(1)

The following points 1.2.a and 1.2.b are inserted after point 1.2:

‘1.2.a.   In-Service Monitoring Engine Group (ISM Group)

For the carrying out of in-service testing, all engine types and engine families produced by the manufacturer shall be grouped in accordance with its sub-category as set out in Table 1 and illustrated in Figure 1. One manufacturer may have one ISM Group for each possible type of ISM Group.

Table 1

ISM Groups

Figure 1

Illustration of ISM Groups

(2)

in point 1.3, sub-point (b) is deleted:

(3)

point 1.4 is replaced by the following:

(4)

point 2.1 is replaced by the following:

(5)

in point 2.2., the introductory sentence is replaced by the following:

(6)

point 2.3 is replaced by the following:

(7)

points 2.6 to 2.6.4 are replaced by the following:

‘2.6.   Criteria for selection of engines to be tested

The number of engines to be tested refers to the ISM group, and not to the engine sub-categories, engine families or engine types belonging to ISM group.

The manufacturer shall select engines that represent, in a balanced manner, the sub-categories, engine families and engine types belonging to the ISM group. This should not necessarily imply testing engines belonging to each engine sub-category, engine family or engine type.

For ISM groups containing both category IWP and IWA the engine selection shall include, to the extent possible, engines of both categories.

2.6.1.   Testing scheme for ISM group A

The manufacturer shall choose one of the following testing schemes described in points 2.6.1.1 and in 2.6.1.2 for in-service monitoring.

2.6.1.1.   Testing scheme based on the Emission Durability Period (EDP)

2.6.1.2.   Testing scheme based on a 4-year period

Every manufacturer shall test an average of nine engines per year from the ISM group during 4 consecutive years.The test reports shall be submitted to the approval authority every year for the tests that have been performed. The schedule for testing and submitting results shall be included in the initial plan, and in any subsequently updated plan, for monitoring in-service engines submitted by the manufacturer and approved by the approval authority.

2.6.2.   Testing scheme for ISM groups B, F, G, J, K, L, M and N

The manufacturer shall choose, for each group, one of the following testing schemes described in points 2.6.2.1 and in 2.6.2.2 for in-service monitoring.

2.6.2.1.   Testing scheme based on the Emission Durability Period (EDP)

2.6.2.2.   Testing scheme based on a 4-year period

Testing an average of x engines from the ISM group per year during 4 consecutive years, in accordance with Table 4. Test reports shall be submitted to the approval authority every year for the tests that have been performed. The schedule for testing and submitting results shall be included in the initial plan, and in any subsequently updated plan, for monitoring in-service engines submitted by the manufacturer and approved by the approval authority.

2.6.3.   ISM groups C, D, E, H and I

The manufacturer shall choose, for each group, one of the testing schemes described in point 2.6.2 or the testing scheme based on age of equipment described in section 2.6.3.1 for in-service monitoring.

2.6.3.1.   Testing scheme based on the age of non-road mobile machinery (see Figure 2 for reference)

Figure 2

Illustration of eligible engines for ISM test based on age of non-road mobile machinery

2.6.4.   ISM groups O and P

The manufacturer shall choose, for each ISM group, one of the testing schemes described in point 2.6.2. In the case the testing scheme set out in point 2.6.2.1 is chosen, manufacturers shall have the possibility to apply, within the same ISM group, the testing scheme based on the odometer reading described in point 2.6.4.1.

In the case the manufacturer choses the procedure set out in point 2.6.2.1, the required accumulated service shall be the one stated in Table 5 instead of the one stated in Table 3.

Table 5

% of EDP values for ISM groups O and P

2.6.4.1.   Testing scheme based on the odometer reading of non-road mobile machinery

(8)

The following points 2.6.5 and 2.6.6 are inserted after point 2.6.4.1.2:

(9)

point 3.3.2 is replaced by the following:

(10)

point 3.4.2 is replaced by the following:

(11)

the following point 3.6. is inserted after point 3.5:

(12)

point 4.1.1 is deleted.

(13)

point 4.2.2 is replaced by the following:

(14)

the following point 4.3 is inserted after point 4.2.2:

‘4.3.   Temporary signal loss

Parameter recording shall reach a data completeness of not less than 98 %, meaning that a maximum of 2 % of data with no consecutive period of more than 30 seconds duration may be excluded from each operating sequence due to one or several episodes of unintended temporary signal loss in the original data recording. No signal loss shall be created during pre-processing, combination or post-processing of any operating sequence.’;

(15)

Points 5 to 5.2.2 are replaced by the following:

‘5.   ECU data stream

(16)

Points 5.3 to 5.4 are inserted after point 5.2:

(17)

point 6.4 is replaced by the following:

(18)

the following points 6.5 and 6.6 are inserted after point 6.4:

Figure 3

Illustration of the complete sequence for conducting in-service monitoring

’;

(19)

points 7 and 8 are replaced by the following:

‘7.   Test data availability

No data shall be modified or removed from the raw test data file(s) used for the completion of point 6. Those raw test data file(s) shall be retained at least for 10 years by the manufacturer and made available upon request to the approval authority and the Commission.

8.   Calculations

Manufacturers shall follow the procedures set out in Appendix 5 for the gaseous pollutant emissions calculations for the in-service monitoring of engines installed on non-road mobile machinery using a PEMS.

(20)

Appendix 1 is amended as follows:

(21)

Appendix 2 is amended as follows:

(22)

in Appendix 3, points 2 to 6 are replaced by the following:

‘2.   Exclusion of data

2.1.   Temporary signal loss

2.2.   Periodic checks of measurement instruments

2.3.   Ambient conditions

2.4.   Cold start data

Cold start gaseous pollutant emissions measured data shall be excluded prior to the gaseous pollutant emissions calculations.

2.4.1.   Liquid-cooled engines

Valid measured data for gaseous pollutant emissions calculations shall start after the engine coolant temperature has reached 343 K (70 °C) for the first time or after the engine coolant temperature is stabilised within +/– 2 K over a period of 5 minutes, or after the engine coolant temperature is stabilised within +/– 5 K over a period of 5 minutes for tests performed at ambient temperature equal or below 273,15 K, whichever comes first; in any case, it shall start no later than 20 minutes after starting the engine.

2.4.2.   Air-cooled engines

Valid measured data for gaseous pollutant emissions calculations shall start after the temperature measured at the reference point identified in point 3.7.2.2.1 of PART C of Appendix 3 of Annex I to Implementing Regulation (EU) 2017/656 is stabilised within +/– 5 % over a period of 5 minutes; in any case, it shall start no later than 20 minutes after starting the engine.

3.   Drift correction

3.1.   Maximum drift allowed

Drifts of the zero response and the span response shall be less than 2 % of full scale on the lowest range used:

3.2.   Drift correction

4.   Time alignment

To minimise the biasing effect of the time lag between the different signals on the calculations of the mass of the gaseous pollutant emissions, the data relevant for gaseous pollutant emissions calculations shall be time aligned, in accordance with the requirements set out in points 4.1 to 4.4.

4.1.   Gas analysers data

The data from the gas analysers shall be properly aligned in accordance with the requirements set out in Section 8.1.5.3 of Annex VI to Delegated Regulation (EU) 2017/654.

4.2.   Gas analysers and EFM data

The data from the gas analysers shall be properly aligned with the data of the EFM using the procedure set out in point 4.4.

4.3.   PEMS and engine data

The data from the PEMS (gas analysers and EFM) shall be properly aligned with the data from the engine ECU using the procedure in point 4.4.

4.4.   Procedure for improved time alignment of the PEMS data

The test parameters listed in the Table of Appendix 2 are split into three different categories:

The time alignment of each category with the other two categories shall be verified by finding the highest correlation coefficient between two series of test parameters. All the test parameters in a category shall be shifted to maximise the correlation factor. The following test parameters shall be used to calculate the correlation coefficients:

5.   Data consistency check

5.1.   Gas analysers and EFM data

For engines designed to have a communication interface capable to provide fuel flow in accordance with Table 2 of Appendix 7 the consistency of the data (exhaust mass flow measured by the EFM and gas concentrations) shall be verified using a correlation between the measured engine fuel flow from the ECU and the engine fuel flow calculated in accordance with the procedure set out in Section 2.1.6.4 of Annex VII to Delegated Regulation (EU) 2017/654.

A linear regression shall be performed for the measured and calculated fuel rate values. The method of least squares shall be used, with the best fit equation having the form:

y = mx + b

Where:

The slope (m) and the coefficient of determination (r2) shall be calculated for each regression line. It is recommended to perform this analysis in the range from 15 % of the maximum value to the maximum value and at a frequency greater or equal to 1 Hz. For a test to be considered valid, the following two criteria shall be evaluated:

Table 1

Tolerances

5.2.   ECU torque data

Where ECU torque data is to be used in the calculations the consistency of the ECU torque data shall be verified by comparing the maximum ECU torque values at different (if appropriate) engine speeds with the corresponding values on the official engine full load torque curve and in accordance with Appendix 6.

5.3.   Brake-Specific Fuel Consumption (BSFC)

Where ECU data is available the BSFC shall be checked using:

5.4.   Ambient pressure

The ambient pressure value shall be checked against the altitude indicated by the GPS data, if available.

5.5.   The approval authority may consider the test void if it is not satisfied with the results of the data consistency check.

6.   Dry-wet correction

If the concentration is measured on a dry basis, it shall be converted to a wet basis in accordance with the procedure set out in Section 2 or 3 of Annex VII to Delegated Regulation (EU) 2017/654.

7.   NOx correction for humidity and temperature

The NOx concentrations measured by the gas analysers shall not be corrected for ambient air temperature and humidity.’;

(23)

in Appendix 4, points 2. and 3. are replaced by the following:

‘2.   Procedure to determine non-working events

3.    ‘Machine work’ marking algorithm to implement the requirements of point 2

Point 2 shall be implemented in the sequence set out in points 3.1 to 3.4

3.1.   Step 1: Detect and split into working events and non-working events.

3.2.   Step 2: Merge short working events (≤ D0) into non-working events.

Mark as non-working events those working events shorter than D0 that are both preceded and followed by remaining non-working events of duration longer than D1.

3.3.   Step 3: Exclude working events after long non-working events (take-off phase).

Where point 2.2.3 is applicable, mark as non-working events those working events after long non-working events (> D2) until either;

3.4.   Step 4: Include non-working events after working events.

Include D1 minutes of non-working event following any working event as part of that working event.

Table 2

Values for the parameters D0, D1, D2 and D3

’;

(24)

In Appendix 5, points 2.1 to 2.3.2 are replaced by the following:

‘2.1.   Averaging window method

2.1.1.   General requirements

Averaging window is the sub-set of the complete calculated data set during the in-service monitoring test whose work or CO2 mass is equal to the engine work or CO2 mass measured over the reference laboratory test cycle.The mass of the gaseous pollutant emissions and the conformity factors shall be calculated using the moving averaging window method, based on the reference work (procedure set out point 2.2) and the reference CO2 mass (procedure set out in point 2.3) measured over the reference laboratory test cycle.

The engine power versus time and averaging window gaseous pollutant emissions, starting from the first averaging window.

The calculations shall be conducted in accordance with the following sub-points:

Figure 4

Engine power versus time and averaging window gaseous pollutant emissions, starting from the first averaging window, versus time

2.1.2.   Reference values

The reference work and reference CO2 mass of an engine type, or for all engine types within the same engine family, shall be determined as follows:

2.2.   Work based method

Figure 5

Work-based method

The duration (t 2, i – t 1, i) of the ith averaging window is determined by:

W(t 2, i) – W(t 1, i) ≥ Wref

Where:

W(t 2, i – Δt) – W(t 1, i) < W ref ≤ W(t 2, i) – W(t 1, i)

Where Δt is the data sampling period, equal to 1 second or less.

2.2.1.   Calculations of the brake specific gaseous pollutant emissions

The brake-specific gaseous pollutant emissions egas (g/kWh) shall be calculated for each averaging window and each gaseous pollutant in the following way:

Where:

2.2.2.   Selection of valid averaging windows

The valid averaging windows are the averaging windows whose average power exceeds the power threshold of 20 % of the reference power, as defined in Article 3, point (26), of Regulation (EU) 2016/1628 and listed in Annex I to that Regulation for each engine (sub-)category, for the engine type subject to ISM test, except for engines of category ATS where the reference power is the power at intermediate speed as defined in Section 5.2.5.4, point (f) of Annex VI to Delegated Regulation (EU) 2017/654. The percentage of valid averaging windows shall be equal or greater than 50 %.

2.2.3.   Calculations of the conformity factors

The conformity factors shall be calculated for each individual valid averaging window and each individual gaseous pollutant in the following way:

Where:

2.3.   CO2 mass-based method

Figure 6

CO2 mass-based method

The duration (t 2, i – t 1, i) of the ith averaging window is determined by:

Where:

—	is the CO2 mass measured between the test start and time t j,i, g;

—	is the reference CO2 mass determined in Grams (g) in accordance with point 2.1.2,

Where Δt is the data sampling period, equal to 1 second or less.

The CO2 masses are calculated in the averaging windows by integrating the instantaneous gaseous pollutant emissions calculated in accordance with the requirements introduced in point 1.

2.3.1.   Selection of valid averaging windows

The valid averaging windows shall be those whose duration does not exceed the maximum duration calculated from:

Where:

2.3.2.   Calculations of the conformity factors

The conformity factors shall be calculated for each individual averaging window and each individual pollutant in the following way:

With

Where:

—	is the CO2 mass during the ith averaging window, g/averaging window,

—	is the reference engine CO2 mass determined in accordance with point 2.1.2, sub-point (g),

mL is determined as follows:

Where:

(25)

In Appendix 6, point 2, is replaced by the following:

‘2.   Impossibility to check the conformity of the ECU torque signal

When the manufacturer demonstrates to the approval authority that it is not possible to check the ECU torque signal during the in-service monitoring test, the verification performed in accordance with the requirements of Appendix 3 of Annex VI to Delegated Regulation (EU) 2017/654 during the tests required for EU type- approval and stated in the EU type-approval certificate shall be accepted by the approval authority.

For engines in ISM groups other than A, C and H, the approval authority may accept a separate demonstration conducted in accordance with the requirements of Appendix 3 of Annex VI to Delegated Regulation (EU) 2017/654 but using the following mapping procedures of that Annex:

Where mapping is performed at constant speed in accordance with sub-point (b), it shall be sufficient to measure and compare the readings of the torque measured by the dynamometer and the torque broadcast by the ECU at the single point of rated net power.’;

(26)

In Appendix 7, points 1 to 1.3 are replaced by the following:

‘1.   Data to be provided

(27)

In Appendix 7, point 2.1.1 is replaced by the following:

(28)

Appendix 8 is amended as follows:

(29)

The following Appendices 9 and 10 are added:

‘Appendix 9

Determination of reference work and reference CO2 mass for engine types for which the applicable type-approval test cycle is solely a Non-Road Steady-State Cycle (NRSC)

1.   General

The reference work and reference mass of CO2 for ISM groups A and C are taken from hot-start NRTC run of the type-approval test of the parent engine, and for ISM group H from the LSI-NRTC type-approval test of the parent engine, as set out in point 2.1.2 of Appendix 5. This Appendix defines how to determine the reference work and reference mass of CO2 for engine types in all ISM groups except A, C and H.

For the purpose of this Appendix the applicable laboratory test cycle shall be the discrete-mode NRSC or RMC NRSC for the corresponding engine (sub-)category set out in tables IV-1 and IV-2, and tables IV-5 to IV-10 of Annex IV to Regulation (EU) 2016/1628.

2.   Determination of Wref and

from RMC NRSC

2.1.

The reference work Wref ,kWh, is equal to the actual work Wact ,kWh, as given by Section 2.4.1.1 of Annex VII to Delegated Regulation (EU) 2017/654 on technical and general requirements.

2.2.

The reference mass of CO2, , g, is equal to the mass of CO2 for the laboratory test cycle , g, calculated in accordance with one of Sections 2.1.2, 2.2.1, 3.5.1 or 3.6.1 of Annex VII to Delegated Regulation (EU) 2017/654 on technical and general requirements according to whether raw or dilute gaseous sampling is used and whether mass-based or molar-based calculation is applied.

3.   Determination of Wref and

from discrete-mode NRSC

3.1.

The reference work Wref , kWh shall be calculated using equation 9-1. (9-1) Where: Pi is the engine power for mode i, kW, with Pi = Pm,i + PAUX (see Sections 6.3 and 7.7.1.3 of Annex VI to Delegated Regulation (EU) 2017/654 on technical and general requirements); WFi is the weighting factor for the mode i [-]; tref is the reference time, s, (see table); Wref is the reference cycle work emitted by the parent engine on the reference laboratory test cycle, kWh; i is the mode number; Nmode is the total number of modes in the test cycle.

3.2.

The reference mass of CO2 , kg, shall be determined from the mean CO2 mass flow rate q mCO2,i , g/h, for each mode i calculated in accordance with Sections 2 or 3 of Annex VII to Delegated Regulation (EU) 2017/654 on technical and general requirements using equation 9-2. (9-2) Where: is the mean CO2 mass flow rate for mode i, g/h; WFi is the weighting factor for the mode i [-]; tref is the reference time, s, (see table); is the reference mass of CO2 emitted by the parent engine on the reference laboratory test cycle, g; i is the mode number; Nmode is the total number of modes in the test cycle

3.3.

Reference time tref is the total duration of the equivalent Ramped Modal Cycle (RMC) set out in Appendix 2 to Annex XVII to Delegated Regulation (EU) 2017/654 on technical and general requirements. Those values are set out in table. Table Reference time tref for each discrete-mode NRSC NRSC tref [s] C1 1 800 C2 1 800 D2 1 200 E2 1 200 E3 1 200 F 1 200 G1 1 800 G2 1 800 H 1 200

Appendix 10

Determination of the instantaneous proxy power from CO2 mass flow

1.   General

‘Proxy power’ means a value obtained by simple linear interpolation for the sole purpose of the determination of valid events during in-service monitoring as described in Appendix 4. This methodology is for engines designed without a communication interface capable to provide torque and speed data in accordance with Table 1 of Appendix 7. The calculation is based upon the assumption that, for all engine types within an engine family:

(a)	the ratio of work and CO2 mass on the reference laboratory test cycle are similar;

(b)	there is a linear relationship between power and CO2 mass flow rate; and,

(c)	an operating engine that produces no net power emits no CO2.

2.   Calculation of the instantaneous proxy power

2.1.

For the sole purpose of the calculations in Appendix 4, an instantaneous power for the engine under ISM test shall be computed from the measured CO2 mass flow at a time increment equal to the data sampling period. For this calculation a simplified engine-family-specific CO2 (‘Veline’) constant shall be used.

2.2.

The Veline constant shall be calculated from the applicable reference values set out in point 2.1.2 of Appendix 5. The Veline constant, Kveline, is computed from the reference mass of CO2 emitted by the parent engine at type-approval divided by the work performed by the parent engine at type-approval using equation 10-1. (10-1) Where: Kveline is the ‘Veline’ constant, g/kWh; is the reference mass of CO2 emitted by the parent engine in the reference laboratory test cycle, g; W ref is the reference work performed by the parent engine in the reference laboratory test cycle, kWh.

2.3.

The instantaneous proxy power of the engine under ISM test is calculated from the instantaneous CO2 mass flow using equation 10-2 (10-2) Where: Pi,proxy is the instantaneous proxy power, kW; is the instantaneous mass flow of CO2 emitted by the engine under test, g/s.

(a)

the exhaust system installed in the non-road mobile machinery results in dilution of the exhaust by air upstream of the location where an EFM could be installed. In that case the exhaust sample shall be taken upstream of the point of dilution;

(b)

the exhaust system installed in the non-road mobile machinery diverts a portion of the exhaust to another part of the non-road mobile machinery (e.g. for heating) upstream of the location where an EFM could be installed;

(c)

the engine to be tested is of a reference power greater than 560 kW or is installed in an inland waterway vessel or a railway vehicle and the manufacturer demonstrates to the approval authority that installation of an EFM is impractical due to either the size or location of the exhaust on the NRMM;

(d)

engines of category SMB and the manufacturer demonstrates to the approval authority that installation of an EFM is impractical due to location of the exhaust on the NRMM.