natgillin/translations-raw huggingface dataset:
point 3.5.1. is replaced by the following:
točka 3.5.1 se nadomesti z naslednjim:
Six tensile test-pieces of approximately the same thickness are taken from flat or nearly flat faces of the completely new fuel tank.
Z ravne ali skoraj ravne površine nove posode za gorivo se vzame šest preskusnih vzorcev približno enake debeline za natezni preskus.
Their tensile strength and elastic limits are established at 296 ± 2 K (23 ± 2 °C) at an elongation rate of 50 mm/min.
Njihova natezna trdnost in meje elastičnosti se določijo pri 296 ± 2 K (23 ± 2 °C) pri hitrosti raztezanja 50 mm/min.
The obtained values shall then be compared with the tensile strength and elasticity values obtained from similar tests carried out using a fuel tank which has undergone the permeability test.
Ugotovljene vrednosti se nato primerjajo z vrednostmi natezne trdnosti in elastičnosti, ugotovljenimi s podobnimi preskusi, pri katerih se uporabi posoda za gorivo, ki je prestala preskus prepustnosti.
The material shall be considered to be acceptable if the tensile strength differs by no more than 25 %.’;
Material je sprejemljiv, če se natezna trdnost ne razlikuje za več kot 25 %.“;
point 3.6.1. is replaced by the following:
točka 3.6.1 se nadomesti z naslednjim:
The fuel tank shall be fitted to a representative part of the vehicle and filled to 50 % of its total rated capacity with water at 293 ± 2 K (20 ± 2 °C).
Posoda za gorivo se vgradi na reprezentativni del vozila in se z vodo pri 293 ± 2 K (20 ± 2 °C) napolni do 50 % skupne nazivne prostornine.
The test setup including the fuel tank shall then be placed in an ambient temperature of 343 ± 2 K (70 ± 2 °C) for 60 minutes, after which the fuel tank shall not display any permanent deformation or leaks and shall be in fully usable condition.’;
Preskusna struktura, vključno s posodo za gorivo, je nato 60 minut pri temperaturi okolja 343 ± 2 K (70 ± 2 °C), po tem pa posoda za gorivo ne sme biti deformirana za stalno ali puščati, temveč mora biti v celoti uporabna.“;
point 3.7.4.3. is replaced by the following:
točka 3.7.4.3 se nadomesti z naslednjim:
(note: n = number of samples)
(opomba: n = število vzorcev)
The result is rounded up or down to the nearest five-second increment.
Rezultat se zaokroži navzdol ali navzgor do najbližjega povečanja za pet sekund.
However, an ACT of 0 seconds shall not be used.
Enačba 9-2:
(i.e. if the combustion lasts between less than 2 seconds and 7 seconds, the ACT is 5 seconds; if the combustion lasts between 8 and 12 seconds, the ACT is 10 seconds; if the combustion lasts between 13 and 17 seconds, the ACT is 15 seconds, etc.).
nezgorela dolžinai
Equation 9-2:
Rezultat se izrazi glede na najbližje povečanje za 5 mm (tj. „manj kot 5 mm“ se navede, če je dolžina zgorevanja manjša od 2 mm, zato se ne more navesti ACL v višini 0 mm).
unburnt lengthi
Če en vzorec od 20 zgori do oznake 100 mm ali prek nje, se upošteva dolžina zgorevanja (tj. vrednost (100 – nezgorele dolžinei) za navedeni vzorec) kot 100 mm.
The result is expressed in relation to the nearest 5 mm increment (i.e. ‘less than 5 mm’ shall be stated if the combustion length is less than 2 mm and thus in no case can an ACL of 0 mm be given).
Enačba 9-3:
Where a single sample out of 20 burns up to or beyond the 100 mm mark, the combustion length (i.e. the value of (100 – unburnt lengthi) for that sample) shall be taken as 100 mm.
npovprečna_hitrost_zgorevanja
Equation 9-3:
v mm
naverage_combustion_speed
Ta vrednost se primerja z zahtevo, določeno v točkah od 3.7.5 do 3.7.5.1“;
in mm
Točka 1.6 Dodatka 1 Priloge XI se nadomesti z naslednjim:
This value shall be compared against the requirement as laid down in points 3.7.5. to 3.7.5.1.’;
Razdalja od tal
In Annex XI, in Appendix 1, point 1.6. is replaced by the following:
Za merjenje razdalje od tal pri tipu vozil kategorije L se preskusno vozilo obremeni do dejanske mase.
Ground clearance
Z izjemo od točke 1.6.1 se za merjenje razdalje od tal pri tipu vozil podkategorije L3e-AxE (x = 1, 2 ali 3, dvokolesno motorno kolo enduro) ali pri tipu vozil podkategorije L3e- AxT (x = 1, 2 ali 3, dvokolesno motorno kolo trial) preskusno motorno kolo enduro ali trial obremeni do mase vozila v stanju, pripravljenem za vožnjo.
For the purpose of measuring the ground clearance of an L-category vehicle type, the test vehicle shall be loaded to the actual mass.
Morebitna ročna ali samodejna nastavitev sistema vzmetenja, ki je vgrajena v vozilo in bi lahko vplivala na spreminjanje razdalje od tal, se nastavi na najmanjšo vrednost, tako da se omogoči najmanjša razdalja med vozilom in tlemi.
As an exception to point 1.6.1., for the purpose of measuring the ground clearance of a subcategory L3e-AxE vehicle type (x = 1, 2 or 3, two-wheel Enduro motorcycle) or a subcategory L3e- AxT vehicle type (x = 1, 2 or 3, two-wheel Trial motorcycle), the test Enduro or Trial motorcycle shall be loaded to its mass in running order.
Najkrajša razdalja med tlemi in najnižjo pritrdilno točko vozila se po potrebi izmeri med osema in pod osema v skladu z Dodatkom 1 k Prilogi II k Direktivi 2007/46/ES Evropskega parlamenta in Sveta.
Any manually or automatically adjustable suspension system fitted to the vehicle, possibly resulting in a variable ground clearance, shall be put to its minimum setting allowing the minimum distance between vehicle and ground plane.
Ta najmanjša izmerjena razdalja se obravnava kot najmanjša razdalja vozila od tal.
The shortest distance between the ground plane and the lowest fixed point of the vehicle shall be measured between the axles and under the axle(s), if applicable in accordance with Appendix 1 to Annex II to Directive of the European Parliament and of the Council 2007/46/EC.
Priloga XII se spremeni:
That minimum measured distance shall be regarded as the ground clearance of the vehicle.
tabela 12-1 v točki 2.2.2 se nadomesti z naslednjim:
Annex XII is amended as follows:
„Tabela 12-1
in point 2.2.2., Table 12-1 is replaced by the following:
Funkcije OBD faze II in z njimi povezane zahteve v točkah te priloge in Dodatka 1
‘Table 12-1
Tema
OBD stage II functions and associated requirements in the points of this Annex and Appendix 1
Točka v tej prilogi in Dodatku 1
Topic
Splošno merilo za izklop diagnostike tipa poslabšanja v OBD faze II
Point in this Annex and in Appendix 1
Spremljanje katalizatorja
General disable criterion for degradation type of diagnostics in OBD stage II
; 3.3.3.1
Catalytic converter monitoring
Spremljanje učinkovitosti/toka vračanja izpušnih plinov v valj
; 3.3.3.1.
Spremljanje učinkovitosti med uporabo
EGR efficiency/flow monitoring
Druga podtočka točke 3.3 Dodatka 1, točka 4 Dodatka 1
In-use performance monitoring
Splošna zahteva za OBD faze II
2nd sub point of point 3.3. of Appendix 1, point 4 of Appendix 1
Dodatka 1
General OBD stage II requirement
Zaznavanje neuspelih vžigov
of Appendix 1
; 3.3.2.2; 3.5.3; 3.6.2; 3.7.1; 3.1.2 Dodatka 1
Misfire detection
Spremljanje sistema za naknadno obdelavo dušikovih oksidov (NOx)
; 3.3.2.2.; 3.5.3.; 3.6.2.; 3.7.1.; 3.1.2. of Appendix 1
; 3.3.3.6
NOx after-treatment system monitoring
Spremljanje poslabšanja delovanja lambde sonde
; 3.3.3.6.
Spremljanje lovilnika delcev
Oxygen sensor deterioration monitoring
Spremljanje emisij trdnih delcev (PM)
Particulate filter monitoring
točki 3.2.2.1 in 3.2.2.1 se nadomestita z naslednjim:
Particulate matter (PM) emission monitoring
Proizvajalci lahko sprejmejo merila za napake z višjim odstotkom neuspelih vžigov od tistih, ki so bili navedeni organu, pri določeni vrtilni frekvenci motorja in pogojih obremenitve, če lahko organu dokažejo, da zaznavanje nižjih stopenj neuspelih vžigov ne bi bilo zanesljivo.
points 3.2.2.1. and 3.2.2.1. are replaced by the following:
Za namene spremljanja sistema OBD pomeni to tisti odstotek neuspelih vžigov glede na skupno število vžigov (kakor ga navede proizvajalec), zaradi katerega emisije presegajo mejne vrednosti OBD, določene v oddelku (B) Priloge VI k Uredbi (EU) št. 168/2013, ali tisti odstotek, ki lahko povzroči pregrevanje katalizatorja ali katalizatorjev izpušnih plinov in s tem nepopravljivo škodo.
Manufacturers may adopt higher misfire percentage malfunction criteria than those declared to the authority, under specific engine speed and load conditions where it can be demonstrated to the authority that the detection of lower levels of misfire would be unreliable.
Če proizvajalec homologacijskemu organu lahko dokaže, da ugotavljanje višjih odstotkov neuspelih vžigov še vedno ni izvedljivo ali da neuspelih vžigov ni mogoče ločevati od drugih vplivov (npr. poškodovano cestišče, menjanje prestav, po zagonu motorja itd.), se lahko sistem za spremljanje neuspelih vžigov izključi, dokler obstajajo take okoliščine.“;
In terms of OBD monitoring, it is that percentage of misfires out of a total number of firing events (as declared by the manufacturer) that would result in emissions exceeding the OBD thresholds set out in Section (B) of Annex VI to Regulation (EU) No 168/2013, or that percentage that could lead to an exhaust catalyst, or catalysts, overheating, causing irreversible damage.
v točki 3.6 se zadnji stavek nadomesti z naslednjim:
When a manufacturer can demonstrate to the authority that the detection of higher levels of misfire percentages is still not feasible, or that misfire cannot be distinguished from other effects (e.g. rough roads, transmission shifts, after engine starting, etc.), the misfire monitoring system may be disabled when such conditions exist.’;
„Koda okvare se shrani tudi v primerih iz točk 3.3.5 in 3.3.6.“;
in point 3.6., the last sentence is replaced by the following:
„Razdaljo, ki jo je vozilo prevozilo, odkar se je MI vključil, se lahko kadar koli ugotovi prek serijskega vmesnika na standardnem diagnostičnem konektorju.
‘A fault code shall also be stored in the cases referred to in points 3.3.5. and 3.3.6.’;
Pri vozilih, opremljenih z mehanskim števcem prevoženih kilometrov, ki ne omogoča vnosa informacij v elektronsko krmilno enoto, vključno s takšnimi vozili, ki so opremljena z brezstopenjskim menjalnikom, ki ne omogoča dejanskega vnosa informacij v elektronsko krmilno enoto, se ‚prevožena razdalja‘ lahko nadomesti s ‚časom delovanja motorja‘ in je na voljo vsak trenutek prek serijskega vmesnika na standardiziranem diagnostičnem konektorju.“
‘The distance travelled by the vehicle while the MI is activated shall be available at any moment through the serial port on the standardised diagnostic connector.
točki 4.3 in 4.4 se nadomestita z naslednjim:
By means of derogation for vehicles equipped with a mechanically operating odometer that does not allow input to the electronic control unit including such vehicles equipped with a CVT that does not allow for an accurate input to the electronic control unit, “distance travelled” may be replaced with “engine operation time” and shall be made available at any moment through the serial port on the standardised diagnostic connector.’
Pri določanju pomanjkljivosti se najprej ugotovijo pomanjkljivosti v zvezi s točkami 3.3.2.1, 3.3.2.2 in 3.3.2.3 za motorje s prisilnim vžigom ter točkami 3.3.3.1, 3.3.3.2 in 3.3.3.3 za motorje s kompresijskim vžigom.
points 4.3. and 4.4. are replaced by the following:
Pred podelitvijo homologacije ali ob podelitvi homologacije niso dopustne pomanjkljivosti glede na zahteve iz točke 3 Dodatka 1, razen zahtev iz točke 3.11 Dodatka 1.“;
In the identified order of deficiencies, those relating to points 3.3.2.1, 3.3.2.2 and 3.3.2.3 for positive-ignition engines and points 3.3.3.1, 3.3.3.2 and 3.3.3.3 for compression-ignition engines shall be identified first.
doda se naslednja točka 4.7:
Prior to, or at the time of, type-approval, no deficiency shall be granted with regard to the requirements set out in point 3. of Appendix 1, except the requirements laid down in point 3.11. of Appendix 1.’;
„Merila za družine vozil, določena v tabeli 11-1 točke 3.1 Priloge XI k Uredbi (EU) št. 134/2014 glede preskusa tipa VIII veljajo tudi za zahteve za funkcionalne vgrajene sisteme za diagnostiko iz te priloge.“;
the following point 4.7. is added:
v Dodatku 1 se točka 3.13 nadomesti z naslednjim:
‘The vehicle family criteria laid down in table 11-1 in point 3.1. of Annex XI to Regulation (EU) No 134/2014 with regard to test type VIII shall also be applicable for the functional on-board diagnostic requirements set out in this Annex.’;
„Do sprejetja standardiziranega vmesnika za povezavo za vozila kategorije L in njegove objave na ravni ISO ali CEN in do vključitve sklica na ta tehnični standard v to uredbo se na zahtevo proizvajalca vozila lahko namesti drug vmesnik za povezavo.
in Appendix 1, point 3.13. is replaced by the following:
Kjer je nameščen tak alternativni vmesnik za povezavo, proizvajalec vozila omogoči brezplačen dostop do podatkov o konfiguraciji kontaktnih nožic proizvajalcu preskusne opreme.
‘Until a standardised connection interface for L-category vehicles has been adopted and published at ISO or CEN level and the reference of that technical standard is included in this Regulation, an alternative connection interface may be installed at the request of the vehicle manufacturer.
Proizvajalec vozila zagotovi adapter, ki omogoča povezavo s splošnim pregledovalnikom.
Where such an alternative connection interface is installed, the vehicle manufacturer shall make available to test equipment manufacturers the details of the vehicle connector pin configuration free of charge.
Tak adapter je primerne kakovosti za uporabo v strokovno usposobljeni delavnici.
The vehicle manufacturer shall provide an adapter enabling connection to a generic scan tool.
Na zahtevo se na nediskriminatoren način zagotovi vsem neodvisnim izvajalcem.
Such an adapter shall be of suitable quality for professional workshop use.
Proizvajalci lahko za ta adapter zaračunajo razumno in sorazmerno ceno, pri čemer upoštevajo dodatne stroške, ki jih zaradi take odločitve proizvajalca nosi stranka.
It shall be provided upon request to all independent operators in a non-discriminating manner.
Vmesnik za povezavo in adapter ne smeta vključevati nobenih posebnih konstrukcijskih elementov, za katere bi se pred uporabo zahtevala potrditev veljavnosti ali certificiranje ali ki bi preprečili izmenjavo podatkov o vozilu pri uporabi splošnega pregledovalnika.“;
Manufacturers may charge a reasonable and proportionate price for this adapter, taking into account the additional costs caused for the customer by this choice of the manufacturer.
v tabeli Ap2-1 točke 2.1 Dodatka 2 se besedna zveza „delovanje naprave / prisotnost naprave“ nadomesti z besedno zvezo „naprava ne deluje/naprava ni prisotna“;
The connection interface and the adapter may not include any specific design elements which would require validation or certification before use, or which would restrict the exchange of vehicle data when using a generic scan tool.’;
v Dodatku 2 se točka 2.6.2 nadomesti z naslednjim:
in Appendix 2, in point 2.1., in Table Ap2-1, ‘Device operational/Device present’ is replaced by ‘Device not operational/Device not present’;
spremljanje nekaterih naprav iz tabele Ap2-1 fizično ni mogoče, zaradi nepopolnega spremljanja se odobri pomanjkljivost.
in Appendix 2, point 2.6.2. is replaced by the following:
Opisni mapi se priloži obsežna tehnična utemeljitev, zakaj naprava, ki jo spremlja OBD, ne more delovati.“;
monitoring of some of the items listed in Table Ap2-1 is physically not possible and a deficiency has been granted for this incomplete monitor.
V Prilogi XIII se doda naslednja točka 1.4:
The comprehensive, technical justification why such an OBD monitor cannot run shall be added to the information folder.’;
Največji tlaki, omenjeni v točkah 1.2.1, 1.2.2, 1.2.3 in 1.3.1, se lahko po dogovoru s proizvajalcem vozila med preskusom presežejo.“;
In Annex XIII the following point 1.4. is added:
V Prilogi XIV se točka 1.5.1.5.1 nadomesti z naslednjim:
The maximum pressures mentioned in points 1.2.1., 1.2.2., 1.2.3. and 1.3.1. may be exceeded during testing upon agreement with the vehicle manufacturer.’;
Registrska tablica je vidna iz vseh kotov prostora, ki ga omejujejo štiri ravnine:
In Annex XIV, point 1.5.1.5.1. is replaced by the following:
dve navpični ravnini, ki potekata skozi oba stranska robova registrske tablice in tvorita s srednjo vzdolžno ravnino vozila kot 30°, izmerjen navzven levo in desno, vzporedno z vzdolžno srednjo ravnino vozila, ki poteka skozi središče registrske tablice;
The plate shall be visible in the whole space within the following four planes:
ravnina, ki poteka skozi zgornji rob registrske tablice in tvori z vodoravno ravnino kot 15° navzgor;
the two vertical planes touching the two lateral edges of the plate and forming an angle measured outwards to the left and to the right of the plate of 30° in relation to the longitudinal plane, parallel to the longitudinal median plane of the vehicle, passing through the centre of the plate;
vodoravna ravnina skozi spodnji rob registrske tablice.“;
the plane touching the upper edge of the plate and forming an angle measured upwards of 15° to the horizontal;
v Prilogi XVI se doda naslednja točka 2.3.5.1:
the horizontal plane through the lower edge of the plate.’;
Z odstopanjem od točk 1.2.1 in 2.3.5 se bočno stojalo, vgrajeno v vozilo kategorije L3e-A1E, L3e-A2E, L3e-A3E, L3e-A1T, L3e-A2T ali L3e-A3T, lahko samodejno zapre, če ga nihče ne drži ali podpira.“.
in Annex XVI, the following point 2.3.5.1. is inserted:
UL L 215, 14.8.2010, str. 27.
However, by way of derogation from points 1.2.1. and 2.3.5. a prop stand fitted to a vehicle of category L3e-A1E, L3e-A2E, L3e-A3E, L3e-A1T, L3e-A2T or L3e-A3T may swing back automatically when the prop stand is not being held or supported by a person.’.
Direktiva 2007/46/ES Evropskega parlamenta in Sveta z dne 5. septembra 2007 o vzpostavitvi okvira za odobritev motornih in priklopnih vozil ter sistemov, sestavnih delov in samostojnih tehničnih enot, namenjenih za taka vozila (Okvirna direktiva) (UL L 263, 9.10.2007, str. 1).“;
OJ L 215, 14.8.2010, p. 27.
PRILOGA III
Directive 2007/46/EC of the European Parliament and of the Council of 5 September 2007 establishing a framework for the approval of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles (Framework Directive) (OJ L 263, 9.10.2007, p. 1).’;
Spremembe Delegirane uredbe (EU) št. 134/2014
ANNEX III
Priloge k Delegirani uredbi (EU) št. 134/2014 se spremenijo:
Amendments to Delegated Regulation (EU) No 134/2014
točki 4.5.5.2.1.1 in 4.5.5.2.1.2 se nadomestita z naslednjim:
The Annexes to Delegated Regulation (EU) No 134/2014 are amended as follows:
Prvi korak – izračun hitrosti prestavljanja
points 4.5.5.2.1.1. and 4.5.5.2.1.2. are replaced by the following:
Hitrosti pri prestavljanju v višje prestave med fazami pospeševanja (v1→2 in vi→i + 1) v km/h se izračunajo po naslednjih formulah:
Step 1 — Calculation of shift speeds
Enačba 2-3:
Upshift speeds (v1→2 and vi→i + 1) in km/h during acceleration phases shall be calculated using the following formulae:
Enačba 2-4:
Equation 2-3:
, i = 2 do ng -1
Equation 2-4:
„i“ številka prestave (≥ 2)
, i = 2 to ng – 1
„ng“ skupno število prestav za vožnjo naprej
‘i’ is the gear number (≥ 2)
„Pn“ nazivna moč v kW
‘ng’ is the total number of forward gears
„mk“ referenčna masa v kg
‘Pn’ is the rated power in kW
„nidle“ vrtilna frekvenca prostega teka v min– 1
‘mk’ is the reference mass in kg
„s“ nazivna vrtilna frekvenca motorja v min– 1
‘nidle’ is the idling speed in min– 1
„ndvi“ razmerje med vrtilno frekvenco motorja v min– 1 in hitrostjo vozila v km/h v prestavi „i“
‘s’ is the rated engine speed in min– 1
Hitrosti pri prestavljanju v nižje prestave (vi→i – 1) v km/h med vožnjo ali faze pojemanja hitrosti v prestavah od 4 (4. prestave) do ng se izračunajo z naslednjo formulo:
‘ndvi’ is the ratio between engine speed in min– 1 and vehicle speed in km/h in gear ‘i’
Enačba 2-5:
Downshift speeds (vi→i – 1) in km/h during cruise or deceleration phases in gears 4 (4th gear) to ng shall be calculated using the following formula:
, i = od 4 do ng
Equation 2-5:
i število prestave (≥ 4)
, i = 4 to ng
ng skupno število prestav za vožnjo naprej
i is the gear number (≥ 4)
Pn nazivna moč v kW
ng is the total number of forward gears
mk referenčna masa v kg
Pn is the rated power in kW
nidle vrtilna frekvenca prostega teka v min– 1
mk is the reference mass in kg
s nazivna vrtilna frekvenca motorja v min– 1
nidle is the idling speed in min– 1
ndvi – 2 razmerje med vrtilno frekvenco motorja v min– 1 in hitrostjo vozila v km/h v prestavi i – 2
s is the rated engine speed in min– 1
Hitrost pri prestavljanju iz 3. v 2. prestavo (v3→2) se izračuna po naslednji enačbi:
ndvi-2 is the ratio between engine speed in min– 1 and vehicle speed in km/h in gear i – 2
Enačba 2-6:
The downshift speed from gear 3 to gear 2 (v3→2) shall be calculated using the following equation:
ndv1 razmerje med vrtilno frekvenco motorja v min– 1 in hitrostjo vozila v km/h v 1. prestavi
Equation 2-6:
Hitrost pri prestavljanju iz 2. v 1. prestavo (v2→1) se izračuna po naslednji enačbi:
ndv1 is the ratio between engine speed in min– 1 and vehicle speed in km/h in gear 1
Enačba 2-7:
The downshift speed from gear 2 to gear 1 (v2→1) shall be calculated using the following equation:
ndv2 razmerje med vrtilno frekvenco motorja v min– 1 in hitrostjo vozila v km/h v 2. prestavi
Equation 2-7:
Ker faze potovalne vožnje določa oznaka faze, lahko pride do rahlih povečanj hitrosti, pri čemer je morda treba prestaviti v višjo prestavo.
ndv2 is the ratio between engine speed in min– 1 and vehicle speed in km/h in gear 2
Hitrosti pri prestavljanju v višje prestave (v1→2, v2→3 in vi→i + 1) v km/h med fazami potovalne vožnje se izračunajo z naslednjimi enačbami:
Since the cruise phases are defined by the phase indicator, slight speed increases could occur and it may be appropriate to apply an upshift.
Enačba 2-7a:
The upshift speeds (v1→2, v2→3 and vi→i + 1) in km/h during cruise phases shall be calculated using the following equations:
Enačba 2-8:
Equation 2-7a:
Enačba 2-9:
Equation 2-8:
, i = 3 to ng“;
Equation 2-9:
točke od 6.1.1.4.2 do 6.1.1.4.7 se nadomestijo z naslednjim:
, i = 3 to ng’
Ogljikovodiki (HC)
points 6.1.1.4.2. to 6.1.1.4.7. are replaced by the following:
Masa nezgorelih ogljikovodikov, ki med preskusom izhajajo iz izpušne cevi vozila, se izračuna z naslednjo formulo:
Hydrocarbons (HC)
Enačba 2-33:
The mass of unburned hydrocarbons emitted by the exhaust of the vehicle during the test shall be calculated using the following formula:
HCm masa ogljikovodikov, izpuščenih med delom preskusa, izražena v mg/km;
Equation 2-33:
S razdalja, določena v točki 6.1.1.3;
HCm is the mass of hydrocarbons emitted during the test part, in mg/km;
V celotna prostornina, določena v točki 6.1.1.4.1;
S is the distance defined in point 6.1.1.3.;
dHC gostota ogljikovodikov pri referenčni temperaturi in tlaku (273,2 K in 101,3 kPa);
V is the total volume, defined in point 6.1.1.4.1.;
0,631 · 103 mg/m3 za bencin (E5) (C1H1,89O0,016);
dHC is the density of the hydrocarbons at reference temperature and pressure (273,2 K and 101,3 kPa);
= 932 · 103 mg/m3 za etanol (E85) (C1H2,74O0,385);
0,631 · 103 mg/m3 for petrol (E5) (C1H1,89O0,016);
= 622 · 103 mg/m3 za dizelsko gorivo (B5) (C1H1,86O0,005);
= 932 · 103 mg/m3 for ethanol (E85) (C1H2,74O0,385);
= 649 · 103 mg/m3 za UNP (C1H2,525);
= 622 · 103 mg/m3 for diesel (B5) (C1Hl,86O0,005);
= 714 · 103 mg/m3 za ZP/bioplin (C1H4);
= 649 · 103 mg/m3 for LPG (C1H2,525);
mg/m3 za H2ZP (kjer je A količina ZP/biometana v mešanici H2ZP v ( % prostornine)).
= 714 · 103 mg/m3 for NG/biogas (C1H4);
HCc je koncentracija razredčenih plinov, izražena v delcih na milijon (ppm) ekvivalenta ogljika (npr. koncentracija v propanu, množena s tri), ki je z naslednjo enačbo popravljena tako, da upošteva zrak za redčenje:
mg/m3 for H2NG (with A = NG/biomethane quantity within the H2NG mixture in (volume %)).
Enačba 2-34:
HCc is the concentration of diluted gases, expressed in parts per million (ppm) of carbon equivalent (e.g. the concentration in propane multiplied by three), corrected to take account of the dilution air by the following equation:
HCe koncentracija ogljikovodikov v vzorcu razredčenih plinov v zbiralni vreči ali vrečah A, izražena v delcih na milijon (ppm) ekvivalenta ogljika;