Directive 2005/55/EC of the European Parliament and of the Council of 28 September 2005 on the approximation of the laws of the Member States relating to the measures to be taken against the emission of gaseous and particulate pollutants from compression-ignition engines for use in vehicles, and the emission of gaseous pollutants from positive-ignition engines fuelled with natural gas or liquefied petroleum gas for use in vehicles (Text with EEA relevance)
Modified by
  • Commission Directive 2005/78/ECof 14 November 2005implementing Directive 2005/55/EC of the European Parliament and of the Council on the approximation of the laws of the Member States relating to the measures to be taken against the emission of gaseous and particulate pollutants from compression-ignition engines for use in vehicles, and the emission of gaseous pollutants from positive ignition engines fuelled with natural gas or liquefied petroleum gas for use in vehicles and amending Annexes I, II, III, IV and VI thereto(Text with EEA relevance), 32005L0078, November 29, 2005
  • Commission Directive 2006/51/ECof 6 June 2006amending for the purposes of adapting to technical progress Annex I to Directive 2005/55/EC of the European Parliament and of the Council and Annexes IV and V to Directive 2005/78/EC as regards requirements for the emission control monitoring system for use in vehicles and exemptions for gas engines(Text with EEA relevance), 32006L0051, June 7, 2006
  • Commission Directive 2008/74/ECof 18 July 2008amending, as regards the type approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and access to vehicle repair and maintenance information, Directive 2005/55/EC of the European Parliament and of the Council and Directive 2005/78/EC(Text with EEA relevance), 32008L0074, July 19, 2008
  • Regulation (EC) No 595/2009 of the European Parliament and of the Councilof 18 June 2009on type-approval of motor vehicles and engines with respect to emissions from heavy duty vehicles (Euro VI) and on access to vehicle repair and maintenance information and amending Regulation (EC) No 715/2007 and Directive 2007/46/EC and repealing Directives 80/1269/EEC, 2005/55/EC and 2005/78/EC(Text with EEA relevance), 32009R0595, July 18, 2009
Directive 2005/55/EC of the European Parliament and of the Councilof 28 September 2005on the approximation of the laws of the Member States relating to the measures to be taken against the emission of gaseous and particulate pollutants from compression-ignition engines for use in vehicles, and the emission of gaseous pollutants from positive-ignition engines fuelled with natural gas or liquefied petroleum gas for use in vehicles(Text with EEA relevance) THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE EUROPEAN UNION,Having regard to the Treaty establishing the European Community, and in particular Article 95 thereof,Having regard to the proposal from the Commission,Having regard to the opinion of the European Economic and Social CommitteeOJ C 108, 30.4.2004, p. 32.,Acting in accordance with the procedure laid down in Article 251 of the TreatyOpinion of the European Parliament of 9 March 2004 (OJ C 102 E, 28.4.2004, p. 272) and Council Decision of 19 September 2005.,Whereas:(1)Council Directive 88/77/EEC of 3 December 1987 on the approximation of the laws of the Member States relating to the measures to be taken against the emission of gaseous and particulate pollutants from compression ignition engines for use in vehicles, and the emission of gaseous pollutants from positive ignition engines fuelled with natural gas or liquefied petroleum gas for use in vehiclesOJ L 36, 9.2.1988, p. 33. Directive as last amended by the 2003 Act of Accession. is one of the separate Directives under the type-approval procedure laid down by Council Directive 70/156/EEC of 6 February 1970 on the approximation of the laws of the Member States relating to the type-approval of motor vehicles and their trailersOJ L 42, 23.2.1970, p. 1. Directive as last amended by Commission Directive 2005/49/EC (OJ L 194, 26.7.2005, p. 12).. Directive 88/77/EEC has been substantially amended several times to introduce successively more stringent pollutant emission limits. Since further amendments are to be made, it should be recast in the interests of clarity.(2)Council Directive 91/542/EECOJ L 295, 25.10.1991, p. 1. amending Directive 88/77/EEC, Directive 1999/96/EC of the European Parliament and of the Council of 13 December 1999 on the approximation of the laws of the Member States relating to measures to be taken against the emission of gaseous and particulate pollutants from compression ignition engines for use in vehicles, and the emission of gaseous pollutants from positive ignition engines fuelled with natural gas or liquefied petroleum gas for use in vehicles and amending Council Directive 88/77/EECOJ L 44, 16.2.2000, p. 1., and Commission Directive 2001/27/ECOJ L 107, 18.4.2001, p. 10. adapting to technical progress Council Directive 88/77/EEC have introduced provisions which, while being autonomous, are closely linked to the scheme established under Directive 88/77/EEC. Those autonomous provisions should be fully integrated into the recast of Directive 88/77/EEC in the interests of clarity and legal certainty.(3)It is necessary that all the Member States adopt the same requirements, in order, in particular, to permit the implementation, for each vehicle type, of the EC type-approval system which is the subject of Directive 70/156/EEC.(4)The Commission’s programme on air quality, road transport emissions, fuels and emission abatement technologies, hereinafter "the first Auto-Oil programme", showed that further reductions in pollutant emissions from heavy-duty vehicles were necessary with a view to achieving future air quality standards.(5)Reductions in emission limits applicable from the year 2000, corresponding to abatements of 30 % in emissions of carbon monoxide, total hydrocarbons, oxides of nitrogen and particulate matter were identified by the first Auto-Oil programme as key measures for the achievement of medium-term air quality. A reduction of 30 % in exhaust smoke opacity should additionally contribute to the reduction of particulate matter. Additional reductions in emission limits applicable from the year 2005, corresponding to additional abatements of 30 % in carbon monoxide, total hydrocarbons and oxides of nitrogen and 80 % in particulate matter should greatly contribute to air quality improvement in the medium to longer term. The additional limit for oxides of nitrogen applicable in the year 2008 should result in a further 43 % reduction in the emission limit for this pollutant.(6)Type-approval tests for gaseous and particulate pollutants and smoke opacity are applicable to allow for a more representative evaluation of the emissions performance of engines under test conditions that more closely resemble those encountered by vehicles in-service. Since 2000 conventional compression-ignition engines and those compression-ignition engines fitted with certain types of emission control equipment have been tested over a steady-state test cycle and using a new load response test for smoke opacity. Compression-ignition engines fitted with advanced emission control systems have, in addition, been tested over a new transient test cycle. From 2005, all compression-ignition engines should be tested on all those test cycles. Gas fuelled engines are only tested on the new transient test cycle.(7)Under all randomly selected load conditions within a defined operating range, the limit values may not be exceeded by more than an appropriate percentage.(8)In laying down new standards and test procedures, it is necessary to take account of the impact on air quality of future traffic growth in the Community. The work undertaken by the Commission in this sphere has shown that the motor industry in the Community has made great strides in the perfection of the technology allowing a considerable reduction in emissions of gaseous and particulate pollutants. However, it is still necessary to press for further improvements in emission limits and other technical requirements in the interests of environmental protection and public health. In particular, the results of ongoing research into the characteristics of ultra-fine particulates should be taken into account in any future measures.(9)It is necessary that further improvements be made to the quality of motor fuels to enable the efficient and durable performance of emission control systems in service.(10)New provisions for on-board diagnostics (OBD) should be introduced from 2005 with a view to facilitating the immediate detection of the deterioration or failure of engine emission control equipment. This should enhance diagnostic and repair capability, significantly improving the sustainable emission performance of in-service heavy-duty vehicles. Since, on the worldwide stage, OBD for heavy-duty diesel engines is in its infancy, it should be introduced in the Community in two stages to allow for system development so that the OBD system does not give false indications. In order to assist the Member States in ensuring that the owners and operators of heavy-duty vehicles meet their obligation to repair faults indicated by the OBD system, the distance covered or the time that has elapsed after a fault has been indicated to the driver should be recorded.(11)Compression-ignition engines are inherently durable and have demonstrated that, with proper and effective maintenance, they can retain a high level of emissions performance over the significantly high distances travelled by heavy-duty vehicles in the course of commercial operations. However, future emission standards will push the introduction of emission control systems downstream of the engine, such as deNOx systems, diesel particulate filters and systems that are a combination of both and, perhaps, other systems yet to be defined. It is therefore necessary to establish a useful life requirement on which to base procedures for ensuring the compliance of an engine’s emission control system throughout that reference period. In establishing such a requirement, due account should be taken of the considerable distances covered by heavy-duty vehicles, of the need to incorporate appropriate and timely maintenance and of the possibility of type-approving category N1 vehicles in accordance with either this Directive or Council Directive 70/220/EEC of 20 March 1970 on the approximation of the laws of the Member States on measures to be taken against air pollution by emissions from motor vehiclesOJ L 76, 6.4.1970, p. 1. Directive as last amended by Commission Directive 2003/76/EC (OJ L 206, 15.8.2003, p. 29)..(12)Member States should be allowed, by means of tax incentives, to expedite the placing on the market of vehicles that satisfy the requirements adopted at Community level, provided that such incentives comply with the provisions of the Treaty and satisfy certain conditions intended to prevent distortion of the internal market. This Directive does not affect the right of the Member States to include emissions of pollutants and other substances in the basis for calculating road traffic taxes on motor vehicles.(13)Since some of those tax incentives are State aids under Article 87(1) of the Treaty, they would have to be notified to the Commission under Article 88(3) of the Treaty for evaluation in accordance with the relevant criteria of compatibility. The notification of such measures in accordance with this Directive should be without prejudice to the obligation to notify under Article 88(3) of the Treaty.(14)With the aim of simplifying and accelerating the procedure, the Commission should be entrusted with the task of adopting measures implementing the fundamental provisions laid down in this Directive as well as the measures for adapting the annexes of this Directive to scientific and technical progress.(15)The measures necessary for the implementation of this Directive and its adaptation to scientific and technical progress should be adopted in accordance with Council Decision 1999/468/EC of 28 June 1999 laying down the procedures for the exercise of implementing powers conferred on the CommissionOJ L 184, 17.7.1999, p. 23..(16)The Commission should keep under review the need to introduce emission limits for pollutants which are as yet unregulated and which arise as a consequence of the wider use of new alternative fuels and new exhaust emission control systems.(17)The Commission should submit proposals it may deem appropriate for a further stage for limit values for NOx and particulate emissions as soon as possible.(18)Since the objective of this Directive, namely the realisation of the internal market through the introduction of common technical requirements concerning gaseous and particulate emissions for all types of vehicles, cannot be sufficiently achieved by the Member States and can therefore, by reason of the scale of the action, be better achieved at Community level, the Community may adopt measures, in accordance with the principle of subsidiarity, as set out in Article 5 of the Treaty. In accordance with the principle of proportionality, as set out in that Article, this Directive does not go beyond what is necessary in order to achieve this objective.(19)The obligation to transpose this Directive into national law should be confined to those provisions which represent a substantive change as compared with the earlier Directives. The obligation to transpose the provisions which are unchanged arises under the earlier Directives.(20)This Directive should be without prejudice to the obligations of the Member States relating to the time limits for transposition into national law and application of the Directives set out in Annex IX, Part B.HAVE ADOPTED THIS DIRECTIVE:
Article 1For the purposes of this Directive the following definitions shall apply:(a)"vehicle" means any motor vehicle as defined in Article 2 of Directive 70/156/EEC with a reference mass exceeding 2610 kg;(b)"engine" means the motive propulsion source of a vehicle for which type approval as a separate technical unit, as defined in Article 2 of Directive 70/156/EEC, may be granted;(c)"enhanced environment-friendly vehicle (EEV)" means a vehicle propelled by an engine which complies with the permissive emission limit values set out in row C of the tables in Section 6.2.1 of Annex I.
Article 2Obligations of the Member States1.For types of compression-ignition or gas engines and types of vehicle propelled by compression-ignition or gas engines, where the requirements set out in Annexes I to VIII are not met and in particular where the emissions of gaseous and particulate pollutants and opacity of smoke from the engine do not comply with the limit values set out in row A of the tables in Section 6.2.1 of Annex I, Member States:(a)shall refuse to grant EC type-approval pursuant to Article 4(1) of Directive 70/156/EEC; and(b)shall refuse national type-approval.2.Except in the case of vehicles and engines intended for export to third countries or replacement engines for in-service vehicles, Member States shall, where the requirements set out in Annexes I to VIII are not met and in particular where the emissions of gaseous and particulate pollutants and opacity of smoke from the engine do not comply with the limit values set out in row A of the tables in Section 6.2.1 of Annex I:(a)consider certificates of conformity which accompany new vehicles or new engines pursuant to Directive 70/156/EEC as no longer valid for the purposes of Article 7(1) of that Directive; and(b)prohibit the registration, sale, entry into service or use of new vehicles propelled by a compression-ignition or gas engine and the sale or use of new compression-ignition or gas engines.3.Without prejudice to paragraphs 1 and 2, with effect from 1 October 2003 and except in the case of vehicles and engines intended for export to third countries or replacement engines for in-service vehicles, Member States shall, for types of gas engines and types of vehicles propelled by a gas engine which do not comply with the requirements set out in Annexes I to VIII:(a)consider certificates of conformity which accompany new vehicles or new engines pursuant to Directive 70/156/EEC as no longer valid for the purposes of Article 7(1) of that Directive; and(b)prohibit the registration, sale, entry into service or use of new vehicles and the sale or use of new engines.4.If the requirements set out in Annexes I to VIII and in Articles 3 and 4 are satisfied, in particular where the emissions of gaseous and particulate pollutants and opacity of smoke from the engine comply with the limit values set out in row B1 or row B2 or with the permissive limit values set out in row C of the tables in Section 6.2.1 of Annex I, no Member State may, on grounds relating to the gaseous and particulate pollutants and opacity of smoke emissions from an engine:(a)refuse to grant EC type-approval pursuant to Article 4(1) of Directive 70/156/EEC or to grant national type-approval for a type of vehicle propelled by a compression-ignition or gas engine;(b)prohibit the registration, sale, entry into service or use of new vehicles propelled by a compression-ignition or gas engine;(c)refuse to grant EC type-approval for a type of compression-ignition or gas engine;(d)prohibit the sale or use of new compression-ignition or gas engines.5.With effect from 1 October 2005, for types of compression-ignition or gas engines and types of vehicle propelled by compression-ignition or gas engines which do not meet the requirements set out in Annexes I to VIII and in Articles 3 and 4 and in particular where the emissions of gaseous and particulate pollutants and opacity of smoke from the engine do not comply with the limit values set out in row B1 of the tables in Section 6.2.1 of Annex I, Member States:(a)shall refuse to grant EC type-approval pursuant to Article 4(1) of Directive 70/156/EEC; and(b)shall refuse national type-approval.6.With effect from 1 October 2006 and except in the case of vehicles and engines intended for export to third countries or replacement engines for in-service vehicles, Member States shall, where the requirements set out in Annexes I to VIII and in Articles 3 and 4 are not met and in particular where the emissions of gaseous and particulate pollutants and opacity of smoke from the engine do not comply with the limit values set out in row B1 of the tables in Section 6.2.1 of Annex I:(a)consider certificates of conformity which accompany new vehicles or new engines pursuant to Directive 70/156/EEC as no longer valid for the purposes of Article 7(1) of that Directive; and(b)prohibit the registration, sale, entry into service or use of new vehicles propelled by a compression-ignition or gas engine and the sale or use of new compression-ignition or gas engines.7.With effect from 1 October 2008, for types of compression-ignition or gas engines and types of vehicle propelled by compression-ignition or gas engines which do not meet the requirements set out in Annexes I to VIII and in Articles 3 and 4 and in particular where the emissions of gaseous and particulate pollutants and opacity of smoke from the engine do not comply with the limit values set out in row B2 of the tables in Section 6.2.1 of Annex I, Member States:(a)shall refuse to grant EC type-approval pursuant to Article 4(1) of Directive 70/156/EEC; and(b)shall refuse national type-approval.8.With effect from 1 October 2009 and except in the case of vehicles and engines intended for export to third countries or replacement engines for in-service vehicles, Member States shall, where the requirements set out in Annexes I to VIII and in Articles 3 and 4 are not met and in particular where the emissions of gaseous and particulate pollutants and opacity of smoke from the engine do not comply with the limit values set out in row B2 of the tables in Section 6.2.1 of Annex I:(a)consider certificates of conformity which accompany new vehicles or new engines pursuant to Directive 70/156/EEC as no longer valid for the purposes of Article 7(1) of that Directive; and(b)prohibit the registration, sale, entry into service or use of new vehicles propelled by a compression-ignition or gas engine and the sale or use of new compression-ignition or gas engines.9.In accordance with paragraph 4 an engine that satisfies the requirements set out in Annexes I to VIII, and, in particular, complies with the limit values set out in row C of the tables in Section 6.2.1 of Annex I shall be considered as complying with the requirements set out in paragraphs 1, 2 and 3.In accordance with paragraph 4 an engine that satisfies the requirements set out in Annexes I to VIII and in Articles 3 and 4 and, in particular, complies with the limit values set out in row C of the tables in Section 6.2.1 of Annex I shall be considered as complying with the requirements set out in paragraphs 1 to 3 and 5 to 8.10.For compression-ignition or gas engines that must comply with the limit values set out in Section 6.2.1 of Annex I under the type-approval system, the following shall apply:under all randomly selected load conditions, belonging to a definite control area and with the exception of specified engine operating conditions which are not subject to such a provision, the emissions sampled during a time duration as small as 30 seconds shall not exceed by more than 100 % the limit values in rows B2 and C of the tables in Section 6.2.1 of Annex I. The control area to which the percentage not to be exceeded shall apply, the excluded engine operating conditions and other appropriate conditions shall be defined in accordance with the procedure referred to in Article 7(1).
Article 3Durability of emission control systems1.From 1 October 2005 for new type-approvals and from 1 October 2006 for all type-approvals, the manufacturer shall demonstrate that a compression-ignition or gas engine type-approved by reference to the limit values set out in row B1 or row B2 or row C of the tables in Section 6.2.1 of Annex I will comply with those limit values for a useful life of:(a)100000 km or five years, whichever is the sooner, in the case of engines to be fitted to vehicles of category N1 and M2;(b)200000 km or six years, whichever is the sooner, in the case of engines to be fitted to vehicles of category N2, N3 with a maximum technically permissible mass not exceeding 16 tonnes and M3 Class I, Class II and Class A, and Class B with a maximum technically permissible mass not exceeding 7,5 tonnes;(c)500000 km or seven years, whichever is the sooner, in the case of engines to be fitted to vehicles of category N3 with a maximum technically permissible mass exceeding 16 tonnes and M3, Class III and Class B with a maximum technically permissible mass exceeding 7,5 tonnes.From 1 October 2005, for new types, and from 1 October 2006, for all types, type-approvals granted to vehicles shall also require confirmation of the correct operation of the emission control devices during the normal life of the vehicle under normal conditions of use (conformity of in-service vehicles properly maintained and used).2.The measures for the implementation of paragraph 1 shall be adopted by 28 December 2005 at the latest.
Article 4On-board diagnostic systems1.From 1 October 2005 for new type-approvals of vehicles and from 1 October 2006 for all type-approvals, a compression-ignition engine type-approved by reference to the emission limit values set out in row B1 or row C of the tables in Section 6.2.1 of Annex I or a vehicle propelled by such an engine shall be fitted with an on-board diagnostic (OBD) system that signals the presence of a fault to the driver if the OBD threshold limits set out in row B1 or row C of the table in paragraph 3 are exceeded.In the case of exhaust after-treatment systems, the OBD system may monitor for major functional failure any of the following:(a)a catalyst, where fitted as a separate unit, whether or not it is part of a deNOx system or a diesel particulate filter;(b)a deNOx system, where fitted;(c)a diesel particulate filter, where fitted;(d)a combined deNOx-diesel particulate filter system.2.From 1 October 2008 for new type-approvals and from 1 October 2009 for all type-approvals, a compression-ignition or a gas engine type-approved by reference to the emission limit values set out in row B2 or row C of the tables in Section 6.2.1 of Annex I, or a vehicle propelled by such an engine shall be fitted with an OBD system that signals the presence of a fault to the driver if the OBD threshold limits set out in row B2 or row C of the table in paragraph 3 are exceeded.The OBD system shall also include an interface between the engine electronic control unit (EECU) and any other engine or vehicle electrical or electronic systems that provide an input to or receive an output from the EECU and which affect the correct functioning of the emission control system, such as the interface between the EECU and a transmission electronic control unit.3.The OBD threshold limits shall be as follows:
RowCompression-ignition engines
Mass of oxides of nitrogen(NOx) g/kWhMass of particulate(PT) g/kWh
B1 (2005)7,00,1
B2 (2008)7,00,1
C (EEV)7,00,1
4.Full and uniform access to OBD information must be provided for the purposes of testing, diagnosis, servicing and repair in keeping with the relevant provisions of Directive 70/220/EEC and provisions regarding replacement components ensuring compatibility with OBD systems.5.The measures for the implementation of paragraphs 1, 2 and 3 shall be adopted by 28 December 2005 at the latest.
Article 5Emission control systems using consumable reagentsIn defining the measures necessary to implement Article 4, as provided for by Article 7(1), the Commission shall, if appropriate, include technical measures to minimise the risk of emission control systems using consumable reagents being inadequately maintained in service. In addition, and if appropriate, measures shall be included to ensure that emissions of ammonia due to the use of consumable reagents are minimised.
Article 6Tax incentives1.Member States may make provision for tax incentives only in respect of vehicles which comply with this Directive. Such incentives shall comply with the provisions of the Treaty, as well as with either paragraph 2 or paragraph 3 of this Article.2.The incentives shall apply to all new vehicles offered for sale on the market of a Member State which comply in advance with the limit values set out in row B1 or B2 of the tables in Section 6.2.1 of Annex I.They shall be terminated with effect from the mandatory application of the limit values in row B1, as laid down in Article 2(6), or from the mandatory application of the limit values in row B2, as laid down in Article 2(8).3.The incentives shall apply to all new vehicles offered for sale on the market of a Member State which comply with the permissive limit values set out in row C of the tables in Section 6.2.1 of Annex I.4.In addition to the conditions referred to in paragraph 1, for each type of vehicle, the incentives shall not exceed the additional cost of the technical solutions introduced to ensure compliance with the limit values set out in row B1 or row B2 or with the permissive limit values set out in row C of the tables in Section 6.2.1 of Annex I, and of their installation on the vehicle.5.Member States shall inform the Commission in sufficient time of plans to institute or change the tax incentives referred to in this Article, so that it can submit its observations.
Article 7Implementation measures and amendments1.The measures necessary for the implementation of Articles 2(10), 3 and 4 of this Directive shall be adopted by the Commission, assisted by the Committee established by Article 13(1) of Directive 70/156/EEC, in accordance with the procedure referred to in Article 13(3) of that Directive.2.Amendments to this Directive which are necessary to adapt it to scientific and technical progress shall be adopted by the Commission, assisted by the committee established by Article 13(1) of Directive 70/156/EEC, in accordance with the procedure referred to in Article 13(3) of that Directive.
Article 8Review and reports1.The Commission shall review the need to introduce new emission limits applicable to heavy-duty vehicles and engines in respect of pollutants that are as yet unregulated. The review shall be based on the wider market introduction of new alternative fuels and on the introduction of new additive-enabled exhaust emission control systems to meet future standards laid down in this Directive. Where appropriate, the Commission shall submit a proposal to the European Parliament and the Council.2.The Commission should submit to the European Parliament and the Council legislative proposals on further limits on NOx and particulate emissions for heavy-duty vehicles.If appropriate, it shall investigate whether setting an additional limit for particulate levels and size is necessary, and, if so, include it in the proposals.3.The Commission shall report to the European Parliament and to the Council on the progress in negotiations for a worldwide harmonised duty cycle (WHDC).4.The Commission shall submit a report to the European Parliament and to the Council on requirements for the operation of an on-board measurement (OBM) system. On the basis of that report, the Commission shall, where appropriate, submit a proposal for measures to include the technical specifications and corresponding annexes in order to provide for the type-approval of OBM systems which ensure at least equivalent levels of monitoring to OBD systems and which are compatible therewith.
Article 9Transposition1.Member States shall adopt and publish, before 9 November 2006 at the latest, the laws, regulations and administrative provisions necessary to comply with this Directive. If the adoption of the implementing measures referred to in Article 7 is delayed beyond 28 December 2005, Member States shall comply with this obligation by the transposition date provided in the Directive containing these implementing measures. They shall forthwith communicate to the Commission the text of those provisions and a correlation table between those provisions and this Directive.They shall apply those provisions from 9 November 2006 or, if the adoption of the implementing measures referred to in Article 7 is delayed beyond 28 December 2005, from the transposition date specified in the Directive containing these implementing measures.When Member States adopt those provisions, they shall contain a reference to this Directive or be accompanied by such a reference on the occasion of their official publication. They shall also include a statement that references in existing laws, regulations and administrative provisions to the Directives repealed by this Directive shall be construed as references to this Directive. Member States shall determine how such reference is to be made and how that statement is to be formulated.2.Member States shall communicate to the Commission the text of the main provisions of national law which they adopt in the field covered by this Directive.
Article 10RepealThe Directives listed in Annex IX, Part A, are repealed with effect from 9 November 2006 without prejudice to the obligations of the Member States relating to the time limits for transposition into national law and application of the Directives set out in Annex IX, Part B.References to the repealed Directives shall be construed as references to this Directive and shall be read in accordance with the correlation table in Annex X.
Article 11Entry into forceThis Directive shall enter into force on the 20th day following its publication in the Official Journal of the European Union.
Article 12AddresseesThis Directive is addressed to the Member States.
nullANNEX ISCOPE, DEFINITIONS AND ABBREVIATIONS, APPLICATION FOR EC TYPE-APPROVAL, SPECIFICATIONS AND TESTS AND CONFORMITY OF PRODUCTION1.SCOPEThis Directive applies to the control of gaseous and particulate pollutants, useful life of emission control devices, conformity of in-service vehicles/engines and onboard diagnostic (OBD) systems of all motor vehicles, and to engines as specified in Article 1 with the exception of those vehicles of category M1, N1, N2 and M2 for which type approval has been granted under Regulation (EC) No 715/2007 of the European Parliament and of the CouncilOJ L 171, 29.6.2007, p. 1..From 3 January 2009 up to the dates specified in Article 10(2) of Regulation (EC) No 715/2007 for new approvals and in Article 10(3) of that Regulation for extensions, type approvals may continue to be granted under this Directive for vehicles of category N1, N2 and M2 with a reference mass below 2610 kg.2.DEFINITIONS2.1.For the purposes of this Directive, the following definitions shall apply:"approval of an engine (engine family)" means the approval of an engine type (engine family) with regard to the level of the emission of gaseous and particulate pollutants;"auxiliary emission control strategy (AECS)" means an emission control strategy that becomes active or that modifies the base emission control strategy for a specific purpose or purposes and in response to a specific set of ambient and/or operating conditions, e.g. vehicle speed, engine speed, gear used, intake temperature, or intake pressure;"base emission control strategy (BECS)" means an emission control strategy that is active throughout the speed and load operating range of the engine unless an AECS is activated. Examples for BECS are, but are not limited to:engine timing map,EGR map,SCR catalyst reagent dosing map;"combined deNOx-particulate filter" means an exhaust aftertreatment system designed to concurrently reduce emissions of oxides of nitrogen (NOx) and particulate pollutants (PT);"continuous regeneration" means the regeneration process of an exhaust aftertreatment system that occurs either permanently or at least once per ETC test. Such a regeneration process will not require a special test procedure;"control area" means the area between the engine speeds A and C and between 25 to 100 per cent load;"declared maximum power (Pmax)" means the maximum power in EC kW (net power) as declared by the manufacturer in his application for type-approval;"defeat strategy" means:an AECS that reduces the effectiveness of the emission control relative to the BECS under conditions that may reasonably be expected to be encountered in normal vehicle operation and use,a BECS that discriminates between operation on a standardised type-approval test and other operations and provides a lesser level of emission control under conditions not substantially included in the applicable type-approval test procedures, oran OBD or an emission control monitoring strategy that discriminates between operation on a standardised type-approval test and other operations and provides a lower level of monitoring capability (timely and accurately) under conditions not substantially included in the applicable type-approval test procedures;"deNOx system" means an exhaust aftertreatment system designed to reduce emissions of oxides of nitrogen (NOx) (e.g. there are presently passive and active lean NOx catalysts, NOx adsorbers and Selective Catalytic Reduction (SCR) systems);"delay time" means the time between the change of the component to be measured at the reference point and a system response of 10 % of the final reading (t10). For the gaseous components, this is basically the transport time of the measured component from the sampling probe to the detector. For the delay time, the sampling probe is defined as the reference point;"diesel engine" means an engine which works on the compression-ignition principle;"ELR test" means a test cycle consisting of a sequence of load steps at constant engine speeds to be applied in accordance with section 6.2 of this Annex;"ESC test" means a test cycle consisting of 13 steady state modes to be applied in accordance with section 6.2 of this Annex;"ETC test" means a test cycle consisting of 1800 second-by-second transient modes to be applied in accordance with section 6.2 of this Annex;"element of design" means in respect of a vehicle or engine,any control system, including computer software, electronic control systems and computer logic,any control system calibrations,the result of systems interaction,orany hardware items,"emissions-related defect" means a deficiency or deviation from normal production tolerances in design, materials or workmanship in a device, system or assembly that affects any parameter, specification or component belonging to the emission control system. A missing component may be considered to be an "emissions-related defect";"emission control strategy (ECS)" means an element or set of elements of design that is incorporated into the overall design of an engine system or vehicle for the purposes of controlling exhaust emissions that includes one BECS and one set of AECS;"emission control system" means the exhaust aftertreatment system, the electronic management controller(s) of the engine system and any emission-related component of the engine system in the exhaust which supplies an input to or receives an output from this(these) controller(s), and when applicable the communication interface (hardware and messages) between the engine system electronic control unit(s) (EECU) and any other power train or vehicle control unit with respect to emissions management;"engine-aftertreatment system family" means, for testing over a service accumulation schedule to establish deterioration factors according to Annex II to Commission Directive 2005/78/EC implementing Directive 2005/55/EC of the European Parliament and of the Council on the approximation of the laws of the Member States relating to the measures to be taken against the emission of gaseous and particulate pollutants from compression-ignition engines for use in vehicles, and the emission of gaseous pollutants from positive ignition engines fuelled with natural gas or liquefied petroleum gas for use in vehicles and amending Annexes I, II, III, IV and VI theretoOJ L 313, 29.11.2005, p. 1. and for checking the conformity of in-service vehicles/engines according to Annex III to Directive 2005/78/EC, a manufacturer’s grouping of engines that comply with the definition of engine family but which are further grouped into engines utilising a similar exhaust after-treatment system;"engine system" means the engine, the emission control system and the communication interface (hardware and messages) between the engine system electronic control unit(s) (EECU) and any other powertrain or vehicle control unit;"engine family" means a manufacturers grouping of engine systems which, through their design as defined in Annex II, Appendix 2 to this Directive, have similar exhaust emission characteristics; all members of the family must comply with the applicable emission limit values;"engine operating speed range" means the engine speed range, most frequently used during engine field operation, which lies between the low and high speeds, as set out in Annex III to this Directive;"engine speeds A, B and C" means the test speeds within the engine operating speed range to be used for the ESC test and the ELR test, as set out in Annex III, Appendix 1 to this Directive;"engine setting" means a specific engine/vehicle configuration that includes the emission control strategy (ECS), one single engine performance rating (the type-approved full-load curve) and, if used, one set of torque limiters;"engine type" means a category of engines which do not differ in such essential respects as engine characteristics as defined in Annex II to this Directive;"exhaust aftertreatment system" means a catalyst (oxidation or 3-way), particulate filter, deNOx system, combined deNOx particulate filter or any other emission-reducing device that is installed downstream of the engine. This definition excludes exhaust gas recirculation, which, where fitted, is considered an integral part of the engine system;"gas engine" means a positive-ignition engine which is fuelled with natural gas (NG) or liquefied petroleum gas (LPG);"gaseous pollutants" means carbon monoxide, hydrocarbons (assuming a ratio of CH1,85 for diesel, CH2,525 for LPG and CH2,93 for NG (NMHC) and an assumed molecule CH3O0,5 for ethanol-fuelled diesel engines), methane (assuming a ratio of CH4 for NG) and oxides of nitrogen, the last-named being expressed in nitrogen dioxide (NO2) equivalent;"high speed (nhi)" means the highest engine speed where 70 % of the declared maximum power occurs;"low speed (nlo)" means the lowest engine speed where 50 % of the declared maximum power occurs;"major functional failure"Article 4(1) of this Directive provides for the monitoring for major functional failure instead of monitoring for the degradation or the loss of catalytic/filtering efficiency of an exhaust aftertreatment system. Examples of major functional failure are given in sections 3.2.3.2 and 3.2.3.3 of Annex IV to Directive 2005/78/EC. means a permanent or temporary malfunction of any exhaust aftertreatment system that is expected to result in an immediate or delayed increase of the gaseous or particulate emissions of the engine system and which cannot be properly estimated by the OBD system;"malfunction" means:any deterioration or failure, including electrical failures, of the emission control system, that would result in emissions exceeding the OBD threshold limits or, when applicable, in failing to reach the range of functional performance of the exhaust aftertreatment system where the emission of any regulated pollutant would exceed the OBD threshold limits,any case where the OBD system is not able to fulfil the monitoring requirements of this Directive.A manufacturer may nevertheless consider a deterioration or failure that would result in emissions not exceeding the OBD threshold limits as a malfunction;"malfunction indicator (MI)" means a visual indicator that clearly informs the driver of the vehicle in the event of a malfunction in the sense of this Directive;"multi-setting engine" means an engine containing more than one engine setting;"NG gas range" means one of the H or L range as defined in European Standard EN 437, dated November 1993;"net power" means the power in EC kW obtained on the test bench at the end of the crankshaft, or its equivalent, measured in accordance with the EC method of measuring power as set out in Commission Directive 80/1269/EECOJ L 375, 31.12.1980, p. 46. Directive as last amended by Directive 1999/99/EC (OJ L 334, 28.12.1999, p. 32).;"OBD" means an on-board diagnostic system for emission control, which has the capability of detecting the occurrence of a malfunction and of identifying the likely area of malfunction by means of fault codes stored in computer memory;"OBD-engine family" means, for type-approval of the OBD system according to the requirements of Annex IV to Directive 2005/78/EC, a manufacturer's grouping of engine systems having common OBD system design parameters according to section 8 of this Annex;"opacimeter" means an instrument designed to measure the opacity of smoke particles by means of the light extinction principle;"parent engine" means an engine selected from an engine family in such a way that its emissions characteristics will be representative for that engine family;"particulate aftertreatment device" means an exhaust aftertreatment system designed to reduce emissions of particulate pollutants (PT) through a mechanical, aerodynamic, diffusional or inertial separation;"particulate pollutants" means any material collected on a specified filter medium after diluting the exhaust with clean filtered air so that the temperature does not exceed 325 K (52 °C);"per cent load" means the fraction of the maximum available torque at an engine speed;"periodic regeneration" means the regeneration process of an emission control device that occurs periodically in less than 100 hours of normal engine operation. During cycles where regeneration occurs, emission standards can be exceeded."emission default mode" means an AECS activated in the case of a malfunction of the ECS detected by the OBD system that results in the MI being activated and that does not require an input from the failed component or system;"power take-off unit" means an engine-driven output device for the purposes of powering auxiliary, vehicle mounted, equipment;"reagent" means any medium that is stored on-board the vehicle in a tank and provided to the exhaust aftertreatment system (if required) upon request of the emission control system;"recalibration" means a fine tuning of an NG engine in order to provide the same performance (power, fuel consumption) in a different range of natural gas;"reference speed (nref)" means the 100 per cent speed value to be used for denormalising the relative speed values of the ETC test, as set out in Annex III, Appendix 2 to this Directive;"response time" means the difference in time between a rapid change of the component to be measured at the reference point and the appropriate change in the response of the measuring system whereby the change of the measured component is at least 60 % FS and takes place in less than 0,1 second. The system response time (t90) consists of the delay time to the system and of the rise time of the system (see also ISO 16183);"rise time" means the time between the 10 % and 90 % response of the final reading (t90 – t10). This is the instrument response after the component to be measured has reached the instrument. For the rise time, the sampling probe is defined as the reference point;"self adaptability" means any engine device allowing the air/fuel ratio to be kept constant;"smoke" means particles suspended in the exhaust stream of a diesel engine which absorb, reflect, or refract light;"test cycle" means a sequence of test points each with a defined speed and torque to be followed by the engine under steady state (ESC test) or transient operating conditions (ETC, ELR test);"torque limiter" means a device that temporarily limits the maximum torque of the engine;"transformation time" means the time between the change of the component to be measured at the sampling probe and a system response of 50 % of the final reading (t50). The transformation time is used for the signal alignment of different measurement instruments;"useful life" means, for vehicles and engines that are type-approved to either row B1, row B2 or row C of the table given in section 6.2.1 of this Annex, the relevant period of distance and/or time that is defined in Article 3 (durability of emission control systems) of this Directive over which compliance with the relevant gaseous, particulate and smoke emission limits has to be assured as part of the type-approval;"Wobbe Index (lower Wl; or upper Wu)" means the ratio of the corresponding calorific value of a gas per unit volume and the square root of its relative density under the same reference conditions:"λ-shift factor (Sλ)" means an expression that describes the required flexibility of the engine management system regarding a change of the excess-air ratio λ if the engine is fuelled with a gas composition different from pure methane (see Annex VII for the calculation of Sλ);"emission control monitoring system" means the system that ensures correct operation of the NOx control measures implemented in the engine system according to the requirements of section 6.5 of Annex I;"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."mass of the vehicle in running order" means the mass described in Section 2.6 of Annex I to Directive 2007/46/EC.2.2.Symbols, abbreviations and international standards2.2.1.Symbols for test parameters
SymbolUnitTerm
Apm2Cross sectional area of the isokinetic sampling probe
Aem2Cross sectional area of the exhaust pipe
cppm/vol. %Concentration
Cd—Discharge coefficient of SSV-CVS
C1—Carbon 1 equivalent hydrocarbon
dmDiameter
D0m3/sIntercept of PDP calibration function
D—Dilution factor
D—Bessel function constant
E—Bessel function constant
EE—Ethane efficiency
EM—Methane efficiency
EZg/kWhInterpolated NOx emission of the control point
f1/sFrequency
fa—Laboratory atmospheric factor
fcs–1Bessel filter cut-off frequency
Fs—Stoichiometric factor
HMJ/m3Calorific value
Hag/kgAbsolute humidity of the intake air
Hdg/kgAbsolute humidity of the dilution air
i—Subscript denoting an individual mode or instantaneous measurement
K—Bessel constant
km–1Light absorption coefficient
kfFuel specific factor for dry to wet correction
kh,D—Humidity correction factor for NOx for diesel engines
kh,G—Humidity correction factor for NOx for gas engines
KVCFV calibration function
kW,a—Dry to wet correction factor for the intake air
kW,d—Dry to wet correction factor for the dilution air
kW,e—Dry to wet correction factor for the diluted exhaust gas
kW,r—Dry to wet correction factor for the raw exhaust gas
L%Percent torque related to the maximum torque for the test engine
LamEffective optical path length
Mrag/molMolecular mass of the intake air
Mreg/molMolecular mass of the exhaust
mdkgMass of the dilution air sample passed through the particulate sampling filters
medkgTotal diluted exhaust mass over the cycle
medfkgMass of equivalent diluted exhaust over the cycle
mewkgTotal exhaust mass over the cycle
mfmgParticulate sample mass collected
mf,dmgParticulate sample mass of the dilution air collected
mgasg/h or gGaseous emissions mass flow (rate)
msekgSample mass over the cycle
msepkgMass of the diluted exhaust sample passed through the particulate sampling filters
msetkgMass of the double diluted exhaust sample passed through the particulate sampling filters
mssdkgMass of secondary dilution air
N%Opacity
NP—Total revolutions of PDP over the cycle
NP,i—Revolutions of PDP during a time interval
nmin–1Engine speed
nps–1PDP speed
nhimin–1High engine speed
nlomin–1Low engine speed
nrefmin–1Reference engine speed for ETC test
pakPaSaturation vapour pressure of the engine intake air
pbkPaTotal atmospheric pressure
pdkPaSaturation vapour pressure of the dilution air
ppkPaAbsolute pressure
prkPaWater vapour pressure after cooling bath
pskPaDry atmospheric pressure
p1kPaPressure depression at pump inlet
P(a)kWPower absorbed by auxiliaries to be fitted for test
P(b)kWPower absorbed by auxiliaries to be removed for test
P(n)kWNet power non-corrected
P(m)kWPower measured on test bed
qmawkg/h or kg/sIntake air mass flow rate on wet basis
qmadkg/h or kg/sIntake air mass flow rate on dry basis
qmdwkg/h or kg/sDilution air mass flow rate on wet basis
qmdewkg/h or kg/sDiluted exhaust gas mass flow rate on wet basis
qmdew,ikg/sInstantaneous CVS flow rate mass on wet basis
qmedfkg/h or kg/sEquivalent diluted exhaust gas mass flow rate on wet basis
qmewkg/h or kg/sExhaust gas mass flow rate on wet basis
qmfkg/h or kg/sFuel mass flow rate
qmpkg/h or kg/sParticulate sample mass flow rate
qvsdm3/minSample flow rate into analyser bench
qvtcm3/minTracer gas flow rate
Ω—Bessel constant
Qsm3/sPDP/CFV-CVS volume flow rate
QSSVm3/sSSV-CVS volume flow rate
ra—Ratio of cross sectional areas of isokinetic probe and exhaust pipe
rd—Dilution ratio
rD—Diameter ratio of SSV-CVS
rp—Pressure ratio of SSV-CVS
rs—Sample ratio
Rf—FID response factor
ρkg/m3density
SkWDynamometer setting
Sim–1Instantaneous smoke value
Sλ—λ-shift factor
TKAbsolute temperature
TaKAbsolute temperature of the intake air
tsMeasuring time
tesElectrical response time
tfsFilter response time for Bessel function
tpsPhysical response time
ΔtsTime interval between successive smoke data (= 1/sampling rate)
ΔtisTime interval for instantaneous CVS flow
τ%Smoke transmittance
u—Ratio between densities of gas component and exhaust gas
V0m3/revPDP gas volume pumped per revolution
VslSystem volume of analyser bench
W—Wobbe index
WactkWhActual cycle work of ETC
WrefkWhReference cycle work of ETC
WF—Weighting factor
WFE—Effective weighting factor
X0m3/revCalibration function of PDP volume flow rate
Yim–11 s Bessel averaged smoke value
2.2.2.Symbols for chemical components
CH4Methane
C2H6Ethane
C2H5OHEthanol
C3H8Propane
COCarbon monoxide
DOPDi-octylphtalate
CO2Carbon dioxide
HCHydrocarbons
NMHCNon-methane hydrocarbons
NOxOxides of nitrogen
NONitric oxide
NO2Nitrogen dioxide
PTParticulates.
2.2.3.Abbreviations
CFVCritical flow venturi
CLDChemiluminescent detector
ELREuropean load response test
ESCEuropean steady state cycle
ETCEuropean transient cycle
FIDFlame ionisation detector
GCGas chromatograph
HCLDHeated chemiluminescent detector
HFIDHeated flame ionisation detector
LPGLiquefied petroleum gas
NDIRNon-dispersive infrared analyser
NGNatural gas
NMCNon-methane cutter
2.2.4.Symbols for the fuel composition
referring to a fuel CβHαOεNδSγβ = 1 for carbon based fuels, β = 0 for hydrogen fuel.
wALFhydrogen content of fuel, % mass
wBETcarbon content of fuel, % mass
wGAMsulphur content of fuel, % mass
wDELnitrogen content of fuel, % mass
wEPSoxygen content of fuel, % mass
αmolar hydrogen ratio (H/C)
βmolar carbon ratio (C/C)
γmolar sulphur ratio (S/C)
δmolar nitrogen ratio (N/C)
εmolar oxygen ratio (O/C)
2.2.5.Standards referenced by this Directive
ISO 15031-1ISO 15031-1: 2001 Road vehicles – Communication between vehicle and external equipment for emissions related diagnostics – Part 1: General information.
ISO 15031-2ISO/PRF TR 15031-2: 2004 Road vehicles – Communication between vehicle and external equipment for emissions related diagnostics – Part 2: Terms, definitions, abbreviations and acronyms.
ISO 15031-3ISO 15031-3: 2004 Road vehicles – Communication between vehicle and external equipment for emissions related diagnostics – Part 3: Diagnostic connector and related electrical circuits, specification and use.
SAE J1939-13SAE J1939-13: Off-Board Diagnostic Connector.
ISO 15031-4ISO DIS 15031-4.3: 2004 Road vehicles – Communication between vehicle and external equipment for emissions related diagnostics – Part 4: External test equipment.
SAE J1939-73SAE J1939-73: Application Layer – Diagnostics.
ISO 15031-5ISO DIS 15031-5.4: 2004 Road vehicles – Communication between vehicle and external equipment for emissions related diagnostics – Part 5: Emissions-related diagnostic services.
ISO 15031-6ISO DIS 15031-6.4: 2004 Road vehicles – Communication between vehicle and external equipment for emissions related diagnostics – Part 6: Diagnostic trouble code definitions.
SAE J2012SAE J2012: Diagnostic Trouble Code Definitions Equivalent to ISO/DIS 15031-6, April 30, 2002.
ISO 15031-7ISO 15031-7: 2001 Road vehicles – Communication between vehicle and external equipment for emissions related diagnostics – Part 7: Data link security.
SAE J2186SAE J2186: E/E Data Link Security, dated October 1996.
ISO 15765-4ISO 15765-4: 2001 Road vehicles – Diagnostics on Controller Area Network (CAN) – Part 4: Requirements for emissions-related systems.
SAE J1939SAE J1939: Recommended Practice for a Serial Control and Communications Vehicle Network.
ISO 16185ISO 16185: 2000 Road vehicles – Engine family for homologation.
ISO 2575ISO 2575: 2000 Road vehicles – Symbols for controls, indicators and tell-tales.
ISO 16183ISO 16183: 2002 Heavy duty engines – Measurement of gaseous emissions from raw exhaust gas and of particulate emissions using partial flow dilution systems under transient test conditions.
3.APPLICATION FOR EC TYPE-APPROVAL3.1.Application for EC type-approval for a type of engine or engine family as a separate technical unit3.1.1.The application for approval of an engine type or engine family with regard to the level of the emission of gaseous and particulate pollutants for diesel engines and with regard to the level of the emission of gaseous pollutants for gas engines as well as the useful life and on-board diagnostic (OBD) system shall be submitted by the engine manufacturer or by a duly accredited representative.Should the application concern an engine equipped with an on-board diagnostic (OBD) system, the requirements of section 3.4 must be fulfilled.3.1.2.It shall be accompanied by the undermentioned documents in triplicate and the following particulars:3.1.2.1.A description of the engine type or engine family, if applicable, comprising the particulars referred to in Annex II to this Directive which conform to the requirements of Articles 3 and 4 of Directive 70/156/EEC of 6 February 1970 on the approximation of the laws of the Member States relating to the type-approval of motor vehicles and their trailersOJ L 42, 23.2.1970, p. 1. Directive as last amended by Commission Directive 2004/104/EC (OJ L 337, 13.11.2004, p. 13)..3.1.3.An engine conforming to the "engine type" or "parent engine" characteristics described in Annex II shall be submitted to the technical service responsible for conducting the approval tests defined in Section 6.3.2.Application for EC type-approval for a vehicle type in respect of its engine3.2.1.The application for approval of a vehicle with regard to emission of gaseous and particulate pollutants by its diesel engine or diesel engine family and with regard to the level of the emission of gaseous pollutants by its gas engine or gas engine family as well as the useful life and on-board diagnostic (OBD) system shall be submitted by the vehicle manufacturer or by a duly accredited representative.Should the application concern an engine equipped with an on-board diagnostic (OBD) system, the requirements of section 3.4 must be fulfilled.3.2.2.It shall be accompanied by the undermentioned documents in triplicate and the following particulars:3.2.2.1.A description of the vehicle type, of the engine-related vehicle parts and of the engine type or engine family, if applicable, comprising the particulars referred to in Annex II, along with the documentation required in application of Article 3 of Directive 70/156/EEC.3.2.3.The manufacturer shall provide a description of the malfunction indicator (MI) used by the OBD system to signal the presence of a fault to a driver of the vehicle.The manufacturer shall provide a description of the indicator and warning mode used to signal the lack of required reagent to a driver of the vehicle.3.3.Application for EC type-approval for a vehicle type with an approved engine3.3.1.The application for approval of a vehicle with regard to emission of gaseous and particulate pollutants by its approved diesel engine or diesel engine family and with regard to the level of the emission of gaseous pollutants by its approved gas engine or gas engine family as well as the useful life and on-board diagnostic (OBD) system shall be submitted by the vehicle manufacturer or by a duly accredited representative.3.3.2.It shall be accompanied by the undermentioned documents in triplicate and the following particulars:3.3.2.1.a description of the vehicle type and of engine-related vehicle parts comprising the particulars referred to in Annex II, as applicable, and a copy of the EC Type-Approval Certificate (Annex VI) for the engine or engine family, if applicable, as a separate technical unit which is installed in the vehicle type, along with the documentation required in application of Article 3 of Directive 70/156/EEC.3.3.3.The manufacturer shall provide a description of the malfunction indicator (MI) used by the OBD system to signal the presence of a fault to a driver of the vehicle.The manufacturer shall provide a description of the indicator and warning mode used to signal the lack of required reagent to a driver of the vehicle.3.4.On-board diagnostic systems3.4.1.The application for approval of an engine equipped with an on-board diagnostic (OBD) system must be accompanied by the information required in section 9 of Appendix 1 to Annex II (description of the parent engine) and/or section 6 of Appendix 3 to Annex II (description of an engine type within the family) together with:3.4.1.1.Detailed written information fully describing the functional operation characteristics of the OBD system, including a listing of all relevant parts of the engine's emission control system, i.e. sensors, actuators and components, that are monitored by the OBD system;3.4.1.2.Where applicable, a declaration by the manufacturer of the parameters that are used as a basis for major functional failure monitoring and, in addition:3.4.1.2.1.The manufacturer shall provide the technical service with a description of potential failures within the emission control system that will have an effect on emissions. This information shall be subject to discussion and agreement between the technical service and the vehicle manufacturer.3.4.1.3.Where applicable, a description of the communication interface (hardware and messages) between the engine electronic control unit (EECU) and any other powertrain or vehicle control unit when the exchanged information has an influence on the correct functioning of the emission control system.3.4.1.4.Where appropriate, copies of other type-approvals with the relevant data to enable extensions of approvals.3.4.1.5.If applicable, the particulars of the engine family as referred to in section 8 of this Annex.3.4.1.6.The manufacturer must describe provisions taken to prevent tampering with and modification of the EECU or any interface parameter considered in section 3.4.1.3.4.EC TYPE-APPROVAL4.1.Granting of a universal fuel EC type-approvalA universal fuel EC type-approval is granted subject to the following requirements.4.1.1.In the case of diesel fuel the parent engine meets the requirements of this Directive on the reference fuel specified in Annex IV.4.1.2.In the case of natural gas the parent engine should demonstrate its capability to adapt to any fuel composition that may occur across the market. In the case of natural gas there are generally two types of fuel, high calorific fuel (H-gas) and low calorific fuel (L-gas), but with a significant spread within both ranges; they differ significantly in their energy content expressed by the Wobbe Index and in their λ-shift factor (Sλ). The formulae for the calculation of the Wobbe index and Sλ are given in Sections 2.27 and 2.28. Natural gases with a λ-shift factor between 0,89 and 1,08 (0,89 ≤ Sλ ≤ 1,08) are considered to belong to H-range, while natural gases with a λ-shift factor between 1,08 and 1,19 (1,08 ≤ Sλ ≤ 1,19) are considered to belong to L-range. The composition of the reference fuels reflects the extreme variations of Sλ.The parent engine shall meet the requirements of this Directive on the reference fuels GR (fuel 1) and G25 (fuel 2), as specified in Annex IV, without any readjustment to the fuelling between the two tests. However, one adaptation run over one ETC cycle without measurement is permitted after the change of the fuel. Before testing, the parent engine shall be run-in using the procedure given in paragraph 3 of Appendix 2 to Annex III.4.1.2.1.On the manufacturer's request the engine may be tested on a third fuel (fuel 3) if the λ-shift factor (Sλ) lies between 0,89 (i.e. the lower range of GR) and 1,19 (i.e. the upper range of G25) for example when fuel 3 is a market fuel. The results of this test may be used as a basis for the evaluation of the conformity of the production.4.1.3.In the case of an engine fuelled with natural gas which is self-adaptive for the range of H-gases on the one hand and the range of L-gases on the other hand, and which switches between the H-range and the L-range by means of a switch, the parent engine shall be tested on the relevant reference fuel as specified in Annex IV for each range, at each position of the switch. The fuels are GR (fuel 1) and G23 (fuel 3) for the H-range of gases and G25 (fuel 2) and G23 (fuel 3) for the L-range of gases. The parent engine shall meet the requirements of this Directive at both positions of the switch without any readjustment to the fuelling between the two tests at each position of the switch. However, one adaptation run over one ETC cycle without measurement is permitted after the change of the fuel. Before testing the parent engine shall be run-in using the procedure given in paragraph 3 of Appendix 2 to Annex III.4.1.3.1.At the manufacturer's request the engine may be tested on a third fuel instead of G23 (fuel 3) if the λ-shift factor (Sλ) lies between 0,89 (i.e. the lower range of GR) and 1,19 (i.e. the upper range of G25), for example when fuel 3 is a market fuel. The results of this test may be used as a basis for the evaluation of the conformity of the production.4.1.4.In the case of natural gas engines, the ratio of the emission results "r" shall be determined for each pollutant as follows:or,and,4.1.5.In the case of LPG the parent engine should demonstrate its capability to adapt to any fuel composition that may occur across the market. In the case of LPG there are variations in C3/C4 composition. These variations are reflected in the reference fuels. The parent engine should meet the emission requirements on the reference fuels A and B as specified in Annex IV without any readjustment to the fuelling between the two tests. However, one adaptation run over one ETC cycle without measurement is permitted after the change of the fuel. Before testing, the parent engine shall be run-in using the procedure defined in paragraph 3 of Appendix 2 to Annex III.4.1.5.1.The ratio of emission results "r" shall be determined for each pollutant as follows:4.2.Granting of a fuel range restricted EC type-approvalFuel range restricted EC type-approval is granted subject to the following requirements:4.2.1.Exhaust emissions approval of an engine running on natural gas and laid out for operation on either the range of H-gases or on the range of L-gasesThe parent engine shall be tested on the relevant reference fuel, as specified in Annex IV, for the relevant range. The fuels are GR (fuel 1) and G23 (fuel 3) for the H-range of gases and G25 (fuel 2) and G23 (fuel 3) for the L-range of gases. The parent engine shall meet the requirements of this Directive without any readjustment to the fuelling between the two tests. However, one adaptation run over one ETC cycle without measurement is permitted after the change of the fuel. Before testing the parent engine shall be run-in using the procedure defined in paragraph 3 of Appendix 2 to Annex III.4.2.1.1.At the manufacturer's request the engine may be tested on a third fuel instead of G23 (fuel 3) if the λ-shift factor (Sλ) lies between 0,89 (i.e. the lower range of GR) and 1,19 (i.e. the upper range of G25), for example when fuel 3 is a market fuel. The results of this test may be used as a basis for the evaluation of the conformity of the production.4.2.1.2.The ratio of emission results "r" shall be determined for each pollutant as follows:or,and,4.2.1.3.On delivery to the customer the engine shall bear a label (see paragraph 5.1.5) stating for which range of gases the engine is approved.4.2.2.Exhaust emissions approval of an engine running on natural gas or LPG and laid out for operation on one specific fuel composition4.2.2.1.The parent engine shall meet the emission requirements on the reference fuels GR and G25 in the case of natural gas, or the reference fuels A and B in the case of LPG, as specified in Annex IV. Between the tests fine-tuning of the fuelling system is allowed. This fine-tuning will consist of a recalibration of the fuelling database, without any alteration to either the basic control strategy or the basic structure of the database. If necessary the exchange of parts that are directly related to the amount of fuel flow (such as injector nozzles) is allowed.4.2.2.2.At the manufacturer's request the engine may be tested on the reference fuels GR and G23, or on the reference fuels G25 and G23, in which case the type-approval is only valid for the H-range or the L-range of gases respectively.4.2.2.3.On delivery to the customer the engine shall bear a label (see paragraph 5.1.5) stating for which fuel composition the engine has been calibrated.4.3.Exhaust emissions approval of a member of a family4.3.1.With the exception of the case mentioned in paragraph 4.3.2, the approval of a parent engine shall be extended to all family members without further testing, for any fuel composition within the range for which the parent engine has been approved (in the case of engines described in paragraph 4.2.2) or the same range of fuels (in the case of engines described in either paragraphs 4.1 or 4.2) for which the parent engine has been approved.4.3.2.Secondary test engineIn case of an application for type-approval of an engine, or a vehicle in respect of its engine, that engine belonging to an engine family, if the technical service determines that, with regard to the selected parent engine the submitted application does not fully represent the engine family defined in Annex I, Appendix 1, an alternative and if necessary an additional reference test engine may be selected by the technical service and tested.4.4.Type-approval certificateA certificate conforming to the model specified in Annex VI shall be issued for approval referred to under Sections 3.1, 3.2 and 3.3.4.5.At the request of the manufacturer, the type approval of a completed vehicle given under this Directive shall be extended to its incomplete vehicle with a reference mass below 2610 kg. Type approvals shall be extended if the manufacturer can demonstrate that all bodywork combinations expected to be built onto the incomplete vehicle, increase the reference mass of the vehicle to above 2610 kg.5.ENGINE MARKINGS5.1.The engine approved as a technical unit must bear:5.1.1.the trademark or trade name of the manufacturer of the engine;5.1.2.the manufacturer's commercial description;5.1.3.the EC type-approval number preceded by the distinctive letter(s) or number(s) of the country granting EC type-approval1 = Germany, 2 = France, 3 = Italy, 4 = Netherlands, 5 = Sweden, 6 = Belgium, 7 = Hungary, 8 = Czech Republic, 9 = Spain, 11 = United Kingdom, 12 = Austria, 13 = Luxembourg, 17 = Finland, 18 = Denmark, 20 = Poland, 21 = Portugal, 23 = Greece, 24 = Ireland, 26 = Slovenia, 27 = Slovakia, 29 = Estonia, 32 = Latvia, 36 = Lithuania, 49 = Cyprus, 50 = Malta.;5.1.4.in case of an NG engine one of the following markings to be placed after the EC type approval number:H in case of the engine being approved and calibrated for the H-range of gases;L in case of the engine being approved and calibrated for the L-range of gases;HL in case of the engine being approved and calibrated for both the H-range and L-range of gases;Ht in case of the engine being approved and calibrated for a specific gas composition in the H-range of gases and transformable to another specific gas in the H-range of gases by fine tuning of the engine fuelling;Lt in case of the engine being approved and calibrated for a specific gas composition in the L-range of gases and transformable to another specific gas in the L-range of gases after fine tuning of the engine fuelling;HLt in the case of the engine being approved and calibrated for a specific gas composition in either the H-range or the L-range of gases and transformable to another specific gas in either the H-range or the L-range of gases by fine tuning of the engine fuelling.5.1.5.LabelsIn the case of NG and LPG fuelled engines with a fuel range restricted type approval, the following labels are applicable:5.1.5.1.ContentThe following information must be given:In the case of paragraph 4.2.1.3, the label shall state"ONLY FOR USE WITH NATURAL GAS RANGE H". If applicable, "H" is replaced by "L".In the case of paragraph 4.2.2.3, the label shall state"ONLY FOR USE WITH NATURAL GAS SPECIFICATION …" or "ONLY FOR USE WITH LIQUEFIED PETROLEUM GAS SPECIFICATION …", as applicable. All the information in the appropriate table(s) in Annex IV shall be given with the individual constituents and limits specified by the engine manufacturer.The letters and figures must be at least 4 mm in height.Note:If lack of space prevents such labelling, a simplified code may be used. In this event, explanatory notes containing all the above information must be easily accessible to any person filling the fuel tank or performing maintenance or repair on the engine and its accessories, as well as to the authorities concerned. The site and content of these explanatory notes will be determined by agreement between the manufacturer and the approval authority.5.1.5.2.PropertiesLabels must be durable for the useful life of the engine. Labels must be clearly legible and their letters and figures must be indelible. Additionally, labels must be attached in such a manner that their fixing is durable for the useful life of the engine, and the labels cannot be removed without destroying or defacing them.5.1.5.3.PlacingLabels must be secured to an engine part necessary for normal engine operation and not normally requiring replacement during engine life. Additionally, these labels must be located so as to be readily visible to the average person after the engine has been completed with all the auxiliaries necessary for engine operation.5.2.In case of an application for EC type-approval for a vehicle type in respect of its engine, the marking specified in Section 5.1.5 shall also be placed close to fuel filling aperture.5.3.In case of an application for EC type-approval for a vehicle type with an approved engine, the marking specified in Section 5.1.5 shall also be placed close to the fuel filling aperture.6.SPECIFICATIONS AND TESTS6.1.General6.1.1.Emission control equipment6.1.1.1.The components liable to affect, where appropriate, the emission of gaseous and particulate pollutants from diesel and gas engines shall be so designed, constructed, assembled and installed as to enable the engine, in normal use, to comply with the provisions of this Directive.6.1.2.The use of a defeat strategy is forbidden.6.1.2.1.The use of a multi-setting engine is forbidden until appropriate and robust provisions for multi-setting engines are laid down in this DirectiveThe Commission will determine whether specific measures regarding multi-setting engines need to be laid down in this Directive at the same time as a proposal addressing the requirements of Article 10 of this Directive..6.1.3.Emission control strategy6.1.3.1.Any element of design and emission control strategy (ECS) liable to affect the emission of gaseous and particulate pollutants from diesel engines and the emission of gaseous pollutants from gas engines shall be so designed, constructed, assembled and installed as to enable the engine, in normal use, to comply with the provisions of this Directive. ECS consists of the base emission control strategy (BECS) and usually one or more auxiliary emission control strategies (AECS).6.1.4.Requirements for base emission control strategy6.1.4.1.The base emission control strategy (BECS) shall be so designed as to enable the engine, in normal use, to comply with the provisions of this Directive. Normal use is not restricted to the conditions of use as specified in paragraph 6.1.5.4.6.1.5.Requirements for auxiliary emission control strategy6.1.5.1.An auxiliary emission control strategy (AECS) may be installed to an engine or on a vehicle provided that the AECS:operates only outside the conditions of use specified in paragraph 6.1.5.4 for the purposes defined in paragraph 6.1.5.5,oris activated only exceptionally within the conditions of use specified in paragraph 6.1.5.4 for the purposes defined in paragraph 6.1.5.6. and not longer than is needed for these purposes.6.1.5.2.An auxiliary emission control strategy (AECS) that operates within the conditions of use specified in section 6.1.5.4 and which results in the use of a different or modified emission control strategy (ECS) to that normally employed during the applicable emission test cycles will be permitted if, in complying with the requirements of section 6.1.7, it is fully demonstrated that the measure does not permanently reduce the effectiveness of the emission control system. In all other cases, such strategy shall be considered to be a defeat strategy.6.1.5.3.An auxiliary emission control strategy (AECS) that operates outside the conditions of use specified in section 6.1.5.4 will be permitted if, in complying with the requirements of section 6.1.7, it is fully demonstrated that the measure is the minimum strategy necessary for the purposes of paragraph 6.1.5.6 with respect to environmental protection and other technical aspects. In all other cases, such a strategy shall be considered to be a defeat strategy.6.1.5.4.As provided for in section 6.1.5.1, the following conditions of use apply under steady state and transient engine operations:an altitude not exceeding 1000 metres (or equivalent atmospheric pressure of 90 kPa),andan ambient temperature within the range 275 K to 303 K (2 °C to 30 °C)Up to 1 October 2008, the following applies: "an ambient temperature within the range 279 K to 303 K (6 °C to 30 °C)".This temperature range will be reconsidered as part of the review of this Directive with special emphasis on the appropriateness of the lower temperature boundary.,andengine coolant temperature within the range 343 K to 373 K (70 °C to 100 °C).6.1.5.5.An auxiliary emission control strategy (AECS) may be installed to an engine, or on a vehicle, provided that the operation of the AECS is included in the applicable type-approval test and is activated according to section 6.1.5.6.6.1.5.6.The AECS is activated:only by on-board signals for the purpose of protecting the engine system (including air-handling device protection) and/or vehicle from damage,orfor purposes such as operational safety, emission default modes and limp-home strategies,orfor such purposes as excessive emissions prevention, cold start or warming-up,orif it is used to trade-off the control of one regulated pollutant under specific ambient or operating conditions in order to maintain control of all other regulated pollutants within the emission limit values that are appropriate for the engine in question. The overall effects of such an AECS is to compensate for naturally occurring phenomena and do so in a manner that provides acceptable control of all emission constituents.6.1.6.Requirements for torque limiters6.1.6.1.A torque limiter will be permitted if it complies with the requirements of section 6.1.6.2. or 6.5.5. In all other cases, a torque limiter shall be considered to be a defeat strategy.6.1.6.2.A torque limiter may be installed to an engine, or on a vehicle, provided that:the torque limiter is activated only by on-board signals for the purpose of protecting the powertrain or vehicle construction from damage and/or for the purpose of vehicle safety, or for power take-off activation when the vehicle is stationary, or for measures to ensure the correct functioning of the deNOx system,andthe torque limiter is active only temporarily,andthe torque limiter does not modify the emission control strategy (ECS),andin case of power take-off or powertrain protection the torque is limited to a constant value, independent from the engine speed, while never exceeding the full-load torque,andis activated in the same manner to limit the performance of a vehicle in order to encourage the driver to take the necessary measures in order to ensure the correct functioning of NOx control measures within the engine system.6.1.7.Special requirements for electronic emission control systems6.1.7.1.Documentation requirementsThe manufacturer shall provide a documentation package that gives access to any element of design and emission control strategy (ECS), and torque limiter of the engine system and the means by which it controls its output variables, whether that control is direct or indirect. The documentation shall be made available in two parts:(a)the formal documentation package, which shall be supplied to the technical service at the time of submission of the type-approval application, shall include a full description of the ECS and, if applicable, the torque limiter. This documentation may be brief, provided that it exhibits evidence that all outputs permitted by a matrix obtained from the range of control of the individual unit inputs have been identified. This information shall be attached to the documentation required in section 3 of this Annex;(b)additional material that shows the parameters that are modified by any auxiliary emission control strategy (AECS) and the boundary conditions under which the AECS operates. The additional material shall include a description of the fuel system control logic, timing strategies and switch points during all modes of operation. It shall also include a description of the torque limiter described in section 6.5.5 of this Annex.The additional material shall also contain a justification for the use of any AECS and include additional material and test data to demonstrate the effect on exhaust emissions of any AECS installed to the engine or on the vehicle. The justification for the use of an AECS may be based on test data and/or sound engineering analysis.This additional material shall remain strictly confidential, and be made available to the type-approval authority on request. The type-approval authority will keep this material confidential.6.1.8.Specifically for the type-approval of engines according to row A of the tables in section 6.2.1 (engines not normally tested on ETC)6.1.8.1.To verify whether any strategy or measure should be considered a defeat strategy according to the definitions given in section 2, the type-approval authority and/or the technical service may additionally request a NOx screening test using the ETC which may be carried out in combination with either the type-approval test or the procedures for checking the conformity of production.6.1.8.2.In verifying whether any strategy or measure should be considered a defeat strategy according to the definitions given in section 2, an additional margin of 10 %, related to the appropriate NOx limit value, shall be accepted.6.1.9.The transitional provisions for extension of type-approval are given in section 6.1.5 of Annex I to Directive 2001/27/EC.Until the 8 November 2006, the existing approval certificate number will remain valid. In case of extension, only the sequential number to denote the extension base approval number will change as follows:Example for the second extension of the fourth approval corresponding to application date A, issued by Germany:e1*88/77*2001/27A*0004*026.1.10.Provisions for electronic system security6.1.10.1.Any vehicle with an Emission Control Unit must include features to deter modification, except as authorised by the manufacturer. The manufacturer shall authorise modifications if these modifications are necessary for the diagnosis, servicing, inspection, retrofitting or repair of the vehicle. Any reprogrammable computer codes or operating parameters must be resistant to tampering and afford a level of protection at least as good as the provisions in ISO 15031-7 (SAE J2186) provided that the security exchange is conducted using the protocols and diagnostic connector as prescribed in section 6 of Annex IV to Directive 2005/78/EC. Any removable calibration memory chips must be potted, encased in a sealed container or protected by electronic algorithms and must not be changeable without the use of specialised tools and procedures.6.1.10.2.Computer-coded engine operating parameters must not be changeable without the use of specialised tools and procedures (e.g. soldered or potted computer components or sealed (or soldered) computer enclosures).6.1.10.3.Manufacturers must take adequate steps to protect the maximum fuel delivery setting from tampering while a vehicle is in-service.6.1.10.4.Manufacturers may apply to the approval authority for an exemption from one of these requirements for those vehicles that are unlikely to require protection. The criteria that the approval authority will evaluate in considering an exemption will include, but are not limited to, the current availability of performance chips, the high-performance capability of the vehicle and the projected sales volume of the vehicle.6.1.10.5.Manufacturers using programmable computer code systems (e.g. electrical erasable programmable read-only memory, EEPROM) must deter unauthorised reprogramming. Manufacturers must include enhanced tamper-protection strategies and write protect features requiring electronic access to an off-site computer maintained by the manufacturer. Alternative methods giving an equivalent level of tamper protection may be approved by the authority.6.2.Specifications Concerning the Emission of Gaseous and Particulate Pollutants and SmokeFor type approval to row A of the tables in section 6.2.1, the emissions shall be determined on the ESC and ELR tests with conventional diesel engines including those fitted with electronic fuel injection equipment, exhaust gas recirculation (EGR), and/or oxidation catalysts. Diesel engines fitted with advanced exhaust aftertreatment systems including deNOx catalysts and/or particulate traps, shall additionally be tested on the ETC test.For type approval testing to either row B1 or B2 or row C of the tables in section 6.2.1 the emissions shall be determined on the ESC, ELR and ETC tests.For gas engines, the gaseous emissions shall be determined on the ETC test.The ESC and ELR test procedures are described in Annex III, Appendix 1, the ETC test procedure in Annex III, Appendices 2 and 3.For petrol engines, the test procedures set out in Annex VII of Directive 2005/78/EC shall apply.For diesel engines, the test procedure for smoke opacity in Annex VI of Directive 2005/78/EC shall apply.The emissions of gaseous pollutants and particulate pollutants, if applicable, and smoke, if applicable, by the engine submitted for testing shall be measured by the methods described in Annex III, Appendix 4. Annex V describes the recommended analytical systems for the gaseous pollutants, the recommended particulate sampling systems, and the recommended smoke measurement system.Other systems or analysers may be approved by the Technical Service if it is found that they yield equivalent results on the respective test cycle. The determination of system equivalency shall be based upon a 7 sample pair (or larger) correlation study between the system under consideration and one of the reference systems of this Directive. For particulate emissions, only the full flow dilution system or the partial flow dilution system meeting the requirements of ISO 16183 are recognised as equivalent reference systems. "Results" refer to the specific cycle emissions value. The correlation testing shall be performed at the same laboratory, test cell, and on the same engine, and is preferred to be run concurrently. The equivalency of the sample pair averages shall be determined by F-test and t-test statistics as described in Appendix 4 to this Annex obtained under these laboratory, test cell and engine conditions. Outliers shall be determined in accordance with ISO 5725 and excluded from the database. For introduction of a new system into the Directive the determination of equivalency shall be based upon the calculation of repeatability and reproducibility, as described in ISO 5725.6.2.1.Limit valuesThe specific mass of the carbon monoxide, of the total hydrocarbons, of the oxides of nitrogen and of the particulates, as determined on the ESC test, and of the smoke opacity, as determined on the ELR test, shall not exceed the amounts shown in Table 1.
Table 1Limit values — ESC and ELR testsFor engines having a swept volume of less than 0,75 dm3 per cylinder and a rated power speed of more than 3000 min -1.
RowMass of carbon monoxide(CO) g/kWhMass of hydrocarbons(HC) g/kWhMass of nitrogen oxides(NOx) g/kWhMass of particulates(PT) g/kWhSmokem–1
A (2000)2,10,665,00,100,130,8
B1 (2005)1,50,463,50,020,5
B2 (2008)1,50,462,00,020,5
C (EEV)1,50,252,00,020,15
For diesel engines that are additionally tested on the ETC test, and specifically for gas engines, the specific masses of the carbon monoxide, of the non-methane hydrocarbons, of the methane (where applicable), of the oxides of nitrogen and of the particulates (where applicable) shall not exceed the amounts shown in Table 2.
Table 2Limit values — ETC testsFor NG engines only.Not applicable for gas fuelled engines at stage A and stages B1 and B2.For engines having a swept volume of less than 0,75 dm3 per cylinder and a rated power speed of more than 3000 min-1.
RowMass of carbon monoxide(CO) g/kWhMass of non-methane hydrocarbons(NMHC) g/kWhMass of methane(CH4) g/kWhMass of nitrogen oxides(NOx) g/kWhMass of particulates(PT) g/kWh
A (2000)5,450,781,65,00,160,21
B1 (2005)4,00,551,13,50,03
B2 (2008)4,00,551,12,00,03
C (EEV)3,00,400,652,00,02
6.2.2.Hydrocarbon measurement for diesel and gas fuelled engines6.2.2.1.A manufacturer may choose to measure the mass of total hydrocarbons (THC) on the ETC test instead of measuring the mass of non-methane hydrocarbons. In this case, the limit for the mass of total hydrocarbons is the same as shown in Table 2 for the mass of non-methane hydrocarbons.6.2.3.Specific requirements for diesel engines6.2.3.1.The specific mass of the oxides of nitrogen measured at the random check points within the control area of the ESC test must not exceed by more than 10 per cent the values interpolated from the adjacent test modes (reference Annex III, Appendix 1, Sections 4.6.2 and 4.6.3).6.2.3.2.The smoke value on the random test speed of the ELR must not exceed the highest smoke value of the two adjacent test speeds by more than 20 per cent, or by more than 5 per cent of the limit value, whichever is greater.6.3.Durability and deterioration factors6.3.1.For the purposes of this Directive, the manufacturer shall determine deterioration factors that will be used to demonstrate that the gaseous and particulate emissions of an engine family or engine-aftertreatment system family remain in conformity with the appropriate emission limits specified in the tables in section 6.2.1 of this Annex over the appropriate durability period laid down in Article 3 to this Directive.6.3.2.The procedures for demonstrating the compliance of an engine or engine-aftertreatment system family with the relevant emission limits over the appropriate durability period are given in Annex II to Directive 2005/78/EC.6.4.On-Board Diagnostic (OBD) system6.4.1.As laid down in Articles 4(1) and 4(2) of this Directive, diesel engines or vehicles equipped with a diesel engine must be fitted with an on-board diagnostic (OBD) system for emission control in accordance with the requirements of Annex IV to Directive 2005/78/EC.As laid down in Article 4(2) of this Directive, gas engines or vehicles equipped with a gas engine must be fitted, with an on-board diagnostic (OBD) system for emission control in accordance with the requirements of Annex IV to Directive 2005/78/EC.6.4.2.Small batch engine productionAs an alternative to the requirements of this section, engine manufacturers whose world-wide annual production of a type of engine, belonging to an OBD engine family,is less than 500 units per year, may obtain EC type-approval on the basis of the requirements of the present directive where the engine is monitored only for circuit continuity and the after-treatment system is monitored for major functional failure;is less than 50 units per year, may obtain EC type-approval on the basis of the requirements of the present directive where the complete emission control system (i.e. the engine and after-treatment system) are monitored only for circuit continuity.The type-approval authority must inform the Commission of the circumstances of each type-approval granted under this provision.6.5.Requirements to ensure correct operation of NOx control measures6.5.1.General6.5.1.1.This section is applicable to compression-ignition engine systems irrespective of the technology used to comply with the emission limit values provided in the tables in section 6.2.1.6.5.1.2.Application datesThe requirements of sections 6.5.3, 6.5.4 and 6.5.5 shall apply from 9 November 2006 for new type approvals and from 1 October 2007 for all registrations of new vehicles.6.5.1.3.Any engine system covered by this section shall be designed, constructed and installed so as to be capable of meeting these requirements over the useful life of the engine.6.5.1.4.Information that fully describes the functional operational characteristics of an engine system covered by this section shall be provided by the manufacturer in Annex II.6.5.1.5.In its application for type-approval, if the engine system requires a reagent, the manufacturer shall specify the characteristics of all reagent(s) consumed by any exhaust aftertreatment system, e.g. type and concentrations, operational temperature conditions, reference to international standards etc.6.5.1.6.Subject to requirements set out in section 6.1, any engine system covered by this section shall retain its emission control function during all conditions regularly pertaining in the territory of the Community, especially at low ambient temperatures.6.5.1.7.For the purpose of type-approval, the manufacturer shall demonstrate to the Technical Service that for engine systems that require a reagent, any emission of ammonia does not exceed, over the applicable emissions test cycle, a mean value of 25 ppm.6.5.1.8.For engine systems requiring a reagent, each separate reagent tank installed on a vehicle shall include means for taking a sample of any fluid inside the tank. The sampling point shall be easily accessible without the use of any specialised tool or device.6.5.2.Maintenance requirements6.5.2.1.The manufacturer shall furnish or cause to be furnished to all owners of new heavy-duty vehicles or new heavy-duty engines written instructions that shall state that if the vehicle emission control system is not functioning correctly, the driver shall be informed of a problem by the malfunction indicator (MI) and the engine shall consequentially operate with a reduced performance.6.5.2.2.The instructions will indicate requirements for the proper use and maintenance of vehicles, including where relevant the use of consumable reagents.6.5.2.3.The instructions shall be written in clear and non-technical language and in the language of the country in which a new heavy-duty vehicle or new heavy-duty engine is sold or registered.6.5.2.4.The instructions shall specify if consumable reagents have to be refilled by the vehicle operator between normal maintenance intervals and shall indicate a likely rate of reagent consumption according to the type of new heavy-duty vehicle.6.5.2.5.The instructions shall specify that use of and refilling of a required reagent of the correct specifications when indicated is mandatory for the vehicle to comply with the certificate of conformity issued for that vehicle or engine type.6.5.2.6.The instructions shall state that it may be a criminal offence to use a vehicle that does not consume any reagent if it is required for the reduction of pollutant emissions and that, in consequence, any favourable conditions for the purchase or operation of the vehicle obtained in the country of registration or other country in which the vehicle is used may become invalid.6.5.3.Engine system NOx control6.5.3.1.Incorrect operation of the engine system with respect to NOx emissions control (for example due to lack of any required reagent, incorrect EGR flow or deactivation of EGR) shall be determined through monitoring of the NOx level by sensors positioned in the exhaust stream.6.5.3.2.Any deviation in NOx level more than 1,5 g/kWh above the applicable limit value given in table 1 of section 6.2.1 of Annex I, shall result in the driver being informed by activation of the MI as referred to in section 3.6.5 of Annex IV to Directive 2005/78/EC.6.5.3.3.In addition, a non-erasable fault code identifying the reason why NOx exceeds the levels specified in section 6.5.3.2 shall be stored in accordance with section 3.9.2 of Annex IV to Directive 2005/78/EC for at least 400 days or 9600 hours of engine operation.The reasons for the NOx exceedance shall, at a minimum, and where applicable, be identified in the cases of empty reagent tank, interruption of reagent dosing activity, insufficient reagent quality, too low reagent consumption, incorrect EGR flow or deactivation of the EGR. In all other cases, the manufacturer is permitted to refer to a non-erasable fault code "high NOx — root cause unknown".6.5.3.4.If the NOx level exceeds the OBD threshold limit values given in the table in Article 4(3), a torque limiter shall reduce the performance of the engine according to the requirements of section 6.5.5 in a manner that is clearly perceived by the driver of the vehicle. When the torque limiter is activated the driver shall continue to be alerted according to the requirements of section 6.5.3.2 and a non-erasable fault code shall be stored in accordance with section 6.5.3.3.6.5.3.5.In the case of engine systems that rely on the use of EGR and no other aftertreatment system for NOx emissions control, the manufacturer may utilise an alternative method to the requirements of section 6.5.3.1 for the determination of the NOx level. At the time of type approval the manufacturer shall demonstrate that the alternative method is equally timely and accurate in determining the NOx level compared to the requirements of section 6.5.3.1 and that it triggers the same consequences as those referred to in sections 6.5.3.2, 6.5.3.3 and 6.5.3.4.6.5.4.Reagent control6.5.4.1.For vehicles that require the use of a reagent to fulfil the requirements of this section, the driver shall be informed of the level of reagent in the on-vehicle reagent storage tank through a specific mechanical or electronic indication on the vehicle’s dashboard. This shall include a warning when the level of reagent goes:below 10 % of the tank or a higher percentage at the choice of the manufacturer, orbelow the level corresponding to the driving distance possible with the fuel reserve level specified by the manufacturer.The reagent indicator shall be placed in close proximity to the fuel level indicator.6.5.4.2.The driver shall be informed, according to the requirements of section 3.6.5 of Annex IV to Directive 2005/78/EC, if the reagent tank becomes empty.6.5.4.3.As soon as the reagent tank becomes empty, the requirements of section 6.5.5 shall apply in addition to the requirements of section 6.5.4.2.6.5.4.4.A manufacturer may choose to comply with the sections 6.5.4.5 to 6.5.4.12 as an alternative to complying with the requirements of section 6.5.3.6.5.4.5.Engine systems shall include a means of determining that a fluid corresponding to the reagent characteristics declared by the manufacturer and recorded in Annex II to this Directive is present on the vehicle.6.5.4.6.If the fluid in the reagent tank does not correspond to the minimum requirements declared by the manufacturer as recorded in Annex II to this Directive the additional requirements of section 6.5.4.12 shall apply.6.5.4.7.Engine systems shall include a means for determining reagent consumption and providing off-board access to consumption information.6.5.4.8.Average reagent consumption and average demanded reagent consumption by the engine system either over the previous complete 48 hour period of engine operation or the period needed for a demanded reagent consumption of at least 15 litres, whichever is longer, shall be available via the serial port of the standard diagnostic connector as referred to in section 6.8.3 of Annex IV to Directive 2005/78/EC.6.5.4.9.In order to monitor reagent consumption, at least the following parameters within the engine shall be monitored:level of reagent in on-vehicle storage tank,flow of reagent or injection of reagent as close as technically possible to the point of injection into an exhaust aftertreatment system.6.5.4.10.Any deviation more than 50 % in average reagent consumption and average demanded reagent consumption by the engine system over the period defined in section 6.5.4.8 shall result in application of the measures laid down in section 6.5.4.12.6.5.4.11.In the case of interruption in reagent dosing activity the measures laid down in section 6.5.4.12 shall apply. This is not required where such interruption is demanded by the engine ECU because engine operating conditions are such that the engine’s emission performance does not require reagent dosing, provided that the manufacturer has clearly informed the approval authority when such operating conditions apply.6.5.4.12.Any failure detected with respect to sections 6.5.4.6, 6.5.4.10 or 6.5.4.11 shall trigger the same consequences in the same order as those referred to in sections 6.5.3.2, 6.5.3.3 or 6.5.3.4.6.5.5.Measures to discourage tampering of exhaust aftertreatment systems6.5.5.1.Any engine system covered by this section shall include a torque limiter that will alert the driver that the engine system is operating incorrectly or the vehicle is being operated in an incorrect manner and thereby encourage the prompt rectification of any fault(s).6.5.5.2.The torque limiter shall be activated when the vehicle becomes stationary for the first time after the conditions of either sections 6.5.3.4, 6.5.4.3, 6.5.4.6, 6.5.4.10 or 6.5.4.11 have occurred.6.5.5.3.Where the torque limiter comes into effect, the engine torque shall not, in any case, exceed a constant value of:60 % of the engine maximum torque for vehicles of category N3 > 16 tonnes, M1 > 7,5 tonnes, M3/III and M3/B > 7,5 tonnes,75 % of the engine maximum torque for vehicles of category N1, N2, N3 ≤ 16 tons, 3,5 < M1 ≤ 7,5 tonnes, M2, M3/I, M3/II, M3/A and M3/B ≤ 7,5 tonnes.6.5.5.4.Requirements for documentation and the torque limiter are set out in sections 6.5.5.5 to 6.5.5.8.6.5.5.5.Detailed written information fully describing the functional operation characteristics of the emission control monitoring system and the torque limiter shall be specified according to the documentation requirements of section 6.1.7.1.(b). Specifically, the manufacturer shall provide information on the algorithms used by the ECU for relating the NOx concentration to the specific NOx emission (in g/kWh) on the ETC in accordance with section 6.5.6.5.6.5.5.6.The torque limiter shall be deactivated when the engine speed is at idle if the conditions for its activation have ceased to exist. The torque limiter shall not be automatically deactivated without the reason for its activation being remedied.6.5.5.7.Deactivation of the torque limiter shall not be feasible by means of a switch or a maintenance tool.6.5.5.8.The torque limiter shall not apply to engines or vehicles for use by the armed services, by rescue services and by fire-services and ambulances. Permanent deactivation shall only be done by the engine or vehicle manufacturer, and a special engine type within the engine family shall be designated for proper identification.6.5.6.Operating conditions of the emission control monitoring system6.5.6.1.The emission control monitoring system shall be operational,at all ambient temperatures between 266 K and 308 K (– 7 °C and 35 °C),at all altitudes below 1600 m,at engine coolant temperatures above 343 K (70 °C).This section does not apply in the case of monitoring for reagent level in the storage tank where monitoring shall be conducted under all conditions of use.6.5.6.2.The emission control monitoring system may be deactivated when a limp-home strategy is active and which results in a torque reduction greater than the levels indicated in section 6.5.5.3 for the appropriate vehicle category.6.5.6.3.If an emission default mode is active, the emission control monitoring system shall remain operational and comply with the provisions of section 6.5.6.5.6.4.The incorrect operation of NOx control measures shall be detected within four OBD test cycles as referred to in the definition given in section 6.1 of Appendix 1 of Annex IV to Directive 2005/78/EC.6.5.6.5.Algorithms used by the ECU for relating the actual NOx concentration to the specific NOx emission (in g/kWh) on the ETC shall not be considered to be a defeat strategy.6.5.6.6.If an AECS that has been approved by the type-approval authority in accordance with section 6.1.5. becomes operational, any increase in NOx due to the operation of the AECS may be applied to the appropriate NOx level referred to in section 6.5.3.2. In all such cases, the influence of the AECS on the NOx threshold shall be described in accordance with section 6.5.5.5.6.5.7.Failure of the emission control monitoring system6.5.7.1.The emission control monitoring system shall be monitored for electrical failures and for removal or deactivation of any sensor that prevents it from diagnosing an emission increase as required by sections 6.5.3.2 and 6.5.3.4.Examples of sensors that affect the diagnostic capability are those directly measuring NOx concentration, urea quality sensors, and sensors used for monitoring reagent dosing activity, reagent level, reagent consumption or EGR rate.6.5.7.2.If a failure of the emission control monitoring system is confirmed, the driver shall be immediately alerted by the activation of the warning signal according to section 3.6.5 of Annex IV to Directive 2005/78/EC.6.5.7.3.The torque limiter shall be activated in accordance with section 6.5.5 if the failure is not remedied within 50 hours of engine operation.The period laid down in the first subparagraph shall be reduced to 36 hours from the dates specified in Article 2(7) and 2(8).6.5.7.4.When the emission control monitoring system has determined the failure has ceased to exist, the fault code(s) associated with that failure may be cleared from the system memory, except in the cases referred to in section 6.5.7.5, and the torque limiter, if applicable, shall be deactivated according to section 6.5.5.6.Fault code(s) associated with a failure of the emission control monitoring system shall not be capable of being cleared from the system memory by any scan tool.6.5.7.5.In the case of the removal or deactivation of elements of the emission control monitoring system, in accordance with section 6.5.7.1, a non-erasable fault code shall be stored in accordance with section 3.9.2 of Annex IV to Directive 2005/78/EC for a minimum of 400 days or 9600 hours of engine operation.6.5.8.Demonstration of the emission control monitoring system6.5.8.1.As part of the application for type-approval provided for in section 3, the manufacturer shall demonstrate the conformity of the provisions of this section by tests on an engine dynamometer in accordance with sections 6.5.8.2 to 6.5.8.7.6.5.8.2.The compliance of an engine family or an OBD engine family to the requirements of this section may be demonstrated by testing the emission control monitoring system of one of the members of the family (the parent engine), provided the manufacturer demonstrates to the type approval authority that the emission control monitoring systems are similar within the family.This demonstration may be performed by presenting to the type-approval authorities such elements as algorithms, functional analyses, etc.The parent engine is selected by the manufacturer in agreement with the type approval authority.6.5.8.3.The testing of the emission control monitoring system consists of the following three phases:Selection:An incorrect operation of the NOx control measures or a failure of the emission control monitoring system is selected by the authority within a list of incorrect operations provided by the manufacturer.Qualification:The influence of the incorrect operation is validated by measuring the NOx level over the ETC on an engine test bed.Demonstration:The reaction of the system (torque reduction, warning signal, etc.) shall be demonstrated by running the engine on four OBD test cycles.6.5.8.3.1.For the selection phase, the manufacturer shall provide the type approval authority with a description of the monitoring strategies used to determine potential incorrect operation of any NOx control measure and potential failures in the emission control monitoring system that would lead either to activation of the torque limiter or to activation of the warning signal only.Typical examples of incorrect operations for this list are an empty reagent tank, an incorrect operation leading to an interruption of reagent dosing activity, an insufficient reagent quality, an incorrect operation leading to low reagent consumption, an incorrect EGR flow or a deactivation of the EGR.A minimum of two and a maximum of three incorrect operations of the NOx control system or failures of the emission control monitoring system shall be selected by the type approval authority from this list.6.5.8.3.2.For the qualification phase, the NOx emissions shall be measured over the ETC test cycle, according to the provisions of Appendix 2 to Annex III. The result of the ETC test shall be used to determine in which way the NOx control monitoring system is expected to react during the demonstration process (torque reduction and/or warning signal). The failure shall be simulated in a way that the NOx level does not exceed by more than 1 g/kWh any of the threshold levels given in sections 6.5.3.2 or 6.5.3.4.Emissions qualification is not required in case of an empty reagent tank or for demonstrating a failure of the emission control monitoring system.The torque limiter shall be deactivated during the qualification phase.6.5.8.3.3.For the demonstration phase, the engine shall be run over a maximum of four OBD test cycles.No failure other than the ones which are being considered for demonstration purposes shall be present.6.5.8.3.4.Prior to starting the test sequence of section 6.5.8.3.3, the emission control monitoring system shall be set to a"no failure" status.6.5.8.3.5.Depending on the NOx level selected, the system shall activate a warning signal and in addition, if applicable, the torque limiter at any time before the end of the detection sequence. The detection sequence may be stopped once the NOx control monitoring system has properly reacted.6.5.8.4.In the case of an emission control monitoring system principally based on monitoring the NOx level by sensors positioned in the exhaust stream, the manufacturer may choose to directly monitor certain system functionalities (e.g. interruption of dosing activity, closed EGR valve) for the determination of compliance. In that case, the selected system functionality shall be demonstrated.6.5.8.5.The level of torque reduction required in section 6.5.5.3 by the torque limiter shall be approved together with the general engine performance approval in accordance with Directive 80/1269/EC. For the demonstration process, the manufacturer shall demonstrate to the type-approval authority the inclusion of the correct torque limiter into the engine ECU. Separate torque measurement during the demonstration is not required.6.5.8.6.As an alternative to sections 6.5.8.3.3 to 6.5.8.3.5, the demonstration of the emission control monitoring system and the torque limiter may be performed by testing a vehicle. The vehicle shall be driven on the road or on a test track with the selected incorrect operations or failures of the emission control monitoring system to demonstrate that the warning signal and activation of the torque limiter will operate in accordance with the requirements of section 6.5, and, in particular, those in sections 6.5.5.2. and 6.5.5.3.6.5.8.7.If the storage in the computer memory of a non-erasable fault code is required for complying with the requirements of section 6.5, the following three conditions shall be met by the end of demonstration sequence:that it is possible to confirm via the OBD scan tool the presence in the OBD computer memory of the appropriate non-erasable fault code described in section 6.5.3.3 and that it can be shown to the satisfaction of the type approval authority that the scan tool cannot erase it, and,that it is possible to confirm the time spent during the detection sequence with the warning signal activated by reading the non-erasable counter referred to in section 3.9.2 of Annex IV to Directive 2005/78/EC, and that it can be shown to the satisfaction of the type approval authority that the scan tool cannot erase it, and,that the type-approval authority has approved the elements of design showing that this non-erasable information is stored in accordance with section 3.9.2 of Annex IV to Directive 2005/78/EC for a minimum of 400 days or 9600 hours of engine operation.7.INSTALLATION ON THE VEHICLE7.1.The engine installation on the vehicle shall comply with the following characteristics in respect to the type-approval of the engine:7.1.1.intake depression shall not exceed that specified for the type-approved engine in Annex VI;7.1.2.exhaust back pressure shall not exceed that specified for the type-approved engine in Annex VI;7.1.3.the exhaust system volume shall not differ by more than 40 % of that specified for the type-approved engine in Annex VI;7.1.4.power absorbed by the auxiliaries needed for operating the engine shall not exceed that specified for the type-approved engine in Annex VI.8.ENGINE FAMILY8.1.Parameters defining the engine familyThe engine family, as determined by the engine manufacturer must comply with the provisions of ISO 16185.8.2.Choice of the parent engine8.2.1.Diesel enginesThe parent engine of the family shall be selected using the primary criteria of the highest fuel delivery per stroke at the declared maximum torque speed. In the event that two or more engines share this primary criteria, the parent engine shall be selected using the secondary criteria of highest fuel delivery per stroke at rated speed. Under certain circumstances, the approval authority may conclude that the worst case emission rate of the family can best be characterised by testing a second engine. Thus, the approval authority may select an additional engine for test based upon features which indicate that it may have the highest emission level of the engines within that family.If engines within the family incorporate other variable features which could be considered to affect exhaust emissions, these features shall also be identified and taken into account in the selection of the parent engine.8.2.2.Gas enginesThe parent engine of the family shall be selected using the primary criteria of the largest displacement. In the event that two or more engines share this primary criteria, the parent engine shall be selected using the secondary criteria in the following order:the highest fuel delivery per stroke at the speed of declared rated power;the most advanced spark timing;the lowest EGR rate;no air pump or lowest actual air flow pump.Under certain circumstances, the approval authority may conclude that the worst case emission rate of the family can best be characterised by testing a second engine. Thus, the approval authority may select an additional engine for test based upon features which indicate that it may have the highest emission level of the engines within that family.8.3.Parameters for defining an OBD-engine familyThe OBD-engine family may be defined by basic design parameters that must be common to engine systems within the family.In order that engine systems may be considered to belong to the same OBD-engine family, the following list of basic parameters must be common,the methods of OBD monitoring,the methods of malfunction detection.unless these methods have been shown as equivalent by the manufacturer by means of relevant engineering demonstration or other appropriate procedures.Note: engines that do not belong to the same engine family may still belong to the same OBD-engine family provided the above mentioned criteria are satisfied.9.PRODUCTION CONFORMITY9.1.Measures to ensure production conformity must be taken in accordance with the provisions of Article 10 of Directive 70/156/EEC. Production conformity is checked on the basis of the description in the type-approval certificates set out in Annex VI to this Directive. In applying Appendices 1, 2 or 3, the measured emission of the gaseous and particulate pollutants from engines subject to checking for conformity of production shall be adjusted by application of the appropriate deterioration factors (DF’s) for that engine as recorded in section 1.5 of the Appendix to Annex VI.Sections 2.4.2 and 2.4.3 of Annex X to Directive 70/156/EEC are applicable where the competent authorities are not satisfied with the auditing procedure of the manufacturer.9.1.1.If emissions of pollutants are to be measured and an engine type-approval has had one or several extensions, the tests will be carried out on the engine(s) described in the information package relating to the relevant extension.9.1.1.1.Conformity of the engine subjected to a pollutant test:After submission of the engine to the authorities, the manufacturer shall not carry out any adjustment to the engines selected.9.1.1.1.1.Three engines are randomly taken in the series. Engines that are subject to testing only on the ESC and ELR tests or only on the ETC test for type approval to row A of the tables in Section 6.2.1 are subject to those applicable tests for the checking of production conformity. With the agreement of the authority, all other engines type approved to row A, B1 or B2, or C of the tables in Section 6.2.1 are subjected to testing either on the ESC and ELR cycles or on the ETC cycle for the checking of the production conformity. The limit values are given in Section 6.2.1 of this Annex.9.1.1.1.2.The tests are carried out according to Appendix 1 to this Annex, where the competent authority is satisfied with the production standard deviation given by the manufacturer, in accordance with Annex X to Directive 70/156/EEC, which applies to motor vehicles and their trailers.The tests are carried out according to Appendix 2 to this Annex, where the competent authority is not satisfied with the production standard deviation given by the manufacturer, in accordance with Annex X to Directive 70/156/EEC, which applies to motor vehicles and their trailers.At the manufacturer's request, the tests may be carried out in accordance with Appendix 3 to this Annex.9.1.1.1.3.On the basis of a test of the engine by sampling, the production of a series is regarded as conforming where a pass decision is reached for all the pollutants and non-conforming where a fail decision is reached for one pollutant, in accordance with the test criteria applied in the appropriate Appendix.When a pass decision has been reached for one pollutant, this decision may not be changed by any additional tests made in order to reach a decision for the other pollutants.If no pass decision is reached for all the pollutants and if no fail decision is reached for one pollutant, a test is carried out on another engine (see Figure 2).If no decision is reached, the manufacturer may at any time decide to stop testing. In that case a fail decision is recorded.9.1.1.2.The tests will be carried out on newly manufactured engines. Gas fuelled engines shall be run-in using the procedure defined in paragraph 3 of Appendix 2 to Annex III.9.1.1.2.1.However, at the request of the manufacturer, the tests may be carried out on diesel or gas engines which have been run-in more than the period referred to in Section 9.1.1.2, up to a maximum of 100 hours. In this case, the running-in procedure will be conducted by the manufacturer who shall undertake not to make any adjustments to those engines.9.1.1.2.2.When the manufacturer asks to conduct a running-in procedure in accordance with Section 9.1.1.2.1, it may be carried out on:all the engines that are tested, orthe first engine tested, with the determination of an evolution coefficient as follows:the pollutant emissions will be measured at zero and at "x" hours on the first engine tested,the evolution coefficient of the emissions between zero and "x" hours will be calculated for each pollutant:emissions "x" hours/emissions zero hoursIt may be less than one.The subsequent test engines will not be subjected to the running-in procedure, but their zero hour emissions will be modified by the evolution coefficient.In this case, the values to be taken will be:the values at "x" hours for the first engine,the values at zero hour multiplied by the evolution coefficient for the other engines.9.1.1.2.3.For diesel and LPG fuelled engines, all these tests may be conducted with commercial fuel. However, at the manufacturer's request, the reference fuels described in Annex IV may be used. This implies tests, as described in Section 4 of this Annex, with at least two of the reference fuels for each gas engine.9.1.1.2.4.For NG fuelled engines, all these tests may be conducted with commercial fuel in the following way:for H marked engines with a commercial fuel within the H-range (0,89 ≤ Sλ ≤ 1,00),for L marked engines with a commercial fuel within the L-range (1,00 ≤ Sλ ≤ 1,19),for HL marked engines with a commercial fuel within the extreme range of the λ-shift factor (0,89 ≤ Sλ ≤ 1,19).However, at the manufacturer's request, the reference fuels described in Annex IV may be used. This implies tests, as described in Section 4 of this Annex.9.1.1.2.5.In the case of dispute caused by the non-compliance of gas fuelled engines when using a commercial fuel, the tests shall be performed with a reference fuel on which the parent engine has been tested, or with the possible additional fuel 3 as referred to in paragraphs 4.1.3.1 and 4.2.1.1 on which the parent engine may have been tested. Then, the result has to be converted by a calculation applying the relevant factor(s) "r", "ra" or "rb" as described in paragraphs 4.1.4, 4.1.5.1 and 4.2.1.2. If r, ra or rb are less than 1 no correction shall take place. The measured results and the calculated results must demonstrate that the engine meets the limit values with all relevant fuels (fuels 1, 2 and, if applicable, fuel 3 in the case of natural gas engines and fuels A and B in the case of LPG engines).9.1.1.2.6.Tests for conformity of production of a gas fuelled engine laid out for operation on one specific fuel composition shall be performed on the fuel for which the engine has been calibrated.9.1.2.On-Board Diagnostics (OBD)9.1.2.1.If a verification of the conformity of production of the OBD system is to be carried out, it must be conducted in accordance with the following:9.1.2.2.When the approval authority determines that the quality of production seems unsatisfactory an engine is randomly taken from the series and subjected to the tests described in Appendix 1 to Annex IV to Directive 2005/78/EC. The tests may be carried out on an engine that has been run-in up to a maximum of 100 hours.9.1.2.3.The production is deemed to conform if this engine meets the requirements of the tests described in Appendix 1 to Annex IV to Directive 2005/78/EC.9.1.2.4If the engine taken from the series does not satisfy the requirements of section 9.1.2.2, a further random sample of four engines must be taken from the series and subjected to the tests described in Appendix 1 to Annex IV to Directive 2005/78/EC. The tests may be carried out on engines that have been run-in up to a maximum of 100 hours.9.1.2.5.The production is deemed to conform if at least three engines out of the further random sample of four engines meet the requirements of the tests described in Appendix 1 to Annex IV to Directive 2005/78/EC.10.CONFORMITY OF IN-SERVICE VEHICLES/ENGINES10.1.For the purpose of this Directive, the conformity of in-service vehicles/engines must be checked periodically over the useful life period of an engine installed in a vehicle.10.2.With reference to type-approvals granted for emissions, additional measures are appropriate for confirming the functionality of the emission control devices during the useful life of an engine installed in a vehicle under normal conditions of use.10.3.The procedures to be followed regarding the conformity of in-service vehicles/engines are given in Annex III to Directive 2005/78/EC.ANNEX IIANNEX IIITEST PROCEDURE1.INTRODUCTION1.1.This Annex describes the methods of determining emissions of gaseous components, particulates and smoke from the engines to be tested. Three test cycles are described that shall be applied according to the provisions of Annex I, Section 6.2:the ESC which consists of a steady state 13-mode cycle,the ELR which consists of transient load steps at different speeds, which are integral parts of one test procedure, and are run concurrently,the ETC which consists of a second-by-second sequence of transient modes.1.2.The test shall be carried out with the engine mounted on a test bench and connected to a dynamometer.1.3.Measurement principleThe emissions to be measured from the exhaust of the engine include the gaseous components (carbon monoxide, total hydrocarbons for diesel engines on the ESC test only; non-methane hydrocarbons for diesel and gas engines on the ETC test only; methane for gas engines on the ETC test only and oxides of nitrogen), the particulates (diesel engines only) and smoke (diesel engines on the ELR test only). Additionally, carbon dioxide is often used as a tracer gas for determining the dilution ratio of partial and full flow dilution systems. Good engineering practice recommends the general measurement of carbon dioxide as an excellent tool for the detection of measurement problems during the test run.1.3.1.ESC TestDuring a prescribed sequence of warmed-up engine operating conditions the amounts of the above exhaust emissions shall be examined continuously by taking a sample from the raw or diluted exhaust gas. The test cycle consists of a number of speed and power modes which cover the typical operating range of diesel engines. During each mode the concentration of each gaseous pollutant, exhaust flow and power output shall be determined, and the measured values weighted. For particulate measurement, the exhaust gas shall be diluted with conditioned ambient air using either a partial flow or full flow dilution system. The particulates shall be collected on a single suitable filter in proportion to the weighting factors of each mode. The grams of each pollutant emitted per kilowatt hour shall be calculated as described in Appendix 1 to this Annex. Additionally, NOx shall be measured at three test points within the control area selected by the Technical Service and the measured values compared to the values calculated from those modes of the test cycle enveloping the selected test points. The NOx control check ensures the effectiveness of the emission control of the engine within the typical engine operating range.1.3.2.ELR testDuring a prescribed load response test, the smoke of a warmed-up engine shall be determined by means of an opacimeter. The test consists of loading the engine at constant speed from 10 % to 100 % load at three different engine speeds. Additionally, a fourth load step selected by the Technical ServiceThe test points shall be selected using approved statistical methods of randomisation. shall be run, and the value compared to the values of the previous load steps. The smoke peak shall be determined using an averaging algorithm, as described in Appendix 1 to this Annex.1.3.3.ETC TestDuring a prescribed transient cycle of warmed-up engine operating conditions, which is based closely on road-type-specific driving patterns of heavy-duty engines installed in trucks and buses, the above pollutants shall be examined either after diluting the total exhaust gas with conditioned ambient air (CVS system with double dilution for particulates) or by determining the gaseous components in the raw exhaust gas and the particulates with a partial flow dilution system. Using the engine torque and speed feedback signals of the engine dynamometer, the power shall be integrated with respect to time of the cycle resulting in the work produced by the engine over the cycle. For a CVS system, the concentration of NOx and HC shall be determined over the cycle by integration of the analyser signal, whereas the concentration of CO, CO2, and NMHC may be determined by integration of the analyser signal or by bag sampling. If measured in the raw exhaust gas, all gaseous components shall be determined over the cycle by integration of the analyser signal. For particulates, a proportional sample shall be collected on a suitable filter. The raw or diluted exhaust gas flow rate shall be determined over the cycle to calculate the mass emission values of the pollutants. The mass emission values shall be related to the engine work to get the grams of each pollutant emitted per kilowatt hour, as described in Appendix 2 to this Annex.2.TEST CONDITIONS2.1.Engine Test Conditions2.1.1.The absolute temperature (Ta) of the engine air at the inlet to the engine expressed in Kelvin, and the dry atmospheric pressure (ps), expressed in kPa shall be measured and the parameter fa shall be determined according to the following provisions. In multi-cylinder engines having distinct groups of intake manifolds, for example, in a "V" engine configuration, the average temperature of the distinct groups shall be taken.(a)for compression-ignition engines:Naturally aspirated and mechanically supercharged engines:Turbocharged engines with or without cooling of the intake air:(b)for spark-ignition engines:2.1.2.Test ValidityFor a test to be recognised as valid, the parameter fa shall be such that:0,96 ≤ fa ≤ 1,062.2.Engines with charge air coolingThe charge air temperature shall be recorded and shall be, at the speed of the declared maximum power and full load, within ± 5 K of the maximum charge air temperature specified in Annex II, Appendix 1, Section 1.16.3. The temperature of the cooling medium shall be at least 293 K (20 °C).If a test shop system or external blower is used, the charge air temperature shall be within ± 5 K of the maximum charge air temperature specified in Annex II, Appendix 1, Section 1.16.3 at the speed of the declared maximum power and full load. The setting of the charge air cooler for meeting the above conditions shall be used for the whole test cycle.2.3.Engine air intake systemAn engine air intake system shall be used presenting an air intake restriction within ± 100 Pa of the upper limit of the engine operating at the speed at the declared maximum power and full load.2.4.Engine exhaust systemAn exhaust system shall be used presenting an exhaust back pressure within ± 1000 Pa of the upper limit of the engine operating at the speed of declared maximum power and full load and a volume within ± 40 % of that specified by the manufacturer. A test shop system may be used, provided it represents actual engine operating conditions. The exhaust system shall conform to the requirements for exhaust gas sampling, as set out in Annex III, Appendix 4, Section 3.4 and in Annex V, Section 2.2.1, EP and Section 2.3.1, EP.If the engine is equipped with an exhaust aftertreatment device, the exhaust pipe must have the same diameter as found in-use for at least 4 pipe diameters upstream to the inlet of the beginning of the expansion section containing the aftertreatment device. The distance from the exhaust manifold flange or turbocharger outlet to the exhaust aftertreatment device shall be the same as in the vehicle configuration or within the distance specifications of the manufacturer. The exhaust backpressure or restriction shall follow the same criteria as above, and may be set with a valve. The aftertreatment container may be removed during dummy tests and during engine mapping, and replaced with an equivalent container having an inactive catalyst support.2.5.Cooling systemAn engine cooling system with sufficient capacity to maintain the engine at normal operating temperatures prescribed by the manufacturer shall be used.2.6.Lubricating oilSpecifications of the lubricating oil used for the test shall be recorded and presented with the results of the test, as specified in Annex II, Appendix 1, Section 7.1.2.7.FuelThe fuel shall be the reference fuel specified in Annex IV.The fuel temperature and measuring point shall be specified by the manufacturer within the limits given in Annex II, Appendix 1, Section 1.16.5. The fuel temperature shall not be lower than 306 K (33 °C). If not specified, it shall be 311 K ± 5 K (38 °C ± 5 °C) at the inlet to the fuel supply.For NG and LPG fuelled engines, the fuel temperature and measuring point shall be within the limits given in Annex II, Appendix 1, Section 1.16.5 or in Annex II, Appendix 3, Section 1.16.5 in cases where the engine is not a parent engine.2.8If the engine is equipped with an exhaust aftertreatment system, the emissions measured on the test cycle shall be representative of the emissions in the field. In the case of an engine equipped with a exhaust aftertreatment system that requires the consumption of a reagent, the reagent used for all tests shall comply with section 2.2.1.13 of Appendix 1 to Annex II.2.8.1.For an exhaust aftertreatment system based on a continuous regeneration process the emissions shall be measured on a stabilised aftertreatment system.The regeneration process shall occur at least once during the ETC test and the manufacturer shall declare the normal conditions under which regeneration occurs (soot load, temperature, exhaust back-pressure, etc).In order to verify the regeneration process at least 5 ETC tests shall be conducted. During the tests the exhaust temperature and pressure shall be recorded (temperature before and after the aftertreatment system, exhaust back pressure, etc).The aftertreatment system is considered to be satisfactory if the conditions declared by the manufacturer occur during the test during a sufficient time.The final test result shall be the arithmetic mean of the different ETC test results.If the exhaust aftertreatment has a security mode that shifts to a periodic regeneration mode it should be checked following section 2.8.2. For that specific case the emission limits in table 2 of Annex I could be exceeded and would not be weighted.2.8.2.For an exhaust aftertreatment based on a periodic regeneration process, the emissions shall be measured on at least two ETC tests, one during and one outside a regeneration event on a stabilised aftertreatment system, and the results be weighted.The regeneration process shall occur at least once during the ETC test. The engine may be equipped with a switch capable of preventing or permitting the regeneration process provided this operation has no effect on the original engine calibration.The manufacturer shall declare the normal parameter conditions under which the regeneration process occurs (soot load, temperature, exhaust back-pressure etc) and its duration time (n2). The manufacturer shall also provide all the data to determine the time between two regenerations (n1). The exact procedure to determine this time shall be agreed by the Technical Service based upon good engineering judgement.The manufacturer shall provide an aftertreatment system that has been loaded in order to achieve regeneration during an ETC test. Regeneration shall not occur during this engine conditioning phase.Average emissions between regeneration phases shall be determined from the arithmetic mean of several approximately equidistant ETC tests. It is recommended to run at least one ETC as close as possible prior to a regeneration test and one ETC immediately after a regeneration test. As an alternative, the manufacturer may provide data to show that the emissions remain constant (±15 %) between regeneration phases. In this case, the emissions of only one ETC test may be used.During the regeneration test, all the data needed to detect regeneration shall be recorded (CO or NOx emissions, temperature before and after the aftertreatment system, exhaust back pressure etc).During the regeneration process, the emission limits in table 2 of Annex I can be exceeded.The measured emissions shall be weighted according to section 5.5 and 6.3 of Appendix 2 to this Annex and the final result shall not exceed the limits in table 2 of Annex I.ANNEX IVTECHNICAL CHARACTERISTICS OF REFERENCE FUEL PRESCRIBED FOR APPROVAL TESTS AND TO VERIFY CONFORMITY OF PRODUCTION
1.1.Diesel reference fuel for testing engines to the emission limits given in row a of the Tables in Section 6.2.1 of Annex IIf it is required to calculate the thermal efficiency of an engine or vehicle, the calorific value of the fuel can be calculated from:Specific energy (calorific value)(net) in MJ/kg = (46,423 - 8,792d2 + 3,170d)(1 - (x + y + s)) + 9,420s - 2,499xwhere,d = the density at 15 °Cx = the proportion by mass of water (% divided by 100)y = the proportion by mass of ash (% divided by 100)s = the proportion by mass of sulphur (% divided by 100).The values quoted in the specification are "true values". In establishment of their limit values the terms of ISO 4259, Petroleums products — Determination and application of precision data in relation to methods of test, have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for statistical reasons, the manufacturer of a fuel should nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify the question as to whether a fuel meets the requirements of the specification, the terms of ISO 4259 should be applied.The range for cetane number is not in accordance with the requirement of a minimum range of 4R. However, in the case of dispute between fuel supplier and fuel user, the terms in ISO 4259 can be used to resolve such disputes provided replicate measurements, of sufficient number to achieve the necessary precision, are made in preference to single determinations.The month of publication will be completed in due course.The actual sulphur content of the fuel used for the test shall be reported. In addition, the sulphur content of the reference fuel used to approve a vehicle or engine against the limit values set out in row B of the Table in Section 6.2.1. of Annex I to this Directive shall have a maximum sulphur content of 50 ppm. The Commission will as soon as possible bring forward a modification to this Annex reflecting the market average for fuel sulphur content in respect of the fuel defined in Annex IV to Directive 98/70/EC.Even though oxidation stability is controlled, it is likely that shelf life will be limited. Advice should be sought from the supplier as to storage conditions and life.New and better method for polycyclic aromatics under development
ParameterUnitLimitsTest methodPublication
MinimumMaximum
Cetane number5254EN-ISO 51651998
Density at 15 °Ckg/m3833837EN-ISO 36751995
Distillation:
— 50 % point°C245—EN-ISO 34051998
— 95 % point°C345350EN-ISO 34051998
— final boiling point°C—370EN-ISO 34051998
Flash point°C55—EN 277191993
CFPP°C—- 5EN 1161981
Viscosity at 40 °Cmm2/s2,53,5EN-ISO 31041996
Polycyclic aromatic hydrocarbons% m/m3,06,0IP 3911995
Sulphur contentmg/kg—300pr. EN-ISO/DIS 145961998
Copper corrosion—1EN-ISO 21601995
Conradson carbon residue (10 % DR)% m/m—0,2EN-ISO 10370
Ash content% m/m—0,01EN-ISO 62451995
Water content% m/m—0,05EN-ISO 129371995
Neutralisation (strong acid) numbermg KOH/g—0,02ASTM D 974-951998
Oxidation stabilitymg/ml—0,025EN-ISO 122051996
% m/m——EN 12916[2000]
1.2.Diesel reference fuel for testing engines to the emission limits given in rows B1, B2 or C of the Tables in Section 6.2.1 of Annex I
The values quoted in the specifications are "true values". In establishment of their limit values the terms of ISO 4259 "Petroleum products – Determination and application of precision data in relation to methods of test" have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is 4R (R = reproducibility).Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels should nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify the questions as to whether a fuel meets the requirements of the specifications, the terms of ISO 4259 should be applied.The range for cetane number is not in accordance with the requirements of a minimum range of 4R. However, in the case of a dispute between fuel supplier and fuel user, the terms of ISO 4259 may be used to resolve such disputes provided replicate measurements, of sufficient number to archive the necessary precision, are made in preference to single determinations.The actual sulphur content of the fuel used for the Type I test shall be reported.Even though oxidation stability is controlled, it is likely that shelf life will be limited. Advice should be sought from the supplier as to storage conditions and life.
ParameterUnitLimitsTest Method
minimummaximum
Cetane number52,054,0EN-ISO 5165
Density at 15 °Ckg/m3833837EN-ISO 3675
Distillation:
— 50 % point°C245—EN-ISO 3405
— 95 % point°C345350EN-ISO 3405
— Final boiling point°C—370EN-ISO 3405
Flash point°C55—EN 22719
CFPP°C—–5EN 116
Viscosity at 40 °Cmm2/s2,33,3EN-ISO 3104
Polycyclic aromatic hydrocarbons% m/m2,06,0IP 391
Sulphur contentmg/kg—10ASTM D 5453
Copper corrosion—class 1EN-ISO 2160
Conradson carbon residue (10 % DR)% m/m—0,2EN-ISO 10370
Ash content% m/m—0,01EN-ISO 6245
Water content% m/m—0,02EN-ISO 12937
Neutralisation (strong acid) numbermg KOH/g—0,02ASTM D 974
Oxidation stabilitymg/ml—0,025EN-ISO 12205
Lubricity (HFRR wear scan diameter at 60 °C)μm—400CEC F-06-A-96
FAMEprohibited
1.3.Ethanol for diesel enginesCetane improver, as specified by the engine manufacturer, may be added to the ethanol fuel. The maximum allowed amount is 10 % m/m.The values quoted in the specification are "true values". In establishment of their limit values the terms of ISO 4259, Petroleum products — Determination and application of precision data in relation to methods of test, have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is 4R (R – reproducibility). Notwithstanding this measure, which is necessary for statistical reasons, the manufacturer of a fuel should nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify the question as to whether a fuel meets the requirements of the specification, the terms of ISO 4259 should be applied.Equivalent ISO methods will be adopted when issued for all properties listed above.
ParameterUnitLimitsTest method
MinimumMaximum
Alcohol, mass% m/m92,4—ASTM D 5501
Other alcohol than ethanol contained in total alcohol, mass% m/m—2ADTM D 5501
Density at 15 °Ckg/m3795815ASTM D 4052
Ash content% m/m0,001ISO 6245
Flash point°C10ISO 2719
Acidity, calculated as acetic acid% m/m—0,0025ISO 1388-2
Neutralisation (strong acid) numberKOH mg/l—1
ColourAccording to scale—10ASTM D 1209
Dry residue at 100 °Cmg/kg15ISO 759
Water content% m/m6,5ISO 760
Aldehydes calculated as acetic acid% m/m0,0025ISO 1388-4
Sulphur contentmg/kg—10ASTM D 5453
Esters, calculated as ethylacetate% m/m—0,1ASSTM D 1617
2.NATURAL GAS (NG)European market fuels are available in two ranges:the H range, whose extreme reference fuels are GR and G23;the L range, whose extreme reference fuels are G23 and G25.The characteristics of GR, G23 and G25 reference fuels are summarised below:
Reference fuel GRInerts +C2+Value to be determined at standard conditions (293, 2 K (20 °C) and 101, 3 kPa).
CharacteristicsUnitsBasisLimitsTest method
MinimumMaximum
Composition:
Methane878489
Ethane131115
Balance%-mole——1ISO 6974
Sulphur contentmg/m3——10ISO 6326-5
Reference fuel G23Inerts (different from N2) +C2+ +C2+.Value to be determined at standard conditions (293,2 K (20 °C) and 101,3 kPa).
CharacteristicsUnitsBasisLimitsTest method
MinimumMaximum
Composition:
Methane92,591,593,5
Balance%-mole——1ISO 6974
N27,56,58,5
Sulphur contentmg/m3 ——10ISO 6326-5
Reference fuel G25Inerts (different from N2) +C2+ +C2+.Value to be determined at standard conditions (293,2 K (20 °C) and 101,3 kPa).
CharacteristicsUnitsBasisLimitsTest method
MinimumMaximum
Composition:
Methane868488
Balance%-mole——1ISO 6974
N2141216
Sulphur contentmg/m3——10ISO 6326-5
3.TECHNICAL DATA OF THE LPG REFERENCE FUELSA.Technical data of the LPG reference fuels used for testing vehicles to the emission limits given in row A of the tables in Section 6.2.1 of Annex I
This method may not accurately determine the presence of corrosive materials if the sample contains corrosion inhibitors or other chemicals which diminish the corrosivity of the sample to the copper strip. Therefore, the addition of such compounds for the sole purpose of biasing the test method is prohibited.
ParameterUnitFuel AFuel BTest method
Composition:ISO 7941
C3-content% vol50 ±285 ±2
C4-content% volbalancebalance
< C3, >C4% volmax. 2max. 2
Olefins% volmax. 12max. 14
Evaporation residuemg/kgmax. 50max. 50ISO 13757
Water at 0 °CfreeFreevisual inspection
Total sulphur contentmg/kgmax. 50max. 50EN 24260
Hydrogen sulphidenonenoneISO 8819
Copper strip corrosionratingclass 1class 1ISO 6251
Odourcharacteristiccharacteristic
Motor octane numbermin. 92,5min. 92,5EN 589 Annex B
B.Technical data of the LPG reference fuels used for testing vehicles to the emission limits given in row B1, B2 or C of the tables in section 6.2.1 of Annex I
This method may not accurately determine the presence of corrosive materials if the sample contains corrosion inhibitors or other chemicals which diminish the corrosivity of the sample to the copper strip. Therefore, the addition of such compounds for the sole purpose of biasing the test method is prohibited.
ParameterUnitFuel AFuel BTest method
Composition:ISO 7941
C3-content% vol50 ±285 ±2
C4-content% volbalancebalance
< C3, > C4% volmax. 2max. 2
Olefins% volmax. 12max. 14
Evaporation residuemg/kgmax. 50max. 50ISO 13757
Water at 0 °CfreefreeVisual inspection
Total sulphur contentmg/kgmax. 10max. 10EN 24260
Hydrogen sulphidenonenoneISO 8819
Copper strip corrosionratingclass 1class 1ISO 6251
Odourcharacteristiccharacteristic
Motor octane numbermin. 92,5min. 92,5EN 589 Annex B
ANNEX VANALYTICAL AND SAMPLING SYSTEMS1.DETERMINATION OF THE GASEOUS EMISSIONS1.1.IntroductionSection 1.2 and Figures 7 and 8 contain detailed descriptions of the recommended sampling and analysing systems. Since various configurations can produce equivalent results, exact conformance with Figures 7 and 8 is not required. Additional components such as instruments, valves, solenoids, pumps, and switches may be used to provide additional information and co-ordinate the functions of the component systems. Other components which are not needed to maintain the accuracy on some systems, may be excluded if their exclusion is based upon good engineering judgement.1.2.Description of the analytical systemAn analytical system for the determination of the gaseous emissions in the raw (Figure 7, ESC only) or diluted (Figure 8, ETC and ESC) exhaust gas is described based on the use of:HFID analyser for the measurement of hydrocarbons;NDIR analysers for the measurement of carbon monoxide and carbon dioxide;HCLD or equivalent analyser for the measurement of the oxides of nitrogen.The sample for all components may be taken with one sampling probe or with two sampling probes located in close proximity and internally split to the different analysers. Care must be taken that no condensation of exhaust components (including water and sulphuric acid) occurs at any point of the analytical system.1.2.1.Components of Figures 7 and 8EP Exhaust pipeExhaust gas sampling probe (Figure 7 only)A stainless steel straight closed end multi-hole probe is recommended. The inside diameter shall not be greater than the inside diameter of the sampling line. The wall thickness of the probe shall not be greater than 1 mm. There shall be a minimum of three holes in three different radial planes sized to sample approximately the same flow. The probe must extend across at least 80 % of the diameter of the exhaust pipe. One or two sampling probes may be used.SP2 Diluted exhaust gas HC sampling probe (Figure 8 only)The probe shall:be defined as the first 254 mm to 762 mm of the heated sampling line HSL1;have a 5 mm minimum inside diameter;be installed in the dilution tunnel DT (see Section 2.3, Figure 20) at a point where the dilution air and exhaust gas are well mixed (i.e. approximately 10 tunnel diameters downstream of the point where the exhaust enters the dilution tunnel);be sufficiently distant (radially) from other probes and the tunnel wall so as to be free from the influence of any wakes or eddies;be heated so as to increase the gas stream temperature to 463 K ± 10 K (190 °C ± 10 °C) at the exit of the probe.SP3 Diluted exhaust gas CO, CO2, NOx sampling probe (Figure 8 only)The probe shall:be in the same plane as SP2;be sufficiently distant (radially) from other probes and the tunnel wall so as to be free from the influence of any wakes or eddies;be heated and insulated over its entire length to a minimum temperature of 328 K (55 °C) to prevent water condensation.HSL1 Heated sampling lineThe sampling line provides a gas sample from a single probe to the split point(s) and the HC analyser.The sampling line shall:have a 5 mm minimum and a 13,5 mm maximum inside diameter;be made of stainless steel or PTFE;maintain a wall temperature of 463 K ± 10 K (190 °C ± 10 °C) as measured at every separately controlled heated section, if the temperature of the exhaust gas at the sampling probe is equal to or below 463 K (190 °C);maintain a wall temperature greater than 453 K (180 °C), if the temperature of the exhaust gas at the sampling probe is above 463 K (190 °C);maintain a gas temperature of 463 K ± 10 K (190 °C ± 10 °C) immediately before the heated filter F2 and the HFID.HSL2 Heated NOx sampling lineThe sampling line shall:maintain a wall temperature of 328 K to 473 K (55 °C to 200 °C), up to the converter C when using a cooling bath B, and up to the analyser when a cooling bath B is not used,be made of stainless steel or PTFE.SL Sampling line for CO and CO2The line shall be made of PTFE or stainless steel. It may be heated or unheated.BK Background bag (optional; Figure 8 only)For the sampling of the background concentrations.BG Sample bag (optional; Figure 8 CO and CO2 only)For the sampling of the sample concentrations.F1 Heated pre-filter (optional)The temperature shall be the same as HSL1.F2 Heated filterThe filter shall extract any solid particles from the gas sample prior to the analyser. The temperature shall be the same as HSL1. The filter shall be changed as needed.P Heated sampling pumpThe pump shall be heated to the temperature of HSL1.HCHeated flame ionisation detector (HFID) for the determination of the hydrocarbons. The temperature shall be kept at 453 K to 473 K (180 °C to 200 °C).CO, CO2NDIR analysers for the determination of carbon monoxide and carbon dioxide (optional for the determination of the dilution ratio for PT measurement).NOCLD or HCLD analyser for the determination of the oxides of nitrogen. If a HCLD is used it shall be kept at a temperature of 328 K to 473 K (55 °C to 200 °C).C ConverterA converter shall be used for the catalytic reduction of NO2 to NO prior to analysis in the CLD or HCLD.B Cooling bath (optional)To cool and condense water from the exhaust sample. The bath shall be maintained at a temperature of 273 K to 277 K (0 °C to 4 °C) by ice or refrigeration. It is optional if the analyser is free from water vapour interference as determined in Annex III, Appendix 5, Sections 1.9.1 and 1.9.2. If water is removed by condensation, the sample gas temperature or dew point shall be monitored either within the water trap or downstream. The sample gas temperature or dew point must not exceed 280 K (7 °C). Chemical dryers are not allowed for removing water from the sample.T1, T2, T3 Temperature sensorTo monitor the temperature of the gas stream.T4 Temperature sensorTo monitor the temperature of the NO2-NO converter.T5 Temperature sensorTo monitor the temperature of the cooling bath.G1, G2, G3 Pressure gaugeTo measure the pressure in the sampling lines.R1, R2 Pressure regulatorTo control the pressure of the air and the fuel, respectively, for the HFID.R3, R4, R5 Pressure regulatorTo control the pressure in the sampling lines and the flow to the analysers.FL1, FL2, FL3 FlowmeterTo monitor the sample by-pass flow rate.FL4 to FL6 Flowmeter (optional)To monitor the flow rate through the analysers.V1 to V5 Selector valveSuitable valving for selecting sample, span gas or zero gas flow to the analysers.V6, V7 Solenoid valveTo by-pass the NO2-NO converter.V8 Needle valveTo balance the flow through the NO2-NO converter C and the by-pass.V9, V10 Needle valveTo regulate the flows to the analysers.V11, V12 Toggle valve (optional)To drain the condensate from the bath B.1.3.NMHC analysis (NG fuelled gas engines only)1.3.1.Gas chromatographic method (GC, Figure 9)When using the GC method, a small measured volume of a sample is injected onto an analytical column through which it is swept by an inert carrier gas. The column separates various components according to their boiling points so that they elute from the column at different times. They then pass through a detector which gives an electrical signal that depends on their concentration. Since it is not a continuous analysis technique, it can only be used in conjunction with the bag sampling method as described in Annex III, Appendix 4, Section 3.4.2.For NMHC an automated GC with a FID shall be used. The exhaust gas shall be sampled into a sampling bag from which a part shall be taken and injected into the GC. The sample is separated into two parts (CH4/Air/CO and NMHC/CO2/H2O) on the Porapak column. The molecular sieve column separates CH4 from the air and CO before passing it to the FID where its concentration is measured. A complete cycle from injection of one sample to injection of a second can be made in 30 s. To determine NMHC, the CH4 concentration shall be subtracted from the total HC concentration (see Annex III, Appendix 2, Section 4.3.1).Figure 9 shows a typical GC assembled to routinely determine CH4. Other GC methods can also be used based on good engineering judgement.Components of Figure 9PC Porapak columnPorapak N, 180/300 μm (50/80 mesh), 610 mm length × 2,16 mm ID shall be used and conditioned at least 12 h at 423 K (150 °C) with carrier gas prior to initial use.MSC Molecular sieve columnType 13X, 250/350 μm (45/60 mesh), 1220 mm length × 2,16 mm ID shall be used and conditioned at least 12 h at 423 K (150 °C) with carrier gas prior to initial use.OV OvenTo maintain columns and valves at stable temperature for analyser operation, and to condition the columns at 423 K (150 °C).SLP Sample loopA sufficient length of stainless steel tubing to obtain approximately 1 cm3 volume.P PumpTo bring the sample to the gas chromatograph.D DryerA dryer containing a molecular sieve shall be used to remove water and other contaminants which might be present in the carrier gas.HCFlame ionisation detector (FID) to measure the concentration of methane.V1 Sample injection valveTo inject the sample taken from the sampling bag via SL of Figure 8. It shall be low dead volume, gas tight, and heatable to 423 K (150 C).V3 Selector valveTo select span gas, sample, or no flow.V2, V4, V5, V6, V7, V8 Needle valveTo set the flows in the system.R1, R2, R3 Pressure regulatorTo control the flows of the fuel (= carrier gas), the sample, and the air, respectively.FC Flow capillaryTo control the rate of air flow to the FID.G1, G2, G3 Pressure gaugeTo control the flows of the fuel (= carrier gas), the sample, and the air, respectively.F1, F2, F3, F4, F5 FilterSintered metal filters to prevent grit from entering the pump or the instrument.FL1To measure the sample by-pass flow rate.1.3.2.Non-methane cutter method (NMC, Figure 10)The cutter oxidises all hydrocarbons except CH4 to CO2 and H2O, so that by passing the sample through the NMC only CH4 is detected by the FID. If bag sampling is used, a flow diverter system shall be installed at SL (see Section 1.2, Figure 8) with which the flow can be alternatively passed through or around the cutter according to the upper part of Figure 10. For NMHC measurement, both values (HC and CH4) shall be observed on the FID and recorded. If the integration method is used, an NMC in line with a second FID shall be installed parallel to the regular FID into HSL1 (see Section 1.2, Figure 8) according to the lower part of Figure 10. For NMHC measurement, the values of the two FID's (HC and CH4) shall be observed and recorded.The cutter shall be characterised at or above 600 K (327 °C) prior to test work with respect to its catalytic effect on CH4 and C2H6 at H2O values representative of exhaust stream conditions. The dewpoint and O2 level of the sampled exhaust stream must be known. The relative response of the FID to CH4 must be recorded (see Annex III, Appendix 5, Section 1.8.2).Components of Figure 10NMC Non-methane cutterTo oxidise all hydrocarbons except methane.HCHeated flame ionisation detector (HFID) to measure the HC and CH4 concentrations. The temperature shall be kept at 453 K to 473 K (180 °C to 200 °C).V1 Selector valveTo select sample, zero and span gas. V1 is identical with V2 of Figure 8.V2, V3 Solenoid valveTo by-pass the NMC.V4 Needle valveTo balance the flow through the NMC and the by-pass.R1 Pressure regulatorTo control the pressure in the sampling line and the flow to the HFID. R1 is identical with R3 of Figure 8.FL1 FlowmeterTo measure the sample by-pass flow rate. FL1 is identical with FL1 of Figure 8.2.EXHAUST GAS DILUTION AND DETERMINATION OF THE PARTICULATES2.1.IntroductionSections 2.2, 2.3 and 2.4 and Figures 11 to 22 contain detailed descriptions of the recommended dilution and sampling systems. Since various configurations can produce equivalent results, exact conformance with these figures is not required. Additional components such as instruments, valves, solenoids, pumps, and switches may be used to provide additional information and coordinate the functions of the component systems. Other components which are not needed to maintain the accuracy on some systems, may be excluded if their exclusion is based upon good engineering judgement.2.2.Partial flow dilution systemA dilution system is described in Figures 11 to 19 based upon the dilution of a part of the exhaust stream. Splitting of the exhaust stream and the following dilution process may be done by different dilution system types. For subsequent collection of the particulates, the entire dilute exhaust gas or only a portion of the dilute exhaust gas is passed to the particulate sampling system (Section 2.4, Figure 21). The first method is referred to as total sampling type, the second method as fractional sampling type.The calculation of the dilution ratio depends upon the type of system used. The following types are recommended:Isokinetic systems (Figures 11, 12)With these systems, the flow into the transfer tube is matched to the bulk exhaust flow in terms of gas velocity and/or pressure, thus requiring an undisturbed and uniform exhaust flow at the sampling probe. This is usually achieved by using a resonator and a straight approach tube upstream of the sampling point. The split ratio is then calculated from easily measurable values like tube diameters. It should be noted that isokinesis is only used for matching the flow conditions and not for matching the size distribution. The latter is typically not necessary, as the particles are sufficiently small as to follow the fluid streamlines.Flow controlled systems with concentration measurement (Figures 13 to 17)With these systems, a sample is taken from the bulk exhaust stream by adjusting the dilution air flow and the total dilute exhaust flow. The dilution ratio is determined from the concentrations of tracer gases, such as CO2 or NOx naturally occurring in the engine exhaust. The concentrations in the dilute exhaust gas and in the dilution air are measured, whereas the concentration in the raw exhaust gas can be either measured directly or determined from fuel flow and the carbon balance equation, if the fuel composition is known. The systems may be controlled by the calculated dilution ratio (Figures 13, 14) or by the flow into the transfer tube (Figures 12, 13, 14).Flow controlled systems with flow measurement (Figures 18, 19)With these systems, a sample is taken from the bulk exhaust stream by setting the dilution air flow and the total dilute exhaust flow. The dilution ratio is determined from the difference of the two flows rates. Accurate calibration of the flow meters relative to one another is required, since the relative magnitude of the two flow rates can lead to significant errors at higher dilution ratios (of 15 and above). Flow control is very straight forward by keeping the dilute exhaust flow rate constant and varying the dilution air flow rate, if needed.When using partial flow dilution systems, attention must be paid to avoiding the potential problems of loss of particulates in the transfer tube, ensuring that a representative sample is taken from the engine exhaust, and determination of the split ratio. The systems described pay attention to these critical areas.Raw exhaust gas is transferred from the exhaust pipe EP to the dilution tunnel DT through the transfer tube TT by the isokinetic sampling probe ISP. The differential pressure of the exhaust gas between exhaust pipe and inlet to the probe is measured with the pressure transducer DPT. This signal is transmitted to the flow controller FC1 that controls the suction blower SB to maintain a differential pressure of zero at the tip of the probe. Under these conditions, exhaust gas velocities in EP and ISP are identical, and the flow through ISP and TT is a constant fraction (split) of the exhaust gas flow. The split ratio is determined from the cross-sectional areas of EP and ISP. The dilution air flow rate is measured with the flow measurement device FM1. The dilution ratio is calculated from the dilution air flow rate and the split ratio.Raw exhaust gas is transferred from the exhaust pipe EP to the dilution tunnel DT through the transfer tube TT by the isokinetic sampling probe ISP. The differential pressure of the exhaust gas between exhaust pipe and inlet to the probe is measured with the pressure transducer DPT. This signal is transmitted to the flow controller FC1 that controls the pressure blower PB to maintain a differential pressure of zero at the tip of the probe. This is done by taking a small fraction of the dilution air whose flow rate has already been measured with the flow measurement device FM1, and feeding it to TT by means of a pneumatic orifice. Under these conditions, exhaust gas velocities in EP and ISP are identical, and the flow through ISP and TT is a constant fraction (split) of the exhaust gas flow. The split ratio is determined from the cross sectional areas of EP and ISP. The dilution air is sucked through DT by the suction blower SB, and the flow rate is measured with FM1 at the inlet to DT. The dilution ratio is calculated from the dilution air flow rate and the split ratio.Raw exhaust gas is transferred from the exhaust pipe EP to the dilution tunnel DT through the sampling probe SP and the transfer tube TT. The concentrations of a tracer gas (CO2 or NOx) are measured in the raw and diluted exhaust gas as well as in the dilution air with the exhaust gas analyser(s) EGA. These signals are transmitted to the flow controller FC2 that controls either the pressure blower PB or the suction blower SB to maintain the desired exhaust split and dilution ratio in DT. The dilution ratio is calculated from the tracer gas concentrations in the raw exhaust gas, the diluted exhaust gas, and the dilution air.Raw exhaust gas is transferred from the exhaust pipe EP to the dilution tunnel DT through the sampling probe SP and the transfer tube TT. The CO2 concentrations are measured in the diluted exhaust gas and in the dilution air with the exhaust gas analyser(s) EGA. The CO2 and fuel flow GFUEL signals are transmitted either to the flow controller FC2, or to the flow controller FC3 of the particulate sampling system (see Figure 21). FC2 controls the pressure blower PB, FC3 the sampling pump P (see Figure 21), thereby adjusting the flows into and out of the system so as to maintain the desired exhaust split and dilution ratio in DT. The dilution ratio is calculated from the CO2 concentrations and GFUEL using the carbon balance assumption.Raw exhaust gas is transferred from the exhaust pipe EP to the dilution tunnel DT through the sampling probe SP and the transfer tube TT due to the negative pressure created by the venturi VN in DT. The gas flow rate through TT depends on the momentum exchange at the venturi zone, and is therefore affected by the absolute temperature of the gas at the exit of TT. Consequently, the exhaust split for a given tunnel flow rate is not constant, and the dilution ratio at low load is slightly lower than at high load. The tracer gas concentrations (CO2 or NOx) are measured in the raw exhaust gas, the diluted exhaust gas, and the dilution air with the exhaust gas analyser(s) EGA, and the dilution ratio is calculated from the values so measured.Raw exhaust gas is transferred from the exhaust pipe EP to the dilution tunnel DT through the sampling probe SP and the transfer tube TT by a flow divider that contains a set of orifices or venturis. The first one (FD1) is located in EP, the second one (FD2) in TT. Additionally, two pressure control valves (PCV1 and PCV2) are necessary to maintain a constant exhaust split by controlling the backpressure in EP and the pressure in DT. PCV1 is located downstream of SP in EP, PCV2 between the pressure blower PB and DT. The tracer gas concentrations (CO2 or NOx) are measured in the raw exhaust gas, the diluted exhaust gas, and the dilution air with the exhaust gas analyser(s) EGA. They are necessary for checking the exhaust split, and may be used to adjust PCV1 and PCV2 for precise split control. The dilution ratio is calculated from the tracer gas concentrations.Raw exhaust gas is transferred from the exhaust pipe EP to the dilution tunnel DT through the transfer tube TT by the flow divider FD3 that consists of a number of tubes of the same dimensions (same diameter, length and bend radius) installed in EP. The exhaust gas through one of these tubes is lead to DT, and the exhaust gas through the rest of the tubes is passed through the damping chamber DC. Thus, the exhaust split is determined by the total number of tubes. A constant split control requires a differential pressure of zero between DC and the outlet of TT, which is measured with the differential pressure transducer DPT. A differential pressure of zero is achieved by injecting fresh air into DT at the outlet of TT. The tracer gas concentrations (CO2 or NOx) are measured in the raw exhaust gas, the diluted exhaust gas, and the dilution air with the exhaust gas analyser(s) EGA. They are necessary for checking the exhaust split and may be used to control the injection air flow rate for precise split control. The dilution ratio is calculated from the tracer gas concentrations.Raw exhaust gas is transferred from the exhaust pipe EP to the dilution tunnel DT through the sampling probe SP and the transfer tube TT. The total flow through the tunnel is adjusted with the flow controller FC3 and the sampling pump P of the particulate sampling system (see Figure 18). The dilution air flow is controlled by the flow controller FC2, which may use GEXHW, GAIRW, or GFUEL as command signals, for the desired exhaust split. The sample flow into DT is the difference of the total flow and the dilution air flow. The dilution air flow rate is measured with the flow measurement device FM1, the total flow rate with the flow measurement device FM3 of the particulate sampling system (see Figure 21). The dilution ratio is calculated from these two flow rates.Raw exhaust gas is transferred from the exhaust pipe EP to the dilution tunnel DT through the sampling probe SP and the transfer tube TT. The exhaust split and the flow into DT is controlled by the flow controller FC2 that adjusts the flows (or speeds) of the pressure blower PB and the suction blower SB, accordingly. This is possible since the sample taken with the particulate sampling system is returned into DT. GEXHW, GAIRW, or GFUEL may be used as command signals for FC2. The dilution air flow rate is measured with the flow measurement device FM1, the total flow with the flow measurement device FM2. The dilution ratio is calculated from these two flow rates.2.2.1.Components of Figures 11 to 19EP Exhaust pipeThe exhaust pipe may be insulated. To reduce the thermal inertia of the exhaust pipe a thickness to diameter ratio of 0,015 or less is recommended. The use of flexible sections shall be limited to a length to diameter ratio of 12 or less. Bends shall be minimised to reduce inertial deposition. If the system includes a test bed silencer the silencer may also be insulated.For an isokinetic system, the exhaust pipe must be free of elbows, bends and sudden diameter changes for at least 6 pipe diameters upstream and 3 pipe diameters downstream of the tip of the probe. The gas velocity at the sampling zone must be higher than 10 m/s except at idle mode. Pressure oscillations of the exhaust gas must not exceed ± 500 Pa on the average. Any steps to reduce pressure oscillations beyond using a chassis-type exhaust system (including silencer and aftertreatment devices) must not alter engine performance nor cause the deposition of particulates.For systems without isokinetic probe, it is recommended to have a straight pipe of 6 pipe diameters upstream and 3 pipe diameters downstream of the tip of the probe.SP Sampling probe (Figures 10, 14, 15, 16, 18, 19)The minimum inside diameter shall be 4 mm. The minimum diameter ratio between exhaust pipe and probe shall be 4. The probe shall be an open tube facing upstream on the exhaust pipe centreline, or a multiple hole probe as described under SP1 in Section 1.2.1, Figure 5.ISP Isokinetic sampling probe (Figures 11, 12)The isokinetic sampling probe must be installed facing upstream on the exhaust pipe centreline where the flow conditions in section EP are met, and designed to provide a proportional sample of the raw exhaust gas. The minimum inside diameter shall be 12 mm.A control system is necessary for isokinetic exhaust splitting by maintaining a differential pressure of zero between EP and ISP. Under these conditions exhaust gas velocities in EP and ISP are identical and the mass flow through ISP is a constant fraction of the exhaust gas flow. ISP has to be connected to a differential pressure transducer DPT. The control to provide a differential pressure of zero between EP and ISP is done with the flow controller FC1.FD1, FD2 Flow divider (Figure 16)A set of venturis or orifices is installed in the exhaust pipe EP and in the transfer tube TT, respectively, to provide a proportional sample of the raw exhaust gas. A control system consisting of two pressure control valves PCV1 and PCV2 is necessary for proportional splitting by controlling the pressures in EP and DT.FD3 Flow divider (Figure 17)A set of tubes (multiple tube unit) is installed in the exhaust pipe EP to provide a proportional sample of the raw exhaust gas. One of the tubes feeds exhaust gas to the dilution tunnel DT, whereas the other tubes exit exhaust gas to a damping chamber DC. The tubes must have the same dimensions (same diameter, length, bend radius), so that the exhaust split depends on the total number of tubes. A control system is necessary for proportional splitting by maintaining a differential pressure of zero between the exit of the multiple tube unit into DC and the exit of TT. Under these conditions, exhaust gas velocities in EP and FD3 are proportional, and the flow TT is a constant fraction of the exhaust gas flow. The two points have to be connected to a differential pressure transducer DPT. The control to provide a differential pressure of zero is done with the flow controller FC1.EGA Exhaust gas analyser (Figures 13, 14, 15, 16, 17)CO2 or NOx analysers may be used (with carbon balance method CO2 only). The analysers shall be calibrated like the analysers for the measurement of the gaseous emissions. One or several analysers may be used to determine the concentration differences. The accuracy of the measuring systems has to be such that the accuracy of GEDFW,i is within ± 4 %.TT Transfer tube (Figures 11 to 19)The transfer tube shall be:as short as possible, but not more than 5 m in length,equal to or greater than the probe diameter, but not more than 25 mm in diameter,exiting on the centreline of the dilution tunnel and pointing downstream.If the tube is 1 meter or less in length, it shall be insulated with material with a maximum thermal conductivity of 0,05 W/m*K with a radial insulation thickness corresponding to the diameter of the probe. If the tube is longer than 1 meter, it must be insulated and heated to a minimum wall temperature of 523 K (250 °C).DPT Differential pressure transducer (Figures 11, 12, 17)The differential pressure transducer shall have a range of ± 500 Pa or less.FC1 Flow controller (Figures 11, 12, 17)For isokinetic systems (Figures 11,12), a flow controller is necessary to maintain a differential pressure of zero between EP and ISP. The adjustment can be done by:(a)controlling the speed or flow of the suction blower SB and keeping the speed or flow of the pressure blower PB constant during each mode (Figure 11); or(b)adjusting the suction blower SB to a constant mass flow of the diluted exhaust gas and controlling the flow of the pressure blower PB, and therefore the exhaust sample flow in a region at the end of the transfer tube TT (Figure 12).In the case of a pressure controlled system the remaining error in the control loop must not exceed ± 3 Pa. The pressure oscillations in the dilution tunnel must not exceed ± 250 Pa on the average.For a multi-tube system (Figure 17), a flow controller is necessary for proportional exhaust splitting to maintain a differential pressure of zero between the exit of the multi-tube unit and the exit of TT. The adjustment is done by controlling the injection air flow rate into DT at the exit of TT.PCV1, PCV2 Pressure control valve (Figure 16)Two pressure control valves are necessary for the twin venturi/twin orifice system for proportional flow splitting by controlling the backpressure of EP and the pressure in DT. The valves shall be located downstream of SP in EP and between PB and DT.DC Damping chamber (Figure 17)A damping chamber shall be installed at the exit of the multiple tube unit to minimise the pressure oscillations in the exhaust pipe EP.VN Venturi (Figure 15)A venturi is installed in the dilution tunnel DT to create a negative pressure in the region of the exit of the transfer tube TT. The gas flow rate through TT is determined by the momentum exchange at the venturi zone, and is basically proportional to the flow rate of the pressure blower PB leading to a constant dilution ratio. Since the momentum exchange is affected by the temperature at the exit of TT and the pressure difference between EP and DT, the actual dilution ratio is slightly lower at low load than at high load.FC2 Flow controller (Figures 13, 14, 18, 19, optional)A flow controller may be used to control the flow of the pressure blower PB and/or the suction blower SB. It may be connected to the exhaust, intake air, or fuel flow signals and/or to the CO2 or NOx differential signals. When using a pressurised air supply (Figure 18), FC2 directly controls the air flow.FM1 Flow measurement device (Figures 11, 12, 18, 19)Gas meter or other flow instrumentation to measure the dilution air flow. FM1 is optional if the pressure blower PB is calibrated to measure the flow.FM2 Flow measurement device (Figure 19)Gas meter or other flow instrumentation to measure the diluted exhaust gas flow. FM2 is optional if the suction blower SB is calibrated to measure the flow.PB Pressures blower (Figures 11, 12, 13, 14, 15, 16, 19)To control the dilution air flow rate, PB may be connected to the flow controllers FC1 or FC2. PB is not required when using a butterfly valve. PB may be used to to measure the dilution air flow, if calibrated.SB Suction blower (Figures 11, 12, 13, 16, 17, 19)For fractional sampling systems only. SB may be used to measure the diluted exhaust gas flow, if calibrated.DAF Dilution air filter (Figures 11 to 19)It is recommended that the dilution air be filtered and charcoal scrubbed to eliminate background hydrocarbons. At the engine manufacturers request the dilution air shall be sampled according to good engineering practice to determine the background particulate levels, which can then be subtracted from the values measured in the diluted exhaust.DT Dilution tunnel (Figures 11 to 19)The dilution tunnel:shall be of a sufficient length to cause complete mixing of the exhaust and dilution air under turbulent flow conditions;shall be constructed of stainless steel with:thickness/diameter ratio of 0,025 or less for dilution tunnels with inside diameters greater than 75 mm;a nominal thickness of no less then 1,5 mm for dilution tunnels with inside diameters of equal to or less than 75 mm;shall be at least 75 mm in diameter for the fractional sampling type;is recommended to be at least 25 mm in diameter for the total sampling type;may be heated to no greater than 325 K (52 °C) wall temperature by direct heating or by dilution air pre-heating, provided the air temperature does not exceed 325 K (52 °C) prior to the introduction of the exhaust in the dilution tunnel;may be insulated.The engine exhaust shall be thoroughly mixed with the dilution air. For fractional sampling systems, the mixing quality shall be checked after introduction into service by means of a CO2-profile of the tunnel with the engine running (at least four equally spaced measuring points). If necessary, a mixing orifice may be used.Note:If the ambient temperature in the vicinity of the dilution tunnel (DT) is below 293K (20 °C), precautions should be taken to avoid particle losses onto the cool walls of the dilution tunnel. Therefore, heating and/or insulating the tunnel within the limits given above is recommended.At high engine loads, the tunnel may be cooled by a non-aggressive means such as a circulating fan, as long as the temperature of the cooling medium is not below 293K (20 °C).HE Heat exchanger (Figures 16, 17)The heat exchanger shall be of sufficient capacity to maintain the temperature at the inlet to the suction blower SB within ± 11K of the average operating temperature observed during the test.2.3.Full flow dilution systemA dilution system is described in Figure 20 based upon the dilution of the total exhaust using the CVS (Constant Volume Sampling) concept. The total volume of the mixture of exhaust and dilution air must be measured. Either a PDP or a CFV system may be used.For subsequent collection of the particulates, a sample of the dilute exhaust gas is passed to the particulate sampling system (section 2.4, figures 21 and 22). If this is done directly, it is referred to as single dilution. If the sample is diluted once more in the secondary dilution tunnel, it is referred to as double dilution. This is useful, if the filter face temperature requirement cannot be met with single dilution. Although partly a dilution system, the double dilution system is described as a modification of a particulate sampling system in section 2.4, Figure 22, since it shares most of the parts with a typical particulate sampling system.The total amount of raw exhaust gas is mixed in the dilution tunnel DT with the dilution air. The diluted exhaust gas flow rate is measured either with a Positive Displacement Pump PDP or with a Critical Flow Venturi CFV. A heat exchanger HE or electronic flow compensation EFC may be used for proportional particulate sampling and for flow determination. Since particulate mass determination is based on the total diluted exhaust gas flow, the dilution ratio is not required to be calculated.2.3.1.Components of Figure 20EP Exhaust pipeThe exhaust pipe length from the exit of the engine exhaust manifold, turbocharger outlet or aftertreatment device to the dilution tunnel shall not exceed 10 m. If the exhaust pipe downstream of the engine exhaust manifold, turbocharger outlet or aftertreatment device exceeds 4 m in length, then all tubing in excess of 4 m shall be insulated, except for an in-line smokemeter, if used. The radial thickness of the insulation must be at least 25 mm. The thermal conductivity of the insulating material must have a value no greater than 0,1 W/mK measured at 673 K (400 °C). To reduce the thermal inertia of the exhaust pipe a thickness to diameter ratio of 0,015 or less is recommended. The use of flexible sections shall be limited to a length to diameter ratio of 12 or less.PDP Positive displacement pumpThe PDP meters total diluted exhaust flow from the number of the pump revolutions and the pump displacement. The exhaust system backpressure must not be artificially lowered by the PDP or dilution air inlet system. Static exhaust backpressure measured with the PDP system operating shall remain within ± 1,5 kPa of the static pressure measured without connection to the PDP at identical engine speed and load. The gas mixture temperature immediately ahead of the PDP shall be within ± 6 K of the average operating temperature observed during the test, when no flow compensation is used. Flow compensation may only be used if the temperature at the inlet to the PDP does not exceed 323K (50 °C).CFV Critical Flow VenturiCFV measures total diluted exhaust flow by maintaining the flow at choked conditions (critical flow). Static exhaust backpressure measured with the CFV system operating shall remain within ± 1,5 kPa of the static pressure measured without connection to the CFV at identical engine speed and load. The gas mixture temperature immediately ahead of the CFV shall be within ± 11 K of the average operating temperature observed during the test, when no flow compensation is used.HE Heat exchanger (optional, if EFC is used)The heat exchanger shall be of sufficient capacity to maintain the temperature within the limits required above.EFC Electronic flow compensation (optional, if HE is used)If the temperature at the inlet to either the PDP or CFV is not kept within the limits stated above, a flow compensation system is required for continuous measurement of the flow rate and control of the proportional sampling in the particulate system. To that purpose, the continuously measured flow rate signals are used to correct the sample flow rate through the particulate filters of the particulate sampling system (see Section 2.4, Figures 21, 22), accordingly.DT Dilution tunnelThe dilution tunnel:shall be small enough in diameter to cause turbulent flow (Reynolds Number greater than 4000) and of sufficient length to cause complete mixing of the exhaust and dilution air; a mixing orifice may be used;shall be at least 460 mm in diameter with a single dilution system;shall be at least 210 mm in diameter with a double dilution system;may be insulated.The engine exhaust shall be directed downstream at the point where it is introduced into the dilution tunnel, and thoroughly mixed.When using single dilution, a sample from the dilution tunnel is transferred to the particulate sampling system (Section 2.4, Figure 21). The flow capacity of the PDP or CFV must be sufficient to maintain the diluted exhaust at a temperature of less than or equal to 325 K (52 °C) immediately before the primary particulate filter.When using double dilution, a sample from the dilution tunnel is transferred to the secondary dilution tunnel where it is further diluted, and then passed through the sampling filters (Section 2.4, Figure 22). The flow capacity of the PDP or CFV must be sufficient to maintain the diluted exhaust stream in the DT at a temperature of less than or equal to 464 K (191 °C) at the sampling zone. The secondary dilution system must provide sufficient secondary dilution air to maintain the doubly-diluted exhaust stream at a temperature of less than or equal to 325 K (52 °C) immediately before the primary particulate filter.DAF Dilution air filterIt is recommended that the dilution air be filtered and charcoal scrubbed to eliminate background hydrocarbons. At the engine manufacturers request the dilution air shall be sampled according to good engineering practice to determine the background particulate levels, which can then be subtracted from the values measured in the diluted exhaust.PSP Particulate sampling probeThe probe is the leading section of PTT and:shall be installed facing upstream at a point where the dilution air and exhaust gas are well mixed, i.e. on the dilution tunnel (DT) centreline approximately 10 tunnel diameters downstream of the point where the exhaust enters the dilution tunnel;shall be of 12 mm minimum inside diameter;may be heated to no greater than 325 K (52 °C) wall temperature by direct heating or by dilution air pre-heating, provided the air temperature does not exceed 325 K (52 °C) prior to the introduction of the exhaust in the dilution tunnel;may be insulated.2.4.Particulate sampling systemThe particulate sampling system is required for collecting the particulates on the particulate filter. In the case of total sampling partial flow dilution, which consists of passing the entire diluted exhaust sample through the filters, dilution (Section 2.2, Figures 14, 18) and sampling system usually form an integral unit. In the case of fractional sampling partial flow dilution or full flow dilution, which consists of passing through the filters only a portion of the diluted exhaust, the dilution (Section 2.2, Figures 11, 12, 13, 15, 16, 17, 19; Section 2.3, Figure 20) and sampling systems usually form different units.In this Directive, the double dilution system (Figure 22) of a full flow dilution system is considered as a specific modification of a typical particulate sampling system as shown in Figure 21. The double dilution system includes all important parts of the particulate sampling system, like filter holders and sampling pump.In order to avoid any impact on the control loops, it is recommended that the sample pump be running throughout the complete test procedure. For the single filter method, a bypass system shall be used for passing the sample through the sampling filters at the desired times. Interference of the switching procedure on the control loops must be minimised.A sample of the diluted exhaust gas is taken from the dilution tunnel DT of a partial flow or full flow dilution system through the particulate sampling probe PSP and the particulate transfer tube PTT by means of the sampling pump P. The sample is passed through the filter holder(s) FH that contain the particulate sampling filters. The sample flow rate is controlled by the flow controller FC3. If electronic flow compensation EFC (see Figure 20) is used, the diluted exhaust gas flow is used as command signal for FC3.A sample of the diluted exhaust gas is transferred from the dilution tunnel DT of a full flow dilution system through the particulate sampling probe PSP and the particulate transfer tube PTT to the secondary dilution tunnel SDT, where it is diluted once more. The sample is then passed through the filter holder(s) FH that contain the particulate sampling filters. The dilution air flow rate is usually constant whereas the sample flow rate is controlled by the flow controller FC3. If electronic flow compensation EFC (see Figure 20) is used, the total diluted exhaust gas flow is used as command signal for FC3.2.4.1.Components of Figures 21 and 22PTT Particulate transfer tube (Figures 21, 22)The particulate transfer tube must not exceed 1020 mm in length, and must be minimised in length whenever possible. Where applicable (i.e. for partial flow dilution fractional sampling systems and for full flow dilution systems), the length of the sampling probes (SP, ISP, PSP, respectively, see Sections 2.2 and 2.3) shall be included.The dimensions are valid for:the partial flow dilution fractional sampling type and the full flow single dilution system from the tip of the probe (SP, ISP, PSP, respectively) to the filter holder;the partial flow dilution total sampling type from the end of the dilution tunnel to the filter holder;the full flow double dilution system from the tip of the probe (PSP) to the secondary dilution tunnel.The transfer tube:may be heated to no greater than 325 K (52 °C) wall temperature by direct heating or by dilution air pre-heating, provided the air temperature does not exceed 325 K (52 °C) prior to the introduction of the exhaust in the dilution tunnel;may be insulated.SDT Secondary dilution tunnel (Figure 22)The secondary dilution tunnel should have a minimum diameter of 75 mm, and should be of sufficient length so as to provide a residence time of at least 0,25 seconds for the doubly-diluted sample. The primary filter holder FH shall be located within 300 mm of the exit of the SDT.The secondary dilution tunnel:may be heated to no greater than 325 K (52 °C) wall temperature by direct heating or by dilution air pre-heating, provided the air temperature does not exceed 325 K (52 °C) prior to the introduction of the exhaust in the dilution tunnel;may be insulated.FH Filter holder(s) (Figures 21, 22)For primary and back-up filters one filter housing or separate filter housings may be used. The requirements of Annex III, Appendix 4, Section 4.1.3 shall be met.The filter holder(s):may be heated to no greater than 325 K (52 °C) wall temperature by direct heating or by dilution air pre-heating, provided the air temperature does not exceed 325 K (52 °C) prior to the introduction of the exhaust in the dilution tunnel;may be insulated.P Sampling pump (Figures 21, 22)The particulate sampling pump shall be located sufficiently distant from the tunnel so that the inlet gas temperature is maintained constant (± 3 K), if flow correction by FC3 is not used.DP Dilution air pump (Figure 22)The dilution air pump shall be located so that the secondary dilution air is supplied at a temperature of 298 K ± 5 K (25 °C ± 5 °C), if the dilution air is not preheated.FC3 Flow controller (Figures 21, 22)A flow controller shall be used to compensate the particulate sample flow rate for temperature and backpressure variations in the sample path, if no other means are available. The flow controller is required if electronic flow compensation EFC (see Figure 20) is used.FM3 Flow measurement device (Figures 21, 22)The gas meter or flow instrumentation for the particulate sample flow shall be located sufficiently distant from the sampling pump P so that the inlet gas temperature remains constant (± 3 K), if flow correction by FC3 is not used.FM4 Flow measurement device (Figure 22)The gas meter or flow instrumentation for the dilution air flow shall be located so that the inlet gas temperature remains at 298 K ± 5 K (25 °C ± 5 °C).BV Ball valve (optional)The ball valve shall have an inside diameter not less than the inside diameter of the particulate transfer tube PTT, and a switching time of less than 0,5 seconds.Note:If the ambient temperature in the vicinity of PSP, PTT, SDT, and FH is below 293 K (20 °C), precautions should be taken to avoid particle losses onto the cool wall of these parts. Therefore, heating and/or insulating these parts within the limits given in the respective descriptions is recommended. It is also recommended that the filter face temperature during sampling be not below 293 K (20 °C).At high engine loads, the above parts may be cooled by a non-aggressive means such as a circulating fan, as long as the temperature of the cooling medium is not below 293 K (20 °C).3.DETERMINATION OF SMOKE3.1.IntroductionSections 3.2 and 3.3 and Figures 23 and 24 contain detailed descriptions of the recommended opacimeter systems. Since various configurations can produce equivalent results, exact conformance with Figures 23 and 24 is not required. Additional components such as instruments, valves, solenoids, pumps, and switches may be used to provide additional information and coordinate the functions of the component systems. Other components which are not needed to maintain the accuracy on some systems, may be excluded if their exclusion is based upon good engineering judgement.The principle of measurement is that light is transmitted through a specific length of the smoke to be measured and that proportion of the incident light which reaches a receiver is used to assess the light obscuration properties of the medium. The smoke measurement depends upon the design of the apparatus, and may be done in the exhaust pipe (full flow in-line opacimeter), at the end of the exhaust pipe (full flow end-of-line opacimeter) or by taking a sample from the exhaust pipe (partial flow opacimeter). For the determination of the light absorption coefficient from the opacity signal, the optical path length of the instrument shall be supplied by the instrument manufacturer.3.2.Full flow opacimeterTwo general types of full flow opacimeters may be used (Figure 23). With the in-line opacimeter, the opacity of the full exhaust plume within the exhaust pipe is measured. With this type of opacimeter, the effective optical path length is a function of the opacimeter design.With the end-of-line opacimeter, the opacity of the full exhaust plume is measured as it exits the exhaust pipe. With this type of opacimeter, the effective optical path length is a function of the exhaust pipe design and the distance between the end of the exhaust pipe and the opacimeter.3.2.1.Components of Figure 23EP Exhaust PipeWith an in-line opacimeter, there shall be no change in the exhaust pipe diameter within 3 exhaust pipe diameters before or after the measuring zone. If the diameter of the measuring zone is greater than the diameter of the exhaust pipe, a pipe gradually convergent before the measuring zone is recommended.With an end-of-line opacimeter, the terminal 0,6 m of the exhaust pipe shall be of circular cross section and be free from elbows and bends. The end of the exhaust pipe shall be cut off squarely. The opacimeter shall be mounted centrally to the plume within 25 ± 5 mm of the end of the exhaust pipe.OPL Optical Path LengthThe length of the smoke obscured optical path between the opacimeter light source and the receiver, corrected as necessary for non-uniformity due to density gradients and fringe effect. The optical path length shall be submitted by the instrument manufacturer taking into account any measures against sooting (e.g. purge air). If the optical path length is not available, it shall be determined in accordance with ISO IDS 11614, Section 11.6.5. For the correct determination of the optical path length, a minimum exhaust gas velocity of 20 m/s is required.LS Light sourceThe light source shall be an incandescent lamp with a colour temperature in the range of 2800 to 3250 K or a green light emitting diode (LED) with a spectral peak between 550 and 570 nm. The light source shall be protected against sooting by means that do not influence the optical path length beyond the manufacturers specifications.LD Light detectorThe detector shall be a photocell or a photodiode (with a filter, if necessary). In the case of an incandescent light source, the receiver shall have a peak spectral response similar to the phototopic curve of the human eye (maximum response) in the range of 550 to 570 nm, to less than 4 % of that maximum response below 430 nm and above 680 nm. The light detector shall be protected against sooting by means that do not influence the optical path length beyond the manufacturers specifications.CL Collimating lensThe light output shall be collimated to a beam with a maximum diameter of 30 mm. The rays of the light beam shall be parallel within a tolerance of 3° of the optical axis.T1 Temperature sensor (optional)The exhaust gas temperature may be monitored over the test.3.3.Partial flow opacimeterWith the partial flow opacimeter (Figure 24), a representative exhaust sample is taken from the exhaust pipe and passed through a transfer line to the measuring chamber. With this type of opacimeter, the effective optical path length is a function of the opacimeter design. The response times referred to in the following section apply to the minimum flow rate of the opacimeter, as specified by the instrument manufacturer.3.3.1.Components of Figure 24EP Exhaust pipeThe exhaust pipe shall be a straight pipe of at least 6 pipe diameters upstream and 3 pipe diameters downstream of the tip of the probe.SP Sampling probeThe sampling probe shall be an open tube facing upstream on or about the exhaust pipe centreline. The clearance with the wall of the tailpipe shall be at least 5 mm. The probe diameter shall ensure a representative sampling and a sufficient flow through the opacimeter.TT Transfer tubeThe transfer tube shall:Be as short as possible and ensure an exhaust gas temperature of 373 ± 30 K (100 °C ± 30 °C) at the entrance to the measuring chamber.Have a wall temperature sufficiently above the dew point of the exhaust gas to prevent condensation.Be equal to the diameter of the sampling probe over the entire length.Have a response time of less than 0,05 s at minimum instrument flow, as determined according to Annex III, Appendix 4, Section 5.2.4.Have no significant effect on the smoke peak.FM Flow measurement deviceFlow instrumentation to detect the correct flow into the measuring chamber. The minimum and maximum flow rates shall be specified by the instrument manufacturer, and shall be such that the response time requirement of TT and the optical path length specifications are met. The flow measurement device may be close to the sampling pump, P, if used.MC Measuring chamberThe measuring chamber shall have a non-reflective internal surface, or equivalent optical environment. The impingement of stray light on the detector due to internal reflections of diffusion effects shall be reduced to a minimum.The pressure of the gas in the measuring chamber shall not differ from the atmospheric pressure by more than 0,75 kPa. Where this is not possible by design, the opacimeter reading shall be converted to atmospheric pressure.The wall temperature of the measuring chamber shall be set to within ± 5 K between 343 K (70 °C) and 373 K (100 °C), but in any case sufficiently above the dew point of the exhaust gas to prevent condensation. The measuring chamber shall be equipped with appropriate devices for measuring the temperature.OPL Optical path lengthThe length of the smoke obscured optical path between the opacimeter light source and the receiver, corrected as necessary for non-uniformity due to density gradients and fringe effect. The optical path length shall be submitted by the instrument manufacturer taking into account any measures against sooting (e.g. purge air). If the optical path length is not available, it shall be determined in accordance with ISO IDS 11614, Section 11.6.5.LS Light sourceThe light source shall be an incandescent lamp with a colour temperature in the range of 2800 to 3250 K or a green light emitting diode (LED) with a spectral peak between 550 and 570 nm. The light source shall be protected against sooting by means that do not influence the optical path length beyond the manufacturers specifications.LD Light detectorThe detector shall be a photocell or a photodiode (with a filter, if necessary). In the case of an incandescent light source, the receiver shall have a peak spectral response similar to the phototopic curve of the human eye (maximum response) in the range of 550 to 570 nm, to less than 4 % of that maximum response below 430 nm and above 680 nm. The light detector shall be protected against sooting by means that do not influence the optical path length beyond the manufacturers specifications.CL Collimating lensThe light output shall be collimated to a beam with a maximum diameter of 30 mm. The rays of the light beam shall be parallel within a tolerance of 3° of the optical axis.T1 Temperature sensorTo monitor the exhaust gas temperature at the entrance to the measuring chamber.P Sampling pump (optional)A sampling pump downstream of the measuring chamber may be used to transfer the sample gas through the measuring chamber.ANNEX VIANNEX VIIEXAMPLE OF CALCULATION PROCEDURE1.ESC TEST1.1.Gaseous emissionsThe measurement data for the calculation of the individual mode results are shown below. In this example, CO and NOx are measured on a dry basis, HC on a wet basis. The HC concentration is given in propane equivalent (C3) and has to be multiplied by 3 to result in the C1 equivalent. The calculation procedure is identical for the other modes.
P(kW)Ta(K)Ha(g/kg)GEXH(kg)GAIRW(kg)GFUEL(kg)HC(ppm)CO(ppm)NOx(ppm)
82,9294,87,81563,38545,2918,096,341,2495
Calculation of the dry to wet correction factor KW,r (Annex III, Appendix 1, Section 4.2): and Calculation of the wet concentrations:Calculation of the NOx humidity correction factor KH,D (Annex III, Appendix 1, Section 4.3):Calculation of the emission mass flow rates (Annex III, Appendix 1, Section 4.4):Calculation of the specific emissions (Annex III, Appendix 1, Section 4.5):The following example calculation is given for CO; the calculation procedure is identical for the other components.The emission mass flow rates of the individual modes are multiplied by the respective weighting factors, as indicated in Annex III, Appendix 1, Section 2.7.1, and summed up to result in the mean emission mass flow rate over the cycle:
CO=
=30,91 g/h
The engine power of the individual modes is multiplied by the respective weighting factors, as indicated in Annex III, Appendix 1, Section 2.7.1, and summed up to result in the mean cycle power:
=
=60,006 kW
Calculation of the specific NOx emission of the random point (Annex III, Appendix 1, Section 4.6.1):Assume the following values have been determined on the random point:nZ1600 min-1MZ495 NmNOx mass,Z487,9 g/h (calculated according to the previous formulae)P(n)Z83 kWNOx,Z487,9/83 = 5,878 g/kWhDetermination of the emission value from the test cycle (Annex III, Appendix 1, Section 4.6.2):Assume the values of the four enveloping modes on the ESC to be as follows:
nRTnSUERESETEUMRMSMTMU
136817855,9435,5655,8894,973515460681610
Comparison of the NOx emission values (Annex III, Appendix 1, Section 4.6.3):1.2.Particulate emissionsParticulate measurement is based on the principle of sampling the particulates over the complete cycle, but determining the sample and flow rates (MSAM and GEDF) during the individual modes. The calculation of GEDF depends on the system used. In the following examples, a system with CO2 measurement and carbon balance method and a system with flow measurement are used. When using a full flow dilution system, GEDF is directly measured by the CVS equipment.Calculation of GEDF (Annex III, Appendix 1, Sections 5.2.3 and 5.2.4):Assume the following measurement data of mode 4. The calculation procedure is identical for the other modes.
GEXH(kg/h)GFUEL(kg/h)GDILW(kg/h)GTOTW(kg/h)CO2D(%)CO2A(%)
334,0210,765,44356,00,6570,040
(a)carbon balance method(b)flow measurement methodCalculation of the mass flow rate (Annex III, Appendix 1, Section 5.4):The GEDFW flow rates of the individual modes are multiplied by the respective weighting factors, as indicated in Annex III, Appendix 1, Section 2.7.1, and summed up to result in the mean GEDF over the cycle. The total sample rate MSAM is summed up from the sample rates of the individual modes.
=
=3604,6 kg/h
=0,226 + 0,122 + 0,151 + 0,152 + 0,076 + 0,076 + 0,076 + 0,136 + 0,151 + 0,121 + 0,076 + 0,076 + 0,075
=1,515 kg
Assume the particulate mass on the filters to be 2,5 mg, thenBackground correction (optional)Assume one background measurement with the following values. The calculation of the dilution factor DF is identical to Section 3.1 of this Annex and not shown here.
Sum of DF=
=0,923
Calculation of the specific emission (Annex III, Appendix 1, Section 5.5):
=
=60,006 kW
Calculation of the specific weighting factor (Annex III, Appendix 1, Section 5.6):Assume the values calculated for mode 4 above, thenThis value is within the required value of 0,10 ± 0,003.2.ELR TESTSince Bessel filtering is a completely new averaging procedure in European exhaust legislation, an explanation of the Bessel filter, an example of the design of a Bessel algorithm, and an example of the calculation of the final smoke value is given below. The constants of the Bessel algorithm only depend on the design of the opacimeter and the sampling rate of the data acquisition system. It is recommended that the opacimeter manufacturer provide the final Bessel filter constants for different sampling rates and that the customer use these constants for designing the Bessel algorithm and for calculating the smoke values.2.1.General remarks on the Bessel filterDue to high frequency distortions, the raw opacity signal usually shows a highly scattered trace. To remove these high frequency distortions a Bessel filter is required for the ELR-test. The Bessel filter itself is a recursive, second-order low-pass filter which guarantees the fastest signal rise without overshoot.Assuming a real time raw exhaust plume in the exhaust tube, each opacimeter shows a delayed and differently measured opacity trace. The delay and the magnitude of the measured opacity trace is primarily dependent on the geometry of the measuring chamber of the opacimeter, including the exhaust sample lines, and on the time needed for processing the signal in the electronics of the opacimeter. The values that characterise these two effects are called the physical and the electrical response time which represent an individual filter for each type of opacimeter.The goal of applying a Bessel filter is to guarantee a uniform overall filter characteristic of the whole opacimeter system, consisting of:physical response time of the opacimeter (tp),electrical response time of the opacimeter (te),filter response time of the applied Bessel filter (tF).The resulting overall response time of the system tAver is given by:and must be equal for all kinds of opacimeters in order to give the same smoke value. Therefore, a Bessel filter has to be created in such a way, that the filter response time (tF) together with the physical (tp) and electrical response time (te) of the individual opacimeter must result in the required overall response time (tAver). Since tp and te are given values for each individual opacimeter, and tAver is defined to be 1,0 s in this Directive, tF can be calculated as follows:By definition, the filter response time tF is the rise time of a filtered output signal between 10 % and 90 % on a step input signal. Therefore the cut-off frequency of the Bessel filter has to be iterated in such a way, that the response time of the Bessel filter fits into the required rise time.In Figure a, the traces of a step input signal and Bessel filtered output signal as well as the response time of the Bessel filter (tF) are shown.Designing the final Bessel filter algorithm is a multi step process which requires several iteration cycles. The scheme of the iteration procedure is presented below.2.2.Calculation of the Bessel algorithmIn this example a Bessel algorithm is designed in several steps according to the above iteration procedure which is based upon Annex III, Appendix 1, Section 6.1.For the opacimeter and the data acquisition system, the following characteristics are assumed:physical response time tp 0,15 selectrical response time te 0,05 soverall response time tAver 1,00 s (by definition in this Directive)sampling rate 150 HzStep 1Required Bessel filter response time tF:Step 2Estimation of cut-off frequency and calculation of Bessel constants E, K for first iteration:fcΔt1/150 = 0,006667 sΩEKThis gives the Bessel algorithm:where Si represents the values of the step input signal (either "0" or "1") and Yi represents the filtered values of the output signal.Step 3Application of Bessel filter on step input:The Bessel filter response time tF is defined as the rise time of the filtered output signal between 10 % and 90 % on a step input signal. For determining the times of 10 % (t10) and 90 % (t90) of the output signal, a Bessel filter has to be applied to a step input using the above values of fc, E and K.The index numbers, the time and the values of a step input signal and the resulting values of the filtered output signal for the first and the second iteration are shown in Table B. The points adjacent to t10 and t90 are marked in bold numbers.In Table B, first iteration, the 10 % value occurs between index number 30 and 31 and the 90 % value occurs between index number 191 and 192. For the calculation of tF,iter the exact t10 and t90 values are determined by linear interpolation between the adjacent measuring points, as follows:where outupper and outlower, respectively, are the adjacent points of the Bessel filtered output signal, and tlower is the time of the adjacent time point, as indicated in Table B.Step 4Filter response time of first iteration cycle:Step 5Deviation between required and obtained filter response time of first iteration cycle:Step 6Checking the iteration criteria:Δ ≤ 0,01 is required. Since 0,081641 > 0,01, the iteration criteria is not met and a further iteration cycle has to be started. For this iteration cycle, a new cut-off frequency is calculated from fc and Δ as follows:This new cut-off frequency is used in the second iteration cycle, starting at step 2 again. The iteration has to be repeated until the iteration criteria is met. The resulting values of the first and second iteration are summarised in Table A.
Table AValues of the first and second iteration
Parameter1. Iteration2. Iteration
fc(Hz)0,3181520,344126
E(-)7,07948 E-58,272777 E-5
K(-)0,9707830,968410
t10(s)0,2009450,185523
t90(s)1,2761471,179562
tF,iter(s)1,0752020,994039
Δ(-)0,0816410,006657
fc,new(Hz)0,3441260,346417
Step 7Final Bessel algorithm:As soon as the iteration criteria has been met, the final Bessel filter constants and the final Bessel algorithm are calculated according to step 2. In this example, the iteration criteria has been met after the second iteration (Δ = 0,006657 ≤ 0,01). The final algorithm is then used for determining the averaged smoke values (see next Section 2.3).
Table BValues of step input signal and Bessel filtered output signal for the first and second iteration cycle
Index i[-]Time[s]Step input signal Si[-]Filtered output signal Yi[-]
1. Iteration2. Iteration
- 2- 0,01333300,0000000,000000
- 1- 0,00666700,0000000,000000
00,00000010,0000710,000083
10,00666710,0003520,000411
20,01333310,0009080,001060
30,02000010,0017310,002019
40,02666710,0028130,003278
50,03333310,0041450,004828
~~~~~
240,16000010,0678770,077876
250,16666710,0728160,083476
260,17333310,0778740,089205
270,18000010,0830470,095056
280,18666710,0883310,101024
290,19333310,0937190,107102
300,20000010,0992080,113286
310,20666710,1047940,119570
320,21333310,1104710,125949
330,22000010,1162360,132418
340,22666710,1220850,138972
350,23333310,1280130,145605
360,24000010,1340160,152314
370,24666710,1400910,159094
~~~~~
1751,16666710,8624160,895701
1761,17333310,8649680,897941
1771,18000010,8674840,900145
1781,18666710,8699640,902312
1791,19333310,8724100,904445
1801,20000010,8748210,906542
1811,20666710,8771970,908605
1821,21333310,8795400,910633
1831,22000010,8818490,912628
1841,22666710,8841250,914589
1851,23333310,8863670,916517
1861,24000010,8885770,918412
1871,24666710,8907550,920276
1881,25333310,8929000,922107
1891,26000010,8950140,923907
1901,26666710,8970960,925676
1911,27333310,8991470,927414
1921,28000010,9011680,929121
1931,28666710,9031580,930799
1941,29333310,9051170,932448
1951,30000010,9070470,934067
~~~~~
2.3.Calculation of the smoke valuesIn the scheme below the general procedure of determining the final smoke value is presented.In Figure b, the traces of the measured raw opacity signal, and of the unfiltered and filtered light absorption coefficients (k-value) of the first load step of an ELR-Test are shown, and the maximum value Ymax1,A (peak) of the filtered k trace is indicated. Correspondingly, Table C contains the numerical values of index i, time (sampling rate of 150 Hz), raw opacity, unfiltered k and filtered k. Filtering was conducted using the constants of the Bessel algorithm designed in Section 2.2 of this Annex. Due to the large amount of data, only those sections of the smoke trace around the beginning and the peak are tabled.The peak value (i = 272) is calculated assuming the following data of Table C. All other individual smoke values are calculated in the same way. For starting the algorithm, S-1, S-2, Y-1 and Y-2 are set to zero.
LA (m)0,430
Index i272
N ( %)16,783
S271 (m-1)0,427392
S270 (m-1)0,427532
Y271 (m-1)0,542383
Y270 (m-1)0,542337
Calculation of the k-value (Annex III, Appendix 1, Section 6.3.1):This value corresponds to S272 in the following equation.Calculation of Bessel averaged smoke (Annex III, Appendix 1, Section 6.3.2):In the following equation, the Bessel constants of the previous Section 2.2 are used. The actual unfiltered k-value, as calculated above, corresponds to S272 (Si). S271 (Si-1) and S270 (Si-2) are the two preceding unfiltered k-values, Y271 (Yi-1) and Y270 (Yi-2) are the two preceding filtered k-values.
=
=
This value corresponds to Ymax1,A in the following equation.Calculation of the final smoke value (Annex III, Appendix 1, Section 6.3.3):From each smoke trace, the maximum filtered k-value is taken for the further calculation.Assume the following values
SpeedYmax (m-1)
Cycle 1Cycle 2Cycle 3
A0,54240,54350,5587
B0,55960,54000,5389
C0,49120,52070,5177
Cycle validation (Annex III, Appendix 1, Section 3.4)Before calculating SV, the cycle must be validated by calculating the relative standard deviations of the smoke of the three cycles for each speed.
SpeedMean SV(m-1)Absolute standard deviation(m-1)Relative standard deviation(%)
A0,54820,00911,7
B0,54620,01162,1
C0,50990,01623,2
In this example, the validation criteria of 15 % are met for each speed.
Table CValues of opacity N, unfiltered and filtered k-value at beginning of load step
Index i[-]Time[s]Opacity N[%]Unfiltered k-value[m-1]Filtered k-value[m-1]
- 20,0000000,0000000,0000000,000000
- 10,0000000,0000000,0000000,000000
00,0000000,0000000,0000000,000000
10,0066670,0200000,0004650,000000
20,0133330,0200000,0004650,000000
30,0200000,0200000,0004650,000000
40,0266670,0200000,0004650,000001
50,0333330,0200000,0004650,000002
60,0400000,0200000,0004650,000002
70,0466670,0200000,0004650,000003
80,0533330,0200000,0004650,000004
90,0600000,0200000,0004650,000005
100,0666670,0200000,0004650,000006
110,0733330,0200000,0004650,000008
120,0800000,0200000,0004650,000009
130,0866670,0200000,0004650,000011
140,0933330,0200000,0004650,000012
150,1000000,1920000,0044690,000014
160,1066670,2120000,0049350,000018
170,1133330,2120000,0049350,000022
180,1200000,2120000,0049350,000028
190,1266670,3430000,0079900,000036
200,1333330,5660000,0132000,000047
210,1400000,8890000,0207670,000061
220,1466670,9290000,0217060,000082
230,1533330,9290000,0217060,000109
240,1600001,2630000,0295590,000143
250,1666671,4550000,0340860,000185
260,1733331,6970000,0398040,000237
270,1800002,0300000,0476950,000301
280,1866672,0810000,0489060,000378
290,1933332,0810000,0489060,000469
300,2000002,4240000,0570670,000573
310,2066672,4750000,0582820,000693
320,2133332,4750000,0582820,000827
330,2200002,8080000,0662370,000977
340,2266673,0100000,0710750,001144
350,2333333,2530000,0769090,001328
360,2400003,6060000,0854100,001533
370,2466673,9600000,0939660,001758
380,2533334,4550000,1059830,002007
390,2600004,8180000,1148360,002283
400,2666675,0200000,1197760,002587
Values of opacity N, unfiltered and filtered k-value around Ymax1,A (≡ peak value, indicated in bold number)
Index i[-]Time[s]Opacity N[%]Unfiltered k-value[m-1]Filtered k-value[m-1]
2591,72666717,1820000,4384290,538856
2601,73333316,9490000,4318960,539423
2611,74000016,7880000,4273920,539936
2621,74666716,7980000,4276710,540396
2631,75333316,7880000,4273920,540805
2641,76000016,7980000,4276710,541163
2651,76666716,7980000,4276710,541473
2661,77333316,7880000,4273920,541735
2671,78000016,7880000,4273920,541951
2681,78666716,7980000,4276710,542123
2691,79333316,7980000,4276710,542251
2701,80000016,7930000,4275320,542337
2711,80666716,7880000,4273920,542383
2721,81333316,7830000,4272520,542389
2731,82000016,7800000,4271680,542357
2741,82666716,7980000,4276710,542288
2751,83333316,7780000,4271120,542183
2761,84000016,8080000,4279510,542043
2771,84666716,7680000,4268330,541870
2781,85333316,0100000,4057500,541662
2791,86000016,0100000,4057500,541418
2801,86666716,0000000,4054730,541136
2811,87333316,0100000,4057500,540819
2821,88000016,0000000,4054730,540466
2831,88666716,0100000,4057500,540080
2841,89333316,3940000,4164060,539663
2851,90000016,3940000,4164060,539216
2861,90666716,4040000,4166850,538744
2871,91333316,3940000,4164060,538245
2881,92000016,3940000,4164060,537722
2891,92666716,3840000,4161280,537175
2901,93333316,0100000,4057500,536604
2911,94000016,0100000,4057500,536009
2921,94666716,0000000,4054730,535389
2931,95333316,0100000,4057500,534745
2941,96000016,2120000,4113490,534079
2951,96666716,3940000,4164060,533394
2961,97333316,3940000,4164060,532691
2971,98000016,1920000,4107940,531971
2981,98666716,0000000,4054730,531233
2991,99333316,0000000,4054730,530477
3002,00000016,0000000,4054730,529704
3.ETC TEST3.1.Gaseous emissions (diesel engine)Assume the following test results for a PDP-CVS system
V0 (m3/rev)0,1776
Np (rev)23073
pB (kPa)98,0
p1 (kPa)2,3
T (K)322,5
Ha (g/kg)12,8
NOx conce (ppm)53,7
NOx concd (ppm)0,4
COconce (ppm)38,9
COconcd (ppm)1,0
HCconce (ppm)9,00
HCconcd (ppm)3,02
CO2,conce (%)0,723
Wact (kWh)62,72
Calculation of the diluted exhaust gas flow (Annex III, Appendix 2, Section 4.1):Calculation of the NOx correction factor (Annex III, Appendix 2, Section 4.2):Calculation of the background corrected concentrations (Annex III, Appendix 2, Section 4.3.1.1):Assuming a diesel fuel of the composition C1H1,8Calculation of the emissions mass flow (Annex III, Appendix 2, Section 4.3.1):Calculation of the specific emissions (Annex III, Appendix 2, Section 4.4):3.2.Particulate emissions (diesel engine)Assume the following test results for a PDP-CVS system with double dilution
MTOTW (kg)4237,2
Mf,p (mg)3,030
Mf,b (mg)0,044
MTOT (kg)2,159
MSEC (kg)0,909
Md (mg)0,341
MDIL (kg)1,245
DF18,69
Wact (kWh)62,72
Calculation of the mass emission (Annex III, Appendix 2, Section 5.1):Calculation of the background corrected mass emission (Annex III, Appendix 2, Section 5.1):Calculation of the specific emission (Annex III, Appendix 2, Section 5.2):3.3.Gaseous emissions (CNG engine)Assume the following test results for a PDP-CVS system with double dilution
MTOTW (kg)4237,2
Ha (g/kg)12,8
NOx conce (ppm)17,2
NOx concd (ppm)0,4
COconce (ppm)44,3
COconcd (ppm)1,0
HCconce (ppm)27,0
HCconcd (ppm)3,02
CH4 conce (ppm)18,0
CH4 concd (ppm)1,7
CO2,conce ( %)0,723
Wact (kWh)62,72
Calculation of the NOx, correction factor (Annex III, Appendix 2, Section 4.2):Calculation of the NMHC concentration (Annex III, Appendix 2, Section 4.3.1):(a)GC method(b)NMC methodAssuming a methane efficiency of 0,04 and an ethane efficiency of 0,98 (see Annex III, Appendix 5, Section 1.8.4)Calculation of the background corrected concentrations (Annex III, Appendix 2, Section 4.3.1.1):Assuming a G20 reference fuel (100 % methane) of the composition C1H4:For NMHC, the background concentration is the difference between HCconcd and CH4concdCalculation of the emissions mass flow (Annex III, Appendix 2, Section 4.3.1):Calculation of the specific emissions (Annex III, Appendix 2, Section 4.4):4.λ-SHIFT FACTOR (Sλ)4.1.Calculation of the λ-shift factor (Sλ)Stoichiometric Air/Fuel ratios of automotive fuels - SAE J1829, June 1987. John B. Heywood, Internal combustion engine fundamentals, McGraw-Hill, 1988, Chapter 3.4 "Combustion stoichiometry" (pp. 68 to 72).where:Sλλ-shift factor;inert %% by volume of inert gases in the fuel (i.e. N2, CO2, He, etc.);O2*% by volume of original oxygen in the fuel;n and mrefer to average CnHm representing the fuel hydrocarbons, i.e:where:CH4% by volume of methane in the fuel;C2% by volume of all C2 hydrocarbons (e.g. C2H6, C2H4, etc.) in the fuel;C3% by volume of all C3 hydrocarbons (e.g. C3H8, C3H6, etc.) in the fuel;C4% by volume of all C4 hydrocarbons (e.g. C4H10, C4H8, etc.) in the fuelC5% by volume of all C5 hydrocarbons (e.g. C5H12, C5H10, etc.) in the fuel;diluent% by volume of dilution gases in the fuel (i.e. O2*, N2, CO2, He etc.).4.2.Examples for the calculation of the λ-shift factor SλExample 1:G25: CH4 = 86 %, N2 = 14 % (by volume)Example 2:GR: CH4 = 87 %, C2H6 = 13 % (by vol)Example 3:USA: CH4 = 89 %, C2H6 = 4,5 %, C3H8 = 2,3 %, C6H14 = 0,2 %, O2 = 0,6 %, N2 = 4 %ANNEX VIIISPECIFIC TECHNICAL REQUIREMENTS RELATING TO ETHANOL-FUELLED DIESEL ENGINESIn the case of ethanol-fuelled diesel engines, the following specific modifications to the appropriate paragraphs, equations and factors will apply to the test procedures defined in Annex III to this Directive.IN ANNEX III, APPENDIX 1:4.2.Dry/wet correction4.3.NOx correction for humidity and temperaturewith,A0,181 GFUEL/GAIRD - 0,0266B– 0,123 GFUEL/GAIRD + 0,00954Tatemperature of the air, KHahumidity of the intake air, g water per kg dry air4.4.Calculation of the emission mass flow ratesThe emission mass flow rates (g/h) for each mode shall be calculated as follows, assuming the exhaust gas density to be 1,272 kg/m3 at 273 K (0 °C) and 101,3 kPa:whereNOx conc, COconc, HCconcBased on C1 equivalent. are the average concentrations (ppm) in the raw exhaust gas, as determined in Section 4.1.If, optionally, the gaseous emissions are determined with a full flow dilution system, the following formulae shall be applied:whereNOx conc, COconc, HCconcBased on C1 equivalent. are the average background corrected concentrations (ppm) of each mode in the diluted exhaust gas, as determined in Annex III, Appendix 2, Section 4.3.1.1.IN ANNEX III, APPENDIX 2:Sections 3.1, 3.4, 3.8.3 and 5 of Appendix 2 do not apply solely to diesel engines. They also apply to ethanol-fuelled diesel engines.4.2.The conditions for the test should be arranged so that the air temperature and the humidity measured at the engine intake is set to standard conditions during the test run. The standard should be 6 ± 0,5 g water per kg dry air at a temperature interval of 298 ± 3 K. Within these limits no further NOx correction should be made. The test is void if these conditions are not met.4.3.Calculation of the emission mass flow4.3.1Systems with constant mass flowFor systems with heat exchanger, the mass of the pollutants (g/test) shall be determined from the following equations:where,NOx conc, COconc, HCconcBased on C1 equivalent., NMHCconcaverage background corrected concentrations over the cycle from integration (mandatory for NOx and HC) or bag measurement, ppm;MTOTWtotal mass of diluted exhaust gas over the cycle as determined in Section 4.1, kg.4.3.1.1.Determination of the background corrected concentrationsThe average background concentration of the gaseous pollutants in the dilution air shall be subtracted from measured concentrations to get the net concentrations of the pollutants. The average values of the background concentrations can be determined by the sample bag method or by continuous measurement with integration. The following formula shall be used.where,concconcentration of the respective pollutant in the diluted exhaust gas, corrected by the amount of the respective pollutant contained in the dilution air, ppm;conceconcentration of the respective pollutant measured in the diluted exhaust gas, ppm;concdconcentration of the respective pollutant measured in the dilution air, ppm;DFdilution factor.The dilution factor shall be calculated as follows:where,CO2conceconcentration of CO2 in the diluted exhaust gas, % volHCconceconcentration of HC in the diluted exhaust gas, ppm C1COconceconcentration of CO in the diluted exhaust gas, ppmFSstoichiometric factorConcentrations measured on dry basis shall be converted to a wet basis in accordance with Annex III, Appendix 1, Section 4.2.The stoichiometric factor shall, for the general fuel composition CHαOβNγ, be calculated as follows:Alternatively, if the fuel composition is not known, the following stoichiometric factors may be used:FS (Ethanol) = 12,34.3.2.Systems with flow compensationFor systems without heat exchanger, the mass of the pollutants (g/test) shall be determined by calculating the instantaneous mass emissions and integrating the instantaneous values over the cycle. Also, the background correction shall be applied directly to the instantaneous concentration value. The following formulae shall be applied:where,conceconcentration of the respective pollutant measured in the diluted exhaust gas, ppm;concdconcentration of the respective pollutant measured in the dilution air, ppm;MTOTW,iinstantaneous mass of the diluted exhaust gas (see Section 4.1), kg;MTOTWtotal mass of diluted exhaust gas over the cycle (see Section 4.1), kg;DFdilution factor as dertermined in Section 4.3.1.1.4.4.Calculation of the specific emissionsThe emissions (g/kWh) shall be calculated for all individual components in the following way:where,Wactactual cycle work as determined in Section 3.9.2, kWh.ANNEX IXTIME-LIMITS FOR THE TRANSPOSITION OF THE REPEALED DIRECTIVES INTO NATIONAL LAWSReferred to in Article 10
Part ARepealed Directives
DirectivesOfficial Journal
Directive 88/77/EECL 36, 9.2.1988, p. 33.
Directive 91/542/EECL 295, 25.10.1991, p. 1.
Directive 96/1/ECL 40, 17.2.1996, p. 1.
Directive 1999/96/ECL 44, 16.2.2000, p. 1.
Directive 2001/27/ECL 107, 18.4.2001, p. 10.
Part BTime limits for transposition into national laws
DirectiveTime-limits for transpositionDate of application
Directive 88/77/EEC1 July 1988
Directive 91/542/EEC1 January 1992
Directive 96/1/EC1 July 1996
Directive 1999/96/EC1 July 2000
Directive 2001/27/EC1 October 20011 October 2001
ANNEX XCORRELATION TABLE(Referred to in the second paragraph of Article 10)
Directive 88/77/EECDirective 91/542/EECDirective 1999/96/ECDirective 2001/27/ECThis Directive
Article 1——Article 1
Article 2(1)Article 2(1)Article 2(1)Article 2(1)Article 2(4)
Article 2(2)Article 2(2)Article 2(2)Article 2(2)Article 2(1)
—Article 2(3)———
Article 2(3)————
Article 2(4)Article 2(4)Article 2(3)Article 2(3)Article 2(2)
———Article 2(4)Article 2(3)
———Article 2(5)—
——Article 2(4)—Article 2(5)
——Article 2(5)—Article 2(6)
——Article 2(6)—Article 2(7)
——Article 2(7)—Article 2(8)
——Article 2(8)—Article 2(9)
Article 3————
——Article 5 and 6—Article 3
——Article 4—Article 4
—Article 3(1)Article 3(1)—Article 6(1)
—Article 3(1)(a)Article 3(1)(a)—Article 6(2)
—Article 3(1)(b)Article 3(1)(b)—Article 6(3)
—Article 3(2)Article 3(2)—Article 6(4)
—Article 3(3)Article 3(3)—Article 6(5)
Article 4———Article 7
Article 6Article 5 and 6Article 7—Article 8
Article 5Article 4Article 8Article 3Article 9
————Article 10
——Article 9Article 4Article 11
Article 7Article 7Article 10Article 5Article 12
Annexes I to VII———Annexes I to VII
———Annex VIIIAnnex VIII
————Annex IX
————Annex X