(a)

point 32 is replaced by the following:

(b)

the following points 32a, 32b and 32c are added:

(a)

paragraph 11 is replaced by the following:

(b)

paragraph 12 is deleted;

(a)

paragraph 4 is amended as follows:

(b)

the following paragraph 7 is added:

‘1.2.12.

“Exhaust emissions” means the tailpipe emissions of gaseous, solid and liquid compounds.’;

‘1.2.18.

“Particle number emissions” (PN) means the total number of solid particles emitted from the vehicle exhaust quantified according to the dilution, sampling and measurement methods as specified in Annex XXI.’;

‘1.2.25.

“Span” means to adjust an instrument so that it gives a proper response to a calibration standard that represents between 75 per cent and 100 per cent of the maximum value in the instrument range or expected range of use.’;

‘1.2.40.

“Off-vehicle charging hybrid electric vehicle” (OVC-HEV) means a hybrid electric vehicle that can be charged from an external source.

1.2.41.

“Not off-vehicle charging hybrid electric vehicle” (NOVC-HEV) means a vehicle with at least two different energy converters and two different energy storage systems that are used for the purpose of vehicle propulsion and that cannot be charged from an external source.’;

‘3.1.

‘3.1.0.

‘3.1.0.3.

‘3.1.3.2.

3.1.3.2.1.

Make, Type, Variant, Version, Commercial name, or Vehicle Identification Number, as defined in the Certificate of Conformity, pursuant to Annex IX of Directive 2007/46/EC.

The information described below shall be made available for all vehicles in a search:

‘4.2.

4.3.

‘4.5.

‘5.2.1.

‘5.2.4.

‘5.2.5.

‘5.2.6.

‘5.4.2.

5.5.2.1.

5.5.2.2.

5.5.2.3.

If periodic regeneration occurred during the test, the result without the application of either the Ki -factor of the Ki offset shall be checked against the requirements of point 3.1.0. If the resulting emissions do not fulfil the requirements, then the test shall be voided and repeated once at the request of the manufacturer. The manufacturer may ensure the completion of the regeneration. The second test is considered valid even if regeneration occurs during it.

5.5.2.4.

‘5.5.2.5.

5.5.2.6.

‘6.2.

‘6.4.

‘6.5.

‘6.8.

6.9

For M2 category vehicles that are equipped in accordance with Directive 92/6/EEC with a device limiting vehicle speed to 100 km/h, the speed range of the motorway driving shall properly cover a range between 90 and 100 km/h. The vehicle’s velocity shall be above 90 km/h for at least 5 minutes.

For N2 category vehicles that are equipped in accordance with Directive 92/6/EEC with a device limiting vehicle speed to 90 km/h, the speed range of the motorway driving of shall properly cover a range between 80 and 90 km/h. The vehicle’s velocity shall be above 80 km/h for at least 5 minutes.’;

‘6.11.

‘6.13.

‘7.6.

‘9.4.

‘9.6.

If the vehicle was conditioned for the last three hours prior to the test at an average temperature that falls within the extended range in accordance with point 5.2, then the provisions of point 9.5 of Annex IIIA apply to the cold start period, even if the running conditions are not within the extended temperature range. The corrective factor of 1,6 shall be applied only once. The corrective factor of 1,6 applies to pollutant emissions but not to CO2.’;

(a)

Point 3.2; rows 2-4 in Table 1 are amended as follows:

(b)

points 3.4.1, 3.4.2 and 3.4.3 are replaced by the following:

‘3.4.1.   General:

The installation of the PEMS shall follow the instructions of the PEMS manufacturer and the local health and safety regulations. The PEMS should be installed as to minimise during the test electromagnetic interferences as well as exposure to shocks, vibration, dust and variability in temperature. The installation and operation of the PEMS shall be leak-tight and minimise heat loss. The installation and operation of PEMS shall not change the nature of the exhaust gas nor unduly increase the length of the tailpipe. To avoid the generation of particles, connectors shall be thermally stable at the exhaust gas temperatures expected during the test. It is recommended not to use elastomer connectors to connect the vehicle exhaust outlet and the connecting tube. Elastomer connectors, if used, shall have no contact with the exhaust gas to avoid artefacts at high engine load.

3.4.2.   Permissible backpressure

The installation and operation of the PEMS sampling probes shall not unduly increase the pressure at the exhaust outlet in a way that may influence the representativeness of the measurements. It is thus recommended that only one sampling probe is installed in the same plane. If technically feasible, any extension to facilitate the sampling or connection with the exhaust mass flow meter shall have an equivalent, or larger, cross sectional area than the exhaust pipe. If the sampling probes obstruct a significant area of the tailpipe cross-section, backpressure measurement may be requested by the Type Approval Authority.

3.4.3.   Exhaust mass flow meter

Whenever used, the exhaust mass flow meter shall be attached to the vehicle’s tailpipe(s) in accordance with the recommendations of the EFM manufacturer. The measurement range of the EFM shall match the range of the exhaust mass flow rate expected during the test. The installation of the EFM and any exhaust pipe adaptors or junctions shall not adversely affect the operation of the engine or exhaust after-treatment system. A minimum of four pipe diameters or 150 mm of straight tubing, whichever is larger, shall be placed at either side of the flow-sensing element. When testing a multi-cylinder engine with a branched exhaust manifold, it is recommended to position the exhaust mass flow meter downstream of where the manifolds combine and to increase the cross section of the piping such as to have an equivalent, or larger, cross sectional area from which to sample. If this is not feasible, exhaust flow measurements with several exhaust mass flow meters may be used, if approved by the Type Approval Authorities. The wide variety of exhaust pipe configurations, dimensions and exhaust mass flow rates may require compromises, guided by good engineering judgement, when selecting and installing the EFM(s). It is permissible to install an EFM with a diameter smaller than that of the exhaust outlet or the total cross-sectional area of multiple outlets, providing it improves measurement accuracy and does not adversely affect the operation or the exhaust after-treatment as specified in point 3.4.2. It is recommended to document the EFM set-up using photographs.’;

(c)

point 3.5 is replaced by the following:

‘3.5.   Emissions sampling

Emissions sampling shall be representative and conducted at locations of well-mixed exhaust where the influence of ambient air downstream of the sampling point is minimal. If applicable, emissions shall be sampled downstream of the exhaust mass flow meter, respecting a distance of at least 150 mm to the flow sensing element. The sampling probes shall be fitted at least 200 mm or three times the inner diameter of the exhaust pipe, whichever is larger, upstream of the point at which the exhaust exits the PEMS sampling installation into the environment. If the PEMS feeds back a flow to the tail pipe, this shall occur downstream of the sampling probe in a manner that does not affect during engine operation the nature of the exhaust gas at the sampling point(s). If the length of the sampling line is changed, the system transport times shall be verified and if necessary corrected.

If the engine is equipped with an exhaust after-treatment system, the exhaust sample shall be taken downstream of the exhaust after-treatment system. When testing a vehicle with a branched exhaust manifold, the inlet of the sampling probe shall be located sufficiently far downstream so as to ensure that the sample is representative of the average exhaust emissions of all cylinders. In multi-cylinder engines, having distinct groups of manifolds, such as in a “V” engine configuration, the sampling probe shall be positioned downstream of where the manifolds combine. If this is technically not feasible, multi-point sampling at locations of well-mixed exhaust may be used, if approved by the Type Approval Authority. In this case, the number and location of sampling probes shall match as far as possible those of the exhaust mass flow meters. In case of unequal exhaust flows, proportional sampling or sampling with multiple analysers shall be considered.

If particles are measured, the exhaust shall be sampled from the centre of the exhaust stream. If several probes are used for emissions sampling, the particle sampling probe should be placed upstream of the other sampling probes. The particle sampling probe should not interfere with the sampling of gaseous pollutants. The type and specifications of the probe and its mounting shall be documented in detail.

If hydrocarbons are measured, the sampling line shall be heated to 463 ± 10 K (190 ± 10 °C). For the measurement of other gaseous components with or without cooler, the sampling line shall be kept at a minimum of 333 K (60 °C) to avoid condensation and to ensure appropriate penetration efficiencies of the various gases. For low pressure sampling systems, the temperature can be lowered corresponding to the pressure decrease provided that the sampling system ensures a penetration efficiency of 95 % for all regulated gaseous pollutants. If particles are sampled and not diluted at the tailpipe, the sampling line from the raw exhaust sample point to the point of dilution or particle detector shall be heated to a minimum of 373 K (100 °C). The residence time of the sample in the particle sampling line shall be less than 3 s until reaching first dilution or the particle detector.

All parts of the sampling system from the exhaust pipe up to the particle detector, which are in contact with raw or diluted exhaust gas, shall be designed to minimize deposition of particles. All parts shall be made from antistatic material to prevent electrostatic effects.’;

(d)

points 4.2. and 4.3. are replaced by the following:

‘4.2.   Starting and stabilizing the PEMS

The PEMS shall be switched on, warmed up and stabilized in accordance with the specifications of the PEMS manufacturer until key functional parameters, e.g., pressures, temperatures and flows have reached their operating set points before test start. To ensure correct functioning, the PEMS may be kept switched on or can be warmed up and stabilized during vehicle conditioning. The system shall be free of errors and critical warnings.

4.3.   Preparing the sampling system

The sampling system, consisting of the sampling probe and sampling lines shall be prepared for testing by following the instruction of the PEMS manufacturer. It shall be ensured that the sampling system is clean and free of moisture condensation.’;

(e)

point 4.6 is amended as follows:

‘4.6.   Checking the analyser for measuring particle emissions

The zero level of the analyser shall be recorded by sampling HEPA filtered ambient air at an appropriate sampling point, usually at the inlet of the sampling line. The signal shall be recorded at a constant frequency of at least 1,0 Hz averaged over a period of 2 minutes; the final concentration shall be within the manufacturer’s specifications, but shall not exceed 5 000 particles per cubic-centimetre.’;

(f)

in point 4.8., the last sentence is replaced by the following:

‘The PEMS shall function free of errors and critical warnings.’;

(g)

Points 5.1., 5.2. and 5.3. are replaced by the following:

‘5.1.   Test start

Sampling, measurement and recording of parameters shall begin prior to the “ignition on” of the engine. To facilitate time alignment, it is recommended to record the parameters that are subject to time alignment either by a single data recording device or with a synchronised time stamp. Before and directly after “ignition on”, it shall be confirmed that all necessary parameters are recorded by the data logger.

5.2.   Test

Sampling, measurement and recording of parameters shall continue throughout the on-road test of the vehicle. The engine may be stopped and started, but emissions sampling and parameter recording shall continue. Any warning signals, suggesting malfunctioning of the PEMS, shall be documented and verified. If any error signal(s) appear during the test, the test shall be voided. Parameter recording shall reach a data completeness of higher than 99 %. Measurement and data recording may be interrupted for less than 1 % of the total trip duration but for no more than a consecutive period of 30 s solely in the case of unintended signal loss or for the purpose of PEMS system maintenance. Interruptions may be recorded directly by the PEMS but it is not permissible to introduce interruptions in the recorded parameter via the pre-processing, exchange or post-processing of data. If conducted, auto zeroing shall be performed against a traceable zero standard similar to the one used to zero the analyser. It is strongly recommended to initiate PEMS system maintenance during periods of zero vehicle speed.

5.3.   Test end

The end of the test is reached when the vehicle has completed the trip and the ignition is turned off. Excessive idling of the engine after the completion of the trip shall be avoided. The data recording shall continue until the response time of the sampling systems has elapsed.’;

(h)

in point 6.1, table 2 is replaced by the following:

(i)

point 6.2 is replaced by the following:

‘6.2.   Checking the analyser for measuring particle emissions

The zero level of the analyser shall be recorded in accordance with point 4.6.’;

(a)

in point 2, the following parameter is added between ECO2 and EE:

‘E(dp)- PEMS-PN analyser efficiency’;

(b)

in point 3.1., the first sentence is replaced by the following:

‘The accuracy and linearity of analysers, flow-measuring instruments, sensors and signals, shall be traceable to international or national standards.’;

(c)

in point 3.2., Table 1 is replaced by the following:

(d)

point 3.3 is replaced by the following:

‘3.3.   Frequency of linearity verification

The linearity requirements pursuant to point 3.2 shall be verified:

The linearity requirements pursuant to point 3.2 for sensors or ECU signals that are not directly traceable shall be performed with a traceably calibrated measurement device on the chassis dynamometer once for each PEMS-vehicle setup.’;

(e)

in point 4.2.6., table 2 is replaced by the following:

(f)

point 6 is replaced by the following:

(g)

the following points 6.1. to 6.4. are inserted:

‘6.1.   General

The PN analyser shall consist of a pre-conditioning unit and a particle detector that counts with 50 % efficiency from approximately 23 nm. It is permissible that the particle detector also pre-conditions the aerosol. The sensitivity of the analysers to shocks, vibration, aging, variability in temperature and air pressure as well as electromagnetic interferences and other impacts related to vehicle and analyser operation shall be limited as far as possible and shall be clearly stated by the equipment manufacturer in its support material. The PN analyser shall only be used within its manufacturer’s declared parameters of operation.

Figure 1

Example of a PN analyser setup: Dotted lines depict optional parts. EFM = Exhaust mass Flow Meter, d = inner diameter, PND = Particle Number Diluter.

The PN analyser shall be connected to the sampling point via a sampling probe which extracts a sample from the centreline of the tailpipe tube. As specified in point 3.5 of Appendix 1, if particles are not diluted at the tailpipe, the sampling line shall be heated to a minimum temperature of 373 K (100 °C) until the point of first dilution of the PN analyser or the particle detector of the analyser. The residence time in the sampling line shall be less than 3 s.

All parts in contact with the sampled exhaust gas shall be always kept at a temperature that avoids condensation of any compound in the device. This can be achieved, e.g. by heating at a higher temperature and diluting the sample or oxidizing the (semi)volatile species.

The PN analyser shall include a heated section at wall temperature ≥ 573 K. The unit shall control the heated stages to constant nominal operating temperatures, within a tolerance of ± 10 K and provide an indication of whether or not heated stages are at their correct operating temperatures. Lower temperatures are acceptable as long as the volatile particle removal efficiency fulfils the specifications of 6.4.

Pressure, temperature and other sensors shall monitor the proper operation of the instrument during operation and trigger a warning or message in case of malfunction.

The delay time of the PN analyser shall be ≤ 5 s.

The PN analyser (and/or particle detector) shall have a rise time of ≤ 3,5 s.

Particle concentration measurements shall be reported normalised to 273 K and 101,3 kPa. If necessary, the pressure and/or temperature at the inlet of the detector shall be measured and reported for the purposes of normalizing the particle concentration.

PN systems that comply with the calibration requirements of the UNECE Regulations 83 or 49 or GTR 15 automatically comply with the calibration requirements of this Annex.

6.2.   Efficiency requirements

The complete PN analyser system including the sampling line shall fulfil the efficiency requirements of Table 3a.

Table 3a

PN analyser (including the sampling line) system efficiency requirements

Efficiency E(dp) is defined as the ratio in the readings of the PN analyser system to a reference Condensation Particle Counter (CPC)’s (d50 % = 10 nm or lower, checked for linearity and calibrated with an electrometer) or an Electrometer’s number concentration measuring in parallel monodisperse aerosol of mobility diameter dp and normalized at the same temperature and pressure conditions.

The efficiency requirements will need to be adapted, in order to make sure that the efficiency of the PN analysers remains consistent with the margin PN. The material should be thermally stable soot-like (e.g. spark discharged graphite or diffusion flame soot with thermal pre-treatment). If the efficiency curve is measured with a different aerosol (e.g. NaCl), the correlation to the soot-like curve must be provided as a chart, which compares the efficiencies obtained using both test aerosols. The differences in the counting efficiencies have to be taken into account by adjusting the measured efficiencies based on the provided chart to give soot-like aerosol efficiencies. The correction for multiply charged particles should be applied and documented but shall not exceed 10 %. These efficiencies refer to the PN analysers with the sampling line. The PN analyser can also be calibrated in parts (i.e. the pre-conditioning unit separately from the particle detector) as long as it is proven that PN analyser and the sampling line together fulfil the requirements of Table 3a. The measured signal from the detector shall be > 2 times the limit of detection (here defined as the zero level plus 3 standard deviations).

6.3.   Linearity requirements

The PN analyser including the sampling line shall fulfil the linearity requirements of point 3.2 in Appendix 2 using monodisperse or polydisperse soot-like particles. The particle size (mobility diameter or count median diameter) should be larger than 45 nm. The reference instrument shall be an Electrometer or a Condensation Particle Counter (CPC) with d50 = 10 nm or lower, verified for linearity. Alternatively, a particle number system compliant with UNECE Regulation 83.

In addition the differences of the PN analyser from the reference instrument at all points checked (except the zero point) shall be within 15 % of their mean value. At least 5 points equally distributed (plus the zero) shall be checked. The maximum checked concentration shall be the maximum allowed concentration of the PN analyser.

If the PN analyser is calibrated in parts, then the linearity can be checked only for the PN detector, but the efficiencies of the rest parts and the sampling line have to be considered in the slope calculation.

6.4.   Volatile removal efficiency

The system shall achieve > 99 % removal of ≥ 30 nm tetracontane (CH3(CH2)38CH3) particles with an inlet concentration of ≥ 10 000 particles per cubic-centimetre at the minimum dilution.

The system shall also achieve a > 99 % removal efficiency of polydisperse alcane (decane or higher) or emery oil with count median diameter > 50 nm and mass > 1 mg/m3.

The volatile removal efficiency with tetracontane and/or polydisperse alcane or oil have to be proven only once for the instrument family. The instrument manufacturer though has to provide the maintenance or replacement interval that ensures that the removal efficiency does not drop below the technical requirements. If such information is not provided, the volatile removal efficiency has to be checked yearly for each instrument.’;

(a)

point 4 is replaced with the following:

‘4.   Cold start

Cold start is the period from the first start of the combustion engine until the point when the combustion engine has run cumulatively for 5 min. If the coolant temperature is determined, the cold start period ends once the coolant has reached 343 K (70 °C) for the first time but no later than the point at which the combustion engine has run cumulatively for 5 min after initial engine start.’;

(b)

point 5 is replaced by the following:

‘5.   Emission measurements during stop of the combustion engine

Any instantaneous emissions or exhaust flow measurements obtained while the combustion engine is deactivated shall be recorded. In a separate step, the recorded values shall afterward be set to zero by the data post processing. The combustion engine shall be considered as deactivated if two of the following criteria apply: the recorded engine speed is < 50 rpm; the exhaust mass flow rate is measured at < 3 kg/h; the measured exhaust mass flow rate drops to < 15 % of the typical steady-state exhaust mass flow rate at idling.’;

(c)

point 12 is replaced by the following:

‘12.   Calculating the instantaneous particle number emissions

The instantaneous particle number emissions [particles/s] shall be determined by multiplying the instantaneous concentration of the pollutant under consideration [particles/cm3] with the instantaneous exhaust mass flow rate [kg/s], both corrected and aligned for the transformation time. If applicable, negative instantaneous emission values shall enter all subsequent data evaluations. All significant digits of intermediate results shall enter the calculation of the instantaneous emissions. The following equation shall apply:

where:

(d)

in point 1 following the title ‘Verification of trip dynamic conditions and calculation of the final RDE emissions result with method 1 (Moving Averaging Window)’, the words ‘Step 1. Segmentation of the data and exclusion of cold start emissions (section 4 in Appendix 4);’ are replaced by the words ‘Step 1. Segmentation of the data;’;

(e)

in point 3.1 following the title ‘Verification of trip dynamic conditions and calculation of the final RDE emissions result with method 1 (Moving Averaging Window)’, the last sentence of the first paragraph is amended as follows:

‘The calculation described in the present point shall be run from the first point (forward).’;

(f)

in point 3.1 following the title ‘Verification of trip dynamic conditions and calculation of the final RDE emissions result with method 1 (Moving Averaging Window)’, in the second paragraph, the second and fourth indents are deleted;

(g)

in point 3.2. following the title ‘Verification of trip dynamic conditions and calculation of the final RDE emissions result with method 1 (Moving Averaging Window)’, the following paragraph is added:

‘In case a NOVC-HEV is tested, the window calculation shall start at the point of ignition on and include driving events during which no CO2 is emitted.’;

(h)

in point 5. following the title ‘Verification of trip dynamic conditions and calculation of the final RDE emissions result with method 1 (Moving Averaging Window)’, the following paragraph is inserted:

‘For N2 category vehicles that are equipped in accordance with Directive 92/6/EEC with a device limiting vehicle speed to 90 km/h, the share of motorway windows in the complete test shall be at least 5 %.’;

(i)

in point 5.3. following the title ‘Verification of trip dynamic conditions and calculation of the final RDE emissions result with method 1 (Moving Averaging Window)’, the following paragraph is added:

‘When testing a NOVC-HEV and only if the specified minimum requirement of 50 % is not met, the upper positive tolerance tol 1 may be increased by steps of 1 percentage point until the 50 % of normal windows target is reached. When using this approach, tol1 shall never exceed 50 %.’;

(j)

in point 6.1. following the title ‘Verification of trip dynamic conditions and calculation of the final RDE emissions result with method 1 (Moving Averaging Window)’, the following paragraph is added:

‘For all averaging windows including cold start data points, as defined in point 4 of Appendix 4, the weighting function is set to 1.’.

(a)

in point 3.1., the following paragraph is added:

‘The provisions of this Appendix 6 shall only be applicable for NOVC-HEVs (as defined in point 1.2.40) if the power at the wheels has been determined by wheel hub torque measurements.’;

(b)

Point 3.2 is replaced by the following

(c)

In point 3.3., table 1-1 is replaced by the following:

‘Table 1-1

Speed ranges for the allocation of test data to urban, rural and motorway conditions in the power binning method

(d)

in point 3.4.2., the equations following the words ‘Corresponding results (see Table 2, Table 3):’ are replaced by the following:

‘

Pdrive = 18,25 kW’;

(e)

in point 3.5., the first paragraph is deleted;

(f)

point 3.6 is replaced by the following:

‘3.6.   Check of power class coverage and of normality of power distribution

For a valid test a sufficient number of measured emission values have to be allocated to the relevant power classes. This demand is checked by the number of 3 second average values (counts) allocated to each power class:

(g)

in point 4, the text following figure 2 is replaced by the following:

‘The actual wheel power shall be calculated from the measured CO2 mass flow as follows:

With CO2 in [g/h]

Pw,j in [kW]

The above equation can be used to provide PWi for the classification of the measured emissions as described in point 3 with following additional conditions in the calculation:

(a)

points 3 to 3.1.2. are replaced by the following:

‘3.   PEMS TEST FAMILY BUILDING

A PEMS test family shall comprise finished vehicles with similar emission characteristics. Vehicle emission types may be included in a PEMS test family only as long as the completed vehicles within a PEMS test family are identical with respect to the characteristics in points 3.1 and 3.2.

3.1.   Administrative criteria

(b)

point 4.2.7 is replaced by the following:

(c)

the following point 4.2.8. is inserted:

a.

Point 3.1 is amended as follows:

‘3.1.   General

Emission values as well as any other relevant parameters shall be reported and exchanged as csv-formatted data file. Parameter values shall be separated by a comma, ASCII-Code #h2C. Sub-parameter values shall be separated by a colon, ASCII-Code #h3B. The decimal marker of numerical values shall be a point, ASCII-Code #h2E. Lines shall be terminated by carriage return, ASCII-Code #h0D. No thousands separators shall be used.’;

b.

point 3.3; the first sentences in the second paragraph is amended as follows:

‘The vehicle manufacturer shall record the available results of the data evaluation methods in separate files.’.

‘48.2

Complete RDE trip: NOx: …, Particles (number): …

Urban RDE trip: NOx: …, Particles (number): …’;

‘48.2

Complete RDE trip: NOx: …, Particles (number): …

Urban RDE trip: NOx: …, Particles (number): …’;

‘48.2

Complete RDE trip: NOx: …, Particles (number): …

Urban RDE trip: NOx: …, Particles (number): …’;

‘48.2

Complete RDE trip: NOx: …, Particles (number): …

Urban RDE trip: NOx: …, Particles (number): …’.