9.3.2007   

EN

Official Journal of the European Union

L 70/3

Corrigendum to Regulation No 49 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of compression-ignition (C.I.) and natural gas (NG) engines as well as positive-ignition (P.I.) engines fuelled with liquefied petroleum gas (LPG) and vehicles equipped with C.I. and NG engines and P.I. engines fuelled with lpg, with regard to the emissions of pollutants by the engine

( Official Journal of the European Union L 375 of 27 December 2006 )

Regulation No 49 should read as follows:

Regulation No 49 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of compression-ignition (C.I.) and natural gas (NG) engines as well as positive-ignition (P.I.) engines fuelled with liquefied petroleum gas (LPG) and vehicles equipped with c.i. and ng engines and P.I. engines fuelled with lpg, with regard to the emissions of pollutants by the engine

Revision 3

Incorporating:

01 series of amendments — Date of entry into force: 14 May 1990

02 series of amendments — Date of entry into force: 30 December 1992

Corrigendum 1 to the 02 series of amendments subject of depositary notification

C.N.232.1992.TREATIES-32 dated 11 September 1992

Corrigendum 2 to the 02 series of amendments subject of depositary notification

C.N.353.1995.TREATIES-72 dated 13 November 1995

Corrigendum 1 to Revision 2 (Erratum — English only)

Supplement 1 to the 02 series of amendments — Date of entry into force: 18 May 1996

Supplement 2 to the 02 series of amendments — Date of entry into force: 28 August 1996

Corrigendum 1 to Supplement 1 to the 02 series of amendments subject of depositary notification

C.N.426.1997.TREATIES-96 dated 21 November 1997

Corrigendum 2 to Supplement 1 to the 02 series of amendments subject of depositary notification

C.N.272.1999.TREATIES-2 dated 12 April 1999

Corrigendum 1 to Supplement 2 to the 02 series of amendments subject of depositary notification

C.N.271.1999.TREATIES-1 dated 12 April 1999

03 series of amendments — Date of entry into force: 27 December 2001

04 series of amendments — Date of entry into force: 31 January 2003

1.   SCOPE

This Regulation applies to the emission of gaseous and particulate pollutants from C.I. and NG engines and P.I. engines fuelled with LPG, used for driving motor vehicles having a design speed exceeding 25 km/h of categories (1)  (2) M1 having a total mass exceeding 3,5 tonnes, M2, M3, N1, N2 and N3.

2.   DEFINITIONS AND ABBREVIATIONS

For the purposes of this Regulation:

2.1.    ‘test cycle’ means a sequence of test points each with a defined speed and torque to be followed by the engine under steady state (ESC test) or transient operating conditions (ETC, ELR test);

2.2.    ‘approval of an engine (engine family)’ means the approval of an engine type (engine family) with regard to the level of the emission of gaseous and particulate pollutants;

2.3.    ‘diesel engine’ means an engine which works on the compression-ignition principle;

‘gas engine’ means an engine, which is fuelled with natural gas (NG) or liquid petroleum gas (LPG);

2.4.    ‘engine type’ means a category of engines which do not differ in such essential respects as engine characteristics as defined in annex 1 to this Regulation;

2.5.    ‘engine family’ means a manufacturers grouping of engines which, through their design as defined in annex 1, appendix 2 to this Regulation, have similar exhaust emission characteristics; all members of the family must comply with the applicable emission limit values;

2.6.    ‘parent engine’ means an engine selected from an engine family in such a way that its emissions characteristics will be representative for that engine family;

2.7.    ‘gaseous pollutants’ means carbon monoxide, hydrocarbons (assuming a ratio of CH1,85 for diesel, CH2,525 for LPG and an assumed molecule CH3O0,5 for ethanol-fuelled diesel engines), non-methane hydrocarbons (assuming a ratio of CH1,85 for diesel fuel, CH2,525 for LPG and CH2,93 for NG), methane (assuming a ratio of CH4 for NG) and oxides of nitrogen, the last-named being expressed in nitrogen dioxide (NO2) equivalent;

‘particulate pollutants’ means any material collected on a specified filter medium after diluting the exhaust with clean filtered air so that the temperature does not exceed 325 K (52 °C);

2.8.    ‘smoke’ means particles suspended in the exhaust stream of a diesel engine which absorb, reflect, or refract light;

2.9.    ‘net power’ means the power in ECE kW obtained on the test bench at the end of the crankshaft, or its equivalent, measured in accordance with the method of measuring power as set out in Regulation No 24.

2.10.    ‘declared maximum power (Pmax)’ means the maximum power in ECE kW (net power) as declared by the manufacturer in his application for approval;

2.11.    ‘per cent load’ means the fraction of the maximum available torque at an engine speed;

2.12.    ‘ESC test’ means a test cycle consisting of 13 steady state modes to be applied in accordance with paragraph 5.2. of this Regulation;

2.13.    ‘ELR test’ means a test cycle consisting of a sequence of load steps at constant engine speeds to be applied in accordance with paragraph 5.2. of this Regulation;

2.14.    ‘ETC test’ means a test cycle consisting of 1 800 second-by-second transient modes to be applied in accordance with paragraph 5.2. of this Regulation;

2.15.    ‘engine operating speed range’ means the engine speed range, most frequently used during engine field operation, which lies between the low and high speeds, as set out in annex 4 to this Regulation;

2.16.    ‘low speed (nlo)’ means the lowest engine speed where 50 per cent of the declared maximum power occurs;

2.17.    ‘high speed (nhi)’ means the highest engine speed where 70 per cent of the declared maximum power occurs;

2.18.    ‘engine speeds A, B and C’ means the test speeds within the engine operating speed range to be used for the ESC test and the ELR test, as set out in annex 4, appendix 1 to this Regulation;

2.19.    ‘control area’ means the area between the engine speeds A and C and between 25 to 100 per cent load;

2.20.    ‘reference speed (nref)’ means the 100 per cent speed value to be used for denormalizing the relative speed values of the ETC test, as set out in annex 4, appendix 2 to this Regulation;

2.21.    ‘opacimeter’ means an instrument designed to measure the opacity of smoke particles by means of the light extinction principle;

2.22.    ‘NG gas range’ means one of the H or L range as defined in European Standard EN 437, dated November 1993;

2.23.    ‘self adaptability’ means any engine device allowing the air/fuel ratio to be kept constant;

2.24.    ‘recalibration’ means a fine-tuning of a NG engine in order to provide the same performance (power, fuel consumption) in a different range of natural gas;

2.25.    ‘Wobbe Index (lower Wl; or upper Wu)’ means the ratio of the corresponding calorific value of a gas per unit volume and the square root of its relative density under the same reference conditions:

Formula

2.26.    ‘λ-shift factor (Sλ)’ means an expression that describes the required flexibility of the engine management system regarding a change of the excess-air ratio λ if the engine is fuelled with a gas composition different from pure methane (see annex 8 for the calculation of Sλ).

2.27.    ‘EEV’ means Enhanced Environmentally Friendly Vehicle which is a type of vehicle propelled by an engine complying with the permissive emission limit values given in row C of the Tables in paragraph 5.2.1. of this Regulation;

2.28.    ‘Defeat Device’ means a device which measures, senses or responds to operating variables (e.g. vehicle speed, engine speed, gear used, temperature, intake pressure or any other parameter) 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 emission control system is reduced under conditions encountered during normal vehicle use unless the use of such a device is substantially included in the applied emission certification test procedures.

2.29.    ‘Auxiliary control device’ means a system, function or control strategy installed to an engine or on a vehicle, that is used to protect the engine and/or its ancillary equipment against operating conditions that could result in damage or failure, or is used to facilitate engine starting. An auxiliary control device may also be a strategy or measure that has been satisfactorily demonstrated not to be a defeat device.

2.30.    ‘Irrational emission control strategy’ means any strategy or measure that, when the vehicle is operated under normal conditions of use, reduces the effectiveness of the emission control system to a level below that expected on the applicable emission test procedures.

Image 1

Figure 1: Specific definitions of the test cycles

Net power [% of net Pmax]

Pmax

50 % of Pmax

70 % of

Pmax

Control area

Idle

Engine speed

nlo

A

B

C

nref

nhi

2.31.   Symbols and Abbreviations

2.31.1.   Symbols for Test Parameters

Symbol

Unit

Term

AP

m2

Cross sectional area of the isokinetic sampling probe

AT

m2

Cross sectional area of the exhaust pipe

CEE

—

Ethane efficiency

CEM

—

Methane efficiency

C1

—

Carbon 1 equivalent hydrocarbon

conc

ppm/vol%

Subscript denoting concentration

D0

m3/s

Intercept of PDP calibration function

DF

—

Dilution factor

D

—

Bessel function constant

E

—

Bessel function constant

EZ

g/kWh

Interpolated NOx emission of the control point

fa

—

Laboratory atmospheric factor

fc

s–1

Bessel filter cut-off frequency

FFH

—

Fuel specific factor for the calculation of wet concentration for dry concentration

FS

—

Stoichiometric factor

GAIRW

kg/h

Intake air mass flow rate on wet basis

GAIRD

kg/h

Intake air mass flow rate on dry 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

GTOTW

kg/h

Diluted exhaust gas mass flow rate on wet basis

H

MJ/m3

Calorific value

HREF

g/kg

Reference value of absolute humidity (10,71 g/kg)

Ha

g/kg

Absolute humidity of the intake air

Hd

g/kg

Absolute humidity of the dilution air

HTCRAT

mol/mol

Hydrogen-to-Carbon ratio

I

—

Subscript denoting an individual mode

K

—

Bessel constant

K

m–1

Light absorption coefficient

KH,D

—

Humidity correction factor for NOx for diesel engines

KH,G

—

Humidity correction factor for NOx for gas engines

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 engine

La

m

Effective optical path length

M

 

Slope of PDP calibration function

Mass

g/h or g

Subscript denoting emissions mass flow (rate)

MDIL

kg

Mass of the dilution air sample passed through the particulate sampling filters

Md

mg

Particulate sample mass of the dilution air collected

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

MSAM

kg

Mass of the diluted exhaust sample passed through the particulate sampling filters

MSEC

kg

Mass of secondary dilution air

MTOTW

kg

Total CVS mass over the cycle on wet basis

MTOTW,i

kg

Instantaneous CVS mass on wet basis

N

%

Opacity

NP

—

Total revolutions of PDP over the cycle

NP,i

—

Revolutions of PDP during a time interval

N

min–1

Engine speed

nP

s–1

PDP speed

nhi

min–1

High engine speed

nlo

min–1

Low engine speed

nref

min–1

Reference engine speed for ETC test

pa

kPa

Saturation vapour pressure of the engine intake air

pA

kPa

Absolute pressure

pB

kPa

Total atmospheric pressure

pd

kPa

Saturation vapour pressure of the dilution air

ps

kPa

Dry atmospheric pressure

p1

kPa

Pressure depression at pump inlet

P(a)

kW

Power absorbed by auxiliaries to be fitted for test

P(b)

kW

Power absorbed by auxiliaries to be removed for test

P(n)

kW

Net power non-corrected

P(m)

kW

Power measured on test bed

Ω

—

Bessel constant

Qs

m3/s

CVS volume flow rate

q

—

Dilution ratio

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

Rf

—

FID response factor

ρ

kg/m3

Density

S

kW

Dynamometer setting

Si

m–1

Instantaneous smoke value

Sλ

—

λ-shift factor

T

K

Absolute temperature

Ta

K

Absolute temperature of the intake air

t

s

Measuring time

te

s

Electrical response time

tf

s

Filter response time for Bessel function

tp

s

Physical response time

Δt

s

Time interval between successive smoke data (= 1/sampling rate)

Δti

s

Time interval for instantaneous CFV flow

τ

%

Smoke transmittance

V0

m3/rev

PDP volume flow rate at actual conditions

W

—

Wobbe index

Wact

kWh

Actual cycle work of ETC

Wref

kWh

Reference cycle work of ETC

WF

—

Weighting factor

WFE

—

Effective weighting factor

X0

m3/rev

Calibration function of PDP volume flow rate

Yi

m–1

1 s Bessel averaged smoke value

2.31.2.   Symbols for the Chemical Components

CH4

Methane

C2H6

Ethane

C2H5OH

Ethanol

C3H8

Propane

CO

Carbon monoxide

DOP

Di-octylphtalate

CO2

Carbon dioxide

HC

Hydrocarbons

NMHC

Non-methane hydrocarbons

NOx

Oxides of nitrogen

NO

Nitric oxide

NO2

Nitrogen dioxide

PT

Particulates

2.31.3.   Abbreviations

CFV

Critical flow venturi

CLD

Chemiluminescent detector

ELR

European Load Response Test

ESC

European Steady State Cycle

ETC

European Transient Cycle

FID

Flame Ionisation Detector

GC

Gas Chromatograph

HCLD

Heated Chemiluminescent Detector

HFID

Heated Flame Ionisation Detector

LPG

Liquefied Petroleum Gas

NDIR

Non-Dispersive Infrared Analyser

NG

Natural Gas

NMC

Non-Methane Cutter

3.   APPLICATION FOR APPROVAL

3.1.   Application for approval of an engine as a separate technical unit

3.1.1.   The application for approval of an engine type with regard to the level of the emission of gaseous and particulate pollutants is submitted by the engine manufacturer or by his duly accredited representative.

3.1.2.   It shall be accompanied by the necessary documents in triplicate. It will at least include the essential characteristics of the engine as referred to in annex 1 to this Regulation.

3.1.3.   An engine conforming to the ‘engine type’ characteristics described in annex 1 shall be submitted to the technical service responsible for conducting the approval tests defined in paragraph 5.

3.2.   Application for approval of a vehicle type in respect of its engine

3.2.1.   The application for approval of a vehicle type with regard to emission of gaseous and particulate pollutants by its engine is submitted by the vehicle manufacturer or his duly accredited representative.

It shall be accompanied by the necessary documents in triplicate. It will at least include:

3.2.2.1.   The essential characteristics of the engine as referred to in annex 1;

3.2.2.2.   A description of the engine related components as referred to in annex 1;

3.2.2.3.   A copy of the type approval communication form (annex 2A) for the engine type installed.

3.3.   Application for approval for a vehicle type with an approved engine

3.3.1.   The application for approval of a vehicle with regard to emission of gaseous and particulate pollutants by its approved diesel engine or engine family and with regard to the level of the emission of gaseous pollutants by its approved gas engine or engine family must be submitted by the vehicle manufacturer or a duly accredited representative.

It must be accompanied by the necessary documents in triplicate and the following particulars:

3.3.2.1.   a description of the vehicle type and of engine-related vehicle parts comprising the particulars referred to in annex 1, as applicable, and a copy of the approval communication form (annex 2a) for the engine or engine family, if applicable, as a separate technical unit which is installed in the vehicle type.

4.   APPROVAL

4.1.   Universal fuel approval

A universal fuel approval is granted subject to the following requirements:

4.1.1.   In the case of diesel fuel: if pursuant to paragraphs 3.1., 3.2. or 3.3. of this Regulation, the engine or vehicle meets the requirements of paragraphs 5, 6 and 7 below on the reference fuel specified in annex 5 of this Regulation, approval of that type of engine or vehicle must be granted.

In the case of natural gas the parent engine should demonstrate its capability to adapt to any fuel composition that may occur across the market. In the case of natural gas there are generally two types of fuel, high calorific fuel (H-gas) and low calorific fuel (L-gas), but with a significant spread within both ranges; they differ significantly in their energy content expressed by the Wobbe Index and in their λ-shift factor (Sλ). The formulae for the calculation of the Wobbe index and Sλ are given in paragraphs 2.25. and 2.26. Natural gases with a λ-shift factor between 0,89 and 1,08 (0,89 ≤ Sλ ≤ 1,08) are considered to belong to H-range, while natural gases with a λ-shift factor between 1,08 and 1,19 (1,08 ≤ Sλ ≤ 1,19) are considered to belong to L-range. The composition of the reference fuels reflects the extreme variations of Sλ.

The parent engine must meet the requirements of this Regulation on the reference fuels GR (fuel 1) and G25 (fuel 2), as specified in annex 6, without any readjustment to the fuelling between the two tests. However, one adaptation run over one ETC cycle without measurement is permitted after the change of the fuel. Before testing, the parent engine must be run-in using the procedure given in paragraph 3 of appendix 2 to annex 4.

4.1.2.1.   On the manufacturer's request the engine may be tested on a third fuel (fuel 3) if the λ-shift factor (Sλ) lies between 0,89 (i.e. the lower range of GR) and 1,19 (i.e. the upper range of G25), for example when fuel 3 is a market fuel. The results of this test may be used as a basis for the evaluation of the conformity of production.

In the case of an engine fuelled with natural gas which is self-adaptive for the range of H-gases on the one hand and the range of L-gases on the other hand, and which switches between the H-range and the L-range by means of a switch, the parent engine must be tested at each position of the switch on the reference fuel relevant for the respective position as specified in annex 6 for each range. The fuels are GR (fuel 1) and G23 (fuel 3) for the H-range of gases and G25 (fuel 2) and G23 (fuel 3) for the L-range of gases. The parent engine must meet the requirements of this Regulation at both positions of the switch without any readjustment to the fuelling between the two tests at the respective position of the switch. However, one adaptation run over one ETC cycle without measurement is permitted after the change of the fuel. Before testing the parent engine must be run-in using the procedure given in paragraph 3 of appendix 2 to annex 4.

4.1.3.1.   On the manufacturer's request the engine may be tested on a third fuel instead of G23 (fuel 3) if the λ-shift factor (Sλ) lies between 0,89 (i.e the lower range of GR) and 1,19 (i.e. the upper range of G25), for example when fuel 3 is a market fuel. The results of this test may be used as a basis for the evaluation of the conformity of the production.

4.1.4.   In the case of natural gas engines, the ratio of emission results ‘r’ shall be determined for each pollutant as follows:

Formula

or,

Formula

and,

Formula

In the case of LPG the parent engine should demonstrate its capability to adapt to any fuel composition that may occur across the market. In the case of LPG there are variations in C3/C4 composition. These variations are reflected in the reference fuels. The parent engine should meet the emission requirements on the reference fuels A and B as specified in annex 7 without any readjustment to the fuelling between the two tests. However, one adaptation run over one ETC cycle without measurement is permitted, after the change of the fuel. Before testing the parent engine must be run-in using the procedure defined in paragraph 3 of appendix 2 to annex 4.

4.1.5.1.   The ratio of emission results ‘r’ must be determined for each pollutant as follows:

Formula

4.2.   Granting of a fuel range restricted approval

Fuel range restricted approval is granted subject to the following requirements:

Exhaust emissions approval of an engine running on natural gas and laid out for operation on either the range of H-gases or on the range of L-gases.

The parent engine must be tested on the relevant reference fuel as specified in annex 6 for the relevant range. The fuels are GR (fuel 1) and G23 (fuel 3) for the H-range of gases and G25 (fuel 2) and G23 (fuel 3) for the L-range of gases. The parent engine must meet the requirements of this Regulation without any readjustment to the fuelling between the two tests. However, one adaptation run over one ETC cycle without measurement is permitted after the change of the fuel. Before testing the parent engine must be run-in using the procedure defined in paragraph 3 of appendix 2 to annex 4.

4.2.1.1.   On the manufacturer's request the engine may be tested on a third fuel instead of G23 (fuel 3) if the λ-shift factor (Sλ) lies between 0,89 (i.e. the lower range of GR) and 1,19 (i.e. the upper range of G25), for example when fuel 3 is a market fuel. The results of this test may be used as a basis for the evaluation of the conformity of the production.

4.2.1.2.   The ratio of emission results ‘r’ must be determined for each pollutant as follows:

Formula

or,

Formula

and,

Formula

4.2.1.3.   Upon delivery to the customer the engine must bear a label (see paragraph 4.11.) stating for which range of gases the engine is approved.

Exhaust emissions approval of an engine running on natural gas or LPG and laid out for operation on one specific fuel composition.

4.2.2.1.   The parent engine must meet the emission requirements on the reference fuels GR and G25 in the case of natural gas, or the reference fuels A and B in the case of LPG, as specified in annex 7.

Between the tests fine-tuning of the fuelling system is allowed. This fine-tuning will consist of a recalibration of the fuelling database, without any alteration to either the basic control strategy or the basic structure of the database. If necessary the exchange of parts that are directly related to the amount of fuel flow (such as injector nozzles) is allowed.

4.2.2.2.   On the manufacturer's request the engine may be tested on the reference fuels GR and G23, or on the reference fuels G25 and G23, in which case the approval is only valid for the H-range or the L-range of gases respectively.

4.2.2.3.   Upon delivery to the customer the engine must bear a label (see paragraph 4.11.) stating for which fuel composition the engine has been calibrated.

APPROVAL OF NG-FUELLED ENGINES

 

Para. 4.1.

Granting of a universal fuel approval

Number of test runs

Calculation of ‘r’

Para. 4.2.

Granting of a fuel restricted approval

Number of test runs

Calculation of ‘r’

Refer to para. 4.1.2. NG-engine adaptable to any fuel composition

GR (1) and G25 (2)

at manufacturer's request engine may be tested on an additional market fuel (3),

if Sλ = 0,89 – 1,19

2

(max. 3)

Formula

and, if tested with an additional fuel

Formula

and

Formula

 

 

 

Refer to para. 4.1.3. NG-engine which is self adaptive by a switch

GR (1) and G23 (3) for H

and

G25 (2) and G23 (3) for L

at manufacturer's request engine may be tested on a market fuel (3) instead of G23,

if Sλ = 0,89 – 1,19

2 for the H-range, and

2 for the L-range

at respective position of switch

4

Formula

and

Formula

 

 

 

Refer to para. 4.2.1. NG-engine laid out for operation on either H-range gas or L-range gas

 

 

 

GR (1) and G23 (3) for H

or

G25 (2) and G23 (3) for L

at manufacturer's request engine may be tested on a market fuel (3) instead of G23,

if Sλ = 0,89 – 1,19

2 for the H-range

or

2 for the L-range

2

Formula

for the H-range

or

Formula

for the L-range

Refer to para. 4.2.2. NG-engine laid out for operation on one specific fuel composition

 

 

 

GR (1) and G25 (2),

fine-tuning between the tests allowed

at manufacturer's request engine may be tested on

GR (1) and G23 (3) for H

or

G25 (2) and G23 (3) for L

2

or

2 for the H-range

or

2 for the L-range

2

 

APPROVAL OF LPG-FUELLED ENGINES

 

Para. 4.1.

Granting of a universal fuel approval

Number of test runs

Calculation of ‘r’

Para. 4.2.

Granting of a fuel restricted approval

Number of test runs

Calculation of ‘r’

refer to

para. 4.1.5

LPG-engine adaptable to any fuel composition

fuel A and fuel B

2

Formula

 

 

 

refer to

para. 4.2.2

LPG-engine laid out for operation on one specific fuel composition

 

 

 

fuel A and fuel B,

fine-tuning between the tests allowed

2

 

4.3.   Exhaust emissions approval of a member of a family

4.3.1.   With the exception of the case mentioned in paragraph 4.3.2., the approval of a parent engine must be extended to all family members without further testing, for any fuel composition within the range for which the parent engine has been approved (in the case of engines described in paragraph 4.2.2) or the same range of fuels (in the case of engines described in either paragraphs 4.1. or 4.2) for which the parent engine has been approved.

4.3.2.   Secondary test engine

In case of an application for approval of an engine, or a vehicle in respect of its engine, that engine belonging to 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 defined in the Regulation, appendix 1, an alternative and, if necessary, an additional reference test engine may be selected by the approval authority and tested.

4.4.   An approval number shall be assigned to each type approved. Its first two digits (at present 04, corresponding to 04 series of amendments) shall indicate the series of amendments incorporating the most recent major technical amendments made to the Regulation at the time of issue of the approval. The same Contracting Party shall not assign the same number to another engine type or vehicle type.

4.5.   Notice of approval or of extension or of refusal of approval or production definitely discontinued of an engine type or vehicle type pursuant to this Regulation shall be communicated to the Parties to the 1958 Agreement which apply this Regulation, by means of a form conforming to the model in annexes 2A or 2B, as applicable, to this Regulation. Values measured during the type test shall also be shown.

There shall be affixed, conspicuously and in a readily accessible place to every engine conforming to an engine type approved under this Regulation, or to every vehicle conforming to a vehicle type approved under this Regulation, an international approval mark consisting of:

4.6.1.   a circle surrounding the letter ‘E’ followed by the distinguishing number of the country which has granted approval (3);

4.6.2.   the number of this Regulation, followed by the letter ‘R’, a dash and the approval number to the right of the circle prescribed in paragraph 4.4.1.

However, the approval mark must contain an additional character after the letter ‘R’, the purpose of which is to distinguish the emission limit values for which the approval has been granted. For those approvals issued to indicate compliance with the limits contained in Row A of the relevant table(s) in paragraph 5.2.1., the letter ‘R’ will be followed by the Roman number ‘I’. For those approvals issued to indicate compliance with the limits contained in Row B1 of the relevant table(s) in paragraph 5.2.1., the letter ‘R’ will be followed by the Roman number ‘II’. For those approvals issued to indicate compliance with the limits contained in Row B2 of the relevant table(s) in paragraph 5.2.1., the letter ‘R’ will be followed by the Roman number ‘III’. For those approvals issued to indicate compliance with the limits contained in Row C of the relevant table(s) in paragraph 5.2.1., the letter ‘R’ will be followed by the Roman number ‘IV’.

For NG fuelled engines the approval mark must contain a suffix after the national symbol, the purpose of which is to distinguish which range of gases the approval has been granted. This mark will be as follows;

4.6.3.1.1.   H in case of the engine being approved and calibrated for the H-range of gases;

4.6.3.1.2.   L in case of the engine being approved and calibrated for the L-range of gases;

4.6.3.1.3.   HL in case of the engine being approved and calibrated for both the H-range and L-range of gases;

4.6.3.1.4.   Ht in case of the engine being approved and calibrated for a specific gas composition in the H-range of gases and transformable to another specific gas in the H-range of gases by fine tuning of the engine fuelling;

4.6.3.1.5.   Lt in case of the engine being approved and calibrated for a specific gas composition in the L-range of gases and transformable to another specific gas in the L-range of gases after fine tuning of the engine fuelling;

4.6.3.1.6.   HLt in the case of the engine being approved and calibrated for a specific gas composition in either the H-range or the L-range of gases and transformable to another specific gas in either the H-range or the L-range of gases by fine tuning of the engine fuelling.

4.7.   If the vehicle or engine conforms to an approved type under one or more other Regulations annexed to the Agreement, in the country which has granted approval under this Regulation, the symbol prescribed in paragraph 4.6.1. need not be repeated. In such a case, the Regulation and approval numbers and the additional symbols of all the Regulations under which approval has been granted under this Regulation shall be placed in vertical columns to the right of the symbol prescribed in paragraph 4.6.1.

4.8.   The approval mark shall be placed close to or on the data plate affixed by the manufacturer to the approved type.

4.9.   Annex 3 to this Regulation gives examples of arrangements of approval marks.

The engine approved as a technical unit must bear, in addition to the approved mark:

4.10.1.   the trademark or trade name of the manufacturer of the engine;

4.10.2.   the manufacturer's commercial description.

4.11.   Labels

In the case of NG and LPG fuelled engines with a fuel range restricted type approval, the following labels are applicable:

4.11.1.   Content

The following information must be given:

In the case of paragraph 4.2.1.3, the label shall state ‘ONLY FOR USE WITH NATURAL GAS RANGE H’. If applicable, ‘H’ is replaced by ‘L’.

In the case of paragraph 4.2.2.3, the label shall state ‘ONLY FOR USE WITH NATURAL GAS SPECIFICATION …’ or ‘ONLY FOR USE WITH LIQUEFIED PETROLEUM GAS SPECIFICATION …’, as applicable. All the information in the relevant table(s) in Annex 6 or 7 shall be given with the individual constituents and limits specified by the engine manufacturer.

The letters and figures must be at least 4 mm in height.

Note: If lack of space prevents such labelling, a simplified code may be used. In this event, explanatory notes containing all the above information must be easily accessible to any person filling the fuel tank or performing maintenance or repair on the engine and its accessories, as well as to the authorities concerned. The site and content of these explanatory notes will be determined by agreement between the manufacturer and the approval authority.

4.11.2.   Properties

Labels must be durable for the useful life of the engine. Labels must be clearly legible and their letters and figures must be indelible. Additionally, labels must be attached in such a manner that their fixing is durable for the useful life of the engine, and the labels cannot be removed without destroying or defacing them.

4.11.3.   Placing

Labels must be secured to an engine part necessary for normal engine operation and not normally requiring replacement during engine life. Additionally, these labels must be located so as to be readily visible to the average person after the engine has been completed with all the auxiliaries necessary for engine operation.

4.12.   In case of an application for type-approval for a vehicle type in respect of its engine, the marking specified in paragraph 4.11. must also be placed close to fuel filling aperture.

4.13.   In case of an application for type-approval for a vehicle type with an approved engine, the marking specified in paragraph 4.11. must also be placed close to the fuel filling aperture.

5.   SPECIFICATIONS AND TESTS

5.1.   General

5.1.1.   Emission control equipment

5.1.1.1.   The components liable to affect the emission of gaseous and particulate pollutants from diesel engines and the emission of gaseous pollutants from gas engines shall be so designed, constructed, assembled and installed as to enable the engine, in normal use, to comply with the provisions of this Regulation.

5.1.2.   Functions of emission control equipment

5.1.2.1.   The use of a defeat device and/or an irrational emission control strategy is forbidden.

An auxiliary control device may be installed to an engine, or on a vehicle, provided that the device:

5.1.2.2.1.   operates only outside the conditions specified in paragraph 5.1.2.4., or

5.1.2.2.2.   is activated only temporarily under the conditions specified in paragraph 5.1.2.4. for such purposes as engine damage protection, air-handling device protection, smoke management, cold start or warming-up, or

5.1.2.2.3.   is activated only by on-board signals for purposes such as operational safety and limp-home strategies;

5.1.2.3.   An engine control device, function, system or measure that operates during the conditions specified in paragraph 5.1.2.4. and which results in the use of a different or modified engine control strategy to that normally employed during the applicable emission test cycles will be permitted if, in complying with the requirements of paragraphs 5.1.3. and/or 5.1.4., it is fully demonstrated that the measure does not reduce the effectiveness of the emission control system. In all other cases, such devices shall be considered to be a defeat device.

5.1.2.4.   For the purposes of paragraph 5.1.2.2., the defined conditions of use under steady state and transient conditions are:

(i)

an altitude not exceeding 1 000 metres (or equivalent atmospheric pressure of 90 kPa),

(ii)

an ambient temperature within the range 283 to 303 K (10 to 30 °C),

(iii)

engine coolant temperature within the range 343 to 368 K (70 to 95 °C).

5.1.3.   Special requirements for electronic emission control systems

5.1.3.1.   Documentation requirements

The manufacturer shall provide a documentation package that gives access to the basic design of the system and the means by which it controls its output variables, whether that control is direct or indirect.

The documentation shall be made available in two parts:

(a)

The formal documentation package, which shall be supplied to the technical service at the time of submission of the type-approval application, shall include a full description of the system. This documentation may be brief, provided that it exhibits evidence that all outputs permitted by a matrix obtained from the range of control of the individual unit inputs have been identified. This information shall be attached to the documentation required in paragraph 3 of this Regulation.

(b)

Additional material that shows the parameters that are modified by any auxiliary control device and the boundary conditions under which the device operates. The additional material shall include a description of the fuel system control logic, timing strategies and switch points during all modes of operation.

The additional material shall also contain a justification for the use of any auxiliary control device and include additional material and test data to demonstrate the effect on exhaust emissions of any auxiliary control device installed to the engine or on the vehicle.

This additional material shall remain strictly confidential and be retained by the manufacturer, but be made open for inspection at the time of type-approval or at any time during the validity of the type-approval.

To verify whether any strategy or measure should be considered a defeat device or an irrational emission control strategy according to the definitions given in paragraphs 2.28. and 2.30., the type-approval authority and/or the technical service may additionally request a NOx screening test using the ETC which may be carried out in combination with either the type-approval test or the procedures for checking the conformity of production.

5.1.4.1.   As an alternative to the requirements of appendix 4 to annex 4 to this Regulation, the emissions of NOx during the ETC screening test may be sampled using the raw exhaust gas and the technical prescriptions of ISO FDIS 16 183, dated 15 September 2001, shall be followed.

5.1.4.2.   In verifying whether any strategy or measure should be considered a defeat device or an irrational emission control strategy according to the definitions given in paragraphs 2.28. and 2.30., an additional margin of 10 per cent, related to the appropriate NOx limit value, shall be accepted.

For approval to row A of the tables in paragraph 5.2.1., the emissions must be determined on the ESC and ELR tests with conventional diesel engines including those fitted with electronic fuel injection equipment, exhaust gas recirculation (EGR), and/or oxidation catalysts. Diesel engines fitted with advanced exhaust after-treatment systems including deNOx catalysts and/or particulate traps, must additionally be tested on the ETC test.

For approval testing to either row B1 or B2 or row C of the tables in paragraph 5.2.1. the emissions must be determined on the ESC, ELR and ETC tests.

For gas engines, the gaseous emissions must be determined on the ETC test.

The ESC and ELR test procedures are described in annex 4, appendix 1, the ETC test procedure in annex 4, Appendices 2 and 3.

The emissions of gaseous pollutants and particulate pollutants, by the engine submitted for testing, if applicable, must be measured by the method described in annex 4. Annex 4, appendix 4 describes the recommended analytical systems for the gaseous and particulate pollutants and the recommended particulate sampling systems. Other systems or analysers may be approved by the technical service if it is found that they yield equivalent results. For a single laboratory, equivalency is defined as the test results to fall within ± 5 per cent of the test results of one of the reference systems described herein. For particulate emissions only the full-flow dilution system is recognized as the reference system. For introduction of a new system into the Regulation, the determination of equivalency must be based upon the calculation of repeatability and reproducibility by an inter-laboratory test, as described in ISO 5725.

5.2.1.   Limit Values

The specific mass of the carbon monoxide, of the total hydrocarbons, of the oxides of nitrogen and of the particulates, as determined on the ESC test, and of the smoke opacity, as determined on the ELR test, must not exceed the amounts shown in Table 1.

For diesel engines that are additionally tested on the ETC test, and specifically for gas engines, the specific masses of the carbon monoxide, of the non-methane hydrocarbons, of the methane (where applicable), of the oxides of nitrogen and of the particulates (where applicable) must not exceed the amounts shown in Table 2.

Table 1

Limit values — ESC and ELR tests

Row

Mass of carbon monoxide (CO) g/kWh

Mass of hydrocarbons (HC) g/kWh

Mass of nitrogen oxides (NOx) g/kWh

Mass of particulates (PT) g/kWh

Smoke

m–1

A (2000)

2,1

0,66

5,0

0,10

0,13 (1)

0,8

B1 (2005)

1,5

0,46

3,5

0,02

0,5

B2 (2008)

1,5

0,46

2,0

0,02

0,5

C (EEV)

1,5

0,25

2,0

0,02

0,15


Table 2

Limit values — ETC tests (3)

Row

Mass of carbon monoxide (CO) g/kWh

Mass of non-methane hydrocarbons (NMHC) g/kWh

Mass of methane (CH4) (4) g/kWh

Mass of nitrogen oxides (NOx) g/kWh

Mass of particulates (PT) (5) g/kWh

A (2000)

5,45

0,78

1,6

5,0

0,16

0,21 (2)

B1 (2005)

4,0

0,55

1,1

3,5

0,03

B2 (2008)

4,0

0,55

1,1

2,0

0,03

C (EEV)

3,0

0,40

0,65

2,0

0,02

5.2.2.   Hydrocarbon measurement for diesel and gas fuelled engines

5.2.2.1.   A manufacturer may choose to measure the mass of total hydrocarbons (THC) on the ETC test instead of measuring the mass of non-methane hydrocarbons. In this case, the limit for the mass of total hydrocarbons is the same as shown in table 2 for the mass of non-methane hydrocarbons.

5.2.3.   Specific requirements for diesel engines

5.2.3.1.   The specific mass of the oxides of nitrogen measured at the random check points within the control area of the ESC test must not exceed by more than 10 per cent the values interpolated from the adjacent test modes (reference annex 4, appendix 1 paragraphs 4.6.2. and 4.6.3.).

5.2.3.2.   The smoke value on the random test speed of the ELR must not exceed the highest smoke value of the two adjacent test speeds by more than 20 per cent, or by more than 5 per cent of the limit value, whichever is greater.

6.   INSTALLATION ON THE VEHICLE

The engine installation on the vehicle shall comply with the following characteristics in respect to the type approval of the engine:

6.1.1.   Intake depression shall not exceed that specified for the type approved engine in annex 2A.

6.1.2.   Exhaust back-pressure shall not exceed that specified for the type approved engine in annex 2A.

6.1.3.   Power absorbed by the auxiliaries needed for operating the engine must not exceed that specified for the type-approved engine in annex 2A.

7.   ENGINE FAMILY

7.1.   Parameters defining the engine family

The engine family, as determined by the engine manufacturer, may be defined by basic characteristics, 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:

7.1.1.   Combustion cycle:

—

2 cycle

—

4 cycle

7.1.2.   Cooling medium:

—

air

—

water

—

oil

7.1.3.   For gas engines and engines with after-treatment

—

Number of cylinders

(other diesel engines with fewer cylinders than the parent engine may be considered to belong to the same engine family provided the fuelling system meters fuel for each individual cylinder).

7.1.4.   Individual cylinder displacement:

—

engines to be within a total spread of 15 per cent

7.1.5.   Method of air aspiration:

—

naturally aspirated

—

pressure charged

—

pressure charged with charge air cooler

7.1.6.   Combustion chamber type/design:

—

pre-chamber

—

swirl chamber

—

open chamber

7.1.7.   Valve and porting — configuration, size and number:

—

cylinder head

—

cylinder wall

—

crankcase

7.1.8.   Fuel injection system (diesel engines):

—

pump-line-injector

—

in-line pump

—

distributor pump

—

single element

—

unit injector

7.1.9.   Fuelling system (gas engines):

—

mixing unit

—

gas induction/injection (single point, multi-point)

—

liquid injection (single point, multi-point)

7.1.10.   Ignition system (gas engines)

7.1.11.   Miscellaneous features:

—

exhaust gas recirculation

—

water injection/emulsion

—

secondary air injection

—

charge cooling system

7.1.12.   Exhaust after treatment:

—

3-way-catalyst

—

oxidation catalyst

—

reduction catalyst

—

thermal reactor

—

particulate trap

7.2.   Choice of the parent engine

7.2.1.   Diesel engines

The parent engine of the family must 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 must be selected using the secondary criteria of highest fuel delivery per stroke at rated speed. Under certain circumstances, the approval authority may conclude that the worst case emission rate of the family can best be characterised by testing a second engine. Thus, the approval authority may select an additional engine for test based upon features, which indicate that it may have the highest emission level of the engines within that family.

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

7.2.2.   Gas engines

The parent engine of the family must be selected using the primary criteria of the largest displacement. In the event that two or more engines share this primary criteria, the parent engine must be selected using the secondary criteria in the following order:

—

the highest fuel delivery per stroke at the speed of declared rated power;

—

the most advanced spark timing;

—

the lowest EGR rate;

—

no air pump or lowest actual air flow pump.

Under certain circumstances, the approval authority may conclude that the worst case emission rate of the family can best be characterised by testing a second engine. Thus, the approval authority may select an additional engine for test based upon features, which indicate that it may have the highest emission level of the engines within that family.

8.   CONFORMITY OF PRODUCTION

The conformity of production procedures shall comply with those set out in the Agreement, appendix 2 (E/ECE/324-E/ECE/TRANS/505/Rev.2), with the following requirements:

8.1.   Every engine or vehicle bearing an approval mark as prescribed under this Regulation shall be so manufactured as to conform, with regard to the description as given in the approval form and its annexes, to the approved type.

8.2.   As a general rule, conformity of production with regard to limitation of emissions is checked based on the description given in the communication form and its annexes.

If emissions of pollutants are to be measured and an engine approval has had one or several extensions, the tests will be carried out on the engine(s) described in the information package relating to the relevant extension.

Conformity of the engine subjected to a pollutant test:

After submission of the engine to the authorities, the manufacturer must not carry out any adjustment to the engines selected.

8.3.1.1.   Three engines are randomly taken in the series. Engines that are subject to testing only on the ESC and ELR tests or only on the ETC test for approval to row A of the tables in paragraph 5.2.1. are subject to those applicable tests for the checking of production conformity. With the agreement of the authority, all other engines approved to row A, B1 or B2, or C of the tables in paragraph 5.2.1. are subjected to testing either on the ESC and ELR cycles or on the ETC cycle for the checking of the production conformity. The limit values are given in paragraph 5.2.1. of the Regulation.

8.3.1.2.   The tests are carried out according to appendix 1 to this Regulation, where the competent authority is satisfied with the production standard deviation given by the manufacturer.

The tests are carried out according to appendix 2 to this Regulation, where the competent authority is not satisfied with the production standard deviation given by the manufacturer.

At the manufacturer's request, the tests may be carried out in accordance with appendix 3 to this Regulation.

8.3.1.3.   On the basis of a test of the engine by sampling, the production of a series is regarded as conforming where a pass decision is reached for all the pollutants and non conforming where a fail decision is reached for one pollutant, in accordance with the test criteria applied in the appropriate appendix.

When a pass decision has been reached for one pollutant, this decision may not be changed by any additional tests made in order to reach a decision for the other pollutants.

If no pass decision is reached for all the pollutants and if no fail decision is reached for one pollutant, a test is carried out on another engine (see figure 2).

If no decision is reached, the manufacturer may at any time decide to stop testing. In that case a fail decision is recorded.

The tests will be carried out on newly manufactured engines. Gas fuelled engines must be run-in using the procedure defined in paragraph 3 of appendix 2 to annex 4.

8.3.2.1.   However, at the request of the manufacturer, the tests may be carried out on diesel or gas engines which have been run-in more than the period referred to in paragraph 8.4.2.2., up to a maximum of 100 hours. In this case, the running-in procedure will be conducted by the manufacturer who must undertake not to make any adjustments to those engines.

8.3.2.2.   When the manufacturer asks to conduct a running-in procedure in accordance with paragraph 8.4.2.2.1., it may be carried out on:

—

all the engines that are tested,

or,

—

the first engine tested, with the determination of an evolution coefficient as follows:

—

the pollutant emissions will be measured at zero and at ‘x’ hours on the first engine tested,

—

the evolution coefficient of the emissions between zero and ‘x’ hours will be calculated for each pollutant:

Formula

It may be less than one.

The subsequent test engines will not be subjected to the running-in procedure, but their zero hour emissions will be modified by the evolution coefficient.

In this case, the values to be taken will be:

—

the values at ‘x’ hours for the first engine,

—

the values at zero hour multiplied by the evolution coefficient for the other engines.

8.3.2.3.   For diesel and LPG fuelled engines, all these tests may be conducted with commercial fuel. However, at the manufacturer's request, the reference fuels described in annexes 5 or 7 may be used. This implies tests, as described in paragraph 4. of this Regulation, with at least two of the reference fuels for each gas engine.

8.3.2.4.   For NG fuelled engines, all these tests may be conducted with commercial fuel in the following way:

(i)

for H marked engines with a commercial fuel within the H range (0,89 ≤ Sλ ≤ 1,00);

(ii)

for L marked engines with a commercial fuel within the L range (1,00 ≤ Sλ ≤ 1,19);

(iii)

for HL marked engines with a commercial fuel within the extreme range of the λ-shift factor (0,89 ≤ Sλ ≤ 1,19).

However, at the manufacturer's request, the reference fuels described in annex 6 may be used. This implies tests, as described in paragraph 4. of this Regulation.

8.3.2.5.   In the case of dispute caused by the non-compliance of gas fuelled engines when using a commercial fuel, the tests must be performed with a reference fuel on which the parent engine has been tested, or with the possible additional fuel 3 as referred to in paragraphs 4.1.3.1. and 4.2.1.1., on which the parent engine may have been tested. Then, the result has to be converted by a calculation applying the relevant factor(s) ‘r’, ‘ra’ or ‘rb’ as described in paragraphs 4.1.3.2., 4.1.5.1. and 4.2.1.2. If r, ra or rb are less than 1 no correction must take place. The measured results and the calculated results must demonstrate that the engine meets the limit values with all relevant fuels (fuels 1, 2 and, if applicable, fuel 3 in the case of natural gas engines and fuels A and B in the case of LPG engines).

8.3.2.6.   Tests for conformity of production of a gas fuelled engine laid out for operation on one specific fuel composition must be performed on the fuel for which the engine has been calibrated.

Image 2

Figure 2: Conformity of production testing scheme

Test of three engines

Computation of the test statistic result

According to the appropriate appendix does the test statistic result agree with the criteria for failing the series for at least one pollutant?

Series rejected

YES

NO

According to the appropriate appendix does the test statistic result agree with the criteria for passing the series for at least one pollutant?

NO

YES

A pass decision is reached for one or more pollutants

YES

Is a pass decision reached for all pollutants?

Series accepted

YES

Test of an additional engine

YES

9.   PENALTIES FOR NON-CONFORMITY OF PRODUCTION

9.1.   The approval granted in respect of an engine or vehicle type pursuant to this Regulation may be withdrawn if the requirements laid down in paragraph 8.1. are not complied with, or if the engine(s) or vehicle(s) taken fail to pass the tests prescribed in paragraph 8.3.

9.2.   If a Contracting Party to the 1958 Agreement applying this Regulation withdraws an approval it has previously granted, it shall forthwith so notify the other Contracting Parties applying this Regulation by means of a communication form conforming to the model in annexes 2A or 2B to this Regulation.

10.   MODIFICATION AND EXTENSION OF APPROVAL OF THE APPROVED TYPE

Every modification of the approved type shall be notified to the administrative department which approved the type. The department may then either:

10.1.1.   Consider that the modifications made are unlikely to have an appreciable adverse effect and that in any case the modified type still complies with the requirement; or

10.1.2.   Require a further test report from the technical service conducting the tests.

10.2.   Confirmation or refusal of approval, specifying the alterations, shall be communicated by the procedure specified in paragraph 4.5. to the Parties to the Agreement applying this Regulation.

10.3.   The competent authority issuing the extension of approval shall assign a series number for such an extension and inform thereof the other Parties to the 1958 Agreement applying this Regulation by means of a communication form conforming to the model in annexes 2A or 2B to this Regulation.

11.   PRODUCTION DEFINITELY DISCONTINUED

If the holder of the approval completely ceases to manufacture the type approved in accordance with this Regulation, he shall so inform the authority which granted the approval. Upon receiving the relevant communication that authority shall inform thereof the other Parties to the 1958 Agreement which apply this Regulation by means of a communication form conforming to the model in annexes 2A or 2B to this Regulation.

12.   TRANSITIONAL PROVISIONS

12.1.   General

12.1.1.   As from the official date of entry into force of the 04 series of amendments, no Contracting Party applying this Regulation must refuse to grant ECE approval under this Regulation as amended by the 04 series of amendments.

12.1.2.   As from the date of entry into force of the 04 series of amendments, Contracting Parties applying this Regulation must grant ECE approvals only if the engine meets the requirements of this Regulation as amended by the 04 series of amendments.

The engine must be subject to the relevant tests set out in paragraph 5.2. to this Regulation and must, in accordance with paragraphs 12.2.1., 12.2.2. and 12.2.3. below, satisfy the relevant emission limits detailed in paragraph 5.2.1. of this Regulation.

12.2.   New type approvals

12.2.1.   Subject to the provisions of paragraph 12.4.1., Contracting Parties applying this Regulation must, from the date of entry into force of the 04 series of amendments to this Regulation, grant an ECE approval to an engine only if that engine satisfies the relevant emission limits of Rows A, B1, B2 or C in the tables to paragraph 5.2.1. of this Regulation.

12.2.2.   Subject to the provisions of paragraph 12.4.1., Contracting Parties applying this Regulation must, from 1 October 2005, grant an ECE approval to an engine only if that engine satisfies the relevant emission limits of Rows B1, B2 or C in the tables to paragraph 5.2.1. of this Regulation.

12.2.3.   Subject to the provisions of paragraph 12.4.1., Contracting Parties applying this Regulation must, from 1 October 2008, grant an ECE approval to an engine only if that engine satisfies the relevant emission limits of Rows B2 or C in the tables to paragraph 5.2.1. of this Regulation.

12.3.   Limit of validity of old type approvals

12.3.1.   With the exception of the provisions of paragraphs 12.3.2. and 12.3.3., as from the official date of entry into force of the 04 series of amendments, type approvals granted to this Regulation as amended by the 03 series of amendments must cease to be valid, unless the Contracting Party which granted the approval notifies the other Contracting Parties applying this Regulation that the engine type approved meets the requirements of this Regulation as amended by the 04 series of amendments, in accordance with paragraph 12.2.1. above.

12.3.2.   Extension of type-approval

12.3.2.1.   Paragraphs 12.3.2.2. and 12.3.2.3. below shall only be applicable to new compression-ignition engines and new vehicles propelled by a compression-ignition engine that have been approved to the requirements of row A of the tables in paragraph 5.2.1. of this Regulation.

12.3.2.2.   As an alternative to paragraphs 5.1.3. and 5.1.4., the manufacturer may present to the technical service the results of a NOx screening test using the ETC on the engine conforming to the characteristics of the parent engine described in annex 1, and taking into account the provisions of paragraphs 5.1.4.1. and 5.1.4.2. The manufacturer shall also provide a written statement that the engine does not employ any defeat device or irrational emission control strategy as defined in paragraph 2. of this Regulation.

12.3.2.3.   The manufacturer shall also provide a written statement that the results of the NOx screening test and the declaration for the parent engine, as referred to in paragraph 5.1.4., are also applicable to all engine types within the engine family described in annex 1.

12.3.3.   Gas engines

As from the 1 October 2003, type approvals granted to gas engines to this Regulation as amended by the 03 series of amendments must cease to be valid, unless the Contracting Party which granted the approval notifies the other Contracting Parties applying this Regulation that the engine type approved meets the requirements of this Regulation as amended by the 04 series of amendments, in accordance with paragraph 12.2.1. above.

12.3.4.   As from 1 October 2006, type approvals granted to this Regulation as amended by the 04 series of amendments must cease to be valid, unless the Contracting Party which granted the approval notifies the other Contracting Parties applying this Regulation that the engine type approved meets the requirements of this Regulation as amended by the 04 series of amendments, in accordance with paragraph 12.2.2. above.

12.3.5.   As from 1 October 2009, type approvals granted to this Regulation as amended by the 04 series of amendments must cease to be valid, unless the Contracting Party which granted the approval notifies the other Contracting Parties applying this Regulation that the engine type approved meets the requirements of this Regulation as amended by the 04 series of amendments, in accordance with paragraph 12.2.3. above.

12.4.   Replacement parts for vehicles in use

12.4.1.   Contracting Parties applying this Regulation may continue to grant approvals to those engines which comply with the requirements of this Regulation as amended by any previous series of amendments, or to any level of the Regulation as amended by the 04 series of amendments, provided that the engine is intended as a replacement for a vehicle in-use and for which that earlier standard was applicable at the date of that vehicle's entry into service.

13.   NAMES AND ADDRESSES OF TECHNICAL SERVICES RESPONSIBLE FOR CONDUCTING APPROVAL TESTS AND OF ADMINISTRATIVE DEPARTMENTS

The Parties to the 1958 Agreement applying this Regulation shall communicate to the United Nations secretariat the names and addresses of the technical services responsible for conducting approval tests and the administrative departments which grant approval and to which forms certifying approval or extension or refusal or withdrawal of approval, issued in other countries, are to be sent.

Appendix 1

PROCEDURE FOR PRODUCTION CONFORMITY TESTING WHEN STANDARD DEVIATION IS SATISFACTORY

1.   This appendix describes the procedure to be used to verify production conformity for the emissions of pollutants when the manufacturer's production standard deviation is satisfactory.

2.   With a minimum sample size of three engines, the sampling procedure is set so that the probability of a lot passing a test with 40 per cent of the engines defective is 0,95 (producer's risk = 5 per cent), while the probability of a lot being accepted with 65 per cent of the engines defective is 0,10 (consumer's risk = 10 per cent).

3.   The following procedure is used for each of the pollutants given in paragraph 5.2.1. of the Regulation (see Figure 2):

Let:

L

=

the natural logarithm of the limit value for the pollutant;

xi

=

the natural logarithm of the measurement for the i-th engine of the sample;

s

=

an estimate of the production standard deviation (after taking the natural logarithm of the measurements);

n

=

the current sample number.

4.   For each sample the sum of the standardised deviations to the limit is calculated using the following formula:

Formula

5.   Then:

—

if the test statistic result is greater than the pass decision number for the sample size given in table 3, a pass decision is reached for the pollutant;

—

if the test statistic result is less than the fail decision number for the sample size given in table 3, a fail decision is reached for the pollutant;

—

otherwise, an additional engine is tested according to paragraph 8.3.1. of the Regulation and the calculation procedure is applied to the sample increased by one more unit.

Table 3

Pass and Fail decision numbers of appendix 1 Sampling Plan

Minimum sample size: 3

Cumulative number of engines tested (sample size)

Pass decision number An

Fail decision number Bn

3

3,327

–4,724

4

3,261

–4,790

5

3,195

–4,856

6

3,129

–4,922

7

3,063

–4,988

8

2,997

–5,054

9

2,931

–5,120

10

2,865

–5,185

11

2,799

–5,251

12

2,733

–5,317

13

2,667

–5,383

14

2,601

–5,449

15

2,535

–5,515

16

2,469

–5,581

17

2,403

–5,647

18

2,337

–5,713

19

2,271

–5,779

20

2,205

–5,845

21

2,139

–5,911

22

2,073

–5,977

23

2,007

–6,043

24

1,941

–6,109

25

1,875

–6,175

26

1,809

–6,241

27

1,743

–6,307

28

1,677

–6,373

29

1,611

–6,439

30

1,545

–6,505

31

1,479

–6,571

32

–2,112

–2,112

Appendix 2

PROCEDURE FOR PRODUCTION CONFORMITY TESTING WHEN STANDARD DEVIATION IS UNSATISFACTORY OR UNAVAILABLE

1.   This appendix describes the procedure to be used to verify production conformity for the emissions of pollutants when the manufacturer's production standard deviation is either unsatisfactory or unavailable.

2.   With a minimum sample size of three engines, the sampling procedure is set so that the probability of a lot passing a test with 40 per cent of the engines defective is 0,95 (producer's risk = 5 per cent), while the probability of a lot being accepted with 65 per cent of the engines defective is 0,10 (consumer's risk = 10 per cent).

3.   The values of the pollutants given in paragraph 5.2.1. of the Regulation are considered to be log normally distributed and should be transformed by taking their natural logarithms.

Let m0 and m denote the minimum and maximum sample size respectively (m0 = 3 and m = 32) and let n denote the current sample number.

4.   If the natural logarithms of the values measured in the series are x1, x2, …, xi and L is the natural logarithm of the limit value for the pollutant, then, define

and,

di = xi – L

Formula

Formula

5.   Table 4 shows values of the pass (An) and fail (Bn) decision numbers against current sample number. The test statistic result is the ratio

Formula
and must be used to determine whether the series has passed or failed as follows:

For m0 ≤ n ≤ m:

—

pass the series if

Formula

—

fail the series if

Formula

—

take another measurement if

Formula

6.    Remarks:

The following recursive formulae are useful for calculating successive values of the test statistic:

Formula

Formula

Formula

Table 4

Pass and Fail decision numbers of appendix 2 Sampling Plan

Minimum sample size: 3

Cumulative number of engines tested (sample size)

Pass decision number An

Fail decision number Bn

3

–0,80381

16,64743

4

–0,76339

7,68627

5

–0,72982

4,67136

6

–0,69962

3,25573

7

–0,67129

2,45431

8

–0,64406

1,94369

9

–0,61750

1,59105

10

–0,59135

1,33295

11

–0,56542

1,13566

12

–0,53960

0,97970

13

–0,51379

0,85307

14

–0,48791

0,74801

15

–0,46191

0,65928

16

–0,43573

0,58321

17

–0,40933

0,51718

18

–0,38266

0,45922

19

–0,35570

0,40788

20

–0,32840

0,36203

21

–0,30072

0,32078

22

–0,27263

0,28343

23

–0,24410

0,24943

24

–0,21509

0,21831

25

–0,18557

0,18970

26

–0,15550

0,16328

27

–0,12483

0,13880

28

–0,09354

0,11603

29

–0,06159

0,09480

30

–0,02892

0,07493

31

–0,00449

0,05629

32

0,03876

0,03876

Appendix 3

PROCEDURE FOR PRODUCTION CONFORMITY TESTING AT MANUFACTURER'S REQUEST

1.   This appendix describes the procedure to be used to verify, at the manufacturer's request, production conformity for the emissions of pollutants.

2.   With a minimum sample size of three engines, the sampling procedure is set so that the probability of a lot passing a test with 30 per cent of the engines defective is 0,90 (producer's risk = 10 per cent), while the probability of a lot being accepted with 65 per cent of the engines defective is 0,10 (consumer's risk = 10 per cent).

3.   The following procedure is used for each of the pollutants given in paragraph 5.2.1. of the Regulation (see figure 2):

Let:

L

=

the limit value for the pollutant,

xi

=

the value of the measurement for the i-th engine of the sample,

n

=

the current sample number.

4.   Calculate for the sample the test statistic quantifying the number of non-conforming engines, i.e. xi ≥ L:

5.   Then:

—

if the test statistic is less than or equal to the pass decision number for the sample size given in table 5, a pass decision is reached for the pollutant;

—

if the test statistic is greater than or equal to the fail decision number for the sample size given in table 5, a fail decision is reached for the pollutant;

—

otherwise, an additional engine is tested according to paragraph 8.3.1. of the Regulation and the calculation procedure is applied to the sample increased by one more unit.

In table 5 the pass and fail decision numbers are calculated by means of the International Standard ISO 8422:1991.

Table 5

Pass and Fail decision numbers of appendix 3 Sampling Plan

Minimum sample size: 3

Cumulative number of engines tested (sample size)

Pass decision number

Fail decision number

3

—

3

4

0

4

5

0

4

6

1

5

7

1

5

8

2

6

9

2

6

10

3

7

11

3

7

12

4

8

13

4

8

14

5

9

15

5

9

16

6

10

17

6

10

18

7

11

19

8

9

ANNEX 1

ESSENTIAL CHARACTERISTICS OF THE (PARENT) ENGINE AND INFORMATION CONCERNING THE CONDUCT OF TEST (4)

1.   DESCRIPTION OF ENGINE

1.1.   Manufacturer: …

1.2.   Manufacturer's engine code: …

1.3.   Cycle: four stroke/two stroke (5)

Number and arrangement of cylinders: …

1.4.1.   Bore: … mm

1.4.2.   Stroke: … mm

1.4.3.   Firing order: …

1.5.   Engine capacity: … cm3

1.6.   Volumetric compression ratio (6): …

1.7.   Drawing(s) of combustion chamber and piston crown: …

1.8.   Minimum cross-sectional area of inlet and outlet ports: … cm2

1.9.   Idling speed: … min–1

1.10.   Maximum net power: … kW at … min–1

1.11.   Maximum permitted engine speed: … min–1

1.12.   Maximum net torque: … Nm at … min–1

1.13.   Combustion system: compression ignition/positive ignition (5)

1.14.   Fuel: Diesel/LPG/NG-H/NG-L/NG-HL/Ethanol (4)

Cooling system

Liquid

1.15.1.1.   Nature of liquid: …

1.15.1.2.   Circulating pump(s): yes/no (5)

1.15.1.3.   Characteristics or make(s) and type(s) (if applicable): …

1.15.1.4.   Drive ratio(s) (if applicable): …

Air

1.15.2.1.   Blower: yes/no (5)

1.15.2.2.   Characteristics or make(s) and type(s) (if applicable): …

1.15.2.3.   Drive ratio(s) (if applicable): …

Temperature permitted by the manufacturer

1.16.1.   Liquid cooling: Maximum temperature at outlet: … K

1.16.2.   Air cooling: … Reference point: …

Maximum temperature at reference point: … K

1.16.3.   Maximum temperature of the air at the outlet of the intake intercooler (if applicable) … K

1.16.4.   Maximum exhaust temperature at the point in the exhaust pipe(s) adjacent to the outer flange(s) of the exhaust manifold(s)

or turbocharger(s): … K

1.16.5.   Fuel temperature: min. … K, max. … K

for diesel engines at injection pump inlet, for gas fuelled engines at pressure regulator final stage.

1.16.6.   Fuel pressure: min. … kPa, max. … kPa

at pressure regulator final stage, NG fuelled gas engines only.

1.16.7.   Lubricant temperature: min. … K, max. … K

Pressure charger: yes/no (5)

1.17.1.   Make: …

1.17.2.   Type: …

1.17.3.   Description of the system

(e.g. max. charge pressure, wastegate, if applicable): …

1.17.4.   Intercooler: yes/no (5)

1.18.   Intake system

Maximum allowable intake depression at rated engine speed and at 100 per cent load as specified in and under the operating conditions

of Regulation No 24 … kPa

1.19.   Exhaust system

Maximum allowable exhaust back pressure at rated engine speed and at 100 per cent load as specified in and under the operating conditions

of Regulation No 24 … kPa

Exhaust system volume: … dm3

2.   MEASURES TAKEN AGAINST AIR POLLUTION

2.1.   Device for recycling crankcase gases (description and drawings): …

…

Additional anti-pollution devices (if any, and if not covered by another heading)

Catalytic converter: yes/no (5)

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, shape 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 and reference distance in the exhaust line): …

…

Oxygen sensor: yes/no (5)

2.2.2.1.   Make(s): …

2.2.2.2.   Type: …

2.2.2.3.   Location: …

Air injection: yes/no (5)

2.2.3.1.   Type (pulse air, air pump, etc.): …

EGR: yes/no (5)

2.2.4.1.   Characteristics (flow rate, etc.): …

Particulate trap: yes/no (5)

2.2.5.1.   Dimensions, shape and capacity of the particulate trap: …

2.2.5.2.   Type and design of the particulate trap: …

2.2.5.3.   Location (reference distance in the exhaust line): …

2.2.5.4.   Method or system of regeneration, description and/or drawing: …

Other systems: yes/no (5)

2.2.6.1.   Description and operation: …

3.   FUEL FEED

Diesel engines

3.1.1.   Feed pump

Pressure (6): … kPa or characteristic diagram (5): …

Injection system

Pump

3.1.2.1.1.   Make(s): …

3.1.2.1.2.   Type(s): …

3.1.2.1.3.   Delivery: … mm3  (6) per stroke at engine speed of … min–1 at full injection, or characteristic diagram (5)  (6): …

…

Mention the method used: On engine/on pump bench (5)

If boost control is supplied, state the characteristic fuel delivery and boost pressure versus engine speed.

Injection advance

3.1.2.1.4.1.   Injection advance curve (6): …

3.1.2.1.4.2.   Static injection timing (6): …

Injection piping

3.1.2.2.1.   Length: … mm

3.1.2.2.2.   Internal diameter: … mm

Injector(s)

3.1.2.3.1.   Make(s): …

3.1.2.3.2.   Type(s): …

3.1.2.3.3.    ‘Opening pressure’: … kPa (6)

or characteristic diagram (5)  (6): …

Governor

3.1.2.4.1.   Make(s): …

3.1.2.4.2.   Type(s): …

3.1.2.4.3.   Speed at which cut-off starts under full load: … min–1

3.1.2.4.4.   Maximum no-load speed: … min–1

3.1.2.4.5.   Idling speed: … min–1

Cold start system

3.1.3.1.   Make(s): …

3.1.3.2.   Type(s): …

3.1.3.3.   Description: …

Auxiliary starting aid: …

3.1.3.4.1.   Make: …

3.1.3.4.2.   Type: …

Gas fuelled engines (7)

3.2.1.   Fuel: Natural gas/LPG (5)

Pressure regulator(s) or vaporiser/pressure regulator(s) (6)

3.2.2.1.   Make(s): …

3.2.2.2.   Type(s): …

3.2.2.3.   Number of pressure reduction stages: …

3.2.2.4.   Pressure in final stage: min … kPa, max. … kPa

3.2.2.5.   Number of main adjustment points: …

3.2.2.6.   Number of idle adjustment points: …

3.2.2.7.   Approval number according to Reg. No: …

Fuelling system: mixing unit/gas injection/liquid injection/direct injection (5)

3.2.3.1.   Mixture strength regulation: …

3.2.3.2.   System description and/or diagram and drawings: …

3.2.3.3.   Approval number according to Regulation No …

Mixing unit

3.2.4.1.   Number: …

3.2.4.2.   Make(s): …

3.2.4.3.   Type(s): …

3.2.4.4.   Location: …

3.2.4.5.   Adjustment possibilities: …

3.2.4.6.   Approval number according to Regulation No …

Inlet manifold injection

3.2.5.1.   Injection: single point/multi-point (5)

3.2.5.2.   Injection: continuous/simultaneously timed/sequentially timed (5)

Injection equipment

3.2.5.3.1.   Make(s): …

3.2.5.3.2.   Type(s): …

3.2.5.3.3.   Adjustment possibilities: …

3.2.5.3.4.   Approval number according to Regulation No …

Supply pump (if applicable): …

3.2.5.4.1.   Make(s): …

3.2.5.4.2.   Type(s): …

3.2.5.4.3.   Approval number according to Regulation No …

Injector(s): …

3.2.5.5.1.   Make(s): …

3.2.5.5.2.   Type(s): …

3.2.5.5.3.   Approval number according to Regulation No …

Direct injection

Injection pump/pressure regulator (5)

3.2.6.1.1.   Make(s): …

3.2.6.1.2.   Type(s): …

3.2.6.1.3.   Injection timing: …

3.2.6.1.4.   Approval number according to Regulation No …

Injector(s)

3.2.6.2.1.   Make(s): …

3.2.6.2.2.   Type(s): …

3.2.6.2.3.   Opening pressure or characteristic diagram (6): …

3.2.6.2.4.   Approval number according to Regulation No …

Electronic control unit (ECU)

3.2.7.1.   Make(s): …

3.2.7.2.   Type(s): …

3.2.7.3.   Adjustment possibilities: …

NG fuel-specific equipment

Variant 1 (only in the case of approvals of engines for several specific fuel compositions)

3.2.8.1.1.   Fuel composition:

methane (CH4):

basis: … %mole

min … %mole

max … %mole

ethane (C2H6):

basis: … %mole

min … %mole

max … %mole

propane (C3H8):

basis: … %mole

min … %mole

max … %mole

butane (C4H10):

basis: … %mole

min … %mole

max … %mole

C5/C5+:

basis: … %mole

min … %mole

max … %mole

oxygen (O2):

basis: … %mole

min … %mole

max … %mole

inert (N2, He etc):

basis: … %mole

min … %mole

max … %mole

Injector(s)

3.2.8.1.2.1.   Make(s):

3.2.8.1.2.2.   Type(s):

3.2.8.1.3.   Others (if applicable)

3.2.8.2.   Variant 2 (only in the case of approvals for several specific fuel compositions)

4.   VALVE TIMING

4.1.   Maximum lift of valves and angles of opening and closing in relation to dead centres or equivalent data …

4.2.   Reference and/or setting ranges (5): …

5.   IGNITION SYSTEM (SPARK IGNITION ENGINES ONLY)

5.1.   Ignition system type:

common coil and plugs/individual coil and plugs/coil on plug/other (specify) (5)

Ignition control unit

5.2.1.   Make(s): …

5.2.2.   Type(s): …

5.3.   Ignition advance curve/advance map (5)  (6): …

5.4.   Ignition timing (6): … degrees before TDC at a speed of … min–1 and a MAP of … kPa

Spark plugs

5.5.1.   Make(s): …

5.5.2.   Type(s): …

5.5.3.   Gap setting: … mm

Ignition coil(s)

5.6.1.   Make(s): …

5.6.2.   Type(s): …

6.   ENGINE-DRIVEN EQUIPMENT

The engine must be submitted for testing with the auxiliaries needed for operating the engine (e.g. fan, water pump, etc.), as specified in and under the operating conditions of Regulation No 24.

6.1.   Auxiliaries to be fitted for the test

If it is impossible or inappropriate to install the auxiliaries on the test bench, the power absorbed by them must be determined and subtracted from the measured engine power over the whole operating area of the test cycle(s).

6.2.   Auxiliaries to be removed for the test

Auxiliaries needed only for the operation of the vehicle (e.g. air compressor, air-conditioning system etc.) must be removed for the test. Where the auxiliaries cannot be removed, the power absorbed by them may be determined and added to the measured engine power over the whole operating area of the test cycle(s).

7.   ADDITIONAL INFORMATION ON TEST CONDITIONS

Lubricant used

7.1.1.   Make: …

7.1.2.   Type: …

(State percentage of oil in mixture if lubricant and fuel are mixed): …

Engine-driven equipment (if applicable)

The power absorbed by the auxiliaries needs only be determined,

—

if auxiliaries needed for operating the engine, are not fitted to the engine

and/or

—

if auxiliaries not needed for operating the engine, are fitted to the engine.

7.2.1.   Enumeration and identifying details: …

7.2.2.   Power absorbed at various indicated engine speeds:

Equipment

Power absorbed (kW) at various engine speeds

Idle

Low Speed

High Speed

Speed A (8)

Speed B (8)

Speed C (8)

Ref. Speed (9)

P(a)

Auxiliaries needed for operating the engine

(to be subtracted from measured engine power)

see item 6.1.

 

 

 

 

 

 

 

P(b)

Auxiliaries not needed for operating the engine

(to be added to measured engine power)

see item 6.2.

 

 

 

 

 

 

 

8.   ENGINE PERFORMANCE

8.1.   Engine speeds (10)

Low speed (nlo): … min–1

High speed (nhi): … min–1

for ESC and ELR Cycles

Idle: … min–1

Speed A: … min–1

Speed B: … min–1

Speed C: … min–1

for ETC cycle

Reference speed: … min–1

8.2.   Engine power (measured in accordance with the provisions of Regulation No 24) in kW

 

Engine speed

Idle

Speed A (8)

Speed B (8)

Speed C (8)

Ref. Speed (9)

P(m)

Power measured on test bed

 

 

 

 

 

P(a)

Power absorbed by auxiliaries to be fitted for test (item 6.1)

—

if fitted

—

if not fitted

0

0

0

0

0

P(b)

Power absorbed by auxiliaries to be removed for test (item 6.2)

—

if fitted

—

if not fitted

0

0

0

0

0

P(n)

Net engine power

= P(m) – P(a) + P(b)

 

 

 

 

 

Dynamometer settings (kW)

The dynamometer settings for the ESC and ELR tests and for the reference cycle of the ETC test must be based upon the net engine power P(n) of paragraph 8.2. It is recommended to install the engine on the test bed in the net condition. In this case, P(m) and P(n) are identical. If it is impossible or inappropriate to operate the engine under net conditions, the dynamometer settings must be corrected to net conditions using the above formula.

8.3.1.   ESC and ELR Tests

The dynamometer settings must be calculated according to the formula in annex 4, appendix 1, paragraph 1.2.

Per cent load

Engine speed

Idle

Speed A

Speed B

Speed C

10

—

 

 

 

25

—

 

 

 

50

—

 

 

 

75

—

 

 

 

100

 

 

 

 

8.3.2.   ETC Test

If the engine is not tested under net conditions, the correction formula for converting the measured power or measured cycle work, as determined according to annex 4, appendix 2, paragraph 2., to net power or net cycle work must be submitted by the engine manufacturer for the whole operating area of the cycle, and approved by the Technical Service.

ANNEX 1

Appendix 1

CHARACTERISTICS OF THE ENGINE-RELATED VEHICLE PARTS

1.   Intake system depression at rated engine speed and

at 100 per cent load: … kPa

2.   Exhaust system back pressure at rated engine speed and

at 100 per cent load: … kPa

3.   Volume of exhaust system: … cm3

4.   Power absorbed by the auxiliaries needed for operating the engine as specified in and under the operation conditions of Regulation No 24

Equipment

Power absorbed (kW) at various engine speeds

Idle

Low Speed

High Speed

Speed A (11)

Speed B (11)

Speed C (11)

Ref. Speed (12)

P(a)

Auxiliaries needed for operating the engine

(to be subtracted from measured engine power)

see annex 1, item 6.1.

 

 

 

 

 

 

 

ANNEX 1

Appendix 2

ESSENTIAL CHARACTERISTICS OF THE ENGINE FAMILY

1.   COMMON PARAMETERS

1.1.   Combustion cycle: …

1.2.   Cooling medium: …

1.3.   Number of cylinders (13): …

1.4.   Individual cylinder displacement: …

1.5.   Method of air aspiration: …

1.6.   Combustion chamber type/design: …

1.7.   Valve and porting — configuration, size and number: …

…

1.8.   Fuel system: …

1.9.   Ignition system (gas engines): …

1.10.   Miscellaneous features:

—

charge cooling system (13): …

—

exhaust gas recirculation (13): …

—

water injection/emulsion (13): …

—

air injection (13): …

1.11.   Exhaust after-treatment (13): …

Proof of identical (or lowest for the parent engine) ratio:

system capacity/fuel delivery per stroke, pursuant to diagram number(s): …

2.   ENGINE FAMILY LISTING

Name of diesel engine family: …

2.1.1.   Specification of engines within this family:

 

 

 

 

 

Parent Engine

Engine Type

 

 

 

 

 

No of cylinders

 

 

 

 

 

Rated speed (min–1)

 

 

 

 

 

Fuel delivery per stroke (mm3)

 

 

 

 

 

Rated net power (kW)

 

 

 

 

 

Maximum torque speed (min–1)

 

 

 

 

 

Fuel delivery per stroke (mm3)

 

 

 

 

 

Maximum torque (Nm)

 

 

 

 

 

Low idle speed (min–1)

 

 

 

 

 

Cylinder displacement

(in % of parent engine)

 

 

 

 

100

Name of gas engine family: …

2.2.1.   Specification of engines within this family:

 

 

 

 

 

Parent Engine

Engine Type

 

 

 

 

 

No of cylinders

 

 

 

 

 

Rated speed (min–1)

 

 

 

 

 

Fuel delivery per stroke (mm3)

 

 

 

 

 

Rated net power (kW)

 

 

 

 

 

Maximum torque speed (min–1)

 

 

 

 

 

Fuel delivery per stroke (mm3)

 

 

 

 

 

Maximum torque (Nm)

 

 

 

 

 

Low idle speed (min–1)

 

 

 

 

 

Cylinder displacement (in % of parent engine)

 

 

 

 

100

Spark timing

 

 

 

 

 

EGR flow

 

 

 

 

 

Air pump yes/no

 

 

 

 

 

Air pump actual flow

 

 

 

 

 

ANNEX 1

Appendix 3

ESSENTIAL CHARACTERISTICS OF THE ENGINE TYPE WITHIN THE FAMILY (14)

1.   DESCRIPTION OF ENGINE

1.1.   Manufacturer: …

1.2.   Manufacturer's engine code: …

1.3.   Cycle: four stroke/two stroke (15)

Number and arrangement of cylinders: …

1.4.1.   Bore: … mm

1.4.2.   Stroke: … mm

1.4.3.   Firing order: …

1.5.   Engine capacity: … cm3

1.6.   Volumetric compression ratio (16): …

1.7.   Drawing(s) of combustion chamber and piston crown: …

…

1.8.   Minimum cross-sectional area of inlet and outlet ports: … cm2

1.9.   Idling speed: … min–1

1.10.   Maximum net power: … kW at … min–1

1.11.   Maximum permitted engine speed: … min–1

1.12.   Maximum net torque: … Nm at … min–1

1.13.   Combustion system: compression ignition/positive ignition (15)

1.14.   Fuel: Diesel/LPG/NG-H/NG-L/NG-HL/Ethanol (14)

Cooling system

Liquid

1.15.1.1.   Nature of liquid: …

1.15.1.2.   Circulating pump(s): yes/no (15)

1.15.1.3.   Characteristics or make(s) and type(s) (if applicable): …

…

1.15.1.4.   Drive ratio(s) (if applicable): …

Air

1.15.2.1.   Blower: yes/no (15)

1.15.2.2.   Characteristics or make(s) and type(s) (if applicable): …

…

1.15.2.3.   Drive ratio(s) (if applicable): …

Temperature permitted by the manufacturer

1.16.1.   Liquid cooling: Maximum temperature at outlet: … K

1.16.2.   Air cooling: Reference point: …

Maximum temperature at reference point: … K

1.16.3.   Maximum temperature of the air at the outlet of the intake intercooler (if applicable): … K

1.16.4.   Maximum exhaust temperature at the point in the exhaust pipe(s) adjacent to the outer flange(s) of the exhaust manifold(s) or turbocharger(s): … K

1.16.5.   Fuel temperature: min. … K, max. … K

for diesel engines at injection pump inlet, for gas fuelled engines at pressure regulator final stage

1.16.6.   Fuel pressure: min. … kPa, max. … kPa

at pressure regulator final stage, NG fuelled gas engines only

1.16.7.   Lubricant temperature: min. … K, max … K

Pressure charger: yes/no (15)

1.17.1.   Make: …

1.17.2.   Type: …

1.17.3.   Description of the system (e.g. max. charge pressure, wastegate, if applicable): …

1.17.4.   Intercooler: yes/no (15)

1.18.   Intake system

Maximum allowable intake depression at rated engine speed and at 100 per cent load as specified in and under the operating conditions of Regulation No 24: … kPa

1.19.   Exhaust system

Maximum allowable exhaust back pressure at rated engine speed and at 100 per cent load as specified in and under the operating conditions of Regulation No 24: … kPa

Exhaust system volume: … cm3

2.   MEASURES TAKEN AGAINST AIR POLLUTION

2.1.   Device for recycling crankcase gases (description and drawings): …

Additional anti-pollution devices (if any, and if not covered by another heading)

Catalytic converter: yes/no (15)

2.2.1.1.   Number of catalytic converters and elements: …

2.2.1.2.   Dimensions, shape and volume of the catalytic converter(s): …

…

2.2.1.3.   Type of catalytic action: …

2.2.1.4.   Total charge of precious metals: …

2.2.1.5.   Relative concentration: …

2.2.1.6.   Substrate (structure and material): …

2.2.1.7.   Cell density: …

2.2.1.8.   Type of casing for the catalytic converter(s): …

2.2.1.9.   Location of the catalytic converter(s) (place and reference distance in the exhaust line): …

…

Oxygen sensor: yes/no (15)

2.2.2.1.   Type: …

Air injection: yes/no (15)

2.2.3.1.   Type (pulse air, air pump, etc.): …

EGR: yes/no (15)

2.2.4.1.   Characteristics (flow rate etc.): …

Particulate trap: yes/no (15)

2.2.5.1.   Dimensions, shape and capacity of the particulate trap: …

…

2.2.5.2.   Type and design of the particulate trap: …

2.2.5.3.   Location (reference distance in the exhaust line): …

2.2.5.4.   Method or system of regeneration, description and/or drawing: …

…

Other systems: yes/no (15)

2.2.6.1.   Description and operation: …

3.   FUEL FEED

Diesel engines

3.1.1.   Feed pump

Pressure (16): … kPa or characteristic diagram (15): …

…

Injection system

Pump

3.1.2.1.1.   Make(s): …

3.1.2.1.2.   Type(s): …

3.1.2.1.3.   Delivery: … mm3  (16) per stroke at engine speed of … min–1 at full injection, or characteristic diagram (15)  (16): …

…

Mention the method used: On engine/on pump bench (15)

If boost control is supplied, state the characteristic fuel delivery and boost pressure versus engine speed.

Injection advance

3.1.2.1.4.1.   Injection advance curve (16): …

3.1.2.1.4.2.   Static injection timing (16): …

Injection piping

3.1.2.2.1.   Length: … mm

3.1.2.2.2.   Internal diameter: … mm

Injector(s)

3.1.2.3.1.   Make(s): …

3.1.2.3.2.   Type(s): …

3.1.2.3.3.    ‘Opening pressure’: … kPa (16)

or characteristic diagram (15)  (16): …

Governor

3.1.2.4.1.   Make(s): …

3.1.2.4.2.   Type(s): …

3.1.2.4.3.   Speed at which cut-off starts under full load: … min–1

3.1.2.4.4.   Maximum no-load speed: … min–1

3.1.2.4.5.   Idling speed: … min–1

Cold start system

3.1.3.1.   Make(s): …

3.1.3.2.   Type(s): …

3.1.3.3.   Description: …

Auxiliary starting aid: …

3.1.3.4.1.   Make: …

3.1.3.4.2.   Type: …

Gas fuelled engines

3.2.1.   Fuel: Natural gas/LPG (15)

Pressure regulator(s) or vaporiser/pressure regulator(s) (15)

3.2.2.1.   Make(s): …

3.2.2.2.   Type(s): …

3.2.2.3.   Number of pressure reduction stages: …

3.2.2.4.   Pressure in final stage: min. … kPa, max. … kPa

3.2.2.5.   Number of main adjustment points: …

3.2.2.6.   Number of idle adjustment points: …

3.2.2.7.   Approval number: …

Fuelling system: mixing unit/gas injection/liquid injection/direct injection (15)

3.2.3.1.   Mixture strength regulation: …

3.2.3.2.   System description and/or diagram and drawings: …

…

3.2.3.3.   Approval number: …

Mixing unit

3.2.4.1.   Number: …

3.2.4.2.   Make(s): …

3.2.4.3.   Type(s): …

3.2.4.4.   Location: …

3.2.4.5.   Adjustment possibilities: …

3.2.4.6.   Approval number: …

Inlet manifold injection

3.2.5.1.   Injection: single point/multi-point (15)

3.2.5.2.   Injection: continuous/simultaneously timed/sequentially timed (15)

Injection equipment

3.2.5.3.1.   Make(s): …

3.2.5.3.2.   Type(s): …

3.2.5.3.3.   Adjustment possibilities: …

3.2.5.3.4.   Approval number: …

Supply pump (if applicable): …

3.2.5.4.1.   Make(s): …

3.2.5.4.2.   Type(s): …

3.2.5.4.3.   Approval number: …

Injector(s): …

3.2.5.5.1.   Make(s): …

3.2.5.5.2.   Type(s): …

3.2.5.5.3.   Approval number: …

Direct injection

Injection pump/pressure regulator (15)

3.2.6.1.1.   Make(s): …

3.2.6.1.2.   Type(s): …

3.2.6.1.3.   Injection timing: …

3.2.6.1.4.   Approval number: …

Injector(s)

3.2.6.2.1.   Make(s): …

3.2.6.2.2.   Type(s): …

3.2.6.2.3.   Opening pressure or characteristic diagram (16): …

…

3.2.6.2.4.   Approval number: …

Electronic control unit (ECU)

3.2.7.1.   Make(s): …

3.2.7.2.   Type(s): …

3.2.7.3.   Adjustment possibilities: …

NG fuel-specific equipment

Variant 1 (only in the case of approvals of engines for several specific fuel compositions)

3.2.8.1.1.   Fuel composition:

methane (CH4):

basis: … %mole

min. … %mole

max. … %mole

ethane (C2H6):

basis: … %mole

min. … %mole

max. … %mole

propane (C3H8):

basis: … %mole

min. … %mole

max. … %mole

butane (C4H10):

basis: … %mole

min. … %mole

max. … %mole

C5/C5+:

basis: … %mole

min. … %mole

max. … %mole

oxygen (O2):

basis: … %mole

min. … %mole

max. … %mole

inert (N2, He etc):

basis: … %mole

min. … %mole

max. … %mole

Injector(s)

3.2.8.1.2.1.   Make(s): …

3.2.8.1.2.2.   Type(s): …

3.2.8.1.3.   Others (if applicable)

3.2.8.2.   Variant 2 (only in the case of approvals for several specific fuel compositions)

4.   VALVE TIMING

4.1.   Maximum lift of valves and angles of opening and closing in relation to dead centres of equivalent data: …

…

4.2.   Reference and/or setting ranges (15): …

…

5.   IGNITION SYSTEM (SPARK IGNITION ENGINES ONLY)

5.1.   Ignition system type: common coil and plugs/individual coil and plugs/coil on plug/other (specify) (15)

Ignition control unit

5.2.1.   Make(s): …

5.2.2.   Type(s): …

5.3.   Ignition advance curve/advance map (15)  (16): …

…

5.4.   Ignition timing (16): … degrees before TDC at a speed of … min–1 and a MAP of … kPa

Spark plugs

5.5.1.   Make(s): …

5.5.2.   Type(s): …

5.5.3.   Gap setting: … mm

Ignition coil(s)

5.6.1.   Make(s): …

5.6.2.   Type(s): …

ANNEX 2A

Image 3

Text of image

Image 4

Text of image

ANNEX 2B

Image 5

Text of image

Image 6

Text of image

ANNEX 3

ARRANGEMENTS OF APPROVAL MARKS

(See paragraph 4.6. of this Regulation)

APPROVAL ‘I’ (Row A).

(See paragraph 4.6.3. of this Regulation)

Model A

Engines approved to Row A emission limits and operating on diesel or liquefied petroleum gas (LPG) fuel.

Image 7

a = 8 mm min.

Model B

Engines approved to Row A emission limits and operating on natural gas (NG) fuel. The suffix after the national symbol indicates the fuel qualification determined in accordance with paragraph 4.6.3.1. of this Regulation.

Image 8

a = 8 mm min.

The above approval marks affixed to an engine/vehicle show that the engine/vehicle type concerned has been approved in the United Kingdom (E11) pursuant to Regulation No 49 and under approval number 042439. This approval indicates that the approval was given in accordance with the requirements of Regulation No 49 with the 04 series of amendments incorporated and satisfying the relevant limits detailed in paragraph 5.2.1. of this Regulation.

APPROVAL ‘II’ (Row B1).

(See paragraph 4.6.3. of this Regulation)

Model C

Engines approved to Row B1 emission limits and operating on diesel or liquefied petroleum gas (LPG) fuel.

Image 9

a = 8 mm min.

Model D

Engines approved to Row B1 emission limits and operating on natural gas (NG) fuel. The suffix after the national symbol indicates the fuel qualification determined in accordance with paragraph 4.6.3.1. of this Regulation.

Image 10

a = 8 mm min.

The above approval mark affixed to an engine/vehicle shows that the engine/vehicle type concerned has been approved in the United Kingdom (E11) pursuant to Regulation No 49 and under approval number 042439. This approval indicates that the approval was given in accordance with the requirements of Regulation No 49 with the 04 series of amendments incorporated and satisfying the relevant limits detailed in paragraph 5.2.1. of this Regulation.

APPROVAL ‘III’ (Row B2).

(See paragraph 4.6.3. of this Regulation)

Model E

Engines approved to Row B2 emission limits and operating on diesel or liquefied petroleum gas (LPG) fuel.

Image 11

a = 8 mm min.

Model F

Engines approved to Row B2 emission limits and operating on natural gas (NG) fuel. The suffix after the national symbol indicates the fuel qualification determined in accordance with paragraph 4.6.3.1. of this Regulation.

Image 12

a = 8 mm min.

The above approval mark affixed to an engine/vehicle shows that the engine/vehicle type concerned has been approved in the United Kingdom (E11) pursuant to Regulation No 49 and under approval number 042439. This approval indicates that the approval was given in accordance with the requirements of Regulation No 49 with the 04 series of amendments incorporated and satisfying the relevant limits detailed in paragraph 5.2.1. of this Regulation.

APPROVAL ‘IV’ (Row C).

(See paragraph 4.6.3. of this Regulation)

Model G

Engines approved to Row C emission limits and operating on diesel or liquefied petroleum gas (LPG) fuel.

Image 13

a = 8 mm min.

Model H

Engines approved to Row C emission limits and operating on natural gas (NG) fuel. The suffix after the national symbol indicates the fuel qualification determined in accordance with paragraph 4.6.3.1. of this Regulation.

Image 14

a = 8 mm min.

The above approval mark affixed to an engine/vehicle shows that the engine/vehicle type concerned has been approved in the United Kingdom (E11) pursuant to Regulation No 49 and under approval number 042439. This approval indicates that the approval was given in accordance with the requirements of Regulation No 49 with the 04 series of amendments incorporated and satisfying the relevant limits detailed in paragraph 5.2.1. of this Regulation.

ENGINE/VEHICLE APPROVED TO ONE OR MORE REGULATIONS

(See paragraph 4.7. of this Regulation)

Model I

Image 15

The above approval mark affixed to an engine/vehicle shows that the engine/vehicle type concerned has been approved in the United Kingdom (E11) pursuant to Regulation No 49 (emission level IV) and Regulation No 24 (17). The first two digits of the approval numbers indicate that, at the dates when the respective approvals were given, Regulation No 49 included the 04 series of amendments, and Regulation No 24 the 03 series of amendments.

ANNEX 4

TEST PROCEDURE

1.   INTRODUCTION

This annex describes the methods of determining emissions of gaseous components, particulates and smoke from the engines to be tested. Three test cycles are described that must be applied according to the provisions of the Regulation, paragraph 5.2:

1.1.1.   the ESC which consists of a steady state 13-mode cycle,

1.1.2.   the ELR which consists of transient load steps at different speeds, which are integral parts of one test procedure, and are run concurrently;

1.1.3.   the ETC which consists of a second-by-second sequence of transient modes.

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

1.3.   Measurement principle

The emissions to be measured from the exhaust of the engine include the gaseous components (carbon monoxide, total hydrocarbons for diesel engines on the ESC test only; non-methane hydrocarbons for diesel and gas engines on the ETC test only; methane for gas engines on the ETC test only and oxides of nitrogen), the particulates (diesel engines, gas engines at stage C only) and smoke (diesel engines on the ELR test only). Additionally, carbon dioxide is often used as a tracer gas for determining the dilution ratio of partial and full flow dilution systems. Good engineering practice recommends the general measurement of carbon dioxide as an excellent tool for the detection of measurement problems during the test run.

1.3.1.   ESC test

During a prescribed sequence of warmed-up engine operating conditions the amounts of the above exhaust emissions must be examined continuously by taking a sample from the raw exhaust gas. The test cycle consists of a number of speed and power modes, which cover the typical operating range of diesel engines. During each mode the concentration of each gaseous pollutant, exhaust flow and power output must be determined, and the measured values weighted. The particulate sample must be diluted with conditioned ambient air. One sample over the complete test procedure must be taken, and collected on suitable filters. The grams of each pollutant emitted per kilowatt-hour (kWh) must be calculated as described in appendix 1 to this annex. Additionally, NOx must be measured at three test points within the control area selected by the Technical Service (18) and the measured values compared to the values calculated from those modes of the test cycle enveloping the selected test points. The NOx control check ensures the effectiveness of the emission control of the engine within the typical engine operating range.

1.3.2.   ELR test

During a prescribed load response test, the smoke of a warmed-up engine must be determined by means of an opacimeter. The test consists of loading the engine at constant speed from 10 per cent to 100 per cent load at three different engine speeds. Additionally, a fourth load step selected by the Technical Service (18) must be run, and the value compared to the values of the previous load steps. The smoke peak must be determined using an averaging algorithm, as described in appendix 1 to this annex.

1.3.3.   ETC test

During a prescribed transient cycle of warmed-up engine operating conditions, which is based closely on road-type-specific driving patterns of heavy-duty engines installed in trucks and buses, the above pollutants must be examined after diluting the total exhaust gas with conditioned ambient air. Using the engine torque and speed feedback signals of the engine dynamometer, the power must be integrated with respect to time of the cycle resulting in the work produced by the engine over the cycle. The concentration of NOx and HC must be determined over the cycle by integration of the analyser signal. The concentration of CO, CO2, and NMHC may be determined by integration of the analyser signal or by bag sampling. For particulates, a proportional sample must be collected on suitable filters. The diluted exhaust gas flow rate must be determined over the cycle to calculate the mass emission values of the pollutants. The mass emission values must be related to the engine work to get the grams of each pollutant emitted per kilowatt-hour (kWh), as described in appendix 2 to this annex.

2.   TEST CONDITIONS

2.1.   Engine test conditions

2.1.1.   The absolute temperature (Ta) of the engine air at the inlet to the engine expressed in Kelvins, and the dry atmospheric pressure (ps), expressed in kPa must be measured and the parameter F must be determined according to the following provisions:

(a)

for diesel engines:

Naturally aspirated and mechanically supercharged engines:

Formula

Turbocharged engines with or without cooling of the intake air:

Formula

(b)

for gas engines:

Formula

2.1.2.   Test validity

For a test to be recognised as valid, the parameter F must be such that:

0,96 ≤ F ≤ 1,06

2.2.   Engines with charge air cooling

The charge air temperature must be recorded and must be, at the speed of the declared maximum power and full load, within ± 5 K of the maximum charge air temperature specified in annex 1, appendix 1, paragraph 1.16.3. The temperature of the cooling medium must be at least 293 K (20 °C).

If a test shop system or external blower is used, the charge air temperature must be within ± 5 K of the maximum charge air temperature specified in annex 1, paragraph 1.16.3. at the speed of the declared maximum power and full load. The setting of the charge air cooler for meeting the above conditions must be used for the whole test cycle.

2.3.   Engine air intake system

An engine air intake system must be used presenting an air intake restriction within ± 100 Pa of the upper limit of the engine operating at the speed at the declared maximum power and full load.

2.4.   Engine exhaust system

An exhaust system must be used presenting an exhaust back pressure within ±1 000 Pa of the upper limit of the engine operating at the speed of declared maximum power and full load and a volume within ± 40 per cent of that specified by the manufacturer. A test shop system may be used, provided it represents actual engine operating conditions. The exhaust system must conform to the requirements for exhaust gas sampling, as set out in annex 4, appendix 4, paragraph 3.4. and in annex 4, appendix 6, paragraph 2.2.1., EP and paragraph 2.3.1., EP.

If the engine is equipped with an exhaust after-treatment device, the exhaust pipe must have the same diameter as found in-use for at least 4 pipe diameters upstream to the inlet of the beginning of the expansion paragraph containing the after-treatment device. The distance from the exhaust manifold flange or turbocharger outlet to the exhaust after-treatment device must be the same as in the vehicle configuration or within the distance specifications of the manufacturer. The exhaust back-pressure or restriction must 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.

2.5.   Cooling system

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

2.6.   Lubricating oil

Specifications of the lubricating oil used for the test must be recorded and presented with the results of the test, as specified in annex 1, paragraph 7.1.

2.7.   Fuel

The fuel must be the reference fuel specified in annexes 5, 6 or 7.

The fuel temperature and measuring point must be specified by the manufacturer within the limits given in annex 1, paragraph 1.16.5. The fuel temperature must not be lower than 306 K (33 °C). If not specified, it must be 311 K ± 5 K (38 °C ± 5 °C) at the inlet to the fuel supply.

For NG and LPG fuelled engines, the fuel temperature and measuring point must be within the limits given in annex 1, paragraph 1.16.5. or in annex 1, appendix 3, paragraph 1.16.5. in cases where the engine is not a parent engine.

2.8.   Testing of exhaust after-treatment systems

If the engine is equipped with an exhaust after-treatment system, the emissions measured on the test cycle(s) must be representative of the emissions in the field. If this cannot be achieved with one single test cycle (e.g. for particulate filters with periodic regeneration), several test cycles must be conducted and the test results averaged and/or weighted. The exact procedure must be agreed by the engine manufacturer and the Technical Service based upon good engineering judgement.

ANNEX 4

Appendix 1

ESC AND ELR TEST CYCLES

1.   ENGINE AND DYNAMOMETER SETTINGS

1.1.   Determination of engine speeds A, B and C

The engine speeds A, B and C must be declared by the manufacturer in accordance with the following provisions:

The high speed nhi must be determined by calculating 70 per cent of the declared maximum net power P(n), as determined in annex 1, appendix 1, paragraph 8.2. The highest engine speed where this power value occurs on the power curve is defined as nhi.

The low speed nlo must be determined by calculating 50 per cent of the declared maximum net power P(n), as determined in annex 1, appendix 1, paragraph 8.2. The lowest engine speed where this power value occurs on the power curve is defined as nlo.

The engine speeds A, B and C must be calculated as follows:

Speed A

=

nlo + 25 % (nhi – nlo)

Speed B

=

nlo + 50 % (nhi – nlo)

Speed C

=

nlo + 75 % (nhi – nlo)

The engine speeds A, B and C may be verified by either of the following methods:

(a)

Additional test points must be measured during engine power approval according to Regulation No 24 for an accurate determination of nhi and nlo. The maximum power, nhi and nlo must be determined from the power curve, and engine speeds A, B and C must be calculated according to the above provisions.

(b)

The engine must be mapped along the full load curve, from maximum no load speed to idle speed, using at least 5 measurement points per 1 000 min–1 intervals and measurement points within ± 50 min–1 of the speed at declared maximum power. The maximum power, nhi and nlo must be determined from this mapping curve, and engine speeds A, B and C must be calculated according to the above provisions.

If the measured engine speeds A, B and C are within ± 3 per cent of the engine speeds as declared by the manufacturer, the declared engine speeds must be used for the emissions test. If the tolerance is exceeded for any of the engine speeds, the measured engine speeds must be used for the emissions test.

1.2.   Determination of dynamometer settings

The torque curve at full load must be determined by experimentation to calculate the torque values for the specified test modes under net conditions, as specified in annex 1, appendix 1, paragraph 8.2. The power absorbed by engine-driven equipment, if applicable, must be taken into account. The dynamometer setting for each test mode except idle must be calculated using the formula:

Formula

if tested under net conditions

Formula

if not tested under net conditions

where:

s

=

dynamometer setting, kW

P(n)

=

net engine power as indicated in annex 1, appendix 1, paragraph 8.2., kW

L

=

per cent load as indicated in paragraph 2.7.1.,

P(a)

=

power absorbed by auxiliaries to be fitted as indicated in annex 1, appendix 1, paragraph 6.1.

P(b)

=

power absorbed by auxiliaries to be removed as indicated in annex 1, appendix 1, paragraph 6.2.

2.   ESC TEST RUN

At the manufacturers request, a dummy test may be run for conditioning of the engine and exhaust system before the measurement cycle.

2.1.   Preparation of the sampling filters

At least one hour before the test, each filter (pair) must be placed in a closed, but unsealed petri dish and placed in a weighing chamber for stabilisation. At the end of the stabilisation period, each filter (pair) must be weighed and the tare weight must be recorded. The filter (pair) must then be stored in a closed petri dish or sealed 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 conditioned and reweighed before use.

2.2.   Installation of the measuring equipment

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

2.3.   Starting the dilution system and the engine

The dilution system and the engine must be started and warmed up until all temperatures and pressures have stabilised at maximum power according to the recommendation of the manufacturer and good engineering practice.

2.4.   Starting the particulate sampling system

The particulate sampling system must be started and running on by-pass. 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 prior to or after the test. If the dilution air is not filtered, measurements at the beginning and at the end of the cycle, may be done, and the values averaged.

2.5.   Adjustment of the dilution ratio

The dilution air must be set such that the temperature of the diluted exhaust gas measured immediately prior to the primary filter must not exceed 325 K (52 °C) at any mode. The dilution ratio (q) must not be less than 4.

For systems that use CO2 or NOx concentration measurement for dilution ratio control, 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.

2.6.   Checking the analysers

The emission analysers must be set at zero and spanned.

2.7.   Test cycle

2.7.1.   The following 13-mode cycle must be followed in dynamometer operation on the test engine:

Mode Number

Engine Speed

Percent Load

Weighting Factor

Mode Length

1

idle

—

0,15

4 minutes

2

A

100

0,08

2 minutes

3

B

50

0,10

2 minutes

4

B

75

0,10

2 minutes

5

A

50

0,05

2 minutes

6

A

75

0,05

2 minutes

7

A

25

0,05

2 minutes

8

B

100

0,09

2 minutes

9

B

25

0,10

2 minutes

10

C

100

0,08

2 minutes

11

C

25

0,05

2 minutes

12

C

75

0,05

2 minutes

13

C

50

0,05

2 minutes

2.7.2.   Test sequence

The test sequence must be started. The test must be performed in the order of the mode numbers as set out in paragraph 2.7.1.

The engine must be operated for the prescribed time in each mode, completing engine speed and load changes in the first 20 seconds. The specified speed must be held to within ± 50 min–1 and the specified torque must be held to within ± 2 per cent of the maximum torque at the test speed.

At the manufacturers request, the test sequence may be repeated a sufficient number of times for sampling more particulate mass on the filter. The manufacturer must supply a detailed description of the data evaluation and calculation procedures. The gaseous emissions must only be determined on the first cycle.

2.7.3.   Analyser response

The output of the analysers must be recorded on a strip chart recorder or measured with an equivalent data acquisition system with the exhaust gas flowing through the analysers throughout the test cycle.

2.7.4.   Particulate sampling

One pair of filters (primary and back-up filters, see annex 4, appendix 4) must be used for the complete test procedure. The modal weighting factors specified in the test cycle procedure must be taken into account by taking a sample proportional to the exhaust mass flow during each individual mode of the cycle. This can be achieved by adjusting sample flow rate, sampling time, and/or dilution ratio, accordingly, so that the criterion for the effective weighting factors in paragraph 5.6. is met.

The sampling time per mode must be at least 4 seconds per 0,01 weighting factor. Sampling must be conducted as late as possible within each mode. Particulate sampling must be completed no earlier than 5 seconds before the end of each mode.

2.7.5.   Engine conditions

The engine speed and load, intake air temperature and depression, exhaust temperature and back pressure, fuel flow and air or exhaust flow, charge air temperature, fuel temperature and humidity must be recorded during each mode, with the speed and load requirements (see paragraph 2.7.2) being met during the time of particulate sampling, but in any case during the last minute of each mode.

Any additional data required for calculation must be recorded (see paragraphs 4 and 5).

2.7.6.   NOx check within the control area

The NOx check within the control area must be performed immediately upon completion of mode 13. The engine must be conditioned at mode 13 for a period of three minutes before the start of the measurements. Three measurements must be made at different locations within the control area, selected by the Technical Service (19). The time for each measurement must be 2 minutes.

The measurement procedure is identical to the NOx measurement on the 13-mode cycle, and must be carried out in accordance with paragraphs 2.7.3., 2.7.5., and 4.1. of this appendix, and annex 4, appendix 4, paragraph 3.

The calculation must be carried out in accordance with paragraph 4.

2.7.7.   Rechecking the analysers

After the emission test a zero gas and the same span gas must be used for rechecking. The test will be considered acceptable if the difference between the pre-test and post-test results is less than 2 per cent of the span gas value.

3.   ELR TEST RUN

3.1.   Installation of the measuring equipment

The opacimeter and sample probes, if applicable, must be installed after the exhaust silencer or any after-treatment device, if fitted, according to the general installation procedures specified by the instrument manufacturer. Additionally, the requirements of paragraph 10 of ISO 11614 must be observed, where appropriate.

Prior to any zero and full scale checks, the opacimeter must be warmed up and stabilised according to the instrument manufacturer's recommendations. If the opacimeter is equipped with a purge air system to prevent sooting of the meter optics, this system must also be activated and adjusted according to the manufacturer's recommendations.

3.2.   Checking of the opacimeter

The zero and full scale checks must be made in the opacity readout mode, since the opacity scale offers two truly definable calibration points, namely 0 per cent opacity and 100 per cent opacity. The light absorption coefficient is then correctly calculated based upon the measured opacity and the LA, as submitted by the opacimeter manufacturer, when the instrument is returned to the k readout mode for testing.

With no blockage of the opacimeter light beam, the readout must be adjusted to 0,0 % ± 1,0 % opacity. With the light being prevented from reaching the receiver, the readout must be adjusted to 100,0 % ± 1,0 % opacity.

3.3.   Test cycle

3.3.1.   Conditioning of the engine

Warming up of the engine and the system must be at maximum power in order to stabilise the engine parameters according to the recommendation of the manufacturer. The preconditioning phase should also protect the actual measurement against the influence of deposits in the exhaust system from a former test.

When the engine is stabilised, the cycle must be started within 20 ± 2 s after the preconditioning phase. At the manufacturers request, a dummy test may be run for additional conditioning before the measurement cycle.

3.3.2.   Test sequence

The test consists of a sequence of three load steps at each of the three engine speeds A (cycle 1), B (cycle 2) and C (cycle 3) determined in accordance with annex 4, paragraph 1.1., followed by cycle 4 at a speed within the control area and a load between 10 per cent and 100 per cent, selected by the Technical Service (19). The following sequence must be followed in dynamometer operation on the test engine, as shown in Figure 3.

Image 16

Figure 3: Sequence of ELR Test

Speed

Cycle 1

Cycle 2

Cycle 3

Cycle 4

C

Selected Point

B

A

100 %

Load

10 %

(a)

The engine must be operated at engine speed A and 10 per cent load for 20 ± 2 s. The specified speed must be held to within ± 20 min–1 and the specified torque must be held to within ± 2 per cent of the maximum torque at the test speed.

(b)

At the end of the previous segment, the speed control lever must be moved rapidly to, and held in, the wide open position for 10 ± 1 s. The necessary dynamometer load must be applied to keep the engine speed within ± 150 min–1 during the first 3 s, and within ± 20 min–1 during the rest of the segment.

(c)

The sequence described in (a) and (b) must be repeated two times.

(d)

Upon completion of the third load step, the engine must be adjusted to engine speed B and 10 per cent load within 20 ± 2 s.

(e)

The sequence (a) to (c) must be run with the engine operating at engine speed B.

(f)

Upon completion of the third load step, the engine must be adjusted to engine speed C and 10 per cent load within 20 ± 2 s.

(g)

The sequence (a) to (c) must be run with the engine operating at engine speed C.

(h)

Upon completion of the third load step, the engine must be adjusted to the selected engine speed and any load above 10 per cent within 20 ± 2 s.

(i)

The sequence (a) to (c) must be run with the engine operating at the selected engine speed.

3.4.   Cycle validation

The relative standard deviations of the mean smoke values at each test speed (SVA, SVB, SVC, as calculated in accordance with paragraph 6.3.3. of this appendix from the three successive load steps at each test speed) must be lower than 15 per cent of the mean value, or 10 per cent of the limit value shown in Table 1 of the Regulation, whichever is greater. If the difference is greater, the sequence must be repeated until 3 successive load steps meet the validation criteria.

3.5.   Rechecking of the opacimeter

The post-test opacimeter zero drift value must not exceed ± 5,0 per cent of the limit value shown in Table 1 of the Regulation.

4.   CALCULATION OF THE GASEOUS EMISSIONS

4.1.   Data evaluation

For the evaluation of the gaseous emissions, the chart reading of the last 30 seconds of each mode must be averaged, and the average concentrations (conc) of HC, CO and NOx during each mode must 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.

For the NOx check within the control area, the above requirements apply for NOx, only.

The exhaust gas flow GEXHW or the diluted exhaust gas flow GTOTW, if used optionally, must be determined in accordance with annex 4, appendix 4, paragraph 2.3.

4.2.   Dry/Wet correction

The measured concentration must 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:

Formula

and

Formula

For the diluted exhaust gas:

Formula

or

Formula

For the dilution air:

For the intake air:

(if different from the dilution air)

KW,d = 1 – KW1

KW,a = 1 – KW2

Formula

Formula

Formula

Formula

where:

Ha, Hd

=

g water per kg dry air

Rd, Ra

=

relative humidity of the dilution/intake air, %

pd, pa

=

saturation vapour pressure of the dilution/intake air, kPa

pB

=

total barometric pressure, kPa

4.3.   Nox Correction for humidity and temperature

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

Formula

with:

A

=

0,309 GFUEL/GAIRD – 0,0266

B

=

–0,209 GFUEL/GAIRD + 0,00954

Ta

=

temperature of the air, K

Ha

=

humidity of the intake air, g water per kg dry air in which:

Formula

Ra

=

relative humidity of the intake air, %

pa

=

saturation vapour pressure of the intake air, kPa

pB

=

total barometric pressure, kPa

4.4.   Calculation of the emission mass flow rates

The emission mass flow rates (g/h) for each mode must be calculated as follows, assuming the exhaust gas density to be 1,293 kg/m3 at 273 K (0 °C) and 101,3 kPa:

(1)

NOx mass

=

0,001587 × NOx conc × KH,D × GEXHW

(2)

COmass

=

0,000966 × COconc × GEXHW

(3)

HCmass

=

0,000479 × HCconc × GEXHW

where NOx conc, COconc, HCconc  (20) are the average concentrations (ppm) in the raw exhaust gas, as determined in paragraph 4.1.

If, optionally, the gaseous emissions are determined with a full flow dilution system, the following formulae must be applied:

(1)

NOx mass

=

0,001587 × NOx conc × KH,D × GTOTW

(2)

COmass

=

0,000966 × COconc × GTOTW

(3)

HCmass

=

0,000479 × HCconc × GTOTW

where NOx conc, COconc, HCconc  (20) are the average background corrected concentrations (ppm) of each mode in the diluted exhaust gas, as determined in annex 4, appendix 2, paragraph 4.3.1.1.

4.5.   Calculation of the specific emissions

The emissions (g/kWh) must be calculated for all individual components in the following way:

Formula

Formula

Formula

The weighting factors (WF) used in the above calculation are according to paragraph 2.7.1.

4.6.   Calculation of the area control values

For the three control points selected according to paragraph 2.7.6., the NOx emission must be measured and calculated according to paragraph 4.6.1. and also determined by interpolation from the modes of the test cycle closest to the respective control point acording to paragraph 4.6.2. The measured values are then compared to the interpolated values according to paragraph 4.6.3.

4.6.1.   Calculation of the specific emission

The NOx emission for each of the control points (Z) must be calculated as follows:

NOx mass,Z

=

0,001587 × NOx conc,Z × KH,D × GEXHW

NOx,Z

=

NOx mass,Z / P(n)Z

4.6.2.   Determination of the emission value from the test cycle

The NOx emission for each of the control points must be interpolated from the four closest modes of the test cycle that envelop the selected control point Z as shown in Figure 4. For these modes (R, S, T, U), the following definitions apply:

Speed(R) = Speed(T) = nRT

Speed(S) = Speed(U) = nSU

Per cent load(R) = Per cent load(S)

Per cent load(T) = Per cent load(U).

The NOx emission of the selected control point Z must be calculated as follows:

EZ

=

ERS + (ETU – ERS) · (MZ – MRS) / (MTU – MRS)

and:

ETU

=

ET + (EU – ET) · (nZ – nRT) / (nSU – nRT)

ERS

=

ER + (ES – ER) · (nZ – nRT) / (nSU – nRT)

MTU

=

MT + (MU – MT) · (nZ – nRT) / (nSU – nRT)

MRS

=

MR + (MS – MR) · (nZ – nRT) / (nSU – nRT)

where:

ER, ES, ET, EU

=

specific NOx emission of the enveloping modes calculated in accordance with paragraph 4.6.1.

MR, MS, MT, MU

=

engine torque of the enveloping modes
Image 17

Figure 4: Interpolation of NOx Control Point

Torque

Speed

4.6.3.   Comparison of NOx emission values

The measured specific NOx emission of the control point Z (NOx,Z) is compared to the interpolated value (EZ) as follows:

NOx,diff = 100 × (NOx,z – Ez) / Ez

5.   CALCULATION OF THE PARTICULATE EMISSION

5.1.   Data evaluation

For the evaluation of the particulates, the total sample masses (MSAM,i) through the filters must be recorded for each mode.

The filters must 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 must be recorded and the tare weight (see paragraph 1 of this appendix) subtracted. The particulate mass Mf 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) must be recorded. If more than one measurement was made, the quotient Md/MDIL must be calculated for each single measurement and the values averaged.

5.2.   Partial flow dilution system

The final reported test results of the particulate emission must be determined through the following steps. Since various types of dilution rate control may be used, different calculation methods for GEDFW apply. All calculations must be based upon the average values of the individual modes during the sampling period.

5.2.1.   Isokinetic systems

GEDFW,i = GEXHW,i × qI

Formula

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

Formula

5.2.2.   Systems with measurement of CO2 or NOx concentration

GEDFW,i = GEXHW,i × qi

Formula

where:

concE

=

wet concentration of the tracer gas in the 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 must be converted to a wet basis according to paragraph 4.2. of this appendix.

5.2.3.   Systems with CO2 measurement and carbon balance method (21)

Formula

where:

CO2D

=

CO2 concentration of the diluted exhaust

CO2A

=

CO2 concentration of the dilution air

(concentrations in Vol % on wet basis)

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

GEDFW,i = GEXHW,i × qi

Formula

and,

5.2.4.   Systems with flow measurement

GEDFW,i = GEXHW,i × qi

Formula

5.3.   Full flow dilution system

The reported test results of the particulate emission must be determined through the following steps. All calculations must be based upon the average values of the individual modes during the sampling period.

GEDFW,i = GTOTW,i

5.4.   Calculation of the particulate mass flow rate

The particulate mass flow rate must be calculated as follows:

Formula

where:

Formula

Formula

i = 1,…n

determined over the test cycle by summation of the average values of the individual modes during the sampling period.

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

Formula

If more than one measurement is made, (Md/MDIL) must be replaced with the average value of (Md/MDIL).

DFi = 13,4 / (conc CO2 + (conc CO + conc HC) × 10–4)) for the individual modes

or,

DFi = 13,4 / concCO2 for the individual modes

5.5.   Calculation of the specific emission

The particulate emission must be calculated in the following way:

Formula

5.6.   Effective weighting factor

The effective weighting factor WFE,i for each mode must be calculated in the following way:

Formula

The value of the effective weighting factors must be within ± 0,003 (0,005 for the idle mode) of the weighting factors listed in paragraph 2.7.1.

6.   CALCULATION OF THE SMOKE VALUES

6.1.   Bessel algorithm

The Bessel algorithm must be used to compute the 1 s average values from the instantaneous smoke readings, converted in accordance with paragraph 6.3.1. The algorithm emulates a low pass second order filter, and its use requires iterative calculations to determine the coefficients. These coefficients are a function of the response time of the opacimeter system and the sampling rate. Therefore, paragraph 6.1.1. must be repeated whenever the system response time and/or sampling rate changes.

6.1.1.   Calculation of filter response time and Bessel constants

The required Bessel response time (tf) is a function of the physical and electrical response times of the opacimeter system, as specified in annex 4, appendix 4, paragraph 5.2.4., and must be calculated by the following equation:

Formula

where:

tp

=

physical response time, s

te

=

electrical response time, s

The calculations for estimating the filter cut-off frequency (fc) are based on a step input of 0 to 1 in ≤ 0.01s (see annex 8). The response time is defined as the time between when the Bessel output reaches 10 per cent (t10) and when it reaches 90 per cent (t90) of this step function. This must be obtained by iterating on fc until t90 – t10 ≈ tf. The first iteration for fc is given by the following formula:

fc = π / (10 × tf)

The Bessel constants E and K must be calculated by the following equations:

Formula

K = 2 × E × (D × Ω2 – 1) – 1

where:

D

=

0,618034

Δt

=

1 / sampling rate

Ω

=

1 / [tan(π × Δt × fc)]

6.1.2.   Calculation of the Bessel Algorithm

Using the values of E and K, the 1 s Bessel averaged response to a step input Si must be calculated as follows:

Yi

=

Yi–1 + E × (Si + 2 × Si–1 + Si–2 – 4 × Yi–2) + K × (Yi–1 – Yi–2)

where:

Si–2 = Si–1 = 0

Si = 1

Yi–2 = Yi–1 = 0

The times t10 and t90 must be interpolated. The difference in time between t90 and t10 defines the response time tf for that value of fc. If this response time is not close enough to the required response time, iteration must be continued until the actual response time is within 1 per cent of the required response as follows:

Formula

6.2.   Data evaluation

The smoke measurement values must be sampled with a minimum rate of 20 Hz.

6.3.   Determination of smoke

6.3.1.   Data conversion

Since the basic measurement unit of all opacimeters is transmittance, the smoke values must be converted from transmittance (τ) to the light absorption coefficient (k) as follows:

Formula

and: N = 100 – τ

where:

k

=

light absorption coefficient, m–1

LA

=

effective optical path length, as submitted by instrument manufacturer, m

N

=

opacity, %

τ

=

transmittance, %

The conversion must be applied, before any further data processing is made.

6.3.2.   Calculation of Bessel averaged smoke

The proper cut-off frequency fc is the one that produces the required filter response time tf. Once this frequency has been determined through the iterative process of paragraph 6.1.1., the proper Bessel algorithm constants E and K must be calculated. The Bessel algorithm must then be applied to the instantaneous smoke trace (k-value), as described in paragraph 6.1.2:

Yi

=

Yi–1 + E × (Si + 2 × Si–1 + Si–2 – 4 × Yi–2) + K × (Yi–1 – Yi–2)

The Bessel algorithm is recursive in nature. Thus, it needs some initial input values of Si–1 and Si–2 and initial output values Yi–1 and Yi–2 to get the algorithm started. These may be assumed to be 0.

For each load step of the three speeds A, B and C, the maximum 1s value Ymax must be selected from the individual Yi values of each smoke trace.

6.3.3.   Final result

The mean smoke values (SV) from each cycle (test speed) must be calculated as follows:

For test speed A:

SVA

=

(Ymax1,A + Ymax2,A + Ymax3,A) / 3

For test speed B:

SVB

=

(Ymax1,B + Ymax2,B + Ymax3,B) / 3

For test speed C:

SVC

=

(Ymax1,C + Ymax2,C + Ymax3,C) / 3

where:

Ymax1, Ymax2, Ymax3

=

highest 1 s Bessel averaged smoke value at each of the three load steps

The final value must be calculated as follows:

SV

=

(0,43 × SVA) + (0,56 × SVB) + (0,01 × SVC)

ANNEX 4

Appendix 2

ETC TEST CYCLE

1.   ENGINE MAPPING PROCEDURE

1.1.   Determination of the mapping speed range

For generating the ETC on the test cell, the engine needs to be mapped prior to the test cycle for determining the speed vs. torque curve. The minimum and maximum mapping speeds are defined as follows:

Minimum mapping speed

=

idle speed

Maximum mapping speed

=

nhi × 1,02 or speed where full load torque drops off to zero, whichever is lower

1.2.   Performing the engine power map

The engine must 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 map must be performed as follows:

The engine must be unloaded and operated at idle speed.

The engine must be operated at full load setting of the injection pump at minimum mapping speed.

The engine speed must be increased at an average rate of 8 ± 1 min–1/s from minimum to maximum mapping speed. Engine speed and torque points must be recorded at a sample rate of a least one point per second.

1.3.   Mapping curve generation

All data points recorded under paragraph 1.2. must be connected using linear interpolation between points. The resulting torque curve is the mapping curve and must be used to convert the normalised torque values of the engine cycle into actual torque values for the test cycle, as described in paragraph 2.

1.4.   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 paragraph for reasons of safety or representativeness must be approved by the Technical Service along with the justification for their use. In no case, however, must descending continual sweeps of engine speed be used for governed or turbocharged engines.

1.5.   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:

—

an unreasonable amount of time has transpired since the last map, as determined by engineering judgement,

or,

—

physical changes or recalibrations have been made to the engine, which may potentially affect engine performance.

2.   GENERATION OF THE REFERENCE TEST CYCLE

The transient test cycle is described in appendix 3 to this annex. The normalised values for torque and speed must be changed to the actual values, as follows, resulting in the reference cycle.

2.1.   Actual speed

The speed must be unnormalised using the following equation:

Formula

The reference speed (nref) corresponds to the 100 per cent speed values specified in the engine dynamometer schedule of appendix 3. It is defined as follows (see Figure 1 of the Regulation):

nref = nlo + 95 % × (nhi – nlo)

where nhi and nlo are either specified according to the Regulation, paragraph 2 or determined according to annex 4, appendix 1, paragraph 1.1.

2.2.   Actual torque

The torque is normalised to the maximum torque at the respective speed. The torque values of the reference cycle must be unnormalised, using the mapping curve determined according to section 1.3, as follows:

Formula

for the respective actual speed as determined in paragraph 2.1.

The negative torque values of the motoring points (‘m’) must take on, for purposes of reference cycle generation, unnormalised values determined in either of the following ways:

—

negative 40 per cent of the positive torque available at the associated speed point;

—

mapping of the negative torque required to motor the engine from minimum to maximum mapping speed;

—

determination of the negative torque required to motor the engine at idle and reference speeds and linear interpolation between these two points.

2.3.   Example of the unnormalisation procedure

As an example, the following test point must be unnormalised:

% speed

=

43

% torque

=

82

Given the following values:

reference speed

=

2 200 min–1

idle speed

=

600 min–1

results in,

actual speed

=

Formula

actual torque

=

Formula

where the maximum torque observed from the mapping curve at 1 288 min–1 is 700 Nm.

3.   EMISSIONS TEST RUN

At the manufacturers request, a dummy test may be run for conditioning of the engine and exhaust system before the measurement cycle.

NG and LPG fuelled engines must be run-in using the ETC test. The engine must be run over a minimum of two ETC cycles and until the CO emission measured over one ETC cycle does not exceed by more than 10 per cent the CO emission measured over the previous ETC cycle.

3.1.   Preparation of the sampling filters (if applicable)

At least one hour before the test, each filter (pair) must be placed in a closed, but unsealed petri dish and placed in a weighing chamber for stabilisation. At the end of the stabilisation period, each filter (pair) must be weighed and the tare weight must be recorded. The filter (pair) must then be stored in a closed petri dish or sealed 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 conditioned and reweighed before use.

3.2.   Installation of the measuring equipment

The instrumentation and sample probes must be installed as required. The tailpipe must be connected to the full flow dilution system.

3.3.   Starting the dilution system and the engine

The dilution system and the engine must be started and warmed up until all temperatures and pressures have stabilised at maximum power according to the recommendation of the manufacturer and good engineering practice.

3.4.   Starting the particulate sampling system (if applicable)

The particulate sampling system must be started and running on by-pass. 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 prior to or after the test. If the dilution air is not filtered, measurements at the beginning and at the end of the cycle, may be done, and the values averaged.

3.5.   Adjustment of the full flow dilution system

The total diluted exhaust gas flow must be set to eliminate water condensation in the system, and to obtain a maximum filter face temperature of 325 K (52 °C) or less (see annex 4, appendix 6, paragraph 2.3.1., DT).

3.6.   Checking the analysers

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

3.7.   Engine starting procedure

The stabilised engine must be started according to the manufacturer's recommended starting procedure in the owner's manual, using either a production starter motor or the dynamometer. Optionally, the test may start directly from the engine preconditioning phase without shutting the engine off, when the engine has reached the idle speed.

3.8.   Test cycle

3.8.1.   Test sequence

The test sequence must be started, if the engine has reached idle speed. The test must be performed according to the reference cycle as set out in paragraph 2 of this appendix. Engine speed and torque command set points must be issued at 5 Hz (10 Hz recommended) or greater. Feedback engine speed and torque must be recorded at least once every second during the test cycle, and the signals may be electronically filtered.

3.8.2.   Analyser response

At the start of the engine or test sequence, if the cycle is started directly from the preconditioning, the measuring equipment must be started, simultaneously:

—

start collecting or analysing dilution air;

—

start collecting or analysing diluted exhaust gas;

—

start measuring the amount of diluted exhaust gas (CVS) and the required temperatures and pressures;

—

start recording the feedback data of speed and torque of the dynamometer.

HC and NOx must be measured continuously in the dilution tunnel with a frequency of 2 Hz. The average concentrations must be determined by integrating the analyser signals over the test cycle. The system response time must be no greater than 20 s, and must be coordinated with CVS flow fluctuations and sampling time/test cycle offsets, if necessary. CO, CO2, NMHC and CH4 must 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 must be determined by integration or by collecting into the background bag. All other values must be recorded with a minimum of one measurement per second (1 Hz).

3.8.3.   Particulate sampling (if applicable)

At the start of the engine or test sequence, if the cycle is started directly from the preconditioning, the particulate sampling system must be switched from by-pass to collecting particulates.

If no flow compensation is used, the sample pump(s) must be adjusted so that the flow rate through the particulate sample probe or transfer tube is maintained at a value within ± 5 per cent 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 per cent 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 air flow rate.

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

3.8.4.   Engine stalling

If the engine stalls anywhere during the test cycle, the engine must be preconditioned and restarted, and the test repeated. If a malfunction occurs in any of the required test equipment during the test cycle, the test must be voided.

3.8.5.   Operations after test

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

The concentrations of the collecting bags, if used, must 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 must 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 per cent of the span gas value.

For diesel engines only, the particulate filters must be returned to the weighing chamber no later than one hour after completion of the test and must be conditioned in a closed, but unsealed petri dish for at least one hour, but not more than 80 hours before weighing.

3.9.   Verification of the test run

3.9.1.   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 the same amount in the same direction.

3.9.2.   Calculation of the cycle work

The actual cycle work Wact (kWh) must be calculated using each pair of engine feedback speed and torque values recorded. This must be done after any feedback data shift has occurred, if this option is selected. The actual cycle work Wact is used for comparison to the reference cycle work Wref and for calculating the brake specific emissions (see paragraphs 4.4. and 5.2). The same methodology must 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 must be used.

In integrating the reference and actual cycle work, all negative torque values must 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 must be computed and set equal to zero. The positive portion must be included in the integrated value.

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

3.9.3.   Validation statistics of the test cycle

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

y = mx + b

where:

y

=

feedback (actual) value of speed (min–1), torque (Nm), or power (kW)

m

=

slope of the regression line

x

=

reference value of speed (min–1), torque (Nm), 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) must be calculated for each regression line.

It is recommended that this analysis be performed at 1 Hertz. All negative reference torque values and the associated feedback values must be deleted from the calculation of cycle torque and power validation statistics. For a test to be considered valid, the criteria of table 6 must be met.

Table 6

Regression line tolerances

 

Speed

Torque

Power

Standard error of estimate (SE) of Y on X

max 100 min–1

max 13 % (15 %) of power map maximum engine torque

max 8 % (15 %) of power map maximum engine power

Slope of the regression line, m

0,95 to 1,03

0,83 – 1,03

0,89 – 1,03

(0,83 – 1,03)

Coefficient of determination, r2

min 0,9700

(min 0,9500)

min 0,8800

(min 0,7500)

min 0,9100

(min 0,7500)

Y intercept of the regression line, b

± 50 min–1

± 20 Nm or ± 2 % (± 20 Nm or ± 3 %) of max torque whichever is greater

± 4 kW or ± 2 % (± 4 Kw or ± 3 %) of max power whichever is greater

The figures shown in brackets may be used for the type-approval testing of gas engines until 1 October 2005.

Table 7

Permitted Point Deletions From Regression Analysis

Condition

Points to be deleted

Full load and torque feedback ≠ torque reference

Torque and/or power

No load, not an idle point, and torque feedback > torque reference

Torque and/or power

No load/closed throttle, idle point and speed > reference idle speed

Speed and/or power

4.   CALCULATION OF THE GASEOUS EMISSIONS

4.1.   Determination of the diluted exhaust gas flow

The total diluted exhaust gas flow over the cycle (kg/test) must be calculated from the measurement values over the cycle and the corresponding calibration data of the flow measurement device (V0 for PDP or KV for CFV, as determined in annex 4, appendix 5, paragraph 2.). The following formulae must be applied, if the temperature of the diluted exhaust is kept constant over the cycle by using a heat exchanger (± 6 K for a PDP-CVS, ± 11 K for a CFV-CVS, see annex 4, appendix 6, paragraph 2.3.).

For the PDP-CVS system

MTOTW

=

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

where:

MTOTW

=

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

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 depression below atmospheric at pump inlet, kPa

T

=

average temperature of the diluted exhaust gas at pump inlet over the cycle, K

For the CFV-CVS system

MTOTW = 1,293 × t × Kv × pA / T0,5

where:

MTOTW

=

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

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 must be calculated and integrated over the cycle. In this case, the instantaneous mass of the diluted exhaust gas must be calculated as follows.

For the PDP-CVS system:

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

where:

MTOTW,i

=

instantaneous mass of the diluted exhaust gas on wet basis, kg

NP,i

=

total revolutions of pump per time interval

For the CFV-CVS system:

MTOTW,i

=

1,293 × Δti × KV × pA / T0,5

where:

MTOTW,i

=

instantaneous mass of the diluted exhaust gas on wet basis, kg

Δti

=

time interval, s

If the total sample mass of particulates (MSAM) and gaseous pollutants exceeds 0,5 per cent of the total CVS flow (MTOTW), the CVS flow must be corrected for MSAM or the particulate sample flow must be returned to the CVS prior to the flow measuring device (PDP or CFV).

4.2.   NOx correction for humidity

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

(a)

for diesel engines:

Formula

(b)

for gas engines:

Formula

where:

Ha

=

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

in which:

Formula

Ra

=

relative humidity of the intake air, %

pa

=

saturation vapour pressure of the intake air, kPa

pB

=

total barometric pressure, kPa

4.3.   Calculation of the emission mass flow

4.3.1.   Systems with constant mass flow

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

(1)

NOx mass

=

0,001587 · NOx conc · KH,D · MTOTW

(diesel engines)

(2)

NOx mass

=

0,001587 · NOx conc · KH,G · MTOTW

(gas engines)

(3)

COmass

=

0,000966 · COconc · MTOTW

 

(4)

HCmass

=

0,000479 · HCconc · MTOTW′

(diesel engines)

(5)

HCmass

=

0,000502 · HCconc · MTOTW′

(LPG fuelled engines)

(6)

HCmass

=

0,000552 · HCconc · MTOTW′

(NG fuelled engines)

(7)

NMHCmass

=

0,000479 · NMHCconc · MTOTW′

(diesel engines)

(8)

NMHCmass

=

0,000502 · NMHCconc · MTOTW′

(LPG fuelled engines)

(9)

NMHCmass

=

0,000516 × NMHCconc × MTOTW′

(NG fuelled engines)

(10)

CH4 mass

=

0,000552 × CH4 conc × MTOTW

(NG fuelled engines)

where:

NOx conc, COconc, HCconc  (22), NMHCconc, CH4 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 paragraph 4.1., kg

KH,D

=

humidity correction factor for diesel engines as determined in paragraph 4.2., based on cycle averaged intake air humidity

KH,G

=

humidity correction factor for gas engines as determined in paragraph 4.2., based on cycle averaged intake air humidity

Concentrations measured on a dry basis must be converted to a wet basis in accordance with annex 4, appendix 1, paragraph 4.2.

The determination of NMHCconc and CH4 conc depends on the method used (see annex 4, appendix 4, paragraph 3.3.4.). Both concentrations must be determined as follows, whereby CH4 is subtracted from HC for the determination of NMHCconc:

(a)

GC method

NMHCconc = HCconc – CH4 conc

CH4 conc = as measured

(b)

NMC method

Formula

Formula

where:

HC(w/Cutter)

=

HC concentration with the sample gas flowing through the NMC

HC(w/o Cutter)

=

HC concentration with the sample gas bypassing the NMC

CEM

=

methane efficiency as determined per annex 4, appendix 5, paragraph 1.8.4.1.

CEE

=

ethane efficiency as determined per annex 4, appendix 5, paragraph 1.8.4.2.

4.3.1.1.   Determination of the background corrected concentrations

The average background concentration of the gaseous pollutants in the dilution air must 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 must 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:

Formula

where:

CO2,conce

=

concentration of CO2 in the diluted exhaust gas, % vol

HCconce

=

concentration of HC in the diluted exhaust gas, ppm C1

COconce

=

concentration of CO in the diluted exhaust gas, ppm

FS

=

stoichiometric factor

Concentrations measured on dry basis must be converted to a wet basis in accordance with annex 4, appendix 1, paragraph 4.2.

The stoichiometric factor must be calculated as follows:

Formula

where:

x, y

=

fuel composition CxHy

Alternatively, if the fuel composition is not known, the following stoichiometric factors may be used:

FS (diesel)

=

13,4

FS (LPG)

=

11,6

FS (NG)

=

9,5

4.3.2.   Systems with flow compensation

For systems without heat exchanger, the mass of the pollutants (g/test) must be determined by calculating the instantaneous mass emissions and integrating the instantaneous values over the cycle. Also, the background correction must be applied directly to the instantaneous concentration value. The following formulae must be applied:

(1)

NOx mass

=

Formula
(diesel engines)

(2)

NOx mass

=

Formula
(gas engines)

(3)

COmass

=

Formula

(4)

HCmass

=

Formula
(diesel engines)

(5)

HCmass

=

Formula
(LPG engines)

(6)

HCmass

=

Formula
(NG engines)

(7)

NMHCmass

=

Formula
(diesel engines)

(8)

NMHCmass

=

Formula
(LPG engines)

(9)

NMHCmass

=

Formula
(NG engines)

(10)

CH4 mass

=

Formula
(NG engines)

where:

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

MTOTW,i

=

instantaneous mass of the diluted exhaust gas (see paragraph 4.1.), kg

MTOTW

=

total mass of diluted exhaust gas over the cycle (see paragraph 4.1.), kg

KH,D

=

humidity correction factor for diesel engines as determined in paragraph 4.2., based on cycle averaged intake air humidity

KH,G

=

humidity correction factor for gas engines as determined in paragraph 4.2., based on cycle averaged intake air humidity

DF

=

dilution factor as determined in paragraph 4.3.1.1.

4.4.   Calculation of the specific emissions

The emissions (g/kWh) must be calculated for the individual components, as required according to paragraphs 5.2.1. and 5.2.2. for the respective engine technology, in the following way:

Formula

=

NOx mass / Wact

(diesel and gas engines)

Formula

=

COmass / Wact

(diesel and gas engines)

Formula

=

HCmass / Wact

(diesel and gas engines)

Formula

=

NMHCmass / Wact

(diesel and gas engines)

Formula

=

CH4 mass / Wact

(NG fuelled gas engines)

where:

Wact

=

actual cycle work as determined in paragraph 3.9.2., kWh.

5.   CALCULATION OF THE PARTICULATE EMISSION (IF APPLICABLE)

5.1.   Calculation of the mass flow

The particulate mass (g/test) must be calculated as follows:

Formula

where:

Mf

=

particulate mass sampled over the cycle, mg

MTOTW

=

total mass of diluted exhaust gas over the cycle as determined in paragraph 4.1., 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 must 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 paragraph 3.4., the particulate mass may be background corrected. In this case, the particulate mass (g/test) must be calculated as follows:

Formula

where:

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 paragraph 4.3.1.1.

5.2.   Calculation of the specific emission

The particulate emission (g/kWh) must be calculated in the following way:

Formula

where:

Wact = actual cycle work as determined in paragraph 3.9.2., kWh.

ANNEX 4

Appendix 3

ETC ENGINE DYNAMOMETER SCHEDULE

Time

Norm. Speed

Norm. Torque

s

%

%

1

0

0

2

0

0

3

0

0

4

0

0

5

0

0

6

0

0

7

0

0

8

0

0

9

0

0

10

0

0

11

0

0

12

0

0

13

0

0

14

0

0

15

0

0

16

0,1

1,5

17

23,1

21,5

18

12,6

28,5

19

21,8

71

20

19,7

76,8

21

54,6

80,9

22

71,3

4,9

23

55,9

18,1

24

72

85,4

25

86,7

61,8

26

51,7

0

27

53,4

48,9

28

34,2

87,6

29

45,5

92,7

30

54,6

99,5

31

64,5

96,8

32

71,7

85,4

33

79,4

54,8

34

89,7

99,4

35

57,4

0

36

59,7

30,6

37

90,1

‘m’

38

82,9

‘m’

39

51,3

‘m’

40

28,5

‘m’

41

29,3

‘m’

42

26,7

‘m’

43

20,4

‘m’

44

14,1

0

45

6,5

0

46

0

0

47

0

0

48

0

0

49

0

0

50

0

0

51

0

0

52

0

0

53

0

0

54

0

0

55

0

0

56

0

0

57

0

0

58

0

0

59

0

0

60

0

0

61

0

0

62

25,5

11,1

63

28,5

20,9

64

32

73,9

65

4

82,3

66

34,5

80,4

67

64,1

86

68

58

0

69

50,3

83,4

70

66,4

99,1

71

81,4

99,6

72

88,7

73,4

73

52,5

0

74

46,4

58,5

75

48,6

90,9

76

55,2

99,4

77

62,3

99

78

68,4

91,5

79

74,5

73,7

80

38

0

81

41,8

89,6

82

47,1

99,2

83

52,5

99,8

84

56,9

80,8

85

58,3

11,8

86

56,2

‘m’

87

52

‘m’

88

43,3

‘m’

89

36,1

‘m’

90

27,6

‘m’

91

21,1

‘m’

92

8

0

93

0

0

94

0

0

95

0

0

96

0

0

97

0

0

98

0

0

99

0

0

100

0

0

101

0

0

102

0

0

103

0

0

104

0

0

105

0

0

106

0

0

107

0

0

108

11,6

14,8

109

0

0

110

27,2

74,8

111

17

76,9

112

36

78

113

59,7

86

114

80,8

17,9

115

49,7

0

116

65,6

86

117

78,6

72,2

118

64,9

‘m’

119

44,3

‘m’

120

51,4

83,4

121

58,1

97

122

69,3

99,3

123

72

20,8

124

72,1

‘m’

125

65,3

‘m’

126

64

‘m’

127

59,7

‘m’

128

52,8

‘m’

129

45,9

‘m’

130

38,7

‘m’

131

32,4

‘m’

132

27

‘m’

133

21,7

‘m’

134

19,1

0,4

135

34,7

14

136

16,4

48,6

137

0

11,2

138

1,2

2,1

139

30,1

19,3

140

30

73,9

141

54,4

74,4

142

77,2

55,6

143

58,1

0

144

45

82,1

145

68,7

98,1

146

85,7

67,2

147

60,2

0

148

59,4

98

149

72,7

99,6

150

79,9

45

151

44,3

0

152

41,5

84,4

153

56,2

98,2

154

65,7

99,1

155

74,4

84,7

156

54,4

0

157

47,9

89,7

158

54,5

99,5

159

62,7

96,8

160

62,3

0

161

46,2

54,2

162

44,3

83,2

163

48,2

13,3

164

51

‘m’

165

50

‘m’

166

49,2

‘m’

167

49,3

‘m’

168

49,9

‘m’

169

51,6

‘m’

170

49,7

‘m’

171

48,5

‘m’

172

50,3

72,5

173

51,1

84,5

174

54,6

64,8

175

56,6

76,5

176

58

‘m’

177

53,6

‘m’

178

40,8

‘m’

179

32,9

‘m’

180

26,3

‘m’

181

20,9

‘m’

182

10

0

183

0

0

184

0

0

185

0

0

186

0

0

187

0

0

188

0

0

189

0

0

190

0

0

191

0

0

192

0

0

193

0

0

194

0

0

195

0

0

196

0

0

197

0

0

198

0

0

199

0

0

200

0

0

201

0

0

202

0

0

203

0

0

204

0

0

205

0

0

206

0

0

207

0

0

208

0

0

209

0

0

210

0

0

211

0

0

212

0

0

213

0

0

214

0

0

215

0

0

216

0

0

217

0

0

218

0

0

219

0

0

220

0

0

221

0

0

222

0

0

223

0

0

224

0

0

225

21,2

62,7

226

30,8

75,1

227

5,9

82,7

228

34,6

80,3

229

59,9

87

230

84,3

86,2

231

68,7

‘m’

232

43,6

‘m’

233

41,5

85,4

234

49,9

94,3

235

60,8

99

236

70,2

99,4

237

81,1

92,4

238

49,2

0

239

56

86,2

240

56,2

99,3

241

61,7

99

242

69,2

99,3

243

74,1

99,8

244

72,4

8,4

245

71,3

0

246

71,2

9,1

247

67,1

‘m’

248

65,5

‘m’

249

64,4

‘m’

250

62,9

25,6

251

62,2

35,6

252

62,9

24,4

253

58,8

‘m’

254

56,9

‘m’

255

54,5

‘m’

256

51,7

17

257

56,2

78,7

258

59,5

94,7

259

65,5

99,1

260

71,2

99,5

261

76,6

99,9

262

79

0

263

52,9

97,5

264

53,1

99,7

265

59

99,1

266

62,2

99

267

65

99,1

268

69

83,1

269

69,9

28,4

270

70,6

12,5

271

68,9

8,4

272

69,8

9,1

273

69,6

7

274

65,7

‘m’

275

67,1

‘m’

276

66,7

‘m’

277

65,6

‘m’

278

64,5

‘m’

279

62,9

‘m’

280

59,3

‘m’

281

54,1

‘m’

282

51,3

‘m’

283

47,9

‘m’

284

43,6

‘m’

285

39,4

‘m’

286

34,7

‘m’

287

29,8

‘m’

288

20,9

73,4

289

36,9

‘m’

290

35,5

‘m’

291

20,9

‘m’

292

49,7

11,9

293

42,5

‘m’

294

32

‘m’

295

23,6

‘m’

296

19,1

0

297

15,7

73,5

298

25,1

76,8

299

34,5

81,4

300

44,1

87,4

301

52,8

98,6

302

63,6

99

303

73,6

99,7

304

62,2

‘m’

305

29,2

‘m’

306

46,4

22

307

47,3

13,8

308

47,2

12,5

309

47,9

11,5

310

47,8

35,5

311

49,2

83,3

312

52,7

96,4

313

57,4

99,2

314

61,8

99

315

66,4

60,9

316

65,8

‘m’

317

59

‘m’

318

50,7

‘m’

319

41,8

‘m’

320

34,7

‘m’

321

28,7

‘m’

322

25,2

‘m’

323

43

24,8

324

38,7

0

325

48,1

31,9

326

40,3

61

327

42,4

52,1

328

46,4

47,7

329

46,9

30,7

330

46,1

23,1

331

45,7

23,2

332

45,5

31,9

333

46,4

73,6

334

51,3

60,7

335

51,3

51,1

336

53,2

46,8

337

53,9

50

338

53,4

52,1

339

53,8

45,7

340

50,6

22,1

341

47,8

26

342

41,6

17,8

343

38,7

29,8

344

35,9

71,6

345

34,6

47,3

346

34,8

80,3

347

35,9

87,2

348

38,8

90,8

349

41,5

94,7

350

47,1

99,2

351

53,1

99,7

352

46,4

0

353

42,5

0,7

354

43,6

58,6

355

47,1

87,5

356

54,1

99,5

357

62,9

99

358

72,6

99,6

359

82,4

99,5

360

88

99,4

361

46,4

0

362

53,4

95,2

363

58,4

99,2

364

61,5

99

365

64,8

99

366

68,1

99,2

367

73,4

99,7

368

73,3

29,8

369

73,5

14,6

370

68,3

0

371

45,4

49,9

372

47,2

75,7

373

44,5

9

374

47,8

10,3

375

46,8

15,9

376

46,9

12,7

377

46,8

8,9

378

46,1

6,2

379

46,1

‘m’

380

45,5

‘m’

381

44,7

‘m’

382

43,8

‘m’

383

41

‘m’

384

41,1

6,4

385

38

6,3

386

35,9

0,3

387

33,5

0

388

53,1

48,9

389

48,3

‘m’

390

49,9

‘m’

391

48

‘m’

392

45,3

‘m’

393

41,6

3,1

394

44,3

79

395

44,3

89,5

396

43,4

98,8

397

44,3

98,9

398

43

98,8

399

42,2

98,8

400

42,7

98,8

401

45

99

402

43,6

98,9

403

42,2

98,8

404

44,8

99

405

43,4

98,8

406

45

99

407

42,2

54,3

408

61,2

31,9

409

56,3

72,3

410

59,7

99,1

411

62,3

99

412

67,9

99,2

413

69,5

99,3

414

73,1

99,7

415

77,7

99,8

416

79,7

99,7

417

82,5

99,5

418

85,3

99,4

419

86,6

99,4

420

89,4

99,4

421

62,2

0

422

52,7

96,4

423

50,2

99,8

424

49,3

99,6

425

52,2

99,8

426

51,3

100

427

51,3

100

428

51,1

100

429

51,1

100

430

51,8

99,9

431

51,3

100

432

51,1

100

433

51,3

100

434

52,3

99,8

435

52,9

99,7

436

53,8

99,6

437

51,7

99,9

438

53,5

99,6

439

52

99,8

440

51,7

99,9

441

53,2

99,7

442

54,2

99,5

443

55,2

99,4

444

53,8

99,6

445

53,1

99,7

446

55

99,4

447

57

99,2

448

61,5

99

449

59,4

5,7

450

59

0

451

57,3

59,8

452

64,1

99

453

70,9

90,5

454

58

0

455

41,5

59,8

456

44,1

92,6

457

46,8

99,2

458

47,2

99,3

459

51

100

460

53,2

99,7

461

53,1

99,7

462

55,9

53,1

463

53,9

13,9

464

52,5

‘m’

465

51,7

‘m’

466

51,5

52,2

467

52,8

80

468

54,9

95

469

57,3

99,2

470

60,7

99,1

471

62,4

‘m’

472

60,1

‘m’

473

53,2

‘m’

474

44

‘m’

475

35,2

‘m’

476

30,5

‘m’

477

26,5

‘m’

478

22,5

‘m’

479

20,4

‘m’

480

19,1

‘m’

481

19,1

‘m’

482

13,4

‘m’

483

6,7

‘m’

484

3,2

‘m’

485

14,3

63,8

486

34,1

0

487

23,9

75,7

488

31,7

79,2

489

32,1

19,4

490

35,9

5,8

491

36,6

0,8

492

38,7

‘m’

493

38,4

‘m’

494

39,4

‘m’

495

39,7

‘m’

496

40,5

‘m’

497

40,8

‘m’

498

39,7

‘m’

499

39,2

‘m’

500

38,7

‘m’

501

32,7

‘m’

502

30,1

‘m’

503

21,9

‘m’

504

12,8

0

505

0

0

506

0

0

507

0

0

508

0

0

509

0

0

510

0

0

511

0

0

512

0

0

513

0

0

514

30,5

25,6

515

19,7

56,9

516

16,3

45,1

517

27,2

4,6

518

21,7

1,3

519

29,7

28,6

520

36,6

73,7

521

61,3

59,5

522

40,8

0

523

36,6

27,8

524

39,4

80,4

525

51,3

88,9

526

58,5

11,1

527

60,7

‘m’

528

54,5

‘m’

529

51,3

‘m’

530

45,5

‘m’

531

40,8

‘m’

532

38,9

‘m’

533

36,6

‘m’

534

36,1

72,7

535

44,8

78,9

536

51,6

91,1

537

59,1

99,1

538

66

99,1

539

75,1

99,9

540

81

8

541

39,1

0

542

53,8

89,7

543

59,7

99,1

544

64,8

99

545

70,6

96,1

546

72,6

19,6

547

72

6,3

548

68,9

0,1

549

67,7

‘m’

550

66,8

‘m’

551

64,3

16,9

552

64,9

7

553

63,6

12,5

554

63

7,7

555

64,4

38,2

556

63

11,8

557

63,6

0

558

63,3

5

559

60,1

9,1

560

61

8,4

561

59,7

0,9

562

58,7

‘m’

563

56

‘m’

564

53,9

‘m’

565

52,1

‘m’

566

49,9

‘m’

567

46,4

‘m’

568

43,6

‘m’

569

40,8

‘m’

570

37,5

‘m’

571

27,8

‘m’

572

17,1

0,6

573

12,2

0,9

574

11,5

1,1

575

8,7

0,5

576

8

0,9

577

5,3

0,2

578

4

0

579

3,9

0

580

0

0

581

0

0

582

0

0

583

0

0

584

0

0

585

0

0

586

0

0

587

8,7

22,8

588

16,2

49,4

589

23,6

56

590

21,1

56,1

591

23,6

56

592

46,2

68,8

593

68,4

61,2

594

58,7

‘m’

595

31,6

‘m’

596

19,9

8,8

597

32,9

70,2

598

43

79

599

57,4

98,9

600

72,1

73,8

601

53

0

602

48,1

86

603

56,2

99

604

65,4

98,9

605

72,9

99,7

606

67,5

‘m’

607

39

‘m’

608

41,9

38,1

609

44,1

80,4

610

46,8

99,4

611

48,7

99,9

612

50,5

99,7

613

52,5

90,3

614

51

1,8

615

50

‘m’

616

49,1

‘m’

617

47

‘m’

618

43,1

‘m’

619

39,2

‘m’

620

40,6

0,5

621

41,8

53,4

622

44,4

65,1

623

48,1

67,8

624

53,8

99,2

625

58,6

98,9

626

63,6

98,8

627

68,5

99,2

628

72,2

89,4

629

77,1

0

630

57,8

79,1

631

60,3

98,8

632

61,9

98,8

633

63,8

98,8

634

64,7

98,9

635

65,4

46,5

636

65,7

44,5

637

65,6

3,5

638

49,1

0

639

50,4

73,1

640

50,5

‘m’

641

51

‘m’

642

49,4

‘m’

643

49,2

‘m’

644

48,6

‘m’

645

47,5

‘m’

646

46,5

‘m’

647

46

11,3

648

45,6

42,8

649

47,1

83

650

46,2

99,3

651

47,9

99,7

652

49,5

99,9

653

50,6

99,7

654

51

99,6

655

53

99,3

656

54,9

99,1

657

55,7

99

658

56

99

659

56,1

9,3

660

55,6

‘m’

661

55,4

‘m’

662

54,9

51,3

663

54,9

59,8

664

54

39,3

665

53,8

‘m’

666

52

‘m’

667

50,4

‘m’

668

50,6

0

669

49,3

41,7

670

50

73,2

671

50,4

99,7

672

51,9

99,5

673

53,6

99,3

674

54,6

99,1

675

56

99

676

55,8

99

677

58,4

98,9

678

59,9

98,8

679

60,9

98,8

680

63

98,8

681

64,3

98,9

682

64,8

64

683

65,9

46,5

684

66,2

28,7

685

65,2

1,8

686

65

6,8

687

63,6

53,6

688

62,4

82,5

689

61,8

98,8

690

59,8

98,8

691

59,2

98,8

692

59,7

98,8

693

61,2

98,8

694

62,2

49,4

695

62,8

37,2

696

63,5

46,3

697

64,7

72,3

698

64,7

72,3

699

65,4

77,4

700

66,1

69,3

701

64,3

‘m’

702

64,3

‘m’

703

63

‘m’

704

62,2

‘m’

705

61,6

‘m’

706

62,4

‘m’

707

62,2

‘m’

708

61

‘m’

709

58,7

‘m’

710

55,5

‘m’

711

51,7

‘m’

712

49,2

‘m’

713

48,8

40,4

714

47,9

‘m’

715

46,2

‘m’

716

45,6

9,8

717

45,6

34,5

718

45,5

37,1

719

43,8

‘m’

720

41,9

‘m’

721

41,3

‘m’

722

41,4

‘m’

723

41,2

‘m’

724

41,8

‘m’

725

41,8

‘m’

726

43,2

17,4

727

45

29

728

44,2

‘m’

729

43,9

‘m’

730

38

10,7

731

56,8

‘m’

732

57,1

‘m’

733

52

‘m’

734

44,4

‘m’

735

40,2

‘m’

736

39,2

16,5

737

38,9

73,2

738

39,9

89,8

739

42,3

98,6

740

43,7

98,8

741

45,5

99,1

742

45,6

99,2

743

48,1

99,7

744

49

100

745

49,8

99,9

746

49,8

99,9

747

51,9

99,5

748

52,3

99,4

749

53,3

99,3

750

52,9

99,3

751

54,3

99,2

752

55,5

99,1

753

56,7

99

754

61,7

98,8

755

64,3

47,4

756

64,7

1,8

757

66,2

‘m’

758

49,1

‘m’

759

52,1

46

760

52,6

61

761

52,9

0

762

52,3

20,4

763

54,2

56,7

764

55,4

59,8

765

56,1

49,2

766

56,8

33,7

767

57,2

96

768

58,6

98,9

769

59,5

98,8

770

61,2

98,8

771

62,1

98,8

772

62,7

98,8

773

62,8

98,8

774

64

98,9

775

63,2

46,3

776

62,4

‘m’

777

60,3

‘m’

778

58,7

‘m’

779

57,2

‘m’

780

56,1

‘m’

781

56

9,3

782

55,2

26,3

783

54,8

42,8

784

55,7

47,1

785

56,6

52,4

786

58

50,3

787

58,6

20,6

788

58,7

‘m’

789

59,3

‘m’

790

58,6

‘m’

791

60,5

9,7

792

59,2

9,6

793

59,9

9,6

794

59,6

9,6

795

59,9

6,2

796

59,9

9,6

797

60,5

13,1

798

60,3

20,7

799

59,9

31

800

60,5

42

801

61,5

52,5

802

60,9

51,4

803

61,2

57,7

804

62,8

98,8

805

63,4

96,1

806

64,6

45,4

807

64,1

5

808

63

3,2

809

62,7

14,9

810

63,5

35,8

811

64,1

73,3

812

64,3

37,4

813

64,1

21

814

63,7

21

815

62,9

18

816

62,4

32,7

817

61,7

46,2

818

59,8

45,1

819

57,4

43,9

820

54,8

42,8

821

54,3

65,2

822

52,9

62,1

823

52,4

30,6

824

50,4

‘m’

825

48,6

‘m’

826

47,9

‘m’

827

46,8

‘m’

828

46,9

9,4

829

49,5

41,7

830

50,5

37,8

831

52,3

20,4

832

54,1

30,7

833

56,3

41,8

834

58,7

26,5

835

57,3

‘m’

836

59

‘m’

837

59,8

‘m’

838

60,3

‘m’

839

61,2

‘m’

840

61,8

‘m’

841

62,5

‘m’

842

62,4

‘m’

843

61,5

‘m’

844

63,7

‘m’

845

61,9

‘m’

846

61,6

29,7

847

60,3

‘m’

848

59,2

‘m’

849

57,3

‘m’

850

52,3

‘m’

851

49,3

‘m’

852

47,3

‘m’

853

46,3

38,8

854

46,8

35,1

855

46,6

‘m’

856

44,3

‘m’

857

43,1

‘m’

858

42,4

2,1

859

41,8

2,4

860

43,8

68,8

861

44,6

89,2

862

46

99,2

863

46,9

99,4

864

47,9

99,7

865

50,2

99,8

866

51,2

99,6

867

52,3

99,4

868

53

99,3

869

54,2

99,2

870

55,5

99,1

871

56,7

99

872

57,3

98,9

873

58

98,9

874

60,5

31,1

875

60,2

‘m’

876

60,3

‘m’

877

60,5

6,3

878

61,4

19,3

879

60,3

1,2

880

60,5

2,9

881

61,2

34,1

882

61,6

13,2

883

61,5

16,4

884

61,2

16,4

885

61,3

‘m’

886

63,1

‘m’

887

63,2

4,8

888

62,3

22,3

889

62

38,5

890

61,6

29,6

891

61,6

26,6

892

61,8

28,1

893

62

29,6

894

62

16,3

895

61,1

‘m’

896

61,2

‘m’

897

60,7

19,2

898

60,7

32,5

899

60,9

17,8

900

60,1

19,2

901

59,3

38,2

902

59,9

45

903

59,4

32,4

904

59,2

23,5

905

59,5

40,8

906

58,3

‘m’

907

58,2

‘m’

908

57,6

‘m’

909

57,1

‘m’

910

57

0,6

911

57

26,3

912

56,5

29,2

913

56,3

20,5

914

56,1

‘m’

915

55,2

‘m’

916

54,7

17,5

917

55,2

29,2

918

55,2

29,2

919

55,9

16

920

55,9

26,3

921

56,1

36,5

922

55,8

19

923

55,9

9,2

924

55,8

21,9

925

56,4

42,8

926

56,4

38

927

56,4

11

928

56,4

35,1

929

54

7,3

930

53,4

5,4

931

52,3

27,6

932

52,1

32

933

52,3

33,4

934

52,2

34,9

935

52,8

60,1

936

53,7

69,7

937

54

70,7

938

55,1

71,7

939

55,2

46

940

54,7

12,6

941

52,5

0

942

51,8

24,7

943

51,4

43,9

944

50,9

71,1

945

51,2

76,8

946

50,3

87,5

947

50,2

99,8

948

50,9

100

949

49,9

99,7

950

50,9

100

951

49,8

99,7

952

50,4

99,8

953

50,4

99,8

954

49,7

99,7

955

51

100

956

50,3

99,8

957

50,2

99,8

958

49,9

99,7

959

50,9

100

960

50

99,7

961

50,2

99,8

962

50,2

99,8

963

49,9

99,7

964

50,4

99,8

965

50,2

99,8

966

50,3

99,8

967

49,9

99,7

968

51,1

100

969

50,6

99,9

970

49,9

99,7

971

49,6

99,6

972

49,4

99,6

973

49

99,5

974

49,8

99,7

975

50,9

100

976

50,4

99,8

977

49,8

99,7

978

49,1

99,5

979

50,4

99,8

980

49,8

99,7

981

49,3

99,5

982

49,1

99,5

983

49,9

99,7

984

49,1

99,5

985

50,4

99,8

986

50,9

100

987

51,4

99,9

988

51,5

99,9

989

52,2

99,7

990

52,8

74,1

991

53,3

46

992

53,6

36,4

993

53,4

33,5

994

53,9

58,9

995

55,2

73,8

996

55,8

52,4

997

55,7

9,2

998

55,8

2,2

999

56,4

33,6

1 000

55,4

‘m’

1 001

55,2

‘m’

1 002

55,8

26,3

1 003

55,8

23,3

1 004

56,4

50,2

1 005

57,6

68,3

1 006

58,8

90,2

1 007

59,9

98,9

1 008

62,3

98,8

1 009

63,1

74,4

1 010

63,7

49,4

1 011

63,3

9,8

1 012

48

0

1 013

47,9

73,5

1 014

49,9

99,7

1 015

49,9

48,8

1 016

49,6

2,3

1 017

49,9

‘m’

1 018

49,3

‘m’

1 019

49,7

47,5

1 020

49,1

‘m’

1 021

49,4

‘m’

1 022

48,3

‘m’

1 023

49,4

‘m’

1 024

48,5

‘m’

1 025

48,7

‘m’

1 026

48,7

‘m’

1 027

49,1

‘m’

1 028

49

‘m’

1 029

49,8

‘m’

1 030

48,7

‘m’

1 031

48,5

‘m’

1 032

49,3

31,3

1 033

49,7

45,3

1 034

48,3

44,5

1 035

49,8

61

1 036

49,4

64,3

1 037

49,8

64,4

1 038

50,5

65,6

1 039

50,3

64,5

1 040

51,2

82,9

1 041

50,5

86

1 042

50,6

89

1 043

50,4

81,4

1 044

49,9

49,9

1 045

49,1

20,1

1 046

47,9

24

1 047

48,1

36,2

1 048

47,5

34,5

1 049

46,9

30,3

1 050

47,7

53,5

1 051

46,9

61,6

1 052

46,5

73,6

1 053

48

84,6

1 054

47,2

87,7

1 055

48,7

80

1 056

48,7

50,4

1 057

47,8

38,6

1 058

48,8

63,1

1 059

47,4

5

1 060

47,3

47,4

1 061

47,3

49,8

1 062

46,9

23,9

1 063

46,7

44,6

1 064

46,8

65,2

1 065

46,9

60,4

1 066

46,7

61,5

1 067

45,5

‘m’

1 068

45,5

‘m’

1 069

44,2

‘m’

1 070

43

‘m’

1 071

42,5

‘m’

1 072

41

‘m’

1 073

39,9

‘m’

1 074

39,9

38,2

1 075

40,1

48,1

1 076

39,9

48

1 077

39,4

59,3

1 078

43,8

19,8

1 079

52,9

0

1 080

52,8

88,9

1 081

53,4

99,5

1 082

54,7

99,3

1 083

56,3

99,1

1 084

57,5

99

1 085

59

98,9

1 086

59,8

98,9

1 087

60,1

98,9

1 088

61,8

48,3

1 089

61,8

55,6

1 090

61,7

59,8

1 091

62

55,6

1 092

62,3

29,6

1 093

62

19,3

1 094

61,3

7,9

1 095

61,1

19,2

1 096

61,2

43

1 097

61,1

59,7

1 098

61,1

98,8

1 099

61,3

98,8

1 100

61,3

26,6

1 101

60,4

‘m’

1 102

58,8

‘m’

1 103

57,7

‘m’

1 104

56

‘m’

1 105

54,7

‘m’

1 106

53,3

‘m’

1 107

52,6

23,2

1 108

53,4

84,2

1 109

53,9

99,4

1 110

54,9

99,3

1 111

55,8

99,2

1 112

57,1

99

1 113

56,5

99,1

1 114

58,9

98,9

1 115

58,7

98,9

1 116

59,8

98,9

1 117

61

98,8

1 118

60,7

19,2

1 119

59,4

‘m’

1 120

57,9

‘m’

1 121

57,6

‘m’

1 122

56,3

‘m’

1 123

55

‘m’

1 124

53,7

‘m’

1 125

52,1

‘m’

1 126

51,1

‘m’

1 127

49,7

25,8

1 128

49,1

46,1

1 129

48,7

46,9

1 130

48,2

46,7

1 131

48

70

1 132

48

70

1 133

47,2

67,6

1 134

47,3

67,6

1 135

46,6

74,7

1 136

47,4

13

1 137

46,3

‘m’

1 138

45,4

‘m’

1 139

45,5

24,8

1 140

44,8

73,8

1 141

46,6

99

1 142

46,3

98,9

1 143

48,5

99,4

1 144

49,9

99,7

1 145

49,1

99,5

1 146

49,1

99,5

1 147

51

100

1 148

51,5

99,9

1 149

50,9

100

1 150

51,6

99,9

1 151

52,1

99,7

1 152

50,9

100

1 153

52,2

99,7

1 154

51,5

98,3

1 155

51,5

47,2

1 156

50,8

78,4

1 157

50,3

83

1 158

50,3

31,7

1 159

49,3

31,3

1 160

48,8

21,5

1 161

47,8

59,4

1 162

48,1

77,1

1 163

48,4

87,6

1 164

49,6

87,5

1 165

51

81,4

1 166

51,6

66,7

1 167

53,3

63,2

1 168

55,2

62

1 169

55,7

43,9

1 170

56,4

30,7

1 171

56,8

23,4

1 172

57

‘m’

1 173

57,6

‘m’

1 174

56,9

‘m’

1 175

56,4

4

1 176

57

23,4

1 177

56,4

41,7

1 178

57

49,2

1 179

57,7

56,6

1 180

58,6

56,6

1 181

58,9

64

1 182

59,4

68,2

1 183

58,8

71,4

1 184

60,1

71,3

1 185

60,6

79,1

1 186

60,7

83,3

1 187

60,7

77,1

1 188

60

73,5

1 189

60,2

55,5

1 190

59,7

54,4

1 191

59,8

73,3

1 192

59,8

77,9

1 193

59,8

73,9

1 194

60

76,5

1 195

59,5

82,3

1 196

59,9

82,8

1 197

59,8

65,8

1 198

59

48,6

1 199

58,9

62,2

1 200

59,1

70,4

1 201

58,9

62,1

1 202

58,4

67,4

1 203

58,7

58,9

1 204

58,3

57,7

1 205

57,5

57,8

1 206

57,2

57,6

1 207

57,1

42,6

1 208

57

70,1

1 209

56,4

59,6

1 210

56,7

39

1 211

55,9

68,1

1 212

56,3

79,1

1 213

56,7

89,7

1 214

56

89,4

1 215

56

93,1

1 216

56,4

93,1

1 217

56,7

94,4

1 218

56,9

94,8

1 219

57

94,1

1 220

57,7

94,3

1 221

57,5

93,7

1 222

58,4

93,2

1 223

58,7

93,2

1 224

58,2

93,7

1 225

58,5

93,1

1 226

58,8

86,2

1 227

59

72,9

1 228

58,2

59,9

1 229

57,6

8,5

1 230

57,1

47,6

1 231

57,2

74,4

1 232

57

79,1

1 233

56,7

67,2

1 234

56,8

69,1

1 235

56,9

71,3

1 236

57

77,3

1 237

57,4

78,2

1 238

57,3

70,6

1 239

57,7

64

1 240

57,5

55,6

1 241

58,6

49,6

1 242

58,2

41,1

1 243

58,8

40,6

1 244

58,3

21,1

1 245

58,7

24,9

1 246

59,1

24,8

1 247

58,6

‘m’

1 248

58,8

‘m’

1 249

58,8

‘m’

1 250

58,7

‘m’

1 251

59,1

‘m’

1 252

59,1

‘m’

1 253

59,4

‘m’

1 254

60,6

2,6

1 255

59,6

‘m’

1 256

60,1

‘m’

1 257

60,6

‘m’

1 258

59,6

4,1

1 259

60,7

7,1

1 260

60,5

‘m’

1 261

59,7

‘m’

1 262

59,6

‘m’

1 263

59,8

‘m’

1 264

59,6

4,9

1 265

60,1

5,9

1 266

59,9

6,1

1 267

59,7

‘m’

1 268

59,6

‘m’

1 269

59,7

22

1 270

59,8

10,3

1 271

59,9

10

1 272

60,6

6,2

1 273

60,5

7,3

1 274

60,2

14,8

1 275

60,6

8,2

1 276

60,6

5,5

1 277

61

14,3

1 278

61

12

1 279

61,3

34,2

1 280

61,2

17,1

1 281

61,5

15,7

1 282

61

9,5

1 283

61,1

9,2

1 284

60,5

4,3

1 285

60,2

7,8

1 286

60,2

5,9

1 287

60,2

5,3

1 288

59,9

4,6

1 289

59,4

21,5

1 290

59,6

15,8

1 291

59,3

10,1

1 292

58,9

9,4

1 293

58,8

9

1 294

58,9

35,4

1 295

58,9

30,7

1 296

58,9

25,9

1 297

58,7

22,9

1 298

58,7

24,4

1 299

59,3

61

1 300

60,1

56

1 301

60,5

50,6

1 302

59,5

16,2

1 303

59,7

50

1 304

59,7

31,4

1 305

60,1

43,1

1 306

60,8

38,4

1 307

60,9

40,2

1 308

61,3

49,7

1 309

61,8

45,9

1 310

62

45,9

1 311

62,2

45,8

1 312

62,6

46,8

1 313

62,7

44,3

1 314

62,9

44,4

1 315

63,1

43,7

1 316

63,5

46,1

1 317

63,6

40,7

1 318

64,3

49,5

1 319

63,7

27

1 320

63,8

15

1 321

63,6

18,7

1 322

63,4

8,4

1 323

63,2

8,7

1 324

63,3

21,6

1 325

62,9

19,7

1 326

63

22,1

1 327

63,1

20,3

1 328

61,8

19,1

1 329

61,6

17,1

1 330

61

0

1 331

61,2

22

1 332

60,8

40,3

1 333

61,1

34,3

1 334

60,7

16,1

1 335

60,6

16,6

1 336

60,5

18,5

1 337

60,6

29,8

1 338

60,9

19,5

1 339

60,9

22,3

1 340

61,4

35,8

1 341

61,3

42,9

1 342

61,5

31

1 343

61,3

19,2

1 344

61

9,3

1 345

60,8

44,2

1 346

60,9

55,3

1 347

61,2

56

1 348

60,9

60,1

1 349

60,7

59,1

1 350

60,9

56,8

1 351

60,7

58,1

1 352

59,6

78,4

1 353

59,6

84,6

1 354

59,4

66,6

1 355

59,3

75,5

1 356

58,9

49,6

1 357

59,1

75,8

1 358

59

77,6

1 359

59

67,8

1 360

59

56,7

1 361

58,8

54,2

1 362

58,9

59,6

1 363

58,9

60,8

1 364

59,3

56,1

1 365

58,9

48,5

1 366

59,3

42,9

1 367

59,4

41,4

1 368

59,6

38,9

1 369

59,4

32,9

1 370

59,3

30,6

1 371

59,4

30

1 372

59,4

25,3

1 373

58,8

18,6

1 374

59,1

18

1 375

58,5

10,6

1 376

58,8

10,5

1 377

58,5

8,2

1 378

58,7

13,7

1 379

59,1

7,8

1 380

59,1

6

1 381

59,1

6

1 382

59,4

13,1

1 383

59,7

22,3

1 384

60,7

10,5

1 385

59,8

9,8

1 386

60,2

8,8

1 387

59,9

8,7

1 388

61

9,1

1 389

60,6

28,2

1 390

60,6

22

1 391

59,6

23,2

1 392

59,6

19

1 393

60,6

38,4

1 394

59,8

41,6

1 395

60

47,3

1 396

60,5

55,4

1 397

60,9

58,7

1 398

61,3

37,9

1 399

61,2

38,3

1 400

61,4

58,7

1 401

61,3

51,3

1 402

61,4

71,1

1 403

61,1

51

1 404

61,5

56,6

1 405

61

60,6

1 406

61,1

75,4

1 407

61,4

69,4

1 408

61,6

69,9

1 409

61,7

59,6

1 410

61,8

54,8

1 411

61,6

53,6

1 412

61,3

53,5

1 413

61,3

52,9

1 414

61,2

54,1

1 415

61,3

53,2

1 416

61,2

52,2

1 417

61,2

52,3

1 418

61

48

1 419

60,9

41,5

1 420

61

32,2

1 421

60,7

22

1 422

60,7

23,3

1 423

60,8

38,8

1 424

61

40,7

1 425

61

30,6

1 426

61,3

62,6

1 427

61,7

55,9

1 428

62,3

43,4

1 429

62,3

37,4

1 430

62,3

35,7

1 431

62,8

34,4

1 432

62,8

31,5

1 433

62,9

31,7

1 434

62,9

29,9

1 435

62,8

29,4

1 436

62,7

28,7

1 437

61,5

14,7

1 438

61,9

17,2

1 439

61,5

6,1

1 440

61

9,9

1 441

60,9

4,8

1 442

60,6

11,1

1 443

60,3

6,9

1 444

60,8

7

1 445

60,2

9,2

1 446

60,5

21,7

1 447

60,2

22,4

1 448

60,7

31,6

1 449

60,9

28,9

1 450

59,6

21,7

1 451

60,2

18

1 452

59,5

16,7

1 453

59,8

15,7

1 454

59,6

15,7

1 455

59,3

15,7

1 456

59

7,5

1 457

58,8

7,1

1 458

58,7

16,5

1 459

59,2

50,7

1 460

59,7

60,2

1 461

60,4

44

1 462

60,2

35,3

1 463

60,4

17,1

1 464

59,9

13,5

1 465

59,9

12,8

1 466

59,6

14,8

1 467

59,4

15,9

1 468

59,4

22

1 469

60,4

38,4

1 470

59,5

38,8

1 471

59,3

31,9

1 472

60,9

40,8

1 473

60,7

39

1 474

60,9

30,1

1 475

61

29,3

1 476

60,6

28,4

1 477

60,9

36,3

1 478

60,8

30,5

1 479

60,7

26,7

1 480

60,1

4,7

1 481

59,9

0

1 482

60,4

36,2

1 483

60,7

32,5

1 484

59,9

3,1

1 485

59,7

‘m’

1 486

59,5

‘m’

1 487

59,2

‘m’

1 488

58,8

0,6

1 489

58,7

‘m’

1 490

58,7

‘m’

1 491

57,9

‘m’

1 492

58,2

‘m’

1 493

57,6

‘m’

1 494

58,3

9,5

1 495

57,2

6

1 496

57,4

27,3

1 497

58,3

59,9

1 498

58,3

7,3

1 499

58,8

21,7

1 500

58,8

38,9

1 501

59,4

26,2

1 502

59,1

25,5

1 503

59,1

26

1 504

59

39,1

1 505

59,5

52,3

1 506

59,4

31

1 507

59,4

27

1 508

59,4

29,8

1 509

59,4

23,1

1 510

58,9

16

1 511

59

31,5

1 512

58,8

25,9

1 513

58,9

40,2

1 514

58,8

28,4

1 515

58,9

38,9

1 516

59,1

35,3

1 517

58,8

30,3

1 518

59

19

1 519

58,7

3

1 520

57,9

0

1 521

58

2,4

1 522

57,1

‘m’

1 523

56,7

‘m’

1 524

56,7

5,3

1 525

56,6

2,1

1 526

56,8

‘m’

1 527

56,3

‘m’

1 528

56,3

‘m’

1 529

56

‘m’

1 530

56,7

‘m’

1 531

56,6

3,8

1 532

56,9

‘m’

1 533

56,9

‘m’

1 534

57,4

‘m’

1 535

57,4

‘m’

1 536

58,3

13,9

1 537

58,5

‘m’

1 538

59,1

‘m’

1 539

59,4

‘m’

1 540

59,6

‘m’

1 541

59,5

‘m’

1 542

59,6

0,5

1 543

59,3

9,2

1 544

59,4

11,2

1 545

59,1

26,8

1 546

59

11,7

1 547

58,8

6,4

1 548

58,7

5

1 549

57,5

‘m’

1 550

57,4

‘m’

1 551

57,1

1,1

1 552

57,1

0

1 553

57

4,5

1 554

57,1

3,7

1 555

57,3

3,3

1 556

57,3

16,8

1 557

58,2

29,3

1 558

58,7

12,5

1 559

58,3

12,2

1 560

58,6

12,7

1 561

59

13,6

1 562

59,8

21,9

1 563

59,3

20,9

1 564

59,7

19,2

1 565

60,1

15,9

1 566

60,7

16,7

1 567

60,7

18,1

1 568

60,7

40,6

1 569

60,7

59,7

1 570

61,1

66,8

1 571

61,1

58,8

1 572

60,8

64,7

1 573

60,1

63,6

1 574

60,7

83,2

1 575

60,4

82,2

1 576

60

80,5

1 577

59,9

78,7

1 578

60,8

67,9

1 579

60,4

57,7

1 580

60,2

60,6

1 581

59,6

72,7

1 582

59,9

73,6

1 583

59,8

74,1

1 584

59,6

84,6

1 585

59,4

76,1

1 586

60,1

76,9

1 587

59,5

84,6

1 588

59,8

77,5

1 589

60,6

67,9

1 590

59,3

47,3

1 591

59,3

43,1

1 592

59,4

38,3

1 593

58,7

38,2

1 594

58,8

39,2

1 595

59,1

67,9

1 596

59,7

60,5

1 597

59,5

32,9

1 598

59,6

20

1 599

59,6

34,4

1 600

59,4

23,9

1 601

59,6

15,7

1 602

59,9

41

1 603

60,5

26,3

1 604

59,6

14

1 605

59,7

21,2

1 606

60,9

19,6

1 607

60,1

34,3

1 608

59,9

27

1 609

60,8

25,6

1 610

60,6

26,3

1 611

60,9

26,1

1 612

61,1

38

1 613

61,2

31,6

1 614

61,4

30,6

1 615

61,7

29,6

1 616

61,5

28,8

1 617

61,7

27,8

1 618

62,2

20,3

1 619

61,4

19,6

1 620

61,8

19,7

1 621

61,8

18,7

1 622

61,6

17,7

1 623

61,7

8,7

1 624

61,7

1,4

1 625

61,7

5,9

1 626

61,2

8,1

1 627

61,9

45,8

1 628

61,4

31,5

1 629

61,7

22,3

1 630

62,4

21,7

1 631

62,8

21,9

1 632

62,2

22,2

1 633

62,5

31

1 634

62,3

31,3

1 635

62,6

31,7

1 636

62,3

22,8

1 637

62,7

12,6

1 638

62,2

15,2

1 639

61,9

32,6

1 640

62,5

23,1

1 641

61,7

19,4

1 642

61,7

10,8

1 643

61,6

10,2

1 644

61,4

‘m’

1 645

60,8

‘m’

1 646

60,7

‘m’

1 647

61

12,4

1 648

60,4

5,3

1 649

61

13,1

1 650

60,7

29,6

1 651

60,5

28,9

1 652

60,8

27,1

1 653

61,2

27,3

1 654

60,9

20,6

1 655

61,1

13,9

1 656

60,7

13,4

1 657

61,3

26,1

1 658

60,9

23,7

1 659

61,4

32,1

1 660

61,7

33,5

1 661

61,8

34,1

1 662

61,7

17

1 663

61,7

2,5

1 664

61,5

5,9

1 665

61,3

14,9

1 666

61,5

17,2

1 667

61,1

‘m’

1 668

61,4

‘m’

1 669

61,4

8,8

1 670

61,3

8,8

1 671

61

18

1 672

61,5

13

1 673

61

3,7

1 674

60,9

3,1

1 675

60,9

4,7

1 676

60,6

4,1

1 677

60,6

6,7

1 678

60,6

12,8

1 679

60,7

11,9

1 680

60,6

12,4

1 681

60,1

12,4

1 682

60,5

12

1 683

60,4

11,8

1 684

59,9

12,4

1 685

59,6

12,4

1 686

59,6

9,1

1 687

59,9

0

1 688

59,9

20,4

1 689

59,8

4,4

1 690

59,4

3,1

1 691

59,5

26,3

1 692

59,6

20,1

1 693

59,4

35

1 694

60,9

22,1

1 695

60,5

12,2

1 696

60,1

11

1 697

60,1

8,2

1 698

60,5

6,7

1 699

60

5,1

1 700

60

5,1

1 701

60

9

1 702

60,1

5,7

1 703

59,9

8,5

1 704

59,4

6

1 705

59,5

5,5

1 706

59,5

14,2

1 707

59,5

6,2

1 708

59,4

10,3

1 709

59,6

13,8

1 710

59,5

13,9

1 711

60,1

18,9

1 712

59,4

13,1

1 713

59,8

5,4

1 714

59,9

2,9

1 715

60,1

7,1

1 716

59,6

12

1 717

59,6

4,9

1 718

59,4

22,7

1 719

59,6

22

1 720

60,1

17,4

1 721

60,2

16,6

1 722

59,4

28,6

1 723

60,3

22,4

1 724

59,9

20

1 725

60,2

18,6

1 726

60,3

11,9

1 727

60,4

11,6

1 728

60,6

10,6

1 729

60,8

16

1 730

60,9

17

1 731

60,9

16,1

1 732

60,7

11,4

1 733

60,9

11,3

1 734

61,1

11,2

1 735

61,1

25,6

1 736

61

14,6

1 737

61

10,4

1 738

60,6

‘m’

1 739

60,9

‘m’

1 740

60,8

4,8

1 741

59,9

‘m’

1 742

59,8

‘m’

1 743

59,1

‘m’

1 744

58,8

‘m’

1 745

58,8

‘m’

1 746

58,2

‘m’

1 747

58,5

14,3

1 748

57,5

4,4

1 749

57,9

0

1 750

57,8

20,9

1 751

58,3

9,2

1 752

57,8

8,2

1 753

57,5

15,3

1 754

58,4

38

1 755

58,1

15,4

1 756

58,8

11,8

1 757

58,3

8,1

1 758

58,3

5,5

1 759

59

4,1

1 760

58,2

4,9

1 761

57,9

10,1

1 762

58,5

7,5

1 763

57,4

7

1 764

58,2

6,7

1 765

58,2

6,6

1 766

57,3

17,3

1 767

58

11,4

1 768

57,5

47,4

1 769

57,4

28,8

1 770

58,8

24,3

1 771

57,7

25,5

1 772

58,4

35,5

1 773

58,4

29,3

1 774

59

33,8

1 775

59

18,7

1 776

58,8

9,8

1 777

58,8

23,9

1 778

59,1

48,2

1 779

59,4

37,2

1 780

59,6

29,1

1 781

50

25

1 782

40

20

1 783

30

15

1 784

20

10

1 785

10

5

1 786

0

0

1 787

0

0

1 788

0

0

1 789

0

0

1 790

0

0

1 791

0

0

1 792

0

0

1 793

0

0

1 794

0

0

1 795

0

0

1 796

0

0

1 797

0

0

1 798

0

0

1 799

0

0

1 800

0

0

‘m’ = motoring.

A graphical display of the ETC dynamometer schedule is shown in Figure 5.

Image 18

Figure 5: ETC Dynamometer Schedule

ETC

Urban streets

Rural roads

Motorways

Speed [%]

Torque [%]

Time [sec]

ANNEX 4

Appendix 4

MEASUREMENT AND SAMPLING PROCEDURES

1.   INTRODUCTION

Gaseous components, particulates, and smoke emitted by the engine submitted for testing must be measured by the methods described in annex 4, appendix 6. The respective paragraphs of annex 4, appendix 6 describe the recommended analytical systems for the gaseous emissions (paragraph 1.), the recommended particulate dilution and sampling systems (paragraph 2.), and the recommended opacimeters for smoke measurement (paragraph 3.).

For the ESC, the gaseous components must be determined in the raw exhaust gas. Optionally, they may be determined in the diluted exhaust gas, if a full flow dilution system is used for particulate determination. Particulates must be determined with either a partial flow or a full flow dilution system.

For the ETC, only a full flow dilution system must be used for determining gaseous and particulate emissions, and is considered the reference system. However, partial flow dilution systems may be approved by the Technical Service, if their equivalency according to paragraph 6.2. to the Regulation is proven, and if a detailed description of the data evaluation and calculation procedures is submitted to the Technical Service.

2.   DYNAMOMETER AND TEST CELL EQUIPMENT

The following equipment must be used for emission tests of engines on engine dynamometers.

2.1.   Engine dynamometer

An engine dynamometer must be used with adequate characteristics to perform the test cycles described in appendices 1 and 2 to this annex. The speed measuring system must have an accuracy of ± 2 per cent of reading. The torque measuring system must have an accuracy of ± 3 per cent of reading in the range > 20 per cent of full scale, and an accuracy of ± 0,6 per cent of full scale in the range ≤ 20 per cent of full scale.

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 must be used, as required. These instruments must satisfy the requirements given in table 8:

Table 8

Accuracy of measuring instruments

Measuring instrument

Accuracy

Fuel Consumption

± 2 % of Engine's Maximum Value

Air Consumption

± 2 % of Engine's Maximum Value

Temperatures ≤ 600 K (327 °C)

± 2 K Absolute

Temperatures ≥ 600 K (327 °C)

± 1 % of Reading

Atmospheric Pressure

± 0,1 kPa Absolute

Exhaust Gas Pressure

± 0,2 kPa Absolute

Intake Depression

± 0,05 kPa Absolute

Other Pressures

± 0,1 kPa Absolute

Relative Humidity

± 3 % Absolute

Absolute Humidity

± 5 % of Reading

2.3.   Exhaust gas flow

For calculation of the emissions in the raw exhaust, it is necessary to know the exhaust gas flow (see paragraph 4.4. of appendix 1). For the determination of the exhaust flow either of the following methods may be used:

Direct measurement of the exhaust flow by flow nozzle or equivalent metering system;

Measurement of the air flow and the fuel flow by suitable metering systems and calculation of the exhaust flow by the following equation:

GEXHW = GAIRW + GFUEL

(for wet exhaust mass)

The accuracy of exhaust flow determination must be ± 2,5 per cent of reading or better.

2.4.   Diluted exhaust gas flow

For calculation of the emissions in the diluted exhaust using a full flow dilution system (mandatory for the ETC), it is necessary to know the diluted exhaust gas flow (see paragraph 4.3. of appendix 2). The total mass flow rate of the diluted exhaust (GTOTW) or the total mass of the diluted exhaust gas over the cycle (MTOTW) must be measured with a PDP or CFV (annex 4, appendix 6, paragraph 2.3.1.). The accuracy must be ± 2 per cent of reading or better, and must be determined according to the provisions of annex 4, appendix 5, paragraph 2.4.

3.   DETERMINATION OF THE GASEOUS COMPONENTS

3.1.   General analyser specifications

The analysers must have a measuring range appropriate for the accuracy required to measure the concentrations of the exhaust gas components (paragraph 3.1.1). It is recommended that the analysers be operated such that the measured concentration falls between 15 per cent and 100 per cent of full scale.

If read-out systems (computers, data loggers) can provide sufficient accuracy and resolution below 15 per cent of full scale, measurements below 15 per cent of full scale are also acceptable. In this case, additional calibrations of at least 4 non-zero nominally equally spaced points are to be made to ensure the accuracy of the calibration curves according to annex 4, appendix 5, paragraph 1.5.5.2.

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

3.1.1.   Measurement error

The total measurement error, including the cross sensitivity to other gases (see annex 4, appendix 5, paragraph 1.9.), must not exceed ± 5 per cent of the reading or ± 3,5 per cent of full scale, whichever is smaller. For concentrations of less than 100 ppm the measurement error must not exceed ± 4 ppm.

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, has to be not greater than ± 1 per cent of full scale concentration for each range used above 155 ppm (or ppm C) or ± 2 per cent of each range used below 155 ppm (or ppm C).

3.1.3.   Noise

The analyser peak-to-peak response to zero and calibration or span gases over any 10 seconds period must not exceed 2 per cent of full scale on all ranges used.

3.1.4.   Zero drift

The zero drift during a one hour period must be less than 2 per cent 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 seconds time interval.

3.1.5.   Span drift

The span drift during a one hour period must be less than 2 per cent 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 seconds time interval.

3.2.   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.

3.3.   Analysers

Paragraphs 3.3.1. to 3.3.4. describe the measurement principles to be used. A detailed description of the measurement systems is given in annex 4, appendix 6. The gases to be measured must be analysed with the following instruments. For non-linear analysers, the use of linearising circuits is permitted.

3.3.1.   Carbon monoxide (CO) analysis

The carbon monoxide analyser must be of the Non-Dispersive Infra-Red (NDIR) absorption type.

3.3.2.   Carbon dioxide (CO2) analysis

The carbon dioxide analyser must be of the Non-Dispersive Infra-Red (NDIR) absorption type.

3.3.3.   Hydrocarbon (HC) analysis

For diesel and LPG fuelled gas engines, the hydrocarbon analyser must 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 ± 10 °C). For NG fuelled gas engines, the hydrocarbon analyser may be of the non heated Flame Ionisation Detector (FID) type depending upon the method used (see annex 4, appendix 6, paragraph 1.3.).

3.3.4.   Non-methane hydrocarbon (NMHC) analysis (NG fuelled gas engines only)

Non-methane hydrocarbons must be determined by either of the following methods:

3.3.4.1.   Gas chromatographic (GC) method

Non-methane hydrocarbons must be determined by subtraction of the methane analysed with a Gas Chromatograph (GC) conditioned at 423 K (150 °C) from the hydrocarbons measured according to paragraph 3.3.3.

3.3.4.2.   Non-methane cutter (NMC) method

The determination of the non-methane fraction must be performed with a heated NMC operated in line with an FID as per paragraph 3.3.3. by subtraction of the methane from the hydrocarbons.

3.3.5.   Oxides of nitrogen (NOx) analysis

The oxides of nitrogen analyser must be of the Chemi-Luminescent Detector (CLD) or Heated Chemi-Luminescent 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) must be used, provided the water quench check (see annex 4, appendix 5, paragraph 1.9.2.2.) is satisfied.

3.4.   Sampling of gaseous emissions

3.4.1.   Raw exhaust gas (ESC only)

The gaseous emissions sampling probes must be fitted at least 0,5 m or 3 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 must 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 emission calculation the total exhaust mass flow must be used.

If the engine is equipped with an exhaust after-treatment system, the exhaust sample must be taken downstream of the exhaust after-treatment system.

3.4.2.   Diluted exhaust gas (mandatory for ETC, optional for ESC)

The exhaust pipe between the engine and the full flow dilution system must conform to the requirements of annex 4, appendix 6, paragraph 2.3.1., EP.

The gaseous emissions sample probe(s) must 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.

For the ETC, sampling can generally be done in two ways:

—

the pollutants are sampled into a sampling bag over the cycle and measured after completion of the test;

—

the pollutants are sampled continuously and integrated over the cycle; this method is mandatory for HC and NOx.

4.   DETERMINATION OF THE PARTICULATES

The determination of the particulates requires a dilution system. Dilution may be accomplished by a partial flow dilution system (ESC only) or a full flow dilution system (mandatory for ETC). The flow capacity of the dilution system must be large enough to completely eliminate water condensation in the dilution and sampling systems, and maintain the temperature of the diluted exhaust gas at or below 325 K (52 °C) immediately upstream of the filter holders. Dehumidifying the dilution air before entering the dilution system is permitted, and especially useful if dilution air humidity is high. The temperature of the dilution air must be 298 K ± 5 K (25 °C ± 5 °C). If the ambient temperature is below 293 K (20 °C), dilution air pre-heating above the upper temperature limit of 303 K (30 °C) is recommended. However, the dilution air temperature must not exceed 325 K (52 °C) prior to the introduction of the exhaust in the dilution tunnel.

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 4, appendix 6, paragraph 2.2.). The particulate sampling probe must be installed in close proximity to the gaseous emissions sampling probe, and the installation must comply with the provisions of paragraph 3.4.1.

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, the single filter method must be applied which uses one pair of filters (see paragraph 4.1.3) for the whole test cycle. For the ESC, considerable attention must be paid to sampling times and flows during the sampling phase of the test.

4.1.   Particulate sampling filters

4.1.1.   Filter specification

Fluorocarbon coated glass fibre filters or fluorocarbon based membrane filters are required. All filter types must have a 0,3 µm DOP (di-octylphthalate) collection efficiency of at least 95 per cent at a gas face velocity between 35 and 80 cm/s.

4.1.2.   Filter size

Particulate filters must have a minimum diameter of 47 mm (37 mm stain diameter). Larger diameter filters are acceptable (paragraph 4.1.5).

4.1.3.   Primary and back-up Filters

The diluted exhaust must 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 must be located no more than 100 mm downstream of, and must 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.

4.1.4.   Filter face velocity

A gas face velocity through the filter of 35 to 80 cm/s must be achieved. The pressure drop increase between the beginning and the end of the test must be no more than 25 kPa.

4.1.5.   Filter loading

The recommended minimum filter loading must be 0,5 mg/1 075 mm2 stain area. For the most common filter sizes the values are shown in table 9.

Table 9

Recommended filter loadings

Filter Diameter (mm)

Recommended Stain

Recommended Minimum

47

37

0,5

70

60

1,3

90

80

2,3

110

100

3,6

4.2.   Weighing chamber and analytical balance specifications

4.2.1.   Weighing chamber conditions

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

4.2.2.   Reference filter weighing

The chamber (or room) environment must 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 paragraph 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 personal entrance into the weighing room. At least two unused reference filters or reference filter pairs must be weighed within 4 hours of, but preferably at the same time as the sample filter (pair) weighings. They must 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 weighings by more than ± 5 per cent (± 7,5 per cent for the filter pair respectively) of the recommended minimum filter loading (paragraph 4.1.5.), then all sample filters must be discarded and the emissions test repeated.

If the weighing room stability criteria outlined in paragraph 4.2.1. is not met, but the reference filter (pair) weighings 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 rerunning the test.

4.2.3.   Analytical balance

The analytical balance used to determine the weights of all filters must have a precision (standard deviation) of 20 µg and a resolution of 10 µg (1 digit = 10 µg). For filters less than 70 mm diameter, the precision and resolution must be 2 µg and 1 µg, respectively.

4.2.4.   Elimination of static electricity effects

To eliminate the effects of static electricity, the filters should be neutralised prior to weighing, e.g. by a Polonium neutraliser or a device of similar effect.

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.

5.   DETERMINATION OF SMOKE OPACITY

This paragraph provides specifications for the required and optional test equipment to be used for the ELR test. The smoke must be measured with an opacimeter having an opacity and a light absorption coefficient readout mode. The opacity readout mode must only be used for calibration and checking of the opacimeter. The smoke values of the test cycle must be measured in the light absorption coefficient readout mode.

5.1.   General requirements

The ELR requires the use of a smoke measurement and data processing system which includes three functional units. These units may be integrated into a single component or provided as a system of interconnected components. The three functional units are:

—

An opacimeter meeting the specifications of annex 4, appendix 6, paragraph 3.

—

A data processing unit capable of performing the functions described in annex 4, appendix 1, paragraph 6.

—

A printer and/or electronic storage medium to record and output the required smoke values specified in annex 4, appendix 1, paragraph 6.3.

5.2.   Specific requirements

5.2.1.   Linearity

The linearity must be within ± 2 per cent opacity.

5.2.2.   Zero drift

The zero drift during a one hour period must not exceed ± 1 per cent opacity.

5.2.3.   Opacimeter display and range

For display in opacity, the range must be 0-100 per cent opacity, and the readability 0,1 per cent opacity. For display in light absorption coefficient, the range must be 0-30 m–1 light absorption coefficient, and the readability 0,01 m–1 light absorption coefficient.

5.2.4.   Instrument response time

The physical response time of the opacimeter must not exceed 0,2 s. The physical response time is the difference between the times when the output of a rapid response receiver reaches 10 and 90 per cent of the full deviation when the opacity of the gas being measured is changed in less than 0,1 s.

The electrical response time of the opacimeter must not exceed 0,05 s. The electrical response time is the difference between the times when the opacimeter output reaches 10 and 90 per cent of the full scale when the light source is interrupted or completely extinguished in less than 0,01 s.

5.2.5.   Neutral density filters

Any neutral density filter used in conjunction with opacimeter calibration, linearity measurements, or setting span must have its value known to within 1,0 per cent opacity. The filter's nominal value must be checked for accuracy at least yearly using a reference traceable to a national or international standard.

Neutral density filters are precision devices and can easily be damaged during use. Handling should be minimised and, when required, should be done with care to avoid scratching or soiling of the filter.

ANNEX 4

Appendix 5

CALIBRATION PROCEDURE

1.   CALIBRATION OF THE ANALYTICAL INSTRUMENTS

1.1.   Introduction

Each analyser must be calibrated as often as necessary to fulfil the accuracy requirements of this Regulation. The calibration method that must be used is described in this paragraph for the analysers indicated in annex 4, appendix 4, paragraph 3. and annex 4, appendix 6, paragraph 1.

1.2.   Calibration gases

The shelf life of all calibration gases must be respected.

The expiration date of the calibration gases stated by the manufacturer must 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:

Purified nitrogen

(Contamination ≤ 1 ppm C1, ≤1 ppm CO, ≤ 400 ppm CO2, ≤ 0,1 ppm NO)

Purified oxygen

(Purity > 99,5 % vol O2)

Hydrogen-helium mixture

(40 ± 2 % hydrogen, balance helium)

(Contamination ≤ 1 ppm C1, ≤ 400 ppm CO2)

Purified synthetic air

(Contamination ≤ 1 ppm C1, ≤ 1 ppm CO, ≤ 400 ppm CO2, ≤ 0,1 ppm NO)

(Oxygen content between 18-21 % vol.)

Purified propane or CO for the CVS verification

1.2.2.   Calibration and span gases

Mixtures of gases having the following chemical compositions must be available:

C3H8

and purified synthetic air (see paragraph 1.2.1);

CO

and purified nitrogen;

NOx

and purified nitrogen (the amount of NO2 contained in this calibration gas must not exceed 5 % of the NO content);

CO2

and purified nitrogen

CH4

and purified synthetic air

C2H6

and purified synthetic air

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 per cent of the nominal value. All concentrations of calibration gas must 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 per cent.

1.3.   Operating procedure for analysers and sampling system

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

1.4.   Leakage test

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

The maximum allowable leakage rate on the vacuum side must be 0,5 per cent 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 must be calibrated and calibration curves checked against standard gases. The same gas flow rates must 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 must be tuned, as necessary, and the combustion flame of the HFID analyser must be optimised (paragraph 1.8.1).

1.5.4.   Calibration

Each normally used operating range must be calibrated.

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

The appropriate calibration gases must be introduced to the analysers, the values recorded, and the calibration curve established according to paragraph 1.5.5.

The zero setting must be rechecked and the calibration procedure repeated, if necessary.

1.5.5.   Establishment of the calibration curve

1.5.5.1.   General guidelines

The analyser calibration curve must be established by at least five calibration points (excluding zero) spaced as uniformly as possible. The highest nominal concentration must be equal to or higher than 90 per cent of full scale.

The calibration curve must be calculated by the method of least squares. If the resulting polynomial degree is greater than 3, the number of calibration points (zero included) must be at least equal to this polynomial degree plus 2.

The calibration curve must not differ by more than ± 2 per cent from the nominal value of each calibration point and by more than ± 1 per cent of full scale at zero.

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:

—

the measuring range;

—

the sensitivity;

—

the date of carrying out the calibration.

1.5.5.2.   Calibration below 15 per cent of Full Scale

The analyser calibration curve must be established by at least 4 additional calibration points (excluding zero) spaced nominally equally below 15 per cent of full scale.

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

The calibration curve must not differ by more than ± 4 per cent from the nominal value of each calibration point and by more than ± 1 per cent of full scale at zero.

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 must be checked prior to each analysis in accordance with the following procedure.

The calibration must be checked by using a zero gas and a span gas whose nominal value is more than 80 per cent of full scale of the measuring range.

If, for the two points considered, the value found does not differ by more than ± 4 per cent of full scale from the declared reference value, the adjustment parameters may be modified. Should this not be the case, a new calibration curve must be established in accordance with paragraph 1.5.5.

1.7.   Efficiency test of the NOx converter

The efficiency of the converter used for the conversion of NO2 into NO must be tested as given in paragraphs 1.7.1. to 1.7.8. (Figure 6).

Image 19

Figure 6: Schematic of NO2 converter efficiency device

solenoid valve

O2

AC

Ozonator

Variac

to analyser

NO/N2

1.7.1.   Test set-up

Using the test set-up as shown in Figure 6 (see also annex 4, appendix 4, paragraph 3.3.5.) and the procedure below, the efficiency of converters can be tested by means of an ozonator.

1.7.2.   Calibration

The CLD and the HCLD must 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 per cent of the operating range and the NO2 concentration of the gas mixture to less than 5 per cent 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:

Formula

where:

a

is the NOx concentration according to paragraph 1.7.6

b

is the NOx concentration according to paragraph 1.7.7

c

is the NO concentration according to paragraph 1.7.4

d

is the NO concentration according to paragraph 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 per cent less than the indicated calibration concentration given in paragraph 1.7.2. (The analyser is in the NO mode). The indicated concentration c must be recorded. The ozonator is kept deactivated 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 per cent (minimum 10 per cent) of the calibration concentration given in paragraph 1.7.2. The indicated concentration d must 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 must be recorded. (The analyser is in the NOx mode).

1.7.7.   Deactivation of the ozonator

The ozonator is now deactivated. The mixture of gases described in paragraph 1.7.6. passes through the converter into the detector. The indicated concentration b must be recorded. (The analyser is in the NOx mode).

1.7.8.   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 must not deviate by more than ± 5 per cent from the value measured according to paragraph 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 must not be less than 90 per cent, but a higher efficiency of 95 per cent is strongly recommended.

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

1.8.   Adjustment of the FID

1.8.1.   Optimisation of the detector response

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

1.8.2.   Hydrocarbon response factors

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

Response factors must 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 per cent of full scale. The concentration must be known to an accuracy of ± 2 per cent 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 ± 5 K (25 °C ± 5 °C).

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

Methane and purified synthetic air

1,00 ≤ Rf ≤ 1,15 (diesel and LPG engines)

Methane and purified synthetic air

1,00 ≤ Rf ≤ 1,07 (NG engines)

Propylene and purified synthetic air

0,90 ≤ Rf ≤ 1,1

Toluene and purified synthetic air

0,90 ≤ Rf ≤ 1,10

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

1.8.3.   Oxygen interference check

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

The response factor is defined and must be determined as described in paragraph 1.8.2. The test gas to be used and the recommended relative response factor range are as follows:

Propane and nitrogen

0,95 ≤ Rf ≤ 1,05

This value is relative to the response factor (Rf) of 1,00 for propane and purified synthetic air.

The FID burner air oxygen concentration must be within ± 1 mole % of the oxygen concentration of the burner air used in the latest oxygen interference check. If the difference is greater, the oxygen interference must be checked and the analyser adjusted, if necessary.

1.8.4.   Efficiency of the non-methane cutter (NMC, for NG fuelled gas engines only)

The NMC is used for the removal of the non-methane hydrocarbons from the sample gas by oxidising all hydrocarbons except methane. Ideally, the conversion for methane is 0 %, and for the other hydrocarbons represented by ethane is 100 %. For the accurate measurement of NMHC, the two efficiencies must be determined and used for the calculation of the NMHC emission mass flow rate (see annex 4, appendix 2, paragraph 4.3.).

1.8.4.1.   Methane efficiency

Methane calibration gas must be flown through the FID with and without bypassing the NMC and the two concentrations recorded. The efficiency must be determined as follows:

Formula

where:

concw

=

HC concentration with CH4 flowing through the NMC

concw/o

=

HC concentration with CH4 bypassing the NMC

1.8.4.2.   Ethane efficiency

Ethane calibration gas must be flown through the FID with and without bypassing the NMC and the two concentrations recorded. The efficiency must be determined as follows:

Formula

where:

concw

=

HC concentration with C2H6 flowing through the NMC

concw/o

=

HC concentration with C2H6 bypassing the NMC

1.9.   Interference effects with CO, CO2, and NOx 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 paragraphs 1.9.1. and 1.9.2. must 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 per cent of full scale of the maximum operating range used during testing must be bubbled through water at room temperature and the analyser response recorded. The analyser response must not be more than 1 per cent 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 to 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 per cent of full scale of the maximum operating range must be passed through the NDIR analyser and the CO2 value recorded as A. It must then be diluted approximately 50 per cent 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 must then be shut off and only the NO span gas be passed through the (H)CLD and the NO value recorded as D.

The quench, which must not be greater than 3 per cent of full scale, must be calculated as follows:

Formula

where:

A

is the undiluted CO2 concentration measured with NDIR in per cent

B

is the diluted CO2 concentration measured with NDIR in per cent

C

is the diluted NO concentration measured with (H)CLD in ppm

D

is the undiluted NO concentration measured with (H)CLD in ppm

Alternative methods of diluting and quantifying of CO2 and NO span gas values such as dynamic mixing/blending can be used.

1.9.2.2.   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 per cent of full scale of the normal operating range must be passed through the (H)CLD and the NO value recorded as D. The NO span gas must then be bubbled through water at room temperature and passed through the (H)CLD and the NO value recorded as C. The analyser's absolute operating pressure and the water temperature must be determined and recorded as E and F, respectively. The mixture's saturation vapour pressure that corresponds to the bubbler water temperature F must be determined and recorded as G. The water vapour concentration (H, in %) of the mixture must be calculated as follows:

H = 100 × (G / E)

The expected diluted NO span gas (in water vapour) concentration (De) must be calculated as follows:

De = D × (1 – H / 100)

For diesel exhaust, the maximum exhaust water vapour concentration (Hm, in %) expected during testing must be estimated, under the assumption of a fuel atom H/C ratio of 1.8:1. from the undiluted CO2 span gas concentration (A, as measured in paragraph 1.9.2.1) as follows:

Hm = 0,9 × A

The water quench, which must not be greater than 3 per cent, must be calculated as follows:

% Quench = 100 × ((De – C) / De) × (Hm / H)

where:

De

is the expected diluted NO concentration in ppm

C

is the diluted NO concentration in ppm

Hm

is the maximum water vapour concentration in %

H

is the actual water vapour concentration in %

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.   Calibration intervals

The analysers must be calibrated according to paragraph 1.5. at least every 3 months or whenever a system repair or change is made that could influence calibration.

2.   CALIBRATION OF THE CVS-SYSTEM

2.1.   General

The CVS system must be calibrated by using an accurate flowmeter traceable to national or international standards and a restricting device. The flow through the system must be measured at different restriction settings, and the control parameters of the system must be measured and related to the flow.

Various types of flowmeters may be used, e. g. calibrated venturi, calibrated laminar flowmeter, calibrated turbinemeter.

2.2.   Calibration of the positive displacement pump (PDP)

All parameters related to the pump must be simultaneously measured with the parameters related to the flowmeter which is connected in series with the pump. The calculated flow rate (in m3/min at pump inlet, absolute pressure and temperature) must be plotted versus 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 must then be determined. If a CVS has a multiple speed drive, the calibration must be performed for each range used. Temperature stability must be maintained during calibration.

2.2.1.   Data analysis

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

Formula

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 must be calculated as follows:

Formula

where:

ΔpP

=

pressure differential from pump inlet to pump outlet, kPa

pA

=

absolute outlet pressure at pump outlet, kPa

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

V0 = D0 – m × (X0)

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 must be approximately parallel, and the intercept values (D0) must increase as the pump flow range decreases.

The calculated values from the equation must be within ± 0,5 per cent 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 must be performed at pump start-up, after major maintenance, and if the total system verification (paragraph 2.4) indicates a change of the slip rate.

2.3.   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:

Formula

where:

Kv

=

calibration coefficient

pA

=

absolute pressure at venturi inlet, kPa

T

=

temperature at venturi inlet, K

2.3.1.   Data Analysis

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

Formula

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 must 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 must be calculated. The standard deviation must not exceed ± 0,3 per cent of the average Kv.

2.4.   Total system verification

The total accuracy of the CVS sampling system and analytical system must 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 4, appendix 2, paragraph 4.3., 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 must be used.

2.4.1.   Metering with a critical flow orifice

A known quantity of pure gas (carbon monoxide or propane) must 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 must be operated as in a normal exhaust emission test for about 5 to 10 minutes. A gas sample must be analysed with the usual equipment (sampling bag or integrating method), and the mass of the gas calculated. The mass so determined must be within ± 3 per cent of the known mass of the gas injected.

2.4.2.   Metering by means of a gravimetric technique

The weight of a small cylinder filled with carbon monoxide or propane must be determined with a precision of ± 0,01 gram. For about 5 to 10 minutes, the CVS system must 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 must be determined by means of differential weighing. A gas sample must be analysed with the usual equipment (sampling bag or integrating method), and the mass of the gas calculated. The mass so determined must be within ± 3 per cent of the known mass of the gas injected.

3.   CALIBRATION OF THE PARTICULATE MEASURING SYSTEM

3.1.   Introduction

Each component must be calibrated as often as necessary to fulfil the accuracy requirements of this Regulation. The calibration method to be used is described in this paragraph for the components indicated in annex 4, appendix 4, paragraph 4. and annex 4, appendix 6, paragraph 2.

3.2.   Flow measurement

The calibration of gas flow meters or flow measurement instrumentation must be traceable to international and/or national standards. The maximum error of the measured value must be within ± 2 per cent of reading.

If the gas flow is determined by differential flow measurement, the maximum error of the difference must be such that the accuracy of GEDF is within ± 4 per cent (see also annex 4, appendix 6, paragraph 2.2.1., EGA). It can be calculated by taking the root mean square of the errors of each instrument.

3.3.   Checking the partial flow conditions

The range of the exhaust gas velocity and the pressure oscillations must be checked and adjusted according to the requirements of annex 4, appendix 6, paragraph 2.2.1., EP, if applicable.

3.4.   Calibration intervals

The flow measurement instrumentation must be calibrated at least every 3 months or whenever a system repair or change is made that could influence calibration.

4.   CALIBRATION OF THE SMOKE MEASUREMENT EQUIPMENT

4.1.   Introduction

The opacimeter must be calibrated as often as necessary to fulfil the accuracy requirements of this Regulation. The calibration method to be used is described in this paragraph for the components indicated in annex 4, appendix 4, paragraph 5. and annex 4, appendix 6, paragraph 3.

4.2.   Calibration procedure

4.2.1.   Warming-up time

The opacimeter must be warmed up and stabilised according to the manufacturer's recommendations. If the opacimeter is equipped with a purge air system to prevent sooting of the instrument optics, this system should also be activated and adjusted according to the manufacturer's recommendations.

4.2.2.   Establishment of the linearity response

The linearity of the opacimeter must be checked in the opacity readout mode as per the manufacturer's recommendations. Three neutral density filters of known transmittance, which must meet the requirements of annex 4, appendix 4, paragraph 5.2.5., must be introduced to the opacimeter and the value recorded. The neutral density filters must have nominal opacities of approximately 10 %, 20 % and 40 %.

The linearity must not differ by more than ± 2 per cent opacity from the nominal value of the neutral density filter. Any non-linearity exceeding the above value must be corrected prior to the test.

4.3.   Calibration intervals

The opacimeter must be calibrated according to paragraph 4.2.2. at least every 3 months or whenever a system repair or change is made that could influence calibration.

ANNEX 4

Appendix 6

ANALYTICAL AND SAMPLING SYSTEMS

1.   DETERMINATION OF THE GASEOUS EMISSIONS

1.1.   Introduction

Paragraph 1.2. and figures 7 and 8 contain detailed descriptions of the recommended sampling and analysing systems. Since various configurations can produce equivalent results, exact conformance with figures 7 and 8 is not required. Additional components such as instruments, valves, solenoids, pumps, and switches may be used to provide additional information and 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.

Image 20

Figure 7: Flow diagram of raw exhaust gas analysis system for CO, CO2, NOx, HC ESC only

zero gas

zero gas

vent

zero gas

span gas

vent

air

fuel

optional 2 sampling probes

vent

vent

zero gas

vent

zero gas

span gas

zero gas

span gas

vent

span gas

vent

1.2.   Description of the analytical system

An analytical system for the determination of the gaseous emissions in the raw (Figure 7, ESC only) or diluted (Figure 8. ETC and ESC) exhaust gas is described based on the use of:

HFID analyser for the measurement of hydrocarbons;

NDIR analysers for the measurement of carbon monoxide and carbon dioxide;

HCLD or equivalent analyser for the measurement of the oxides of nitrogen;

The sample for all components may be taken with one sampling probe or with two sampling probes located in close proximity and internally split to the different analysers. Care must be taken that no condensation of exhaust components (including water and sulphuric acid) occurs at any point of the analytical system.

Image 21

Figure 8: Flow diagram of diluted exhaust gas analysis system for CO, CO2, NOx, HC (ETC, optional for ESC test)

to PSS see figure 21

zero gas

vent

same plane see fig. 21

zero gas

span gas

vent

see fig. 20

air

fuel

vent

vent

zero gas

vent

zero gas

span gas

zero gas

span gas

vent

span gas

vent

1.2.1.   Components of figures 7 and 8

EP

Exhaust pipe

SP1

Exhaust gas sampling probe (Figure 7 only)

A stainless steel straight closed end multi-hole probe is recommended. The inside diameter must not be greater than the inside diameter of the sampling line. The wall thickness of the probe must not be greater than 1 mm. There must be a minimum of 3 holes in 3 different radial planes sized to sample approximately the same flow. The probe must extend across at least 80 per cent of the diameter of the exhaust pipe. One or two sampling probes may be used.

SP2

Diluted exhaust gas HC sampling probe (Figure 8 only)

The probe must:

—

be defined as the first 254 mm to 762 mm of the heated sampling line HSL1;

—

have a 5 mm minimum inside diameter;

—

be installed in the dilution tunnel DT (see paragraph 2.3., Figure 20) at a point where the dilution air and exhaust gas are well mixed (i.e. approximately 10 tunnel diameters downstream of the point where the exhaust enters the dilution tunnel);

—

be sufficiently distant (radially) from other probes and the tunnel wall so as to be free from the influence of any wakes or eddies;

—

be heated so as to increase the gas stream temperature to 463 K ± 10 K (190 °C ± 10 °C) at the exit of the probe.

SP3

Diluted exhaust gas CO, CO2, NOx sampling probe (Figure 8 only)

The probe must:

—

be in the same plane as SP2;

—

be sufficiently distant (radially) from other probes and the tunnel wall so as to be free from the influence of any wakes or eddies;

—

be heated and insulated over its entire length to a minimum temperature of 328 K (55 °C) to prevent water condensation.

HSL1

Heated sampling line

The sampling line provides a gas sample from a single probe to the split point(s) and the HC analyser.

The sampling line must:

—

have a 5 mm minimum and a 13,5 mm maximum inside diameter;

—

be made of stainless steel or PTFE.

—

maintain a wall temperature of 463 K ± 10 K (190 °C ± 10 °C) as measured at every separately controlled heated section, if the temperature of the exhaust gas at the sampling probe is equal to or below 463 K (190 °C);

—

maintain a wall temperature greater than 453 K (180 °C), if the temperature of the exhaust gas at the sampling probe is above 463 K (190 °C);

—

maintain a gas temperature of 463 K ± 10 K (190 °C ± 10 °C) immediately before the heated filter F2 and the HFID;

HSL2

Heated NOx sampling line

The sampling line must:

—

maintain a wall temperature of 328 K to 473 K (55 °C to 200 °C), up to the converter C when using a cooling bath B, and up to the analyser when a cooling bath B is not used.

—

be made of stainless steel or PTFE.

SL

Sampling line for CO and CO2

The line must be made of PTFE or stainless steel. It may be heated or unheated.

BK

Background bag (optional; Figure 8 only)

For the sampling of the background concentrations

BG

Sample bag (optional; Figure 8 CO and CO2 only)

For the sampling of the sample concentrations.

F1

Heated pre-filter (optional)

The temperature must be the same as HSL1.

F2

Heated filter

The filter must extract any solid particles from the gas sample prior to the analyser. The temperature must be the same as HSL1. The filter must be changed as needed.

P

Heated sampling pump

The pump must be heated to the temperature of HSL1.

HC

Heated flame ionisation detector (HFID) for the determination of the hydrocarbons.

The temperature must be kept at 453 K to 473 K (180 °C to 200 °C).

CO, CO2

NDIR analysers for the determination of carbon monoxide and carbon dioxide (optional for the determination of the dilution ratio for PT measurement).

NO

CLD or HCLD analyser for the determination of the oxides of nitrogen.

If a HCLD is used it must be kept at a temperature of 328 K to 473 K (55 °C to 200 °C).

C

Converter

A converter must be used for the catalytic reduction of NO2 to NO prior to analysis in the CLD or HCLD.

B

Cooling bath (optional)

To cool and condense water from the exhaust sample. The bath must be maintained at a temperature of 273 K to 277 K (0 °C to 4 °C) by ice or refrigeration. It is optional if the analyser is free from water vapour interference as determined in annex 4, appendix 5, paragraphs 1.9.1. and 1.9.2. If water is removed by condensation, the sample gas temperature or dew point must be monitored either within the water trap or downstream. The sample gas temperature or dew point must not exceed 280 K (7 °C). Chemical dryers are not allowed for removing water from the sample.

T1, T2, T3

Temperature sensor

To monitor the temperature of the gas stream.

T4

Temperature sensor

To monitor the temperature of the NO2 - NO converter.

T5

Temperature sensor

To monitor the temperature of the cooling bath.

G1, G2, G3

Pressure gauge

To measure the pressure in the sampling lines.

R1, R2

Pressure regulator

To control the pressure of the air and the fuel, respectively, for the HFID.

R3, R4, R5

Pressure regulator

To control the pressure in the sampling lines and the flow to the analysers.

FL1, FL2, FL3

Flowmeter

To monitor the sample by-pass flow rate.

FL4 to FL6

Flowmeter (optional)

To monitor the flow rate through the analysers.

V1 to V5

Selector valve

Suitable valving for selecting sample, span gas or zero gas flow to the analysers.

V6, V7

Solenoid valve

To by-pass the NO2-NO converter.

V8

Needle valve

To balance the flow through the NO2-NO converter C and the by-pass.

V9, V10

Needle valve

To regulate the flows to the analysers.

V11, V12

Toggle valve (optional)

To drain the condensate from the bath B.

1.3.   NMHC analysis (NG fuelled gas engines only)

1.3.1.   Gas chromatographic method (GC, Figure 9)

When using the GC method, a small measured volume of a sample is injected onto an analytical column through which it is swept by an inert carrier gas. The column separates various components according to their boiling points so that they elute from the column at different times. They then pass through a detector which gives an electrical signal that depends on their concentration. Since it is not a continuous analysis technique, it can only be used in conjunction with the bag sampling method as described in annex 4, appendix 4, paragraph 3.4.2.

For NMHC an automated GC with a FID must be used. The exhaust gas must be sampled into a sampling bag from which a part must be taken and injected into the GC. The sample is separated into two parts (CH4/Air/CO and NMHC/CO2/H2O) on the Porapak column. The molecular sieve column separates CH4 from the air and CO before passing it to the FID where its concentration is measured. A complete cycle from injection of one sample to injection of a second can be made in 30 s. To determine NMHC, the CH4 concentration must be subtracted from the total HC concentration (see annex 4, appendix 2, paragraph 4.3.1.).

Figure 9 shows a typical GC assembled to routinely determine CH4. Other GC methods can also be used based on good engineering judgement.

Image 22

Figure 9: Flow diagram for methane analysis (GC method)

y

to x

fuel inlet

air inlet

vent

x

to y

Oven

sample

vent

span gas

Components of Figure 9

PC

Porapak column

Porapak N, 180/300 µm (50/80 mesh), 610 mm length × 2,16 mm ID must be used and conditioned at least 12 h at 423 K (150 °C) with carrier gas prior to initial use.

MSC

Molecular sieve column

Type 13X, 250/350 µm (45/60 mesh), 1 220 mm length × 2,16 mm ID must be used and conditioned at least 12 h at 423 K (150 °C) with carrier gas prior to initial use.

OV

Oven

To maintain columns and valves at stable temperature for analyser operation, and to condition the columns at 423 K (150 °C).

SLP

Sample loop

A sufficient length of stainless steel tubing to obtain approximately 1 cm3 volume.

P

Pump

To bring the sample to the gas chromatograph.

D

Dryer

A dryer containing molecular sieve must be used to remove water and other contaminants which might be present in the carrier gas.

HC

Flame ionisation detector (FID) to measure the concentration of methane.

V1

Sample injection valve

To inject the sample taken from the sampling bag via SL of Figure 8. It must be low dead volume, gas tight, and heatable to 423 K (150 °C).

V3

Selector valve

To select span gas, sample, or no flow.

V2, V4, V5, V6, V7, V8

Needle valve

To set the flows in the system.

R1, R2, R3

Pressure regulator

To control the flows of the fuel (= carrier gas), the sample, and the air, respectively.

FC

Flow capillary

To control the rate of air flow to the FID

G1, G2, G3

Pressure gauge

To control the flows of the fuel (= carrier gas), the sample, and the air, respectively.

F1, F2, F3, F4, F5

Filter

Sintered metal filters to prevent grit from entering the pump or the instrument.

FL1

Flowmeter

To measure the sample bypass flow rate.

1.3.2.   Non-methane cutter method (NMC, Figure 10)

The cutter oxidises all hydrocarbons except CH4 to CO2 and H2O, so that by passing the sample through the NMC only CH4 is detected by the FID. If bag sampling is used, a flow diverter system must be installed at SL (see paragraph 1.2., Figure 8) with which the flow can be alternatively passed through or around the cutter according to the upper part of Figure 10. For NMHC measurement, both values (HC and CH4) must be observed on the FID and recorded. If the integration method is used, an NMC in line with a second FID must be installed parallel to the regular FID into HSL1 (see paragraph 1.2., Figure 8) according to the lower part of Figure 10. For NMHC measurement, the values of the two FID's (HC and CH4) must be observed and recorded.

The cutter must be characterised at or above 600 K (327 °C) prior to test work with respect to its catalytic effect on CH4 and C2H6 at H2O values representative of exhaust stream conditions. The dew point and O2 level of the sampled exhaust stream must be known. The relative response of the FID to CH4 must be recorded (see annex 4, appendix 5, paragraph 1.8.2.).

Image 23

Figure 10: Flow diagram for methane analysis with the non-methane cutter (NMC)

zero

span

vent

sample

SL (see figure 8)

Bag Sampling Method

zero

vent

span

vent

sample

HSL1 (see figure 8)

Integrating Method

Components of Figure 10

NMC

Non-methane cutter

To oxidise all hydrocarbons except methane.

HC

Heated flame ionisation detector (HFID)

To measure the HC and CH4 concentrations. The temperature must be kept at 453 K to 473 K (180 °C to 200 °C).

V1

Selector valve

To select sample, zero and span gas. V1 is identical with V2 of Figure 8.

V2, V3

Solenoid valve

To by-pass the NMC

V4

Needle valve

To balance the flow through the NMC and the by-pass.

R1

Pressure regulator

To control the pressure in the sampling line and the flow to the HFID. R1 is identical with R3 of Figure 8.

FL1

Flowmeter

To measure the sample by-pass flow rate. FL1 is identical with FL1 of Figure 8.

2.   EXHAUST GAS DILUTION AND DETERMINATION OF THE PARTICULATES

2.1.   Introduction

Paragraphs 2.2., 2.3. and 2.4. and figures 11 to 22 contain detailed descriptions of the recommended dilution and sampling systems. Since various configurations can produce equivalent results, exact conformance with these figures is not required. Additional components such as instruments, valves, solenoids, pumps, and switches may be used to provide additional information and coordinate the functions of the component systems. Other components which are not needed to maintain the accuracy on some systems, may be excluded if their exclusion is based upon good engineering judgement.

2.2.   Partial flow dilution system

A dilution system is described in figures 11 to 19 based upon the dilution of a part of the exhaust stream. Splitting of the exhaust stream and the following dilution process may be done by different dilution system types. For subsequent collection of the particulates, the entire dilute exhaust gas or only a portion of the dilute exhaust gas is passed to the particulate sampling system (paragraph 2.4., Figure 21). The first method is referred to as total sampling type, the second method as fractional sampling type.

The calculation of the dilution ratio depends upon the type of system used. The following types are recommended:

Isokinetic systems (Figures 11, 12)

With these systems, the flow into the transfer tube is matched to the bulk exhaust flow in terms of gas velocity and/or pressure, thus requiring an undisturbed and uniform exhaust flow at the sampling probe. This is usually achieved by using a resonator and a straight approach tube upstream of the sampling point. The split ratio is then calculated from easily measurable values like tube diameters. It should be noted that isokinesis is only used for matching the flow conditions and not for matching the size distribution. The latter is typically not necessary, as the particles are sufficiently small as to follow the fluid streamlines.

Flow controlled systems with concentration measurement (Figures 13 to 17)

With these systems, a sample is taken from the bulk exhaust stream by adjusting the dilution air flow and the total dilute exhaust flow. The dilution ratio is determined from the concentrations of tracer gases, such as CO2 or NOx, naturally occurring in the engine exhaust. The concentrations in the dilute exhaust gas and in the dilution air are measured, whereas the concentration in the raw exhaust gas can be either measured directly or determined from fuel flow and the carbon balance equation, if the fuel composition is known. The systems may be controlled by the calculated dilution ratio (Figures 13, 14) or by the flow into the transfer tube (Figures 12, 13, 14).

Flow controlled systems with flow measurement (Figures 18, 19)

With these systems, a sample is taken from the bulk exhaust stream by setting the dilution air flow and the total dilute exhaust flow. The dilution ratio is determined from the difference of the two flow rates. Accurate calibration of the flow meters relative to one another is required, since the relative magnitude of the two flow rates can lead to significant errors at higher dilution ratios (of 15 and above). Flow control is very straightforward by keeping the dilute exhaust flow rate constant and varying the dilution air flow rate, if needed.

When using partial flow dilution systems, attention must be paid to avoiding the potential problems of loss of particulates in the transfer tube, ensuring that a representative sample is taken from the engine exhaust, and determination of the split ratio. The systems described pay attention to these critical areas.

Image 24

Figure 11: Partial flow dilution system with isokinetic probe and fractional sampling (SB control)

DAF

PB

FM1

l > 10*d

SB

d

air

vent

DT

PTT

TT

see figure 21

to particulate

sampling

system

ISP

DPT

delta p

EP

FC1

exhaust

Raw exhaust gas is transferred from the exhaust pipe EP to the dilution tunnel DT through the transfer tube TT by the isokinetic sampling probe ISP. The differential pressure of the exhaust gas between exhaust pipe and inlet to the probe is measured with the pressure transducer DPT. This signal is transmitted to the flow controller FC1 that controls the suction blower SB to maintain a differential pressure of zero at the tip of the probe. Under these conditions, exhaust gas velocities in EP and ISP are identical, and the flow through ISP and TT is a constant fraction (split) of the exhaust gas flow. The split ratio is determined from the cross sectional areas of EP and ISP. The dilution air flow rate is measured with the flow measurement device FM1. The dilution ratio is calculated from the dilution air flow rate and the split ratio.

Image 25

Figure 12: Partial flow dilution system with isokinetic probe and fractional sampling (PB control)

DAF

FM1

l > 10*d

SB

vent

PSP

d

air

TT

DT

PTT

see figure 21

to particulate

sampling

system

ISP

PB

EP

exhaust

DPT

delta p

FC1

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.

Image 26

Figure 13: Partial flow dilution system with CO2 or NOx concentration measurement and fractional sampling

FC2

EGA

EGA

optional

DAF

to PB or SB

l > 10*d

SB

d

PSP

air

PB

PTT

vent

DT

TT

see figure 21

EGA

to particulate

sampling

system

SP

EP

exhaust

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.