerged that the present state of technical
development in motor-vehicle construction would make it possible , within a
relatively short time and in relation to the limits laid down in Directive
78 / 665 / EEC , to achieve a 23 % reduction in CO emissions and a 20 to
30 % reduction , according to the weight category , in the combined HC
and NO^ emissions . This proposal for a Directive is based on those
findings .
Establishing a combined limit value for the permissible emissions of
HC and M0x appeared to be advisable because it gives motor-vehicle
manufacturers considerable leeway in the choice of engine modifications
to be made for the purpose of reducing such emissions . This combined
value is also justified from the standpoint of air purity , since the latest
information reveals that it is precisely the interaction between these
pollutants in the atmosphere that contributes to the formation of photo­
chemical smog .
                                                                     • mm / m m m
                                                                                  \
(1)   0J   L 76 , 6.4.1970 , p. 1
(2)   OJ   L  159 , 15.6.1974 , p. 61
(3)   OJ   L 32 , 3.2.1977 , p. 32
( 4)  0J   L  223 , 14.8.1978 , p. 48
 ---pagebreak---                                       - 2 -
The proposal also provides for the adoption of the constant-volume sampling
and analysis method ( CVS ) at present used in the United States , Japan and
Sweden . With this method it would, be possible to increase the accuracy
of the measurements and standardize more effectively the metrological
facilities used by the technical departments responsible for type-approval
tests and by the manufacturers .    Owing to the modification made to the
measuring procedure , it is no longer possible to compare directly the
limit values for HC and NO^laid down in the prece ding directives with
those in this proposal .
At the request of the Commission , the manufacturers'associations have
assessed the repercussions of reinforcing the Community Directives in
terms of construction costs and , in particular , the fuel consumption of
the vehicle categories concerned .    On the basis of the state of the art
required for the application of Directive 78 / 665 / EEC , that study revealed ,
on the one hand , that the need to improve the ignition and carburation
systems will result in higher construction costs and , on the other hand ,
that fuel consumption i s likely to increase by as much as 5 % , depending
on the type of vehicle .
The Commission took these arguments into account when it was considering
the preparation of this proposal for a Directive .      It is not of the opinion
that the application of the provisions relating to exhaust gases would
prevent the manufacturers from fulfilling the voluntary undertakings to
 reduce consumption which they entered into at national Level and which
 should , as they indicated to the Commission , result in a reduction of at
 least 10 % in the fuel consumption of cars sold in the Community in 1985
 in comparison with 1978 .   On the contrary , having regard to the consumption
 decreases already ascertained or announced , it considers that the options
 open to manufacturers in this field are much more extensive than those
 on which these undertakings are based , so that any increase in consumption
 of up to 5 % resulting from the Community provisions relating to exhaust
 gases could be offset during the time available .
 After taking into consideration all the available information , the Commission
 is convinced that the ubjecti*»es of this proposal for a Directive on the
 protection of the environment and of health justify a possible increase
 in costs as well as less favourable prospects of reducing consumption to
 the level indicated .
 In view of the increasing use of diesel engines in cars and light commercial
 vehicles ( vehicles in categories M.. and N ,.) it is advisable to bring the
 ---pagebreak---                                       - 3 -
CO, HC and NO x emissions from such engines within the scope of the
Community Directives as a sequel to the Limitation of soot emissions from
diesel engines by means of the provisions of Directive 72 / 306 / EEC ( 1 ).
Extending the scope to diesel engines requires an amendment to the
operative part of Directive 70 / 220 / EEC . Consequently, such an amendment
cannot be made through the' procedure of the Committee on the Adaptation
of the provisions of the Annexes to Technical Progress , but must be
placed before the Council for the purpose of adoption .
As in the case of previous amendments , this proposal is based on the
work of the Group of Rapporteurs on Atmospheric Pollution and Energy
( GRPE ) of the United Nations Economic Commission for Europe , whose
Regulation No 15 corresponds in its technical content to Directive
70 / 220 / EEC . Such an approach has the advantage of harmonization which goes
beyond the frontiers of the Community and enables the European
manufacturers to have access to a much larger market than that of the
Community alone .
In view of the work in progress in that body , and of the surveys conducted
by the Commission , the Member States had adopted a common attitude within
the Permanent Representatives Committee .      Their representatives in Geneva
won acceptance for that opinion within the GRPE and thus made it possible
for the Economic Commission for Europe to notify the 04 series of amend­
ments to Regulation 15 to the Signatory States in May 1981 .
In accordance with an undertaking given at the meetings of the Council
of Ministers for the Environment held in December 1980 and June 1981 , the
Commission prepared this draft on the basis of the 04 series of amendments
to Regulation 15 , as soon as it received the definitive texts from Geneva .
As desired by the Member States , this draft corresponds as closely as
possible in its technical aspects to the 04 series of amendments . The
proposed dates of application take account of the corresponding opinions
put forward by the experts from the Member States when the draft proposal
 ( 1 ) OJ L 190, 20.8.1972
 ---pagebreak---                                          - 4 -
was being examined by the Working Party on Motor Vehicles at its 68th
meeting on 7-9 October 1981 .       These dates were chosen so that the
application of the amended Community provisions would not cause difficulties
for either the national authorities or the motor-vehicle manufacturers .
At this meeting the experts concurred with the Commission view that , given
the moderate nature of the measures proposed and the urgent need for a
decision to be taken in this connection , these measures should be dealt
with outside the scope of the general approach described in the Commission 's
observations on the European automobile industry in 1981 (*).           This new
approach will apply to all subsequent stages in the formulation of
Community rules in this area .       The aims of these stages will be determined
on the basis of a detailed examination of the economic , environmental and
social effects of the measures envisaged .         This will , at the same time ,
ensure greater protection of human health and of the environment and
will provide a regulatory framework appropriate to the satisfactory
development of the Community automobile industry .
The global approach proposed by the Commission has been accepted by all
the national administrations and professional organizations represented
                                                                                 *
within the Working Party on Motor Vehicles .         The machinery necessary for
 launching such an approach was set up in the field of pollution emissions
with the creation in January 1982 of the Working Party on Air Pollution .
This Working Party has 18 months in which to examine the technical
possibilities for reducing pollution emissions          and to assess the
 repercussions thereof , notably with regard to fuel consumption and vehicle
manufacturing and servicing costs .         Its final report will enable the
 Commission to forward to the Council , in good time , balanced proposals
 on the regulatory measures to follow those contained in this draft .
 <*) COS < 81 ) 317 fir.aL , 11 June 1981 .
 ---pagebreak---                                        - 5 -
REMARKS CONCERNING THE PROPOSAL FOR A DIRECTIVE
Article 1 C1 ) amends Article 1 of Directive 70/ 220/ EEC by providing that
diesel engines ( 'compression-ignition engines' ) shall henceforth fall
within the     scope of this Directive .   Paragraph ( 2 ) substitutes the
Annexes to this Directive for the Annexes to Directive 70/ 220/ EEC , in­
cluding the various amendments . Article 2 lays down the deadlines for
the adoption , publication and implementation of the provisions by the
authorities in the Member States .    Observance of the limit values proposed
for HC and NO ^ emissions is , on the face of it , impossible at present
in the case of vehicles of types other than cars .     For this reason . Annex I
contains transitional provisions setting out less severe limits for such
vehicles .
                                                                                 /
By the date by which the Member States will have implemented the provisions
of Article 2 ( 3 ), the vehicles in respect of which type-approval was
granted before the entry into force of this Directive may have entered
into service for the first time .    To enable a manufacturing conformity
inspection to be carried out subsequently in respect of these vehicles ,
the transitional provisions lay down that the corresponding provisions
of Directive 70/ 220/ EEC , as amended by Directive 78 / 665 / EEC , shall remain
in force until that date .
OPINIONS OF THE EUROPEAN PARLIAMENT AND THE ECONOMIC AND SOCIAL COMMITTEE
Pursuant to the provisions of the second paragraph of Article 100 , both
of these institutions must be consulted .
 ---pagebreak---                PROPOSAL  FOR A COUNCIL DIRECTIVE
amending Council Directive 70 / 220 / EEC on the approximation
 of the Laws of the Member States relating to measures to
    be taken against air pollution by gases from positive-
             ignition engines of motor vehicles
 ---pagebreak--- THE COUNCIL OF THE EUROPEAN COMMUNITIES -
Having regard to the Treaty establishing the European Economic Community ,
Having regard to the proposal from the Commission ,
Having regard to the Opinion of the European Parliament ,
Having regard to the Opinion of the Economic and Social Committee ,
Whereas the first programme of action of the European Community on the
protection of the environment , approved by the Council on 22 November 1973 ,
called for account to be taken of the latest scientific advances in
combating atmospheric pollution caused by gases emitted from motor vehicles ,
and amended the Directives already adopted to that end ;
                                         (1 )
Whereas Council Directive 7Q / 220 / EEC      lays down
the limit values for carbon monoxide and unburnt hydrocarbon emissions
from such engines ; whereas these limit values were first reduced by
Council Directive 74/ 290/ EEC < 2 > and supplemented , in accord­
ance with Commission Directive 77/ 102 / EEC      , by
limit values for permissible emissions of nitrogen oxides , whereas the
limit values for these three pollutants were further lowered by Commission
                        (4 )
Directive 78/ 665 / EEC      ;
Whereas the protection of public health and the environment necessitates
a further reduction in these limit values ; whereas advances in motor-
vehicle engine design now enable such a reduction to be made ; whereas
during the period under consideration such a reduction will not jeopardize
the aims of Community policy in other fields , and in particular in that
of the rational use of energy ;
                                                            t••/m m m
(1)  OJ L 76 , 6.4.1970 , p. 1
 (2) OJ L 159 , 15.6.1974 , p. 61
 (3) OJ L 32 , 3.2.1977 , p. 32
 (4) OJ L 223 , 14.8.1978 , p. 48
 ---pagebreak---                                         - 2 -
Whereas , in view of the increasing use of diesel engines in cars and Light
commercial vehicles , it is advisable to reduce not only soot emissions .
                                                      (1 )
which are covered by Council Directive 72 / 306 / EEC      ,
but also the carbon monoxide , unburnt hydrocarbon and nitrogen oxide
emissions from such engines ; whereas bringing such engines within the
scope of Directive 70 / 220 / EEC involves an amendment to the operative part
of the said Directive ; whereas that amendment would affect the content
of the technical Annexes ;        whereas the Commission has proposed to the
Council that part of this Directive be adopted by way of derogation from
Article 5 of Directive 70 / 220 / EEC .
 ( 1 ) OJ L 190 ,
 ---pagebreak---                                    Article 1
Directive 70 / 220 / EEC is hereby amended as follows :
1 . Article 1        is      replaced by the following :
                                   Article 1
    For the purposes of this Directive / 'vehicle' means any vehicle with a
    positive ignition engine or with a compression ignition engine ,
    intended for use on the road , with or without bodywork , having
    at least four wheels , a permissible maximum mass         of at least
    400 kg and a maximum design speed equal to or exceeding 50 km / h ,
    with the exception of agricultural tractors and machinery and
    public works vehicles ."
2 . The Annexes         are    replaced by the Annexes to this
    Directive .
                                   Article 2
1 . From 1 October 19o3» the Member States shall neither , on grounds
    relating to air pollution by gases from an engine :
    - refuse to grant EEC type-approval , or to issue the documents
       referred to in the last indent of Article 10 ( 1 ) of Directive
       70 / 156 / EEC , or to grant national type-approval of a type of
       motor vehicle , nor
    - prohibit the entry into service of such vehicles ,
    where the level of gaseous pollutants emitted from this type of
    motor vehicle or from such vehicles meets the requirements of
    Directive 70 / 220 / EEC , as        amended by this Directive .
2 . From 1 October 1981+, Member States :
    - shall no longer issue the document provided for in the last indent
       of Article 10 ( 1 ) of Directive 70/ 156 / EEC in respect of a type of
       motor vehicle which emits gaseous pollutants at levels which do
       not meet the requirements of Directive 70 / 220 / EEC , as      ' amended
       by this Directive ,
    - may refuse national type-approval of a type of motor vehicle which
       emits gaseous pollutants at levels which do not meet the requirements
       of Directive 70 / 220 / EEC , as        amended by this Directive .
 ---pagebreak--- From 1 October 1986 ,    Member States may prohibit the entry into
service of vehicles which emit gaseous pollutants at levels which
do not meet the requirements of Directive 70 / 220 / EEC , as
amended by this Directive .
                        Article 3
Member States shall bring into force the necessary provisions in
order to comply with this Directive not later than 30 September 1983
and shall forthwith inform the Commission thereof .
                        Article 4
This Directive is addressed to the Member States .
 ---pagebreak---                                          ANNEX I
              SCOPE, DEFINITIONS , APPLICATION FOR EEC TYPE-APPROVAL , EEC TYPE-APPROVAL ,
              SPECIFICATIONS AND TESTS , EXTENSION OF TYPE-APPROVAL, CONFORMITY OF
              PRODUCTION , TRANSITIONAL PROVISIONS .
1.            SCOPE
              This Directive applies to the emission of gaseous pollutants from all
              motor vehicles of categories M<| and N-j 1 ) equipped with positive
              ignition engines except two-stroke engines and with compression
              ignition engines , covered by Article 1 .
2.            DEFINITIONS
              For the purposes of this Directive :
2.1 .         "Vehicle type", trith regard to the emission -of gaseous pollutants from the
              engine , means a category of power-driven vehicles which do not differ
              in such essential respects as :
2.1.1 .       the equivalent inertia determined in relation to the reference mass
              as prescribed in Annex III , item 5.2 ., and
2.1.2 .       the engine and vehicle characteristics as defined in Annex II , items
              1-6 and 8 and Annex VII ;
2.2 .         " Reference mass " means the mass of the vehicle in running order less
              the uniform mass of the driver of 75 kg and increased by a uniform
              mass of 100 kg ;
2.2.1 .       " Mass of the vehicle in running order " means the mass defined under
              item 2.6 . of Annex I to Directive 70 / 156 / EEC ;
2.3 .         "Maximum mass " means the mass defined under item 2.7 of Annex I to
              Directive 70 / 156 / EEC
                                                                           mm/mm
1 ) As defined in item 0.4 of Annex I to Directive 70 / 156 / EEC ( J.O. N° L 42 of
    23.2.1970 ).
 ---pagebreak---                                    - 2 -                   Annex I
2.4 .     Gaseous pollutants " means carbon monoxide , hydrocarbons ( assuming
        a ratio of            and oxides of nitrogen , the latter being
        expressed in nitrogen dioxide ( NO2 ) equivalent ;
2.5 .   " Engine crankcase " means the spaces in or external to an engine
        which are connected to the ail sump by internal or external ducts
        through which gases and vapours can escape ;
2.6 .   " Cold start device " means a device which enriches the air fuel
        mixture of the engines temporarily . This , to assist engines start
        up ;
2.7 .   " Starting aid " means a device which assists engine start up wihtout
        enrichment of the air fuel mixture of the engine , e.g. , glow plugs
        and glow plug and injection timing changes .
3.      APPLICATION FOR EEC TYPE-APPROVAL
3.1 .   The application for approval of a vehicle type with regard to the
        emission of gaseous pollutants from its engine shall be submitted
        by the vehicle manufacturer or by his appointed     representative .
3.2 .   It shall be accompanied by the undermentioned documents in triplicate
        and the following particulars :
3.2.1 . A description of the engine type comprising all the particulars
        referred to in Annex II ;
3.2.2 . drawings of the combustion chamber and of the piston , including the
        piston rings ;
3.2.3 . maximum lift of valves and angles of opening and closing in relation
        to dead centres ;
3.3 .   A vehicle representative of the vehicle type to be approved shall be
        submitted for the tests described in section 5 of this annex to the
        technical service responsible for type-approval tests .
 ---pagebreak---                                     -3  -                    Annex I
4.            EEC TYPE-APPROVAL
4.1 •         A form conforming to the model set out in Annex II shall be
              attached to the EEC type-approval certificate .
5.            SPECIFICATIONS AND TESTS
5.1 .         General
              The components liable to affect the emission of gaseous pollutants
              shall be so designed, constructed and assembled as to enable the
              vehicle, in normal use, despite the vibration to which they may be
              subjected, to comply with the provisions of this Directive .
5.2 .         Description of tests
5.2.1 .       The vehicle shall be subjected, according to its category, to tests
              of different types , as speci fied "below . The tests are :
            , - type I , II and III if powered by a positive ignition engine,
                and
              - type I , if powered by a compression ignition engine .
5.2.1.1 .     Type I test (verifying the average emission of gaseous pollutants
              after a cold start ).
5.2.1.1.1 .   This test shall be carried out on all vehicles referred to in
              item 1 , whose maximum mass does not exceed 3.5 metric tons .
5.2.1.1.2 .   The vehicle shall be placed on a dynamometer bench equipped with a
              means of load and inertia simulation . A test lasting a total of
              13 minutes and comprising four cycles shall be carried out without
              interruption . Each cycle shall comprise 15 phases ( idling,
              acceleration , steady speed, deceleration^ etc .). During the test
              the exhaust gases shall be diluted and a proportional sample
              collected in one or more bags . The exhaust gases of the vehicle
              tested must be diluted , sampled and analysed following the procedure
              described below; the total volume of the di luted exhaust must be :
              measured .
 ---pagebreak---                                         _ 4 _                Annex I
5.2.1.1.3 .      The test shall be carried out by the procedure described in Annex III .
                 The methods used to collect and analyse the gases shall be those
                 prescribed . Other   analysis methods may be approved if it is found
                 that they yield equivalent results .
5.2.1.1.4 .      Subject to the provisions of items 5.2.1.1.4.2 . and 5 . 2 . 1.1 . 5 ., the
                 test shall be repeated three times . For a vehicle of a given reference
                 mass , the mass of the carbon monoxide and the combined mass of the
                 hydrocarbons and of the nitrogen oxides obtained in the test shall be
                 less than the amounts shown in the table below .
                      Reference mass            Carbon monoxide         Combined emission of
                             RW                          L1             hydrocarbons and
                          ( kg)                                         oxides of'nitrogen
                                                   ( g / test )
                                                                                  L2 ( g/test )
                              RW ^ 1 020                  *8                          19,0
                    1 020 -cRW <; 1 250                   67                          20,5
               ■    1 250 -=RW      1 470                 76                          22
                    1 470 -c-RW ^ 1 70C                   84                          23,5
                    1 700 -=^RW     1 930                 93                          25,0
                    1 930 «= RW ^.  2 150                101                          26,5      I
                    2 150 < RW                          110                           28 9      I
5.2.1.1.4.1 . Nevertheless , for each of the pollutants referred to in item 5 . 2 . 1.1 . 4 .,
                 not more than one of the three results obtained may exceed by not more
                 than 10 per cent the limit prescribed in that item for the vehicle
                  concerned , provided the arithmetical mean of the three results is below
                 the prescribed limit . Where the prescribed limits are exceeded for more
                  than one pollutant ( i.e. carbon monoxide and the combined mass of
                 hydrocarbons and nitrogen oxides ) it shall be immaterial whether this
                 occurs in the same test or in different tests ( 1 ).
                                                                                  m mf m m
( 1 ) If one of the three results obtained of each of the pollutants exceeds by more
      than 10 per cent the limit prescribed in item 5.2.1.1.4 . for the vehicle con­
      cerned, the test may be continued as specified in item 5.2.1.1.4.2 .
 ---pagebreak---                                       - 5 -                 Annex I
5.2.1.1.4.2 . The number of tests prescribed in item 5.2.1.1.4 . above may on
              the request of the manufacturer be increased to 10 tests provided
              that the arithmetic mean (x^) of the three results performed for
              carbon monoxide and:or for the combined emissions of hydrocarbons
              and of oxides of nitrogen falls between 100 and 110 per cent of the
              limit . In this case , the decision , after testing, shall depend
              exclusively on the average results obtained from all 10 tests
              Cx < L ).
5.2.1.1.5 .   The number of tests prescribed in item 5.2.1.1.4 . above shall be
              reduced in the conditions hereinafter defined, where       is the
              result of the first test and Vg the result of the second test for
              each of the pollutants referred to in item 5.2.1.1.4 .
5.2.1.1.5.1 . Only one test shall be performed if V-j readings of carbon monoxide
              as well as the combined hydrocarbon and oxides of nitrogen reading
              are less than or equal to 0.70 L.
5.2.1.1.5.2 . Only two tests shall be made if the results of both the carbon
              monoxide and the combined value of hydrocarbons and oxides of
              nitrogen are V-j ^ 0.85 L, and if, at the same time , one of these
              values is V^0.70 L. In addition, the Vg readings of both the
              carbon monoxide emissions and the combined emissions of hydrocarbon
              and oxides of nitrogen must satisfy the requirement that
              V1 + V2 ^ 1.70 L; and V2«< L.
                                                                                (■
 ---pagebreak---                                   - 6 -
                                                                Annexe I
                 1 test
                                                  EEC type-approval
                 vu          C.70L
                                           yes
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                  the number of
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                                                                 lyes /        \
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              (η = 10 )
                 ^no
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 ---pagebreak---                                                                  Annex 1
5.2.1.2 .   Type_II test ( carbon B;onoxide emission test at idling speed)
5.2.1.2.1 . With the exception o* vehicles powered by a compression ignition
            engine , this             s^oll be carried out on all vehicles referred to in
            item 1 ihove ,,
5.2.1.2.2 . The carbr.n .sto.-.cx i de content by volume of the exhaust gases emitted
            with the s-.pine idling must not exceed 3.5 per cent . When a check
            is made in accordance with the provisions of Annex IV under operating
            conditions no- in conformity with the standards recommended by the
            manufacturer < configuration of the adjustment components ), the
            maximum content measured by volume shall not exceed 4.5 per cent .
5.2.1.2.3 . Conformity with the last preceding requirement shall be checked by
            a test carried out oy the procedure described in Annex IV .
5.2.1.3 .   Jyp s ._*!*.       ^ verifying emissions of crankcase gases )
5.2.1.3.1 . This test shall ce carried out on all vehicles referred to in
             item 1 . abovs       : cept those having compression ignition engines .
5.2.1.3.2 . The engine's crankcase ventilation system shall not permit the
            emission of any of the crankcase gases into the atmosphere .
5.2.1.3.3 . Conformity with the last preceding requirement shall be checked
            by a test carried out by the procedure described in Annex V.
6.          EXTENSION OF EEC TYPE-APPROVAL
6.1 .       Vehicle types of different, reference weights
6.1.1 .     Approval of a vehicle type may under the following conditions be
            extended to vehicle types which differ from the type approved only
            in resoe^t of their reference mass .
6.1.1.1 .   Approval may be extended to vehicle types of a reference mass
             requiring merely the use of the next higher or next lower equivalent
            inertia .
                                                                             m m/m m
 ---pagebreak--- 6.1.1.2 . If the reference at«ss of the vehicle type for which extension or
          the approval is requested requites the use of a flywheel of equi­
          valent inertia higher than that used for the vehicle type already
          approved, extension of the approval shall be granted .
6.1.1.3 . If the reference mass of ths varnels typs for which extension of
          the approval is requested requires thfe use of a flywheel of equi­
          valent inertia lower than that used for the vehicle type already
          approved , extension of the approval shall be granted if the masses
          of the pollutants obtained from the vehicle already approved are
          within the limits prescribed for the vehicle for which extension
          of the approval is requested *
6.2 .     Vehicle types with different over-all gear ratios
6.2.1 .   Approval granted to a vehicle type m&y under the following conditions
          be extended to vehicle types differing frcsi the type approval only
          in respect of their over-all transmission ratios :
6.2.1.1 . For each of the transmission ratios used in the type I test , it shall
          be necessary to determine the proportion £=~–~        where V1 and V2
          are respectively the sjjeed at 1,000 r.pan . of the engine of the
          vehicle type approved and the spe<id of the vehicle type for which
          extension of the approval is requested .
6.2.2 .   If for each gear ratio E^,8 per cent , the extension shall be granted
          without repeating the type I tests .
6.2.3 .   If for at least one gear ratio E     3 per cent and if for each gear
          ratio E ^ 13 per cent , the type I tests shall be repeated^ but may
          be performed in a laboratory chosen by £he manufacturer subject to
          the approval of the Authorities granting approval . The report of
          the tests shall be sent to th£ technical service .
                                                                        »9/m m
 ---pagebreak---                                 -  9 -                    Annex I
6.3 .     Vehicle types of different reference masses and different over-all
          transmission ratios
          Approval granted to a vehicle type may be extended to vehicle types
          differing from the approved type only in respect cf their reference
          mass and their over-aLl transmission ratios , provided that all the
          conditions prescribed in items 6.1 . and 6.2 . are fulfilled .
6.4 .     Note
          When a vehicle type hss been approved in accordance with the provisions
          of items 6.1 . to 6.3 ., such approval may not be extended to other vehicle
          types .
7.        CONFORMITY OF PRODUCTION
7.1 .     As a general rule , conformity of production models , with regard to
          limitation of the emission of gaseous pollutants from the engine , shall
          be checked on the basis of the description in the Annex to the type-approval
          certificate set out m Annex VII and, where necessary, of all or some of the
          tests of Types I , II and III described in item 5.2 .
7.1.1 .   Conformity of the vehicle in a Type I test shall be checked as follows :
7.1.1.1 . A vehicle shall be taken from the series and subjected to the test
          described in item 5.2.1.1 . However , the limits shown in item 5.2.1.1.4 .
          shall be replaced by the following :
               Reference weight          Carbon monoxide        Combined standard for
                      RW                         L1             hydrocarbons and oxides
                    ( kg )                                      of nitrogen            j
                                          ( g / test )
                                                                         >-2            '
                                                                    fg / + oc -i- i    j
                      RW ^ 1 020                       70
                                                                             25,8      j
            1 020 C RW      1 250                      80                    25,6      j
            1 250 < RW *ç; 1 ¿ 70                      91                    27,5
            1 470 < RW      1 700                   101                      29,4
            1 700 < RW ^ 1 953         :            112                      31,3
            1 930 < RW ^ 2 130        j             121               '      33,1
            2 150 < RW                j             132                     35,0
 ---pagebreak---                                          - 10      -                                  Annex I
  7.1.1.2 .    If the vehicle taken frosn the series does not satisfy the require­
               ments of item 8.3.1.1 ., the manufacturer may ask for measurements
               to be performed on a sample of vehicles taken from the series and
               including the vehicle originally taken . The manufacturer shall
               determine the size n of the sample . Vehicles other than the vehicle
               origianlly taken shall be subjected to a                             single type I test .
               The result to be taken into consideration for the vehicle taken
               originally is the arithmetical mean of the three type I tests carried
               out on the vehicle . The arithmetic mean ( x ) of the results obtained
               with the sample and the standard deviation S(1 ) shall be determined
               for both the carbon monoxide emission and for the combined emissions
               of hydrocarbons and oxides of nitrogen ., The production of the series
               shall then be deemed to conform if the following condition is met :
                                               x      +   k.S 4C L
               where
               'L' is the limit value laid down in item 8.3.1.1 . for the emissions
               of carbon monoxide and the combined emissions of hydrocarDons and
               oxides of nitrogen ;
               'k' is a statistical factor depending on n and given in the following
               table :
                                                                                                                          ■™Ί
                   a        2        3 1 ¿                      ς
                                                                y
                                                                                 S       7      e         C      !   "Γ
                                                                                                                     -υ
                                                                                                                            I
                                                                                                                             j
                   k     0,973   ΛVf ¿Π
                                     «.*;
                                              ρ OC I1                      I rs       C,3¿2   Λ      j ^      ' I ~V » --C
                                                                                                   ' J Wf i., J 1
                                                                                                                            !
                                                                                                                       '· . 5
                   η       1 *
                                     Ate
                                                  * x
                                                  - y                            15     Ié      .," ,Ι.-Ι - ■
                                                                                                                       ,ς j
                                                                                                                      - !
                  k j 0,265     Λ
                                V}
                                            1 ^
                                     ¿y ( / 2
                                                     4
                                              W y 4» «r £
                                                                Ή
                                                           >- t V . ,,
                                                                         ί
                                                                         ;   W ψ      ο»2ΐ5 j ο,ζιο 1 c.:c3 ! :>:?5 j
                            If  n ar 20 ,                 k _ 0 ,? 60_
                                                                       \yn
 7.1.2 .       In a type II or type III test carried ouic on a vehicle taken from the
               series , the conditions laid down in items 5.2.1.2.2 . and 5.2.1 . 3.2 . shall
               be complied with .
( 1 ) S 3 2. –    ~–, where x is any one of the individual results obtained
                        with tbe sample n .
 ---pagebreak---                          - 11                     Annex I
 Notwithstanding the provisions of Annex III , point                the
 technical service responsible for verifying the conformity of
 production may, with the consent of the manufacturer , carry
 out tests of types I , II and III on vehicles which have been
 driven less than 3,000 km .
 TRANSITIONAL PROVISIONS
 Concerning type-approval and checking of production conformity
 of vehicles other than those of category Mi as well as of vehicles
 of category     designed to carry more than six occupants , the
  limits for the combined     emissions of hydrocarbons and oxides of
 nitrogen are those resulting from the multiplication of the values
 i_2 given in the tables of items 5.2.1.1.4 . and 7.1.1.1 . by a factor
 of 1.25 .
For checking of production conformity of vehicles which have been
type-aoproved before the 1.10.198 . as far as their emissions of
pollutants are concemsd , in accordance with the provisions of
Directive 70 / 220 / EEC as amended by Directive 78 / 665 / EEC , the
provisions of the above-mentionned Directive remain applicable
until the Member States make use of Article 2 , para 3 .
 ---pagebreak---                                                    Annex    il
                                        I          page 1
                          ANNEX IT
    ESSENTIA! CIIAItACTERISTICS OP THE ENGINE AND INFOKIATION
              coNccmrniG THE CONDUCT QF TEOTS Y
    Description of en^ino
   IIoJCG                                                      ...
    typo
    V/orking principle :  positive ignition/compression ignition
    four stroke / two stroke 3/
   Bore                                           run
    Lltrol:o                                      mm ,
   Nurabor and layout of cylindorc nnd firing ordor .
                                                      3 ,
    Cylinder capacity                             cm
    Compression ratio 7 /
   Drawings of combustion chnuber and piston crown
   Cooling system : liquid/ air cooling ( 3 )
   Supercharger : yes/no 3/       Description of the system
  Intake systom
  Intake manifold :                          Description
  Air filter :                  ilalce                -type
  Intake silencer :             ïlalce                type
  Device for recycling crank-case gases (description and diagrams )
  Additional anti-pollution devices (if any , and if not covered by
  another heading )
  description and diagreuru
( See notes at the end of this annex )
 ---pagebreak---                                  - 2 -
                                                          Annex II
  y-            Air intrjto and fuol food .
  5.1 .         Deccription anfl . diaexao " . of inlot pipoa car1, thoir abcooodrieo
                 (dach-r>ot , hoabinc ucvico , additional air intakes, etc .)
 3.2 .          Puoi feod
  3.2.1 .       by caibiirottor(o ) 3/                          Ilumbor
  3.2.1-.1 .    ÎIal:e                                                  ,
  3.2.1.2 .     type
  3.2.1.3 *     Adjustments 2 /
  3.2.1.3.1 .   Jota                            )
  3.2.1.3.2 .   Vcnturio                        )
                                                         Ourvo of fuel dolivery .
  3.2.1.3 . 3 . Float-chambor lovel             )  or    plotted against air flow,
                                                         nnd netting xoquirod to
  3.2.1.3.4 .   Voight of float                 )        koep to the curvo 3 / 2 /
  3.2.1.3.5 .   ri'oat needlo                   )
  3.2.1.4 .     llanual/automatio choko 5/                         Closuro cottinfl 2 / ......
  5 . 2 ; 1.5 . Peed Pump
                Pressure 2/                                 OT characteristic diagram       *•
  3.2.2 .       By fuel injection 3/ oy3tem description
                Working principlo : Intake . manifold/direct injection
                injection Prochnmbor/cwirl chamber 3/                  •«•••
  3.2.2.1 .     Fuel pump
  3.2.2.1.1 .   Hake
  3.2.2.1.2 .   typo
  3.2.2.1.3 .   Delivery t mm per stroke at a pump opeod of rpro 2/ Zj
                or , alternatively , a chaxacteriotic diagram 2/ ZJ
                calibration- procedure:' tofcf btsnfch/encine Zj .
, 3.2.2.1.4 .   Injection timin£
                 Injection - eurvo ,
 ---pagebreak---                          - 3 -
                                                 Annex II
Injector nozzle                         ........
Governor                                                       :
Ilakc
Type
Cut-oxf point under load min.
Maximum sneed without load rain .
Idle specd                       ..
Cold stnrt devico
Il;ilce
type
 Oyctem description
 Starting aid                                            ..
Ilake
 type
 System description
Valve timing or equivalent data
Maximum lift of valves , angles of opening and closing , or timing'
 details of alternative distribution systems , in relation to top
 dead centre                                        .
 'leferencfe aiid/or setting ranges' _3/ '
  Ignition
 Ignition system type
 Make
  Type
  Igniticm advance curvo Zj
  Ignition timing 2 /
  Contact-point gap 2J and dwell-angle 3/ 2J
  Kihaust system
  Description and diagrams
 ---pagebreak---                                                       - 4 -
                                                                                       Annex II
     7.                      Additional information en toot condltionc
     7 .1.                   lino.rJrin,'? plurrn
     7 . 1.1 .              Mnl:c
     7.1.2 .                 Tyi>c
     7.1.3 ;                 opaxlc-^ap oottinc
     7.2 .                   Irnition coil
     7.2.1 .                IWce
     7.2 . 2 .               'type
     7.3 .                    Irnitlon con <.; on::or
     7.3.1 .                haJco
     7.3.2 .                 Ίνιιβ
       8                     Engine -performance (declared by manufacturer )
       8*1 ..                 Idle r.p.m . 3/..
       8. 2 .                 Carbon monoxide content by volume in the exhaust ,r?ac uith the engine
                              idling - per cent (manufacturer 1 ^ standard )
        8.5 -                R.p.ra . at maximum pouer 2/
        8. 4 .                Maximum power                                   kW ( according to the method
                               described in Annex I of Directive 80 / 1269 / EEC )
        9.     .          . . Lubricant used
        9.1 .                Hake
        9.2 .                 iype
      1/         In . the case of non-conventional engines and cyntcmc , particulars
equivalent to those referred to here shall be supplied by the manufacturer .
    2J        Specify the tolerance .
    jJ ' ' Strilte out what 'does 'not apply .-
 ---pagebreak---                                                              Annex III
                                                             page 1
                                        Annex III
                                       ΤΥΡΕ I ΊΕϋϊ
vVerifying the average emission of pollutants in a congested urban area after a
cold start )
1.           INTRODUCTION
             This annex deucribes the procedure for tho lype-I tost defined, in
             item 5.2.1.1 . of Annex I.
2.           OPERATING CYCLE ON THE CHASSIS DYNAMOMETER
2.1 .        Description of the cy:le
             The operating cycle on the chassis dynamometer shall be that indicated.,
             in the following to,ble and depicted, in the graph in appendix 1 . The
             breakdown by operations is also given in the table in the said appendix .
2.2 .        General conditions under which the cycle is carried, out
             Preliminary testing cycles should be carried out if necessary to
             determine how best to actuate the accelerator and brake controls so as
             to achieve a cycle approximating to the theoretical cycle within the
             prescribed limits .
2.3 .        Use of the gear--box
2.3.1 .      If the maximum speed which can bo attained in first gear is below
             15 km/h, the second , tJiird and fourth gears shall be used . The
             second , third and fourth gears may also be used when the driving
             instructions recommend starting in second gear on level ground., or
             when first gear is therein defined as a gear reserved, for
             cross-country driving , crawling 01- towing .
2.3.2 .      Vehicles equipped with semi-automatic–shift gear-boxes shall be
             tested by using the gears normally employed for driving , and the
             gear shift shall be used in accordance with the manufacturer 1 s
             instructions .
2.3.3 .      Vehicles equipped, with automatic-shift gear-boxes shall be tested
             with the highest gear ( 'Drive ") engaged . The accelerator shall be
             used, in such a way as to obtain the steadiest acceleration possible ,
             enabling the various gears to bo engaged in the normal order .
             Furthermore , the gear-change points shown in appendix 1 to this
             annex shall not apply ; acceleration shall continue throughout
             the period, represented by the straight line connecting the end
             of each period of idling with the beginning of the next following
             period, of steady speed . The tolerances given in Item 2.4 .
             below shall apply .
 ---pagebreak---                                                     - 2 -
                                                                                         Annex III
                              OPERATING CYCLE ON THE CHASSIS DYNAMOMETER
                                                                      Duration of each
  No of
                                                 Acceleration  Speed                      Cumulative   Gear to be used in
  oper-             Operation            Phase       m/sec*                                 time          the case of a
  ation                                                        km /h Operation    Phase
                                                                       (sec)      (sec)     iste)       manual gearbox
      1     Idling                            1                          11          11       11      6 sec PM+5 sec K!
     2      Acceleration                      2        1 04     0-15      4           4       15                 1
     3      Steady speed                      3                  15       8           8       23                 1
     4      Deceleration                           – 0 69     15-10       2                   25                 1
     5                                     .  4                                    .  5
            Deceleration,
            clutch disengaged                      – 0 92     1 0-0       3                   28                 Κ 1
     6      Idling                            5                          21          21       49     16 sec PM+5 sec Kj
     7      Acceleration                               0 83     0-15      5                   54                 1
     8      Gear change                       6                           2          12       56
     9      Acceleration                               094    15-32       5                   61                 2
   10       Steady speed                      7                  32      24          24       85                 2
   11       Deceleration                 1         – 0 75     32-10        8                  93                 2
 , 12       Deceleration,
            clutch disengaged            r         – 0 92     10-0        3
                                                                                     11
                                                                                              96                 K2
   13       Idling                            9                          21          21      117     16 sec PM+5 sec Kj
   14       Acceleration                               0 83     0-15      5                  122                 1
   15       Gear change                                                    2                 124
    16       Acceleration                    10        0 62   15-35        9         26      133                 2
   17       Gear change                                                   2                  135
   18        Acceleration                              052    35-50        8                 143                 3
   19       Steady speed                     11                  50      12          12      155                 3
   20       Deceleration                     12     – 0 52    50-35        8           8     163                 3
   21       Steady speed                     13                  35      13          13      176                 3
   22        Gear change                                                   2                 178
   23       Deceleration                     14    – 0 86     32-10       7          12      185                 2
   24       Deceleration,
            clutch disengaged                       – 0 92    10-0         3                 188                 K,
   25       Idling                           15                           7           7      195            7 sec PM
1 PM - Gearbox in neutral, ciuich engaged.
  K x, K, ~ First or second gear engaged, clutch disengaged .
 ---pagebreak---                                     - 3 -
                                                             Annex III
2.3«4 «     Vohicles equipped vith an overdrive which the driver can actuate shall
            be tested vith the overdrive out cf action .
2.4 «       Tolerancen
2.4.1 .     A toli.-ranco of + 1 km/h shall bo allowed , bulwen tho indicated speed
            mid th' ; theoretical speed duri rig acceleration , iluri ri£ nto-idy .speed ,
            and during decoloration when tho vehicle 's bivJcoa afo , uo°<l .      If tho
            vehicle decelerates more rapidly without the uoe of the brakes , only
            the provisions of item 6.5.3 . below shall apply . Speed
            tolerances greater than those prescribed shall be accepted during phase
            changes provided "that the tolerances are never exceeded for mere
            than 0.5 second on any ore occasion .
2.4.2 .     Timo tolerances of i 0.5 second .     The above toleranoes shall apply
            equally at the beginning and at the end of oach gear-changing .
            period ^                                  j
2.4«3 «     The speed and timo tolerances shall be combinod as indicated in
            appondix 1 to this annex .
5.          VEIIICLE AND FUEL
3.1 »       Tc-ot vehicle
3.1.1 .     Tho vehicle shall bo presented in good mechanical condition.' It shall
            have been run-in and. have been driven at least 3>000 km before the test .
3.1.2 .     Tho exhaust device shall not exhibit any leak likely to reduce the
            quantity of gas collected , which quantity shall be that emerging from
            the engine .
3.1.3 *     The tightness of the admission system may be checked, to ensure that
            carburation is not affected, by an acoidontal intake of air .
3.1.4 *     The settings of tho engine and of the vehicle 's controls shall be those
            prescribed by the manufacturer .     This requirement also applies , in
            particular, to the settings for idling (rotation speed and carbon
            monoxide content of the exhaust gases ), for the cold start dovico and
            for the exhaust gas cleaning system .
      JJ It should be noted that tho tim<' of 2 second 0 allowed includes the time
for changing tho combination and , jf neoeorjary, a certain amount of latitude to
catch up with the cycle .
 ---pagebreak---                                - 4 -
                                                      Annex III
  The vehicle to be tested , or a,n equivalent vehicle , shall be fitted , if
  necessary , with a device to permit the measurement of the characteristic
  parameters necessary for chassis dynamometer setting, in conformity with
  text of item 4.1.1 .
  The laboratory may verify that the vehicle conforms to the performances
  stated by the manufacturer , that it can be used for normal driving and ,
  more particularly , that it is capable of starting when cold and. when hot .
  A vehicle equipped, with a catalytic converter shall be tested, with the
  catalyst fitted , if the vehicle manufacturer states that the vehicle so
  equipped and supplied, with gasoline having a lead content of up to
  0.4 g/l is capable of complying with the provisions of this Directive
  for the catalyst life as defined by the car manufacturer .
  Fuel
  The appropriate reference fuel as defined in Annex VI shall be used for
  testing .  ■
  TEST EQUIPMENT
  Chassis dynamometer
  The dynamometer must be capable of simulating road load, within one
  of the following classifications :
- Dynamometer with fixed load curve , i.e. a dynamometer whose physical
  characteristics provide a fixed load, curve chape .
– Dynamometer with adjustable load curve , i.e. a dynamometer with at
  least two road load parameters that can be adjusted, to shape the
  load curve .
  The setting of the dynamometer shall not be affected, by the la.pse
  of time .    It shall not produce any vibrations perceptible to the
  vehicle and. likely to impair the vehicle 's normal operations .
  It shall be equipped with means to simulate inertia and load..
  These simulators shall be connected, to the front roller , in the case
  of a two roller dynamometer .
  Accuracy
  It shall be possible to measure and. read, the indicated, load to an
  accuracy of - 5 per cent .
   In the case of a dynamometer with a fixed, "load curve the accuracy of
   the load setting at 'jO km/h shall be ± 5 per cent . In the case of a
   dynamometer with adjustable load curve the accuracy of matching
   dynamometer load to ro.ad. load shall bo 5 per cent 'at 30 , 40 and
   50 km/h and 10 per cent at 20 km/h . Below this dynamometer absorption
  must be positive .
 ---pagebreak---                                     - 5 -
                                                             Annex III
4.1.4.5 . The total inortia of the rotating parts ( includinc the oimulatod
          inertia where applicable;) muni bo known and must bo within i 20 kg
          of the inertia class for the toot ,
4.I.4.4 . The speed of the vehicle chall be measured by the speed of rotation
          of the roller ( the front roller in the ca30 of a two roller
          dynamometer ). It shall be measured with an accuracy of t 1 km/h at
          speeds above 10 km/li .
4.1.5 .   Load and Inertia !>- tt.tn/:
4.1.5.1 . Dynamometer with fixed load curves          the load simulator ahr.ll bo
          adjusted to absorb the power exerted on tho driving wheclo at a
          steady spood of 'jO km/h . The meant; t?y which this load is determined
          and set fire described in appendix 3 «
4.1.5.2 . Dynamometer with adjustable load curve :         the load simulator shall bo .
          adjusted in order to abuorb the pouur exerted on the driving wheels
          at steady speeds of 20, 30 , 40 and 50 km/h. The means by which these
          loadu are determined and set arc described in appendix 3 «
4.1.5.3 . Inertia
          Dynrunomoters v/ith electrical inertia simulation must be demonstrated
          to be equivalent to mechanical inertia systems . Tho means by which
          equivalence is established is described in appendix 4 .
4.2 .     Exhaust Ka3-3anr>linc; :ry 3 1 < . in
4.2.1 .   The exliauet gaa-sampling system is designed to enable the measurements of
           the true mass emission of pollutants by the vehicle exhaust . The system
          that shall be used is the Constant Voliune S.-vnplcr system . This
          requires that th<; vehicle exhaust be continuously diluted v/ith ambient
          air under wntrolled conditions . ]n the Constant Vol Mine Sampler concept
          of ineauurii ./; mass '•■miuui.onn , two condition;: uiuiit b<« satisfied , the
          total volum .■ of the mixture of exhaust arrl dilution air must be
          measured and a continuously proportional sample of tho volume must be
          collected for analysis . Mass emissions are determined, from the sample
          concentrations corrected for the pollutant content of the ambient air ,
          and totalized flow over the test period .
4.2.2 .   The flow through the system shall be .- sufficient to eliminate water
          condensation ct all conditions wliich mny occur during a test , as dofined
          in appendix 5 •
 ---pagebreak---                                         - 6 -
                                                                  Annex III
4.2.3 .   Fig . 1 gives a schematic diagram of the general concept . Appendix 5
          gives examples of throe types of Constant Volume Sampler system which
          satisfy the requirements set out in this Annex .
4.2.4 .   The gas and air mixture shall be homogeneous at point S2 of the
          sampling probe .
4.2.5 .   The probe shall extract a true sample of the diluted, exhaust gases .
4.2.6 .   The system should, be free of gas leaks . The design and. materials shall
          be such that the system does not influence the pollutan.t concentration
          in the diluted exhaust gas . Should any component ( heat exchanger ,
          blower etc..) change the concentration of a.ny pollwtajit gas in the
          diluted gas then sampling for tha.t "pollutant sha.ll be carried, out
          before that component if the problem cr.nnot be corrected .
4.2.7 .   If the vehicle being tested is equipped, with an exhaust pipe comprising
          severa.1 branches , the connecting tubes shall be connected, as near a.s
          possible to the vehicle .
4.2.8 .   Static pressure variations at the tailpipe(s ) of the vehicle shall
          remain within ± 1.25 kPa of the static pressure variations . measured
          during the dynamometer driving cycle with no connexion to the
          tailpipe(s ). Sampling systems capable of maintaining the static pressure
          to within 1" 0«25kPa will be used, if a written request, from a
          manufacturer to the Administration granting the approval . substantiates
          the need for the closer tolerance .     The back-pressure shall be measured,
          in the exhaust pipe as near as possible to its end. or in an extension
          having the same diameter .
4.2.9 .   The various valves used to direct the exhaust gases shall be of a
          quick-adjustment , quick-acting, type .
4.2.10 .   The Gas Samples shall be collected, in sample bags of adequate capacity .
           These bags shall be ma.de of such materials as will not change the
           pollutant gas by more than t ? per cent after 20 minutes of storage .
4.3 »      Analytical equipmenu
4.3.1 .    Provisions
4.3.1.1 .  Pollutant gases shall be analysed with the following .instruments !
           Carbón monoxide ( CO ) and carbón dioxide ( CO ) analysis :
           The carbon monoxide and carbon dioxide analysers shall bo of the
           non -dispcr3ivc infrared ( NDIR ) absorption type .
 ---pagebreak---                                          V ; -.-5 1 - "DIACRAIT CP EXRAVS7 CAS SJLYPLI !73 SYSTEM
                                                                                                        v      o     / . 9a
                                                                                                       To atnosphsr.
                Filter ( optional)
            i
TH 1 ; + i or
-  Ί .- τ
                                                                                                              m–ife Bt
–&
                                   5,
Vehicle exhaust
      Pt.
                                                                               To pas extractor systerr
                                                                                and volune-acasuring ecuipnen
                                  Ilixins: chaniber
 ---pagebreak---                                              - 8 -
                                                                    Annex III
              Hydrocarbons CHC ) analysis - spark ignition engines :
              The hydrocarbons analyser shall bo of the flame ionization (FID )
              type calibrated uil'h propane f;aa expressed equivalent to carbon
              atoms (C ).
              Hydrocarbons ( HC ) analysis - compression ignition engines :
              The hydrocarbons analyser shall be of the flame ionization type
              with Detector , Valves , Pipework , etc . heated to 190 ± 10°C (HPIO ).
              It shall be calibrated with propane gas expressed equivalent to
              carbon atoms (C ) .
              Nitrogen oxide ( NO ) analysis :
              The nitrogen oxide analyser shall be either of the chemi luminescent ( CLA )
              or of the non-dispensive ultra-violett resonance absorption ( NDUVR ) type,
              both with an NOj( - NO converter .
4.5.1.2 .     Accuracy
              The analysers shall have a measuring range compatible with the
              accuracy required, to measure the concentrations of the exhaust gas
              sample pollutants .
              Measurement error shall not exceed ± 3 P"*" cent , disregarding the true
              value of the calibration gases .
              For concentrations of less than 100 ppm the measurement error shall not
              exceed ± 3 ppm . The ambient air sample shall be measured on the same
              analyser and range as the corresponding diluted exhaust sample .
4 . 3 . 1.3 * Ice-trap
              No gas drying device shall bo used, before the analysers unless shown to
              have no effect on the pollutant content of the gas stream .
4.3-2 .       Particular requirements for compression ignition engines :
              A heated sample lino for a continuous HC-analysis with the flame ionization
              detector ( HFID ), including recorder ( R ) is to be used . The average
              concentration of the measured hydrocarbons shall be determined by
              integration . Throughout the test , the temperature of the hoated. sample
              line shall be controlled, at 190 ± 10°C . The hoated sampling lino shall
              be fitted with a heated filter (F H ) (99 per cent efficient with
              particle ^- 0.3 ;um to extract any solid particles from the continuous
              flow of gas required, for .analysis .
              The sampling syj-jti :rn response time ( from the probe to the analyser inlet )
               shall be no more than 4 seconds .
              The HFID must be used with a const ,ant flow ( heat exchanger ) system to
              ensure a, representative sample , unlo3S compensation for varying CFV or
              CFO flow is ma.de .
 ---pagebreak---                           - 9 -
                                               Annex III
Calibrp.ticn -
Each analyser shall bo calibrated as often as necessary and in any
case in the month before type approval testing and at least onco evory
six months for verifying conformity of production .
The calibration method that ohall bo used i3 described in appendix 6
for the analysers indicated in item 4.3.1 .
Volume rnearjuremonl
The method of me.-uuring total dilute exhaust volumo inporporated
in the Constant Volume Sampler ohall bo such that measurement is
accurate to ± 2 P( r cent .
Constant Volume Sampler Calibration
The Constant Volume Srmpler syntem volumo measurement dovico shall bo
calibrated by a method sufficient to ensure the proscribed accuracy
and at a frequency oufficient to maintain such accuracy .
An example of a calibration procedure which will give the required
accuracy is given in appendix 6. The method shall utilize a flow
metering device which is dynamic and suitable for the high "flov; rate
encountered in Constant Volume Sampler testing . The device shall bo
of certified accuracy traceable to an approved national or
international standard .
Gane a
Puré Caaes
Th-j following pure gasos shall bo available , if nocossary, for
calibration and operation :
    Purified nitrogen (purity ^ 1 ppm C ^ 1 ppm CO,        400 ppm COg,
   •5^ 0.1 ppm ITO ) ;
    Purified, synthetic air (purity ^1 ppm C. ^ 1 ppm CO ,
       400 ppm COp ,       0.1 p'om NO ) 5
   oxy^en contant het woon 10 and 21 per cent vol ;
  .PxU'ificO . oxytfuv lyuxity.7^.. 99 . 5 - oont vol-O^p-
   Purified hydrogen (and mixture- containing hydrogen )
    (purity ^. 1 ppm C , ^ 400 ppm CO,,).
 ---pagebreak---                                  - 10 -
                                                        Annex III
4.5.2 . Calibration and. span gases
        Gases having the following chemical compositions shall bo available :
        Mixtures of :
           CjHg and. purified, synthetic air (sec item 4.5.1 .);
           CO and purified nitrogen ;
           C02 and. purified, nitrogen ;
          NO and purified nitrogen
        (the amount of NO^ contained, in this calibration gas must not exceed. .
        5 per cent of the NO content );
        The true concentration of a calibration gas shall be within        ■
        ± 2 per cent of the stated figure .
        The concentrations specified, in appendix 6 may also be
        obtained, by means of a gas divider , diluting with purified Ng or with
        purified synthetic air . The accuracy of the mixing device shall bo such
        that the concentrations of the diluted, calibration gases may bo determined,
        within ± 2 per cent .
4.6 .   Additional equipment
4.6.1 . Temperatures
        The temperatures indicated in appendix 8 shall be measured with an
        accuracy of ± 1.5°C .
4.6.2 . Pressure
        The atno spheric pressure shall be measurable to within I 0.1 kPa .
4.6.3 . Absolute humidity
        The absolute humidity (il ) shall be measurable to within t 5 per cent .
4.7 . x The exhaust gas-s?implirig system shall be verified by the method.
        described in appendix 'J , item 3 . The maximum permissible deviation
         between the quantity of gas introduced and the quantity of gas measured
         shall be 5 per cent .
                    f
 5.     PREPARING THE TEST
 5.I ,  Adjustment of inertia simulators to the vehicle 's translatory inertias
        An inertia simulator shall be used enabling a total inertia of the
        rotating masses to be obtained proportional to tho reference weight
        within : the following limits :
 ---pagebreak---                                    - 11 -
                                                        Annex III
                Reference mass of vehicle   Equivalent inertias
                             RU                     I
                           ( kg )                ( kg )
                          RW -4-   7^0                   6ôO
                   750    RU J     050                   800
                  Β Γβ < RW C 1020-                      910
                 1020 c Kw ^ 1250                       II30
                 1250 < RW ¿r 1470                      1360
                 1470 í RW -      1700                  I59O
                 1700 C RW ^ 1930                       1010
                 1930 c RW - 2150                       2040
                 ? 3.50 c RW · - 2380                   227O
                 25UO     RM ^ 2610                     227O
                 26IO -C. RW                            227O
5.2 .   Sotting of dynamometer
        Tho load shall be adjusted Recording to methods described, in
        item 4.1 . 4 .
        The method used and the values obtained (equivalent inertia -
        characteristic adjustment parameter ) shall be recorded, in tho tost report .
5*3 .   Conditioning of vehicle
5.3.1 . Before the test , the vehicle shall bo kept in a room in which tho
        temperature remains relatively constant between 20°C and 3 0°C .
        This conditioning shall be carried out for at least six hour3 and shall '
        continue until the engine oil temperature and coolant , if i<ny f have
        reached the temperature of the room to within i 2°C .
        At the request of the manufacturer , the test shall be carried out not
        later than 30 hours after the vehicle has been run at' its normal
        temperature .
5.3.2 , The tyre precnure shall be the same as that indicated by the manufacturer
        and used foi* the preliminary road, test for brake adjustment .
        The tyre pressures may bo increased by up to 50 Per cent from the
        manufacturer's recommended setting in the case of a two roll dynamometer .
        The actual pressure used shall be recorded, in the test report .
 ---pagebreak---                                     - 12 -
                                                              Annex III
6.        PROCEDURE FOR BENCH TESTS
6.1 .     Special conditions for carrying out the cycle
6.1.1 .   During the tost , the test celj. temperature sha.ll be between 20° and 30°C .
          The absolute humidity ( H ) of either the air in tho test cell or the
          intake air of the engine shall be such that :
                5-5 ^ H < 12.2 gïï,,0/ kg dry air .
6.1.2 .   The vehicle shall be approximately horizontal during the test so as to
          avoid any abnormal distribution of the fuel .
6.1.3 .   The test shall bo carried. out with tho bonnet raised unless this is
          technically impossible .   An auxiliary ventilating device acting oh tho
          radiator (wator-cooling ) or on the air .intake ( air-cooling ) may be used
          if necessary to keep the engine temperature normal .
6.1.4 .   During the test the speed, shall be recorded against time so that the
          correctness of the cycles performed can bo assessed .
6.2 .     Starting-up tho ongine
6.2.1 .   The engine shall be started, up by means of the devices provid.ed. for this
          purpose according to the manufacturer 's instructions , as incorporated
          in the drivers handbook of production vehicles .
6.2.2 .   Tho engine shall bo kept idling for a period of 40 seconds .     Tho first
          cycle shall   bo gin at the end of the aforesaid period of 40 seconds
          at idle .
6.3 .     Idling
6.3.I.    Manual-shift or semi-automatic gear-box .
6.3.1.1 . During periods of idling the clutch shall be engaged and the gears in
          neutral .
6.3.1.2 . To enable the accelerations to be performed according to the normal
           cycle tho vehicle shall be placed in first gear , with the clutch
          disengaged , 5 seconds before the acceleration following tho idling
          period considered .
6.3.1.3 .  The first idling period at the beginning of the- cycle shall consist of
           6 seconds of idling in neutral with the clutch engaged and 5 second.s
           in first gear with tho clutch disengaged .
6.3.1.4 . For the idling periods during each cycle tho? corresponding times shall
          be 16 seconds in neutral and 5 seconds in first gear with the clutch
           disengaged .
6.3.1.5 .  The idling period between two successive cycles shall comprise 13 second.s
           in neutral with the clutch engaged .
 ---pagebreak---                                 - 13 -
                                                      Annex III
6.3.2 .  Automatic-shift gear-box <
         After initial engagement the selector shall not be operritod at any
         time during the teat except in accordance with item 6.4.3 .
6.4 .    Accélérations
6.4 . I. Ac.ccl0rnti.0n3 ohall be 00 performed that the rate of acceleration is
         an constant nu possible throughout tho phase .
6.4«2 .  If an acceleration cannot bo c.-ariod out in tho prescribed time , the
         cxtru time required nhnll bo deducted frum tho time nllowod for changing
         tho combination , if possible , and in any caso , from the subsequent
         steady-speed period .
6.4.3 *  Automatic-shift gear-boxes
         If an acceleration cannot be carried out in the prescribed time tho
         gpar selector shall be operated in accordance with reouirements for
         manual-shift gear-boxes .
6»5 »    Dec. loratlonn
6.^.1 .  All decolorations shall be effected by removing tho foot completely
         from tho accelerator , the clutch remaining engaged . Tho clutch shall
         bo disengaged , without use of the gear lever , at a speed of 10 km/h.
6.5.2 .  If the period of deceleration is longer than that prescribed for the
         corresponding phase , the vehicle 's breikes shall be used to enable the
         timing of the cycle to bo abided by .
6.5«3 *  If the period of deceleration is shorter than that prescribed for the
         corresponding phaoe , the timing of tho theoretical cycle shall be
         restored by constant speed or idling period merging into the following
         operation .
6.^.4 .  At the end of the deceleration period ( halt of the vehicle on the rollers-)
         the gears shall be placed in neutral and the clutch engaged .
6.6 .    S toady speeds
6.6.1 .  "Pumping" or tho closing of the throttle chall be avoided when passing
         from acceleration to tho following steady cpoed .
6.6.2 .  Periods of constant speed 3hr.ll be achieved by keeping the accelerator
         position fixed .
7.       PROCEDURE FOR SAKPLING AI® ANALYSIS
7.1 .    Sampling
         Sampling ohall begin at the beginning of the tost oyclo as defined in
         item 6.2.2 . and end at the end of the idling period
         aftor tho fourth cycle .
 ---pagebreak---                                   - 14 -
                                                         Annex III
7.2 .   Analysis
7.2.1 . The exhaust gases contained in the bay shall bo analysed as soon as
        possible and in any event not later than 20 minutes after the end of
        the test cycle .
7.2.2 . Prior to each sample analysis the analyser range to be used for
        each pollutant shall bo set to zero with the appropriate zero gas .
7.2.3 . The analysers shall then be set to the calibration curves by means of
        span gases of nominal concentrations of "JO to 100 per cent of the range .
7.2.4 . The analysers zeros shal L then be reoheckod . If the reading differs by
        more than 2 per cent of range from that set in item 7.2.2 .
        the procedure shall be repeated .
7.2.5 . The samples shall then be analysed .
7.2.6 . After the analysis zero and. span points shall be rechecked. using the
        same gases . If these re chocks arc within 2 per cent of those in
        item       7.2.3 . then the analysis shall be considered, acceptable .
7.2.7 . At all points in this section the flow rates and. pressures of the various
        gases must be the same as those used, during calibration of the analysers .
7.2.8 . The figure adopted for the content of the gases in each of the pollutants
        measured shall bo that read off after stabilization of the measuring
        device . Hydrocarbon mass emissions of compression ignition engines shall
        be calculated from the integrated HFID reading , corrected for varying flow
        if necessary as shown in appendix 5 .
8.      DETERMINATION OF THE QUANTITY OF GASEOUS POLLUTANTS EMITTED
8.1 .   The volume considered
        The volume to be considered shall be corrected to conform to the
        conditions of 101.33 kPa and 273.2 K.
8.2 .   Total mass of gaseous pollutants emitted
        The mass , M , of each pollutant emitted by the vehicle d.uring the test
        shall be determined, by obtaining the product of the vo luminal
        concentration and the volume of the gas in question , with due regard for
        the following densities at. the above-mentioned reference condition .
        In the ca.se of carbon monoxide (C0)d - 1.25 g/l
        In the case of hydrocarbons        $r ) ^ ~ O.619 g/l
        In the case of nitrogen oxides (NOg ) d - 2.05 g/l
        Appendix 8 gives calculations relative to the various
        methods , followed by examples , to determine the quantity of gaseous
        pollutants emitted .
 ---pagebreak---                                    - 15 -
                                                             Annex  HI
                                                             Appendix 1
                             Annex III - Appendix 1
               BREAKDOWN OF THE OPERATING CYCLE USED FOR THE TYPE I TEST
                                             Time               Percentage
( l ) Breakdown by phases
      Idling                                 60 n                  30.8 )
      Idling, vehicle moving, clutch                                    }     35.4
        engaged on one combination             9 n                  4.6 \
      Gear- shift                              0 n                             4.1
      Accelerations   . ...                  36 si                            18.5
      Steady-speed periods                   57 s                             29.2
      Decelerations   . .                    25 ts                            12.8
                                            195 η                            100 %
(2)   Breakdown by use of gears
      Idling                                 60 s                  30.8 )
                                                                              35.4
      Idling , vehicle moving , clutch                                  I
        engaged on one combination             9 o                  4«6 s
      Gear-shift                               8 o                             4.1
        first gear                           24 r,                            12.3
        second gear                          53 s                             27.2
        third gear                           41 s                             21
                                            1.95 a                           100 7°
Average speed during test :    19 km/h    Effective running time :     195 s
Theoretical distance covered per cycle .     1.013 ^
Equivalent distance for the test (4 cycler,):      4.052 -311
 ---pagebreak---                                                                                    APPENDIX 1
                                                                                                                                                        ^
I
]                                                            OPERATING CYCLE FOR THE TYPE-I TEST
   V km/h                                                                                                                                                             ^
                                                                                                                                               S                 / **«•
                   (                                                                        ..                   I                            ,/n/Lm/h         /
                      K: Declutching   K,, K2 : Declutching,                              =v= Speed (±1km/h) and time (±0-6 seconds) A m                    /' ^A^/\
                                                   first or second gear engaged                   tolerances are combined geometrically     /                       °/      \
  ~66       KEY   {                                               –                             r for each point as shown in the inset    / ~3      ft*- ? /• –7^-           \–
                      1 : 1st gear     2:           2nd gear                                                     1                  |     J        / y             '          |
                      PM : Neutral     R:           Idiing                                 in „          .       I              '       ^ \ T Ml /                            I
                                                                                                                                           \' {/¥>■                  . /
                                                                                                                                               V"TT7 .
      32kmfti        I-                           ' '
                                                                         «
                                                                         'V
                                                                                                                 HH"– '/'Kj
                                                                                                                                    fbi "" \ V\                            ?
                                             J;                            %                                      , i; K                                  \|V             ïï
                                              '/'/                         'VA, , ,                               2f
                                                                                                                   1/1 \
                                                                                                                         N                                \ Ai
                                                                                                                                                                          o>-
                                             i-                                                                                                           >4Àî            o
   "            ri
                '
                                      htl &!
                                                                   –nf-1       %
                                                                                                             tå P
                                                                                                             «' :
                                                                                                                                              –r\*        n ^              0
                                                                                                                                                                              -
                                        in                                       i                                       h                                si. s
         T –                         , :
                                     1 7/\                                    -V --U>                                    Sj                               \ –ï" 4,         u
         f
   r ' ki 7 :
                  \                , h
                     RPM R ! ki;A' ^ ;
                                                    r                      •• tIBJ            R
                                                                                                    ,lmL-i ;4 TÖ 1                                        Ï^ 1?» J
  0        n         m               §° tt^                                         n 4°                t ti             n          *n        ^d.
                S J2I3J      ^1      Ü5 bi 5 i                2 *1        I 8 _3           2\           {54 9                     J2 | 8. I 13 ._ 2:_7^3_7:
          I   I                                                                                                               I                              I Sequence times
     1 |2 3 4 5               6        789                    10              11 12         13           | l4S| 16 j? 18 j 19            20 21                 23 ^ 25 |
                                                                                                                                                            Sequence numbert
     ir d 8' fH              21'          12 * [              iu\1        L-J'-'1.L    I
                                                                                                         I      J1 26'       1 j2 M I
                                                                                                                                          8'.1 . 13" I | Partui12'_J^7jJ
                                                                                                                                                                   phase times­
 ---pagebreak---                            - 17 -
                                                    Annex III
                                                    Appendix" 2, pa ge 1
                     Annex III - Appendix 2
 CHASSIS DYNAMOMETER WITH FTXlin I,OAl) (JlltVE
 DEFINITION OF A CHASSIS DY1 TAI V TI tTlIT :K
 Introduction                                         1
 In the event that the      total resistance to progress on the road cannot
bo reproduced on the chossin dynamometer , between opeeds of 10 and 50 km/h t
 it in recommended to UBC A che.fjuia dynnmometor having tho characteristics
 defined below .
 Do finit ion
Trie chassis dynamometer may have ono or two rollers .
The front roller shall drive , directly or indirectly , the inertial oacsee
FJid the power absorption device .
Having sot tho load at 50 lan/h by ono of tho methodn described in
. item 3 , K can be determined from P = Kv' .
The power absorbed (P a ) by the brake cuid the chassis' internal frictional
effects from the reference setting to a vehicle speed of 50 lan/h , are
as follows :
If V >- 12 km/h :
P = KV3 t <rf0 KV5 - % PV
 ( without being nogativo )
If V       12 km/h :
P    wil   be between 0 and
P" = CT12 ' & CT12 * * PV50
where K is a characteristic of tho chasoic dynamometer and FVJQ *8
power aboorbed at 50 lan/h .
METHOD OP CALIBRATING THE ROLTiER BE1TC1I
Introduction
This appendix describes the method to be uced to detoimine the power
absorbed by a dynamometric brake .
The power .''.b3orborl compriuoc tho power absorbed by frictional effects
and the power absorbed by the power-abrsorption device .       The dyncmomoter
is brought into operation beyond tho range of test apeeda .         The device
used for starting up the dynamometer io then disconnected : the
rotational speed of the driven roller decreases .
 ---pagebreak---          Absorbed power (P a ) in km/h
      /Λ
                                         + 55k PV 50
?v 50                                    ± 5^ itv5
                                         - 5e/' pv 50
PV 12
                   t        ^
                                       Speed in km/h
                  12
 ---pagebreak---                            - 19 -
                                                  Annex III
                                                  Appendix 2 , page 3
The kinetic energy of roller:? is dissipated by the powor-absorption unit
and by tho frictional oifcctu . Vhio method dioregards variations in
the roller 's internal frictional effects caused by rollqrs with or
without the vehicle .      The frictioiial effects of the roar roller shall
be disregarded when this is free .
Calibrating the power indicator to 'jO lan /h as a function of tho power
nbnnrb'.'d
Tho following proce'luru nha.ll bo ur:od :
Mornure the rotational upooJL of tho roller if thia has not already been
done .     A fifth wheel , a revolution counter or oorao othor method nay
be UBod ,
Place the vehicle on the dynamometer or devise oome other method of
starting up the dynamometer .
Uoo tho fly-wheel or any other system of inertia simulation for tho
particular inertia class to be used .
Bring the dynamometer to a opoed of 50 Inn/h .
Note the power indicated (Pi ).
Bring the dynamometer to a speed of 60 !on/h .
Disconnect the device used to start up tho dynamometer.
Note the time taken by tho dynamometer to pass from a speed of 55 km/h
to a npeed of 45 km/h .
Set tho power-absorption device at a different lovel .
Tho requirements of items 2.2.4 . to 2.2.9 . shall be repeated
sufficiently often to cover the rr.ngo of road powers used .
Calculate the power absorbed , using tho formula :
       P - Ml <Vl 2 - V2 )
        a
                  2 000 t
where
P^ = power absorbed in 1:W;
M. = equivalent inertia in leg ( excluding tho inertial effects of the
       free rcar rollor);
    * initial speed in m/s ( 55 km/li « 15.20 m/s)j
Vg « final speed in m/s ( 45 km/h 12.50 n/o);
t = time taken by the roller to pass from 55 lan/h to 45 km/h.
 ---pagebreak---                                           - 20 -
                                                                  Annex III
                                                                  Appendix 2 , page 4
2.2.12 . Diagram shoving pov/er indicr/oed au jr Q l^n/ h in 'uerros of pover
         a.'bsorbeu at 50 kn/ h .
                                         p.
                                          1
                                  3,00-
                                  ( kW )
              Power               2.CÛ-.
              indicated (P. )
              at 50 laa/h
                                    , co
                                                                                      ( kW )
                                             . t , 00   2.CC  3 , ce   A,:o
                                                 Power absorbed (P ) at ^0 laa/ h
2.2.13 . The requirements of items 2.2.3 . to 2.2.12 . shall be repeated for
         all inertia classes to be uoed .
2O•      Calibration of the power indicr.tor as g. function of the absorbed power
         for other speeds
         The procedures of item 2.2 . shall be repeated as often as necessary
         for the chosen speeds .
2.4 .    Verification of the power-absorption curve of bhc roller bench from a
         reference setting to a speed of jO 'an/ li
2.4.1 .  Place the vehicle on the dynamometer or devise some other method of
         starting up the dynaxiomcter .
2.4.2 .  Adjust the dynamometer to the absorbed povrcr Pa , at 'jQ Inn/ h .
2.4.3 .  Note the power absorbed at 40 - 30 - 20 km/ h .
 ---pagebreak---                                    - 21 -
                                                         Annex III
                                                         Appendix 2 , page 5
2.4.4 .   Draw the curvo P (V) and verify tliat it corresponds to the prcpcriptions
          of item 1.2.2 .
2.4.5 *   Repeat the procedure of items 2.4.1 . to 2.4.4 . for other values
          of power P at 50 km/h and for othor valuoo of inertias .
2.5 .     Tho same procedure will be U3ed for forco or torque calibration.
3.        SETTING OF THE BENCH
3.1 .     Vacuum Method
3.1.1 .   Introduction
          This method is not a preferred method and should be usod only with fixed
          load curvo shape dynamometers for detennination of load setting at
          50 kin/h and cannot be used for vehicles with compression ignition engines .
3.1.2 .   Test Instrumentation
          The vacuum ( or absolute pressure ) in tho intake manifold vehicle shall
                                          +
          bo meaeurod to an accuracy of - 0.25 fcPa .     It shall be possible to
          record continuously this reading or at intervals of no more than 1 second.
          Tho speed shall bo recorded continuously with a precision of - 0.4 kn/h.
3.1.3 .   Road Tes t,
3.1.3.1 . Ensure that the requirements of appendix 3 > point 4 , are met .
3.1.3.2 . Drive the vohiclo at a stoady speod of 50 lan/h rocording speed and
          vacuum ( or absolute prossuro ) within: tho requirement of item 3.1.2 .
3.1.3.3 . Repeat procedure of items 3.1.3.2 . three times in each direction .
          All six runs must be completed vithin 4 hours .
3.1.4 .   Data Reduction and Acceptance Criteria
3.1.4.1 . Review results obtained in accordance with items 3.1.3.2 . and
          3.I.3.3 . ( speed must not be lower than 49 *5 lan/h or greater than
          50.5 km/h for more tr an 1 second ). For cr-ch run , read vacuum level at
          ] second interval a , calculate mean vrcutu ( v ) and standard deviation(s )
          this calculation shall consist of no loan than 10 readings of vacuum .
3.1.4.2 . Tho standard deviation shell not exceed 10 per cent of mean ( v ) for
          each run .
3.1.4.3 . Calculate the mean value ( v ) for tho six ^uns ( three runs in each
          direction ).
 ---pagebreak---                                         - 22 -
                                                                 Annex III
                                                                 Appendix 2 , page 6
3.1.5 .   -Dynamometer sotting
3.1•5•1•  Preparation
          Perform the operations specified, in item 5.1.2.2.1 . to 5.1.2.2.4 .
          of ,appendix 3 .
3.I.5.2 . Setting
          After warm-up , drive the vehicle at a steady speed of 50 km/ h adjust
          dynamometer load to reproduce the vacuum reading ( v) obtained in
          accordance with item 3.1.4.3 .             Deviation from this reading shall
          be no greater than 0.25 kPa .        Tim same instruments shall be used for this
          exercise , as were used during the road test .
3.2 .     Other setting methods
          The bench setting may be carried out at a constant speed of 50 km/h in
          accordance with the provisions of appendix 3,
3«3'      Alternative method
          With the manufacturer 's agreement the following method may be used :
3.3.I.    The brake i3 adjusted so as to absorb the power exerted at the driving
          wheels at a constant speed of 50 Ion/!?, in accordance with the following
          table :
               Reference mass of vehicle : RW              Power absorbed by
                                                               the bench : Pa
                           ( kg )                                  (lcW)
                           RW     < 750                           1.3
                   75O CRW ^ 850                                  1.4
                   850CRW          1020                           1.5
                  1020 C RW        1250                           1.7
                  I25OC RW ^ I47O                                 1.8
                  I47O CRW ^ r/00                                 2.0
                  I7OO -< RW =5. 1.930                            2.1
                  I93OC RW < 2150                                 2.3
                  215O CRW C 2380                                 2.4
                  2380 < RW < 26IO                                2.6
                  26IOC RW                                        2.7
3.3.2 .   In the case of vehicles , other fiir.n passenger cars , with a reference
          weight of more than 1,700 kg , or vehicles whoso wheels arc all driven ,
          the power values given in the table of item 3.3.1 . shall be
          multiplied by the factor 1.3 *
 ---pagebreak---                          - 23 -
                                                Annex III
                                                Appendix 3
                                                page 1
                       Annex III - Appendix 3
              RESISTANCE TO PROGRESS . OF A VECHICLE -
                 MEASUREMENT METHOD ON TIE ROAD -
               SIMULATION ON A CHASSIS DYNAI IOMETER
OBJECT OF THE METHODS
Tho object of tins methods dofined below ia to measure the resistance
to progress of a vehicle at stabilized speeds on the road and to
oimulate this resistance on a roller bonch , in accordance with
 item 4.1.4.1 . of Annex III .
DEFINITIOH OF THE ROAD
The road shall be level and sufficiently lone to enable the measurements
specified below to be made .
The slope shall be constant to within t 0.1 per cent and shall not
exceed 1.5 per cent .
ATMOSPHERIC CONDITIONS
Wind
Tooting must be limited to wind speeds averaging less than 3 ®/8 with
peak speeds less than 5 m/s . In addition , the vector component of . the
wind speed across the test road must be less than 2 m/s . Wind velocity
should be measured 0.7 m above the road surfaco .
Humidity
The rond shall be dry .
Pressure - Temperature
Air density at the tine of the test shall not deviate by more than
t 7*5 per cent from the reference conditions
   p = 100 kPaand T = 293.2 K.
VEHICLE PlflSPARATION
Runninp- in
The vehicle shall be in normal running order and adjustment after
having been run-in for at least 3,000 km . The tyres shall be run
in at the same tine as tho vehicle or shall have a tread depth within
90 and 50 per cent of tho initial tread depth .
Verifications
The following verifications shall bo made in accordance with the
manufacturer 's specifications for tho uso considerodt
wheels , wheel trims , tyres (make , type , pressure ),
front axle geometry ,
 ---pagebreak---                                   - 24 -
                                                            Annex III
                                                            Appendix 3
                                                            page 2
             brake adjustment ( elimination of parasitic drag ),
             lubrication of front and roar axles ,
             adjustment of the suspension and vehicle level
             etc .
4' 3 -       Preparation for the test
4- 3- 1-     The vehicle shall be loaded to its reference weight . The level of
             the vehicle shall be that obtained when the centre of gravity of the
             load is situated midway between the "11" points of the front outer
             seats and on a straight line pasning through those points .
4.3*2 .      In the case of road tests , the windows of the vehicle shall be closed .
             Any covers of air climatization systems , headlights , etc ., shall be
             in the non-operating position .
4.3.3 .      The vehicle shall be clean .
4.3.4 .      Immediately prior to the test the vehicle shall be brought to nonnal
             running temperature in an appropriate manner .
5.           IlET'HODS                                                           •  *
5.1          Energy variation duriiy? coast-do^m method
5.1.1 .      On the road
5-1.1.1 .    Test equipment and error
             "• Time shall be measured to an error lov/er than 0.1 s .
              – Speed shall be measured to an error lov/er than 2 per cent .
5.1.1.2 .    Test procedure
5.1.1.2.1 . Accelerate the vehicle to a speed 10 km/h greater than the chosen'
              test speed    V.
5.1.1.2.2 .  Place the gearbox in "neutral " position.
5.1.1.2.3 .  Measure the time taken for the vehicle to decelerate
              from Vo = V + A Vlan/h to V| = V - A Vkm/h : t-^.
               à V ^ 5 km/h
5.1.1.2.4 . Hake the same test in the opposite direction : t2 «
5.1.1.2.5 . Take the average T^ of the t\ra times t^ and t2 «
 5.1.1.2.6 . Piepeat these tests several times such that the statistical accuracy (p )
                                  1
              of the average T • ~ • £ Ti is equal to or less than 2 per cent
              (pC 2 per cent )
              The statistical accuracy (p ) is defined by :
 ---pagebreak---                                        - 25
                                                            Annex III
                                                            Appendix 3
                                                            page 3
               whore t = coefficient grivon by the table below ,
                      o ■» otardard doviaticn,         ' / n (
                      n =» nunber of tc3ty .       s = \/ ^YL –(Tin -- T)1
                                                             i=1
                   η     4    5     6     7    •J  2     10      11    12   13   ' 14
                                                                                        15 1
                   t    3.2  2.0   2.6   2.5  2.4 2.3    2.3     2.2   2.2  2.2  . 2.2  2.2
                 t
                        1.6  1.2'; 1.06 0.94 0.05 0.77   0.73    0.6', Ο.64 0.61   0.59 0.57
               VÏÏ
5.1 . 1.2 .7 » Calculate tUo power by tho formula!
                                          M. V.Av                                          ;
                              p-         –£oo~T–
               where P is expressed in kW
                      V = speed, of the test in m/s
                     AV = speed deviation from speed V, in n/s
                      M a reference weight in kg
                      T = time in seconds
5.1.2 .        On the bench
5.1.2.1 .      Mcasurement equipment and accuracy
               The equipment ohall be identical to that used on the road.
5.1.2.2 .      Test procédure
5.1.2.2.1 .    Install the vehicle on tho tost dynamometer.
5.1.2.2.2 . Adjuot the tyro pressure ( cold) of the driving wheels as roquirod
               by the roller bench .
5.1.2.2.5 .- Adjust tho equivalent inertia of the bench .
5.1.2.2.4 . Bring the vclu.de and bench to operating teuperaturo in a suitable
               manner .
5.1.2.2*5 .    Carry out the operations specified in item 5.1.1.2 . with the
                exception of items 5.1.1.2.4 . and 5.1.1.2.5 . and with changing
               M by I in the formula of item 5.1.1.2.7 .
5.1.2.2 . 6 . Adjust tho brake to meet the roquircnento of item 4.1.4.1 . of Annex III ,
5,2 .          Torque measurcmcnt method at constant specd
5.2.1 .        On the roaa
5.2.1.1 .      Meanuronent equipnent and error
               Torque measurement ohall be carried out with an appropriate
               measuring device acetate to within 2 per cent .
               Spood measurement shall be accurate to within 2 per cent .
 ---pagebreak---                                                  - 26 -
                                                                            Annex III
                                                                            Appendix 3
                                                                            page 4
5.2.1.2 .     Tes t. procédure
5.2.1.2.1     Bring the vehicle to the chosen stabilized speed V.
5.2.1.2.2 .   Record the torque           and speed over a period of at least 10 s by
              means of class 1000 instrumentation meeting ISO standard No . 970 .
5.2.1.2.3 .   Differences in torque            and speed relative to time shall not
              exceed 5 per cent for 'each second of the measurement period .
5.2.1.2.4 . The torque           is the §,vejrage ' torque derived from 'the following
              formula:              - A + At
                                           C ^) dt
5.2.1.2.5 .   Carry out the test in the opposite direction , i.e.
5.2.1.2.6 . Determine the average of these two torques C ■ and                  i.e. C^.
5.2.2 .       On the bench                                                    ^
5.2.2.1 .     Measurement equipment and error .
              The equipment shall be identical to that used on the road .
5.2.2.2 .     Test procédure
5.2.2.2.1 .   Perform the operations specified in items 5.1.2.2.1 . to
              5.1 . 2.2»4 » above .
5.2.2.2.2 »   Perform the operations specified in items 5.2.1.2.1 . to
              5.2.1.2.4 . above .
5.2 . 2 . 2 . Adjust the brake setting to meet the requirements of
              point 4.1.4.1 . of Annex III .
5-3 .         Integrated Toraue over Variable Driving Pattem
5.3.1 .       This method is a non obligatory complement to the constant speed method
              described in item 5.2 . above .
5»3«2 .       In this dynamic procedure the mean torque value M is determined .
              This is accomplished by integrating the actual torque values with
              respect to time during operation of the test vehicle with a defined
              driving cycle .     The integrated torque is then divided by the time
              difference .
              The result is :                       f^2
                                                    1*2
                               ft - –J                    M(t ) • dt ( with M(t ) > 0)
                                      *2 - h Jh
                        M is calculated from six sets of results .
              It is recommended that the sampling' rate of M be not less than ,
               2 samples- per second .
5.3.3 .       Dynamometer , setting
               The dynamometer load is set by the method described in
                item 5.2 .    If M dynamometer does not then match M road the
 ---pagebreak---                                       - 27 -
                                                           Annex III
                                                           Appendix 3
                                                           page 5
             brake , setting shall "bo adjusted until the values are equal
            within + 5 po* cent .
            NOTE t This method can only be used for dynamometers with
            electrical inertia simulation or fine adjustment .
5.J.4       Acceptance Criteria
            Standard deviation of six inoasuroment3 must bo loss than or
            equal to 2 per cent of the moan value .
5.4 .       Method by deceleration measurement by gyroscopic platform
5 . 4*1 *   On the road
5.4«1»1 .   Measurernent equipment and error
            speed shall be measured with an error lower than 2 per cent ,
            deceleration shall be measured with an error lower than 1 per cent ,
            the slope of the road shall be measured with an error lowor than
            1 per cent ,
            time Bhall be measured with an error lowor than O.l's ,
            the measurement of the level of the vehicle on a roferenoe
            horizontal ground ,
            by comparison, it is possible to havo the slope of the road (o<^).
5«4*1*2     Test procedure                             1
5.4«1.2.1 . Accelerate the vehicle to a speed 5 kn^h creator than the chosen
            test speed > V.
5.4.1.2.2 . Record the deceloration betveen V + 0.5 km/h and V - 0.5 km/h.
5.4.1.2.3 . Calculate the avorage deceleration attributed to the speed V by
            the formula t
                                         rt
                         Si -       t
                                           0 (t ) 4t - g • «iaO^ ,•
                                          0
            where !
                    1
                        a average deceleration valuo at 'the speed V in one
                          direction of the road .
                    t m time between V + 0.5 km/h and V - 0.5 km/h.
                  ( t ) : declaration recorded with the tim«.
                          g = 9 . 81 m s
5.4.1.2.4 . Perform the same test in tho other diroctioni O 2
5.4»1*2.5 » Calculato tho avorago of # ^ and ^ « f"1! for tost i.
 ---pagebreak---                                             - 28 -
                                                                      Annex III
                                                                      Appendix 3
                                                                      page 6
             Pcriorw. a sufficient number of tests as specified in paragraph 5.1.1.2.6 .
             above replacing T by j"-* whore P = i >1        = i
                                                                   fi
 5.4.1.2.7 .
             Calculate the average force absorbed F = M . p
             where : M = vehicle reference weight in kg
                       f* = average deceleration calculated beforehand
 5.4.2 .     Bench ir.c+hod
5.4.2.1 .    Measurernent enuipment and error .
             The measurement instrumentation of the bench itself shall be used as
             defined in appendix 2 , paragraph 2 to this annex .
5.4.2.2 .    Test procédure
5.4.2.2.1 .   Adjustment of the force on the rim under steady speed
              On chassis dynamometer , the total resistance is of the type :
              C        = F '          + F
                total       indicated     driving axle rolling with
              ^total      ^ road
              ^indicated ~ F road      ^driving axle rolling
                indicated is the force indicated on the force indicating device
                             of the chassis dynamometer
                road is known
                driving axle rolling can be :
              - measured on chassis dynamometer able to work as generator .
                 The test vehicle , gear box in neutral position , is driven by the
                 chassis dynamometer at the test speed; the rolling resistance of
                 the driving axle is then measured on the force indicating device
                 of the chassis dynamometer ;
              - determined on chassis dynamometer unable to work as a generator .
                 For the two-rollers-chassis-dynamometer, the RR value is the one
                 which is determined before on the road .
                 For the single-roller chassis-dynamometer , the RR value is the
                 one which is determined on the road multiplied by a coefficient 'k'
                 which is equal to the ratio between the driving axle mass and the
                 vehicle total mass .
                 Note : RdK is obtained from the curve : F = f(V ).
                                                                 (
                                                                /
                                                              y                          •
 ---pagebreak---                                  -   29 -
                                                    Annex III
                                                    Appendix 4 .
                                                    page 1
                           Annex III - Appendix 4
           VERIFICATION CP IfEHTlAS OTIIEP. KUI? HECIIAITICAL
 OI5JIÎCT
 'Iho method deoeribed in this appendix mr>2:co it possible to chock that
 the simulated total inertia of the clynniaocsetcr io carried out
 aatinfactorily in tho running phaoco of the operating cycle .
 riilVlCIPLE
 T)r"».win,T UT> vcri : inr fO"r.tlonn
 Since tho bench io subjected xo vnriationn in tho rotating apeed of trie
 roller(e ) f tho force at tho surface of the rolldr(s ) can bo oxpre^&ed
by the fomula :
                             P. - I. *£> - Ï.j-Vt K
where t
F = force at the ourfacc of the rollor(n )
 I « total inertia of the bench ( equivalent ir.ortia of th<T vehicle *
        cf. table paragraph 5«1 . below )
 Ij^= inertia of the mechanic."! naosea of tho bench
     - tangential acceleration at roller surface
Fj= inertia force
N.B. :      An explanation of thio formula with reference to d/naaometera
            with mechanically simulated inertiao is appended .
 Thus , the total inertia is eroror.scd ao follows s
                                          I.1
                             I « \ +. JL
                                   '      r
where :
 I JJ can be - calculated or measured by traditional methods .
Fj can be measured on tho bench .
 X" can bo calculated fmn the peripheral apeed of tho rollers .
The total inertia " I " will bo determined during an acceleration or
deceleration test with values higher than or equal to those obtained
on an operating cycle .
Specification for th* caluclatlon of total inertia
'Hie tost and calculation methods muot make it noooiblo to dctoimine tha
total inertia T with a rolativo Grror (^, l/l ) of lose than 2 per cent.
 ---pagebreak---                             - 30  -
                                                                   Annex III
                                                                   Appendix 4
                                                                   page 2
SPECIFICATION
Ihe mass of the simulated total inertia I must remain the same as the
theoretical value of the equivalent inertia, ( see item 5.1 . of Annex III )
 within the following limits :
+ 5 per cent of the theoretical value for each instantaneous value .
+ 2 per cent of the theoretical value for the average value calculated
for each sequence of the cycle .
The limit given in point            3«1.1 . is brought to                 50 per cent for one ,
second when starting and , for vehicles with manual transmission , for
two seconds during gear changes .
VERIFICATI OSI FltQCEIKJJÌE
Verification is carried out during each test throughout the cycle
defined in point 2.1 . of Annex III .
However , if the provisions o.f item 3 are met , with
instantaneous accelerations which a,re at least three time greater or
smaller than the values obtained in the sequences of the theoretical
                                    /
cycle , the verification described above will not be necessary .
TECHNICAL NOTE
Explanation of drawing up working equations .
Equilibrium of the forces on the road
       CR » k^ rx dt    «1 + k2 "*J X2       dt
                                                       + KfV*! + k3 Fs ri
Equilibrium of the forces on dynamometer with mechanically simulated
inertias
                                                   di rm
       Cm
        m
          =                   + k,                         r, + '"-3 *'B rl
                  J 1 dt         5        ,v,                1        *
          = kl ~f rx <dt W1 + k3 1 ^                   k3 yg
Equilibrium of the forces of dynemomoter wi th non-mechanically simulated
inertias
          -   1 d
              H   . I
                      1 ~dt   + k3^          iio
                                        - -,■>1.., M. w, .   r,1 + £
                                                             J. -»
                                                                      Ho r_)
                                                                           1 + , 5 f S r1
                                                                          –n t t   r   ±
                                      <**♦*> vyEl,
                                                           ,
 ---pagebreak---                                 - 31 . -
                                                    Annex III
                                                    Appendix 4
                                                    page 3
In these formulae :
CR     a on,'fine torque? on tho road
Chi    « en//in   torque on tho bench with nochoni eally simulated inertias
Co     » online torque on tho bench with clnctricnlly simulated inertias
 *^'r^ » Moment of inertia of the vehicle tranrmisfjicri brought back to the
          driving wheels
       a I^omon't °f inertia of the non-driving wheels
  j Im «> Moment of inertia of tho bench vith mechanically simulated in^rtiaa
 ~/ Ro « Moment of mechanical inertia of tho bench with electrically
          simulated inertias
M      a Ilanc of the vehicle on the road
I      a Equivalent inertia of th^ bench with mechanically simulated inertia
In     = Mechanical inertia of the bench with electrically simulated inertias
Ps     = Résultant force at stabiliser opoeu
CI     = Resultant torque from electrically simulated inertias
Jl     B Resultant force from electrically simulated inertias
dOl    B Angular acceleration of tho driving wlioolo
lit
J^2    = An^ul ar acceleration of tho non-driving wheels
dt
d'. /m «= Angular acceleration of the mechanical bench
dt                                                             ,
dV.r e ■ Angular acceleration of the electrical bench
dt
  CT   a Linear acceleration
       = Radius under load of xha driving wheels
rg     = Radius under load of the non-driving wheels
lin    = Radius of the rollers of the mechanical bench
Re     = Radius of the rollers of the eiccv.x-ical bench
       » Coefficient dependent cn ths goor reduction ratio end tho varioue
          inertias of transmission and " efficiency"
 ---pagebreak---                                 - 32 -
                                                        Annex III
                                                        Appendix 4
                                                        page 4
kg      = Ratio transmission X rl_ X " efficience"
                                x'2
k^      = Ratio transmission X " efficiency"
Supposing the two types of "bench    ( items   ').2 and 5«3 ) are made equal
and simplified one obtains :
        k3 (!„. Y + F ) ri = k3I . V . rl
hence ,
        1 = ha + Fi
 ---pagebreak---                                     - 33 -
                                                       Annex III
                                                       Appendi x 5
                                                       page 1
                              Annex III - Appendix 5
                        DEFINITION OF GAS SAMPLING SYSTEMS
 1.     1 INTRODUCTION
 1.1 .     There are several types of sampling devices capable of meeting the
            requirements set out in item 4.2 of Annex III .
            The devices described in items 3.1 , 3.2 and 3.3 will be deemed accept­
            able if they satisfy the main criteria relating to the variable dilution
            principle .
 1.2 .      The laboratory shall mention , in its communications , the system of
            sampling used when performing the test .
2.       . CRITERIA RELATING TO THE VARIABLE-DILUTION SYSTEM FOR MEASURING EXHAUST-
           GAS EMISSIONS
2.1 .      Scope
           This item specifies the operating characteristics of an exhaust-gag
           sampling system intended to be used for measuring the true mass emissions
           of a vehicle exhaust in accordance with the provisions of this Annex .
           The principle of variable-dilution sampling for measuring mass emissions
           requires three conditions to be satisfied :
2.1.1 .    The vehicle exhaust gases must be continuously diluted with ambient
           air under specified conditions ;
2.1.2 .    The total volume of the mixture of exhaust gases and dilution air must
           be measured accurately ;
2.1.3 ;    A continously proportional sample of the diluted exhaust gases and the
           dilution air must be collected for analysis .
           Mass emissions are determined from tne proportional sample concentrations
           and the total volume measured during the test . The sample concentrations
           are corrected to take account of the pollutant content of the ambient air .
2.2 .      Technical summary
           Fig . 1 gives a schematic diagram of the sampling system .
                                                                         • • •/• • •
 ---pagebreak---                                            - 34 -                        Annex III
                                                                         Appendix 5
                                                                         page 2
2.2.1 .  The vehicle exhaust gases must be diluted with a sufficient amount of
         ambient air to prevent any water condensation in the sampling and
         measuring system .
2.2.2 .  The exhaust-gas sampling system must make it possible to measure the
         average volume concentrations of the CO -,,
                                                   2
                                                       CO ,' HC and NO χ contained in
         the exhaust gases emitted during the vehicle testing cycle .
2.2.3 .  The mixture of air and exhaust gases must be homogeneous at the point
         where the sampling probe is located ( see item 2 . 3.1 . 2 .).
2.2.4 .  The probe must extract a representative sample of the diluted exhaust
         gases .
2.2.5 .  The system must make it possible to measure the total volume of the
         diluted exhaust gases from the vehicle being tested .
2.2.6 .  The sampling system must be gas-tight .     The design of the variable-
         dilution sampling system and the materials that go to make it up must
         be such that they do not affect the pollutant concentration in the diluted
         exhaust gases .  Should any component in the system ( heat exchanger ,
         cyclone separator , blower , etc .) change the concentration of any of the
         pollutants in the diluted exhaust gases and the fault cannot be corrected ,
         then sampling for that pollutant must be carried out before that component .
 2.2.7 . If the vehicle tested is equipped with an exhaust system comprising
         more than one tailpipe , the connecting tubes shall be connected together
         by a manifold installed as near as possible to the vehicle .
 2.2.8 . The ges samples shall be collected in sampling bags of adequate capacity
         as as not to hinder the gas flow during the sampling period .         These
         bags shall be made of such materials as will not affect the concentrations
         of pollutant gases ( see item 2.3.4.4 .).
 2.2.9 . The variable-dilution system shall be so designed as to enable the
         exhaust gases to be sampled without appreciably changing the back­
         pressure at the exhaust pipe outlet ( see item 2.3.1.1 .).
 ---pagebreak---                                                                                Fig . 1          /
                                        DIAGRAM OF A VARIABLE DILUTION SYSTEM FOR ; MEASURING EXHAUST-GAS EMISSIONS
                Air
          AIR FILTER
        ( ootional )                                   On
                                         Ambient ai.r sampling          ng bag
                                                                           oag     w
                                                                                        MEASUREMENT OF THE
                                                                                        PRESSURE AND
                                                                                        TEMPERATURE OF THE
                                                                                        MIXTURE
                                                                                                                        ï3-i
                                                                                                               Diluted exhaust gases
                                         ( samole taken durinq          ng test
                                                                           test ))  y
                                                                          _ -M n
                                                                                                               sampling bag ( sample taken
                                                       :•                ^^.–^lowjneter                        during test )          s-–     flow- meter
                                                                                                           fi Iter
                                                                                                                                                               w
                                                                                                                                                               U1
                                                          f I ou                                                          f low
                                                                           Dumn                                                         Dumrj
                                                          control                                                     control valve'
                                                          \ZS 1 \/ f>
                                                                   CONDITIONING OF THE                              SUCTION D F V ICE I
          M I X T NFI F HJSIKP.PR
                                                                   MIXTURE ( if
                                                                                                                    VOLUME MEASURING
                                                                   necessary )
                                                                                                                    DEV2 CE
Vehicle
                                                                                                                                                To fhe
exhaust
àases                                                                                                                                           atmosphère
                                                  I
                                                  I
                            Γ­                                                                                                                        ■o as >
                                                                                                                                                       03 TJ 3
                            ι
                                SAMPLF PRF-HFATTNG ('
                             I _ ^ i ■ i ul i i \ l. nun i xiiu
                                                                                                                                                    . (Q U Z
                                                                                                                                                       φ  π>  α
                             ? POSITION FOR DIESEL I                                                                                                      13
                                                                                                                                                      o>j u
                                                                                                                                                              χ
                             I FNGTNFS                                I                                                                                   -J. h­
                                                                                                                                                      • Χ £
                            i '
                            t
                            L
                                                                      !                                                                                   UI
 ---pagebreak---                               - 36 -                     Annex III
                                                         Appendix 5
                                                         page 4
Specif - c retirements
Exhaust-gas collection and dilution device
The connection tube between the vehicle exhaust tailpipe(s ) and the
mixing chamber must be as short as possible ; it shall in no case :
- cause the static pressure at the exhaust tailpipe(s ) on the vehicle
   being tested to differ by more than _+ 0.75 kPa at 50 km/ h or more
   tahn _+ 1.25 kPa for the whole duration of the test from the static
   pressures recorded when nothing is connected to the vehicle tailpipes .
   The pressure must be measured in the exhaust tailpipe or in an
   extension having the same diameter , as near as possible to the
   end of the pipe ;
- cnanae the nature of the exhaust gas .
There must be a mixing chamber in which the vehicle exhaust gases
and the dilution air are mixed so as to produce a homogeneous mixture
at the chamber outlet .
The homogeneity of the mixture in any cross-section at the location
of the sampling probe shall not vary by more than 2 % from the average
of the values obtained at      at least five points located at equal in­
tervals on the diameter of the gas stream .     In order to minimize the
effects on the conditions at the exhaust tailpipe and to limit the
drop in pressure inside the dilution air conditioning device , if any ,
the pressure inside the mixing chamber shall not differ by more than
+_ 0.25 kPA from atmospheric pressure .
Suction device / volume measuring device
This device may have a range of fixed speeds as to ensure sufficient
flow to prevent any water condensation .     This result is generally
obtained by keeping the concentration of CC^ in the dilute exhaust-gas
sampling bag lower than 3 % by volume .
Volume measurement
                            f
                           i
 ---pagebreak---                                        - 37  -                        Annex   III
                                                                      Appendix    5
                                                                      page 5
2.3.3.1 .   The volume measuring device must retain its calibration accuracy
            to within + 2 % under all operating conditions .    If the device cannot
j           compensate for variations in the temperature of the mixture of exhaust
1           gases and dilution air at the measuring point , a heat exchanger must
            be used to maintain the temperature to within + 6° C of the specified
            operating temperature .
            If necessary , a cyclone separator can be used to protect the volume
            measuring device .
2.3.3.2 .   A temperature sensor must be installed immediately before the volume
            measuring device .   This temperature sensor must have an accuracy
            and a precision of + 1° C and a response time of 0.1 s at 62 X
            of a given temperature variation ( value measured in silicone oil ).
2.3.3.3 .   The pressure measurements must have a precision and an accuracy of
            _+ 0.4 kPa during the test .
2.3.3.4 .   The measurement of the pressure difference from atmospheric pressure
             is taken before and , if necessary , after the volume measuring device .
2.3.4 .     Gas sampling
2.3.4.1 .    Dilute exhaust gases
2.3.4.1.1 . The sample of dilute exhaust gases is taken before the suction
             device but after the conditioning devices ( if any ).
2.3.4.1.2 . The flowrate must not deviate by more than + 2 S from the average .
2.3.4.1.3 . The sampling rate shall not fall below 5 l / rnn and shall not exceed
             0.2 % of the flowrate of the dilute exhaust gases .
2.3.4.1.4 . An equivalent limit shall apply to constant-mass sampling systems .
2.3.4.2 .    Dilution air
2.3.4.2.1 . A sample of the dilution air is taken at a constant flowrate near
             the ambient air inlet ( after the filter if one is fitted ).
 ---pagebreak---                                        - 38 -                           Annex  III
                                                                        Appendix 5
                                                                        page 6
2.3.4.2.2 . The air must not be contaminated by exhaust gases from the mixing
            area .
2.3.4.2.3 . The sampling rate for the dilution air must be comparable to that
            used in the case of the dilute exhaust gases .
2.3.4.3 .   Sampling operations
2.3.4.3.1 . The materials used for the sampling operations must be such that
            they do not change the pollutant concentration .
2.3.4.3.2 . Filters may be used in order to extract the solid particles from the
            sample .
2.3.4.3.3 . Pumps are required in order to convey the sample to the sampling bag(s )
2.3.4.3.4 . Flow control valves and flow-meters are needed in order to obtain
            the flowrates required for sampling .
2.3.4.3.5 . Quick-fastening gas-tight connections may be used between the three-
            way valves and the sampling bags , the connections sealing themselves
            automatically on the bag side .    Other systems may be used for conveying
            the samples to the analyser ( three-way stop valves , for example ).
2.3.4.3.6 . The various valves used for directing the sampling gases shall be of
            the quick-adjusting and quick-acting type .
2.3.4.4 .   Storage of the sample
            The gas samples shall be collected in sampling bags of adequate
            capacity so as not to reduce the sampling rate .    The bags shall be
            made of such a material as will not change the concentration of
            synthetic pollutant gases by more than + 2 X after 20 minutes .
2.4 .       ADDITIONAL SAMPLING APPARATUS FOR TESTING DIESEL-ENGINED VEHICLES
2.4.1 .     A sampling point after and close to the mixing chamber .
2.4.2 .     Heated piping and sampling probe .
2.4.3 .     Heated filter and / or pump ( the latter may be located in the vicinity
            of the sample source ).
 ---pagebreak---                                           - 39 -                           Annex 111
                                                                            Appendix 5
                                                                            page 7
2 4.4 .      A quick -acting connection for analysing the sample of ambient air
             collected in the bag .
2.4.5 .      All heated components must be kept at a temperature of 190 + 10° C
             by the heated system .
 2 4 6.       If it is not possible to compensate for variations in the flowrate,
              there must be a heat exchanger and a temperature control device having
              the characteristics specified in item 2.3.3.1 . so as to ensure that
              the flowrate in the system is constant and the sampling rate is
              accordingly proportional .
 3.           DESCRIPTION 0F THE DEVICES
 3.1 .        VarinhJe Jllution device with positive disnlnccnent nurrt? (PDP-CVS ) ( Fig . 1 )
 3 1.1 .      The Poftitivi - Diîjplacuncnt Tu'rip - Constant volune Snxipler (PTP-CVS )
              satisfies tho requirements of thin annex by metering at a constant
              temperature and pressure through the punp .
              The total volume iB measured by counting the revolutions made by tho
              calibrated positive diuplaceucnt punp .
              Tho proportional aa.aple is achieved by sampling wi th pump , flow aetor
              and flow control valve at a constant flow rate .
 3.1.2 .     Figure 1 is a nchonatic drawing of ouoh a oanpling ayston . Sinco
              various configurations can produce accurate results , oxact conformity
             vith tho drawinc'i ir not ooocntial . Additional cor.iponents cuch aa
             inutruuento , valveu , colenoida , and switches nay bo used to provide
             additional infornation and co-ordinate the functions of the conponont
             eyrtcn .
  3.1.3 .    Tho collecting oquipnent shall conoint ofj
  3.1.3.1 . ^ FILTER (D ) for the dilution air, which can bo preheated if noceooary .
             Thia filter shall consist of activated charcoal sandwiched between two
             layers of paper, and ohail be used to reduce and stabilize the hydrooarbon
             concentrations of ambient emissions in the dilution air .
   3.1.3.2 . A mixing chamber (M) in which exhaust gas and air are nixed hooogoncously.
 ---pagebreak---                             - 40 -
                                                      Annex III
                                                      Appendix 5
                                                     page 8
•A heat oxoharv:..r (Tl) of a capacity sufficient to ensure that throughout
  the tent the temperature of tho air/exhaust gan mixture measured at a
  point immediately upstream of the positive displacement punp ia within
  + 6°C of the designed operating temperature . This devico shall not
  affect tho pollutant concentrations of diluted gases taken off after
  for analysis .
 A tonperaturo control system (TC ) f usod to proheat the heat oxchangor
 "before the test and to control its tonperaturo during the tost , so thnt
  deviations from tho designed operating tonperaturo are limited to
 + 6 C.
 Tho positive displacement punp (PDP), used to transport a conetant-voluno
  flow of the air exhauet-gas mixture * the flow capacity of tho pump shall
 bo large enough to elirinato water condensation in the system under all
  operating conditions which nay. occur during a tost ; this can bo gonorally
  ensured by using a positive displacement punp with a flow capaoity 1 .
  tv/lce r>.3 high as tho maximum flo'f of exhaust gas produced by
  accolerations of the driving cycle or
  sufficient to ensure that the C02 concentration in the dilute-exhaust
  sample bag in lona than 3 per cent by volume .
 A tonporaturo sensor (T-^) (accuracy and precision * 1°C ), fitted at a
 point immediately upstream of tho positive displacement pump ; it shall
 bo designed to monitor continuously the tonperaturo of diluted exhauet
 gas mixture during the test .
A pressure gauge (G^) (accuracy and precision 1 0.4 kPa) fitted
immediately upstream of the volume motor and used to register the
pressure gradient between the gas mixture and the ambient air .
Another pressure gauge (Gg ) (accuracy and precision 1 0.4- kPa) fitted
30 that the differential pressure between pump inlet and pump outlet
can be registered .
Two sampling outlets (S-^ and S2 ) for taking constant samples of the
dilution air and of the diluted exhaust-gas/air mixture .
A filter (P) , to extract solid particles from the flows of gas collected
for analysis .                                                     :
Pumps (p ) , to collect a constant flow of the dilution air as well as of
the diluted exhaust-gas/air mixture during the test .
Plow confrtllors (N) , to ensure a constant uniform flow of the gas
samples taken during the course of the test from sampling probes S-^ and
S2 ; and flow of the gas samples shall be such that , at the end of each
test , the quantity of the samples is sufficient for analysis (/v/ 10 l/min) .
 ---pagebreak---                       - 41 -
                                           Annex III
                                           Appendix 5
                                           page 9
Flow meters (FL) , for adjusting and monitoring the constant flow of gas
samples during the test .
Quick-acting valves (V ), to divert a constant flow of gas samples into
the sampling bags or to the outside vent .
Gas-tight , quick-lock coupling elements ( Q ) between the quick-acting
valves and the sampling bags ; the coupling shall close automatically
on the sampling-bag side ; as an alternative , other wa,ys of transporting
the samples to the analyser may be used ( three-way stopcocks , for
instance ) .
Bags (B) , for collecting samples of the diluted exhaust gas and of the
dilution air during the toat ; they shall be of sufficient capacity not
to impede the sample flow ; the bag material shal] be such as to, affect
neither the measurements themselves nor the chemical composition of
the gas samples ( for instance : laminated polyethylene/polyamide films ,
or fluorinated polyhydro carbons ) .
A digital counter (c ), to register the number of revolutions performed
by the positive displacement pump during the test .
Additional equipment required when testing diesel engined vehicles .
To comply with the requirements of items 4.3.1.1 . and 4.3*2 .
of Annex III "the additional components within the dotted lines in
fig . 1 shall be used when testing diesel engined vehicles .
 Fh is a heated filter .
 S7J is a sample point close to the mixing chamber .
Vh is a heated multiway Valve .
 0 is a quick connector to allow the ambient air sample BA to be
 analysed on the HFID .
HFID is a heated flame ionization analyser .
R + I are a means of integrating and recording the instantaneous
 hydrocarbon concentrations .
 Lh is a heated sample line .
All heated components shall be iriciintained at 190 + 10°C .
 ---pagebreak--- FIGURE 1   CO!."S?A!rP VOLH-2 SA!-!PI2R WITH POSITIVE EISPIACgSS?? Fly? (EDP - CVS )
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                                                       REQUIRE® FOR DIESEL TESTING ONLY
 ---pagebreak---                      - 43 -
                                                     Annex III
                                                     Appendix 5
                                                     page 11
Criticai-flow venturi dilution device (CFV-CVS) ( p^gure 2)
Using a critical -flow venturi in connexion with the CVS sampling
procedure is based on the principles of flow mechanics for critical
flow . The variable ciixture flow rat<; of dilution and exhaust gas is
maintained at sonic velocity which irs directly proportional to the
square root of the gas toriperature . Vlow is continually monitored ,
computed , and integrated over the test .
If ari additional critical -flow sampling venturi is used , the
proportionality of the gas samples taken is ensured . As both pressure'
and temperature are equal at the two venturi inlets the volume of
the gas flow diverted for sampling is proportional to the total
volume of diluted exhaust gas mixture produced , and thus the requirements
of this annex arc met .
Figure 2 is a schematic drawing of such a coupling system .
Since various configurations can produce accurate results , exact
conformity with the drawings is not essential . Additional components
such as instruments , valve , solenoids , and switches may be used to
provide additional information and co-ordinate the functions of the
component system .
The collecting equipment shall consist of :
A filter (D ) for the dilution air , which can be preheated if necessary ;
the filter shall consist of activated charcoal sandwiched between layers
of paper , and shall be used to reduce and stabilize the hydrocarbon
background emission of the dilution air .
A mixing chamber (M) , in which exhaust gas and air are mixed
homogeneously .
A cyclone noparatcr ( CS ), to oxtrr.ct particlo'o .
Two campling probes       and Sg ), for taking camples of the dilution
air ao well r.n of the- diluted cxh.'.uat gafi .
A onnpling critical flow venturi ( CV ) , to tnkrj proportional cample a
of the diluted exhaust gan at sampling probo Sp .
 ---pagebreak---                                              - 44 -
                                                                  Annex III
                                                                  Appendix 5
                                                                  page 12
3.2.3.6 .         A filter ( F), to extract solid particles fron the gas flows diverted
                   for analysis .
3.2.3.7 .          Pumps (P ), to collect part of the flow of air and diluted exhaust gas
                   in ba^o (luring the tost .
3.2.3.8 .         A flow controller 00 » to onouro a onnotant flow of tho garj nanploo
                   taken in tho couroo of tho toot fron oaupling probe        the flow of tho
                  gas samples shall bo ouch that,' at the end of the toot , tho quantity of
                  tho samples is sufficient for analysis (/V 10 l/min ) .
3.2.3.9 .         A Bw.bhor (P3 ), in tho sampling lino .
3.2.3.10 .        Flow motors ( FL ), for adjusting and monitoring the flow of gas samples
                  during testa .
3.2.3.11 .        Quick-acting solenoid valves (V), to divert a constant flow of gas
                  samples into tho sampling bags or tho vont .
3 . 2.3.12 .      (Jan-tight , quick-lock coupling olomcnts (q), betwoon tho quick acting
                  valves and the sampling bags ; the couplings shall close automatically
                  on tho sampling-bag side ; as an alternative , other ways of transporting
                  the samples to the analyser nay be used ( three-way stopcocks , for
                  instance ) .
3.2.3.13 .        Bags (B ), for collecting sample * of the diluted exhaust gas and the
                  dilution air d\iring tho teats ; they shall be of sufficient capacity
                  not to inpedo the sample flov ; the bag material shall bo ouch as to
                  affect noithor the measurements themselves nor the chemical composition
                                                                                         ;
                  ol" tho gas samples ( for instance : laminated polyethylcne/polyamide
                  films , or fluorinated polyhydro carbons ) .
3. . 2 . 3 . 14 . A pressure gauge ( c)', vhich Bh--.11 be precise and accurate to within
                  - 0 .4 kPa .      "
3.2.3.15 .        A temperature r.ontior (T ), which shall- be preciso and accurate 'o
                  within = 1°C and have a response time of 0.1 seconds to 62 per cent of
                  a temperature change ( as measured in silicon oil ).                     •
3.2.3.16 .        A measuring critical flov; venturi tube (MV ), to measure the flow volttie
                  cf tho diluted exhaust gas .
 ---pagebreak---                                              - 45-
                                                                  Annex III
                                                                  Appendix 5
                                                                  page 13
3.2 -3 * 17 •  A blower (BL), of sufficient cr.pc.city to handle tho total voluaa of
                diluted exhaust gas .
3.2 . 3 . 18 . THc capacity of tho CFV-CV5 oyetun shall bo ouch that undor nil
               operating conditiono v/hich may pouoibly occur during p. tost thoro will
               bo no condensation of water . This is generally ensured by using a
               blowor who bo capacity la :
3.2.3'18«1 « twice as high as tho maximum flo\/ of oxhauot gas produced by accoJoratiorja
               of tho driving cyclo ;
3,2.3.18.2 . oufficiont to onauro that the CO^ concentration in the diluto es&aust
               oar.iplo bi\a is loos than 3 per cent by volume .
3.2.4 .        Additional équiperont required when testing diesol onginod vohiolas .
               To conply with tho requirements of items 4.3.1.1 . and 4.3„2 . of
                Annex III tho additional components shown within the dotted lines
               of Fif;. 2 shall bo used when testing Diesel Engincd Vehicles .
               Fh is a heated Filtor .
               Sj is a sample point closo to tho mixing chanber.            |
               Vh is a hoatcd multiwevy valve .
               Q is a quick connoctor to allov/ tho ambient air sanplo BA to be
               analysed on the HFID .
               HFID is a ho ,-.tod flame , ionization analyser .
               R and I aro a nouns of integrating and ro cording tho inetaziianoouei
               hydrooarbon concentrations .
               Lh is a heated sample lino .
               All heated components- will bo maintained at 190 * 10°C .
               If compensation for varying flow is not possible then a hoat exchanger (H)
               arid tenporaturo control system (T C ) as described in
               item 2.2.3 . will bo required to ensure constant flow through tho
               venturi (MV ) and thus proportional flow through S , .
                                                                          mm/9m
 ---pagebreak---                    FIGURE 2     COITSTAOT VOLUME SAMPLER WITH CRITICAL FLOW VEHTRUI ( CFV - CVS )
                                           to vrarr                                   TO VEÎ5T
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                                  5         *-*-              :                              N       rr1
                                            >HC SPAII GAS ,                   Tovent
REQUIRED FOR DIESEL TESTING- ONLY
 ---pagebreak---                                          - 47 _
                                                               Annex III
                                                               Appendix 5
                                                               page 15
 3-3 .      Variable dilution device with constant flov/ control by orifice ( CPO-CVS )
             ( Figure 3 )
 3 .3 . 1 . The collection equipment shall consist of :
 3.3.1.1 .  A sampling tube connecting the vehicle 's exhaust pipe to the device
            itself ;
 3.3.1.2 .  A sampling device consisting of a puiup device for drawing in a diluted
            mixture of exhaust gas and air ;
 3.3.1.3 .  A mixing chamber (M) in which exhaust gas and air arc nixed homogeneously .
 3.3.1.4 .  A heat exchanger (H) of a capacity sufficient to ensure that throughout
            the test the temperature of the air/exhaust gat; mixture measured at a
            point immediately before the positive displacement of the flow rate
            measuring device is within 1 6°C of the designed operating temperature .
            This device shall not alter the pollutant concentration of diluted
            gases taken off for analysis .
            Should this condition not be satisfied for certain pollutants » sampling
            will be effected before the cyclone for one or several considered
            pollutants . ,
            If necessary , a device for temperature control (l'C ) is used to preheat
            the heat exchanger before testing and to keep up its temperature during
            the test at + 6°C.
 3L 3.1,5 . Two probes (S-^ and S2) for sampling by means of pumps (P ) flowmeters (FL)
            and , if necessary , filters ( F) allowing for the collection of solid
            particles from gases used for the analysis .
 3L3.1.6 .  One pump for dilution air and another one for diluted mixture .
 313.1.7 .  A volume-meter with an orifice .
3 . 3.I.Q.  A temperature censor (Tj ) (accuracy find precifiion t 1°C), fittod at a
            point immediately before the volume neaourencnt device ; it shall bo
            designed to monitor continuously the temperature of the diluted exhaust
            run tt.lxturo during the tri't .
 ---pagebreak---                                          - 48-
                                                                 Annex III
                                                                 Appendix 5
                                                                 page 16
 3.3 .1 . 9 . A pressure gaugo (Gj ) ( accuracy and precision _ 0.4 kPa) fitted
              immediately before tho volume meter and used to register the proasuro
              gradient between the ga:< mixture and tho ambient air .
3.3.1.10 .    Another pressure gauge (C2) (accuracy c.nd precision 1 0.4 kPa) fitted
              bo that tho differential preficuro between pump inlet and pump outlet
              can bo registered .
3.3.1.11 .    Flow controllers (N) to ennuro a constant uniform flow of pas samples
              taken during the course of tho toot from sampling outlots       and S2 .
              The flov of the gaa samples nhall be such that , at the ond of each
              test , the quantity of the samples in cufficient for analysis (/v/ 10 l/nin) .
3.3.1.12 .    Flow motors (FL) for adjusting and monitoring the constant flow of gaa
              sampler) during the tent .
3.3.1.13 .    Three-way valveo (V) to divert a constant flow of gas samples into the
              sampling bags or to the outside vent .
3.3.1.14 .    Gas-tight , quick lock coupling elements (Q) between the throe-way valves
              and the sampling bag3 ; the coupling shall close automatically on tho
              sampling-bag side . Other ways of transporting the samples to tho
              analy.ier may bo uoed ( three-way stopcocks , for instance ).
3.3.1.15 .    Bags ( B ) for collecting samples of diluted exhaust gas and of dilution
              air during tho test . They shall bo of sufficient capacity not to impede
              the sample flov . The bag material shall be such as to affoct neither the
              measurements themselves n<->r the chemical composition of tho gas oanplos
              ( for instance : laminated poly'othylcne/polyanidc films , or fluori rated
              polyhydrocarbonn ) .
 ---pagebreak---                                                     Figure 3
                   DIAGRAM OF A VARIABLE DILUTION DEVICE WITH CONSTANT FLOW CONTROL BY ORIFICE
                                                    ( CFO - CVS )
                                                                                y . ■ ® is \ bA
                                                   ι~             7
                                                  W F" L              To atmosphere
                                             N                       i–tih-m–if2) Bc
                                                                  W FL
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                                                                                                                                       . 1 . t-s
 Dilution                                                                            –■–^                                                    ^
 air inlet                                      ~   ""    "       "i            /          X\       7 /        1        1
    –t
 air xnxez
Vehicle
                 \
                                                                            ( „ \ I( I
                                                                            I
                                                                                /
                                                                                       •
                                                                                                    /
                                                                                                   <1
                                                                                                        /      I
exhaust    "                                                                  >                 1 j i                    j
inlet         ;                                       _                         V          ,Z_/ L                      _J–.
                                                                                  Puinp device                       /
                                                                                                                      / orifice
 ---pagebreak---                         - 50 -
                                              Annex III
                                              Appendix 6
                                              page <|
                    Annex III - Appendix 6
            METHOD OF CALIBRATING TIE EQUIPMENT
ESTABLISHMENT OP THE CALIBRATION CURVE
Each normally used operating rangre is calibrated in accordance with the
requirements of item 4.3.3 . of Annex III fay the following
procedure :
The analyser calibration curve is established by at least five calibration
points spaced as uniformly as possible . The nominal concentration of the
calibration gas of the highest concentration shall be at least equal to
80 per cent of the full scale .
The calibration curve is calculated by the least squares method .      If the
resulting polynominal degree is greater than 3 > "the number of calibration
points shall be at least equal to this polynomial degree plus 2 .
The calibration curve shall not differ by more than 2 per cent from the
nominal value of each calibration gas .
Trace of the calibration curve
Prom the trace of the calibration curve and the calibration points it
will be possible to verify that the calibration has been carried out
correctly . The different characteristic parameters of the analyser will
be 'indicated , particularly :
                               the scale
                               the sensitivity
                               the zero point                          ,
      • ■                      the date of carrying out the calibration
If it can be shown to the satisfaction of technical service that
alternative technology ( e.g. computer , electronically controlled rdnge
switch etc .) can give equivalent accuracy , then these alternatives
may be used .
VERIFICATION OF THE CALIBRATION                                          ' '
Each normally used operating1 rang-e shall be "checked prior to each
rjialysis in accordance with the following s                         (
The calibration is checked by usin^r a zero gas and a span gas whose
nominal value is near to the supposed va.lue to be analysed .
 ---pagebreak---                              - 51 -
                                                    Annex III
                                                   Appendix 6
                                                   page 2
 •^f>'       "the two points considered , the value found does not differ by
 more than +_ 5 per cent of the full scale from the theoretical value ,
 the adjustment parameters may be modified .         Should this not be the
 case , a new calibration curve shall be established in accordance with
item 1 .
After testing , zero gas and the same span gas will be used for
  re-checking . The analysis will be considered acceptable if the
 difference between the two ineanuring results io less than 2 per cont .
EFFICIENCY TELiT OF TIE MOx CONVERTER
The efficiency of the converter used for the conversion of N0£ into
NO is tested an follows :
Using the toot act up shown in Figure 1 and the procedure described
below , the efficiency of converters can be tested by means of an
ozonator .
Calibrate the CID in the moot common operating range following- the
manufacturer 's specification using zero and span gas ( the NO .content
of which should unount to about ^0 per cont of the operating- range and
the KOg concentration of the gas mixture shall be loss than 5 P(-^ cent
of the WO concentration). The NOx analyser shall be in the NO mode
so that the span gas does not pas3 through the converter. Record the
indicated concentration .                                        1
Via c. T-fitting , oxygen or synthetic air is added continuously to the
gas flow until the concentration indicated is about 10 por cont less
than the indicated calibration concentration given in item 3.1 .
 Record the indicated concentration ( C ). The ozonator
i 8 kept dcrctivatod throughout this process .
The ozonator is now activat d to generate enough ozone to bring the
NO concentration down to 20 per cent (minimum 10 per cent ) of the
calibration concentration given under paragraph J.l . above . Record
the indicated concentration ( d ).
The NO analyser is then switched to the NO^ mode which moans thot the
gas mixture ( consisting of NO, NO,,, 0? and N0 ) now passes through the
converter . Re .cord the indicated concentration (?).
The o/.onator i3 now deactivated .        The mixture of gases described in
  ft 2a 3 .?. #      pa.c son through the converter into the dotcctor . Record
the indicated concentration ( b ).
 ---pagebreak---                          - 52 -
                                                       Annex III
                                                       Appendix 6
                                                       page 3
                                Jj'LCU CQtTTRCL S0LE1T0ID V,.LVj ^
°:SUPPLY
   > 011 -111 □       -{Χ!
                                 rw
                                .V ■
                                  I ViSU.C
         ' ~ A.C.                 f7o°0^                     [ OZOIiATOH
                                                                   ijU-LYSIS.
                                  r-                     ■–i-Q nïLSï
                                 riy                               COIÏÏ'lECTOFi
      1ioA2
      SUPPLY
               □       c><       j
     |>q     FLOU CCilTROL V.JLVE
      V FLaflùSTSït
                               Fifuro 1
 ---pagebreak---                                                Annex III
                                               Appendix 6
                                               page 4
 with the ozonator deactivated , the flow of oxygon or synthetic air is
 also shut off . The ITOx reading of the analyser ehall then bo no
mora than 5 por cent rbove the figure in item 3.1 .
 The efficiency of the NOx converter io calculated as follows J
                   Efficiency (%) = (1 + * _ ^ ) x 100
The efficiency of the convertor shall not bo looo than 95 per cent *
The efficiency of the converter ohall be tested at least once a week.
CALIBRATION OF TIE CVS SYSTEM
The CVS system shall bo calibrated by using an accurato flow mater and
a restricting device . Tho flow -through tho system shall bo measured at
variou3 preosuro readings and the control parameters of tho system
measured and related to the flows .
Various typos of flow motor may be used e.g. calibrated venturi ,
laminar flow motor , calibrated turbine motor , provided that they are
dynamic measurement systems and can moot tho requirements of Annex III
items 4.2.2 . and 4.2.3 .
The following sections five details of mothods of calibrating PDF and CPV
units , u;;ing a laminar flow meter, which fives tho required accuracy,
together with a statistical check on tho calibration validity .
Calibration of tho i'oaitive Dinplacoroont Pumn ( PDP )
Tho following calibration procedure outlinen tho equipment , the teat
configuration , and tho various parameters which ohall be measured to
establish the flow rate of the CVS-pump . All the parameters related to
the pump are simultaneously measured with the parameters related to the
flow meter which is connected in series with pump . The calculated
                        τ
flow rate ( givon in m /min at pump inlet , absolute pressure und
temperature ) can then be plotted versua a consolation function which
is tho value of a specific combination of pump parameters . The
linear equation which relates the pump flow and the correlation
fens ti on ia then determined . In the event that a CVS has a multiple
speed drive , a calibration for each range used shall be performed .
 ---pagebreak---                        _ 54 _
                                                 Annex III
                                                 Appendix 6
                                                 page 5
This calibration procedure in baned on the measurement of the
absolute valuon of the puir.p and flow meter parameters that relate
the flow rato at each point . Three conditions must be maintained to
ensure the accuracy and integrity of the calibration curve .
The pump pressures 3hall be measured at tappings on the pump rather
than at the external piping on the pump inlet and outlet . Pressure
taps that are mounted at the top centre and bottom centre of the pump
drive headplate are exposed to the actual pump cavity pressures , and
therefore reflect the absolute pressure diffentials .
Temperature stability shall be maintained during- the calibration . The
laminar flowmeter in sensitive to inlet temperature oscillations which
cause the data points to be scattered. Gradual changes of _+ 1°C in
temperature are acceptable as Ion," as they occur over a period of
several minutes .
All connexions between the flowmeter and the CVS pump shall be free
of any leakage .
During an exhaust emission test , the measurement of these same pump
parameters enables the user to calculate the flow rate from the
calibration equation .
Figure 2 of this appendix shoyra one possible test set-up . Variations
are permissible , provided, that they are approved by the administration
granting the approval as . being-; of comparable accuracy . If the set-up
shown in appendix 5* Fig . 2 is used, the following- data shall be
found within the limits of precision given :
Baromic pressure ( corrected) (P-g)                     ±+ 0.03kPa
                                                            0.03kPa
Ambient temperature ( t )                                ++ 0.2°C
                                                            0.2 C
Air temperature at LEE (ETl )                           i+ o.i
                                                            0.1 5°c
                                                                5°C
Pressure dépression upstream of LFE (EPI )                + O.OlkPa
Pressure drop across the LEE matrix (EDP )                + 0.0015kPa
Air temperature at CVS Pump Inlet ( PTl )                 + 0.2°C
 ---pagebreak---                                          - 55 _
                                                              Annex III
                                                              Appendix 6
                                                              page 6
            Air temperature at CVS Pump outlet (PTO)               + 0.2 C
            Pressure dépression at CVS pump inlet ( PPl )          + 0.22kPa
            Pressure head at CVS-pump outlet ( PPO)                + 0.22kPa
            Pump revolutions during test period ( n)               + 1 Rev
            Elapsed time for period (min. 250 .sec ) ( t )         _+ 0.1 sec'1
4.2 . 3.2 . After the system has been connected , as shown' in figure 2 net the
            variable reutrictor in the vd.de–open position and run the CVS pump
            for 20 minutes "before starting- the calibration.                   ,
4.2 . 3«3 . Reset the restrictor valve to a more restricted condition in an
            increment of pump inlet depression ( about 1 IcPa) that will yield a
            minimum of six data points for the total calibration. Allow the system
            to stablize for 3 minutes and repeat the data acquisition .
4.2.4 .     Data analysis
                                                                                     •7
4 . 2.4.1 . The air flow rate , Qs , at each test,. point is calculated in standard nr /min
            from the flowmeter data using- the manufacturer 's -prescribed method .
                                                                            5
'.2.4.2 .    The air flow rate is then converted to pump flow, Vo » in m per
             revolution at absolute pump inlet temperature and pressure .
                          Τ
               V0 -     . J.    . *
                     n    273,2      i
             where :
             V = pump flow rate at T and         given in
              9                        Ρ       Ρ
             m /rev.
             Qg - air flow at 101.33 Kpa and 273.2 K given in n?/mLn.
             Tp a puiap inlet temperature (K)
             Pp = abaolute pump inlet preosure .
            n ss pump speed in revolution per minute
 ---pagebreak---                                     - 56   -
                                                                Annex III
                                                                Appendix 6
                                                                page 7
                   ΓΤΤ ,„, ίΠ
            EPI                          ±
                                 ix_ ji_
                                 U_ _i_
                \J              I ■ X. -î-
                              : l|È"
                            I []' . _5_ j             VARIABLE PLOW
   ' C""-       FILTER         ^                      RESTRICTOR
                       À À                          I
                      rr v-ju–                      i
,?Ϊ=?Γ-Ί              ΠΒ               |            *-
                      III–I ■          1–       ;–" T KN\     >\\
                                                                           SURGE
                                                                           CONTROL
  ETI !'                                      I '      "    1
                                                                A \\\ \    VALVE (SHUBBER)
          |                                   I                                       \
          "                               TEMPERATURE                                J><1
                                          HîDICATOR           \\<-^ '-'7l £T
                                            - (P70             V* '^-f/rrc |
                                              1                SHV              I
                                                 REVOLUTIONS '          n\         ,!-
                                                 ELAPSED TIME                   I i 1
                                                                                 : I
              FIGURE 2 PDP - CVS CALIBRATION CONFIGURAI ION
 ---pagebreak---                               -    57 -
                                                                     Annex III
                                                                     Appendix 6
                                                                      page 8
                                     ! 3
       EPI  ill
                          ED? g    11  -a
                .1     !.          IH-
             r| "     i '        - iter ]                                                          SURGE
                   1 P~T                                                                  COIJTROL VALVE
              | |s
              i
                       fI |j±'
                           h-4-       _I_
                                               VARIASLE
                                              ELOV '                                                 ,
            ^' j                      "4" I    RESTRICTOR                    cm             N "\
                           ip: =d
                            f–»-
                                       \
                                     _i_
                                          l
                                             T
                                             1
                                               xu^xiLa-v J.                  tr-
                                                                           (f rr          aJ. \
                                                                                           -w
                                                                                          p. . i ,
                                                                                                        »
                                                                                                           \
^   FILTER             i   \
                                       J
                                      _i.    \
                                                                 rnn                                        \
i
       :i
       H  •
                    wR
                  tilt
                                   f
                                   1
                                            –x^L–Ti j  :~>~4
                                                                                                              \b-r-
                                   ^         5^--Ί                                        I –
. nT "                   LfS                                     !                 1 <= l!i
                                                                  \               7                       ir
      __ THERMOMETER                                               \             /        / \ l[j
                                                                                        /          \ MANOMETER
                                                        . VACUUM '
                                                                        ,P
                                                                        ' -
                                                            XT A r*TTTTR,T
                                                                                 "~z!•i
                                                                                    j
                                                                                        LA           j
                                                                                                     J
                                                                                                      I
                                                            GAUGE                   -j              p3
                  FIGURE 3       CFV CVS CALIBRATICI COHF IGURAT IOM
 ---pagebreak---                                     - 58 _
                                                       Annex III
                                                       Appendix 6
                                                       page 9
            To compensate tha interaction of pump speed pressure variations at the
            pump and the pump slip rate , the correlation function ( Xq) between the
            pump epcod ( n), tlie pressure differential from pump inlet to pump
            outlet and the absolute pump outlet pressure i3 then calculatod
            ao follows i
              a
              r\     n
                     Ti  v
                         V     ^
                               r*
                                  β
            where :
            x    - correlation function
              o
          ^Pp a pressure differential froni pump inlet to pump outlet (Kpa)
            PO a absolut© pump outlet pressure (PPO + PB) D
                                                              (Kpa )
            A linear least square fit is performed to generate the calibration
            equations which have the formula
            V 0' = D 0 - M (X
                           x o')
            n = A-B (A P )
            D q, M, A , and B are the slope-intercept constants describing- the lines*
4.2.4«3 «   A CVS system that has multiplo speeds shall be calibrated on each
            speed used. The calibration curves generated for the ranges •should
          %
            be approximately parallel and the intercept values , D o , should increase
            an the pump flow rarwe dcerear.os .
                                                            Φ
            If the calibration has been performed carefully, the calculated values
            from the equation ohculd bo within + 0,5 per cent of the measured- value
            of Vo . Valueo cf M ehould vary from one pump to another . Calibration
            shall be performed at pump ctart-up and after major maintenance .
 ---pagebreak---                              - 59 -
                                                  Annex III
                                                  Appendix 6
                                                  page 10
    Calibration of the Critical-Flow Venturi ( CFV )
    Calibration of the CFV is based upon the flow equation for a critical
    Venturi ,
                 Κ   .Ρ
              SB   V
   where :
   Q   - Flow
   Kv = Calibration coefficient
   P =  Absolate pressure (Kpa )
   T =  Absolute temperature ( K)
   Gas  flow is a function of- inlet pressure and temperatures
. The   calibration procedure described below established the value of the
   calibration coefficient at measured values of pressure , temperature and
   air flow .
  The manufacturer 's recommended procedure shall be followed for
   calibrating electronic portions of the CFV .
  Measurements for flow calibration of the critical flow venturi are
  required arid the following data shall be fttund Within the limits cf
  precision given :
  Barcsietric pressure ( corrected) (Pg)                ± 0.0J kPa
  LFE Air temperature , flowmeter (ETl )                 + 0.15 C
  Pressure depression up-stream of ( LFS ) (EPl )        + 0. OlkPa
  Pressure drop across (EDP ) LFE matrix                + 0.0015kPa.
 Air flow (q J S
                                                        ± 0. rf/°
  CFV inlet depression ( PPl )                          + 0.02kPa
 Temperature at venturi inlet (T     )
                                  \ v'
                                                        + 0.2°C
                                                        –
 'The equipment shall be set up as shown in Figure 3
 and checked for leaks . Any leaks between the flow measuring device and
 the critical flow venturi will seriously affect the accuracy of the
 calibration .
 Tns variable flow restrictor shall be set to the open position , the
 blower shall be started and the system shall be stabilized . Data from
 all instruments shall be recorded .
                                                            <» « / • •
 ---pagebreak---                            - 60 -
                                                 Annex III
                                                 Appendix 6
                                                 page 11
 The flow restrictor shall be varied and at least eight readings across
 the critical flew range of the venturi shall be made .
 The data racordad .       Jtho calibration shall be used in the
 following1 calculations . Tho air flow rate Qa t at- each test point is
 calculatod from the flow meter data uoinf the manufacturer 's proscribed
method .
Calculate values of        calibration coefficient for each tent point :
           . \/t
         B '  V   V
           V
where :
Q = flew rats in           at 273»2° K and 101.33 kPa
T = temperature at the venturi inlet ( K)
Py= absolute pressure at tho vonturi inlot (kPa)
Plot K as a function of venturi inlet pressure . For sonic flow
will have a relati vely conutant valuo . Ao pressure decreaseo
( vacuum incroaoeri ) tho venturi bof.omc unchokod. and Ky docronoes.
The resultant Ky ch^niraH are not permissible .                       . .
For a minimum of 8 point3 in tho critical region calculate an nvorago
K   and the standard déviation.                                    « . .
If the standard deviation exceeds 0.3 per cent of the average K take
corrective action .
 ---pagebreak---                                                        Annex ill
                                                       Aopendix 7
        •          .. . Anpea; in    Append   7
    TOTAL SYSIJM VERIFICATIQ1T
    To comply with the requirement of item 4.7 . of Annex III the CVS ,
    sampling system ana analytical .'system total accuracy sha.ll be determined
.."by introducing a Icncwn - mass of a pollutant gas into the system whilst it is
   "bsiiitf operated as if during a normal tent and then analysing and calculating
    the pollutant mass according to the formula..; in appendix 8 of this annex
   cxcep-c thai; the density of propane shall bo taken a:j 1.967 g/l at standard
   conditions *      The- following two techniques are knenm to give sufficient
  accuracy .
  Metering a constant flow of pure gas ( CO or C..JI, ) using a critical flow
  orifice device .
  A known quantity of pure gas (CO or C„Hg ) is fed into the CVS system
  through the calibrated critical orifice .        If the inlet pressure is high
  enough , the flow rate a , which is adjusted by means of the critical flow
  orifice , is independent of orifice outlet pressure ( critical flow ).      If
  deviations exceeding 5 pes' cent occur, the cause of the malfunction shall
 be located ar..d determined . The CVS system is operated as in an exhaust
  emission test for about 5 to 10 minutes .        The gas collected in the
  sampling bag is analysed by the usual equipment and the results compared
  to the concentration cf the gas camples which was known beforehand .
 Metering a limited quantity of pure gas ( CO or              by mean,, of a
 gravimetric technique .
 The following gravimetric procedure may be used to verify the CVS syvrcem .
 The weight of a small cylinder filled with either carbon monoxide or
 propane is determined with a precision of - 0.01 gramme . For about
 5 to 10 minutes , the CVS system is operated, as in a normal exhaust emission
 test , while CO or propane is injected into the system . The quantity of
 pure gas involved is determined by means of differential weighing . The
 gas accumulated in the bag is then analysed by means of the equipment
 normally used for exhaust gas analysis . The results tire then compared to
 the concentration fig"ares computed previously .
 ---pagebreak---                                      - 6? -
                                                                           Annex III
                                                                           Appendix 8
                                                                           page 1
                                  Annex III - Appendix 8
        CALCULATION" OP THE MASS EMISSIONS OF POLLUTANTS
        The mass emissions of pollutants are calculated by means of the following
        equation :
                    Μ.M.i = Vmix. χx <Q.2i. χx 1γk_TI χx 0C.x. χx ΙΟ"6
                        -imi -v*' -!                U       ■»
                                                                  10~6        (1(lv )'
                                                                              >      '
        where :                           _                            : .
        M^ = Mass emission of the pollutant i in g/test.
        ^mix~ Volume °* 'the diluted exhaust gas expressed in l/test and corrected
                to standard conditions ( 273.2 K and 101.33 kPa ).
            = Density of the pollutant i in g/l at normal temperature and
                pressure (273.2 K and 101.33 lcPa ).
        kjj = Humidity correction factor used for the calculation of the mass
                emissions of oxides of nitrogen.                     There is no humidity correction
                for HC and CO .
        C^ = Concentration of the pollutant i in the diluted exhaust gas
                expressed in ppm and corrected "by the amount of the pollutant i
             , contained in the dilution air .
1.    ' VOLUME D E TERMINATION
1.1 .   Calculation of the volume when a variable . dilution device with constant
        flow control by orifice or venturi is used . FLecord continuously the
        parameters showing the volumetric flow , and - calculate the total volume for
        the duration of' the test .
1.2 .   Calculation of volume when a positive displacement pump is used .
        The volume of diluted exhaust gas in systems comprising a positive
        displacement pump is calculated with the following formula :
                V = V         x N
                        o
        where :
        V = Volume of the diluted exhaust gas expressed in l/test
              (prior to correction ).
        Vq = Volume of gas delivered by the positive displacement pump on testing
              conditions , in l/rev.
        N ^ Number of revolutions per test .
 ---pagebreak---                              - 63 -
                                                   Annex III
                                                   Appendix 8
                                                   page 2
Correotion of the dilutod exhaust gas volume to standard conditions .
Tl-ie dilutod exhaust gas volimo io corrected by means of the following
formula:                    p       p
         V. - V * K1 » T 1 ■ ■    Ρ
                                                   '2>
in which :
        K1 - lll.il ik - 2.«9«lCK.»a-l)             (3)
wherel
Pg ea Barometric presoure in the test room in kPa.
      b Vacuum at the inlet to the positive displacement pump in kPa
         relative to tho ambient baroraotric pressure .
Tp m Avorago tomporaturo of the dilutod oxhauot gas entering tho
         positive dinplacomont pump during tho tost (K).
CALCULATION OF TIE COKEECTFD CONCENTRATION OF POLLUTANTS IN THE
SAMPLING BAG
         ci - c* " °a < 1 " ~h–>
where :
C^ b Concentration of the pollutant 1 in the diluted exhaust gas,
        expressed in ppra and corrected by the amount of i contained in .the
        dilution air .                                        1
Cq e= Measured concentration of pollutant i in the diluted exhaust gaa,
        expressed in ppn .
      « Measured concentration of pollutant i in the air used for
        dilution, exprocoed in ppn.
DF    n Dilution factor
        The dilution factor is calculated as follows :
              DF «                         –      (5 )
                       °C0 + 'cHC + cC0'10
                       r»   O. in     m r\ )1 O ^
In this equation :
cnri
  ou
        = Concentration of C0oc in tho dilutod exhaust gas contained in
           the sampling bag, expressed in per cent volume ,
c ,jn   = Concentration of HC in tho diluted exhaust ga3 contained in
           the sampling bag, expressed in ppm carbon equivalent .
C QQ    ta Concentration of CO in the diluted exhaust gaa contained
           in the sampling bag, expressed in ppm.
 ---pagebreak---                                              - 64 -
                                                                        Annex III
                                                                        Appendix 8
                                                                        page 3
3.         PETEHCC-IATIOI! OF TIE NO HUMIDITY CORRECTION .FACTOR
           In order to correct the influence of humidity on the results of
           oxides of nitrogen, the following calculations are applied :
                                            1                               6)
                       H = ι - ο . 0329 (π - ίο . 71 )
           in vhich :
                                      z K a x i '.l,
                     Η =
                                B ~ ]>(.i x u        1' )
           wnc-res
           II = Absolute humidity ex-pro sso\l in ;<:rninneH of vator per kg of dry air
           R a «. Relative humidity of tho ambient air expressed in per cent
               -- Saturation vapour pressure at ambient - temperature expressed in kPa
           rB - Atmospheric pressure . i.n the room, expressed in k'fa
4»         EX/iMPIE
4.1        Data
4.1.1 .    Ar.ib.ient conditions
           Ambient temperature :            ? 3°C a          K
           Barometric pressure : P^ - 101.33 kPa
           Relative humidity : R a - 60 per cent - _
           Saturation "apour pressure-! P.d --- 3.20 kPa of K_0          ?.
                                                                             at Z'yij
   1.      Volume measured and reduced to Standard condition;? (paragraph l )
                    v = 51,961 ^
4.1.3 .    Analyser readings
                                 ' "Dilutçil exhauot sncrplc j Dilution air p,ample;
                                 j                            1                       )
                      TIC */                    9 ^ I'Pr-       j     ppu
                      r*r\ »
                            *                 470 ppra            0   ppiu
                      3ΤΟχ                     70 ppm           j 0   ppm
                      r. r.   •
                                              1 *(< Vol . per     0.03 Vol . per
                                                          cent                 cent
        */ in ppin carbon equivalent .
 ---pagebreak---                                              - 65 -
                                                                 Annex III
                                                                 Appendix 8
                                                                 page 4
4.2 .     Calculation
.1.2.1 .  Timidity correction factor (kll ) ( r,ec- fomulae (6 ))
                H =          6.211 x Ka % P,]
                        P. . - P. x R . x 10-^
                          B       (1      a
                         6.211 χ 60 χ 3.2
                 η β
                         101.33 - (3.2 κ 0.60 )
                 Η β     11.99 .ι39
                                       I
                         1 - O.C329 x (JI - 10.71 )
                                           1
                         1 - 0.0329 X ( 11.9959 - 10.71 )
                kj, =» 1,0442
4« 2 . 2m       Dilution faotor (DF ) ( ooo fonnula (5 ))
                T)F a,                     1? '4               .
                          °C02 + ^cHC + CC0^ 10
                DP                         1?«4
                          •1 /  .    / a/n               a *'!
                          1.6 + ( 92 4 4à t~rr\  70 \) «HT»
                PP » 8.091
4.2.3 «         Calculation of the norreotocl concontration of pollutant n in the
                eianpllrv; bag *
                HC , mass emissions ( soe formulae (4 ) and ( l ))
                °11 - °o0 - Cdu f1 - -i–)    DF
                \ - 92 - 3 (1               8.091
                C± = 89.371
               ^ic = CHC * vciix * Sic
                Qirç    0.619
               1-L -, » 89.371 X 51961 X 0.619 X 10
               "liC c 2 *88 tUÏÏut
 ---pagebreak---                            - 66 -
                                                  Annex III
                                                  Appendix £
                                                  page 5
   CO, maog emissions (309 formula (l )
  "co - CC0 x Vmlx * %0
  Qc0 a 1«25
  NC0 " /f7° * 51961 X 1.25 x 10"6
  Mco " ?0* 5 rfr
  NOx , mass émissions ( see formula' ^)")
  ^TOx = °NOx X Vmi>: X QïïOx X ^.T
  %Ox ==
  M      - 70 x 51961 x 2,05 x 1.0442 x 10"^
  ®W " 7- 79 -fe
  EC Measurements with Diesel Engines
  To calculate IIC-masn emissions for Diesel engines the average
  HC-concentration is calculated as follows :
                     ( 2 cu „ . dt
                 t : CHC
                   4      nv
            c « -!                         (7)
             *            " *1
   wnere :
f cuHC. * dt -- integral of the recording of the heated FID over
                the test ( t2 - tl )
    c     =     concentration of HC measured in the diluted exhaust in
      e
                ppm of C _ .
    Ce is substituted directly for C Tr,._
                                      HU
                                            in all relevant equations .
 ---pagebreak---                                          - 67   -
                                                                     Annex III
                                                                    Appendix 8
                                                                    page 6
4.4 .             Example of a Calculation
 ,1   /11
'•r • L ,r ♦ J- • Data
                  /imbient conditions
                  Ambient température                        23 °C = 296 . 2K
                  Barometrio prn wsure                              « mi . 33 IcPa ,
                                                              Β
                  Relative humidity                          Η      = 60 por cent
                                                               a
                  Saturation vapour pressure                        = 3.20 kPa
                  of HO at 23°C
                   Positive Displacement Pump ( PDP )
                   Pump Volurno                   »   V         2.439 litre s/rev
                   ( from calibration data )
                   Vaouum                         i             2.30 kPa
                   Can temperature                t Tp a 51°C   51° ^   =  324 . 2K
                   Number of purap revolutions t      n ■ = 26.*000
                   Analyser readings
                   diluted ejchauut sample            dilution air eample
                   HC    1     92 ppm                 3.0 ppn .
                   CO     t   470 ppm                 0    ppm
                   N0VΧ  11    70 ppm                 0    ppm
                   CO    j    1.6 Vol . por oent      0.03 Vol . per cent
 4.4.2 .           Calculation
 4.4.2.1 . Gao Volume ( cf. (2 ) ).
                                            Ρ   - Ρ
                                              Β     ί
                   Vmix a VV n                  Ç
                  Vml* " 2 - 6?61 * 2 -"39 31 26-°°° *
                         - 5I9&O.09
                   N.B ,    For CFV and similar CVS cysteine the volume nay be
                            read directly from the instrumentation .
 ---pagebreak---                                                                     βΗ
                                 - 68 -
                                                     Annex III
                                                     Appendix 8
                                                     page 7
 4. 4.2 . 2 . Humidity correction factor (kil) ( aoo formula (6 ) )
                        6.211 χ Η    χ Ρ,
                 H=                a     d
                        PB ~ (pd x w )
                 ν      6.211 χ 60 χ 3.2
               «
                 u " IcïTîT^nïTFxôTSôJ
                 H « 11.99509
                 v »                       I
                 ni       1 - 0.0329 x (ii - 10.71 )
                 ΤΙ β 1 - 0.0329 χ ( 11.9959 - 10.71 )
                 Ιο . β 1 . 0442
4.4.2.3 . Dilution factor (DF ) ( see formula IT0.5 )
             ■ ip =                                          |
                        °C02 + 'CHC + Ccn) 10 'r
               DF =
                         1.6 + (92.0 + 4 70 ) 10_/''
               DP = 8,091
4.4.2.4 .      Calcu .ition of the corrected c :>ncentratinn
                of pollutant t; in the sampling bag
               HC , mass emissions ( see formulae No . 4 and No.l )
               c,1 = c 0 _ c,d (1 - 4_)
                                      DF
               C = 9^-0 - 3 (1                    )
                                           8.O9I
               C± = 89.37?-
               ^iïC = CHC X Vnix x Sic
               Qhc = °.6!9
               M™ = 89.372 X 51961 x 0. 619 X 10~6
                      = 2.87 g/test HC
 ---pagebreak---                                                     Annex IV
                              Annex IV
                              TYPE II TEST
           (Carbon monoxide emission te3t at idling speed )
  INTRODUCTION
  This annex describes the procedure for the typo II test defined in
  item 5-2.1.2 . of Annex I.
■ COIIDITIONS OF I'EASÜKEMEHT
  The fuel shall be the reference fuel whose specifications are given
  in annex VI .                                                           .
  The type II test shall be carried out immediately after the fourth
  operating cycle of the type I test , with the engine at idling speed ,
  the cold-start device not being used .      Immediately before each
  measurement of the carbon-monoxide content , a type I test operating
  cycle as described in annex III , item 2.1 ., shall be carried out .
  In the case of vehicles with manually-operated or semi-automatic-shift,
  gear-boxes the test shall be carried out with the gear lever in the .
  ''neutral 1 ' position and with the clutch engaged .
  In the case of vehicles with automatic-shift gear-boxes the test shall
  be carried out with the gear selector in either the " neutral" or . the . .
  ■ 'parking" position .
  Components for adjusting the idling speed
  Definition
  For the purposes of this Di rective,     ''components for adjusting the
   idling- speed1 ' means controls for changing the idling conditions of the
  engine which may be easily operated by a mechanic using only the tools
  described in item 2.5.1 . 1 .. In particular , devices for
   calibrating fuel and air flows are not considered as adjustment
   components if their setting requires the removal of the set-stops ,
  an operation which cannot normally be performed except by a professional
  mechanic .                                                                . ,
  Tools which may be used to control components for adjusting the idling
   speed : screw drivers (ordinary or cross-headed ), spanners (ring ,
   open-end or adjustable ), pliers , Allen wrenches .
 ---pagebreak---                                                                                          at
                                        - 2 ~
                                                               Annex IV
  2.^.2 .        Détermination of measurement points
  2 . 5 . 2.1 .  A measurement at the setting used for the type I test shall be
                 performed first .
2 . 5 .2 .2 .   For each adjustment component with a continuous variation , a sufficient
                number of nliaractcristic positions shall bo determined .
.7.5.2.5        The measurement of the cnrV<or -monoxide content of exhaust gases shall
                bo carried out for all the possible pooitiono of the adjustment
                components , but for component.': with a continuous variation , only the
                pooitiono defined in item 2.5.2.2 . shall be adopted .
2.5.2.4 .       The type II tent shall be considered satisfactory if ono or both of
                the foilwing conditions is met :
P.5.2.4.1#      none of tho values measured in accordance with the provisions of
                 item 2.5.2.3 . exceeds the limit values ;
2.5 .2,4.2 . tho maximum content obtained by continuously varying one of the
                adjustment: components uhile tho other components aro kept stable dooa
                not exceed tho limit value , this condition being met for the various
                combinations of adjustment components other than tho one which was
                varied continuously .
2.5.2.5 .       The possible positions of the adjustment compononts shall be limited !
2.5.2.5.1 .     on tho one hand , by tho largor of tho following t\/o values : tho
                lowest idling opoed which tho ongino can reach ; the speed recommended
                by the manufacturer, minus 100 revolutions per minuto ;
2.5.2.5 . 2 . on the other hand , by the smallest of tho following three values :
                the highest speed tho engine can attain by activation of the idling
                spoea components ; the speed recommonded by the manufacturer, plus
                250 revolutions per minute ; the cut-in spood of automatic clutches .
2.5*2.6 .       In addition , settings incompatible with correct running of tho engine
                shall not be adopted as measurement settings . In particular, when
                the engine is equipped with several carburettors , all tho carburettors
                shall have the same setting .
 ---pagebreak---                        - 3 -
                                               Annex IV
  SAMPLING OF GASES
  The sampling probe shall be placed in the pipe connecting the exhaust
  with the campling bag and an closa as possible to the exhaust#
  The concentration in CO (CCQ) and C02 (C^) shall be determined froa.
  the measuring instrument readings or recordings , by use of appropriate
• calibration curves .
 The corrected concentration for carbon monoxide regarding four-stroke
 engines is :                                                          . ""
 cco oorr = °co ôrfcT (TOl - w
                  LU      p
  The concentration in      ( item 3.2 .) measured according to the
  formulas contained in item 3.3 . need not be corrected if the
  total of the concentrations measures ( C CO
                                            „ + COo ) is at least
  15 for four-stroke engines .
 ---pagebreak---                                                                  Annex V
                                          Annoy V
                                       TYPE III TEST
                         (Verifying emissions of crankcase gases )
1.        HITRODUCTIOH
          This annex describes the procedure for the type III test defined' in
           item 5.2 . 1'w3. of Annex I.
2.        CElIEIïAL PROVISIONS
2.1 .     Test III shall bo carried out on the vehicle with gasoline-fuelled engine
          subjected to the type I and the type II tests .
2.2 .     The engines tested shall include leak-proof engines other than those so
          designed that even a slight leal: may cause unacceptable operating faults • •
          ( such as flat- twin engines ).
3.        TEST C01IDITI01TS
5.1 .     Idling shall - be regulated in conformity with the manufacturer 's
          recommendations .
3.2 .     The measurements shall be performed in the following three sets of conditions
          of engine o -Deration :
      Conditions                                  Vehicle speed
          lío .                                      (km/h )
            1                                        Idling
            2                                        50 + 2
            3                                        50+2
      Conditions
          Ho .                               Power absorbed by brake
            1                    Hil
            2                    That corresponding to the settings for type I tests
            5                    That for conditions lío . 2 , multiplied by a factor of 1.7
4-        [EST METIIOD
4.1 .     For the operation conditions as listed in item 3.2 . above reliable
           function of the cranlccase ventilation system shall be checked .
 ---pagebreak---                                              - 2 -
5.       lETHOD OF VERII7ICATIOIT OP 'HE CRA1IICCAGE VEIITILATIOII SYSTEII
5.1 .    The engine 's apertures shall be left as found .
         The pressure in the crankcase shall he measured at an appropriate locatioi.
         It shall be measured at the dipstick hole with an inclined–tube marionie te r.
5.3 .    The vohiole shall bo deemed satisfactory if , in every condition of
          measurement defined in item 3«2 ., the pressure measured in the
          crankcane does not exceed the atmospheric pressure prevailing at the tLtm of    /
          measurement .                                                                 /
5«4 «    For the teat by the method described above , the pressure in the intake
         manifold 3hall be measured to within + 1 kPa .
5.5 .    The vehicle speed aa indicated ct the dynamometer shall be measured to
         within ^ 2 krn/h.
5.6.     The pressure measured in the crankcuse shall bo moasured to within * 0,01 kP&»
[>, '1 .  If in ono of the conditions of measurement defined in the abovo-mentiomsd
          item 3.2 .       the pressure rioanurod in the crankcase excoodo tho
          atmospheric pressure , an odditionol toot no defined in item 6 .
          shall be performed if so requested by the manufacturer.
6.       ADDITlUtfAL TCST 1ETII0D
6.1 .    Tho engine' 0 apertureo shall be left as found .
6. 2 .   A floxiblo bog impervious to crankcase gnoes and havinc a capacity of
          approximately five litres shall bo connocted to the dipstick hole .   The bag
          shall be empty before each measurement .
6.3 .    Tho bag shall be closed before each measurement . It shall bo opened to the
          crankcase for five minutes for each condition of measurement prescribed in
          item 3.2 .
6.4 .    The vehicle shall bo deemed satisfactory if in every condition of measurezaeni
         defined in item 3.2 . no visible inflation of the bag occurs .
0.5 .    ko mark
6.5.1 .   If the structural layout of the engine is such that the test cannot be
          performed by the uothods described in items 6 . - 6.4 «, above , the
         measurements shall be effected by that mothoa modified as follows ;
6.5.2 .  Before tho test , all apertures other than that required for tho recovery of '
          tho gases shall be closed .
6.5.3 .        kQ G shall bo placed on a suitable tnko-off which does not introduce any
          additional loss of pressure md is installed on tho recycling circuit of the
          device directly at the engine-connexion aperture .
 ---pagebreak---                                               - 3
                                                                       Annex V
                                        TYPE III TEST
          Π                                                                         Γ    <       *   566
          I                -                                                             Vif'        détail
          |   l– ■■■
                     o                                                                  /A a)
                                                                                      / MMH
          | >        wammmmtmm                                                  V/
 See
 aetaii
 (i)
               ri
               |–                       /ÇZizr \ |
                                                                  /i
                                   /     II       - / rr-mJ Crank- \
                                   I                 1         cane    \
 (a) Direct recycling al;        i                                       ] 0D ) Indirect recycling
     nlipht vacuum
                                 I                                       J        a_t s^-i£ht vacuum
                                    \                Bag             /
      KTI   ^                         X,
                                      /     ( i ; Connexion of
                                                                     *=3=^?
                        _ _         /             take-off ;md ba£                            1 i^"* ^en"
Control
valve
            i 3/                                                                i –
            /            /     I
                                                                                 tf \
                                                          Contro.l vn.lvtt ~*\]î /
See
détail
(i)
  ) Double-circuit direct rccyc] in,*"'                   ( d) Venting of oranlc-ca.se with
                                                               control v.-i/l vo (The ba*; imiut
                                                               b^ oomujci.o'l to the vent;)
 ---pagebreak---                                                                    Annex VI
                                               Annex VI
                              SPEC IFIC.'.TI ONS OF REFERENCE FUELS
 1.      Te c hnical data of the reference fue l to be used touting vehicles e quipped
         with a gasoline-fuellei 1 cng ine
 CEC REFERENCE FUEL RF--OI --T-79 ( January 1979 )
 Type i     Premium gasoline , leaded
                                                   Limitf .: and unit ;;    ASTM method
   Re no arch Octane Number                        mi.n .   98.0                2699
   Density at 15°C                                 mm.      0.741 kg/l          1298
                                                   max.     0 . / 55
   Reid vapour pressure                            min.     O.56 bar              323
                                                   max.     0.6A
   Distillation                                                                    06
          Initial boiling point                    min.     2A °C
                                                   max .    /| 0
          lOfo vol. point                          min.     42
                                                   max.     53
          50^o vol. point                          min.     90
                                                   max.     110
          90io vol. point                          rnin .   1 50
                                                   max.     170
                                                   min.     185
J         Final boiling point                      max.     205
J         Residue                                  max.     2</o vol.
I
; Hydrocarbon analysis                                                          1319
 j        Olefins                                  max .    20<fo vol.
j         Aromatics                                max.
                                                   balance
                                                            45
 j        Saturates
 i Oxidation stability                             min.     480 minute n          525
   Existent gum                                    max.     4 mg/lOO ml           381
   Sulphur content                                 max.     0.04/« mas s    12 66 , 2622
                                                                            or 2785
   Lead content                                    mm.      0.10 g/1            3341
                                                   max .    0.40 g/l
           líature of ooavnngcr                    motor m îx
           Nature of lead allcyl                   not specified
 ---pagebreak---                                                                                    '•- /y
                                            - 2 -
                                                                   Annex VI
No to 1 : Equivalont ISO methodo will bo adopted when is3ued for all propertieo
          listed above .
Note 2 :  The fieuros quoted ahow the total evaporated quantities (por oent
          roriovorod + per cent Ion ;;).
Note J :  The blond ing of thio fuel nhould only involve use of conventional
          European refinery components .
Note 4 :  Fuel may contain additive :: in usually marketed concentrationo .
/Iota 5 :     valued quoted in the specification are " true values ". In
          establishment of their limit valueo the terms of ASTM D 3244 "Defining
          a Basis for Petroleum Product Quality Disputos " have been applied and
          in fixing a maximum value , a minimum difforwnoc of 2 R above zoro hau
          boon taken into account ;    in fixing a maximum and minimum value , tho
          minimum difference in 4 R (R = Reproducibility).
          Notwithstanding this measure , whinh is necessary for statistical
          reasons , the manufacturer of a fuel should nevertheless aim at a zero
          value where the stipulated maximum value is 2 R and at the mean value
          in the case of quotationc of maximum and minimum limits .
          Should it be necessary to clarify the question as to whether a fuel
          moetn the requirements of the specification , the terms of ASTM D 3244
          should be applied .
                                          >
 ---pagebreak---                                       - 3 -
                                                                  Annex VI
  2.     Technical data of the reference fuel to "be used, testing vehicles equipped
         with a diesel engine
  CEC REFERENCE FUEL RF-03-T-79 ( January 1979 )
  Type :    Diesel fuel
                                                                                          !
          '
                                             Limit :   and uni tu          ÂSTM method
   Density at 15°C .                         min.    o . 035                  I29O
                                             max.    0.845
   C e tane Index                            min.    51                        976
                                             max.    57
   Distillation ( 2 )                                                            86
          50io vol. point                    min.    ? 45°C
          9<yf° vol. point                   min.    520
                                             max.    340
          Final boiling point                max.    370
   Viscosity , 40°C                          min.    2.5 cSt (mm^/s )          445
                                             max.    3-5
   Sulphur content                           min.    0.20c/o mass          1266 , 2622
                                             max.    0.50                  or 2785
   Flash point                               min.    55°C                        93
i Cold filter plugging point                 max.    - 5°C                 CEN draft pr
                                                                           ENII6 or IP309
   Conradson carbon residue                  max.            mass               189
   on 1Cffn dist . residue
1
   Ash content                               max.    0.01$ mai;ü               482
   Water content                             max.    0.05$ mass            95 or 1744
   Copper corrosion , 100°C                  max.    1                         130
   Neutralization ( strong acid )            max.    0.20 mg KOIí/g            974
   number
 ---pagebreak---                                    - 4 -
                                                            Annex VI
Note 1 : Equivalent ISO methods will to adopted yhen issued for all. properties
         listed above .
Foto 2 s The figures quoted show the total evaporated quantities (per cent
         reco 'ornd + per cent losn ).
Note J : This fuel my be based on straight run and craokod distillates ;
         dooulphurization is allowed .   It muat not contain any metallic additives .
Note 4s  The values quoted in the specif ication are " true values ". In
         establishment of their limit values the terms of ASTM D 3244 "Defining
         a Ba3i3 for Petroleum Product Quality Disputes " have been applied and
         in fixing a maximum value: , a minimum difference of 2 R above zero has
         been taken into acoount ;   in fixing a maximum and minimum value , the
         minimum difference is 4 R (R = Reproducibility).
         Notwithstanding this measure , which is necessary for statistical
         reasons , the manufacturer of a fuel should nevertheless aim at a zero
         value where the stipulated maximum value is 2 R and at the mean value
         In the oaso of quotations, of -maximum and minimum limits .
         Should it be nocousary to olarify the quontion as to whethor a fuel
         mouto the requirements of the specification , the terms of ASTM D 3244
         should be applied .
 ---pagebreak---                                                             Annex VII
                                     ANNEX VII
                                       MODEL
                          Maximum size : A4 ( 210x297 mm )
                                                            Name of administration
        ANNEX TO THE EEC VEHICLE TYPE-APPROVAL CERTIFICATE RELATING TO THE
        EMISSION OF GASEOUS POLLUTANTS FROM THE ENGINE
        ( Articles 4(2 ) and 10 of Council Directive 70/ 156/ EEC of 6 February
        1970 on the approximation of the laws of the Member States relating
        to the type-approval of motor vehicles and their trailers )
        In the light of the amendments made pursuant to Directive            /     EEC
        EEC type-approval N°
        1.    Category of the vehicle type (M.j , N^ etc .)
        2.    Trademark or trade name of the vehicle :
        3.    Vehicle type :                        Engine type :
        4.    Manufacturer' s name and address :
        5.    If applicable , name and address of the manufacturer 's authorized
              representative :
        6.    Mass of vehicle in running order :
        6.1 . Reference mass of vehicle :
        7.    Technically permissible maximum mass of vehicle :
        8.    Gear-box :
        8.1 . Manual or automatic 1 / 2 /
        8.2 . Number of gear ratios :
        8.3 . Transmission ratios 1/      First gear N / V
                                          Second gear N / V
                                          Third gear   N/V
                                          Fourth gear N / V
                                          Fifth gear   N/ V
              Final drive ratio
              Tyres : dimensions
                      dynamic rolling ci rcumference
              Wheel drive : front , rear , 4x4 1 /
        8.4 . Check of performance referred to in annex III , item 3.1 . 6 ., of this
              Directive
1 / Strike out what does not apply .
2 / In the case of vehicles equipped with automatic-shift gear-boxes , give all
    pertinent technical data .
 ---pagebreak---                                    - 2 -
                                                         Annex VII
  9.   Vehicle submitted for approval on
10 .   Technical service responsible for type-approval tests :
11 .   Date of test-report issued by that service
12 .   Number of test-report issued by that service
13 .   EEC-Type Approval granted / refused      1J
14 .   Results of approval tests : Inertia equivalent mass             kg
                                      Absorbed power Pa                kW at 50 km / h
                                      Method of setting
14.1 . Test type I : 1 /
       CO : ... g / test      CH : ... g / test       NO  ... g / tsst
14.2 . Test type II : 1 /
       CO :  ... Vol %       at ... Idle R.P.M.
14.3 . Test type III :
15 .   Gas sampling System used :
15.1 . PDP / CVS y
15.2 . CFV / CVS y
15.3 . CFO/ CVS y
16 .   Place :
17 .   Date :
13 .   Signature :
19 .   The following documents , bearing the approval number shown above ,
       are attached to this Annex :
       - 1 copy of Annex II to this Regulation , duly completed and with the
             drawings and diagrams referred to attached ;
       - 1 photograph of the engine and its compartment .
1 / Strike out what does not apply .