Commission Directive 2012/46/EUShow full title

ANNEX III

Annex III to Directive 97/68/EC is amended as follows:

(1)

Section 1.2 is replaced by the following:

‘1.2. Selection of test procedure

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

1.2.1. Test procedure for stages I, II, IIIA, IIIB and IV

The test shall be carried out in accordance with the procedure in this Annex or, at the choice of the manufacturer, the test procedure as specified in Annex 4B to UNECE Regulation No 96.03 series of amendments shall be applied.

In addition, the following requirements apply:

(i)

durability requirements as set out in Appendix 5 to this Annex;

(ii)

engine control area provisions as set out in Section 8.6 of Annex I (stage IV engines only);

(iii)

CO₂ reporting requirements as set out in Appendix 6 to this Annex for engines tested according to the procedure in this Annex. In case of engines tested according to the procedure in Annex 4B to UNECE Regulation No 96.03 series of amendments, Appendix 7 to this Annex shall apply;

(iv)

the reference fuel in Annex V to this Directive shall be used for engines tested according to the requirements in this Annex. The reference fuel in Annex V to this Directive shall be used in case of engines tested according to the requirements in Annex 4B to UNECE Regulation No 96.03 series of amendments.

1.2.1.1. In case that the manufacturer chooses in accordance with Annex I, Section 8.6.2 to use the test procedure specified in Annex 4B to UNECE Regulation No 96.03 series of amendments for testing engines of stages I, II, IIIA or IIIB, the test cycles specified in Section 3.7.1 shall be used.’;

(2)

Appendix 5 is replaced by the following:

Appendix 5 Durability requirements

1. VERIFYING THE DURABILITY OF STAGE IIIA AND STAGE IIIB CI ENGINES

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

1.1. Manufacturers shall determine a Deterioration Factor (DF) value for each regulated pollutant for all Stage IIIA and IIIB engine families. Such DFs shall be used for type approval and production line testing.

1.1.1. Test to establish DFs shall be conducted as follows:

1.1.1.1.

The manufacturer shall conduct durability tests to accumulate engine operating hours according to a test schedule that is selected on the basis of good engineering judgement to be representative of in-use engine operation in respect to characterising emission performance deterioration. The durability test period should typically represent the equivalent of at least one quarter of the emission durability period (EDP).

Service accumulation operating hours may be acquired through running engines on a dynamometer test bed or from actual infield machine operation. Accelerated durability tests can be applied whereby the service accumulation schedule is performed at a higher load factor than typically experienced in the field. The acceleration factor relating the number of engine durability test hours to the equivalent number of EDP hours shall be determined by the engine manufacturer based on good engineering judgement.

During the period of the durability test, no emission sensitive components can be serviced or replaced other than to the routine service schedule recommended by the manufacturer.

The test engine, subsystems, or components to be used to determine exhaust emission DFs for an engine family, or for engine families of equivalent emission control system technology, shall be selected by the engine manufacturer on the basis of good engineering judgement. The criterion is that the test engine should represent the emission deterioration characteristics of the engine families that will apply the resulting DF values for type approval. Engines of different bore and stroke, different configuration, different air management systems, different fuel systems can be considered as equivalent in respect to emissions deterioration characteristics if there is a reasonable technical basis for such determination.

DF values from another manufacturer can be applied if there is a reasonable basis for considering technology equivalence with respect to emissions deterioration, and evidence that the tests have been carried according to the specified requirements. Emissions testing shall be performed according to the procedures defined in this Directive for the test engine after initial run-in but before any service accumulation test, and at the completion of the durability test. Emission tests can also be performed at intervals during the service accumulation test period and applied in determining the deterioration trend.

1.1.1.2.

The service accumulation tests or the emissions tests performed to determine deterioration need not be witnessed by the approval authority.

1.1.1.3.

Determination of DF values from durability tests

An additive DF is defined as the value obtained by subtraction of the emission value determine at the beginning of the EDP from the emissions value determined to represent the emission performance at the end of the EDP.

A multiplicative DF is defined as the emission level determined for the end of the EDP divided by the emission value recorded at the beginning of the EDP.

Separate DF values shall be established for each of the pollutants covered by the legislation. In the case of establishing a DF value relative to the NO_x + HC standard, for an additive DF, this is determined based on the sum of the pollutants notwithstanding that a negative deterioration for one pollutant may not offset deterioration for the other. For a multiplicative NO_x + HC DF, separate HC and NO_x DFs shall be determined and applied separately when calculating the deteriorated emission levels from an emissions test result before combining the resultant deteriorated NO_x and HC values to establish compliance with the standard.

In cases where the testing is not conducted for the full EDP, the emission values at the end of the EDP is determined by extrapolation of the emission deterioration trend established for the test period, to the full EDP.

When emissions test results have been recorded periodically during the service accumulation durability testing, standard statistical processing techniques based on good practice shall be applied to determine the emission levels at the end of the EDP; statistical significance testing can be applied in the determination of the final emissions values.

If the calculation results in a value of less than 1,00 for a multiplicative DF, or less than 0,00 for an additive DF, then the DF shall be 1,0 or 0,00, respectively.

1.1.1.4.

A manufacturer may, with the approval of the type approval authority, use DF values established from results of durability tests conducted to obtain DF values for certification of on-road HD CI engines. This will be allowed if there is technological equivalency between the test on-road engine and the non-road engine families applying the DF values for certification. The DF values, derived from on-road engine emission durability test results, must be calculated on the basis of EDP values defined in Section 3.

1.1.1.5.

In the case where an engine family uses established technology, an analysis based on good engineering practices may be used in lieu of testing to determine a deterioration factor for that engine family subject to approval of the type approval authority.

1.2. DF information in approval applications

1.2.1. Additive DFs shall be specified for each pollutant in an engine family approval application for CI engines not using any after treatment device.

1.2.2. Multiplicative DFs shall be specified for each pollutant in an engine family certification application for CI engines using an after treatment device.

1.2.3. The manufacture shall furnish the type-approval authority on request with information to support the DF values. This would typically include emission test results, service accumulation schedule, maintenance procedures together with information to support engineering judgements of technological equivalency, if applicable.

2. VERIFYING THE DURABILITY OF STAGE IV CI ENGINES

2.1. General

2.1.1. This section shall apply to CI engines Stage IV. At the request of the manufacturer it may also be applied to CI engines stage IIIA and IIIB as an alternative to the requirements in Section 1 of this Appendix.

2.1.2. This Section 2 details the procedures for selecting engines to be tested over a service accumulation schedule for the purpose of determining deterioration factors for stage IV engine type approval and conformity of production assessments. The deterioration factors shall be applied in accordance with paragraph 2.4.7 to the emissions measured according to Annex III to this Directive.

2.1.3. The service accumulation tests or the emissions tests performed to determine deterioration need not be witnessed by the approval authority.

2.1.4. This Section 2 also details the emission-related and non-emission-related maintenance that should be or may be carried out on engines undergoing a service accumulation schedule. Such maintenance shall conform to the maintenance performed on in-service engines and communicated to owners of new engines.

2.1.5. At the request of the manufacturer, the type-approval authority may allow the use of deterioration factors that have been established using alternative procedures to those specified in Sections 2.4.1 to 2.4.5. In this case, the manufacturer must demonstrate to the satisfaction of the approval authority that the alternative procedures that have been used are no less rigorous than those contained in Sections 2.4.1 to 2.4.5.

2.2. Definitions

Applicable for Section 2 of Appendix 5.

2.2.1. “Ageing cycle” means the machine or engine operation (speed, load, power) to be executed during the service accumulation period.

2.2.2. “Critical emission-related components” means the components which are designed primarily for emission control, that is, any exhaust after-treatment system, the electronic engine control unit and its associated sensors and actuators, and the EGR system including all related filters, coolers, control valves and tubing.

2.2.3. “Critical emission-related maintenance” means the maintenance to be performed on critical emission-related components.

2.2.4. “Emission-related maintenance” means the maintenance which substantially affects emissions or which is likely to affect emissions performance deterioration of the vehicle or the engine during normal in-use operation.

2.2.5. “Engine-after-treatment system family” means a manufacturer’s grouping of engines that comply with the definition of engine family, but which are further grouped into a family of engine families utilising a similar exhaust after-treatment system.

2.2.6. “Non-emission-related maintenance” means maintenance which does not substantially affect emissions and which does not have a lasting affect on the emissions performance deterioration of the machine or the engine during normal in-use operation once the maintenance is performed.

2.2.7. “Service accumulation schedule” means the ageing cycle and the service accumulation period for determining the deterioration factors for the engine-after-treatment system family.

2.3. Selection of engines for establishing emission durability period deterioration factors

2.3.1. Engines shall be selected from the engine family defined in Section 6 of Annex I to this Directive for emission testing to establish emission durability period deterioration factors.

2.3.2. Engines from different engine families may be further combined into families based on the type of exhaust after-treatment system utilised. In order to place engines with different cylinder configuration but having similar technical specifications and installation for the exhaust after-treatment systems into the same engine after-treatment system family, the manufacturer shall provide data to the approval authority that demonstrates that the emissions reduction performance of such engine systems is similar.

2.3.3. One engine representing the engine-after-treatment system family, as determined in accordance with paragraph 2.3.2, shall be selected by the engine manufacturer for testing over the service accumulation schedule defined in paragraph 2.4.2, and shall be reported to the type-approval authority before any testing commences.

2.3.3.1. If the type-approval authority decides that the worst case emissions of the engine-after-treatment system family can be characterised better by another engine then the test engine shall be selected jointly by the type-approval authority and the engine manufacturer.

2.4. Establishing emission durability period deterioration factors

2.4.1. General

Deterioration factors applicable to an engine-after-treatment system family are developed from the selected engines based on a service accumulation schedule that includes periodic testing for gaseous and particulate emissions over the NRSC and NRTC tests.

2.4.2. Service accumulation schedule

Service accumulation schedules may be carried out at the choice of the manufacturer by running a machine equipped with the selected engine over an “in-service” accumulation schedule or by running the selected engine over a “dynamometer service” accumulation schedule.

2.4.2.1. In-service and dynamometer service accumulation

2.4.2.1.1. The manufacturer shall determine the form and duration of the service accumulation and the ageing cycle for engines in a manner consistent with good engineering practice.

2.4.2.1.2. The manufacturer shall determine the test points where gaseous and particulate emissions will be measured over the hot NRTC and NRSC cycles. The minimum number of test points shall be three, one at the beginning, one approximately in the middle and one at the end of the service accumulation schedule.

2.4.2.1.3. The emission values at the start point and at the emission durability period endpoint calculated in accordance with paragraph 2.4.5.2 shall be within the limit values applicable to the engine family, but individual emission results from the test points may exceed those limit values.

2.4.2.1.4. At the request of the manufacturer and with the agreement of the type-approval authority, only one test cycle (either the hot NRTC or NRSC cycle) needs to be run at each test point, with the other test cycle run only at the beginning and at the end of the service accumulation schedule.

2.4.2.1.5. In the case of constant speed engines, engines below 19 kW, engines above 560 kW, engines intended to be used in inland waterway vessels and engines for the propulsion of railcars and locomotives, only the NRSC cycle shall be run at each test point.

2.4.2.1.6. Service accumulation schedules may be different for different engine-after-treatment system families.

2.4.2.1.7. Service accumulation schedules may be shorter than the emission durability period, but shall not be shorter than the equivalent of at least one quarter of the relevant emission durability period specified in Section 3 of this Appendix.

2.4.2.1.8. Accelerated ageing by adjusting the service accumulation schedule on a fuel consumption basis is permitted. The adjustment shall be based on the ratio between the typical in-use fuel consumption and the fuel consumption on the ageing cycle, but fuel consumption on the ageing cycle must not exceed typical in-use fuel consumption by more than 30 %.

2.4.2.1.9. At the request of the manufacturer and with the agreement of the type-approval authority, alternative methods of accelerated ageing may be permitted.

2.4.2.1.10. The service accumulation schedule shall be fully described in the application for type-approval and reported to the type-approval authority before the start of any testing.

2.4.2.2. If the type-approval authority decides that additional measurements need to be performed between the points selected by the manufacturer it shall notify the manufacturer. The revised service accumulation schedule shall be prepared by the manufacturer and agreed by the type-approval authority.

2.4.3. Engine testing

2.4.3.1. Engine system stabilisation

2.4.3.1.1. For each engine-after-treatment system family, the manufacturer shall determine the number of hours of machine or engine running after which the operation of the engine-after-treatment system has stabilised. If requested by the approval authority the manufacturer shall make available the data and analysis used to make this determination. As an alternative, the manufacturer may select to run the engine or machine between 60 and 125 hours or the equivalent time on the ageing cycle to stabilise the engine-after-treatment system.

2.4.3.1.2. The end of the stabilisation period determined in Section 2.4.3.1.1 shall be deemed to be the start of the service accumulation schedule.

2.4.3.2. Service accumulation testing

2.4.3.2.1. After stabilisation, the engine shall be run over the service accumulation schedule selected by the manufacturer, as described in Section 2.3.2. At the periodic intervals in the service accumulation schedule determined by the manufacturer, and, where appropriate, also stipulated by the type-approval authority in accordance with Section 2.4.2.2, the engine shall be tested for gaseous and particulate emissions over the hot NRTC and NRSC cycles.

The manufacturer may select to measure the pollutant emissions before any exhaust after-treatment system separately from the pollutant emissions after any exhaust after-treatment system.

In accordance with Section 2.4.2.1.4, if it has been agreed that only one test cycle (hot NRTC or NRSC) be run at each test point, the other test cycle (hot NRTC or NRSC) shall be run at the beginning and end of the service accumulation schedule.

In accordance with Section 2.4.2.1.5, in the case of constant speed engines, engines below 19 kW, engines above 560 kW, engines intended to be used in inland waterway vessels and engines for the propulsion of railcars and locomotives, only the NRSC cycle shall be run at each test point.

2.4.3.2.2. During the service accumulation schedule, maintenance shall be carried out on the engine according to Section 2.5.

2.4.3.2.3. During the service accumulation schedule, unscheduled maintenance on the engine or machine may be performed, for example if the manufacturer’s normal diagnostic system has detected a problem that would have indicated to the machine operator that a fault had arisen.

2.4.4. Reporting

2.4.4.1. The results of all emission tests (hot NRTC and NRSC) conducted during the service accumulation schedule shall be made available to the type-approval authority. If any emission test is declared to be void, the manufacturer shall provide an explanation of why the test has been declared void. In such a case, another series of emission tests shall be carried out within the following 100 hours of service accumulation.

2.4.4.2. The manufacturer shall retain records of all information concerning all the emission tests and maintenance carried out on the engine during the service accumulation schedule. This information shall be submitted to the approval authority along with the results of the emission tests conducted over the service accumulation schedule.

2.4.5. Determination of deterioration factors

2.4.5.1. For each pollutant measured over the hot NRTC and NRSC cycles at each test point during the service accumulation schedule, a “best fit” linear regression analysis shall be made on the basis of all test results. The results of each test for each pollutant shall be expressed to the same number of decimal places as the limit value for that pollutant, as applicable to the engine family, plus one additional decimal place.

In accordance with Section 2.4.2.1.4 or Section 2.4.2.1.5, if only one test cycle (hot NRTC or NRSC) has been run at each test point, the regression analysis shall be made only on the basis of the test results from the test cycle run at each test point.

At the request of the manufacturer and with the prior approval of the type approval authority, non-linear regression is permitted.

2.4.5.2. The emission values for each pollutant at the start of the service accumulation schedule and at the emission durability period end point that is applicable for the engine under test shall be calculated from the regression equation. If the service accumulation schedule is shorter than the emission durability period, the emission values at the emission durability period end point shall be determined by extrapolation of the regression equation as determined in Section 2.4.5.1.

In the case that emission values are used for engine families in the same engine-after-treatment family but with different emission durability periods, then the emission values at the emission durability period end point shall be recalculated for each emission durability period by extrapolation or interpolation of the regression equation as determined in Section 2.4.5.1.

2.4.5.3. The deterioration factor (DF) for each pollutant is defined as the ratio of the applied emission values at the emission durability period end point and at the start of the service accumulation schedule (multiplicative deterioration factor).

At the request of the manufacturer and with the prior approval of the type-approval authority, an additive DF for each pollutant may be applied. The additive DF is defined as the difference between the calculated emission values at the emission durability period end point and at the start of the service accumulation schedule.

An example for determination of DFs by using linear regression is shown in Figure 1 for NO_x emission.

Mixing of multiplicative and additive DFs within one set of pollutants is not permitted.

If the calculation results in a value of less than 1,00 for a multiplicative DF, or less than 0,00 for an additive DF, then the deterioration factor shall be 1,0 or 0,00, respectively.

In accordance with Section 2.4.2.1.4, if it has been agreed that only one test cycle (hot NRTC or NRSC) be run at each test point and the other test cycle (hot NRTC or NRSC) run only at the beginning and end of the service accumulation schedule, the deterioration factor calculated for the test cycle that has been run at each test point shall be applicable also for the other test cycle.

Figure 1

Example of DF determination

2.4.6. Assigned deterioration factors

2.4.6.1. As an alternative to using a service accumulation schedule to determine DFs, engine manufacturers may select to use the following assigned multiplicative DFs:

Test cycle	CO	HC	NOx	PM
NRTC	1,3	1,3	1,15	1,05
NRSC	1,3	1,3	1,15	1,05

Assigned additive DFs are not given. It is not permitted to transform the assigned multiplicative DFs into additive DFs.

Where assigned DFs are used, the manufacturer shall present to the type approval authority robust evidence that the emission control components can reasonably be expected to have the emission durability associated with those assigned factors. This evidence may be based upon design analysis, or tests, or a combination of both.

2.4.7. Application of deterioration factors

2.4.7.1. The engines shall meet the respective emission limits for each pollutant, as applicable to the engine family, after application of the deterioration factors to the test result as measured in accordance with Annex III (cycle-weighted specific emission for particulate and each individual gas). Depending on the type of DF, the following provisions apply:

• Multiplicative: (cycle weighted specific emission) * DF ≤ emission limit

• Additive: (cycle weighted specific emission) + DF ≤ emission limit

If the manufacturer, based on the option indicated in Section 1.2.1 of this Annex, chooses to use the procedure of Annex 4B to UNECE Regulation No 96.03 series of amendments, cycle weighted specific emission may include the adjustment for infrequent regeneration, where applicable.

2.4.7.2. For a multiplicative NO_x + HC DF, separate HC and NO_x DFs shall be determined and applied separately when calculating the deteriorated emission levels from an emissions test result before combining the resultant deteriorated NO_x and HC values to establish compliance with the emission limit.

2.4.7.3. The manufacturer may select to carry across the DFs determined for an engine-after-treatment system family to an engine system that does not fall into the same engine-after-treatment system family. In such cases, the manufacturer shall demonstrate to the approval authority that the engine system for which the engine-after-treatment system family was originally tested and the engine system for which the DFs are being carried across have similar technical specifications and installation requirements on the machine and that the emissions of such engine or engine system are similar.

In the case that DFs are carried across to an engine system with a different emission durability period, then the DFs shall be recalculated for the applicable emission durability period by extrapolation or interpolation of the regression equation as determined in Section 2.4.5.1.

2.4.7.4. The DF for each pollutant for each applicable test cycle shall be recorded in the test result document set out in Appendix 1 to Annex VII.

2.4.8. Checking of conformity of production

2.4.8.1. Conformity of production for emissions compliance is checked on the basis of Section 5 of Annex I.

2.4.8.2. The manufacturer may select to measure the pollutant emissions before any exhaust after-treatment system at the same time as the type-approval test is being performed. In so doing, the manufacturer may develop informal DFs separately for the engine and for the after-treatment system that may be used by the manufacturer as an aid to end of production line auditing.

2.4.8.3. For the purposes of type-approval, only the DFs determined in accordance with paragraph 2.4.5 or 2.4.6 shall be recorded in the test result document set out in Appendix 1 to Annex VII.

2.5. Maintenance

For the purpose of the service accumulation schedule, maintenance shall be performed in accordance with the manufacturer’s manual for service and maintenance.

2.5.1. Emission-related scheduled maintenance

2.5.1.1. Emission-related scheduled maintenance during engine running, undertaken for the purpose of conducting a service accumulation schedule, must occur at equivalent intervals to those that will be specified in the manufacturer’s maintenance instructions to the owner of the machine or engine. This maintenance schedule may be updated as necessary throughout the service accumulation schedule provided that no maintenance operation is deleted from the maintenance schedule after the operation has been performed on the test engine.

2.5.1.2. The engine manufacturer shall specify for the service accumulation schedules any adjustment, cleaning, maintenance (where necessary) and scheduled exchange of the following items:

• filters and coolers in the exhaust gas re-circulation system

• positive crankcase ventilation valve, if applicable

• fuel injector tips (only cleaning is permitted)

• fuel injectors

• turbocharger

• electronic engine control unit and its associated sensors and actuators

• particulate after-treatment system (including related components)

• NO_x after-treatment system (including related components)

• exhaust gas re-circulation system, including all related control valves and tubing

• any other exhaust after-treatment system.

2.5.1.3. Critical emission-related scheduled maintenance shall only be performed if intended to be performed in-use and the requirement to perform such maintenance is to be communicated to the owner of the machine.

2.5.2. Changes to scheduled maintenance

2.5.2.1. The manufacturer shall submit a request to the type-approval authority for approval of any new scheduled maintenance that it wishes to perform during the service accumulation schedule and subsequently to recommend to owners of machines and engines. The request shall be accompanied by data supporting the need for the new scheduled maintenance and the maintenance interval.

2.5.3. Non-emission-related scheduled maintenance

2.5.3.1. Non-emission-related scheduled maintenance which is reasonable and technically necessary (for example oil change, oil filter change, fuel filter change, air filter change, cooling system maintenance, idle speed adjustment, governor, engine bolt torque, valve lash, injector lash, adjustment of the tension of any drive-belt, etc.) may be performed on engines or machines selected for the service accumulation schedule at the least frequent intervals recommended by the manufacturer to the owner (for example not at the intervals recommended for severe service).

2.5.4. Repair

2.5.4.1. Repairs to the components of an engine system selected for testing over a service accumulation schedule shall be performed only as a result of component failure or engine system malfunction. Repair of the engine itself, the emission control system or the fuel system is not permitted except to the extent defined in paragraph 2.5.4.2.

2.5.4.2. If the engine itself, the emission control system or the fuel system fail during the service accumulation schedule, the service accumulation shall be considered void, and a new service accumulation shall be started with a new engine system, unless the failed components are replaced with equivalent components that have been subject to a similar number of hours of service accumulation.

3. EMISSION DURABILITY PERIOD FOR STAGE IIIA, IIIB AND IV ENGINES

3.1. Manufacturers shall use the emission durability period in Table 1 of this section.

Table 1

Emission durability period for CI Stage IIIA, IIIB and IV Engines (hours)

Category (power band)	Emission durability period (hours)
≤ 37 kW (constant speed engines)	3 000
≤ 37 kW (variable speed engines)	5 000
> 37 kW	8 000
Engines for propulsion of inland waterway vessels	10 000
Railcar and Locomotive engines	10 000”

(3)

The following Appendices 6 and 7 are added:

Appendix 6 Determination of CO₂ Emissions for Stage I, II, IIIA, IIIB and IV Engines

1. Introduction

1.1. This Appendix sets out the provisions and test procedures for reporting CO₂ emissions for all stages I through IV. If the manufacturer, based on the option indicated in Section 1.2.1 of this Annex, chooses to use the procedure of Annex 4B to UNECE Regulation No 96.03 series of amendments, Appendix 7 to this Annex shall apply.

2. General requirements

2.1. CO₂ emissions shall be determined over the applicable test cycle specified in Section 1.1 of Annex III in accordance with Section 3 (NRSC) or Section 4 (hot start NRTC), respectively, of Annex III. For Stage IIIB CO₂ emissions shall be determined over the hot start NRTC test cycle.

2.2. The test results shall be reported as cycle averaged brake specific values and expressed in the unit of g/kWh.

2.3. If, at the choice of the manufacturer, the NRSC is operated as a ramped modal cycle, either the references to the NRTC laid down in this Appendix or the requirements of Appendix 7 to Annex III shall apply.

3. Determination of CO₂ emissions

3.1. Raw measurement

This section applies, if CO₂ is measured in the raw exhaust gas.

3.1.1. Measurement

CO₂ in the raw exhaust gas emitted by the engine submitted for testing shall be measured with a non-dispersive infrared (NDIR) analyser in accordance with Section 1.4.3.2 (NRSC) or Section 2.3.3.2 (NRTC), respectively, of Appendix 1 to Annex III.

The measurement system shall meet the linearity requirements of Section 1.5 of Appendix 2 to Annex III.

The measurement system shall meet the requirements of Section 1.4.1 (NRSC) or Section 2.3.1 (NRTC), respectively, of Appendix 1 to Annex III.

3.1.2. Data evaluation

The relevant data shall be recorded and stored in accordance with Section 3.7.4 (NRSC) or Section 4.5.7.2 (NRTC), respectively, of Annex III.

3.1.3. Calculation of cycle averaged emission

If measured on a dry basis, the dry/wet correction in accordance with Section 1.3.2 (NRSC) or Section 2.1.2.2 (NRTC), respectively, of Appendix 3 to Annex III shall be applied.

For the NRSC, the mass of CO₂ (g/h) shall be calculated for each individual mode in accordance with Section 1.3.4 of Appendix 3 to Annex III. The exhaust gas flows shall be determined in accordance with Sections 1.2.1 to 1.2.5 of Appendix 1 to Annex III.

For the NRTC, the mass of CO₂ (g/test) shall be calculated in accordance with Section 2.1.2.1 of Appendix 3 to Annex III. The exhaust gas flow shall be determined in accordance with Section 2.2.3 of Appendix 1 to Annex III.

3.2. Dilute measurement

This section applies, if CO₂ is measured in the dilute exhaust gas.

3.2.1. Measurement

CO₂ in the dilute exhaust gas emitted by the engine submitted for testing shall be measured with a non-dispersive infrared (NDIR) analyser in accordance with Section 1.4.3.2 (NRSC) or Section 2.3.3.2 (NRTC), respectively, of Appendix 1 to Annex III. Dilution of the exhaust shall be done with filtered ambient air, synthetic air or nitrogen. The flow capacity of the full flow system shall be large enough to completely eliminate water condensation in the dilution and sampling systems.

The measurement system shall meet the linearity requirements of Section 1.5 of Appendix 2 to Annex III.

The measurement system shall meet the requirements of Section 1.4.1 (NRSC) or Section 2.3.1 (NRTC), respectively, of Appendix 1 to Annex III.

3.2.2. Data evaluation

The relevant data shall be recorded and stored in accordance with Section 3.7.4 (NRSC) or Section 4.5.7.2 (NRTC), respectively, of Annex III.

3.2.3. Calculation of cycle averaged emission

If measured on a dry basis, the dry/wet correction in accordance with Section 1.3.2 (NRSC) or Section 2.1.2.2 (NRTC), respectively, of Appendix 3 to Annex III shall be applied.

For the NRSC, the mass of CO₂ (g/h) shall be calculated for each individual mode in accordance with Section 1.3.4 of Appendix 3 to Annex III. The diluted exhaust gas flows shall be determined in accordance with Section 1.2.6 of Appendix 1 to Annex III.

For the NRTC, the mass of CO₂ (g/test) shall be calculated in accordance with Section 2.2.3 of Appendix 3 to Annex III. The diluted exhaust gas flow shall be determined in accordance with Section 2.2.1 of Appendix 3 to Annex III.

Background correction shall be applied in accordance with Section 2.2.3.1.1 of Appendix 3 to Annex III.

3.3. Calculation of brake specific emissions

3.3.1. NRSC

The brake specific emissions e _CO2 (g/kWh) shall be calculated as follows:

where:

and

CO_{2 mass,i}

is the mass of CO₂ of the individual mode (g/h)

P_m,i

is the measured power of the individual mode (kW)

P_AE,i

is the power of the auxiliaries of the individual mode (kW)

W_F,i

is the weighting factor of the individual mode.

3.3.2. NRTC

The cycle work needed for the calculation of brake specific CO₂ emissions shall be determined in accordance with Section 4.6.2 of Annex III.

The brake specific emissions e _CO2 (g/kWh) shall be calculated as follows:

where:

m _{CO2, hot}

is the CO₂ mass emissions of the hot start NRTC (g)

W _{act, hot}

is the actual cycle work of the hot start NRTC (kWh).

Appendix 7 Alternative determination of CO₂ emissions

1. Introduction

If the manufacturer, based on the option indicated in Section 1.2.1 of this Annex, chooses to use the procedure of Annex 4B to UNECE Regulation No 96.03 series of amendments, the provisions and test procedures for reporting CO₂ emissions set out in this Appendix shall apply.

2. General requirements

2.1. CO₂ emissions shall be determined over the hot start NRTC test cycle in accordance with Section 7.8.3 of Annex 4B to UNECE Regulation No 96.03 series of amendments.

2.2. The test results shall be reported as cycle averaged brake specific values and expressed in the unit of g/kWh.

3. Determination of CO₂ emissions

3.1. Raw measurement

This section applies, if CO₂ is measured in the raw exhaust gas.

3.1.1. Measurement

CO₂ in the raw exhaust gas emitted by the engine submitted for testing shall be measured with a non-dispersive infrared (NDIR) analyser in accordance with Section 9.4.6 of Annex 4B to UNECE Regulation No 96.03 series of amendments.

The measurement system shall meet the linearity requirements of Section 8.1.4 of Annex 4B to UNECE Regulation No 96.03 series of amendments.

The measurement system shall meet the requirements of Section 8.1.9 of Annex 4B to UNECE Regulation No 96.03 series of amendments.

3.1.2. Data evaluation

The relevant data shall be recorded and stored in accordance with Section 7.8.3.2 of Annex 4B to UNECE Regulation No 96.03 series of amendments.

3.1.3. Calculation of cycle averaged emission

If measured on a dry basis, the dry/wet correction in accordance with Section A.8.2.2 of Appendix 8 or Section A.7.3.2 of Appendix 7 to Annex 4B to UNECE Regulation No 96.03 series of amendments shall be applied to the instantaneous concentration values before any further calculation is done.

The mass of CO₂ (g/test) shall be calculated by multiplication of the time aligned instantaneous CO₂ concentrations and exhaust gas flows and integration over the test cycle in accordance with either of the following:

(a)

Section A.8.2.1.2 and Section A.8.2.5 of Appendix 8 to Annex 4B to UNECE Regulation No 96.03 series of amendments, by using the u values of CO₂ from Table A.8.1 or calculating the u values in accordance with Section A.8.2.4.2 of Appendix 8 to Annex 4B to UNECE Regulation No 96.03 series of amendments;

(b)

Section A.7.3.1 and Section A.7.3.3 of Appendix 7 to Annex 4B to UNECE Regulation No 96.03 series of amendments.

3.2. Dilute measurement

This section applies, if CO₂ is measured in the dilute exhaust gas.

3.2.1. Measurement

CO₂ in the dilute exhaust gas emitted by the engine submitted for testing shall be measured with a non-dispersive infrared (NDIR) analyser in accordance with Section 9.4.6 of Annex 4B to UNECE Regulation No 96.03 series of amendments. Dilution of the exhaust shall be done with filtered ambient air, synthetic air or nitrogen. The flow capacity of the full flow system shall be large enough to completely eliminate water condensation in the dilution and sampling systems.

The measurement system shall meet the linearity requirements of Section 8.1.4 of Annex 4B to UNECE Regulation No 96.03 series of amendments.

The measurement system shall meet the requirements of Section 8.1.9 of Annex 4B to UNECE Regulation No 96.03 series of amendments.

3.2.2. Data evaluation

The relevant data shall be recorded and stored in accordance with Section 7.8.3.2 of Annex 4B to UNECE Regulation No 96.03 series of amendments.

3.2.3. Calculation of cycle averaged emission

If measured on a dry basis, the dry/wet correction in accordance with Section A.8.3.2 of Appendix 8 or Section A.7.4.2 of Appendix 7 to Annex 4B to UNECE Regulation No 96.03 series of amendments shall be applied to the instantaneous concentration values before any further calculation is done.

The mass of CO₂ (g/test) shall be calculated by multiplication of the CO₂ concentrations and the diluted exhaust gas flows in accordance with either of the following:

(a)

Section A.8.3.1 and Section A.8.3.4 of Appendix 8 to Annex 4B to UNECE Regulation No 96.03 series of amendments, by using the u values of CO₂ from Table A.8.2 or calculating the u values in accordance with Section A.8.3.3 of Appendix 8 to Annex 4B to UNECE Regulation No 96.03 series of amendments;

(b)

Section A.7.4.1 and Section A.7.4.3 of Appendix 7 to Annex 4B to UNECE Regulation No 96.03 series of amendments.

Background correction shall be applied in accordance with Section A.8.3.2.4 of Appendix 8 or Section A.7.4.1 of Appendix 8 to Annex 4B to UNECE Regulation No 96.03 series of amendments.

3.3. Calculation of brake specific emissions

The cycle work needed for the calculation of brake specific CO₂ emissions shall be determined in accordance with Section 7.8.3.4 of Annex 4B to UNECE Regulation No 96.03 series of amendments.

The brake specific emissions e_CO2 (g/kWh) shall be calculated as follows:

where:

m_{CO2, hot}

is the CO₂ mass emissions of the hot start NRTC (g)

W_{act, hot}

is the actual cycle work of the hot start NRTC (kWh)”