VEHICLE STANDARD (AUSTRALIAN DESIGN RULE 80/03
— EMISSION CONTROL FOR HEAVY VEHICLES) 2006
APPENDIX B
Commission Directive 2005/78/EC of 14 November 2005 implementing Directive 2005/55/EC of the European Parliament and of the Council, on the approximation of the laws of the Member States relating to measures to be taken against the emission of gaseous and particulate pollutants from compression ignition engines for use in vehicles, and the emission of gaseous pollutants from positive ignition engines fuelled with natural gas or liquefied petroleum gas for use in vehicles and amending Annexes I, II, III, IV and VI thereto.
I
(Acts whose publication is obligatory)
COMMISSION DIRECTIVE 2005/78/EC
of 14 November 2005
implementing Directive 2005/55/EC of the European Parliament and of the Council on the approximation of the laws of the Member States relating to the measures to be taken against the emission of gaseous and particulate pollutants from compression-ignition engines for use in vehicles, and the emission of gaseous pollutants from positive ignition engines fuelled with natural gas or liquefied petroleum gas for use in vehicles and amending Annexes I, II, III, IV and VI thereto
(Text with EEA relevance)
THE COMMISSION OF THE EUROPEAN COMMUNITIES,
Having regard to the Treaty establishing the European Community,
Having regard to Council Directive 70/156/EEC of 6 February 1970 on the approximation of the laws of the Member States relating to the type-approval of motor vehicles and their trail- ers (1), and in particular second indent of Article 13(2) thereof,
Having regard to Directive 2005/55/EC of the European Parlia- ment and of the Council of 28 September 2005 on the approxi- mation of the laws of the Member States relating to the measures to be taken against the emission of gaseous and particulate pol- lutants from compression-ignition engines for use in vehicles, and the emission of gaseous pollutants from positive ignition engines fuelled with natural gas or liquefied petroleum gas for use in vehicles (2), and in particular Article 7 thereof,
Whereas:
(1) Directive 2005/55/EC is one of the separate directives under the type-approval procedure laid down by Directive 70/156/EEC.
(2) Directive 2005/55/EC requires new heavy-duty engines and engines of new heavy-duty vehicles to comply with new technical requirements covering on-board diagnostic systems, durability and conformity of in-service vehicles which are properly maintained and used, from 1 October 2005. The technical provisions necessary to implement Articles 3 and 4 of that Directive should be adopted.
(1) OJ L 42, 23.2.1970, p. 1. Directive as last amended by Commission Directive 2005/49/EC (OJ L 194, 26.7.2005, p. 12).
(2) OJ L 275, 20.10.2005, p. 1.
(3) In order to ensure compliance with Article 5 of Directive 2005/55/EC, it is appropriate to introduce requirements encouraging the proper use, as intended by the manufacturer, of new heavy-duty vehicles equipped with engines having an exhaust after-treatment system requiring the use of a consumable reagent to achieve the intended reduction of regulated pollutants. Measures should be introduced to ensure that the driver of such a vehicle is informed in good time if any on-vehicle supply of a consumable reagent is about to run out or if the reagent dosing activity does not take place. If the driver ignores such warnings, the engine performance should be modified until the driver replenishes the supply of the con- sumable reagent required for the efficient operation of the exhaust after-treatment system.
(4) Where engines within the scope of Directive 2005/55/EC require the use of a consumable reagent in order to achieve the emission limits for which those engines were granted type-approval, the Member States should take appropriate steps to ensure that such reagents are available on a geo- graphically balanced basis. Member States should be able to take appropriate steps to encourage the use of such reagents.
(5) It is appropriate to introduce requirements that will enable the Member States to monitor and ensure, at the time of the periodic technical inspection, that heavy-duty vehicles equipped with exhaust after-treatment systems requiring the use of a consumable reagent have been properly oper- ated during the period preceding the inspection.
(6) Member States should be able to prohibit the use of any heavy-duty vehicle equipped with an exhaust after- treatment system that requires the use of a consumable reagent in order to achieve the emission limits for which such vehicles were granted a type-approval if the exhaust after-treatment system does not actually consume the required reagent or if the vehicle does not carry the required reagent.
(7) Manufacturers of heavy-duty vehicles equipped with exhaust after-treatment systems requiring the use of a con- sumable reagent should inform their customers how such vehicles should properly be operated.
(8) The requirements of Directive 2005/55/EC relating to the use of defeat strategies should be adapted to take account of technical progress. Requirements for multi-setting engines and for devices that can limit engine torque under certain operating conditions should also be specified.
(9) Annexes III and IV to Directive 98/70/EC of the European Parliament and of the Council of 13 October 1998 relat- ing to the quality of petrol and diesel fuel and amending Council Directive 93/12/EEC (1) require petrol and diesel motor fuels for sale throughout the Community to have a maximum sulphur content of 50 mg/kg (parts per million, ppm), from 1 January 2005. Motor fuels with a sulphur content of 10 mg/kg or less are increasingly available throughout the Community and Directive 98/70/EC requires such fuels to be available from 1 January 2009. The reference fuels used for the type-approval testing of engines against the emission limits specified in row B1, row B2 and row C of the tables in Annex I to Directive 2005/55/EC should therefore be redefined in order to bet- ter reflect, where applicable, the sulphur content of the die- sel fuels that are available on the market from 1 January 2005 and that are used by engines with advanced emission control systems. It is also appropriate to redefine the liq- uefied petroleum gas (LPG) reference fuel to reflect progress in the market since 1 January 2005.
(10) Technical adaptations to the sampling and measurement procedures are necessary to enable the reliable and repeat- able measurement of particulate mass emissions for compression-ignition engines that are granted a type- approval according to the particulate limits specified either in row B1, row B2 or row C of the tables in section 6.2.1 of Annex I to Directive 2005/55/EC and for gas engines that are granted a type-approval according to the emission limits specified in row C of table 2 in section 6.2.1 of that Annex.
(11) Since the provisions concerning the implementation of Articles 3 and 4 of Directive 2005/55/EC are adopted at the same time as those adapting that Directive to technical progress, both types of measures have been included in the same act.
(1) OJ L 350, 28.12.1998, p. 58. Directive as last amended by Regulation (EC) No 1882/2003 of the European Parliament and of the Council (OJ L 284, 31.10.2003, p. 1).
(12) In view of the rapid technological progress in this area, this Directive will be reviewed by 31 December 2006, if necessary.
(13) Directive 2005/55/EC should therefore be amended accordingly.
(14) The measures provided for in this Directive are in accor- dance with the opinion of the Committee for Adaptation to Technical Progress established by Article 13(1) of Direc- tive 70/156/EEC,
HAS ADOPTED THIS DIRECTIVE:
Article 1
Annexes I, II, III, IV and VI to Directive 2005/55/EC are amended in accordance with Annex I to this Directive.
Article 2
Measures for the implementation of Articles 3 and 4 of Directive 2005/55/EC are laid down in Annexes II to V to this Directive.
Article 3
1. Member States shall adopt and publish, by 8 November 2006 at the latest, the laws, regulations and administrative pro- visions necessary to comply with this Directive. They shall forth- with communicate to the Commission the text of those provisions and a correlation table between those provisions and this Directive.
They shall apply those provisions from 9 November 2006.
When Member States adopt those provisions, they shall contain a reference to this Directive or be accompanied by such a reference on the occasion of their official publication. Member States shall determine how such reference is to be made.
2. Member States shall communicate to the Commission the text of the main provisions of national law which they adopt in the field covered by this Directive.
Article 4
This Directive shall enter into force on the twentieth day follow- ing that of its publication in the Official Journal of the European Union.
Article 5
This Directive is addressed to the Member States.
Done at Brussels, 14 November 2005.
For the Commission Günter VERHEUGEN Vice-President
ANNEX I
AMENDMENTS TO ANNEXES I, II, III, IV AND VI TO DIRECTIVE 2005/55/EC
Directive 2005/55/EC is amended as follows:
(1) Annex I is amended as follows:
(a) Section 1 is replaced by the following:
‘1. SCOPE
This Directive applies to the control of gaseous and particulate pollutants, useful life of emission control devices, conformity of in-service vehicles/engines and on-board diagnostic (OBD) systems of all motor vehicles equipped with compression-ignition engines and to the gaseous pollutants, useful life, conformity of in-service vehicles/engines and on-board diagnostic (OBD) systems of all motor vehicles equipped with positive-ignition engines fuelled with natural gas or LPG, and to compression-ignition and positive-ignition engines as specified in Article 1 with the exception of compression-ignition engines of those vehicles of category N1, N2 and M2 and of positive-ignition engines fuelled with natural gas or LPG of those vehicles of category N1 for which type-approval has been granted under Council Directive 70/220/EEC (*).
(*) OJ L 76, 6.4.1970, p. 1. Directive as last amended by Commission Directive 2003/76/EC (OJ L 206, 15.8.2003, p. 29).’
(b) In section 2, the title and sections 2.1 to 2.32.1 are replaced by the following:
‘2. DEFINITIONS
2.1. For the purposes of this Directive, the following definitions shall apply:
“approval of an engine (engine family)” means the approval of an engine type (engine family) with regard to the level of the emission of gaseous and particulate pollutants;
“auxiliary emission control strategy (AECS)” means an emission control strategy that becomes active or that modifies the base emission control strategy for a specific purpose or purposes and in response to a specific set of ambient and/or operating conditions, e.g. vehicle speed, engine speed, gear used, intake temperature, or intake pressure;
“base emission control strategy (BECS)” means an emission control strategy that is active throughout the speed and load operating range of the engine unless an AECS is activated. Examples for BECS are, but are not limited to:
— engine timing map,
— EGR map,
— SCR catalyst reagent dosing map;
“combined deNOx-particulate filter” means an exhaust aftertreatment system designed to concurrently reduce emissions of oxides of nitro- gen (NOx) and particulate pollutants (PT);
“continuous regeneration” means the regeneration process of an exhaust aftertreatment system that occurs either permanently or at least once per ETC test. Such a regeneration process will not require a special test procedure;
“control area” means the area between the engine speeds A and C and between 25 to 100 per cent load;
“declared maximum power (Pmax)” means the maximum power in EC kW (net power) as declared by the manufacturer in his application for type-approval;
“defeat strategy” means:
— an AECS that reduces the effectiveness of the emission control relative to the BECS under conditions that may reasonably be expected to be encountered in normal vehicle operation and use,
or
— a BECS that discriminates between operation on a standardised type-approval test and other operations and provides a lesser level of emission control under conditions not substantially included in the applicable type-approval test procedures,
“deNOx system” means an exhaust aftertreatment system designed to reduce emissions of oxides of nitrogen (NOx) (e.g. there are pres- ently passive and active lean NOx catalysts, NOx adsorbers and Selective Catalytic Reduction (SCR) systems);
“delay time” means the time between the change of the component to be measured at the reference point and a system response of 10 % of the final reading (t10). For the gaseous components, this is basically the transport time of the measured component from the sampling probe to the detector. For the delay time, the sampling probe is defined as the reference point;
“diesel engine” means an engine which works on the compression-ignition principle;
“ELR test” means a test cycle consisting of a sequence of load steps at constant engine speeds to be applied in accordance with section 6.2 of this Annex;
“ESC test” means a test cycle consisting of 13 steady state modes to be applied in accordance with section 6.2 of this Annex;
“ETC test” means a test cycle consisting of 1 800 second-by-second transient modes to be applied in accordance with section 6.2 of this Annex;
“element of design” means in respect of a vehicle or engine,
— any control system, including computer software, electronic control systems and computer logic,
— any control system calibrations,
— the result of systems interaction, or
— any hardware items,
“emissions-related defect” means a deficiency or deviation from normal production tolerances in design, materials or workmanship in a device, system or assembly that affects any parameter, specification or component belonging to the emission control system. A missing component may be considered to be an “emissions-related defect”;
“emission control strategy (ECS)” means an element or set of elements of design that is incorporated into the overall design of an engine system or vehicle for the purposes of controlling exhaust emissions that includes one BECS and one set of AECS;
“emission control system” means the exhaust aftertreatment system, the electronic management controller(s) of the engine system and any emission-related component of the engine system in the exhaust which supplies an input to or receives an output from this(these) controller(s), and when applicable the communication interface (hardware and messages) between the engine system electronic control unit(s) (EECU) and any other power train or vehicle control unit with respect to emissions management;
“engine-aftertreatment system family” means, for testing over a service accumulation schedule to establish deterioration factors accord- ing to Annex II to Commission Directive 2005/78/EC implementing Directive 2005/55/EC of the European Parliament and of the Coun- cil on the approximation of the laws of the Member States relating to the measures to be taken against the emission of gaseous and particulate pollutants from compression-ignition engines for use in vehicles, and the emission of gaseous pollutants from positive igni- tion engines fuelled with natural gas or liquefied petroleum gas for use in vehicles and amending Annexes I, II, III, IV and VI thereto (**) and for checking the conformity of in-service vehicles/engines according to Annex III to Directive 2005/78/EC, a manufacturer’s group- ing of engines that comply with the definition of engine family but which are further grouped into engines utilising a similar exhaust after-treatment system;
“engine system” means the engine, the emission control system and the communication interface (hardware and messages) between the engine system electronic control unit(s) (EECU) and any other powertrain or vehicle control unit;
“engine family” means a manufacturers grouping of engine systems which, through their design as defined in Annex II, Appendix 2 to this Directive, have similar exhaust emission characteristics; all members of the family must comply with the applicable emission limit values;
“engine operating speed range” means the engine speed range, most frequently used during engine field operation, which lies between the low and high speeds, as set out in Annex III to this Directive;
“engine speeds A, B and C” means the test speeds within the engine operating speed range to be used for the ESC test and the ELR test, as set out in Annex III, Appendix 1 to this Directive;
“engine setting” means a specific engine/vehicle configuration that includes the emission control strategy (ECS), one single engine per- formance rating (the type-approved full-load curve) and, if used, one set of torque limiters;
“engine type” means a category of engines which do not differ in such essential respects as engine characteristics as defined in Annex II to this Directive;
“exhaust aftertreatment system” means a catalyst (oxidation or 3-way), particulate filter, deNOx system, combined deNOx particulate fil- ter or any other emission-reducing device that is installed downstream of the engine. This definition excludes exhaust gas recirculation, which, where fitted, is considered an integral part of the engine system;
“gas engine” means a positive-ignition engine which is fuelled with natural gas (NG) or liquefied petroleum gas (LPG);
“gaseous pollutants” means carbon monoxide, hydrocarbons (assuming a ratio of CH1,85 for diesel, CH2,525 for LPG and CH2,93 for NG (NMHC) and an assumed molecule CH3O0,5 for ethanol-fuelled diesel engines), methane (assuming a ratio of CH4 for NG) and oxides of nitrogen, the last-named being expressed in nitrogen dioxide (NO2) equivalent;
“high speed (nhi)” means the highest engine speed where 70 % of the declared maximum power occurs; “low speed (nlo)” means the lowest engine speed where 50 % of the declared maximum power occurs;
“major functional failure” (***) means a permanent or temporary malfunction of any exhaust aftertreatment system that is expected to result in an immediate or delayed increase of the gaseous or particulate emissions of the engine system and which cannot be properly estimated by the OBD system;
“malfunction” means:
— any deterioration or failure, including electrical failures, of the emission control system, that would result in emissions exceeding the OBD threshold limits or, when applicable, in failing to reach the range of functional performance of the exhaust aftertreatment system where the emission of any regulated pollutant would exceed the OBD threshold limits,
— any case where the OBD system is not able to fulfil the monitoring requirements of this Directive.
A manufacturer may nevertheless consider a deterioration or failure that would result in emissions not exceeding the OBD threshold lim- its as a malfunction;
“malfunction indicator (MI)” means a visual indicator that clearly informs the driver of the vehicle in the event of a malfunction in the sense of this Directive;
“multi-setting engine” means an engine containing more than one engine setting;
“NG gas range” means one of the H or L range as defined in European Standard EN 437, dated November 1993;
“net power” means the power in EC kW obtained on the test bench at the end of the crankshaft, or its equivalent, measured in accor- dance with the EC method of measuring power as set out in Commission Directive 80/1269/EEC (****);
“OBD” means an on-board diagnostic system for emission control, which has the capability of detecting the occurrence of a malfunction and of identifying the likely area of malfunction by means of fault codes stored in computer memory;
“OBD-engine family” means, for type-approval of the OBD system according to the requirements of Annex IV to Directive 2005/78/EC, a manufacturer’s grouping of engine systems having common OBD system design parameters according to section 8 of this Annex;
“opacimeter” means an instrument designed to measure the opacity of smoke particles by means of the light extinction principle;
“parent engine” means an engine selected from an engine family in such a way that its emissions characteristics will be representative for that engine family;
“particulate aftertreatment device” means an exhaust aftertreatment system designed to reduce emissions of particulate pollutants (PT) through a mechanical, aerodynamic, diffusional or inertial separation;
“particulate pollutants” means any material collected on a specified filter medium after diluting the exhaust with clean filtered air so that the temperature does not exceed 325 K (52 °C);
“per cent load” means the fraction of the maximum available torque at an engine speed;
“periodic regeneration” means the regeneration process of an emission control device that occurs periodically in less than 100 hours of normal engine operation. During cycles where regeneration occurs, emission standards can be exceeded.
“permanent emission default mode” means an AECS activated in the case of a malfunction of the ECS detected by the OBD system that results in the MI being activated and that does not require an input from the failed component or system;
“power take-off unit” means an engine-driven output device for the purposes of powering auxiliary, vehicle mounted, equipment;
“reagent” means any medium that is stored on-board the vehicle in a tank and provided to the exhaust aftertreatment system (if required) upon request of the emission control system;
“recalibration” means a fine tuning of an NG engine in order to provide the same performance (power, fuel consumption) in a different range of natural gas;
“reference speed (nref)” means the 100 per cent speed value to be used for denormalising the relative speed values of the ETC test, as set out in Annex III, Appendix 2 to this Directive;
“response time” means the difference in time between a rapid change of the component to be measured at the reference point and the appropriate change in the response of the measuring system whereby the change of the measured component is at least 60 % FS and takes place in less than 0,1 second. The system response time (t90) consists of the delay time to the system and of the rise time of the system (see also ISO 16183);
“rise time” means the time between the 10 % and 90 % response of the final reading (t90 – t10). This is the instrument response after the component to be measured has reached the instrument. For the rise time, the sampling probe is defined as the reference point;
“self adaptability” means any engine device allowing the air/fuel ratio to be kept constant;
“smoke” means particles suspended in the exhaust stream of a diesel engine which absorb, reflect, or refract light;
“test cycle” means a sequence of test points each with a defined speed and torque to be followed by the engine under steady state (ESC test) or transient operating conditions (ETC, ELR test);
“torque limiter” means a device that temporarily limits the maximum torque of the engine;
“transformation time” means the time between the change of the component to be measured at the sampling probe and a system response of 50 % of the final reading (t50). The transformation time is used for the signal alignment of different measurement instruments;
“useful life” means, for vehicles and engines that are type-approved to either row B1, row B2 or row C of the table given in section 6.2.1 of this Annex, the relevant period of distance and/or time that is defined in Article 3 (durability of emission control systems) of this Direc- tive over which compliance with the relevant gaseous, particulate and smoke emission limits has to be assured as part of the type-approval;
“Wobbe Index (lower Wl; or upper Wu)” means the ratio of the corresponding calorific value of a gas per unit volume and the square root of its relative density under the same reference conditions:
“λ-shift factor (Sλ)” means an expression that describes the required flexibility of the engine management system regarding a change of the excess-air ratio λ if the engine is fuelled with a gas composition different from pure methane (see Annex VII for the calculation of Sλ).
2.2. Symbols, abbreviations and international standards
2.2.1. Symbols for test parameters
| Symbol | Unit | Term |
| Ap | m2 | Cross sectional area of the isokinetic sampling probe |
| Ae | m2 | Cross sectional area of the exhaust pipe |
| c | ppm/vol. % | Concentration |
| Cd | — | Discharge coefficient of SSV-CVS |
| C1 | — | Carbon 1 equivalent hydrocarbon |
| d | m | Diameter |
| D0 | m3/s | Intercept of PDP calibration function |
| D | — | Dilution factor |
| D | — | Bessel function constant |
| E | — | Bessel function constant |
| EE | — | Ethane efficiency |
| EM | — | Methane efficiency |
| EZ | g/kWh | Interpolated NOx emission of the control point |
| f | 1/s | Frequency |
| fa | — | Laboratory atmospheric factor |
| fc | s–1 | Bessel filter cut-off frequency |
| Fs | — | Stoichiometric factor |
| H | MJ/m3 | Calorific value |
| Ha | g/kg | Absolute humidity of the intake air |
| Hd | g/kg | Absolute humidity of the dilution air |
| i | — | Subscript denoting an individual mode or instantaneous measurement |
| K | — | Bessel constant |
| k | m–1 | Light absorption coefficient |
| kf | | Fuel specific factor for dry to wet correction |
| kh,D | — | Humidity correction factor for NOx for diesel engines |
| kh,G | — | Humidity correction factor for NOx for gas engines |
| 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 |
| Symbol | Unit | Term |
| 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 |
| Mra | g/mol | Molecular mass of the intake air |
| Mre | g/mol | Molecular mass of the exhaust |
| md | kg | Mass of the dilution air sample passed through the particulate sampling filters |
| med | kg | Total diluted exhaust mass over the cycle |
| medf | kg | Mass of equivalent diluted exhaust over the cycle |
| mew | kg | Total exhaust mass over the cycle |
| mf | mg | Particulate sample mass collected |
| mf,d | mg | Particulate sample mass of the dilution air collected |
| mgas | g/h or g | Gaseous emissions mass flow (rate) |
| mse | kg | Sample mass over the cycle |
| msep | kg | Mass of the diluted exhaust sample passed through the particulate sampling filters |
| mset | kg | Mass of the double diluted exhaust sample passed through the particulate sampling filters |
| mssd | kg | Mass of secondary dilution air |
| 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 |
| pb | kPa | Total atmospheric pressure |
| pd | kPa | Saturation vapour pressure of the dilution air |
| pp | kPa | Absolute pressure |
| pr | kPa | Water vapour pressure after cooling bath |
| 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 |
| qmaw | kg/h or kg/s | Intake air mass flow rate on wet basis |
| qmad | kg/h or kg/s | Intake air mass flow rate on dry basis |
| qmdw | kg/h or kg/s | Dilution air mass flow rate on wet basis |
| qmdew | kg/h or kg/s | Diluted exhaust gas mass flow rate on wet basis |
| qmdew,i | kg/s | Instantaneous CVS flow rate mass on wet basis |
| qmedf | kg/h or kg/s | Equivalent diluted exhaust gas mass flow rate on wet basis |
| qmew | kg/h or kg/s | Exhaust gas mass flow rate on wet basis |
| Symbol | Unit | Term |
| qmf | kg/h or kg/s | Fuel mass flow rate |
| qmp | kg/h or kg/s | Particulate sample mass flow rate |
| qvs | dm3/min | Sample flow rate into analyser bench |
| qvt | cm3/min | Tracer gas flow rate |
| Ω | — | Bessel constant |
| Qs | m3/s | PDP/CFV-CVS volume flow rate |
| QSSV | m3/s | SSV-CVS volume flow rate |
| ra | — | Ratio of cross sectional areas of isokinetic probe and exhaust pipe |
| rd | — | Dilution ratio |
| rD | — | Diameter ratio of SSV-CVS |
| rp | — | Pressure ratio of SSV-CVS |
| rs | — | Sample ratio |
| Rf | — | FID response factor |
| 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 CVS flow |
| τ | % | Smoke transmittance |
| u | — | Ratio between densities of gas component and exhaust gas |
| V0 | m3/rev | PDP gas volume pumped per revolution |
| Vs | l | System volume of analyser bench |
| 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 |
|
|  |
(**) OJ L 313, 29.11.2005, p. 1.
(***) Article 4(1) of this Directive provides for the monitoring for major functional failure instead of monitoring for the degradation or the loss of catalytic/filtering efficiency of an exhaust aftertreatment system. Examples of major functional failure are given in sections 3.2.3.2 and 3.2.3.3 of Annex IV to Directive 2005/78/EC.
(****) OJ L 375, 31.12.1980, p. 46. Directive as last amended by Directive 1999/99/EC (OJ L 334, 28.12.1999, p. 32).’
(c) Former sections 2.32.2 and 2.32.3 become sections 2.2.2 and 2.2.3 respectively.
(d) The following sections 2.2.4 and 2.2.5 are added: ‘2.2.4. Symbols for the fuel composition
wALF hydrogen content of fuel, % mass
wBET carbon content of fuel, % mass
wGAM sulphur content of fuel, % mass
wDEL nitrogen content of fuel, % mass
wEPS oxygen content of fuel, % mass
α molar hydrogen ratio (H/C)
β molar carbon ratio (C/C)
γ molar sulphur ratio (S/C)
δ molar nitrogen ratio (N/C)
ε molar oxygen ratio (O/C)
referring to a fuel CβHαOεNδSγ
β = 1 for carbon based fuels, β = 0 for hydrogen fuel.
2.2.5. Standards referenced by this Directive
ISO 15031-1 ISO 15031-1: 2001 Road vehicles – Communication between vehicle and external equipment for emissions related diagnostics – Part 1: General information.
ISO 15031-2 ISO/PRF TR 15031-2: 2004 Road vehicles – Communication between vehicle and external equipment for emissions related diagnostics – Part 2: Terms, definitions, abbreviations and acronyms.
ISO 15031-3 ISO 15031-3: 2004 Road vehicles – Communication between vehicle and external equipment for emissions related diagnostics – Part 3: Diagnostic connector and related electrical circuits, specification and use.
SAE J1939-13 SAE J1939-13: Off-Board Diagnostic Connector.
ISO 15031-4 ISO DIS 15031-4.3: 2004 Road vehicles – Communication between vehicle and external equipment for emissions related diagnostics – Part 4: External test equipment.
SAE J1939-73 SAE J1939-73: Application Layer – Diagnostics.
ISO 15031-5 ISO DIS 15031-5.4: 2004 Road vehicles – Communication between vehicle and external equipment for emissions related diagnostics – Part 5: Emissions-related diagnostic services.
ISO 15031-6 ISO DIS 15031-6.4: 2004 Road vehicles – Communication between vehicle and external equipment for emissions related diagnostics – Part 6: Diagnostic trouble code definitions.
SAE J2012 SAE J2012: Diagnostic Trouble Code Definitions Equivalent to ISO/DIS 15031-6, April 30, 2002.
ISO 15031-7 ISO 15031-7: 2001 Road vehicles – Communication between vehicle and external equipment for emissions related diagnostics – Part 7: Data link security.
SAE J2186 SAE J2186: E/E Data Link Security, dated October 1996.
ISO 15765-4 ISO 15765-4: 2001 Road vehicles – Diagnostics on Controller Area Network (CAN) – Part 4: Requirements for emissions-related systems.
SAE J1939 SAE J1939: Recommended Practice for a Serial Control and Communications Vehicle Network. ISO 16185 ISO 16185: 2000 Road vehicles – Engine family for homologation.
ISO 2575 ISO 2575: 2000 Road vehicles – Symbols for controls, indicators and tell-tales.
ISO 16183 ISO 16183: 2002 Heavy duty engines – Measurement of gaseous emissions from raw exhaust gas and of particulate emissions using partial flow dilution systems under transient test conditions.’
(e) Section 3.1.1 is replaced by the following:
‘3.1.1. The application for approval of an engine type or engine family with regard to the level of the emission of gaseous and particulate pol- lutants for diesel engines and with regard to the level of the emission of gaseous pollutants for gas engines as well as the useful life and on-board diagnostic (OBD) system shall be submitted by the engine manufacturer or by a duly accredited representative.
Should the application concern an engine equipped with an on-board diagnostic (OBD) system, the requirements of section 3.4 must be fulfilled.’
(f) Section 3.2.1 is replaced by the following:
‘3.2.1. The application for approval of a vehicle with regard to emission of gaseous and particulate pollutants by its diesel engine or diesel engine family and with regard to the level of the emission of gaseous pollutants by its gas engine or gas engine family as well as the useful life and on-board diagnostic (OBD) system shall be submitted by the vehicle manufacturer or by a duly accredited representative.
Should the application concern an engine equipped with an on-board diagnostic (OBD) system, the requirements of section 3.4 must be fulfilled.’
(g) The following section 3.2.3 is added:
‘3.2.3. The manufacturer shall provide a description of the malfunction indicator (MI) used by the OBD system to signal the presence of a fault to a driver of the vehicle.
The manufacturer shall provide a description of the indicator and warning mode used to signal the lack of required reagent to a driver of the vehicle.’
(h) Section 3.3.1 is replaced by the following:
‘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 diesel engine family and with regard to the level of the emission of gaseous pollutants by its approved gas engine or gas engine family as well as the useful life and on-board diagnostic (OBD) system shall be submitted by the vehicle manufacturer or by a duly accredited representative.’
(i) The following section 3.3.3 is added:
‘3.3.3. The manufacturer shall provide a description of the malfunction indicator (MI) used by the OBD system to signal the presence of a fault to a driver of the vehicle.
The manufacturer shall provide a description of the indicator and warning mode used to signal the lack of required reagent to a driver of the vehicle.’
(j) The following section 3.4 is added:
‘3.4. On-board diagnostic systems
3.4.1. The application for approval of an engine equipped with an on-board diagnostic (OBD) system must be accompanied by the information required in section 9 of Appendix 1 to Annex II (description of the parent engine) and/or section 6 of Appendix 3 to Annex II (description of an engine type within the family) together with:
3.4.1.1. Detailed written information fully describing the functional operation characteristics of the OBD system, including a listing of all rel- evant parts of the engine’s emission control system, i.e. sensors, actuators and components, that are monitored by the OBD system;
3.4.1.2. Where applicable, a declaration by the manufacturer of the parameters that are used as a basis for major functional failure monitoring and, in addition:
3.4.1.2.1. The manufacturer shall provide the technical service with a description of potential failures within the emission control system that will have an effect on emissions. This information shall be subject to discussion and agreement between the technical service and the vehicle manufacturer.
3.4.1.3. Where applicable, a description of the communication interface (hardware and messages) between the engine electronic control unit (EECU) and any other powertrain or vehicle control unit when the exchanged information has an influence on the correct function- ing of the emission control system.
3.4.1.4. Where appropriate, copies of other type-approvals with the relevant data to enable extensions of approvals.
3.4.1.5. If applicable, the particulars of the engine family as referred to in section 8 of this Annex.
3.4.1.6. The manufacturer must describe provisions taken to prevent tampering with and modification of the EECU or any interface param- eter considered in section 3.4.1.3.’
(k) In section 5.1.3 the footnote is deleted.
(l) Section 6.1 is replaced by the following:
‘6.1. General
6.1.1. Emission control equipment
6.1.1.1. The components liable to affect, where appropriate, the emission of gaseous and particulate pollutants from diesel and gas engines shall be so designed, constructed, assembled and installed as to enable the engine, in normal use, to comply with the provisions of this Directive.
6.1.2. The use of a defeat strategy is forbidden.
6.1.2.1. The use of a multi-setting engine is forbidden until appropriate and robust provisions for multi-setting engines are laid down in this Directive (*).
6.1.3. Emission control strategy
6.1.3.1. Any element of design and emission control strategy (ECS) liable to affect the emission of gaseous and particulate pollutants from diesel engines and the emission of gaseous pollutants from gas engines shall be so designed, constructed, assembled and installed as to enable the engine, in normal use, to comply with the provisions of this Directive. ECS consists of the base emission control strategy (BECS) and usually one or more auxiliary emission control strategies (AECS).
6.1.4. Requirements for base emission control strategy
6.1.4.1. The base emission control strategy (BECS) shall be so designed as to enable the engine, in normal use, to comply with the provisions of this Directive. Normal use is not restricted to the conditions of use as specified in paragraph 6.1.5.4.
6.1.5. Requirements for auxiliary emission control strategy
6.1.5.1. An auxiliary emission control strategy (AECS) may be installed to an engine or on a vehicle provided that the AECS:
— operates only outside the conditions of use specified in paragraph 6.1.5.4 for the purposes defined in paragraph 6.1.5.5, or
— is activated only exceptionally within the conditions of use specified in paragraph 6.1.5.4 for the purposes defined in para- graph 6.1.5.6. and not longer than is needed for these purposes.
6.1.5.2. An auxiliary emission control strategy (AECS) that operates within the conditions of use specified in section 6.1.5.4 and which results in the use of a different or modified emission control strategy (ECS) to that normally employed during the applicable emission test cycles will be permitted if, in complying with the requirements of section 6.1.7, it is fully demonstrated that the measure does not permanently reduce the effectiveness of the emission control system. In all other cases, such strategy shall be considered to be a defeat strategy.
6.1.5.3. An auxiliary emission control strategy (AECS) that operates outside the conditions of use specified in section 6.1.5.4 will be permitted if, in complying with the requirements of section 6.1.7, it is fully demonstrated that the measure is the minimum strategy necessary for the purposes of paragraph 6.1.5.6 with respect to environmental protection and other technical aspects. In all other cases, such a strategy shall be considered to be a defeat strategy.
6.1.5.4. As provided for in section 6.1.5.1, the following conditions of use apply under steady state and transient engine operations:
— an altitude not exceeding 1 000 metres (or equivalent atmospheric pressure of 90 kPa), and
— an ambient temperature within the range 275 K to 303 K (2 °C to 30 °C) (**) (***), and
— engine coolant temperature within the range 343 K to 373 K (70 °C to 100 °C).
6.1.5.5. An auxiliary emission control strategy (AECS) may be installed to an engine, or on a vehicle, provided that the operation of the AECS is included in the applicable type-approval test and is activated according to section 6.1.5.6.
6.1.5.6. The AECS is activated:
— only by on-board signals for the purpose of protecting the engine system (including air-handling device protection) and/or vehicle from damage,
or
— for purposes such as operational safety, permanent emission default modes and limp-home strategies, or
— for such purposes as excessive emissions prevention, cold start or warming-up, or
— if it is used to trade-off the control of one regulated pollutant under specific ambient or operating conditions in order to main- tain control of all other regulated pollutants within the emission limit values that are appropriate for the engine in question. The overall effects of such an AECS is to compensate for naturally occurring phenomena and do so in a manner that provides accept- able control of all emission constituents.
6.1.6. Requirements for torque limiters
6.1.6.1. A torque limiter will be permitted if it complies with the requirements of section 6.1.6.2. or 6.5.5. In all other cases, a torque limiter shall be considered to be a defeat strategy.
6.1.6.2. A torque limiter may be installed to an engine, or on a vehicle, provided that:
— the torque limiter is activated only by on-board signals for the purpose of protecting the powertrain or vehicle construction from damage and/or for the purpose of vehicle safety, or for power take-off activation when the vehicle is stationary, or for measures to ensure the correct functioning of the deNOx system,
and
— the torque limiter is active only temporarily, and
— the torque limiter does not modify the emission control strategy (ECS), and
— in case of power take-off or powertrain protection the torque is limited to a constant value, independent from the engine speed, while never exceeding the full-load torque,
and
— is activated in the same manner to limit the performance of a vehicle in order to encourage the driver to take the necessary mea- sures in order to ensure the correct functioning of NOx control measures within the engine system.
6.1.7. Special requirements for electronic emission control systems
6.1.7.1. Documentation requirements
The manufacturer shall provide a documentation package that gives access to any element of design and emission control strategy (ECS), and torque limiter of the engine system and the means by which it controls its output variables, whether that control is direct or indirect. The documentation shall be made available in two parts:
(a) the formal documentation package, which shall be supplied to the technical service at the time of submission of the type-approval application, shall include a full description of the ECS and, if applicable, the torque limiter. This documentation may be brief, provided that it exhibits evidence that all outputs permitted by a matrix obtained from the range of control of the individual unit inputs have been identified. This information shall be attached to the documentation required in section 3 of this Annex;
(b) additional material that shows the parameters that are modified by any auxiliary emission control strategy (AECS) and the bound- ary conditions under which the AECS operates. The additional material shall include a description of the fuel system control logic, timing strategies and switch points during all modes of operation. It shall also include a description of the torque limiter described in section 6.5.5 of this Annex.
The additional material shall also contain a justification for the use of any AECS and include additional material and test data to dem- onstrate the effect on exhaust emissions of any AECS installed to the engine or on the vehicle. The justification for the use of an AECS may be based on test data and/or sound engineering analysis.
This additional material shall remain strictly confidential, and be made available to the type-approval authority on request. The type- approval authority will keep this material confidential.
6.1.8. Specifically for the type-approval of engines according to row A of the tables in section 6.2.1 (engines not normally tested on ETC)
6.1.8.1. To verify whether any strategy or measure should be considered a defeat strategy according to the definitions given in section 2, the type-approval authority and/or the technical service may additionally request a NOx screening test using the ETC which may be car- ried out in combination with either the type-approval test or the procedures for checking the conformity of production.
6.1.8.2. In verifying whether any strategy or measure should be considered a defeat strategy according to the definitions given in section 2, an additional margin of 10 %, related to the appropriate NOx limit value, shall be accepted.
6.1.9. The transitional provisions for extension of type-approval are given in section 6.1.5 of Annex I to Directive 2001/27/EC.
Until the 8 November 2006, the existing approval certificate number will remain valid. In case of extension, only the sequential num- ber to denote the extension base approval number will change as follows:
Example for the second extension of the fourth approval corresponding to application date A, issued by Germany:
e1*88/77*2001/27A*0004*02
6.1.10. Provisions for electronic system security
6.1.10.1. Any vehicle with an Emission Control Unit must include features to deter modification, except as authorised by the manufacturer. The manufacturer shall authorise modifications if these modifications are necessary for the diagnosis, servicing, inspection, retrofit- ting or repair of the vehicle. Any reprogrammable computer codes or operating parameters must be resistant to tampering and afford a level of protection at least as good as the provisions in ISO 15031-7 (SAE J2186) provided that the security exchange is conducted using the protocols and diagnostic connector as prescribed in section 6 of Annex IV to Directive 2005/78/EC. Any removable cali- bration memory chips must be potted, encased in a sealed container or protected by electronic algorithms and must not be change- able without the use of specialised tools and procedures.
6.1.10.2. Computer-coded engine operating parameters must not be changeable without the use of specialised tools and procedures (e.g. sol- dered or potted computer components or sealed (or soldered) computer enclosures).
6.1.10.3. Manufacturers must take adequate steps to protect the maximum fuel delivery setting from tampering while a vehicle is in-service.
6.1.10.4. Manufacturers may apply to the approval authority for an exemption from one of these requirements for those vehicles that are unlikely to require protection. The criteria that the approval authority will evaluate in considering an exemption will include, but are not limited to, the current availability of performance chips, the high-performance capability of the vehicle and the projected sales volume of the vehicle.
6.1.10.5. Manufacturers using programmable computer code systems (e.g. electrical erasable programmable read-only memory, EEPROM) must deter unauthorised reprogramming. Manufacturers must include enhanced tamper-protection strategies and write protect features requiring electronic access to an off-site computer maintained by the manufacturer. Alternative methods giving an equivalent level of tamper protection may be approved by the authority.
(*) The Commission will determine whether specific measures regarding multi-setting engines need to be laid down in this Directive at the same time as a proposal addressing the requirements of Article 10 of this Directive.
(**) Up to 1 October 2008, the following applies: “an ambient temperature within the range 279 K to 303 K (6 °C to 30 °C)”.
(***) This temperature range will be reconsidered as part of the review of this Directive with special emphasis on the appropriateness of the lower temperature boundary.’
(m) The introductory part of Section 6.2 is replaced by the following:
‘6.2. Specifications Concerning the Emission of Gaseous and Particulate Pollutants and Smoke
For type approval to row A of the tables in section 6.2.1, the emissions shall be determined on the ESC and ELR tests with conventional diesel engines including those fitted with electronic fuel injection equipment, exhaust gas recirculation (EGR), and/or oxidation catalysts. Diesel engines fitted with advanced exhaust aftertreatment systems including deNOx catalysts and/or particulate traps, shall additionally be tested on the ETC test.
For type approval testing to either row B1 or B2 or row C of the tables in section 6.2.1 the emissions shall be determined on the ESC, ELR and ETC tests.
For gas engines, the gaseous emissions shall be determined on the ETC test.
The ESC and ELR test procedures are described in Annex III, Appendix 1, the ETC test procedure in Annex III, Appendices 2 and 3.
The emissions of gaseous pollutants and particulate pollutants, if applicable, and smoke, if applicable, by the engine submitted for testing shall be measured by the methods described in Annex III, Appendix 4. Annex V describes the recommended analytical systems for the gaseous pollutants, the recommended particulate sampling systems, and the recommended smoke measurement system.
Other systems or analysers may be approved by the Technical Service if it is found that they yield equivalent results on the respective test cycle. The determination of system equivalency shall be based upon a 7 sample pair (or larger) correlation study between the system under consideration and one of the reference systems of this Directive. For particulate emissions, only the full flow dilution system or the partial flow dilution system meeting the requirements of ISO 16183 are recognised as equivalent reference systems. “Results” refer to the specific cycle emissions value. The correlation testing shall be performed at the same laboratory, test cell, and on the same engine, and is preferred to be run concurrently. The equivalency of the sample pair averages shall be determined by F-test and t-test statistics as described in Appen- dix 4 to this Annex obtained under these laboratory, test cell and engine conditions. Outliers shall be determined in accordance with ISO 5725 and excluded from the database. For introduction of a new system into the Directive the determination of equivalency shall be based upon the calculation of repeatability and reproducibility, as described in ISO 5725.’
(n) The following sections 6.3, 6.4 and 6.5 are added:
‘6.3. Durability and deterioration factors
6.3.1. For the purposes of this Directive, the manufacturer shall determine deterioration factors that will be used to demonstrate that the gaseous and particulate emissions of an engine family or engine-aftertreatment system family remain in conformity with the appro- priate emission limits specified in the tables in section 6.2.1 of this Annex over the appropriate durability period laid down in Article 3 to this Directive.
6.3.2. The procedures for demonstrating the compliance of an engine or engine-aftertreatment system family with the relevant emission limits over the appropriate durability period are given in Annex II to Directive 2005/78/EC.
6.4. On-Board Diagnostic (OBD) system
6.4.1. As laid down in Articles 4(1) and 4(2) of this Directive, diesel engines or vehicles equipped with a diesel engine must be fitted with an on-board diagnostic (OBD) system for emission control in accordance with the requirements of Annex IV to Directive 2005/78/EC.
As laid down in Article 4(2) of this Directive, gas engines or vehicles equipped with a gas engine must be fitted, with an on-board diagnostic (OBD) system for emission control in accordance with the requirements of Annex IV to Directive 2005/78/EC.
6.4.2. Small batch engine production
As an alternative to the requirements of this section, engine manufacturers whose world-wide annual production of a type of engine, belonging to an OBD engine family,
— is less than 500 units per year, may obtain EC type-approval on the basis of the requirements of the present directive where the engine is monitored only for circuit continuity and the after-treatment system is monitored for major functional failure;
— is less than 50 units per year, may obtain EC type-approval on the basis of the requirements of the present directive where the complete emission control system (i.e. the engine and after-treatment system) are monitored only for circuit continuity.
The type-approval authority must inform the Commission of the circumstances of each type-approval granted under this provision.
6.5. Requirements to ensure correct operation of NOx control measures (*)
6.5.1. General
6.5.1.1. This section is applicable to all engine systems irrespective of the technology used to comply with the emission limit values given in the tables in section 6.2.1 of this Annex.
6.5.1.2. Application dates
The Requirements of sections 6.5.3, 6.5.4 and 6.5.5 shall apply from 1 October 2006 for new type approvals and from 1 October 2007 for all registrations of new vehicles.
6.5.1.3. Any engine system covered by this section shall be designed, constructed and installed so as to be capable of meeting these require- ments over the useful life of the engine.
6.5.1.4. Information that fully describes the functional operational characteristics of an engine system covered by this section shall be pro- vided by the manufacturer in Annex II to this Directive.
6.5.1.5. In its application for type-approval, if the engine system requires a reagent, the manufacturer shall specify the characteristics of all reagent(s) consumed by any exhaust aftertreatment system, e.g. type and concentrations, operational temperature conditions, refer- ence to international standards etc.
6.5.1.6. With reference to section 6.1, any engine system covered by this section shall retain its emission control function during all condi- tions regularly pertaining in the territory of the European Union, especially at low ambient temperatures.
6.5.1.7. For the purpose of type-approval, the manufacturer shall demonstrate to the Technical Service that for engine systems that require a reagent, any emission of ammonia does not exceed, over the applicable emissions test cycle, a mean value of 25 ppm.
6.5.1.8. For engine systems requiring a reagent, each separate reagent tank installed on a vehicle shall include a means for taking a sample of any fluid inside the tank. The sampling point shall be easily accessible without the use of any specialised tool or device.
6.5.2. Maintenance requirements
6.5.2.1. The manufacturer shall furnish or cause to be furnished to all owners of new heavy-duty vehicles or new heavy-duty engines written instructions that shall state that if the vehicle emission control system is not functioning correctly, the driver shall be informed of a problem by the malfunction indicator (MI) and the engine shall consequentially operate with a reduced performance.
6.5.2.2. The instructions will indicate requirements for the proper use and maintenance of vehicles, including where relevant the use of con- sumable reagents.
6.5.2.3. The instructions shall be written in clear and non-technical language and in the language of the country in which a new heavy-duty vehicle or new heavy-duty engine is sold or registered.
6.5.2.4. The instructions shall specify if consumable reagents have to be refilled by the vehicle operator between normal maintenance inter- vals and shall indicate a likely rate of reagent consumption according to the type of new heavy-duty vehicle.
6.5.2.5. The instructions shall specify that use of and refilling of a required reagent of the correct specifications when indicated is mandatory for the vehicle to comply with the certificate of conformity issued for that vehicle or engine type.
6.5.2.6. The instructions shall state that it may be a criminal offence to use a vehicle that does not consume any reagent if it is required for the reduction of pollutant emissions and that, in consequence, any favourable conditions for the purchase or operation of the vehicle obtained in the country of registration or other country in which the vehicle is used may become invalid.
6.5.3. Engine system NOx control
6.5.3.1. Incorrect operation of the engine system with respect to NOx emissions control (for example due to lack of any required reagent, incorrect EGR flow or deactivation of EGR) shall be determined through monitoring of the NOx level by sensors positioned in the exhaust stream.
6.5.3.2. Engine systems shall be equipped with a method for determining the NOx level in the exhaust stream. Any deviation in NOx level more than 1,5 g/kwh above the applicable limit value given in table I of section 6.2.1 of Annex I to this Directive, shall result in the driver being informed by activation of the MI (see section 3.6.5 of Annex IV to Directive 2005/78/EC).
6.5.3.3. In addition, a non-erasable fault code identifying the reason why NOx exceeds the levels specified in the paragraph above shall be stored in accordance with paragraph 3.9.2 of Annex IV to Directive 2005/78/EC for at least 400 days or 9 600 hours of engine operation.
6.5.3.4. If the NOx level exceeds the OBD threshold limit values given in the table in Article 4(3) of this Directive (**), a torque limiter shall reduce the performance of the engine according to the requirements of section 6.5.5 in a manner that is clearly perceived by the driver of the vehicle. When the torque limiter is activated the driver shall continue to be alerted according to the requirements of section 6.5.3.2.
6.5.3.5. In the case of engine systems that rely on the use of EGR and no other aftertreatment system for NOx emissions control, the manu- facturer may utilise an alternative method to the requirements of paragraph 6.5.3.1 for the determination of the NOx level. At the time of type approval the manufacturer shall demonstrate that the alternative method is equally timely and accurate in determining the NOx level compared to the requirements of paragraph 6.5.3.1 and that it triggers the same consequences as those referred to in sections 6.5.3.2, 6.5.3.3 and 6.5.3.4.
6.5.4. Reagent control
6.5.4.1. For vehicles that require the use of a reagent to fulfil the requirements of this section, the driver shall be informed of the level of reagent in the on-vehicle reagent storage tank through a specific mechanical or electronic indication on the vehicle’s dashboard. This shall include a warning when the level of reagent goes:
— below 10 % of the tank or a higher percentage at the choice of the manufacturer, or
— below the level corresponding to the driving distance possible with the fuel reserve level specified by the manufacturer. The reagent indicator shall be placed in close proximity to the fuel level indicator.
6.5.4.2. The driver shall be informed, according to the requirements of section 3.6.5 of Annex IV to Directive 2005/78/EC, if the reagent tank becomes empty.
6.5.4.3. As soon as the reagent tank becomes empty, the requirements of section 6.5.5 shall apply in addition to the requirements of section 6.5.4.2.
6.5.4.4. A manufacturer may choose to comply with the sections 6.5.4.5 to 6.5.4.13 as an alternative to complying with the requirements of section 6.5.3.
6.5.4.5. Engine systems shall include a means of determining that a fluid corresponding to the reagent characteristics declared by the manu- facturer and recorded in Annex II to this Directive is present on the vehicle.
6.5.4.6. If the fluid in the reagent tank does not correspond to the minimum requirements declared by the manufacturer as recorded in Annex II to this Directive the additional requirements of section 6.5.4.13 shall apply.
6.5.4.7. Engine systems shall include a means for determining reagent consumption and providing off-board access to consumption information.
6.5.4.8. Average reagent consumption and average demanded reagent consumption by the engine system either over the previous complete 48 hour period of engine operation or the period needed for a demanded reagent consumption of at least 15 litres, whichever is longer, shall be available via the serial port of the standard diagnostic connector (see section 6.8.3 of Annex IV to Directive 2005/78/EC).
6.5.4.9. In order to monitor reagent consumption, at least the following parameters within the engine shall be monitored:
— level of reagent in on-vehicle storage tank,
— flow of reagent or injection of reagent as close as technically possible to the point of injection into an exhaust aftertreatment system.
6.5.4.10. Any deviation more than 50 % in average reagent consumption and average demanded reagent consumption by the engine system over the period defined in section 6.5.4.8 shall result in application of the measures laid down in paragraph 6.5.4.13.
6.5.4.11. In the case of interruption in reagent dosing activity the measures laid down in paragraph 6.5.4.13 shall apply. This is not required where such interruption is demanded by the engine ECU because engine operating conditions are such that the engine’s emission performance does not require reagent dosing, provided that the manufacturer has clearly informed the approval authority when such operating conditions apply.
6.5.4.12. If the NOx level exceeds 7,0 g/kWh on the ETC test cycle the measures laid down in section 6.5.4.13 shall apply.
6.5.4.13. Where reference is made to this section, the driver shall be alerted by activation of the MI (see section 3.6.5 of Annex IV to Directive 2005/78/EC) and a torque limiter shall reduce the performance of the engine according to the requirements of section 6.5.5 in a man- ner that is clearly perceived by the driver of the vehicle.
A non-erasable fault code identifying the reason for torque limiter activation shall be stored in accordance with paragraph 3.9.2 of Annex IV to Directive 2005/78/EC for a minimum of 400 days or 9 600 hours of engine operation.
6.5.5. Measures to discourage tampering of exhaust aftertreatment systems
6.5.5.1. Any engine system covered by this section shall include a torque limiter that will alert the driver that the engine system is operating incorrectly or the vehicle is being operated in an incorrect manner and thereby encourage the prompt rectification of any fault(s).
6.5.5.2. The torque limiter shall be activated when the vehicle becomes stationary for the first time after the conditions of either sec- tions 6.5.3.4, 6.5.4.3, 6.5.4.6, 6.5.4.10, 6.5.4.11 or 6.5.4.12 have occurred.
6.5.5.3. Where the torque limiter comes into effect, the engine torque shall not, in any case, exceed a constant value of:
— 60 % of full load torque, independent of engine speed, for vehicles of category N3 > 16 tons, M3/III and M3/B > 7,5 tons,
— 75 % of full load torque, independent of engine speed, for vehicles of category N1, N2, N3 ≤ 16 tons, M2, M3/I, M3/II, M3/A and M3/B ≤ 7,5 tons.
6.5.5.4. The scheme of torque limitation is set out in sections 6.5.5.5 to 6.5.5.6.
6.5.5.5. Detailed written information fully describing the functional operation characteristics of the torque limiter shall be specified accord- ing to the documentation requirements of section 6.1.7.1 of this Annex.
6.5.5.6. The torque limiter shall be deactivated when the engine speed is at idle if the conditions for its activation have ceased to exist. The torque limiter shall not be automatically deactivated without the reason for its activation being remedied.
6.5.5.7. Demonstration of torque limiter
6.5.5.7.1. As part of the application for type-approval provided for in section 3 of this Annex, the manufacturer shall demonstrate the opera- tion of the torque limiter either by tests on an engine dynamometer or by a vehicle test.
6.5.5.7.2. If an engine dynamometer test is to be carried out the manufacturer shall run consecutive ETC test cycles in order to demonstrate that the torque limiter will operate, including its activation, in accordance with the requirements of section 6.5, and in particular with those of section 6.5.5.2 and 6.5.5.3.
6.5.5.7.3. If a vehicle test is to be carried out, the vehicle shall be driven over the road or test track to demonstrate that the torque limiter will operate, including its activation, in accordance with the requirements of section 6.5, and in particular with those of section 6.5.5.2 and 6.5.5.3.
(*) The Commission intends to review this section by 31 December 2006. (**) The Commission intends to review those values by 31 December 2005.’
(o) Section 8.1 is replaced by the following:
‘8.1. Parameters defining the engine family
The engine family, as determined by the engine manufacturer must comply with the provisions of ISO 16185.’
(p) The following section 8.3 is added:
‘8.3. Parameters for defining an OBD-engine family
The OBD-engine family may be defined by basic design parameters that must be common to engine systems within the family.
In order that engine systems may be considered to belong to the same OBD-engine family, the following list of basic parameters must be common,
— the methods of OBD monitoring,
— the methods of malfunction detection.
unless these methods have been shown as equivalent by the manufacturer by means of relevant engineering demonstration or other appro- priate procedures.
Note: engines that do not belong to the same engine family may still belong to the same OBD-engine family provided the above mentioned criteria are satisfied.’
(q) Section 9.1 is replaced by the following:
‘9.1. Measures to ensure production conformity must be taken in accordance with the provisions of Article 10 of Directive 70/156/EEC. Pro- duction conformity is checked on the basis of the description in the type-approval certificates set out in Annex VI to this Directive. In applying Appendices 1, 2 or 3, the measured emission of the gaseous and particulate pollutants from engines subject to checking for con- formity of production shall be adjusted by application of the appropriate deterioration factors (DF’s) for that engine as recorded in sec- tion 1.5 of the Appendix to Annex VI.
Sections 2.4.2 and 2.4.3 of Annex X to Directive 70/156/EEC are applicable where the competent authorities are not satisfied with the auditing procedure of the manufacturer.’
(r) The following section 9.1.2 is added: ‘9.1.2. On-Board Diagnostics (OBD)
9.1.2.1. If a verification of the conformity of production of the OBD system is to be carried out, it must be conducted in accordance with the
following:
9.1.2.2. When the approval authority determines that the quality of production seems unsatisfactory an engine is randomly taken from the series and subjected to the tests described in Appendix 1 to Annex IV to Directive 2005/78/EC. The tests may be carried out on an engine that has been run-in up to a maximum of 100 hours.
9.1.2.3. The production is deemed to conform if this engine meets the requirements of the tests described in Appendix 1 to Annex IV to Direc- tive 2005/78/EC.
9.1.2.4 If the engine taken from the series does not satisfy the requirements of section 9.1.2.2, a further random sample of four engines must be taken from the series and subjected to the tests described in Appendix 1 to Annex IV to Directive 2005/78/EC. The tests may be carried out on engines that have been run-in up to a maximum of 100 hours.
9.1.2.5. The production is deemed to conform if at least three engines out of the further random sample of four engines meet the requirements of the tests described in Appendix 1 to Annex IV to Directive 2005/78/EC.’
(s) The following section 10 is added:
‘10. CONFORMITY OF IN-SERVICE VEHICLES/ENGINES
10.1. For the purpose of this Directive, the conformity of in-service vehicles/engines must be checked periodically over the useful life period of an engine installed in a vehicle.
10.2. With reference to type-approvals granted for emissions, additional measures are appropriate for confirming the functionality of the emis- sion control devices during the useful life of an engine installed in a vehicle under normal conditions of use.
10.3. The procedures to be followed regarding the conformity of in-service vehicles/engines are given in Annex III to Directive 2005/78/EC.’
(t) Appendix 1, section 3 is replaced by the following:
‘3. The following procedure is used for each of the pollutants given in section 6.2.1 of Annex I (see Figure 2): Let:
L = the natural logarithm of the limit value for the pollutant
xi = the natural logarithm of the measurement (after having applied the relevant DF) 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.’
(u) In Appendix 2, section 3 and the introductory phrase of section 4 are replaced by the following:
‘3. The values of the pollutants given in section 6.2.1 of Annex I, after having applied the relevant DF, are considered to be log normally dis- tributed and should be transformed by taking their natural logarithms. Let m0 and m denote the minimum and maximum sample size respec- tively (m0 = 3 and m = 32) and let n denote the current sample number.
4. If the natural logarithms of the measured values (after having applied the relevant DF) in the series are x1, x2, … xi and L is the natural loga- rithm of the limit value for the pollutant, then, define:’
(v) In Appendix 3, section 3 is replaced by the following:
‘3. The following procedure is used for each of the pollutants given in section 6.2.1 of Annex I (see Figure 2): Let:
L = the natural logarithm of the limit value for the pollutant
xi = the natural logarithm of the measurement (after having applied the relevant DF) 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.’
(w) A following Appendix 4 is added:
‘Appendix 4
DETERMINATION OF SYSTEM EQUIVALENCE
The determination of system equivalency according to section 6.2 of this Annex shall be based on a 7 sample pair (or larger) correlation study between the candidate system and one of the accepted reference systems of this Directive using the appropriate test cycle(s). The equivalency criteria to be applied shall be the F-test and the two-sided Student t-test.
This statistical method examines the hypothesis that the population standard deviation and mean value for an emission measured with the can- didate system do not differ from the standard deviation and population mean value for that emission measured with the reference system. The hypothesis shall be tested on the basis of a 5 % significance level of the F and t values. The critical F and t values for 7 to 10 sample pairs are given in the table below. If the F and t values calculated according to the formulae below are greater than the critical F and t values, the candidate system is not equivalent.
The following procedure shall be followed. The subscripts R and C refer to the reference and candidate system, respectively:
(a) Conduct at least 7 tests with the candidate and reference systems preferably operated in parallel. The number of tests is referred to as nR and nC.
(b) Calculate the mean values xR and xC and the standard deviations sR and sC.
(c) Calculate the F value, as follows:
(the greater of the two standard deviations SR or SC must be in the numerator)
(d) Calculate the t value, as follows:
(e) Compare the calculated F and t values with the critical F and t values corresponding to the respective number of tests indicated in table below. If larger sample sizes are selected, consult statistical tables for 5 % significance (95 % confidence) level.
(f) Determine the degrees of freedom (df), as follows:
for the F-test: df = nR – 1 / nC – 1 for the t-test: df = nC + nR – 2
F and t values for selected sample sizes
| Sample Size | F-test | t-test |
| | df | Fcrit | df | tcrit |
| 7 | 6/6 | 4,284 | 12 | 2,179 |
| 8 | 7/7 | 3,787 | 14 | 2,145 |
| 9 | 8/8 | 3,438 | 16 | 2,120 |
| 10 | 9/9 | 3,179 | 18 | 2,101 |
(g) Determine the equivalency, as follows:
— if F < Fcrit and t < tcrit, then the candidate system is equivalent to the reference system of this Directive,
— if F ≥ Fcrit and t ≥ tcrit, then the candidate system is different from the reference system of this Directive.’
(2) Annex II is amended as follows:
(a) The following section 0.7 is inserted:
‘0.7. Name and address of the manufacturer’s representative:’
(b) Former section 0.7 and sections 0.8 and 0.9 become sections 0.8, 0.9 and 0.10 respectively.
(c) The following section 0.11 is added:
‘0.11 In the case of a vehicle equipped with an on-board diagnostic (OBD) system, written description and/or drawing of the MI:’
(d) Appendix 1 is amended as follows:
(i) The following section 1.20 is added:
‘1.20. Engine Electronic Control Unit (EECU) (all engine types):
1.20.1. Make: …
1.20.2. Type: …
1.20.3. Software calibration number(s): …’
(ii) The following sections 2.2.1.12 and 2.2.1.13 are added: ‘2.2.1.12. Normal operating temperature range (K): …
2.2.1.13. Consumable reagents (where appropriate):
2.2.1.13.1. Type and concentration of reagent needed for catalytic action: … 2.2.1.13.2. Normal operational temperature range of reagent: … 2.2.1.13.3. International standard (where appropriate): …
2.2.1.13.4. Frequency of reagent refill: continuous/maintenance (*)
(*) Delete where inapplicable.’
(iii) Section 2.2.4.1 is replaced by the following: ‘2.2.4.1. Characteristics (make, type, flow etc): …’
(iv) The following sections 2.2.5.5 and 2.2.5.6 are added:
‘2.2.5.5. Normal operating temperature (K) and pressure (kPa) range: …
2.2.5.6. In case of periodic regeneration:
— Number of ETC test cycles between 2 regenerations (n1):
— Number of ETC test cycles during regeneration (n2)’
(v) The following section 3.1.2.2.3 is added: ‘3.1.2.2.3. Common rail, make and type: …’
(vi) The following sections 9 and 10 are added:
‘9. On-board diagnostic (OBD) system
9.1. Written description and/or drawing of the MI (*): …
9.2. List and purpose of all components monitored by the OBD system: …
9.3. Written description (general OBD working principles) for:
9.3.1. Diesel/gas engines (*): …
9.3.1.1. Catalyst monitoring (*): …
9.3.1.2. deNOx system monitoring (*): …
9.3.1.3. Diesel particulate filter monitoring (*): …
9.3.1.4. Electronic fuelling system monitoring (*): …
9.3.1.5. Other components monitored by the OBD system (*): …
9.4. Criteria for MI activation (fixed number of driving cycles or statistical method): …
9.5. List of all OBD output codes and formats used (with explanation of each): …
10. Torque limiter
10.1. Description of the torque limiter activation
10.2. Description of the full load curve limitation
(*) Delete where inapplicable.’
(e) In Appendix 2, the fourth line of the first column of the table in section 2.1.1 is replaced by the following: ‘Fuel flow per stroke (mm3)’
(f) Appendix 3 is amended as follows:
(i) The following section 1.20 is added:
‘1.20. Engine Electronic Control Unit (EECU) (all engine types):
1.20.1. Make:
1.20.2. Type:
1.20.3. Software calibration number(s): …’
(ii) The following sections 2.2.1.12 and 2.2.1.13 are added: ‘2.2.1.12. Normal operating temperature range (K): …
2.2.1.13. Consumable reagents (where appropriate):
2.2.1.13.1. Type and concentration of reagent needed for catalytic action: … 2.2.1.13.2. Normal operational temperature range of reagent: … 2.2.1.13.3. International standard (where appropriate): …
2.2.1.13.4. Frequency of reagent refill: continuous/maintenance (*):
(*) Delete where inapplicable.’
(iii) Section 2.2.4.1 is replaced by the following: ‘2.2.4.1. Characteristics (make, type, flow etc): …’
(iv) The following sections 2.2.5.5 and 2.2.5.6 are added:
‘2.2.5.5. Normal operating temperature (K) and pressure (kPa) range: …
2.2.5.6. In case of periodic regeneration:
— Number of ETC test cycles between 2 regenerations (n1)
— Number of ETC test cycles during regeneration (n2)’
(v) The following section 3.1.2.2.3 is added: ‘3.1.2.2.3. Common rail, make and type: …’
(vi) The following sections 6 and 7 are added:
‘6. On-board diagnostic (OBD) system
6.1. Written description and/or drawing of the MI (*):
6.2. List and purpose of all components monitored by the OBD system: …
6.3. Written description (general OBD working principles) for:
6.3.1. Diesel/gas engines (*): …
6.3.1.1. Catalyst monitoring (*): …
6.3.1.2. deNOx system monitoring (*): …
6.3.1.3. Diesel particulate filter monitoring (*): …
6.3.1.4. Electronic fuelling system monitoring (*): …
6.3.1.5. Other components monitored by the OBD system (*): …
6.4. Criteria for MI activation (fixed number of driving cycles or statistical method): …
6.5. List of all OBD output codes and formats used (with explanation of each): …
7. Torque limiter
7.1. Description of the torque limiter activation
7.2. Description of the full load curve limitation
(*) Delete where inapplicable.’
(g) The following Appendix 5 is added:
‘Appendix 5
OBD-RELATED INFORMATION
1. In accordance with the provisions of section 5 of Annex IV to Directive 2005/78/EC, the following additional information must be provided by the vehicle manufacturer for the purposes of enabling the manufacture of OBD-compatible replacement or service parts and diagnostic tools and test equipment, unless such information is covered by intellectual property rights or constitutes specific know-how of the manufacturer or the OEM supplier(s).
Where appropriate, the information given in this section shall be repeated in Appendix 2 to the EC type-approval certificate (Annex VI to this Directive):
1.1. A description of the type and number of the pre-conditioning cycles used for the original type approval of the vehicle.
1.2. A description of the type of the OBD demonstration cycle used for the original type-approval of the vehicle for the component moni- tored by the OBD system.
1.3. A comprehensive document describing all sensed components with the strategy for fault detection and MI activation (fixed number of driving cycles or statistical method), including a list of relevant secondary sensed parameters for each component monitored by the OBD system. A list of all OBD output codes and format used (with an explanation of each) associated with individual emission related powertrain components and individual non-emission related components, where monitoring of the component is used to determine MI activation.
1.3.1. The information required by this section may, for example, be defined by completing a table as follows, which shall be attached to this Annex:
| Component | Fault code | Monitoring strategy | Fault detection criteria | MI activation criteria | Secondary parameters | Preconditioning | Demonstration test |
| SCR catalyst | Pxxxx | NOx sensor 1 and 2 signals | Difference between sensor 1 and sensor 2 signals | 3rd cycle | Engine speed, engine load, catalyst temperature, reagent activity | Three OBD test cycles (3 short ESC cycles) | OBD test cycle (short ESC cycle) |
1.3.2. The information required by this Appendix may be limited to the complete list of the fault codes recorded by the OBD system where section 5.1.2.1 of Annex IV to Directive 2005/78/EC is not applicable as in the case of replacement or service components. This infor- mation may, for example, be defined by completing the two first columns of the table of section 1.3.1 above.
The complete information package should be made available to the type-approval authority as part of the additional material requested in section 6.1.7.1 of Annex I to this Directive, “documentation requirements”.
1.3.3. The information required by this section shall be repeated in Appendix 2 to the EC type-approval certificate (Annex VI to this Directive).
Where section 5.1.2.1 of Annex IV to Directive 2005/78/EC is not applicable in the case of replacement or service components, the infor- mation provided in Appendix 2 to the EC type-approval certificate (Annex VI to this Directive) can be limited to the one mentioned in section 1.3.2.’
(3) Annex III is amended as follows:
(a) Section 1.3.1 is replaced by the following:
‘1.3.1. ESC Test
During a prescribed sequence of warmed-up engine operating conditions the amounts of the above exhaust emissions shall be examined continuously by taking a sample from the raw or diluted exhaust gas. The test cycle consists of a number of speed and power modes which cover the typical operating range of diesel engines. During each mode the concentration of each gaseous pollutant, exhaust flow and power output shall be determined, and the measured values weighted. For particulate measurement, the exhaust gas shall be diluted with conditioned ambient air using either a partial flow or full flow dilution system. The particulates shall be collected on a single suit- able filter in proportion to the weighting factors of each mode. The grams of each pollutant emitted per kilowatt hour shall be calculated as described in Appendix 1 to this Annex. Additionally, NOx shall be measured at three test points within the control area selected by the Technical Service and the measured values compared to the values calculated from those modes of the test cycle enveloping the selected test points. The NOx control check ensures the effectiveness of the emission control of the engine within the typical engine oper- ating range.’
(b) Section 1.3.3 is replaced by the following: ‘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 pat-
terns of heavy-duty engines installed in trucks and buses, the above pollutants shall be examined either after diluting the total exhaust gas with conditioned ambient air (CVS system with double dilution for particulates) or by determining the gaseous components in the raw exhaust gas and the particulates with a partial flow dilution system. Using the engine torque and speed feedback signals of the engine dynamometer, the power shall be integrated with respect to time of the cycle resulting in the work produced by the engine over the cycle. For a CVS system, the concentration of NOx and HC shall be determined over the cycle by integration of the analyser signal, whereas the concentration of CO, CO2, and NMHC may be determined by integration of the analyser signal or by bag sampling. If mea- sured in the raw exhaust gas, all gaseous components shall be determined over the cycle by integration of the analyser signal. For par- ticulates, a proportional sample shall be collected on a suitable filter. The raw or diluted exhaust gas flow rate shall be determined over the cycle to calculate the mass emission values of the pollutants. The mass emission values shall be related to the engine work to get the grams of each pollutant emitted per kilowatt hour, as described in Appendix 2 to this Annex.’
(c) Section 2.1 is replaced by the following:
‘2.1. Engine Test Conditions
2.1.1. The absolute temperature (Ta) of the engine air at the inlet to the engine expressed in Kelvin, and the dry atmospheric pressure (ps), expressed in kPa shall be measured and the parameter fa shall be determined according to the following provisions. In multi-cylinder engines having distinct groups of intake manifolds, for example, in a “V” engine configuration, the average temperature of the distinct groups shall be taken.
(a) for compression-ignition engines:
Naturally aspirated and mechanically supercharged engines:
Turbocharged engines with or without cooling of the intake air:
(b) for spark-ignition engines:
2.1.2. Test Validity
For a test to be recognised as valid, the parameter fa shall be such that:
0,96 ≤ fa ≤ 1,06’
(d) Section 2.8 is replaced by the following:
‘2.8 If the engine is equipped with an exhaust aftertreatment system, the emissions measured on the test cycle shall be representative of the emissions in the field. In the case of an engine equipped with a exhaust aftertreatment system that requires the consumption of a reagent, the reagent used for all tests shall comply with section 2.2.1.13 of Appendix 1 to Annex II.
2.8.1. For an exhaust aftertreatment system based on a continuous regeneration process the emissions shall be measured on a stabilised after- treatment system.
The regeneration process shall occur at least once during the ETC test and the manufacturer shall declare the normal conditions under which regeneration occurs (soot load, temperature, exhaust back-pressure, etc).
In order to verify the regeneration process at least 5 ETC tests shall be conducted. During the tests the exhaust temperature and pressure shall be recorded (temperature before and after the aftertreatment system, exhaust back pressure, etc).
The aftertreatment system is considered to be satisfactory if the conditions declared by the manufacturer occur during the test during a sufficient time.
The final test result shall be the arithmetic mean of the different ETC test results.
If the exhaust aftertreatment has a security mode that shifts to a periodic regeneration mode it should be checked following section 2.8.2. For that specific case the emission limits in table 2 of Annex I could be exceeded and would not be weighted.
2.8.2. For an exhaust aftertreatment based on a periodic regeneration process, the emissions shall be measured on at least two ETC tests, one during and one outside a regeneration event on a stabilised aftertreatment system, and the results be weighted.
The regeneration process shall occur at least once during the ETC test. The engine may be equipped with a switch capable of preventing or permitting the regeneration process provided this operation has no effect on the original engine calibration.
The manufacturer shall declare the normal parameter conditions under which the regeneration process occurs (soot load, temperature, exhaust back-pressure etc) and its duration time (n2). The manufacturer shall also provide all the data to determine the time between two regenerations (n1). The exact procedure to determine this time shall be agreed by the Technical Service based upon good engineering judgement.
The manufacturer shall provide an aftertreatment system that has been loaded in order to achieve regeneration during an ETC test. Regen- eration shall not occur during this engine conditioning phase.
Average emissions between regeneration phases shall be determined from the arithmetic mean of several approximately equidistant ETC tests. It is recommended to run at least one ETC as close as possible prior to a regeneration test and one ETC immediately after a regen- eration test. As an alternative, the manufacturer may provide data to show that the emissions remain constant (± 15 %) between regen- eration phases. In this case, the emissions of only one ETC test may be used.
During the regeneration test, all the data needed to detect regeneration shall be recorded (CO or NOx emissions, temperature before and after the aftertreatment system, exhaust back pressure etc).
During the regeneration process, the emission limits in table 2 of Annex I can be exceeded.
The measured emissions shall be weighted according to section 5.5 and 6.3 of Appendix 2 to this Annex and the final result shall not exceed the limits in table 2 of Annex I.’
(e) Appendix 1 is amended as follows:
(i) Section 2.1 is replaced by the following:
‘2.1. Preparation of the Sampling Filter
At least one hour before the test, each filter shall be placed in a partially covered petri dish which is protected against dust contami- nation, and placed in a weighing chamber for stabilisation. At the end of the stabilisation period each filter shall be weighed and the tare weight shall be recorded. The filter shall then be stored in a closed petri dish or sealed filter holder until needed for testing. The filter shall be used within eight hours of its removal from the weighing chamber. The tare weight shall be recorded.’
(ii) Section 2.7.4. is replaced by the following: ‘2.7.4. Particulate Sampling
One filter shall be used for the complete test procedure. The modal weighting factors specified in the test cycle procedure shall 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 section 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 shall be completed no earlier than 5 seconds before the end of each mode.’
(iii) The following new section 4 is inserted:
‘4. CALCULATION OF THE EXHAUST GAS FLOW
4.1. Determination of Raw Exhaust Gas Mass Flow
For calculation of the emissions in the raw exhaust, it is necessary to know the exhaust gas flow. The exhaust gas mass flow rate shall be determined in accordance with section 4.1.1 or 4.1.2. The accuracy of exhaust flow determination shall be ± 2,5 % of read- ing or ± 1,5 % of the engine’s maximum value whichever is the greater. Equivalent methods (e.g. those described in section 4.2 of Appendix 2 to this Annex) may be used.
4.1.1. Direct measurement method
Direct measurement of the exhaust flow may be done by systems such as:
— pressure differential devices, like flow nozzle,
— ultrasonic flowmeter,
— vortex flowmeter.
Precautions shall be taken to avoid measurement errors which will impact emission value errors. Such precautions include the care- ful installation of the device in the engine exhaust system according to the instrument manufacturers’ recommendations and to good engineering practice. Especially, engine performance and emissions shall not be affected by the installation of the device.
4.1.2. Air and fuel measurement method
This involves measurement of the air flow and the fuel flow. Air flowmeters and fuel flowmeters shall be used that meet the total accuracy requirement of section 4.1. The calculation of the exhaust gas flow is as follows:
qmew = qmaw + qmf
4.2. Determination of Diluted Exhaust Gas Mass Flow
For calculation of the emissions in the diluted exhaust using a full flow dilution system it is necessary to know the diluted exhaust gas flow. The flow rate of the diluted exhaust (qmdew) shall be measured over each mode with a PDP-CVS, CFV-CVS or SSV-CVS in line with the general formulae given in section 4.1 of Appendix 2 to this Annex. The accuracy shall be ± 2 % of reading or better, and shall be determined according to the provisions of section 2.4 of Appendix 5 to this Annex.’
(iv) Sections 4 and 5 are replaced by the following:
‘5. CALCULATION OF THE GASEOUS EMISSIONS
5.1. Data Evaluation
For the evaluation of the gaseous emissions, the chart reading of the last 30 seconds of each mode shall be averaged and the average concentrations (conc) of HC, CO and NOx during each mode shall be determined from the average chart readings and the corre- sponding 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 qmew or the diluted exhaust gas flow qmdew, if used optionally, shall be determined in accordance with sec- tion 2.3 of Appendix 4 to this Annex.
5.2. Dry/Wet Correction
The measured concentration shall be converted to a wet basis according to the following formulae, if not already measured on a wet basis. The conversion shall be done for each individual mode.
cwet = kw × cdry
For the raw exhaust gas:
or
where:
| pr | = | water vapour pressure after cooling bath, kPa, |
| pb | = | total atmospheric pressure, kPa, |
| Ha | = | intake air humidity, g water per kg dry air, |
| kf | = | 0,055584 × wALF – 0,0001083 × wBET – 0,0001562 × wGAM + 0,0079936 × wDEL + 0,0069978 × wEPS |
For the diluted exhaust gas:
or,
For the dilution air:
KWd = 1 – KW1
For the intake air:
KWa = 1 – KW2
where:
| Ha | = | intake air humidity, g water per kg dry air |
| Hd | = | dilution air humidity, g water per kg dry air |
and may be derived from relative humidity measurement, dewpoint measurement, vapour pressure measurement or dry/wet bulb measurement using the generally accepted formulae.
5.3. NOx correction for humidity and temperature
As the NOx emission depends on ambient air conditions, the NOx concentration shall be corrected for ambient air temperature and humidity with the factors given in the following formulae. The factors are valid in the range between 0 and 25 g/kg dry air.
(a) for compression ignition engines:
with:
Ta = temperature of the intake air, K
Ha = humidity of the intake air, g water per kg dry air
where:
Ha may be derived from relative humidity measurement, dewpoint measurement, vapour pressure measurement or dry/wet bulb measurement using the generally accepted formulae.
(b) for spark ignition engines
kh.G = 0,6272 + 44,030 × 10–3 × Ha - 0,862 × 10–3 × H 2
where:
Ha may be derived from relative humidity measurement, dew point measurement, vapour pressure measurement or dry/wet bulb measurement using the generally accepted formulae.
5.4. Calculation of the emission mass flow rates
The emission mass flow rate (g/h) for each mode shall be calculated as follows. For the calculation of NOx, the humidity correction factor kh,D, or kh,G, as applicable, as determined according to section 5.3, shall be used.
The measured concentration shall be converted to a wet basis according to section 5.2 if not already measured on a wet basis. Val- ues for ugas are given in Table 6 for selected components based on ideal gas properties and the fuels relevant for this Directive.
(a) for the raw exhaust gas
mgas = ugas × cgas × qmew
where:
ugas = ratio between density of exhaust component and density of exhaust gas cgas = concentration of the respective component in the raw exhaust gas, ppm qmew = exhaust mass flow rate, kg/h
(b) for the diluted gas
mgas = ugas × cgas,c × qmdew
where:
ugas = ratio between density of exhaust component and density of air
cgas,c = background corrected concentration of the respective component in the diluted exhaust gas, ppm
qmdew = diluted exhaust mass flow rate, kg/h where: