Directive 97/68/EC of the European Parliament and of the Council of 16 December 1997 on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery (repealed)
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THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE EUROPEAN UNION,
Having regard to the Treaty establishing the European Community, and in particular Article 100a thereof,
Having regard to the proposal from the Commission(1),
Having regard to the opinion of the Economic and Social Committee(2),
Acting in accordance with the procedure laid down in Article 189b of the Treaty(3), in the light of the joint text approved by the Conciliation Committee on 11 November 1997,
(1) Whereas the Community programme of policy and action in relation to the environment and sustainable development(4) recognizes as a fundamental principle that all persons should be effectively protected against recognized health risks from air pollution and that this necessitates in particular the control of emissions of nitrogen dioxide (NO2), particulates (PT) — black smoke, and other pollutants such as carbon monoxide (CO); whereas with regard to the prevention of tropospheric ozone (O3) formation and its associated health and environmental impact, the emissions of the precursors nitrogenoxides (NOx) and hydrocarbons (HC) must be reduced; whereas the environmental damage caused by acidification will also require reductions inter alia on the emission of NOx and HC;
(2) Whereas the Community signed the UN/ECE protocol on volatile organic compound (VOC) reduction in April 1992 and adhered to the protocol on NOx reduction in December 1993, both of which are related to the 1979 Convention on Long-range Transboundary Air Pollution which was approved in July 1982;
(3) Whereas the objective of reducing the level of pollutant emissions from non-road mobile machinery engines and the establishment and operation of the internal market for engines and machinery cannot be sufficiently achieved by individual Member States, and can therefore be better achieved by the approximation of the laws of the Member States relating to measures against air pollution by engines to be installed in non-road mobile machinery;
(4) Whereas recent investigations undertaken by the Commission show that the emissions from non-road mobile machinery engines constitute a significant proportion of the total man-made emissions of certain noxious atmospheric pollutants; whereas the category of compression ignition engines which will be regulated by this Directive is responsible for a considerable share of air pollution by NOx and PT, in particular when it is compared with that coming from the road transport sector;
(5) Whereas emissions from non-road mobile machinery operating on the ground equipped with compression ignition engines, and in particular the emissions of NOx and PT, constitute a primary cause of concern in this area; whereas these sources should be regulated in the first instance; whereas, however, it will also be appropriate subsequently to extend the scope of this Directive to include the control of emissions from other non-road mobile machinery engines, including transportable generating sets, based on appropriate test cycles, and in particular from gasoline engines; whereas a considerable reduction of the CO and HC emissions may be achievable with the envisaged enlargement of the scope of this Directive to include gasoline engines;
(6) Whereas emissions control legislation on agricultural and forestry tractor engines, ensuring a level of environmental protection equivalent to the level established pursuant to this Directive, with standards and requirements fully consistent with it, should be introduced as soon as possible;
(7) Whereas, in respect of certification procedures, that type-approval approach has been taken which, as a European method, has stood the test of time for approvals of road vehicles and their components; whereas, as a new element, the approval of a parent engine on behalf of a group of engines (engine family) built using similar components according to similar construction principles, has been introduced;
(8) Whereas the engines produced in compliance with the requirements of this Directive will have to be accordingly marked and notified to the approval authorities; whereas, in order to keep administrative burdens low, no direct control by the authority of the engine production dates relevant for strengthened requirements has been foreseen; whereas this freedom for the manufacturers requires them to facilitate the preparation of spot checks by the authority and to make available relevant production planning information at regular intervals; whereas absolute compliance with notification made in accordance with this procedure is not obligatory but a high degree of compliance would facilitate the approval authorities' planning of assessments and contribute to a relationship of increased trust between manufacturers and type-approval authorities;
(9) Whereas approvals granted in accordance with Directive 88/77/EEC(5) and with UN/ECE Regulation 49 Series 02, as listed in Annex IV, Appendix II to Directive 92/53/EEC(6) are recognized as equivalent to those required by this Directive in its first stage;
(10) Whereas engines which are in compliance with the requirements of this Directive and covered by its scope must be permitted to be placed on the market in the Member States; whereas these engines must not be subject to any other national emission requirement; whereas the Member State granting approvals will take the necessary control measures;
(11) Whereas, in laying down the new test procedures and limit values, it is necessary to take into account the specific usage patterns of these types of engines;
(12) Whereas it is appropriate to introduce these new standards according to the proven principle of a two-stage approach;
(13) Whereas, for engines with higher power output, the achievement of substantial emission reduction seems to be easier, as existing technology that has been developed for engines of road vehicles can be used; whereas, taking this into account a staggered implementation of the requirements has been foreseen, beginning with the highest of three powerbands for stage I; whereas this principle has been retained for stage II with the exception of a new fourth powerband not covered by stage I;
(14) Whereas for this sector of non-road mobile machinery applications, which is now regulated and is the most important one besides agricultural tractors if compared with emissions coming from road transport, a considerable reduction of emissions can be expected by the implementation of this Directive; whereas due to, in general, very good performance of diesel engines with respect to CO and HC emissions, the margin for improvement in respect of the total amount emitted is very small;
(15) Whereas, in order to make provision for the case of exceptional technical or economic circumstances, procedures have been integrated which could exempt manufacturers from the obligations arising from this Directive;
(16) Whereas, in order to ensure ‘conformity of production’ (COP) once an approval is granted for an engine, manufacturers will be required to provide corresponding arrangements; whereas provisions have been made for the case of discovered non-conformity which lay down information procedures, corrective actions and a cooperation procedure which will allow the settling of possible differences of opinion between Member States in respect of conformity of certified engines;
(17) Whereas the entitlement of Member States to lay down requirements ensuring that workers are protected when using non-road mobile machinery shall not be affected by this Directive;
(18) Whereas the technical provisions in certain Annexes to this Directive should be supplemented and, as necessary, adapted to technical progress according to a committee procedure;
(19) Whereas provisions should be laid down to ensure testing of the engines in compliance with the rules of good laboratory practice;
(20) Whereas there is a need to promote global trade in this sector by harmonizing, as far as possible, emission standards in the Community with those applied or planned in third countries;
(21) Whereas it is therefore necessary to envisage the possibility of reconsidering the situation on the basis of the availability and the economic feasibility of new technologies and taking account of progress achieved in the implementation of the second stage;
(22) Whereas an agreement on a modus vivendi between the European Parliament, the Council and the Commission concerning the implementing measures for acts adopted in accordance with the procedure laid down in Article 189b of the Treaty was reached on 20 December 1994(7),
HAVE ADOPTED THIS DIRECTIVE:
This Directive aims at approximating the laws of the Member States relating to emission standards and type-approval procedures for engines to be installed in non-road mobile machinery. It will contribute to the smooth functioning of the internal market, while protecting human health and the environment.
For the purposes of this Directive:
non-road mobile machinery shall mean any mobile machine, transportable industrial equipment or vehicle with or without body work, not intended for the use of passenger- or goods-transport on the road, in which an internal combustion engine as specified in Annex I section 1 is installed,
type-approval shall mean the procedure whereby a Member State certifies that an internal combustion engine type or engine family with regard to the level of emission of gaseous and particulate pollutants by the engine(s), satisfies the relevant technical requirements of this Directive,
engine type shall mean a category of engines which do not differ in such essential engine characteristics as specified in Annex II, Appendix 1,
engine family shall mean a manufacturer's grouping of engines which, through their design, are expected to have similar exhaust emission characteristics and which comply with the requirements of this Directive,
parent engine shall mean an engine selected from an engine family in such a way that it complies with the requirements set out in sections 6 and 7 of Annex I,
engine power output shall mean net power as specified in section 2.4 of Annex I,
engine production date shall mean the date when the engine passes the final check after it has left the production line. At this stage the engine is ready to be delivered or to be put on stock,
[F1placing on the market shall mean the action of making an engine available for the first time on the market, for payment or free of charge, with a view to distribution and/or use in the Community,]
manufacturer shall mean the person or body who is responsible to the approval authority for all aspects of the type-approval process and for ensuring conformity of production. It is not essential that the person or body is directly involved in all stages of the construction of the engine,
approval authority shall mean a Member State's competent authority or authorities responsible for all aspects of type-approval of an engine or of an engine family, for issuing and withdrawing approval certificates, for serving as the contact point with the approval authorities of the other Member States, and for verifying the manufacturer's conformity of production arrangements,
technical service shall mean the organization(s) or body(ies) that has(have) been appointed as a testing laboratory to carry out tests or inspections on behalf of the approval authority of a Member State. This function may also be carried out by the approval authority itself,
information document shall mean the document set out in Annex II that prescribes the information to be supplied by an applicant,
information folder shall mean the total folder or file of data, drawings, photographs, etc. supplied by the applicant to the technical service or the approval authority as prescribed in the information document,
information package shall mean the information folder plus any test reports or other documents that the technical service or the approval authority have added to the information folder in the course of carrying out their functions,
index to the information package shall mean the document in which the contents of the information package, suitably numbered or otherwise marked to clearly identify all pages, are listed[F1,]
[F2replacement engines shall mean a newly built engine to replace an engine in a machine, and which has been supplied for this purpose only,
hand-held engine shall mean an engine that meets at least one of the following requirements:
the engine must be used in a piece of equipment that is carried by the operator throughout the performance of its intended function(s);
the engine must be used in a piece of equipment that must operate multipositionally, such as upside down or sideways, to complete its intended function(s);
the engine must be used in a piece of equipment for which the combined engine and equipment dry weight is under 20 kilograms and at least one of the following attributes is also present:
the operator must alternatively provide support or carry the equipment throughout the performance of its intended function(s);
the operator must provide support or attitudinal control for the equipment throughout the performance of its intended function(s);
the engine must be used in a generator or a pump,
non-hand-held engine shall mean an engine which does not fall under the definition of a hand-held engine,
professional use multipositional hand-held engine shall mean a hand-held engine which meets the requirements of both (a) and (b) of the hand-held engine definition and in relation to which the engine manufacturer has satisfied an approval authority that a Category 3 Emissions Durability Period (according to section 2.1 of Appendix 4 to Annex IV) would be applicable to the engine,
emission durability period shall mean the number of hours indicated in Annex IV, Appendix 4, used to determine the deterioration factors,
small volume engine family shall mean a spark-ignition (SI) engine family with a total yearly production of fewer than 5 000 units,
small volume engine manufacturer of SI engines shall mean a manufacturer with a total yearly production of fewer than 25 000 units [F3,] ]
[F4inland waterway vessel shall mean a vessel intended for use on inland waterways having a length of 20 metres or more and having a volume of 100 m 3 or more according to the formula defined in Annex I, Section 2, point 2.8a, or tugs or pusher craft having been built to tow or to push or to move alongside vessels of 20 metres or more,
This definition does not include:
vessels intended for passenger transport carrying no more that 12 people in addition to the crew,
recreational craft with a length of less than 24 metres (as defined in Article 1(2) of Directive 94/25/EC of the European Parliament and of the Council of 16 June 1994 on the approximation of the laws, regulations and administrative provisions of the Member States relating to recreational craft (8) ,
service craft belonging to supervisory authorities,
fire-service vessels,
naval vessels,
fishing vessels on the fishing vessels register of the Community,
sea-going vessels, including sea-going tugs and pusher craft operating or based on tidal waters or temporarily on inland waterways, provided that they carry a valid navigation or safety certificate as defined in Annex I, Section 2, point 2.8b,
original equipment manufacturer (OEM) shall mean a manufacturer of a type of non-road mobile machine,
flexibility scheme shall mean the procedure allowing an engine manufacturer to place on the market, during the period between two successive stages of limit values, a limited number of engines, to be installed in non-road mobile machinery, that only comply with the previous stage of emission limit values.]
Textual Amendments
F1 Substituted by Directive 2002/88/EC of the European Parliament and of the Council of 9 December 2002 amending Directive 97/68/EC on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery.
F2 Inserted by Directive 2002/88/EC of the European Parliament and of the Council of 9 December 2002 amending Directive 97/68/EC on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery.
F3 Substituted by Directive 2004/26/EC of the European Parliament and of the Council of 21 April 2004 amending Directive 97/68/EC on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery (Text with EEA relevance).
F4 Inserted by Directive 2004/26/EC of the European Parliament and of the Council of 21 April 2004 amending Directive 97/68/EC on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery (Text with EEA relevance).
1.Application for engine or engine family type-approval shall be submitted by the manufacturer to the approval authority of a Member State. An application shall be accompanied by an information folder, the contents of which are given in the information document in Annex II. An engine conforming to the engine type characteristics described in Annex II, Appendix 1, shall be submitted to the technical service responsible for conducting the approval tests.
2.In the case of an application for type-approval of an engine family, if the approval authority determines that, with regard to the selected parent engine, the submitted application does not fully represent the engine family described in Annex II, Appendix 2, an alternative and, if necessary, an additional parent engine which is determined by the approval authority shall be provided for approval according to paragraph 1.
3.No application in respect of one engine type or engine family may be submitted to more than one Member State. A separate application shall be submitted for each engine type or engine family to be approved.
1.The Member State receiving the application shall grant type-approval to all engine types or engine families which conform to the particulars in the information folder and which meet the requirements of this Directive.
2.The Member State shall complete all applicable sections of the type-approval certificate, the model being given in [F1Annex VII], for each engine type or engine family which it approves and shall compile or verify the contents of the index to the information package. Type-approval certificates shall be numbered in accordance with the method described in [F1Annex VIII]. The completed type-approval certificate and its attachments shall be delivered to the applicant.[F4Annex VIII shall be amended in accordance with the procedure referred to in Article 15.]
3.Where the engine to be approved fulfils its function or offers a specific feature only in conjunction with other parts of the non-road mobile machinery, and for this reason compliance with one or more requirements can be verified only when the engine to be approved operates in conjunction with other machinery parts, whether real or simulated, the scope of the type-approval of the engine(s) must be restricted accordingly. The type-approval certificate for an engine type or engine family shall then include any restrictions on its use and shall indicate any conditions for fitting it.
4.The approval authority of each Member State shall:
(a)send monthly to the approval authorities of the other Member States a list (containing the particulars shown in [F1Annex IX]) of the engine and engine family type-approvals it has granted, refused to grant or withdrawn during that month;
(b)on receiving a request from the approval authority of another Member State, send forthwith:
(b)a copy of the engine or engine family type-approval certificate with/without information package for each engine type or engine family which it has approved or refused to approve or withdrawn, and/or
the list of engines produced according to type-approvals granted, as described in Article 6(3), containing the particulars shown in [F1Annex X], and/or
a copy of the declaration described in Article 6(4).
5.The approval authority of each Member State shall yearly, or in addition on receiving a corresponding application, send the Commission a copy of the data sheet as shown in [F1Annex XI] related to the engines approved since the last notification was made.
[F46. Compression ignition engines for use other than in propulsion of locomotives, railcars and inland waterway vessels may be placed on the market under a flexible scheme in accordance with the procedure referred to in Annex XIII in addition to paragraphs 1 to 5.]
Textual Amendments
F1 Substituted by Directive 2002/88/EC of the European Parliament and of the Council of 9 December 2002 amending Directive 97/68/EC on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery.
F4 Inserted by Directive 2004/26/EC of the European Parliament and of the Council of 21 April 2004 amending Directive 97/68/EC on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery (Text with EEA relevance).
1.The Member State which has granted type-approval must take the necessary measures to ensure that it is informed of any change in the particulars appearing in the information package.
2.The application for the amendment or extension of a type-approval shall be submitted exclusively to the approval authority of the Member State which granted the original type-approval.
3.If particulars appearing in the information package have changed, the approval authority of the Member State in question shall:
issue revised page(s) of the information package as necessary, marking each revised page to show clearly the nature of the change and the date of re-issue. Wherever revised pages are issued the index to the information package (which is attached to the type-approval certificate) shall also be amended to show the latest dates of revised pages, and
issue a revised type-approval certificate (denoted by an extension number) if any information on it (excluding its attachments) has changed or if the standards of this Directive have changed since the date currently on the approval. The revised certificate shall show clearly the reason for revision and the date of re-issue.
If the approval authority of the Member State in question finds that an amendment to an information package warrants fresh tests or checks, it shall inform the manufacturer thereof and issue the documents mentioned above only after the conduct of successful fresh tests or checks.
1.The manufacturer shall affix to each unit manufactured in conformity with the approved type the markings as defined in section 3 of Annex I, including the type-approval number.
2.Where the type-approval certificate, in accordance with Article 4(3), includes restrictions on use, the manufacturer shall deliver with each unit manufactured, detailed information on these restrictions and shall indicate any conditions for fitting it. Where a series of engine types is delivered to one single manufacturer of machinery, it is sufficient that he will be provided with only one such information document, at the latest on the delivery date of the first engine, which additionally lists the relevant engine identification numbers.
3.The manufacturer shall send on demand to the approval authority which granted the type-approval, within 45 days after the end of each calendar year, and without delay after each application date when the requirements of this Directive change, and immediately following each additional date the authority may stipulate, a list which contains the range of identification numbers for each engine type produced in accordance with the requirements of this Directive since the last reporting was made, or since the requirements of this Directive were first applicable. Where not clarified by the engine coding system, this list must specify correlations of the identification numbers to the corresponding engine types or engine families and to the type-approval numbers. Additionally, this list must contain particular information if the manufacturer ceases to produce an approved engine type or engine family. Where this list is not required to be regularly sent to the approval authority, the manufacturer must maintain these records for a minimum period of 20 years.
4.The manufacturer shall send to the approval authority which granted the type-approval, within 45 days after the end of each calendar year and at each application date referred to in Article 9, a declaration specifying the engine types and engine families together with the relevant engine identification codes for those engines he intends to produce from this date on.
[F45. Compression ignition engines placed on the market under a ‘ flexible scheme ’ shall be labelled in accordance with Annex XIII.]
Textual Amendments
F4 Inserted by Directive 2004/26/EC of the European Parliament and of the Council of 21 April 2004 amending Directive 97/68/EC on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery (Text with EEA relevance).
1.The European Parliament and the Council, acting on a proposal from the Commission, may acknowledge the equivalence between the conditions and provisions for type-approval of engines established by this Directive and the procedures established by international regulations or regulations of third countries, in the framework of multilateral or bilateral agreements between the Community and third countries.
[F12. Member States shall accept type-approvals and, where applicable, the pertaining approval marks listed in Annex XII as being in conformity with this Directive.]
Textual Amendments
F1 Substituted by Directive 2002/88/EC of the European Parliament and of the Council of 9 December 2002 amending Directive 97/68/EC on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery.
1. The following provisions shall apply to engines to be installed in inland waterway vessels. Paragraphs 2 and 3 shall not apply until the equivalence between the requirements established by this Directive and those established in the framework of the Mannheim Convention for the Navigation of the Rhine is recognised by the Central Commission of Navigation on Rhine (hereinafter: CCNR) and the Commission is informed thereof.
2. Until 30 June 2007 , Member States may not refuse the placing on the market of engines which meet the requirements established by CCNR stage I, the emission limit values for which are set out in Annex XIV.
3. As from 1 July 2007 and until the entry into force of a further set of limit values which would result from further amendments to this Directive, Member States may not refuse the placing on the market of engines which meet the requirements established by CCNR stage II, the emission limit values for which are set out in Annex XV.
4. In accordance with the procedure referred to in Article 15, Annex VII shall be adapted to integrate the additional and specific information which may be required as regards the type approval certificate for engines to be installed in inland waterway vessels.
5. For the purposes of this Directive, as far as inland waterway vessels are concerned, any auxiliary engine with a power of more than 560 kW shall be subject to the same requirements as propulsion engines.]
Textual Amendments
F4 Inserted by Directive 2004/26/EC of the European Parliament and of the Council of 21 April 2004 amending Directive 97/68/EC on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery (Text with EEA relevance).
[F31. Member States may not refuse the placing on the market of engines, whether or not already installed in machinery, which meet the requirements of this Directive.]
2.Member States shall only permit registration, where applicable, or placing on the market of new engines, whether or not already installed in machinery, which meet the requirements of this Directive.
[F42a. Member States shall not issue the Community Inland Water Navigation certificate established by Council Directive 82/714/EC of 4 October 1982 laying down technical requirements for inland waterway vessels (9) to any vessels whose engines do not meet the requirements of this Directive.]
3.The approval authority of a Member State granting a type-approval shall take the necessary measures in relation to that approval to register and control, if need be in cooperation with the approval authorities of the other Member States, the identification numbers of those engines produced in conformity with the requirements of this Directive.
4.An additional control of the identification numbers may take place in conjunction with the control of conformity of production as described in Article 11.
5.With regard to the control of the identification numbers, the manufacturer or his agents established in the Community shall without delay give, on request, to the responsible approval authority all the information needed related to his/their purchasers together with the identification numbers of the engines reported as produced in accordance with Article 6(3). Where engines are sold to a manufacturer of machinery, further information is not required.
6.If, at the request of the approval authority, the manufacturer is not able to verify the requirements as specified in Article 6 particularly in conjunction with paragraph 5 of this Article, the approval granted in respect of the corresponding engine type or family pursuant to this Directive may be withdrawn. The information procedure shall then be carried out as described in Article 12(4).
Textual Amendments
F3 Substituted by Directive 2004/26/EC of the European Parliament and of the Council of 21 April 2004 amending Directive 97/68/EC on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery (Text with EEA relevance).
F4 Inserted by Directive 2004/26/EC of the European Parliament and of the Council of 21 April 2004 amending Directive 97/68/EC on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery (Text with EEA relevance).
After 30 June 1998, Member States may not refuse to grant type-approval for an engine type or engine family or to issue the document as described in [F1Annex VII], and may not impose any other type-approval requirements with regard to air-polluting emissions for non-road mobile machinery in which an engine is installed, if the engine meets the requirements specified in this Directive as regards the emissions of gaseous and particulate pollutants.
(ENGINE CATEGORIES A/B/C)
Member States shall refuse to grant type-approval for an engine type or engine family and to issue the document as described in [F1Annex VII], and shall refuse to grant any other type-approval for non-road mobile machinery in which an engine is installed:
after 30 June 1998 for engines of a power output:
if the engine fails to meet the requirements specified in this Directive and where the emissions of gaseous and particulate pollutants from the engine do not comply with the limit values as set out in the table in [F1section 4.1.2.1 of Annex I].
(ENGINE CATEGORIES: D, E, F, G)
[F3Member States shall refuse to grant type-approval for an engine type or engine family and to issue the document as described in Annex VII and shall refuse to grant any other type-approval for non-road mobile machinery, in which an engine, not already placed on the market, is installed:]
if the engine fails to meet the requirements specified in this Directive and where the emissions of gaseous and particulate pollutants from the engine do not comply with the limit values as set out in the table in [F1section 4.1.2.3 of Annex I].
Member States shall refuse to grant type-approval for the following engine types or families and to issue the document as described in AnnexVII, and shall refuse to grant any other type-approval for non-road mobile machinery in which an engine, not already placed on the market, is installed:
H: after 30 June 2005 for engines — other than constant speed engines — of a power output: 130 kW ≤ P ≤ 560 kW,
I: after 31 December 2005 for engines — other than constant speed engines — of a power output: 75 kW ≤ P < 130 kW,
J: after 31 December 2006 for engines — other than constant speed engines — of a power output: 37 kW ≤ P < 75 kW,
K: after 31 December 2005 for engines — other than constant speed engines — of a power output: 19 kW ≤ P < 37 kW,
where the engine fails to meet the requirements specified in this Directive and where the emissions of particulate and gaseous pollutants from the engine do not comply with the limit values as set out in the table in section 4.1.2.4 of Annex I.
Member States shall refuse to grant type-approval for the following engine types or families and to issue the document as described in Annex VII, and shall refuse to grant any other type-approval for non-road mobile machinery in which an engine, not already placed on the market, is installed:
Constant speed H engines: after 31 December 2009 for engines of a power output: 130 kW ≤ P < 560 kW,
Constant speed I engines: after 31 December 2009 for engines of a power output: 75 kW ≤ P < 130 kW,
Constant speed J engines: after 31 December 2010 for engines of a power output: 37 kW ≤ P < 75 kW,
Constant speed K engines: after 31 December 2009 for engines of a power output: 19 kW ≤ P < 37 kW,
where the engine fails to meet the requirements specified in this Directive and where the emissions of particulate and gaseous pollutants from the engine do not comply with the limit values set out in the table in Section 4.1.2.4 of Annex I.
Member States shall refuse to grant type-approval for the following engine types or families and to issue the document as described in Annex VII, and shall refuse to grant any other type-approval for non-road mobile machinery in which an engine, not already placed on the market, is installed:
L: after 31 December 2009 for engines — other than constant speed engines — of a power output: 130 kW ≤ P ≤ 560 kW,
M: after 31 December 2010 for engines — other than constant speed engines — of a power output: 75 kW ≤ P < 130 kW,
N: after 31 December 2010 for engines — other than constant speed engines — of a power output: 56 kW ≤ P < 75 kW,
P: after 31 December 2011 for engines — other than constant speed engines — of a power output: 37 kW ≤ P < 56 kW,
where the engine fails to meet the requirements specified in this Directive and where the emissions of particulate and gaseous pollutants from the engine do not comply with the limit values set out in the table in Section 4.1.2.5 of Annex I.
Member States shall refuse to grant type-approval for the following engine types or families and to issue the document as described in Annex VII, and shall refuse to grant any other type-approval for non-road mobile machinery in which an engine, not already placed on the market, is installed:
Q: after 31 December 2012 for engines — other than constant speed engines — of a power output: 130 kW ≤ P ≤ 560 kW,
R: after 30 September 2013 for engines — other than constant speed engines — of a power output: 56 kW ≤ P < 130 kW,
where the engine fails to meet the requirements specified in this Directive and where the emissions of particulate and gaseous pollutants from the engine do not comply with the limit values set out in the table in Section 4.1.2.6 of Annex I.
Member States shall refuse to grant type-approval for the following engine types or families and to issue the document as described in Annex VII:
V1:1: after 31 December 2005 for engines of power output at or above 37 kW and swept volume below 0,9 litres per cylinder,
V1:2: after 30 June 2005 for engines with swept volume at or above 0,9 but below 1,2 litres per cylinder,
V1:3: after 30 June 2005 for engines with swept volume at or above 1,2 but below 2,5 litres per cylinder and an engine power output of: 37 kW ≤ P < 75 kW,
V1:4: after 31 December 2006 for engines with swept volume at or above 2,5 but below 5 litres per cylinder,
V2: after 31 December 2007 for engines with swept volume at or above 5 litres per cylinder,
where the engine fails to meet the requirements specified in this Directive and where the emissions of particulate and gaseous pollutants from the engine do not comply with the limit values as set out in the table in section 4.1.2.4 of Annex I.
Member States shall refuse to grant type-approval for the following engine types or families and to issue the document as described in Annex VII:
RC A: after 30 June 2005 for engines of power output above 130 kW
where the engine fails to meet the requirements specified in this Directive and where the emissions of particulate and gaseous pollutants from the engine do not comply with the limit values as set out in the table in section 4.1.2.4 of Annex I.
Member States shall refuse to grant type-approval for the following engine types or families and to issue the document as described in Annex VII:
RC B: after 31 December 2010 for engines of power output above 130 kW
where the engine fails to meet the requirements specified in this Directive and where the emissions of particulate and gaseous pollutants from the engine do not comply with the limit values as set out in the table in section 4.1.2.5 of Annex I.
Member States shall refuse to grant type-approval for the following engine types or families and to issue the document as described in Annex VII:
RL A: after 31 December 2005 for engines of power output: 130 kW ≤ P ≤ 560 kW
RH A: after 31 December 2007 for engines of power output: 560 kW < P
where the engine fails to meet the requirements specified in this Directive and where the emissions of particulate and gaseous pollutants from the engine do not comply with the limit values as set out in the table in section 4.1.2.4 of Annex I. The provisions of this paragraph shall not apply to the engine types and families referred to where a contract has been entered into to purchase the engine before 20 May 2004 and provided that the engine is placed on the market no later than two years after the applicable date for the relevant category of locomotives.
Member States shall refuse to grant type-approval for the following engine types or families and to issue the document as described in Annex VII:
R B: after 31 December 2010 for engines of power output above 130 kW
where the engine fails to meet the requirements specified in this Directive and where the emissions of particulate and gaseous pollutants from the engine do not comply with the limit values as set out in the table in section 4.1.2.5 of Annex I. The provisions of this paragraph shall not apply to the engine types and families referred to where a contract has been entered into to purchase the engine before 20 May 2004 and provided that the engine is placed on the market no later than two years after the applicable date for the relevant category of locomotives.]
After the dates referred to hereafter, with the exception of machinery and engines intended for export to third countries, Member States shall permit the registration, where applicable, and [F1placing on the market of engines], whether or not already installed in machinery, only if they meet the requirements of this Directive, and only if the engine is approved in compliance with one of the categories as defined in paragraphs 2 and 3.
Stage I
category A: 31 December 1998
category B: 31 December 1998
category C: 31 March 1999
Stage II
category D: 31 December 2000
category E: 31 December 2001
category F: 31 December 2002
category G: 31 December 2003
Nevertheless, for each category, Member States may postpone each date mentioned in the above requirement for two years in respect of engines with a production date prior to the said date.
The permission granted for stage I-engines shall be terminated with effect from the mandatory implementation of stage II.
Stage III A other than constant speed engines
category H: 31 December 2005
category I: 31 December 2006
category J: 31 December 2007
category K: 31 December 2006
Stage III A inland waterway vessel engines
category V1:1: 31 December 2006
category V1:2: 31 December 2006
category V1:3: 31 December 2006
category V1:4: 31 December 2008
categories V2: 31 December 2008
Stage III A constant speed engines
category H: 31 December 2010
category I: 31 December 2010
category J: 31 December 2011
category K: 31 December 2010
Stage III A railcar engines
category RC A: 31 December 2005
Stage III A locomotive engines
category RL A: 31 December 2006
category RH A: 31 December 2008
Stage III B other than constant speed engines
category L: 31 December 2010
category M: 31 December 2011
category N: 31 December 2011
category P: 31 December 2012
Stage III B railcar engines
category RC B: 31 December 2011
Stage III B locomotive engines
category R B: 31 December 2011
Stage IV other than constant speed engines
category Q: 31 December 2013
category R: 30 September 2014]
For each category, the above requirements shall be postponed by two years in respect of engines with a production date prior to the said date.
The permission granted for one stage of emission limit values shall be terminated with effect from the mandatory implementation of the next stage of limit values.
For engine types or engine families meeting the limit values set out in the table in section 4.1.2.4, 4.1.2.5 and 4.1.2.6 of Annex I before the dates laid down in paragraph 4 of this Article, Member States shall allow special labelling and marking to show that the equipment concerned meets the required limit values before the dates laid down.
Textual Amendments
F1 Substituted by Directive 2002/88/EC of the European Parliament and of the Council of 9 December 2002 amending Directive 97/68/EC on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery.
F3 Substituted by Directive 2004/26/EC of the European Parliament and of the Council of 21 April 2004 amending Directive 97/68/EC on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery (Text with EEA relevance).
F4 Inserted by Directive 2004/26/EC of the European Parliament and of the Council of 21 April 2004 amending Directive 97/68/EC on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery (Text with EEA relevance).
For the purpose of this Directive, spark-ignition engines shall be divided into the following classes.
:
small engines with a net power ≤ 19 kW
The main class S shall be divided into two categories:
:
engines for hand-held machinery
:
engines for non-hand-held machinery
| Class/category | Displacement (cubic cm) |
|---|---|
| Hand-held engines Class SH:1 | < 20 |
| Class SH:2 | ≥ 20 < 50 |
| Class SH:3 | ≥ 50 |
| Non-hand-held engines Class SN:1 | < 66 |
| Class SN:2 | ≥ 66 < 100 |
| Class SN:3 | ≥ 100 < 225 |
| Class SN:4 | ≥ 225 |
After 11 August 2004 , Member States may not refuse to grant type-approval for an SI engine type or engine family or to issue the document as described in Annex VII, and may not impose any other type-approval requirements with regard to air-polluting emissions for non-road mobile machinery in which an engine is installed, if the engine meets the requirements specified in this Directive as regards the emissions of gaseous pollutants.
Member States shall refuse to grant type-approval for an engine type or engine family and to issue the documents as described in Annex VII, and shall refuse to grant any other type-approval for non-road mobile machinery in which an engine is installed after 11 August 2004 if the engine fails to meet the requirements specified in this Directive and where the emissions of gaseous pollutants from the engine do not comply with the limit values as set out in the table in section 4.2.2.1 of Annex I.
Member States shall refuse to grant type-approval for an engine type or engine family and to issue the documents as described in Annex VII, and shall refuse to grant any other type-approval for non-road mobile machinery in which an engine is installed:
after 1 August 2004 for engine classes SN:1 and SN:2
after 1 August 2006 for engine class SN:4
after 1 August 2007 for engine classes SH:1, SH:2 and SN:3
after 1 August 2008 for engine class SH:3,
if the engine fails to meet the requirements specified in this Directive and where the emissions of gaseous pollutants from the engine do not comply with the limit values as set out in the table in section 4.2.2.2 of Annex I.
Six months after the dates for the relevant category of engine in paragraphs 3 and 4, with the exception of machinery and engines intended for export to third countries, Member States shall permit placing on the market of engines, whether or not already installed in machinery, only if they meet the requirements of this Directive.
For engine types or engine families meeting the limit values set out in the table in section 4.2.2.2 of Annex I, before the dates laid down in point 4 of this Article, Member States shall allow special labelling and marking to show that the equipment concerned meets the required limit values before the dates laid down.
The following machinery shall be exempted from the implementation dates of stage II emission limit requirements for a period of three years after the entry into force of those emission limit requirements. For those three years, the stage I emission limit requirements shall continue to apply:
:
a hand-held device designed to cut wood with a saw chain, designed to be supported with two hands and having an engine capacity in excess of 45 cm 3 , according to EN ISO 11681-1,
:
a hand-held device with the handle on top of the machine designed to drill holes or to cut wood with a saw chain (according to ISO 11681-2),
:
a hand-held device with a rotating blade made of metal or plastic intended to cut weeds, brush, small trees and similar vegetation. It must be designed according to EN ISO 11806 to operate multi-positionally, such as horizontally or upside down, and have an engine capacity in excess of 40 cm 3 ,
:
a hand-held device designed for trimming hedges and bushes by means of one or more reciprocating cutter blades, according to EN 774,
:
a hand-held device intended for cutting hard materials such as stone, asphalt, concrete or steel by means of a rotating metal blade with a displacement in excess of 50 cm 3 , according to EN 1454, and
:
only those class SN:3 non-hand-held engines with a horizontal shaft that produce power equal to or less than 2,5 kW and are used mainly for select, industrial purposes, including tillers, reel cutters, lawn aerators and generators.
Nevertheless, for each category, Member States may postpone the dates in paragraphs 3, 4 and 5 for two years in respect of engines with a production date prior to those dates.
Textual Amendments
F2 Inserted by Directive 2002/88/EC of the European Parliament and of the Council of 9 December 2002 amending Directive 97/68/EC on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery.
[F31. The requirements of Article 8(1) and (2), Article 9(4) and Article 9a(5) shall not apply to:
engines for use by the armed services,
engines exempted in accordance with paragraphs 1a and 2,
engines for use in machines intended primarily for the launch and recovery of lifeboats,
engines for use in machines intended primarily for the launch and recovery of beach launched vessels.
1a. Without prejudice to Article 7a and to Article 9(3g) and (3h), replacement engines, except for railcar, locomotive and inland waterway vessel propulsion engines, shall comply with the limit values that the engine to be replaced had to meet when originally placed on the market.
The text ‘ REPLACEMENT ENGINE ’ shall be attached to a label on the engine or inserted into the owner's manual.]
2.Each Member State may, at the request of the manufacturer, exempt end-of-series engines which are still in stock, or stocks of non-road mobile machinery in respect of their engines, from the time limit(s) for placing on the market set out in Article 9(4) in accordance with the following conditions:
the manufacturer must submit an application to the approval authorities of that Member State which approved the corresponding engine type(s) or engine family(ies) before the entry into force of the time limit(s),
the application of the manufacturer must include a list as defined in Article 6(3) of those new engines which are not placed on the market within the time limit(s); in the case of engines covered by this Directive for the first time, he must submit his application to the type-approval authority of that Member State where the engines are stored,
the request must specify the technical and/or economic reasons on which it is based,
the engines must conform to a type or family for which the type-approval is no longer valid, or which did not need a type-approval before, but which have been produced according to the time limit(s),
the engines must have been physically stored within the Community within the time limit(s),
the maximum number of new engines of one or more types placed on the market in each Member State by the application of this exemption must not exceed 10 % of the new engines of all types concerned placed on the market in that Member State during the previous year,
if the request is accepted by the Member State, the latter must, within one month, send the approval authorities of the other Member States particulars of, and reasons for, the exemptions granted to the manufacturer,
the Member State granting exemptions according to this Article shall be responsible for ensuring that the manufacturer complies with all corresponding obligations,
the approval authority shall release for each engine in question a certificate of conformity on which a special entry has been made. If applicable a consolidated document that contains all engine identification numbers in question may be used,
Member States shall each year send the Commission a list of exemptions granted specifying the reasons.
This option shall be limited to a period of 12 months as from the date on which the engines for the first time were subject to the time limit(s) for placing on the market.
[F23. The requirements of Article 9a(4) and (5) shall be postponed by three years for small volume engine manufacturers.
4. The requirements of Article 9a(4) and (5) shall be replaced by the corresponding stage I requirements for a small volume engine family to a maximum of 25 000 units providing that the various engine families involved all have different cylinder displacements.]
[F45. Engines may be placed on the market under a ‘ flexible scheme ’ in accordance with the provisions in Annex XIII.
6. Paragraph 2 shall not apply to propulsion engines to be installed in inland waterway vessels.
7. Member States shall permit the placing on the market of engines, as defined under A(i) and A(ii) of Annex I, under the ‘ flexibility scheme ’ in accordance with the provisions in Annex XIII.]
Textual Amendments
F2 Inserted by Directive 2002/88/EC of the European Parliament and of the Council of 9 December 2002 amending Directive 97/68/EC on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery.
F3 Substituted by Directive 2004/26/EC of the European Parliament and of the Council of 21 April 2004 amending Directive 97/68/EC on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery (Text with EEA relevance).
F4 Inserted by Directive 2004/26/EC of the European Parliament and of the Council of 21 April 2004 amending Directive 97/68/EC on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery (Text with EEA relevance).
1.The Member State granting a type-approval shall take the necessary measures to verify, with regard to the specifications laid down in section 5 of Annex I, if need be in cooperation with the approval authorities of the other Member States, that adequate arrangements have been made to ensure effective control of the conformity of production before it grants type-approval.
2.The Member State which has granted a type-approval shall take the necessary measures to verify, with regard to the specifications laid down in section 5 of Annex I, if need be in cooperation with the approval authorities of the other Member States, that the arrangements referred to in paragraph 1 continue to be adequate and that each production engine bearing a type-approval number pursuant to this Directive continues to conform to the description as given in the approval certificate and its Annexes for the approved engine type or family.
1.There shall be failure to conform to the approved type or family where deviations from the particulars in the type-approval certificate and/or the information package are found to exist and where these deviations have not been authorized, pursuant to Article 5(3), by the Member State which granted the type-approval.
2.If a Member State which has granted type-approval finds that engines accompanied by a certificate of conformity or bearing an approval mark do not conform to the type or family it has approved, it shall take the necessary measures to ensure that the engines in production again conform to the approved type or family. The approval authorities of that Member State shall advise those of the other Member States of the measures taken which may, where necessary, extend to withdrawal of type-approval.
3.If a Member State demonstrates that engines bearing a type-approval number do not conform to the approved type or family it may request the Member State which granted the type-approval to verify that engines in production conform to the approved type or family. Such action shall be taken within six months of the date of the request.
4.The approval authorities of the Member States shall inform each other within one month of any withdrawal of type-approval and of the reasons for such measure.
5.If the Member State which granted type-approval disputes the failure to conform notified to it, the Member States concerned shall endeavour to settle the dispute. The Commission shall be kept informed and shall, where necessary, hold appropriate consultations for the purpose of reaching a settlement.
The provisions of this Directive shall not affect Member States' entitlement to lay down, in due observance of the Treaty, such requirements as they may deem necessary to ensure that workers are protected when using the machinery referred to in this Directive, provided that this does not affect the placing on the market of the engines in question.
Any amendments which are necessary in order to adapt the Annexes to this Directive, with the exception of the requirements specified in section 1, sections 2.1 to 2.8 and section 4 of Annex I, to take account of technical progress shall be adopted by the Commission in accordance with the procedure referred to in Article 15(2).
Textual Amendments
F1 Substituted by Directive 2002/88/EC of the European Parliament and of the Council of 9 December 2002 amending Directive 97/68/EC on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery.
The Commission shall study possible technical difficulties in complying with the stage II requirements for certain uses of the engines, in particular mobile machinery in which engines of classes SH:2 and SH:3 are installed. If the Commission studies conclude that for technical reasons certain mobile machinery, in particular, professional use, multi-positional, hand-held engines, cannot meet these deadlines, it shall submit, by 31 December 2003 , a report accompanied by appropriate proposals for extensions of the period referred to in Article 9a(7) and/or further derogations, not exceeding five years, unless in exceptional circumstances, for such machinery, under the procedure laid down in Article 15(2).
Textual Amendments
F1 Substituted by Directive 2002/88/EC of the European Parliament and of the Council of 9 December 2002 amending Directive 97/68/EC on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery.
1. The Commission shall be assisted by the Committee on Adaptation to Technical Progress of the Directives on the Removal of Technical Barriers to Trade in the Motor Vehicle Sector (hereinafter referred to as ‘ the Committee ’ ).
2. Where reference is made to this paragraph, Articles 5 and 7 of Decision 1999/468/EC (10) shall apply, having regard to the provisions of Article 8 thereof.
The period laid down in Article 5(6) of Decision 1999/468/EC shall be set at three months.
3. The Committee shall adopt its Rules of Procedure.]
Textual Amendments
F1 Substituted by Directive 2002/88/EC of the European Parliament and of the Council of 9 December 2002 amending Directive 97/68/EC on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery.
The Member States shall notify to the Commission and to the other Member States the names and addresses of the approval authorities and technical services that are responsible for the purposes of this Directive. The notified services must satisfy the requirements as laid down in Article 14 of Directive 92/53/EEC.
1.Member States shall bring into force the laws, regulations and administrative provisions necessary to comply with this Directive not later than 30 June 1998. They shall forthwith inform the Commission thereof.
When Member States adopt these measures, they shall contain a reference to this Directive or shall be accompanied by such reference on the occasion of their official publication. The methods of making such a reference shall be laid down by Member States.
2.Member States shall communicate to the Commission the texts of the provisions of national law which they adopt in the field governed by this Directive.
This Directive shall enter into force on the 20th day following its publication in the Official Journal of the European Communities.
The European Parliament and the Council shall decide, by the end of the year 2000 on a proposal which the Commission will submit before the end of 1999, on a further reduction in emission limit values, taking into account the global availability of techniques for controlling air-polluting emissions from compression ignition engines and the air quality situation.
This Directive is addressed to the Member States.
| ANNEX I | Scope, definitions, symbols and abbreviations, engine markings, specifications and tests, specification of conformity of production assessments, parameters defining the engine family, choice of the parent engine |
| ANNEX II | Information documents |
| Appendix 1 | Essential characteristics of the (parent) engine |
| Appendix 2 | Essential characteristics of the engine family |
| Appendix 3 | Essential characteristics of engine type within family |
| ANNEX III | Test procedure for CI Engines |
| [F3Appendix 1 | Measurement and sampling procedures] |
| [F3Appendix 2 | Calibration procedure (NRSC, NRTC( 1 ))] |
| Appendix 3 | [F3Data evaluation and calculations] |
| [F4Appendix 4 | NRTC engine dynamometer schedule] |
| [F4Appendix 5 | Durability requirements] |
| ANNEX IV | Test procedure — Spark ignition engines |
| Appendix 1 | Measurement and sampling procedures |
| Appendix 2 | Calibration of the analytical instruments |
| Appendix 3 | Data evaluation and calculations |
| Appendix 4 | Deterioration factors |
| ANNEX V | [F3Technical characteristics of reference fuel prescribed for approval tests and to verify conformity of production] |
| [F3ANNEX VI | Analytical and sampling system] |
| ANNEX VII | Type approval certificate |
| [F3Appendix 1 | Test results for compression ignition engines] |
| Appendix 2 | Test result for SI engines |
| Appendix 3 | Equipment and auxiliaries to be installed for the test to determine engine power |
| ANNEX VIII | Approval certificate numbering system |
| ANNEX IX | List of engine/engine family type-approvals issued |
| ANNEX X | List of engines produced |
| ANNEX XI | Data sheet of type approved engines |
| ANNEX XII | Recognition of alternative type approvals |
| [F4ANNEX XIII | PROVISIONS FOR ENGINES PLACED ON THE MARKET UNDER A ‘ FLEXIBLE SCHEME ’ |
| ANNEXE XIV | |
| ANNEXE XV | ] ] |
[F1This Directive applies to all engines to be installed in non-road mobile machinery and to secondary engines fitted into vehicles intended for passenger or goods transport on the road.]
This Directive does not apply to engines for the propulsion of:
vehicles as defined by Directive 70/156/EEC(11), and by Directive 92/61/EEC(12),
agricultural tractors as defined by Directive 74/150/EEC(13).
Additionally, in order to be covered by this Directive, the engines have to be installed in machinery which meets the following specific requirements:
[F1 [F3intended and suited, to move, or to be moved with or without road, and with
a C.I. engine having a net power in accordance with section 2.4. that is higher than or equal to 19 kW but not more than 560 kW and that is operated under intermittent speed rather than a single constant speed; or
a C.I. engine having a net power in accordance with section 2.4. that is higher than or equal to 19 kW but not more than 560 kW and that is operated under constant speed. Limits only apply from 31 December 2006 ; or
a petrol fuelled S.I. engine having a net power in accordance with section 2.4. of not more than 19 kW; or
engines designed for the propulsion of railcars, which are self propelled on-track vehicles specifically designed to carry goods and/or passengers; or
engines designed for the propulsion of locomotives which are self-propelled pieces of on-track equipment designed for moving or propelling cars that are designed to carry freight, passengers and other equipment, but which themselves are not designed or intended to carry freight, passengers (other than those operating the locomotive) or other equipment. Any auxiliary engine or engine intended to power equipment designed to perform maintenance or construction work on the tracks is not classified under this paragraph but under A(i).]
The Directive is not applicable for the following applications:
For the purpose of this Directive,
for engines which are designed to operate over a speed range on a full load torque curve, the intermediate speed shall be the declared maximum torque speed if it occurs between 60 % and 75 % of rated speed,
if the declared maximum torque speed is less than 60 % of rated speed, then the intermediate speed shall be 60 % of the rated speed,
if the declared maximum torque speed is greater than 75 % of the rated speed then the intermediate speed shall be 75 % of rated speed[F1,]
[F2for engines to be tested on cycle G1, the intermediate speed shall be 85 % of the maximum rated speed (see section 3.5.1.2 of Annex IV);]
a certificate proving conformity with the 1974 International Convention for the Safety of Life at Sea (SOLAS), as amended, or equivalent, or
a certificate proving conformity with the 1966 International Convention on Load Lines, as amended, or equivalent, and an IOPP certificate proving conformity with the 1973 International Convention for the Prevention of Pollution from Ships (MARPOL), as amended;
| CH 4 | Methane |
| C 3 H 8 | Propane |
| C 2 H 6 | Ethane |
| CO | Carbon monoxide |
| CO 2 | Carbon dioxide |
| DOP | Di-octylphthalate |
| H 2 O | Water |
| HC | Hydrocarbons |
| NO x | Oxides of nitrogen |
| NO | Nitric oxide |
| NO 2 | Nitrogen dioxide |
| O 2 | Oxygen |
| PT | Particulates |
| PTFE | Polytetrafluoroethylene |
| CFV | Critical flow venturi |
| CLD | Chemiluminescent detector |
| CI | Compression ignition |
| FID | Flame ionisation detector |
| FS | Full scale |
| HCLD | Heated chemiluminescent detector |
| HFID | Heated flame ionisation detector |
| NDIR | Non-dispersive infrared analyser |
| NG | Natural gas |
| NRSC | Non-road steady cycle |
| NRTC | Non-road transient cycle |
| PDP | Positive displacement pump |
| SI | Spark ignition |
| SSV | Subsonic venturi] |
The components liable to affect the emission of gaseous and particulate pollutants shall be so designed, constructed and assembled as to enable the engine, in normal use, despite the vibrations to which it may be subjected, to comply with the provisions of this Directive.
The technical measures taken by the manufacturer must be such as to ensure that the mentioned emissions are effectively limited, pursuant to this Directive, throughout the normal life of the engine and under normal conditions of use. These provisions are deemed to be met if the provisions of sections [F14.1.2.1], [F14.1.2.3] and 5.3.2.1 are respectively complied with.
If a catalytic converter and/or a particulates trap is used the manufacturer must prove by durability tests, which he himself may carry out in accordance with good engineering practice, and by corresponding records, that these after-treatment devices can be expected to function properly for the lifetime of the engine. The records must be produced in compliance with the requirements of section 5.2 and in particular with section 5.2.3. A corresponding warranty must be guaranteed to the customer. Systematic replacement of the device, after a certain running time of the engine, is permissible. Any adjustment, repair, disassembly, cleaning, or replacement of engine components or systems which is performed on a periodic basis to prevent malfunction of the engine in context with the after-treatment device, shall only be done to the extent that is technologically necessary toassure proper functioning of the emission control system. Accordingly scheduled maintenance requirements must be included in the customer's manual, and be covered by the warranty provisions mentioned above, and be approved before an approval is granted. The corresponding extract from the manual with respect to maintenance/replacements of the treatment device(s), and to the warranty conditions, must be included in the information document as set out in Annex II to this Directive.
[F4All engines that expel exhaust gases mixed with water shall be equipped with a connection in the engine exhaust system that is located downstream of the engine and before any point at which the exhaust contacts water (or any other cooling/scrubbing medium) for the temporary attachment of gaseous or particulate emissions sampling equipment. It is important that the location of this connection allows a well mixed representative sample of the exhaust. This connection shall be internally threaded with standard pipe threads of a size not larger than one-half inch, and shall be closed by a plug when not in use (equivalent connections are allowed).]
The gaseous and particulate components emitted by the engine submitted for testing shall be measured by the methods described in [F1Annex VI.
Other systems or analysers may be accepted if they yield equivalent results to the following reference systems:
for gaseous emissions measured in the raw exhaust, the system shown in Figure 2 of Annex VI,
for gaseous emissions measured in the dilute exhaust of a full flow dilution system, the system shown in Figure 3 of Annex VI,
for particulate emissions, the full flow dilution system, operating either with a separate filter for each mode or with the single filter method, shown in Figure 13 of Annex VI].
The determination of system equivalency shall be based on a seven-test cycle (or larger) correlation study between the system under consideration and one or more of the above reference systems.
The equivalency criterion is defined as a ± 5 % agreement of the averages of the weighted cycle emissions values. The cycle to be used shall be that given in Annex III, section 3.6.1.
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.
| Net power(P)(kW) | Carbon monoxide(CO)(g/kWh) | Hydrocarbons(HC)(g/kWh) | Oxides of nitrogen(NOx)(g/kWh) | Particulates(PT)(g/kWh) |
|---|---|---|---|---|
| 130 ≤ P ≤ 560 | 5,0 | 1,3 | 9,2 | 0,54 |
| 75 ≤ P < 130 | 5,0 | 1,3 | 9,2 | 0,7 |
| 37 ≤ P < 75 | 6,5 | 1,3 | 9,2 | 0,85 |
| Net power(P)(kW) | Carbon monoxide(CO)(g/kWh) | Hydrocarbons(HC)(g/kWh) | Oxides of nitrogen(NOx)(g/kWh) | Particulates(PT)(g/kWh) |
|---|---|---|---|---|
| 130 ≤ P ≤ 560 | 3,5 | 1,0 | 6,0 | 0,2 |
| 75 ≤ P < 130 | 5,0 | 1,0 | 6,0 | 0,3 |
| 37 ≤ P < 75 | 5,0 | 1,3 | 7,0 | 0,4 |
| 18 ≤ P < 37 | 5,5 | 1,5 | 8,0 | 0,8 |
| Category: Net power (P ) (kW) | Carbon monoxide (CO) (g/kWh) | Sum of hydrocarbons and oxides of nitrogen (HC+NO x ) (g/kWh) | Particulates (PT) (g/kWh) |
|---|---|---|---|
| H: 130 kW ≤ P ≤ 560 kW | 3,5 | 4,0 | 0,2 |
| I: 75 kW ≤ P < 130 kW | 5,0 | 4,0 | 0,3 |
| J: 37 kW ≤ P < 75 kW | 5,0 | 4,7 | 0,4 |
| K: 19 kW ≤ P < 37 kW | 5,5 | 7,5 | 0,6 |
| Category: swept volume/net power (SV/P ) (litres per cylinder/kW) | Carbon monoxide (CO) (g/kWh) | Sum of hydrocarbons and oxides of nitrogen (HC+NO x ) (g/kWh) | Particulates (PT) (g/kWh) |
|---|---|---|---|
| V1:1 SV < 0,9 and P ≥ 37 kW | 5,0 | 7,5 | 0,4 |
| V1:2 0,9 ≤ SV < 1,2 | 5,0 | 7,2 | 0,3 |
| V1:3 1,2 ≤ SV < 2,5 | 5,0 | 7,2 | 0,2 |
| V1:4 2,5 ≤ SV < 5 | 5,0 | 7,2 | 0,2 |
| V2:1 5 ≤ SV < 15 | 5,0 | 7,8 | 0,27 |
| V2:2 15 ≤ SV < 20 and | 5,0 | 8,7 | 0,5 |
| V2:3 15 ≤ SV < 20 | 5,0 | 9,8 | 0,5 |
| V2:4 20 ≤ SV < 25 | 5,0 | 9,8 | 0,5 |
| V2:5 25 ≤ SV < 30 | 5,0 | 11,0 | 0,5 |
| Category: Net power (P) (kW) | Carbon monoxide (CO) (g/kWh) | Sum of hydrocarbons and oxides of nitrogen (HC+NO x ) (g/kWh) | Particulates (PT) (g/kWh) | |
|---|---|---|---|---|
| RL A: 130 kW ≤ P ≤ 560 kW | 3,5 | 4,0 | 0,2 | |
| Carbon monoxide (CO) (g/kWh) | Hydrocarbons (HC) (g/kWh) | Oxides of nitrogen (NO x ) (g/kWh) | Particulates (PT) (g/kWh) | |
| RH A: P > 560 kW | 3,5 | 0,5 | 6,0 | 0,2 |
| RH A Engines with P > 2 000 kW and SV > 5 l/cylinder | 3,5 | 0,4 | 7,4 | 0,2 |
| Category: net power (P) (kW) | Carbon monoxide (CO) (g/kWh) | Sum of hydrocarbons and oxides of nitrogen (HC+NO x ) (g/kWh) | Particulates (PT) (g/kWh) |
|---|---|---|---|
| RC A: 130 kW < P | 3,5 | 4,0 | 0,2] |
| Category: net power (P) (kW) | Carbon monoxide (CO) (g/kWh) | Hydrocarbons (HC) (g/kWh) | Oxides of nitrogen (NO x ) (g/kWh) | Particulates (PT) (g/kWh) |
|---|---|---|---|---|
| L: 130 kW ≤ P ≤ 560 kW | 3,5 | 0,19 | 2,0 | 0,025 |
| M: 75 kW ≤ P < 130 kW | 5,0 | 0,19 | 3,3 | 0,025 |
| N: 56 kW ≤ P < 75 kW | 5,0 | 0,19 | 3,3 | 0,025 |
| Sum of hydrocarbons and oxides of nitrogen (HC+NO x ) (g/kWh) | ||||
| P: 37 kW ≤ P < 56 kW | 5,0 | 4,7 | 0,025 | |
| Category: net power (P) (kW) | Carbon monoxide (CO) (g/kWh) | Hydrocarbons (HC) (g/kWh) | Oxides of nitrogen (NO x ) (g/kWh) | Particulates (PT) (g/kWh) |
|---|---|---|---|---|
| RC B: 130 kW < P | 3,5 | 0,19 | 2,0 | 0,025 |
| Category: net power (P) (kW) | Carbon monoxide (CO) (g/kWh) | Sum of hydrocarbons and oxides of nitrogen (HC + NO x ) (g/kWh) | Particulates (PT) (g/kWh) |
|---|---|---|---|
| RC B: 130 kW < P | 3,5 | 4,0 | 0,025] |
| Category: Net power (P) (kW) | Carbon monoxide (CO) (g/kWh) | Hydrocarbons (HC) (g/kWh) | Oxides of nitrogen (NO x ) (g/kWh) | Particulates (PT) (g/kWh) |
|---|---|---|---|---|
| Q: 130 kW ≤ P ≤ 560 kW | 3,5 | 0,19 | 0,4 | 0,025 |
| R: 56 kW ≤ P < 130 kW | 5,0 | 0,19 | 0,4 | 0,025] |
In the case of limit values standards contained in sections 4.1.2.5 and 4.1.2.6, under all randomly selected load conditions, belonging to a definite control area and with the exception of specified engine operating conditions which are not subject to such a provision, the emissions sampled during a time duration as small as 30 s shall not exceed by more than 100 % the limit values of the above tables. The control area to which the percentage not to be exceeded shall apply and the excluded engine operating conditions shall be defined in accordance with the procedure referred to in Article 15.]
The components liable to affect the emission of gaseous pollutants shall be so designed, constructed and assembled as to enable the engine, in normal use, despite the vibrations to which it may be subjected, to comply with the provisions of this Directive.
The technical measures taken by the manufacturer must be such as to ensure that the mentioned emissions are effectively limited, pursuant to this Directive, throughout the normal life of the engine and under normal conditions of use in accordance with Annex IV, Appendix 4.
The gaseous components emitted by the engine submitted for testing shall be measured by the methods described in Annex VI (and shall include any after-treatment device).
Other systems or analysers may be accepted if they yield equivalent results to the following reference systems:
for gaseous emissions measured in the raw exhaust, the system shown in Figure 2 of Annex VI,
for gaseous emissions measured in the dilute exhaust of a full flow dilution system, the system shown in figure 3 of Annex VI.
| Stage I | ||||
| Class | Carbon monoxide (CO) (g/kWh) | Hydrocarbons (HC) (g/kWh) | Oxides of nitrogen (NO x ) (g/kWh) | Sum of hydrocarbons and oxides of nitrogen (g/kWh) |
|---|---|---|---|---|
| HC + NO x | ||||
| SH:1 | 805 | 295 | 5,36 | |
| SH:2 | 805 | 241 | 5,36 | |
| SH:3 | 603 | 161 | 5,36 | |
| SN:1 | 519 | 50 | ||
| SN:2 | 519 | 40 | ||
| SN:3 | 519 | 16,1 | ||
| SN:4 | 519 | 13,4 | ||
| Stage II a | ||
| a See Annex 4, Appendix 4: deterioration factors included. | ||
| Class | Carbon monoxide (CO) (g/kWh) | Sum of hydrocarbons and oxides of nitrogen (g/kWh) |
|---|---|---|
| HC + NO x | ||
| SH:1 | 805 | 50 |
| SH:2 | 805 | 50 |
| SH:3 | 603 | 72 |
| SN:1 | 610 | 50,0 |
| SN:2 | 610 | 40,0 |
| SN:3 | 610 | 16,1 |
| SN:4 | 610 | 12,1 |
The NO x emissions for all engine classes must not exceed 10 g/kWh.
The engine installation on the mobile machinery shall comply with the restrictions set out in the scope of the type-approval. Additionally the following characteristics in respect to the approval of the engine always must be met:
) of the results obtained with the sample shall then be determined for each pollutant. The production of the series shall then be deemed to confirm if the following condition is met:U.K.(16)
where:
L is the limit value laid down in section 4.2.1/4.2.3 for each pollutant considered,
k is a statistical factor depending on n and given in the following table:
| n | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 |
|---|---|---|---|---|---|---|---|---|---|
| k | 0,973 | 0,613 | 0,489 | 0,421 | 0,376 | 0,342 | 0,317 | 0,296 | 0,279 |
| n | 11 | 12 | 13 | 14 | 15 | 16 | 17 | 18 | 19 |
|---|---|---|---|---|---|---|---|---|---|
| k | 0,265 | 0,253 | 0,242 | 0,233 | 0,224 | 0,216 | 0,21 | 0,203 | 0,198 |
The engine family may be defined by basic design parameters which must be common to engines within the family. In some cases there may be interaction of parameters. These effects must also be taken into consideration to ensure that only engines with similar exhaust emission characteristics are included within an engine family.
In order that engines may be considered to belong to the same engine family, the following list of basic parameters must be common:
2 cycle
4 cycle
air
water
oil
Diesel
Petrol.
For diesel:
pump-line injector
in-line pump
distributor pump
single element
unit injector.
For petrol:
carburettor
port fuel injection
direct injection.
Exhaust gas recirculation
Water injection/emulsion
Air injection
Charge cooling system
Ignition type (compression, spark).
Oxidation catalyst
Reduction catalyst
Three way catalyst
Thermal reactor
Particulate trap.]
Textual Amendments
F5 Deleted by Directive 2004/26/EC of the European Parliament and of the Council of 21 April 2004 amending Directive 97/68/EC on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery (Text with EEA relevance).
[F4Two test cycles are described that shall be applied according to the provisions of Annex I, Section 1:
the NRSC (non-road steady cycle) which shall be used for stages I, II and IIIA and for constant speed engines as well as for stages IIIB and IV in the case of gaseous pollutants,
the NRTC (non-road transient cycle) which shall be used for the measurement of particulate emissions for stages IIIB and IV and for all engines but constant speed engines. By the choice of the manufacturer this test can be used also for stage IIIA and for the gaseous pollutants in stages IIIB and IV,
for engines intended to be used in inland waterway vessels the ISO test procedure as specified by ISO 8178-4:2002 [E] and IMO MARPOL 73/78, Annex VI (NO x Code) shall be used,
for engines intended for propulsion of railcars an NRSC shall be used for the measurement of gaseous and particulate pollutants for stage III A and for stage III B,
for engines intended for propulsion of locomotives an NRSC shall be used for the measurement of gaseous and particulate pollutants for stage III A and for stage III B.]
The engine exhaust emissions to be measured include the gaseous components (carbon monoxide, total hydrocarbons and oxides of nitrogen), and the particulates. Additionally, carbon dioxide is often used as a tracer gas for determining the dilution ratio of partial and full flow dilution systems. Good engineering practice recommends the general measurement of carbon dioxide as an excellent tool for the detection of measurement problems during the test run.
During a prescribed sequence of operating conditions, with the engines warmed up, the amounts of the above exhaust emissions shall be examined continuously by taking a sample from the raw exhaust gas. The test cycle consists of a number of speed and torque (load) 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. The particulate sample shall be diluted with conditioned ambient air. One sample over the complete test procedure shall be taken and collected on suitable filters.
Alternatively, a sample shall be taken on separate filters, one for each mode, and cycle-weighted results computed.
The grams of each pollutant emitted per kilowatt-hour shall be calculated as described in Appendix 3 to this Annex.
The prescribed transient test cycle, based closely on the operating conditions of diesel engines installed in non-road machinery, is run twice:
The first time (cold start) after the engine has soaked to room temperature and the engine coolant and oil temperatures, after treatment systems and all auxiliary engine control devices are stabilised between 20 and 30 °C.
The second time (hot start) after a twenty-minute hot soak that commences immediately after the completion of the cold start cycle.
During this test sequence the above pollutants shall be examined. Using the engine torque and speed feedback signals of the engine dynamometer, the power shall be integrated with respect to the time of the cycle, resulting in the work produced by the engine over the cycle. The concentrations of the gaseous components shall be determined over the cycle, either in the raw exhaust gas by integration of the analyser signal in accordance with Appendix 3 to this Annex, or in the diluted exhaust gas of a CVS full-flow dilution system by integration or by bag sampling in accordance with Appendix 3 to this Annex. For particulates, a proportional sample shall be collected from the diluted exhaust gas on a specified filter by either partial flow dilution or full-flow dilution. Depending on the method used, the diluted or undiluted 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 give the grams of each pollutant emitted per kilowatt-hour.
Emissions (g/kWh) shall be measured during both the cold and hot start cycles. Composite weighted emissions shall be computed by weighting the cold start results 10 % and the hot start results 90 %. Weighted composite results shall meet the standards.
Prior to the introduction of the cold/hot composite test sequence, the symbols (Annex I, section 2.18) the test sequence (Annex III) and calculation equations (Annex III, Appendix III) shall be modified in accordance with the procedure referred to in Article 15.]
All volumes and volumetric flow rates shall be related to 273 K (0 oC) and 101,3 kPa.
Naturally aspirated and mechanically supercharged engines:
Turbocharged engine with or without cooling of the intake air:
For a test to be recognized as valid, the parameter fa shall be such that:
[F6 
Textual Amendments
F6 Substituted by Commission Directive 2001/63/EC of 17 August 2001 adapting to technical progress Directive 97/68/EC of the European Parliament and of the Council on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery.
The charge air temperature shall be recorded and, at the declared rated speed and full load, shall be within ± 5 K of the maximum charge air temperature specified by the manufacturer. The temperature of the cooling medium shall be at least 293 K (20 °C).
If a test shop system or external blower is used, the charge air temperature shall be set to within ± 5 K of the maximum charge air temperature specified by the manufacturer at the speed of the declared maximum power and full load. Coolant temperature and coolant flow rate of the charge air cooler at the above set point shall not be changed for the whole test cycle. The charge air cooler volume shall be based upon good engineering practice and typical vehicle/machinery applications.
Optionally, the setting of the charge air cooler may be done in accordance with SAE J 1937 as published in January 1995.]
[F3The test engine shall be equipped with an air inlet system presenting an air inlet restriction within ± 300 Pa of the value specified by the manufacturer for a clean air cleaner at the engine operating conditions as specified by the manufacturer, which result in maximum air flow. The restrictions are to be set at rated speed and full load. A test shop system may be used, provided it duplicates actual engine operating conditions.]
[F3The test engine shall be equipped with an exhaust system with exhaust back pressure within ± 650 Pa of the value specified by the manufacturer at the engine operating conditions resulting in maximum declared power.
If the engine is equipped with an exhaust after-treatment device, the exhaust pipe shall have the same diameter as found in-use for at least four pipe diameters upstream to the inlet of the beginning of the expansion section containing the after-treatment device. The distance from the exhaust manifold flange or turbocharger outlet to the exhaust after-treatment device shall be the same as in the machine configuration or within the distance specifications of the manufacturer. The exhaust backpressure or restriction shall follow the same criteria as above, and may be set with a valve. The after-treatment container may be removed during dummy tests and during engine mapping, and replaced with an equivalent container having an inactive catalyst support.]
An engine cooling system with sufficient capacity to maintain the engine at normal operating temperatures prescribed by the manufacturer.
Specifications of the lubricating oil used for the test shall be recorded and presented with the results of the test.
The fuel shall be the reference fuel specified in [F1Annex V].
The cetane number and the sulphur content of the reference fuel used for test shall be recorded at sections 1.1.1 and 1.1.2 respectively of [F1Annex VII], Appendix 1.
The fuel temperature at the injection pump inlet shall be 306-316 K (33-43 oC).
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
The basis of specific emissions measurement is uncorrected brake power according to ISO 14396: 2002.
Certain auxiliaries, which are necessary only for the operation of the machine and may be mounted on the engine, should be removed for the test. The following incomplete list is given as an example:
air compressor for brakes
power steering compressor
air conditioning compressor
pumps for hydraulic actuators.
Where auxiliaries have not been removed, the power absorbed by them at the test speeds shall be determined in order to calculate the dynamometer settings, except for engines where such auxiliaries form an integral part of the engine (e.g. cooling fans for air cool engines).
The settings of inlet restriction and exhaust pipe backpressure shall be adjusted to the manufacturer's upper limits, in accordance with sections 2.3. and 2.4.
The maximum torque values at the specified test speeds shall be determined by experimentation in order to calculate the torque values for the specified test modes. For engines which are not designed to operate over a range on a full load torque curve, the maximum torque at the test speeds shall be declared by the manufacturer.
The engine setting for each test mode shall be calculated using the formula:
If the ratio,
the value of P AE may be verified by the technical authority granting type approval.]
At least one hour before the test, each filter (pair) shall be placed in a closed, but unsealed, petri dish and placed in a weighing chamber for stabilization. At the end of the stabilization period, each filter (pair) shall be weighed and the tare weight shall be recorded. The filter (pair) shall then be stored in a closed petri dish or filter holder until needed for testing. If the filter (pair) is not used within eight hours of its removal from the weighing chamber, it must be reweighed before use.
The instrumentation and sample probes shall be installed as required. When using a full flow dilution system for exhaust gas dilution, the tailpipe shall be connected to the system.
The dilution system and the engine shall be started and warmed up until all temperatures and pressures have stabilized at full load and rated speed (section 3.6.2).
The particulate sampling system shall be started and running on bypass for the single filter method (optional for the multiple filter method). The particulate background level of the dilution air may be determined by passing dilution air through the particulate filters. If filtered dilution air is used, one measurement may be done at any time prior to, during, or after the test. If the dilution air is not filtered, the measurement must be done on one sample taken for the duration of the test.
The dilution air shall be set to obtain a filter face temperature between 315 K (42 °C) and 325 K (52 °C) at each mode. The total dilution ratio shall not be less than four.
NOTE: For steady-state procedure, the filter temperature may be kept at or below the maximum temperature of 325 K (52 °C) instead of respecting the temperature range of 42 °C to 52 °C. U.K.
For the single and multiple filter methods, the sample mass flow rate through the filter shall be maintained at a constant proportion of the dilute exhaust mass flow rate for full flow systems for all modes. This mass ratio shall be within ± 5 % with respect to the averaged value of the mode, except for the first 10 seconds of each mode for systems without bypass capability. For partial flow dilution systems with single filter method, the mass flow rate through the filter shall be constant within ± 5 % with respect to the averaged value of the mode, except for the first 10 seconds of each mode for systems without bypass capability.
For CO 2 or NO x concentration controlled systems, the CO 2 or NO x content of the dilution air must be measured at the beginning and at the end of each test. The pre and post test background CO 2 or NO x concentration measurements of the dilution air must be within 100 ppm or 5 ppm of each other, respectively.
When using a dilute exhaust gas analysis system, the relevant background concentrations shall be determined by sampling dilution air into a sampling bag over the complete test sequence.
Continuous (non-bag) background concentration may be taken at the minimum of three points, at the beginning, at the end, and a point near the middle of the cycle and averaged. At the manufacturer's request background measurements may be omitted.]
The emission analysers shall be set at zero and spanned.
For engines covered by Section 1A(i) and A(iv) of Annex I, the following 8-mode cycle (17) shall be followed in dynamometer operation on the test engine:
| Mode No | Engine speed | Load | Weighting factor |
|---|---|---|---|
| 1 | Rated | 100 | 0,15 |
| 2 | Rated | 75 | 0,15 |
| 3 | Rated | 50 | 0,15 |
| 4 | Rated | 10 | 0,1 |
| 5 | Intermediate | 100 | 0,1 |
| 6 | Intermediate | 75 | 0,1 |
| 7 | Intermediate | 50 | 0,1 |
| 8 | Idle | —- | 0,15 |
For engines covered by Section 1A(ii) of Annex I, the following 5-mode cycle (18) shall be followed in dynamometer operation on the test engine:
| Mode Number | Engine Speed | Load | Weighting Factor |
|---|---|---|---|
| 1 | Rated | 100 | 0,05 |
| 2 | Rated | 75 | 0,25 |
| 3 | Rated | 50 | 0,3 |
| 4 | Rated | 25 | 0,3 |
| 5 | Rated | 10 | 0,1 |
The load figures are percentage values of the torque corresponding to the prime power rating defined as the maximum power available during a variable power sequence, which may be run for an unlimited number of hours per year, between stated maintenance intervals and under the stated ambient conditions, the maintenance being carried out as prescribed by the manufacturer.
For propulsion engines (19) intended to be used in inland waterway vessels the ISO test procedure as specified by ISO 81784:2002(E) and IMO MARPOL 73/78, Annex VI (NO x Code) shall be used.
Propulsion engines that operate on a fixed-pitch propeller curve shall be tested on a dynamometer using the following 4-mode steady-state cycle (20) developed to represent in-use operation of commercial marine diesel engines:
| Mode No | Engine speed | Load | Weighting factor |
|---|---|---|---|
| 1 | 100 % (Rated) | 100 | 0,2 |
| 2 | 91 % | 75 | 0,5 |
| 3 | 80 % | 50 | 0,15 |
| 4 | 63 % | 25 | 0,15 |
Fixed speed inland waterway propulsion engines with variable pitch or electrically coupled propellers shall be tested on a dynamometer using the following 4-mode steady-state cycle (21) characterised by the same load and weighting factors as the above cycle, but with engine operated in each mode at rated speed:
| Mode No | Engine speed | Load | Weighting factor |
|---|---|---|---|
| 1 | 100 % (Rated) | 100 | 0,2 |
| 2 | 91 % | 75 | 0,5 |
| 3 | 80 % | 50 | 0,15 |
| 4 | 63 % | 25 | 0,15 |
For engines covered by Section 1A(v) of Annex I, the following 3-mode cycle (22) shall be followed in dynamometer operation on the test engine:
| Mode No | Engine speed | Load | Weighting factor |
|---|---|---|---|
| 1 | Rated | 100 | 0,25 |
| 2 | Intermediate | 50 | 0,15 |
| 3 | Idle | - | 0,6] |
Warming up of the engine and the system shall be at maximum speed and torque in order to stabilize the engine parameters according to the recommendations of the manufacturer.
Note: The conditioning period should also prevent the influence of deposits from a former test in the exhaust system. There is also a required period of stabilization between test points which has been included to minimise point to point influences.U.K.
[F3The test sequence shall be started. The test shall be performed in the order of the mode numbers as set out above for the test cycles.
During each mode of the given test cycle after the initial transition period, the specified speed shall be held to within ± 1 % of rated speed or ± 3 min-1, whichever is greater, except for low idle which shall be within the tolerances declared by the manufacturer. The specified torque shall be held so that the average over the period during which the measurements are being taken is within ± 2 % of the maximum torque at the test speed.
For each measuring point a minimum time of 10 minutes is necessary. If for the testing of an engine, longer sampling times are required for reasons of obtaining sufficient particulate mass on the measuring filter the test mode period can be extended as necessary.
The mode length shall be recorded and reported.
The gaseous exhaust emission concentration values shall be measured and recorded during the last three minutes of the mode.
The particulate sampling and the gaseous emission measurement should not commence before engine stabilisation, as defined by the manufacturer, has been achieved and their completion must be coincident.
The fuel temperature shall be measured at the inlet to the fuel injection pump or as specified by the manufacturer, and the location of measurement recorded.]
The output of the analysers shall be recorded on a strip chart recorder or measured with an equivalent data acquisition system with the exhaust gas flowing through the analysers at least during the last three minutes of each mode. If bag sampling is applied for the diluted CO and CO2 measurement (see Appendix 1, section 1.4.4), a sample shall be bagged during the last three minutes of each mode, and the bag sample analysed and recorded.
The particulate sampling can be done either with the single filter method or with the multiple filter method (Appendix 1, section 1.5). Since the results of the methods may differ slightly, the method used must be declared with the results.
For the single filter method the modal weighting factors specified in the test cycle procedure shall be taken into account during sampling by adjusting sample flow rate and/or sampling time, accordingly.
Sampling must be conducted as late as possible within each mode. The sampling time per mode must be at least 20 seconds for the single filter method and at least 60 seconds for the multi-filter method. For systems without bypass capability, the sampling time per mode must be a least 60 seconds for single and multiple filter methods.
The engine speed and load, intake air temperatur, fuel flow and air or exhaust gas flow shall be measured for each mode once the engine has been stabilized.
If the measurement of the exhaust gas flow or the measurement of combustion air and fuel consumption is not possible, it can be calculated using the carbon and oxygen balance method (see Appendix 1, section 1.2.3).
Any additional data required for calculation shall be recorded (see Appendix 3, sections 1.1 and 1.2).
After the emission test a zero gas and the same span gas will be used for re-checking. The test will be considered acceptable if the difference between the two measuring results is less than 2 %.
The non-road transient cycle (NRTC) is listed in Annex III, Appendix 4 as a second-by-second sequence of normalised speed and torque values applicable to all diesel engines covered by this Directive. In order to perform the test on an engine test cell, the normalised values shall be converted to the actual values for the individual engine under test, based on the engine mapping curve. This conversion is referred to as denormalisation, and the test cycle developed is referred to as the reference cycle of the engine to be tested. With these reference speed and torque values, the cycle shall be run on the test cell, and the feedback speed and torque values recorded. In order to validate the test run, a regression analysis between reference and feedback speed and torque values shall be conducted upon completion of the test.
When generating the NRTC on the test cell, the engine shall be mapped before running the test cycle to determine the speed vs torque curve.
The minimum and maximum mapping speeds are defined as follows:
=
idle speed
=
n hi x 1,02 or speed where full load torque drops off to zero, whichever is lower (where n hi is the high speed, defined as the highest engine speed where 70 % of the rated power is delivered).
The engine shall be warmed up at maximum power in order to stabilise the engine parameters according to the recommendation of the manufacturer and good engineering practice. When the engine is stabilised, the engine mapping shall be performed according to the following procedures.
The engine shall be unloaded and operated at idle speed.
The engine shall be operated at full load setting of the injection pump at minimum mapping speed.
The engine speed shall be increased at an average rate of 8 ± 1 min-1/s from minimum to maximum mapping speed. Engine speed and torque points shall be recorded at a sample rate of at least one point per second.
The engine shall be unloaded and operated at idle speed.
The engine shall be operated at full load setting of the injection pump at minimum mapping speed.
While maintaining full load, the minimum mapping speed shall be maintained for at least 15 s, and the average torque during the last 5 s shall be recorded. The maximum torque curve from minimum to maximum mapping speed shall be determined in no greater than 100 ± 20/min speed increments. Each test point shall be held for at least 15 s, and the average torque during the last 5 s shall be recorded.
All data points recorded under section 4.2.2 shall be connected using linear interpolation between points. The resulting torque curve is the mapping curve and shall be used to convert the normalised torque values of the engine dynamometer schedule of Annex IV into actual torque values for the test cycle, as described in section 4.3.3.
If a manufacturer believes that the above mapping techniques are unsafe or unrepresentative for any given engine, alternate mapping techniques may be used. These alternate techniques must satisfy the intent of the specified mapping procedures to determine the maximum available torque at all engine speeds achieved during the test cycles. Deviations from the mapping techniques specified in this section for reasons of safety or representativeness shall be approved by the parties involved along with the justification for their use. In no case, however, shall the torque curve be run by descending engine speeds for governed or turbocharged engines.
An engine need not be mapped before each and every test cycle. An engine must be remapped prior to a test cycle if:
an unreasonable amount of time has transpired since the last map, as determined by engineering judgement, or,
physical changes or recalibrations have been made to the engine, which may potentially affect engine performance.
The reference speed (n ref ) corresponds to the 100 % normalised speed values specified in the engine dynamometer schedule of Annex III, Appendix 4. It is obvious that the actual engine cycle resulting from denormalisation to the reference speed largely depends on selection of the proper reference speed. The reference speed shall be determined by the following definition:
n ref = low speed + 0,95 x (high speed — low speed)
(the high speed is the highest engine speed where 70 % of the rated power is delivered, while the low speed is the lowest engine speed where 50 % of the rated power is delivered).
The speed shall be denormalised using the following equation:
The torque values in the engine dynamometer schedule of Annex III, Appendix 4 are normalised to the maximum torque at the respective speed. The torque values of the reference cycle shall be denormalised, using the mapping curve determined according to Section 4.2.2, as follows:
for the respective actual speed as determined in Section 4.3.2.
As an example, the following test point shall be denormalised:
% speed = 43 %
% torque = 82 %
Given the following values:
reference speed = 2 200 /min
idle speed = 600/min
results in
With the maximum torque of 700 Nm observed from the mapping curve at 1 288 /min
is smaller than – 5 % of the peak torque, does not exceed 30 (where T sp is the demanded torque, 
is the derivative of the engine speed, 
is the rotational inertia of the eddy-current dynamometer). U.K.The following flow chart outlines the test sequence.
One or more practice cycles may be run as necessary to check engine, test cell and emissions systems before the measurement cycle.
At least one hour before the test, each filter shall be placed in a petri dish, which is protected against dust contamination and allows air exchange, and placed in a weighing chamber for stabilisation. At the end of the stabilisation period, each filter shall be weighed and the 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.
The instrumentation and sample probes shall be installed as required. The tailpipe shall be connected to the full-flow dilution system, if used.
The dilution system and the engine shall be started and warmed up. The sampling system preconditioning shall be conducted by operating the engine at a condition of rated-speed, 100 percent torque for a minimum of 20 minutes while simultaneously operating either the Partial flow Sampling System or the Full flow CVS with secondary dilution system. Dummy particulate matter emissions samples are then collected. Particulate sample filters need not be stabilised or weighed, and may be discarded. Filter media may be changed during conditioning as long as the total sampled time through the filters and sampling system exceeds 20 minutes. Flow rates shall be set at the approximate flow rates selected for transient testing. Torque shall be reduced from 100 percent torque while maintaining the rated speed condition as necessary so as not to exceed the 191 °C maximum sample zone temperature specifications.
The particulate sampling system shall be started and run on by-pass. The particulate background level of the dilution air may be determined by sampling the dilution air prior to entrance of the exhaust into the dilution tunnel. It is preferred that background particulate sample be collected during the transient cycle if another PM sampling system is available. Otherwise, the PM sampling system used to collect transient cycle PM can be used. If filtered dilution air is used, one measurement may be done prior to or after the test. If the dilution air is not filtered, measurements should be carried out prior to the beginning and after the end of the cycle and the values averaged.
The total diluted exhaust gas flow of a full-flow dilution system or the diluted exhaust gas flow through a partial flow dilution system shall be set to eliminate water condensation in the system, and to obtain a filter face temperature between 315 K (42 °C) and 325 K (52 °C).
The emission analysers shall be set at zero and spanned. If sample bags are used, they shall be evacuated.
The stabilised engine shall be started within 5 min after completion of warm-up according to the starting procedure recommended by the manufacturer in the owner's manual, using either a production starter motor or the dynamometer. Optionally, the test may start within 5 min of the engine preconditioning phase without shutting the engine off, when the engine has been brought to an idle condition.
The test sequence shall commence when the engine is started from shut down after the preconditioning phase or from idle conditions when starting directly from the preconditioning phase with the engine running. The test shall be performed according to the reference cycle as set out in Annex III, Appendix 4. Engine speed and torque command set points shall be issued at 5 Hz (10 Hz recommended) or greater. The set points shall be calculated by linear interpolation between the 1 Hz set points of the reference cycle. Feedback engine speed and torque shall be recorded at least once every second during the test cycle, and the signals may be electronically filtered.
At the start of the engine or test sequence, if the cycle is started directly from preconditioning, the measuring equipment shall be started, simultaneously:
start collecting or analysing dilution air, if a full-flow dilution system is used,
start collecting or analysing raw or diluted exhaust gas, depending on the method used,
start measuring the amount of diluted exhaust gas and the required temperatures and pressures,
start recording the exhaust gas mass flow rate, if raw exhaust gas analysis is used,
recording the feedback data of speed and torque of the dynamometer.
If raw exhaust measurement is used, the emission concentrations (HC, CO and NO x ) and the exhaust gas mass flow rate shall be measured continuously and stored with at least 2 Hz on a computer system. All other data may be recorded with a sample rate of at least 1 Hz. For analogue analysers the response shall be recorded, and the calibration data may be applied online or offline during the data evaluation.
If a full flow dilution system is used, HC and NO x shall be measured continuously in the dilution tunnel with a frequency of at least 2 Hz. The average concentrations shall be determined by integrating the analyser signals over the test cycle. The system response time shall be no greater than 20 s, and shall be coordinated with CVS flow fluctuations and sampling time/test cycle offsets, if necessary. CO and CO 2 shall be determined by integration or by analysing the concentrations in the sample bag collected over the cycle. The concentrations of the gaseous pollutants in the dilution air shall be determined by integration or by collection in the background bag. All other parameters that need to be measured shall be recorded with a minimum of one measurement per second (1 Hz).
At the start of the engine or test sequence, if the cycle is started directly from preconditioning, the particulate sampling system shall be switched from by-pass to collecting particulates.
If a partial flow dilution system is used, the sample pump(s) shall be adjusted so that the flow rate through the particulate sample probe or transfer tube is maintained proportional to the exhaust mass flow rate.
If a full flow dilution system is used, the sample pump(s) shall be adjusted so that the flow rate through the particulate sample probe or transfer tube is maintained at a value within ± 5 % of the set flow rate. If flow compensation (i.e., proportional control of sample flow) is used, it must be demonstrated that the ratio of main tunnel flow to particulate sample flow does not change by more than ± 5 % of its set value (except for the first 10 seconds of sampling).
NOTE: For double dilution operation, sample flow is the net difference between the flow rate through the sample filters and the secondary dilution airflow rate. U.K.
The average temperature and pressure at the gas meter(s) or flow instrumentation inlet shall be recorded. If the set flow rate cannot be maintained over the complete cycle (within ± 5 %) because of high particulate loading on the filter, the test shall be voided. The test shall be rerun using a lower flow rate and/or a larger diameter filter.
If the engine stalls anywhere during the test cycle, the engine shall be preconditioned and restarted, and the test repeated. If a malfunction occurs in any of the required test equipment during the test cycle, the test shall be voided.
At the completion of the test, the measurement of the exhaust gas mass flow rate, the diluted exhaust gas volume, the gas flow into the collecting bags and the particulate sample pump shall be stopped. For an integrating analyser system, sampling shall continue until system response times have elapsed.
The concentrations of the collecting bags, if used, shall be analysed as soon as possible and in any case not later than 20 minutes after the end of the test cycle.
After the emission test, a zero gas and the same span gas shall be used for re-checking the analysers. The test will be considered acceptable if the difference between the pre-test and post-test results is less than 2 % of the span gas value.
The particulate filters shall be returned to the weighing chamber no later than one hour after completion of the test. They shall be conditioned in a petri dish, which is protected against dust contamination and allows air exchange, for at least one hour, and then weighed. The gross weight of the filters shall be recorded.
To minimise the biasing effect of the time lag between the feedback and reference cycle values, the entire engine speed and torque feedback signal sequence may be advanced or delayed in time with respect to the reference speed and torque sequence. If the feedback signals are shifted, both speed and torque must be shifted by the same amount in the same direction.
The actual cycle work Wact (kWh) shall be calculated using each pair of engine feedback speed and torque values recorded. The actual cycle work Wact is used for comparison to the reference cycle work Wref and for calculating the brake specific emissions. The same methodology shall be used for integrating both reference and actual engine power. If values are to be determined between adjacent reference or adjacent measured values, linear interpolation shall be used.
In integrating the reference and actual cycle work, all negative torque values shall be set equal to zero and included. If integration is performed at a frequency of less than 5 Hertz, and if, during a given time segment, the torque value changes from positive to negative or negative to positive, the negative portion shall be computed and set equal to zero. The positive portion shall be included in the integrated value.
Wact shall be between – 15 % and + 5 % of Wref.
Linear regressions of the feedback values on the reference values shall be performed for speed, torque and power. This shall be done after any feedback data shift has occurred, if this option is selected. The method of least squares shall be used, with the best fit equation having the form:
y = mx + b
where:
=
feedback (actual) value of speed (min -1 ), torque (N·m), or power (kW)
=
slope of the regression line
=
reference value of speed (min -1 ), torque (N·m), or power (kW)
=
y intercept of the regression line
The standard error of estimate (SE) of y on x and the coefficient of determination (r 2 ) shall be calculated for each regression line.
It is recommended that this analysis be performed at 1 Hertz. For a test to be considered valid, the criteria of Table 1 must be met.
| Speed | Torque | Power | |
|---|---|---|---|
| Standard error of estimate (SE) of Y on X | max 100 min -1 | max 13 % of power map maximum engine torque | max 8 % of power map maximum engine power |
| Slope of the regression line, m | 0,95 to 1,03 | 0,83 — 1,03 | 0,89 — 1,03 |
| Coefficient of determination, r 2 | min 0,97 | min 0,88 | min 0,91 |
| Y intercept of the regression line, b | ± 50 min -1 | ± 20 N·m or ± 2 % of max torque, whichever is greater | ± 4 kW or ± 2 % of max power, whichever is greater |
For regression purposes only, point deletions are permitted where noted in Table 2 before doing the regression calculation. However, those points must not be deleted for the calculation of cycle work and emissions. An idle point is defined as a point having a normalised reference torque of 0 % and a normalised reference speed of 0 %. Point deletion may be applied to the whole or to any part of the cycle.
| Condition | Speed and/or torque and/or power points which may be deleted with reference to the conditions listed in the left column |
|---|---|
| First 24 (±1) s and last 25 s | Speed, torque and power |
| Wide open throttle, and torque feedback < 95 % torque reference | Torque and/or power |
| Wide open throttle, and speed feedback < 95 % speed reference | Speed and/or power |
| Closed throttle, speed feedback > idle speed + 50 min -1 , and torque feedback > 105 % torque reference | Torque and/or power |
| Closed throttle, speed feedback ≤ idle speed + 50 min -1 , and torque feedback = Manufacturer defined/measured idle torque ± 2 % of max torque | Speed and/or power |
| Closed throttle and speed feedback > 105 % speed reference | Speed and/or power] |
Gaseous and particulate components emitted by the engine submitted for testing shall be measured by the methods described in Annex VI. The methods of Annex VI describe the recommended analytical systems for the gaseous emissions (Section 1.1) and the recommended particulate dilution and sampling systems (Section 1.2).
An engine dynamometer with adequate characteristics to perform the test cycle described in Annex III, Section 3.7.1 shall be used. The instrumentation for torque and speed measurement shall allow the measurement of the power within the given limits. Additional calculations may be necessary. The accuracy of the measuring equipment must be such that the maximum tolerances of the figures given in point 1.3 are not exceeded.
The exhaust gas flow shall be determined by one of the methods mentioned in sections 1.2.1 to 1.2.4.
Direct measurement of the exhaust flow by flow nozzle or equivalent metering system (for detail see ISO 5167:2000).
Note: Direct gaseous flow measurement is a difficult task. Precautions must be taken to avoid measurement errors that will impact emission value errors. U.K.
Measurement of the airflow and the fuel flow.
Air flow-meters and fuel flow-meters with the accuracy defined in Section 1.3 shall be used.
The calculation of the exhaust gas flow is as follows:
G EXHW = G AIRW + G FUEL (for wet exhaust mass)
Exhaust mass calculation from fuel consumption and exhaust gas concentrations using the carbon balance method (Annex III, Appendix 3).
This method involves measurement of the concentration of a tracer gas in the exhaust. A known amount of an inert gas (e.g. pure helium) shall be injected into the exhaust gas flow as a tracer. The gas is mixed and diluted by the exhaust gas, but must not react in the exhaust pipe. The concentration of the gas shall then be measured in the exhaust gas sample.
In order to ensure complete mixing of the tracer gas, the exhaust gas sampling probe shall be located at least 1 m or 30 times the diameter of the exhaust pipe, whichever is larger, downstream of the tracer gas injection point. The sampling probe may be located closer to the injection point if complete mixing is verified by comparing the tracer gas concentration with the reference concentration when the tracer gas is injected upstream of the engine.
The tracer gas flow rate shall be set so that the tracer gas concentration at engine idle speed after mixing becomes lower than the full scale of the trace gas analyser.
The calculation of the exhaust gas flow is as follows:
where
=
instantaneous exhaust mass flow (kg/s)
=
tracer gas flow (cm 3 /min)
=
instantaneous concentration of the tracer gas after mixing, (ppm)
=
density of the exhaust gas (kg/m 3 )
=
background concentration of the tracer gas in the intake air (ppm)
The background concentration of the tracer gas ( conc a ) may be determined by averaging the background concentration measured immediately before and after the test run.
When the background concentration is less than 1 % of the concentration of the tracer gas after mixing ( conc mix. ) at maximum exhaust flow, the background concentration may be neglected.
The total system shall meet the accuracy specifications for the exhaust gas flow and shall be calibrated according to Appendix 2, Section 1.11.2.
This method involves exhaust mass calculation from the air flow and the air to fuel ratio. The calculation of the instantaneous exhaust gas mass flow is as follows:
where
=
stoichiometric air/fuel ratio (kg/kg)
=
relative air/fuel ratio
=
dry CO 2 concentration ( %)
=
dry CO concentration (ppm)
=
HC concentration (ppm)
Note: The calculation refers to a diesel fuel with a H/C ratio equal to 1,8. U.K.
The air flowmeter shall meet the accuracy specifications in Table 3, the CO 2 analyser used shall meet the specifications of clause 1.4.1, and the total system shall meet the accuracy specifications for the exhaust gas flow.
Optionally, air to fuel ratio measurement equipment, such as a zirconia type sensor, may be used for the measurement of the relative air to fuel ratio in accordance with the specifications of clause 1.4.4.
When using a full flow dilution system, the total flow of the dilute exhaust (G TOTW ) shall be measured with a PDP or CFV or SSV (Annex VI, Section 1.2.1.2) The accuracy shall conform to the provisions of Annex III, Appendix 2, Section 2.2.
The calibration of all measurement instruments shall be traceable to national or international standards and comply with the requirements listed in Table 3.
| No | Measuring instrument | Accuracy |
|---|---|---|
| 1 | Engine speed | ± 2 % of reading or ± 1 % of engine's max. value whichever is larger |
| 2 | Torque | ± 2 % of reading or ± 1 % of engine's max. value whichever is larger |
| 3 | Fuel consumption | ± 2 % of engine's max. value |
| 4 | Air consumption | ± 2 % of reading or ± 1 % of engine's max. value whichever is larger |
| 5 | Exhaust gas flow | ± 2,5 % of reading or ± 1,5 % of engine's max. value whichever is larger |
| 6 | Temperatures ≤ 600 K | ± 2 K absolute |
| 7 | Temperatures > 600 K | ± 1 % of reading |
| 8 | Exhaust gas pressure | ± 0,2 kPa absolute |
| 9 | Intake air depression | ± 0,05 kPa absolute |
| 10 | Atmospheric pressure | ± 0,1 kPa absolute |
| 11 | Other pressures | ± 0,1 kPa absolute |
| 12 | Absolute humidity | ± 5 % of reading |
| 13 | Dilution air flow | ± 2 % of reading |
| 14 | Diluted exhaust gas flow | ± 2 % of reading |
The analysers shall have a measuring range appropriate for the accuracy required to measure the concentrations of the exhaust gas components (section1.4.1.1). It is recommended that the analysers be operated in such a way that the measured concentration falls between 15 % and 100 % of full scale.
If the full scale value is 155 ppm (or ppm C) or less or if read-out systems (computers, data loggers) that provide sufficient accuracy and resolution below 15 % of full scale are used, concentrations below 15 % of full scale are also acceptable. In this case, additional calibrations are to be made to ensure the accuracy of the calibration curves – Annex III, Appendix 2, section 1.5.5.2.
The electromagnetic compatibility (EMC) of the equipment shall be on a level as to minimise additional errors.
The analyser shall not deviate from the nominal calibration point by more than ± 2 % of the reading or ± 0,3 % of full scale, whichever is larger.
NOTE: For the purpose of this standard, accuracy is defined as the deviation of the analyser reading from the nominal calibration values using a calibration gas (≡ true value) U.K.
The repeatability, defined as 2,5 times the standard deviation of 10 repetitive responses to a given calibration or span gas, must be no greater than ± 1 % of full scale concentration for each range used above 155 ppm (or ppm C) or ± 2 % of each range used below 155 ppm (or ppm C).
The analyser peak-to-peak response to zero and calibration or span gases over any 10-second period shall not exceed 2 % of full scale on all ranges used.
The zero drift during a one-hour period shall be less than 2 % of full scale on the lowest range used. The zero response is defined as the mean response, including noise, to a zero gas during a 30-second time interval.
The span drift during a one-hour period shall be less than 2 % of full scale on the lowest range used. Span is defined as the difference between the span response and the zero response. The span response is defined as the mean response, including noise, to a span gas during a 30-second time interval.
The optional gas drying device must have a minimal effect on the concentration of the measured gases. Chemical dryers are not an acceptable method of removing water from the sample.
Sections 1.4.3.1 to 1.4.3.5 of this Appendix describe the measurement principles to be used. A detailed description of the measurement systems is given in Annex VI.
The gases to be measured shall be analysed with the following instruments. For non-linear analysers, the use of linearising circuits is permitted.
The carbon monoxide analyser shall be of the non-dispersive infra-red (NDIR) absorption type.
The carbon dioxide analyser shall be of the non-dispersive infra-red (NDIR) absorption type.
The hydrocarbon analyser shall be of the heated flame ionization detector (HFID) type with detector, valves, pipework, etc, heated so as to maintain a gas temperature of 463 K (190 °C) ± 10 K.
The oxides of nitrogen analyser shall be of the chemiluminescent detector (CLD) or heated chemiluminescent detector (HCLD) type with a NO 2 /NO converter, if measured on a dry basis. If measured on a wet basis, a HCLD with converter maintained above 328 K (55 °C) shall be used, provided the water quench check (Annex III, Appendix 2, section 1.9.2.2) is satisfied.
For both CLD and HCLD, the sampling path shall be maintained at a wall temperature of 328 K to 473 K (55 to 200 °C) up to the converter for dry measurement, and up to the analyser for wet measurement.
The air to fuel measurement equipment used to determine the exhaust gas flow as specified in section 1.2.5 shall be a wide range air to fuel ratio sensor or lambda sensor of Zirconia type.
The sensor shall be mounted directly on the exhaust pipe where the exhaust gas temperature is high enough to eliminate water condensation.
The accuracy of the sensor with incorporated electronics shall be within:
± 3 % of reading λ < 2
± 5 % of reading 2 ≤ λ < 5
± 10 % of reading 5 ≤ λ
To fulfil the accuracy specified above, the sensor shall be calibrated as specified by the instrument manufacturer.
The gaseous emissions sampling probes must be fitted at least 0,5 m or three times the diameter of the exhaust pipe — whichever is the larger — upstream of the exit of the exhaust gas system as far as applicable and sufficiently close to the engine as to ensure an exhaust gas temperature of at least 343 K (70 °C) at the probe.
In the case of a multi-cylinder engine with a branched exhaust manifold, the inlet of the probe shall be located sufficiently far downstream so as to ensure that the sample is representative of the average exhaust emissions from all cylinders. In multi-cylinder engines having distinct groups of manifolds, such as in a ‘ V ’ -engine configuration, it is permissible to acquire a sample from each group individually and calculate an average exhaust emission. Other methods which have been shown to correlate with the above methods may be used. For exhaust emissions calculation the total exhaust mass flow of the engine must be used.
If the composition of the exhaust gas is influenced by any exhaust after-treatment system, the exhaust sample must be taken upstream of this device in the tests of stage I and downstream of this device in the tests of stage II. When a full flow dilution system is used for the determination of the particulates, the gaseous emissions may also be determined in the diluted exhaust gas. The sampling probes shall be close to the particulate sampling probe in the dilution tunnel (Annex VI, section 1.2.1.2, DT and Section 1.2.2, PSP). CO and CO 2 may optionally be determined by sampling into a bag and subsequent measurement of the concentration in the sampling bag.
The determination of the particulates requires a dilution system. Dilution may be accomplished by a partial flow dilution system or a full flow dilution system. The flow capacity of the dilution system shall be large enough to completely eliminate water condensation in the dilution and sampling systems, and maintain the temperature of the diluted exhaust gas between 315 K (42 °C) and 325 K (52 °C) immediately upstream of the filter holders. De-humidifying the dilution air before entering the dilution system is permitted, if the air humidity is high. Dilution air pre-heating above the temperature limit of 303 K (30 °C) is recommended, if the ambient temperature is below 293 K (20 °C). However, the diluted air temperature must not exceed 325 K (52 °C) prior to the introduction of the exhaust in the dilution tunnel.
Note: For steady-state procedure, the filter temperature may be kept at or below the maximum temperature of 325 K (52 °C) instead of respecting the temperature range of 42 to 52 °C. U.K.
For a partial flow dilution system, the particulate sampling probe must be fitted close to and upstream of the gaseous probe as defined in Section 4.4 and in accordance with Annex VI, section 1.2.1.1, figure 4-12 EP and SP.
The partial flow dilution system has to be designed to split the exhaust stream into two fractions, the smaller one being diluted with air and subsequently used for particulate measurement. From that it is essential that the dilution ratio be determined very accurately. Different splitting methods can be applied, whereby the type of splitting used dictates to a significant degree the sampling hardware and procedures to be used (Annex VI, section 1.2.1.1).
To determine the mass of the particulates, a particulate sampling system, particulate sampling filters, a microgram balance and a temperature and humidity controlled weighing chamber are required.
For particulate sampling, two methods may be applied:
the single filter method uses one pair of filters (1.5.1.3 of this Appendix) for all modes of the test cycle. Considerable attention must be paid to sampling times and flows during the sampling phase of the test. However, only one pair of filters will be required for the test cycle,
the multiple filter method dictates that one pair of filters (section 1.5.1.3 of this Appendix) is used for each of the individual modes of the test cycle. This method allows more lenient sample procedures but uses more filters.
Fluorocarbon coated glass fibre filters or fluorocarbon based membrane filters are required for certification tests. For special applications different filter materials may be used. All filter types shall have a 0,3 μm DOP (di-octylphthalate) collection efficiency of at least 99 % at a gas face velocity between 35 and 100 cm/s. When performing correlation tests between laboratories or between a manufacturer and an approval authority, filters of identical quality must be used.
Particulate filters must have a minimum diameter of 47 mm (37 mm stain diameter). Larger diameter filters are acceptable (section 1.5.1.5).
The diluted exhaust shall be sampled by a pair of filters placed in series (one primary and one back-up filter) during the test sequence. The back-up filter shall be located no more than 100 mm downstream of, and shall not be in contact with, the primary filter. The filters may be weighed separately or as a pair with the filters placed stain side to stain side.
A gas face velocity through the filter of 35 to 100 cm/s shall be achieved. The pressure drop increase between the beginning and the end of the test shall be no more than 25 kPa.
The recommended minimum filter loadings for the most common filter sizes are shown in the following table. For larger filter sizes, the minimum filter loading shall be 0,065 mg/ 1 000 mm 2 filter area.
| Filter diameter (mm) | Recommended stain diameter (mm) | Recommended minimum loading (mg) |
|---|---|---|
| 47 | 37 | 0,11 |
| 70 | 60 | 0,25 |
| 90 | 80 | 0,41 |
| 110 | 100 | 0,62 |
For the multiple filter method, the recommended minimum filter loading for the sum of all filters shall be the product of the appropriate value above and the square root of the total number of modes.
The temperature of the chamber (or room) in which the particulate filters are conditioned and weighed shall be maintained to within 295 K (22 °C) ± 3 K during all filter conditioning and weighing. The humidity shall be maintained to a dew point of 282,5 (9,5 °C) ± 3 K and a relative humidity of 45 ± 8 %.
The chamber (or room) environment shall be free of any ambient contaminants (such as dust) that would settle on the particulate filters during their stabilisation. Disturbances to weighing room specifications as outlined in section 1.5.2.1 will be allowed if the duration of the disturbances does not exceed 30 minutes. The weighing room should meet the required specifications prior to personnel entrance into the weighing room. At least two unused reference filters or reference filter pairs shall be weighed within four hours of, but preferably at the same time as the sample filter (pair) weighing. They shall be the same size and material as the sample filters.
If the average weight of the reference filters (reference filter pairs) changes between sample filter weighing by more than 10μg, then all sample filters shall be discarded and the emissions test repeated.
If the weighing room stability criteria outlined in section 1.5.2.1 is not met, but the reference filter (pair) weighing meet the above criteria, the engine manufacturer has the option of accepting the sample filter weights or voiding the tests, fixing the weighing room control system and re-running the test.
The analytical balance used to determine the weights of all filters shall have a precision (standard deviation) of 2 μg and a resolution of 1 μg (1 digit = 1 μg) specified by the balance manufacturer.
To eliminate the effects of static electricity, the filters shall be neutralised prior to weighing, for example, by a Polonium neutraliser or a device of similar effect.
All parts of the dilution system and the sampling system from the exhaust pipe up to the filter holder, which are in contact with raw and diluted exhaust gas, must be designed to minimise deposition or alteration of the particulates. All parts must be made of electrically conductive materials that do not react with exhaust gas components, and must be electrically grounded to prevent electrostatic effects.
Gaseous and particulate components emitted by the engine submitted for testing shall be measured by the methods of Annex VI. The methods of Annex VI describe the recommended analytical systems for the gaseous emissions (Section 1.1) and the recommended particulate dilution and sampling systems (Section 1.2).
The following equipment shall be used for emission tests of engines on engine dynamometers:
An engine dynamometer shall be used with adequate characteristics to perform the test cycle described in Appendix 4 to this Annex. The instrumentation for torque and speed measurement shall allow the measurement of the power within the given limits. Additional calculations may be necessary. The accuracy of the measuring equipment must be such that the maximum tolerances of the figures given in Table 3 are not exceeded.
Measuring instruments for fuel consumption, air consumption, temperature of coolant and lubricant, exhaust gas pressure and intake manifold depression, exhaust gas temperature, air intake temperature, atmospheric pressure, humidity and fuel temperature shall be used, as required. These instruments shall satisfy the requirements given in Table 3:
| No. | Measuring instrument | accuracy |
|---|---|---|
| 1 | Engine speed | ± 2 % of reading or ± 1 % of engine's max. value, whichever is larger |
| 2 | Torque | ± 2 % of reading or ± 1 % of engine's max. value, whichever is larger |
| 3 | Fuel consumption | ± 2 % of engine's max. value |
| 4 | Air consumption | ± 2 % of reading or ± 1 % of engine's max. value, whichever is larger |
| 5 | Exhaust gas flow | ± 2,5 % of reading or ± 1,5 % of engine's max. value, whichever is larger |
| 6 | Temperatures ≤ 600 K | ± 2 K absolute |
| 7 | Temperatures > 600 K | ± 1 % of reading |
| 8 | Exhaust gas pressure | ± 0,2 kPa absolute |
| 9 | Intake air depression | ± 0,05 kPa absolute |
| 10 | Atmospheric pressure | ± 0,1 kPa absolute |
| 11 | Other pressures | ± 0,1 kPa absolute |
| 12 | Absolute humidity | ± 5 % of reading |
| 13 | Dilution air flow | ± 2 % of reading |
| 14 | Diluted exhaust gas flow | ± 2 % of reading |
For calculating the emissions in the raw exhaust gas and for controlling a partial flow dilution system, it is necessary to know the exhaust gas mass flow rate. For determining the exhaust mass flow rate, either of the methods described below may be used.
For the purpose of emissions calculation, the response time of either method described below shall be equal to or less than the requirement for the analyser response time, as defined in Appendix 2, Section 1.11.1.
For the purpose of controlling a partial flow dilution system, a faster response is required. For partial flow dilution systems with online control, a response time of ≤ 0,3 s is required. For partial flow dilution systems with look ahead control based on a pre-recorded test run, a response time of the exhaust flow measurement system of ≤ 5 s with a rise time of ≤ 1 s is required. The system response time shall be specified by the instrument manufacturer. The combined response time requirements for exhaust gas flow and partial flow dilution system are indicated in Section 2.4.
Direct measurement of the instantaneous exhaust flow may be done by systems, such as:
pressure differential devices, like flow nozzle, (for details see ISO 5167: 2000)
ultrasonic flowmeter
vortex flowmeter.
Precautions shall be taken to avoid measurement errors, which will impact emission value errors. Such precautions include the careful 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 must not be affected by the installation of the device.
The flowmeters shall meet the accuracy specifications of Table 3.
This involves measurement of the airflow and the fuel flow with suitable flowmeters. The calculation of the instantaneous exhaust gas flow is as follows:
G EXHW = G AIRW + G FUEL (for wet exhaust mass)
The flowmeters shall meet the accuracy specifications of Table 3, but shall also be accurate enough to also meet the accuracy specifications for the exhaust gas flow.
This involves measurement of the concentration of a tracer gas in the exhaust.
A known amount of an inert gas (e.g. pure helium) shall be injected into the exhaust gas flow as a tracer. The gas is mixed and diluted by the exhaust gas, but must not react in the exhaust pipe. The concentration of the gas shall then be measured in the exhaust gas sample.
In order to ensure complete mixing of the tracer gas, the exhaust gas sampling probe shall be located at least 1 m or 30 times the diameter of the exhaust pipe, whichever is larger, downstream of the tracer gas injection point. The sampling probe may be located closer to the injection point if complete mixing is verified by comparing the tracer gas concentration with the reference concentration when the tracer gas is injected upstream of the engine.
The tracer gas flow rate shall be set so that the tracer gas concentration at engine idle speed after mixing becomes lower than the full scale of the trace gas analyser.
The calculation of the exhaust gas flow is as follows:
where
=
instantaneous exhaust mass flow (kg/s)
=
tracer gas flow (cm 3 /min)
=
instantaneous concentration of the tracer gas after mixing (ppm)
=
density of the exhaust gas (kg/m 3 )
=
background concentration of the tracer gas in the intake air (ppm)
The background concentration of the tracer gas ( conc a ) may be determined by averaging the background concentration measured immediately before the test run and after the test run.
When the background concentration is less than 1 % of the concentration of the tracer gas after mixing ( conc mix. ) at maximum exhaust flow, the background concentration may be neglected.
The total system shall meet the accuracy specifications for the exhaust gas flow, and shall be calibrated according to Appendix 2, paragraph 1.11.2.
This involves exhaust mass calculation from the airflow and the air to fuel ratio. The calculation of the instantaneous exhaust gas mass flow is as follows:
where
=
stoichiometric air/fuel ratio (kg/kg)
=
relative air/fuel ratio
=
dry CO 2 concentration ( %)
=
dry CO concentration (ppm)
=
HC concentration (ppm)
Note: The calculation refers to a diesel fuel with a H/C ratio equal to 1,8. U.K.
The air flowmeter shall meet the accuracy specifications in Table 3, the CO 2 analyser used shall meet the specifications of section 2.3.1, and the total system shall meet the accuracy specifications for the exhaust gas flow.
Optionally, air to fuel ratio measurement equipment, such as a zirconia type sensor, may be used for the measurement of the excess air ratio in accordance with the specifications of section 2.3.4.
For calculation of the emissions in the diluted exhaust gas, it is necessary to know the diluted exhaust gas mass flow rate. The total diluted exhaust gas flow over the cycle (kg/test) shall be calculated from the measurement values over the cycle and the corresponding calibration data of the flow measurement device ( V 0 for PDP, K V for CFV, C d for SSV): the corresponding methods described in Appendix 3, section 2.2.1 shall be used. If the total sample mass of particulates and gaseous pollutants exceeds 0,5 % of the total CVS flow, the CVS flow shall be corrected or the particulate sample flow shall be returned to the CVS prior to the flow measuring device.
The analysers shall have a measuring range appropriate for the accuracy required to measure the concentrations of the exhaust gas components (section 1.4.1.1). It is recommended that the analysers be operated in such a way that the measured concentration falls between 15 and 100 % of full scale.
If the full scale value is 155 ppm (or ppm C) or less, or if read-out systems (computers, data loggers) that provide sufficient accuracy and resolution below 15 % of full scale are used, concentrations below 15 % of full scale are also acceptable. In this case, additional calibrations are to be made to ensure the accuracy of the calibration curves – Annex III, Appendix 2, section 1.5.5.2.
The electromagnetic compatibility (EMC) of the equipment shall be of a level such as to minimise additional errors.
The analyser shall not deviate from the nominal calibration point by more than ± 2 % of the reading or ± 0,3 % of full scale, whichever is larger.
Note: For the purpose of this standard, accuracy is defined as the deviation of the analyser reading from the nominal calibration values using a calibration gas (≡ true value). U.K.
The repeatability, defined as 2,5 times the standard deviation of 10 repetitive responses to a given calibration or span gas, must be no greater than ± 1 % of full scale concentration for each range used above 155 ppm (or ppm C) or ± 2 % for each range used below 155 ppm (or ppm C).
The analyser peak-to-peak response to zero and calibration or span gases over any 10-second period shall not exceed 2 % of full scale on all ranges used.
The zero drift during a one-hour period shall be less than 2 % of full scale on the lowest range used. The zero response is defined as the mean response, including noise, to a zero gas during a 30-second time interval.
The span drift during a one-hour period shall be less than 2 % of full scale on the lowest range used. Span is defined as the difference between the span response and the zero response. The span response is defined as the mean response, including noise, to a span gas during a 30-second time interval.
For raw exhaust gas analysis, the rise time of the analyser installed in the measurement system shall not exceed 2,5 s.
NOTE: Only evaluating the response time of the analyser alone will not clearly define the suitability of the total system for transient testing. Volumes, and especially dead volumes, through out the system will not only affect the transportation time from the probe to the analyser, but also affect the rise time. Also transport times inside of an analyser would be defined as analyser response time, like the converter or water traps inside of a NO x analysers. The determination of the total system response time is described in Appendix 2, Section 1.11.1. U.K.
Same specifications as for NRSC test cycle apply (Section 1.4.2) as described here below.
The optional gas drying device must have a minimal effect on the concentration of the measured gases. Chemical dryers are not an acceptable method of removing water from the sample.
Same specifications as for NRSC test cycle apply (Section 1.4.3) as described here below.
The gases to be measured shall be analysed with the following instruments. For non-linear analysers, the use of linearising circuits is permitted.
The carbon monoxide analyser shall be of the non-dispersive infra-red (NDIR) absorption type.
The carbon dioxide analyser shall be of the non-dispersive infra-red (NDIR) absorption type.
The hydrocarbon analyser shall be of the heated flame ionization detector (HFID) type with detector, valves, pipework, etc, heated so as to maintain a gas temperature of 463K (190 °C) ± 10 K.
The oxides of nitrogen analyser shall be of the chemiluminescent detector (CLD) or heated chemiluminescent detector (HCLD) type with a NO 2 /NO converter, if measured on a dry basis. If measured on a wet basis, a HCLD with converter maintained above 328 K (55 °C shall be used, provided the water quench check (Annex III, Appendix 2, section 1.9.2.2) is satisfied.
For both CLD and HCLD, the sampling path shall be maintained at a wall temperature of 328K to 473 K (55 to 200 °C) up to the converter for dry measurement, and up to the analyser for wet measurement.
The air to fuel measurement equipment used to determine the exhaust gas flow as specified in section 2.2.3 shall be a wide range air to fuel ratio sensor or lambda sensor of Zirconia type.
The sensor shall be mounted directly on the exhaust pipe where the exhaust gas temperature is high enough to eliminate water condensation.
The accuracy of the sensor with incorporated electronics shall be within:
± 3 % of reading λ < 2
± 5 % of reading 2 ≤ λ < 5
± 10 % of reading 5 ≤ λ
To fulfil the accuracy specified above, the sensor shall be calibrated as specified by the instrument manufacturer.
For calculation of the emissions in the raw exhaust gas the same specifications as for NRSC test cycle apply (Section 1.4.4), as described here below.
The gaseous emissions sampling probes must be fitted at least 0,5 m or three times the diameter of the exhaust pipe — whichever is the larger — upstream of the exit of the exhaust gas system as far as applicable and sufficiently close to the engine as to ensure an exhaust gas temperature of at least 343 K (70 °C) at the probe.
In the case of a multicylinder engine with a branched exhaust manifold, the inlet of the probe shall be located sufficiently far downstream so as to ensure that the sample is representative of the average exhaust emissions from all cylinders. In multicylinder engines having distinct groups of manifolds, such as in a ‘ V ’ -engine configuration, it is permissible to acquire a sample from each group individually and calculate an average exhaust emission. Other methods which have been shown to correlate with the above methods may be used. For exhaust emissions calculation the total exhaust mass flow of the engine must be used.
If the composition of the exhaust gas is influenced by any exhaust after-treatment system, the exhaust sample must be taken upstream of this device in the tests of stage I and downstream of this device in the tests of stage II.
If a full flow dilution system is used, the following specifications apply.
The exhaust pipe between the engine and the full flow dilution system shall conform to the requirements of Annex VI.
The gaseous emissions sample probe(s) shall be installed in the dilution tunnel at a point where the dilution air and exhaust gas are well mixed, and in close proximity to the particulates sampling probe.
Sampling can generally be done in two ways:
the pollutants are sampled into a sampling bag over the cycle and measured after completion of the test,
the pollutants are sampled continuously and integrated over the cycle; this method is mandatory for HC and NO x .
The background concentrations shall be sampled upstream of the dilution tunnel into a sampling bag, and shall be subtracted from the emissions concentration according to Appendix 3, Section 2.2.3.
Determination of the particulates requires a dilution system. Dilution may be accomplished by a partial flow dilution system or a full flow dilution system. The flow capacity of the dilution system shall be large enough to completely eliminate water condensation in the dilution and sampling systems, and maintain the temperature of the diluted exhaust gas between 315 K (42 °C) and 325 K (52 °C) immediately upstream of the filter holders. De-humidifying the dilution air before entering the dilution system is permitted, if the air humidity is high. Dilution air pre-heating above the temperature limit of 303 K (30 °C) is recommended if the ambient temperature is below 293 K (20 °C). However, the diluted air temperature must not exceed 325 K (52 °C) prior to the introduction of the exhaust in the dilution tunnel.
The particulate sampling probe shall be installed in close proximity to the gaseous emissions sampling probe, and the installation shall comply with the provisions of Section 2.3.5.
To determine the mass of the particulates, a particulate sampling system, particulate sampling filters, microgram balance, and a temperature and humidity controlled weighing chamber, are required.
Partial flow dilution system specifications
The partial flow dilution system has to be designed to split the exhaust stream into two fractions, the smaller one being diluted with air and subsequently used for particulate measurement. For this it is essential that the dilution ratio be determined very accurately. Different splitting methods can be applied, whereby the type of splitting used dictates to a significant degree the sampling hardware and procedures to be used (Annex VI, section 1.2.1.1).
For the control of a partial flow dilution system, a fast system response is required. The transformation time for the system shall be determined by the procedure described in Appendix 2, Section 1.11.1.
If the combined transformation time of the exhaust flow measurement (see previous section) and the partial flow system is less than 0,3 s, online control may be used. If the transformation time exceeds 0,3 s, look ahead control based on a pre-recorded test run must be used. In this case, the rise time shall be ≤ 1 s and the delay time of the combination ≤ 10 s.
The total system response shall be designed as to ensure a representative sample of the particulates, G SE , proportional to the exhaust mass flow. To determine the proportionality, a regression analysis of G SE versus G EXHW shall be conducted on a minimum 5 Hz data acquisition rate, and the following criteria shall be met:
the correlation coefficient r of the linear regression between G SE and G EXHW shall be not less than 0,95,
the standard error of estimate of G SE on G EXHW shall not exceed 5 % of G SE maximum.
G SE intercept of the regression line shall not exceed ± 2 % of G SE maximum .
Optionally, a pre-test may be run, and the exhaust mass flow signal of the pre-test be used for controlling the sample flow into the particulate system (look-ahead control). Such a procedure is required if the transformation time of the particulate system, t 50,P or/and the transformation time of the exhaust mass flow signal, t 50,F are > 0,3 s. Acorrect control of the partial dilution system is obtained, if the time trace of G EXHW ,pre of the pre-test, which controls G SE , is shifted by a ‘look-ahead’ time of t 50,P + t 50,F .
For establishing the correlation between G SE and G EXHW the data taken during the actual test shall be used, with G EXHW time aligned by t 50,F relative to G SE (no contribution from t 50,P to the time alignment). That is, the time shift between G EXHW and G SE is the difference in their transformation times that were determined in Appendix 2, Section 2.6.
For partial flow dilution systems, the accuracy of the sample flow G SE is of special concern, if not measured directly, but determined by differential flow measurement:
G SE = G TOTW — G DILW
In this case an accuracy of ± 2 % for G TOTW and G DILW is not sufficient to guarantee acceptable accuracies of G SE. If the gas flow is determined by differential flow measurement, the maximum error of the difference shall be such that the accuracy of G SE is within ± 5 % when the dilution ratio is less than 15. It can be calculated by taking root-mean-square of the errors of each instrument.
Acceptable accuracies of G SE can be obtained by either of the following methods:
The absolute accuracies of G TOTW and G DILW are ± 0,2 % which guarantees an accuracy of G SE of ≤ 5 % at a dilution ratio of 15. However, greater errors will occur at higher dilution ratios.
Calibration of G DILW relative to G TOTW is carried out such that the same accuracies for G SE as in (a) are obtained. For the details of such a calibration see Appendix 2, Section 2.6.
The accuracy of G SE is determined indirectly from the accuracy of the dilution ratio as determined by a tracer gas, e.g. CO 2 . Again, accuracies equivalent to method (a) for G SE are required.
The absolute accuracy of G TOTW and G DILW is within ± 2 % of full scale, the maximum error of the difference between G TOTW and G DILW is within 0,2 %, and the linearity error is within ± 0,2 % of the highest G TOTW observed during the test.
Fluorocarbon coated glass fibre filters or fluorocarbon based membrane filters are required for certification tests. For special applications different filter materials may be used. All filter types shall have a 0,3 μm DOP (di-octylphthalate) collection efficiency of at least 99 % at a gas face velocity between 35 and 100 cm/s. When performing correlation tests between laboratories or between a manufacturer and an approval authority, filters of identical quality must be used.
Particulate filters must have a minimum diameter of 47 mm (37 mm stain diameter). Larger diameter filters are acceptable (section 2.4.1.5).
The diluted exhaust shall be sampled by a pair of filters placed in series (one primary and one back-up filter) during the test sequence. The back-up filter shall be located no more than 100mm downstream of, and shall not be in contact with, the primary filter. The filters may be weighed separately or as a pair with the filters placed stain side to stain side.
A gas face velocity through the filter of 35 to 100 cm/s shall be achieved. The pressure drop increase between the beginning and the end of the test shall be no more than 25 kPa.
The recommended minimum filter loadings for the most common filter sizes are shown in the following table. For larger filter sizes, the minimum filter loading shall be 0,065 mg/ 1 000 mm 2 filter area.
| Filter diameter (mm) | Recommended stain diameter (mm) | Recommended minimum loading (mg) |
|---|---|---|
| 47 | 37 | 0,11 |
| 70 | 60 | 0,25 |
| 90 | 80 | 0,41 |
| 110 | 100 | 0,62 |
The temperature of the chamber (or room) in which the particulate filters are conditioned and weighed shall be maintained to within 295 K (22 °C) ± 3 K during all filter conditioning and weighing. The humidity shall be maintained to a dewpoint of 282,5 (9,5 °C) ± 3 K and a relative humidity of 45 ± 8 %.
The chamber (or room) environment shall be free of any ambient contaminants (such as dust) that would settle on the particulate filters during their stabilisation. Disturbances to weighing room specifications as outlined in section 2.4.2.1 will be allowed if the duration of the disturbances does not exceed 30 minutes. The weighing room should meet the required specifications prior to personnel entrance into the weighing room. At least two unused reference filters or reference filter pairs shall be weighed within four hours of, but preferably at the same time as the sample filter (pair) weighing. They shall be the same size and material as the sample filters.
If the average weight of the reference filters (reference filter pairs) changes between sample filter weighing by more than 10 μg, then all sample filters shall be discarded and the emissions test repeated.
If the weighing room stability criteria outlined in section 2.4.2.1 are not met, but the reference filter (pair) weighing meet the above criteria, the engine manufacturer has the option of accepting the sample filter weights or voiding the tests, fixing the weighing room control system and re-running the test.
The analytical balance used to determine the weights of all filters shall have a precision (standard deviation) of 2 μg and a resolution of 1 μg (1 digit = 1 μg) specified by the balance manufacturer.
To eliminate the effects of static electricity, the filters shall be neutralised prior to weighing, for example, by a Polonium neutraliser or a device having similar effect.
All parts of the dilution system and the sampling system from the exhaust pipe up to the filter holder, which are in contact with raw and diluted exhaust gas, must be designed to minimise deposition or alteration of the particulates. All parts must be made of electrically conductive materials that do not react with exhaust gas components, and must be electrically grounded to prevent electrostatic effects.]
Each analyzer shall be calibrated as often as necessary to fulfil the accuracy requirements of this standard. The calibration method that shall be used is described in this paragraph for the analysers indicated in Appendix 1, section 1.4.3.
The shelf life of all calibration gases must be respected.
The expiry date of the calibration gases stated by the manufacturer shall be recorded.
The required purity of the gases is defined by the contamination limits given below. The following gases must be available for operation:
purified nitrogen
(contamination ≤ 1 ppm C, ≤ 1 ppm CO, ≤ 400 ppm CO2, ≤ 0,1 ppm NO)
purified oxygen
(purity > 99,5 % vol O2)
hydrogen-helium mixture
(40 ± 2 % hydrogen, balance helium)
(contamination ≤ 1 ppm C, ≤ 400 ppm [F6CO 2] )
purified synthetic air
(contamination ≤ 1 ppm C, ≤ 1 ppm CO, ≤ 400 ppm CO2, ≤ 0,1 ppm NO)
(oxygen content between 18 – 21 % vol)
Mixture of gases having the following chemical compositions shall be available:
C3H8 and purified synthetic air (see section 1.2.1)
CO and purified nitrogen
NO and purified nitrogen (the amount of NO2 contained in this calibration gas must not exceed 5 % of the NO content)
O2 and purified nitrogen
CO2 and purified nitrogen
CH4 and purified synthetic air
C2H6 and purified synthetic air
Note: other gas combinations are allowed provided the gases do not react with one another.U.K.
The true concentration of a calibration and span gas must be within ± 2 % of the nominal value. All concentrations of calibration gas shall be given on a volume basis (volume percent or volume ppm).
The gases used for calibration and span may also be obtained by means of a gas divider, diluting with purified N2 or with purified synthetic air. The accuracy of the mixing device must be such that the concentration of the diluted calibration gases may be determined to within ± 2 %.
[F4This accuracy implies that primary gases used for blending shall be known to have an accuracy of at least ± 1 %, traceable to national or international gas standards. The verification shall be performed at between 15 and 50 % of full scale for each calibration incorporating a blending device. An additional verification may be performed using another calibration gas, if the first verification has failed.
Optionally, the blending device may be checked with an instrument which by nature is linear, e.g. using NO gas with a CLD. The span value of the instrument shall be adjusted with the span gas directly connected to the instrument. The blending device shall be checked at the used settings and the nominal value shall be compared to the measured concentration of the instrument. This difference shall in each point be within ± 1 % of the nominal value.
Other methods may be used based on good engineering practice and with the prior agreement of the parties involved.
Note: A precision gas divider of accuracy is within ± 1 %, is recommended for establishing the accurate analyser calibration curve. The gas divider shall be calibrated by the instrument manufacturer.] U.K.
The operating procedure for analysers shall follow the start-up and operating instructions of the instrument manufacturer. The minimum requirements given in sections 1.4 to 1.9 shall be included.
A system leakage test shall be performed. The probe shall be disconnected from the exhaust system and the end plugged. The analyser pump shall be switched on. After an initial stabilization period all flow meters should read zero. If not, the sampling lines shall be checked and the fault corrected. The maximum allowable leakage rate on the vacuum side shall be 0,5 % of the in-use flow rate for the portion of the system being checked. The analyser flows and bypass flows may be used to estimate the in-use flow rates.
Another method is the introduction of a concentration step change at the beginning of the sampling line by switching from zero to span gas.
If after an adequate period of time the reading shows a lower concentration compared to the introduced concentration, this points to calibration or leakage problems.
The instrument assembly shall be calibrated and calibration curves checked against standard gases. The same gas flow rates shall be used as when sampling exhaust.
The warming-up time should be according to the recommendations of the manufacturer. If not specified, a minimum of two Hours is recommended for warming-up the analysers.
The NDIR analyser shall be tuned, as necessary, and the combustion flame of the HFID analyser shall be optimized (section 1.8.1).
Each normally used operating range shall be calibrated.
Using purified synthetic air (or nitrogen), the CO, CO2, Nox, HC and O2 analysers shall be set at zero.
The appropriate calibration gases shall be introduced to the analysers, the values recorded, and the calibration curve established according to section 1.5.6.
The zero setting shall be re-checked and the calibration procedure repeated, if necessary.
[F3The analyser calibration curve is established by at least six calibration points (excluding zero) spaced as uniformly as possible.] The highest nominal concentration must be equal to or higher than 90 % of full scale.
The calibration curve is calculated by the method of least squares. If the resulting polynomial degree is greater than three, the number of calibration points (zero included) must be at least equal to this polynomial degree plus two.
[F3The calibration curve must not differ by more than ± 2 % from the nominal value of each calibration point and by more than ± 0,3 % of full scale at zero.]
From the calibration curve and the calibration points, it is possible to verify that the calibration has been carried out correctly. The different characteristic parameters of the analyser must be indicated, particularly:
the measuring range,
the sensitivity,
the date of carrying out the calibration.
The analyser calibration curve is established by at least ten calibration points (excluding zero) spaced so that 50 % of the calibration points is below 10 % of full scale.
The calibration curve is calculated by the method of least squares.
[F3The calibration curve must not differ by more than ± 4 % from the nominal value of each calibration point and by more than ± 0,3 % of full scale at zero.]
If it can be shown that alternative technology (e.g. computer, electronically controlled range switch, etc.) can give equivalent accuracy, then these alternatives may be used.
Each normally used operating range shall be checked prior to each analysis in accordance with the following procedure.
The calibration is checked by using a zero gas and a span gas whose nominal value is more than 80 % of full scale of the measuring range.
If, for the two points considered, the value found does not differ by more than ± 4 % of full scale from the declared reference value, the adjustment parameters may be modified. Should this not be the case, a new calibration curve shall be established in accordance with section 1.5.4.
The efficiency of the converter used for the conversion of NO2 into NO is tested as given in sections 1.7.1 to 1.7.8 (Figure 1).
Using the test set-up as shown in Figure 1 (see also Appendix 1, section 1.4.3.5) and the procedure below, the efficiency of converters can be tested by means of an ozonator.
The CLD and the HCLD shall be calibrated in the most common operating range following the manufacturer's specifications using zero and span gas (the NO content of which must amount to about 80 % of the operating range and the NO2 concentration of the gas mixture to less than 5 % of the NO concentration). The NOx analyser must be in the NO mode so that the span gas does not pass through the converter. The indicated concentration has to be recorded.
The efficiency of the NOx converter is calculated as follows:
NOx concentration according to section 1.7.6;
NOx concentration according to section 1.7.7;
NO concentration according to section 1.7.4;
NO concentration according to section 1.7.5.
Via a T-fitting, oxygen or zero air is added continuously to the gas flow until the concentration indicated is about 20 % less than the indicated calibration concentration given in section 1.7.2 (The analyser is in the NO mode.)
The indicated concentration (c) shall be recorded. The ozonator is kept de-activated throughout the process.
The ozonator is now activated to generate enough ozone to bring the NO concentration down to about 20 % (minimum 10 %) of the calibration concentration given in section 1.7.2. The indicated concentration (d) shall be recorded. (The analyser is in the NO mode.)
The NO analyser is then switched to the NOx mode so that the gas mixture (consisting of NO, NO2, O2 and N2) now passes through the converter. The indicated concentration (a) shall be recorded. (The analyser is in the NOx mode.)
The ozonator is now de-activated. The mixture of gases described in section 1.7.6 passes through the converter into the detector. The indicated concentration (b) shall be recorded. (The analyser is in the NOx mode.)
Switched to NO mode with the ozonator de-activated, the flow of oxygen or synthetic air is also shut off. The NOx reading of the analyser shall not deviate by more than ± 5 % from the value measured according to section 1.7.2 (The analyser is in the NO mode.)
The efficiency of the converter must be tested prior to each calibration of the NOx analyser.
The efficiency of the converter shall not be less than 90 %, but a higher efficiency of 95 % is strongly recommended.
Note: If, with the analyser in the most common range, the ozonator cannot give a reduction from 80 % to 20 % according to section 1.7.5, then the highest range which will give the reduction shall be used.U.K.
The HFID must be adjusted as specified by the instrument manufacturer. A propane in air span gas should be used to optimize the response on the most common operating range.
With the fuel and air flow rates set at the manufacturer's recommendations, a 350 ± 75 ppm C span gas shall be introduced to the analyser. The response at a given fuel flow shall be determined from the difference between the span gas response and the zero gas response. The fuel flow shall be incrementally adjusted above and below the manufacturer's specification. The span and zero response at these fuel flows shall be recorded. The difference between the span and zero response shall be plotted and the fuel flow adjusted to the rich side of the curve.
The analyser shall be calibrated using propane in air and purified synthetic air, according to section 1.5.
Response factors shall be determined when introducing an analyser into service and after major service intervals. The response factor (Rf) for a particular hydrocarbon species is the ratio of the FID C1 reading to the gas concentration in the cylinder expressed by ppm C1.
The concentration of the test gas must be at a level to give a response of approximately 80 % of full scale. The concentration must be known to an accuracy of ± 2 % in reference to a gravimetric standard expressed in volume. In addition, the gas cylinder must be pre-conditioned for 24 hours at a temperature of 298 K (25 oC) ± 5 K.
The test gases to be used and the recommended relative response factor ranges are as follows:
These values are relative to the response factor (Rf) of 1,00 for propane and purified synthetic air.
[F3The oxygen interference check shall be determined when introducing an analyser into service and after major service intervals.
A range shall be chosen where the oxygen interference check gases will fall within the upper 50 %. The test shall be conducted with the oven temperature set as required.
Oxygen interference check gases shall contain propane with 350 ppmC ÷ 75 ppmC hydrocarbon. The concentration value shall be determined to calibration gas tolerances by chromatographic analysis of total hydrocarbons plus impurities or by dynamic blending. Nitrogen shall be the predominant diluent with the balance oxygen. Blends required for Diesel engine testing are:
| O 2 concentration | Balance |
|---|---|
| 21 (20 to 22) | Nitrogen |
| 10 (9 to 11 | Nitrogen |
| 5 (4 to 6) | Nitrogen |
The analyser shall be zeroed.
The analyser shall be spanned with the 21 % oxygen blend.
The zero response shall be rechecked. If it has changed more than 0,5 % of full scale clauses (a) and (b) shall be repeated.
The 5 % and 10 % oxygen interference check gases shall be introduced.
The zero response shall be rechecked. If it has changed more than ± 1 % of full scale, the test shall be repeated.
The oxygen interference (%O 2 I) shall be calculated for each mixture in (d) as follows:
=
hydrocarbon concentration (ppmC) of the span gas used in (b)
=
hydrocarbon concentration (ppmC) of the oxygen interference check gases used in (d)
=
analyser response
=
percent of full scale analyser response due to A.
The % of oxygen interference (%O 2 I) shall be less than ± 3,0 % for all required oxygen interference check gases prior to testing.
If the oxygen interference is greater than ± 3,0 %, the air flow above and below the manufacturer's specifications shall be incrementally adjusted, repeating clause 1.8.1 for each flow.
If the oxygen interference is greater than ± 3,0 % after adjusting the air flow, the fuel flow and thereafter the sample flow shall be varied, repeating clause 1.8.1 for each new setting.
If the oxygen interference is still greater than ± 3,0 %, the analyser, FID fuel, or burner air shall be repaired or replaced prior to testing. This clause shall then be repeated with the repaired or replaced equipment or gases.]
Gases present in the exhaust other than the one being analysed can interfere with the reading in several ways. Positive interference occurs in NDIR instruments where the interfering gas gives the same effect as the gas being measured, but to a lesser degree. Negative interference occurs in NDIR instruments by the interfering gas broadening the absorption band of the measured gas, and in CLD instruments by the interfering gas quenching the radiation. The interference checks in sections 1.9.1 and 1.9.2 shall be performed prior to an analyser's initial use and after major service intervals.
Water and CO2 can interfere with the CO analyser performance. Therefore a CO2 span gas having a concentration of 80 to 100 % of full scale of the maximum operating range used during testing shall be bubbled through water at room temperature and the analyser response recorded. The analyser response must not be more than 1 % of full scale for ranges equal to or above 300 ppm or more than 3 ppm for ranges below 300 ppm.
The two gases of concern for CLD (and HCLD) analysers are CO2 and water vapour. Quench responses of these gases are proportional to their concentrations, and therefore require test techniques to determine the quench at the highest expected concentrations experienced during testing.
A CO2 span gas having a concentration of 80 to 100 % of full scale of the maximum operating range shall be passed through the NDIR analyser and the CO2 value recorded as A. It shall then be diluted approximately 50 % with NO span gas and passed through the NDIR and (H)CLD with the CO2 and NO values recorded as B and C, respectively. The CO2 shall be shut off and only the NO span gas be passed through the (H)CLD and the NO value recorded as D.
The quench shall be calculated as follows:
and must not be greater than 3 % of full scale.
where:
:
undiluted CO2 concentration measured with NDIR %
:
diluted CO2 concentration measured with NDIR %
:
diluted NO concentration measured with CLD ppm
:
undiluted NO concentration measured with CLD ppm
[F3This check applies to wet gas concentration measurements only. Calculation of water quench must consider dilution of the NO span gas with water vapour and scaling of water vapour concentration of the mixture to that expected during testing. A NO span gas having a concentration of 80 to 100 % of full scale to the normal operating range shall be passed through the (H)CLD and the NO value recorded as D. The NO gas shall be bubbled through water at room temperature and passed through the (H)CLD and NO value recorded as C. The water temperature shall be determined and recorded as F. The mixture's saturation vapour pressure that corresponds to the bubbler water temperature (F) shall be determined and recorded as G. The water vapour concentration (in %) of the mixture shall be calculated as follows:]
and recorded as H. The expected diluted NO span gas (in water vapour) concentration shall be calculated as follows:
[F3and recorded as De. For diesel exhaust, the maximum exhaust water vapour concentration (in %) expected during testing shall be estimated, under the assumption of a fuel atom H/C ratio of 1,8 to 1, from the maximum CO 2 concentration in the exhaust gas or from the undiluted CO 2 span gas concentration (A, as measured in section 1.9.2.1) as follows:]
and recorded as Hm.
The water quench shall be calculated as follows:
:
expected diluted NO concentration (ppm)
:
diluted NO concentration (ppm)
:
maximum water vapour concentration (%)
:
actual water vapour concentration (%)
NB: It is important that the NO span gas contains minimal NO 2 concentration for this check, since obsorption of NO 2 in water has not been accounted for in the quench calculations.] U.K.
The analysers shall be calibrated according to section 1.5 at least every three months or whenever a system repair or change is made that could influence calibration.
The system settings for the response time evaluation shall be exactly the same as during measurement of the test run (i.e. pressure, flow rates, filter settings on the analysers and all other response time influences). The response time determination shall be done with gas switching directly at the inlet of the sample probe. The gas switching shall be done in less than 0,1 second. The gases used for the test shall cause a concentration change of at least 60 % FS.
The concentration trace of each single gas component shall be recorded. The response time is defined as the difference in time between the gas switching and the appropriate change of the recorded concentration. The system response time (t 90 ) consists of the delay time to the measuring detector and the rise time of the detector. The delay time is defined as the time from the change (t 0 ) until the response is 10 % of the final reading (t 10 ). The rise time is defined as the time between 10 and 90 % response of the final reading (t 90 — t 10 ).
For time alignment of the analyser and exhaust flow signals in the case of raw measurement, the transformation time is defined as the time from the change (t 0 ) until the response is 50 % of the final reading (t 50 ).
The system response time shall be ≤ 10 seconds with a rise time ≤ 2,5 seconds for all limited components (CO, NO x , HC) and all ranges used.
The analyser for measurement of the tracer gas concentration, if used, shall be calibrated using the standard gas.
The calibration curve shall be established by at least 10 calibration points (excluding zero) spaced so that a half of the calibration points are placed between 4 to 20 % of analyser's full scale and the rest are in between 20 to 100 % of the full scale. The calibration curve is calculated by the method of least squares.
The calibration curve shall not differ by more than ± 1 % of the full scale from the nominal value of each calibration point, in the range from 20 to 100 % of the full scale. It shall also not differ by more than ± 2 % from the nominal value in the range from 4 to 20 % of the full scale.
The analyser shall be set at zero and spanned prior to the test run using a zero gas and a span gas whose nominal value is more than 80 % of the analyser full scale.]
Each component shall be calibrated as often as necessary to fulfil the accuracy requirements of this standard. The calibration method to be used is described in this section for the components indicated in Annex III, Appendix 1, section 1.5 and Annex V.
[F3The calibration of gas flow-meters or flow measurement instrumentation shall be traceable to national and/or international standards.
The maximum error of the measured value shall be within ± 2 % of reading.
For partial flow dilution systems, the accuracy of the sample flow G SE is of special concern, if not measured directly, but determined by differential flow measurement:
G SE = G TOTW — G DILW
In this case an accuracy of ± 2 % for G TOTW and G DILW is not sufficient to guarantee acceptable accuracies of G SE. If the gas flow is determined by differential flow measurement, the maximum error of the difference shall be such that the accuracy of G SE is within ± 5 % when the dilution ratio is less than 15. It can be calculated by taking root-mean-square of the errors of each instrument.]
When using particulate sampling systems without EGA (Annex V, section 1.2.1.1), the dilution ratio shall be checked for each new engine installation with the engine running and the use of either the CO2 or NOx concentration measurements in the raw and dilute exhaust.
The measured dilution ratio shall be within ± 10 % of the calculated dilution ratio from CO2 or NOx concentration measurement.
The range of the exhaust gas velocity and the pressure oscillations shall be checked and adjusted according to the requirements of Annex V, section 1.2.1.1, EP, if applicable.
The flow measurement instrumentation shall be calibrated at least every three months, or whenever a system change is made that could influence calibration.
If the sample gas flow is determined by differential flow measurement the flow meter or the flow measurement instrumentation shall be calibrated by one of the following procedures, such that the probe flow G SE into the tunnel fulfils the accuracy requirements of Appendix I section 2.4:
The flow meter for G DILW is connected in series to the flow meter for G TOTW , the difference between the two flow meters is calibrated for at least five set points with flow values equally spaced between the lowest G DILW value used during the test and the value of G TOTW used during the test The dilution tunnel may be bypassed.
A calibrated mass flow device is connected in series to the flowmeter for G TOTW and the accuracy is checked for the value used for the test. Then the calibrated mass flow device is connected in series to the flow meter for G DILW , and the accuracy is checked for at least five settings corresponding to the dilution ratio between 3 and 50, relative to G TOTW used during the test.
The transfer tube TT is disconnected from the exhaust, and a calibrated flow measuring device with a suitable range to measure G SE is connected to the transfer tube. Then G TOTW is set to the value used during the test, and G DILW is sequentially set to at least five values corresponding to dilution ratios q between 3 and 50. Alternatively, a special calibration flow path may be provided, in which the tunnel is bypassed, but the total and dilution air flow through the corresponding meters are maintained as in the actual test.
A tracer gas is fed into the transfer tube TT. This tracer gas may be a component of the exhaust gas, like CO 2 or NO x . After dilution in the tunnel the tracer gas component is measured. This shall be carried out for five dilution ratios between 3 and 50. The accuracy of the sample flow is determined from the dilution ration q :
G SE = G TOTW / q
The accuracies of the gas analysers shall be taken into account to guarantee the accuracy of G SE .
A carbon flow check using actual exhaust is strongly recommended for detecting measurement and control problems and verifying the proper operation of the partial flow dilution system. The carbon flow check should be run at least each time a new engine is installed, or something significant is changed in the test cell configuration.
The engine shall be operated at peak torque load and speed or any other steady-state mode that produces 5 % or more of CO 2 . The partial flow sampling system shall be operated with a dilution factor of about 15 to 1.
A pre-test check shall be performed within two hours before the test run in the following way:
The accuracy of the flow meters shall be checked by the same method as used for calibration for at least two points, including flow values of G DILW that correspond to dilution ratios between five and 15 for the G TOTW value used during the test.
If it can be demonstrated by records of the calibration procedure described above that the flow meter calibration is stable over a longer period of time, the pre-test check may be omitted.
The system settings for the transformation time evaluation shall be exactly the same as during measurement of the test run. The transformation time shall be determined by the following method:
An independent reference flowmeter with a measurement range appropriate for the probe flow shall be put in series with and closely coupled to the probe. This flow meter shall have a transformation time of less than 100 ms for the flow step size used in the response time measurement, with flow restriction sufficiently low not to affect the dynamic performance of the partial flow dilution system, and consistent with good engineering practice.
A step change shall be introduced to the exhaust flow (or air flow if exhaust flow is calculated) input of the partial flow dilution system, from a low flow to at least 90 % of full scale. The trigger for the step change should be the same one as that used to start the look-ahead control in actual testing. The exhaust flow step stimulus and the flowmeter response shall be recorded at a sample rate of at least 10 Hz.
From this data, the transformation time shall be determined for the partial flow dilution system, which is the time from the initiation of the step stimulus to the 50 % point of the flowmeter response. In a similar manner, the transformation times of the G SE signal of the partial flow dilution system and of the G EXHW signal of the exhaust flow meter shall be determined. These signals are used in the regression checks performed after each test (Appendix I section 2.4).
The calculation shall be repeated for at least five rise-and-fall stimuli, and the results shall be averaged. The internal transformation time (< 100 ms) of the reference flowmeter shall be subtracted from this value. This is the ‘ look-ahead ’ value of the partial flow dilution system, which shall be applied in accordance with Appendix I section 2.4.]
The CVS system shall be calibrated by using an accurate flowmeter and means to change operating conditions.
The flow through the system shall be measured at different flow operating settings, and the control parameters of the system shall be measured and related to the flow.
Various type of flowmeters may be used, e.g. calibrated venturi, calibrated laminar flowmeter, calibrated turbine meter.
All the parameters related to the pump shall be simultaneously measured along with the parameters related to a calibration venturi which is connected in series with the pump. The calculated flow rate (in m 3 /min at pump inlet, absolute pressure and temperature) shall be plotted against a correlation function which is the value of a specific combination of pump parameters. The linear equation which relates the pump flow and the correlation function shall be determined. If a CVS has a multiple speed drive, the calibration shall be performed for each range used.
Temperature stability shall be maintained during calibration.
Leaks in all the connections and ducting between the calibration venturi and the CVS pump shall be maintained lower than 0,3 % of the lowest flow point (highest restriction and lowest PDP speed point).
The air flowrate (Q s ) at each restriction setting (minimum 6 settings) shall be calculated in standard m 3 /min from the flowmeter data using the manufacturer's prescribed method. The air flow rate shall then be converted to pump flow (V 0 ) in m 3 /rev at absolute pump inlet temperature and pressure as follows
where,
=
air flow rate at standard conditions (101,3 kPa, 273 K) (m 3 /s)
=
temperature at pump inlet (K)
=
absolute pressure at pump inlet (p B - p 1 ) (kPa)
=
pump speed (rev/s)
To account for the interaction of pressure variations at the pump and the pump slip rate, the correlation function (X 0 ) between pump speed, pressure differential from pump inlet to pump outlet and absolute pump outlet pressure shall be calculated as follows:
where,
=
absolute outlet pressure at pump outlet (kPa)
A linear least-square fit shall be performed to generate the calibration equation as follows:
D 0 and m are the intercept and slope constants, respectively, describing the regression lines.
For a CVS system with multiple speeds, the calibration curves generated for the different pump flow ranges shall be approximately parallel, and the intercept values (D 0 ) shall increase as the pump flow range decreases.
The values calculated by the equation shall be within ± 0,5 % of the measured value of V 0 . Values of m will vary from one pump to another. Particulate influx over time will cause the pump slip to decrease, as reflected by lower values for m. Therefore, calibration shall be performed at pump start-up, after major maintenance, and if the total system verification (section 3.5) indicates a change in the slip rate.
Calibration of the CFV is based upon the flow equation for a critical venturi. Gas flow is a function of inlet pressure and temperature, as shown below:
where,
=
calibration coefficient
=
absolute pressure at venturi inlet (kPa)
=
temperature at venturi inlet (K)
The air flow rate (Q s ) at each restriction setting (minimum 8 settings) shall be calculated in standard m 3 /min from the flowmeter data using the manufacturer's prescribed method. The calibration coefficient shall be calculated from the calibration data for each setting as follows:
where,
=
air flow rate at standard conditions (101,3 kPa, 273 K) (m 3 /s)
=
temperature at the venturi inlet (K)
=
absolute pressure at venturi inlet (kPa)
To determine the range of critical flow, K v shall be plotted as a function of venturi inlet pressure. For critical (choked) flow, K v will have a relatively constant value. As pressure decreases (vacuum increases), the venturi becomes unchoked and K v decreases, which indicates that the CFV is operated outside the permissible range.
For a minimum of eight points in the region of critical flow, the average K V and the standard deviation shall be calculated. The standard deviation shall not exceed ± 0,3 % of the average K V
Calibration of the SSV is based upon the flow equation for a subsonic venturi. Gas flow is a function of inlet pressure and temperature, pressure drop between the SSV inlet and throat, as shown below:
where,
=
diameter of the SSV throat (m)
=
discharge coefficient of the SSV
=
absolute pressure at venturi inlet (kPa)
=
temperature at the venturi inlet (K)
The air flow rate (Q SSV ) at each flow setting (minimum 16 settings) shall be calculated in standard m 3 /min from the flowmeter data using the manufacturer's prescribed method. The discharge coefficient shall be calculated from the calibration data for each setting as follows:
where,
=
air flow rate at standard conditions (101,3 kPa, 273 K), m 3 /s
=
temperature at the venturi inlet, K
=
diameter of the SSV throat, m
To determine the range of subsonic flow, C d shall be plotted as a function of Reynolds number, at the SSV throat. The Re at the SSV throat is calculated with the following formula:
where,
=
a collection of constants and units conversions
=
air flow rate at standard conditions (101,3 kPa, 273 K) (m 3 /s)
=
diameter of the SSV throat (m)
=
absolute or dynamic viscosity of the gas, calculated with the following formula:
where:
Because Q SSV is an input to the Re formula, the calculations must be started with an initial guess for Q SSV or C d of the calibration venturi, and repeated until Q SSV converges. The convergence method must be accurate to 0,1 % or better.
For a minimum of sixteen points in the subsonic flow region, the calculated values of C d from the resulting calibration curve fit equation must be within ± 0,5 % of the measured C d for each calibration point.
The total accuracy of the CVS sampling system and analytical system shall be determined by introducing a known mass of a pollutant gas into the system while it is being operated in the normal manner. The pollutant is analysed, and the mass calculated according to Annex III, Appendix 3, section 2.4.1 except in the case of propane where a factor of 0,000472 is used in place of 0,000479 for HC. Either of the following two techniques shall be used.
A known quantity of pure gas (propane) shall be fed into the CVS system through a calibrated critical orifice. If the inlet pressure is high enough, the flow rate, which is adjusted by means of the critical flow orifice, is independent of the orifice outlet pressure (critical flow). The CVS system shall be operated as in a normal exhaust emission test for about five to 10 minutes. A gas sample shall be analysed with the usual equipment (sampling bag or integrating method), and the mass of the gas calculated. The mass so determined shall be within ± 3 % of the known mass of the gas injected.
The weight of a small cylinder filled with propane shall be determined with a precision of ± 0,01 g. For about five to 10 minutes, the CVS system shall be operated as in a normal exhaust emission test, while carbon monoxide or propane is injected into the system. The quantity of pure gas discharged shall be determined by means of differential weighing. A gas sample shall be analysed with the usual equipment (sampling bag or integrating method), and the mass of the gas calculated. The mass so determined shall be within ± 3 % of the known mass of the gas injected.]
For the evaluation of the gaseous emissions, the chart reading of the last 60 seconds of each mode shall be averaged, and the average concentrations (conc) of HC, CO, NOx and CO2 if the carbon balance method is used, during each mode shall be determined from the average chart readings and the corresponding calibration data. A different type of recording can be used if it ensures an equivalent data acquisition.
The average background concentrations (concd) may be determined from the bag readings of the dilution air or from the continous (non-bag) background reading and the corresponding calibration data.
For the evaluation of the particulates, the total sample masses (MSAM, i) through the filters shall be recorded for each mode. The filters shall be returned to the weighing chamber and conditioned for at least one hour, but not more than 80 hours, and then weighed. The gross weight of the filters shall be recorded and the tare weight (see section 3.1, Annex III) subtracted. The particulate mass (Mf for single filter method; Mf, i for the multiple filter method) is the sum of the particulate masses collected on the primary and back-up filters. If background correction is to be applied, the dilution air mass (MDIL) through the filters and the particulate mass (Md) shall be recorded. If more than one measurement was made, the quotient Md/MDIL must be calculated for each single measurement and the values averaged.]
The finally reported test results shall be derived through the following steps:
The exhaust gas flow rate (G EXHW ,) shall be determined for each mode according to Annex III, Appendix 1, sections 1.2.1. to 1.2.3.
When using a full flow dilution system, the total dilute exhaust gas flow rate (G TOTW ,) shall be determined for each mode according to Annex III, Appendix 1, section 1.2.4.]
Dry/wet correction (G EXHW ,) shall be determined for each mode according to Annex III, Appendix 1, sections 1.2.1. to 1.2.3.
When applying G EXHW the measured concentration shall be converted to a wet basis according to the following formulae, if not already measured on a wet basis:
conc (wet) = k w × conc (dry)
For the raw exhaust gas:
For the diluted gas:
or:
For the dilution air:
For the intake air (if different from the dilution air):
where:
:
absolute humidity of the intake air (g water per kg dry air)
:
absolute humidity of the dilution air (g water per kg dry air)
:
relative humidity of the dilution air ( %)
:
relative humidity of the intake air ( %)
:
saturation vapour pressure of the dilution air (kPa)
:
saturation vapour pressure of the intake air (kPa)
:
total barometric pressure (kPa).
Note: H a and H d may be derived from relative humidity measurement, as described above, or from dewpoint measurement, vapour pressure measurement or dry/wet bulb measurement using the generally accepted formulae. U.K.
As the NO x emission depends on ambient air conditions, the NO x concentration shall be corrected for ambient air temperature and humidity by the factors K H given in the following formula:
where:
:
temperatures of the air in (K)
:
humidity of the intake air (g water per kg dry air):
where:
:
relative humidity of the intake air ( %)
:
saturation vapour pressure of the intake air (kPa)
:
total barometric pressure (kPa).
Note: H a may be derived from relative humidity measurement, as described above, or from dewpoint measurement, vapour pressure measurement or dry/wet bulb measurement using the generally accepted formulae. U.K.
The emission mass flow rates for each mode shall be calculated as follows:
where:
conc c is the background corrected concentration
or:
DF=13,4/conc CO2
The coefficients u - wet shall be used according to Table 4:
| Gas | u | conc |
|---|---|---|
| NO x | 0,001587 | ppm |
| CO | 0,000966 | ppm |
| HC | 0,000479 | ppm |
| CO 2 | 15,19 | percent |
The density of HC is based upon an average carbon to hydrogen ratio of 1:1,85.
The specific emission (g/kWh) shall be calculated for all individual components in the following way:
where P i = P m, i + P AE, i .
The weighting factors and the number of modes (n) used in the above calculation are according to Annex III, section 3.7.1.
The particulate emission shall be calculated in the following way:
As the particulate emission of diesel engines depends on ambient air conditions, the particulate mass flow rate shall be corrected for ambient air humidity with the factor K p given in the following formula:
where:
:
humidity of the intake air, gram of water per kg dry air
where:
:
relative humidity of the intake air (%)
:
saturation vapour pressure of the intake air (kPa)
:
total barometric pressure (kPa)
Note: H a may be derived from relative humidity measurement, as described above, or from dewpoint measurement, vapour pressure measurement or dry/wet bulb measurement using the generally accepted formulae U.K.
The final reported test results of the particulate emission shall be derived through the following steps. Since various types of dilution rate control may be used, different calculation methods for equivalent diluted exhaust gas mass flow rate G EDF apply. All calculations shall be based upon the average values of the individual modes (i) during the sampling period.
G EDFW, i = G EXHW, i × q i
where r corresponds to the ratio of the cross sectional areas of the isokinetic probe A p and exhaust pipe A T :
G EDFW, i = G EXHW, i × q i
where:
=
wet concentration of the tracer gas in raw exhaust
=
wet concentration of the tracer gas in the diluted exhaust
=
wet concentration of the tracer gas in the dilution air
Concentrations measured on a dry basis shall be converted to a wet basis according to section 1.3.2.
where:
=
CO 2 concentration of the diluted exhaust
=
CO 2 concentration of the dilution air
(concentrations in volume % on wet basis)
This equation is based upon the carbon balance assumption (carbon atoms supplied to the engine are emitted as CO 2 ) and derived through the following steps:
G EDFW, i = G EXHW, i × q i
and:
G EDFW, i = G EXHW, i × q i
The final reported test results of the particulate emission shall be derived through the following steps.
All calculations shall be based upon the average values of the individual modes (i) during the sampling period.
G EDFW, i = G TOTW, i
The particulate mass flow rate shall be calculated as follows:
For the single filter method:
where:
(G EDFW ) aver over the test cycle shall be determined by summation of the average values of the individual modes during the sampling period:
where i = 1, . . . n
For the multiple filter method:
where i = 1, . . . n
The particulate mass flow rate may be background corrected as follows:
For single filter method:
If more than one measurement is made, (M d /M DIL ) shall be replaced with (M d /M DIL ) aver
or:
DF=13,4/concCO 2
For multiple filter method:
If more than one measurement is made, (M d /M DIL ) shall be replaced with (M d /M DIL ) aver
or:
DF= 13,4/concCO 2
The specific emission of particulates PT (g/kWh) shall be calculated in the following way (25) :
For the single filter method:
For the multiple filter method:
For the single filter method, the effective weighting factor WF E, i for each mode shall be calculated in the following way:
where i = l, . . . n.
The value of the effective weighting factors shall be within ± 0,005 (absolute value) of the weighting factors listed in Annex III, section 3.7.1.]
The two following measurement principles that can be used for the evaluation of pollutant emissions over the NRTC cycle are described in this section:
the gaseous components are measured in the raw exhaust gas on a real-time basis, and the particulates are determined using a partial flow dilution system,
the gaseous components and the particulates are determined using a full flow dilution system (CVS system).
The instantaneous concentration signals of the gaseous components are used for the calculation of the mass emissions by multiplication with the instantaneous exhaust mass flow rate. The exhaust mass flow rate may be measured directly, or calculated using the methods described in Annex III, Appendix 1, section 2.2.3 (intake air and fuel flow measurement, tracer method, intake air and air/fuel ratio measurement). Special attention shall be paid to the response times of the different instruments. These differences shall be accounted for by time aligning the signals.
For particulates, the exhaust mass flow rate signals are used for controlling the partial flow dilution system to take a sample proportional to the exhaust mass flow rate. The quality of proportionality is checked by applying a regression analysis between sample and exhaust flow as described in Annex III, Appendix 1, section 2.4.
The mass of the pollutants M gas (g/test) shall be determined by calculating the instantaneous mass emissions from the raw concentrations of the pollutants, the u values from Table 4 (see also Section 1.3.4) and the exhaust mass flow, aligned for the transformation time and integrating the instantaneous values over the cycle. Preferably, the concentrations should be measured on a wet basis. If measured on a dry basis, the dry/wet correction as described here below shall be applied to the instantaneous concentration values before any further calculation is done.
| Gas | u | conc |
|---|---|---|
| NO x | 0,001587 | ppm |
| CO | 0,000966 | ppm |
| HC | 0,000479 | ppm |
| CO 2 | 15,19 | percent |
The density of HC is based upon an average carbon to hydrogen ratio of 1:1,85.
The following formula shall be applied:
where
=
ratio between density of exhaust component and density of exhaust gas
=
instantaneous concentration of the respective component in the raw exhaust gas (ppm)
=
instantaneous exhaust mass flow (kg/s)
=
data sampling rate (Hz)
=
number of measurements
For the calculation of NO x , the humidity correction factor k H , as described here below, shall be used.
The instantaneously measured concentration shall be converted to a wet basis as described here below, if not already measured on a wet basis
If the instantaneously measured concentration is measured on a dry basis, it shall be converted to a wet basis according to the following formulae:
conc wet = k W x conc dry
where
with
where
=
dry CO 2 concentration (%)
=
dry CO concentration (%)
=
intake air humidity, (g water per kg dry air)
:
relative humidity of the intake air (%)
:
saturation vapour pressure of the intake air (kPa)
:
total barometric pressure (kPa)
Note: H a may be derived from relative humidity measurement, as described above, or from dewpoint measurement, vapour pressure measurement or dry/wet bulb measurement using the generally accepted formulae. U.K.
As the NO x emission depends on ambient air conditions, the NO x concentration shall be corrected for humidity and ambient air temperature with the factors given in the following formula:
with:
=
temperature of the intake air, K
=
humidity of the intake air, g water per kg dry air
where:
:
relative humidity of the intake air ( %)
:
saturation vapour pressure of the intake air (kPa)
:
total barometric pressure (kPa)
Note: H a may be derived from relative humidity measurement, as described above, or from dewpoint measurement, vapour pressure measurement or dry/wet bulb measurement using the generally accepted formulae. U.K.
The specific emissions (g/kWh) shall be calculated for each individual component in the following way:
Individual gas = M gas / W act
where:
=
actual cycle work as determined in Annex III Section 4.6.2 (kWh)
The mass of particulates M PT (g/test) shall be calculated by either of the following methods:
where
=
particulate mass sampled over the cycle (mg)
=
mass of diluted exhaust gas passing the particulate collection filters (kg)
=
mass of equivalent diluted exhaust gas over the cycle (kg)
The total mass of equivalent diluted exhaust gas mass over the cycle shall be determined as follows:
where
=
instantaneous equivalent diluted exhaust mass flow rate (kg/s)
=
instantaneous exhaust mass flow rate (kg/s)
=
instantaneous dilution ratio
=
instantaneous diluted exhaust mass flow rate through dilution tunnel (kg/s)
=
instantaneous dilution air mass flow rate (kg/s)
=
data sampling rate (Hz)
=
number of measurements
where
=
particulate mass sampled over the cycle (mg)
=
average sample ratio over the test cycle
where
=
sampled exhaust mass over the cycle (kg)
=
total exhaust mass flow over the cycle (kg)
=
mass of diluted exhaust gas passing the particulate collection filters (kg)
=
mass of diluted exhaust gas passing the dilution tunnel (kg)
Note: In case of the total sampling type system, M SAM and M TOTW are identical . U.K.
As the particulate emission of diesel engines depends on ambient air conditions, the particulate concentration shall be corrected for ambient air humidity with the factor Kp given in the following formula.
where
=
humidity of the intake air in g water per kg dry air
:
relative humidity of the intake air (%)
:
saturation vapour pressure of the intake air (kPa)
:
total barometric pressure (kPa)
Note: H a may be derived from relative humidity measurement, as described above, or from dewpoint measurement, vapour pressure measurement or dry/wet bulb measurement using the generally accepted formulae. U.K.
The particulate emission (g/kWh) shall be calculated in the following way:
where
=
actual cycle work as determined in Annex III Section 4.6.2(kWh)
For calculation of the emissions in the diluted exhaust gas, it is necessary to know the diluted exhaust gas mass flow rate. The total diluted exhaust gas flow over the cycle M TOTW (kg/test) shall be calculated from the measurement values over the cycle and the corresponding calibration data of the flow measurement device ( V 0 for PDP, K V for CFV, C d for SSV): the corresponding methods described in section 2.2.1 may be used. If the total sample mass of particulates ( M SAM ) and gaseous pollutants exceeds 0,5 % of the total CVS flow ( M TOTW ), the CVS flow shall be corrected for M SAM or the particulate sample flow shall be returned to the CVS prior to the flow measuring device.
The calculation of the mass flow over the cycle, if the temperature of the diluted exhaust is kept within ± 6 K over the cycle by using a heat exchanger, is as follows:
M TOTW = 1,293 x V 0 x N P x (p B - p 1 ) x273/(101,3 x T)
where
=
mass of the diluted exhaust gas on wet basis over the cycle
=
volume of gas pumped per revolution under test conditions (m 3 /rev)
=
total revolutions of pump per test
=
atmospheric pressure in the test cell (kPa)
=
pressure drop below atmospheric at the pump inlet (kPa)
=
average temperature of the diluted exhaust gas at pump inlet over thecycle (K)
If a system with flow compensation is used (i.e. without heat exchanger), the instantaneous mass emissions shall be calculated and integrated over the cycle. In this case, the instantaneous mass of the diluted exhaust gas shall be calculated as follows:
M TOTW ,i = 1,293 × V 0 × N P, i x (p B – p 1 ) × 273 /( 101,3 x T)
where
=
total revolutions of pump per time interval
The calculation of the mass flow over the cycle, if the temperature of the diluted exhaust gas is kept within ± 11 K over the cycle by using a heat exchanger, is as follows:
M TOTW = 1,293 × t × K v × p A /T 0,5
where
=
mass of the diluted exhaust gas on wet basis over the cycle
=
cycle time (s)
=
calibration coefficient of the critical flow venturi for standard conditions,
=
absolute pressure at venturi inlet (kPa)
=
absolute temperature at venturi inlet (K)
If a system with flow compensation is used (i.e. without heat exchanger), the instantaneous mass emissions shall be calculated and integrated over the cycle. In this case, the instantaneous mass of the diluted exhaust gas shall be calculated as follows:
M TOTW ,i = 1,293 × Δt i × K V × p A /T 0,5
where
=
time interval(s)
The calculation of the mass flow over the cycle is as follows if the temperature of the diluted exhaust is kept within ± 11 K over the cycle by using a heat exchanger:
where
=
diameter of the SSV throat (m)
=
discharge coefficient of the SSV
=
absolute pressure at venturi inlet (kPa)
=
temperature at the venturi inlet (K)
If a system with flow compensation is used (i.e. without heat exchanger), the instantaneous mass emissions shall be calculated and integrated over the cycle. In this case, the instantaneous mass of the diluted exhaust gas shall be calculated as follows:
where
=
time interval (s)
The real time calculation shall be initialised with either a reasonable value for C d , such as 0.98, or a reasonable value of Q ssv . If the calculation is initialised with Q ssv , the initial value of Q ssv shall be used to evaluate Re.
During all emissions tests, the Reynolds number at the SSV throat must be in the range of Reynolds numbers used to derive the calibration curve developed in Appendix 2 section 3.2.
As the NO x emission depends on ambient air conditions, the NO x concentration shall be corrected for ambient air humidity with the factors given in the following formulae.
where
=
temperature of the air (K)
=
humidity of the intake air (g water per kg dry air)
in which,
=
relative humidity of the intake air (%)
=
saturation vapour pressure of the intake air (kPa)
=
total barometric pressure (kPa)
Note: H a may be derived from relative humidity measurement, as described above, or from dewpoint measurement, vapour pressure measurement or dry/wet bulb measurement using the generally accepted formulae. U.K.
For systems with heat exchanger, the mass of the pollutants M GAS (g/test) shall be determined from the following equation:
M gaz = u × conc × M TOTW
where
=
ratio between density of the exhaust component and density of diluted exhaust gas, as reported in Table 4, point 2.1.2.1
=
average background corrected concentrations over the cycle from integration (mandatory for NO x and HC) or bag measurement (ppm)
=
total mass of diluted exhaust gas over the cycle as determined in section 2.2.1 (kg)
As the NO x emission depends on ambient air conditions, the NO x concentration shall be corrected for ambient air humidity with the factor k H , as described in section 2.2.2.
Concentrations measured on a dry basis shall be converted to a wet basis in accordance with section 1.3.2.
The average background concentration of the gaseous pollutants in the dilution air shall be subtracted from measured concentrations to get the net concentrations of the pollutants. The average values of the background concentrations can be determined by the sample bag method or by continuous measurement with integration. The following formula shall be used.
conc = conc e – conc d × ( 1 – ( 1 /DF))
where,
=
concentration of the respective pollutant in the diluted exhaust gas, corrected by the amount of the respective pollutant contained in the dilution air (ppm)
=
concentration of the respective pollutant measured in the diluted exhaust gas (ppm)
=
concentration of the respective pollutant measured in the dilution air (ppm)
=
dilution factor
The dilution factor shall be calculated as follows:
For systems without heat exchanger, the mass of the pollutants M GAS (g/test) shall be determined by calculating the instantaneous mass emissions and integrating the instantaneous values over the cycle. Also, the background correction shall be applied directly to the instantaneous concentration value. The following formulae shall be applied:
where
=
instantaneous concentration of the respective pollutant measured in the diluted exhaust gas (ppm)
=
concentration of the respective pollutant measured in the dilution air (ppm)
=
ratio between density of the exhaust component and density of diluted exhaust gas, as reported in Table 4, point 2.1.2.1
=
instantaneous mass of the diluted exhaust gas (section 2.2.1) (kg)
=
total mass of diluted exhaust gas over the cycle (section 2.2.1) (kg)
=
dilution factor as determined in point 2.2.3.1.1.
As the NO x emission depends on ambient air conditions, the NO x concentration shall be corrected for ambient air humidity with the factor k H , as described in section 2.2.2.
The specific emissions (g/kWh) shall be calculated for each individual component in the following way:
Individual gas = M gas / W act
where
=
actual cycle work as determined in Annex III Section 4.6.2 (kWh)
The particulate mass M PT (g/test) shall be calculated as follows:
=
particulate mass sampled over the cycle (mg)
=
total mass of diluted exhaust gas over the cycle as determined in section 2.2.1 (kg)
=
mass of diluted exhaust gas taken from the dilution tunnel for collecting particulates (kg)
and,
=
M f, p + M f, b , if weighed separately (mg)
=
particulate mass collected on the primary filter (mg)
=
particulate mass collected on the back-up filter (mg)
If a double dilution system is used, the mass of the secondary dilution air shall be subtracted from the total mass of the double diluted exhaust gas sampled through the particulate filters.
M SAM = M TOT – M SEC
where
=
mass of double diluted exhaust gas through particulate filter (kg)
=
mass of secondary dilution air (kg)
If the particulate background level of the dilution air is determined in accordance with Annex III, section 4.4.4, the particulate mass may be background corrected. In this case, the particulate mass (g/test) shall be calculated as follows:
where
=
see above
=
mass of primary dilution air sampled by background particulate sampler (kg)
=
mass of the collected background particulates of the primary dilution air (mg)
=
dilution factor as determined in section 2.2.3.1.1
As the particulate emission of diesel engines depends on ambient air conditions, the particulate concentration shall be corrected for ambient air humidity with the factor Kp given in the following formula.
where
=
humidity of the intake air in g water per kg dry air
where:
:
relative humidity of the intake air ( %)
:
saturation vapour pressure of the intake air (kPa)
:
total barometric pressure (kPa)
Note: H a may be derived from relative humidity measurement, as described above, or from dewpoint measurement, vapour pressure measurement or dry/wet bulb measurement using the generally accepted formulae. U.K.
The particulate emission (g/kWh) shall be calculated in the following way:
where
=
actual cycle work, as determined in Annex III Section 4.6.2 (kWh)]
| Time (s) | Norm. Speed (%) | Norm. Torque (%) |
|---|---|---|
| 1 | 0 | 0 |
| 2 | 0 | 0 |
| 3 | 0 | 0 |
| 4 | 0 | 0 |
| 5 | 0 | 0 |
| 6 | 0 | 0 |
| 7 | 0 | 0 |
| 8 | 0 | 0 |
| 9 | 0 | 0 |
| 10 | 0 | 0 |
| 11 | 0 | 0 |
| 12 | 0 | 0 |
| 13 | 0 | 0 |
| 14 | 0 | 0 |
| 15 | 0 | 0 |
| 16 | 0 | 0 |
| 17 | 0 | 0 |
| 18 | 0 | 0 |
| 19 | 0 | 0 |
| 20 | 0 | 0 |
| 21 | 0 | 0 |
| 22 | 0 | 0 |
| 23 | 0 | 0 |
| 24 | 1 | 3 |
| 25 | 1 | 3 |
| 26 | 1 | 3 |
| 27 | 1 | 3 |
| 28 | 1 | 3 |
| 29 | 1 | 3 |
| 30 | 1 | 6 |
| 31 | 1 | 6 |
| 32 | 2 | 1 |
| 33 | 4 | 13 |
| 34 | 7 | 18 |
| 35 | 9 | 21 |
| 36 | 17 | 20 |
| 37 | 33 | 42 |
| 38 | 57 | 46 |
| 39 | 44 | 33 |
| 40 | 31 | 0 |
| 41 | 22 | 27 |
| 42 | 33 | 43 |
| 43 | 80 | 49 |
| 44 | 105 | 47 |
| 45 | 98 | 70 |
| 46 | 104 | 36 |
| 47 | 104 | 65 |
| 48 | 96 | 71 |
| 49 | 101 | 62 |
| 50 | 102 | 51 |
| 51 | 102 | 50 |
| 52 | 102 | 46 |
| 53 | 102 | 41 |
| 54 | 102 | 31 |
| 55 | 89 | 2 |
| 56 | 82 | 0 |
| 57 | 47 | 1 |
| 58 | 23 | 1 |
| 59 | 1 | 3 |
| 60 | 1 | 8 |
| 61 | 1 | 3 |
| 62 | 1 | 5 |
| 63 | 1 | 6 |
| 64 | 1 | 4 |
| 65 | 1 | 4 |
| 66 | 0 | 6 |
| 67 | 1 | 4 |
| 68 | 9 | 21 |
| 69 | 25 | 56 |
| 70 | 64 | 26 |
| 71 | 60 | 31 |
| 72 | 63 | 20 |
| 73 | 62 | 24 |
| 74 | 64 | 8 |
| 75 | 58 | 44 |
| 76 | 65 | 10 |
| 77 | 65 | 12 |
| 78 | 68 | 23 |
| 79 | 69 | 30 |
| 80 | 71 | 30 |
| 81 | 74 | 15 |
| 82 | 71 | 23 |
| 83 | 73 | 20 |
| 84 | 73 | 21 |
| 85 | 73 | 19 |
| 86 | 70 | 33 |
| 87 | 70 | 34 |
| 88 | 65 | 47 |
| 89 | 66 | 47 |
| 90 | 64 | 53 |
| 91 | 65 | 45 |
| 92 | 66 | 38 |
| 93 | 67 | 49 |
| 94 | 69 | 39 |
| 95 | 69 | 39 |
| 96 | 66 | 42 |
| 97 | 71 | 29 |
| 98 | 75 | 29 |
| 99 | 72 | 23 |
| 100 | 74 | 22 |
| 101 | 75 | 24 |
| 102 | 73 | 30 |
| 103 | 74 | 24 |
| 104 | 77 | 6 |
| 105 | 76 | 12 |
| 106 | 74 | 39 |
| 107 | 72 | 30 |
| 108 | 75 | 22 |
| 109 | 78 | 64 |
| 110 | 102 | 34 |
| 111 | 103 | 28 |
| 112 | 103 | 28 |
| 113 | 103 | 19 |
| 114 | 103 | 32 |
| 115 | 104 | 25 |
| 116 | 103 | 38 |
| 117 | 103 | 39 |
| 118 | 103 | 34 |
| 119 | 102 | 44 |
| 120 | 103 | 38 |
| 121 | 102 | 43 |
| 122 | 103 | 34 |
| 123 | 102 | 41 |
| 124 | 103 | 44 |
| 125 | 103 | 37 |
| 126 | 103 | 27 |
| 127 | 104 | 13 |
| 128 | 104 | 30 |
| 129 | 104 | 19 |
| 130 | 103 | 28 |
| 131 | 104 | 40 |
| 132 | 104 | 32 |
| 133 | 101 | 63 |
| 134 | 102 | 54 |
| 135 | 102 | 52 |
| 136 | 102 | 51 |
| 137 | 103 | 40 |
| 138 | 104 | 34 |
| 139 | 102 | 36 |
| 140 | 104 | 44 |
| 141 | 103 | 44 |
| 142 | 104 | 33 |
| 143 | 102 | 27 |
| 144 | 103 | 26 |
| 145 | 79 | 53 |
| 146 | 51 | 37 |
| 147 | 24 | 23 |
| 148 | 13 | 33 |
| 149 | 19 | 55 |
| 150 | 45 | 30 |
| 151 | 34 | 7 |
| 152 | 14 | 4 |
| 153 | 8 | 16 |
| 154 | 15 | 6 |
| 155 | 39 | 47 |
| 156 | 39 | 4 |
| 157 | 35 | 26 |
| 158 | 27 | 38 |
| 159 | 43 | 40 |
| 160 | 14 | 23 |
| 161 | 10 | 10 |
| 162 | 15 | 33 |
| 163 | 35 | 72 |
| 164 | 60 | 39 |
| 165 | 55 | 31 |
| 166 | 47 | 30 |
| 167 | 16 | 7 |
| 168 | 0 | 6 |
| 169 | 0 | 8 |
| 170 | 0 | 8 |
| 171 | 0 | 2 |
| 172 | 2 | 17 |
| 173 | 10 | 28 |
| 174 | 28 | 31 |
| 175 | 33 | 30 |
| 176 | 36 | 0 |
| 177 | 19 | 10 |
| 178 | 1 | 18 |
| 179 | 0 | 16 |
| 180 | 1 | 3 |
| 181 | 1 | 4 |
| 182 | 1 | 5 |
| 183 | 1 | 6 |
| 184 | 1 | 5 |
| 185 | 1 | 3 |
| 186 | 1 | 4 |
| 187 | 1 | 4 |
| 188 | 1 | 6 |
| 189 | 8 | 18 |
| 190 | 20 | 51 |
| 191 | 49 | 19 |
| 192 | 41 | 13 |
| 193 | 31 | 16 |
| 194 | 28 | 21 |
| 195 | 21 | 17 |
| 196 | 31 | 21 |
| 197 | 21 | 8 |
| 198 | 0 | 14 |
| 199 | 0 | 12 |
| 200 | 3 | 8 |
| 201 | 3 | 22 |
| 202 | 12 | 20 |
| 203 | 14 | 20 |
| 204 | 16 | 17 |
| 205 | 20 | 18 |
| 206 | 27 | 34 |
| 207 | 32 | 33 |
| 208 | 41 | 31 |
| 209 | 43 | 31 |
| 210 | 37 | 33 |
| 211 | 26 | 18 |
| 212 | 18 | 29 |
| 213 | 14 | 51 |
| 214 | 13 | 11 |
| 215 | 12 | 9 |
| 216 | 15 | 33 |
| 217 | 20 | 25 |
| 218 | 25 | 17 |
| 219 | 31 | 29 |
| 220 | 36 | 66 |
| 221 | 66 | 40 |
| 222 | 50 | 13 |
| 223 | 16 | 24 |
| 224 | 26 | 50 |
| 225 | 64 | 23 |
| 226 | 81 | 20 |
| 227 | 83 | 11 |
| 228 | 79 | 23 |
| 229 | 76 | 31 |
| 230 | 68 | 24 |
| 231 | 59 | 33 |
| 232 | 59 | 3 |
| 233 | 25 | 7 |
| 234 | 21 | 10 |
| 235 | 20 | 19 |
| 236 | 4 | 10 |
| 237 | 5 | 7 |
| 238 | 4 | 5 |
| 239 | 4 | 6 |
| 240 | 4 | 6 |
| 241 | 4 | 5 |
| 242 | 7 | 5 |
| 243 | 16 | 28 |
| 244 | 28 | 25 |
| 245 | 52 | 53 |
| 246 | 50 | 8 |
| 247 | 26 | 40 |
| 248 | 48 | 29 |
| 249 | 54 | 39 |
| 250 | 60 | 42 |
| 251 | 48 | 18 |
| 252 | 54 | 51 |
| 253 | 88 | 90 |
| 254 | 103 | 84 |
| 255 | 103 | 85 |
| 256 | 102 | 84 |
| 257 | 58 | 66 |
| 258 | 64 | 97 |
| 259 | 56 | 80 |
| 260 | 51 | 67 |
| 261 | 52 | 96 |
| 262 | 63 | 62 |
| 263 | 71 | 6 |
| 264 | 33 | 16 |
| 265 | 47 | 45 |
| 266 | 43 | 56 |
| 267 | 42 | 27 |
| 268 | 42 | 64 |
| 269 | 75 | 74 |
| 270 | 68 | 96 |
| 271 | 86 | 61 |
| 272 | 66 | 0 |
| 273 | 37 | 0 |
| 274 | 45 | 37 |
| 275 | 68 | 96 |
| 276 | 80 | 97 |
| 277 | 92 | 96 |
| 278 | 90 | 97 |
| 279 | 82 | 96 |
| 280 | 94 | 81 |
| 281 | 90 | 85 |
| 282 | 96 | 65 |
| 283 | 70 | 96 |
| 284 | 55 | 95 |
| 285 | 70 | 96 |
| 286 | 79 | 96 |
| 287 | 81 | 71 |
| 288 | 71 | 60 |
| 289 | 92 | 65 |
| 290 | 82 | 63 |
| 291 | 61 | 47 |
| 292 | 52 | 37 |
| 293 | 24 | 0 |
| 294 | 20 | 7 |
| 295 | 39 | 48 |
| 296 | 39 | 54 |
| 297 | 63 | 58 |
| 298 | 53 | 31 |
| 299 | 51 | 24 |
| 300 | 48 | 40 |
| 301 | 39 | 0 |
| 302 | 35 | 18 |
| 303 | 36 | 16 |
| 304 | 29 | 17 |
| 305 | 28 | 21 |
| 306 | 31 | 15 |
| 307 | 31 | 10 |
| 308 | 43 | 19 |
| 309 | 49 | 63 |
| 310 | 78 | 61 |
| 311 | 78 | 46 |
| 312 | 66 | 65 |
| 313 | 78 | 97 |
| 314 | 84 | 63 |
| 315 | 57 | 26 |
| 316 | 36 | 22 |
| 317 | 20 | 34 |
| 318 | 19 | 8 |
| 319 | 9 | 10 |
| 320 | 5 | 5 |
| 321 | 7 | 11 |
| 322 | 15 | 15 |
| 323 | 12 | 9 |
| 324 | 13 | 27 |
| 325 | 15 | 28 |
| 326 | 16 | 28 |
| 327 | 16 | 31 |
| 328 | 15 | 20 |
| 329 | 17 | 0 |
| 330 | 20 | 34 |
| 331 | 21 | 25 |
| 332 | 20 | 0 |
| 333 | 23 | 25 |
| 334 | 30 | 58 |
| 335 | 63 | 96 |
| 336 | 83 | 60 |
| 337 | 61 | 0 |
| 338 | 26 | 0 |
| 339 | 29 | 44 |
| 340 | 68 | 97 |
| 341 | 80 | 97 |
| 342 | 88 | 97 |
| 343 | 99 | 88 |
| 344 | 102 | 86 |
| 345 | 100 | 82 |
| 346 | 74 | 79 |
| 347 | 57 | 79 |
| 348 | 76 | 97 |
| 349 | 84 | 97 |
| 350 | 86 | 97 |
| 351 | 81 | 98 |
| 352 | 83 | 83 |
| 353 | 65 | 96 |
| 354 | 93 | 72 |
| 355 | 63 | 60 |
| 356 | 72 | 49 |
| 357 | 56 | 27 |
| 358 | 29 | 0 |
| 359 | 18 | 13 |
| 360 | 25 | 11 |
| 361 | 28 | 24 |
| 362 | 34 | 53 |
| 363 | 65 | 83 |
| 364 | 80 | 44 |
| 365 | 77 | 46 |
| 366 | 76 | 50 |
| 367 | 45 | 52 |
| 368 | 61 | 98 |
| 369 | 61 | 69 |
| 370 | 63 | 49 |
| 371 | 32 | 0 |
| 372 | 10 | 8 |
| 373 | 17 | 7 |
| 374 | 16 | 13 |
| 375 | 11 | 6 |
| 376 | 9 | 5 |
| 377 | 9 | 12 |
| 378 | 12 | 46 |
| 379 | 15 | 30 |
| 380 | 26 | 28 |
| 381 | 13 | 9 |
| 382 | 16 | 21 |
| 383 | 24 | 4 |
| 384 | 36 | 43 |
| 385 | 65 | 85 |
| 386 | 78 | 66 |
| 387 | 63 | 39 |
| 388 | 32 | 34 |
| 389 | 46 | 55 |
| 390 | 47 | 42 |
| 391 | 42 | 39 |
| 392 | 27 | 0 |
| 393 | 14 | 5 |
| 394 | 14 | 14 |
| 395 | 24 | 54 |
| 396 | 60 | 90 |
| 397 | 53 | 66 |
| 398 | 70 | 48 |
| 399 | 77 | 93 |
| 400 | 79 | 67 |
| 401 | 46 | 65 |
| 402 | 69 | 98 |
| 403 | 80 | 97 |
| 404 | 74 | 97 |
| 405 | 75 | 98 |
| 406 | 56 | 61 |
| 407 | 42 | 0 |
| 408 | 36 | 32 |
| 409 | 34 | 43 |
| 410 | 68 | 83 |
| 411 | 102 | 48 |
| 412 | 62 | 0 |
| 413 | 41 | 39 |
| 414 | 71 | 86 |
| 415 | 91 | 52 |
| 416 | 89 | 55 |
| 417 | 89 | 56 |
| 418 | 88 | 58 |
| 419 | 78 | 69 |
| 420 | 98 | 39 |
| 421 | 64 | 61 |
| 422 | 90 | 34 |
| 423 | 88 | 38 |
| 424 | 97 | 62 |
| 425 | 100 | 53 |
| 426 | 81 | 58 |
| 427 | 74 | 51 |
| 428 | 76 | 57 |
| 429 | 76 | 72 |
| 430 | 85 | 72 |
| 431 | 84 | 60 |
| 432 | 83 | 72 |
| 433 | 83 | 72 |
| 434 | 86 | 72 |
| 435 | 89 | 72 |
| 436 | 86 | 72 |
| 437 | 87 | 72 |
| 438 | 88 | 72 |
| 439 | 88 | 71 |
| 440 | 87 | 72 |
| 441 | 85 | 71 |
| 442 | 88 | 72 |
| 443 | 88 | 72 |
| 444 | 84 | 72 |
| 445 | 83 | 73 |
| 446 | 77 | 73 |
| 447 | 74 | 73 |
| 448 | 76 | 72 |
| 449 | 46 | 77 |
| 450 | 78 | 62 |
| 451 | 79 | 35 |
| 452 | 82 | 38 |
| 453 | 81 | 41 |
| 454 | 79 | 37 |
| 455 | 78 | 35 |
| 456 | 78 | 38 |
| 457 | 78 | 46 |
| 458 | 75 | 49 |
| 459 | 73 | 50 |
| 460 | 79 | 58 |
| 461 | 79 | 71 |
| 462 | 83 | 44 |
| 463 | 53 | 48 |
| 464 | 40 | 48 |
| 465 | 51 | 75 |
| 466 | 75 | 72 |
| 467 | 89 | 67 |
| 468 | 93 | 60 |
| 469 | 89 | 73 |
| 470 | 86 | 73 |
| 471 | 81 | 73 |
| 472 | 78 | 73 |
| 473 | 78 | 73 |
| 474 | 76 | 73 |
| 475 | 79 | 73 |
| 476 | 82 | 73 |
| 477 | 86 | 73 |
| 478 | 88 | 72 |
| 479 | 92 | 71 |
| 480 | 97 | 54 |
| 481 | 73 | 43 |
| 482 | 36 | 64 |
| 483 | 63 | 31 |
| 484 | 78 | 1 |
| 485 | 69 | 27 |
| 486 | 67 | 28 |
| 487 | 72 | 9 |
| 488 | 71 | 9 |
| 489 | 78 | 36 |
| 490 | 81 | 56 |
| 491 | 75 | 53 |
| 492 | 60 | 45 |
| 493 | 50 | 37 |
| 494 | 66 | 41 |
| 495 | 51 | 61 |
| 496 | 68 | 47 |
| 497 | 29 | 42 |
| 498 | 24 | 73 |
| 499 | 64 | 71 |
| 500 | 90 | 71 |
| 501 | 100 | 61 |
| 502 | 94 | 73 |
| 503 | 84 | 73 |
| 504 | 79 | 73 |
| 505 | 75 | 72 |
| 506 | 78 | 73 |
| 507 | 80 | 73 |
| 508 | 81 | 73 |
| 509 | 81 | 73 |
| 510 | 83 | 73 |
| 511 | 85 | 73 |
| 512 | 84 | 73 |
| 513 | 85 | 73 |
| 514 | 86 | 73 |
| 515 | 85 | 73 |
| 516 | 85 | 73 |
| 517 | 85 | 72 |
| 518 | 85 | 73 |
| 519 | 83 | 73 |
| 520 | 79 | 73 |
| 521 | 78 | 73 |
| 522 | 81 | 73 |
| 523 | 82 | 72 |
| 524 | 94 | 56 |
| 525 | 66 | 48 |
| 526 | 35 | 71 |
| 527 | 51 | 44 |
| 528 | 60 | 23 |
| 529 | 64 | 10 |
| 530 | 63 | 14 |
| 531 | 70 | 37 |
| 532 | 76 | 45 |
| 533 | 78 | 18 |
| 534 | 76 | 51 |
| 535 | 75 | 33 |
| 536 | 81 | 17 |
| 537 | 76 | 45 |
| 538 | 76 | 30 |
| 539 | 80 | 14 |
| 540 | 71 | 18 |
| 541 | 71 | 14 |
| 542 | 71 | 11 |
| 543 | 65 | 2 |
| 544 | 31 | 26 |
| 545 | 24 | 72 |
| 546 | 64 | 70 |
| 547 | 77 | 62 |
| 548 | 80 | 68 |
| 549 | 83 | 53 |
| 550 | 83 | 50 |
| 551 | 83 | 50 |
| 552 | 85 | 43 |
| 553 | 86 | 45 |
| 554 | 89 | 35 |
| 555 | 82 | 61 |
| 556 | 87 | 50 |
| 557 | 85 | 55 |
| 558 | 89 | 49 |
| 559 | 87 | 70 |
| 560 | 91 | 39 |
| 561 | 72 | 3 |
| 562 | 43 | 25 |
| 563 | 30 | 60 |
| 564 | 40 | 45 |
| 565 | 37 | 32 |
| 566 | 37 | 32 |
| 567 | 43 | 70 |
| 568 | 70 | 54 |
| 569 | 77 | 47 |
| 570 | 79 | 66 |
| 571 | 85 | 53 |
| 572 | 83 | 57 |
| 573 | 86 | 52 |
| 574 | 85 | 51 |
| 575 | 70 | 39 |
| 576 | 50 | 5 |
| 577 | 38 | 36 |
| 578 | 30 | 71 |
| 579 | 75 | 53 |
| 580 | 84 | 40 |
| 581 | 85 | 42 |
| 582 | 86 | 49 |
| 583 | 86 | 57 |
| 584 | 89 | 68 |
| 585 | 99 | 61 |
| 586 | 77 | 29 |
| 587 | 81 | 72 |
| 588 | 89 | 69 |
| 589 | 49 | 56 |
| 590 | 79 | 70 |
| 591 | 104 | 59 |
| 592 | 103 | 54 |
| 593 | 102 | 56 |
| 594 | 102 | 56 |
| 595 | 103 | 61 |
| 596 | 102 | 64 |
| 597 | 103 | 60 |
| 598 | 93 | 72 |
| 599 | 86 | 73 |
| 600 | 76 | 73 |
| 601 | 59 | 49 |
| 602 | 46 | 22 |
| 603 | 40 | 65 |
| 604 | 72 | 31 |
| 605 | 72 | 27 |
| 606 | 67 | 44 |
| 607 | 68 | 37 |
| 608 | 67 | 42 |
| 609 | 68 | 50 |
| 610 | 77 | 43 |
| 611 | 58 | 4 |
| 612 | 22 | 37 |
| 613 | 57 | 69 |
| 614 | 68 | 38 |
| 615 | 73 | 2 |
| 616 | 40 | 14 |
| 617 | 42 | 38 |
| 618 | 64 | 69 |
| 619 | 64 | 74 |
| 620 | 67 | 73 |
| 621 | 65 | 73 |
| 622 | 68 | 73 |
| 623 | 65 | 49 |
| 624 | 81 | 0 |
| 625 | 37 | 25 |
| 626 | 24 | 69 |
| 627 | 68 | 71 |
| 628 | 70 | 71 |
| 629 | 76 | 70 |
| 630 | 71 | 72 |
| 631 | 73 | 69 |
| 632 | 76 | 70 |
| 633 | 77 | 72 |
| 634 | 77 | 72 |
| 635 | 77 | 72 |
| 636 | 77 | 70 |
| 637 | 76 | 71 |
| 638 | 76 | 71 |
| 639 | 77 | 71 |
| 640 | 77 | 71 |
| 641 | 78 | 70 |
| 642 | 77 | 70 |
| 643 | 77 | 71 |
| 644 | 79 | 72 |
| 645 | 78 | 70 |
| 646 | 80 | 70 |
| 647 | 82 | 71 |
| 648 | 84 | 71 |
| 649 | 83 | 71 |
| 650 | 83 | 73 |
| 651 | 81 | 70 |
| 652 | 80 | 71 |
| 653 | 78 | 71 |
| 654 | 76 | 70 |
| 655 | 76 | 70 |
| 656 | 76 | 71 |
| 657 | 79 | 71 |
| 658 | 78 | 71 |
| 659 | 81 | 70 |
| 660 | 83 | 72 |
| 661 | 84 | 71 |
| 662 | 86 | 71 |
| 663 | 87 | 71 |
| 664 | 92 | 72 |
| 665 | 91 | 72 |
| 666 | 90 | 71 |
| 667 | 90 | 71 |
| 668 | 91 | 71 |
| 669 | 90 | 70 |
| 670 | 90 | 72 |
| 671 | 91 | 71 |
| 672 | 90 | 71 |
| 673 | 90 | 71 |
| 674 | 92 | 72 |
| 675 | 93 | 69 |
| 676 | 90 | 70 |
| 677 | 93 | 72 |
| 678 | 91 | 70 |
| 679 | 89 | 71 |
| 680 | 91 | 71 |
| 681 | 90 | 71 |
| 682 | 90 | 71 |
| 683 | 92 | 71 |
| 684 | 91 | 71 |
| 685 | 93 | 71 |
| 686 | 93 | 68 |
| 687 | 98 | 68 |
| 688 | 98 | 67 |
| 689 | 100 | 69 |
| 690 | 99 | 68 |
| 691 | 100 | 71 |
| 692 | 99 | 68 |
| 693 | 100 | 69 |
| 694 | 102 | 72 |
| 695 | 101 | 69 |
| 696 | 100 | 69 |
| 697 | 102 | 71 |
| 698 | 102 | 71 |
| 699 | 102 | 69 |
| 700 | 102 | 71 |
| 701 | 102 | 68 |
| 702 | 100 | 69 |
| 703 | 102 | 70 |
| 704 | 102 | 68 |
| 705 | 102 | 70 |
| 706 | 102 | 72 |
| 707 | 102 | 68 |
| 708 | 102 | 69 |
| 709 | 100 | 68 |
| 710 | 102 | 71 |
| 711 | 101 | 64 |
| 712 | 102 | 69 |
| 713 | 102 | 69 |
| 714 | 101 | 69 |
| 715 | 102 | 64 |
| 716 | 102 | 69 |
| 717 | 102 | 68 |
| 718 | 102 | 70 |
| 719 | 102 | 69 |
| 720 | 102 | 70 |
| 721 | 102 | 70 |
| 722 | 102 | 62 |
| 723 | 104 | 38 |
| 724 | 104 | 15 |
| 725 | 102 | 24 |
| 726 | 102 | 45 |
| 727 | 102 | 47 |
| 728 | 104 | 40 |
| 729 | 101 | 52 |
| 730 | 103 | 32 |
| 731 | 102 | 50 |
| 732 | 103 | 30 |
| 733 | 103 | 44 |
| 734 | 102 | 40 |
| 735 | 103 | 43 |
| 736 | 103 | 41 |
| 737 | 102 | 46 |
| 738 | 103 | 39 |
| 739 | 102 | 41 |
| 740 | 103 | 41 |
| 741 | 102 | 38 |
| 742 | 103 | 39 |
| 743 | 102 | 46 |
| 744 | 104 | 46 |
| 745 | 103 | 49 |
| 746 | 102 | 45 |
| 747 | 103 | 42 |
| 748 | 103 | 46 |
| 749 | 103 | 38 |
| 750 | 102 | 48 |
| 751 | 103 | 35 |
| 752 | 102 | 48 |
| 753 | 103 | 49 |
| 754 | 102 | 48 |
| 755 | 102 | 46 |
| 756 | 103 | 47 |
| 757 | 102 | 49 |
| 758 | 102 | 42 |
| 759 | 102 | 52 |
| 760 | 102 | 57 |
| 761 | 102 | 55 |
| 762 | 102 | 61 |
| 763 | 102 | 61 |
| 764 | 102 | 58 |
| 765 | 103 | 58 |
| 766 | 102 | 59 |
| 767 | 102 | 54 |
| 768 | 102 | 63 |
| 769 | 102 | 61 |
| 770 | 103 | 55 |
| 771 | 102 | 60 |
| 772 | 102 | 72 |
| 773 | 103 | 56 |
| 774 | 102 | 55 |
| 775 | 102 | 67 |
| 776 | 103 | 56 |
| 777 | 84 | 42 |
| 778 | 48 | 7 |
| 779 | 48 | 6 |
| 780 | 48 | 6 |
| 781 | 48 | 7 |
| 782 | 48 | 6 |
| 783 | 48 | 7 |
| 784 | 67 | 21 |
| 785 | 105 | 59 |
| 786 | 105 | 96 |
| 787 | 105 | 74 |
| 788 | 105 | 66 |
| 789 | 105 | 62 |
| 790 | 105 | 66 |
| 791 | 89 | 41 |
| 792 | 52 | 5 |
| 793 | 48 | 5 |
| 794 | 48 | 7 |
| 795 | 48 | 5 |
| 796 | 48 | 6 |
| 797 | 48 | 4 |
| 798 | 52 | 6 |
| 799 | 51 | 5 |
| 800 | 51 | 6 |
| 801 | 51 | 6 |
| 802 | 52 | 5 |
| 803 | 52 | 5 |
| 804 | 57 | 44 |
| 805 | 98 | 90 |
| 806 | 105 | 94 |
| 807 | 105 | 100 |
| 808 | 105 | 98 |
| 809 | 105 | 95 |
| 810 | 105 | 96 |
| 811 | 105 | 92 |
| 812 | 104 | 97 |
| 813 | 100 | 85 |
| 814 | 94 | 74 |
| 815 | 87 | 62 |
| 816 | 81 | 50 |
| 817 | 81 | 46 |
| 818 | 80 | 39 |
| 819 | 80 | 32 |
| 820 | 81 | 28 |
| 821 | 80 | 26 |
| 822 | 80 | 23 |
| 823 | 80 | 23 |
| 824 | 80 | 20 |
| 825 | 81 | 19 |
| 826 | 80 | 18 |
| 827 | 81 | 17 |
| 828 | 80 | 20 |
| 829 | 81 | 24 |
| 830 | 81 | 21 |
| 831 | 80 | 26 |
| 832 | 80 | 24 |
| 833 | 80 | 23 |
| 834 | 80 | 22 |
| 835 | 81 | 21 |
| 836 | 81 | 24 |
| 837 | 81 | 24 |
| 838 | 81 | 22 |
| 839 | 81 | 22 |
| 840 | 81 | 21 |
| 841 | 81 | 31 |
| 842 | 81 | 27 |
| 843 | 80 | 26 |
| 844 | 80 | 26 |
| 845 | 81 | 25 |
| 846 | 80 | 21 |
| 847 | 81 | 20 |
| 848 | 83 | 21 |
| 849 | 83 | 15 |
| 850 | 83 | 12 |
| 851 | 83 | 9 |
| 852 | 83 | 8 |
| 853 | 83 | 7 |
| 854 | 83 | 6 |
| 855 | 83 | 6 |
| 856 | 83 | 6 |
| 857 | 83 | 6 |
| 858 | 83 | 6 |
| 859 | 76 | 5 |
| 860 | 49 | 8 |
| 861 | 51 | 7 |
| 862 | 51 | 20 |
| 863 | 78 | 52 |
| 864 | 80 | 38 |
| 865 | 81 | 33 |
| 866 | 83 | 29 |
| 867 | 83 | 22 |
| 868 | 83 | 16 |
| 869 | 83 | 12 |
| 870 | 83 | 9 |
| 871 | 83 | 8 |
| 872 | 83 | 7 |
| 873 | 83 | 6 |
| 874 | 83 | 6 |
| 875 | 83 | 6 |
| 876 | 83 | 6 |
| 877 | 83 | 6 |
| 878 | 59 | 4 |
| 879 | 50 | 5 |
| 880 | 51 | 5 |
| 881 | 51 | 5 |
| 882 | 51 | 5 |
| 883 | 50 | 5 |
| 884 | 50 | 5 |
| 885 | 50 | 5 |
| 886 | 50 | 5 |
| 887 | 50 | 5 |
| 888 | 51 | 5 |
| 889 | 51 | 5 |
| 890 | 51 | 5 |
| 891 | 63 | 50 |
| 892 | 81 | 34 |
| 893 | 81 | 25 |
| 894 | 81 | 29 |
| 895 | 81 | 23 |
| 896 | 80 | 24 |
| 897 | 81 | 24 |
| 898 | 81 | 28 |
| 899 | 81 | 27 |
| 900 | 81 | 22 |
| 901 | 81 | 19 |
| 902 | 81 | 17 |
| 903 | 81 | 17 |
| 904 | 81 | 17 |
| 905 | 81 | 15 |
| 906 | 80 | 15 |
| 907 | 80 | 28 |
| 908 | 81 | 22 |
| 909 | 81 | 24 |
| 910 | 81 | 19 |
| 911 | 81 | 21 |
| 912 | 81 | 20 |
| 913 | 83 | 26 |
| 914 | 80 | 63 |
| 915 | 80 | 59 |
| 916 | 83 | 100 |
| 917 | 81 | 73 |
| 918 | 83 | 53 |
| 919 | 80 | 76 |
| 920 | 81 | 61 |
| 921 | 80 | 50 |
| 922 | 81 | 37 |
| 923 | 82 | 49 |
| 924 | 83 | 37 |
| 925 | 83 | 25 |
| 926 | 83 | 17 |
| 927 | 83 | 13 |
| 928 | 83 | 10 |
| 929 | 83 | 8 |
| 930 | 83 | 7 |
| 931 | 83 | 7 |
| 932 | 83 | 6 |
| 933 | 83 | 6 |
| 934 | 83 | 6 |
| 935 | 71 | 5 |
| 936 | 49 | 24 |
| 937 | 69 | 64 |
| 938 | 81 | 50 |
| 939 | 81 | 43 |
| 940 | 81 | 42 |
| 941 | 81 | 31 |
| 942 | 81 | 30 |
| 943 | 81 | 35 |
| 944 | 81 | 28 |
| 945 | 81 | 27 |
| 946 | 80 | 27 |
| 947 | 81 | 31 |
| 948 | 81 | 41 |
| 949 | 81 | 41 |
| 950 | 81 | 37 |
| 951 | 81 | 43 |
| 952 | 81 | 34 |
| 953 | 81 | 31 |
| 954 | 81 | 26 |
| 955 | 81 | 23 |
| 956 | 81 | 27 |
| 957 | 81 | 38 |
| 958 | 81 | 40 |
| 959 | 81 | 39 |
| 960 | 81 | 27 |
| 961 | 81 | 33 |
| 962 | 80 | 28 |
| 963 | 81 | 34 |
| 964 | 83 | 72 |
| 965 | 81 | 49 |
| 966 | 81 | 51 |
| 967 | 80 | 55 |
| 968 | 81 | 48 |
| 969 | 81 | 36 |
| 970 | 81 | 39 |
| 971 | 81 | 38 |
| 972 | 80 | 41 |
| 973 | 81 | 30 |
| 974 | 81 | 23 |
| 975 | 81 | 19 |
| 976 | 81 | 25 |
| 977 | 81 | 29 |
| 978 | 83 | 47 |
| 979 | 81 | 90 |
| 980 | 81 | 75 |
| 981 | 80 | 60 |
| 982 | 81 | 48 |
| 983 | 81 | 41 |
| 984 | 81 | 30 |
| 985 | 80 | 24 |
| 986 | 81 | 20 |
| 987 | 81 | 21 |
| 988 | 81 | 29 |
| 989 | 81 | 29 |
| 990 | 81 | 27 |
| 991 | 81 | 23 |
| 992 | 81 | 25 |
| 993 | 81 | 26 |
| 994 | 81 | 22 |
| 995 | 81 | 20 |
| 996 | 81 | 17 |
| 997 | 81 | 23 |
| 998 | 83 | 65 |
| 999 | 81 | 54 |
| 1 000 | 81 | 50 |
| 1 001 | 81 | 41 |
| 1 002 | 81 | 35 |
| 1 003 | 81 | 37 |
| 1 004 | 81 | 29 |
| 1 005 | 81 | 28 |
| 1 006 | 81 | 24 |
| 1 007 | 81 | 19 |
| 1 008 | 81 | 16 |
| 1 009 | 80 | 16 |
| 1 010 | 83 | 23 |
| 1 011 | 83 | 17 |
| 1 012 | 83 | 13 |
| 1 013 | 83 | 27 |
| 1 014 | 81 | 58 |
| 1 015 | 81 | 60 |
| 1 016 | 81 | 46 |
| 1 017 | 80 | 41 |
| 1 018 | 80 | 36 |
| 1 019 | 81 | 26 |
| 1 020 | 86 | 18 |
| 1 021 | 82 | 35 |
| 1 022 | 79 | 53 |
| 1 023 | 82 | 30 |
| 1 024 | 83 | 29 |
| 1 025 | 83 | 32 |
| 1 026 | 83 | 28 |
| 1 027 | 76 | 60 |
| 1 028 | 79 | 51 |
| 1 029 | 86 | 26 |
| 1 030 | 82 | 34 |
| 1 031 | 84 | 25 |
| 1 032 | 86 | 23 |
| 1 033 | 85 | 22 |
| 1 034 | 83 | 26 |
| 1 035 | 83 | 25 |
| 1 036 | 83 | 37 |
| 1 037 | 84 | 14 |
| 1 038 | 83 | 39 |
| 1 039 | 76 | 70 |
| 1 040 | 78 | 81 |
| 1 041 | 75 | 71 |
| 1 042 | 86 | 47 |
| 1 043 | 83 | 35 |
| 1 044 | 81 | 43 |
| 1 045 | 81 | 41 |
| 1 046 | 79 | 46 |
| 1 047 | 80 | 44 |
| 1 048 | 84 | 20 |
| 1 049 | 79 | 31 |
| 1 050 | 87 | 29 |
| 1 051 | 82 | 49 |
| 1 052 | 84 | 21 |
| 1 053 | 82 | 56 |
| 1 054 | 81 | 30 |
| 1 055 | 85 | 21 |
| 1 056 | 86 | 16 |
| 1 057 | 79 | 52 |
| 1 058 | 78 | 60 |
| 1 059 | 74 | 55 |
| 1 060 | 78 | 84 |
| 1 061 | 80 | 54 |
| 1 062 | 80 | 35 |
| 1 063 | 82 | 24 |
| 1 064 | 83 | 43 |
| 1 065 | 79 | 49 |
| 1 066 | 83 | 50 |
| 1 067 | 86 | 12 |
| 1 068 | 64 | 14 |
| 1 069 | 24 | 14 |
| 1 070 | 49 | 21 |
| 1 071 | 77 | 48 |
| 1 072 | 103 | 11 |
| 1 073 | 98 | 48 |
| 1 074 | 101 | 34 |
| 1 075 | 99 | 39 |
| 1 076 | 103 | 11 |
| 1 077 | 103 | 19 |
| 1 078 | 103 | 7 |
| 1 079 | 103 | 13 |
| 1 080 | 103 | 10 |
| 1 081 | 102 | 13 |
| 1 082 | 101 | 29 |
| 1 083 | 102 | 25 |
| 1 084 | 102 | 20 |
| 1 085 | 96 | 60 |
| 1 086 | 99 | 38 |
| 1 087 | 102 | 24 |
| 1 088 | 100 | 31 |
| 1 089 | 100 | 28 |
| 1 090 | 98 | 3 |
| 1 091 | 102 | 26 |
| 1 092 | 95 | 64 |
| 1 093 | 102 | 23 |
| 1 094 | 102 | 25 |
| 1 095 | 98 | 42 |
| 1 096 | 93 | 68 |
| 1 097 | 101 | 25 |
| 1 098 | 95 | 64 |
| 1 099 | 101 | 35 |
| 1 100 | 94 | 59 |
| 1 101 | 97 | 37 |
| 1 102 | 97 | 60 |
| 1 103 | 93 | 98 |
| 1 104 | 98 | 53 |
| 1 105 | 103 | 13 |
| 1 106 | 103 | 11 |
| 1 107 | 103 | 11 |
| 1 108 | 103 | 13 |
| 1 109 | 103 | 10 |
| 1 110 | 103 | 10 |
| 1 111 | 103 | 11 |
| 1 112 | 103 | 10 |
| 1 113 | 103 | 10 |
| 1 114 | 102 | 18 |
| 1 115 | 102 | 31 |
| 1 116 | 101 | 24 |
| 1 117 | 102 | 19 |
| 1 118 | 103 | 10 |
| 1 119 | 102 | 12 |
| 1 120 | 99 | 56 |
| 1 121 | 96 | 59 |
| 1 122 | 74 | 28 |
| 1 123 | 66 | 62 |
| 1 124 | 74 | 29 |
| 1 125 | 64 | 74 |
| 1 126 | 69 | 40 |
| 1 127 | 76 | 2 |
| 1 128 | 72 | 29 |
| 1 129 | 66 | 65 |
| 1 130 | 54 | 69 |
| 1 131 | 69 | 56 |
| 1 132 | 69 | 40 |
| 1 133 | 73 | 54 |
| 1 134 | 63 | 92 |
| 1 135 | 61 | 67 |
| 1 136 | 72 | 42 |
| 1 137 | 78 | 2 |
| 1 138 | 76 | 34 |
| 1 139 | 67 | 80 |
| 1 140 | 70 | 67 |
| 1 141 | 53 | 70 |
| 1 142 | 72 | 65 |
| 1 143 | 60 | 57 |
| 1 144 | 74 | 29 |
| 1 145 | 69 | 31 |
| 1 146 | 76 | 1 |
| 1 147 | 74 | 22 |
| 1 148 | 72 | 52 |
| 1 149 | 62 | 96 |
| 1 150 | 54 | 72 |
| 1 151 | 72 | 28 |
| 1 152 | 72 | 35 |
| 1 153 | 64 | 68 |
| 1 154 | 74 | 27 |
| 1 155 | 76 | 14 |
| 1 156 | 69 | 38 |
| 1 157 | 66 | 59 |
| 1 158 | 64 | 99 |
| 1 159 | 51 | 86 |
| 1 160 | 70 | 53 |
| 1 161 | 72 | 36 |
| 1 162 | 71 | 47 |
| 1 163 | 70 | 42 |
| 1 164 | 67 | 34 |
| 1 165 | 74 | 2 |
| 1 166 | 75 | 21 |
| 1 167 | 74 | 15 |
| 1 168 | 75 | 13 |
| 1 169 | 76 | 10 |
| 1 170 | 75 | 13 |
| 1 171 | 75 | 10 |
| 1 172 | 75 | 7 |
| 1 173 | 75 | 13 |
| 1 174 | 76 | 8 |
| 1 175 | 76 | 7 |
| 1 176 | 67 | 45 |
| 1 177 | 75 | 13 |
| 1 178 | 75 | 12 |
| 1 179 | 73 | 21 |
| 1 180 | 68 | 46 |
| 1 181 | 74 | 8 |
| 1 182 | 76 | 11 |
| 1 183 | 76 | 14 |
| 1 184 | 74 | 11 |
| 1 185 | 74 | 18 |
| 1 186 | 73 | 22 |
| 1 187 | 74 | 20 |
| 1 188 | 74 | 19 |
| 1 189 | 70 | 22 |
| 1 190 | 71 | 23 |
| 1 191 | 73 | 19 |
| 1 192 | 73 | 19 |
| 1 193 | 72 | 20 |
| 1 194 | 64 | 60 |
| 1 195 | 70 | 39 |
| 1 196 | 66 | 56 |
| 1 197 | 68 | 64 |
| 1 198 | 30 | 68 |
| 1 199 | 70 | 38 |
| 1 200 | 66 | 47 |
| 1 201 | 76 | 14 |
| 1 202 | 74 | 18 |
| 1 203 | 69 | 46 |
| 1 204 | 68 | 62 |
| 1 205 | 68 | 62 |
| 1 206 | 68 | 62 |
| 1 207 | 68 | 62 |
| 1 208 | 68 | 62 |
| 1 209 | 68 | 62 |
| 1 210 | 54 | 50 |
| 1 211 | 41 | 37 |
| 1 212 | 27 | 25 |
| 1 213 | 14 | 12 |
| 1 214 | 0 | 0 |
| 1 215 | 0 | 0 |
| 1 216 | 0 | 0 |
| 1 217 | 0 | 0 |
| 1 218 | 0 | 0 |
| 1 219 | 0 | 0 |
| 1 220 | 0 | 0 |
| 1 221 | 0 | 0 |
| 1 222 | 0 | 0 |
| 1 223 | 0 | 0 |
| 1 224 | 0 | 0 |
| 1 225 | 0 | 0 |
| 1 226 | 0 | 0 |
| 1 227 | 0 | 0 |
| 1 228 | 0 | 0 |
| 1 229 | 0 | 0 |
| 1 230 | 0 | 0 |
| 1 231 | 0 | 0 |
| 1 232 | 0 | 0 |
| 1 233 | 0 | 0 |
| 1 234 | 0 | 0 |
| 1 235 | 0 | 0 |
| 1 236 | 0 | 0 |
| 1 237 | 0 | 0 |
| 1 238 | 0 | 0 |
A graphical display of the NRTC dynamometer schedule is shown below
This appendix shall apply to CI engines Stage IIIA and IIIB and IV only.
Service accumulation operating hours may be acquired through running engines on a dynamometer test bed or from actual in-field machine operation. Accelerated durability tests can be applied whereby the service accumulation test 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 characteristic of the engine families that will apply the resulting DF values for certification 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 will be performed according to the procedures defined in this Directive for the test engine after initial run-in but before any service accumulation, and at the completion of the durability. Emission tests can also be performed at intervals during the service accumulation test period, and applied in determining the deterioration trend.
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.
| Category (power band) | Useful life (hours) (PDE) |
|---|---|
| ≤ 37 kW (constant speed engines) | 3 000 |
| ≤ 37 kW (not constant speed engines) | 5 000 |
| > 37 kW | 8 000 |
| Engines for the use in inland waterway vessels | 10 000 |
| Railcar engines | 10 000] |
Textual Amendments
F6 Substituted by Commission Directive 2001/63/EC of 17 August 2001 adapting to technical progress Directive 97/68/EC of the European Parliament and of the Council on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery.
The absolute temperature (T a ) of the engine air at the inlet to the engine, expressed in Kelvin, and the dry atmospheric pressure (p s ), expressed in kPa, shall be measured and the parameter f a shall be determined according to the following provisions:
For a test to be recognised as valid, the parameter f a shall be such that:
The temperature of the cooling medium and the temperature of the charge air have to be recorded.
The test engine shall be equipped with an air inlet system presenting an air inlet restriction within 10 % of the upper limit specified by the manufacturer for a new air cleaner at the engine operating conditions, as specified by the manufacturer, which result in maximum air flow in the respective engine application.
For small spark ignition engines (< 1 000 cm 3 displacement) a system representative of the installed engine shall be used.
The test engine shall be equipped with an exhaust system presenting an exhaust back pressure within 10 % of the upper limit specified by the manufacturer for the engine operating conditions which result in the maximum declared power in the respective engine application.
For small spark ignition engines (< 1 000 cm 3 displacement) a system representative of the installed engine shall be used.
An engine cooling system with sufficient capacity to maintain the engine at normal operating temperatures prescribed by the manufacturer shall be used. This provision shall apply to units which have to be detached in order to measure the power, such as with a blower where the blower (cooling) fan has to be disassembled to get access to the crankshaft.
Lubricating oil that meets the engine manufacturer's specifications for a particular engine and intended usage shall be used. Manufacturers must use engine lubricants representative of commercially available engine lubricants.
The specifications of the lubricating oil used for the test shall be recorded at section 1.2 of Annex VII, Appendix 2, for SI engines and presented with the results of the test.
Engines with limited adjustable carburettors shall be tested at both extremes of the adjustment.
The fuel shall be the reference fuel specified in Annex V.
The octane number and the density of the reference fuel used for test shall be recorded at section 1.1.1 of Annex VII, Appendix 2, for SI engines.
For two-stroke engines, the fuel/oil mixture ratio must be the ratio which shall be recommended by the manufacturer. The percentage of oil in the fuel/lubricant mixture feeding the two-stroke engines and the resulting density of the fuel shall be recorded at section 1.1.4 of Annex VII, Appendix 2, for SI engines.
Emissions measurements shall be based on uncorrected brake power. Auxiliaries necessary only for the operation of the machine and which may be mounted on the engine shall be removed for the test. Where auxiliaries have not been removed, the power absorbed by them shall be determined in order to calculate the dynamometer settings except for engines where such auxiliaries form an integral part of the engine (e.g. cooling fans for air cooled engines).
The settings of inlet restriction and exhaust pipe backpressure shall be adjusted, for engines where it shall be possible to perform such an adjustment, to the manufacturer's upper limits, in accordance with sections 2.2 and 2.3. The maximum torque values at the specified test speeds shall be determined by experimentation in order to calculate the torque values for the specified test modes. For engines which are not designed to operate over a speed range on a full load torque curve, the maximum torque at the test speeds shall be declared by the manufacturer. The engine setting for each test mode shall be calculated using the formula:
where:
S is the dynamometer setting [kW],
P M is the maximum observed or declared power at the test speed under the test conditions (see Appendix 2 of Annex VII) [kW],
P AE is the declared total power absorbed by any auxiliary fitted for the test [kW] and not required by Appendix 3 of Annex VII,
L is the percent torque specified for the test mode.
If the ratio
the value of P AE may be verified by the technical authority granting type-approval.
The instrumentation and sampling probes shall be installed as required. When using a full flow dilution system for exhaust gas dilution, the tailpipe shall be connected to the system.
The dilution system and the engine shall be started and warmed up until all temperatures and pressures have stabilised at full load and rated speed (section 3.5.2).
The total dilution ratio shall not be less than four.
For CO 2 or NO x concentration controlled systems, the CO 2 or NO x content of the dilution air must be measured at the beginning and at the end of each test. The pre- and post-test background CO 2 or NO x concentration measurements of the dilution air must be within 100 ppm or 5 ppm of each other, respectively.
When using a dilute exhaust gas analysis system, the relevant background concentrations shall be determined by sampling dilution air into a sampling bag over the complete test sequence.
Continuous (non-bag) background concentration may be taken at the minimum of three points, at the beginning, at the end, and a point near the middle of the cycle and averaged. At the manufacturer's request background measurements may be omitted.
The emission analysers shall be set at zero and spanned.
The following test cycles shall be followed in dynamometer operation on the test engine according to the given type of machinery:
:
non-hand-held intermediate speed applications;
:
non-hand-held rated speed applications;
:
hand-held applications.
| Cycle D | |||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|
| Mode number | 1 | 2 | 3 | 4 | 5 | ||||||
| Engine speed | Rated speed | Intermediate | Low-idle speed | ||||||||
| Load a % | 100 | 75 | 50 | 25 | 10 | ||||||
| Weighting factor | 0,05 | 0,25 | 0,3 | 0,3 | 0,1 | ||||||
| Cycle G1 | |||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|
| Mode number | 1 | 2 | 3 | 4 | 5 | 6 | |||||
| Engine speed | Rated speed | Intermediate Speed | Low-idle speed | ||||||||
| Load % | 100 | 75 | 50 | 25 | 10 | 0 | |||||
| Weighting factor | 0,09 | 0,2 | 0,29 | 0,3 | 0,07 | 0,05 | |||||
| Cycle G2 | |||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|
| Mode number | 1 | 2 | 3 | 4 | 5 | 6 | |||||
| Engine speed | Rated speed | Intermediate Speed | Low-idle speed | ||||||||
| Load % | 100 | 75 | 50 | 25 | 10 | 0 | |||||
| Weighting factor | 0,09 | 0,2 | 0,29 | 0,3 | 0,07 | 0,05 | |||||
| a The load figures are percentage values of the torque corresponding to the prime power rating defined as the maximum power available during a variable power sequence, which may be run for an unlimited number of hours per year, between stated maintenance intervals and under the stated ambient conditions, the maintenance being carried out as prescribed by the manufacturer. For a better illustration of the prime power definition, see figure 2 of ISO 8528-1: 1993(E) standard. | |||||||||||
| b For stage I, 0,90 and 0,10 may be used instead of 0,85 and 0,15 respectively. | |||||||||||
| Cycle G3 | |||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|
| Mode number | 1 | 2 | |||||||||
| Engine speed | Rated speed | Intermediate Speed | Low-idle speed | ||||||||
| Load % | 100 | 0 | |||||||||
| Weighting factor | 0,85 b | 0,15 b | |||||||||
If the primary end use of an engine model is known then the test cycle may be chosen based on the examples given in section 3.5.1.3. If the primary end use of an engine is uncertain then the appropriate test cycle should be chosen based upon the engine specification.
Typical examples are for:
cycle D:
generating sets with intermittent load including generating sets on board ships and trains (not for propulsion), refrigerating units, welding sets;
gas compressors;
cycle G1:
front or rear engines riding lawn mowers;
golf carts;
lawn sweepers;
pedestrian-controlled rotary or cylinder lawn mowers;
snow-removal equipment;
waste disposers;
cycle G2:
portable generators, pumps, welders and air compressors;
may also include lawn and garden equipment, which operate at engine rated speed;
cycle G3:
blowers;
chain saws;
hedge trimmers;
portable saw mills;
rotary tillers;
sprayers;
string trimmers;
vacuum equipment.
Warming up of the engine and the system shall be at maximum speed and torque in order to stabilise the engine parameters according to the recommendations of the manufacturer.
Note: The conditioning period should also prevent the influence of deposits from a former test in the exhaust system. There is also a required period of stabilisation between test points which has been included to minimise point to point influences. U.K.
Test cycles G1, G2 or G3 shall be performed in ascending order of mode number of the cycle in question. Each mode sampling time shall be at least 180 s. The exhaust emission concentration values shall be measured and recorded for the last 120 s of the respective sampling time. For each measuring point, the mode length shall be of sufficient duration to achieve thermal stability of the engine prior to the start of sampling. The mode length shall be recorded and reported.
For engines tested with the dynamometer speed control test configuration: During each mode of the test cycle after the initial transition period, the specified speed shall be held to within ± 1 % of rated speed or ± 3 min -1 whichever is greater except for low idle which shall be within the tolerances declared by the manufacturer. The specified torque shall be held so that the average over the period during which the measurements are being taken is within ± 2 % of the maximum torque at the test speed.
For engines tested with the dynamometer load control test configuration: During each mode of the test cycle after the initial transition period, the specified speed shall be within ± 2 % of rated speed or ± 3 min -1 whichever is greater, but shall in any case be held within ± 5 %, except for low idle which shall be within the tolerances declared by the manufacturer.
During each mode of the test cycle where the prescribed torque is 50 % or greater of the maximum torque at the test speed the specified average torque over the data acquisition period shall be held within ± 5 % of the prescribed torque. During modes of the test cycle where the prescribed torque is less than 50 % of the maximum torque at the test speed the specified average torque over the data acquisition period shall be held within ± 10 % of the prescribed torque or ± 0,5 Nm whichever is greater.
The output of the analysers shall be recorded on a strip chart recorder or measured with an equivalent data acquisition system with the exhaust gas flowing through the analysers at least during the last 180 s of each mode. If bag sampling is applied for the diluted CO and CO 2 measurement (see Appendix 1, section 1.4.4), a sample shall be bagged during the last 180 s of each mode, and the bag sample analysed and recorded.
The engine speed and load, intake air temperature and fuel flow shall be measured for each mode once the engine has been stabilised. Any additional data required for calculation shall be recorded (see Appendix 3, sections 1.1 and 1.2).
After the emission test a zero gas and the same span gas shall be used for re-checking. The test shall be considered acceptable if the difference between the two measuring results is less than 2 %.
Gaseous components emitted by the engine submitted for testing shall be measured by the methods described in Annex VI. The methods of Annex VI describe the recommended analytical systems for the gaseous emissions (section 1.1).
An engine dynamometer with adequate characteristics to perform the test cycles described in Annex IV, section 3.5.1 shall be used. The instrumentation for torque and speed measurement shall allow the measurement of the shaft power within the given limits. Additional calculations may be necessary.
The accuracy of the measuring equipment must be such that the maximum tolerances of the figures given in section 1.3 are not exceeded.
Fuel flow meters with the accuracy defined in section 1.3 shall be used to measure the fuel flow that will be used to calculate emissions (Appendix 3). When using a full flow dilution system, the total flow of the dilute exhaust (G TOTW ) shall be measured with a PDP or CFV — Annex VI, section 1.2.1.2. The accuracy shall conform to the provisions of Annex III, Appendix 2, section 2.2.
The calibration of all measuring instruments shall be traceable to national (international) standards and comply with the requirements given in tables 2 and 3.
| Table 2 — Permissible deviations of instruments for engine related parameters | ||
| a The calculations of the exhaust emissions as described in this Directive are, in some cases, based on different measurement and/or calculation methods. Because of limited total tolerances for the exhaust emission calculation, the allowable values for some items, used in the appropriate equations, must be smaller than the allowed tolerances given in ISO 3046-3. | ||
| No | Item | Permissible deviation |
|---|---|---|
| 1 | Engine speed | ± 2% of the reading or ± 1% of engine's max value whichever is larger |
| 2 | Torque | ± 2% of the reading or ± 1% of engine's max value whichever is larger |
| 3 | Fuel consumption a | ± 2% of engine's max value |
| 4 | Air consumption a | ± 2% of the reading or ± 1% of engine's max value whichever is larger |
| Table 3 — Permissible deviations of instruments for other essential parameters | ||
| No | Item | Permissible deviation |
|---|---|---|
| 1 | Temperatures ≤ 600 K | ± 2 K absolute |
| 2 | Temperatures ≥ 600 K | ± 1 % of reading |
| 3 | Exhaust gas pressure | ± 0,2 kPa absolute |
| 4 | Inlet manifold depressions | ± 0,05 kPa absolute |
| 5 | Atmospheric pressure | ± 0,1 kPa absolute |
| 6 | Other pressures | ± 0,1 kPa absolute |
| 7 | Relative humidity | ± 3 % absolute |
| 8 | Absolute humidity | ± 5 % of reading |
| 9 | Dilution air flow | ± 2 % of reading |
| 10 | Diluted exhaust gas flow | ± 2 % of reading |
The analysers shall have a measuring range appropriate for the accuracy required for measuring the concentrations of the exhaust gas components (section 1.4.1.1). It is recommended that the analysers be operated such that the measured concentration falls between 15 % and 100 % of full scale.
If the full scale value is 155 ppm (or ppm C) or less or if read-out systems (computers, data loggers) that provide sufficient accuracy and resolution below 15 % of full scale are used concentrations below 15 % of full scale are also acceptable. In this case, additional calibrations are to be made to ensure the accuracy of the calibration curves — Appendix 2, section 1.5.5.2, of this Annex.
The electromagnetic compatibility (EMC) of the equipment shall be on a level as to minimise additional errors.
The analyser shall not deviate from the nominal calibration point by more than ± 2 % of the reading over the whole measurement range except zero, and ± 0,3 % of full scale at zero. The accuracy shall be determined according to the calibration requirements laid down in section 1.3.
The repeatability, shall be such that 2,5 times the standard deviation of 10 repetitive responses to a given calibration or span gas is not greater than ± 1 % of full scale concentration for each range used above 100 ppm (or ppmC) or ± 2 % of each range used below 100 ppm (or ppmC).
The analyser peak-to-peak response to zero and calibration or span gases over any 10-s period shall not exceed 2 % of full scale on all ranges used.
Zero response is defined as the mean response, including noise, to a zero gas during a 30-s time interval. The drift of the zero response during a one-hour period shall be less than 2 % of full scale on the lowest range used.
Span response is defined as the mean response, including noise, to a span gas during a 30-s time interval. The drift of the span response during a one-hour period shall be less than 2 % of full scale on the lowest range used.
Exhaust gases may be measured wet or dry. Any gas-drying device, if used, must have a minimal effect on the concentration of the measured gases. Chemical dryers are not an acceptable method of removing water from the sample.
Sections 1.4.3.1 to 1.4.3.5 describe the measurement principles to be used. A detailed description of the measurement systems is given in Annex VI.
The gases to be measured shall be analysed with the following instruments. For non-linear analysers, the use of linearising circuits is permitted.
The carbon monoxide analyser shall be of the non-dispersive infrared (NDIR) absorption type.
The carbon dioxide analyser shall be of the non-dispersive infrared (NDIR) absorption type.
Oxygen analysers shall be of the paramagnetic detector (PMD), zirconium dioxide (ZRDO) or electrochemical sensor (ECS) types.
Note: Zirconium dioxide sensors are not recommended when HC and CO concentrations are high such as for lean burn spark ignited engines. Electrochemical sensors shall be compensated for CO 2 and NO X interference. U.K.
For direct gas sampling the hydrocarbon analyser shall be of the heated flame ionisation detector (HFID) type with detector, valves, pipework, etc., heated so as to maintain a gas temperature of 463 K ± 10 K (190 o C ± 10 o C).
For diluted gas sampling the hydrocarbon analyser shall be either the heated flame ionisation detector (HFID) type or the flame ionisation detector (FID) type.
The oxides of nitrogen analyser shall be of the chemiluminescent detector (CLD) or heated chemiluminescent detector (HCLD) type with a NO 2 /NO converter, if measured on a dry basis. If measured on a wet basis, a HCLD with converter maintained above 328 K (55 o C) shall be used, provided the water quench check (Annex III, Appendix 2, section 1.9.2.2) is satisfied. For both CLD and HCLD, the sampling path shall be maintained at a wall temperature of 328 K to 473 K (55 o C to 200 o C) up to the converter for dry measurement, and up to the analyser for wet measurement.
If the composition of the exhaust gas is influenced by any exhaust after-treatment system, the exhaust sample shall be taken downstream of this device.
The exhaust sampling probe should be in a high pressure side of the muffler, but as far from the exhaust port as possible. To ensure complete mixing of the engine exhaust before sample extraction, a mixing chamber may be optionally inserted between the muffler outlet and the sample probe. The internal volume of the mixing chamber must be not less than 10 times the cylinder displacement of the engine under test and should be roughly equal dimensions in height, width and depth, being similar to a cube. The mixing chamber size should be kept as small as practicable and should be coupled as close as possible to the engine. The exhaust line leaving the mixing chamber of muffler should extend at least 610 mm beyond the sample probe location and be of sufficient size to minimise back pressure. The temperature of the inner surface of the mixing chamber must be maintained above the dew point of the exhaust gases and a minimum temperature of 338 o K (65 o C) is recommended.
All components may optionally be measured directly in the dilution tunnel, or by sampling into a bag and subsequent measurement of the concentration in the sampling bag.
Each analyser shall be calibrated as often as necessary to fulfil the accuracy requirements of this standard. The calibration method that shall be used is described in this paragraph for the analysers indicated in Appendix 1, section 1.4.3.
The shelf life of all calibration gases must be respected.
The expiry date of the calibration gases stated by the manufacturer shall be recorded.
The required purity of the gases is defined by the contamination limits given below. The following gases must be available for operation:
purified nitrogen (contamination ≤ 1 ppm C, ≤ 1 ppm CO, ≤ 400 ppm CO 2 , ≤ 0,1 ppm NO),
purified oxygen (purity > 99,5 Vol.-% O 2 ),
hydrogen-helium mixture (40 ± 2 % hydrogen, balance helium); contamination ≤ 1 ppm C, ≤ 400 ppm CO 2 ,
purified synthetic air (contamination ≤ 1 ppm C, ≤ 1 ppm CO, ≤ 400 ppm CO 2 , ≤ 0,1 ppm NO (oxygen content between 18 % and 21 % vol).
Mixture of gases having the following chemical compositions shall be available:
C 3 H 8 and purified synthetic air (see section 1.2.1),
CO and purified nitrogen,
and purified nitrogen (the amount of NO 2 contained in this calibration gas must not exceed 5 % of the NO content),
CO 2 and purified nitrogen,
CH 4 and purified synthetic air,
C 2 H 6 and purified synthetic air.
Note: Other gas combinations are allowed provided the gases do not react with one another. U.K.
The true concentration of a calibration and span gas shall be within ± 2 % of the nominal value. All concentrations of calibration gas shall be given on a volume basis (volume percent or volume ppm).
The gases used for calibration and span may also be obtained by means of precision blending devices (gas dividers), diluting with purified N 2 or with purified synthetic air. The accuracy of the mixing device must be such that the concentration of the diluted calibration gases is accurate to within ± 1,5 %. This accuracy implies that primary gases used for blending must be known to an accuracy of at least ± 1 %, traceable to national or international gas standards. The verification shall be performed at between 15 % and 50 % of full scale for each calibration incorporating a blending device.
Optionally, the blending device may be checked with an instrument, which by nature is linear, e.g. using NO gas with a CLD. The span value of the instrument shall be adjusted with the span gas directly connected to the instrument. The blending device shall be checked at the used settings and the nominal value shall be compared to the measured concentration of the instrument. This difference shall in each point be within ± 0,5 % of the nominal value.
Oxygen interference check gases shall contain propane with 350 ppm C ± 75 ppm C hydrocarbon. The concentration value shall be determined to calibration gas tolerances by chromatographic analysis of total hydrocarbons plus impurities or by dynamic blending. Nitrogen shall be the predominant diluent with the balance oxygen. Blend required for gasoline-fuelled engine testing is as follows:
| O 2 interference concentration | Balance |
| 10 (9 to 11) | Nitrogen |
| 5 (4 to 6) | Nitrogen |
| 0 (0 to 1) | Nitrogen. |
The operating procedure for analysers shall follow the start-up and operating instructions of the instrument manufacturer. The minimum requirements given in sections 1.4 to 1.9 shall be included. For laboratory instruments such as GC and high performance liquid chromatography (HPLC) only section 1.5.4 shall apply.
A system leakage test shall be performed. The probe shall be disconnected from the exhaust system and the end plugged. The analyser pump shall be switched on. After an initial stabilisation period all flow meters should read zero. If not, the sampling lines shall be checked and the fault corrected.
The maximum allowable leakage rate on the vacuum side shall be 0,5 % of the in-use flow rate for the portion of the system being checked. The analyser flows and bypass flows may be used to estimate the in-use flow rates.
Alternatively, the system may be evacuated to a pressure of at least 20 kPa vacuum (80 kPa absolute). After an initial stabilisation period the pressure increase δp (kPa/min) in the system shall not exceed:
Where:
=
system volume [l]
=
system flow rate [l/min]
Another method is the introduction of a concentration step change at the beginning of the sampling line by switching from zero to span gas. If after an adequate period of time the reading shows a lower concentration compared to the introduced concentration, this points to calibration or leakage problems.
The instrument assembly shall be calibrated and calibration curves checked against standard gases. The same gas flow rates shall be used as when sampling exhaust gas.
The warming-up time should be according to the recommendations of the manufacturer. If not specified, a minimum of two hours is recommended for warming-up the analysers.
The NDIR analyser shall be tuned, as necessary, and the combustion flame of the HFID analyser shall be optimised (section 1.9.1).
Both instruments shall be calibrated according to good laboratory practice and the recommendations of the manufacturer.
Each normally used operating range shall be calibrated.
Using purified synthetic air (or nitrogen), the CO, CO 2 , NO x and HC analysers shall be set at zero.
The appropriate calibration gases shall be introduced to the analysers, the values recorded, and the calibration curves established.
For all instrument ranges except for the lowest range, the calibration curve shall be established by at least 10 calibration points (excluding zero) equally spaced. For the lowest range of the instrument, the calibration curve shall be established by at least 10 calibration points (excluding zero) spaced so that half of the calibration points are placed below 15 % of the analyser's full scale and the rest are placed above 15 % of full scale. For all ranges the highest nominal concentration must be equal to or higher than 90 % of full scale.
The calibration curve shall be calculated by the method of least squares. A best-fit linear or non-linear equation may be used.
The calibration points must not differ from the least-squares best-fit line by more than ± 2 % of reading or ± 0,3 % of full scale whichever is larger.
The zero setting shall be rechecked and the calibration procedure repeated, if necessary.
If it can be shown that alternative technology (e.g. computer, electronically controlled range switch, etc.) can give equivalent accuracy, then these alternatives may be used.
Each normally used operating range shall be checked prior to each analysis in accordance with the following procedure.
The calibration is checked by using a zero gas and a span gas whose nominal value is more than 80 % of full scale of the measuring range.
If, for the two points considered, the value found does not differ by more than ± 4 % of full scale from the declared reference value, the adjustment parameters may be modified. Should this not be the case, the span gas shall be verified or a new calibration curve shall be established in accordance with section 1.5.5.1.
The analyser for measurement of the tracer gas concentration shall be calibrated using the standard gas.
The calibration curve shall be established by at least 10 calibration points (excluding zero) spaced so that half of the calibration points are placed between 4 % to 20 % of the analyser's full scale and the rest are in between 20 % and 100 % of the full scale. The calibration curve shall be calculated by the method of least squares.
The calibration curve must not differ by more than ± 1 % of the full scale from the nominal value of each calibration point, in the range from 20 % to 100 % of the full scale. It also must not differ by more than ± 2 % of reading from the nominal value in the range from 4 % to 20 % of the full scale. The analyser shall be set at zero and spanned prior to the test run using a zero gas and a span gas whose nominal value is more than 80 % of the analyser full scale.
The efficiency of the converter used for the conversion of NO 2 into NO is tested as given in sections 1.8.1 to 1.8.8 (figure 1 of Annex III, Appendix 2).
Using the test set-up as shown in figure 1 of Annex III and the procedure below, the efficiency of converters can be tested by means of an ozonator.
The CLD and the HCLD shall be calibrated in the most common operating range following the manufacturer's specifications using zero and span gas (the NO content of which must amount to about 80 % of the operating range and the NO 2 concentration of the gas mixture to less than 5 % of the NO concentration). The NO x analyser must be in the NO mode so that the span gas does not pass through the converter. The indicated concentration has to be recorded.
The efficiency of the NO x , converter is calculated as follows:
Where:
=
NO x concentration according to section 1.8.6
=
NO x concentration according to section 1.8.7
=
NO concentration according to section 1.8.4
=
NO concentration according to section 1.8.5.
Via a T-fitting, oxygen or zero air is added continuously to the gas flow until the concentration indicated is about 20 % less than the indicated calibration concentration given in section 1.8.2. (The analyser is in the NO mode.)
The indicated concentration (c) shall be recorded. The ozonator is kept deactivated throughout the process.
The ozonator is now activated to generate enough ozone to bring the NO concentration down to about 20 % (minimum 10 %) of the calibration concentration given in section 1.8.2. The indicated concentration (d) shall be recorded. (The analyser is in the NO mode.)
The NO analyser is then switched to the NO x mode so that the gas mixture (consisting of NO, NO 2 , O 2 and N 2 ) now passes through the converter. The indicated concentration (a) shall be recorded. (The analyser is in the NO x mode.)
The ozonator is now deactivated. The mixture of gases described in section 1.8.6 passes through the converter into the detector. The indicated concentration (b) shall be recorded. (The analyser is in the NO x mode.)
Switched to NO mode with the ozonator deactivated, the flow of oxygen or synthetic air is also shut off. The NO x reading of the analyser shall not deviate by more than ± 5 % from the value measured according to section 1.8.2. (The analyser is in the NO mode.)
The efficiency of the converter must be checked monthly.
The efficiency of the converter shall not be less than 90 %, but a higher efficiency of 95 % is strongly recommended.
Note: If, with the analyser in the most common range, the ozonator cannot give a reduction from 80 % to 20 % according to section 1.8.5, then the highest range which will give the reduction shall be used. U.K.
The HFID must be adjusted as specified by the instrument manufacturer. A propane in air span gas should be used to optimise the response on the most common operating range.
With the fuel and airflow rates set at the manufacturer's recommendations, a 350 ± 75 ppm C span gas shall be introduced to the analyser. The response at a given fuel flow shall be determined from the difference between the span gas response and the zero gas response. The fuel flow shall be incrementally adjusted above and below the manufacturer's specification. The span and zero response at these fuel flows shall be recorded. The difference between the span and zero response shall be plotted and the fuel flow adjusted to the rich side of the curve. This is the initial flow rate setting, which may need further optimisation depending on the results of the hydrocarbon response factor and the oxygen interference check according to sections 1.9.2 and 1.9.3.
If the oxygen interference or the hydrocarbon response factors do not meet the following specifications, the airflow shall be incrementally adjusted above and below the manufacturer's specifications, sections 1.9.2 and 1.9.3 should be repeated for each flow.
The analyser shall be calibrated using propane in air and purified synthetic air, according to section 1.5.
Response factors shall be determined when introducing an analyser into service and after major service intervals. The response factor (R f ) for a particular hydrocarbon species is the ratio of the FID C1 reading to the gas concentration in the cylinder expressed by ppm C1.
The concentration of the test gas must be at a level to give a response of approximately 80 % of full scale. The concentration must be known to an accuracy of ± 2 % in reference to a gravimetric standard expressed in volume. In addition, the gas cylinder must be preconditioned for 24 hours at a temperature of 298 K (25 o C) ± 5 K.
The test gases to be used and the recommended relative response factor ranges are as follows:
methane and purified synthetic air: 1,00 ≤ R f ≤ 1,15
propylene and purified synthetic air: 0,90 ≤ R f ≤ 1,1
toluene and purified synthetic air: 0,90 ≤ R f ≤ 1,10.
These values are relative to the response factor (R f ) of 1,00 for propane and purified synthetic air.
The oxygen interference check shall be determined when introducing an analyser into service and after major service intervals. A range shall be chosen where the oxygen interference check gases will fall in the upper 50 %. The test shall be conducted with the oven temperature set as required. The oxygen interference gases are specified in section 1.2.3.
The analyser shall be zeroed.
The analyser shall be spanned with the 0 % oxygen blend for gasoline fuelled engines.
The zero response shall be rechecked. If it has changed more than 0,5 % of full scale subsections (a) and (b) of this section shall be repeated.
The 5 % and 10 % oxygen interference check gases shall be introduced.
The zero response shall be rechecked. If it has changed more than ± 1 % of full scale, the test shall be repeated.
The oxygen interference (% O 2 I) shall be calculated for each mixture in step (d) as follows:
where:
=
hydrocarbon concentration (ppm C) of the span gas used in subsection (b)
=
hydrocarbon concentration (ppm C) of the oxygen interference check gases used in subsection (d)
=
analyser response
=
percent of full scale analyser response due to A
The % of oxygen interference (% O 2 I) shall be less than ± 3 % for all required oxygen interference check gases prior to testing.
If the oxygen interference is greater than ± 3 %, the air flow above and below the manufacturer's specifications shall be incrementally adjusted, repeating section 1.9.1 for each flow.
If the oxygen interference is greater than ± 3 %, after adjusting the air flow, the fuel flow and thereafter the sample flow shall be varied, repeating section 1.9.1 for each new setting.
If the oxygen interference is still greater than ± 3 %, the analyser, FID fuel, or burner air shall be repaired or replaced prior to testing. This section shall then be repeated with the repaired or replaced equipment or gases.
Gases other than the one being analysed can interfere with the reading in several ways. Positive interference occurs in NDIR and PMD instruments where the interfering gas gives the same effect as the gas being measured, but to a lesser degree. Negative interference occurs in NDIR instruments by the interfering gas broadening the absorption band of the measured gas, and in CLD instruments by the interfering gas quenching the radiation. The interference checks in sections 1.10.1 and 1.10.2 shall be performed prior to an analyser's initial use and after major service intervals, but at least once per year.
Water and CO 2 can interfere with the CO analyser performance. Therefore a CO 2 span gas having a concentration of 80 % to 100 % of full scale of the maximum operating range used during testing shall be bubbled through water at room temperature and the analyser response recorded. The analyser response must not be more than 1 % of full scale for ranges equal to or above 300 ppm or more than 3 ppm for ranges below 300 ppm.
The two gases of concern for CLD (and HCLD) analysers are CO 2 and water vapour. Quench responses of these gases are proportional to their concentrations, and therefore require test techniques to determine the quench at the highest expected concentrations experienced during testing.
A CO 2 span gas having a concentration of 80 % to 100 % of full scale of the maximum operating range shall be passed through the NDIR analyser and the CO 2 value recorded as A. It shall then be diluted approximately 50 % with NO span gas and passed through the NDIR and (H)CLD with the CO 2 and NO values recorded as B and C, respectively. The CO 2 shall be shut off and only the NO span gas is passed through the (H)CLD and the NO value recorded as D.
The quench, which shall not be greater than 3 % full scale, shall be calculated as follows:
where:
:
undiluted CO 2 concentration measured with NDIR %
:
diluted CO 2 concentration measured with NDIR %
:
diluted NO concentration measured with CLD ppm
:
undiluted NO concentration measured with CLD ppm
Alternative methods of diluting and quantifying CO 2 and NO span gas values, such as dynamic/mixing/blending, can be used.
This check applies to wet gas concentration measurements only. Calculation of water quench must consider dilution of the NO span gas with water vapour and scaling of water vapour concentration of the mixture to that expected during testing.
A NO span gas having a concentration of 80 % to 100 % of full scale to the normal operating range shall be passed through the (H)CLD and the NO value recorded as D. The NO span gas shall then be bubbled through water at room temperature and passed through the (H)CLD and the NO value recorded as C. The water temperature shall be determined and recorded as F. The mixture's saturation vapour pressure that corresponds to the bubbler water temperature (F) shall be determined and recorded as G. The water vapour concentration (in %) of the mixture shall be calculated as follows:
and recorded as H. The expected diluted NO span gas (in water vapour) concentration shall be calculated as follows:
and recorded as D e .
The water quench shall not be greater than 3 % and shall be calculated as follows:
where:
:
expected diluted NO concentration (ppm)
:
diluted NO concentration (ppm)
:
maximum water vapour concentration
:
actual water vapour concentration (%).
Note: It is important that the NO span gas contains minimal NO 2 concentration for this check, since absorption of NO 2 in water has not been accounted for in the quench calculations. U.K.
Instrument response of a PMD analyser caused by gases other than oxygen is comparatively slight. The oxygen equivalents of the common exhaust gas constituents are shown in table 1.
| Tabel 1 — Oxygen equivalents | |
| Gas | O 2 equivalent % |
|---|---|
| Carbon dioxide (CO 2 ) | – 0,623 |
| Carbon monoxide (CO) | – 0,354 |
| Nitrogen oxide (NO) | + 44,4 |
| Nitrogen dioxide (NO 2 ) | + 28,7 |
| Water (H 2 O) | – 0,381 |
The observed oxygen concentration shall be corrected by the following formula if high precision measurements are to be done:
The analysers shall be calibrated according to section 1.5 at least every three months or whenever a system repair or change is made that could influence calibration.
For the evaluation of the gaseous emissions, the chart reading for a minimum of the last 120 s of each mode shall be averaged, and the average concentrations (conc) of HC, CO, NO x and CO 2 during each mode shall be determined from the average chart readings and the corresponding calibration data. A different type of recording can be used if it ensures an equivalent data acquisition.
The average background concentration (conc d ) may be determined from the bag readings of the dilution air or from the continuous (non-bag) background reading and the corresponding calibration data.
The finally reported test results shall be derived through the following steps.
The measured concentration, if not already measured on a wet basis, shall be converted to a wet basis:
For the raw exhaust gas:
where α is the hydrogen to carbon ratio in the fuel.
The H 2 concentration in the exhaust shall be calculated:
The factor k w2 shall be calculated:
with H a absolute humidity of the intake air as g of water per kg of dry air.
For the diluted exhaust gas:
where α is the hydrogen to carbon ratio in the fuel.
The factor k w1 shall be calculated from the following equations:
where:
absolute humidity of the dilution air, g of water per kg of dry air
absolute humidity of the intake air, g of water per kg of dry air
For the dilution air:
The factor k w1 shall be calculated from the following equations:
where:
absolute humidity of the dilution air, g of water per kg of dry air
absolute humidity of the intake air, g of water per kg of dry air
For the intake air (if different from the dilution air):
The factor k w2 shall be calculated from the following equations:
with H a absolute humidity of the intake air, g of water per kg of dry air.
As the NO x emission depends on ambient air conditions, the NO x concentration shall be multiplied by the factor K H taking into account humidity:
with H a absolute humidity of the intake air as g of water per kg of dry air.
The emission mass flow rates Gas mass [g/h] for each mode shall be calculated as follows.
For the raw exhaust gas (27) :
where:
G FUEL [kg/h] is the fuel mass flow rate;
MW Gas [kg/kmol] is the molecular weight of the individual gas shown in table 1;
| Table 1 — Molecular weights | |
| Gas | MW Gas [kg/kmol] |
|---|---|
| NO x | 46,01 |
| CO | 28,01 |
| HC | MW HC = MW FUEL |
| CO 2 | 44,01 |
MW FUEL = 12,011 + α × 1,00794 + β × 15,9994 [kg/kmole] is the fuel molecular weight with α hydrogen to carbon ratio and β oxygen to carbon ratio of the fuel (28) ;
CO 2AIR is the CO 2 concentration in the intake air (that is assumed equal to 0,04 % if not measured).
For the diluted exhaust gas (27) :
where:
G TOTW [kg/h] is the diluted exhaust gas mass flow rate on wet basis that, when using a full flow dilution system, shall be determined according to Annex III, Appendix 1, section 1.2.4,
conc c is the background corrected concentration:
with
The u coefficient is shown in table 2.
| Table 2 — Values of u coefficient | ||
| Gas | u | conc |
|---|---|---|
| NO x | 0,001587 | ppm |
| CO | 0,000966 | ppm |
| HC | 0,000479 | ppm |
| CO 2 | 15,19 | % |
Values of the u coefficient are based upon a molecular weight of the dilute exhaust gases equal to 29 [kg/kmol]; the value of u for HC is based upon an average carbon to hydrogen ratio of 1:1,85.
The specific emission (g/kWh) shall be calculated for all individual components:
where P i = P M,i + P AE,i
When auxiliaries, such as cooling fan or blower, are fitted for the test, the power absorbed shall be added to the results except for engines where such auxiliaries are an integral part of the engine. The fan or blower power shall be determined at the speeds used for the tests either by calculation from standard characteristics or by practical tests (Appendix 3 of Annex VII).
The weighting factors and the number of the n modes used in the above calculation are shown in Annex IV, section 3.5.1.1.
With reference to the experimental data (table 3), calculations are carried out first for mode 1 and then are extended to other test modes using the same procedure.
| Table 3 — Experimental data of a four-stroke SI engine | |||||||
| Mode | 1 | 2 | 3 | 4 | 5 | 6 | |
|---|---|---|---|---|---|---|---|
| Engine speed | min -1 | 2 550 | 2 550 | 2 550 | 2 550 | 2 550 | 1 480 |
| Power | kW | 9,96 | 7,5 | 4,88 | 2,36 | 0,94 | 0 |
| Load percent | % | 100 | 75 | 50 | 25 | 10 | 0 |
| Weighting factors | — | 0,09 | 0,2 | 0,29 | 0,3 | 0,07 | 0,05 |
| Barometric pressure | kPa | 101,0 | 101,0 | 101,0 | 101,0 | 101,0 | 101,0 |
| Air temperature | o C | 20,5 | 21,3 | 22,4 | 22,4 | 20,7 | 21,7 |
| Air relative humidity | % | 38,0 | 38,0 | 38,0 | 37,0 | 37,0 | 38,0 |
| Air absolute humidity | g H20 /kg air | 5,696 | 5,986 | 6,406 | 6,236 | 5,614 | 6,136 |
| CO dry | ppm | 60 995 | 40 725 | 34 646 | 41 976 | 68 207 | 37 439 |
| NO x wet | ppm | 726 | 1 541 | 1 328 | 377 | 127 | 85 |
| HC wet | ppm C1 | 1 461 | 1 308 | 1 401 | 2 073 | 3 024 | 9 390 |
| CO 2 dry | % Vol. | 11,4098 | 12,691 | 13,058 | 12,566 | 10,822 | 9,516 |
| Fuel mass flow | kg/h | 2,985 | 2,047 | 1,654 | 1,183 | 1,056 | 0,429 |
| Fuel H/C ratio α | — | 1,85 | 1,85 | 1,85 | 1,85 | 1,85 | 1,85 |
| Fuel O/C ratio β | 0 | 0 | 0 | 0 | 0 | 0 | |
The dry/wet correction factor kw shall be calculated for converting dry CO and CO 2 measurements on a wet basis:
where:
and
| Table 4 — CO and CO 2 wet values according to different test modes | |||||||
| Mode | 1 | 2 | 3 | 4 | 5 | 6 | |
|---|---|---|---|---|---|---|---|
| H 2 dry | % | 2,45 | 1,499 | 1,242 | 1,554 | 2,834 | 1,422 |
| k w2 | — | 0,009 | 0,01 | 0,01 | 0,01 | 0,009 | 0,01 |
| k w | — | 0,872 | 0,87 | 0,869 | 0,87 | 0,874 | 0,894 |
| CO wet | ppm | 53 198 | 35 424 | 30 111 | 36 518 | 59 631 | 33 481 |
| CO 2 wet | % | 9,951 | 11,039 | 11,348 | 10,932 | 9,461 | 8,51 |
Where:
| Table 5 — HC emissions [g/h] according to different test modes | ||||||
| Mode | 1 | 2 | 3 | 4 | 5 | 6 |
|---|---|---|---|---|---|---|
| HC mass | 28,361 | 18,248 | 16,026 | 16,625 | 20,357 | 31,578 |
At first the humidity correction factor K H of NO x emissions shall be calculated:
| Table 6 — Humidity correction factor K H of NO x emissions according to different modes | ||||||
| Mode | 1 | 2 | 3 | 4 | 5 | 6 |
|---|---|---|---|---|---|---|
| K H | 0,85 | 0,86 | 0,874 | 0,868 | 0,847 | 0,865 |
Then NO xmass [g/h] shall be calculated:
| Table 7 — NO x emissions [g/h] according to the different test modes | ||||||
| Mode | 1 | 2 | 3 | 4 | 5 | 6 |
|---|---|---|---|---|---|---|
| NO xmass | 39,717 | 61,291 | 44,013 | 8,703 | 2,401 | 0,82 |
| Table 8 — CO emissions [g/h] according to different test modes | ||||||
| Mode | 1 | 2 | 3 | 4 | 5 | 6 |
|---|---|---|---|---|---|---|
| CO mass | 2 084,588 | 997,638 | 695,278 | 591,183 | 810,334 | 227,285 |
| Table 9 — CO 2 emissions [g/h] according to different test modes | ||||||
| Mode | 1 | 2 | 3 | 4 | 5 | 6 |
|---|---|---|---|---|---|---|
| CO 2mass | 6 126,806 | 4 884,739 | 4 117,202 | 2 780,662 | 2 020,061 | 907,648 |
The specific emission (g/kWh) shall be calculated for all individual components:
| Table 10 —Emissions [g/h] and weighting factors according to the test modes | |||||||
| Mode | 1 | 2 | 3 | 4 | 5 | 6 | |
|---|---|---|---|---|---|---|---|
| HC mass | g/h | 28,361 | 18,248 | 16,026 | 16,625 | 20,357 | 31,578 |
| NO xmass | g/h | 39,717 | 61,291 | 44,013 | 8,703 | 2,401 | 0,82 |
| CO mass | g/h | 2 084,588 | 997,638 | 695,278 | 591,183 | 810,334 | 227,285 |
| CO 2mass | g/h | 6 126,806 | 4 884,739 | 4 117,202 | 2 780,662 | 2 020,061 | 907,648 |
| Power P I | kW | 9,96 | 7,5 | 4,88 | 2,36 | 0,94 | 0 |
| Weighting factors WF I | — | 0,09 | 0,2 | 0,29 | 0,3 | 0,07 | 0,05 |
With reference to the experimental data (table 11), calculations shall be carried out first for mode 1 and then extended to the other test mode using the same procedure.
| Table 11 — Experimental data of a two-stroke SI engine | |||
| Mode | 1 | 2 | |
|---|---|---|---|
| Engine speed | min -1 | 9 500 | 2 800 |
| Power | kW | 2,31 | 0 |
| Load percent | % | 100 | 0 |
| Weighting factors | — | 0,9 | 0,1 |
| Barometric pressure | kPa | 100,3 | 100,3 |
| Air temperature | o C | 25,4 | 25 |
| Air relative humidity | % | 38,0 | 38,0 |
| Air absolute humidity | g H20 /kg air | 7,742 | 7,558 |
| CO dry | ppm | 37 086 | 16 150 |
| NO x wet | ppm | 183 | 15 |
| HC wet | ppmC1 | 14 220 | 13 179 |
| CO 2 dry | % Vol. | 11,986 | 11,446 |
| Fuel mass flow | kg/h | 1,195 | 0,089 |
| Fuel H/C ratio α | — | 1,85 | 1,85 |
| Fuel O/C ratio β | 0 | 0 | |
The dry/wet correction factor k w shall be calculated for converting dry CO and CO 2 measurements on a wet basis:
Where:
| Table 12 — CO and CO 2 wet values according to different test modes | |||
| Mode | 1 | 2 | |
|---|---|---|---|
| H 2 dry | % | 1,357 | 0,543 |
| kw 2 | — | 0,012 | 0,012 |
| kw | — | 0,874 | 0,887 |
| CO wet | ppm | 32 420 | 14 325 |
| CO 2 wet | % | 10,478 | 10,153 |
where:
| Table 13 — HC emissions [g/h] according to test modes | ||
| Mode | 1 | 2 |
|---|---|---|
| HC mass | 112,52 | 9,119 |
The factor K H for the correction of the NO x emissions is equal to 1 for two-stroke engines:
| Table 14 — NO x emissions [g/h] according to test modes | ||
| Mode | 1 | 2 |
|---|---|---|
| NO xmass | 4,8 | 0,034 |
| Table 15 — CO emissions [g/h] according to test modes | ||
| Mode | 1 | 2 |
|---|---|---|
| CO mass | 517,851 | 20,007 |
| Table 16 — CO 2 emissions [g/h] according to test modes | ||
| Mode | 1 | 2 |
|---|---|---|
| CO 2mass | 2 629,658 | 222,799 |
The specific emission (g/kWh) shall be calculated for all individual components in the following way:
| Table 17 — Emissions [g/h] and weighting factors in two test modes | |||
| Mode | 1 | 2 | |
|---|---|---|---|
| HC mass | g/h | 112,52 | 9,119 |
| NO xmass | g/h | 4,8 | 0,034 |
| CO mass | g/h | 517,851 | 20,007 |
| CO 2mass | g/h | 2 629,658 | 222,799 |
| Power P II | kW | 2,31 | 0 |
| Weighting factors WF i | — | 0,85 | 0,15 |
With reference to the experimental data (table 18), calculations shall be carried out first for mode 1 and then extended to other test modes using the same procedure.
| Table 18 — Experimental data of a four-stroke SI engine | |||||||
| a Dilution air conditions equal to intake air conditions. | |||||||
| Mode | 1 | 2 | 3 | 4 | 5 | 6 | |
|---|---|---|---|---|---|---|---|
| Engine speed | min -1 | 3 060 | 3 060 | 3 060 | 3 060 | 3 060 | 2 100 |
| Power | kW | 13,15 | 9,81 | 6,52 | 3,25 | 1,28 | 0 |
| Load percent | % | 100 | 75 | 50 | 25 | 10 | 0 |
| Weighting factors | — | 0,09 | 0,2 | 0,29 | 0,3 | 0,07 | 0,05 |
| Barometric pressure | kPa | 980 | 980 | 980 | 980 | 980 | 980 |
| Intake air temperature a | o C | 25,3 | 25,1 | 24,5 | 23,7 | 23,5 | 22,6 |
| Intake air relative humidity a | % | 19,8 | 19,8 | 20,6 | 21,5 | 21,9 | 23,2 |
| Intake air absolute humidity a | g H20 /kg air | 4,08 | 4,03 | 4,05 | 4,03 | 4,05 | 4,06 |
| CO dry | ppm | 3 681 | 3 465 | 2 541 | 2 365 | 3 086 | 1 817 |
| NO x wet | ppm | 85,4 | 49,2 | 24,3 | 5,8 | 2,9 | 1,2 |
| HC wet | ppm C1 | 91 | 92 | 77 | 78 | 119 | 186 |
| CO 2 dry | % Vol | 1,038 | 0,814 | 0,649 | 0,457 | 0,33 | 0,208 |
| CO dry (background) | ppm | 3 | 3 | 3 | 2 | 2 | 3 |
| NO x wet (background) | ppm | 0,1 | 0,1 | 0,1 | 0,1 | 0,1 | 0,1 |
| HC wet (background) | ppm C1 | 6 | 6 | 5 | 6 | 6 | 4 |
| CO 2 dry (background) | % Vol | 0,042 | 0,041 | 0,041 | 0,04 | 0,04 | 0,04 |
| Dil. exh. gas mass flow G TOTW | kg/h | 625,722 | 627,171 | 623,549 | 630,792 | 627,895 | 561,267 |
| Fuel H/C ratio α | — | 1,85 | 1,85 | 1,85 | 1,85 | 1,85 | 1,85 |
| Fuel O/C ratio β | 0 | 0 | 0 | 0 | 0 | 0 | |
The dry/wet correction factor k w shall be calculated for converting dry CO and CO 2 measurements on a wet basis.
For the diluted exhaust gas:
where:
| Table 19 — CO and CO 2 wet values for the diluted exhaust gas according to test modes | |||||||
| Mode | 1 | 2 | 3 | 4 | 5 | 6 | |
|---|---|---|---|---|---|---|---|
| DF | — | 9,465 | 11,454 | 14,707 | 19,1 | 20,612 | 32,788 |
| k w1 | — | 0,007 | 0,006 | 0,006 | 0,006 | 0,006 | 0,006 |
| k w | — | 0,984 | 0,986 | 0,988 | 0,989 | 0,991 | 0,992 |
| CO wet | ppm | 3 623 | 3 417 | 2 510 | 2 340 | 3 057 | 1 802 |
| CO 2 wet | % | 1,0219 | 0,8028 | 0,6412 | 0,4524 | 0,3264 | 0,2066 |
For the dilution air:
k w,d = 1 – k w1
Where the factor k w1 is the same as that already calculated for the diluted exhaust gas.
k w,d = 1 – 0,007 = 0,993
| Mode | 1 | 2 | 3 | 4 | 5 | 6 | |
|---|---|---|---|---|---|---|---|
| K w1 | — | 0,007 | 0,006 | 0,006 | 0,006 | 0,006 | 0,006 |
| Kw | — | 0,993 | 0,994 | 0,994 | 0,994 | 0,994 | 0,994 |
| CO wet | ppm | 3 | 3 | 3 | 2 | 2 | 3 |
| CO 2 wet | % | 0,0421 | 0,0405 | 0,0403 | 0,0398 | 0,0394 | 0,0401 |
Where:
=
0,000478 from table 2
=
conc – conc d × (1–1/DF)
=
91 – 6 × (1–1/9,465) = 86 ppm
=
0,000478 × 86 × 625,722 = 25,666 g/h
| Table 21 — HC emissions [g/h] according to test modes | ||||||
| Mode | 1 | 2 | 3 | 4 | 5 | 6 |
|---|---|---|---|---|---|---|
| HC mass | 25,666 | 25,993 | 21,607 | 21,85 | 34,074 | 48,963 |
The factor K H for the correction of the NO x emissions shall be calculated from:
| Table 22 — Humidity correction factor K H of NO x emissions according to test modes | ||||||
| Mode | 1 | 2 | 3 | 4 | 5 | 6 |
|---|---|---|---|---|---|---|
| K H | 0,793 | 0,791 | 0,791 | 0,79 | 0,791 | 0,792 |
where:
=
0,001587 from table 2
=
conc – conc d × (1–1/DF)
=
85 – 0 × (1–1/9,465) = 85 ppm
=
0,001587 × 85 × 0,79 × 625,722 = 67,168 g/h
| Table 23 — NO x emissions [g/h] according to test modes | ||||||
| Mode | 1 | 2 | 3 | 4 | 5 | 6 |
|---|---|---|---|---|---|---|
| NO xmass | 67,168 | 38,721 | 19,012 | 4,621 | 2,319 | 0,811 |
where:
=
0,000966 from table 2
=
conc – conc d × (1–1/DF)
=
3 622 – 3 × (1–1/9,465) = 3 620 ppm
=
0,000966 × 3 620 × 625,722 = 2188,001 g/h
| Table 24 — CO emissions [g/h] according to test modes | ||||||
| Mode | 1 | 2 | 3 | 4 | 5 | 6 |
|---|---|---|---|---|---|---|
| CO mass | 2 188,001 | 2 068,76 | 1 510,187 | 1 424,792 | 1 853,109 | 975,435 |
where:
=
15,19 from table 2
=
conc – conc d × (1–1/DF)
=
1,0219 – 0,0421 × (1–1/9,465) = 0,9842 % Vol
=
15,19 × 0,9842 × 625,722 = 9 354,488 g/h
| Table 25 — CO 2 emissions [g/h] according to different test modes | ||||||
| Mode | 1 | 2 | 3 | 4 | 5 | 6 |
|---|---|---|---|---|---|---|
| CO 2mass | 9 354,488 | 7 295,794 | 5 717,531 | 3 973,503 | 2 756,113 | 1 430,229 |
The specific emission (g/kWh) shall be calculated for all individual components:
| Table 26 — Emissions [g/h] and weighting factors according to different test modes | |||||||
| Mode | 1 | 2 | 3 | 4 | 5 | 6 | |
|---|---|---|---|---|---|---|---|
| HC mass | g/h | 25,666 | 25,993 | 21,607 | 21,85 | 34,074 | 48,963 |
| NO xmass | g/h | 67,168 | 38,721 | 19,012 | 4,621 | 2,319 | 0,811 |
| CO mass | g/h | 2 188,001 | 2 068,76 | 1 510,187 | 1 424,792 | 1 853,109 | 975,435 |
| CO 2mass | g/h | 9 354,488 | 7 295,794 | 5 717,531 | 3 973,503 | 2 756,113 | 1 430,229 |
| Power P i | kW | 13,15 | 9,81 | 6,52 | 3,25 | 1,28 | 0 |
| Weighting factors WF I | — | 0,09 | 0,2 | 0,29 | 0,3 | 0,07 | 0,05 |
This Appendix shall apply to SI engines stage 2 only.
| Table 1: Hand-held engine HC + NO x and CO assigned deterioration factors for small volume manufacturer | |||||
| Engine class | Two-stroke engines | Four-stroke engines | Engines with after treatment | ||
|---|---|---|---|---|---|
| HC + NO x | CO | HC + NO x | CO | ||
| SH:1 | 1,1 | 1,1 | 1,5 | 1,1 | DFs must be calculated using the formula in section 1.3.1 |
| SH:2 | 1,1 | 1,1 | 1,5 | 1,1 | |
| SH:3 | 1,1 | 1,1 | 1,5 | 1,1 | |
| Table 2: Non-hand-held engine HC + NO x and CO assigned deterioration factors for small volume manufacturers | |||||
| Engine Class | Side Valve Engines | Overhead Valve Engines | Engines with after treatment | ||
|---|---|---|---|---|---|
| HC + NO x | CO | HC + NO x | CO | ||
| SN:1 | 2,1 | 1,1 | 1,5 | 1,1 | DFs must be calculated using the formula in section 1.3.1 |
| SN:2 | 2,1 | 1,1 | 1,5 | 1,1 | |
| SN:3 | 2,1 | 1,1 | 1,5 | 1,1 | |
| SN:4 | 1,6 | 1,1 | 1,4 | 1,1 | |
where:
=
deterioration factor
=
new engine emission levels prior to the catalyst (g/kWh)
=
deterioration factor for engines without catalyst as shown in table 1
=
amount converted at 0 hours in g/kWh
=
0,8 for HC and 0,0 for NO x for all classes of engines
=
0,8 for CO for all classes of engines
For each pollutant HC + NO x and CO, a straight line must be fitted to the data points treating the initial test as occurring at hour zero, and using the method of least-squares. The deterioration factor is the calculated emissions at the end of the durability period divided by the calculated emissions at zero hours.
A non-exclusive list of design and technology groupings is given below:
conventional two-stroke engines without after treatment system,
conventional two-stroke engines with a ceramic catalyst of the same active material and loading, and the same number of cells per cm 2 ,
conventional two-stroke engines with a metallic catalyst of the same active material and loading, same substrate and the same number of cells per cm 2 ,
two-stroke engines provided with a stratified scavenging system,
four-stroke engines with catalyst (defined as above) with same valve technology and identical lubrication system,
four-stroke engines without catalyst with the same valve technology and identical lubrication system.
| Table 1: EDP categories for hand-held engines (hours) | |||
| Category | 1 | 2 | 3 |
|---|---|---|---|
| Class SH:1 | 50 | 125 | 300 |
| Class SH:2 | 50 | 125 | 300 |
| Class SH:3 | 50 | 125 | 300 |
| Table 2: EDP categories for non-hand-held engines (hours) | |||
| Category | 1 | 2 | 3 |
|---|---|---|---|
| Class SN:1 | 50 | 125 | 300 |
| Class SN:2 | 125 | 250 | 500 |
| Class SN:3 | 125 | 250 | 500 |
| Class SN:4 | 250 | 500 | 1 000 |
surveys of the life spans of the equipment in which the subject engines are installed,
engineering evaluations of field aged engines to ascertain when engine performance deteriorates to the point where usefulness and/or reliability is impacted to a degree sufficient to necessitate overhaul or replacement,
warranty statements and warranty periods,
marketing materials regarding engine life,
failure reports from engine customers, and
engineering evaluations of the durability, in hours, of specific engine technologies, engine materials or engine designs.]
Note: Key properties for engine performance/exhaust emissions are highlighted.U.K.
| Note 1: If it is required to calculate thermal efficiency of an engine or vehicle, the calorific value of the fuel can be calculated from: where:
| ||
| Note 2: The values quoted in the specification are ‘true values’. In establishment of their limit values the terms of ASTM D 3244 ‘Defining a basis for petroleum produce quality disputes’ have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for statistical reasons, the manufacturer of fuel should nevertheless aim at a zero value where the stipulated maximum value is 2R and the mean value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify the question as to whether a fuel meets the requirements of the specifications, the terms of ASTM D 3244 should be applied. | ||
| Note 3: The figures quoted show the evaporated quantities (percentage recovered + percentage loss). | ||
| Note 4: The range of cetane is not in accordance with the requirement of a minimum range of 4R. Hovever, in cases of dispute between fuel supplier and fuel user, the terms in ASTM D 3244 can be used to resolve such disputes provided replicate measurements, of sufficient number to achieve the necessary precision, are made in preference to single determinations. | ||
| Note 5: Even though oxidation stability is controlled, it is likely that shelf life will be limited. Advice should be sought from the supplier as to storage conditions and life. | ||
| Note 6: This fuel should be based straight run and cracked hydrocarbon distillate components only; desulphurization is allowed. It must not contain any metallic additives or cetane improver additives. | ||
| Note 7:Lower values are permitted, in which case the cetane number of the reference fuel used is to be reported. | ||
| Note 8: Higher values are permitted, in which case the sulphur content of the reference fuel used is to be reported. | ||
| Note 9: To be kept under constant review in the light of trends in the markets. [F6For the purpose of the initial approval of an engine with no exhaust gas after treatment on the request of the applicant a 0,05 % mass nominal sulphur level (minimum 0,03 % mass) is permissible, in which case the measured particulate level must be corrected upward to the average value that is nominally specified for fuel sulphur content (0,15 % mass) per the equation below:] where: PTadj = adjusted PT value (g/kWh) PT = measured weighted specific emission value for particulate emission (g/kWh) SFC = weighted specific fuel consumption (g/kWh) calculated according to the formula as below NSLF = average of the nominal specification of sulphur content mass fraction (i.e. 0,15 %/100) FSF = fuel sulphur content mass fraction (%/100) Equation for the calculation of the weighted specific fuel consumption: where: Pi = Pm,i + PAE,i For the purpose of conformity of production assessments in accordance with section 5.3.2. of Annex I, the requirements must be met using reference fuel with a sulphur content which complies with the minimum/maximum level of 0,1/0,2 % mass. | ||
| Note 10: Higher values are permitted up to 855 kg/m3, in which case the density of the reference fuel used is to be reported. For the purpose of conformity of production assessments in accordance with section 5.3.2. of Annex I, the requirements must be met using reference fuel which complies with the minimum/maximum level of 835/845 kg/m3. | ||
| Note 11: All fuel characteristics and limit values are to be kept under review in light of trends in the markets. | ||
| Note 12: To be replaced by EN/ISO 6245 with effect of the date of implementation. | ||
| Limits and units (2) | Test method | |
|---|---|---|
| Cetane number (4) | minimum 45 (7) maximum 50 | ISO 5165 |
| Density at 15 oC | minimum 835 kg/m3 maximum 845 kg/m3 (10) | ISO 3675, ASTM D 4052 |
| Distillation (3) — 95 % point | Maximum 370 oC | ISO 3405 |
| Viscosity at 40 oC | Minimum 2,5 mm2/s Maximum 3,5 mm2/s | ISO 3104 |
| Sulphur content | Minimum 0,1 % mass (9) Maximum 0,2 % mass (8) | ISO 8754, EN 24260 |
| Flash point | Minimum 55 oC | ISO 2719 |
| CFPP | Minimum — Maximum + 5 oC | EN 116 |
| Copper corrosion | Maximum 1 | ISO 2160 |
| Conradson carbon residue (10 % DR) | Maximum 0,3 % mass | ISO 10370 |
| Ash content | Maximum 0,01 % mass | ASTM D 482 (12) |
| Water content | Maximum 0,05 % mass | ASTM D 95, D 1744 |
| Neutralization (strong acid) number | [F6 [F1Maximum] 0,20 mg KOH/g] | |
| Oxidation stability (5) | Maximum 2,5 mg/100 ml | ASTM D 2274 |
| Additives (6) | ||
| a The values quoted in the specifications are ‘ true values ’ . In establishment of their limit values the terms of ISO 4259 ‘ Petroleum products – Determination and application of precision data in relation to methods of test ’ have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels should nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify the questions as to whether a fuel meets the requirements of the specifications, the terms of ISO 4259 should be applied. | ||||
| b The range for cetane number is not in accordance with the requirements of a minimum range of 4R. However, in the case of a dispute between fuel supplier and fuel user, the terms of ISO 4259 may be used to resolve such disputes provided replicate measurements, of sufficient number to archive the necessary precision, are made in preference to single determinations. | ||||
| c The actual sulphur content of the fuel used for the test shall be reported. | ||||
| d Even though oxidation stability is controlled, it is likely that shelf life will be limited. Advice should be sought from the supplier as to storage conditions and life. | ||||
| Parameter | Unit | Limits a | Test method | |
|---|---|---|---|---|
| Minimum | Maximum | |||
| Cetane number b | 52 | 54,0 | EN-ISO 5165 | |
| Density at 15 °C | kg/m 3 | 833 | 837 | EN-ISO 3675 |
| Distillation: | ||||
| 50 % point | °C | 245 | — | EN-ISO 3405 |
| 95 % point | °C | 345 | 350 | EN-ISO 3405 |
| — Final boiling point | °C | — | 370 | EN-ISO 3405 |
| Flash point | °C | 55 | — | EN 22719 |
| CFPP | °C | — | –5 | EN 116 |
| Viscosity at 40 °C | mm 2 /s | 2,5 | 3,5 | EN-ISO 3104 |
| Polycyclic aromatic hydrocarbons | % m/m | 3,0 | 6,0 | IP 391 |
| Sulphur content c | mg/kg | — | 300 | ASTM D 5453 |
| Copper corrosion | — | class 1 | EN-ISO 2160 | |
| Conradson carbon residue (10 % DR) | % m/m | — | 0,2 | EN-ISO 10370 |
| Ash content | % m/m | — | 0,01 | EN-ISO 6245 |
| Water content | % m/m | — | 0,05 | EN-ISO 12937 |
| Neutralisation (strong acid) number | mg KOH/g | — | 0,02 | ASTM D 974 |
| Oxidation stability d | mg/ml | — | 0,025 | EN-ISO 12205 |
| a The values quoted in the specifications are ’true values’. In establishment of their limit values the terms of ISO 4259 ‘ Petroleum products – Determination and application of precision data in relation to methods of test ’ have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for technical reasons, the manufacturer of fuels should nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify the questions as to whether a fuel meets the requirements of the specifications, the terms of ISO 4259 should be applied. | ||||
| b The range for cetane number is not in accordance with the requirements of a minimum range of 4R. However, in the case of a dispute between fuel supplier and fuel user, the terms of ISO 4259 may be used to resolve such disputes provided replicate measurements, of sufficient number to archive the necessary precision, are made in preference to single determinations. | ||||
| c The actual sulphur content of the fuel used for the Type I test shall be reported. | ||||
| d Even though oxidation stability is controlled, it is likely that shelf life will be limited. Advice should be sought from the supplier as to storage conditions and life.] | ||||
| Parameter | Unit | Limits a | Test method | |
|---|---|---|---|---|
| Minimum | Maximum | |||
| Cetane number b | 54,0 | EN-ISO 5165 | ||
| Density at 15 °C | kg/m 3 | 833 | 837 | EN-ISO 3675 |
| Distillation: | ||||
| 50 % point | °C | 245 | — | EN-ISO 3405 |
| 95 % point | °C | 345 | 350 | EN-ISO 3405 |
— Final boiling point | °C | — | 370 | EN-ISO 3405 |
| Flash point | °C | 55 | — | EN 22719 |
| CFPP | °C | — | –5 | EN 116 |
| Viscosity at 40 °C | mm 2 /s | 2,3 | 3,3 | EN-ISO 3104 |
| Polycyclic aromatic hydrocarbons | % m/m | 3,0 | 6,0 | IP 391 |
| Sulphur content c | mg/kg | — | 10 | ASTM D 5453 |
| Copper corrosion | — | class 1 | EN-ISO 2160 | |
| Conradson carbon residue (10 % DR) | % m/m | — | 0,2 | EN-ISO 10370 |
| Ash content | % m/m | — | 0,01 | EN-ISO 6245 |
| Water content | % m/m | — | 0,02 | EN-ISO 12937 |
| Neutralisation (strong acid) number | mg KOH/g | — | 0,02 | ASTM D 974 |
| Oxidation stability d | mg/ml | — | 0,025 | EN-ISO 12205 |
| Lubricity (HFRR wear scar diameter at 60 °C) | μm | — | 400 | CEC F-06-A-96 |
| FAME | prohibited | |||
Note: The fuel for two-stroke engines is a blend of lubricant oil and the petrol specified below. The fuel/oil mixture ratio must be the ratio which is recommended by the manufacturer as specified in Annex IV, section 2.7. U.K.
| Parameter | Unit | Limits ( 1 ) | Test method | Publication | |
|---|---|---|---|---|---|
| Minimum | Maximum | ||||
| Research octane number, RON | 95,0 | — | EN 25164 | 1 993 | |
| Motor octane number, MON | 85,0 | — | EN 25163 | 1 993 | |
| Density at 15 o C | kg/m 3 | 748 | 762 | ISO 3675 | 1 995 |
| Reid vapour pressure | kPa | 56,0 | 60,0 | EN 12 | 1 993 |
| Distillation | — | ||||
| Initial boiling point | o C | 24 | 40 | EN-ISO 3405 | 1 988 |
| — Evaporated at 100 o C | % v/v | 49,0 | 57,0 | EN-ISO 3405 | 1 988 |
| — Evaporated at 150 o C | % v/v | 81,0 | 87,0 | EN-ISO 3405 | 1 988 |
| — Final boiling point | o C | 190 | 215 | EN-ISO 3405 | 1 988 |
| Residue | % | — | 2 | EN-ISO 3405 | 1 988 |
| Hydrocarbon analysis | — | — | |||
| — Olefins | % v/v | — | 10 | ASTM D 1319 | 1 995 |
| — Aromatics | % v/v | 28,0 | 40,0 | ASTM D 1319 | 1 995 |
| — Benzene | % v/v | — | 1,0 | EN 12177 | 1 998 |
| — Saturates | % v/v | — | balance | ASTM D 1319 | 1 995 |
| Carbon/hydrogen ratio | report | report | |||
| Oxidation stability ( 2 ) | min. | 480 | — | EN-ISO 7536 | 1 996 |
| Oxygen content | % m/m | — | 2,3 | EN 1601 | 1 997 |
| Existent gum | mg/ml | — | 0,04 | EN-ISO 6246 | 1 997 |
| Sulphur content | mg/kg | — | 100 | EN-ISO 14596 | 1 998 |
| Copper corrosion at 50 o C | — | 1 | EN-ISO 2160 | 1 995 | |
| Lead content | g/l | — | 0,005 | EN 237 | 1 996 |
| Phosphorus content | g/l | — | 0,0013 | ASTM D 3231 | 1 994 |
Note 1: The values quoted in the specification are ‘true values’. In establishment of their limit values the terms of ISO 4259 ‘Petroleum products — Determination and application of precision data in relation to methods of test’ have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is 4R (R = reproducibility). Notwithstanding this measure, which is necessary for statistical reasons, the manufacturer of fuels should nevertheless aim at a zero value where the stipulated maximum value is 2R and at the mean value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify the question as to whether a fuel meets the requirements of the specifications, the terms of ISO 4259 should be applied. U.K.
Note 2: The fuel may contain oxidation inhibitors and metal deactivators normally used to stabilise refinery gasoline streams, but detergent/dispersive additives and solvent oils must not be added.] U.K.
| Figure number | Description |
|---|---|
| 2 | Exhaust gas analysis system for raw exhaust |
| 3 | Exhaust gas analysis system for dilute exhaust |
| 4 | Partial flow, isokinetic flow, suction blower control, fractional sampling |
| 5 | Partial flow, isokinetic flow, pressure blower control, fractional sampling |
| 6 | Partial flow, CO 2 or NO x control, fractional sampling |
| 7 | Partial flow, CO 2 or carbon balance, total sampling |
| 8 | Partial flow, single venturi and concentration measurement, fractional sampling |
| 9 | Partial flow, twin venturi or orifice and concentration measurement, fractional sampling |
| 10 | Partial flow, multiple tube splitting and concentration measurement, fractional sampling |
| 11 | Partial flow, flow control, total sampling |
| 12 | Partial flow, flow control, fractional sampling |
| 13 | Full flow, positive displacement pump or critical flow venturi, fractional sampling |
| 14 | Particulate sampling system |
| 15 | Dilution system for full flow system |
Section 1.1.1 and Figures 2 and 3 contain detailed descriptions of the recommended sampling and analysing systems. Since various configurations can produce equivalent results, exact conformance with these figures is not required. Additional components such as instruments, valves, solenoids, pumps and switches may be used to provide additional information and coordinate the functions of the component systems. Other components which are not needed to maintain the accuracy on some systems, may be excluded if their exclusion is based upon good engineering judgement.
An analytical system for the determination of the gaseous emissions in the raw or diluted exhaust gas is described based on the use of:
HFID analyser for the measurement of hydrocarbons,
NDIR analysers for the measurement of carbon monoxide and carbon dioxide,
HCLD or equivalent analyser for the measurement of nitrogen oxide.
For the raw exhaust gas (Figure 2), the sample for all components may be taken with one sampling probe or with two sampling probes located in close proximity and internally split to the different analysers. Care must be taken that no condensation of exhaust components (including water and sulphuric acid) occurs at any point of the analytical system.
For the diluted exhaust gas (Figure 3), the sample for the hydrocarbons shall be taken with another sampling probe than the sample for the other components. Care must be taken that no condensation of exhaust components (including water and sulphuric acid) occurs at any point of the analytical system.
General statement:
All components in the sampling gas path must be maintained at the temperature specified for the respective systems.
A stainless steel straight closed and multihole probe is recommended. The inside diameter shall not be greater than the inside diameter of the sampling line. The wall thickness of the probe shall not be greater than 1 mm. There shall be a minimum of three holes in three different radial planes sized to sample approximately the same flow. The probe must extend across at least 80 % of the diameter of the exhaust pipe.
The probe shall:
be defined as the first 254 mm to 762 mm of the hydrocarbon sampling line (HSL3),
have a 5 mm minimum inside diameter,
be installed in the dilution tunnel DT (section 1.2.1.2) at a point where the dilution air and exhaust gas are well mixed (i.e. approximately 10 tunnel diameters downstream of the point where the exhaust enters the dilution tunnel),
be sufficiently distant (radially) from other probes and the tunnel wall so as to be free from the influence of any wakes or eddies,
be heated so as to increase the gas stream temperature to 463 K (190 °C) ± 10 K at the exit of the probe.
The probe shall:
be in the same plane as SP2,
be sufficiently distant (radially) from other probes and the tunnel wall so as to be free from the influence of any wakes or eddies,
be heated and insulated over its entire length to a minimum temperature of 328 K (55 °C) to prevent water condensation.
The sampling line provides gas sampling from a single probe to the split point(s) and the HC analyser.
The sampling line shall:
have a 5 mm minimum and a 13,5 mm maximum inside diameter,
be made of stainless steel or PTFE,
maintain a wall temperature of 463 (190 °C) ± 10 K as measured at every separately controlled heated section, if the temperature of the exhaust gas at the sampling probe is equal or below 463 K (190 °C),
maintain a wall temperature greater than 453 K (180 °C) if the temperature of the exhaust gas at the sampling probe is above 463 K (190 °C),
maintain a gas temperature of 463 K (190 °C) ± 10 K immediately before the heated filter (F2) and the HFID.
The sampling line shall:
maintain a wall temperature of 328 to 473 K (55 to 200 °C) up to the converter when using a cooling bath, and up to the analyser when a cooling bath is not used,
be made of stainless steel or PTFE.
Since the sampling line need only be heated to prevent condensation of water and sulphuric acid, the sampling line temperature will depend on the sulphur content of the fuel.
The line shall be made of PTFE or stainless steel. It may be heated or unheated.
For the measurement of the background concentrations.
For the measurement of the sample concentrations.
The temperature shall be the same as HSL1.
The filter shall extract any solid particles from the gas sample prior to the analyser. The temperature shall be the same as HSL1. The filter shall be changed as needed.
The pump shall be heated to the temperature of HSL1.
Heated flame ionization detector (HFID) for the determination of the hydrocarbons. The temperature shall be kept at 453 to 473 K (180 to 200 °C).
NDIR analysers for the determination of carbon monoxide and carbon dioxide.
(H)CLD analyser for the determination of the oxides of nitrogen. If a HCLD is used it shall be kept at a temperature of 328 to 473 K (55 to 200 °C).
A converter shall be used for the catalytic reduction of NO 2 to NO prior to analysis in the CLD or HCLD.
To cool and condense water from the exhaust sample. The bath shall be maintained at a temperature of 273 to 277 K (0 to 4 °C) by ice or refrigeration. It is optional if the analyser is free from water vapour interference as determined in Annex III, Appendix 2, sections 1.9.1 and 1.9.2.
Chemical dryers are not allowed for removing water from the sample.
To monitor the temperature of the gas stream.
Temperature of the NO 2 -NO converter.
To monitor the temperature of the cooling bath.
To measure the pressure in the sampling lines.
To control the pressure of the air and the fuel, respectively, for the HFID.
To control the pressure in the sampling lines and the flow to the analysers.
To monitor the sample bypass flow.
To monitor the flow rate through the analysers.
Suitable valving for selecting sample, span gas or zero gas flow to the analyser.
To bypass the NO 2 -NO converter.
To balance the flow through the NO 2 -NO converter and the bypass.
To regulate the flows to the analysers.
To drain the condensate from the bath B.
Selecting the sample or background bag.
Sections 1.2.1 and 1.2.2 and Figures 4 to 15 contain detailed descriptions of the recommended dilution and sampling systems. Since various configurations can produce equivalent results, exact conformance with these figures is not required. Additional components such as instruments, valve, solenoids, pumps and switches may be used to provide additional information and coordinate the functions of the component systems. Other components which are not needed to maintain the accuracy on some systems, may be excluded if their exclusion is based on good engineering judgement.
A dilution system is described based on the dilution of a part of the exhaust stream. Splitting of the exhaust stream and the following dilution process may be done by different dilution system types. For subsequent collection of the particulates, the entire dilute exhaust gas or only a portion of the dilute exhaust gas may be passed to the particulate sampling system (section 1.2.2, Figure 14). The first method is referred to as total sampling type, the second method as fractional sampling type.
The calculation of the dilution ratio depends on the type of system used.
The following types are recommended:
With these systems, the flow into the transfer tube is matched to the bulk exhaust flow in terms of gas velocity and/or pressure, thus requiring an undisturbed and uniform exhaust flow at the sampling probe. This is usually achieved by using a resonator and a straight approach tube upstream of the sampling point. The split ratio is then calculated from easily measurable values like tube diameters. It should be noted that isokinesis is only used for matching the flow conditions and not for matching the size distribution. The latter is typically not necessary, as the particles are sufficiently small as to follow the fluid streamlines,
With these systems, a sample is taken from the bulk exhaust stream by adjusting the dilution air flow and the total dilution exhaust flow. The dilution ratio is determined from the concentrations of tracer gases, such as CO 2 or NO x , naturally occurring in the engine exhaust. The concentrations in the dilution exhaust gas and in the dilution air are measured, whereas the concentration in the raw exhaust gas can be either measured directly or determined from fuel flow and the carbon balance equation, if the fuel composition is known. The systems may be controlled by the calculated dilution ratio (Figures 6 and 7) or by the flow into the transfer tube (Figures 8, 9 and 10),
With these systems, a sample is taken from the bulk exhaust stream by setting the dilution air flow and the total dilution exhaust flow. The dilution ratio is determined from the difference of the two flow rates. Accurate calibration of the flow meters relative to one another is required, since the relative magnitude of the two flow rates can lead to significant errors at higher dilution ratios. Flow control is very straightforward by keeping the dilute exhaust flow rate constant and varying the dilution air flow rate, if needed.
In order to realise the advantages of the partial flow dilution systems, attention must be paid to avoiding the potential problems of loss of particulates in the transfer tube, ensuring that a representative sample is taken from the engine exhaust, and determination of the split ratio.
The systems described pay attention to these critical areas.
Figure 6
Partial flow dilution system with CO 2 or NO x concentration measurement and fractional sampling
Figure 7
Partial flow dilution system with CO 2 concentration measurement, carbon balance and total sampling
Figure 8
Partial flow dilution system with single venturi, concentration measurement and fractional sampling
Figure 9
Partial flow dilution system twin venturi or twin orifice, concentration measurement and fractional sampling
Figure 10
Partial flow dilution system with multiple tube splitting, concentration measurement and fractional sampling
The exhaust pipe may be insulated. To reduce the thermal inertia of the exhaust pipe a thickness to diameter ratio of 0,015 or less is recommended. The use of flexible sections shall be limited to a length to diameter ratio of 12 or less. Bends will be minimised to reduce inertial deposition. If the system includes a test bed silencer, the silencer may also be insulated.
For an isokinetic system, the exhaust pipe must be free of elbows, bends and sudden diameter changes for at least six pipe diameters upstream and three pipe diameters downstream of the tip of the probe. The gas velocity at the sampling zone must be higher than 10 m/s except at idle mode. Pressure oscillations of the exhaust gas must not exceed ± 500 Pa on the average. Any steps to reduce pressure oscillations beyond using a chassis-type exhaust system (including silencer and after-treatment device) must not alter engine performance nor cause the deposition of particulates.
For systems without isokinetic probes, it is recommended to have a straight pipe of six pipe diameters upstream and three pipe diameters downstream of the tip of the probe.
The minimum inside diameter shall be 4 mm. The minimum diameter ratio between exhaust pipe and probe shall be four. The probe shall be an open tube facing upstream on the exhaust pipe centre-line, or a multiple hole probe as described under SP1 in section 1.1.1.
The isokinetic sampling probe must be installed facing upstream on the exhaust pipe centre-line where the flow conditions in section EP are met, and designed to provide a proportional sample of the raw exhaust gas. The minimum inside diameter shall be 12 mm.
A control system is necessary for isokinetic exhaust splitting by maintaining a differential pressure of zero between EP and ISP. Under these conditions exhaust gas velocities in EP and ISP are identical and the mass flow through ISP is a constant fraction of the exhaust gas flow. The ISP has to be connected to a differential pressure transducer. The control to provide a differential pressure of zero between EP and ISP is done with blower speed or flow controller.
A set of venturis or orifices is installed in the exhaust pipe EP and in the transfer tube TT, respectively, to provide a proportional sample of the raw exhaust gas. A control system consisting of two pressure control valves PCV1 and PCV2 is necessary for proportional splitting by controlling the pressures in EP and DT.
A set of tubes (multiple tube unit) is installed in the exhaust pipe EP to provide a proportional sample of the raw exhaust gas. One of the tubes feeds exhaust gas to the dilution tunnel DT, whereas the other tubes exit exhaust gas to a damping chamber DC. The tubes must have the same dimensions (same diameter, length, bend radius), so that the exhaust split depends on the total number of tubes. A control system is necessary for proportional splitting by maintaining a differential pressure of zero between the exit of the multiple tube unit into DC and the exit of TT. Under these conditions, exhaust gas velocities in EP and FD3 are proportional, and the flow TT is a constant fraction of the exhaust gas flow. The two points have to be connected to a differential pressure transducer DPT. The control to provide a differential pressure of zero is done with the flow controller FC1.
CO 2 or NO x analysers may be used (with carbon balance method CO 2 only). The analysers shall be calibrated like the analysers for the measurement of the gaseous emissions. One or several analysers may be used to determine the concentration differences.
The accuracy of the measuring systems has to be such that the accuracy of G EDFW, i is within ± 4 %.
The particulate sample transfer tube shall be:
as short as possible, but not more than 5 m in length,
equal to or greater than the probe diameter, but not more than 25 mm in diameter,
exiting on the centre-line of the dilution tunnel and pointing downstream.
If the tube is 1 metre or less in length, it is to be insulated with material with a maximum thermal conductivity of 0,05 W/(m · K) with a radial insulation thickness corresponding to the diameter of the probe. If the tube is longer than 1 metre, it must be insulated and heated to a minimum wall temperature of 523 K (250 °C).
Alternatively, the transfer tube wall temperatures required may be determined through standard heat transfer calculations.
The differential pressure transducer shall have a range of ± 500 Pa or less.
For the isokinetic systems (Figures 4 and 5) a flow controller is necessary to maintain a differential pressure of zero between EP and ISP. The adjustment can be done by:
controlling the speed or flow of the suction blower (SB) and keeping the speed of the pressure blower (PB) constant during each mode (Figure 4); or
adjusting the suction blower (SB) to a constant mass flow of the diluted exhaust and controlling the flow of the pressure blower PB, and therefore the exhaust sample flow in a region at the end of the transfer tube (TT) (Figure 5).
In the case of a pressure controlled system the remaining error in the control loop must not exceed ± 3 Pa. The pressure oscillations in the dilution tunnel must not exceed ± 250 Pa on average.
For a multi-tube system (Figure 10) a flow controller is necessary for proportional exhaust splitting to maintain a differential pressure of zero between the outlet of the multi-tube unit and the exit of TT. The adjustment can be done by controlling the injection air flow rate into DT at the exit of TT.
Two pressure control valves are necessary for the twin venturi/twin orifice system for proportional flow splitting by controlling the backpressure of EP and the pressure in DT. The valves shall be located downstream of SP in EP and between PB and DT.
A damping chamber shall be installed at the exit of the multiple tube unit to minimise the pressure oscillations in the exhaust pipe EP.
A venturi is installed in the dilution tunnel DT to create a negative pressure in the region of the exit of the transfer tube TT. The gas flow rate through TT is determined by the momentum exchange at the venturi zone, and is basically proportional to the flow rate of the pressure blower PB leading to a constant dilution ratio. Since the momentum exchange is affected by the temperature at the exit of TT and the pressure difference between EP and DT, the actual dilution ratio is slightly lower at low load than at high load.
A flow controller may be used to control the flow of the pressure blower PB and/or the suction blower SB. It may be connected to the exhaust flow or fuel flow signal and/or to the CO 2 or NO x differential signal.
When using a pressurised air supply (Figure 11) FC2 directly controls the air flow.
Gas meter or other flow instrumentation to measure the dilution air flow. FM1 is optional if PB is calibrated to measure the flow.
Gas meter or other flow instrumentation to measure the diluted exhaust gas flow. FM2 is optional if the suction blower SB is calibrated to measure the flow.
To control the dilution air flow rate, PB may be connected to the flow controllers FC1 or FC2. PB is not required when using a butterfly valve. PB may be used to measure the dilution air flow, if calibrated.
For fractional sampling systems only. SB may be used to measure the dilute exhaust gas flow, if calibrated.
It is recommended that the dilution air be filtered and charcoal scrubbed to eliminate background hydrocarbons. The dilution air shall have a temperature of 298 K (25 °C) ± 5 K.
At the manufacturer's request the dilution air shall be sampled according to good engineering practice to determine the background particulate levels, which can then be subtracted from the values measured in the diluted exhaust.
The probe is the leading section of PTT and
shall be installed facing upstream at a point where the dilution air and exhaust gas are well mixed, i.e. on the dilution tunnel DT centre-line of the dilution systems approximately 10 tunnel diameters downstream of the point where the exhaust enters the dilution tunnel,
shall be 12 mm in minimum inside diameter,
may be heated to no greater than 325 K (52 °C) wall temperature by direct heating or by dilution air pre-heating, provided the air temperature does not exceed 325 K (52 °C) prior to the introduction of the exhaust in the dilution tunnel,
may be insulated.
The dilution tunnel:
shall be of a sufficient length to cause complete mixing of the exhaust and dilution air under turbulent flow conditions,
shall be constructed of stainless steel with:
a thickness to diameter ratio of 0,025 or less for dilution tunnels of greater than 75 mm inside diameter,
a nominal wall thickness of not less than 1,5 mm for dilution tunnels of equal to or less than 75 mm inside diameter,
shall be at least 75 mm in diameter for the fractional sampling type,
is recommended to be at least 25 mm in diameter for the total sampling type,
may be heated to no greater than 325 K (52 °C) wall temperature by direct heating or by dilution air pre-heating, provided the air temperature does not exceed 325 K (52 °C) prior to the introduction of the exhaust in the dilution tunnel,
may be insulated.
The engine exhaust shall be thoroughly mixed with the dilution air. For fractional sampling systems, the mixing quality shall be checked after introduction into service by means of a CO 2 profile of the tunnel with the engine running (at least four equally spaced measuring points). If necessary, a mixing orifice may be used.
Note: If the ambient temperature in the vicinity of the dilution tunnel (DT) is below 293 K (20 °C), precautions should be taken to avoid particle losses onto the cool walls of the dilution tunnel. Therefore, heating and/or insulating the tunnel within the limits given above is recommended. U.K.
At high engine loads, the tunnel may be cooled by a non-aggressive means such as a circulating fan, as long as the temperature of the cooling medium is not below 293 K (20 °C).
HE heat exchanger (Figures 9 and 10)
The heat exchanger shall be of sufficient capacity to maintain the temperature at the inlet to the suction blower SB within ± 11 K of the average operating temperature observed during the test.
A dilution system is described based upon the dilution of the total exhaust using the constant volume sampling (CVS) concept. The total volume of the mixture of exhaust and dilution air must be measured. Either a PDP or a CFV or a SSV system may be used.
For subsequent collection of the particulates, a sample of the dilute exhaust gas is passed to the particulate sampling system (section 1.2.2, Figures 14 and 15). If this is done directly, it is referred to as single dilution. If the sample is diluted once more in the secondary dilution tunnel, it is referred to as double dilution. This is useful, if the filter face temperature requirement cannot be met with single dilution. Although partly a dilution system, the double dilution system is described as a modification of a particulate sampling system in section 1.2.2, (Figure 15), since it shares most of the parts with a typical particulate sampling system.
The gaseous emissions may also be determined in the dilution tunnel of a full flow dilution system. Therefore, the sampling probes for the gaseous components are shown in Figure 13 but do not appear in the description list. The respective requirements are described in section 1.1.1.
The exhaust pipe length from the exit of the engine exhaust manifold, turbocharger outlet or after-treatment device to the dilution tunnel is required to be not more than 10 m. If the system exceeds 4 m in length, then all tubing in excess of 4 m shall be insulated, except for an in-line smoke-meter, if used. The radial thickness of the insulation must be at least 25 mm. The thermal conductivity of the insulating material must have a value no greater than 0,1 W/(m · K) measured at 673 K (400 °C). To reduce the thermal inertia of the exhaust pipe a thickness to diameter ratio of 0,015 or less is recommended. The use of flexible sections shall be limited to a length to diameter ratio of 12 or less.
The total amount of raw exhaust gas is mixed in the dilution tunnel DT with the dilution air. The diluted exhaust gas flow rate is measured either with a positive displacement pump PDP or with a critical flow venturi CFV or with a sub-sonic venturi SSV. A heat exchanger HE or electronic flow compensation EFC may be used for proportional particulate sampling and for flow determination. Since particulate mass determination is based on the total diluted exhaust gas flow, the dilution ratio is not required to be calculated.
The PDP meters total diluted exhaust flow from the number of the pump revolutions and the pump displacement. The exhaust system back pressure must not be artificially lowered by the PDP or dilution air inlet system. Static exhaust back pressure measured with the CVS system operating shall remain within ± 1,5 kPa of the static pressure measured without connection to the CVS at identical engine speed and load.
The gas mixture temperature immediately ahead of the PDP shall be within ± 6 K of the average operating temperature observed during the test, when no flow compensation is used.
Flow compensation can only be used if the temperature at the inlet of the PDP does not exceed 50 °C (323 K).
CFV measures total diluted exhaust flow by maintaining the flow at choked conditions (critical flow). Static exhaust backpressure measured with the CFV system operating shall remain within ± 1,5 kPa of the static pressure measured without connection to the CFV at identical engine speed and load. The gas mixture temperature immediately ahead of the CFV shall be within ± 11 K of the average operating temperature observed during the test, when no flow compensation is used.
SSV measures total diluted exhaust flow as a function of inlet pressure, inlet temperature, pressure drop between the SSV inlet and throat. Static exhaust backpressure measured with the SSV system operating shall remain within ± 1,5 kPa of the static pressure measured without connection to the SSV at identical engine speed and load. The gas mixture temperature immediately ahead of the SSV shall be within ± 11 K of the average operating temperature observed during the test, when no flow compensation is used.
The heat exchanger shall be of sufficient capacity to maintain the temperature within the limits required above.
If the temperature at the inlet to either the PDP or CFV or SSV is not kept within the limits stated above, a flow compensation system is required for continuous measurement of the flow rate and control of the proportional sampling in the particulate system. To that purpose, the continuously measured flow rate signals are used to correct the sample flow rate through the particulate filters of the particulate sampling system (Figures 14 and 15), accordingly.
The dilution tunnel:
shall be small enough in diameter to cause turbulent flow (Reynolds number greater than 4 000 ) of sufficient length to cause complete mixing of the exhaust and dilution air. A mixing orifice may be used,
shall be at least 75 mm in diameter,
may be insulated.
The engine exhaust shall be directed downstream at the point where it is introduced into the dilution tunnel, and thoroughly mixed.
When using single dilution, a sample from the dilution tunnel is transferred to the particulate sampling system (section 1.2.2, Figure 14). The flow capacity of the PDP or CFV or SSV must be sufficient to maintain the diluted exhaust at a temperature of less than or equal to 325 K (52 °C) immediately before the primary particulate filter.
When using double dilution, a sample from the dilution tunnel is transferred to the secondary dilution tunnel where it is further diluted, and then passed through the sampling filters (section 1.2.2, Figure 15). The flow capacity of the PDP or CFV or SSV must be sufficient to maintain the diluted exhaust stream in the DT at a temperature of less than or equal to 464 K (191 °C) at the sampling zone. The secondary dilution system must provide sufficient secondary dilution air to maintain the doubly-diluted exhaust stream at a temperature of less than or equal to 325 K (52 °C) immediately before the primary particulate filter.
It is recommended that the dilution air be filtered and charcoal scrubbed to eliminate background hydrocarbons. The dilution air shall have a temperature of 298 K (25 °C) ± 5 K. At the manufacturer's request the dilution air shall be sampled according to good engineering practice to determine the background particulate levels, which can then be subtracted from the values measured in the diluted exhaust.
The probe is the leading section of PTT and
shall be installed facing upstream at a point where the dilution air and exhaust gas are well mixed, i.e. on the dilution tunnel DT centre-line of the dilution systems approximately 10 tunnel diameters downstream of the point where the exhaust enters the dilution tunnel,
shall be 12 mm in minimum inside diameter,
may be heated to no greater than 325 K (52 °C) wall temperature by direct heating or by dilution air pre-heating, provided the air temperature does not exceed 325 K (52 °C) prior to the introduction of the exhaust in the dilution tunnel,
may be insulated.
The particulate sampling system is required for collecting the particulates on the particulate filter. In the case of total sampling partial flow dilution, which consists of passing the entire dilute exhaust sample through the filters, dilution (section 1.2.1.1, Figures 7 and 11) and sampling system usually form an integral unit. In the case of fractional sampling partial flow dilution or full flow dilution, which consists of passing through the filters only a portion of the diluted exhaust, the dilution (section 1.2.1.1, Figures 4, 5, 6, 8, 9, 10 and 12 and section 1.2.1.2, Figure 13) and sampling systems usually form different units.
In this Directive, the double dilution system DDS (Figure 15) of a full flow dilution system is considered as a specific modification of a typical particulate sampling system as shown in Figure 14. The double dilution system includes all important parts of the particulate sampling system, like filter holders and sampling pump, and additionally some dilution features, like a dilution air supply and a secondary dilution tunnel.
In order to avoid any impact on the control loops, it is recommended that the sample pump be running throughout the complete test procedure. For the single filter method, a bypass system shall be used for passing the sample through the sampling filters at the desired times. Interference of the switching procedure on the control loops must be minimised.
The particulate sampling probe shown in the figures is the leading section of the particulate transfer tube PTT. The probe:
shall be installed facing upstream at a point where the dilution air and exhaust gas are well mixed, i.e. on the dilution tunnel DT centre-line of the dilution systems (section 1.2.1), approximately 10 tunnel diameters downstream of the point where the exhaust enters the dilution tunnel),
shall be 12 mm in minimum inside diameter,
may be heated to no greater than 325 K (52 °C) wall temperature by direct heating or by dilution air pre-heating, provided the air temperature does not exceed 325 K (52 °C) prior to the introduction of the exhaust in the dilution tunnel,
may be insulated.
A sample of the diluted exhaust gas is transferred from the dilution tunnel DT of a full flow dilution system through the particulate sampling probe PSP and the particulate transfer tube PTT to the secondary dilution tunnel SDT, where it is diluted once more. The sample is then passed through the filter holder(s) FH that contain the particulate sampling filters. The dilution air flow rate is usually constant whereas the sample flow rate is controlled by the flow controller FC3. If electronic flow compensation EFC (Figure 13) is used, the total diluted exhaust gas flow is used as command signal for FC3.
The particulate transfer tube must not exceed 1 020 mm in length, and must be minimised in length whenever possible.
The dimensions are valid for:
the partial flow dilution fractional sampling type and the full flow single dilution system from the probe tip to the filter holder,
the partial flow dilution total sampling type from the end of the dilution tunnel to the filter holder,
the full flow double dilution system from the probe tip to the secondary dilution tunnel.
The transfer tube:
may be heated to no greater than 325 K (52 °C) wall temperature by direct heating or by dilution air pre-heating, provided the air temperature does not exceed 325 K (52 °C) prior to the introduction of the exhaust in the dilution tunnel,
may be insulated.
The secondary dilution tunnel should have a minimum diameter of 75 mm and should be sufficient length so as to provide a residence time of at least 0,25 seconds for the doubly-diluted sample. The primary filter holder, FH, shall be located within 300 mm of the exit of the SDT.
The secondary dilution tunnel:
may be heated to no greater than 325 K (52 °C) wall temperature by direct heating or by dilution air pre-heating, provided the air temperature does not exceed 325 K (52 °C) prior to the introduction of the exhaust in the dilution tunnel,
may be insulated.
For primary and back-up filters one filter housing or separate filter housings may be used. The requirements of Annex III, Appendix 1, section 1.5.1.3 have to be met.
The filter holder(s):
may be heated to no greater than 325 K (52 °C) wall temperature by direct heating or by dilution air pre-heating, provided the air temperature does not exceed 325 K (52 °C),
may be insulated.
The particulate sampling pump shall be located sufficiently distant from the tunnel so that the inlet gas temperature is maintained constant (± 3 K), if flow correction by FC3 is not used.
The dilution air pump shall be located so that the secondary dilution air is supplied at a temperature of 298 K (25 °C) ± 5 K.
A flow controller shall be used to compensate the particulate sample flow rate for temperature and backpressure variations in the sample path, if no other means are available. The flow controller is required if electronic flow compensation EFC (Figure 13) is used.
The gas meter or flow instrumentation shall be located sufficiently distant from the sample pump so that the inlet gas temperature remains constant (± 3 K), if flow correction by FC3 is not used.
The gas meter or flow instrumentation shall be located so that the inlet gas temperature remains at 298 K (25 °C) ± 5 K.
The ball valve shall have a diameter not less than the inside diameter of the sampling tube and a switching time of less than 0,5 seconds.
Note: If the ambient temperature in the vicinity of PSP, PTT, SDT, and FH is below 239 K (20 °C), precautions should be taken to avoid particle losses onto the cool wall of these parts. Therefore, heating and/or insulating these parts within the limits given in the respective descriptions is recommended. It is also recommended that the filter face temperature during sampling be not below 293 K (20 °C). U.K.
At high engine loads, the above parts may be cooled by a non-aggressive means such as a circulating fan, as long as the temperature of the cooling medium is not below 293 K (20 °C).]
(state percentage of oil in mixture if lubricant and fuel are mixed)
| a For the case of several parent engines to be indicated for each of them. | ||
| Power PAE (kW) absorbed at various engine speeds a , taking into account Appendix 3 of this Annex | ||
|---|---|---|
| Equipment | Intermediate (if applicable) | Rated |
| Total: | ||
| Power setting (kW) at various engine speeds | ||
|---|---|---|
| Condition | Intermediate (if applicable) | Rated |
| Maximum power measured on test (PM) (kW) (a) | ||
| Total power absorbed by engine driven equipment as per section 1.3.2 of this Appendix, or section 3.1 of Annex III (PAE) (kW) (b) | ||
| Net engine power as specified in section 2.4 of Annex I (kW) (c) | ||
| c = a + b | ||
| Dynamometer setting (kW) at various engine speeds | ||
|---|---|---|
| Percent Load | Intermediate (if applicable) | Rated |
| 10 (if applicable) | ||
| 25 (if applicable) | ||
| 50 | ||
| 75 | ||
| 100 | ||
Gaseous emissions:
Particulates:
Method: single/multiple filter]
| a Must not be greater than 10 % of the power measured during the test. | ||
| Equipment | Power P AE (kW) absorbed at various engine speeds a , taking into account Appendix 3 of this Annex | |
|---|---|---|
| Equipment | Rated | |
| Total | ||
Idle: min -1
Intermediate: min -1
Rated: min -1
| Condition | Power setting (kW) at various engine speeds | |
|---|---|---|
| Intermediate (if applicable) | Rated | |
| Maximum power measured on test (P M ) (kW) (a) | ||
| Total power absorbed by engine driven equipment as per section 1.3.2 of this Appendix, or section 2.8 of Annex III (P AE ) (kW) (b) | ||
| Net engine power as specified in section 2.4 of Annex I (kW) (c) | ||
| c = a + b | ||
| Percent Load | Dynamometer setting (kW) at various engine speeds | |
|---|---|---|
| Intermediate (if applicable) | Rated (if applicable) | |
| 10 (if applicable) | ||
| 25 (if applicable) | ||
| 50 | ||
| 75 | ||
| 100 | ||
CO: g/kWh
HC: g/kWh
NO x : g/kWh]
| a The complete inlet system shall be fitted as provided for the intended application:
In other cases, an equivalent system may be used and a check should be made to ascertain that the intake pressure does not differ by more than 100 Pa from the upper limit specified by the manufacturer for a clean air filter. | ||
| b The complete exhaust system shall be fitted as provided for the intended application:
In other cases, an equivalent system may be installed provided the pressure measured does not differ by more than 1 000 Pa from the upper limit specified by the manufacturer. | ||
| c If an exhaust brake is incorporated in the engine, the throttle valve shall be fixed in the fully open position. | ||
| d The fuel feed pressure may be adjusted, if necessary, to reproduce the pressure existing in the particular engine application (particularly when a ‘ fuel return ’ system is used). | ||
| e The air intake valve is the control valve for the pneumatic governor of the injection pump. The governor or the fuel injection equipment may contain other devices which may affect the amount of injected fuel. | ||
| f The cooling-liquid circulation shall be operated by the engine water pump only. Cooling of the liquid may be produced by an external circuit, such that the pressure loss of this circuit and the pressure at the pump inlet remain substantially the same as those of the engine cooling system. | ||
| g The thermostat may be fixed in the fully open position. | ||
| h When the cooling fan or blower is fitted for the test, the power absorbed shall be added to the results, except for cooling fans of air cooled engines directly fitted on the crankshaft. The fan or blower power shall be determined at the speeds used for the test either by calculation from standard characteristics or by practical tests. | ||
| i Minimum power of the generator: the electrical power of the generator shall be limited to that necessary for operation of accessories which are indispensable for engine operation. If the connection of a battery is necessary, a fully charged battery in good condition shall be used. | ||
| j Charge air-cooled engines shall be tested with charge air cooling, whether liquid- or air-cooled, but if the manufacturer prefers, a test bench system may replace the air cooler. In either case, the measurement of power at each speed shall be made with the maximum pressure drop and the minimum temperature drop of the engine air across the charge air cooler on the test bench system as specified by the manufacturer. | ||
| l These may include, for example, exhaust-gas recirculation (EGR)-system, catalytic converter, thermal reactor, secondary air-supply system and fuel evaporation protecting system. | ||
| k The power for electrical or other starting systems shall be provided from the test bed.] | ||
| Number | Equipment and auxiliaries | Fitted for emission test |
|---|---|---|
| 1 | Inlet system | |
| Inlet manifold | Yes, standard production equipment | |
| Crankcase emission control system | Yes, standard production equipment | |
| Control devices for dual induction inlet manifold system | Yes, standard production equipment | |
| Air flow meter | Yes, standard production equipment | |
| Air inlet duct work | Yes a | |
| Air filter | Yes a | |
| Inlet silencer | Yes a | |
| Speed-limiting device | Yes a | |
| 2 | Induction-heating device of inlet manifold | Yes, standard production equipment. If possible to be set in the most favourable condition |
| 3 | Exhaust system | |
| Exhaust purifier | Yes, standard production equipment | |
| Exhaust manifold | Yes, standard production equipment | |
| Connecting pipes | Yes b | |
| Silencer | Yes b | |
| Tail pipe | Yes b | |
| Exhaust brake | No c | |
| Pressure charging device | Yes, standard production equipment | |
| 4 | Fuel supply pump | Yes, standard production equipment d |
| 5 | Carburation equipment | |
| Carburettor | Yes, standard production equipment | |
| Electronic control system, air flow meter, etc. | Yes, standard production equipment | |
| Equipment for gas engines | ||
| Pressure reducer | Yes, standard production equipment | |
| Evaporator | Yes, standard production equipment | |
| Mixer | Yes, standard production equipment | |
| 6 | Fuel injection equipment (petrol and diesel) | |
| Prefilter | Yes, standard production or test bed equipment | |
| Filter | Yes, standard production or test bed equipment | |
| Pump | Yes, standard production equipment | |
| High-pressure pipe | Yes, standard production equipment | |
| Injector | Yes, standard production equipment | |
| Air inlet valve | Yes, standard production equipment e | |
| Electronic control system, air flow meter, etc. | Yes, standard production equipment | |
| Governor/control system | Yes, standard production equipment | |
| Automatic full-load stop for the control rack depending on atmospheric conditions | Yes, standard production equipment | |
| 7 | Liquid-cooling equipment | |
| Radiator | No | |
| Fan | No | |
| Fan cowl | No | |
| Water pump | Yes, standard production equipment f | |
| Thermostat | Yes, standard production equipment g | |
| 8 | Air cooling | |
| Cowl | No h | |
| Fan or Blower | No h | |
| Temperature-regulating device | No | |
| 9 | Electrical equipment | |
| Generator | Yes, standard production equipment i | |
| Spark distribution system | Yes, standard production equipment | |
| Coil or coils | Yes, standard production equipment | |
| Wiring | Yes, standard production equipment | |
| Spark plugs | Yes, standard production equipment | |
| Electronic control system including knock sensor/spark retard system | Yes, standard production equipment | |
| 10 | Pressure charging equipment | |
| Compressor driven either directly by the engine and/or by the exhaust gases | Yes, standard production equipment | |
| Charge air cooler | Yes, standard production or test bed equipment j l | |
| Coolant pump or fan (engine-driven) | No h | |
| Coolant flow control device | Yes, standard production equipment | |
| 11 | Auxiliary test-bed fan | Yes, if necessary |
| 12 | Anti-pollution device | Yes, standard production equipment k |
| 13 | Starting equipment | Test bed equipment |
| 14 | Lubricating oil pump | Yes, standard production equipment |
:
the lower case letter ‘e’ followed by the distinguishing letter(s) or number of the Member State issuing the approval:
for Germany
for France
for Italy
for the Netherlands
for Sweden
for Belgium
for Hungary
for the Czech Republic
for Spain
for the United Kingdom
for Austria
for Luxembourg
for Finland
for Denmark
for Romania
for Poland
for Portugal
for Greece
for Ireland
for Slovenia
for Slovakia
for Estonia
for Latvia
for Bulgaria
for Lithuania
for Cyprus
for Malta]
:
the number of this Directive. As it contains different implementation dates and different technical standards, two alphabetical characters are added. These characters refer to the different application dates for the stages of severity and to the application of the engine for different specification of mobile machinery, on the basis of which type-approval was granted. The first character is defined in Article 9. The second character is defined in Annex I, section 1 with regard to the test mode defined in Annex III, section 3.6.
:
the number of the latest amending Directive applicable to the approval. If applicable two further alphabetical characters are to be added depending on the conditions described in section 2, even if as a result of the new parameters only one of the characters was to be changed. If no change of these characters apply they shall be omitted.
:
a four-digit sequential number (with leading zeros as applicable) to denote the base approval number. The sequence shall start from 0001.
:
a two-digit sequential number (with a leading zero if applicable) to denote the extension. The sequence shall start from 01 for each base approval number.
e 11*98/…AA*00/000XX*0003*00
e 1*01/…EA*00/000XX*0004*02
On the request of an equipment manufacturer (OEM), and permission being granted by an approval authority, an engine manufacturer may during the period between two successive stages of limit values place a limited number of engines on the market that only comply with the previous stage of emission limit values in accordance with the following provisions:
| Engine category | Number of engines |
|---|---|
| 19-37kW | 200 |
| 37-75kW | 150 |
| 75-130kW | 100 |
| 130-560kW | 50 |
a sample of the labels to be affixed to each piece of non-road mobile machinery in which an engine placed on the market under the flexibility scheme will be installed. The labels shall bear the following text: ‘ MACHINE NO … (sequence of machines) OF … (total number of machines in respective power band) WITH ENGINE No … WITH TYPE APPROVAL (Dir. 97/68/EC) No … ’ ; and
a sample of the supplementary label to be affixed on the engine bearing the text referred to in section 2,2 of this Annex.
CCNR stage I (37)
| PN (kW) | CO (g/kWh) | HC (g/kWh) | NO x (g/k/Wh) | PT (g/kWh) |
|---|---|---|---|---|
| 37 ≤ PN < 75 | 6,5 | 1,3 | 9,2 | 0,85 |
| 75 ≤ PN < 130 | 5,0 | 1,3 | 9,2 | 0,70 |
| P ≥ 130 | 5,0 | 1,3 | n ≥ 2 800 tr/min = 9,2 500 ≤ n < 2 800 tr/min = 45 x n (-0.2) | 0,54] |
CCNR stage II (38)
| P N (kW) | CO (g/kWh) | HC (g/kWh) | NO x (g/kWh) | PT (g/kWh) |
|---|---|---|---|---|
| 18 ≤ P N < 37 | 5,5 | 1,5 | 8,0 | 0,8 |
| 37 ≤ P N < 75 | 5,0 | 1,3 | 7,0 | 0,4 |
| 75 ≤ P N < 130 | 5,0 | 1,0 | 6,0 | 0,3 |
| 130 ≤ P N < 560 | 3,5 | 1,0 | 6,0 | 0,2 |
| P N ≥ 560 | 3,5 | 1,0 | n ≥ 3150 min -1 = 6,0 343 ≤ n < 3150 min -1 = 45 x n (-0,2) – 3 n < 343 min -1 = 11,0 | 0,2] |
Opinion of the European Parliament of 25 October 1995 (OJ C 308, 20.11.1995, p. 29), Council common position of 20 January 1997 (OJ C 123, 21.4.1997, p. 1) and Decision of the European Parliament of 13 May 1997, (OJ C 167, 2.7.1997, p. 22). Council Decision of 4 December 1997 and Decision of the European Parliament of 16 December 1997.
Resolution of the Council and the representatives of the Governments of the Member States, meeting within the Council of 1 February 1993 (OJ C 138, 17.5.1993, p. 1).
Council Directive 88/77/EEC of 3 December 1987 on the approximation of the laws of the Member States relating to the measures to be taken against the emission of gaseous pollutants from diesel engines for use in vehicles (OJ L 36, 9.2.1988, p. 33). Directive as last amended by Directive 96/1/EC (OJ L 40, 17.2.1996, p. 1).
Council Directive 92/53/EEC of 18 June 1992 amending Directive 70/156/EEC on the approximation of the laws of the Member States relating to the type-approval of motor vehicles and their trailers (OJ L 225, 10.8.1992, p. 1).
[F4 OJ L 164, 30.6.1994, p. 15 . Directive as last amended by Regulation (EC) No 1882/2003 ( OJ L 284, 31.10.2003, p. 1 ).]
[F4 OJ L 301, 28.10.1982, p. 1 . Directive as amended by the 2003 Act of Accession.]
OJ L 42, 23.2.1970, p. 1. Directive as last amended by Directive 93/81/EEC (OJ L 264, 23.10.1993, p. 49).
OJ L 84, 28.3.1974, p. 10. Directive as last amended by Directive 88/297/EEC (OJ L 126, 20.5.1988, p. 52).
OJ L 375, 31.12.1980, p. 46. Directive as last amended by Directive 89/491/EEC (OJ L 238, 15.8.1989, p. 43).
This means that, contrary to the requirements of section 5.1.1.1 of Annex I to Directive 80/1269/EEC, the engine cooling fan must not be installed during the test for the check of the engine net power; if on the contrary the manufacturer carries out the test with the fan installed on the engine, the power absorbed by the fan itself must be summed up to the power so measured, [F2except for cooling fans of air cooled engines directly fitted on the crankshaft (see Appendix 3 of Annex VII).]
where x is any one of the individual results obtained with the sample n.
[F3Identical with C1 cycle as described in paragraph 8.3.1.1 of the ISO8178-4: 2002(E) standard.
Identical with D2 cycle as described in paragraph 8.4.1. of the ISO8178-4: 2002(E) standard.
Constant-speed auxiliary engines must be certified to the ISO D2 duty cycle, i.e. the 5-mode steady-state cycle specified in Section 3.7.1.2, while variable-speed auxiliary engines must be certified to the ISO C1 duty cycle, i.e. the 8-mode steady-state cycle specified in Section 3.7.1.1.
Identical with E3 cycle as described in Sections 8.5.1, 8.5.2 and 8.5.3 of the ISO8178-4: 2002(E) standard. The four modes lie on an average propeller curve based on in-use measurements.
Identical with E2 cycle as described in Sections 8.5.1, 8.5.2 and 8.5.3 of the ISO8178-4: 2002(E) standard.
Identical with F cycle of ISO 8178-4: 2002 (E) standard.]
[F3The calibration procedure is common for both NRSC and NRTC tests, with the exception of the requirements specified in Sections 1.11 and 2.6.]
[F3In the case of NO x , the NO x concentration (NO x conc or NO x conc c ) has to be multiplied by K HNO x (humidity correction factor for NO x quoted in section 1.3.3) as follows: K HNO x x conc or K HNO x x conc c
The particulate mass flow rate PT mass has to be multiplied by Kp (humidity correction factor for particulates quoted in section 1.4.1).]
[F2Identical with D2 cycle of the ISO 8168-4: 1996(E) standard.
In the case of NO x the concentration has to be multiplied by the humidity correction factor K H (humidity correction factor for NO x ).
In the ISO 8178-1 a more complete formula of the fuel molecular weight is quoted (formula 50 of Chapter 13.5.1(b)). The formula takes into account not only the hydrogen to carbon ratio and the oxygen to carbon ratio but also other possible fuel components such as sulphur and nitrogen. However, as the SI. engines of the Directive are tested with a petrol (quoted as a reference fuel in Annex V) containing usually only carbon and hydrogen, the simplified formula is considered.]
[F3Figures 4 to 12 show many types of partial flow dilution systems, which normally can be used for the steady-state test (NRSC). But, because of very severe constraints of the transient tests, only those partial flow dilution systems (Figures 4 to 12) able to fulfill all the requirements quoted in the section ‘ Partial flow dilution system specifications ’ of Annex III, Appendix 1, Section 2.4, are accepted for the transient test (NRTC).]
[F3For the case of several parent engines to be indicated for each of them.
Uncorrected power measured in accordance with section 2.4 of Annex I.
Indicate figure numbers defined in Annex VI section 1.
Delete as appropriate.
For the case of several parent engines, to be indicated for each of them.]
[F2In case of several parent engines, to be indicated for each of them.
Uncorrected power measured in accordance with the provisions of section 2.4 of Annex I.]
[F4CCNR Protocol 19, Resolution of the Central Commission for the Navigation of the Rhine of 11 May 2000 .]
[F4CCNR Protocol 21, Resolution of the Central Commission for the Navigation of the Rhine of 31 May 2001 .’]
Textual Amendments
F1 Substituted by Directive 2002/88/EC of the European Parliament and of the Council of 9 December 2002 amending Directive 97/68/EC on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery.
F2 Inserted by Directive 2002/88/EC of the European Parliament and of the Council of 9 December 2002 amending Directive 97/68/EC on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery.
F3 Substituted by Directive 2004/26/EC of the European Parliament and of the Council of 21 April 2004 amending Directive 97/68/EC on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery (Text with EEA relevance).
F4 Inserted by Directive 2004/26/EC of the European Parliament and of the Council of 21 April 2004 amending Directive 97/68/EC on the approximation of the laws of the Member States relating to measures against the emission of gaseous and particulate pollutants from internal combustion engines to be installed in non-road mobile machinery (Text with EEA relevance).
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