1997L0068 — EN — 13.12.2011 — 008.001

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This document is meant purely as a documentation tool and the institutions do not assume any liability for its contents

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DIRECTIVE 97/68/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 16 December 1997 on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery (OJ L 059, 27.2.1998, p.1)

Amended by:

		Official Journal
		No	page	date
►M1	COMMISSION DIRECTIVE 2001/63/EC of 17 August 2001	L 227	41	23.8.2001
►M2	DIRECTIVE 2002/88/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 9 December 2002	L 35	28	11.2.2003
►M3	DIRECTIVE 2004/26/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL Text with EEA relevance of 21 April 2004	L 146	1	30.4.2004
►M4	COUNCIL DIRECTIVE 2006/105/EC of 20 November 2006	L 363	368	20.12.2006
►M5	REGULATION (EC) No 596/2009 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 18 June 2009	L 188	14	18.7.2009
►M6	COMMISSION DIRECTIVE 2010/26/EU Text with EEA relevance of 31 March 2010	L 86	29	1.4.2010
►M7	DIRECTIVE 2011/88/EU OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL Text with EEA relevance of 16 November 2011	L 305	1	23.11.2011

Amended by:

A1

L 236

33

23.9.2003

Corrected by:

►C1	Corrigendum, OJ L 225, 25.6.2004, p. 3  (2004/26)

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DIRECTIVE 97/68/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL

of 16 December 1997

on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery

Article 1

Objectives

This Directive aims at approximating the laws of the Member States relating to emission standards and type-approval procedures for engines to be installed in non-road mobile machinery. It will contribute to the smooth functioning of the internal market, while protecting human health and the environment.

Article 2

Definitions

For the purposes of this Directive:

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Article 3

Application for type-approval

1.  Application for engine or engine family type-approval shall be submitted by the manufacturer to the approval authority of a Member State. An application shall be accompanied by an information folder, the contents of which are given in the information document in Annex II. An engine conforming to the engine type characteristics described in Annex II, Appendix 1, shall be submitted to the technical service responsible for conducting the approval tests.

2.  In the case of an application for type-approval of an engine family, if the approval authority determines that, with regard to the selected parent engine, the submitted application does not fully represent the engine family described in Annex II, Appendix 2, an alternative and, if necessary, an additional parent engine which is determined by the approval authority shall be provided for approval according to paragraph 1.

3.  No application in respect of one engine type or engine family may be submitted to more than one Member State. A separate application shall be submitted for each engine type or engine family to be approved.

Article 4

Type-approval procedure

1.  The Member State receiving the application shall grant type-approval to all engine types or engine families which conform to the particulars in the information folder and which meet the requirements of this Directive.

2.  The Member State shall complete all applicable sections of the type-approval certificate, the model being given in ►M2  Annex VII ◄ , for each engine type or engine family which it approves and shall compile or verify the contents of the index to the information package. Type-approval certificates shall be numbered in accordance with the method described in ►M2  Annex VIII ◄ . The completed type-approval certificate and its attachments shall be delivered to the applicant. ►M5  The Commission shall amend Annex VIII. Those measures, designed to amend non-essential elements of this Directive, shall be adopted in accordance with the regulatory procedure with scrutiny referred to in Article 15(2). ◄

3.  Where the engine to be approved fulfils its function or offers a specific feature only in conjunction with other parts of the non-road mobile machinery, and for this reason compliance with one or more requirements can be verified only when the engine to be approved operates in conjunction with other machinery parts, whether real or simulated, the scope of the type-approval of the engine(s) must be restricted accordingly. The type-approval certificate for an engine type or engine family shall then include any restrictions on its use and shall indicate any conditions for fitting it.

4.  The approval authority of each Member State shall:

5.  The approval authority of each Member State shall yearly, or in addition on receiving a corresponding application, send the Commission a copy of the data sheet as shown in ►M2  Annex XI ◄ related to the engines approved since the last notification was made.

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6.  Compression ignition engines for use other than in the propulsion of railcars and inland waterway vessels may be placed on the market under a flexibility scheme in accordance with the procedure referred to in Annex XIII in addition to paragraphs 1 to 5.

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Article 5

Amendments to approvals

1.  The Member State which has granted type-approval must take the necessary measures to ensure that it is informed of any change in the particulars appearing in the information package.

2.  The application for the amendment or extension of a type-approval shall be submitted exclusively to the approval authority of the Member State which granted the original type-approval.

3.  If particulars appearing in the information package have changed, the approval authority of the Member State in question shall:

If the approval authority of the Member State in question finds that an amendment to an information package warrants fresh tests or checks, it shall inform the manufacturer thereof and issue the documents mentioned above only after the conduct of successful fresh tests or checks.

Article 6

Conformity

1.  The manufacturer shall affix to each unit manufactured in conformity with the approved type the markings as defined in section 3 of Annex I, including the type-approval number.

2.  Where the type-approval certificate, in accordance with Article 4(3), includes restrictions on use, the manufacturer shall deliver with each unit manufactured, detailed information on these restrictions and shall indicate any conditions for fitting it. Where a series of engine types is delivered to one single manufacturer of machinery, it is sufficient that he will be provided with only one such information document, at the latest on the delivery date of the first engine, which additionally lists the relevant engine identification numbers.

3.  The manufacturer shall send on demand to the approval authority which granted the type-approval, within 45 days after the end of each calendar year, and without delay after each application date when the requirements of this Directive change, and immediately following each additional date the authority may stipulate, a list which contains the range of identification numbers for each engine type produced in accordance with the requirements of this Directive since the last reporting was made, or since the requirements of this Directive were first applicable. Where not clarified by the engine coding system, this list must specify correlations of the identification numbers to the corresponding engine types or engine families and to the type-approval numbers. Additionally, this list must contain particular information if the manufacturer ceases to produce an approved engine type or engine family. Where this list is not required to be regularly sent to the approval authority, the manufacturer must maintain these records for a minimum period of 20 years.

4.  The manufacturer shall send to the approval authority which granted the type-approval, within 45 days after the end of each calendar year and at each application date referred to in Article 9, a declaration specifying the engine types and engine families together with the relevant engine identification codes for those engines he intends to produce from this date on.

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5.  Compression ignition engines placed on the market under a ‘flexible scheme’ shall be labelled in accordance with Annex XIII.

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Article 7

Acceptance of equivalent approvals

1.  The European Parliament and the Council, acting on a proposal from the Commission, may acknowledge the equivalence between the conditions and provisions for type-approval of engines established by this Directive and the procedures established by international regulations or regulations of third countries, in the framework of multilateral or bilateral agreements between the Community and third countries.

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2.  Member States shall accept type-approvals and, where applicable, the pertaining approval marks listed in Annex XII as being in conformity with this Directive.

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Article 7a

Inland waterway vessels

1.  The following provisions shall apply to engines to be installed in inland waterway vessels. Paragraphs 2 and 3 shall not apply until the equivalence between the requirements established by this Directive and those established in the framework of the Mannheim Convention for the Navigation of the Rhine is recognised by the Central Commission of Navigation on Rhine (hereinafter: CCNR) and the Commission is informed thereof.

2.  Until 30 June 2007, Member States may not refuse the placing on the market of engines which meet the requirements established by CCNR stage I, the emission limit values for which are set out in Annex XIV.

3.  As from 1 July 2007 and until the entry into force of a further set of limit values which would result from further amendments to this Directive, Member States may not refuse the placing on the market of engines which meet the requirements established by CCNR stage II, the emission limit values for which are set out in Annex XV.

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4.  The Commission shall adapt Annex VII to integrate the additional and specific information which may be required as regards the type-approval certificate for engines to be installed in inland waterway vessels. Those measures, designed to amend non-essential elements of this Directive, shall be adopted in accordance with the regulatory procedure with scrutiny referred to in Article 15(2).

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5.  For the purposes of this Directive, as far as inland waterway vessels are concerned, any auxiliary engine with a power of more than 560 kW shall be subject to the same requirements as propulsion engines.

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Article 8

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Placing on the market

1.  Member States may not refuse the placing on the market of engines, whether or not already installed in machinery, which meet the requirements of this Directive.

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2.  Member States shall only permit registration, where applicable, or placing on the market of new engines, whether or not already installed in machinery, which meet the requirements of this Directive.

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2a.  Member States shall not issue the Community Inland Water Navigation certificate established by Council Directive 82/714/EC of 4 October 1982 laying down technical requirements for inland waterway vessels ( 9 ) to any vessels whose engines do not meet the requirements of this Directive.

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3.  The approval authority of a Member State granting a type-approval shall take the necessary measures in relation to that approval to register and control, if need be in cooperation with the approval authorities of the other Member States, the identification numbers of those engines produced in conformity with the requirements of this Directive.

4.  An additional control of the identification numbers may take place in conjunction with the control of conformity of production as described in Article 11.

5.  With regard to the control of the identification numbers, the manufacturer or his agents established in the Community shall without delay give, on request, to the responsible approval authority all the information needed related to his/their purchasers together with the identification numbers of the engines reported as produced in accordance with Article 6(3). Where engines are sold to a manufacturer of machinery, further information is not required.

6.  If, at the request of the approval authority, the manufacturer is not able to verify the requirements as specified in Article 6 particularly in conjunction with paragraph 5 of this Article, the approval granted in respect of the corresponding engine type or family pursuant to this Directive may be withdrawn. The information procedure shall then be carried out as described in Article 12(4).

Article 9

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Timetable-compression ignition engines

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1.   GRANT OF TYPE-APPROVALS

After 30 June 1998, Member States may not refuse to grant type-approval for an engine type or engine family or to issue the document as described in ►M2  Annex VII ◄ , and may not impose any other type-approval requirements with regard to air-polluting emissions for non-road mobile machinery in which an engine is installed, if the engine meets the requirements specified in this Directive as regards the emissions of gaseous and particulate pollutants.

2.   TYPE-APPROVALS STAGE I

Member States shall refuse to grant type-approval for an engine type or engine family and to issue the document as described in ►M2  Annex VII ◄ , and shall refuse to grant any other type-approval for non-road mobile machinery in which an engine is installed:

if the engine fails to meet the requirements specified in this Directive and where the emissions of gaseous and particulate pollutants from the engine do not comply with the limit values as set out in the table in ►M2  section 4.1.2.1 of Annex I ◄ .

3.   TYPE-APPROVALS STAGE II

▼M3

Member States shall refuse to grant type-approval for an engine type or engine family and to issue the document as described in Annex VII and shall refuse to grant any other type-approval for non-road mobile machinery, in which an engine, not already placed on the market, is installed:

▼B

if the engine fails to meet the requirements specified in this Directive and where the emissions of gaseous and particulate pollutants from the engine do not comply with the limit values as set out in the table in ►M2  section 4.1.2.3 of Annex I ◄ .

▼M3

3a.   TYPE-APPROVAL OF STAGE IIIA ENGINES (ENGINE CATEGORIES H, I, J and K)

Member States shall refuse to grant type-approval for the following engine types or families and to issue the document as described in AnnexVII, and shall refuse to grant any other type-approval for non-road mobile machinery in which an engine, not already placed on the market, is installed:

where the engine fails to meet the requirements specified in this Directive and where the emissions of particulate and gaseous pollutants from the engine do not comply with the limit values as set out in the table in section 4.1.2.4 of Annex I.

3b.   TYPE-APPROVAL OF STAGE IIIA CONSTANT SPEED ENGINES (ENGINE CATEGORIES H, I, J and K)

Member States shall refuse to grant type-approval for the following engine types or families and to issue the document as described in Annex VII, and shall refuse to grant any other type-approval for non-road mobile machinery in which an engine, not already placed on the market, is installed:

where the engine fails to meet the requirements specified in this Directive and where the emissions of particulate and gaseous pollutants from the engine do not comply with the limit values set out in the table in Section 4.1.2.4 of Annex I.

3c.   TYPE-APPROVAL OF STAGE III B ENGINES (ENGINE CATEGORIES L, M, N and P)

Member States shall refuse to grant type-approval for the following engine types or families and to issue the document as described in Annex VII, and shall refuse to grant any other type-approval for non-road mobile machinery in which an engine, not already placed on the market, is installed:

where the engine fails to meet the requirements specified in this Directive and where the emissions of particulate and gaseous pollutants from the engine do not comply with the limit values set out in the table in Section 4.1.2.5 of Annex I.

3d.   TYPE-APPROVAL OF STAGE IV ENGINES (ENGINE CATEGORIES Q and R)

Member States shall refuse to grant type-approval for the following engine types or families and to issue the document as described in Annex VII, and shall refuse to grant any other type-approval for non-road mobile machinery in which an engine, not already placed on the market, is installed:

where the engine fails to meet the requirements specified in this Directive and where the emissions of particulate and gaseous pollutants from the engine do not comply with the limit values set out in the table in Section 4.1.2.6 of Annex I.

3e.   TYPE-APPROVAL OF STAGE III A PROPULSION ENGINES USED IN INLAND WATERWAY VESSELS (ENGINE CATEGORIES V)

Member States shall refuse to grant type-approval for the following engine types or families and to issue the document as described in Annex VII:

where the engine fails to meet the requirements specified in this Directive and where the emissions of particulate and gaseous pollutants from the engine do not comply with the limit values as set out in the table in section 4.1.2.4 of Annex I.

3f.   TYPE-APPROVAL OF STAGE III A PROPULSION ENGINES USED IN RAILCARS

Member States shall refuse to grant type-approval for the following engine types or families and to issue the document as described in Annex VII:

where the engine fails to meet the requirements specified in this Directive and where the emissions of particulate and gaseous pollutants from the engine do not comply with the limit values as set out in the table in section 4.1.2.4 of Annex I.

3g.   TYPE-APPROVAL OF STAGE III B PROPULSION ENGINES USED IN RAILCARS

Member States shall refuse to grant type-approval for the following engine types or families and to issue the document as described in Annex VII:

where the engine fails to meet the requirements specified in this Directive and where the emissions of particulate and gaseous pollutants from the engine do not comply with the limit values as set out in the table in section 4.1.2.5 of Annex I.

3h.   TYPE-APPROVAL OF STAGE III A PROPULSION ENGINES USED IN LOCOMOTIVES

Member States shall refuse to grant type-approval for the following engine types or families and to issue the document as described in Annex VII:

where the engine fails to meet the requirements specified in this Directive and where the emissions of particulate and gaseous pollutants from the engine do not comply with the limit values as set out in the table in section 4.1.2.4 of Annex I. The provisions of this paragraph shall not apply to the engine types and families referred to where a contract has been entered into to purchase the engine before 20 May 2004 and provided that the engine is placed on the market no later than two years after the applicable date for the relevant category of locomotives.

3i.   TYPE-APPROVAL OF STAGE III B PROPULSION ENGINES USED IN LOCOMOTIVES

Member States shall refuse to grant type-approval for the following engine types or families and to issue the document as described in Annex VII:

where the engine fails to meet the requirements specified in this Directive and where the emissions of particulate and gaseous pollutants from the engine do not comply with the limit values as set out in the table in section 4.1.2.5 of Annex I. The provisions of this paragraph shall not apply to the engine types and families referred to where a contract has been entered into to purchase the engine before 20 May 2004 and provided that the engine is placed on the market no later than two years after the applicable date for the relevant category of locomotives.

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4.    ►M3   ►C1  PLACING ON THE MARKET: ENGINE PRODUCTION DATES ◄  ◄

After the dates referred to hereafter, with the exception of machinery and engines intended for export to third countries, Member States shall permit the registration, where applicable, and ►M2  placing on the market of engines ◄ , whether or not already installed in machinery, only if they meet the requirements of this Directive, and only if the engine is approved in compliance with one of the categories as defined in paragraphs 2 and 3.

Stage I

Stage II

Nevertheless, for each category, Member States may postpone each date mentioned in the above requirement for two years in respect of engines with a production date prior to the said date.

The permission granted for stage I-engines shall be terminated with effect from the mandatory implementation of stage II.

▼M3

4a.   Without prejudice to Article 7a and to Article 9(3g) and (3h), after the dates referred to hereafter, with the exception of machinery and engines intended for export to third countries, Member States shall permit the placing on the market of engines, whether or not already installed in machinery, only if they meet the requirements of this Directive, and only if the engine is approved in compliance with one of the categories as defined in paragraphs 2 and 3.

Stage III A other than constant speed engines

Stage III A inland waterway vessel engines

Stage III A constant speed engines

Stage III A railcar engines

Stage III A locomotive engines

Stage III B other than constant speed engines

Stage III B railcar engines

Stage III B locomotive engines

Stage IV other than constant speed engines

For each category, the above requirements shall be postponed by two years in respect of engines with a production date prior to the said date.

The permission granted for one stage of emission limit values shall be terminated with effect from the mandatory implementation of the next stage of limit values.

4b.   LABELLING TO INDICATE EARLY COMPLIANCE WITH THE STANDARDS OF STAGES IIIA, IIIB AND IV

For engine types or engine families meeting the limit values set out in the table in section 4.1.2.4, 4.1.2.5 and 4.1.2.6 of Annex I before the dates laid down in paragraph 4 of this Article, Member States shall allow special labelling and marking to show that the equipment concerned meets the required limit values before the dates laid down.

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Article 9a

Timetable — Spark ignition engines

1.   DIVIDING INTO CLASSES

For the purpose of this Directive, spark-ignition engines shall be divided into the following classes.

Main class S

:

small engines with a net power ≤ 19 kW

The main class S shall be divided into two categories:

H

:

engines for hand-held machinery

N

:

engines for non-hand-held machinery

2.   GRANT OF TYPE APPROVALS

After 11 August 2004, Member States may not refuse to grant type-approval for an SI engine type or engine family or to issue the document as described in Annex VII, and may not impose any other type-approval requirements with regard to air-polluting emissions for non-road mobile machinery in which an engine is installed, if the engine meets the requirements specified in this Directive as regards the emissions of gaseous pollutants.

3.   TYPE-APPROVALS STAGE 1

Member States shall refuse to grant type-approval for an engine type or engine family and to issue the documents as described in Annex VII, and shall refuse to grant any other type-approval for non-road mobile machinery in which an engine is installed after 11 August 2004 if the engine fails to meet the requirements specified in this Directive and where the emissions of gaseous pollutants from the engine do not comply with the limit values as set out in the table in section 4.2.2.1 of Annex I.

4.   TYPE-APPROVALS STAGE II

Member States shall refuse to grant type-approval for an engine type or engine family and to issue the documents as described in Annex VII, and shall refuse to grant any other type-approval for non-road mobile machinery in which an engine is installed:

if the engine fails to meet the requirements specified in this Directive and where the emissions of gaseous pollutants from the engine do not comply with the limit values as set out in the table in section 4.2.2.2 of Annex I.

5.   PLACING ON THE MARKET: ENGINE PRODUCTION DATES

Six months after the dates for the relevant category of engine in paragraphs 3 and 4, with the exception of machinery and engines intended for export to third countries, Member States shall permit placing on the market of engines, whether or not already installed in machinery, only if they meet the requirements of this Directive.

6.   LABELLING OF EARLY COMPLIANCE WITH STAGE II

For engine types or engine families meeting the limit values set out in the table in section 4.2.2.2 of Annex I, before the dates laid down in point 4 of this Article, Member States shall allow special labelling and marking to show that the equipment concerned meets the required limit values before the dates laid down.

7.   EXEMPTIONS

The following machinery shall be exempted from the implementation dates of stage II emission limit requirements for a period of three years after the entry into force of those emission limit requirements. For those three years, the stage I emission limit requirements shall continue to apply:

—	hand-held chainsaw : a hand-held device designed to cut wood with a saw chain, designed to be supported with two hands and having an engine capacity in excess of 45 cm3, according to EN ISO 11681-1,

—	top handle machine (i.e., hand-held drills and tree service chainsaws) : a hand-held device with the handle on top of the machine designed to drill holes or to cut wood with a saw chain (according to ISO 11681-2),

—

hand-held brush cutter with an internal combustion engine : a hand-held device with a rotating blade made of metal or plastic intended to cut weeds, brush, small trees and similar vegetation. It must be designed according to EN ISO 11806 to operate multi-positionally, such as horizontally or upside down, and have an engine capacity in excess of 40 cm3,

—	hand-held hedge trimmer : a hand-held device designed for trimming hedges and bushes by means of one or more reciprocating cutter blades, according to EN 774,

—	hand-held power cutter with an internal combustion engine : a hand-held device intended for cutting hard materials such as stone, asphalt, concrete or steel by means of a rotating metal blade with a displacement in excess of 50 cm3, according to EN 1454, and

—	non-hand-held, horizontal shaft class SN:3 engine : only those class SN:3 non-hand-held engines with a horizontal shaft that produce power equal to or less than 2,5 kW and are used mainly for select, industrial purposes, including tillers, reel cutters, lawn aerators and generators.

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Notwithstanding the first subparagraph, an extension of the derogation period is granted until 31 July 2013, within the category of top handle machines, for professional use, multi-positional, hand-held hedge trimmers and top handle tree service chainsaws in which engines of classes SH:2 and SH:3 are installed.

▼M2

8.   OPTIONAL IMPLEMENTATION DELAY

Nevertheless, for each category, Member States may postpone the dates in paragraphs 3, 4 and 5 for two years in respect of engines with a production date prior to those dates.

▼B

Article 10

Exemptions and alternative procedures

▼M3

1.  The requirements of Article 8(1) and (2), Article 9(4) and Article 9a(5) shall not apply to:

1a.  Without prejudice to Article 7a and to Article 9(3g) and (3h), replacement engines, except for railcar, locomotive and inland waterway vessel propulsion engines, shall comply with the limit values that the engine to be replaced had to meet when originally placed on the market.

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1b.  By way of derogation from Article 9(3g), (3i) and (4a), Member States may authorise the placing on the market of the following engines for railcars and locomotives:

Authorisations under this paragraph may be granted only in cases where the approval authority of the Member State is satisfied that the use of a replacement engine that meets the requirements of the latest applicable emissions stage in the railcar or locomotive in question will involve significant technical difficulties.

1c.  A label bearing the text ‘REPLACEMENT ENGINE’ and bearing the unique reference of the associated derogation shall be affixed to engines covered by paragraph 1a or 1b.

1d.  The Commission shall assess the environmental impacts of, and possible technical difficulties in respect of compliance with, paragraph 1b. In the light of that assessment, the Commission shall, by 31 December 2016, submit to the European Parliament and the Council a report reviewing paragraph 1b accompanied, if appropriate, by a legislative proposal including an end date for the application of that paragraph.

▼B

2.  Each Member State may, at the request of the manufacturer, exempt end-of-series engines which are still in stock, or stocks of non-road mobile machinery in respect of their engines, from the time limit(s) for placing on the market set out in Article 9(4) in accordance with the following conditions:

This option shall be limited to a period of 12 months as from the date on which the engines for the first time were subject to the time limit(s) for placing on the market.

▼M2

3.  The requirements of Article 9a(4) and (5) shall be postponed by three years for small volume engine manufacturers.

4.  The requirements of Article 9a(4) and (5) shall be replaced by the corresponding stage I requirements for a small volume engine family to a maximum of 25 000 units providing that the various engine families involved all have different cylinder displacements.

▼M3

5.  Engines may be placed on the market under a ‘flexible scheme’ in accordance with the provisions in Annex XIII.

6.  Paragraph 2 shall not apply to propulsion engines to be installed in inland waterway vessels.

▼M7

7.  Member States shall permit the placing on the market of engines, as defined in points A(i), A(ii) and A(v) of Section 1 of Annex I, under the flexibility scheme in accordance with the provisions set out in Annex XIII.

▼B

Article 11

Conformity of production arrangements

1.  The Member State granting a type-approval shall take the necessary measures to verify, with regard to the specifications laid down in section 5 of Annex I, if need be in cooperation with the approval authorities of the other Member States, that adequate arrangements have been made to ensure effective control of the conformity of production before it grants type-approval.

2.  The Member State which has granted a type-approval shall take the necessary measures to verify, with regard to the specifications laid down in section 5 of Annex I, if need be in cooperation with the approval authorities of the other Member States, that the arrangements referred to in paragraph 1 continue to be adequate and that each production engine bearing a type-approval number pursuant to this Directive continues to conform to the description as given in the approval certificate and its Annexes for the approved engine type or family.

Article 12

Non-conformity with the approved type or family

1.  There shall be failure to conform to the approved type or family where deviations from the particulars in the type-approval certificate and/or the information package are found to exist and where these deviations have not been authorized, pursuant to Article 5(3), by the Member State which granted the type-approval.

2.  If a Member State which has granted type-approval finds that engines accompanied by a certificate of conformity or bearing an approval mark do not conform to the type or family it has approved, it shall take the necessary measures to ensure that the engines in production again conform to the approved type or family. The approval authorities of that Member State shall advise those of the other Member States of the measures taken which may, where necessary, extend to withdrawal of type-approval.

3.  If a Member State demonstrates that engines bearing a type-approval number do not conform to the approved type or family it may request the Member State which granted the type-approval to verify that engines in production conform to the approved type or family. Such action shall be taken within six months of the date of the request.

4.  The approval authorities of the Member States shall inform each other within one month of any withdrawal of type-approval and of the reasons for such measure.

5.  If the Member State which granted type-approval disputes the failure to conform notified to it, the Member States concerned shall endeavour to settle the dispute. The Commission shall be kept informed and shall, where necessary, hold appropriate consultations for the purpose of reaching a settlement.

Article 13

Worker protection requirements

The provisions of this Directive shall not affect Member States' entitlement to lay down, in due observance of the Treaty, such requirements as they may deem necessary to ensure that workers are protected when using the machinery referred to in this Directive, provided that this does not affect the placing on the market of the engines in question.

▼M5

Article 14

The Commission shall adopt any amendments which are necessary in order to adapt the Annexes, with the exception of the requirements specified in section 1, sections 2.1 to 2.8 and section 4 of Annex I, to technical progress.

Those measures, designed to amend non-essential elements of this Directive, shall be adopted in accordance with the regulatory procedure with scrutiny referred to in Article 15(2).

Article 14a

The Commission shall study possible technical difficulties in complying with the stage II requirements for certain uses of the engines, in particular mobile machinery in which engines of classes SH:2 and SH:3 are installed. If the Commission studies conclude that for technical reasons certain mobile machinery, in particular, multi-positional, hand-held engines intended for professional use, cannot meet those requirements by the deadlines laid down, it shall submit, by 31 December 2003, a report accompanied by appropriate proposals for extensions of the period referred to in Article 9a(7) and/or further derogations, not exceeding five years in duration, save in exceptional circumstances, for such machinery. Those measures, designed to amend non-essential elements of this Directive by supplementing it, shall be adopted in accordance with the regulatory procedure with scrutiny referred to in Article 15(2).

▼M2

Article 15

Committee

1.  The Commission shall be assisted by the Committee on Adaptation to Technical Progress of the Directives on the Removal of Technical Barriers to Trade in the Motor Vehicle Sector (hereinafter referred to as ‘the Committee’).

▼M5

2.  Where reference is made to this paragraph, Article 5a(1) to (4) and Article 7 of Decision 1999/468/EC shall apply, having regard to the provisions of Article 8 thereof.

▼M5 —————

▼B

Article 16

Approval authorities and technical services

The Member States shall notify to the Commission and to the other Member States the names and addresses of the approval authorities and technical services that are responsible for the purposes of this Directive. The notified services must satisfy the requirements as laid down in Article 14 of Directive 92/53/EEC.

Article 17

Transposal into national law

1.  Member States shall bring into force the laws, regulations and administrative provisions necessary to comply with this Directive not later than 30 June 1998. They shall forthwith inform the Commission thereof.

When Member States adopt these measures, they shall contain a reference to this Directive or shall be accompanied by such reference on the occasion of their official publication. The methods of making such a reference shall be laid down by Member States.

2.  Member States shall communicate to the Commission the texts of the provisions of national law which they adopt in the field governed by this Directive.

Article 18

Entry into force

This Directive shall enter into force on the 20th day following its publication in the Official Journal of the European Communities.

Article 19

Further reduction in emission limit values

The European Parliament and the Council shall decide, by the end of the year 2000 on a proposal which the Commission will submit before the end of 1999, on a further reduction in emission limit values, taking into account the global availability of techniques for controlling air-polluting emissions from compression ignition engines and the air quality situation.

Article 20

Addressees

This Directive is addressed to the Member States.

▼M2

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List of Annexes

▼B

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ANNEX I

SCOPE, DEFINITIONS, SYMBOLS AND ABBREVIATIONS, ENGINE MARKINGS, SPECIFICATIONS AND TESTS, SPECIFICATION OF CONFORMITY OF PRODUCTION ASSESSMENTS, PARAMETERS DEFINING THE ENGINE FAMILY, CHOICE OF THE PARENT ENGINE

1.   SCOPE

▼M2

This Directive applies to all engines to be installed in non-road mobile machinery and to secondary engines fitted into vehicles intended for passenger or goods transport on the road.

▼B

This Directive does not apply to engines for the propulsion of:

Additionally, in order to be covered by this Directive, the engines have to be installed in machinery which meets the following specific requirements:

▼M3

▼M2

The Directive is not applicable for the following applications:

▼M3

▼M3 —————

▼M2

▼B

2.   DEFINITIONS, SYMBOLS AND ABBREVIATIONS

For the purpose of this Directive,

2.1.	compression ignition (C.I.) engine shall mean an engine which works on the compression-ignition principle (e.g. diesel engine);

2.2.	gaseous pollutants shall mean carbon monoxide, hydrocarbons (assuming a ratio of C1: H1.85 and oxides of nitrogen, the last named being expressed in nitrogen dioxide (NO2 equivalent;

2.3.	particulate pollutants shall mean any material collected on a specified filter medium after diluting C.I. engine exhaust gas with clean filtered air so that the temperature does not exceed 325 K (52 oC);

2.4.

net power shall mean the power in ‘EEC kW’ obtained on the test bench at the end of the crankshaft, or its equivalent, measured in accordance with the EEC method of measuring the power of internal combustion engines for road vehicles as set out in Directive 80/1269/EEC ( 13 ), except that the power of the engine cooling fan is excluded ( 14 ) and the test conditions and reference fuel specified in this Directive are adhered to;

2.5.	rated speed shall mean the maximum full load speed allowed by the governor as specified by the manufacturer;

2.6.	per cent load shall mean the fraction of the maximum available torque at an engine speed;

2.7.	maximum torque speed shall mean the engine speed at which the maximum torque is obtained from the engine, as specified by the manufacturer;

2.8.

intermediate speed shall mean that engine speed which meets one of the following requirements: — for engines which are designed to operate over a speed range on a full load torque curve, the intermediate speed shall be the declared maximum torque speed if it occurs between 60 % and 75 % of rated speed, — if the declared maximum torque speed is less than 60 % of rated speed, then the intermediate speed shall be 60 % of the rated speed, — if the declared maximum torque speed is greater than 75 % of the rated speed then the intermediate speed shall be 75 % of rated speed, ▼M2 — for engines to be tested on cycle G1, the intermediate speed shall be 85 % of the maximum rated speed (see section 3.5.1.2 of Annex IV);

▼M3

2.8a.

volume of 100 m 3 or more with regard to a vessel intended for use on inland waterways means its volume calculated on the formula LxBxT, ‘L’ being the maximum length of the hull, excluding rudder and bowsprit, ‘B’ being the maximum breadth of the hull in metres, measured to the outer edge of the shell plating (excluding paddle wheels, rubbing strakes, etc.) and ‘T’ being the vertical distance between the lowest moulded point of the hull or the keel and the maximum draught line;

2.8b.

valid navigation or safety certificate shall mean: (a) a certificate proving conformity with the 1974 International Convention for the Safety of Life at Sea (SOLAS), as amended, or equivalent, or (b) a certificate proving conformity with the 1966 International Convention on Load Lines, as amended, or equivalent, and an IOPP certificate proving conformity with the 1973 International Convention for the Prevention of Pollution from Ships (MARPOL), as amended;

2.8c.

defeat device shall mean a device which measures, senses or responds to operating variables for the purpose of activating, modulating, delaying or deactivating the operation of any component or function of the emission control system such that the effectiveness of the control system is reduced under conditions encountered during the normal non-road mobile machinery use unless the use of such a device is substantially included in the applied emission test certification procedure;

2.8d.

irrational control strategy shall mean any strategy or measure that, when the non-road mobile machinery is operated under normal conditions of use, reduces the effectiveness of the emission control system to a level below that expected in the applicable emission test procedures;

▼M2

2.9.	adjustable parameter shall mean any physically adjustable device, system or element of design which may affect emission or engine performance during emission testing or normal operation;

2.10.

after-treatment shall mean the passage of exhaust gases through a device or system whose purpose is chemically or physically to alter the gases prior to release to the atmosphere;

2.11.

spark ignition (SI) engine shall mean an engine which works on the spark-ignition principle;

2.12.

auxiliary emission control device shall mean any device that senses engine operation parameters for the purpose of adjusting the operation of any part of the emission control system;

2.13.

emission control system shall mean any device, system or element of design which controls or reduces emissions;

2.14.

fuel system shall mean all components involved in the metering and mixture of the fuel;

2.15.

secondary engine shall mean an engine installed in or on a motor vehicle, but not providing motive power to the vehicle;

2.16.

mode length means the time between leaving the speed and/or torque of the previous mode or the preconditioning phase and the beginning of the following mode. It includes the time during which speed and/or torque are changed and the stabilisation at the beginning of each mode;

▼M3

2.17.

test cycle shall mean a sequence of test points, each with a defined speed and torque, to be followed by the engine under steady state (NRSC test) or transient operating conditions (NRTC test);

▼M3

2.18.

Symbols and abbreviations 2.18.1.   Symbols for test parameters Symbol Unit Term A/Fst - Stoichiometric air/fuel ratio AP m2 Cross sectional area of the isokinetic sampling probe AT m2 Cross sectional area of the exhaust pipe Aver   Weighted average values for: m3/h —  volume flow kg/h —  mass flow C1 - Carbon 1 equivalent hydrocarbon Cd - Discharge coefficient of the SSV Conc ppm Concentration (with suffix of the component nominating) Concc ppm Background corrected concentration Concd ppm Concentration of the pollutant measured in the dilution air Conce ppm Concentration of the pollutant measured in the diluted exhaust gas d m Diameter DF - Dilution factor fa - Laboratory atmospheric factor GAIRD kg/h Intake air mass flow rate on dry basis GAIRW kg/h Intake air mass flow rate on wet basis GDILW kg/h Dilution air mass flow rate on wet basis GEDFW kg/h Equivalent diluted exhaust gas mass flow rate on wet basis GEXHW kg/h Exhaust gas mass flow rate on wet basis GFUEL kg/h Fuel mass flow rate GSE kg/h Sampled exhaust mass flow rate GT cm3/min Tracer gas flow rate GTOTW kg/h Diluted exhaust gas mass flow rate on wet basis Ha g/kg Absolute humidity of the intake air Hd g/kg Absolute humidity of the dilution air HREF g/kg Reference value of absolute humidity (10,71 g/kg) i - Subscript denoting an individual mode (for NRSC test)or an instantaneous value (for NRTC test) KH - Humidity correction factor for NOx Kp - Humidity correction factor for particulate KV - CFV 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 speed Md mg Particulate sample mass of the dilution air collected MDIL kg Mass of the dilution air sample passed through the particulate sampling filters MEDFW kg Mass of equivalent diluted exhaust gas over the cycle MEXHW kg Total exhaust mass flow over the cycle Mf mg Particulate sample mass collected Mf, p mg Particulate sample mass collected on primary filter Mf, b mg Particulate sample mass collected on back-up filter Mgas g Total mass of gaseous pollutant over the cycle MPT g Total mass of particulate over the cycle MSAM kg Mass of the diluted exhaust sample passed through the particulate sampling filters MSE kg Sampled exhaust mass over the cycle MSEC kg Mass of secondary dilution air MTOT kg Total mass of double diluted exhaust over the cycle MTOTW kg Total mass of diluted exhaust gas passing the dilution tunnel over the cycle on wet basis MTOTW, I kg Instantaneous mass of diluted exhaust gas passing the dilution tunnel on wet basis mass g/h Subscript denoting emissions mass flow (rate) NP - Total revolutions of PDP over the cycle nref min-1 Reference engine speed for NRTC test nsp s-2 Derivative of the engine speed P kW Power, brake uncorrected p1 kPa Pressure drop below atmospheric at the pump inlet of PDP PA kPa Absolute pressure Pa kPa Saturation vapour pressure of the engine intake air (ISO 3046: psy=PSY test ambient) PAE kW Declared total power absorbed by auxiliaries fitted for the test which are not required by paragraph 2.4. of this Annex PB kPa Total atmospheric pressure (ISO 3046: Px=PX Site ambient total pressure Py=PY Test ambient total pressure) pd kPa Saturation vapour pressure of the dilution air PM kW Maximum power at the test speed under test conditions (see Annex VII, Appendix 1) Pm kW Power measured on test bed ps kPa Dry atmospheric pressure q - Dilution ratio Qs m3/s CVS volume flow rate r - Ratio of the SSV throat to inlet absolute, static pressure r   Ratio of cross sectional areas of isokinetic probe and exhaust pipe Ra % Relative humidity of the intake air Rd % Relative humidity of the dilution air Re - Reynolds number Rf - FID response factor T K Absolute temperature t s Measuring time Ta K Absolute temperature of the intake air TD K Absolute dew point temperature Tref K Reference temperature of combustion air: (298 K) Tsp N·m Demanded torque of the transient cycle t10 s Time between step input and 10 % of final reading t50 s Time between step input and 50 % of final reading t90 s Time between step input and 90 % of final reading Δti s Time interval for instantaneous CFV flow V0 m3/rev PDP volume flow rate at actual conditions Wact kWh Actual cycle work of NRTC WF - Weighting factor WFE - Effective weighting factor X0 m3/rev Calibration function of PDP volume flow rate ΘD kg·m2 Rotational inertia of the eddy-current dynamometer ß - Ratio of the SSV throat diameter, d, to the inlet pipe inner diameter λ - Relative air/fuel ratio, actual A/F divided by stoichiometric A/F ρEXH kg/m3 Density of the exhaust gas 2.18.2.   Symbols for chemical components CH4 Methane C3H8 Propane C2H6 Ethane CO Carbon monoxide CO2 Carbon dioxide DOP Di-octylphthalate H2O Water HC Hydrocarbons NOx Oxides of nitrogen NO Nitric oxide NO2 Nitrogen dioxide O2 Oxygen PT Particulates PTFE Polytetrafluoroethylene 2.18.3.   Abbreviations CFV Critical flow venturi CLD Chemiluminescent detector CI Compression ignition FID Flame ionisation detector FS Full scale HCLD Heated chemiluminescent detector HFID Heated flame ionisation detector NDIR Non-dispersive infrared analyser NG Natural gas NRSC Non-road steady cycle NRTC Non-road transient cycle PDP Positive displacement pump SI Spark ignition SSV Subsonic venturi

▼B

3.   ENGINE MARKINGS

▼M2

3.1.

Compression ignition engines approved in accordance with this Directive must bear: ▼B 3.1.1. the trade mark or trade name of the manufacturer of the engine; 3.1.2. the engine type, engine family (if applicable), and a unique engine identification number; 3.1.3. the EC type-approval number as described in ►M2  Annex VIII ◄ ; ▼M3 3.1.4. labels in accordance with Annex XIII, if the engine is placed on the market under flexible scheme provisions.

▼M2

3.2.	Spark-ignition engines approved in accordance with this Directive must bear: 3.2.1. the trade mark or trade name of the manufacturer of the engine; 3.2.2. the EC type-approval number as defined in Annex VIII.

▼B

►M2  3.3. ◄

These marks must be durable for the useful life of the engine and must be clearly legible and indelible. If labels or plates are used, they must be attached in such a manner that in addition the fixing is durable for the useful life of the engine, and the labels/plates cannot be removed without destroying or defacing them.

►M2  3.4. ◄

These marks must be secured to an engine part necessary for normal engine operation and not normally requiring replacement during engine life. ►M2  3.4.1. ◄ These marks 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. ►M2  3.4.2. ◄ Each engine must be provided with a supplementary movable plate in a durable material, which must bear all data indicated under section 3.1, to be positioned, if necessary, in order to make the marks referred to under section 3.1 readily visible to the average person and easily accessible when the engine is installed in a machine.

►M2  3.5. ◄

The coding of the engines in context with the identification numbers must be such that it allows for the indubitable determination of the sequence of production.

►M2  3.6. ◄

Before leaving the production line the engines must bear all markings.

►M2  3.7. ◄

The exact location of the engine markings shall be declared in ►M2  Annex VII ◄ , Section 1.

4.   SPECIFICATIONS AND TESTS

▼M2

4.1.   CI engines

▼B

►M2  4.1.1. ◄    General

The components liable to affect the emission of gaseous and particulate pollutants shall be so designed, constructed and assembled as to enable the engine, in normal use, despite the vibrations to which it may be subjected, to comply with the provisions of this Directive.

The technical measures taken by the manufacturer must be such as to ensure that the mentioned emissions are effectively limited, pursuant to this Directive, throughout the normal life of the engine and under normal conditions of use. These provisions are deemed to be met if the provisions of sections ►M2  4.1.2.1 ◄ , ►M2  4.1.2.3 ◄ and 5.3.2.1 are respectively complied with.

If a catalytic converter and/or a particulates trap is used the manufacturer must prove by durability tests, which he himself may carry out in accordance with good engineering practice, and by corresponding records, that these after-treatment devices can be expected to function properly for the lifetime of the engine. The records must be produced in compliance with the requirements of section 5.2 and in particular with section 5.2.3. A corresponding warranty must be guaranteed to the customer. Systematic replacement of the device, after a certain running time of the engine, is permissible. Any adjustment, repair, disassembly, cleaning, or replacement of engine components or systems which is performed on a periodic basis to prevent malfunction of the engine in context with the after-treatment device, shall only be done to the extent that is technologically necessary toassure proper functioning of the emission control system. Accordingly scheduled maintenance requirements must be included in the customer's manual, and be covered by the warranty provisions mentioned above, and be approved before an approval is granted. The corresponding extract from the manual with respect to maintenance/replacements of the treatment device(s), and to the warranty conditions, must be included in the information document as set out in Annex II to this Directive.

▼M3

All engines that expel exhaust gases mixed with water shall be equipped with a connection in the engine exhaust system that is located downstream of the engine and before any point at which the exhaust contacts water (or any other cooling/scrubbing medium) for the temporary attachment of gaseous or particulate emissions sampling equipment. It is important that the location of this connection allows a well mixed representative sample of the exhaust. This connection shall be internally threaded with standard pipe threads of a size not larger than one-half inch, and shall be closed by a plug when not in use (equivalent connections are allowed).

▼B

►M2  4.1.2. ◄    Specifications concerning the emissions of pollutants

The gaseous and particulate components emitted by the engine submitted for testing shall be measured by the methods described in ►M2  Annex VI ◄ .

Other systems or analysers may be accepted if they yield equivalent results to the following reference systems:

The determination of system equivalency shall be based on a seven-test cycle (or larger) correlation study between the system under consideration and one or more of the above reference systems.

The equivalency criterion is defined as a ± 5 % agreement of the averages of the weighted cycle emissions values. The cycle to be used shall be that given in Annex III, section 3.6.1.

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.

►M2  4.1.2.1. ◄

The emissions of the carbon monoxide, the emissions of hydrocarbons, the emissions of the oxides of nitrogen and the emissions of particulates obtained shall for stage I not exceed the amount shown in the table below: Net power (P) (kW) Carbon monoxide (CO) (g/kWh) Hydrocarbons (HC) (g/kWh) Oxides of nitrogen (NOx) (g/kWh) Particulates (PT) (g/kWh) 130 ≤ P ≤ 560 5,0 1,3 9,2 0,54 75 ≤ P < 130 5,0 1,3 9,2 0,70 37 ≤ P < 75 6,5 1,3 9,2 0,85

►M2  4.1.2.2. ◄

The emission limits given in point ►M2  4.1.2.1 ◄ are engine-out limits and shall be achieved before any exhaust after-treatment device.

►M2  4.1.2.3. ◄

The emissions of the carbon monoxide, the emissions of hydrocarbons, the emissions of the oxides of nitrogen and the emissions of particulates obtained shall for stage II not exceed amounts shown in the table below: Net power (P) (kW) Carbon monoxide (CO) (g/kWh) Hydrocarbons (HC) (g/kWh) Oxides of nitrogen (NOx) (g/kWh) Particulates (PT) (g/kWh) 130 ≤ P ≤ 560 3,5 1,0 6,0 0,2 75 ≤ P < 130 5,0 1,0 6,0 0,3 37 ≤ P < 75 5,0 1,3 7,0 0,4 18 ≤ P < 37 5,5 1,5 8,0 0,8

▼M3

4.1.2.4.

The emissions of carbon monoxide, the emissions of the sum of hydrocarbons and oxides of nitrogen and the emissions of particulates shall for stage III A not exceed the amounts shown in the table below: Category: Net power (P ) (kW) Carbon monoxide (CO) (g/kWh) Sum of hydrocarbons and oxides of nitrogen (HC+NOx) (g/kWh) Particulates (PT) (g/kWh) H: 130 kW ≤ P ≤ 560 kW 3,5 4,0 0,2 I: 75 kW ≤ P < 130 kW 5,0 4,0 0,3 J: 37 kW ≤ P < 75 kW 5,0 4,7 0,4 K: 19 kW ≤ P < 37 kW 5,5 7,5 0,6 Category: swept volume/net power (SV/P ) (litres per cylinder/kW) Carbon monoxide (CO) (g/kWh) Sum of hydrocarbons and oxides of nitrogen (HC+NOx) (g/kWh) Particulates (PT) (g/kWh) V1:1 SV < 0,9 and P ≥ 37 kW 5,0 7,5 0,40 V1:2 0,9 ≤ SV < 1,2 5,0 7,2 0,30 V1:3 1,2 ≤ SV < 2,5 5,0 7,2 0,20 V1:4 2,5 ≤ SV < 5 5,0 7,2 0,20 V2:1 5 ≤ SV < 15 5,0 7,8 0,27 V2:2 15 ≤ SV < 20 and 5,0 8,7 0,50 V2:3 15 ≤ SV < 20 5,0 9,8 0,50 V2:4 20 ≤ SV < 25 5,0 9,8 0,50 V2:5 25 ≤ SV < 30 5,0 11,0 0,50 Category: Net power (P) (kW) Carbon monoxide (CO) (g/kWh) Sum of hydrocarbons and oxides of nitrogen (HC+NOx) (g/kWh) Particulates (PT) (g/kWh) RL A: 130 kW ≤ P ≤ 560 kW 3,5 4,0 0,2   Carbon monoxide (CO) (g/kWh) Hydrocarbons (HC) (g/kWh) Oxides of nitrogen (NOx) (g/kWh) Particulates (PT) (g/kWh) RH A: P > 560 kW 3,5 0,5 6,0 0,2 RH A Engines with P > 2 000 kW and SV > 5 l/cylinder 3,5 0,4 7,4 0,2 Category: net power (P) (kW) Carbon monoxide (CO) (g/kWh) Sum of hydrocarbons and oxides of nitrogen (HC+NOx) (g/kWh) Particulates (PT) (g/kWh) RC A: 130 kW < P 3,5 4,0 0,20

4.1.2.5.

The emissions of carbon monoxide, the emissions of hydrocarbons and oxides of nitrogen (or their sum where relevant) and the emissions of particulates shall, for stage III B, not exceed the amounts shown in the table below: Category: net power (P) (kW) Carbon monoxide (CO) (g/kWh) Hydrocarbons (HC) (g/kWh) Oxides of nitrogen (NOx) (g/kWh) Particulates (PT) (g/kWh) L: 130 kW ≤ P ≤ 560 kW 3,5 0,19 2,0 0,025 M: 75 kW ≤ P < 130 kW 5,0 0,19 3,3 0,025 N: 56 kW ≤ P < 75 kW 5,0 0,19 3,3 0,025     Sum of hydrocarbons and oxides of nitrogen (HC+NOx) (g/kWh)   P: 37 kW ≤ P < 56 kW 5,0 4,7 0,025 Category: net power (P) (kW) Carbon monoxide (CO) (g/kWh) Hydrocarbons (HC) (g/kWh) Oxides of nitrogen (NOx) (g/kWh) Particulates (PT) (g/kWh) RC B: 130 kW < P 3,5 0,19 2,0 0,025 Category: net power (P) (kW) Carbon monoxide (CO) (g/kWh) Sum of hydrocarbons and oxides of nitrogen (HC + NOx) (g/kWh) Particulates (PT) (g/kWh) RC B: 130 kW < P 3,5 4,0 0,025

4.1.2.6.

The emissions of carbon monoxide, the emissions of hydrocarbons and oxides of nitrogen (or their sum where relevant) and the emissions of particulates shall for stage IV not exceed the amounts shown in the table below: Category: Net power (P) (kW) Carbon monoxide (CO) (g/kWh) Hydrocarbons (HC) (g/kWh) Oxides of nitrogen (NOx) (g/kWh) Particulates (PT) (g/kWh) Q: 130 kW ≤ P ≤ 560 kW 3,5 0,19 0,4 0,025 R: 56 kW ≤ P < 130 kW 5,0 0,19 0,4 0,025

4.1.2.7.

The limit values in sections 4.1.2.4, 4.1.2.5 and 4.1.2.6 shall include deterioration calculated in accordance with Annex III, Appendix 5. In the case of limit values standards contained in sections 4.1.2.5 and 4.1.2.6, 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 s shall not exceed by more than 100 % the limit values of the above tables. ►M5  Where reference is made to this paragraph, Article 5a(1) to (4) and Article 7 of Decision 1999/468/EC shall apply, having regard to the provisions of Article 8 thereof. ◄

▼B

►M3   ►C1  4.1.2.8. ◄  ◄

Where, as defined according to Section 6 in conjunction with Annex II, Appendix 2, one engine family covers more than one power band, the emission values of the parent engine (type approval) and of all engine types within the same family (COP) must meet the more stringent requirements of the higher power band. The applicant has the free choice to restrict the definition of engine families to single power bands, and to correspondingly apply for certification.

▼M2

4.2.   SI engines

4.2.1.   General

The components liable to affect the emission of gaseous pollutants shall be so designed, constructed and assembled as to enable the engine, in normal use, despite the vibrations to which it may be subjected, to comply with the provisions of this Directive.

The technical measures taken by the manufacturer must be such as to ensure that the mentioned emissions are effectively limited, pursuant to this Directive, throughout the normal life of the engine and under normal conditions of use in accordance with Annex IV, Appendix 4.

4.2.2.   Specifications concerning the emissions of pollutants.

The gaseous components emitted by the engine submitted for testing shall be measured by the methods described in Annex VI (and shall include any after-treatment device).

Other systems or analysers may be accepted if they yield equivalent results to the following reference systems:

4.2.2.1.

The emissions of carbon monoxide, the emissions of hydrocarbons, the emissions of oxides of nitrogen and the sum of hydrocarbons and oxides of nitrogen obtained shall for stage I not exceed the amount shown in the table below: Stage I Class Carbon monoxide (CO) (g/kWh) Hydrocarbons (HC) (g/kWh) Oxides of nitrogen (NOx) (g/kWh) Sum of hydrocarbons and oxides of nitrogen (g/kWh) HC + NOx SH:1 805 295 5,36   SH:2 805 241 5,36   SH:3 603 161 5,36   SN:1 519     50 SN:2 519     40 SN:3 519     16,1 SN:4 519     13,4

4.2.2.2.

The emissions of carbon monoxide and the emissions of the sum of hydrocarbons and oxides of nitrogen obtained shall for stage II not exceed the amount shown in the table below: Stage II (1) Class Carbon monoxide (CO) (g/kWh) Sum of hydrocarbons and oxides of nitrogen (g/kWh) HC + NOx SH:1 805 50 SH:2 805 50 SH:3 603 72 SN:1 610 50,0 SN:2 610 40,0 SN:3 610 16,1 SN:4 610 12,1 (1)   See Annex 4, Appendix 4: deterioration factors included. The NOx emissions for all engine classes must not exceed 10 g/kWh.

4.2.2.3.

Notwithstanding the definition of ‘hand-held engine’ in Article 2 of this Directive two-stroke engines used to power snowthrowers only have to meet SH:1, SH:2 or SH:3 standards.

▼B

4.3.   Installation on the mobile machinery

The engine installation on the mobile machinery shall comply with the restrictions set out in the scope of the type-approval. Additionally the following characteristics in respect to the approval of the engine always must be met:

4.3.1.

intake depression shall not exceed that specified for the approved engine in Annex II, Appendix 1 or 3 respectively;

4.3.2.

exhaust back pressure shall not exceed that specified for the approved engine in Annex II, Appendix 1 or 3 respectively.

5.   SPECIFICATION OF CONFORMITY OF PRODUCTION ASSESSMENTS

5.1.

With regard to the verification of the existence of satisfactory arrangements and procedures for ensuring effective control of production conformity before granting type-approval, the approval authority must also accept the manufacturer's registration to harmonized standard EN 29002 (whose scope covers the engines concerned) or an equivalent accreditation standard as satisfying the requirements. The manufacturer must provide details of the registration and undertake to inform the approval authority of any revisions to its validity or scope. In order to verify that the requirements of section 4.2 are continuously met, suitable controls of the production shall be carried out.

5.2.

The holder of the approval shall in particular: 5.2.1. ensure existence of procedures for the effective control of the quality of the product; 5.2.2. have access to the control equipment necessary for checking the conformity to each approved type; 5.2.3. ensure that data of test results are recorded and that annexed documents shall remain available for a period to be determined in accordance with the approval authority; 5.2.4. analyse the results of each type of test, in order to verify and ensure the stability of the engine characteristics, making allowance for variations in the industrial production process; 5.2.5. ensure that any sampling of engines or components giving evidence of non-conformity with the type of test considered shall give rise to another sampling and another test. All the necessary steps shall be taken to re-establish the conformity of the corresponding production.

5.3.

The competent authority which has granted approval may at any time verify the conformity control methods applicable to each production unit. 5.3.1. In every inspection, the test books and production survey record shall be presented to the visiting inspector. 5.3.2. When the quality level appears unsatisfactory or when it seems necessary to verify the validity of the data presented in application of section 4.2, the following procedure is adopted: 5.3.2.1. an engine is taken from the series and subjected to the test described in Annex III. The emissions of the carbon monoxide, the emissions of the hydrocarbons, the emissions of the oxides of nitrogen and the emissions of particulates obtained shall not exceed the amounts shown in the table in section 4.2.1, subject to the requirements of section 4.2.2, or those shown in the table in section 4.2.3 respectively; 5.3.2.2. if the engine taken from the series does not satisfy the requirements of section 5.3.2.1 the manufacturer may ask for measurements to be performed on a sample of engines of the same specification taken from the series and including the engine originally taken. The manufacturershall determine the size n of the sample in agreement with the technical service. Engines other than the engine originally taken shall be subjected to a test. The arithmetical mean ( ) of the results obtained with the sample shall then be determined for each pollutant. The production of the series shall then be deemed to confirm if the following condition is met:  ( 15 ) where: L is the limit value laid down in section 4.2.1/4.2.3 for each pollutant considered, k is a statistical factor depending on n and given in the following table: n 2 3 4 5 6 7 8 9 10 k 0,973 0,613 0,489 0,421 0,376 0,342 0,317 0,296 0,279 n 11 12 13 14 15 16 17 18 19 k 0,265 0,253 0,242 0,233 0,224 0,216 0,210 0,203 0,198 if n ≥ 20, 5.3.3. The approval authority or the technical service responsible for verifying the conformity of production shall carry out tests on engines which have been run-in partially or completely, according to the manufacturer's specifications. 5.3.4. The normal frequency of inspections authorized by the competent authority shall be one per year. If the requirements of section 5.3.2 are not met, the competent authority shall ensure that all necessary steps are taken to re-establish the conformity of production as rapidly as possible.

6.   PARAMETERS DEFINING THE ENGINE FAMILY

The engine family may be defined by basic design parameters which must be common to engines within the family. In some cases there may be interaction of parameters. These effects must also be taken into consideration to ensure that only engines with similar exhaust emission characteristics are included within an engine family.

In order that engines may be considered to belong to the same engine family, the following list of basic parameters must be common:

6.1.	Combustion cycle: — 2 cycle — 4 cycle

6.2.	Cooling medium: — air — water — oil

▼M2

6.3.	Individual cylinder displacement, within 85 % and 100 % of the largest displacement within the engine family

6.4.	Method of air aspiration

6.5.	Fuel type — Diesel — Petrol.

6.6.	Combustion chamber type/design

6.7.	Valve and porting — configurations, size and number

6.8.	Fuel system For diesel: — pump-line injector — in-line pump — distributor pump — single element — unit injector. For petrol: — carburettor — port fuel injection — direct injection.

6.9.	Miscellaneous features — Exhaust gas recirculation — Water injection/emulsion — Air injection — Charge cooling system — Ignition type (compression, spark).

6.10.

Exhaust after-treatment — Oxidation catalyst — Reduction catalyst — Three way catalyst — Thermal reactor — Particulate trap.

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7.   CHOICE OF THE PARENT ENGINE

7.1.

The parent engine of the family shall be selected using the primary criteria of the highest fuel delivery per stroke at the declared maximum torque speed. In the event that two or more engines share this primary criteria, the parent engine shall be selected using the secondary criteria of highest fuel delivery per stroke at rated speed. Under certain circumstances, the approval authority may conclude that the worst case emission rate of the family can best be characterized 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 levels of the engines within that family.

7.2.	If engines within the family incorporate other variable features which could be considered to affect exhaust emissions, these features must also be identified and taken into account in the selection of the parent engine.

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8.   TYPE APPROVAL REQUIREMENTS FOR STAGES IIIB AND IV

8.1.

This section shall apply to the type-approval of electronically controlled engines, which uses electronic control to determine both the quantity and timing of injecting fuel (hereafter ‘engine’). This section shall apply irrespective of the technology applied to such engines to comply with the emission limit values set out in sections 4.1.2.5 and 4.1.2.6 of this Annex.

8.2.

Definitions For the purpose of this section, the following definitions shall apply: 8.2.1. ‘emission control strategy’ means a combination of an emission control system with one base emission control strategy and with one set of auxiliary emission control strategies, incorporated into the overall design of an engine or non-road mobile machinery into which the engine is installed. 8.2.2. ‘reagent’ means any consumable or non-recoverable medium required and used for the effective operation of the exhaust after-treatment system.

8.3.

General requirements 8.3.1.    Requirements for base emission control strategy 8.3.1.1. The base emission control strategy, activated throughout the speed and torque operating range of the engine, shall be designed as to enable the engine to comply with the provisions of this Directive 8.3.1.2. Any base emission control strategy that can distinguish engine operation between a standardised type approval test and other operating conditions and subsequently reduce the level of emission control when not operating under conditions substantially included in the type approval procedure is prohibited. 8.3.2.    Requirements for auxiliary emission control strategy 8.3.2.1. An auxiliary emission control strategy may be used by an engine or a non-road mobile machine, provided that the auxiliary emission control strategy, when activated, modifies the base emission control strategy in response to a specific set of ambient and/or operating conditions but does not permanently reduce the effectiveness of the emission control system: (a) where the auxiliary emission control strategy is activated during the type approval test, sections 8.3.2.2 and 8.3.2.3 shall not apply; (b) where the auxiliary emission control strategy is not activated during the type approval test, it must be demonstrated that the auxiliary emission control strategy is active only for as long as required for the purposes identified in section 8.3.2.3. 8.3.2.2. The control conditions applicable to this section are all of the following: (a) an altitude not exceeding 1 000 metres (or equivalent atmospheric pressure of 90 kPa); (b) an ambient temperature within the range 275 K to 303 K (2 °C to 30 °C); (c) the engine coolant temperature above 343 K (70 °C). Where the auxiliary emission control strategy is activated when the engine is operating within the control conditions set out in points (a), (b) and (c), the strategy shall only be activated exceptionally. 8.3.2.3. An auxiliary emission control strategy may be activated in particular for the following purposes: (a) by onboard signals, for protecting the engine (including air-handling device protection) and/or non-road mobile machine into which the engine is installed from damage; (b) for operational safety and strategies; (c) for prevention of excessive emissions, during cold start or warming-up, during shut-down; (d) if used to trade-off the control of one regulated pollutant under specific ambient or operating conditions, for maintaining control of all other regulated pollutants, within the emission limit values that are appropriate for the engine concerned. The purpose is to compensate for naturally occurring phenomena in a manner that provides acceptable control of all emission constituents. 8.3.2.4. The manufacturer shall demonstrate to the technical service at the time of the type-approval test that the operation of any auxiliary emission strategy complies with the provisions of section 8.3.2. The demonstration shall consist of an evaluation of the documentation referred to in section 8.3.3. 8.3.2.5. Any operation of an auxiliary emission control strategy not compliant with section 8.3.2 is prohibited. 8.3.3.    Documentation requirements 8.3.3.1. The manufacturer shall provide an information folder accompanying the application for type-approval at the time of submission to the technical service, which ensures access to any element of design and emission control strategy and the means by which the auxiliary strategy directly or indirectly controls the output variables. The information folder shall be made available in two parts: (a) the documentation package, annexed to the application for type-approval, shall include a full overview of the emission control strategy. Evidence shall be provided that all outputs permitted by a matrix, obtained from the range of control of the individual unit inputs, have been identified. This evidence shall be attached to the information folder as referred to in Annex II; (b) the additional material, presented to the technical service but not annexed to the application for type-approval, shall include all the modified parameters by any auxiliary emission control strategy and the boundary conditions under which this strategy operates and in particular: (i) a description of the control logic and of timing strategies and switch points, during all modes of operation for the fuel and other essential systems, resulting in effective emissions control (such as exhaust gas recirculation system (EGR) or reagent dosing); (ii) a justification for the use of any auxiliary emission control strategy applied to the engine, accompanied by material and test data, demonstrating the effect on exhaust emissions. This justification may be based on test data, sound engineering analysis, or a combination of both; (iii) a detailed description of algorithms or sensors (where applicable) used for identifying, analysing, or diagnosing incorrect operation of the NOx control system; (iv) the tolerance used to satisfy the requirements in section 8.4.7.2, regardless of the used means. 8.3.3.2. The additional material referred to in point (b) of section 8.3.3.1 shall be treated as strictly confidential. It shall be made available to the type-approval authority on request. The type-approval authority shall treat this material as confidential.

8.4.

Requirements to ensure correct operation of NOx control measures 8.4.1. The manufacturer shall provide information that fully describes the functional operational characteristics of the NOx control measures using the documents set out in section 2 of Appendix 1 to Annex II and in section 2 of Appendix 3 to Annex II. 8.4.2. If the emission control system requires a reagent, the characteristics of that reagent, including the type of reagent, information on concentration when the reagent is in solution, operational temperature conditions and reference to international standards for composition and quality must be specified by the manufacturer, in section 2.2.1.13 of Appendix 1 and in section 2.2.1.13 of Appendix 3 to Annex II. 8.4.3. The engine emission control strategy shall be operational under all environmental conditions regularly pertaining in the territory of the Community, especially at low ambient temperatures. 8.4.4. The manufacturer shall demonstrate that the emission of ammonia during the applicable emission test cycle of the type approval procedure, when a reagent is used, does not exceed a mean value of 25 ppm. 8.4.5. If separate reagent containers are installed on or connected to a non-road mobile machine, means for taking a sample of the reagent inside the containers must be included. The sampling point must be easily accessible without requiring the use of any specialised tool or device. 8.4.6. Use and maintenance requirements 8.4.6.1. The type approval shall be made conditional, in accordance with Article 4(3), upon providing to each operator of non-road mobile machinery written instructions comprising the following: (a) detailed warnings, explaining possible malfunctions generated by incorrect operation, use or maintenance of the installed engine, accompanied by respective rectification measures; (b) detailed warnings on the incorrect use of the machine resulting in possible malfunctions of the engine, accompanied by respective rectification measures; (c) information on the correct use of the reagent, accompanied by an instruction on refilling the reagent between normal maintenance intervals; (d) a clear warning, that the type-approval certificate, issued for the type of engine concerned, is valid only when all of the following conditions are met: (i) the engine is operated, used and maintained in accordance with the instructions provided; (ii) prompt action has been taken for rectifying incorrect operation, use or maintenance in accordance with the rectification measures indicated by the warnings referred to in point (a) and (b); (iii) no deliberate misuse of the engine has taken place, in particular deactivating or not maintaining an EGR or reagent dosing system. The instructions shall be written in a clear and non-technical manner using the same language as is used in the operator’s manual on non-road mobile machinery or engine. 8.4.7. Reagent control (where applicable) 8.4.7.1. The type approval shall be made conditional, in accordance with the provisions of section 3 of Article 4, upon providing indicators or other appropriate means, according to the configuration of the non-road mobile machinery, informing the operator on: (a) the amount of reagent remaining in the reagent storage container and by an additional specific signal, when the remaining reagent is less than 10 % of the full container’s capacity; (b) when the reagent container becomes empty, or almost empty; (c) when the reagent in the storage tank does not comply with the characteristics declared and recorded in section 2.2.1.13 of Appendix 1 and section 2.2.1.13 of Appendix 3 to Annex II, according to the installed means of assessment. (d) when the dosing activity of the reagent is interrupted, in cases other than those executed by the engine ECU or the dosing controller, reacting to engine operating conditions where the dosing is not required, provided that these operating conditions are made available to the type approval authority. 8.4.7.2. By the choice of the manufacturer the requirements of reagent compliance with the declared characteristics and the associated NOx emission tolerance shall be satisfied by one of the following means: (a) direct means, such as the use of a reagent quality sensor. (b) indirect means, such as the use of a NOx sensor in the exhaust to evaluate reagent effectiveness. (c) any other means, provided that its efficacy is at least equal to the one resulting by the use of the means of points (a) or (b) and the main requirements of this section are maintained.

▼B

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ANNEX II

INFORMATION DOCUMENT No. …

relating to type-approval and referring to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery

(Directive 97/68/EC as last amended by Directive ../…/EC)

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Appendix 1

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2.   MEASURES TAKEN AGAINST AIR POLLUTION

2.1.	Device for recycling crankcase gases: yes/no ( 16 ) …

2.2.

Additional anti-pollution devices (if any, and if not covered by another heading) 2.2.1. Catalytic converter: yes/no (16)  2.2.1.1. Make(s): … 2.2.1.2. Type(s): … 2.2.1.3. Number of catalytic converters and elements … 2.2.1.4. Dimensions- and volume of the catalytic converter(s): … 2.2.1.5. Type of catalytic action: … 2.2.1.6. Total charge of precious metals: … 2.2.1.7. Relative concentration: … 2.2.1.8. Substrate (structure and material): … 2.2.1.9. Cell density: … 2.2.1.10. Type of casing for the catalytic converter(s): … 2.2.1.11. Location of the catalytic converter(s) (place(s) and maximum/minimum distance(s) from engine): … 2.2.1.12. Normal operating range (K): … 2.2.1.13. Consumable reagent (where appropriate): … 2.2.1.13.1. Type and concentration of reagent needed for catalytic action: … 2.2.1.13.2. Normal operational temperature range of reagent: … 2.2.1.13.3. International standard (where appropriate): … 2.2.1.14. NOx sensor: yes/no (16)  2.2.2. Oxygen sensor: yes/no (16)  2.2.2.1. Make(s): … 2.2.2.2. Type: … 2.2.2.3. Location: … 2.2.3. Air injection: yes/no (16)  2.2.3.1. Type (pulse air, air pump, etc.): … 2.2.4. EGR: yes/no (16)  2.2.4.1. Characteristics (cooled/uncooled, high pressure/low pressure, etc.): … 2.2.5. Particulate trap: yes/no (16)  2.2.5.1. Dimensions and capacity of the particulate trap: … 2.2.5.2. Type and design of the particulate trap: … 2.2.5.3. Location (place(s) and maximum/minimum distance(s) from engine): … 2.2.5.4. Method or system of regeneration, description and/or drawing: … 2.2.5.5. Normal operating temperature (K) and pressure (kPa) range: … 2.2.6. Other systems: yes/no (16)  2.2.6.1. Description and operation: …

▼B

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Appendix 2

►(2) M2   ►(2) M2  

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Appendix 3

▼M6

2.   MEASURES TAKEN AGAINST AIR POLLUTION

2.1.	Device for recycling crankcase gases: yes/no ( 17 ) …

2.2.

Additional anti-pollution devices (if any, and if not covered by another heading) 2.2.1. Catalytic converter: yes/no (17)  2.2.1.1. Make(s): … 2.2.1.2. Type(s): … 2.2.1.3. Number of catalytic converters and elements … 2.2.1.4. Dimensions- and volume of the catalytic converter(s): … 2.2.1.5. Type of catalytic action: … 2.2.1.6. Total charge of precious metals: … 2.2.1.7. Relative concentration: … 2.2.1.8. Substrate (structure and material): … 2.2.1.9. Cell density: … 2.2.1.10. Type of casing for the catalytic converter(s): … 2.2.1.11. Location of the catalytic converter(s) (place(s) and maximum/minimum distance(s) from engine): … 2.2.1.12. Normal operating range (K) … 2.2.1.13. Consumable reagent (where appropriate): … 2.2.1.13.1. Type and concentration of reagent needed for catalytic action: … 2.2.1.13.2. Normal operational temperature range of reagent: … 2.2.1.13.3. International standard (where appropriate): … 2.2.1.14. NOx sensor: yes/no (17)  2.2.2. Oxygen sensor: yes/no (17)  2.2.2.1. Make(s): … 2.2.2.2. Type: … 2.2.2.3. Location: … 2.2.3. Air injection: yes/no (17)  2.2.3.1. Type (pulse air, air pump, etc.): … 2.2.4. EGR: yes/no (17)  2.2.4.1. Characteristics (cooled/uncooled, high pressure/low pressure, etc.): … 2.2.5. Particulate trap: yes/no (17)  2.2.5.1. Dimensions and capacity of the particulate trap: … 2.2.5.2. Type and design of the particulate trap: … 2.2.5.3. Location (place(s) and maximum/minimum distance(s) from engine): … 2.2.5.4. Method or system of regeneration, description and/or drawing: … 2.2.5.5. Normal operating temperature (K) and pressure (kPa) range: … 2.2.6. Other systems: yes/no (17)  2.2.6.1. Description and operation: …

▼B

►(1) M2  

►(6) M2  

►(6) M2  

►(6) M2  

►(6) M2  

►(6) M2  

►(6) M2  

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ANNEX III

▼M2

TEST PROCEDURE FOR C.I. ENGINES

▼B

1.   INTRODUCTION

▼M6

1.1.

This Annex describes the method of determining emissions of gaseous and particulate pollutants from the engine to be tested. The following test cycles shall apply: — the NRSC (non-road steady cycle) appropriate for the equipment specification which shall be used for the measurement of the emissions of carbon monoxide, hydrocarbons, oxides of nitrogen and particulates for stages I, II, IIIA, IIIB and IV of engines described in points (i) and (ii) of section 1.A of Annex I, and — the NRTC (non-road transient cycle) which shall be used for the measurement of the emissions of carbon monoxide, hydrocarbons, oxides of nitrogen and particulates for stages IIIB and IV of engines described in point (i) of section 1.A of Annex I, — for engines intended to be used in inland waterway vessels the ISO test procedure as specified by ISO 8178-4:2002 and IMO ( 18 ) MARPOL ( 19 ) 73/78, Annex VI (NOx Code) shall be used, — for engines intended for propulsion of railcars an NRSC shall be used for the measurement of gaseous and particulate pollutants for stage IIIA and for stage IIIB, — for engines intended for propulsion of locomotives an NRSC shall be used for the measurement of gaseous and particulate pollutants for stage IIIA and for stage IIIB.

▼B

1.2.	The test shall be carried out with the engine mounted on a test bench and connected to a dynamometer.

▼M3

1.3.

Measurement principle: The engine exhaust emissions to be measured include the gaseous components (carbon monoxide, total hydrocarbons and oxides of nitrogen), and the particulates. 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.   NRSC test: During a prescribed sequence of operating conditions, with the engines warmed up, the amounts of the above exhaust emissions shall be examined continuously by taking a sample from the raw exhaust gas. The test cycle consists of a number of speed and torque (load) modes, which cover the typical operating range of diesel engines. During each mode, the concentration of each gaseous pollutant, exhaust flow and power output shall be determined, and the measured values weighted. The particulate sample shall be diluted with conditioned ambient air. One sample over the complete test procedure shall be taken and collected on suitable filters. Alternatively, a sample shall be taken on separate filters, one for each mode, and cycle-weighted results computed. The grams of each pollutant emitted per kilowatt-hour shall be calculated as described in Appendix 3 to this Annex. ▼M6 1.3.2.    NRTC test The prescribed transient test cycle, based closely on the operating conditions of diesel engines installed in non-road machinery, is run twice: — the first time (cold start) after the engine has soaked to room temperature and the engine coolant and oil temperatures, after treatment systems and all auxiliary engine control devices are stabilised between 20 and 30 °C, — the second time (hot start) after a twenty-minute hot soak that commences immediately after the completion of the cold start cycle. During this test sequence the above pollutants shall be examined. The test sequence consists of a cold start cycle following natural or forced cool-down of the engine, a hot soak period and a hot start cycle, resulting in a composite emissions calculation. Using the engine torque and speed feedback signals of the engine dynamometer, the power shall be integrated with respect to the time of the cycle, resulting in the work produced by the engine over the cycle. The concentrations of the gaseous components shall be determined over the cycle, either in the raw exhaust gas by integration of the analyser signal in accordance with Appendix 3 to this Annex, or in the diluted exhaust gas of a CVS full-flow dilution system by integration or by bag sampling in accordance with Appendix 3 to this Annex. For particulates, a proportional sample shall be collected from the diluted exhaust gas on a specified filter by either partial flow dilution or full-flow dilution. Depending on the method used, the diluted or undiluted 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 give the grams of each pollutant emitted per kilowatt-hour. Emissions (g/kWh) shall be measured during both the cold and hot start cycles. Composite weighted emissions shall be computed by weighting the cold start results 10 % and the hot start results 90 %. Weighted composite results shall meet the limits.

▼B

2.   TEST CONDITIONS

2.1.   General requirements

All volumes and volumetric flow rates shall be related to 273 K (0 oC) and 101,3 kPa.

2.2.   Engine test conditions

2.2.1.

The absolute temperature Ta of the engine intake air 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: Naturally aspirated and mechanically supercharged engines: Turbocharged engine with or without cooling of the intake air:

2.2.2.

Test validity For a test to be recognized as valid, the parameter fa shall be such that: ▼M1

▼M3

2.2.3.

Engines with charge air cooling The charge air temperature shall be recorded and, at the declared rated speed and full load, shall be within ± 5 K of the maximum charge air temperature specified by the manufacturer. 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 set to within ± 5 K of the maximum charge air temperature specified by the manufacturer at the speed of the declared maximum power and full load. Coolant temperature and coolant flow rate of the charge air cooler at the above set point shall not be changed for the whole test cycle. The charge air cooler volume shall be based upon good engineering practice and typical vehicle/machinery applications. Optionally, the setting of the charge air cooler may be done in accordance with SAE J 1937 as published in January 1995.

▼B

2.3.   Engine air inlet system

▼M3

The test engine shall be equipped with an air inlet system presenting an air inlet restriction within ± 300 Pa of the value specified by the manufacturer for a clean air cleaner at the engine operating conditions as specified by the manufacturer, which result in maximum air flow. The restrictions are to be set at rated speed and full load. A test shop system may be used, provided it duplicates actual engine operating conditions.

▼B

2.4.   Engine exhaust system

▼M3

The test engine shall be equipped with an exhaust system with exhaust back pressure within ± 650 Pa of the value specified by the manufacturer at the engine operating conditions resulting in maximum declared power.

If the engine is equipped with an exhaust after-treatment device, the exhaust pipe shall have the same diameter as found in-use for at least four pipe diameters upstream to the inlet of the beginning of the expansion section containing the after-treatment device. The distance from the exhaust manifold flange or turbocharger outlet to the exhaust after-treatment device shall be the same as in the machine 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 after-treatment container may be removed during dummy tests and during engine mapping, and replaced with an equivalent container having an inactive catalyst support.

▼B

2.5.   Cooling system

An engine cooling system with sufficient capacity to maintain the engine at normal operating temperatures prescribed by the manufacturer.

2.6.   Lubricating oil

Specifications of the lubricating oil used for the test shall be recorded and presented with the results of the test.

2.7.   Test fuel

The fuel shall be the reference fuel specified in ►M2  Annex V ◄ .

The cetane number and the sulphur content of the reference fuel used for test shall be recorded at sections 1.1.1 and 1.1.2 respectively of ►M2  Annex VII ◄ , Appendix 1.

The fuel temperature at the injection pump inlet shall be 306-316 K (33-43 oC).

▼M3

3.   TEST RUN (NRSC TEST)

▼M3

3.1.   Determination of dynamometer settings

The basis of specific emissions measurement is uncorrected brake power according to ISO 14396: 2002.

Certain auxiliaries, which are necessary only for the operation of the machine and may be mounted on the engine, should be removed for the test. The following incomplete list is given as an example:

Where auxiliaries have not been removed, the power absorbed by them at the test speeds shall be determined in order to calculate the dynamometer settings, except for engines where such auxiliaries form an integral part of the engine (e.g. cooling fans for air cool engines).

The settings of inlet restriction and exhaust pipe backpressure shall be adjusted to the manufacturer's upper limits, in accordance with sections 2.3. and 2.4.

The maximum torque values at the specified test speeds shall be determined by experimentation in order to calculate the torque values for the specified test modes. For engines which are not designed to operate over a range on a full load torque curve, the maximum torque at the test speeds shall be declared by the manufacturer.

The engine setting for each test mode shall be calculated using the formula:

If the ratio,

the value of PAE may be verified by the technical authority granting type approval.

▼B

►M3   ►C1  3.2. ◄  ◄    Preparation of the sampling filters

At least one hour before the test, each filter (pair) shall be placed in a closed, but unsealed, petri dish and placed in a weighing chamber for stabilization. At the end of the stabilization period, each filter (pair) shall be weighed and the tare weight shall be recorded. The filter (pair) shall then be stored in a closed petri dish or filter holder until needed for testing. If the filter (pair) is not used within eight hours of its removal from the weighing chamber, it must be reweighed before use.

►M3   ►C1  3.3. ◄  ◄    Installation of the measuring equipment

The instrumentation and sample probes shall be installed as required. When using a full flow dilution system for exhaust gas dilution, the tailpipe shall be connected to the system.

►M3   ►C1  3.4. ◄  ◄    Starting the dilution system and engine

The dilution system and the engine shall be started and warmed up until all temperatures and pressures have stabilized at full load and rated speed (section 3.6.2).

▼M3

3.5.   Adjustment of the dilution ratio

The particulate sampling system shall be started and running on bypass for the single filter method (optional for the multiple filter method). The particulate background level of the dilution air may be determined by passing dilution air through the particulate filters. If filtered dilution air is used, one measurement may be done at any time prior to, during, or after the test. If the dilution air is not filtered, the measurement must be done on one sample taken for the duration of the test.

The dilution air shall be set to obtain a filter face temperature between 315 K (42 °C) and 325 K (52 °C) at each mode. The total dilution ratio shall not be less than four.

NOTE: For steady-state procedure, the filter temperature may be kept at or below the maximum temperature of 325 K (52 °C) instead of respecting the temperature range of 42 °C to 52 °C.

For the single and multiple filter methods, the sample mass flow rate through the filter shall be maintained at a constant proportion of the dilute exhaust mass flow rate for full flow systems for all modes. This mass ratio shall be within ± 5 % with respect to the averaged value of the mode, except for the first 10 seconds of each mode for systems without bypass capability. For partial flow dilution systems with single filter method, the mass flow rate through the filter shall be constant within ± 5 % with respect to the averaged value of the mode, except for the first 10 seconds of each mode for systems without bypass capability.

For CO2 or NOx concentration controlled systems, the CO2 or NOx content of the dilution air must be measured at the beginning and at the end of each test. The pre and post test background CO2 or NOx concentration measurements of the dilution air must be within 100 ppm or 5 ppm of each other, respectively.

When using a dilute exhaust gas analysis system, the relevant background concentrations shall be determined by sampling dilution air into a sampling bag over the complete test sequence.

Continuous (non-bag) background concentration may be taken at the minimum of three points, at the beginning, at the end, and a point near the middle of the cycle and averaged. At the manufacturer's request background measurements may be omitted.

▼B

►M3   ►C1  3.6. ◄  ◄    Checking the analysers

The emission analysers shall be set at zero and spanned.

►M3   ►C1  3.7. ◄  ◄    Test cycle

▼M6

3.7.1.

Equipment specification according to section 1.A of Annex I: 3.7.1.1.    Specification A For engines covered by points (i) and (iv) of section 1.A of Annex I, the following 8-mode cycle ( 20 ) shall be followed in dynamometer operation on the test engine: Mode No Engine speed (r/min) Load (%) Weighting factor 1 Rated or reference (1) 100 0,15 2 Rated or reference (1) 75 0,15 3 Rated or reference (1) 50 0,15 4 Rated or reference (1) 10 0,10 5 Intermediate 100 0,10 6 Intermediate 75 0,10 7 Intermediate 50 0,10 8 Idle — 0,15 (1)   Reference speed is defined in section 4.3.1 of Annex III. 3.7.1.2.    Specification B For engines covered by point (ii) of section 1.A of Annex I, the following 5-mode cycle ( 21 ) shall be followed in dynamometer operation on the test engine: Mode No Engine speed (r/min) Load (%) Weighting factor 1 Rated 100 0,05 2 Rated 75 0,25 3 Rated 50 0,30 4 Rated 25 0,30 5 Rated 10 0,10 The load figures are percentage values of the torque corresponding to the prime power rating defined as the maximum power available during a variable power sequence, which may be run for an unlimited number of hours per year, between stated maintenance intervals and under the stated ambient conditions, the maintenance being carried out as prescribed by the manufacturer. 3.7.1.3.    Specification C For propulsion engines ( 22 ) intended to be used in inland waterway vessels the ISO test procedure as specified by ISO 8178-4:2002 and IMO MARPOL 73/78, Annex VI (NOx Code) shall be used. Propulsion engines that operate on a fixed-pitch propeller curve shall be tested on a dynamometer using the following 4-mode steady-state cycle ( 23 ) developed to represent in-use operation of commercial marine diesel engines. Mode No Engine speed (r/min) Load (%) Weighting factor 1 100 % (Rated) 100 0,20 2 91 % 75 0,50 3 80 % 50 0,15 4 63 % 25 0,15 Fixed speed inland waterway propulsion engines with variable pitch or electrically coupled propellers shall be tested on a dynamometer using the following 4-mode steady-state cycle ( 24 ) characterised by the same load and weighting factors as the above cycle, but with engine operated in each mode at rated speed: Mode No Engine speed (r/min) Load (%) Weighting factor 1 Rated 100 0,20 2 Rated 75 0,50 3 Rated 50 0,15 4 Rated 25 0,15 3.7.1.4.    Specification D For engines covered by point (v) of section 1.A of Annex I, the following 3-mode cycle ( 25 ) shall be followed in dynamometer operation on the test engine: Mode No Engine speed (r/min) Load (%) Weighting factor 1 Rated 100 0,25 2 Intermediate 50 0,15 3 Idle — 0,60

▼B

►M3   ►C1  3.7.2. ◄  ◄

Conditioning of the engine Warming up of the engine and the system shall be at maximum speed and torque in order to stabilize the engine parameters according to the recommendations of the manufacturer. Note: The conditioning period should also prevent the influence of deposits from a former test in the exhaust system. There is also a required period of stabilization between test points which has been included to minimise point to point influences.

►M3   ►C1  3.7.3. ◄  ◄

Test sequence ▼M3 The test sequence shall be started. The test shall be performed in the order of the mode numbers as set out above for the test cycles. During each mode of the given test cycle after the initial transition period, the specified speed shall be held to within ± 1 % of rated speed or ± 3 min-1, whichever is greater, except for low idle which shall be within the tolerances declared by the manufacturer. The specified torque shall be held so that the average over the period during which the measurements are being taken is within ± 2 % of the maximum torque at the test speed. For each measuring point a minimum time of 10 minutes is necessary. If for the testing of an engine, longer sampling times are required for reasons of obtaining sufficient particulate mass on the measuring filter the test mode period can be extended as necessary. The mode length shall be recorded and reported. The gaseous exhaust emission concentration values shall be measured and recorded during the last three minutes of the mode. The particulate sampling and the gaseous emission measurement should not commence before engine stabilisation, as defined by the manufacturer, has been achieved and their completion must be coincident. The fuel temperature shall be measured at the inlet to the fuel injection pump or as specified by the manufacturer, and the location of measurement recorded. ▼B

►M3   ►C1  3.7.4. ◄  ◄

Analyser response The output of the analysers shall be recorded on a strip chart recorder or measured with an equivalent data acquisition system with the exhaust gas flowing through the analysers at least during the last three minutes of each mode. If bag sampling is applied for the diluted CO and CO2 measurement (see Appendix 1, section 1.4.4), a sample shall be bagged during the last three minutes of each mode, and the bag sample analysed and recorded.

►M3   ►C1  3.7.5. ◄  ◄

Particulate sampling The particulate sampling can be done either with the single filter method or with the multiple filter method (Appendix 1, section 1.5). Since the results of the methods may differ slightly, the method used must be declared with the results. For the single filter method the modal weighting factors specified in the test cycle procedure shall be taken into account during sampling by adjusting sample flow rate and/or sampling time, accordingly. Sampling must be conducted as late as possible within each mode. The sampling time per mode must be at least 20 seconds for the single filter method and at least 60 seconds for the multi-filter method. For systems without bypass capability, the sampling time per mode must be a least 60 seconds for single and multiple filter methods.

►M3   ►C1  3.7.6. ◄  ◄

Engine conditions The engine speed and load, intake air temperatur, fuel flow and air or exhaust gas flow shall be measured for each mode once the engine has been stabilized. If the measurement of the exhaust gas flow or the measurement of combustion air and fuel consumption is not possible, it can be calculated using the carbon and oxygen balance method (see Appendix 1, section 1.2.3). Any additional data required for calculation shall be recorded (see Appendix 3, sections 1.1 and 1.2).

►M3   ►C1  3.8. ◄  ◄    Re-checking the analysers

After the emission test a zero gas and the same span gas will be used for re-checking. The test will be considered acceptable if the difference between the two measuring results is less than 2 %.

▼M3

4.   TEST RUN (NRTC TEST)

4.1.   Introduction

The non-road transient cycle (NRTC) is listed in Annex III, Appendix 4 as a second-by-second sequence of normalised speed and torque values applicable to all diesel engines covered by this Directive. In order to perform the test on an engine test cell, the normalised values shall be converted to the actual values for the individual engine under test, based on the engine mapping curve. This conversion is referred to as denormalisation, and the test cycle developed is referred to as the reference cycle of the engine to be tested. With these reference speed and torque values, the cycle shall be run on the test cell, and the feedback speed and torque values recorded. In order to validate the test run, a regression analysis between reference and feedback speed and torque values shall be conducted upon completion of the test.

4.2.   Engine mapping procedure

When generating the NRTC on the test cell, the engine shall be mapped before running the test cycle to determine the speed vs torque curve.

4.2.1.   Determination of the mapping speed range

The minimum and maximum mapping speeds are defined as follows:

Minimum mapping speed

=

idle speed

Maximum mapping speed

=

nhi x 1,02 or speed where full load torque drops off to zero, whichever is lower (where nhi is the high speed, defined as the highest engine speed where 70 % of the rated power is delivered).

4.2.2.   Engine mapping curve

The engine shall be warmed up at maximum power in order to stabilise the engine parameters according to the recommendation of the manufacturer and good engineering practice. When the engine is stabilised, the engine mapping shall be performed according to the following procedures.

4.2.2.1.   Transient map

4.2.2.2.   Step map

4.2.3.   Mapping curve generation

All data points recorded under section 4.2.2 shall be connected using linear interpolation between points. The resulting torque curve is the mapping curve and shall be used to convert the normalised torque values of the engine dynamometer schedule of Annex IV into actual torque values for the test cycle, as described in section 4.3.3.

4.2.4.   Alternate mapping

If a manufacturer believes that the above mapping techniques are unsafe or unrepresentative for any given engine, alternate mapping techniques may be used. These alternate techniques must satisfy the intent of the specified mapping procedures to determine the maximum available torque at all engine speeds achieved during the test cycles. Deviations from the mapping techniques specified in this section for reasons of safety or representativeness shall be approved by the parties involved along with the justification for their use. In no case, however, shall the torque curve be run by descending engine speeds for governed or turbocharged engines.

4.2.5.   Replicate tests

An engine need not be mapped before each and every test cycle. An engine must be remapped prior to a test cycle if:

4.3.   Generation of the reference test cycle

▼M6

4.3.1.    Reference speed

The reference speed (nref) corresponds to the 100 % normalised speed values specified in the engine dynamometer schedule of Appendix 4 of Annex III. The actual engine cycle resulting from denormalisation to the reference speed depends largely on selection of the proper reference speed. The reference speed shall be determined by the following formula:

nref = low speed + 0,95 x (high speed – low speed)

(the high speed is the highest engine speed where 70 % of the rated power is delivered, while the low speed is the lowest engine speed where 50 % of the rated power is delivered).

If the measured reference speed is within +/– 3 % of the reference speed as declared by the manufacturer, the declared reference speed may be used for the emissions test. If the tolerance is exceeded, the measured reference speed shall be used for the emissions test ( 26 ).

▼C1

4.3.2.   Denormalisation of engine speed

The speed shall be denormalised using the following equation:

4.3.3.   Denormalisation of engine torque

The torque values in the engine dynamometer schedule of Annex III, Appendix 4 are normalised to the maximum torque at the respective speed. The torque values of the reference cycle shall be denormalised, using the mapping curve determined according to Section 4.2.2, as follows:

for the respective actual speed as determined in Section 4.3.2.

4.3.4.   Example of denormalisation procedure

As an example, the following test point shall be denormalised:

% speed = 43 %

% torque = 82 %

Given the following values:

reference speed = 2 200/min

idle speed = 600/min

results in

With the maximum torque of 700 Nm observed from the mapping curve at 1 288/min

4.4.   Dynamometer

▼M6

4.5.    Emissions test run

The following flow chart outlines the test sequence:

One or more practice cycles may be run as necessary to check engine, test cell and emissions systems before the measurement cycle.

4.5.1.    Preparation of the sampling filters

At least one hour before the test, each filter shall be placed in a petri dish, which is protected against dust contamination and allows air exchange, and placed in a weighing chamber for stabilisation. At the end of the stabilisation period, each filter shall be weighed and the weight shall be recorded. The filter shall then be stored in a closed petri dish or sealed filter holder until needed for testing. The filter shall be used within eight hours of its removal from the weighing chamber. The tare weight shall be recorded.

4.5.2.    Installation of the measuring equipment

The instrumentation and sample probes shall be installed as required. The tailpipe shall be connected to the full-flow dilution system, if used.

4.5.3.    Starting the dilution system

The dilution system shall be started. The total diluted exhaust gas flow of a full-flow dilution system or the diluted exhaust gas flow through a partial flow dilution system shall be set to eliminate water condensation in the system, and to obtain a filter face temperature between 315 K (42 °C) and 325 K (52 °C).

4.5.4.    Starting the particulate sampling system

The particulate sampling system shall be started and run on by-pass. The particulate background level of the dilution air may be determined by sampling the dilution air prior to entrance of the exhaust into the dilution tunnel. It is preferred that background particulate sample be collected during the transient cycle if another PM sampling system is available. Otherwise, the PM sampling system used to collect transient cycle PM can be used. If filtered dilution air is used, one measurement may be done prior to or after the test. If the dilution air is not filtered, measurements should be carried out prior to the beginning and after the end of the cycle and the values averaged.

4.5.5.    Checking the analysers

The emission analysers shall be set at zero and spanned. If sample bags are used, they shall be evacuated.

4.5.6.    Cool-down requirements

A natural or forced cool-down procedure may be applied. For forced cool-down, good engineering judgement shall be used to set up systems to send cooling air across the engine, to send cool oil through the engine lubrication system, to remove heat from the coolant through the engine cooling system, and to remove heat from an exhaust after-treatment system. In the case of a forced after-treatment cool down, cooling air shall not be applied until the after-treatment system has cooled below its catalytic activation temperature. Any cooling procedure that results in unrepresentative emissions is not permitted.

The cold start cycle exhaust emission test may begin after a cool-down only when the engine oil, coolant and after-treatment temperatures are stabilised between 20 °C and 30 °C for a minimum of 15 minutes.

4.5.7.    Cycle run

4.5.7.1.    Cold start cycle

The test sequence shall commence with the cold start cycle at the completion of the cool-down when all the requirements specified in section 4.5.6 are met.

The engine shall be started according to the starting procedure recommended by the manufacturer in the owner's manual, using either a production starter motor or the dynamometer.

As soon as it is determined that the engine is started, start a ‘free idle’ timer. Allow the engine to idle freely with no-load for 23 ± 1 s. Begin the transient engine cycle such that the first non-idle record of the cycle occurs at 23 ± 1 s. The free idle time is included in the 23 ± 1 s.

The test shall be performed according to the reference cycle as set out in Annex III, Appendix 4. Engine speed and torque command set points shall be issued at 5 Hz (10 Hz recommended) or greater. The set points shall be calculated by linear interpolation between the 1 Hz set points of the reference cycle. Feedback engine speed and torque shall be recorded at least once every second during the test cycle, and the signals may be electronically filtered.

4.5.7.2.    Analyser response

At the start of the engine the measuring equipment shall be started, simultaneously:

If raw exhaust measurement is used, the emission concentrations (HC, CO and NOx) and the exhaust gas mass flow rate shall be measured continuously and stored with at least 2 Hz on a computer system. All other data may be recorded with a sample rate of at least 1 Hz. For analogue analysers the response shall be recorded, and the calibration data may be applied online or offline during the data evaluation.

If a full flow dilution system is used, HC and NOx shall be measured continuously in the dilution tunnel with a frequency of at least 2 Hz. The average concentrations shall be determined by integrating the analyser signals over the test cycle. The system response time shall be no greater than 20 s, and shall be coordinated with CVS flow fluctuations and sampling time/test cycle offsets, if necessary. CO and CO2 shall be determined by integration or by analysing the concentrations in the sample bag collected over the cycle. The concentrations of the gaseous pollutants in the dilution air shall be determined by integration or by collection in the background bag. All other parameters that need to be measured shall be recorded with a minimum of one measurement per second (1 Hz).

4.5.7.3.    Particulate sampling

At the start of the engine the particulate sampling system shall be switched from by-pass to collecting particulates.

If a partial flow dilution system is used, the sample pump(s) shall be adjusted so that the flow rate through the particulate sample probe or transfer tube is maintained proportional to the exhaust mass flow rate.

If a full flow dilution system is used, the sample pump(s) shall be adjusted so that the flow rate through the particulate sample probe or transfer tube is maintained at a value within ± 5 % of the set flow rate. If flow compensation (i.e. proportional control of sample flow) is used, it must be demonstrated that the ratio of main tunnel flow to particulate sample flow does not change by more than ± 5 % of its set value (except for the first 10 seconds of sampling).

NOTE: For double dilution operation, sample flow is the net difference between the flow rate through the sample filters and the secondary dilution airflow rate.

The average temperature and pressure at the gas meter(s) or flow instrumentation inlet shall be recorded. If the set flow rate cannot be maintained over the complete cycle (within ± 5 %) because of high particulate loading on the filter, the test shall be voided. The test shall be rerun using a lower flow rate and/or a larger diameter filter.

4.5.7.4.    Engine stalling during the cold start test cycle

If the engine stalls anywhere during the cold start test cycle, the engine shall be preconditioned, then the cool-down procedure repeated; finally the engine shall be restarted, and the test repeated. If a malfunction occurs in any of the required test equipment during the test cycle, the test shall be voided.

4.5.7.5.    Operations after cold start cycle

At the completion of the cold start cycle of the test, the measurement of the exhaust gas mass flow rate, the diluted exhaust gas volume, the gas flow into the collecting bags and the particulate sample pump shall be stopped. For an integrating analyser system, sampling shall continue until system response times have elapsed.

The concentrations of the collecting bags, if used, shall be analysed as soon as possible and in any case not later than 20 minutes after the end of the test cycle.

After the emission test, a zero gas and the same span gas shall be used for re-checking the analysers. The test will be considered acceptable if the difference between the pre-test and post-test results is less than 2 % of the span gas value.

The particulate filters shall be returned to the weighing chamber no later than one hour after completion of the test. They shall be conditioned in a petri dish, which is protected against dust contamination and allows air exchange, for at least one hour, and then weighed. The gross weight of the filters shall be recorded.

4.5.7.6.    Hot soak

Immediately after the engine is turned off, the engine cooling fan(s) shall be turned off if used, as well as the CVS blower (or disconnect the exhaust system from the CVS), if used.

Allow the engine to soak for 20 ± 1 minutes. Prepare the engine and dynamometer for the hot start test. Connect evacuated sample collection bags to the dilute exhaust and dilution air sample collection systems. Start the CVS (if used or not already on) or connect the exhaust system to the CVS (if disconnected). Start the sample pumps (except the particulate sample pump(s), the engine cooling fan(s) and the data collection system.

The heat exchanger of the constant volume sampler (if used) and the heated components of any continuous sampling system(s) (if applicable) shall be preheated to their designated operating temperatures before the test begins.

Adjust the sample flow rates to the desired flow rate and set the CVS gas flow measuring devices to zero. Carefully install a clean particulate filter in each of the filter holders and install assembled filter holders in the sample flow line.

4.5.7.7.    Hot start cycle

As soon as it is determined that the engine is started, start a ‘free idle’ timer. Allow the engine to idle freely with no-load for 23 ± 1 s. Begin the transient engine cycle such that the first non-idle record of the cycle occurs at 23 ± 1 s. The free idle time is included in the 23 ± 1 s.

The test shall be performed according to the reference cycle as set out in Appendix 4 to Annex III. Engine speed and torque command set points shall be issued at 5 Hz (10 Hz recommended) or greater. The set points shall be calculated by linear interpolation between the 1 Hz set points of the reference cycle. Feedback engine speed and torque shall be recorded at least once every second during the test cycle, and the signals may be electronically filtered.

The procedure described in previous sections 4.5.7.2 and 4.5.7.3 shall then be repeated.

4.5.7.8.    Engine stalling during the hot start cycle

If the engine stalls anywhere during the hot start cycle, the engine may be shut off and re-soaked for 20 minutes. The hot start cycle may then be rerun. Only one hot re-soak and hot start cycle restart is permitted.

4.5.7.9.    Operations after hot start cycle

At the completion of the hot start cycle, the measurement of the exhaust gas mass flow rate, the diluted exhaust gas volume, the gas flow into the collecting bags and the particulate sample pump shall be stopped. For an integrating analyser system, sampling shall continue until system response times have elapsed.

The concentrations of the collecting bags, if used, shall be analysed as soon as possible and in any case not later than 20 minutes after the end of the test cycle.

After the emission test, a zero gas and the same span gas shall be used for re-checking the analysers. The test will be considered acceptable if the difference between the pre-test and post-test results is less than 2 % of the span gas value.

The particulate filters shall be returned to the weighing chamber no later than one hour after completion of the test. They shall be conditioned in a petri dish, which is protected against dust contamination and allows air exchange, for at least one hour, and then weighed. The gross weight of the filters shall be recorded.

▼C1

4.6.   Verification of the test run

4.6.1.   Data shift

To minimise the biasing effect of the time lag between the feedback and reference cycle values, the entire engine speed and torque feedback signal sequence may be advanced or delayed in time with respect to the reference speed and torque sequence. If the feedback signals are shifted, both speed and torque must be shifted by the same amount in the same direction.

4.6.2.   Calculation of the cycle work

The actual cycle work Wact (kWh) shall be calculated using each pair of engine feedback speed and torque values recorded. The actual cycle work Wact is used for comparison to the reference cycle work Wref and for calculating the brake specific emissions. The same methodology shall be used for integrating both reference and actual engine power. If values are to be determined between adjacent reference or adjacent measured values, linear interpolation shall be used.

In integrating the reference and actual cycle work, all negative torque values shall be set equal to zero and included. If integration is performed at a frequency of less than 5 Hertz, and if, during a given time segment, the torque value changes from positive to negative or negative to positive, the negative portion shall be computed and set equal to zero. The positive portion shall be included in the integrated value.

Wact shall be between – 15 % and + 5 % of Wref.

4.6.3.   Validation statistics of the test cycle

Linear regressions of the feedback values on the reference values shall be performed for speed, torque and power. This shall be done after any feedback data shift has occurred, if this option is selected. The method of least squares shall be used, with the best fit equation having the form:

y = mx + b

where:

y

=

feedback (actual) value of speed (min-1), torque (N·m), or power (kW)

m

=

slope of the regression line

x

=

reference value of speed (min-1), torque (N·m), or power (kW)

b

=

y intercept of the regression line

The standard error of estimate (SE) of y on x and the coefficient of determination (r2) shall be calculated for each regression line.

It is recommended that this analysis be performed at 1 Hertz. For a test to be considered valid, the criteria of Table 1 must be met.

Table 1 —   Regression line tolerances

For regression purposes only, point deletions are permitted where noted in Table 2 before doing the regression calculation. However, those points must not be deleted for the calculation of cycle work and emissions. An idle point is defined as a point having a normalised reference torque of 0 % and a normalised reference speed of 0 %. Point deletion may be applied to the whole or to any part of the cycle.

Table 2 —   Permitted point deletions from regression analysis (points to which the point deletion is applied have to be specified)

▼M3

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Appendix 1

MEASUREMENT AND SAMPLING PROCEDURES

1.   MEASUREMENT AND SAMPLING PROCEDURES (NRSC TEST)

Gaseous and particulate components emitted by the engine submitted for testing shall be measured by the methods described in Annex VI. The methods of Annex VI describe the recommended analytical systems for the gaseous emissions (Section 1.1) and the recommended particulate dilution and sampling systems (Section 1.2).

1.1.   Dynamometer specification

An engine dynamometer with adequate characteristics to perform the test cycle described in Annex III, Section 3.7.1 shall be used. The instrumentation for torque and speed measurement shall allow the measurement of the power within the given limits. Additional calculations may be necessary. The accuracy of the measuring equipment must be such that the maximum tolerances of the figures given in point 1.3 are not exceeded.

1.2.   Exhaust gas flow

The exhaust gas flow shall be determined by one of the methods mentioned in sections 1.2.1 to 1.2.4.

1.2.1.   Direct measurement method

Direct measurement of the exhaust flow by flow nozzle or equivalent metering system (for detail see ISO 5167:2000).

Note: Direct gaseous flow measurement is a difficult task. Precautions must be taken to avoid measurement errors that will impact emission value errors.

1.2.2.   Air and fuel measurement method

Measurement of the airflow and the fuel flow.

Air flow-meters and fuel flow-meters with the accuracy defined in Section 1.3 shall be used.

The calculation of the exhaust gas flow is as follows:

GEXHW = GAIRW + GFUEL (for wet exhaust mass)

1.2.3.   Carbon balance method

Exhaust mass calculation from fuel consumption and exhaust gas concentrations using the carbon balance method (Annex III, Appendix 3).

1.2.4.   Tracer measurement method

This method involves measurement of the concentration of a tracer gas in the exhaust. A known amount of an inert gas (e.g. pure helium) shall be injected into the exhaust gas flow as a tracer. The gas is mixed and diluted by the exhaust gas, but must not react in the exhaust pipe. The concentration of the gas shall then be measured in the exhaust gas sample.

In order to ensure complete mixing of the tracer gas, the exhaust gas sampling probe shall be located at least 1 m or 30 times the diameter of the exhaust pipe, whichever is larger, downstream of the tracer gas injection point. The sampling probe may be located closer to the injection point if complete mixing is verified by comparing the tracer gas concentration with the reference concentration when the tracer gas is injected upstream of the engine.

The tracer gas flow rate shall be set so that the tracer gas concentration at engine idle speed after mixing becomes lower than the full scale of the trace gas analyser.

The calculation of the exhaust gas flow is as follows:

where

GEXHW

=

instantaneous exhaust mass flow (kg/s)

GT

=

tracer gas flow (cm3/min)

concmix

=

instantaneous concentration of the tracer gas after mixing, (ppm)

ρEXH

=

density of the exhaust gas (kg/m3)

conca

=

background concentration of the tracer gas in the intake air (ppm)

The background concentration of the tracer gas (conc a) may be determined by averaging the background concentration measured immediately before and after the test run.

When the background concentration is less than 1 % of the concentration of the tracer gas after mixing (conc mix.) at maximum exhaust flow, the background concentration may be neglected.

The total system shall meet the accuracy specifications for the exhaust gas flow and shall be calibrated according to Appendix 2, Section 1.11.2.

1.2.5.   Air flow and air to fuel ratio measurement method

This method involves exhaust mass calculation from the air flow and the air to fuel ratio. The calculation of the instantaneous exhaust gas mass flow is as follows:

where

A/Fst

=

stoichiometric air/fuel ratio (kg/kg)

λ

=

relative air/fuel ratio

concCO2

=

dry CO2 concentration ( %)

concCO

=

dry CO concentration (ppm)

concHC

=

HC concentration (ppm)

Note: The calculation refers to a diesel fuel with a H/C ratio equal to 1,8.

The air flowmeter shall meet the accuracy specifications in Table 3, the CO2 analyser used shall meet the specifications of clause 1.4.1, and the total system shall meet the accuracy specifications for the exhaust gas flow.

Optionally, air to fuel ratio measurement equipment, such as a zirconia type sensor, may be used for the measurement of the relative air to fuel ratio in accordance with the specifications of clause 1.4.4.

1.2.6.   Total dilute exhaust gas flow

When using a full flow dilution system, the total flow of the dilute exhaust (GTOTW) shall be measured with a PDP or CFV or SSV (Annex VI, Section 1.2.1.2) The accuracy shall conform to the provisions of Annex III, Appendix 2, Section 2.2.

1.3.   Accuracy

The calibration of all measurement instruments shall be traceable to national or international standards and comply with the requirements listed in Table 3.

Table 3 —   Accuracy of measuring instruments

1.4.   Determination of the gaseous components

1.4.1.   General analyser specifications

The analysers shall have a measuring range appropriate for the accuracy required to measure the concentrations of the exhaust gas components (section1.4.1.1). It is recommended that the analysers be operated in such a way that the measured concentration falls between 15 % and 100 % of full scale.

If the full scale value is 155 ppm (or ppm C) or less or if read-out systems (computers, data loggers) that provide sufficient accuracy and resolution below 15 % of full scale are used, concentrations below 15 % of full scale are also acceptable. In this case, additional calibrations are to be made to ensure the accuracy of the calibration curves – Annex III, Appendix 2, section 1.5.5.2.

The electromagnetic compatibility (EMC) of the equipment shall be on a level as to minimise additional errors.

1.4.1.1.   Measurement error

The analyser shall not deviate from the nominal calibration point by more than ± 2 % of the reading or ± 0,3 % of full scale, whichever is larger.

NOTE: For the purpose of this standard, accuracy is defined as the deviation of the analyser reading from the nominal calibration values using a calibration gas (≡ true value)

1.4.1.2.   Repeatability

The repeatability, defined as 2,5 times the standard deviation of 10 repetitive responses to a given calibration or span gas, must be no greater than ± 1 % of full scale concentration for each range used above 155 ppm (or ppm C) or ± 2 % of each range used below 155 ppm (or ppm C).

1.4.1.3.   Noise

The analyser peak-to-peak response to zero and calibration or span gases over any 10-second period shall not exceed 2 % of full scale on all ranges used.

1.4.1.4.   Zero drift

The zero drift during a one-hour period shall be less than 2 % of full scale on the lowest range used. The zero response is defined as the mean response, including noise, to a zero gas during a 30-second time interval.

1.4.1.5.   Span drift

The span drift during a one-hour period shall be less than 2 % of full scale on the lowest range used. Span is defined as the difference between the span response and the zero response. The span response is defined as the mean response, including noise, to a span gas during a 30-second time interval.

1.4.2.   Gas drying

The optional gas drying device must have a minimal effect on the concentration of the measured gases. Chemical dryers are not an acceptable method of removing water from the sample.

1.4.3.   Analysers

Sections 1.4.3.1 to 1.4.3.5 of this Appendix describe the measurement principles to be used. A detailed description of the measurement systems is given in Annex VI.

The gases to be measured shall be analysed with the following instruments. For non-linear analysers, the use of linearising circuits is permitted.

1.4.3.1.   Carbon monoxide (CO) analysis

The carbon monoxide analyser shall be of the non-dispersive infra-red (NDIR) absorption type.

1.4.3.2.   Carbon dioxide (CO2) analysis

The carbon dioxide analyser shall be of the non-dispersive infra-red (NDIR) absorption type.

1.4.3.3.   Hydrocarbon (HC) analysis

The hydrocarbon analyser shall be of the heated flame ionization detector (HFID) type with detector, valves, pipework, etc, heated so as to maintain a gas temperature of 463 K (190 °C) ± 10 K.

1.4.3.4.   Oxides of nitrogen (NOx) analysis

The oxides of nitrogen analyser shall be of the chemiluminescent detector (CLD) or heated chemiluminescent detector (HCLD) type with a NO2/NO converter, if measured on a dry basis. If measured on a wet basis, a HCLD with converter maintained above 328 K (55 °C) shall be used, provided the water quench check (Annex III, Appendix 2, section 1.9.2.2) is satisfied.

For both CLD and HCLD, the sampling path shall be maintained at a wall temperature of 328 K to 473 K (55 to 200 °C) up to the converter for dry measurement, and up to the analyser for wet measurement.

1.4.4.   Air to fuel measurement

The air to fuel measurement equipment used to determine the exhaust gas flow as specified in section 1.2.5 shall be a wide range air to fuel ratio sensor or lambda sensor of Zirconia type.

The sensor shall be mounted directly on the exhaust pipe where the exhaust gas temperature is high enough to eliminate water condensation.

The accuracy of the sensor with incorporated electronics shall be within:

To fulfil the accuracy specified above, the sensor shall be calibrated as specified by the instrument manufacturer.

1.4.5.   Sampling for gaseous emissions

The gaseous emissions sampling probes must be fitted at least 0,5 m or three times the diameter of the exhaust pipe — whichever is the larger — upstream of the exit of the exhaust gas system as far as applicable and sufficiently close to the engine as to ensure an exhaust gas temperature of at least 343 K (70 °C) at the probe.

In the case of a multi-cylinder engine with a branched exhaust manifold, the inlet of the probe shall be located sufficiently far downstream so as to ensure that the sample is representative of the average exhaust emissions from all cylinders. In multi-cylinder engines having distinct groups of manifolds, such as in a ‘V’-engine configuration, it is permissible to acquire a sample from each group individually and calculate an average exhaust emission. Other methods which have been shown to correlate with the above methods may be used. For exhaust emissions calculation the total exhaust mass flow of the engine must be used.

If the composition of the exhaust gas is influenced by any exhaust after-treatment system, the exhaust sample must be taken upstream of this device in the tests of stage I and downstream of this device in the tests of stage II. When a full flow dilution system is used for the determination of the particulates, the gaseous emissions may also be determined in the diluted exhaust gas. The sampling probes shall be close to the particulate sampling probe in the dilution tunnel (Annex VI, section 1.2.1.2, DT and Section 1.2.2, PSP). CO and CO2 may optionally be determined by sampling into a bag and subsequent measurement of the concentration in the sampling bag.

1.5.   Determination of the particulates

The determination of the particulates requires a dilution system. Dilution may be accomplished by a partial flow dilution system or a full flow dilution system. The flow capacity of the dilution system shall be large enough to completely eliminate water condensation in the dilution and sampling systems, and maintain the temperature of the diluted exhaust gas between 315 K (42 °C) and 325 K (52 °C) immediately upstream of the filter holders. De-humidifying the dilution air before entering the dilution system is permitted, if the air humidity is high. Dilution air pre-heating above the temperature limit of 303 K (30 °C) is recommended, if the ambient temperature is below 293 K (20 °C). However, the diluted air temperature must not exceed 325 K (52 °C) prior to the introduction of the exhaust in the dilution tunnel.

Note: For steady-state procedure, the filter temperature may be kept at or below the maximum temperature of 325 K (52 °C) instead of respecting the temperature range of 42 to 52 °C.

For a partial flow dilution system, the particulate sampling probe must be fitted close to and upstream of the gaseous probe as defined in Section 4.4 and in accordance with Annex VI, section 1.2.1.1, figure 4-12 EP and SP.

The partial flow dilution system has to be designed to split the exhaust stream into two fractions, the smaller one being diluted with air and subsequently used for particulate measurement. From that it is essential that the dilution ratio be determined very accurately. Different splitting methods can be applied, whereby the type of splitting used dictates to a significant degree the sampling hardware and procedures to be used (Annex VI, section 1.2.1.1).

To determine the mass of the particulates, a particulate sampling system, particulate sampling filters, a microgram balance and a temperature and humidity controlled weighing chamber are required.

For particulate sampling, two methods may be applied:

1.5.1.   Particulate sampling filters

1.5.1.1.   Filter specification

Fluorocarbon coated glass fibre filters or fluorocarbon based membrane filters are required for certification tests. For special applications different filter materials may be used. All filter types shall have a 0,3 μm DOP (di-octylphthalate) collection efficiency of at least 99 % at a gas face velocity between 35 and 100 cm/s. When performing correlation tests between laboratories or between a manufacturer and an approval authority, filters of identical quality must be used.

1.5.1.2.   Filter size

Particulate filters must have a minimum diameter of 47 mm (37 mm stain diameter). Larger diameter filters are acceptable (section 1.5.1.5).

1.5.1.3.   Primary and back-up filters

The diluted exhaust shall be sampled by a pair of filters placed in series (one primary and one back-up filter) during the test sequence. The back-up filter shall be located no more than 100 mm downstream of, and shall not be in contact with, the primary filter. The filters may be weighed separately or as a pair with the filters placed stain side to stain side.

1.5.1.4.   Filter face velocity

A gas face velocity through the filter of 35 to 100 cm/s shall be achieved. The pressure drop increase between the beginning and the end of the test shall be no more than 25 kPa.

1.5.1.5.   Filter loading

The recommended minimum filter loadings for the most common filter sizes are shown in the following table. For larger filter sizes, the minimum filter loading shall be 0,065 mg/1 000 mm2 filter area.

For the multiple filter method, the recommended minimum filter loading for the sum of all filters shall be the product of the appropriate value above and the square root of the total number of modes.

1.5.2.   Weighing chamber and analytical balance specifications

1.5.2.1.   Weighing chamber conditions

The temperature of the chamber (or room) in which the particulate filters are conditioned and weighed shall be maintained to within 295 K (22 °C) ± 3 K during all filter conditioning and weighing. The humidity shall be maintained to a dew point of 282,5 (9,5 °C) ± 3 K and a relative humidity of 45 ± 8 %.

1.5.2.2.   Reference filter weighing

The chamber (or room) environment shall be free of any ambient contaminants (such as dust) that would settle on the particulate filters during their stabilisation. Disturbances to weighing room specifications as outlined in section 1.5.2.1 will be allowed if the duration of the disturbances does not exceed 30 minutes. The weighing room should meet the required specifications prior to personnel entrance into the weighing room. At least two unused reference filters or reference filter pairs shall be weighed within four hours of, but preferably at the same time as the sample filter (pair) weighing. They shall be the same size and material as the sample filters.

If the average weight of the reference filters (reference filter pairs) changes between sample filter weighing by more than 10μg, then all sample filters shall be discarded and the emissions test repeated.

If the weighing room stability criteria outlined in section 1.5.2.1 is not met, but the reference filter (pair) weighing meet the above criteria, the engine manufacturer has the option of accepting the sample filter weights or voiding the tests, fixing the weighing room control system and re-running the test.

1.5.2.3.   Analytical balance

The analytical balance used to determine the weights of all filters shall have a precision (standard deviation) of 2 μg and a resolution of 1 μg (1 digit = 1 μg) specified by the balance manufacturer.

1.5.2.4.   Elimination of static electricity effects

To eliminate the effects of static electricity, the filters shall be neutralised prior to weighing, for example, by a Polonium neutraliser or a device of similar effect.

1.5.3.   Additional specifications for particulate measurement

All parts of the dilution system and the sampling system from the exhaust pipe up to the filter holder, which are in contact with raw and diluted exhaust gas, must be designed to minimise deposition or alteration of the particulates. All parts must be made of electrically conductive materials that do not react with exhaust gas components, and must be electrically grounded to prevent electrostatic effects.

2.   MEASUREMENT AND SAMPLING PROCEDURES (NRTC TEST)

2.1.   Introduction

Gaseous and particulate components emitted by the engine submitted for testing shall be measured by the methods of Annex VI. The methods of Annex VI describe the recommended analytical systems for the gaseous emissions (Section 1.1) and the recommended particulate dilution and sampling systems (Section 1.2).

2.2.   Dynamometer and test cell equipment

The following equipment shall be used for emission tests of engines on engine dynamometers:

2.2.1.   Engine dynamometer

An engine dynamometer shall be used with adequate characteristics to perform the test cycle described in Appendix 4 to this Annex. The instrumentation for torque and speed measurement shall allow the measurement of the power within the given limits. Additional calculations may be necessary. The accuracy of the measuring equipment must be such that the maximum tolerances of the figures given in Table 3 are not exceeded.

2.2.2.   Other instruments

Measuring instruments for fuel consumption, air consumption, temperature of coolant and lubricant, exhaust gas pressure and intake manifold depression, exhaust gas temperature, air intake temperature, atmospheric pressure, humidity and fuel temperature shall be used, as required. These instruments shall satisfy the requirements given in Table 3:

Table 3 —   Accuracy of measuring instruments

2.2.3.   Raw exhaust gas flow

For calculating the emissions in the raw exhaust gas and for controlling a partial flow dilution system, it is necessary to know the exhaust gas mass flow rate. For determining the exhaust mass flow rate, either of the methods described below may be used.

For the purpose of emissions calculation, the response time of either method described below shall be equal to or less than the requirement for the analyser response time, as defined in Appendix 2, Section 1.11.1.

For the purpose of controlling a partial flow dilution system, a faster response is required. For partial flow dilution systems with online control, a response time of ≤ 0,3 s is required. For partial flow dilution systems with look ahead control based on a pre-recorded test run, a response time of the exhaust flow measurement system of ≤ 5 s with a rise time of ≤ 1 s is required. The system response time shall be specified by the instrument manufacturer. The combined response time requirements for exhaust gas flow and partial flow dilution system are indicated in Section 2.4.

Direct measurement method

Direct measurement of the instantaneous exhaust flow may be done by systems, such as:

Precautions shall be taken to avoid measurement errors, which will impact emission value errors. Such precautions include the careful installation of the device in the engine exhaust system according to the instrument manufacturers' recommendations and to good engineering practice. Especially, engine performance and emissions must not be affected by the installation of the device.

The flowmeters shall meet the accuracy specifications of Table 3.

Air and fuel measurement method

This involves measurement of the airflow and the fuel flow with suitable flowmeters. The calculation of the instantaneous exhaust gas flow is as follows:

GEXHW = GAIRW + GFUEL (for wet exhaust mass)

The flowmeters shall meet the accuracy specifications of Table 3, but shall also be accurate enough to also meet the accuracy specifications for the exhaust gas flow.

Tracer measurement method

This involves measurement of the concentration of a tracer gas in the exhaust.

A known amount of an inert gas (e.g. pure helium) shall be injected into the exhaust gas flow as a tracer. The gas is mixed and diluted by the exhaust gas, but must not react in the exhaust pipe. The concentration of the gas shall then be measured in the exhaust gas sample.

In order to ensure complete mixing of the tracer gas, the exhaust gas sampling probe shall be located at least 1 m or 30 times the diameter of the exhaust pipe, whichever is larger, downstream of the tracer gas injection point. The sampling probe may be located closer to the injection point if complete mixing is verified by comparing the tracer gas concentration with the reference concentration when the tracer gas is injected upstream of the engine.

The tracer gas flow rate shall be set so that the tracer gas concentration at engine idle speed after mixing becomes lower than the full scale of the trace gas analyser.

The calculation of the exhaust gas flow is as follows:

where

GEXHW

=

instantaneous exhaust mass flow (kg/s)

GT

=

tracer gas flow (cm3/min)

conc mix

=

instantaneous concentration of the tracer gas after mixing (ppm)

ρEXH

=

density of the exhaust gas (kg/m3)

conc a

=

background concentration of the tracer gas in the intake air (ppm)

The background concentration of the tracer gas (conc a) may be determined by averaging the background concentration measured immediately before the test run and after the test run.

When the background concentration is less than 1 % of the concentration of the tracer gas after mixing (conc mix.) at maximum exhaust flow, the background concentration may be neglected.

The total system shall meet the accuracy specifications for the exhaust gas flow, and shall be calibrated according to Appendix 2, paragraph 1.11.2.

Air flow and air to fuel ratio measurement method

This involves exhaust mass calculation from the airflow and the air to fuel ratio. The calculation of the instantaneous exhaust gas mass flow is as follows:

where

A/Fst

=

stoichiometric air/fuel ratio (kg/kg)

λ

=

relative air/fuel ratio

concCO2

=

dry CO2 concentration ( %)

concCO

=

dry CO concentration (ppm)

concHC

=

HC concentration (ppm)

Note: The calculation refers to a diesel fuel with a H/C ratio equal to 1,8.

The air flowmeter shall meet the accuracy specifications in Table 3, the CO2 analyser used shall meet the specifications of section 2.3.1, and the total system shall meet the accuracy specifications for the exhaust gas flow.

Optionally, air to fuel ratio measurement equipment, such as a zirconia type sensor, may be used for the measurement of the excess air ratio in accordance with the specifications of section 2.3.4.

2.2.4.   Diluted exhaust gas flow

For calculation of the emissions in the diluted exhaust gas, it is necessary to know the diluted exhaust gas mass flow rate. The total diluted exhaust gas flow over the cycle (kg/test) shall be calculated from the measurement values over the cycle and the corresponding calibration data of the flow measurement device (V 0 for PDP, K V for CFV, C d for SSV): the corresponding methods described in Appendix 3, section 2.2.1 shall be used. If the total sample mass of particulates and gaseous pollutants exceeds 0,5 % of the total CVS flow, the CVS flow shall be corrected or the particulate sample flow shall be returned to the CVS prior to the flow measuring device.

2.3.   Determination of the gaseous components

2.3.1.   General analyser specifications

The analysers shall have a measuring range appropriate for the accuracy required to measure the concentrations of the exhaust gas components (section 1.4.1.1). It is recommended that the analysers be operated in such a way that the measured concentration falls between 15 and 100 % of full scale.

If the full scale value is 155 ppm (or ppm C) or less, or if read-out systems (computers, data loggers) that provide sufficient accuracy and resolution below 15 % of full scale are used, concentrations below 15 % of full scale are also acceptable. In this case, additional calibrations are to be made to ensure the accuracy of the calibration curves – Annex III, Appendix 2, section 1.5.5.2.

The electromagnetic compatibility (EMC) of the equipment shall be of a level such as to minimise additional errors.

2.3.1.1.   Measurement error

The analyser shall not deviate from the nominal calibration point by more than ± 2 % of the reading or ± 0,3 % of full scale, whichever is larger.

Note: For the purpose of this standard, accuracy is defined as the deviation of the analyser reading from the nominal calibration values using a calibration gas (≡ true value).

2.3.1.2.   Repeatability

The repeatability, defined as 2,5 times the standard deviation of 10 repetitive responses to a given calibration or span gas, must be no greater than ± 1 % of full scale concentration for each range used above 155 ppm (or ppm C) or ± 2 % for each range used below 155 ppm (or ppm C).

2.3.1.3.   Noise

The analyser peak-to-peak response to zero and calibration or span gases over any 10-second period shall not exceed 2 % of full scale on all ranges used.

2.3.1.4.   Zero drift

The zero drift during a one-hour period shall be less than 2 % of full scale on the lowest range used. The zero response is defined as the mean response, including noise, to a zero gas during a 30-second time interval.

2.3.1.5.   Span drift

The span drift during a one-hour period shall be less than 2 % of full scale on the lowest range used. Span is defined as the difference between the span response and the zero response. The span response is defined as the mean response, including noise, to a span gas during a 30-second time interval.

2.3.1.6.   Rise time

For raw exhaust gas analysis, the rise time of the analyser installed in the measurement system shall not exceed 2,5 s.

NOTE: Only evaluating the response time of the analyser alone will not clearly define the suitability of the total system for transient testing. Volumes, and especially dead volumes, through out the system will not only affect the transportation time from the probe to the analyser, but also affect the rise time. Also transport times inside of an analyser would be defined as analyser response time, like the converter or water traps inside of a NOx analysers. The determination of the total system response time is described in Appendix 2, Section 1.11.1.

2.3.2.   Gas drying

Same specifications as for NRSC test cycle apply (Section 1.4.2) as described here below.

The optional gas drying device must have a minimal effect on the concentration of the measured gases. Chemical dryers are not an acceptable method of removing water from the sample.

2.3.3.   Analysers

Same specifications as for NRSC test cycle apply (Section 1.4.3) as described here below.

The gases to be measured shall be analysed with the following instruments. For non-linear analysers, the use of linearising circuits is permitted.

2.3.3.1.   Carbon monoxide (CO) analysis

The carbon monoxide analyser shall be of the non-dispersive infra-red (NDIR) absorption type.

2.3.3.2.   Carbon dioxide (CO2) analysis

The carbon dioxide analyser shall be of the non-dispersive infra-red (NDIR) absorption type.

2.3.3.3.   Hydrocarbon (HC) analysis

The hydrocarbon analyser shall be of the heated flame ionization detector (HFID) type with detector, valves, pipework, etc, heated so as to maintain a gas temperature of 463K (190 °C) ± 10 K.

2.3.3.4.   Oxides of nitrogen (NOx) analysis

The oxides of nitrogen analyser shall be of the chemiluminescent detector (CLD) or heated chemiluminescent detector (HCLD) type with a NO2/NO converter, if measured on a dry basis. If measured on a wet basis, a HCLD with converter maintained above 328 K (55 °C shall be used, provided the water quench check (Annex III, Appendix 2, section 1.9.2.2) is satisfied.

For both CLD and HCLD, the sampling path shall be maintained at a wall temperature of 328K to 473 K (55 to 200 °C) up to the converter for dry measurement, and up to the analyser for wet measurement.

2.3.4.   Air to fuel measurement

The air to fuel measurement equipment used to determine the exhaust gas flow as specified in section 2.2.3 shall be a wide range air to fuel ratio sensor or lambda sensor of Zirconia type.

The sensor shall be mounted directly on the exhaust pipe where the exhaust gas temperature is high enough to eliminate water condensation.

The accuracy of the sensor with incorporated electronics shall be within:

To fulfil the accuracy specified above, the sensor shall be calibrated as specified by the instrument manufacturer.

2.3.5.   Sampling of gaseous emissions

2.3.5.1.   Raw exhaust gas flow

For calculation of the emissions in the raw exhaust gas the same specifications as for NRSC test cycle apply (Section 1.4.4), as described here below.

The gaseous emissions sampling probes must be fitted at least 0,5 m or three times the diameter of the exhaust pipe — whichever is the larger — upstream of the exit of the exhaust gas system as far as applicable and sufficiently close to the engine as to ensure an exhaust gas temperature of at least 343 K (70 °C) at the probe.

In the case of a multicylinder engine with a branched exhaust manifold, the inlet of the probe shall be located sufficiently far downstream so as to ensure that the sample is representative of the average exhaust emissions from all cylinders. In multicylinder engines having distinct groups of manifolds, such as in a ‘V’-engine configuration, it is permissible to acquire a sample from each group individually and calculate an average exhaust emission. Other methods which have been shown to correlate with the above methods may be used. For exhaust emissions calculation the total exhaust mass flow of the engine must be used.

If the composition of the exhaust gas is influenced by any exhaust after-treatment system, the exhaust sample must be taken upstream of this device in the tests of stage I and downstream of this device in the tests of stage II.

2.3.5.2.   Diluted exhaust gas flow

If a full flow dilution system is used, the following specifications apply.

The exhaust pipe between the engine and the full flow dilution system shall conform to the requirements of Annex VI.

The gaseous emissions sample probe(s) shall be installed in the dilution tunnel at a point where the dilution air and exhaust gas are well mixed, and in close proximity to the particulates sampling probe.

Sampling can generally be done in two ways:

The background concentrations shall be sampled upstream of the dilution tunnel into a sampling bag, and shall be subtracted from the emissions concentration according to Appendix 3, Section 2.2.3.

2.4.   Determination of the particulates

Determination of the particulates requires a dilution system. Dilution may be accomplished by a partial flow dilution system or a full flow dilution system. The flow capacity of the dilution system shall be large enough to completely eliminate water condensation in the dilution and sampling systems, and maintain the temperature of the diluted exhaust gas between 315 K (42 °C) and 325 K (52 °C) immediately upstream of the filter holders. De-humidifying the dilution air before entering the dilution system is permitted, if the air humidity is high. Dilution air pre-heating above the temperature limit of 303 K (30 °C) is recommended if the ambient temperature is below 293 K (20 °C). However, the diluted air temperature must not exceed 325 K (52 °C) prior to the introduction of the exhaust in the dilution tunnel.

The particulate sampling probe shall be installed in close proximity to the gaseous emissions sampling probe, and the installation shall comply with the provisions of Section 2.3.5.

To determine the mass of the particulates, a particulate sampling system, particulate sampling filters, microgram balance, and a temperature and humidity controlled weighing chamber, are required.

Partial flow dilution system specifications

The partial flow dilution system has to be designed to split the exhaust stream into two fractions, the smaller one being diluted with air and subsequently used for particulate measurement. For this it is essential that the dilution ratio be determined very accurately. Different splitting methods can be applied, whereby the type of splitting used dictates to a significant degree the sampling hardware and procedures to be used (Annex VI, section 1.2.1.1).

For the control of a partial flow dilution system, a fast system response is required. The transformation time for the system shall be determined by the procedure described in Appendix 2, Section 1.11.1.

If the combined transformation time of the exhaust flow measurement (see previous section) and the partial flow system is less than 0,3 s, online control may be used. If the transformation time exceeds 0,3 s, look ahead control based on a pre-recorded test run must be used. In this case, the rise time shall be ≤ 1 s and the delay time of the combination ≤ 10 s.

The total system response shall be designed as to ensure a representative sample of the particulates, GSE , proportional to the exhaust mass flow. To determine the proportionality, a regression analysis of GSE versus GEXHW shall be conducted on a minimum 5 Hz data acquisition rate, and the following criteria shall be met:

Optionally, a pre-test may be run, and the exhaust mass flow signal of the pre-test be used for controlling the sample flow into the particulate system (look-ahead control). Such a procedure is required if the transformation time of the particulate system, t 50,P or/and the transformation time of the exhaust mass flow signal, t 50,F are > 0,3 s. Acorrect control of the partial dilution system is obtained, if the time trace of GEXHW ,pre of the pre-test, which controls GSE, is shifted by a ‘look-ahead’ time of t 50,P + t 50,F.

For establishing the correlation between GSE and GEXHW the data taken during the actual test shall be used, with GEXHW time aligned by t50,F relative to GSE (no contribution from t 50,P to the time alignment). That is, the time shift between GEXHW and GSE is the difference in their transformation times that were determined in Appendix 2, Section 2.6.

For partial flow dilution systems, the accuracy of the sample flow GSE is of special concern, if not measured directly, but determined by differential flow measurement:

GSE = GTOTW — GDILW

In this case an accuracy of ± 2 % for GTOTW and GDILW is not sufficient to guarantee acceptable accuracies of GSE. If the gas flow is determined by differential flow measurement, the maximum error of the difference shall be such that the accuracy of GSE is within ± 5 % when the dilution ratio is less than 15. It can be calculated by taking root-mean-square of the errors of each instrument.

Acceptable accuracies of GSE can be obtained by either of the following methods:

2.4.1.   Particulate sampling filters

2.4.1.1.   Filter specification

Fluorocarbon coated glass fibre filters or fluorocarbon based membrane filters are required for certification tests. For special applications different filter materials may be used. All filter types shall have a 0,3 μm DOP (di-octylphthalate) collection efficiency of at least 99 % at a gas face velocity between 35 and 100 cm/s. When performing correlation tests between laboratories or between a manufacturer and an approval authority, filters of identical quality must be used.

2.4.1.2.   Filter size

Particulate filters must have a minimum diameter of 47 mm (37 mm stain diameter). Larger diameter filters are acceptable (section 2.4.1.5).

2.4.1.3.   Primary and back-up filters

The diluted exhaust shall be sampled by a pair of filters placed in series (one primary and one back-up filter) during the test sequence. The back-up filter shall be located no more than 100mm downstream of, and shall not be in contact with, the primary filter. The filters may be weighed separately or as a pair with the filters placed stain side to stain side.

2.4.1.4.   Filter face velocity

A gas face velocity through the filter of 35 to 100 cm/s shall be achieved. The pressure drop increase between the beginning and the end of the test shall be no more than 25 kPa.

2.4.1.5.   Filter loading

The recommended minimum filter loadings for the most common filter sizes are shown in the following table. For larger filter sizes, the minimum filter loading shall be 0,065 mg/1 000 mm2 filter area.

2.4.2.   Weighing chamber and analytical balance specifications

2.4.2.1.   Weighing chamber conditions

The temperature of the chamber (or room) in which the particulate filters are conditioned and weighed shall be maintained to within 295 K (22 °C) ± 3 K during all filter conditioning and weighing. The humidity shall be maintained to a dewpoint of 282,5 (9,5 °C) ± 3 K and a relative humidity of 45 ± 8 %.

2.4.2.2.   Reference filter weighing

The chamber (or room) environment shall be free of any ambient contaminants (such as dust) that would settle on the particulate filters during their stabilisation. Disturbances to weighing room specifications as outlined in section 2.4.2.1 will be allowed if the duration of the disturbances does not exceed 30 minutes. The weighing room should meet the required specifications prior to personnel entrance into the weighing room. At least two unused reference filters or reference filter pairs shall be weighed within four hours of, but preferably at the same time as the sample filter (pair) weighing. They shall be the same size and material as the sample filters.

If the average weight of the reference filters (reference filter pairs) changes between sample filter weighing by more than 10 μg, then all sample filters shall be discarded and the emissions test repeated.

If the weighing room stability criteria outlined in section 2.4.2.1 are not met, but the reference filter (pair) weighing meet the above criteria, the engine manufacturer has the option of accepting the sample filter weights or voiding the tests, fixing the weighing room control system and re-running the test.

2.4.2.3.   Analytical balance

The analytical balance used to determine the weights of all filters shall have a precision (standard deviation) of 2 μg and a resolution of 1 μg (1 digit = 1 μg) specified by the balance manufacturer.

2.4.2.4.   Elimination of static electricity effects

To eliminate the effects of static electricity, the filters shall be neutralised prior to weighing, for example, by a Polonium neutraliser or a device having similar effect.

2.4.3.   Additional specifications for particulate measurement

All parts of the dilution system and the sampling system from the exhaust pipe up to the filter holder, which are in contact with raw and diluted exhaust gas, must be designed to minimise deposition or alteration of the particulates. All parts must be made of electrically conductive materials that do not react with exhaust gas components, and must be electrically grounded to prevent electrostatic effects.

---

Appendix 2

CALIBRATION PROCEDURE (NRSC, NRTC ( 27 ))

▼B

1.   CALIBRATION OF THE ANALYTICAL INSTRUMENTS

1.1.   Introduction

Each analyzer shall be calibrated as often as necessary to fulfil the accuracy requirements of this standard. The calibration method that shall be used is described in this paragraph for the analysers indicated in Appendix 1, section 1.4.3.

1.2.   Calibration gases

The shelf life of all calibration gases must be respected.

The expiry date of the calibration gases stated by the manufacturer shall be recorded.

1.2.1.   Pure gases

The required purity of the gases is defined by the contamination limits given below. The following gases must be available for operation:

1.2.2.   Calibration and span gases

Mixture of gases having the following chemical compositions shall be available:

Note: other gas combinations are allowed provided the gases do not react with one another.

The true concentration of a calibration and span gas must be within ± 2 % of the nominal value. All concentrations of calibration gas shall be given on a volume basis (volume percent or volume ppm).

The gases used for calibration and span may also be obtained by means of a gas divider, diluting with purified N2 or with purified synthetic air. The accuracy of the mixing device must be such that the concentration of the diluted calibration gases may be determined to within ± 2 %.

▼M3

This accuracy implies that primary gases used for blending shall be known to have an accuracy of at least ± 1 %, traceable to national or international gas standards. The verification shall be performed at between 15 and 50 % of full scale for each calibration incorporating a blending device. An additional verification may be performed using another calibration gas, if the first verification has failed.

Optionally, the blending device may be checked with an instrument which by nature is linear, e.g. using NO gas with a CLD. The span value of the instrument shall be adjusted with the span gas directly connected to the instrument. The blending device shall be checked at the used settings and the nominal value shall be compared to the measured concentration of the instrument. This difference shall in each point be within ± 1 % of the nominal value.

Other methods may be used based on good engineering practice and with the prior agreement of the parties involved.

Note: A precision gas divider of accuracy is within ± 1 %, is recommended for establishing the accurate analyser calibration curve. The gas divider shall be calibrated by the instrument manufacturer.

▼B

1.3.   Operating procedure for analysers and sampling system

The operating procedure for analysers shall follow the start-up and operating instructions of the instrument manufacturer. The minimum requirements given in sections 1.4 to 1.9 shall be included.

1.4.   Leakage test

A system leakage test shall be performed. The probe shall be disconnected from the exhaust system and the end plugged. The analyser pump shall be switched on. After an initial stabilization period all flow meters should read zero. If not, the sampling lines shall be checked and the fault corrected. The maximum allowable leakage rate on the vacuum side shall be 0,5 % of the in-use flow rate for the portion of the system being checked. The analyser flows and bypass flows may be used to estimate the in-use flow rates.

Another method is the introduction of a concentration step change at the beginning of the sampling line by switching from zero to span gas.

If after an adequate period of time the reading shows a lower concentration compared to the introduced concentration, this points to calibration or leakage problems.

1.5.   Calibration procedure

1.5.1.   Instrument assembly

The instrument assembly shall be calibrated and calibration curves checked against standard gases. The same gas flow rates shall be used as when sampling exhaust.

1.5.2.   Warming-up time

The warming-up time should be according to the recommendations of the manufacturer. If not specified, a minimum of two Hours is recommended for warming-up the analysers.

1.5.3.   NDIR and HFID analyser

The NDIR analyser shall be tuned, as necessary, and the combustion flame of the HFID analyser shall be optimized (section 1.8.1).

1.5.4.   Calibration

Each normally used operating range shall be calibrated.

Using purified synthetic air (or nitrogen), the CO, CO2, Nox, HC and O2 analysers shall be set at zero.

The appropriate calibration gases shall be introduced to the analysers, the values recorded, and the calibration curve established according to section 1.5.6.

The zero setting shall be re-checked and the calibration procedure repeated, if necessary.

1.5.5.   Establishment of the calibration curve

1.5.5.1.   General guidelines

►M3   ►C1  The analyser calibration curve is established by at least six calibration points (excluding zero) spaced as uniformly as possible. ◄  ◄ The highest nominal concentration must be equal to or higher than 90 % of full scale.

The calibration curve is calculated by the method of least squares. If the resulting polynomial degree is greater than three, the number of calibration points (zero included) must be at least equal to this polynomial degree plus two.

▼M3

The calibration curve must not differ by more than ± 2 % from the nominal value of each calibration point and by more than ± 0,3 % of full scale at zero.

▼B

From the calibration curve and the calibration points, it is possible to verify that the calibration has been carried out correctly. The different characteristic parameters of the analyser must be indicated, particularly:

1.5.5.2.   Calibration below 15 % of full scale

The analyser calibration curve is established by at least ten calibration points (excluding zero) spaced so that 50 % of the calibration points is below 10 % of full scale.

The calibration curve is calculated by the method of least squares.

▼M3

The calibration curve must not differ by more than ± 4 % from the nominal value of each calibration point and by more than ± 0,3 % of full scale at zero.

▼B

1.5.5.3.   Alternative methods

If it can be shown that alternative technology (e.g. computer, electronically controlled range switch, etc.) can give equivalent accuracy, then these alternatives may be used.

1.6.   Verification of the calibration

Each normally used operating range shall be checked prior to each analysis in accordance with the following procedure.

1.7.   Efficiency test of the NOx converter

The efficiency of the converter used for the conversion of NO2 into NO is tested as given in sections 1.7.1 to 1.7.8 (Figure 1).

1.7.1.   Test set-up

Using the test set-up as shown in Figure 1 (see also Appendix 1, section 1.4.3.5) and the procedure below, the efficiency of converters can be tested by means of an ozonator.

Figure 1

Schematic of NO2 converter efficiency device

1.7.2.   Calibration

The CLD and the HCLD shall be calibrated in the most common operating range following the manufacturer's specifications using zero and span gas (the NO content of which must amount to about 80 % of the operating range and the NO2 concentration of the gas mixture to less than 5 % of the NO concentration). The NOx analyser must be in the NO mode so that the span gas does not pass through the converter. The indicated concentration has to be recorded.

1.7.3.   Calculation

The efficiency of the NOx converter is calculated as follows:

(a)	NOx concentration according to section 1.7.6;

(b)	NOx concentration according to section 1.7.7;

(c)	NO concentration according to section 1.7.4;

(d)	NO concentration according to section 1.7.5.

1.7.4.   Adding of oxygen

Via a T-fitting, oxygen or zero air is added continuously to the gas flow until the concentration indicated is about 20 % less than the indicated calibration concentration given in section 1.7.2 (The analyser is in the NO mode.)

The indicated concentration (c) shall be recorded. The ozonator is kept de-activated throughout the process.

1.7.5.   Activation of the ozonator

The ozonator is now activated to generate enough ozone to bring the NO concentration down to about 20 % (minimum 10 %) of the calibration concentration given in section 1.7.2. The indicated concentration (d) shall be recorded. (The analyser is in the NO mode.)

1.7.6.   NOx mode

The NO analyser is then switched to the NOx mode so that the gas mixture (consisting of NO, NO2, O2 and N2) now passes through the converter. The indicated concentration (a) shall be recorded. (The analyser is in the NOx mode.)

1.7.7.   De-activation of the ozonator

The ozonator is now de-activated. The mixture of gases described in section 1.7.6 passes through the converter into the detector. The indicated concentration (b) shall be recorded. (The analyser is in the NOx mode.)

1.7.8.   NO mode

Switched to NO mode with the ozonator de-activated, the flow of oxygen or synthetic air is also shut off. The NOx reading of the analyser shall not deviate by more than ± 5 % from the value measured according to section 1.7.2 (The analyser is in the NO mode.)

1.7.9.   Test interval

The efficiency of the converter must be tested prior to each calibration of the NOx analyser.

1.7.10.   Efficiency requirement

The efficiency of the converter shall not be less than 90 %, but a higher efficiency of 95 % is strongly recommended.

Note: If, with the analyser in the most common range, the ozonator cannot give a reduction from 80 % to 20 % according to section 1.7.5, then the highest range which will give the reduction shall be used.

1.8.   Adjustment of the FID

1.8.1.   Optimization of the detector response

The HFID must be adjusted as specified by the instrument manufacturer. A propane in air span gas should be used to optimize the response on the most common operating range.

With the fuel and air flow rates set at the manufacturer's recommendations, a 350 ± 75 ppm C span gas shall be introduced to the analyser. The response at a given fuel flow shall be determined from the difference between the span gas response and the zero gas response. The fuel flow shall be incrementally adjusted above and below the manufacturer's specification. The span and zero response at these fuel flows shall be recorded. The difference between the span and zero response shall be plotted and the fuel flow adjusted to the rich side of the curve.

1.8.2.   Hydrocarbon response factors

The analyser shall be calibrated using propane in air and purified synthetic air, according to section 1.5.

Response factors shall be determined when introducing an analyser into service and after major service intervals. The response factor (Rf) for a particular hydrocarbon species is the ratio of the FID C1 reading to the gas concentration in the cylinder expressed by ppm C1.

The concentration of the test gas must be at a level to give a response of approximately 80 % of full scale. The concentration must be known to an accuracy of ± 2 % in reference to a gravimetric standard expressed in volume. In addition, the gas cylinder must be pre-conditioned for 24 hours at a temperature of 298 K (25 oC) ± 5 K.

The test gases to be used and the recommended relative response factor ranges are as follows:

These values are relative to the response factor (Rf) of 1,00 for propane and purified synthetic air.

1.8.3.   Oxygen interference check

▼M3

The oxygen interference check shall be determined when introducing an analyser into service and after major service intervals.

A range shall be chosen where the oxygen interference check gases will fall within the upper 50 %. The test shall be conducted with the oven temperature set as required.

1.8.3.1.   Oxygen interference gases

Oxygen interference check gases shall contain propane with 350 ppmC ÷ 75 ppmC hydrocarbon. The concentration value shall be determined to calibration gas tolerances by chromatographic analysis of total hydrocarbons plus impurities or by dynamic blending. Nitrogen shall be the predominant diluent with the balance oxygen. Blends required for Diesel engine testing are:

1.8.3.2.   Procedure

▼B

1.9.   Interference effects with NDIR and CLD analysers

Gases present in the exhaust other than the one being analysed can interfere with the reading in several ways. Positive interference occurs in NDIR instruments where the interfering gas gives the same effect as the gas being measured, but to a lesser degree. Negative interference occurs in NDIR instruments by the interfering gas broadening the absorption band of the measured gas, and in CLD instruments by the interfering gas quenching the radiation. The interference checks in sections 1.9.1 and 1.9.2 shall be performed prior to an analyser's initial use and after major service intervals.

1.9.1.   CO analyser interference check

Water and CO2 can interfere with the CO analyser performance. Therefore a CO2 span gas having a concentration of 80 to 100 % of full scale of the maximum operating range used during testing shall be bubbled through water at room temperature and the analyser response recorded. The analyser response must not be more than 1 % of full scale for ranges equal to or above 300 ppm or more than 3 ppm for ranges below 300 ppm.

1.9.2.   NOx analyser quench checks

The two gases of concern for CLD (and HCLD) analysers are CO2 and water vapour. Quench responses of these gases are proportional to their concentrations, and therefore require test techniques to determine the quench at the highest expected concentrations experienced during testing.

1.9.2.1.   CO2 quench check

A CO2 span gas having a concentration of 80 to 100 % of full scale of the maximum operating range shall be passed through the NDIR analyser and the CO2 value recorded as A. It shall then be diluted approximately 50 % with NO span gas and passed through the NDIR and (H)CLD with the CO2 and NO values recorded as B and C, respectively. The CO2 shall be shut off and only the NO span gas be passed through the (H)CLD and the NO value recorded as D.

The quench shall be calculated as follows:

and must not be greater than 3 % of full scale.

where:

A

:

undiluted CO2 concentration measured with NDIR %

B

:

diluted CO2 concentration measured with NDIR %

C

:

diluted NO concentration measured with CLD ppm

D

:

undiluted NO concentration measured with CLD ppm

▼M1

1.9.2.2.   Water quench check

▼M3

This check applies to wet gas concentration measurements only. Calculation of water quench must consider dilution of the NO span gas with water vapour and scaling of water vapour concentration of the mixture to that expected during testing. A NO span gas having a concentration of 80 to 100 % of full scale to the normal operating range shall be passed through the (H)CLD and the NO value recorded as D. The NO gas shall be bubbled through water at room temperature and passed through the (H)CLD and NO value recorded as C. The water temperature shall be determined and recorded as F. The mixture's saturation vapour pressure that corresponds to the bubbler water temperature (F) shall be determined and recorded as G. The water vapour concentration (in %) of the mixture shall be calculated as follows:

▼M1

and recorded as H. The expected diluted NO span gas (in water vapour) concentration shall be calculated as follows:

▼M3

and recorded as De. For diesel exhaust, the maximum exhaust water vapour concentration (in %) expected during testing shall be estimated, under the assumption of a fuel atom H/C ratio of 1,8 to 1, from the maximum CO2 concentration in the exhaust gas or from the undiluted CO2 span gas concentration (A, as measured in section 1.9.2.1) as follows:

▼M1

and recorded as Hm.

The water quench shall be calculated as follows:

and must not be greater than 3 % of full scale.

De : expected diluted NO concentration (ppm)

C : diluted NO concentration (ppm)

Hm : maximum water vapour concentration (%)

H : actual water vapour concentration (%)

NB: It is important that the NO span gas contains minimal NO2 concentration for this check, since obsorption of NO2 in water has not been accounted for in the quench calculations.

▼B

1.10.   Calibration intervals

The analysers shall be calibrated according to section 1.5 at least every three months or whenever a system repair or change is made that could influence calibration.

▼M3

1.11.   Additional calibration requirements for raw exhaust measurements over NRTC test

1.11.1.   Response time check of the analytical system

The system settings for the response time evaluation shall be exactly the same as during measurement of the test run (i.e. pressure, flow rates, filter settings on the analysers and all other response time influences). The response time determination shall be done with gas switching directly at the inlet of the sample probe. The gas switching shall be done in less than 0,1 second. The gases used for the test shall cause a concentration change of at least 60 % FS.

The concentration trace of each single gas component shall be recorded. The response time is defined as the difference in time between the gas switching and the appropriate change of the recorded concentration. The system response time (t90) consists of the delay time to the measuring detector and the rise time of the detector. The delay time is defined as the time from the change (t0) until the response is 10 % of the final reading (t10). The rise time is defined as the time between 10 and 90 % response of the final reading (t90 — t10).

For time alignment of the analyser and exhaust flow signals in the case of raw measurement, the transformation time is defined as the time from the change (t0) until the response is 50 % of the final reading (t50).

The system response time shall be ≤ 10 seconds with a rise time ≤ 2,5 seconds for all limited components (CO, NOx, HC) and all ranges used.

1.11.2.   Calibration of tracer gas analyser for exhaust flow measurement

The analyser for measurement of the tracer gas concentration, if used, shall be calibrated using the standard gas.

The calibration curve shall be established by at least 10 calibration points (excluding zero) spaced so that a half of the calibration points are placed between 4 to 20 % of analyser's full scale and the rest are in between 20 to 100 % of the full scale. The calibration curve is calculated by the method of least squares.

The calibration curve shall not differ by more than ± 1 % of the full scale from the nominal value of each calibration point, in the range from 20 to 100 % of the full scale. It shall also not differ by more than ± 2 % from the nominal value in the range from 4 to 20 % of the full scale.

The analyser shall be set at zero and spanned prior to the test run using a zero gas and a span gas whose nominal value is more than 80 % of the analyser full scale.

▼B

2.   CALIBRATION OF THE PARTICULATE MEASURING SYSTEM

2.1.   Introduction

Each component shall be calibrated as often as necessary to fulfil the accuracy requirements of this standard. The calibration method to be used is described in this section for the components indicated in Annex III, Appendix 1, section 1.5 and Annex V.

2.2.   Flow measurement

▼M3

The calibration of gas flow-meters or flow measurement instrumentation shall be traceable to national and/or international standards.

The maximum error of the measured value shall be within ± 2 % of reading.

For partial flow dilution systems, the accuracy of the sample flow GSE is of special concern, if not measured directly, but determined by differential flow measurement:

GSE = GTOTW — GDILW

In this case an accuracy of ± 2 % for GTOTW and GDILW is not sufficient to guarantee acceptable accuracies of GSE. If the gas flow is determined by differential flow measurement, the maximum error of the difference shall be such that the accuracy of GSE is within ± 5 % when the dilution ratio is less than 15. It can be calculated by taking root-mean-square of the errors of each instrument.

▼B

2.3.   Checking the dilution ratio

When using particulate sampling systems without EGA (Annex V, section 1.2.1.1), the dilution ratio shall be checked for each new engine installation with the engine running and the use of either the CO2 or NOx concentration measurements in the raw and dilute exhaust.

The measured dilution ratio shall be within ± 10 % of the calculated dilution ratio from CO2 or NOx concentration measurement.

2.4.   Checking the partial flow conditions

The range of the exhaust gas velocity and the pressure oscillations shall be checked and adjusted according to the requirements of Annex V, section 1.2.1.1, EP, if applicable.

2.5.   Calibration intervals

The flow measurement instrumentation shall be calibrated at least every three months, or whenever a system change is made that could influence calibration.

▼M3

2.6.   Additional calibration requirements for partial flow dilution systems

2.6.1   Periodical calibration

If the sample gas flow is determined by differential flow measurement the flow meter or the flow measurement instrumentation shall be calibrated by one of the following procedures, such that the probe flow GSE into the tunnel fulfils the accuracy requirements of Appendix I section 2.4:

The flow meter for GDILW is connected in series to the flow meter for GTOTW , the difference between the two flow meters is calibrated for at least five set points with flow values equally spaced between the lowest GDILW value used during the test and the value of GTOTW used during the test The dilution tunnel may be bypassed.

A calibrated mass flow device is connected in series to the flowmeter for GTOTW and the accuracy is checked for the value used for the test. Then the calibrated mass flow device is connected in series to the flow meter for GDILW, and the accuracy is checked for at least five settings corresponding to the dilution ratio between 3 and 50, relative to GTOTW used during the test.

The transfer tube TT is disconnected from the exhaust, and a calibrated flow measuring device with a suitable range to measure GSE is connected to the transfer tube. Then GTOTW is set to the value used during the test, and GDILW is sequentially set to at least five values corresponding to dilution ratios q between 3 and 50. Alternatively, a special calibration flow path may be provided, in which the tunnel is bypassed, but the total and dilution air flow through the corresponding meters are maintained as in the actual test.

A tracer gas is fed into the transfer tube TT. This tracer gas may be a component of the exhaust gas, like CO2 or NOx. After dilution in the tunnel the tracer gas component is measured. This shall be carried out for five dilution ratios between 3 and 50. The accuracy of the sample flow is determined from the dilution ration q:

GSE = GTOTW /q

The accuracies of the gas analysers shall be taken into account to guarantee the accuracy of GSE.

2.6.2.   Carbon flow check

A carbon flow check using actual exhaust is strongly recommended for detecting measurement and control problems and verifying the proper operation of the partial flow dilution system. The carbon flow check should be run at least each time a new engine is installed, or something significant is changed in the test cell configuration.

The engine shall be operated at peak torque load and speed or any other steady-state mode that produces 5 % or more of CO2. The partial flow sampling system shall be operated with a dilution factor of about 15 to 1.

2.6.3.   Pre-test check

A pre-test check shall be performed within two hours before the test run in the following way:

The accuracy of the flow meters shall be checked by the same method as used for calibration for at least two points, including flow values of GDILW that correspond to dilution ratios between five and 15 for the GTOTW value used during the test.

If it can be demonstrated by records of the calibration procedure described above that the flow meter calibration is stable over a longer period of time, the pre-test check may be omitted.

2.6.4.   Determination of the transformation time

The system settings for the transformation time evaluation shall be exactly the same as during measurement of the test run. The transformation time shall be determined by the following method:

An independent reference flowmeter with a measurement range appropriate for the probe flow shall be put in series with and closely coupled to the probe. This flow meter shall have a transformation time of less than 100 ms for the flow step size used in the response time measurement, with flow restriction sufficiently low not to affect the dynamic performance of the partial flow dilution system, and consistent with good engineering practice.

A step change shall be introduced to the exhaust flow (or air flow if exhaust flow is calculated) input of the partial flow dilution system, from a low flow to at least 90 % of full scale. The trigger for the step change should be the same one as that used to start the look-ahead control in actual testing. The exhaust flow step stimulus and the flowmeter response shall be recorded at a sample rate of at least 10 Hz.

From this data, the transformation time shall be determined for the partial flow dilution system, which is the time from the initiation of the step stimulus to the 50 % point of the flowmeter response. In a similar manner, the transformation times of the GSE signal of the partial flow dilution system and of the GEXHW signal of the exhaust flow meter shall be determined. These signals are used in the regression checks performed after each test (Appendix I section 2.4).

The calculation shall be repeated for at least five rise-and-fall stimuli, and the results shall be averaged. The internal transformation time (< 100 ms) of the reference flowmeter shall be subtracted from this value. This is the ‘look-ahead’ value of the partial flow dilution system, which shall be applied in accordance with Appendix I section 2.4.

3.   CALIBRATION OF THE CVS SYSTEM

3.1.   General

The CVS system shall be calibrated by using an accurate flowmeter and means to change operating conditions.

The flow through the system shall be measured at different flow operating settings, and the control parameters of the system shall be measured and related to the flow.

Various type of flowmeters may be used, e.g. calibrated venturi, calibrated laminar flowmeter, calibrated turbine meter.

3.2.   Calibration of the positive displacement pump (PDP)

All the parameters related to the pump shall be simultaneously measured along with the parameters related to a calibration venturi which is connected in series with the pump. The calculated flow rate (in m3/min at pump inlet, absolute pressure and temperature) shall be plotted against a correlation function which is the value of a specific combination of pump parameters. The linear equation which relates the pump flow and the correlation function shall be determined. If a CVS has a multiple speed drive, the calibration shall be performed for each range used.

Temperature stability shall be maintained during calibration.

Leaks in all the connections and ducting between the calibration venturi and the CVS pump shall be maintained lower than 0,3 % of the lowest flow point (highest restriction and lowest PDP speed point).

3.2.1.   Data analysis

The air flowrate (Qs) at each restriction setting (minimum 6 settings) shall be calculated in standard m3/min from the flowmeter data using the manufacturer's prescribed method. The air flow rate shall then be converted to pump flow (V0) in m3/rev at absolute pump inlet temperature and pressure as follows

where,

Qs

=

air flow rate at standard conditions (101,3 kPa, 273 K) (m3/s)

T

=

temperature at pump inlet (K)

pA

=

absolute pressure at pump inlet (pB- p1) (kPa)

n

=

pump speed (rev/s)

To account for the interaction of pressure variations at the pump and the pump slip rate, the correlation function (X0) between pump speed, pressure differential from pump inlet to pump outlet and absolute pump outlet pressure shall be calculated as follows:

where,

pA

=

absolute outlet pressure at pump outlet (kPa)

A linear least-square fit shall be performed to generate the calibration equation as follows:

D0 and m are the intercept and slope constants, respectively, describing the regression lines.

For a CVS system with multiple speeds, the calibration curves generated for the different pump flow ranges shall be approximately parallel, and the intercept values (D0) shall increase as the pump flow range decreases.

The values calculated by the equation shall be within ± 0,5 % of the measured value of V0. Values of m will vary from one pump to another. Particulate influx over time will cause the pump slip to decrease, as reflected by lower values for m. Therefore, calibration shall be performed at pump start-up, after major maintenance, and if the total system verification (section 3.5) indicates a change in the slip rate.

3.3.   Calibration of the critical flow venturi (CFV)

Calibration of the CFV is based upon the flow equation for a critical venturi. Gas flow is a function of inlet pressure and temperature, as shown below:

where,

Kv

=

calibration coefficient

pA

=

absolute pressure at venturi inlet (kPa)

T

=

temperature at venturi inlet (K)

3.3.1.   Data analysis

The air flow rate (Qs) at each restriction setting (minimum 8 settings) shall be calculated in standard m3/min from the flowmeter data using the manufacturer's prescribed method. The calibration coefficient shall be calculated from the calibration data for each setting as follows:

where,

Qs

=

air flow rate at standard conditions (101,3 kPa, 273 K) (m3/s)

T

=

temperature at the venturi inlet (K)

pA

=

absolute pressure at venturi inlet (kPa)

To determine the range of critical flow, Kv shall be plotted as a function of venturi inlet pressure. For critical (choked) flow, Kv will have a relatively constant value. As pressure decreases (vacuum increases), the venturi becomes unchoked and Kv decreases, which indicates that the CFV is operated outside the permissible range.

For a minimum of eight points in the region of critical flow, the average KV and the standard deviation shall be calculated. The standard deviation shall not exceed ± 0,3 % of the average KV

3.4.   Calibration of the subsonic venturi (SSV)

Calibration of the SSV is based upon the flow equation for a subsonic venturi. Gas flow is a function of inlet pressure and temperature, pressure drop between the SSV inlet and throat, as shown below:

where,

A0

=

collection of constants and units conversions

d

=

diameter of the SSV throat (m)

Cd

=

discharge coefficient of the SSV

PA

=

absolute pressure at venturi inlet (kPa)

T

=

temperature at the venturi inlet (K)

3.4.1.   Data analysis

The air flow rate (QSSV) at each flow setting (minimum 16 settings) shall be calculated in standard m3/min from the flowmeter data using the manufacturer's prescribed method. The discharge coefficient shall be calculated from the calibration data for each setting as follows:

where,

QSSV

=

air flow rate at standard conditions (101,3 kPa, 273 K), m3/s

T

=

temperature at the venturi inlet, K

d

=

diameter of the SSV throat, m

To determine the range of subsonic flow, Cd shall be plotted as a function of Reynolds number, at the SSV throat. The Re at the SSV throat is calculated with the following formula:

where,

A1

=

a collection of constants and units conversions

QSSV

=

air flow rate at standard conditions (101,3 kPa, 273 K) (m3/s)

d

=

diameter of the SSV throat (m)

μ

=

absolute or dynamic viscosity of the gas, calculated with the following formula:

where:

Because QSSV is an input to the Re formula, the calculations must be started with an initial guess for QSSV or Cd of the calibration venturi, and repeated until QSSV converges. The convergence method must be accurate to 0,1 % or better.

For a minimum of sixteen points in the subsonic flow region, the calculated values of Cd from the resulting calibration curve fit equation must be within ± 0,5 % of the measured Cd for each calibration point.

3.5.   Total system verification

The total accuracy of the CVS sampling system and analytical system shall be determined by introducing a known mass of a pollutant gas into the system while it is being operated in the normal manner. The pollutant is analysed, and the mass calculated according to Annex III, Appendix 3, section 2.4.1 except in the case of propane where a factor of 0,000472 is used in place of 0,000479 for HC. Either of the following two techniques shall be used.

3.5.1.   Metering with a critical flow orifice

A known quantity of pure gas (propane) shall be fed into the CVS system through a calibrated critical orifice. If the inlet pressure is high enough, the flow rate, which is adjusted by means of the critical flow orifice, is independent of the orifice outlet pressure (critical flow). The CVS system shall be operated as in a normal exhaust emission test for about five to 10 minutes. A gas sample shall be analysed with the usual equipment (sampling bag or integrating method), and the mass of the gas calculated. The mass so determined shall be within ± 3 % of the known mass of the gas injected.

3.5.2.   Metering by means of a gravimetric technique

The weight of a small cylinder filled with propane shall be determined with a precision of ± 0,01 g. For about five to 10 minutes, the CVS system shall be operated as in a normal exhaust emission test, while carbon monoxide or propane is injected into the system. The quantity of pure gas discharged shall be determined by means of differential weighing. A gas sample shall be analysed with the usual equipment (sampling bag or integrating method), and the mass of the gas calculated. The mass so determined shall be within ± 3 % of the known mass of the gas injected.

▼B

---

Appendix 3

▼M3

DATA EVALUATION AND CALCULATIONS

▼B

1.   DATA EVALUATION AND CALCULATIONS — NRSC TEST

1.1.   Gaseous emissions data evaluation

For the evaluation of the gaseous emissions, the chart reading of the last 60 seconds of each mode shall be averaged, and the average concentrations (conc) of HC, CO, NOx and CO2 if the carbon balance method is used, during each mode shall be determined from the average chart readings and the corresponding calibration data. A different type of recording can be used if it ensures an equivalent data acquisition.

The average background concentrations (concd) may be determined from the bag readings of the dilution air or from the continous (non-bag) background reading and the corresponding calibration data.

▼M3

1.2.   Particulate emissions

For the evaluation of the particulates, the total sample masses (MSAM, i) through the filters shall be recorded for each mode. The filters shall be returned to the weighing chamber and conditioned for at least one hour, but not more than 80 hours, and then weighed. The gross weight of the filters shall be recorded and the tare weight (see section 3.1, Annex III) subtracted. The particulate mass (Mf for single filter method; Mf, i for the multiple filter method) is the sum of the particulate masses collected on the primary and back-up filters. If background correction is to be applied, the dilution air mass (MDIL) through the filters and the particulate mass (Md) shall be recorded. If more than one measurement was made, the quotient Md/MDIL must be calculated for each single measurement and the values averaged.

▼B

1.3.   Calculation of the gaseous emissions

The finally reported test results shall be derived through the following steps:

▼M3

1.3.1.   Determination of the exhaust gas flow

The exhaust gas flow rate (GEXHW,) shall be determined for each mode according to Annex III, Appendix 1, sections 1.2.1. to 1.2.3.

When using a full flow dilution system, the total dilute exhaust gas flow rate (GTOTW,) shall be determined for each mode according to Annex III, Appendix 1, section 1.2.4.

1.3.2.   Dry/wet correction

Dry/wet correction (GEXHW,) shall be determined for each mode according to Annex III, Appendix 1, sections 1.2.1. to 1.2.3.

When applying GEXHW the measured concentration shall be converted to a wet basis according to the following formulae, if not already measured on a wet basis:

conc (wet) = kw × conc (dry)

For the raw exhaust gas:

For the diluted gas:

or:

For the dilution air:

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

where:

Ha

:

absolute humidity of the intake air (g water per kg dry air)

Hd

:

absolute humidity of the dilution air (g water per kg dry air)

Rd

:

relative humidity of the dilution air ( %)

Ra

:

relative humidity of the intake air ( %)

pd

:

saturation vapour pressure of the dilution air (kPa)

pa

:

saturation vapour pressure of the intake air (kPa)

pB

:

total barometric pressure (kPa).

Note: H a and H d may be derived from relative humidity measurement, as described above, or from dewpoint measurement, vapour pressure measurement or dry/wet bulb measurement using the generally accepted formulae.

1.3.3.   Humidity correction for NOx

As the NOx emission depends on ambient air conditions, the NOx concentration shall be corrected for ambient air temperature and humidity by the factors KH given in the following formula:

where:

Ta

:

temperatures of the air in (K)

Ha

:

humidity of the intake air (g water per kg dry air):

where:

Ra

:

relative humidity of the intake air ( %)

pa

:

saturation vapour pressure of the intake air (kPa)

pB

:

total barometric pressure (kPa).

Note: H a may be derived from relative humidity measurement, as described above, or from dewpoint measurement, vapour pressure measurement or dry/wet bulb measurement using the generally accepted formulae.

1.3.4.   Calculation of emission mass flow rates

The emission mass flow rates for each mode shall be calculated as follows:

where:

concc is the background corrected concentration

or:

DF=13,4/concCO2

The coefficients u - wet shall be used according to Table 4:

Table 4:

Values of the coefficients u - wet for various exhaust components

The density of HC is based upon an average carbon to hydrogen ratio of 1:1,85.

1.3.5.   Calculation of the specific emissions

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

where Pi = Pm, i + PAE, i.

The weighting factors and the number of modes (n) used in the above calculation are according to Annex III, section 3.7.1.

1.4.   Calculation of the particulate emission

The particulate emission shall be calculated in the following way:

1.4.1.   Humidity correction factor for particulates

As the particulate emission of diesel engines depends on ambient air conditions, the particulate mass flow rate shall be corrected for ambient air humidity with the factor Kp given in the following formula:

where:

Ha

:

humidity of the intake air, gram of water per kg dry air

where:

Ra

:

relative humidity of the intake air (%)

pa

:

saturation vapour pressure of the intake air (kPa)

pB

:

total barometric pressure (kPa)

Note: H a may be derived from relative humidity measurement, as described above, or from dewpoint measurement, vapour pressure measurement or dry/wet bulb measurement using the generally accepted formulae

1.4.2.   Partial flow dilution system

The final reported test results of the particulate emission shall be derived through the following steps. Since various types of dilution rate control may be used, different calculation methods for equivalent diluted exhaust gas mass flow rate GEDF apply. All calculations shall be based upon the average values of the individual modes (i) during the sampling period.

1.4.2.1.   Isokinetic systems

GEDFW, i = GEXHW, i × qi

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

1.4.2.2.   Systems with measurement of CO2 or NOx concentration

GEDFW, i = GEXHW, i × qi

where:

ConcE

=

wet concentration of the tracer gas in raw exhaust

ConcD

=

wet concentration of the tracer gas in the diluted exhaust

ConcA

=

wet concentration of the tracer gas in the dilution air

Concentrations measured on a dry basis shall be converted to a wet basis according to section 1.3.2.

1.4.2.3.   Systems with CO2 measurement and carbon balance method

where:

CO2D

=

CO2 concentration of the diluted exhaust

CO2A

=

CO2 concentration of the dilution air

(concentrations in volume % on wet basis)

This equation is based upon the carbon balance assumption (carbon atoms supplied to the engine are emitted as CO2) and derived through the following steps:

GEDFW, i = GEXHW, i × qi

and:

1.4.2.4.   Systems with flow measurement

GEDFW, i = GEXHW, i × qi

1.4.3.   Full flow dilution system

The final reported test results of the particulate emission shall be derived through the following steps.

All calculations shall be based upon the average values of the individual modes (i) during the sampling period.

GEDFW, i = GTOTW, i

1.4.4.   Calculation of the particulate mass flow rate

The particulate mass flow rate shall be calculated as follows:

For the single filter method:

where:

(GEDFW)aver over the test cycle shall be determined by summation of the average values of the individual modes during the sampling period:

where i = 1, . . . n

For the multiple filter method:

where i = 1, . . . n

The particulate mass flow rate may be background corrected as follows:

For single filter method:

If more than one measurement is made, (Md/MDIL) shall be replaced with (Md/MDIL)aver

or:

DF=13,4/concCO2

For multiple filter method:

If more than one measurement is made, (Md/MDIL) shall be replaced with (Md/MDIL)aver

or:

DF= 13,4/concCO2

1.4.5.   Calculation of the specific emissions

The specific emission of particulates PT (g/kWh) shall be calculated in the following way ( 29 ):

For the single filter method:

For the multiple filter method:

1.4.6.   Effective weighting factor

For the single filter method, the effective weighting factor WFE, i for each mode shall be calculated in the following way:

where i = l, . . . n.

The value of the effective weighting factors shall be within ± 0,005 (absolute value) of the weighting factors listed in Annex III, section 3.7.1.

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2.   DATA EVALUATION AND CALCULATIONS (NRTC TEST)

The two following measurement principles that can be used for the evaluation of pollutant emissions over the NRTC cycle are described in this section:

2.1.   Calculation of gaseous emissions in the raw exhaust gas and of the particulate emissions with a partial flow dilution system

2.1.1.   Introduction

The instantaneous concentration signals of the gaseous components are used for the calculation of the mass emissions by multiplication with the instantaneous exhaust mass flow rate. The exhaust mass flow rate may be measured directly, or calculated using the methods described in Annex III, Appendix 1, section 2.2.3 (intake air and fuel flow measurement, tracer method, intake air and air/fuel ratio measurement). Special attention shall be paid to the response times of the different instruments. These differences shall be accounted for by time aligning the signals.

For particulates, the exhaust mass flow rate signals are used for controlling the partial flow dilution system to take a sample proportional to the exhaust mass flow rate. The quality of proportionality is checked by applying a regression analysis between sample and exhaust flow as described in Annex III, Appendix 1, section 2.4.

2.1.2.   Determination of the gaseous components

2.1.2.1.   Calculation of mass emission

The mass of the pollutants Mgas (g/test) shall be determined by calculating the instantaneous mass emissions from the raw concentrations of the pollutants, the u values from Table 4 (see also Section 1.3.4) and the exhaust mass flow, aligned for the transformation time and integrating the instantaneous values over the cycle. Preferably, the concentrations should be measured on a wet basis. If measured on a dry basis, the dry/wet correction as described here below shall be applied to the instantaneous concentration values before any further calculation is done.

Table 4:   Values of the coefficients u — wet for various exhaust components

The density of HC is based upon an average carbon to hydrogen ratio of 1:1,85.

The following formula shall be applied:

where

u

=

ratio between density of exhaust component and density of exhaust gas

conc i

=

instantaneous concentration of the respective component in the raw exhaust gas (ppm)

GEXHW, i

=

instantaneous exhaust mass flow (kg/s)

f

=

data sampling rate (Hz)

n

=

number of measurements

For the calculation of NOx, the humidity correction factor k H, as described here below, shall be used.

The instantaneously measured concentration shall be converted to a wet basis as described here below, if not already measured on a wet basis

2.1.2.2.   Dry/wet correction

If the instantaneously measured concentration is measured on a dry basis, it shall be converted to a wet basis according to the following formulae:

conc wet = k W x conc dry

where

with

where

conc CO2

=

dry CO2 concentration (%)

conc CO

=

dry CO concentration (%)

H a

=

intake air humidity, (g water per kg dry air)

Ra

:

relative humidity of the intake air (%)

pa

:

saturation vapour pressure of the intake air (kPa)

pB

:

total barometric pressure (kPa)

Note: H a may be derived from relative humidity measurement, as described above, or from dewpoint measurement, vapour pressure measurement or dry/wet bulb measurement using the generally accepted formulae.

2.1.2.3.   NOx correction for humidity and temperature

As the NOx emission depends on ambient air conditions, the NOx concentration shall be corrected for humidity and ambient air temperature with the factors given in the following formula:

with:

T a

=

temperature of the intake air, K

H a

=

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

where:

Ra

:

relative humidity of the intake air ( %)

pa

:

saturation vapour pressure of the intake air (kPa)

pB

:

total barometric pressure (kPa)

Note: H a may be derived from relative humidity measurement, as described above, or from dewpoint measurement, vapour pressure measurement or dry/wet bulb measurement using the generally accepted formulae.

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2.1.2.4.    Calculation of the specific emissions

The specific emissions (g/kWh) shall be calculated for each individual component in the following way:

where:

Mgas,cold

=

total mass of gaseous pollutant over the cold start cycle (g)

Mgas,hot

=

total mass of gaseous pollutant over the hot start cycle (g)

Wact,cold

=

actual cycle work over the cold start cycle as determined in Annex III section 4.6.2 (kWh)

Wact,hot

=

actual cycle work over the hot start cycle as determined in Annex III section 4.6.2 (kWh)

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2.1.3.   Particulate determination

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2.1.3.1.    Calculation of mass emission

The particulate masses MPT,cold and MPT,hot (g/test) shall be calculated by either of the following methods:

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2.1.3.2.   Particulate correction factor for humidity

As the particulate emission of diesel engines depends on ambient air conditions, the particulate concentration shall be corrected for ambient air humidity with the factor Kp given in the following formula.

where

Ha

=

humidity of the intake air in g water per kg dry air

Ra

:

relative humidity of the intake air (%)

pa

:

saturation vapour pressure of the intake air (kPa)

pB

:

total barometric pressure (kPa)

Note: Ha may be derived from relative humidity measurement, as described above, or from dewpoint measurement, vapour pressure measurement or dry/wet bulb measurement using the generally accepted formulae.

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2.1.3.3.    Calculation of the specific emissions

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

where

MPT,cold

=

particulate mass over the cold start cycle (g/test)

MPT,hot

=

particulate mass over the hot start cycle (g/test)

Kp, cold

=

humidity correction factor for particulate over the cold start cycle

Kp, hot

=

humidity correction factor for particulate over the hot start cycle

Wact, cold

=

actual cycle work over the cold start cycle as determined in section 4.6.2. of Annex III, (kWh)

Wact, hot

=

actual cycle work over the hot start cycle as determined in section 4.6.2. of Annex III, (kWh)

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2.2.   Determination of gaseous and particulate components with a full flow dilution system

For calculation of the emissions in the diluted exhaust gas, it is necessary to know the diluted exhaust gas mass flow rate. The total diluted exhaust gas flow over the cycle MTOTW (kg/test) shall be calculated from the measurement values over the cycle and the corresponding calibration data of the flow measurement device (V 0 for PDP, K V for CFV, C d for SSV): the corresponding methods described in section 2.2.1 may be used. If the total sample mass of particulates (MSAM ) and gaseous pollutants exceeds 0,5 % of the total CVS flow (MTOTW ), the CVS flow shall be corrected for MSAM or the particulate sample flow shall be returned to the CVS prior to the flow measuring device.

2.2.1.   Determination of the diluted exhaust gas flow

PDP-CVS system

The calculation of the mass flow over the cycle, if the temperature of the diluted exhaust is kept within ± 6 K over the cycle by using a heat exchanger, is as follows:

MTOTW = 1,293 x V0 x NP x (pB - p1) x273/(101,3 x T)

where

MTOTW

=

mass of the diluted exhaust gas on wet basis over the cycle

V0

=

volume of gas pumped per revolution under test conditions (m3/rev)

NP

=

total revolutions of pump per test

pB

=

atmospheric pressure in the test cell (kPa)

p1

=

pressure drop below atmospheric at the pump inlet (kPa)

T

=

average temperature of the diluted exhaust gas at pump inlet over thecycle (K)

If a system with flow compensation is used (i.e. without heat exchanger), the instantaneous mass emissions shall be calculated and integrated over the cycle. In this case, the instantaneous mass of the diluted exhaust gas shall be calculated as follows:

MTOTW ,i = 1,293 × V0 × NP, i x (pB – p1) × 273/(101,3 x T)

where

NP, i

=

total revolutions of pump per time interval

CFV-CVS system

The calculation of the mass flow over the cycle, if the temperature of the diluted exhaust gas is kept within ± 11 K over the cycle by using a heat exchanger, is as follows:

MTOTW = 1,293 × t × Kv × pA/T0,5

where

MTOTW

=

mass of the diluted exhaust gas on wet basis over the cycle

t

=

cycle time (s)

KV

=

calibration coefficient of the critical flow venturi for standard conditions,

pA

=

absolute pressure at venturi inlet (kPa)

T

=

absolute temperature at venturi inlet (K)

If a system with flow compensation is used (i.e. without heat exchanger), the instantaneous mass emissions shall be calculated and integrated over the cycle. In this case, the instantaneous mass of the diluted exhaust gas shall be calculated as follows:

MTOTW ,i = 1,293 × Δti × KV × pA/T0,5

where

Δti

=

time interval(s)

SSV-CVS system

The calculation of the mass flow over the cycle is as follows if the temperature of the diluted exhaust is kept within ± 11 K over the cycle by using a heat exchanger:

where

A0

=

collection of constants and units conversions = 0,006111 in SI units of

d

=

diameter of the SSV throat (m)

Cd

=

discharge coefficient of the SSV

PA

=

absolute pressure at venturi inlet (kPa)

T

=

temperature at the venturi inlet (K)

If a system with flow compensation is used (i.e. without heat exchanger), the instantaneous mass emissions shall be calculated and integrated over the cycle. In this case, the instantaneous mass of the diluted exhaust gas shall be calculated as follows:

where

Δti

=

time interval (s)

The real time calculation shall be initialised with either a reasonable value for Cd, such as 0.98, or a reasonable value of Qssv. If the calculation is initialised with Qssv, the initial value of Qssv shall be used to evaluate Re.

During all emissions tests, the Reynolds number at the SSV throat must be in the range of Reynolds numbers used to derive the calibration curve developed in Appendix 2 section 3.2.

2.2.2.   NOx correction for humidity

As the NOx emission depends on ambient air conditions, the NOx concentration shall be corrected for ambient air humidity with the factors given in the following formulae.

where

Ta

=

temperature of the air (K)

Ha

=

humidity of the intake air (g water per kg dry air)

in which,

Ra

=

relative humidity of the intake air (%)

pa

=

saturation vapour pressure of the intake air (kPa)

pB

=

total barometric pressure (kPa)

Note: H a may be derived from relative humidity measurement, as described above, or from dewpoint measurement, vapour pressure measurement or dry/wet bulb measurement using the generally accepted formulae.

2.2.3.   Calculation of the emission mass flow

2.2.3.1.   Systems with constant mass flow

For systems with heat exchanger, the mass of the pollutants MGAS (g/test) shall be determined from the following equation:

Mgaz = u × conc × MTOTW

where

u

=

ratio between density of the exhaust component and density of diluted exhaust gas, as reported in Table 4, point 2.1.2.1

conc

=

average background corrected concentrations over the cycle from integration (mandatory for NOx and HC) or bag measurement (ppm)

MTOTW

=

total mass of diluted exhaust gas over the cycle as determined in section 2.2.1 (kg)

As the NOx emission depends on ambient air conditions, the NOx concentration shall be corrected for ambient air humidity with the factor k H, as described in section 2.2.2.

Concentrations measured on a dry basis shall be converted to a wet basis in accordance with section 1.3.2.

2.2.3.1.1.   Determination of the background corrected concentrations

The average background concentration of the gaseous pollutants in the dilution air shall be subtracted from measured concentrations to get the net concentrations of the pollutants. The average values of the background concentrations can be determined by the sample bag method or by continuous measurement with integration. The following formula shall be used.

conc = conce – concd × (1 – (1/DF))

where,

conc

=

concentration of the respective pollutant in the diluted exhaust gas, corrected by the amount of the respective pollutant contained in the dilution air (ppm)

conce

=

concentration of the respective pollutant measured in the diluted exhaust gas (ppm)

concd

=

concentration of the respective pollutant measured in the dilution air (ppm)

DF

=

dilution factor

The dilution factor shall be calculated as follows:

2.2.3.2.   Systems with flow compensation

For systems without heat exchanger, the mass of the pollutants MGAS (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

conce, i

=

instantaneous concentration of the respective pollutant measured in the diluted exhaust gas (ppm)

concd

=

concentration of the respective pollutant measured in the dilution air (ppm)

u

=

ratio between density of the exhaust component and density of diluted exhaust gas, as reported in Table 4, point 2.1.2.1

MTOTW, i

=

instantaneous mass of the diluted exhaust gas (section 2.2.1) (kg)

MTOTW

=

total mass of diluted exhaust gas over the cycle (section 2.2.1) (kg)

DF

=

dilution factor as determined in point 2.2.3.1.1.

As the NOx emission depends on ambient air conditions, the NOx concentration shall be corrected for ambient air humidity with the factor k H, as described in section 2.2.2.

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2.2.4.    Calculation of the specific emissions

The specific emissions (g/kWh) shall be calculated for each individual component in the following way:

where

Mgas,cold

=

total mass of gaseous pollutant over the cold start cycle (g)

Mgas,hot

=

total mass of gaseous pollutant over the hot start cycle (g)

Wact,cold

=

actual cycle work over the cold start cycle as determined in section 4.6.2. of Annex III (kWh)

Wact,hot

=

actual cycle work over the hot start cycle as determined in section 4.6.2. of Annex III. (kWh)

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2.2.5.   Calculation of the particulate emission

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2.2.5.1.    Calculation of the mass flow

The particulate masses MPT,cold and MPT,hot (g/test) shall be calculated as follows:

where

MPT

=

MPT,cold for the cold start cycle

MPT

=

MPT,hot for the hot start cycle

Mf

=

particulate mass sampled over the cycle (mg)

MTOTW

=

total mass of diluted exhaust gas over the cycle as determined in section 2.2.1. (kg)

MSAM

=

mass of diluted exhaust gas taken from the dilution tunnel for collecting particulates (kg)

and,

Mf

=

Mf,p + Mf,b, if weighed separately (mg)

Mf,p

=

particulate mass collected on the primary filter (mg)

Mf,b

=

particulate mass collected on the back-up filter (mg)

If a double dilution system is used, the mass of the secondary dilution air shall be subtracted from the total mass of the double diluted exhaust gas sampled through the particulate filters.

MSAM = MTOT – MSEC

where,

MTOT

=

mass of double diluted exhaust gas through particulate filter (kg)

MSEC

=

mass of secondary dilution air (kg)

If the particulate background level of the dilution air is determined in accordance with section 4.4.4 of Annex III, the particulate mass may be background corrected. In this case, the particulate masses MPT,cold and MPT,hot (g/test) shall be calculated as follows:

where

MPT

=

MPT,cold for the cold start cycle

MPT

=

MPT,hot for the hot start cycle

Mf, MSAM, MTOTW

=

see above

MDIL

=

mass of primary dilution air sampled by background particulate sampler (kg)

Md

=

mass of the collected background particulates of the primary dilution air (mg)

DF

=

dilution factor as determined in section 2.2.3.1.1

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2.2.5.2.   Particulate correction factor for humidity

As the particulate emission of diesel engines depends on ambient air conditions, the particulate concentration shall be corrected for ambient air humidity with the factor Kp given in the following formula.

where

Ha

=

humidity of the intake air in g water per kg dry air

where:

Ra

:

relative humidity of the intake air ( %)

pa

:

saturation vapour pressure of the intake air (kPa)

pB

:

total barometric pressure (kPa)

Note: H a may be derived from relative humidity measurement, as described above, or from dewpoint measurement, vapour pressure measurement or dry/wet bulb measurement using the generally accepted formulae.

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2.2.5.3.    Calculation of the specific emissions

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

where

MPT,cold

=

particulate mass over the cold start cycle of NRTC, (g/test)

MPT,hot

=

particulate mass over the hot start cycle of NRTC, (g/test)

Kp, cold

=

humidity correction factor for particulate over the cold start cycle

Kp, hot

=

humidity correction factor for particulate over the hot start cycle

Wact, cold

=

actual cycle work over the cold start cycle as determined in section 4.6.2. of Annex III, (kWh)

Wact, hot

=

actual cycle work over the hot start cycle as determined in section 4.6.2 of Annex III, (kWh)

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Appendix 4

NRTC ENGINE DYNAMOMETER SCHEDULE

A graphical display of the NRTC dynamometer schedule is shown below

---

Appendix 5

DURABILITY REQUIREMENTS

1.   EMISSION DURABILITY PERIOD AND DETERIORATION FACTORS.

This appendix shall apply to CI engines Stage IIIA and IIIB and IV only.

2.   EMISSION DURABILITY PERIODS FOR STAGE IIIA, IIIB AND IV ENGINES.

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ANNEX IV

TEST PROCEDURE FOR SPARK IGNITION ENGINES

1.   INTRODUCTION

1.1.	This Annex describes the method of determining emissions of gaseous pollutants from the engines to be tested.

1.2.	The test shall be carried out with the engine mounted on a test bench and connected to a dynamometer.

2.   TEST CONDITIONS

2.1.   Engine test conditions

The absolute temperature (Ta) of the engine air at the inlet to the engine, expressed in Kelvin, and the dry atmospheric pressure (ps), expressed in kPa, shall be measured and the parameter f a shall be determined according to the following provisions:

2.1.1.   Test validity

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

2.1.2.   Engines with charge air-cooling

The temperature of the cooling medium and the temperature of the charge air have to be recorded.

2.2.   Engine air inlet system

The test engine shall be equipped with an air inlet system presenting an air inlet restriction within 10 % of the upper limit specified by the manufacturer for a new air cleaner at the engine operating conditions, as specified by the manufacturer, which result in maximum air flow in the respective engine application.

For small spark ignition engines (< 1 000 cm3 displacement) a system representative of the installed engine shall be used.

2.3.   Engine exhaust system

The test engine shall be equipped with an exhaust system presenting an exhaust back pressure within 10 % of the upper limit specified by the manufacturer for the engine operating conditions which result in the maximum declared power in the respective engine application.

For small spark ignition engines (< 1 000 cm3 displacement) a system representative of the installed engine shall be used.

2.4.   Cooling system

An engine cooling system with sufficient capacity to maintain the engine at normal operating temperatures prescribed by the manufacturer shall be used. This provision shall apply to units which have to be detached in order to measure the power, such as with a blower where the blower (cooling) fan has to be disassembled to get access to the crankshaft.

2.5.   Lubricating oil

Lubricating oil that meets the engine manufacturer's specifications for a particular engine and intended usage shall be used. Manufacturers must use engine lubricants representative of commercially available engine lubricants.

The specifications of the lubricating oil used for the test shall be recorded at section 1.2 of Annex VII, Appendix 2, for SI engines and presented with the results of the test.

2.6.   Adjustable carburettors

Engines with limited adjustable carburettors shall be tested at both extremes of the adjustment.

2.7.   Test fuel

The fuel shall be the reference fuel specified in Annex V.

The octane number and the density of the reference fuel used for test shall be recorded at section 1.1.1 of Annex VII, Appendix 2, for SI engines.

For two-stroke engines, the fuel/oil mixture ratio must be the ratio which shall be recommended by the manufacturer. The percentage of oil in the fuel/lubricant mixture feeding the two-stroke engines and the resulting density of the fuel shall be recorded at section 1.1.4 of Annex VII, Appendix 2, for SI engines.

2.8.   Determination of dynamometer settings

Emissions measurements shall be based on uncorrected brake power. Auxiliaries necessary only for the operation of the machine and which may be mounted on the engine shall be removed for the test. Where auxiliaries have not been removed, the power absorbed by them shall be determined in order to calculate the dynamometer settings except for engines where such auxiliaries form an integral part of the engine (e.g. cooling fans for air cooled engines).

The settings of inlet restriction and exhaust pipe backpressure shall be adjusted, for engines where it shall be possible to perform such an adjustment, to the manufacturer's upper limits, in accordance with sections 2.2 and 2.3. The maximum torque values at the specified test speeds shall be determined by experimentation in order to calculate the torque values for the specified test modes. For engines which are not designed to operate over a speed range on a full load torque curve, the maximum torque at the test speeds shall be declared by the manufacturer. The engine setting for each test mode shall be calculated using the formula:

where:

If the ratio

the value of PAE may be verified by the technical authority granting type-approval.

3.   TEST RUN

3.1.   Installation of the measuring equipment

The instrumentation and sampling probes shall be installed as required. When using a full flow dilution system for exhaust gas dilution, the tailpipe shall be connected to the system.

3.2.   Starting the dilution system and engine

The dilution system and the engine shall be started and warmed up until all temperatures and pressures have stabilised at full load and rated speed (section 3.5.2).

3.3.   Adjustment of the dilution ratio

The total dilution ratio shall not be less than four.

For CO2 or NOx concentration controlled systems, the CO2 or NOx content of the dilution air must be measured at the beginning and at the end of each test. The pre- and post-test background CO2 or NOx concentration measurements of the dilution air must be within 100 ppm or 5 ppm of each other, respectively.

When using a dilute exhaust gas analysis system, the relevant background concentrations shall be determined by sampling dilution air into a sampling bag over the complete test sequence.

Continuous (non-bag) background concentration may be taken at the minimum of three points, at the beginning, at the end, and a point near the middle of the cycle and averaged. At the manufacturer's request background measurements may be omitted.

3.4.   Checking the analysers

The emission analysers shall be set at zero and spanned.

3.5.   Test cycle

3.5.1.

Specification (c) of machinery according to section 1A(iii) of Annex I. The following test cycles shall be followed in dynamometer operation on the test engine according to the given type of machinery: cycle D ( 30 ) : engines with constant speed and intermittent load such as generating sets; cycle G1 : non-hand-held intermediate speed applications; cycle G2 : non-hand-held rated speed applications; cycle G3 : hand-held applications. 3.5.1.1.   Test modes and weighting factors Cycle D Mode number 1 2 3 4 5             Engine speed Rated speed Intermediate Low-idle speed Load (1) % 100 75 50 25 10             Weighting factor 0,05 0,25 0,3 0,3 0,1             Cycle G1 Mode number           1 2 3 4 5 6 Engine speed Rated speed Intermediate Speed Low-idle speed Load %           100 75 50 25 10 0 Weighting factor           0,09 0,2 0,29 0,3 0,07 0,05 Cycle G2 Mode number 1 2 3 4 5           6 Engine speed Rated speed Intermediate Speed Low-idle speed Load % 100 75 50 25 10           0 Weighting factor 0,09 0,2 0,29 0,3 0,07           0,05 Cycle G3 Mode number 1                   2 Engine speed Rated speed Intermediate Speed Low-idle speed Load % 100                   0 Weighting factor 0,85 (2)                   0,15 (2) (1)   The load figures are percentage values of the torque corresponding to the prime power rating defined as the maximum power available during a variable power sequence, which may be run for an unlimited number of hours per year, between stated maintenance intervals and under the stated ambient conditions, the maintenance being carried out as prescribed by the manufacturer. For a better illustration of the prime power definition, see figure 2 of ISO 8528-1: 1993(E) standard. (2)   For stage I, 0,90 and 0,10 may be used instead of 0,85 and 0,15 respectively. 3.5.1.2.   Choosing an appropriate test cycle If the primary end use of an engine model is known then the test cycle may be chosen based on the examples given in section 3.5.1.3. If the primary end use of an engine is uncertain then the appropriate test cycle should be chosen based upon the engine specification. 3.5.1.3.   Examples (the list is not exhaustive) Typical examples are for: cycle D: generating sets with intermittent load including generating sets on board ships and trains (not for propulsion), refrigerating units, welding sets; gas compressors; cycle G1: front or rear engines riding lawn mowers; golf carts; lawn sweepers; pedestrian-controlled rotary or cylinder lawn mowers; snow-removal equipment; waste disposers; cycle G2: portable generators, pumps, welders and air compressors; may also include lawn and garden equipment, which operate at engine rated speed; cycle G3: blowers; chain saws; hedge trimmers; portable saw mills; rotary tillers; sprayers; string trimmers; vacuum equipment.

3.5.2.

Conditioning of the engine Warming up of the engine and the system shall be at maximum speed and torque in order to stabilise the engine parameters according to the recommendations of the manufacturer. Note: The conditioning period should also prevent the influence of deposits from a former test in the exhaust system. There is also a required period of stabilisation between test points which has been included to minimise point to point influences.

3.5.3.

Test sequence Test cycles G1, G2 or G3 shall be performed in ascending order of mode number of the cycle in question. Each mode sampling time shall be at least 180 s. The exhaust emission concentration values shall be measured and recorded for the last 120 s of the respective sampling time. For each measuring point, the mode length shall be of sufficient duration to achieve thermal stability of the engine prior to the start of sampling. The mode length shall be recorded and reported. (a) For engines tested with the dynamometer speed control test configuration: During each mode of the test cycle after the initial transition period, the specified speed shall be held to within ± 1 % of rated speed or ± 3 min-1 whichever is greater except for low idle which shall be within the tolerances declared by the manufacturer. The specified torque shall be held so that the average over the period during which the measurements are being taken is within ± 2 % of the maximum torque at the test speed. (b) For engines tested with the dynamometer load control test configuration: During each mode of the test cycle after the initial transition period, the specified speed shall be within ± 2 % of rated speed or ± 3 min-1 whichever is greater, but shall in any case be held within ± 5 %, except for low idle which shall be within the tolerances declared by the manufacturer. During each mode of the test cycle where the prescribed torque is 50 % or greater of the maximum torque at the test speed the specified average torque over the data acquisition period shall be held within ± 5 % of the prescribed torque. During modes of the test cycle where the prescribed torque is less than 50 % of the maximum torque at the test speed the specified average torque over the data acquisition period shall be held within ± 10 % of the prescribed torque or ± 0,5 Nm whichever is greater.

3.5.4.

Analyser response The output of the analysers shall be recorded on a strip chart recorder or measured with an equivalent data acquisition system with the exhaust gas flowing through the analysers at least during the last 180 s of each mode. If bag sampling is applied for the diluted CO and CO2 measurement (see Appendix 1, section 1.4.4), a sample shall be bagged during the last 180 s of each mode, and the bag sample analysed and recorded.

3.5.5.

Engine conditions The engine speed and load, intake air temperature and fuel flow shall be measured for each mode once the engine has been stabilised. Any additional data required for calculation shall be recorded (see Appendix 3, sections 1.1 and 1.2).

3.6.   Rechecking the analysers

After the emission test a zero gas and the same span gas shall be used for re-checking. The test shall be considered acceptable if the difference between the two measuring results is less than 2 %.

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Appendix 1

1.   MEASUREMENT AND SAMPLING PROCEDURES

Gaseous components emitted by the engine submitted for testing shall be measured by the methods described in Annex VI. The methods of Annex VI describe the recommended analytical systems for the gaseous emissions (section 1.1).

1.1.   Dynamometer specification

An engine dynamometer with adequate characteristics to perform the test cycles described in Annex IV, section 3.5.1 shall be used. The instrumentation for torque and speed measurement shall allow the measurement of the shaft power within the given limits. Additional calculations may be necessary.

The accuracy of the measuring equipment must be such that the maximum tolerances of the figures given in section 1.3 are not exceeded.

1.2.   Fuel flow and total diluted flow

Fuel flow meters with the accuracy defined in section 1.3 shall be used to measure the fuel flow that will be used to calculate emissions (Appendix 3). When using a full flow dilution system, the total flow of the dilute exhaust (GTOTW) shall be measured with a PDP or CFV — Annex VI, section 1.2.1.2. The accuracy shall conform to the provisions of Annex III, Appendix 2, section 2.2.

1.3.   Accuracy

The calibration of all measuring instruments shall be traceable to national (international) standards and comply with the requirements given in tables 2 and 3.

1.4.   Determination of the gaseous components

1.4.1.   General analyser specifications

The analysers shall have a measuring range appropriate for the accuracy required for measuring the concentrations of the exhaust gas components (section 1.4.1.1). It is recommended that the analysers be operated such that the measured concentration falls between 15 % and 100 % of full scale.

If the full scale value is 155 ppm (or ppm C) or less or if read-out systems (computers, data loggers) that provide sufficient accuracy and resolution below 15 % of full scale are used concentrations below 15 % of full scale are also acceptable. In this case, additional calibrations are to be made to ensure the accuracy of the calibration curves — Appendix 2, section 1.5.5.2, of this Annex.

The electromagnetic compatibility (EMC) of the equipment shall be on a level as to minimise additional errors.

1.4.1.1.   Accuracy

The analyser shall not deviate from the nominal calibration point by more than ± 2 % of the reading over the whole measurement range except zero, and ± 0,3 % of full scale at zero. The accuracy shall be determined according to the calibration requirements laid down in section 1.3.

1.4.1.2.   Repeatability

The repeatability, shall be such that 2,5 times the standard deviation of 10 repetitive responses to a given calibration or span gas is not greater than ± 1 % of full scale concentration for each range used above 100 ppm (or ppmC) or ± 2 % of each range used below 100 ppm (or ppmC).

1.4.1.3.   Noise

The analyser peak-to-peak response to zero and calibration or span gases over any 10-s period shall not exceed 2 % of full scale on all ranges used.

1.4.1.4.   Zero drift

Zero response is defined as the mean response, including noise, to a zero gas during a 30-s time interval. The drift of the zero response during a one-hour period shall be less than 2 % of full scale on the lowest range used.

1.4.1.5.   Span drift

Span response is defined as the mean response, including noise, to a span gas during a 30-s time interval. The drift of the span response during a one-hour period shall be less than 2 % of full scale on the lowest range used.

1.4.2.   Gas drying

Exhaust gases may be measured wet or dry. Any gas-drying device, if used, must have a minimal effect on the concentration of the measured gases. Chemical dryers are not an acceptable method of removing water from the sample.

1.4.3.   Analysers

Sections 1.4.3.1 to 1.4.3.5 describe the measurement principles to be used. A detailed description of the measurement systems is given in Annex VI.

The gases to be measured shall be analysed with the following instruments. For non-linear analysers, the use of linearising circuits is permitted.

1.4.3.1.   Carbon monoxide (CO) analysis

The carbon monoxide analyser shall be of the non-dispersive infrared (NDIR) absorption type.

1.4.3.2.   Carbon dioxide (CO2) analysis

The carbon dioxide analyser shall be of the non-dispersive infrared (NDIR) absorption type.

1.4.3.3.   Oxygen (O2) analysis

Oxygen analysers shall be of the paramagnetic detector (PMD), zirconium dioxide (ZRDO) or electrochemical sensor (ECS) types.

Note: Zirconium dioxide sensors are not recommended when HC and CO concentrations are high such as for lean burn spark ignited engines. Electrochemical sensors shall be compensated for CO2 and NOX interference.

1.4.3.4.   Hydrocarbon (HC) analysis

For direct gas sampling the hydrocarbon analyser shall be of the heated flame ionisation detector (HFID) type with detector, valves, pipework, etc., heated so as to maintain a gas temperature of 463 K ± 10 K (190 oC ± 10 oC).

For diluted gas sampling the hydrocarbon analyser shall be either the heated flame ionisation detector (HFID) type or the flame ionisation detector (FID) type.

1.4.3.5.   Oxides of nitrogen (NOx) analysis

The oxides of nitrogen analyser shall be of the chemiluminescent detector (CLD) or heated chemiluminescent detector (HCLD) type with a NO2/NO converter, if measured on a dry basis. If measured on a wet basis, a HCLD with converter maintained above 328 K (55 oC) shall be used, provided the water quench check (Annex III, Appendix 2, section 1.9.2.2) is satisfied. For both CLD and HCLD, the sampling path shall be maintained at a wall temperature of 328 K to 473 K (55 oC to 200 oC) up to the converter for dry measurement, and up to the analyser for wet measurement.

1.4.4.   Sampling for gaseous emissions

If the composition of the exhaust gas is influenced by any exhaust after-treatment system, the exhaust sample shall be taken downstream of this device.

The exhaust sampling probe should be in a high pressure side of the muffler, but as far from the exhaust port as possible. To ensure complete mixing of the engine exhaust before sample extraction, a mixing chamber may be optionally inserted between the muffler outlet and the sample probe. The internal volume of the mixing chamber must be not less than 10 times the cylinder displacement of the engine under test and should be roughly equal dimensions in height, width and depth, being similar to a cube. The mixing chamber size should be kept as small as practicable and should be coupled as close as possible to the engine. The exhaust line leaving the mixing chamber of muffler should extend at least 610 mm beyond the sample probe location and be of sufficient size to minimise back pressure. The temperature of the inner surface of the mixing chamber must be maintained above the dew point of the exhaust gases and a minimum temperature of 338 oK (65 oC) is recommended.

All components may optionally be measured directly in the dilution tunnel, or by sampling into a bag and subsequent measurement of the concentration in the sampling bag.

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Appendix 2

1.   CALIBRATION OF THE ANALYTICAL INSTRUMENTS

1.1.   Introduction

Each analyser shall be calibrated as often as necessary to fulfil the accuracy requirements of this standard. The calibration method that shall be used is described in this paragraph for the analysers indicated in Appendix 1, section 1.4.3.

1.2.   Calibration gases

The shelf life of all calibration gases must be respected.

The expiry date of the calibration gases stated by the manufacturer shall be recorded.

1.2.1   Pure gases

The required purity of the gases is defined by the contamination limits given below. The following gases must be available for operation:

1.2.2   Calibration and span gases

Mixture of gases having the following chemical compositions shall be available:

Note: Other gas combinations are allowed provided the gases do not react with one another.

The true concentration of a calibration and span gas shall be within ± 2 % of the nominal value. All concentrations of calibration gas shall be given on a volume basis (volume percent or volume ppm).

The gases used for calibration and span may also be obtained by means of precision blending devices (gas dividers), diluting with purified N2 or with purified synthetic air. The accuracy of the mixing device must be such that the concentration of the diluted calibration gases is accurate to within ± 1,5 %. This accuracy implies that primary gases used for blending must be known to an accuracy of at least ± 1 %, traceable to national or international gas standards. The verification shall be performed at between 15 % and 50 % of full scale for each calibration incorporating a blending device.

Optionally, the blending device may be checked with an instrument, which by nature is linear, e.g. using NO gas with a CLD. The span value of the instrument shall be adjusted with the span gas directly connected to the instrument. The blending device shall be checked at the used settings and the nominal value shall be compared to the measured concentration of the instrument. This difference shall in each point be within ± 0,5 % of the nominal value.

1.2.3   Oxygen interference check

Oxygen interference check gases shall contain propane with 350 ppm C ± 75 ppm C hydrocarbon. The concentration value shall be determined to calibration gas tolerances by chromatographic analysis of total hydrocarbons plus impurities or by dynamic blending. Nitrogen shall be the predominant diluent with the balance oxygen. Blend required for gasoline-fuelled engine testing is as follows:

1.3.   Operating procedure for analysers and sampling system

The operating procedure for analysers shall follow the start-up and operating instructions of the instrument manufacturer. The minimum requirements given in sections 1.4 to 1.9 shall be included. For laboratory instruments such as GC and high performance liquid chromatography (HPLC) only section 1.5.4 shall apply.

1.4.   Leakage test

A system leakage test shall be performed. The probe shall be disconnected from the exhaust system and the end plugged. The analyser pump shall be switched on. After an initial stabilisation period all flow meters should read zero. If not, the sampling lines shall be checked and the fault corrected.

The maximum allowable leakage rate on the vacuum side shall be 0,5 % of the in-use flow rate for the portion of the system being checked. The analyser flows and bypass flows may be used to estimate the in-use flow rates.

Alternatively, the system may be evacuated to a pressure of at least 20 kPa vacuum (80 kPa absolute). After an initial stabilisation period the pressure increase δp (kPa/min) in the system shall not exceed:

Where:

Vsyst = system volume [l]

fr = system flow rate [l/min]

Another method is the introduction of a concentration step change at the beginning of the sampling line by switching from zero to span gas. If after an adequate period of time the reading shows a lower concentration compared to the introduced concentration, this points to calibration or leakage problems.

1.5.   Calibration procedure

1.5.1   Instrument assembly

The instrument assembly shall be calibrated and calibration curves checked against standard gases. The same gas flow rates shall be used as when sampling exhaust gas.

1.5.2.   Warming-up time

The warming-up time should be according to the recommendations of the manufacturer. If not specified, a minimum of two hours is recommended for warming-up the analysers.

1.5.3.   NDIR and HFID analyser

The NDIR analyser shall be tuned, as necessary, and the combustion flame of the HFID analyser shall be optimised (section 1.9.1).

1.5.4.   GC and HPCL

Both instruments shall be calibrated according to good laboratory practice and the recommendations of the manufacturer.

1.5.5.   Establishment of the calibration curves

1.5.5.1.   General guidelines

1.5.5.2.   Alternative methods

If it can be shown that alternative technology (e.g. computer, electronically controlled range switch, etc.) can give equivalent accuracy, then these alternatives may be used.

1.6.   Verification of the calibration

Each normally used operating range shall be checked prior to each analysis in accordance with the following procedure.

1.7.   Calibration of tracer gas analyser for exhaust flow measurement

The analyser for measurement of the tracer gas concentration shall be calibrated using the standard gas.

The calibration curve shall be established by at least 10 calibration points (excluding zero) spaced so that half of the calibration points are placed between 4 % to 20 % of the analyser's full scale and the rest are in between 20 % and 100 % of the full scale. The calibration curve shall be calculated by the method of least squares.

The calibration curve must not differ by more than ± 1 % of the full scale from the nominal value of each calibration point, in the range from 20 % to 100 % of the full scale. It also must not differ by more than ± 2 % of reading from the nominal value in the range from 4 % to 20 % of the full scale. The analyser shall be set at zero and spanned prior to the test run using a zero gas and a span gas whose nominal value is more than 80 % of the analyser full scale.

1.8.   Efficiency test of the NOx converter

The efficiency of the converter used for the conversion of NO2 into NO is tested as given in sections 1.8.1 to 1.8.8 (figure 1 of Annex III, Appendix 2).

1.8.1.   Test set-up

Using the test set-up as shown in figure 1 of Annex III and the procedure below, the efficiency of converters can be tested by means of an ozonator.

1.8.2.   Calibration

The CLD and the HCLD shall be calibrated in the most common operating range following the manufacturer's specifications using zero and span gas (the NO content of which must amount to about 80 % of the operating range and the NO2 concentration of the gas mixture to less than 5 % of the NO concentration). The NOx analyser must be in the NO mode so that the span gas does not pass through the converter. The indicated concentration has to be recorded.

1.8.3.   Calculation

The efficiency of the NO x, converter is calculated as follows:

Where:

a

=

NOx concentration according to section 1.8.6

b

=

NOx concentration according to section 1.8.7

c

=

NO concentration according to section 1.8.4

d

=

NO concentration according to section 1.8.5.

1.8.4.   Adding of oxygen

Via a T-fitting, oxygen or zero air is added continuously to the gas flow until the concentration indicated is about 20 % less than the indicated calibration concentration given in section 1.8.2. (The analyser is in the NO mode.)

The indicated concentration (c) shall be recorded. The ozonator is kept deactivated throughout the process.

1.8.5   Activation of the ozonator

The ozonator is now activated to generate enough ozone to bring the NO concentration down to about 20 % (minimum 10 %) of the calibration concentration given in section 1.8.2. The indicated concentration (d) shall be recorded. (The analyser is in the NO mode.)

1.8.6   NOx mode

The NO analyser is then switched to the NOx mode so that the gas mixture (consisting of NO, NO2, O2 and N2) now passes through the converter. The indicated concentration (a) shall be recorded. (The analyser is in the NOx mode.)

1.8.7.   Deactivation of the ozonator

The ozonator is now deactivated. The mixture of gases described in section 1.8.6 passes through the converter into the detector. The indicated concentration (b) shall be recorded. (The analyser is in the NOx mode.)

1.8.8.   NO mode

Switched to NO mode with the ozonator deactivated, the flow of oxygen or synthetic air is also shut off. The NOx reading of the analyser shall not deviate by more than ± 5 % from the value measured according to section 1.8.2. (The analyser is in the NO mode.)

1.8.9.   Test interval

The efficiency of the converter must be checked monthly.

1.8.10.   Efficiency requirement

The efficiency of the converter shall not be less than 90 %, but a higher efficiency of 95 % is strongly recommended.

Note: If, with the analyser in the most common range, the ozonator cannot give a reduction from 80 % to 20 % according to section 1.8.5, then the highest range which will give the reduction shall be used.

1.9.   Adjustment of the FID

1.9.1.   Optimisation of the detector response

The HFID must be adjusted as specified by the instrument manufacturer. A propane in air span gas should be used to optimise the response on the most common operating range.

With the fuel and airflow rates set at the manufacturer's recommendations, a 350 ± 75 ppm C span gas shall be introduced to the analyser. The response at a given fuel flow shall be determined from the difference between the span gas response and the zero gas response. The fuel flow shall be incrementally adjusted above and below the manufacturer's specification. The span and zero response at these fuel flows shall be recorded. The difference between the span and zero response shall be plotted and the fuel flow adjusted to the rich side of the curve. This is the initial flow rate setting, which may need further optimisation depending on the results of the hydrocarbon response factor and the oxygen interference check according to sections 1.9.2 and 1.9.3.

If the oxygen interference or the hydrocarbon response factors do not meet the following specifications, the airflow shall be incrementally adjusted above and below the manufacturer's specifications, sections 1.9.2 and 1.9.3 should be repeated for each flow.

1.9.2.   Hydrocarbon response factors

The analyser shall be calibrated using propane in air and purified synthetic air, according to section 1.5.

Response factors shall be determined when introducing an analyser into service and after major service intervals. The response factor (Rf) for a particular hydrocarbon species is the ratio of the FID C1 reading to the gas concentration in the cylinder expressed by ppm C1.

The concentration of the test gas must be at a level to give a response of approximately 80 % of full scale. The concentration must be known to an accuracy of ± 2 % in reference to a gravimetric standard expressed in volume. In addition, the gas cylinder must be preconditioned for 24 hours at a temperature of 298 K (25 oC) ± 5 K.

The test gases to be used and the recommended relative response factor ranges are as follows:

These values are relative to the response factor (Rf) of 1,00 for propane and purified synthetic air.

1.9.3.   Oxygen interference check

The oxygen interference check shall be determined when introducing an analyser into service and after major service intervals. A range shall be chosen where the oxygen interference check gases will fall in the upper 50 %. The test shall be conducted with the oven temperature set as required. The oxygen interference gases are specified in section 1.2.3.

1.10.   Interference effects with CO, CO2, NOX and O2 analysers

Gases other than the one being analysed can interfere with the reading in several ways. Positive interference occurs in NDIR and PMD instruments where the interfering gas gives the same effect as the gas being measured, but to a lesser degree. Negative interference occurs in NDIR instruments by the interfering gas broadening the absorption band of the measured gas, and in CLD instruments by the interfering gas quenching the radiation. The interference checks in sections 1.10.1 and 1.10.2 shall be performed prior to an analyser's initial use and after major service intervals, but at least once per year.

1.10.1.   CO analyser interference check

Water and CO2 can interfere with the CO analyser performance. Therefore a CO2 span gas having a concentration of 80 % to 100 % of full scale of the maximum operating range used during testing shall be bubbled through water at room temperature and the analyser response recorded. The analyser response must not be more than 1 % of full scale for ranges equal to or above 300 ppm or more than 3 ppm for ranges below 300 ppm.

1.10.2.   NOx analyser quench checks

The two gases of concern for CLD (and HCLD) analysers are CO2 and water vapour. Quench responses of these gases are proportional to their concentrations, and therefore require test techniques to determine the quench at the highest expected concentrations experienced during testing.

1.10.2.1.   CO2 quench check

A CO2 span gas having a concentration of 80 % to 100 % of full scale of the maximum operating range shall be passed through the NDIR analyser and the CO2 value recorded as A. It shall then be diluted approximately 50 % with NO span gas and passed through the NDIR and (H)CLD with the CO2 and NO values recorded as B and C, respectively. The CO2 shall be shut off and only the NO span gas is passed through the (H)CLD and the NO value recorded as D.

The quench, which shall not be greater than 3 % full scale, shall be calculated as follows:

where:

A

:

undiluted CO2 concentration measured with NDIR %

B

:

diluted CO2 concentration measured with NDIR %

C

:

diluted NO concentration measured with CLD ppm

D

:

undiluted NO concentration measured with CLD ppm

Alternative methods of diluting and quantifying CO2 and NO span gas values, such as dynamic/mixing/blending, can be used.

1.10.2.2.   Water quench check

This check applies to wet gas concentration measurements only. Calculation of water quench must consider dilution of the NO span gas with water vapour and scaling of water vapour concentration of the mixture to that expected during testing.

A NO span gas having a concentration of 80 % to 100 % of full scale to the normal operating range shall be passed through the (H)CLD and the NO value recorded as D. The NO span gas shall then be bubbled through water at room temperature and passed through the (H)CLD and the NO value recorded as C. The water temperature shall be determined and recorded as F. The mixture's saturation vapour pressure that corresponds to the bubbler water temperature (F) shall be determined and recorded as G. The water vapour concentration (in %) of the mixture shall be calculated as follows:

and recorded as H. The expected diluted NO span gas (in water vapour) concentration shall be calculated as follows:

and recorded as De.

The water quench shall not be greater than 3 % and shall be calculated as follows:

where:

De : expected diluted NO concentration (ppm)

C : diluted NO concentration (ppm)

Hm : maximum water vapour concentration

H : actual water vapour concentration (%).

Note: It is important that the NO span gas contains minimal NO2 concentration for this check, since absorption of NO2 in water has not been accounted for in the quench calculations.

1.10.3.   O2 analyser interference

Instrument response of a PMD analyser caused by gases other than oxygen is comparatively slight. The oxygen equivalents of the common exhaust gas constituents are shown in table 1.

The observed oxygen concentration shall be corrected by the following formula if high precision measurements are to be done:

1.11.   Calibration intervals

The analysers shall be calibrated according to section 1.5 at least every three months or whenever a system repair or change is made that could influence calibration.

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Appendix 3

1.   DATA EVALUATION AND CALCULATIONS

1.1.   Gaseous emissions evaluation

For the evaluation of the gaseous emissions, the chart reading for a minimum of the last 120 s of each mode shall be averaged, and the average concentrations (conc) of HC, CO, NOx and CO2 during each mode shall be determined from the average chart readings and the corresponding calibration data. A different type of recording can be used if it ensures an equivalent data acquisition.

The average background concentration (concd) may be determined from the bag readings of the dilution air or from the continuous (non-bag) background reading and the corresponding calibration data.

1.2.   Calculation of the gaseous emissions

The finally reported test results shall be derived through the following steps.

1.2.1.   Dry/wet correction

The measured concentration, if not already measured on a wet basis, shall be converted to a wet basis:

For the raw exhaust gas:

where α is the hydrogen to carbon ratio in the fuel.

The H2 concentration in the exhaust shall be calculated:

The factor kw2 shall be calculated:

with Ha absolute humidity of the intake air as g of water per kg of dry air.

For the diluted exhaust gas:

where α is the hydrogen to carbon ratio in the fuel.

The factor k w1 shall be calculated from the following equations:

where:

Hdabsolute humidity of the dilution air, g of water per kg of dry air

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

For the dilution air:

The factor k w1 shall be calculated from the following equations:

where:

Hd	absolute humidity of the dilution air, g of water per kg of dry air

Ha	absolute humidity of the intake air, g of water per kg of dry air

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

The factor kw2 shall be calculated from the following equations:

with Ha absolute humidity of the intake air, g of water per kg of dry air.

1.2.2.   Humidity correction for NOx

As the NOx emission depends on ambient air conditions, the NOx concentration shall be multiplied by the factor KH taking into account humidity:

with Ha absolute humidity of the intake air as g of water per kg of dry air.

1.2.3.   Calculation of emission mass flow rate

The emission mass flow rates Gasmass [g/h] for each mode shall be calculated as follows.

1.2.4.   Calculation of specific emissions

The specific emission (g/kWh) shall be calculated for all individual components:

where Pi = PM,i + PAE,i

When auxiliaries, such as cooling fan or blower, are fitted for the test, the power absorbed shall be added to the results except for engines where such auxiliaries are an integral part of the engine. The fan or blower power shall be determined at the speeds used for the tests either by calculation from standard characteristics or by practical tests (Appendix 3 of Annex VII).

The weighting factors and the number of the n modes used in the above calculation are shown in Annex IV, section 3.5.1.1.

2.   EXAMPLES

2.1.   Raw exhaust gas data from a four-stroke SI engine

With reference to the experimental data (table 3), calculations are carried out first for mode 1 and then are extended to other test modes using the same procedure.

2.1.1.   Dry/wet correction factor kw

The dry/wet correction factor kw shall be calculated for converting dry CO and CO2 measurements on a wet basis:

where:

and

2.1.2.   HC emissions

Where:

2.1.3.   NOx emissions

At first the humidity correction factor KH of NOx emissions shall be calculated:

Then NOxmass [g/h] shall be calculated:

2.1.4   CO emissions

2.1.5.   CO2 emissions

2.1.6.   Specific emissions

The specific emission (g/kWh) shall be calculated for all individual components:

2.2.   Raw exhaust gas data from a two-stroke SI engine

With reference to the experimental data (table 11), calculations shall be carried out first for mode 1 and then extended to the other test mode using the same procedure.

2.2.1   Dry/wet correction factor kw

The dry/wet correction factor kw shall be calculated for converting dry CO and CO2 measurements on a wet basis:

Where:

2.2.2.   HC emissions

where:

2.2.3.   NOx emissions

The factor KH for the correction of the NOx emissions is equal to 1 for two-stroke engines:

2.2.4.   CO emissions

2.2.5.   CO2 emissions

2.2.6.   Specific emissions

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

2.3.   Diluted exhaust gas data from a four-stroke SI engine

With reference to the experimental data (table 18), calculations shall be carried out first for mode 1 and then extended to other test modes using the same procedure.

2.3.1.   Dry/wet correction factor kw

The dry/wet correction factor kw shall be calculated for converting dry CO and CO2 measurements on a wet basis.

For the diluted exhaust gas:

where:

For the dilution air:

Where the factor kw1 is the same as that already calculated for the diluted exhaust gas.

kw,d = 1 – 0,007 = 0,993

2.3.2.   HC emissions

Where:

u = 0,000478 from table 2

concc = conc – concd × (1–1/DF)

concc = 91 – 6 × (1–1/9,465) = 86 ppm

HCmass = 0,000478 × 86 × 625,722 = 25,666 g/h

2.3.3.   NOx emissions

The factor KH for the correction of the NOx emissions shall be calculated from:

where:

u = 0,001587 from table 2

concc = conc – concd × (1–1/DF)

concc = 85 – 0 × (1–1/9,465) = 85 ppm

NOxmass = 0,001587 × 85 × 0,79 × 625,722 = 67,168 g/h

2.3.4.   CO emissions

where:

u = 0,000966 from table 2

concc = conc – concd × (1–1/DF)

concc = 3 622 – 3 × (1–1/9,465) = 3 620 ppm

COmass = 0,000966 × 3 620 × 625,722 = 2188,001 g/h

2.3.5.   CO2 emissions

where:

u = 15,19 from table 2

concc = conc – concd × (1–1/DF)

concc = 1,0219 – 0,0421 × (1–1/9,465) = 0,9842 % Vol

CO2mass = 15,19 × 0,9842 × 625,722 = 9 354,488 g/h

2.3.6.   Specific emissions

The specific emission (g/kWh) shall be calculated for all individual components:

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Appendix 4

1.   COMPLIANCE WITH EMISSION STANDARDS

This Appendix shall apply to SI engines stage 2 only.

1.1.	The exhaust emission standards for stage 2 engines in Annex I (4.2) apply to the emissions of the engines for their emission durability period EDP as determined in accordance with this Appendix.

1.2.

For all stage 2 engines, if, when properly tested according to the procedures in this Directive, all test engines representing an engine family have emissions which, when adjusted by multiplication by the deterioration factor (DF) laid down in this Appendix, are less than or equal to each stage 2 emission standard (family emission limit (FEL), where applicable) for a given engine class, that family shall be considered to comply with the emission standards for that engine class. If any test engine representing an engine family has emissions which, when adjusted by multiplication by the deterioration factor laid down in this Appendix, are greater than any single emission standard (FEL, where applicable) for a given engine class, that family shall be considered not to comply with the emission standards for that engine class.

1.3.

Small volume engine manufacturers may, optionally, take deterioration factors for HC+NOx and CO from table 1 or 2 in this section, or they may calculate deterioration factors for HC + NOx and CO according to the process described in section 1.3.1. For technologies not covered by tables 1 and 2 in this section, the manufacturer must use the process described in section 1.4 in this Appendix. Table 1: Hand-held engine HC + NOx and CO assigned deterioration factors for small volume manufacturer Engine class Two-stroke engines Four-stroke engines Engines with after treatment HC + NOx CO HC + NOx CO SH:1 1,1 1,1 1,5 1,1 DFs must be calculated using the formula in section 1.3.1 SH:2 1,1 1,1 1,5 1,1 SH:3 1,1 1,1 1,5 1,1 Table 2: Non-hand-held engine HC + NOx and CO assigned deterioration factors for small volume manufacturers Engine Class Side Valve Engines Overhead Valve Engines Engines with after treatment HC + NOx CO HC + NOx CO SN:1 2,1 1,1 1,5 1,1 DFs must be calculated using the formula in section 1.3.1 SN:2 2,1 1,1 1,5 1,1 SN:3 2,1 1,1 1,5 1,1 SN:4 1,6 1,1 1,4 1,1 1.3.1. Formula for calculating deterioration factors for engines with after treatment: where: DF = deterioration factor NE = new engine emission levels prior to the catalyst (g/kWh) EDF = deterioration factor for engines without catalyst as shown in table 1 CC = amount converted at 0 hours in g/kWh F = 0,8 for HC and 0,0 for NOx for all classes of engines F = 0,8 for CO for all classes of engines

1.4.

Manufacturers shall obtain an assigned DF or calculate a DF, as appropriate, for each regulated pollutant for all stage 2 engine families. Such DFs shall be used for type approval and production line testing. 1.4.1. For engines not using assigned DFs from tables 1 or 2 of this section, DFs shall be determined as follows: 1.4.1.1. On at least one test engine representing the configuration chosen to be the most likely to exceed HC + NOx emission standards, (FELs where applicable), and constructed to be representative of production engines, conduct (full) test procedure emission testing as described in this Directive after the number of hours representing stabilised emissions. 1.4.1.2 If more than one engine is tested, average the results and round to the same number of decimal places contained in the applicable standard, expressed to one additional significant figure. 1.4.1.3 Conduct such emission testing again following ageing of the engine. The ageing procedure should be designed to allow the manufacturer to appropriately predict the in-use emission deterioration expected over the durability period of the engine, taking into account the type of wear and other deterioration mechanisms expected under typical consumer use which could affect emissions performance. If more than one engine is tested, average the results and round to the same number of decimal places contained in the applicable standard, expressed to one additional significant figure. 1.4.1.4. Divide the emissions at the end of the durability period (average emissions, if applicable) for each regulated pollutant by the stabilised emissions (average emissions, if applicable) and round to two significant figures. The resulting number shall be the DF, unless it is less than 1,00, in which case the DF shall be 1,0. 1.4.1.5. At the manufacturer's option additional emission test points can be scheduled between the stabilised emission test point and the emission durability period. If intermediate tests are scheduled, the test points must be evenly spaced over the EDP (plus or minus two hours) and one such test point shall be at one half of full EDP (plus or minus two hours). For each pollutant HC + NOx and CO, a straight line must be fitted to the data points treating the initial test as occurring at hour zero, and using the method of least-squares. The deterioration factor is the calculated emissions at the end of the durability period divided by the calculated emissions at zero hours. 1.4.1.6. Calculated deterioration factors may cover families in addition to the one on which they were generated if the manufacturer submits a justification acceptable to the national type approval authority in advance of type approval that the affected engine families can be reasonably expected to have similar emission deterioration characteristic based on the design and technology used. A non-exclusive list of design and technology groupings is given below: — conventional two-stroke engines without after treatment system, — conventional two-stroke engines with a ceramic catalyst of the same active material and loading, and the same number of cells per cm2, — conventional two-stroke engines with a metallic catalyst of the same active material and loading, same substrate and the same number of cells per cm2, — two-stroke engines provided with a stratified scavenging system, — four-stroke engines with catalyst (defined as above) with same valve technology and identical lubrication system, — four-stroke engines without catalyst with the same valve technology and identical lubrication system.

2.   EMISSION DURABILITY PERIODS FOR STAGE 2 ENGINES

2.1.

Manufacturers shall declare the applicable EDP category for each engine family at the time of type approval. Such category shall be the category which most closely approximates the expected useful lives of the equipment into which the engines are expected to be installed as determined by the engine manufacturer. Manufacturers shall retain data appropriate to support their choice of EDP category for each engine family. Such data shall be supplied to the approval authority upon request. 2.1.1. For hand-held engines: manufacturers shall select an EDP category from table 1. Table 1: EDP categories for hand-held engines (hours) Category 1 2 3 Class SH:1 50 125 300 Class SH:2 50 125 300 Class SH:3 50 125 300 2.1.2. For non-hand-held engines: manufacturers shall select an EDP category from table 2. Table 2: EDP categories for non-hand-held engines (hours) Category 1 2 3 Class SN:1 50 125 300 Class SN:2 125 250 500 Class SN:3 125 250 500 Class SN:4 250 500 1 000 2.1.3. The manufacturer must satisfy the approval authority that the declared useful life is appropriate. Data to support a manufacturer's choice of EDP category, for a given engine family, may include but are not limited to: — surveys of the life spans of the equipment in which the subject engines are installed, — engineering evaluations of field aged engines to ascertain when engine performance deteriorates to the point where usefulness and/or reliability is impacted to a degree sufficient to necessitate overhaul or replacement, — warranty statements and warranty periods, — marketing materials regarding engine life, — failure reports from engine customers, and — engineering evaluations of the durability, in hours, of specific engine technologies, engine materials or engine designs.

▼B

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ANNEX ►M2  V ◄

▼M3

TECHNICAL CHARACTERISTICS OF REFERENCE FUEL PRESCRIBED FOR APPROVAL TESTS AND TO VERIFY CONFORMITY OF PRODUCTION

NON-ROAD MOBILE MACHINERY REFERENCE FUEL FOR CI ENGINES TYPE APPROVED TO MEET STAGE I and II LIMIT VALUES AND FOR ENGINES TO BE USED IN INLAND WATERWAY VESSELS

▼B

Note:Key properties for engine performance/exhaust emissions are highlighted.

▼M3

NON-ROAD MOBILE MACHINERY REFERENCE FUEL FOR CI ENGINES TYPE APPROVED TO MEET STAGE IIIA LIMIT VALUES.

NON-ROAD MOBILE MACHINERY REFERENCE FUEL FOR CI ENGINES TYPE APPROVED TO MEET STAGE IIIB AND IV LIMIT VALUES.

▼M2

NON-ROAD MOBILE MACHINERY REFERENCE FUEL FOR SI ENGINES

Note: The fuel for two-stroke engines is a blend of lubricant oil and the petrol specified below. The fuel/oil mixture ratio must be the ratio which is recommended by the manufacturer as specified in Annex IV, section 2.7.

Note 1: 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 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 question as to whether a fuel meets the requirements of the specifications, the terms of ISO 4259 should be applied.

Note 2: The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise refinery gasoline streams, but detergent/dispersive additives and solvent oils must not be added.

▼M3

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ANNEX VI

ANALYTICAL AND SAMPLING SYSTEM

1.   GASEOUS AND PARTICULATE SAMPLING SYSTEMS

1.1.   Determination of the gaseous emissions

Section 1.1.1 and Figures 2 and 3 contain detailed descriptions of the recommended sampling and analysing 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.

1.1.1.   Gaseous exhaust components CO, CO2, HC, NOx

An analytical system for the determination of the gaseous emissions in the raw or diluted exhaust gas is described based on the use of:

For the raw exhaust gas (Figure 2), 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.

For the diluted exhaust gas (Figure 3), the sample for the hydrocarbons shall be taken with another sampling probe than the sample for the other components. Care must be taken that no condensation of exhaust components (including water and sulphuric acid) occurs at any point of the analytical system.

Figure 2

Flow diagram of exhaust gas analysis system for CO, NOx and HC

Figure 3

Flow diagram of dilute exhaust gas analysis system for CO, CO2, NOx and HC

Descriptions — Figures 2 and 3

General statement:

All components in the sampling gas path must be maintained at the temperature specified for the respective systems.

1.2.   Determination of the particulates

Sections 1.2.1 and 1.2.2 and Figures 4 to 15 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, valve, 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 on good engineering judgement.

1.2.1.   Dilution system

1.2.1.1.   Partial flow dilution system (Figures 4 to 12) ( 35 )

A dilution system is described based on 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 may be passed to the particulate sampling system (section 1.2.2, Figure 14). The first method is referred to as total sampling type, the second method as fractional sampling type.

The calculation of the dilution ratio depends on the type of system used.

The following types are recommended:

Raw exhaust gas is transferred from the exhaust pipe to 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 (Figure 14). FC2 controls the pressure blower PB, while FC3 controls the particulate sampling system (Figure 14), 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 bed 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 (Figure 16).

The dilution air flow is controlled by the flow controller FC2, which may use GEXH, GAIR 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 flow measurement device FM1, the total flow rate with the flow measurement device FM3 of the particulate sampling system (Figure 14). 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. GGEXH, GAIR 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.

1.2.1.2.   Full flow dilution system (Figure 13)

A dilution system is described based upon the dilution of the total exhaust using the constant volume sampling (CVS) concept. The total volume of the mixture of exhaust and dilution air must be measured. Either a PDP or a CFV or a SSV 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 1.2.2, Figures 14 and 15). 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 1.2.2, (Figure 15), since it shares most of the parts with a typical particulate sampling system.

The gaseous emissions may also be determined in the dilution tunnel of a full flow dilution system. Therefore, the sampling probes for the gaseous components are shown in Figure 13 but do not appear in the description list. The respective requirements are described in section 1.1.1.

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 or with a sub-sonic venturi SSV. 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.

1.2.2.   Particulate sampling system (Figures 14 and 15)

The particulate sampling system is required for collecting the particulates on the particulate filter. In the case of total sampling partial flow dilution, which consists of passing the entire dilute exhaust sample through the filters, dilution (section 1.2.1.1, Figures 7 and 11) 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 1.2.1.1, Figures 4, 5, 6, 8, 9, 10 and 12 and section 1.2.1.2, Figure 13) and sampling systems usually form different units.

In this Directive, the double dilution system DDS (Figure 15) of a full flow dilution system is considered as a specific modification of a typical particulate sampling system as shown in Figure 14. The double dilution system includes all important parts of the particulate sampling system, like filter holders and sampling pump, and additionally some dilution features, like a dilution air supply and a secondary dilution tunnel.

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.

Descriptions - Figures 14 and 15

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 holders(s) FH that contain the particulate sampling filters. The sample flow rate is controlled by the flow controller FC3. If electronic flow compensation EFC (Figure 13) 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 (Figure 13) is used, the total diluted exhaust gas flow is used as command signal for FC3.

▼B

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ANNEX ►M2  VII ◄

▼M3

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Appendix 1

TEST RESULTS FOR COMPRESSION IGNITION ENGINES

TEST RESULTS

1.   INFORMATION CONCERNING THE CONDUCT OF THE NRSC TEST ( 36 ):

1.1.   Reference fuel used for test

1.2.   Lubricant

1.3.   Engine driven equipment (if applicable)

1.4.   Engine performance

1.5.   Emission levels

2.   INFORMATION CONCERNING THE CONDUCT OF THE NRTC TEST ( 40 ):

2.1.   Emission results on the NRTC test:

2.2.   Sampling system used for the NRTC test:

Gaseous emissions:

Particulates:

Method: single/multiple filter

▼M2

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Appendix 2

TEST RESULTS FOR SPARK IGNITION ENGINES

1.   INFORMATION CONCERNING THE CONDUCT OF THE TEST(S) ( 41 ):

1.1.   Octane number

1.1.1.

Octane number:

1.1.2.

State percentage of oil in mixture when lubricant and petrol are mixed as in the case of two-stroke engines

1.1.3.

Density of petrol for four-stroke engines and petrol/oil mixture for two-stroke engines

1.2.   Lubricant

1.2.1.

Make(s)

1.2.2.

Type(s)

1.3.   Engine driven equipment (if applicable)

1.3.1.

Enumeration and identifying details

1.3.2.

Power absorbed at indicated engine speed (as specified by the manufacturer) Equipment Power PAE (kW) absorbed at various engine speeds (1), taking into account Appendix 3 of this Annex Equipment Rated Total     (1)   Must not be greater than 10 % of the power measured during the test.

1.4.   Engine performance

1.4.1.

Engine speeds: Idle: min-1 Intermediate: min-1 Rated: min-1

1.4.2.

Engine power ( 42 ) Condition Power setting (kW) at various engine speeds Intermediate (if applicable) Rated Maximum power measured on test (PM) (kW) (a)     Total power absorbed by engine driven equipment as per section 1.3.2 of this Appendix, or section 2.8 of Annex III (PAE) (kW) (b)     Net engine power as specified in section 2.4 of Annex I (kW) (c)     c = a + b

1.5.   Emission levels

1.5.1.

Dynamometer setting (kW) Percent Load Dynamometer setting (kW) at various engine speeds Intermediate (if applicable) Rated (if applicable) 10 (if applicable)     25 (if applicable)     50     75     100

1.5.2.

Emission results on the test cycle: CO: g/kWh HC: g/kWh NOx: g/kWh

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Appendix 3

EQUIPMENT AND AUXILIARIES TO BE INSTALLED FOR THE TEST TO DETERMINE ENGINE POWER

▼B

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ANNEX ►M2  VIII ◄

APPROVAL CERTIFICATE NUMBERING SYSTEM

(see Article 4 (2))

1.

The number shall consist of five sections separated by the ‘*’ character. Section 1 : the lower case letter ‘e’ followed by the distinguishing letter(s) or number of the Member State issuing the approval: ▼M4 1 for Germany 2 for France 3 for Italy 4 for the Netherlands 5 for Sweden 6 for Belgium 7 for Hungary 8 for the Czech Republic 9 for Spain 11 for the United Kingdom 12 for Austria 13 for Luxembourg 17 for Finland 18 for Denmark 19 for Romania 20 for Poland 21 for Portugal 23 for Greece 24 for Ireland 26 for Slovenia 27 for Slovakia 29 for Estonia 32 for Latvia 34 for Bulgaria 36 for Lithuania CY for Cyprus MT for Malta ▼B Section 2 : the number of this Directive. As it contains different implementation dates and different technical standards, two alphabetical characters are added. These characters refer to the different application dates for the stages of severity and to the application of the engine for different specification of mobile machinery, on the basis of which type-approval was granted. The first character is defined in Article 9. The second character is defined in Annex I, section 1 with regard to the test mode defined in Annex III, section 3.6. Section 3 : the number of the latest amending Directive applicable to the approval. If applicable two further alphabetical characters are to be added depending on the conditions described in section 2, even if as a result of the new parameters only one of the characters was to be changed. If no change of these characters apply they shall be omitted. Section 4 : a four-digit sequential number (with leading zeros as applicable) to denote the base approval number. The sequence shall start from 0001. Section 5 : a two-digit sequential number (with a leading zero if applicable) to denote the extension. The sequence shall start from 01 for each base approval number.

2.	Example for the third approval (with, as yet, no extension) corresponding to application date A (stage I, upper powerband) and to the application of the engine for specification A of mobile machinery, issued by the United Kingdom: e 11*98/…AA*00/000XX*0003*00

3.	Example of the second extension to the fourth approval corresponding to application date E (stage II, medium powerband) for the same specification of machinery (A), issued by Germany: e 1*01/…EA*00/000XX*0004*02

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ANNEX ►M2  IX ◄

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ANNEX ►M2  X ◄

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ANNEX ►M2  XI ◄

▼M2

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ANNEX XII

RECOGNITION OF ALTERNATIVE TYPE-APPROVALS

1.

The following type-approvals and, where applicable, the pertaining approval marks are recognised as being equivalent to an approval to this Directive for engines of categories A, B and C as defined in Article 9(2): 1.1. Directive 2000/25/EC. 1.2. Type-approvals to Directive 88/77/EEC, complying with the requirements of stage A or B regarding Article 2 and Annex I, section 6.2.1 of Directive 88/77/EEC as amended by Directive 91/542/EEC, or UN-ECE Regulation 49.02 series of amendments corrigenda I/2. 1.3. Certificates of type approvals according to UN-ECE Regulation 96.

2.

For engines categories D, E, F and G (stage II) as defined in Article 9(3), the following type-approvals and, where applicable, the pertaining approval marks are recognised as being equivalent to an approval to this Directive: 2.1. Directive 2000/25/EC, stage II approvals; 2.2. Type-approvals to Directive 88/77/EEC as amended by Directive 99/96/EC which are in compliance with stages A, B1, B2 or C provided for in Article 2 and section 6.2.1 of Annex I; 2.3. UN-ECE Regulation 49.03 series of amendments; 2.4. UN-ECE Regulation 96 stage B approvals according to paragraph 5.2.1 of the 01 series of amendments of Regulation 96.

▼M3

3.

For engines categories H, I, and J (stage IIIA) and engines category K, L and M (stage IIIB) as defined in Article 9, section 3, the following type-approvals and, where applicable, the pertaining approval marks are recognised as being equivalent to an approval to this Directive. 3.1. Type-approvals to Directive 88/77/EEC, as amended by Directive 99/96/EC, which are in compliance with stages B1, B2 or C provided for in Article 2 and section 6.2.1. of Annex I. 3.2. UN-ECE Regulation 49.03. series of amendments which are in compliance with stages B1, B2 and C provided for in paragraph 5.2.

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ANNEX XIII

PROVISIONS FOR ENGINES PLACED ON THE MARKET UNDER A ‘FLEXIBLE SCHEME’

On the request of an equipment manufacturer (OEM), and permission being granted by an approval authority, an engine manufacturer may during the period between two successive stages of limit values place a limited number of engines on the market that only comply with the previous stage of emission limit values in accordance with the following provisions:

▼M7

1.   ACTIONS BY THE OEM

▼C1

2.   ACTIONS BY THE ENGINE MANUFACTURER

3.   ACTIONS BY THE APPROVAL AUTHORITY

▼M3

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ANNEX XIV

CCNR stage I ( 43 )

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ANNEX XV

CCNR stage II ( 44 )

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( 1 ) OJ C 328, 7.12.1995, p. 1.

( 2 ) OJ C 153, 28.3.1996, p. 2.

( 3 ) Opinion of the European Parliament of 25 October 1995 (OJ C 308, 20.11.1995, p. 29), Council common position of 20 January 1997 (OJ C 123, 21.4.1997, p. 1) and Decision of the European Parliament of 13 May 1997, (OJ C 167, 2.7.1997, p. 22). Council Decision of 4 December 1997 and Decision of the European Parliament of 16 December 1997.

( 4 ) Resolution of the Council and the representatives of the Governments of the Member States, meeting within the Council of 1 February 1993 (OJ C 138, 17.5.1993, p. 1).

( 5 ) 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 pollutants from diesel engines for use in vehicles (OJ L 36, 9.2.1988, p. 33). Directive as last amended by Directive 96/1/EC (OJ L 40, 17.2.1996, p. 1).

( 6 ) Council Directive 92/53/EEC of 18 June 1992 amending Directive 70/156/EEC on the approximation of the laws of the Member States relating to the type-approval of motor vehicles and their trailers (OJ L 225, 10.8.1992, p. 1).

( 7 ) OJ C 102, 4.4.1996, p. 1.

( 8 ) OJ L 164, 30.6.1994, p. 15. Directive as last amended by Regulation (EC) No 1882/2003 (OJ L 284, 31.10.2003, p. 1).

( 9 ) OJ L 301, 28.10.1982, p. 1. Directive as amended by the 2003 Act of Accession.

( 10 ) OJ L 42, 23.2.1970, p. 1. Directive as last amended by Directive 93/81/EEC (OJ L 264, 23.10.1993, p. 49).

( 11 ) OJ L 225, 10.8.1992, p. 72.

( 12 ) OJ L 84, 28.3.1974, p. 10. Directive as last amended by Directive 88/297/EEC (OJ L 126, 20.5.1988, p. 52).

( 13 ) OJ L 375, 31.12.1980, p. 46. Directive as last amended by Directive 89/491/EEC (OJ L 238, 15.8.1989, p. 43).

( 14 ) This means that, contrary to the requirements of section 5.1.1.1 of Annex I to Directive 80/1269/EEC, the engine cooling fan must not be installed during the test for the check of the engine net power; if on the contrary the manufacturer carries out the test with the fan installed on the engine, the power absorbed by the fan itself must be summed up to the power so measured, ►M2  except for cooling fans of air cooled engines directly fitted on the crankshaft (see Appendix 3 of Annex VII). ◄

( 15 ) 

where x is any one of the individual results obtained with the sample n.

( 16 ) Strike out what does not apply.

( 17 ) Strike out what does not apply.

( 18 ) IMO: International Maritime Organisation.

( 19 ) MARPOL: International Convention for the Prevention of Pollution from Ships.

( 20 ) Identical with C1 cycle as described in paragraph 8.3.1.1 of ISO 8178-4:2007 standard (corrected version 2008-07-01).

( 21 ) Identical with D2 cycle as described in paragraph 8.4.1 of the ISO 8178-4: 2002(E) standard.

( 22 ) Constant-speed auxiliary engines must be certified to the ISO D2 duty cycle, i.e. the 5-mode steady-state cycle specified in section 3.7.1.2, while variable-speed auxiliary engines must be certified to the ISO C1 duty cycle, i.e. the 8-mode steady-state cycle specified in section 3.7.1.1.

( 23 ) Identical with E3 cycle as described in Sections 8.5.1, 8.5.2 and 8.5.3 of the ISO 8178-4: 2002(E) standard. The four modes lie on an average propeller curve based on in-use measurements.

( 24 ) Identical with E2 cycle as described in Sections 8.5.1, 8.5.2 and 8.5.3 of the ISO 8178-4: 2002(E) standard.

( 25 ) Identical with F cycle of ISO 8178-4: 2002(E) standard.

( 26 ) This is consistent with the ISO 8178-11:2006 standard.

( 27 ) The calibration procedure is common for both NRSC and NRTC tests, with the exception of the requirements specified in Sections 1.11 and 2.6.

( 28 ) In the case of NOx, the NOx concentration (NOxconc or NOxconcc) has to be multiplied by KHNOx (humidity correction factor for NOx quoted in section 1.3.3) as follows: KHNOx x conc or KHNOx x concc

( 29 ) The particulate mass flow rate PTmass has to be multiplied by Kp (humidity correction factor for particulates quoted in section 1.4.1).

( 30 ) Identical with D2 cycle of the ISO 8168-4: 1996(E) standard.

( 31 ) The load figures are percentage values of the torque corresponding to the prime power rating defined as the maximum power available during a variable power sequence, which may be run for an unlimited number of hours per year, between stated maintenance intervals and under the stated ambient conditions, the maintenance being carried out as prescribed by the manufacturer. For a better illustration of the prime power definition, see figure 2 of ISO 8528-1: 1993(E) standard.

( 32 ) For stage I, 0,90 and 0,10 may be used instead of 0,85 and 0,15 respectively.

( 33 ) In the case of NOx the concentration has to be multiplied by the humidity correction factor KH (humidity correction factor for NOx).

( 34 ) In the ISO 8178-1 a more complete formula of the fuel molecular weight is quoted (formula 50 of Chapter 13.5.1(b)). The formula takes into account not only the hydrogen to carbon ratio and the oxygen to carbon ratio but also other possible fuel components such as sulphur and nitrogen. However, as the SI. engines of the Directive are tested with a petrol (quoted as a reference fuel in Annex V) containing usually only carbon and hydrogen, the simplified formula is considered.

( 35 ) Figures 4 to 12 show many types of partial flow dilution systems, which normally can be used for the steady-state test (NRSC). But, because of very severe constraints of the transient tests, only those partial flow dilution systems (Figures 4 to 12) able to fulfill all the requirements quoted in the section ‘Partial flow dilution system specifications’ of Annex III, Appendix 1, Section 2.4, are accepted for the transient test (NRTC).

( 36 ) For the case of several parent engines to be indicated for each of them.

( 37 ) Uncorrected power measured in accordance with section 2.4 of Annex I.

( 38 ) Indicate figure numbers defined in Annex VI section 1.

( 39 ) Delete as appropriate.

( 40 ) For the case of several parent engines, to be indicated for each of them.

( 41 ) In case of several parent engines, to be indicated for each of them.

( 42 ) Uncorrected power measured in accordance with the provisions of section 2.4 of Annex I.

( 43 ) CCNR Protocol 19, Resolution of the Central Commission for the Navigation of the Rhine of 11 May 2000.

( 44 ) CCNR Protocol 21, Resolution of the Central Commission for the Navigation of the Rhine of 31 May 2001.